#x. ft. jdm

[vividracing]

New Post has been published on https://www.vividracing.com/blog/top-3-best-exhaust-options-for-the-toyota-gr-corolla-2023/

Top 3 Best Exhaust Options for the Toyota GR Corolla 2023+

1.) AWE Touring and Track Exhaust Suite

After the successful release of the Toyota GR-86 exhaust kit from AWE, these were highly anticipated and long-awaited among the GR Corolla community. The optional Track and Touring conversion kits truly make this an enticing kit to have the ability to quickly convert either your Touring to Track option or vis versa. From the sounds of the video, the Track Edition is ROWDY! It’s very much an opened-up rally car vibe. It’s probably not everyone’s taste, but this might be your best option if you’re in the market for making your GR Corolla every bit of full-tilt. Pair it with a Touring conversion kit, and you will have the best of both worlds! If 4″ tips are big enough in 2024, how about a 4.5″ x 8″ center oval that, quite literally, screams motorsports out the back of your Gazoo Racing hatch. 

    AWE Touring Edition Exhaust Kit

AWE Track Edition Exhaust Kit

AWE Track Conversion Kit for the GR Corolla

AWE Touring Conversion Kit for the GR Corolla

Features:

Available as sophisticated Touring Edition or unleashed Track Edition

Three tips, not four. One bespoke 4.5″ x 8″ oval double-walled, slash-cut tip in the center flanked by two 5″ double-walled, slash-cut tips in diamond black

Touring Edition features patented 180 Technology to keep the 3-cylinder’s frequencies in check at highway speeds

Single 3″ to triple 2.5″ catback design

3″ inlet to facilitate 3″ connections with aftermarket downpipes

Dyno-proven max gains of 3 hp and 1 lb-ft of torque at the wheels

Tailored tri-merge design ensures an even flow

Less is more: clean, non-baffled, straight-through design maximizes performance

Handcrafted from 3″ and 2.5″ U.S.-sourced CNC mandrel-bent .065″-wall T304L stainless steel

Proudly engineered, designed, and manufactured in-house, in the USA

Direct bolt-on system for factory-like simplicity

Perfect fitment, guaranteed

No Check Engine Light Guarantee

Featuring the AWE Lifetime Exhaust Warranty

  2.) HKS Legamax Sports Exhaust 4BA-GZEA14H 2023+

Of course, HKS is going to show up for Toyota’s GR Corolla. When I say show up, they made a damn beautiful exhaust kit! In typical HKS fashion, the Japanese legends brought some magical JDM engineering into the conversation. With this kit, you get their “Exhaust Error Canceller,” and what that does is squash any error code that may triggered by not having any active valves. HKS opted for a dual-tip construction instead of the three-tip OEM design. This left room for some styling by adding a branded HKS bracket that is placed just insight of where the OEM center tip would be placed.

Shop the HKS Legamax Sports Exhaust Kit

Features:

Valve-less, Dual Tail Tip Layout: This exhaust system features a valve-less design and dual tail tip layout. The large-diameter titanium slash tailpipe creates a commanding rear view, leaving a strong impression compared to the stock exhaust.

Sturdy and Aesthetic Bracket Placement: Brackets connecting the left and right silencers are positioned at the center notch and feature the HKS logo, ensuring both visual appeal and structural integrity.

Includes “EXHAUST ERROR CANCELLER”: HKS provide an “EXHAUST ERROR CANCELLER” to prevent error codes when the valve is not in use, allowing for a worry-free experience.

Smooth and Enjoyable Driving: Experience a comfortable and noise-free ride at low revs. The overall sound quality is robust, delivering a deep bass sound that intensifies as the revs increase, providing a powerful auditory experience.

The tail features a powerful 119 titanium tail with two left and right-hand tailpipes, creating a seamless and bulb-less layout.

A bracket is expertly positioned at the factory center tail section, with the HKS logo laser engraved for added aesthetics. The HKS logo is visible from the bumper notch in the rear view, showcasing the installation of the HKS exhaust.

While the stock exhaust valve opens to reduce exhaust resistance at high RPM, this product is valve-less and incorporates a straight structure inside the silencer, resulting in a 40% reduction in exhaust resistance compared to the stock valve when open.

We’ve achieved precise control of sound volume through meticulous sound engineering. Even without valve-less valves, there is no muffled sound in the mid-range RPM range, providing a comfortable driving experience. Enjoy a sporty sound throughout the entire RPM range, from low to high revs.

To avoid any issues related to valve-less operation, we provide the “EXHAUST ERROR CANCELER” with your purchase. This ensures a stress-free and worry-free driving experience.

