k20a engine info

[nikos]

I am working on it

http://www.k20a.org/info.htm

[V8KO]

I know your working on the info...can you also put out specs on the k24 motor as well?

[nikos]

I know your working on the info...can you also put out specs on the k24 motor as well?

K20a2
Bore: 86mm
Stroke: 86mm
Deck height: 212mm
Rod length: 139mm
Intake Valve: 35.15mm
Exhaust Valve: 30.15mm
Compression Ratio: 11:1
Displacement: 1998cc
Power (bhp@rpm): 200@7000
Torque (ft/lbs@rpm): 142@6000

K24
Bore: 87mm
Stroke: 99mm
Compression Ratio: 9.6:1
Displacement: 2354cc
Power (bhp@rpm): 160@6000
Torque (ft/lbs@rpm): 162@3600

[K20EK]

I know your working on the info...can you also put out specs on the k24 motor as well?

K20a2
Bore: 86mm
Stroke: 86mm
Deck height: 212mm
Rod length: 139mm
Intake Valve: 35.15mm
Exhaust Valve: 30.15mm
Compression Ratio: 11:1
Displacement: 1998cc
Power (bhp@rpm): 200@7000
Torque (ft/lbs@rpm): 142@6000

K24
Bore: 87mm
Stroke: 99mm
Compression Ratio: 9.6:1
Displacement: 2354cc
Power (bhp@rpm): 160@6000
Torque (ft/lbs@rpm): 162@3600

all that displacement!!!!! GOD makes my LS setup look like minse meat. i wish i had the cash man....all motor with k24 bottem with itr top.....hondata and id be set. some mild engine work and you'll be in the high 12's

[vtecboy55]

are those numbers us or jdm spec? im kinda new 2 the k scence but i think its faboloso!

[Colorofmoney]

are those numbers us or jdm spec? im kinda new 2 the k scence but i think its faboloso!

The JDM k24 5-10 TQ difference and no special emission system.

[AutoWhiz]

I've read it's lighter than a H22, is it lighter than a B18?

Also, weight with tranny?

Thanks,

AutoWhiz

[Colorofmoney]

I've read it's lighter than a H22, is it lighter than a B18?

Also, weight with tranny?

Thanks,

AutoWhiz

It's lighter than the H22 definitly, from what I remember the k20a is 22lbs lighter than the b18. B16's are heavier and I think thats where the k24 ends up.

[AutoWhiz]

DO we know what the original injector size is (cc's)?

Was wondering how much boost we can add without changing them

Thanks

[supafly]

I don't know stock cc.. But I have discussed alittle before and b/c the motor is kinda based off h series they will eat up some fuel.

One person on 6psi was at 90% duty cycle on 440's and at 7.5 psi it was at like 101% ... So need HUGE injectors.

[AutoWhiz]

Thanks for the input...but pardon my ignorance..how can a solenoid be on over 100%?

Is this Star Trek..LOL :P

"Scotty, give me 110% on the warp drive"

Thanks Again,

[brian g]

Next month's issue of Honda Tuning has an article called K-series primer with a lot of new info in it.

brian g

[Big_EP3Hatch]

That helps a gives me more info on the K20 from nikos. but I need to know what is good mods for the motor and tranny we need to use.

Thanks for the info on the K20 specs nikos!

[f0rsfed]

Great info

[bkitr]

I've got a k20a from a CTR for my eg swap. All of the internal engine specs from the CTR vs. the ITR JDM k20a's look the same. Does anyone know why the CTR motor is rated at 215PS vs. the ITR 220PS? Is the loss all in the exhaust?

Also, does anyone know if the K motors are dated in some way like the B-series engines are? I'm just curious to find out what year my motor was made in.

Thanks

[supafly]

I've got a k20a from a CTR for my eg swap. All of the internal engine specs from the CTR vs. the ITR JDM k20a's look the same. Does anyone know why the CTR motor is rated at 215PS vs. the ITR 220PS? Is the loss all in the exhaust?

Also, does anyone know if the K motors are dated in some way like the B-series engines are? I'm just curious to find out what year my motor was made in.

Thanks

apparently exh mani is diff and something to do with p/s. so itll be fine for the swap. yes they are dated. gotta look where I think it is on the end where tranny is on the head. cant recall with out looking. Ill make sure.

[bkitr]

Yeah, the fact that it already has p/s removed and uses the small idler pulley has saved me some doe...

if you can find out where it's dated, that would be cool... i've looked all over, guess not good enough..

thanks

[EVOL]

I've got a k20a from a CTR for my eg swap. All of the internal engine specs from the CTR vs. the ITR JDM k20a's look the same. Does anyone know why the CTR motor is rated at 215PS vs. the ITR 220PS? Is the loss all in the exhaust?

Also, does anyone know if the K motors are dated in some way like the B-series engines are? I'm just curious to find out what year my motor was made in.

Thanks

i've read on h-t atleast two or three times that it's the same motor and honda did that so the ITR didn't look stupid/satisfy people who bought the itr.

