Well last night I drove my best friends GSR so I just wanted to post how it felt.The first thing I noticed is how bad the clutch pedal felt.Very hard to judge the engagement very on off feel to it.Second its faster than my car but feels slower.Its really weird but even when the vtec opens .Now as for the shifter it feel so much better than ours.Ours feels very rubbery.In the handling department it not bad for a car stock suspension with 113k on it.All in all its a nice car nothing special.I don't see any thing the big deal with Honda's.Of course thats just his daily driver.His other car is a 440 hp RX-7 :D

Heres a list of mods
AEM intake
Spec stage 2 clutch
Header
cat-back
Fuel pressure regulator
Cross drilled slotted rotors
no cats

OMG, don't let a GSR owner see this!

After spending the last 8 months working for Acura, I have come to the conclusion that, acoording to GSR owners, GSR's are the ONLY car to buy. They are the fastest cars ever made. Just ask them. One kid tried to tell me that his GSR ran a 11.99 at 110MPH on I/H/E only. OK.

After driving them myself, I'm just not that impressed. I know they have "potential" that our cars won't. But I just can't understand the fascination. It's a Civic with a bigger motor and rear disc brakes. Whoopee.

the reason it didnt " feel " fast is because it has a mediocre torque curve..

that motor is all about high revs...


slap a turbo on a gsr motor and stand back !

Why stand back? Will it it in the head with parts when it goes PSSSSSTTTTTTKABOOOOOOMMMMMM!!!!!! LOL!

well, one reason that the honda B series engines are so happy with boost is because they have a superior rod/stroke ratio.

basically, they have a longer rod than a typical engine of similar displacement... this gives them a few distinct advantages over the competition..

#1. an engine with a loger rod can withstand higher rpms with lower side-load on the cylinder walls = that means it has less friction to overcome at high rpms.

#2. an engine with a longer rod can withstand more timing advance than a typical engine... the piston " DWELLS " at TDC for a longer period of time and therefore can burn more fuel and produce more power.

#3. the fact that the piston has more dwell time at tdc allows you to rev the engine higher because the piston will not tend to accelerate faster than the flame front in the combustion chamber.. basically the piston will not tend to move faster than the air/fuel can burn..( Like on our damn cars)...

#4. then, the kicker... because of the better rod / stroke ratio, you can easily add boost to this combination and squeeze MORE boost without hurting the engine as easily...



one point to make about engine physics... an engine is at its weakest at the point when the piston is either all the way at the top of the cylinder and when it is all the way at the bottom of the dylinder...

why is it weaker at those two points ?

contrary to popular belief, ... the reason is because that is where a piston sees the highest stress ... that is where the piston has to go from a super high rate of speed to zero speed and then fully accelerate again...

some people would argue that a motor has more stress on it during the combustion stroke, but this is not the case....

the air fuel charge is usually ignited a few degrees before the piston reaches TDC , and therefore, acts as a cushion for the piston...

but I said earlier that the piston sees the most stress when it is all the way at the top of the cylinder, and wouldnt the piston be at the top of the cylinder during the compression stroke + have all of the load of the air/fuel burning ??...

well, the answer is that during the compression stroke, the air fuel acts as a cushion, but during the overlap phase, there is no cushion and the piston is still moving at the same rate of speed ...

so the best way to put it is to say that an engine is weakest during the overlap phase when the piston is at tdc...

so someone will ask, when is the overlap phase ?


well, the overlap phase happens just after the piston moves all the way to the top of the cylinder on the exhaust stroke, and the intake valve starts to open... at that moment, both the exhaust and intake valve are both open, therefore creating a low pressure zone that does not offer the piston any type of cushion.......


so... what all of that means is that the honda b series engine is F-cking awesome and our sucks.


lol

the reason it didnt " feel " fast is because it has a mediocre torque curve..

that motor is all about high revs...


slap a turbo on a gsr motor and stand back ! Thats true but Even at hi revs it was ok but it does sounds cool as hell and it does rev so much nicer than or cars.Now as for putting a turbo on Ive seen some sick *** turbo gsr's.Can you say low 11 sec.Heres a few vids of local cars link (http://www.centralfloridaturbo.com/videos.php)

Thank you Dr.Science! LOL Ford you are a veritable font of arcane and somehow still useful information about the physics of the internal combustion engine! What is it you do for a living again? On a more serious note however: things like the superior engineering of even the B-series motor reflects on Hondas years of competeing in Formula 1. Hyundai doesn't have that wealth of collected data at their disposal, which shows in the way they engineer their engines