how to increase low end torque

[panda.monium3]

Keeping it short and simple, I have gathered that increasing low end torque helps me accelerate at stops faster...so how do i increase it ?

[JDM DC2R]

nitrous dioxide

[Apu]

Small turbo, supercharger, K-swap or bore your engine out to increase capacity

[JDM DC2R]

You and the car should go on a diet and loss all the unwanted kilo's. A lighter car is a faster car!

[mocchi]

lose weight

[androo]

What engine do you have in your car?

[DakDak]

k24

/end thread

[DreadAngel]

Keeping it short and simple, I have gathered that increasing low end torque helps me accelerate at stops faster...so how do i increase it ?

To increase low-end torque on small NA engine:

A) Supercharger
B) Displacement Increase [Achieved with either Stroker Kit OR Engine Swap]
C) Remap ECU [Don't expect too much, it'll feel 'better' depending on the bolt on mods and stuff down but still, not much gains...]

The other way is to change your gear ratio so you're in the powerband more BUT there are a lot of compromises that needs to be made...

[dougie_504]

Small turbo, supercharger, K-swap or bore your engine out to increase capacity


lose weight


These things. Less weight in the car, larger displacement engine, small turbo/twin scroll which spools nice and low, or a supercharger.

Those are your best bets. Start by losing weight (what you can justify anyway). Spare tyre, some sound deadening, rear seats if you don't usually carry passengers. Power steering and air conditioning if you can live without them, lighter wheels if you have heavy ones etc.

Otherwise every other option listed will probably cost you a good $3,000+

[EKVTIR-T]

Final drive

[dougie_504]

Yeah you can get 4.7 final drives for D-series. And maybe 4.9 I think.

[PHO]

5.1 on d16 pls.

[u mad?]

These things. Less weight in the car, larger displacement engine,

Those are your best bets. Start by losing weight (what you can justify anyway). Spare tyre, some sound deadening, rear seats if you don't usually carry passengers. Power steering and air conditioning if you can live without them, lighter wheels if you have heavy ones etc.

Otherwise every other option listed will probably cost you a good $3,000+


Final drive


I did these, happy with outcome

[EKVTIR-T]

The president of JUN once said,before you even bother with power mods on vtecs,1st mods should be lighter fly/final drive/better cutch

think he was onto something :thumbsup:

[u mad?]

The president of JUN once said,before you even bother with power mods on vtecs,1st mods should be lighter fly/final drive/better cutch

think he was onto something :thumbsup:
Toda/adrian says this to.

[EKVTIR-T]

yeah he just copied the JUN guy

jdmguy>realityexperience

[connorling]

connorling




Member



ReasonUseless crap


forgot what i said lol.

[u mad?]

yeah he just copied the JUN guy

jdmguy>realityexperiencefightin words

Toda gon drop u

[PHO]

The president of JUN once said,before you even bother with power mods on vtecs,1st mods should be lighter fly/final drive/better cutch

think he was onto something :thumbsup:

Mugen dont agree. It starts with your tissue boxes...




https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-prn1/540412_518018294882012_1037120755_n.jpg

[DakDak]

^

You must be retarded to buy that shit.

[connorling]

Mugen is more retard to make that sh!t

for $145........ fcuking hell mate



^

You must be retarded to buy that shit.

[connorling]

back to the topic, increase low end torque, get bigger engine.

lower the final drive definately helps. makes such a difference on my S2000

[butterfingers]

^ you wouldnt want too short a final drive on a stock civic with only 7000rpm redline. you'll be shifting to 4th before u finish a right hand turn.

[SQXPRT]

^ lol

to get more acceleration, there are 4 ways
1. you need more air/fuel this can only be done by bigger capacity engine or forced induction (as mentioned).
2. Lower gearing (as mentioned also)
3. change the bore/stroke ratio. Wider pistons with less stroke give more torque at the same capacity and RPM.
4. Lose weight

cost is prohibitive to do anything other than lose weight (from the car, that is)

[eekayfo]

i realise this is an old thread but its new years day, im not doing shit all. and its relivant information to those with sub 2l engines

everyone is saying go final drive make the car lighter more displacement ect ect all i see a final drive doing is letting the engine rev up to its powerband faster. obviously a lighter car will help acceleration in any situation and more displacement, well.....


