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anime_man24
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Hey, this question is specifically for Shawn, but if anyone else has any input feel free to chime in.
What's the makeup of the K23 RDX engine? This is what I know, can you please fill in the blanks?
1) It's based off the K24 in the TSX but with a smaller bore (83mm vs. 84mm IIRC). I assume this is for durability reasons?
2) The crank, connecting rods, and pistons are ALL forged. I think I heard this in your RDX analysis, but I was unable to find any documentation to confirm this anywhere on the web.
3) All things considered, how strong is the engine? Did Acura go all out and essentially make it much stronger than it really needs to be? That is, if I got an intake (CPE), hondata, and your custom exhaust, would I have to worry about the extra wear the additional 50-60 ft/lbs would make?
4) Is the oil pan, oil sprayers, coolant channels, etc. modified to handle the extra output-per-cylinder?
In all honesty, other than the strengthened internals, I'm a bit lost on the makeup of the engine. My questions may be a bit much, and if that's the case, I apologize. If only the car were sold in the ASEAN market maybe WongKN would make an in-depth analysis about it. =)
I look forward to your reply, thanks Shawn!
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anime_man24
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Oh forgot to mention the transmission. I know the TL-S's come with RL transmissions and that RDX's come with an automatic transmission from one of Acura's V6's...do you (or anyone) know if this is from the RL? TL transmissions have been failing at a fairly high rate (so much that Acura extended powertrain warranties to 100k iirc), so it would be a downer if I'm potentially driving a faulty tranny.
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RyanDL
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anime_man24 wrote:
Oh forgot to mention the transmission. I know the TL-S's come with RL transmissions and that RDX's come with an automatic transmission from one of Acura's V6's...do you (or anyone) know if this is from the RL? TL transmissions have been failing at a fairly high rate (so much that Acura extended powertrain warranties to 100k iirc), so it would be a downer if I'm potentially driving a faulty tranny.
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The tranny is the same as that in the RL. We confirmed this at the launch with the LPL.
Ryan
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Price
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http://www.vtec.net/articles/view-article?article_id=687615
http://www.hondata.com/reflash_rdx.html
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Price
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http://www.vtec.net/articles/view-article?article_id=687615
http://www.hondata.com/reflash_rdx.html
Here's a little more data - he doesn't specify the manufacturing process other than they are more durable.
http://www.vtec.net/forums/one-message?message%5fid=654738&thread_style=flat
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anime_man24
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Sweet, that last read was really good. Thanks
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tbrlg
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anime_man24 wrote:
Hey, this question is specifically for Shawn, but if anyone else has any input feel free to chime in.
What's the makeup of the K23 RDX engine? This is what I know, can you please fill in the blanks?
1) It's based off the K24 in the TSX but with a smaller bore (83mm vs. 84mm IIRC). I assume this is for durability reasons?
2) The crank, connecting rods, and pistons are ALL forged. I think I heard this in your RDX analysis, but I was unable to find any documentation to confirm this anywhere on the web.
3) All things considered, how strong is the engine? Did Acura go all out and essentially make it much stronger than it really needs to be? That is, if I got an intake (CPE), hondata, and your custom exhaust, would I have to worry about the extra wear the additional 50-60 ft/lbs would make?
4) Is the oil pan, oil sprayers, coolant channels, etc. modified to handle the extra output-per-cylinder?
In all honesty, other than the strengthened internals, I'm a bit lost on the makeup of the engine. My questions may be a bit much, and if that's the case, I apologize. If only the car were sold in the ASEAN market maybe WongKN would make an in-depth analysis about it. =)
I look forward to your reply, thanks Shawn!
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Your right the crank, rods, and pistons are all forged. There is also NI-P plating on the piston rings and groves. They use Ni in jet engine turbine blades. The cylinder-head coolant jacket is larger compared to the tsx.
http://www.hondanews.com/categories/762/releases/4244
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anime_man24
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Great info, didn't catch the info on Ni-P plating and the larger cooling ducts. I tried googling Ni-P but wasn't able to find much info on it. Anyone have an idea of how important this is to turbo engine reliability? I'm guessing this is a pretty exotic material OR it's expensive (or both), otherwise most cars would have this coating. Can any one chime in? Great responses btw!
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Kn1ves
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Ni-P simply means Nickel Plated.
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tbrlg
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anime_man24 wrote:
Great info, didn't catch the info on Ni-P plating and the larger cooling ducts. I tried googling Ni-P but wasn't able to find much info on it. Anyone have an idea of how important this is to turbo engine reliability? I'm guessing this is a pretty exotic material OR it's expensive (or both), otherwise most cars would have this coating. Can any one chime in? Great responses btw!
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Nickel is very hard and heat resistant, it melts around 2,650 F, compared with aluminum, which melts around 1220 F. Here's the quote, "The RDX has special alloy pistons with thick crowns and super hard Ni-P plating in the piston ring grooves to provide a long-wearing surface with extra heat resistance." Here is another quote about the cooling jacket, "For better cooling, the RDX has small-diameter 12mm spark plugs (the TSX has 14mm plugs) with a long 26.5mm reach (the TSX has 20.5mm reach plugs). The added reach allows the cylinder-head coolant jacket to be larger, with more coolant volume for better cooling and detonation resistance."
http://www.hondanews.com/categories/762/releases/4244
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