Yeah yeah, I know........"WHY?" Because my '91 is a daily driver and will never be fast and I don't like having to rev it pulling away from a light. I'll save the go fast stuff for the '92. The '91 is a real stone below 1500 and being a sub 2.2 four cylinder is no excuse. My old Toyota 22R would pull stumps, granted it's a completely different beast but I think the F22 can do better down low. It has a ton of miles and I never take it to redline so I can afford to give up some high RPM power. I'm on vacation in a week and will be doing the timing belt and setting the valves then, maybe doing the valve lash will help some. Does advancing the cam a few degrees on these make enough difference to make it worthwhile ? Different designs react differently to changes in cam timing. Chevy V-8's from about '73 thru the mid 80's responded quite nicely to advancing the cam, didn't do much for the emissions but they sure ran a lot better.

 

 

advancing the cam would increase top end power but sacrifice low end torque.

retarding will give you a much needed increase in low end torque but high end hp will be sacrificed. i suggest marking the spot on the distributer before you make any changes, and i believe the ideal stock degree is 18.

 

Wont be beat, you Retard...


[Modified by 2point6, 5:35 PM 9/27/2002]

 

I was under the impression that advancing increases low end power, while retarding increases top end.

 

I hear that!

My F22b2 dynoed at 136 ft/lbs of torque to the wheels with AEM CAI, DC 421, And a tanabe racing medallion. This is without the stupid timing crap. A 55 shot of ZEX brought the torque figure to 191 ft/lbs at the wheels.

 

No. That is what we tell those KIA guys though. MadD PoWeR y0!

 

.....and use 87 octane when you do it...the gas is thinner so it burns more yo!!

 

 

Don't worry man, I still love ya!

 

Uh guys, I am new to Honda's NOT automotive engines, I've built some pretty healthy Chevy's and Pontiac's and even a couple Ford straight 6's. For the last 28 years I have advanced the cam in V-8's and I-6's to shift the power band lower and retarded the cam to shift it higher. Please explain why a Honda would be any different.





[Modified by Hippie, 1:19 PM 9/27/2002]

 

Maybe ignition timing?

...you know what, **** it, I give up.

 

thank you god.

 

**** you. For real.

 

chi maing....why da hayte up in myeah?

 

I think some of you are getting the cam and the timing mixed up. Scott's got the right idea.

 

At what RPM ?

HP and TQ are ALWAYS equal at 5,252 RPM and dyno's cannot register accurately below 2,500 RPM. I'm looking to boost torque in the low to mid range not just bump up peak torque. High peak torque is useless on the street if it is in a narrow power curve, a flat torque curve with a lower peak but high overall average is better. Torque is what moves the car and gets it rolling, HP is the end result of torque and RPM and what carries the car on the big end. High HP motors just have the torque curve higher in the RPM range.

Also to increase HP at high RPM it is common practice to RETARD the ignition timing.

 

Say what? Is this some dyno quirk or something with your car? I'm not following.

 

We are talking about 2 different things here, Cam timing and ignition timing.
This is a tricky subject. Technically, it depends on where the cam lobe centers are. There is no general rule of thumb.

I state this in "Wont be beat's" defense. I was calling him a retard... as a joke. This threw the whole subject off point. My appologies to him and everyone.


[Modified by 2point6, 9:00 PM 9/27/2002]

 

Law of physics - HP and TQ are always equal at 5,252 RPM. It DOES NOT change ! 5,252 RPM is where the TQ curve and HP curve always cross, that is etched in stone.

Most ( none that I know of ) dynos will not register accurately below 2,500 RPM. I was wondering where his peak TQ occured. If it was low or high in the RPM range.

Guess I was venting a little because all this BS bickering is getting annoying.

On OHV motors advancing cam timing boosts low end, retarding it shifts pwer to the top end. Maybe SOHC motors are different but I don't think so. Also after you reach a certain point it is necessary to RETARD your ignition timing to make power at higher RPM, usually through an electronic controller.

 

Wow. I had no idea. very interesting.3

hello bus driver.

 

Well then you solved your own dilemma, didn't you?


[Modified by 2point6, 8:41 PM 9/27/2002]

 

Different motors react differently to different amounts of cam timing changes, even different sizes of small block Chevy's react differently to cam timing. What works for a 283 doesn't work as well in a 350 and what works in a 350 may not work as well in a 400 due to bore to stroke ratio differences, cylinder volume to port volume ratios, etc. Even the rod length to stroke ratio has an effect. I was hoping someone here could give me a heads up on what F22's like for cam timing changes. Guess I was wrong.

 

Oh the F series probably offers more torque per liter per RPM than any other engine... but the long ratios kill it. Can't make many jap cars faster without having to invest a bunch of $$$ it's just a fact of life until this stuff becomes old hat like iron small blocks.

 

how about suggesting that you get a shorter geared tranny? then it wont bog as much...