Quote:
Originally Posted by Holland
I have the K24A4 sitting here.. I just got the short block back last week. I am going to use stock FA5 Mounts...Im putting it into a FA5...i have a stock head for a 06 si ( Z3 ) and that has the holes for top mount but I have the CRV bracket. I dont know how its going to fit... from the looks of things its just a bolt in change.. There was a guy who said he did it but he never had pics...I changed the Pistons (JE 12.2 to 1), Rods (Pauter), all ARP bolts-head studs, and RSX Oil Pump.. Crapload of machine work to make this fit.. plus had the crank polished and knifed.. everything blurprinted and ballanced... So Next is the head... I am going to have port flow go through it.. Del-West ti valves... ti locks and retainers.. springs.. plus a port and polish job from port flow and I have a stock manfold that was extrude honed.. so thats my plan.. but like I said it looks like a bolt in deal.. the block is like 6mm taller form what i was told by other people.. i dont see it but the mounts look in the right place so.... I know the head is going to take 2-3 months so I am in no hurry to do a thing with the motor right now... just wait... and pray for 260WHP.....ohh im also going to try the large IPS cams... but I am already looking into the greddy , Motec, or AEM stand alone.. so far the Greddy looks to be the set up that will keep the car working like stock.. guess we will see what hondata can come up with in the next few months
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Nice build
With what you have listed, as long as you go with some type of fully programmable ECU, 260whp isnt a problem at all. In fact, you will probably end up closer to 285-290 to the wheels. The k24/k20 combo is deadly and makes some insane hp. Here's a sample graph:
This motor wasnt fully tuned and only had a stock RBC intake manifold and stock head. With any company's "large/stage 3" type cam on a big displacement motor like this, the manifold really becomes the largest restrictor as the cams are capable of feeding the air the motor needs. You'll notice the dyno curve doesnt really taper off, it just flatlines indicating a bottleneck. This was done on Church's dyno which reads about 8% higher than an average dynojet, soo around 282whp. A fully internally ported RBC manifold (not just extrude honed) is good for about another 7hp across the curve.