my valve cover looks different.

 

anyone know where i can get a stock vtec valve cover?
I want it to say vtec

 

Yeah, I have a 94 EX Sedan, so obviously they did make them.

My valve cover says VTEC on it, it's really not a big deal to actually have, but if you want it, I'm sure you can find them.

But...you're kind of heading in the wrong direction with the exterior looks of your car, and I'm sure many will agree. It's okay though, we all need to be shown the light .

 

What? No, just no. Hell, if anything, DOHC has more work to do because it has two cams to spin. The different between a SOHC and DOHC is the number of cams, that is! One is not superior to the other. That said, it also depends on who built the engine. For Honda's, SOHC engines are installed in their commuter car (the Civic) that is more concerned with 100k miles reliability and good milage than it is with power. The DOHC engines are used in their higher performance cars (the Integra's) that are somewhat more interested in performance. If Honda built a 1.8L SOHC VTEC engine with the same aggressive cams that make power to 8000 rpm, same aggressive fuel tuning and high compression and the same aggressively geared transmition, it would be an even match for a GS-R's B18C1.

SOHC's actually have an advange of being lighter and cheaper (there's one less cam to worry about) but tend to be less exotic and exciting sounding. Same basic concept as higher octane gas, sounds more powerful and exciting, but in reality, isn't anything special. Seeya.

 

Just turbo it and you won't have to worry about what kind of motor you have.....

 

With a DOHC you can use the cam gears to independantly tune the intake/exhaust valves.

Whereas with a SOHC, sharing a single cam to control the intake/exhaust profiles, I don't think you can adjust them independantly, correct me if I'm wrong. Maybe there is a mechanism, that I'm not thinking of.

-PHiZ

 

It's a D16Z6. non-VTEC engines have the oil cap on the lower left.

my old D15B7

 

Ok, so you've just said i was wrong but then turned around and said that a DOHC set up is used in a more exotic higher performance engine setup. So explain that statement. :naughty:

That being said, i'll restate my grounds. yes, dual cams gives more for the engine to spin. reducing the weight of spinning parts does more than dropping dead weight. BUT, in a DOHC set up, each cam sees less friction than a SOHC would. less friction = ability to spin faster. that's why high revving I-4 engines use a SOHC or DOHC set up, reduce friction over having pushrods. That applies to an old Harley Davidson joke i tell (i ride a 99 CBR600F4).....what are the 4 rev limiters on a harley called? PUSHRODS!

I doubt it's a reliability issue between SOHC and DOHC setups. yes, it's one more thing that can break, but guess what? honda built the engine in my motorcycle in a DOHC setup, is regularly ridden in an RPM range that exceeds what most of their cars do in a stock setup, and i've put a sh!tload of miles on it w/out the reliability of the cams (or engine for that matter) coming into question.

you've contridicted yourself in trying to say i was wrong. not trying to start a "flame" war here, but hey, i'm always up for a spirited arguement!

 

I wasn't attempting to be rude, I just didn't know what you were talking about. Each cam might seem to have less friction but they both open the same amount of valves and push against the same amount of valve springs. As far as I understand, there is no difference in the weight of the springs from one configuration to the other. If anything, there is more effort having to turn two camshafts. You've got more bearings to push against and the rotating mass of another cam gear and cam to turn.

I also said DOHC are for more exotic applications, not that they are in some way superior. Like stated before, the ability to vary the cam timing on both the intake and exhaust cams seperately can result in extra power, but it's <5hp worth at best, and in most cases, adjusting a SOHC would match most of the gains. In a true race engine, the actual grind of the cam would be modified rather than using adjustable cam gears. However, DOHC is more expensive which obviously means it's somehow greater. If you asked anybody on this forum if you could build them engine from scratch, which configuration would you like, most of them would say DOHC. It might not have much of a basis in reality, but it helps sell cars so who cares. Just like putting 94 octane in your stock Civic's D16 isn't going to make it any faster, but people do.

OHC configurations are really a completely different animal than OHV one's. I also again don't think one is really superior to the other, just diffferent means to the same end. It's older technology (I know OHC configurations have been around just as long as OHV, just not in the same mass production number) but it's also tested and proven by V8 guys everyday. Compare them to modern OHV engine lik the C5 Corvette's, as opposed to a Harley motorcycle. Different designs for different applicatons as well.

Also, for reliabllity, I was refering to 100,000+ mile with poor maintenance reliablity rather than high rpm specifically. Like I stated above, a SOHC VTEC engine built to basically the same specifications as a DOHC VTEC engine would have the same kind of powerband, same reliabily, same high rpm potential, the problem is, Honda doesn't build them that way. Seeya.

 

I have a D16Y8... so my questions are... where does the A6 pistons come from, like from which honda cars, and is that a direct fit into my engine or do i need to get the block fitted to accept A6? and why is the A6 piston more special then the one i currently have. what is the one i have anyways in my 2K EX?