VTEC mechanism K20Z3
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VTEC mechanism K20Z3
Hello, I'm a Honda Civic EK4 (B16A2) owner and I just bought a Honda Civic Sedan Si 2008, with K20Z3 engine, I got worried to read that in a hybrid-racing.com article K Series Engine Guide that the civic 2006 vtec doesn't work like the B16, does that happens in the 2007-08 civic, since this one comes with the LSD intake RBC and other stuff that makes it different. Regards
K20Z3 2006 Civic Si - CSX-S 197@7800 11.0:1 2.0l/1998cc i-VTEC Type 2
http://www.hybrid-racing.com/g....aspx
Type 1:
Same VTEC mechanism as the older B series motors but with addition of VTC.
Type 2:
This motor does not use the conventional VTEC mechanism from the earlier B series motors but does have VTC. Instead it only has 2 cam lobes on the intake side and 1 on the exhaust lob. This motor has no VTEC mechanism on the exhaust cam.
K20Z3 2006 Civic Si - CSX-S 197@7800 11.0:1 2.0l/1998cc i-VTEC Type 2
http://www.hybrid-racing.com/g....aspx
Type 1:
Same VTEC mechanism as the older B series motors but with addition of VTC.
Type 2:
This motor does not use the conventional VTEC mechanism from the earlier B series motors but does have VTC. Instead it only has 2 cam lobes on the intake side and 1 on the exhaust lob. This motor has no VTEC mechanism on the exhaust cam.
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From: Ft Worth, Tx, USA
The old "VTEC" ran off oil pressure sensors and other sensors. "i-VTEC" is controlled by the ECU.
We have Type 2 because either A: the EP3s sorry excuse for i-VTEC was type 1, or B: type 1 is on the SOHC R18.
We have Type 2 because either A: the EP3s sorry excuse for i-VTEC was type 1, or B: type 1 is on the SOHC R18.
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From: atlanta, ga, usa
Re: VTEC mechanism K20Z3 (24boosted)
From another board:
The K20A3 does not have a standard DOHC VTEC valvetrain as we know it from the B-series engines - the K20A3 should actually be called a "DOHC i-VTEC-E" engine, because it uses a VTEC-E cam setup. The K20A2 is the "real" DOHC i-VTEC engine, utilizing the standard DOHC VTEC cam setup we're all familiar with. To help you understand the differences between the K20A2 and K20A3 engines, I've included the following information from a post I made elsewhere:
Allow me to evaluate. Let's start out by defining some terms:
VTEC - Variable valve Timing and lift Electronic Control. At low RPM, a VTEC engine uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. The VTEC mechanism engages a high-lift, long-duration "race" cam profile at a set RPM value (i.e., ~5500RPM on the B16A) to increase high-end power delivery.
VTEC-E - Variable valve Timing and lift Electronic Control for Efficiency. This system isn't really VTEC as we know it. At low RPM, the VTEC-E mechanism effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At a set RPM value (i.e., ~2500RPM in the D16Y5), the VTEC-E mechanism engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. Note: in a VTEC-E engine, there are no high-RPM performance cam profiles; this engine is supposed to be tuned for fuel economy, right?
VTC - Variable Timing Control. This is a mechanism attached to the end of the intake camshaft only which acts as a continuously variable cam gear - it automatically adjusts the overlap between the intake and exhaust cams, effectively allowing the engine to have the most ideal amount of valve overlap in all RPM ranges. VTC is active at all RPMs.
i-VTEC - intelligent Variable valve Timing and lift Electronic Control. This is a combination of both the VTEC and the VTC technologies - in other words, i-VTEC = VTEC + VTC. Currently, the only engines that use the i-VTEC system are the DOHC K-series engines.
Now this is where things get tricky - Honda uses the term "DOHC i-VTEC" for two different systems: The first system is used in the K20A2 engine of the RSX Type-S. The second system is used in the K20A3 engine of the Civic Si.
