well after much comarison between mazdaracer, and myself, i have come to this. the USA and Canada did not recive the same car.
DX:
USDM
automatic seatbelts,
CDM
passive belts,
metric gauges,
spoiler
LX:
USDM
DOHC engine, w/ 7000rpm RL
G series tranny
shorter center console
seat belts bolt to the seat
option for stock alloys
CDM
SOHC engine w/ 6000rpm RL
F series tranny
longer center console with a lid
Seatbelts that bolt to the frame
Passive "B" pillar belts
stock spoiler
aero package option (1992 anniversary edition only)
different interior trim,
stock anti-rust undercoating
"S" series VAF
block heater
There is a huge difference betweent he intake of the DOHC and SOHC. see pics below, SOHC is on the left
as you can see from the pics the piping and resinator boxes are very different. the SOHC piping is more restrictive. this can be proven with extensive calculus, or by the simple concept of angualt momentum. the flow has to change directions across a 3 axies. it takes energy to change momentum, (all engery is kenetic, so the flow is slowed)
even the res box of the SOHC has a bend in it and the chamber for resination is reduced. now for performance an intake is dependant of it's mass flow rate ("Q"= cross sectional area x velocity) Flow velocity is alos important but is tis included in "Q". Because we are creating a vaccum the fluid is drawn instead of pushed so "backpressure" the infamous word with exaust systems will not exist.
a common misconception with an intake is that when the TB at WOT it will have an equal pressure with the amient(atmposphere). 2 problems with this
A) you have a flow velocity, therefor you MUST HAVE a difference of pressures!! air wont move if there is not difference in pressures. ( air does get drawn into the engine right??) the "Q" of the intake can be calculated given: the RPM, the lift of the valve, # of valves, diameter of the valve, geometry of the intake manifold, and geometry of the intake piping.
B) air is not a "stop and go" fluid. it is a FLUID, it's motion is dicated by turblent and laminate steamlines. if you localize your control volume to just the valve and area around it, (please take the time to note where the vaccum lines are located on the intake mani) and "simlify it". the valve will not act like the TB. maybe if you had 1 valve and only 1 cylinder, possible yes. but on a 2 intake valve system that opens and closes (250 to 1750 times per minute drawing in a displacement of air for 1.8L. the intake mani will in effect have a constant flow inside it. your RPM and area of passage within the tB are directly related.. remember that too
ok i havent covered everything i wanted to but i feel i have lost too many people in this i kinda went off topic, but whatever, it is still intake related
DX:
USDM
automatic seatbelts,
CDM
passive belts,
metric gauges,
spoiler
LX:
USDM
DOHC engine, w/ 7000rpm RL
G series tranny
shorter center console
seat belts bolt to the seat
option for stock alloys
CDM
SOHC engine w/ 6000rpm RL
F series tranny
longer center console with a lid
Seatbelts that bolt to the frame
Passive "B" pillar belts
stock spoiler
aero package option (1992 anniversary edition only)
different interior trim,
stock anti-rust undercoating
"S" series VAF
block heater
There is a huge difference betweent he intake of the DOHC and SOHC. see pics below, SOHC is on the left
as you can see from the pics the piping and resinator boxes are very different. the SOHC piping is more restrictive. this can be proven with extensive calculus, or by the simple concept of angualt momentum. the flow has to change directions across a 3 axies. it takes energy to change momentum, (all engery is kenetic, so the flow is slowed)
even the res box of the SOHC has a bend in it and the chamber for resination is reduced. now for performance an intake is dependant of it's mass flow rate ("Q"= cross sectional area x velocity) Flow velocity is alos important but is tis included in "Q". Because we are creating a vaccum the fluid is drawn instead of pushed so "backpressure" the infamous word with exaust systems will not exist.
a common misconception with an intake is that when the TB at WOT it will have an equal pressure with the amient(atmposphere). 2 problems with this
A) you have a flow velocity, therefor you MUST HAVE a difference of pressures!! air wont move if there is not difference in pressures. ( air does get drawn into the engine right??) the "Q" of the intake can be calculated given: the RPM, the lift of the valve, # of valves, diameter of the valve, geometry of the intake manifold, and geometry of the intake piping.
B) air is not a "stop and go" fluid. it is a FLUID, it's motion is dicated by turblent and laminate steamlines. if you localize your control volume to just the valve and area around it, (please take the time to note where the vaccum lines are located on the intake mani) and "simlify it". the valve will not act like the TB. maybe if you had 1 valve and only 1 cylinder, possible yes. but on a 2 intake valve system that opens and closes (250 to 1750 times per minute drawing in a displacement of air for 1.8L. the intake mani will in effect have a constant flow inside it. your RPM and area of passage within the tB are directly related.. remember that too
ok i havent covered everything i wanted to but i feel i have lost too many people in this
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