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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
 

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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
 

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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
 
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