The First System (K20A2):
This system is pretty close to the older DOHC VTEC engines. At low RPM, the K20A2 uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. At 5800RPM, its VTEC mechanism engages a high-lift, long-duration "race" cam profile to increase high-end power delivery. The only difference between this i-VTEC engine and the older VTEC engines is the addition of the VTC system. The intake camshaft has the automatic self-adjusting cam gear which continuously optimizes valve overlap for all RPM ranges.
Here we see an image of the intake cam lobes of the K20A2. Notice there are 3 lobes; the two side lobes are the low-RPM profiles, and the center lobe is the high-lift, long-duration profile which engages at 5800RPM. Basically the same setup as the old VTEC engines we are familiar with.
http://www.superhonda.com/phot...s.jpg
Now here we see the VTC mechanism - the gear on the end of the intake cam that adjusts valve timing (overlap) automatically on the fly.
http://www.superhonda.com/phot...c.jpg
This system is used in engines powering the JDM Honda Integra Type-R, Civic Type-R, Accord Euro-R, and the USDM Acura RSX Type-S and TSX.
The Second System (K20A3):
This system does not really conform to the "DOHC i-VTEC" nomenclature, as Honda would like us to believe. As I mentioned in my previous post, it actually should be called "i-VTEC-E," because it uses a VTEC-E mechanism rather than a standard VTEC mechanism. At low RPM, the VTEC-E system effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At 2200RPM, the VTEC-E system engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. There are no high-RPM performance cam profiles; this engine is tuned to balance fuel economy and power, rather than provide pure performance. On the intake cam, there is the VTC mechanism which basically is an automatic self-adjusting cam gear used to continuously optimize the valve overlap for all RPM ranges. This being a VTEC-E system - and not a true DOHC VTEC system - is the reason the K20A3 redlines at a measly 6800RPM, while the K20A2 is able to rev all the way to 7900RPM.
Here we see an image of the intake cam lobes of the K20A3. Notice there are only 2 lobes - there is a nearly round one used only for the low-RPM disabled intake valve, and then there is the regular lobe used by the other valve at low-RPM and by both valves at high-RPM:
http://www.superhonda.com/phot...s.jpg
This system is used in engines powering the USDM Acura RSX base, Honda Civic Si, Accord 4-cylinder, CRV, and Element.
Special note: The K20A3 engine used in the Acura RSX base has a slightly different intake manifold design from the K20A3 engine used in the Civic Si. The RSX engine uses a dual-stage manifold, similar in concept to the manifold of the B18C1 in the old Integra GSR. It uses long intake runners at low-RPM to retain low end power, and switches at 4700RPM to a set of shorter intake runners to enhance high-end torque. This accounts for the extra 9 ft-lb of torque in the RSX (141 ft-lb, vs. 132 ft-lb in the Civic Si).
Here is an image showing just how this dual-stage manifold works. On the top, you can see the high-RPM (short) runners in use, and on the bottom, you can see the low-RPM (long) runners are in use.
http://www.superhonda.com/phot...s.gif
Myths:
1. The i-VTEC engine engages VTEC gradually, and not suddenly like in the old VTEC engines.
Wrong. The i-VTEC engine "engages VTEC" at a single set RPM, like always. Whoever started this rumor is a fucktard. Read the definitions above.
2. VTC engages at a set RPM.
Wrong. VTC is always activated. Read under "VTC" above.