  3.) Remark Catback Exhaust Elite Spec Quad Tip

Coming in with the added tip is Remark with their TITANIUM QUAD TIP Elite Spec exhaust kit for the GR Corolla. I’m not sure if there was some extra spice up-stream of this exhaust on their test car, but this exhaust sounds absolutely incredible! Sizing up to 3″ diameter and 4″ tips seems to really open this system up. We can also appreciate this kit utilizing the stock valves from Toyota.

Something to note from Remark – “*You will be using factory donut gasket and spring-bolts where connects to factory OEM piping.”

Shop Remark Titanium Quad-Tip Exhaust Kit

Features:

Exhaust Type: Catback Exhaust – Bolt on 2pc design

Piping Diameter: 3inch, GR2 Titanium mandrel bent pipe

Tip Diameter: Outer: 4″ Titanium Tips, Center: Dual 4″ Titanium Tips

Piping Material: GR2 Titanium

Exhaust Tip: Outer: Single Wall tip design Polished Stainless Steel, Center: Burned Titanium Cover tip

Muffler Material: GR2 Titanium

Muffler: 1 Canister Muffler at rear, 1 resonator located on the mid-pipe

Welding: Handcrafted high-quality TIG welding

  All-in-all the three of these exhaust options for the Toyota GR Corolla are all great. They are each unique in their own ways and we truly believe you will be on track to getting your GR to sound the way you want with any of these options! We know some more exciting options are in the pipeline, so we will keep you updated with the latest and greatest for this hot hatch!

[robertkstone]

2020 Mercedes-Benz EQC 400 Prototype Review: Driving Mercedes’ EV SUV

Circle back to six years ago when 11 MotorTrend judges unanimously voted the then-brand-new Tesla Model S our 2013 Car of the Year. Were we nervous? Yeah, sure, of course. Tesla what? Elon who? I remember asking the group if anyone had publicly or privately ever said that the Model S was vaporware. Ten hands shot up, with the other judge stating that his mother taught him to say nothing when he had nothing nice to say.

Tesla has had many ups and downs since then, with CEO-Mascot Elon Musk’s Trumpian Tweets piling on the damage that “manufacturing hell” has wrought. Still, paraphrasing what I said back in September 2012, I’ll never bet against a billionaire who docked his rocket ship with the International Space Station the week before his electric luxury sedan won Car of the Year. Consider that Tesla has accounted for 4.6 percent of all vehicles sold in California during Q3 of 2018—and California has more citizens than Canada.

The rest of the industry is finally waking up to Tesla’s success and waking up quick. Chevrolet did an incredible job with the Bolt EV (our 2017 Car of the Year), but sales are down significantly this year—GM blames that on a shift to overseas production, but cheap gas also has most folks shopping Tahoes instead of Bolts.

I also believe that people (currently) interested in electric cars aren’t interested in Chevy badges. Premium vehicles that come across as premium—like all three Teslas but unlike the slow-selling BMW i3—are what these customers want. To wit, Jaguar just launched the handsome I-Pace while Audi is gearing up to deliver two EVs—the E-Tron SUV and E-Tron GT. Porsche’s gorgeous though unfortunately named Taycan is right around the corner. As is the first of 10 offerings from Mercedes-Benz’s new subbrand E—the EQC 400. Europe will be able to buy the electric Benz come June. Americans will have to wait until January 2020.

To break down the nomenclature a bit, for the time being, all fully electric Mercedes will be known as EQs. I predict this convention won’t last long, as it gets in the way of the brand’s other names. For instance, the EQC 400 is clearly an SUV. In fact, it’s built on the same production line as the GLC. Now, GL is Mercedes-speak for SUV (GL being an abbreviation of Gelandewagen, or “cross-country vehicle”), and the GLC is the SUV that’s roughly analogous in shape and price to the C-Class. That’s where the C in GLC comes from. So what happens when Mercedes launches an electric C-Class? EQC is already taken. Anyhow, for now, the first all-electric SUV from Mercedes will be known as the EQC 400. The 400 stands for a 400-kilometer battery range (back to that in a minute).

The 400 could (almost) stand for horsepower, as together the front and rear electric motors generate 408 of them. The front motor is slightly smaller, has five windings, and is slightly less powerful than the rear, which features seven windings. That’s how Mercedes EQ is doing rear-wheel bias. Torque is pretty healthy, too, at 564 lb-ft.

