HSTuners - View Single Post

05-01-2002, 04:32 AM

<-------------------------------------------------------------------------------->
Design

The primary and secondary lobes are designed to be the same size. Overall construction of the cam has been heavily revised. With areas of stress, rigidity and weight all greatly benefiting. Normal cams are created from solid blanks, but TODA VTEC KILLER cams are produced from a special hollow core exclusively developed by TODA Racing, which not only reduces weight but also improves valve timing accuracy through a reduction in flexing. The cam is designed to bed in quickly and have a low wear rate.

Characteristics

The mid rocker cam is REMOVED & both pins are changed, reducing the valve train mass for better response. Disabling the VTEC system removes fluctuations in the oil pressure system, securing a reliable oil feed to all the main moving components.
<-------------------------------------------------------------------------------->

This is the description from the Toda Website. Any questions? If so then go to the web page and read for yourself: http://www.todaracing.com/B162.html
Good now that we have that cleared up lets move on. They have different Valve durations so 305 isn't the only cam they have that works with the VTEC KILLER PACKAGE. Also they used to describe how this package was better for ROAD RACING not DRAG RACING. Besides Toda doesn't specialize in Drag Racing products. Only N1 endurance racing type products. Besides they describe for themselves how using this package would work for ROAD RACING since they racers don't use the lower power band of the RPM range during high speed Gymkhana racing (otherwise known as high speed track racing) therefore negating the need for VTEC.

As for using the Toda Camshaft for Forced Induction I agree that it's not a viable option and that's why I would use TOP FUELS Turbo Cams instead.

Oh and do you even know what Blow by is???? Believe me it has nothing to do with Valves. Try rings on pistons and the amount of compression that is lost by pressure escaping between the gaps in the rings. There is a reason they make gapless rings these days.

Also the GSR intake manifold had dual stage intake runners so on that point you sorta win. Except that the best intake manifold is the one on the Type R because of its length. Otherwise if the GSR intake manifold was better then why would they have revised the Type R intake manifold when they could have saved production costs and used the pre-existing intake manifold that they already had in production with the GSR. The answer is because the Type R intake manifold by virtue of it's longer length actually enhances Torque in the bottom end of the RPM band. This is also the same reason why AEM has the best intake/filter. Because when they get dynoed they get better Torque. Yes they also get cooler air but the internal resonance of the longer intake adds to the lower RPM band in the Form of Torqe. Now if Honda motors were fantastic at making Torqe at the lower end of the RPM band then they wouldn't have needed to make a new intake manifold for the lower RPM band but rather the higher RPM band.

As for you Incubus, the intake manifold would end up being used not in my garage. What would you use for an intake manifold then? And what extra money would you need to spend on the Type R head to get it ready to be Turbo? I'm curious becuase I already explained that the Type R Head would be ready to go with less modifications than the GSR head? So what EXTRA modifications do you think would be necessary? It's already ported and polished so that wouldn't need to be redone. Also there are plenty of parts for the Type R head for Turbo applications. You just need to know where to look. Top Fuel in Japan is one of those companies that is in fact able to squeeze 300+ horsepower out of a relatively stock Type R motor in a reliable streetable kit. I'm not saying I'd do that with a Type R motor but there are professional people who know how to tune the motor and that includes the head.

05-01-2002, 04:32 AM	#32
Toxygene Posts: n/a	WHAT HUH errrrrrrrrrr <--------------------------------------------------------------------------------> Design The primary and secondary lobes are designed to be the same size. Overall construction of the cam has been heavily revised. With areas of stress, rigidity and weight all greatly benefiting. Normal cams are created from solid blanks, but TODA VTEC KILLER cams are produced from a special hollow core exclusively developed by TODA Racing, which not only reduces weight but also improves valve timing accuracy through a reduction in flexing. The cam is designed to bed in quickly and have a low wear rate. Characteristics The mid rocker cam is REMOVED & both pins are changed, reducing the valve train mass for better response. Disabling the VTEC system removes fluctuations in the oil pressure system, securing a reliable oil feed to all the main moving components. <--------------------------------------------------------------------------------> This is the description from the Toda Website. Any questions? If so then go to the web page and read for yourself: http://www.todaracing.com/B162.html Good now that we have that cleared up lets move on. They have different Valve durations so 305 isn't the only cam they have that works with the VTEC KILLER PACKAGE. Also they used to describe how this package was better for ROAD RACING not DRAG RACING. Besides Toda doesn't specialize in Drag Racing products. Only N1 endurance racing type products. Besides they describe for themselves how using this package would work for ROAD RACING since they racers don't use the lower power band of the RPM range during high speed Gymkhana racing (otherwise known as high speed track racing) therefore negating the need for VTEC. As for using the Toda Camshaft for Forced Induction I agree that it's not a viable option and that's why I would use TOP FUELS Turbo Cams instead. Oh and do you even know what Blow by is???? Believe me it has nothing to do with Valves. Try rings on pistons and the amount of compression that is lost by pressure escaping between the gaps in the rings. There is a reason they make gapless rings these days. Also the GSR intake manifold had dual stage intake runners so on that point you sorta win. Except that the best intake manifold is the one on the Type R because of its length. Otherwise if the GSR intake manifold was better then why would they have revised the Type R intake manifold when they could have saved production costs and used the pre-existing intake manifold that they already had in production with the GSR. The answer is because the Type R intake manifold by virtue of it's longer length actually enhances Torque in the bottom end of the RPM band. This is also the same reason why AEM has the best intake/filter. Because when they get dynoed they get better Torque. Yes they also get cooler air but the internal resonance of the longer intake adds to the lower RPM band in the Form of Torqe. Now if Honda motors were fantastic at making Torqe at the lower end of the RPM band then they wouldn't have needed to make a new intake manifold for the lower RPM band but rather the higher RPM band. As for you Incubus, the intake manifold would end up being used not in my garage. What would you use for an intake manifold then? And what extra money would you need to spend on the Type R head to get it ready to be Turbo? I'm curious becuase I already explained that the Type R Head would be ready to go with less modifications than the GSR head? So what EXTRA modifications do you think would be necessary? It's already ported and polished so that wouldn't need to be redone. Also there are plenty of parts for the Type R head for Turbo applications. You just need to know where to look. Top Fuel in Japan is one of those companies that is in fact able to squeeze 300+ horsepower out of a relatively stock Type R motor in a reliable streetable kit. I'm not saying I'd do that with a Type R motor but there are professional people who know how to tune the motor and that includes the head.