3. The K20A3 engages VTEC at 5000+ RPM.
Wrong. Technically, there is no "VTEC" (as we think of it) in the K20A3 engine - it uses a VTEC-E technology, which engages at 2200RPM. Read under "The Second Sytem" above
The K20A3 does not have a standard DOHC VTEC valvetrain as we know it from the B-series engines - the K20A3 should actually be called a "DOHC i-VTEC-E" engine, because it uses a VTEC-E cam setup. The K20A2 is the "real" DOHC i-VTEC engine, utilizing the standard DOHC VTEC cam setup we're all familiar with. To help you understand the differences between the K20A2 and K20A3 engines, I've included the following information from a post I made elsewhere:
Allow me to evaluate. Let's start out by defining some terms:
VTEC - Variable valve Timing and lift Electronic Control. At low RPM, a VTEC engine uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. The VTEC mechanism engages a high-lift, long-duration "race" cam profile at a set RPM value (i.e., ~5500RPM on the B16A) to increase high-end power delivery.
VTEC-E - Variable valve Timing and lift Electronic Control for Efficiency. This system isn't really VTEC as we know it. At low RPM, the VTEC-E mechanism effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At a set RPM value (i.e., ~2500RPM in the D16Y5), the VTEC-E mechanism engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. Note: in a VTEC-E engine, there are no high-RPM performance cam profiles; this engine is supposed to be tuned for fuel economy, right?
VTC - Variable Timing Control. This is a mechanism attached to the end of the intake camshaft only which acts as a continuously variable cam gear - it automatically adjusts the overlap between the intake and exhaust cams, effectively allowing the engine to have the most ideal amount of valve overlap in all RPM ranges. VTC is active at all RPMs.
i-VTEC - intelligent Variable valve Timing and lift Electronic Control. This is a combination of both the VTEC and the VTC technologies - in other words, i-VTEC = VTEC + VTC. Currently, the only engines that use the i-VTEC system are the DOHC K-series engines.
Now this is where things get tricky - Honda uses the term "DOHC i-VTEC" for two different systems: The first system is used in the K20A2 engine of the RSX Type-S. The second system is used in the K20A3 engine of the Civic Si.
The First System (K20A2):
This system is pretty close to the older DOHC VTEC engines. At low RPM, the K20A2 uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. At 5800RPM, its VTEC mechanism engages a high-lift, long-duration "race" cam profile to increase high-end power delivery. The only difference between this i-VTEC engine and the older VTEC engines is the addition of the VTC system. The intake camshaft has the automatic self-adjusting cam gear which continuously optimizes valve overlap for all RPM ranges.
Here we see an image of the intake cam lobes of the K20A2. Notice there are 3 lobes; the two side lobes are the low-RPM profiles, and the center lobe is the high-lift, long-duration profile which engages at 5800RPM. Basically the same setup as the old VTEC engines we are familiar with.
http://www.superhonda.com/phot...s.jpg
Now here we see the VTC mechanism - the gear on the end of the intake cam that adjusts valve timing (overlap) automatically on the fly.
http://www.superhonda.com/phot...c.jpg
This system is used in engines powering the JDM Honda Integra Type-R, Civic Type-R, Accord Euro-R, and the USDM Acura RSX Type-S and TSX.
The Second System (K20A3):
This system does not really conform to the "DOHC i-VTEC" nomenclature, as Honda would like us to believe. As I mentioned in my previous post, it actually should be called "i-VTEC-E," because it uses a VTEC-E mechanism rather than a standard VTEC mechanism. At low RPM, the VTEC-E system effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At 2200RPM, the VTEC-E system engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. There are no high-RPM performance cam profiles; this engine is tuned to balance fuel economy and power, rather than provide pure performance. On the intake cam, there is the VTC mechanism which basically is an automatic self-adjusting cam gear used to continuously optimize the valve overlap for all RPM ranges. This being a VTEC-E system - and not a true DOHC VTEC system - is the reason the K20A3 redlines at a measly 6800RPM, while the K20A2 is able to rev all the way to 7900RPM.
Here we see an image of the intake cam lobes of the K20A3. Notice there are only 2 lobes - there is a nearly round one used only for the low-RPM disabled intake valve, and then there is the regular lobe used by the other valve at low-RPM and by both valves at high-RPM:
http://www.superhonda.com/phot...s.jpg
This system is used in engines powering the USDM Acura RSX base, Honda Civic Si, Accord 4-cylinder, CRV, and Element.