EQ engineer Bastian Schult tells me that 0–60 mph will happen in 4.9 seconds. You might think with all that power the EQC 400 might be a touch quicker. Thing is, this compact SUV weighs right around 5,400 pounds. That’s heavy. The last Mercedes GLC 300 we weighed came in at 4,006 pounds. Why so hefty? The 80-kW-hr battery pack along with its accompanying crash structure clocks in at 1,430 pounds. Sure, there’s no internal combustion engine, but there are the two motors, along with all the affiliated liquid cooling for both the motors and the battery. For the sake of comparison, the last Tesla Model 3 Dual Motor Performance we tested weighed 4,078 pounds and hit 60 mph in 3.3 seconds. In terms of SUVs, the Tesla Model X sits at 5,516 pounds, though it is a larger vehicle than the EQC 400.

The 400-kilometer range is based on the WLTP European standard. If you do a straight metric conversion, the range comes out to 249 miles. However, you can’t just do a straight conversion. Schult estimates that the EQC 400 will be EPA certified at 220 miles of range. For proof, he points out that the day before I showed up, he’d carefully driven the thing for 207 miles and had 7 percent remaining on the battery. That would add up to a 222-mile range. That’s not class-leading, though anything over 200 miles works in the real world. Charge times are what we’ve grown accustomed to, with the battery charging to 80 percent in 40 minutes on a 110-kW charger.

Outside, Mercedes has created a new front end for the EQ family. To my eyes there’s something vaguely Japanese about the underbite headlight surround. It could be the sharp corners coming off each “eye,” almost like a JDM minivan you’d see prowling the streets of Tokyo. It’s a decent design but not one I’d go with to launch a brand—subbrand or not. Unlike many electric cars, the grille is still in residence and fully functional, as it’s used to cool what’s under the hood.

Compared to the GLC, the EQC is 4 inches longer, and all the extra length goes rearward to give the electric crossover a more coupelike appearance. The hard side is definitely the best angle. The rear is solid and well executed if not a bit derivative. Everybody seems to be doing the solid taillight bar these days, especially Porsche. Inside, Mercedes did a nice job of keeping familiar Benz controls but mixing them with some EQ-specific flourishes. The bronze air vents and the silver cooling fins on either side of the passenger compartment stand out the most.

What’s the EQC 400 like to drive? That’s the multibillion-dollar question, isn’t it? Here’s the funny part—and I could write a comedy sketch routine based on the frequency with which this happens to me: The American PR people promise I can drive it; the Germans feel different. After much international drama (conducted on a bridge, of course), I essentially stole the thing when the Germans let their guard down.

The EQC feels quite powerful, even in Normal mode. There are four driving modes: Normal, Sport, Eco, and something called Max, which you switch into when range anxiety hits and you simply need to reach that charger. The EQC is also nearly silent—quieter than other electric vehicles. Ever since the Tesla Roadster, a characteristic of electric propulsion has been a whirring, Star Wars­–like noise. Mercedes has mounted both motors via subframes to the vehicle by way of huge rubber mounts that effectively eliminate that noise. All you hear is wind and tire patter. A production EQC 400 should be even quieter than this prototype. For one thing, it’s getting thicker glass.

The ride quality is quite good—something I experienced from the passenger seat—though from behind the wheel you are acutely aware of just how heavy the EQC is. There’s a plodding feeling to the vehicle, like it’s simply crushing what lies beneath. That’s not necessarily a bad thing, but it’s very unexpected in such a small package. All that battery weight is down low, and as a result this Mercedes hugs the road. During my illicit drive it was raining, yet the EQC 400 felt sure-footed. Planted, even. I barely had a chance to play with the four brake-regeneration modes before I received a particularly nasty phone call, ordering me back to base camp. Note that the EQC 400 defaults to Auto regen mode, which uses map data, radar data, and the stereo cameras to “intelligently” set the amount of regeneration. You pull the left paddle for more regen, the right one for less.

The Mercedes-Benz EQC 400 has the range, size, luxury, performance, and, perhaps most important, the badge that early adopters of all-electric transportation seem to crave. True, it’s not a ground-up electric vehicle and therefore has some shortcomings—like a motor where you might expect a frunk—but none that are fatal. Moreover, when this Mercedes hits the market, its only direct competition will be Audi and Jaguar. The upcoming Tesla Model Y crossover hasn’t been officially announced (talk about a poorly kept secret), and despite rumors of a mid-2020 introduction, like all new Tesla models, I’ll believe it when I drive it. The electrification of the automobile remains inevitable, and the EQC shows that Mercedes-Benz will be part of the revolution.

[steenpaal]

Honda K engine - Wikipedia

This article is about the Honda engine. For the Rover engine series of the same name, see

Rover K engine

.

