300whp+ IPS k24a on 93 octane : Making the impossible possible.
05-03-2008, 06:09 PM
#28
HT White Ops
Good to see more K series work from Brad.
As far as LSD's, you will have a hard time getting a Quaife right now, unless you find one on the second hand market.
As far as LSD's, you will have a hard time getting a Quaife right now, unless you find one on the second hand market.
05-03-2008, 08:27 PM
#30
Re: (rochesterricer)
Yeah, you are right about the LSD. I might go OEM or get a OBX but it is hard since everything on the motor is made in the USA or JAPAN but nothing knockoff on it or made in china kind of crap made for the budget racer and mind as well as the companies making 500% of these parts.. So yeah, i know you what you mean... worse comes to worse I might forget the LSD and just go with some mushrooms 
05-04-2008, 10:26 AM
#34
HT White Ops
Re: (7rrivera7)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 7rrivera7 »</TD></TR><TR><TD CLASS="quote">Can someone tell me what's up with Quaife?</TD></TR></TABLE>
https://honda-tech.com/zerothread/2268522
https://honda-tech.com/zerothread/2268522
05-04-2008, 03:24 PM
#36
MEAT PATTY
Re: (Nikos)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Nikos »</TD></TR><TR><TD CLASS="quote">We use the dynojet at hybridynamics.com in PA but I am in West Virginia</TD></TR></TABLE>
Ahh okay I gotcha.
Ahh okay I gotcha.
05-07-2008, 06:16 PM
#40
King of the One Liners
Re: (Shadowz7429)
So when you say IPS stroker kit, but then say Treated oem RDX crank, Is it an IPS stroker kit because it includes the treated crank and rods already?
Do you have to do anything to the block/mains to use the RDX crank?
Do you have to do anything to the block/mains to use the RDX crank?
05-07-2008, 09:25 PM
#41
Re: (NugKaLj)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by NugKaLj »</TD></TR><TR><TD CLASS="quote">any updates so far? no?... 
</TD></TR></TABLE>
Patience is key. This is not your average mini me swap dude.. Everything has to be new. We cannot have a weak link.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 2fastGSR »</TD></TR><TR><TD CLASS="quote">So when you say IPS stroker kit, but then say Treated oem RDX crank, Is it an IPS stroker kit because it includes the treated crank and rods already?
Do you have to do anything to the block/mains to use the RDX crank?</TD></TR></TABLE>
It is an IPS stroker kit because it contains rods, pistons and a crank speced by IPS.
The crank originally was a RDX crank. The mains are the same as the other k24 cranks as well as the rod journals. In the kit that I am using, it was converted for LS bearings.
The RDX and 2006+ tsx cranks carry the same main and rod journal sizes... They are only stronger by having extra material in some areas.
Unlike a shelf piston that is pretty much standarized and doesn;t really take into account the stroke and RS ration, a good custom piston like the IPS spec piston is designed to benefit the big stroke of the motor. Even the wrist pin is designed specifiacally for that combination.
</TD></TR></TABLE>Patience is key. This is not your average mini me swap dude.. Everything has to be new. We cannot have a weak link.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 2fastGSR »</TD></TR><TR><TD CLASS="quote">So when you say IPS stroker kit, but then say Treated oem RDX crank, Is it an IPS stroker kit because it includes the treated crank and rods already?
Do you have to do anything to the block/mains to use the RDX crank?</TD></TR></TABLE>
It is an IPS stroker kit because it contains rods, pistons and a crank speced by IPS.
The crank originally was a RDX crank. The mains are the same as the other k24 cranks as well as the rod journals. In the kit that I am using, it was converted for LS bearings.
The RDX and 2006+ tsx cranks carry the same main and rod journal sizes... They are only stronger by having extra material in some areas.
Unlike a shelf piston that is pretty much standarized and doesn;t really take into account the stroke and RS ration, a good custom piston like the IPS spec piston is designed to benefit the big stroke of the motor. Even the wrist pin is designed specifiacally for that combination.
05-08-2008, 02:58 AM
#44
Honda-Tech Member
Re: (Blind-Fashion)
LOL, most people come on H-T with a HP goal of 200 WHP/pump gas...Then Nikos comes on with a goal of 300WHP/pump gas!
Good luck with the build Nikos. I never ever would have thought West Virginia would be the state that helps lead the way for Hondas and the aftermarket racing scene!
PLEASE post a video doing a 20-150 mph pull like you did with the 270ish whp build.( my favorite vid ever)
Good luck with the build Nikos. I never ever would have thought West Virginia would be the state that helps lead the way for Hondas and the aftermarket racing scene!
PLEASE post a video doing a 20-150 mph pull like you did with the 270ish whp build.( my favorite vid ever)
05-08-2008, 06:45 AM
#45
Re: (PyroProblem)
That was my old k24 89mm 12.5:1 with stock head, 2 liter header, stock rbc
as you see the tq peaks 5K so somethign is holding it back
So the motor is being held back by a restriction that could be the header, stock hear, stock manifold, small cams etc..
Check out another previous k24 dyno on the same dynojet using the same header and RBC and same cams…
This is a 87mm bore motor with 13.7:1 compression running the same exact parts as far as head, header and cams, intake
So a smaller bore can make the same or more power on a motor that can actually be more efficient.
The extra 2mm in bore results in an additional 109.5 cc that cannot really be used without a better intake flow.
So after talking to Brad and Ron, I am expecting the head to give me another 25whp, the header another 10whp, the cams anoter 5-10, the extra stroke another 5-10whp and maybe the coatings and manifold can give me another 10whp as well… So on race gas, it should make around 320whp, that is where I derive the 300whp. Things of course in all motor tuning are not linear but more of an exponential decay short of behavior.. The more you make, the harder it is to make more.
as you see the tq peaks 5K so somethign is holding it back
So the motor is being held back by a restriction that could be the header, stock hear, stock manifold, small cams etc..
Check out another previous k24 dyno on the same dynojet using the same header and RBC and same cams…
This is a 87mm bore motor with 13.7:1 compression running the same exact parts as far as head, header and cams, intake
So a smaller bore can make the same or more power on a motor that can actually be more efficient.
The extra 2mm in bore results in an additional 109.5 cc that cannot really be used without a better intake flow.
So after talking to Brad and Ron, I am expecting the head to give me another 25whp, the header another 10whp, the cams anoter 5-10, the extra stroke another 5-10whp and maybe the coatings and manifold can give me another 10whp as well… So on race gas, it should make around 320whp, that is where I derive the 300whp. Things of course in all motor tuning are not linear but more of an exponential decay short of behavior.. The more you make, the harder it is to make more.
05-08-2008, 01:54 PM
#49
Honda-Tech Member
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Just FYI I've been told by a very good K-Tuner that i'm sure both of us know that you want a very gradual cam angle change no more than + or - 3 at any point .
I have tried this on my motor because my old cam angle maps looked like yours and I picked up 5-6 WTQ in places making the gradual change instead of the drop of 5 or 10 degree angles ..
If you get tired of this motor Nikos let me know , I want to put it in my EK lol
I have tried this on my motor because my old cam angle maps looked like yours and I picked up 5-6 WTQ in places making the gradual change instead of the drop of 5 or 10 degree angles ..
If you get tired of this motor Nikos let me know , I want to put it in my EK lol