Special note: The K20A3 engine used in the Acura RSX base has a slightly different intake manifold design from the K20A3 engine used in the Civic Si. The RSX engine uses a dual-stage manifold, similar in concept to the manifold of the B18C1 in the old Integra GSR. It uses long intake runners at low-RPM to retain low end power, and switches at 4700RPM to a set of shorter intake runners to enhance high-end torque. This accounts for the extra 9 ft-lb of torque in the RSX (141 ft-lb, vs. 132 ft-lb in the Civic Si).
Here is an image showing just how this dual-stage manifold works. On the top, you can see the high-RPM (short) runners in use, and on the bottom, you can see the low-RPM (long) runners are in use.
http://www.superhonda.com/phot...s.gif
Myths:
1. The i-VTEC engine engages VTEC gradually, and not suddenly like in the old VTEC engines.
Wrong. The i-VTEC engine "engages VTEC" at a single set RPM, like always. Whoever started this rumor is a fucktard. Read the definitions above.
2. VTC engages at a set RPM.
Wrong. VTC is always activated. Read under "VTC" above.
3. The K20A3 engages VTEC at 5000+ RPM.
Wrong. Technically, there is no "VTEC" (as we think of it) in the K20A3 engine - it uses a VTEC-E technology, which engages at 2200RPM. Read under "The Second Sytem" above
Honda-Tech Member
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From: atlanta, ga, usa
Re: VTEC mechanism K20Z3 (IT GUY)
Member
Joined: Sep 2005
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From: Let me warn ya. Northern California
Re: VTEC mechanism K20Z3 (IT GUY)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by IT GUY »</TD></TR><TR><TD CLASS="quote">and for the R18 motors here is a good explaination:
http://asia.vtec.net/Engines/RiVTEC/index.html</TD></TR></TABLE>
woohoo! yay for the r18
http://asia.vtec.net/Engines/RiVTEC/index.html</TD></TR></TABLE>
woohoo! yay for the r18
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Junior Member
Joined: Apr 2007
Posts: 147
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From: Santa Barbara, CA, USA
Re: VTEC mechanism K20Z3 (IGotNoSwap)
the Si has the K20Z3, not K20A3. That whole article is about the A3, so what about our motors? The Z3 still works VTEC off of the cams, chich is y it can go up to 8000 rpm.
Not applicable whatsoever
Not applicable whatsoever
Honda-Tech Member
Joined: Jan 2007
Posts: 3,951
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From: atlanta, ga, usa
Re: VTEC mechanism K20Z3 (zid)
so.. decided not to read about the k20a2? that's the same style VTEC as we use..
The First System (K20A2):
This system is pretty close to the older DOHC VTEC engines. At low RPM, the K20A2 uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. At 5800RPM, its VTEC mechanism engages a high-lift, long-duration "race" cam profile to increase high-end power delivery. The only difference between this i-VTEC engine and the older VTEC engines is the addition of the VTC system. The intake camshaft has the automatic self-adjusting cam gear which continuously optimizes valve overlap for all RPM ranges.
Here we see an image of the intake cam lobes of the K20A2. Notice there are 3 lobes; the two side lobes are the low-RPM profiles, and the center lobe is the high-lift, long-duration profile which engages at 5800RPM. Basically the same setup as the old VTEC engines we are familiar with.
http://www.superhonda.com/phot...s.jpg
Now here we see the VTC mechanism - the gear on the end of the intake cam that adjusts valve timing (overlap) automatically on the fly.
http://www.superhonda.com/phot...c.jpg
This system is used in engines powering the JDM Honda Integra Type-R, Civic Type-R, Accord Euro-R, and the USDM Acura RSX Type-S and TSX.
Really, does it need to be spoonfed for ya? Come on now!