The Honda K-series engine is a line of four-cylinder four-stroke car engine introduced in 2001. The K-series engines are equipped with DOHC valvetrains and use roller rockers to reduce friction. The engines use a coil-on-plug, distributorless ignition system with a coil for each spark plug. This system forgoes the use of a conventional distributor-based ignition timing system in favor of a computer-controlled system that allows the ECU to control ignition timings based on various sensor inputs. The cylinders have cast iron sleeves similar to the B- and F-series engines, as opposed to the FRM cylinders found in the H- and newer F-series engines found only in the Honda S2000.

Similar to B series, the K-series car engines have two short blocks with the same design; the only difference between them being the deck height. K20 uses the short block with a deck height of 212mm where K23 and K24 block has a deck height of 231.5mm.[1]

Two versions of the Honda i-VTEC system can be found on a K-series engine, and both versions can come with variable timing control (VTC) on the intake cam. The VTEC system on engines like the K20A3 only operate on the intake cam; at low rpm only one intake valve is fully opened, the other opening just slightly to create a swirl effect in the combustion chamber for improved fuel atomization. At high rpm, both intake valves open fully to improve engine breathing. In engines such as the K20A2 found in the Acura RSX Type-S, the VTEC system operates on both the intake and exhaust valves, allowing both to benefit from multiple cam profiles. A modified K24 engine is used in motorsports, such as Formula 3.

Applications

Engine Application Compression Power Torque Redline Rev limiter i-VTEC engagement Intake Manifold K20A 2001–2006 Honda Civic Type R (JDM) 11.5:1 212 hp (158 kW) @ 8000 RPM 149 lb⋅ft (202 N⋅m) @ 7000 RPM 8400 RPM 6000 RPM PRC 2001–2006 Honda Integra Type R (JDM) 11.5:1 217 hp (162 kW) @ 8000 RPM 152 lb⋅ft (206 N⋅m) @ 7000 RPM 8400 RPM 8600 RPM 6000 RPM PRC 2002–2008 Honda Accord Euro R (JDM) 11.5:1 217 hp (162 kW) @ 8000 RPM 152 lb⋅ft (206 N⋅m) @ 6000 RPM 8400 RPM 6000 RPM RBC 2007–2011 Honda Civic Type R (JDM) 11.7:1 221 hp (165 kW) @ 8000 RPM 159 lb⋅ft (215 N⋅m) @ 6100 RPM 8600 RPM 5800 RPM RRC K20A1 2001–2006 Honda Stream (RN3, FWD) 9.7:1 156 hp (116 kW) @ 6500 RPM 139 lb⋅ft (188 N⋅m) @ 4000 RPM 6800 RPM 2001–2006 Honda Stream (RN4, AWD) 9.8:1 158 hp (118 kW) @ 6500 RPM 140 lb⋅ft (190 N⋅m) @ 4000 RPM 6800 RPM K20A2 2001–2006 Honda Civic Type R (EDM) 11.0:1 197 hp (147 kW) @ 7400 RPM 139 lb⋅ft (188 N⋅m) @ 5900 RPM 7900 RPM 8250 RPM 5800 RPM 2002–2004 Acura RSX Type S 11.0:1 200 hp (150 kW) @ 7400 RPM 142 lb⋅ft (193 N⋅m) @ 6000 RPM 7900 RPM 8250 RPM 5800 RPM PRB 2002–2004 Honda Integra Type R (AUDM/NZDM) 11.0:1 200 hp (150 kW) @ 7400 RPM 142 lb⋅ft (193 N⋅m) @ 6000 RPM 7800 RPM 8100 RPM 5800 RPM K20A3 2002–2006 Acura RSX 9.8:1 160 hp (120 kW) @ 6500 RPM 141 lb⋅ft (191 N⋅m) @ 4000 RPM 6800 RPM 2200 RPM[2] 2002–2005 Honda Civic Si 9.8:1 160 hp (120 kW) @ 6500 RPM 132 lb⋅ft (179 N⋅m) @ 4000 RPM 6800 RPM 2300 RPM PRB 2002–2005 Honda Civic SiR 9.8:1 160 hp (120 kW) @ 6500 RPM 132 lb⋅ft (179 N⋅m) @ 4000 RPM 6800 RPM 2300 RPM 2002–2005 Honda Civic Type S 9.8:1 160 hp (120 kW) @ 6500 RPM 132 lb⋅ft (179 N⋅m) @ 4000 RPM 6800 RPM 2300 RPM 2003–2006 Honda Civic 2.0 i-VTEC (SEA) 9.8:1 155 hp (116 kW) @ 6500 RPM 131 lb⋅ft (177 N⋅m) @ 5000 RPM 6800 RPM K20A4 2002–2006 Honda CR-V (SEA) 9.8:1 150 hp (110 kW) @ 6500 RPM 140 lb⋅ft (190 N⋅m) @ 4000 RPM 6800 RPM 2003–2007 Honda Accord 158 hp (118 kW) @ 6500 RPM 140 lb⋅ft (190 N⋅m) @ 4000 RPM K20A6 2003–2006 Honda Accord (EDM) 9.8:1 155 hp (116 kW) @ 6500 RPM 140 lb⋅ft (190 N⋅m) @ 4000 RPM 6800 RPM 2500 RPM 2003–2006 Honda Accord (ADM) 9.8:1 155 hp (116 kW) @ 6500 RPM 140 lb⋅ft (190 N⋅m) @ 4000 RPM 6800 RPM 2500 RPM

