Engineering, yes but well balanced powerband, no. Hondas are notorious for making high horsepower due to:

1. High Revving
2. Variable Valve Timing
3. Higher CFM flowing cylinder heads

but because of these things, their power is only made in higher RPMs and have terrible amounts of torque. The only reason the S2000 is fast is because it's a light vehicle and it's a little more well balanced power wise, closer ratio'd gearing and higher powered as far as power goes than their other motors (168 lbs of torque).

When you say forged, you have to realize that there are different degrees and levels. People see forged and associate it with HIGH quality forged products like Wiseco Pistons make or Eagle Rods. If you want to get technical, every piston and rod is forged because it's the process to strengthen them...but of course...to a degree.

You know why GM makes over 1,000 HP with the 2.0 motor rather than the 2.2? Less stroke = More reliable higher revving. You think they rev up to 6,000 RPMs like us? No way...

Also, GM puts out the 2.0 ECOTEC to be boosted because more so the compression issue and fuel octane, they don't want detonation to be an issue. I'm not 100% sure but I believe you can run 89 octane on the 2.0 S/C ECOTECs which might sound reasonable for the average person who doesn't want to spend high amounts of money on fuel everytime they have to filler-up.

Umm what?

Sorry, I'm not trying to flame you but you need to read up more on turbos and turbo lag. Have you ever personally been in a vehicle with ball bearing turbo? Those suckers are like instant FULL boost because they spin so fast and easily. People associate turbo lag with every turbo'd vehicle, which is not the case most of the time. If you match a turbo properly to a motor, you will not have turbo lag. Also, turbo lag is something that is more so split second if it happends.

By the way guys, did you know there is a such thing as supercharger lag? yes...it happends.

As far as "low boost around town and a high output turbo for the track", once again, you should read how turbocharged systems work. If someone wants to run low amounts of boost, they should get a wastegate spring that is more limited (for example, I have a 68 MM wastegate that has a 5 PSI wastegate spring). If I say want to run over 5 PSI for track reasons or racing reasons, that's what a boost controller is for. The boost controller will not (and can not) decrease your max psi lower than your wastegate.

I wouldn't say that 100% will not increase power. I've always said that Variable Valve Timing is only as good as you can manipulate it. Look at guys with V-tec, they have V-tec controllers to change the lift and all that good stuff to make great power gains from that. Just something to think about...

You mean thicker cylinder walls, not "bigger".

There should enough "meat" on the 2.4 cylinder walls to handle boost.

In conclusion, I will say this...

You CAN boost a 2.4 motor. The issues are not compression but detonation. If you can find a way to retard timing, that will lead to a better running turbocharged vehicle, even on 10.5:1 compression. If you don't change the timing, you'll be pushing the limits while boosted and depending on what PSI you choose to run, fuel octane will be an issue. Remember, higher octane and retarding timing is for reducing detonation....compression doesn't matter (well in our cases, it wouldn't matter).

I've talked enough.

 

ok i dont mean to be rude, but i think you had better read up on gm's vvt. its sole purpose is to optimize fuel economy. it allows advancement and retarding camshaft timing and the algorithm in the E67 was programmed solely around increasing fuel economy using closed loop feedback. tuning for power is independant from the vvt system. if anything, it is more of a burden than a gain for power.

the honda vtec incorporates a second lobe at a specified rpm, which is why it can provide more power.

even better, the 'vvt' used on some european cars has a better system. again more power because of adjusting the effective part of the cam.

dodge/chrysler vvt is one that i have yet to read up on, but i am sure that it is a varation on one of the above.

 

Isn't the VVT in the 2.4 motor based off of Toyotas VVT-i technology?

 

i dunno about that, but its the same principle. are you confused with toyota's VVTL-i technology?

 

Possibly. You probably know more about it than I do though. I'm kind of limited in information when it comes to VVT.

 

I was under the impression that the vvt in the 2.4 also helps keep the tq from droping off in the middle to upper rpms. On stock dyno's you can see the little hump where they start changing.

 

Look there about 3800 or so on the stock tq graph

 

and tuning the 2.4 is no problem. Companies have already broken the ecu and already have turbo tuned calibrations.