what is it?
i have searched i did not find wut i was looking for.
i wanna know what it is?
what are the pros and cons
and a rough power est.
thx

 

sombody?

 

RSX-S head mated to a K24 block from an Accord/CRV/Element.

Pros: .4L more displacement than a RSX-S...therefore more power stock, and more power gained with each mod....no replacement for displacement.

Cons: well it doesn't take revs as well as say a straight K20A2 or K20A block would. This could pose a problem with reliability down the road.

It should probably make right around what a Type S makes, maybe a lil more with a lot more torque. Theres a dyno graph around here showing the diff, courtesy of P1Auto

 

pros to this?? est. numbers?????

so kinda like a ls/vtec

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by H22A EG6 &raquo;</TD></TR><TR><TD CLASS="quote">

so kinda like a ls/vtec</TD></TR></TABLE>

yea, think CRVTEC of the B-series.

 

here's the graph..."frankenstein" vs. K20a2

 

ok cool thx you
you got a blue si
i almost bought one
but went with the H22 swap in the EG6

 

what is it?
i have searched i did not find wut i was looking for.
i wanna know what it is?
what are the pros and cons
and a rough power est.


see sig

 

that is where i saw it in the first place

 

The k24 frank makes really good numbers, though I would like to see the comparison with a jdm k20a instead of a k20a2 since it would be easier (but more expensive) to just swap in a complete engine than mix and match. I would love to have the k24 frank but the swap is still new to really see what power it can put out and reliability is also a big issue. K24

 

i think the results look awsome. the only thing that looks a little out of place is that huge lack of power from 1500 to 2250 rpm. Considering the long stroke of the engine, it would be my guess that would be the main place for the engine to out-power the K20A2.

Im assuming that this is caused by the intake system (manifold, head ports, cams), which is designed for higher flow, top end power? which would also explain why the top end torque looks better then a stock TSX engine. This is just my guess, and im sure there is also more to it. Any input from P1 would be awsome.

 

why does the run of the k24 hyrbid stop at 6800 rpm...is that were it made peak power?

i would assume it would peak at the same spot as type-S, because of the cylinder head and i am assuming the ecu is capable of providing the right amount of fuel and spark.

or is it the stock k24 ecu with a k20 cylinder head and k24 bottom end...if that is the case i see why the numbers peak so low. BUT i see massive gains possible if u could take full advantage of the k20 cylinder head

 

i am gald to see i am not the only one who dosent know a damn thing about this K letter in honda engine codes

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by H22A EG6 &raquo;</TD></TR><TR><TD CLASS="quote">i am gald to see i am not the only one who dosent know a damn thing about this K letter in honda engine codes</TD></TR></TABLE>

I don't know much about K series either but I do know this : Depending on job situation/knowledge/avail. of kits I plan on running a "2.4L k20a" in a Civic.

 

skunk2 got 215whp & 175lb/ft with a K24 bottom end & type-s head (i think) with R cams (i think). Mid range was ~20whp more than on a 2.0 block (a3?) with R pistons. Remember the compression ratio is much lower on a stock K24 block - than on the a3 block with R pistons. it was also stated that there would be significant gains from opening up intake & exhaust tracks please don't flame but the dyno chart can be seen in the back of the new issue of superstreet


Modified by adirondackR at 7:55 AM 1/29/2004

 

but the swap is still new to really see what power it can put out and reliability is also a big issue

I've got over 45K hard, track miles (not 1/4 mile crap, real road course) on mine thus far....ZERO problems. "reliability" is not going to be the issue, peeps that what to rev this setup to the moon will be the problem...


why does the run of the k24 hyrbid stop at 6800 rpm...is that were it made peak power?

I'm still using a PNL ECU, the lower rev limit will keep this setup safe and sound. Peak power is around 8Kish but it will not last that long on track.

If you do a few quick equations, you'll see the piston speed of this setup is very fast...

 

B18CXr:

you dont have any idea about the dent in that otherwise flat torque curve? or about any way to get rid of it?

 

Si.....where did you get your Avatar pic from? Looks like a photochop of mine from Cardomain.

http://www.cardomain.com/id/03vbsi

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18CXr &raquo;</TD></TR><TR><TD CLASS="quote">[I]why does the run of the k24 hyrbid stop at 6800 rpm...is that were it made peak power?

I'm still using a PNL ECU, the lower rev limit will keep this setup safe and sound. Peak power is around 8Kish but it will not last that long on track.

If you do a few quick equations, you'll see the piston speed of this setup is very fast...</TD></TR></TABLE>

well building a bottom end capable at opertaing in the same range the cylinder head makes it most power seems the best power gaing path.

i now understand why u keep the rev limit so low now...but i see even alot MORE power pontetial if built to handle higher rpms