k20/24???
Re: k20/24??? (03EM2guy)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 03EM2guy »</TD></TR><TR><TD CLASS="quote">the k20 head sits a little bit lower than the k24 head ...in turn giving you higher compression ....for all motor set ups </TD></TR></TABLE>
Incorrect. It has to deal with how the VTC functions. On a K24, the VTC will only allow for 25 degrees of motion from the pre-VTEC kickin point, through the VTEC kickin. Now, the K20A2 and K20A (I'm not 100% sure on the A3), both allow for 50 degrees of motion. This allows for a larger gap in the amount of air being allowed into the cylinders, thus creating a larger power output, when VTEC kicks in.
But, the downside is, if you're running a K24 with the 10.5:1 compression pistons (K24A2 and K24A3), you'll run the risk of having interference between the valves and the pistons, at the rev-limit. So, you'll get the better VTC, but at the risk of interference.
Incorrect. It has to deal with how the VTC functions. On a K24, the VTC will only allow for 25 degrees of motion from the pre-VTEC kickin point, through the VTEC kickin. Now, the K20A2 and K20A (I'm not 100% sure on the A3), both allow for 50 degrees of motion. This allows for a larger gap in the amount of air being allowed into the cylinders, thus creating a larger power output, when VTEC kicks in.
But, the downside is, if you're running a K24 with the 10.5:1 compression pistons (K24A2 and K24A3), you'll run the risk of having interference between the valves and the pistons, at the rev-limit. So, you'll get the better VTC, but at the risk of interference.
Re: k20/24??? (em2!kid)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by em2!kid »</TD></TR><TR><TD CLASS="quote">inteference as in piston to valve clearences ? hemm ? you could get shorter con rods and solve that and also get more torq </TD></TR></TABLE>
Shorter connecting rods, would eliminate the purpose of getting a K24 in the first place. You're going to kill the displacement. And in doing so, you'd actually lose torque.
Shorter connecting rods, would eliminate the purpose of getting a K24 in the first place. You're going to kill the displacement. And in doing so, you'd actually lose torque.
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Re: k20/24??? (toyomatt84)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by em2!kid »</TD></TR><TR><TD CLASS="quote">inteference as in piston to valve clearences ? hemm ? you could get shorter con rods and solve that and also get more torq </TD></TR></TABLE>
Shorter connection rods would not reduce the displacement, but it would lower your rod stroke ratio, reducing the power that the engine makes on the top end. But using shorter rods means lowering the compression. I've heard of piston to valve clearance issues on the K24A4, but I'm not sure if there are issues with the A2. Also, I thought the VTC was 30 degrees on the K24A2.
Shorter connection rods would not reduce the displacement, but it would lower your rod stroke ratio, reducing the power that the engine makes on the top end. But using shorter rods means lowering the compression. I've heard of piston to valve clearance issues on the K24A4, but I'm not sure if there are issues with the A2. Also, I thought the VTC was 30 degrees on the K24A2.
Re: k20/24??? (TN90accord)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TN90accord »</TD></TR><TR><TD CLASS="quote">
Shorter connection rods would not reduce the displacement, but it would lower your rod stroke ratio, reducing the power that the engine makes on the top end. But using shorter rods means lowering the compression. I've heard of piston to valve clearance issues on the K24A4, but I'm not sure if there are issues with the A2. Also, I thought the VTC was 30 degrees on the K24A2.</TD></TR></TABLE>
Yes, shorter connecting rods would reduce the Engine's displacement. Engine displacement is a combination of bore, stroke, and the number of cylinders. Reducing the length of a connecting rod, will decrease the stroke, which will decrease the Engine's displacement.
For those of you who don't know what Engine Displacement is: Read Here
And, the discussion at hand, was if you had a K20-head on a K24, not if you have piston-valve clearance on the existing K24 models. And, in the documents that I've read, the VTC is 25 degrees for K24's.
Shorter connection rods would not reduce the displacement, but it would lower your rod stroke ratio, reducing the power that the engine makes on the top end. But using shorter rods means lowering the compression. I've heard of piston to valve clearance issues on the K24A4, but I'm not sure if there are issues with the A2. Also, I thought the VTC was 30 degrees on the K24A2.</TD></TR></TABLE>
Yes, shorter connecting rods would reduce the Engine's displacement. Engine displacement is a combination of bore, stroke, and the number of cylinders. Reducing the length of a connecting rod, will decrease the stroke, which will decrease the Engine's displacement.
For those of you who don't know what Engine Displacement is: Read Here
And, the discussion at hand, was if you had a K20-head on a K24, not if you have piston-valve clearance on the existing K24 models. And, in the documents that I've read, the VTC is 25 degrees for K24's.
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From: em2turtle, ca, usa
so can you use any k24 block? say..off a crv?...then just use the type s head?
or would it be better using a k24 block off a tsx then using the s head?
and what do you mean by interference with the valves and pistons? so your saying if i over rev it, i could really damage my engine? sorry for the newbish qs?
or would it be better using a k24 block off a tsx then using the s head?
and what do you mean by interference with the valves and pistons? so your saying if i over rev it, i could really damage my engine? sorry for the newbish qs?
