i wanted to know what's the main difference from the baseline rsx motor vs. type S. i know they have a different cam profile involving the 2nd lobe but how come people aren't just taking a baseline motor and slapping in some type S cams and pistons instead of getting the entire type s motor. wouldn't it be cheaper? need your help on this one guys...

 

vtec is more than a cam lobe, it also requires an oiling system and so on to support, meaning the head castings are different....

 

aren't they were both vtec motors so would the cams and pistons drop right in?

 

The differences go beyond just the cams, and the Baseline doesn't have true iVtec, it has the fuel economy form of it in which the motor operates under only 12 valves under say 3000rpm and above that all 16 valves are in use. Internals are different aswell, pistons etc... It's really a completely different motor based on fuel efficienty and not performance.

I don't believe you can swap a type-s head onto a baseline block.

 

I have heard of people doing it, but the true value/gains of it versus the expense is very questionable.

 

thanks guys for all your input. it's well appreciated cause i've been searching for these answers

 

Too slightly expand on the subject:

Base RSX uses 2 cam profiles per pair of valves (on intake side only). As stated before, at low RPMs each valve rolles on it's own cam lobe (one normal & one VERY small), to maximize air swirl & increase fuel economy. At the VTEC crossover (varies by load & conditions), both valves lock onto the single "normal" cam lobe & the secondary smaller lobe is no longer used (increase mid range power).

RSX Type S uses 3 cam lobes per pair of valves. At low RPMs, each valve rides it's own "normal" cam profile. At the VTEC crossover, both valves switch to the third "high rpm" lobe for high reving power. As you can imagine, these two types of cams would apear very different when viewed side by side.

FYI: There is an OBD2 version of the D15 vtec motor that uses BOTH of these two types of VTEC. That means it gets good low rpm swirl (1 intake valve per cylinder), good mid rpm (smaller lobes on both intake valves), and good high rpm power (large lobes on both intake valves). Pretty cool. They can be identified by the two vtec solenoids on the cylinder head...

 

good stuff. i guess it's not worth getting a baseline rsx motor or a ep3.

 

The only e-vtec (2 cam lobes) K series motor I would consider is a K24. The one from the Element has gear ratios like the Type R, and butt loads of torque. I know because I have one in my Element. Even with the giant AWD sized tires, it shifts & drives like my 89 CRX Si. Put that in a lightweight civic with small 205/50/15 tires, and it will be a rocket...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 94eg! &raquo;</TD></TR><TR><TD CLASS="quote">The only e-vtec (2 cam lobes) K series motor I would consider is a K24. The one from the Element has gear ratios like the Type R, and butt loads of torque. I know because I have one in my Element. Even with the giant AWD sized tires, it shifts & drives like my 89 CRX Si. Put that in a lightweight civic with small 205/50/15 tires, and it will be a rocket...</TD></TR></TABLE>
yea, but if u want to upgrade later for some more top end? slapping on a a2 head, pistons touch i believe. so why not just spend just a little more money and/or time and get a tsx motor, where the head slaps right on?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by oneI &raquo;</TD></TR><TR><TD CLASS="quote">...why not just spend just a little more money and/or time and get a tsx motor, where the head slaps right on?</TD></TR></TABLE>

I'm not quite sure what you mean by this. Are you saying that it would be better to get a TSX swap so you can put an A2 head on it later? I don't see why since the TSX already has the same "performance" 3-lobe vtec head as the Type-S/R...

The real cool benifit of the TSX swap is that it has a magnesium 6-speed gearbox...

 

how much do tsx motors go for? i saw plenty of k24 swapped eg's and ek's at the eibach meet this year. seems to be the new trend well not really trendy but the new hot **** going around. i wouldn't mind dropping one into my eg hatch myself i currently have a 99ls motor on a gsr tranny but the temptation of going k-series is pretty strong these days...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 94eg! &raquo;</TD></TR><TR><TD CLASS="quote">

I'm not quite sure what you mean by this. Are you saying that it would be better to get a TSX swap so you can put an A2 head on it later? I don't see why since the TSX already has the same "performance" 3-lobe vtec head as the Type-S/R...

The real cool benifit of the TSX swap is that it has a magnesium 6-speed gearbox...</TD></TR></TABLE>
getting a tsx swap, and putting a type-s head on it later, or getting a type-s swap and then changing the bottom for a tsx. the a2 head is better than a tsx head. i've read a tsx bottom with a type-s head yields close to 200whp, without bolt-ons or any other mods. both the type-s and tsx stock push about 170whp.
this is info i've found, and heard from other ppl on k20a.org.
and type-s tranny has shorter gears, so for N/A i would go with a type-s. and the 05-06 type-s trannies are also magnesium

 

The TSX(K24A2) and the Type S(K20A2) have the same head(A2).

 

^ i read and was told differently, head flow is different in the tsx from the type-s.
and another reason for going with the k24a2 as opposed to the other k24's is cuz of the higher compression. in pictures of the two there is an obvious difference in the dome shape.


Modified by oneI at 8:43 PM 6/9/2006

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by oneI &raquo;</TD></TR><TR><TD CLASS="quote">^ i read and was told differently, head flow is different in the tsx from the type-s.
and another reason for going with the k24a2 as opposed to the other k24's is cuz of the higher compression. in pictures of the two there is an obvious difference in the dome shape.


Modified by oneI at 8:43 PM 6/9/2006</TD></TR></TABLE>

Actually its because the a2 is one of the only k24 engines that the a2 head will bolt onto and not make piston to valve contact thrgough the vtc range of the cams wich I believe max on k24a2 with a2 head is 45? The other k24 blocks you have must use diff pistons and while your at it might as well make them forged and also replace the rods.

Like kevinoneill has in his sig k20a.org is a good site for K stuff.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Nick20kSI(t) &raquo;</TD></TR><TR><TD CLASS="quote">

Actually its because the a2 is one of the only k24 engines that the a2 head will bolt onto and not make piston to valve contact thrgough the vtc range of the cams wich I believe max on k24a2 with a2 head is 45? The other k24 blocks you have must use diff pistons and while your at it might as well make them forged and also replace the rods.

Like kevinoneill has in his sig k20a.org is a good site for K stuff.
</TD></TR></TABLE>
that's what i said in my first post, if ur gonna get a k24 just go ahead and try to get a tsx motor becuz it is the only one that pistons won't touch valves. and yea k20a