are NA engines fun?
Discussion
jontysafe said:
swisstoni said:
Handy that it's already coffin shaped. 
Funny that you say that.That's what the engine builder said. Along with just what is wrong with you.
A friend built a 300bhp V8 but John F ( used to be on here ) had a YBT one and it looked a very entertaining car
Everyone is different, 5 years ago when living 12 miles from work I couldn't see past a revvy NA hot hatch for commuting to work. Now I do 100 miles most days and that sort of car is by far the worst tool for the job. After much trial and error I've found my fave combo of cars being:
Daily - torquey/lazy power with long gearing, comfy seats, good stereo and low NVH levels (modern TDI, big N/A petrol, turbo petrol)
Weekender - high revving sonerous NA with sharp throttle response and handling.
IMO nothing beats the feeling of stitching corners together on my favourite B roads whilst keeping a sonorous N/A petrol on the boil.
Daily - torquey/lazy power with long gearing, comfy seats, good stereo and low NVH levels (modern TDI, big N/A petrol, turbo petrol)
Weekender - high revving sonerous NA with sharp throttle response and handling.
IMO nothing beats the feeling of stitching corners together on my favourite B roads whilst keeping a sonorous N/A petrol on the boil.
PH XKR said:
TheAngryDog said:
Gary C said:
TheAngryDog said:
Large N/A twin turbo. That is the answer IMO.
Err, am I missing something here ?Whoosh ?
scared of commenting correctly about the yb for fear of looking stupid, posts about large capacity NA twin turbos 
Liggle said:
Gary C said:
SMine must be the 4a-ge, wonderful high revving bda replica solid lifters with a solid bottom, Rev for ever.
Followed by the metzger flat six in 3.2 air cooled form. Hard edge howl.
2 of my favourites too! I'd add in the K20a for obtainable carsFollowed by the metzger flat six in 3.2 air cooled form. Hard edge howl.
The Honda engines have the real VTEC kick, but the VVC is so smooth in it's power delivery and make more power the higher you rev them, giving them an addictive feel. The MGF VVC makes Peak power @ 7000rpm with a 7200rpm redline.
300bhp/ton said:
Liggle said:
Gary C said:
SMine must be the 4a-ge, wonderful high revving bda replica solid lifters with a solid bottom, Rev for ever.
Followed by the metzger flat six in 3.2 air cooled form. Hard edge howl.
2 of my favourites too! I'd add in the K20a for obtainable carsFollowed by the metzger flat six in 3.2 air cooled form. Hard edge howl.
The Honda engines have the real VTEC kick, but the VVC is so smooth in it's power delivery and make more power the higher you rev them, giving them an addictive feel. The MGF VVC makes Peak power @ 7000rpm with a 7200rpm redline.
Peak power at 7,800 rpm, and the quad throttle bodies sound a lot like a BDG with a pair of dual sidedraft Weber carbs.
I found the VVC k series a bit disappointing after I read so much raving about it.
The power is nothing special for a 1.8, and the original 30 year old 4age in my MR2 had a 7,500 rpm redline.
I accept that it is light, even when it has coolant in it.
AW111 said:
I fitted one of the last generation 4age's to my MR2.
Peak power at 7,800 rpm, and the quad throttle bodies sound a lot like a BDG with a pair of dual sidedraft Weber carbs.
I found the VVC k series a bit disappointing after I read so much raving about it.
The power is nothing special for a 1.8, and the original 30 year old 4age in my MR2 had a 7,500 rpm redline.
I accept that it is light, even when it has coolant in it.
I don't think the K-Series was the be all and end all. Just a nice engine to drive. And as for revs, it wasn't so much the red line, but the fact Peak power is made pretty much at the red line. So the engine never noses over.Peak power at 7,800 rpm, and the quad throttle bodies sound a lot like a BDG with a pair of dual sidedraft Weber carbs.
I found the VVC k series a bit disappointing after I read so much raving about it.
The power is nothing special for a 1.8, and the original 30 year old 4age in my MR2 had a 7,500 rpm redline.
I accept that it is light, even when it has coolant in it.
I don't have the stats to hand, but I'm lead to believe the K is a rather long strong engine, especially when compared to the likes of the Honda K20. I read somewhere that the piston speed on the K-Series is faster at 7000rpm than the Honda is at 8200rpm. Due to the Honda being a short stroke motor.
Powerwise. You are probably correct. Although back in the day it did rather well compared to the rest of the market with only a few engines of that era being a higher specific output.
300bhp/ton said:
Not all. It's a modern trend to fit smaller turbo's to get better lower rpm performance from them. This means up top they don't usually flow enough air.
And it's also down to the cam profile of the engine too. If it's not designed for high rpm power without the turbo, it'll be no better when one is fitted.
Take a look at a 5 pot Focus ST dyno plot and compare to say a WRX STI Type R classic Impreza. Completely different characters.
Aren't big turbo engines that give a top end punch sharing the same doomed fate as n/a? Would have thought the turbo would need to be up and running properly at low revs to harness wasted energy for a hope of passing the ever more stringent emissions tests.And it's also down to the cam profile of the engine too. If it's not designed for high rpm power without the turbo, it'll be no better when one is fitted.
Take a look at a 5 pot Focus ST dyno plot and compare to say a WRX STI Type R classic Impreza. Completely different characters.
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