It looks like an insane set up.
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Breaking News from Japan For K series motors
In Japan, a Tuning Magazine called Hyper Rev, just published a story.
Apparently, using HONDA OEM PARTS , they were able to make a 2.0 L K20a into a 2.3 L. TOP FUEL JAPAN, did it and they are soon going to be offering this as KIT.
These motors are 86 mm x 96 mm using b16b rods. In case you don;t know, B16B pistons infact ARE longer than B18C/C1/C5 rods. They're actually the longest B series rods. The exact legnth is unknown.
They dynoed this setup in a Civic Type R and saw a 50 HP gain with whatever else they had in there. Keep in mind, that they revved it to 9000 RPM with no problems.
Tomorrow check back and I will post scanned pics of the article in Japanese.
Some food for thought...
After looking here, http://www.raceseek.com/honda_specs.htm
the only crank that is close to 96 mm is the h23a1 and h23a4 which is 95mm out of the 92-96 prelude and 97-98 prellude.
Any ideas about converting the crank to a chain? Journals?
The length of b16b rods seems to be impossible to find. I cannot get much info on the cranks as well.
Apparently, using HONDA OEM PARTS , they were able to make a 2.0 L K20a into a 2.3 L. TOP FUEL JAPAN, did it and they are soon going to be offering this as KIT.
These motors are 86 mm x 96 mm using b16b rods. In case you don;t know, B16B pistons infact ARE longer than B18C/C1/C5 rods. They're actually the longest B series rods. The exact legnth is unknown.
They dynoed this setup in a Civic Type R and saw a 50 HP gain with whatever else they had in there. Keep in mind, that they revved it to 9000 RPM with no problems.
Tomorrow check back and I will post scanned pics of the article in Japanese.
Some food for thought...
After looking here, http://www.raceseek.com/honda_specs.htm
the only crank that is close to 96 mm is the h23a1 and h23a4 which is 95mm out of the 92-96 prelude and 97-98 prellude.
Any ideas about converting the crank to a chain? Journals?
The length of b16b rods seems to be impossible to find. I cannot get much info on the cranks as well.
21 - 40 of 55 Posts
Norris prayoonto stated in one of his posts that his car was 2.3 liters. not sure it was this forum.
nikos said:boring will not do it... You need the extra stroke
On another note, f22b f22a and h23 all share the same crank
Same part number Honda #13310-P0A-000
Nikos could you elaborate a little more. Why will boring not do and you need the extra stroke??? And how much do you think(guess) this kit will cost???
you guys are some tech nuts, very good thread
so what about using the K24 block with that crank and custom rod? The R/S should be much better.
thats what I was thinking. but custom rods = $$ and long wait...H2nr said:so what about using the K24 block with that crank and custom rod? The R/S should be much better.
the are using a b series style rod, which means an off the shelf 280 dollar long rod will work i think they range anwhere from 5.5-5.7 maybe even 6 inches.i'm still curious to see how they got 96mm because after machining 3mm off the journals i don t think thats only gonna add or subtract 1mm from the final stroke, to me i would think it would be more maybe 96.5?
some said they are using a k24a crank but destroked it by 3mm.
First I hear about the possibility of converting K series 5 speeds into 6 speeds, and now this! The interchangeability options of the K series just keep getting crazier. :wow:
Got this email from hondatuning magazine:
Nikos:
Good to hear from you. The transmission article is in the July issue, on
newstands in late June. When we get our copies, i'll send you a handful.
Bwahaha...impossible!rochesterricer said:First I hear about the possibility of converting K series 5 speeds into 6 speeds :wow:
Um.. Nikos could you answer this for me?????11248c said:Nikos could you elaborate a little more. Why will boring not do and you need the extra stroke??? And how much do you think(guess) this kit will cost???
Copy and pasted this from google
WHY STROKE INSTEAD OF JUST GO BIG BORE?
Okay, so we've increased the stroke. You now have more power from the displacement increase, but you've also gained more torque. Why? Because moving that pin location outward on the crank is just like using a longer wrench to remove a stubborn bolt. You've given the engine more leverage. This allows the engine to generate power at lower rpm much more easily.
Another good thing about increasing the stroke is that with any engine that you plan on really going big, it makes more sense to increase bore and stroke, rather than just stick in a whopping large piston. In most cases, keeping the bore and stroke increases relatively equal, you will end up with a powerhouse that's more reliable and delivers power more evenly.
WHY STROKE INSTEAD OF JUST GO BIG BORE?
Okay, so we've increased the stroke. You now have more power from the displacement increase, but you've also gained more torque. Why? Because moving that pin location outward on the crank is just like using a longer wrench to remove a stubborn bolt. You've given the engine more leverage. This allows the engine to generate power at lower rpm much more easily.
Another good thing about increasing the stroke is that with any engine that you plan on really going big, it makes more sense to increase bore and stroke, rather than just stick in a whopping large piston. In most cases, keeping the bore and stroke increases relatively equal, you will end up with a powerhouse that's more reliable and delivers power more evenly.
Would you give link of the articlerochesterricer said:First I hear about the possibility of converting K series 5 speeds into 6 speeds, and now this! The interchangeability options of the K series just keep getting crazier. :wow:
Thanks
Yuregir
it will be in honda tuning magazine July 2005
I calculated and it seems to use the normal b16 rod with 134mm long. One thing is the rod to stroke ratio sucks big time. It came out to be 1.40. I guess it wont last long revving it to 9krpms. Engine speeds at those rpms are 5670 ft/m.
Not to split hairs, but Increasing stroke results in higher intake air velocities v.s. a same displacement motor with less stroke but more bore. This is simply a result of the higher piston speeds at a given RPM. This is also why more stroke = less RPM potential b/c the piston speeds are higher for a given RPM.nikos said:Copy and pasted this from google
WHY STROKE INSTEAD OF JUST GO BIG BORE?
Okay, so we've increased the stroke. You now have more power from the displacement increase, but you've also gained more torque. Why? Because moving that pin location outward on the crank is just like using a longer wrench to remove a stubborn bolt. You've given the engine more leverage. This allows the engine to generate power at lower rpm much more easily.
Another good thing about increasing the stroke is that with any engine that you plan on really going big, it makes more sense to increase bore and stroke, rather than just stick in a whopping large piston. In most cases, keeping the bore and stroke increases relatively equal, you will end up with a powerhouse that's more reliable and delivers power more evenly.
there's a tradeoff for everything. More stroke = better low end power, but you can build a big bore motor that will rev higher and can thus use a shorter gear to produce essentially the same torque for a given vehicle speed.
just clarifying.
Are the Block lengths of the f22c s2000 and the k20 the same? If i were to put the f22 crank rods and pistons in a k20 what would the compression be. The pistons wouldnt fit because the bore is different but if it was what would the compression be?
21 - 40 of 55 Posts
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