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I'm wondering what the differnece between the engines of the GD & the GE
I know it's it's still the same L15, but I was wondering what the difference might be, I was wondering if it has to do with the electronics or a new head or something like that
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idk and idc.
check the temple of vtec. im sure there is an article about it on there. |
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new l15 has a new head design which seems very untuneable! the bottom end has a differant stoke and piston design. transmission also has a differant gearing ratio
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Well I think I may stick to what I have right now
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my bottom line was...
the 09 Fit does not feel slow unless you push it so i think it does fine for most people. my 08MT feels faster than my 09AT but i have no scientific data. |
Well I was thinking about porting the head on mine one of these days, but I'm just not sure what I'm gonna do, plus I was wondering if the new engine is just as modifiable as the GD one, & it turns out it isn't so, unfortunately:(
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yah, keep your GD and mod it. :p
btw, those stanza's back then were pretty cool (your sig). |
The L15A1 (the 1 was added after the GE8 was released) for the GD3 has 109hp and 105lb~ft of torque. It has VTEC-E which runs the engine on 12 valves from idle to 3400 RPMs, at which point VTEC engages. As soon as the VTEC range is reached oil pressure in the head is change and enables an additional intake valve to be used in each cylinder, thus making the engine use all 16 valves.
The L15A2 or 3 (Not sure on the last number) in the GE8 has 116hp and 109lb~ft of torque. It has i-VTEC which has the engine run with all 16 valves, but it uses two different sized lobes on the camshaft to change the duration of the vales cycling. |
Originally Posted by kenchan
(Post 549616)
my bottom line was...
the 09 Fit does not feel slow unless you push it so i think it does fine for most people. my 08MT feels faster than my 09AT but i have no scientific data. But are you not comparing a AT to a MT? |
Originally Posted by speedoholic
(Post 549710)
But are you not comparing a AT to a MT?
Good point:popc: |
I would think that a real vtec is more tunable than an economy vtec. Sounds like switching cam lobes on the new Gen is better.
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i think a race b/w the turtle and the turtle should settle things if you are to compare engines.
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Originally Posted by Hootie
(Post 549687)
The L15A1 (the 1 was added after the GE8 was released) for the GD3 has 109hp and 105lb~ft of torque. It has VTEC-E which runs the engine on 12 valves from idle to 3400 RPMs, at which point VTEC engages. As soon as the VTEC range is reached oil pressure in the head is change and enables an additional intake valve to be used in each cylinder, thus making the engine use all 16 valves.
The L15A2 or 3 (Not sure on the last number) in the GE8 has 116hp and 109lb~ft of torque. It has i-VTEC which has the engine run with all 16 valves, but it uses two different sized lobes on the camshaft to change the duration of the vales cycling. |
Originally Posted by No_Skillz
(Post 550407)
How does 16 valves work with an SOHC?
Having only one camshaft doesn't stop you having lots of valves (clearly, because they did), but it does make it harder to find a good spot for the spark plug, and you are forced to use longer rockers to get the valves where you want them. It also means that the L15 in the GE8 only has VTEC on the inlet valves, and the timing does not vary, only the lift profile. It's still the first engine I've ever used that will pull strongly from 2000 RPM and still freely rev out past 6500. I've had some that do one or the other, never both, but this is my first VTEC.:vtec: |
Very informative, thanks for explaining. I've only ever had extensive mechanical experience with DOHC.
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Originally Posted by kenchan
(Post 549664)
yah, keep your GD and mod it. :p
btw, those stanza's back then were pretty cool (your sig). |
Originally Posted by kylerwho
(Post 549594)
new l15 has a new head design which seems very untuneable! the bottom end has a differant stoke and piston design. transmission also has a differant gearing ratio
The 09 has same bore & stroke (73x89.4) but slightly different ratios especially the final drive for manual ( 4.62 vs 4.29). Head design change is not obvious. Cams do appear different. Honda gave up performance for mpg with the larger body apparently. Perhaps manifolds made up for it but the reason for the extra hp rating appears to be the higher rpm at max power.( 6600 vs 5800). That alone would account for a 13% increase in hp if torque remained the same at peak rpm. Obviously it didn't as the new power rating is 119 not 124. |
Originally Posted by Hootie
(Post 549687)
The L15A1 (the 1 was added after the GE8 was released) for the GD3 has 109hp and 105lb~ft of torque. It has VTEC-E which runs the engine on 12 valves from idle to 3400 RPMs, at which point VTEC engages. As soon as the VTEC range is reached oil pressure in the head is change and enables an additional intake valve to be used in each cylinder, thus making the engine use all 16 valves.
The L15A2 or 3 (Not sure on the last number) in the GE8 has 116hp and 109lb~ft of torque. It has i-VTEC which has the engine run with all 16 valves, but it uses two different sized lobes on the camshaft to change the duration of the vales cycling. since when does the gd3 have vtec-e? it has the same type of vtec in the old d17 in the 01-05 civic ex. and the new ones are 117hp. |
Originally Posted by eldaino
(Post 553801)
since when does the gd3 have vtec-e? it has the same type of vtec in the old d17 in the 01-05 civic ex.
and the new ones are 117hp. The VTEC mechanism on the L15A VTEC is that of a 1-valve/2-valve system for the intake side only. The exhaust side always functions as a 2-valve system. So the L15A VTEC is a 12valve/16valve system. Here again, misunderstandings and prejudice abounds. Firstly because the original B16A engine that pioneered VTEC was a 3 rocker/cam-lobe design, while the first 12valve/16valve VTEC implementation was on the VTEC-E D15B engine, many have since labelled the 12v/16v VTEC mechanism as the 'economy VTEC' version while reserving the 3-rocker arm mechanism as the 'true power' version. Again if taken too strictly, this is wrong. We must first understand the working principle of VTEC. Honda's next version of VTEC, VTEC-E, was used in a slightly different way; instead of optimising performance at high RPM, it was used to increase efficiency at low RPM. At low RPM, one of the two intake valves is only allowed to open a very small amount, increasing the fuel/air atomization in the cylinder and thus allowing a leaner mixture to be used. As the engine's speed increases, both valves are needed to supply sufficient mixture. A sliding pin, which is pressured by oil, as in the regular VTEC, is used to connect both valves together and allows the full opening of the second valve. |
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