as i see it with a set displacement NA, theres a limit to the peak torque that you will see. dosent matter how high or where you rev it to see that number. with horsepower being a measurement of work. i.e x mass moved x distance in x time... it makes sense design the engine to rev up and make peak torque up high to see good hp/kw numbers. but your still limited to that peak torque number unless you strap on a blower or nos, race fuel and 16to1 comp ect ect.
in order to get close to that peak number, you need to design an engines internal geometry to work best in a desired rpm range(rod/stroke bore/stroke ratios), you allso need to design cams, intake and exhaust manifolds and also GEARING to suit the engine and its desired rpm range. ideal compression is derived from cam profiles, dynamic compression and quench and head design to ward off detonation on specified octane fuel. once all these have been designed, built tuned and tweaked to perfection will you be getting close to the maximum torque able to be produced from that set displacement. AT THE RPM IT HAS BEEN OPTIMIZED FOR.

so back to the op's question, how to increase low end/rpm torque theres a few things he can do. redesign the entire engine for a lower rpm. not cheap redesign the Bolton's, manifolds cams gearing for the lower rpm. cheaper increase displacement well this is a sure fire way to raise that peak torque, the larger engines are often designed from the factory for lower power bands as the heavier internals are harder to reliably rev in a factory engine. but if designing ones own, power can be moved anywhere. \

in the end, where you make the power dosent matter, high torque (dont think hp) numbers and a flat curve are desired. optimize gearing to suit the power band. take my b16 for example. i would regulary rev to 5k in second to got to 60km when i swapped in a b20 with the same gearing, i would do the same in 3rd and only rev to 3500rpm. both in probably a similar time and fuel use. cruising along in 5th can accelerate up hills and has that instant acceleration when the pedal is pressed. but lacks that vtec high revving ability of the b16 without substantial investment.


i guess its all a comprimise and you have to decide what ones you want to make.

i hope ive educated someone and not pissed off others by grave digging and posting misinformation/.;.

[RenzokukenJ]

i realise this is an old thread but its new years day, im not doing shit all. and its relivant information to those with sub 2l engines

everyone is saying go final drive make the car lighter more displacement ect ect all i see a final drive doing is letting the engine rev up to its powerband faster. obviously a lighter car will help acceleration in any situation and more displacement, well.....


as i see it with a set displacement NA, theres a limit to the peak torque that you will see. dosent matter how high or where you rev it to see that number. with horsepower being a measurement of work. i.e x mass moved x distance in x time... it makes sense design the engine to rev up and make peak torque up high to see good hp/kw numbers. but your still limited to that peak torque number unless you strap on a blower or nos, race fuel and 16to1 comp ect ect.
in order to get close to that peak number, you need to design an engines internal geometry to work best in a desired rpm range(rod/stroke bore/stroke ratios), you allso need to design cams, intake and exhaust manifolds and also GEARING to suit the engine and its desired rpm range. ideal compression is derived from cam profiles, dynamic compression and quench and head design to ward off detonation on specified octane fuel. once all these have been designed, built tuned and tweaked to perfection will you be getting close to the maximum torque able to be produced from that set displacement. AT THE RPM IT HAS BEEN OPTIMIZED FOR.

so back to the op's question, how to increase low end/rpm torque theres a few things he can do. redesign the entire engine for a lower rpm. not cheap redesign the Bolton's, manifolds cams gearing for the lower rpm. cheaper increase displacement well this is a sure fire way to raise that peak torque, the larger engines are often designed from the factory for lower power bands as the heavier internals are harder to reliably rev in a factory engine. but if designing ones own, power can be moved anywhere. \

in the end, where you make the power dosent matter, high torque (dont think hp) numbers and a flat curve are desired. optimize gearing to suit the power band. take my b16 for example. i would regulary rev to 5k in second to got to 60km when i swapped in a b20 with the same gearing, i would do the same in 3rd and only rev to 3500rpm. both in probably a similar time and fuel use. cruising along in 5th can accelerate up hills and has that instant acceleration when the pedal is pressed. but lacks that vtec high revving ability of the b16 without substantial investment.


i guess its all a comprimise and you have to decide what ones you want to make.

i hope ive educated someone and not pissed off others by grave digging and posting misinformation/.;.

Can you tldr pls

[Chernoby1]

in the end, where you make the power dosent matter, high torque (dont think hp) numbers and a flat curve are desired.

Disagree, id always want a torque curve that is forever climbing. Also that amount of torque you can create is not fixed. IE, i know of certain 1.8L (non honda) engines making more torque (at high rpms no less) than many 2.4L engines.
The gist of everything else youre saying is correct though:
Build an engine to a certain spec and make sure everything complements each other.

[dougie_504]

Where you make power DOES matter. In fact it's almost the only thing that matters IMO. Don't want to be hitting peak torque at 9,000RPM do you? Wouldn't be very good as a daily.

At the end of the day most Honda's essentially have no torque to speak of. So we suggest other things like reducing kerb weight, running a higher final drive or a light-weight flywheel to make that power more accessible etc.