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Arouse the DAMPFHAMMER!
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This is a car a friend of mine built for the same class I’m running in
Asphalt oval track. No dirt.
That is a very interesting application. If you need more torque for your engine, I have many approaches to do so in the field of an NA engine concept. What are the rules regarding the engine?

I just developed a 100 ftlb/Liter NA concept which already verified it's potential at the dyno. A 2 Liter engine which made 200 ftlb at flywheel at 5250 rpm, at 5500 rpm the gearbox broke, so more has to come after I tune further after the repair.

Vehicle Automotive tire Motor vehicle Automotive exterior Gas


The DAMPFHAMMER engine, specified for 96 ftlb/Liter from 4500-8500 rpm. I am just designing another 89x80 engine (1991 ccm) for 360 [email protected],000 rpm for some speed applications, which still delivers in the simulation 90 ftlb/Liter from 6000-10000 rpm. The K-series offers a bunch of possibilities to improve VE and combustion to get torque up over a wide powerband. This is one of the best I4's from the production line off.
 

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Arouse the DAMPFHAMMER!
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That's a fair and a no-high-price competition basis (y). So the playground are: pistons, intake, header, exhaust, some areas of the head, intake manifold choice, camshafts, tuning. I am convinced this is at least enough to reach 280 hp/180 ftlb's at flywheel, so far I understand the rules.
 

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Arouse the DAMPFHAMMER!
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That would be a good goal for me to reach. Like I was talking with @Them Witches if I can make that much HP/Torque with the proper gearing the car should be what I’m looking for.
Yes the right gear ratio setup is the most important fact: easy to specify, easy to get on it, but it is the last step in the process as torque curve must be known as well as chassis air drag to calculate the demanded torque and engine speed to match the right gear ratio for the available torque bandwidth and height. With the stock IM the pillars for peak torque and peak engine speed are more or less fixed. So I assume project time is a good to know variable. What is your aim for this?

I think budget and local machining capacities are limiting. What do you have for this available?
 

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Arouse the DAMPFHAMMER!
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I want it to be right. I have been successful in the past with other cars
That sounds like perfect background. Let me work out a concept for this engine within a engine simulation approach, I will come back with the torque and power graph out of that based on measurements of most of the components. Normally the simulation is within 4 ftlb's on the first iteration for simple NA setups, so that will be a good start point to talk about.
 

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Arouse the DAMPFHAMMER!
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Can you use water injection? Water meth even? Cant see anything that expressively rules it out, you'd have to inject pre throttle body.
It ex- or includes following:

rule book said:
*TRACK FUEL OR PUMP GAS ALLOWED. MUST DECLAIR FUEL TYPE PRIOR TO QUALIFYING. NO E85
*NO ADDITIVES
What is the meaning of no additives? Of the fuel or of the fuel-air-mixture? I see no localized injector position, but fuel spec. If you use water, it is no fuel, but added to the fresh mixture. According race guy reading, that mean water can be used as it is not explicit forbidden, but I would clarify it before.
 

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Arouse the DAMPFHAMMER!
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I would be interested to see what that looks like
Actually the processor of my calculation engine is occupied with some crazy 2-Liter engine stuff. While this check this out...

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This is a very simple setup with an 12.5:1 CR. Despite the air box it full fills the racing rules. I am not sure about the power offset in measurement, as this guy is a DC distributor. But from the torque graph, where normally beyond 7 krpm the line knocks down a bit more as usually is supplied by the different valve timing. According my simulations some head work would be necessary or it was used the RSP head at least.
 

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Arouse the DAMPFHAMMER!
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I’m not opposed to doing some work in the head
...despite it has to have the OEM shape? Normally it is not necessary if you use the RSP head. These are from factory the best heads available in the K-series world. The JDM K20A has the same features as the EUDM K20Z4. Not sure what is more easy to get for you.

