» L-X's S

Sadayoshi

Also ich werde mir sehr warscheinlich die J's oder Mugen holen.
Dda bei mir die 70er Single anlage draufkommt.Und wo hinten mehr rauskommt muss auch oben mehr rein.
Ne aber denke das sollte schon alles abgestimmt sein
Aber mit dem Hydrolock hab ich auch schon gehört kann mir aber nich vorstellen das das so extrem is.Aber bei Regen fährt man mitm S ja eh nich so schnell vllt is das dann nich so schlimm!?

Zitat

Ne andere frage geht das mit der OEM haube? Oder brauchste die J's Haube mit der "beule"?

L-X

Sadayoshi

Also ich werde mir sehr warscheinlich die J's oder Mugen holen.
Dda bei mir die 70er Single anlage draufkommt.Und wo hinten mehr rauskommt muss auch oben mehr rein.
Ne aber denke das sollte schon alles abgestimmt sein
Aber mit dem Hydrolock hab ich auch schon gehört kann mir aber nich vorstellen das das so extrem is.Aber bei Regen fährt man mitm S ja eh nich so schnell vllt is das dann nich so schlimm!?

die 70er wird verdammt laut. Damit würd ich nicht durch die Stadt fahren wollen.
Und die MUGEN Airbox für 1400 $ macht nur Sinn mit der zugehörigen Front, oder Du zerschneidest Dir die OEM-Front. In jedem Fall besteht akute Hydrolock-Gefahr:
Schau Dir mal das Innere der OEM Airbox an. Nicht umsonst ist diese 2geteilt. Wasser wird durch die L-Konstruktion komplett vom Filter zurückgehalten.
Der Motor eines Freundes hat trotz Bypass Valve (was die S2k-Zubehör-Boxen alle nicht haben) einmal Wasser angesaugt, was einen kapitalen Motorschaden zur Folge hatte-H2O lässt sich nämlich nicht verdichten! Halt mal Deine Hand vor den Ansaugtrakt während Du die Drosselklappe mit der anderen Hand öffnest. Du wirst merken, dass der Sog so stark ist, dass man gar nicht schnell fahren muss... Zumal Regenwasser auf der Autobahn immer aufgewirbelt wird.

Zitat

Ne andere frage geht das mit der OEM haube? Oder brauchste die J's Haube mit der "beule"?

Die OEM Haube müsste an einer Stelle ausgeschnitten werden, von aussen aber unsichtbar.

Ich für meinen Teil werde mir lieber ne schicke CF Abdeckung für die OEM Airbox organisieren. Damit bin ich auf der sicheren Seite, schließlich fahre ich den Wagen jeden Tag und bei jedem Wetter.

Gruß
L-X

Zitat

Concept of development for Mugen S2000 parts
April 2001

Exhaust Manifold Kit
During the development, the performance test on the exhaust manifold by so many different specifications had been conducted and as a result, we were able to obtain many data. Some of them are as follows.

45mm diameter of the primary manifold is better than that of 48mm.

When compared between 4-1 and 4-2-1, 4-2-1 is better in overall. General notion that 4-1 is for the high speed and 4-2-1 is good for the middle speed range is not necessary applicable to F20C.

Exhaust manifold of standard specification was an ideal specification as expected. It is also a collector configuration aimed at the peak power output.

Regrettably, however, since the emphasis is placed on the mass production, the standard parts have the different primary manifold lengths for each cylinder and therefore, the engine performance between 6000 and 9000rpm is not necessary the best.

Actual running test has confirmed the following.

Since there is a brake master cylinder placed near the exhaust manifold, it is indispensable to place a heat insulation material such as heat insulation plate between the cylinder and the manifold. We have actually confirmed that there was overheating phenomenon when the test was run without such a heat insulation.

From the result of the test conducted, we decided the specification for Mugen’s exhaust manifold as follows:

For the primary manifold pipes, a diameter of 45mm has been adopted.

The length from the exhaust port to the collector has been optimized and now have completely equal lengths.

4-2-1 layout has been adopted.

A collector’s configuration which emphasizes the torque performance from 6000 to 8000rpm has been adopted.

For eliminating the overheating problem, an exclusive metal molding has been installed to make new heat insulation plates.

Of course it is adapted to the Japanese regulation; JASMA.

Sports Exhaust System
Performance of the standard silencer is as follow:

As the manufacturer’s genuine parts silencer, it produces a very low exhaust pressure which normally has never been thought before. Our system is compatible to produce both a low exhaust pressure, far less than that of commonly modified mufflers, and a very effective exhaust noise silencing performance. During the test conducted on engine dynamometer, we tried a straight pipe from the catalyzer down and measured an increase of only several horse power output.

Noise level is just about low enough to clear the noise level regulation in Japan (JASMA) after October 1998 while the exhaust sound gives a sports car feeling.

Only the short coming is that it is rather bulky and heavy which significantly interferes with the air flow under the floor.

Objectives for the development of Mugen sports exhaust system.

Lighter weight.

Use of titanium material: Use stainless alloy for the high heat area and titanium material for the lower heat area in order to achieve a balance between the durability and lighter weight.

Optimizing the pipe’s diameter: If the pipe’s diameter is increased excessively, that will result in power decrease. It also produces banging exhaust noises which in turn will require larger silencer as well as inner silencer which can significantly resists the exhaust pressure. The exhaust pipe diameter appropriate for F20C engine is about between 60mm and 70mm and there is no noticeable change in the maximum power output in this range. (At below 6000rpm, there is no torque change seen even when the diameter of the exhaust pipe was changed, due to the effectiveness of the valve timing control on the V-Tec’s low speed range). As a result of our repeated test on the dynamometer, we selected the pipe’s diameter of 60,5mm which is the minimum size requirement, and 45mm for the extension of pipe after the junction manifold. (More than 1/2 of the cross section area of the main pipe after the junction section is not necessary and if the diameter is smaller, the silencer could also be smaller). We took a special care for manufacturing the junction section in order to minimize the energy loss and as a result, the system is smaller and 11kg lighter than the standard system.

Standard System
Mugen System

Weight:
23kg [50.6lbs]
12kg [26.4lbs]

Achieving a good exhaust sound quality for sports cars.
Exhaust noise criteria applied to S2000 after the 1998 regulation is as follow:

Noise Regulation
Before 1998
After 1998
Standard Cars
Mugen Cars

Close to Exhaust:
103db
96db
95db
94db

During Accelleration:
78db
76db
75db
76db

We decided the final specification of the exhaust noise quality on the basis of repeated test results by emphasizing the sound volume and quality at the practical speed range at which it requires the exhaust noise volume most for an open-hood sports car. Even though our exhaust noise level meets the ’98 noise regulation, we did not make any compromise to produce a good sports car sound volume and rigid sound quality as well.

Designing a lower exhaust pressure.
The standard equipment silencer is a silencer of high performance equipped with a return pipe and with a low exhaust pressure resistance. We studied the inner configuration of the silencer and as a result, we were able to further reduce the energy loss after the catalyzer.

Use of stainless steel alloy as sound absorbing material.
Sound absorbing material of stainless steel alloy used for GT-NSX and JTCC Accord was selected in order to assure the durability for the sports driving which tends to increase the heat load.

Sadayoshi

sehr geile bilder
Canon rules
Sagma was für maße haben die OEM felgen? Und was hast du da für reifen drauf?
Was denn noch für carbon???

Mach mit!