Re: (gitrdone)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by gitrdone »</TD></TR><TR><TD CLASS="quote">so can you use any k24 block? say..off a crv?...then just use the type s head?
or would it be better using a k24 block off a tsx then using the s head?
and what do you mean by interference with the valves and pistons? so your saying if i over rev it, i could really damage my engine? sorry for the newbish qs?</TD></TR></TABLE>
If you were to use a head that has a 50degree VTC (K20A and A2), then you will run a high risk of interference in the possible occurrence of over-revving. The block truly won't matter, because it's cast from the same mold. You might want to chose the K24A2 or A4 for the higher compression pistons, though. It'll give you more power from the factory. If you want to play the safe side, just get a K24A2 or A4, and just get different cams for it. And, if you feel adventurous, try to find a company to modify the VTC that comes with it, for you.
or would it be better using a k24 block off a tsx then using the s head?
and what do you mean by interference with the valves and pistons? so your saying if i over rev it, i could really damage my engine? sorry for the newbish qs?</TD></TR></TABLE>
If you were to use a head that has a 50degree VTC (K20A and A2), then you will run a high risk of interference in the possible occurrence of over-revving. The block truly won't matter, because it's cast from the same mold. You might want to chose the K24A2 or A4 for the higher compression pistons, though. It'll give you more power from the factory. If you want to play the safe side, just get a K24A2 or A4, and just get different cams for it. And, if you feel adventurous, try to find a company to modify the VTC that comes with it, for you.
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Re: (toyomatt84)
Matt, I hate to disagree with you, but stroke is determined by the crankshaft. The crankshaft will move the pistons the same amount no matter how long the rods are. The rods will just determine how close the pistons are to the head changing the compression. Both the K20A rods and K24A rods are 152mm, and the K24 block has a taller deck height, I believe by 19mm.
edit: Also the head ports flow better on the K20A/2/Z3 than on the K24A2
Modified by TN90accord at 3:05 PM 12/16/2006
edit: Also the head ports flow better on the K20A/2/Z3 than on the K24A2
Modified by TN90accord at 3:05 PM 12/16/2006
Re: (TN90accord)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TN90accord »</TD></TR><TR><TD CLASS="quote">Matt, I hate to disagree with you, but stroke is determined by the crankshaft. The crankshaft will move the pistons the same amount no matter how long the rods are. The rods will just determine how close the pistons are to the head changing the compression. Both the K20A rods and K24A rods are 152mm, and the K24 block has a taller deck height, I believe by 19mm.</TD></TR></TABLE>
Well, I stand corrected. But, wouldn't that limit the amount of RPM's you could ascertain from the engine? I may be incorrect, but wouldn't a shorter connecting rod, possibly lead to more violent piston behavior? I may just be spit-balling, but I think shortening the connecting rod, could cause a bunch of problems. What if the rod is too short? Would it pull the piston out of the chamber?
Well, I stand corrected. But, wouldn't that limit the amount of RPM's you could ascertain from the engine? I may be incorrect, but wouldn't a shorter connecting rod, possibly lead to more violent piston behavior? I may just be spit-balling, but I think shortening the connecting rod, could cause a bunch of problems. What if the rod is too short? Would it pull the piston out of the chamber?
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Re: (toyomatt84)
Yes matt, shorter rods would cause a lot of problems. It wouldn't nessacarily "limit" your RPM's, but it would limit the amount of power you make at higher RPM's. It does lead to more violent piston movement. I believe it increases the side loading of the piston as well as the pistons acceleration. A much better solution would be aftermarket pistons, they will be lighter and give you excellent clearence (depending on compression and cams).
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From: em2turtle, ca, usa
Re: (TN90accord)
ok i c, but would it still be ok if i still just got the k24 block off the crv? because i was gonna sleeve and bore it to a 87mm with a 10.5 ratio? or would it just be a better idea to just to bore and sleeve a block from a tsx?
heres the pistons i wanna use.... http://www.dezod.com/pd_wiseco...4.cfm
Modified by gitrdone at 6:05 PM 12/16/2006
heres the pistons i wanna use.... http://www.dezod.com/pd_wiseco...4.cfm
Modified by gitrdone at 6:05 PM 12/16/2006
Re: (TN90accord)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TN90accord »</TD></TR><TR><TD CLASS="quote">Yes matt, shorter rods would cause a lot of problems. It wouldn't nessacarily "limit" your RPM's, but it would limit the amount of power you make at higher RPM's. It does lead to more violent piston movement. I believe it increases the side loading of the piston as well as the pistons acceleration. A much better solution would be aftermarket pistons, they will be lighter and give you excellent clearence (depending on compression and cams).</TD></TR></TABLE>
Not to mention better surface design for the cap of the piston, that could yield to better compression models (equal distribution throughout the cylinder), as well as (if the pistons were polished surfaces) a lesser chance for pre-spark of the fuel. The casting causes surface impurities (roughness), and high spots heat up much faster, which could yield pre-spark of fuel.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by gitrdone »</TD></TR><TR><TD CLASS="quote">ok i c, but would it still be ok if i still just got the k24 block off the crv? because i was gonna sleeve and bore it to a 87mm with a 10.5 ratio? or would it just be a better idea to just to bore and sleeve a block from a tsx?</TD></TR></TABLE>
Like I said earlier, as long as you know what model of K24 you're getting, it doesn't matter the car it came off of. Here's a more informative K-series run-down: link
The ideal engine would be from either a TSX or an Accord. A K24 from a CR-V won't be much different, besides the compression ratio.
Not to mention better surface design for the cap of the piston, that could yield to better compression models (equal distribution throughout the cylinder), as well as (if the pistons were polished surfaces) a lesser chance for pre-spark of the fuel. The casting causes surface impurities (roughness), and high spots heat up much faster, which could yield pre-spark of fuel.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by gitrdone »</TD></TR><TR><TD CLASS="quote">ok i c, but would it still be ok if i still just got the k24 block off the crv? because i was gonna sleeve and bore it to a 87mm with a 10.5 ratio? or would it just be a better idea to just to bore and sleeve a block from a tsx?</TD></TR></TABLE>
Like I said earlier, as long as you know what model of K24 you're getting, it doesn't matter the car it came off of. Here's a more informative K-series run-down: link
The ideal engine would be from either a TSX or an Accord. A K24 from a CR-V won't be much different, besides the compression ratio.
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