[acchybrid]

CTR compression is 11-1 ITR is 11.5-1 thats were the power differance is at.

[nikos]

CTR compression is 11-1 ITR is 11.5-1 thats were the power differance is at.

YOu might be referring to the EURO CTR... THE JDM ctr has the same compression as the DC5

Check out the specs of the UK CTR and you will see the 11:1 liek the US RSX type-S which also has the same

http://www.honda.co.jp/CIVICTYPE-R/concept/performance/index.html

[sonic]

hi everyone, i'm new to this forums and i'm learning more about the K series engine coz i'm building up my current one. :wink:

as far as i am aware, the CTR and ITR engines are identical. the power difference comes from a number of sources. the most logical one i've heard is attributed to the difference in size of the air-con pulley/ unit to accomodate the elevated position of the CTR transmission mechanism (notice, the CTR gear knob is sitting rite beside the steering compared to the ITR). this effectively saps the additional 5 ps from the engine.

[sQwiReL bOi]

any info on jdm k24 motors? interested on specs.

[Wes]

How about the new K20z?

[Vtaaak y0]

OK so the CRV K24 is non-vtec?

[Vtaaak y0]

OK so the CRV K24 is non-vtec?

Anyone? I was under the impression that it was VTEC but had the A3 style head with only 2 lobes, unlike the other cams(A2,A) with the 3 lobes.

[nikos]

OK so the CRV K24 is non-vtec?

Anyone? I was under the impression that it was VTEC but had the A3 style head with only 2 lobes, unlike the other cams(A2,A) with the 3 lobes.

Read this :

K20A VTEC breakdown

--------------------------------------------------------------------------------

-Originally posted by Targa250R-



The K20A3 does not have a standard DOHC VTEC valvetrain as we know it from the B-series engines - the K20A3 should actually be called a "DOHC i-VTEC-E" engine, because it uses a VTEC-E cam setup. The K20A2 is the "real" DOHC i-VTEC engine, utilizing the standard DOHC VTEC cam setup we're all familiar with. To help you understand the differences between the K20A2 and K20A3 engines, I've included the following information from a post I made elsewhere:

Allow me to evaluate. Let's start out by defining some terms:

VTEC - Variable valve Timing and lift Electronic Control. At low RPM, a VTEC engine uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. The VTEC mechanism engages a high-lift, long-duration "race" cam profile at a set RPM value (i.e., ~5500RPM on the B16A) to increase high-end power delivery.

VTEC-E - Variable valve Timing and lift Electronic Control for Efficiency. This system isn't really VTEC as we know it. At low RPM, the VTEC-E mechanism effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At a set RPM value (i.e., ~2500RPM in the D16Y5), the VTEC-E mechanism engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. Note: in a VTEC-E engine, there are no high-RPM performance cam profiles; this engine is supposed to be tuned for fuel economy, right?

VTC - Variable Timing Control. This is a mechanism attached to the end of the intake camshaft only which acts as a continuously variable cam gear - it automatically adjusts the overlap between the intake and exhaust cams, effectively allowing the engine to have the most ideal amount of valve overlap in all RPM ranges. VTC is active at all RPMs.

i-VTEC - intelligent Variable valve Timing and lift Electronic Control. This is a combination of both the VTEC and the VTC technologies - in other words, i-VTEC = VTEC + VTC. Currently, the only engines that use the i-VTEC system are the DOHC K-series engines.

Now this is where things get tricky - Honda uses the term "DOHC i-VTEC" for two different systems: The first system is used in the K20A2 engine of the RSX Type-S. The second system is used in the K20A3 engine of the Civic Si.

The First System (K20A2):

This system is pretty close to the older DOHC VTEC engines. At low RPM, the K20A2 uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. At 5800RPM, its VTEC mechanism engages a high-lift, long-duration "race" cam profile to increase high-end power delivery. The only difference between this i-VTEC engine and the older VTEC engines is the addition of the VTC system. The intake camshaft has the automatic self-adjusting cam gear which continuously optimizes valve overlap for all RPM ranges.

Here we see an image of the intake cam lobes of the K20A2. Notice there are 3 lobes; the two side lobes are the low-RPM profiles, and the center lobe is the high-lift, long-duration profile which engages at 5800RPM. Basically the same setup as the old VTEC engines we are familiar with.



Now here we see the VTC mechanism - the gear on the end of the intake cam that adjusts valve timing (overlap) automatically on the fly.



This system is used in engines powering the JDM Honda Integra Type-R, Civic Type-R, Accord Euro-R, and the USDM Acura RSX Type-S and TSX.

The Second System (K20A3):

This system does not really conform to the "DOHC i-VTEC" nomenclature, as Honda would like us to believe. As I mentioned in my previous post, it actually should be called "i-VTEC-E," because it uses a VTEC-E mechanism rather than a standard VTEC mechanism. At low RPM, the VTEC-E system effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At 2200RPM, the VTEC-E system engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. There are no high-RPM performance cam profiles; this engine is tuned to balance fuel economy and power, rather than provide pure performance. On the intake cam, there is the VTC mechanism which basically is an automatic self-adjusting cam gear used to continuously optimize the valve overlap for all RPM ranges. This being a VTEC-E system - and not a true DOHC VTEC system - is the reason the K20A3 redlines at a measly 6800RPM, while the K20A2 is able to rev all the way to 7900RPM.