Additional notes

K20A

Chromoly flywheel, higher-tensile strength connecting rods, high-compression pistons, stiffer valve springs, higher-lift hollow camshafts with more duration, and 2007–2011 cylinder-head intake-port and exhaust-port surface polishing used in NSX-R.[3] The JDM K20A type-R engine block would be removed from production assembly line by an experienced Honda engine technician to torque the connecting rod bolts to factory specification by hand using micrometer to measure connecting rod bolt stretching. Then the JDM K20A type-R engine block would be returned to the production assembly line to complete the engine building process.

K20A (Eco Performance Engine)

Similar to K20A3 and K20A1

Found in (Japan models only):

2002-2005 Honda Integra-(Type S)

2000-2005 Honda Stream S (RN3) (front drive)

2000-2005 Honda Stream S (RN4) (all-wheel drive)

2005-2010 Honda Edix (front drive and all-wheel drive)

2005-2008 Honda Accord Sedan (front drive and all-wheel drive)

2005-2008 Honda Accord Wagon (front drive only)

2006-2010 Honda Civic Sedan (GL)

DOHC i-VTEC

Power and Torque may vary by the Compression Ratio, Intake manifold, and Exhaust manifold

Power: 155 hp@6500rpm ; 158 hp@6500rpm

Torque: 138 lb-ft@4000rpm ; 140 lb-ft@4000rpm

Redline 6800rpm

Compression: 9.7:1 ; 9.8:1

Bore X Stroke: 86mm x 86mm

Displacement: 1998cc

Injection Pressure: 10 megapascals (99 atm)

Center Fuel Injection with swirl guide

Air-Fuel Ratio:

Normal driving cycle: 65:1 (ultra-lean combustion)

Acceleration/High load driving cycle: 14.7:1 (Stoichiometric)

Deep Piston Cavity formed in top of Pistons

Application: 2004–2006 Honda Stream Absolute

Applications

Engine Application Compression Power Torque Redline Rev limiter i-VTEC engagement K20C1 2015–present Honda Civic Type R (EDM) 9.8:1 306 hp (228 kW) @ 6500 RPM 295 lb⋅ft (400 N⋅m) @ 2500 RPM 7000 RPM 7000 RPM K20C2 2016–present Honda Civic LX (USDM) 10.8:1 158 hp (118 kW) @ 6500 RPM 138 lb⋅ft (187 N⋅m) @ 4200 RPM 6700 RPM [4] 6100 RPM 6500 RPM (with CVT) 2016–present United States Formula 4 Championship 10.8:1 158 hp (118 kW) @ 6500 RPM 138 lb⋅ft (187 N⋅m) @ 4200 RPM 6800 RPM 6100 RPM K20C4 2018–present Honda Accord 9.8:1 252 hp (188 kW) 273 lb⋅ft (370 N⋅m) @ 1500-4000 RPM 6800 RPM K20C3 2016–present Honda Avancier (China) 10.8:1 272 hp (203 kW) @ 6500 RPM 273 lb⋅ft (370 N⋅m) @ 4200 RPM 6100 RPM

Additional notes

Earth Dreams Technology

K20C1: First Honda Type R engine to be built in the USA at the Honda Anna Engine Plant in Anna, Ohio.

