[LotusElise]

Their focus definitely lies with Drag Racing though, this is my point.

Definitely teamx! I agree with your observation.

...very little mention of teams such as James Houghton's ITR and even then that car runs their Pro TSX which is their least aggressive offering. Interestingly that car used the DC Drop In Cam as well, rather than any of the FI specific cams available from many of the US manufacturers and still produces around 800whp. It's clear that they have selected the parts which they feel gives them the most area under the curve...

Very interesting find. A peaky engine is only good on straights, so finding the most area under the curve is the real challenge to get fast everywhere. Therefore I want to have the NA engine with the widest and highest BMEP level ever was designed and run.

 

[an2ny888]

any update on this? was the 4P head ever installed?

 

[LotusElise]

Malkolm666 did you skip the 4P head for an more easy derivate?

 

[Radek_DC2_K24]

To add some numbers to this topic

EM2
K24A3 stock engine
CAI intake
OEM EP3 4-1 header + cat


231,5 HP / 276 NM

Which intake and TB? Stock cams? How big exhaust?
My setup is K24a3 engine, K20 intake cam with 50VTC, RBC manifold, 70mm TB, 4-1 header with V-band, 2.5" buddy club exhaust, 3" CAI, K20 injectors, K20 flywheel. K20 oil pump. Will be tuned next month, but don't know how much I can make?

 

[LotusElise]

Which intake and TB? Stock cams? How big exhaust?
My setup is K24a3 engine, K20 intake cam with 50VTC, RBC manifold, 70mm TB, 4-1 header with V-band, 2.5" buddy club exhaust, 3" CAI, K20 injectors, K20 flywheel. K20 oil pump. Will be tuned next month, but don't know how much I can make?

Griaß Di Radek,
das klingt nach einem spannenden...engine setup, which will likely push the 310 ccm injectors into the higher 90 % area when peak power is reached. Who is going to tune it?

 

[Radek_DC2_K24]

Hi!
Thank you for answer.
I will go to the Vienna in Austria to doctronic because I bougt doctronic ProECU-K.
They are specialist for k series, therefore I think it's best solution.
I changed my CAI to 3,5".

 

[LotusElise]

..They are specialist for k series, therefore I think it's best solution.

You should talk to them, if they are K-Series specialists, they would point out at least 2 mismatches on your specific engine setup. One will definitely risk your engine.

 

[Radek_DC2_K24]

Your header is holding power.

Just dyno tuned cl9 k24a3 230hp & 260nm
-rsp mani
-3" ex
-dc 4-2-1
-ktuner

Low vtc 25, high vtc 22-20

Same setup with 4-1 header liked 45vtc on high cam
and made +10hp and 20nm more.


Here is toda 4-2-1 vs 4-1 header on 2,5" ex

2,5" vs 3" with 4-1

Gained 20hp & 30nm in the middle and 15hp & 12nm peak with
bigger exhaust.

If your header is holding it you wont benefit from
bigger exhaust.

Whp, or crank?

 

[LotusElise]

@malkolm666 did you finish the dyno tune with the 4Piston head. I am still curious about the result 😎.

 

[KBuilt]

You should talk to them, if they are K-Series specialists, they would point out at least 2 mismatches on your specific engine setup. One will definitely risk your engine.

Which is the problem in that engine setup ?

 

[LotusElise]

Which is the problem in that engine setup ?

One is the injector duty cycle which will get in cooler days near to 100 %. I wouldn't do that, as the controllability of an injector in that area is bad. Regular lean events can cause piston seizure or more intense knock or both in combination. Running that way on the track or Autobahn at 250+ km/h means there is a risk that not only the engine can find the way to heaven. None should risk his life because of a wrong engine setup, especially if the failure is known.

 

[KBuilt]

One is the injector duty cycle which will get in cooler days near to 100 %. I wouldn't do that, as the controllability of an injector in that area is bad. Regular lean events can cause piston seizure or more intense knock or both in combination. Running that way on the track or Autobahn at 250+ km/h means there is a risk that not only the engine can find the way to heaven. None should risk his life because of a wrong engine setup, especially if the failure is known.

I understand now, I’ve been looking into possible injector options. I got a set of 6.0 Chevy v8 injectors for a friend and they are doing well on his built k24 around 550cc I believe. Fit perfectly in the k series fuel rail.I have a 340 lph fuel pump and relay kit for my coupe, just need to decide on a set of injectors.

 

[LotusElise]

I understand now, I’ve been looking into possible injector options. I got a set of 6.0 Chevy v8 injectors for a friend and they are doing well on his built k24 around 550cc I believe. Fit perfectly in the k series fuel rail.I have a 340 lph fuel pump and relay kit for my coupe, just need to decide on a set of injectors.

Nice find KBuilt! Injectors are crucial parts in an EFI system, they have much influence if a built runs optimal on power, emissions and response.

 

[KBuilt]

Nice find KBuilt! Injectors are crucial parts in an EFI system, they have much influence if a built runs optimal on power, emissions and response.

I try to use oem injectors wherever possible for reliability and keeping the car as friendly to the street as I can. My old turbo b16 used Mitsubishi evo X 560cc and I never had any issues with those either. Unfortunately the injectors aren’t interchangeable between the b and k series fuel rails , or there would be a whole other selection of useable choices.

 

[LotusElise]

I try to use oem injectors wherever possible for reliability and keeping the car as friendly to the street as I can. My old turbo b16 used Mitsubishi evo X 560cc and I never had any issues with those either. Unfortunately the injectors aren’t interchangeable between the b and k series fuel rails , or there would be a whole other selection of useable choices.

For tuners a set of matched and documented measured injectors can be a huge advantage when it comes to VE tuning. Therefore I prefer ID (uses BOSCH injectors) or Deatschworks injectors (also BOSCH injectors), because they come with a protocol with all one need for tuning the fueling right. But you do you yourself a favor using the OEM when it comes to reliability and precise fabrication. My own ID 725 ccm injectors sit much more lacy in the bore as the RDX injectors form Honda. They leaked in the bore of the Skunk2 fuel rail. I wasn't amused to see that with injectors who cost over 500 USD.

 

[Lotus]

maybe worth swapping the o-rings to get a tighter fit.
Both my ID725 and now the ID1050x were rather a tight fit in both RBC and RRC intakes.
I had to be very carefull to not damage the o-rings or roll the out of the o-ring groove .

 

[LotusElise]

maybe worth swapping the o-rings to get a tighter fit.

Yes, it is. I swapped the O-Rings from the RDX to the ID 725 injectors, which gave them a much better sealing pressure. BTW, OEM's use quite often Vaseline (petroleum jelly) to prevent the O-Rings from rolling or getting cut when the sealing pressure is very high. That was a funny experience, the Vaseline consumption on the assembly line was up to the personal need of the assembler, while in the SAP part list e.g. was stated 3,5 g Vaseline per intake pipe O-Ring...finally they ordered it manually for the shelf to be prepared once a mechanic need more for what ever reason 😄.