He said that setup would be illegal because it would be forcing an “additive” into the engine and would in his mind cross the line of being N/A. Was told that the rules for next season will allow cold air intakes.
Thanks for clarification. A CAI is a huge advantage. This opens all other playgrounds significantly to even more possibilities. So we have following on the list:
  • higher CR, 12.5:1 is recommendable for
  • TODA A3 or even DC Elite Endurance cams (later are more peaky)
  • 4-2-1 header (TODA is not the best for your application as it is a midrange emphasizer, but not bad) and 3" exhaust piping
  • RRC has a 64 mm DBW TB (J35 type), which is OEM and fits to the RRC bolt on-wise
  • as CAI is allowed I would put one on it which is directed to fresh air from of the front of the bumper if height allows it
  • a piggy pack ECU twister is duty, it should be allowed. If you go with the Z-style harness and ECU you have the better anti-knock-strategy on board as the fuel sensor of the manual TB-ECU
With that setup you will likely have around what I am stated above when tuned right. I've tuned many 2 Liter setups on more near OEM level which ranged into the 250 hp, where the stock injectors are at 100 % duty cycle in cold conditions. So 270 hp is at least on the table, without simulated it.
 

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Arouse the DAMPFHAMMER!
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Since you are having the 5 angle valve job done the head will be off.
Is a valve job planned?

Personally I would leave the K20A or K20Z4 head completely stock as not many head porter understand to improve the port flow for more ponies all over the revving band. These ports use a fine surface casting method so that the ports look like smooth short before polished. These flow on intake about 310+ [email protected]" without any loss at 0.1-0.3". Cleaning them from carbon is an approach. Doing the maintenance for clearances (guides, sealings) is well fitting to this setup. I wouldn't touch the port or the valve seats.

Like @Them Witches said, intake box or if released a CAI is most important to make the biggest restriction open. K-series engines looooove better breathing.

I wasn’t expecting such in depth help.
This is just the best forum for K-series stuff, nothing less :p.
 

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Arouse the DAMPFHAMMER!
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CAI will be legal. Just can’t drop below the crank. No funneling of air of any kind to intake.
If one can place it in a naturally feed cold air place beside the radiator, what a great option.
 

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Arouse the DAMPFHAMMER!
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...intake set up with a high flow ITG spun filter:
This filters should be used with care and consideration. In dusty tracks or environments I wouldn't use it as the filter efficiency for real dust particles. Test dust norms like the Arizona dust ARIZ-TD (ISO 12103-1) in A2 size will make this type of filter really looking bad. It can separate leaves and flies from air but not efficient enough in the area of around 100 µm and smaller. Using such a filter need a higher oil filter and oil change interval frequency to reduce the effect of wear, but it doesn't stop the wear like a Paper Filter does it.

Next point the filter area is pretty low, there is no area increase technology used like folding of filter material. This is only possible by the fact of it's low filter efficiency. For me those filters types are for applications having maintenance intervals of 50 h and less.
 

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Arouse the DAMPFHAMMER!
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8,211 Posts
indeed. I concur....I want one for my little sreet demon
🤔...really?

Something adding to the OP's question, which may interesting too about the capability of the K-series.

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These curves are from a 1D simulation of different 2000 ccm engine setup's for different applications I've done. Y-axis scale refers to flywheel. The blue-green-engine, called DAMPFHAMMER, was already on the dyno and made 206 ftlb'[email protected] rpm before the gearbox needle bearing cages melted because of lost gearbox oil. The red-black-engine is my actual development, called DAMPFHAMMER HD. Anyway, there is a potential for around 200 ftlb's at flywheel, not only for peak torque.

If you want to follow what's coming next you can follow my built thread: You want to win up to $50? The 86.5x86 rebuild question! | Honda / Acura K20a K24a Engine Forum
 

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Arouse the DAMPFHAMMER!
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8,211 Posts
i want one for my street demon
I have to collect the budget for one of these projects I am actually developing. Best would be I have one who sponsor this or buy it after tuning :D. I have no car to put it into it, just the engine test bench to tune it. The header concept is a totally no go for the Lotus Chassis. I have so much ideas for engines, but I run out of money to build it.
 
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