I hate to throw some real facts into this debate of " know so and so who did this"
I will write some things from A. Graham Bells Book on 4 stroke performance tuning
F1 cars run rod ratio's well over 2.0......They also run 15,000 rpm's, and only get to use about 2 psi
Anyways, in years past, people thought that a long rod would increase top end power, while a short rod would increase bottom end. The problem with Short rods is this increases cylinder wall loads, piston and cylinder wear. Bad stuff.
Apparently though, the power output of similar displacement engines with different rod ratio's is not changed when using flat top or domed pistons.
The only time that the low end and high end power increases are seen is when there is when high top pistons are installed to achieve high compression. High top pistons really screw up combustion.
Anything lower then 1.65 Rod ratio is pushing it if you want you race motor to last long for the $$$. Also, longer stroke causes the piston to rock in the cylinder more. Also, since shorter piston skirts and lower compression height has to be used, the piston has even less material keeping it from rocking. This causes ring seal to go out the door a lot faster then a proper rod ratio car.
That honda might make power for the first while, but it will need to be resleeved ALL THE TIME.
He documents absolutly no hp gains by using longer rods/strokes or anything like that.
No gains by boring the engine if it increases cylinder warpage/block flex. Also Boring the cylinder will give you more dead area for detonation to bite.
The place to look for high rpm power is the cam, valve size, and intake trumpet length. Diamter of the intake trumpet just rocks the power curve. Also your exhaust need sto be tuned for the RPM at which you want to make power.
It is important to realise for those who think that the piston staying at TDC longer is hurting inlet velocity when the intake valve opens, you seem to be forgetting part of the picture.
When the intake valve opens usually the intake charge is drawn in from the partial vacume created by the momentum of escaping exhaust gases, a small amount of intake charge goes right out the exhaust valve, and then the piston moves down..............Just remember that while staying at TDC and moving away takes longer, the piston will have to accellerate a LOT more then the short rod piston to get to the same place.
This greater accelleration creates greater momentum of the intake charge and will litereally ram more air into the cylinder.
Still, both ways seem to show about the same hp #'s over hundreds of different engines.
I have a nice equation for calculating what rpm that your heads/cams/valves will make max hp @. If anyone is interested in playing with real #'s.........and not fairy tales. Problem is figuring out what gas speed velocity your head gets, and your BMEP
I think a 3.0L has a BMEP somwhere around a pathetic 145......cars like an s2000 are over 180. I cant see the 2.2 or 2.5 being very good either. They probably have Crappy gas flow velocities with their cam/heads