My friend is telling me that with that jdm motor and I/RH/E + kpro will be able to push 240-250whp? Is that jdm more superior than regular k20a2 type-s? Thanks.

 

The k20a starts off at 220hp, while the k20a2 is rated at 200hp... and kpro does help a LOT...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bl1tzk1213g &raquo;</TD></TR><TR><TD CLASS="quote">My friend is telling me that with that jdm motor and I/RH/E + kpro will be able to push 240-250whp? Is that jdm more superior than regular k20a2 type-s? Thanks.</TD></TR></TABLE>

no? your gonna need some cams or something to get that shii.. even then, 250 whp is like whoa..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by korean &raquo;</TD></TR><TR><TD CLASS="quote">The k20a starts off at 220hp, while the k20a2 is rated at 200hp... and kpro does help a LOT... </TD></TR></TABLE>

thats not even at the wheel, i/rh/test pipe/e AND k-pro still wouldnt push 250 whp on a k20a motor

 

Some people think the K20 is better then it really is. They hear rumors around and I guess the rumors just start growing. No way in hell will a stock internal 4 cylinder 2.0 liter motor make 250whp. Some turbo cars dont even make that much, let alone a 2.0 4 cylinder NA. If you want that much power go turbo and you'll even make alot more, because you might run low 14s with bolt-ons on an rsx, but with the mods you need (i/h/e), the car sounds loud as hell, and its pretty much undrivable on the streets. If a cop see's you, you'll get INSTANTLY pulled over, thats how loud it gets.

 

240+ WHP is definitely possible.... many have hit 230's with stock type-S internals

I will show you proof when I get my R tuned (in a couple weeks)


type r k20a + RBC IM + IMG + hytech header + PR stack + K-pro

according to header test done by mike @ ams (of K-swap headers) Hytech was the best hands down - peak & under the curve (headers tested R-crew, sparks, DC sports, hytech, & DTR mild)

 

not a jdm k20 but check this guys setup out

http://forums.clubrsx.com/showthread.php?t=390867

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by willyboyK20 &raquo;</TD></TR><TR><TD CLASS="quote">not a jdm k20 but check this guys setup out

http://forums.clubrsx.com/showthread.php?t=390867

</TD></TR></TABLE>

thats not stock internal, it has cams

 

which car does the k20a come from?

 

the jdm integra

 

or a 02-05 ep3-R although the ep version creates at tad less horsepower due to something that i forgot the name of

 

I think the EP3-R has a Rsx Type S engine. It only has 200hp instead of 220 like the RSX Type R

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiR99 &raquo;</TD></TR><TR><TD CLASS="quote">I think the EP3-R has a Rsx Type S engine. It only has 200hp instead of 220 like the RSX Type R</TD></TR></TABLE>

wrong wrong wrong...... kinda

the european CTR has the k20a2 - 200hp

the jdm CTR has k20a -220 hp (actually its like 217 due to the exhaust manifold)

 

I have a DC5 ITR K20A(*) in my '00 ITR.

It has 217 HP at the wheels with just the KPro. Nothing done to it at all. Very cheap (and bad) generic header adapted to the old 2.5" SMSP full exhaust from the B motor.

The motor's basically in street trim (in a perhaps vain attempt to prolong its life on the track) even though the suspension is set up for track only.

There are a number of small, completely Honda Challenge-legal changes that could be made, which changes would easily add 20 HP, and with a little creativity another 10 HP beyond that could happen.

Chad's K motor put down about 230 HP on the same dyno. The biggest difference between his motor and mine would be the header and exhaust (that is to say, the lack of an exhaust).

The same person tuned both motors.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blackdc5 &raquo;</TD></TR><TR><TD CLASS="quote">

Are you saying internals will decrease an NA motor's life when used at the track? </TD></TR></TABLE>

possibly... modifying internals like cams raise the power range (from 8000 to 9000 say) & can create more wear & tear on the motor also other mods need to be made (oiling issues) to sustain life above 8500 rpm

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blackdc5 &raquo;</TD></TR><TR><TD CLASS="quote">
Are you saying internals will decrease an NA motor's life when used at the track? </TD></TR></TABLE>
It's just that you really need to think it through thoroughly with the K motors, even the Type R K motor.

The B18C/C5 motors could rev quite reliably in the 9000-9500 range w/out any major problems.

It's not like that w/the K motors and anything over 8000 increases the risk unless you've thought the whole thing through very carefully.

There are a lot of 250 HP to 300 HP all motor K builds that people are thinking are perfectly reliable, but I would bet they are going to crash hard after two seasons on the track.