Applications

Engine Application Compression Power Torque Redline Rev limiter i-VTEC engagement Intake Manifold K20Z1 2005–2006 Acura RSX Type-S 11.0:1 210 hp (160 kW) @ 7800 RPM[a] 143 lb⋅ft (194 N⋅m) @ 6200 RPM 8100 RPM 8300 RPM 5800 RPM PRB 2005–2006 Honda Integra Type S (AUDM/NZDM) 11.0:1 210 hp (160 kW) @ 7800 RPM 143 lb⋅ft (194 N⋅m) @ 6200 RPM 8100 RPM 8300 RPM 5800 RPM K20Z2 2006–2011 Acura CSX 9.8:1 153 hp (114 kW) @ 6000 RPM 139 lb⋅ft (188 N⋅m) @ 4500 RPM 6800 RPM 2006–2011 Honda Civic (JDM) 9.8:1 153 hp (114 kW) @ 6000 RPM 139 lb⋅ft (188 N⋅m) @ 4500 RPM 6800 RPM 2006–2015 Honda Accord (EDM) 9.8:1 153 hp (114 kW) @ 6000 RPM 139 lb⋅ft (188 N⋅m) @ 4500 RPM 6800 RPM 2006–2010 Honda Civic 2.0 S / S-L (PHDM) 9.8:1 153 hp (114 kW) @ 6000 RPM 139 lb⋅ft (188 N⋅m) @ 4500 RPM 6800 RPM K20Z3 2006–2011 Honda Civic Si 11.0:1 197 hp (147 kW) @ 7800 RPM[b] 139 lb⋅ft (188 N⋅m) @ 6200 RPM[b] 8000 RPM 8300 RPM 5800 RPM RBC[c]2007–2010 Acura CSX Type-S 11.0:1 197 hp (147 kW) @ 7800 RPM[b] 139 lb⋅ft (188 N⋅m) @ 6200 RPM[b] 8000 RPM 8300 RPM 5800 RPM K20Z4 2007–2010 Honda Civic Type R (EDM) 11.0:1 201 hp (150 kW) @ 7800 RPM 142 lb⋅ft (193 N⋅m) @ 6800 RPM 8000 RPM 8200 RPM 5400 RPM RSP

^ SAE BHP measurement changes from 2005 to 2006. Thus, reducing the 2006 Acura RSX Type-S rating from 210 hp (160 kW) to 201 hp (150 kW) on paper.

^ a b c d SAE net Rev 8/04

^ The RBC is not a variable-length intake.

Additional notes

K20Z3 (as fitted to Ariel's Atom 3.5)

It has an aluminum block with an aluminum head. The K20Z3 has traditional performance VTEC cams on the intake and the exhaust cams. Variable valve timing technology is included on the intake but not the exhaust cams. The added valve timing control corresponds to the added "i" in i-VTEC.

Additional notes

This version of the K engine uses a Mitsubishi TD04HL-15T turbocharger with a dual path turbine housing, optimizing low end response while allowing better high end flow. Maximum boost pressure is 13.5psi. The engine includes iVTEC and VTC technologies and comes mated to a version of Honda's 5-speed automatic with SH-AWD (note: SH-AWD was standard from 2007-2009 and optional from 2010-2012).

Applications

Application Redline Rev limiter i-VTEC engagement Intake Manifold 2007–2012 Acura RDX 6800 RPM 6900 RPM 2500 RPM

Applications

Engine Application Compression Power Torque Redline Rev limiter i-VTEC engagement Intake Manifold K24A1 2002–2006 Honda CR-V 9.6:1 160 hp (120 kW) @ 6000 RPM[a] 162 lb⋅ft (220 N⋅m) @ 3600 RPM[b] 6500 RPM 5000 rpm RAA K24A2 2002–2008 Honda Accord Type-S (JDM) 10.5:1 200 hp; 150 kW @ 6800 RPM 171 lb⋅ft (232 N⋅m) @ 4500 RPM 7100 RPM[c] 6000 RPM 2003–2008 Honda Odyssey Absolute 10.5:1 200 hp; 150 kW @ 6800 RPM 171 lb⋅ft (232 N⋅m) @ 4500 RPM 7100 RPM[c] 6000 RPM 2004–2005 Acura TSX 10.5:1 200 hp; 150 kW @ 6800 RPM 166 lb⋅ft (225 N⋅m) @ 4500 RPM 7100 RPM 6000 RPM RBB 2006–2008 Acura TSX[5] 10.5:1 205 hp (153 kW) @ 7000 RPM 164 lb⋅ft (222 N⋅m) @ 4500 RPM 7100 RPM 6000 RPM RBB K24A3 2003–2007 Honda Accord (JDM/EDM) 10.5:1 190 hp (140 kW) @ 6800 RPM 164 lb⋅ft (223 N⋅m) @ 4500 RPM 7200 RPM 7300 RPM 6000 RPM RBB 2003–2007 Honda Accord Euro (AUDM/NZDM) 10.5:1 190 hp (140 kW) @ 6800 RPM 164 lb⋅ft (223 N⋅m) @ 4500 RPM 7200 RPM 7300 RPM 6000 RPM RBB K24A4 2003–2005 Honda Accord (USDM) 9.7:1 160 hp (120 kW) @ 5500 RPM 161 lb⋅ft (218 N⋅m) @ 4500 RPM 6800 RPM 2400 RPM RAA 2003–2006 Honda Element 9.7:1 160 hp (120 kW) @ 5500 RPM 161 lb⋅ft (218 N⋅m) @ 4500 RPM 6800 RPM RAA K24A8 2006–2007 Honda Accord (USDM) 9.7:1 166 hp (124 kW) @ 5800 RPM 160 lb⋅ft (220 N⋅m) @ 4000 RPM 6500 RPM 2400 RPM[d] RAA 2007–2011 Honda Element 9.7:1 166 hp (124 kW) @ 5800 RPM 161 lb⋅ft (218 N⋅m) @ 4000 RPM 6800 RPM 2400 RPM[d] RAA 2008–2014 Honda Odyssey (JDM) 10.5:1 180 hp (130 kW) 161 lb⋅ft (218 N⋅m)