The First System (K20A2):
This system is pretty close to the older DOHC VTEC engines. At low RPM, the K20A2 uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. At 5800RPM, its VTEC mechanism engages a high-lift, long-duration "race" cam profile to increase high-end power delivery. The only difference between this i-VTEC engine and the older VTEC engines is the addition of the VTC system. The intake camshaft has the automatic self-adjusting cam gear which continuously optimizes valve overlap for all RPM ranges.
Here we see an image of the intake cam lobes of the K20A2. Notice there are 3 lobes; the two side lobes are the low-RPM profiles, and the center lobe is the high-lift, long-duration profile which engages at 5800RPM. Basically the same setup as the old VTEC engines we are familiar with.
http://www.superhonda.com/phot...s.jpg
Now here we see the VTC mechanism - the gear on the end of the intake cam that adjusts valve timing (overlap) automatically on the fly.
http://www.superhonda.com/phot...c.jpg
This system is used in engines powering the JDM Honda Integra Type-R, Civic Type-R, Accord Euro-R, and the USDM Acura RSX Type-S and TSX.
Really, does it need to be spoonfed for ya? Come on now!
Honda-Tech Member
Joined: Jan 2002
Posts: 4,337
Likes: 0
From: OCONUS
Re: VTEC mechanism K20Z3 (zid)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zid »</TD></TR><TR><TD CLASS="quote">the Si has the K20Z3, not K20A3. That whole article is about the A3, so what about our motors? The Z3 still works VTEC off of the cams, chich is y it can go up to 8000 rpm.
Not applicable whatsoever</TD></TR></TABLE>
vtec doesn't allow us to rev to 8k our valvetrain components and construction allow us to rev to 8k. vtec allows us to MAKE power up that high.
Not applicable whatsoever</TD></TR></TABLE>
vtec doesn't allow us to rev to 8k our valvetrain components and construction allow us to rev to 8k. vtec allows us to MAKE power up that high.
Honda-Tech Member
Joined: Jan 2007
Posts: 3,951
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From: atlanta, ga, usa
Re: VTEC mechanism K20Z3 (zid)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zid »</TD></TR><TR><TD CLASS="quote">the Si has the K20Z3, not K20A3. That whole article is about the A3, so what about our motors? The Z3 still works VTEC off of the cams, chich is y it can go up to 8000 rpm.
Not applicable whatsoever</TD></TR></TABLE>
reading owns you
Not applicable whatsoever</TD></TR></TABLE>
reading owns you
Joined: Jan 2007
Posts: 137
Likes: 0
From: Northridge, CA, Los Angeles
Re: VTEC mechanism K20Z3 (zid)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zid »</TD></TR><TR><TD CLASS="quote">the Si has the K20Z3, not K20A3. That whole article is about the A3, so what about our motors? The Z3 still works VTEC off of the cams, chich is y it can go up to 8000 rpm.
Not applicable whatsoever</TD></TR></TABLE>
Not applicable whatsoever</TD></TR></TABLE>
Joined: Nov 2006
Posts: 801
Likes: 0
From: Charlotte, NC
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Real Ek4 »</TD></TR><TR><TD CLASS="quote">I just bought a Honda Civic Sedan SI 2008</TD></TR></TABLE>
You sure??
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Demonis »</TD></TR><TR><TD CLASS="quote">
The old "VTEC" ran off oil pressure sensors and other sensors. "i-VTEC" is controlled by the ECU.</TD></TR></TABLE>
Also, i-VTEC operates on a timing chain too.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zid »</TD></TR><TR><TD CLASS="quote">the Si has the K20Z3, not K20A3. That whole article is about the A3, so what about our motors? The Z3 still works VTEC off of the cams, chich is y it can go up to 8000 rpm.
Not applicable whatsoever </TD></TR></TABLE>
You just made my day.
You sure??
