Honda / Acura K20a K24a Engine Forum banner
1 - 8 of 8 Posts

·
Registered
Joined
·
565 Posts
Discussion Starter · #1 ·
The guy I am racing is more than likely building an H22A with cams that run around these spec's.. He is also claiming at the head flows 349cfm @ 0.600" lift but I guess that would \be the intake side only. I am unsure what compression he will run but i'd say he'd be running at least 12:1. Anyone wanna have a guess at the power he might be making?

Duration.........Duration........Vavle lift....... centreline
@ .016"[email protected] .050"[email protected] 1.55......... @ Full Lift

Inlet Exhaust Inlet Exhaust Inlet Exhaust Inlet Exhaust
294.....288,.....253...246....0.496"..0.450"...107..103

To me the spec look the same as the Toda Vtec killer cam spec for te B18C. which I know the guy managed to make or at least claimed to make 175wkw from with a side exit header and stock manifold..
 

·
Registered
Joined
·
593 Posts
K2's walk all over those (spec wise), but is not a true indication. Kme's put a mile on them, figuratively speaking with respect to cam speak.

We'd have to ask for valve motion plots to say for certain. Of course, he will not provide those - nor is it reasonable to request them.

Those cfm #'s, if true, would never get realized with that cam. Ask him for cfm's at the lift his cam allows. Then, ask him if that includes induction and header losses. We designed K2's in this fashion while testing on the flowbench.

-Ron
 

·
Registered
Joined
·
565 Posts
Discussion Starter · #3 ·
Thats what In thought was weird about his CFM numbers there was no plotted chart. at 0.600" lift the vavle is open a long way, especially when his cam wont open it that far.
But in respect for the set-up given te right compression etc, the cam and porting could push an H22A past 250whp right?
 

·
Registered
Joined
·
565 Posts
Discussion Starter · #5 ·
Thanks Ron..

On another note as a K-series person, not a seller etc.. I guess you have looked at the Crower stage 2 3/4 and stage 3 cams right?
They both are slightly on either side of the IPS-K2 cams correct as far as lift, duration etc goes..
I guess the question would be your IPS-Me would be a similar design to the stage 3 so does that mean when you tested it you gained and lost power in different places over the IPs-K2?
 

·
Registered
Joined
·
593 Posts
I have not seen final versions of Crower stg 2 or 3. Based on advertised specs, they really aren't on either side. One reason is because the advertised rocker arm ratio as listed on posted cam cards, is not consistent with what we have ascertained through extensive valvetrain geometry analysis and modeling.

IPS-Kme profiles are the max cam you can install in a stock cylinder head that retains full vtc implementation, without any valve-valve or piston-valve interference. So the answer is no. They are not similar in design approach to Crower Stg. 3, nor are they alike in the many other facets concerning, what we feel, optimal K-series cam design.

IPS-K2 and IPS-Kme testing on the same motor was an exercise in validating the specific purpose and target market for the masses. When we isolated the IPS-K2 vs. IPS-Kme high speed lobes, the resultant power graph moved everything over to the right in favor of the Kme's, but we did not exceed peak power of the K2's on the test vehicle. This was primarily due to the limitations of the supporting peripheral components.

The curve of the Kme's is very strong, linear and rate of ascent is much more aggressive than the K2's, but its cfm and fuel requirements exceeded what the test vehicle had that day. At this point, we only have a snapshot of what these cams are capable of producing. Until we can get them paired up with race oriented peripheral components, I'll have to take a "no comment" stance for the time being.

I apologize if my answer wasn't the one you were hoping to get, but it's the honest one. Don't worry though, since Nikos asked for those K24 piston pics - I've decided to repurpose that block, drop in some rods, pistons and see what more displacement does for the IPS-Kme's. We won't have ample induction (ITB's, yet), but the data acquired from this test will be beneficial nonetheless.

-Ron
 

·
Registered
Joined
·
748 Posts
you should correct you info to probably specify that IPS KME cams would maybe allow full VTC on K20A-2 motors defenetly not the hybrid engines or the TSX engine. I have concluded this through my own testing. My engine was thouroughly compared to a k20a series and I found some Interesting info on many components of this engine. When the time is right i'll release the information. Since the build is currently underweight.
 

·
Registered
Joined
·
593 Posts
IPS-Kme cams allowing full vtc is not "probably" or "maybe", but rather 100% certainity. We have already done the clearancing for IPS-Kme on K20A2, backed up with full dyno testing @ 50degs cam timing.

There is no need to speculate any other application, as that is not the target market and specific application for IPS-K2's and IPS-Kme's. While they were designed for full vtc in 2.0L, stock applications - it's not to say they won't work well in others. TSX, Hybrid combos - that's a whole `nother ballgame and call for another set of rules. But to ask for a correction that is out of context, is way off base.

Thanks for your concern though, it's duly noted.

-Ron
 
1 - 8 of 8 Posts
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top