 

Yeah. They are the hybrid K24/K20A motors right? Those are risky but I don't think it can handle the stresses too well.

The K20A is a superior motor compared to the B18C/5 but it's real advantage is in the lower-mid rpm range. While the B18C/5 has its advantages in the upper rpm range.

But, the NA power of the K-series engines is easily attainable because of Honda's technology. While it costs a lot to have reached such goals for a B-series motor, the K-series at a lower cost. Only disadvantage is the cost of the motor itself.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Kal &raquo;</TD></TR><TR><TD CLASS="quote">
While it costs a lot to have reached such goals for a B-series motor, the K-series at a lower cost. Only disadvantage is the cost of the motor itself.</TD></TR></TABLE>

You're absolutely right. To get 220 wheel HP out of a B18C would involve changes to the motor that would make it even more expensive than the K20A(*) to start with.

 

tell him to prolong the life of his motor he should look into a modified RSX-S or S2K oil pump...also so will mods to the head to better oiling cams

for more info see
http://www.k20a.org/forum/showthread.php?t=10000

edit I currently have fuel cutoff set at 8800 lol...I try never to go that high...already mis-shifted once going over that limit .... everything is ok - so far

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blackdc5 &raquo;</TD></TR><TR><TD CLASS="quote">When and why is a modified oil pump needed and what for? You are talking about during track use right, along the lines of oil starvation? </TD></TR></TABLE>

you be fine if you limit to 8500 for the post part... the link I posted above (yes you have to be a member to view - takes 2 secs to sign up) explains it all &lt;--- thats why I posted it

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by _adirondackR_ &raquo;</TD></TR><TR><TD CLASS="quote">
http://www.k20a.org/forum/showthread.php?t=10000
</TD></TR></TABLE>

 

for those too lazy here is the very 1st part of a very informative thread

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

For part of the last 3 years we have been working on some of the weak points of the K series motors. The oiling systems have a few big issues that have been addressed and fixed. Most people have thought that the rod bearings weren’t up to the task. But the bearings are fine, it is the oil pump that is the problem. At 8,500 rpm’s the pump starts to loose efficiency and the volume it needs to deliver starts to drop. The speed of the pump at 8,500 rpm’s is 13,600 rpm’s. That is very fast, in comparison the B series turns the pump at crank speed. And most dry sump pumps turn ½ crank speed. But to run the iVTEC and VTEC the pump needs to be able to supply a lot of oil to make them work correctly at low rpm’s. The same problem with the cam towers, the supply of oil is marginal so we have externally oiled the can tower to eliminate that problem. The only other major issue is the water pump also goes into cavitation at high engine speeds. So to develop durable race engines we had to address these issues and fix them.

So what dose all this mean. It means, that our work over the last three years will go to help building and educating the consumer on what items that need to be fixed and what it takes to build reliable engines. We have compiled a lot of data on cam design, piston shape, cylinder heads, intake manifolds, exhaust headers etc.

</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blackdc5 &raquo;</TD></TR><TR><TD CLASS="quote">I'm wondering why George Knighton mentioned it because I was planning on cams/valvetrain maybe later on. Regarless of if i have upgraded valvesprings at the very minimum, i still don't plan on revving it to anywhere near 9k.</TD></TR></TABLE>
Are you asking why I mentioned the lower rev limit on K motors? There's evidence all over the place, from people who've done hybrids at Honda-Tech and on all the way up to the N1 endurance racers and the Realtime team, that K motors just should not rev as high as the B motors did.

It's not just a matter of the valve train. After 8000 RPM you are increasing stresses quite a bit. and at 9000 RPM we can safely say you are limiting the life expectancy of the motor.

Once again, it's not just the valve train. It's the valve train in part. But it's also the oiling. It's also the way the rods are made. It's a lot of stuff.

The good news is that you can make extraordinary power waaay below 9000 RPM.

If you're used to driving B18C/C5 or Abarth FIAT's or something, this will go against the grain. But don't worry.

It's a whole brave new world of Honda Power out there.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bl1tzk1213g &raquo;</TD></TR><TR><TD CLASS="quote">My friend is telling me that with that jdm motor and I/RH/E + kpro will be able to push 240-250whp? Is that jdm more superior than regular k20a2 type-s? Thanks.</TD></TR></TABLE>


it is possible to reach 240 whp in the k20a with bolt-ons and a k-pro depending on how much tuning you do to your car, add some cams and you'll reach that number for sure

 

he's right. i know a guy with K20A j-spec..... fuel rail, tune, RH, E, I.... cams etc..

he puts 250 to the ground easy.

SICK. and its in an Ep3


holla!

 

k20a's are beauty motors