^ Per the new SAE regulations, power is 156 hp (116 kW) @ 5900 RPM

^ Per the new SAE regulations, torque is 160 lb⋅ft (220 N⋅m) @ 3600 RPM

^ a b Automatic: 7100 RPM Sequential Sportshift: 7300 RPM Manual: 7600 RPM

^ a b While in fuel efficiency mode. 4500 RPM in performance mode.

Additional notes

K24A2 (2006-2008 Acura TSX)[5]

Increased intake flow:

Intake valve + 1 mm oversize (Intake valve head measures 36mm, but valve seat still measures 35mm)

Intake cam High lift lobe with 0.9 mm more lift and 12 degrees more duration

Throttle body increased from 60–64 mm

Radius on some intake pipes increased from 70–80 mm

Increased exhaust flow

Exhaust Head pipe increased from 60–65 mm

Higher flow catalytic converter

Main (single) exhaust pipe increased from 54–57 mm

Rear (twin) pipes increased in diameter from 42.5 to 45 mm

Block improvements:

Additional air passages in crankcase for reduced pumping losses

Others

Stronger connecting rods

New crankshaft with more counterbalance weight

Revised pistons with more valve-piston clearance

Under-piston oil squirters

K24W (Earth Dreams)

Direct Injection, iVTEC (intake camshaft & valvetrain)

[Please add accurate technical specifications] This section previously inaccurately suggested that the 2016-2017+ Acura ILX engine K24V7 and the K24W7 of the Acura TLX are the same engine, and although they may be very closely related, even sharing identical internal architecture and components, they actually are different engines with different Honda internal engine code designations. This may be strictly due to different transmissions, as the 2016-2017+ ILX uses its own specific 8-speed dual-clutch auto with a torque converter, as well as different exhaust, intake, and accessory packaging due to their differing chassis [the ILX sharing its basic architecture with the 2013 - 2016 generation Civic].

Applications

Engine Application Compression Power Torque Redline i-VTEC engagement Intake Manifold K24W 2013–2017 Honda Accord (USDM) 11.1:1 185 hp (138 kW) @ 6400 RPM 181 lb⋅ft (245 N⋅m) @ 3900 RPM 6800 RPM 4800 RPM 2015–present Honda CR-V (USDM) 11.1:1 185 hp (138 kW) @ 6400 RPM 181 lb⋅ft (245 N⋅m) @ 4500 RPM 6800 RPM 4800 RPM K24W4 2013–present Honda Accord (Thailand/Malaysia) 10.1:1 174 hp (130 kW) @ 6200 RPM 166 lb⋅ft (225 N⋅m) @ 4000 RPM 6600 RPM 2014–present Honda Odyssey (AUDM) 10.1:1 174 hp (130 kW) @ 6200 RPM 166 lb⋅ft (225 N⋅m) @ 4000 RPM 6600 RPM K24V7 2016–present Acura ILX[6][7] 11.6:1 201 hp (150 kW) @ 6800 RPM 180 lb⋅ft (240 N⋅m) @ 3800 RPM 7000 RPM 5000 RPM +/-100 RPM K24W7 2015–present Acura TLX 11.6:1 206 hp (154 kW) @ 6800 RPM 182 lb⋅ft (247 N⋅m) @ 3900 RPM 7000 RPM 5000 RPM +/-100 RPM

Applications

Engine Application Compression Power Torque Redline i-VTEC engagement Intake Manifold K24Y1 2012–present Honda CR-V (Thailand) 10.5:1 170 hp (130 kW) @ 6000 RPM 160 lb⋅ft (220 N⋅m) @ 4300 RPM 6500 RPM K24Y2 2012–2015 Honda Crosstour 10.0:1 192 hp (143 kW) @ 7000 RPM 162 lb⋅ft (220 N⋅m) @ 4400 RPM 7100 RPM

