I don't know about Honda Tuning, but NSX had VTEC in '90, Integra GS-R had it in '92, Prelude had it in '92 with the VTEC model (H22A), and the Civic also had it in '92 (Si with the D16Z)...

However, what you said about Civic and Prelude being second and third is true...because the GS-R was a mid-year introduction for Acura, which is why so few were made in '92. So technically, the Integra was the "last" car to have VTEC in 1992.

In other words, the dates from your original post are a little off. Adjust Civic and Prelude to '92 and adjust Integra to mid-'92 and you're correct.

*edit* Can anyone believe this post has hit three pages?

 

The Si VTEC Prelude was not introduced until 1993. That was the major difference in the JDM and USDM Prelude's when the 4th Gen. was introduced back in 92.

 

there both junk so wats it matter.

 

Hm... I was under the false impression the H22 was available even in '92. In that case then, the 92 Integra GSR was the third car with VTEC, after the 92 Civic Si, and the 93 Prelude Si VTEC would be the fourth.

Whatever... it's all just splitting hairs.

 

Yeah I suppose, I still remember reading that the Prelude was the second to get VTEC here in America. Either way it doesn't really matter.

 

Both cars being manuals, both drivers knowing how to drive, and both cars stock, it could go either way in a street light race between a Z06 and an NSX. Is that the only thing Covette owners see?>>>>

Not at all. The Corvette handles very well in the twisties.

I'm not surprised, since virtually every Detroit muscle car since the 1964 GTO has been built strictly for 0-60 times, and absolutely nothing else>>>

The Corvette is not a muscle car.

Try reving the old LS1>>>

Goes to show how much you really know about this engine, and it's design. It was designed on a clean sheet of paper, sharing very little with any past V8 engine. It's all aluminum, light weight, reliable, and fuel efficient. Opt for the 6-spd manual and get 32+ mpg on the highway. Thats a whopping 1 mpg less than what my F22 Accord is able to achieve.

or LT1 to redline in every gear (about 6k at most), then when you're cruising, try downshifting to third at 90 mph. Then watch as your (terribly outdated) valve rods shoot throught the block, through the hood, and off to the side of the road>>>

Complete nonsense. The only common occurance has been bent pushrods, and this only affects the LS1. Easy to repair.

Now, do the same with an NSX and you will be rewarded with the most beautiful sounds and power rush you've ever had>>

I can agree with that.

There's something about reving to 7500 so smooth and sweet that just beats the tar out of the loud, low, and ugly grumble of low reving push rods>>>>


To each his own. I prefer power at a low rpm so I don't have to dog the motor to get moving. I also love the rumble of the exhaust, and the pants in the seat feeling. 350 ft lbs of torque is downright fun.

And at the end of the day, yes, the NSX has no leaks, no rattles>>>

My LS1 has 50,000 trouble-free miles. Infact, this is probably the most reliable GM product I have owned thus far. No fluid leaks, no rattles, no significant wear of interior components, etc. It starts every time, and performs flawlessly. You are merely assuming.

and the same gleaming paint and uncracked leather seats as the day it was bought>>>

The interior quality leaves a lot to be desired, I agree... that is one of the many reasons I buy Hondas for anything other than a truck or muscle car. If I had to choose between a Corvette and an NSX, I'd take the NSX in a heart beat. It's a far better built machine, hands down. But don't cut the Corvette short, based on 'myths' you've heard.

Now, when GM comes to their senses and gets with the program, there should be high grade materials inside>>>

I wouldn't hold my breath on that one. They are definitely getting much better, the only problem is, so is the competition.

solid, durable paint outside, and a 32 valve DOHC V8 making about 450 hp and smooth as silk under the hood of that Vette>>>

Why must it be DOHC? In case you werent aware, there is nothing 'new' about over head cam design. GM was producing OHC engines long before you were even born. With that said, in my humble opinion, I wouldn't mind either way...as long as the engine produced more than adequate power at a low rpm, and excellent top end performance.


Oh, wait. I'm sorry. That would force the price of the car up about 30k, or to the price of an NSX. Go figure. So I guess the moral of the story is for the most bang for the buck, keep with a 60 year old engine design>>>


Unecessary, the LS1 is very modern in it's design... as is Ford's less powerful 4.6 DOHC V8.

 

i don't understand what's so bad about pushrod engines? they're light, cheap, and simple... if they can get the power they're looking for with one cam, why add more?

someone please explain this to me...

 

I personally don't care either way, If it's fast...I'll drive it. The ONLY problem I see with the use of pushrods, is infact, bent pushrods... but this tends to be unique to the LS1, for the most part. OHC engines are usually smoother in their power delivery, and that's all fine and dandy... but I personally wasn'y looking for silkly smooth performance when I purchased the Trans Am. It all boils down to personal preferences, there is no right or wrong answer. I am just glad that I am able to enjoy both sides, for I'd be missing out on quite a lot if I didn't.

 

Btw, are you from CamaroZ28.com or LS1.com? Your avatar seems familiar to me. I no longer visit the F-body forums, too much import vs domestic bashing, and owners constantly btching about piston slap. I wish people would stop whining and just enjoy their cars.

 

amen... people are too biased for some damn reason. we're all in it for the same damn thing.