posted September 23, 2006 05:20 PM
Kawasaki Varriable Valve Timing... So, now that Varriable Valve Timing has made its way into the "Zx-14 cylinder head based" Tourer, how long will it take to try this system on a piped 14 with aftermarket cams?
You could have the best of both worlds on the street and make those Big Fat Mega Cycle cams have good low end torque.
posted September 24, 2006 07:00 AM
That would be sweet, could be just what we will need
to stay ahead of those Busa Boys in '08
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posted September 25, 2006 04:33 AM
Yep. Hopefully its adaptable to the zx14 head. But I have doubts that the head castings are the same.
I'll bet the 08 zx14 will have V V T thou.
And the 10r wont be far behind.
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posted September 25, 2006 07:00 AM
It all depends on weight and complexity. The benefits are obvious, but if it makes valve adjustment something only a dealer can do...
quote:It all depends on weight and complexity. The benefits are obvious, but if it makes valve adjustment something only a dealer can do...
If it is "dealer only" servicing I hope it's not going to cost an-arm-and-a-leg like the Honda V-Fours. They're a nightmare !
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posted September 25, 2006 08:04 AM
You're getting the idea...
The Concours crowd are a different bunch. And if you add them in with the target audience, it's a different demographic (not that we all might not be there someday!) than the crowd here. These guys might be coming from BMWs, prolly former ST owners and maybe some FJR owners. They are more comfortable with higher service prices, etc.
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posted September 25, 2006 01:28 PM
To this day I haven't seen any form of V.V.T. bring anything to the performance table. Honda drag cars(the fast ones, but I still hate them) strip out their VTEC system for a conventional set-up, saves weight and it can handle heavier loads at more rpm's.
When Honda switched to it on their VFR if you compare the dyno curves the only difference is the non-VTEC was smoother while the one with VTEC was jagged, rough, and even made a little less hp on top. For the longest time since, alot of riders has prefered it without because it would "kick-in" at a certain rpm(7000?) not really making more hp but just a slight jerk which during canyon carving on a less than grippy road while cranked on it's ear would be a shitter and not a nutter.
*Side Note* A nutter is when you step-out the rear on corner exit in a bit of a McCoy for the first time and play it off like you did it on purpose. A shitter is when it snaps way out mid corner, cry for mommy, poop a little, and just before seeing god it grabs putting itself back in line without any help from you. You canNOT play off a shitter like you did it on purpose; so just hand over the cool points.
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quote:To this day I haven't seen any form of V.V.T. bring anything to the performance table. Honda drag cars(the fast ones, but I still hate them) strip out their VTEC system for a conventional set-up, saves weight and it can handle heavier loads at more rpm's.
When Honda switched to it on their VFR if you compare the dyno curves the only difference is the non-VTEC was smoother while the one with VTEC was jagged, rough, and even made a little less hp on top. For the longest time since, alot of riders has prefered it without because it would "kick-in" at a certain rpm(7000?) not really making more hp but just a slight jerk which during canyon carving on a less than grippy road while cranked on it's ear would be a shitter and not a nutter.
*Side Note* A nutter is when you step-out the rear on corner exit in a bit of a McCoy for the first time and play it off like you did it on purpose. A shitter is when it snaps way out mid corner, cry for mommy, poop a little, and just before seeing god it grabs putting itself back in line without any help from you. You canNOT play off a shitter like you did it on purpose; so just hand over the cool points.
the benefit is more power high rpm more torque low rpm better fuel efficency and lower emmission. i work for auto honda dealership, i doubt the v-tech will get as big in motorcycle world. honda is pretty much the creator of v-tech technology and you notice you do not see it hardly any production honda bikes except one or two.
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posted September 25, 2006 03:17 PM
Makes you curious about the details. Do they do it like honda, switching to a different set of lobes at a particular RPM? Or is it something else?
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posted September 25, 2006 03:21 PM
Edited By: ZX11D on 25 Sep 2006 16:21
quote:To this day I haven't seen any form of V.V.T. bring anything to the performance table. Honda drag cars(the fast ones, but I still hate them) strip out their VTEC system for a conventional set-up, saves weight and it can handle heavier loads at more rpm's.
When Honda switched to it on their VFR if you compare the dyno curves the only difference is the non-VTEC was smoother while the one with VTEC was jagged, rough, and even made a little less hp on top. For the longest time since, alot of riders has prefered it without because it would "kick-in" at a certain rpm(7000?) not really making more hp but just a slight jerk which during canyon carving on a less than grippy road while cranked on it's ear would be a shitter and not a nutter.
*Side Note* A nutter is when you step-out the rear on corner exit in a bit of a McCoy for the first time and play it off like you did it on purpose. A shitter is when it snaps way out mid corner, cry for mommy, poop a little, and just before seeing god it grabs putting itself back in line without any help from you. You canNOT play off a shitter like you did it on purpose; so just hand over the cool points.
There are different versions of variable valve timing systems. While Hondas VTEC as used on Interceptor 800, a system that has not being generally accepted by the riding population, which engages one intake and on exhaust valve above 7,000 RPM (2007 model year and 6,500 RPM on previous years). Below this speed, it works are 2 valve engine. Other variable valve timing systems merely adjust the valve timing in accordance to the engine load and speed, which in most cases boost low and midrange torque and also provide measurable HP boost at high and maximum engine speed. Let's hope that KMC has developed the system inline with the later example.
quote:To this day I haven't seen any form of V.V.T. bring anything to the performance table. Honda drag cars(the fast ones, but I still hate them) strip out their VTEC system for a conventional set-up, saves weight and it can handle heavier loads at more rpm's.
When Honda switched to it on their VFR if you compare the dyno curves the only difference is the non-VTEC was smoother while the one with VTEC was jagged, rough, and even made a little less hp on top. For the longest time since, alot of riders has prefered it without because it would "kick-in" at a certain rpm(7000?) not really making more hp but just a slight jerk which during canyon carving on a less than grippy road while cranked on it's ear would be a shitter and not a nutter.
*Side Note* A nutter is when you step-out the rear on corner exit in a bit of a McCoy for the first time and play it off like you did it on purpose. A shitter is when it snaps way out mid corner, cry for mommy, poop a little, and just before seeing god it grabs putting itself back in line without any help from you. You canNOT play off a shitter like you did it on purpose; so just hand over the cool points.
There are different versions of variable valve timing systems. While Hondas VTEC as used on Interceptor 800, a system that has not being generally accepted by the riding population, which engages one intake and on exhaust valve above 7,000 RPM (2007 model year and 6,500 RPM on previous years). Below this speed, it works are 2 valve engine. Other variable valve timing systems merely adjust the valve timing in accordance to the engine load and speed, which in most cases boost low and midrange torque and also provide measurable HP boost at high and maximum engine speed. Let's hope that KMC has developed the system inline with the later example.
YES WE WANT VARIABLE DURATION CAM TIMING!
better yet
F1 technology, titanuim rods, valves, and pneumatic valve actuation...
posted October 01, 2006 05:15 AM
Edited By: Y2KZX12R on 1 Oct 2006 06:21
The patent diagrams are on line for the cam setup and also the varriable lenght intake tracts.
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posted September 23, 2006 05:20 PM
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