Applications

Engine Application Compression Power Torque Redline Rev limiter i-VTEC engagement Intake Manifold K24Z1 2007–2009 Honda CR-V (RE3, RE4) 9.7:1 166 hp (124 kW) @ 5800 RPM 161 lb⋅ft (218 N⋅m) @ 4200 RPM 6500 RPM K24Z2 2008–2012 Honda Accord LX/LX-P (USDM) 10.5:1 177 hp (132 kW) @ 6500 RPM 161 lb⋅ft (218 N⋅m) @ 4300 RPM 6800 RPM 2016–present Proton Perdana 10.5:1 177 hp (132 kW) @ 6500 RPM 161 lb⋅ft (218 N⋅m) @ 4300 RPM 6800 RPM K24Z3 2008–2012 Honda Accord LX-S/EX/EX-L (USDM) 10.7:1 190 hp (140 kW) @ 7000 RPM 162 lb⋅ft (220 N⋅m) @ 4400 RPM 7100 RPM 2009–2014 Acura TSX[8] 11.0:1 201 hp (150 kW) @ 7000 RPM 172 lb⋅ft (233 N⋅m) @ 4300 RPM 7100 RPM 5100 RPM 2008–2015 Honda Accord (CP2, CS1) 11.0:1 201 hp (150 kW) @ 7000 RPM 172 lb⋅ft (233 N⋅m) @ 4300 RPM 7100 RPM 5100 RPM K24Z4 2008–2012 Honda CR-V (RE7) 9.7:1 161 hp (120 kW) @ 5800 RPM 161 lb⋅ft (218 N⋅m) @ 4200 RPM 6500 RPM K24Z5 2010–2015 Honda Spirior 10.5:1 184 hp (137 kW) @ 6500 RPM 164 lb⋅ft (222 N⋅m) @ 4300 RPM 6500 RPM K24Z6 2010–2011 Honda CR-V (USDM) 10.5:1 180 hp (130 kW) @ 6800 RPM 161 lb⋅ft (218 N⋅m) @ 4400 RPM 7100 RPM 7200 RPM 2012–2014 Honda CR-V (USDM) 10.0:1 185 hp (138 kW) @ 7000 RPM 163 lb⋅ft (221 N⋅m) @ 4400 RPM 7000 RPM K24Z7 2012–2013 Honda Civic Si 11.0:1 201 hp (150 kW) @ 7000 RPM 170 lb⋅ft (230 N⋅m) @ 4400 RPM 7000 RPM 7200 RPM 2014–2015 Honda Civic Si 11.0:1 205 hp (153 kW) @ 7000 RPM 174 lb⋅ft (236 N⋅m) @ 4400 RPM 7000 RPM 7200 RPM 2013–2015 Acura ILX 11.0:1 201 hp (150 kW) @ 7000 RPM 170 lb⋅ft (230 N⋅m) @ 4400 RPM 7100 RPM 7200 RPM

References

External links

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[vividracing]

New Post has been published on https://www.vividracing.com/blog/greddy-releases-evolution-gt-exhaust-for-infiniti-q50/

Greddy Releases EVOlution GT Exhaust for Infiniti Q50!

With Infiniti moving away from naturally VQ engines to new turbocharged VR30 engines, there is significantly more room for improvement. Nissan/Infiniti did a great job squeezing power out of the VQ engines, but the VR30 engines are surprisingly underpowered for a 3.0L twin-turbo engine. Luckily, it’s pretty easy to get more power from this platform.

Greddy is one of the most popular JDM exhaust manufacturers currently available and to continue growing they’re now offering EVOlution GT for 2016+ Q50! This new exhaust uses high-quality T304 stainless steel with hand welding throughout. With 2.5″ dual pipe and large 3″ dual mufflers with 4.5″ tips, this new exhaust offers significantly more flow than the OEM exhaust.

Unfortunately, Greddy has not released official power numbers for this exhaust, but similar Q50 exhaust systems typically see gains of upwards 10hp and 20lb-ft.

2.5-inch to 3-inch diameter

High flow X-pipe

Dual 4.5″ slash cut tips

Hand welded 304 stainless steel

Limited Lifetime Warranty

Sounds great

Learn more and order your Greddy EVOlution GT exhaust for Infiniti Q50 here

If you have questions, please contact us. You can reach us by phone at 1-480-966-3040 or via email at sales@vividracing.com.

[pjdmedia-blog]

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