Break In (Full Throttle? = any problems)
03-11-2003, 09:31 PM
#32
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Originally posted by cdelena
I don't buy the story you get more HP from ignoring the break-in recommendation (I had more power than any other at one dyno day and I followed the book). But even if it made a difference it would not be more than a couple of HP.. most good mods won't make 10.
I don't buy the story you get more HP from ignoring the break-in recommendation (I had more power than any other at one dyno day and I followed the book). But even if it made a difference it would not be more than a couple of HP.. most good mods won't make 10.
03-12-2003, 04:27 AM
#34
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It seems odd to me that someone would trust Honda's engineers to design and build the engine and invest over 30,000 in the car and those engineers, then decide they are clueless in telling you how it should be broken in.
600 miles is 4 hours a day for 3 days. Its not that hard to observe the limits for a few days. If you don't will it cause problems? Probably not but it will increase the odds you may have a problem down the road. Improper breakin on an engine is something that normally does not show up until late in the engines life span.
On the subject of aero engines. There is no comparison at all with a car engines. They are aircooled and operate at much higher total power settings then car engines. The biggest wear factor in piston aircooled avaition motors is shock cooling on descent. That is why the engineers who design those motors have strick operating rules to avoid it as much as possible. When pilots don't follow those rules their engines rarely make it to recommended overhaul intervals.
600 miles is 4 hours a day for 3 days. Its not that hard to observe the limits for a few days. If you don't will it cause problems? Probably not but it will increase the odds you may have a problem down the road. Improper breakin on an engine is something that normally does not show up until late in the engines life span.
On the subject of aero engines. There is no comparison at all with a car engines. They are aircooled and operate at much higher total power settings then car engines. The biggest wear factor in piston aircooled avaition motors is shock cooling on descent. That is why the engineers who design those motors have strick operating rules to avoid it as much as possible. When pilots don't follow those rules their engines rarely make it to recommended overhaul intervals.
03-12-2003, 04:40 AM
#35
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My father is a mechanical engineer, and ran a speed shop that specialized in performance engines, my grandfather was a mechanic in the glory days of sports car racing back in the 40s and 50s, their combined knowledge and experience is/was amazing. I feel fortunate to have learned a few things from them.
To give you an idea of how I drove my car for the first 600 miles, I got over 30mpg on my first two tanks of gas. Gentle throttle, never over 5,500 rpm, no lugging the engine, no constant rpm's. Then from 600 to about 800 I slowly raised the maximum rpm's and the length of time I would hold it at that rpm. Now with about 12,000 miles my car does not consume oil and it is very strong.
Those are my two pennies...
To give you an idea of how I drove my car for the first 600 miles, I got over 30mpg on my first two tanks of gas. Gentle throttle, never over 5,500 rpm, no lugging the engine, no constant rpm's. Then from 600 to about 800 I slowly raised the maximum rpm's and the length of time I would hold it at that rpm. Now with about 12,000 miles my car does not consume oil and it is very strong.
Those are my two pennies...
03-12-2003, 05:47 AM
#37
Yes I did, and I've seen that page before. I was referring to steve c's suggestion that the page's methods were similar to an aero engine. I was merely pointing out that aero engine break-in proceedures aren't necessarily optimal for a car engine, not that the link was about aero engines.
All engines share the same pieces and the same requirements in terms of ring seating etc. How you run the motor after break-in is not the focus of importance here.
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