Cammed Motors Specs + DYNO Graph Mandatory

Edit....
(Comment was just spam)

dudes.. stop spamming the thread, this one has a specific purpose = POWERBAND/CURVE as a result of camshafts and supporting modifications...

no cam and full motor specs put it in the dyno thread and discuss there.

besides US dynos calculate 15% drivetrain constantly. whereas afaik ours are configured based on fwd/rwd/awd from ~20%

Quote:

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Originally Posted by Benson

We had a B20vtec that made close to 150kw's. Its a much more simple setup than Toda's EG. Had stock rods, Cast pistons and a set of mild cams.

So in saying that, anything is achievable for a B20vtec.

Keep up the good work B20NA :thumbsup:

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Leonards EG is a purpose built engine for the application of reliable racing with excellent throttle response, torque, and power across the selected rev range, and im sure its still got plenty in it.

What im also not saying is power figures of 150kw cant be done cheaper either.

But ill still be very impressed seeing 170kw out of that set-up on pump, but not putting down the engine or combo, just speaking from what ive seen.

Out of interest, if you have your head flow figures available, what are your exhaust ports flowing?[/QUOTE]

213 cfm @28 inches of water

Slaz i agree it will be hard to get those figures on pump, but we will see what happens.

Anyway lets get back on the topic of this forum.

This is King motorsports setup in the US
Here it is again:

Kingmotorsports built bottom end
B20z block
13.1:1 compression 93 octane
Bdl block guard
Mahle 3cc 84.5mm pistons
Stock rods bushed small ends with ARP bolts
Kingmotorsports balanced rotating assembly including flywheel and clutch
Type R head street ported by PURE TUNING
stock Type R valves
supertech springs
crower cro-moly retainers
Skunk2 Pro 2's degreed in at 55* opening on the exhaust@.040 valve lift
Skunk2 Cam gears
Type R intake manifold stock matched to TB
Type R throttle body bored to 64.5mm
RC 310's 96% duty cycle
DC jdm 4 to 1 header
Skunk2 Mega powerR exhaust 2.75"
Hondata S200


Link
http://www.honda-tech.com/zerothread?id=2286082

read this link, he allmost got the work to do my head, but i went to the US

http://autospeed.com/cms/A_2498/article.html

nice link.

but this is really the wrong thread.

what are the average torque ratings for a stock b18CR with bolt ons, and same for a k20? from what Ive seen b18c's are round the 160nm mark? and what are the k20's? thanks

Its hard to compare with the 6 speed gearbox

Quote:

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Originally Posted by prego

ive got a quick question about phils car i am by no means flaming

how is the k24 bottem end coping with such high rpm is it from an accord or crv is their any difference? that might make it more capable to run those higher rpms?

its just that i read today with the k24a to be running at rpm's that high it would have piston speeds higher then say a f20c at the same rpm from this article

http://www.civictype-r.co.uk/forum/v...p?f=43&t=36869

"the actual bolting on part wouldn't be too difficult, as the heads should mount right up. However, you do run into an issue with piston speed. At its 7900-rpm redline, the K20A2 in the Type-S has a piston speed of 4464 feet per minute (fpm). Thanks to its long stroke, the K24A1 comes close to that, running at 4225 fpm at its much lower redline of 6500 rpm. By the time you've spun your K24 up to just 6900 rpm, you're already at 4485 fpm, and at the 7900 rpm redline of the K20A2, you're at a crazy 5135 fpm. For comparison, even the hyperkinetic S2000 with its 9000 rpm redline doesn't exceed 5000 fpm (it maxes out at 49% fpm). And the Integra's B18C1 only reached 4573 fpm. Translation: If you're going to plunk a K20A2 head on a K24A1 block and redline the concoction to 7900 rpm without seriously building up the bottom end.. duck. "

this was an article when the k series first came out and is from america

i just want to ask these questions so i can learn more about the k series feel free to pm me

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anyone?

The piston speeds are infact that high but its working isnt it, but saying that, most of these K24 engines going around are in street/drag orientated cars, dare say if you were hoping to have this set-up as a curcuit engine and have it produce similar power at sustained high rpm for long periods of time, the chance of failure is much higher hence why the curcuit k motors out of Japan or the U.S use the OEM 2.2 crank like what is suppplied with the Toda 2.2ltr stroker kit for the k20 motor instead of using the k24 bottom end.

In the U.S they are starting to mod the turbocharged Honda RDX crank to work in k series engine as its of better quality, OEM manufactured and doesnt come from an engine that uses balance shafts. ;)

Hope this will help out guys wanting to go down the b16a route. Dyno sheet will be posted up soon. Dyno ran out of paper :(. Tuner for both setups DD. same dyno was used on both ocassion.

Engine - BYP B16a (P72 head port/valve train)
Displacement - 1598cc
Bore - 81mm
Stroke - 77mm
CR - 12:1
Camshaft - BC spec 3
Camgear Settings - BYP
VTEC X-Over - ..BYP
Gearbox -4.9FD B16a
I/H/E -Skunk2 manifold + 70mm t/b/ BC headers/ 2.5'.
ECU - Hondata S200

Peak power 123kw atw

Engine - BYP b16a (PR3 head -stock ITR head with valve train)
Displacement - 1598cc
Bore - 81mm
Stroke - 77mm
CR - 11.7:1
Camshaft - BC spec 3
Camgear Settings - ...BYP
VTEC X-Over - ...BYP
Gearbox - 4.9FD b16a
I/H/E - A-Sport ITB 44mm/ Toda rep style header/ 2.5'
ECU - Hondata S200

Peak power 117kw atw

Between the 2 setup's we've change the intake system (ITB), different head (stock ITR head), and different header design. We manage to pick up a massive 12-18kw gain in the midrange. Both setup had thorough tune so it wasnt just a quick slap tune.

http://i4.photobucket.com/albums/y13...9/P1017852.jpg

wow nice mods