McFeng

後悔當初沒裝這一對椅子http://www.recaro.com/index.php?id=2667®ion=4&L=3

記憶中‧‧‧好像從9/1‧9/2‧9/3連續喝了三天的酒‧‧‧

現在我們來看看B20B的本體。


B20B這顆引擎在國內只有出現在CR-V車上，沒有本田傲人的VTEC機構，84.0 x 89.0mm，紅線區只到6800，148PS／6200rpm，扭力18.4／4500rpm，這是它的基本資料。曾幾何時，日本人動腦筋到B20B的汽缸體上了，用B16A的"黑豆"（汽缸頭）來接上B20B的本體，以求達到較高的壓縮比（B16B／B18C Type R的燃燒室容積為43.6cc，B16A的燃燒室較小，為42.4cc；該數據取自SPOON 2001年目錄），可惜本田似乎在一開始就沒打算要讓B20B登上"名機"排行榜，也就是說，真正要創造出8000轉不死的"B20C"所需的加工現在才開始。

現在我們來講紅頭的耐用度。

一顆引擎要能夠一萬轉的話，精密度是不是一定要夠？如果生產／加工的精密度夠高、各部位零件之間的間隙小的話，相互敲擊的機會就少，對不對？各零件所承受的撞擊、負擔減少，引擎運轉時內部的負擔也就會減少；因為零件的負擔變小了，在設計上也就可以越接近極限，引擎的重量也就可以更輕、金屬材料的使用量也可以更少。比起其它車廠的百分之二或百分之三的精密度，本田所生產的零件精密度都在"千分之一"（自ニューズ出版HYPER REV Vol.31的CIVIC & CR-X No.2 p.96中節錄）。那本田用來測量生產設備的儀器，其精密度否就會在萬分之一？

因此，本田引擎大部份的材質並不需要用到類似鈦合金、70系列鋁材等等的高價材料來追求近一萬轉的耐用度，唯一特別的是除了B16A之外，B16B／B18C／B18C Type R皆採用了F-1材質的黑色波司，而且寬度都比B16A來的窄，這意味著不必特別使用寬波司的設計，一方面摩擦阻力可以減少，另一方面又更耐高轉以及因高溫而劣化的機油。（見圖1-6：右方B16A／左方B16B）。

就我自己的經驗來說，紅頭其實是一顆非常耐操的引擎，只要設定得當、保養用心，跑個八萬十萬公里根本就是青青菜菜。為什麼我會如此自信滿滿地如此宣稱紅頭的耐用性呢，這讓我們先從紅／黑頭的差別開始說起。

各位有沒有想過EG6（五代）／EK4（六代）的B16A為何能夠170PS？很簡單，因為有VTEC。但如果沒有VTEC的話呢？更簡單，我們回頭看看更早的先代版本EF（四代）的ZC引擎，它是名符其實的雙凸卻沒有可變汽門機構，同樣1600cc只有130PS／14.7kgm，兩年前有一位朋友住在龜山，他的四代三門就是落這一顆引擎，如何？順，而已。就好像是小胖男扮女裝，雖然不醜可是你也不會想要上前去搭訕。

那EK9的B16B 185PS和EG6的B16A 170PS又差在哪裡？這差得可真多了：

話說昨天晚上VIP們提早慶祝俺生日，也不知怎麼又說要去LOBBY，看在酒的份上，所以第二次去LOBBY，但是‧‧‧又失敗了‧‧‧說老實話到底是貪圖400暢飲，不能進去就算嚕！

Lift:  This can be cam lift or valve lift. The latter being the cam lift multiplied by the rocker ratio. All lift figures in this catalogue refer to valve lift.

Duration: This is the length of time, measured in crankshaft degrees that the valve is off its seat.  In the catalogue pages, Piper give you this figure as well as the timing figures.  To calculate the duration, add the timing numbers together and add 180.  EXAMPLE: a cam with timing figures of 23/67 added, totals 90, plus 180, gives 270 deg duration.

Overlap:   The number of crankshaft degrees were both the inlet and exhaust valve are open at the same time. To calculate overlap: Add the opening number of the inlet cam to the closing number of the exhaust cam, ie the first and last numbers of the cam timing.   Using our same example of the 23/67 inlet and 67/23 exhaust (usually referred to as 23/67 - 67/23), add together the first and last numbers (23 and 23) and the total (46) is the overlap.  In general terms the larger this number or the greater the overlap, the hotter the cam.

Cam Timing: The position of the camshaft relative to the crankshaft. This is expressed as the number of degrees that full lift occurs after top dead centre (tdc) in the case of the inlet, and before tdc for the exhaust.  This figure is included in the catalogue pages, but to calculate this, take the duration figure and divide by 2. EXAMPLE:  With an inlet cam of 23/76, the duration is the addition of these two numbers, plus 180, equals 270. Then divide by 2 resulting in 135. Deduct the number of degrees before tdc that the valve  started  to open, ie 23 degrees - the result  112. The valve is correctly timed with full lift 112 degrees after tdc.