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Demonis »</TD></TR><TR><TD CLASS="quote">
The old "VTEC" ran off oil pressure sensors and other sensors. "i-VTEC" is controlled by the ECU.</TD></TR></TABLE>
Also, i-VTEC operates on a timing chain too.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zid »</TD></TR><TR><TD CLASS="quote">the Si has the K20Z3, not K20A3. That whole article is about the A3, so what about our motors? The Z3 still works VTEC off of the cams, chich is y it can go up to 8000 rpm.
Not applicable whatsoever </TD></TR></TABLE>
You just made my day.
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Posts: 4,337
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From: OCONUS
Re: (ley)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Demonis »</TD></TR><TR><TD CLASS="quote">The old "VTEC" ran off oil pressure sensors and other sensors. "i-VTEC" is controlled by the ECU.
</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ley »</TD></TR><TR><TD CLASS="quote">
Also, i-VTEC operates on a timing chain too.
</TD></TR></TABLE>
i-vtec still runs off of sensors and oil pressure just like the old ****. standard vtec was also magically controlled by the ECU.
just like the new stuff.
like stated above...the differences is i-vtec incorporates cam timing adjustablility "on the go".
</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ley »</TD></TR><TR><TD CLASS="quote">
Also, i-VTEC operates on a timing chain too.
</TD></TR></TABLE>
i-vtec still runs off of sensors and oil pressure just like the old ****. standard vtec was also magically controlled by the ECU.
just like the new stuff. like stated above...the differences is i-vtec incorporates cam timing adjustablility "on the go".
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Posts: 4,337
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From: OCONUS
Re: (MaggotSI)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MaggotSI »</TD></TR><TR><TD CLASS="quote">this makes more sense to me... here i thought i was learning something at the start of the thread but turns out i really wasnt.
EDIT: also didnt know there were 2008 Si yet? </TD></TR></TABLE>
glad i could help.
it bothers me when people throw **** out for other people to read and it's complete nonsense.
EDIT: also didnt know there were 2008 Si yet? </TD></TR></TABLE>
glad i could help.
it bothers me when people throw **** out for other people to read and it's complete nonsense.
lol
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Posts: 4,337
Likes: 0
From: OCONUS
Re: (MaggotSI)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by MaggotSI »</TD></TR><TR><TD CLASS="quote">mines brand new... it has LSD.. this thread is confusing as all hell. someone should lock it up before it turns into one of those diaria of the mouth threads.</TD></TR></TABLE>
yah that link was throwing me all off. i think there might be some conflicting info on it.
yah that link was throwing me all off. i think there might be some conflicting info on it.
Thread Starter
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Joined: Aug 2005
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From: Panama, Republic of Panama.
Re: (dirtySOHC's)
It was a mistake in the text by hybrid-racing, since the engine which they were talking about is the K20A3 and the Si is the K20Z3, in other words my new car has the same VTEC mechanism as my B16A2 but with VTC
My sales representative told me the car is a 2008 Civic Si sedan, and it'll be here on december.
197-hp, 2.0-Liter K20Z3 engine
Close ratio 6-speed transmission
Helical limited-slip differential
Thank you very much for your help
My sales representative told me the car is a 2008 Civic Si sedan, and it'll be here on december.
197-hp, 2.0-Liter K20Z3 engine
Close ratio 6-speed transmission
Helical limited-slip differential
Thank you very much for your help
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Joined: Apr 2007
Posts: 147
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From: Santa Barbara, CA, USA
Re: (Real Ek4)
how is what I said retarted? the A2 is more similar to the Z3 than the A3 because both the A2 and Z3 run VTEC off of the cams. The first post was asking about the Z3 vs the A2 right? perhaps i misunderstood. If I asked about my engine and the someone else started talking about a different one which works VTEC totally differently I would be a little confused.
But I understand the comparison to the A2. But there wasnt much comparison to the A2 and the Z3, which I thought was the original question.
But I understand the comparison to the A2. But there wasnt much comparison to the A2 and the Z3, which I thought was the original question.
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