Here we see an image of the intake cam lobes of the K20A3. Notice there are only 2 lobes - there is a nearly round one used only for the low-RPM disabled intake valve, and then there is the regular lobe used by the other valve at low-RPM and by both valves at high-RPM:



This system is used in engines powering the USDM Acura RSX base, Honda Civic Si, Accord 4-cylinder, CRV, and Element.

Special note: The K20A3 engine used in the Acura RSX base has a slightly different intake manifold design from the K20A3 engine used in the Civic Si. The RSX engine uses a dual-stage manifold, similar in concept to the manifold of the B18C1 in the old Integra GSR. It uses long intake runners at low-RPM to retain low end power, and switches at 4700RPM to a set of shorter intake runners to enhance high-end torque. This accounts for the extra 9 ft-lb of torque in the RSX (141 ft-lb, vs. 132 ft-lb in the Civic Si).

Here is an image showing just how this dual-stage manifold works. On the top, you can see the low-RPM (long) runners are in use, and on the bottom, you can see the high-RPM (short) runners in use.



Myths:

1. The i-VTEC engine engages VTEC gradually, and not suddenly like in the old VTEC engines.

Wrong. The i-VTEC engine "engages VTEC" at a single set RPM, like always. Whoever started this rumor is a ****tard. Read the definitions above.

2. VTC engages at a set RPM.

Wrong. VTC is always activated. Read under "VTC" above.

3. The K20A3 engages VTEC at 5000+ RPM.

Wrong. Technically, there is no "VTEC" (as we think of it) in the K20A3 engine - it uses a VTEC-E technology, which engages at 2200RPM. Read under "The Second Sytem" above

[Vtaaak y0]

Alright I see the difference now. :oops:

And the CRV K24 utilizes the VTEC-E which is not actually VTEC, it just operates less valves (12) until a set rpm and then goes back to 16. Without the change in cam profiles.

I think I got it. :D

[K2e2vin]

technically the VTEC-E is still VTEC, but just a weaker variant. it actually still operates on 16 valves but in each cylinder; one of the intake valves is opened just a little bit to help the air/fuel mixture swirl. what i dont understand is why they didnt keep the 3-stage VTEC system; that seemed to be the best of both worlds since it combines VTEC-E with regular VTEC.

[Vtaaak y0]

But I take it the A2 and R heads bolt right on the VTEC-E equipped motors?

[Vtaaak y0]

Alright what about some info about the A3 motors, Im sure its basically the same as the A2 but diff compression and head.

[nikos]

The A3 motor has no oil squirters. Also the water passages are smaller. It has weaker crank, rods , different pistons and yes, different head.

Basically, the only thing in common the k20a3 has with the k20a and the k20a2 is somehow same block. (bare block)

For the price a k20a3 swap costs, I would swap a k24a anyday of the week.. That is actually what a few Civic Si owners have done and they love the torque.. Also the potential is there for more power without even taking the motor out of the car, you can swap a type s head.

The only scenario I think a k20a3 would be justified in my opinion is if you find the whole swap dirt cheap and you want to go turbo... The k20a3 is underpowered in stock form and is generally more expensive than a k24a.

K20a3

Horsepower @ rpm 160 @ 6500 rpm
Torque (lb-ft @ rpm) 132 @ 5000 rpm

k24a accord, element, cr-v

Horsepower 160 hp @ 5500 rpm
Torque 161 lb ft @ 4500 rpm

[b16tcrx]

wow im new to the whole k series thing but that was a great explination of the k series engines but could u tell me where i can get pics of what u described cause i saw they werent their. THanks :D

[blackekturbo]

The A3 motor has no oil squirters. Also the water passages are smaller. It has weaker crank, rods , different pistons and yes, different head.

Basically, the only thing in common the k20a3 has with the k20a and the k20a2 is somehow same block. (bare block)

For the price a k20a3 swap costs, I would swap a k24a anyday of the week.. That is actually what a few Civic Si owners have done and they love the torque.. Also the potential is there for more power without even taking the motor out of the car, you can swap a type s head.

The only scenario I think a k20a3 would be justified in my opinion is if you find the whole swap dirt cheap and you want to go turbo... The k20a3 is underpowered in stock form and is generally more expensive than a k24a.

K20a3

Horsepower @ rpm 160 @ 6500 rpm
Torque (lb-ft @ rpm) 132 @ 5000 rpm

k24a accord, element, cr-v

Horsepower 160 hp @ 5500 rpm
Torque 161 lb ft @ 4500 rpm so does the k20a2 head bolt directly to the k24 with no mods

[xproductionz]

does anyone know how to tell the difference in the heads just by looking at it from the outiside