From the preceding three articles on evaluating an engine's power potential it should be clear that you can too much inlet valve area. It directly determines power potential - every 10% increase in inlet valve area gives a 10% increase in power potential. However, in many engines there is a trade-off between inlet and exhaust valve size. By making one smaller you can increase the size of the other. Equally this is not always the case. Sometimes a larger inlet valve will hit the bore wall long before it interferes with the exhaust valve or vice versa. On engines with angled valves, i.e angled towards each other, the point of interference depends on the cam duration as well as the absolute valve size. Long duration cams with a lot of overlap will have both valves open a long way at TDC on the exhaust stroke which is where they can hit each other. With shorter duration cams you can make either valve bigger and still not have clearance problems. Clearly all engines need exhaust valves and if these are too small power will suffer. So when the choice is between increasing inlet valve size and exhaust valve size what do you do? 
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從先前三篇評估引擎潛在動力文章中明白的告訴你不可能有太多的進氣閥(俗稱:把嚕卜)空間(註:指面積)。很直接的評估潛在動力-每增加10趴進氣閥門區就增加10趴的潛在動力。但是，對很多引擎來說卻是進與排氣之間大小的抉擇。廠商製造一具小的機件另一方面又讓你可以去改造他，這並非每一家廠商都會這麼做。
有時候較大進氣閥門在造成排氣干涉前會引起氣體敲擊管壁(應該是指活塞)反之亦然。在有角度閥門的引擎上，例如，面對面角度相同的閥門，造成干涉的點是不只依據凸輪軸轉動週期而且和閥門大小有關。Long duration cams (同high cam指高角度凸輪軸lobe lift)伴隨較多重疊角而進氣閥與排氣閥同時打開在TDC(top dead centre下一篇再跟你解釋= =) 在排氣動作時，這也顯示了閥門在哪裡互相撞擊。較短週期凸輪軸可以讓每一個閥門都加大同時沒有空隙的問題。很清楚的所有引擎需要排氣閥，假如太小動力將會下降。所以要增加進氣閥大小還是增加排氣閥大小兩者之間你會怎麼選擇又該怎麼做？(待續)

The simple answer is there are no simple answers because optimum exhaust valve size, or more correctly optimum ratio of inlet to exhaust valve size, depends on a number of factors including the state of tune of the engine, cylinder head design, port efficiency, cam profile and especially compression ratio. However there are some very good rules of thumb which will put you very close to optimum for most normal tuned engines.

The Volkswagen Golf has become a lifetime icon for the German auto maker. So much so, that when the six-generation arrives, Volkswagen will be sticking close to the current design. Dr. Martin Winterkorn has ordered his engineers to stay true to old values.

What we know: We already know that when the six-generation Golf arrives, the front fascia will get minimal redesign, sticking close to the current Golf. However, in the back the Golf will carry over the roofline to save money. The tail lamps on the six-generation Golf will get thinner.

What’s new: Winterkorn has ordered designers not to add a chrome grille to the six-generation Golf. He has also ordered them to basically leave alone the interior since its already receives acclaim for solid quality. However, Volkswagen engineers are paying close attention to the front with the split grille and three salient lower intakes (which may indicate more power for the six-generation).

喝醉酒的女生是不是容易哭？前幾天我們那群VIP才說到這件事！看來是無風不起浪，空穴不來風的樣子！為了這件事，還敲敲幾個鍵找起搜尋來‧‧‧
倒是沒有統計資料啦，但是依我看週遭的狐群狗黨，似乎真有此事！

話說24號〈五〉晚上VIP聚會，就有人提議去夜店，說是要去LOBBY，於是下班後和彰仔坐著建興車子噴著噴著停在附近停車場，往大觀路LOBBY路上走‧‧‧站在門口CALL給遲到的VIP，說馬上到叫我們先進去，好吧，就往門口走去，詭異的男服務員看著我們說了一句話‧‧‧「你們有訂位嗎？」「沒有ㄟ」「那抱歉喔，裡面都訂位了」這樣喔‧‧‧掃興的到了另一家J&J去，後來VIP都來了，小羅就說「哪有訂位！我們剛剛經過就說可以進去！」，這是什麼意思？算了，那種地方已經不是老頭子去的地方了‧‧‧
然後‧‧‧在J&J大家共花了2000元，是還好啦，只是大家都喝的不盡興‧‧‧

LOBBY:www.lobby.com.tw

http://www.mobile01.com/topicdetail.php?f=275&t=357455&last=3437883
上面是原文出處，以下是節錄這位大哥回答網友的回應!(紅色是網友，黑字為不要在那兒靠呗這位大哥)

 

No.01, To: 加勒比海藍 閣下

感慨阿～感慨