My friend tested this header for AEM /DC sports ( new header for k series eg/ek)

So the test vehicle is a k20a2 EG.. with the mods you see on graph..

open header on pump gas, corrected etc.. If you know about dynos, you know this is the real thing and not some publicity stund..

thanks!

Nikos



PS Basic breakdown is : Stock k20a2 motor + IPS K2 cams + Accord type r Manifold + headgasket + K pro and very good tuning...

Please explain to me why it makes sense to fully built b series motors that make less power and torque when you can make more with a stock K serties motor..?

Sure you need another $2000-$3000 to swap a K into an older car... but that cost can be justified in my book... I am not sure about your book though

-Just trying to spark some good conversation.. not trying to **** on your hard work

 

Do the math on the mods on that motor and the cost of the swap versus a 200whp B series and the cost of a swap, and things might not be so cut and dried. Consider putting each of those motors in an EF (because they're the best) and the B series gets a nod for ease and cost of install. I completely agree about the torque, however, almost 160 lb.ft is awesome, and that motor would be awesome on the street.

 

awesome numbers.

if i was to go all motor, it would definately be with a k series.
they keep proving themselves over and over as a very promising platform for NA.

again

 

the dyno is for tuners, what does it run??? a person could technically put in a 300 hp v6 into a civic and only run a 12 sec qtr. different motors have different power and react differently to different chassis. what if that motor was still in its base car, would it be faster than a built b in the ef chassis??

 

you should run that car at a track and get some et's... lets see if you can make it run an 11 sec pass....

 

this all depends on how much it cost some one to build a 200whp motor. but i say K all the way

 

car has been at the track... Let me get the numbers and post them, also have videos

 

nice numbers on the HP, but i'd say the Torque curve is a little dodgy...

 

doesn't the oil pan of a k motor in a dc2 or eg chassis hang a little low too? if i can dent my stock oil pan on LA streets even if i'm not super slammed haha..i'd be worried

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bitchin_Teg &raquo;</TD></TR><TR><TD CLASS="quote">nice numbers on the HP, but i'd say the Torque curve is a little dodgy...</TD></TR></TABLE>

yeah, the tuning was short of ghetto.. lol meaning...

The guy combined tuning maps from the IPS calibration and Jeff evans tune on an older setup with a k20a2... The rest was done on the street...so yeah,, it was not tuned on a dyno with that setup,, It was just dynoed to get an idea of the power it is making..

First time on the track, car went 12.696@110.72mph with a 2.041 60' on BFG drag radials. With right size slicks and some weight reduction, it will go under 12... At least that i what I believe.

Here's a video vs a camaro SS... The dude that hold the video camera is 270lbs.. it does make a difference when he is in the EG.. lol

http://www.k20a.org/k20aegvsss.WMV

 

thats my buddys car... witnessed it at the track myself. car hauls!! with right slicks and more seat time, the car should go 11's.

 

ALL true dynos HP and TQ curves should intersect at 5252 RPM. I call BS on this unless someone can explain this.

 

what about the saved headaches with having to deal with shops that dont ship out parts on time, dyno tuners that really suck, and the risk that one of the many after market parts in a 200+whp b motor will fail?

Thats all fine and dandy if you either know what you are doing (which many people I read on here dont), have a wad of cash, and have extra time.

I personaly will take a stock jdm motor with bolt ons or a k20swap

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda_Tengoku &raquo;</TD></TR><TR><TD CLASS="quote">ALL true dynos HP and TQ curves should intersect at 5252 RPM. I call BS on this unless someone can explain this.</TD></TR></TABLE>

Torque graph is on a different scale than HP. Look at the scale on left and right.

Hopefully my B20vtec motor will post close to the same power as that dyno chart, but a much flatter torque curve. And at half the cost of a K series swap. It just bolts into my chassis and I can run stock rubber mounts for a nice comfy ride.

 

sick numbers!

 

Thats sick numbers makes me wanna get a k-series.

 

what does that ss have??

 

if the dam K didnt cost so much to swap in. I mean first you pay for the motor..5K then 3-4K for swap parts, Kpro and TUning. Dont get me wrong i love the K but i just cant afford that swap.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda_Tengoku &raquo;</TD></TR><TR><TD CLASS="quote">ALL true dynos HP and TQ curves should intersect at 5252 RPM. I call BS on this unless someone can explain this.</TD></TR></TABLE>

I think you call BS too fast.

If someone really seriously doubts the numbers , I can dig up the uncorrected graph.. It would be really hard to fake both corrected and uncorrected..lol

 

For a DD:

I vote K for an EG and newer

For EF's I think they are happiest with a B.

On the track though anything goes......k powered EF

I'd rather go Supercharged B than K in my CRX.

 

i would love to do K, but it's such a big amount of money to drop all at once.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Felix. &raquo;</TD></TR><TR><TD CLASS="quote">i would love to do K, but it's such a big amount of money to drop all at once. </TD></TR></TABLE>

There are more options than just a K20 with the a 6 speed. I can't wait till we have some impressive graphs like this one from stock block CRV/Accord/Element K24's. It might be possible to get to 200whp(and HUGE torque) from just i/h/e, cams, and tuning. Those setups can be fairly cheap to put together.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EVOL &raquo;</TD></TR><TR><TD CLASS="quote">doesn't the oil pan of a k motor in a dc2 or eg chassis hang a little low too? if i can dent my stock oil pan on LA streets even if i'm not super slammed haha..i'd be worried</TD></TR></TABLE>

This is one of my primary concerns too, is there currently any affordable fixes to this? Different oil pan? Or are we limited to high $$ solutions like dry sump?

Finding somebody who can tune K-Pro well is difficult in my region, so that's gonna be an added expense to haul *** all the way down to Cali or wherever is reputable....I'm all for DIY and learning, but I wouldn't want to "trial and error" on my relatively pricey swap.

Awesome numbers though.... but I'll have to stick to Bseries a bit longer till I can make some more money and ....about that oil pan thing....

 

I have made 260+whp on my B-series, but the more I see these K's the more interested I get. I think it might be time to build one of these as well. Good numbers


Modified by allmotorhatch at 10:56 AM 10/1/2005

 

k series is the the new generation of motors, but didnt someone compare the h vs the k series and the outcome for drag use was pretty much the same. i mean its all about the buget in the end.