Сообщение
15 июн 2006, Чт 23:56
старенька статейка из журнала sport compact car....вот что они думают...
The block
K24 blocks are ready to make big horsepower numbers. The crank and rods are similar in construction to the K20A2 parts, but with beefier rods, bigger rod bearings and additional counterweights on the crank. The K20A3 engine, sourced from the base RSX and Civic Si, is built for less power and lower rpm. Honda got the extra 400cc for the K24 from both an increase in bore from 86mm to 87mm and an increase in stroke from 86mm to 99mm. The additional stroke forced a 19.7mm increase in deck height, which might only become apparent when you let the hood drop, so check those hood clearances carefully. Remember, this also means your exhaust manifold will move up 19.7mm, so make sure you have that kind of room, or prepare to make adjustments. Sales figures for the 2002-and-up CR-V, Accord and Element are already nearing a half-million, so you shouldn't need to stay glued to eBay for a chance for one. Expect to pay between $650 and $1,000 for a complete K24 engine in good condition. The K24A1 that sits in the CR-V has a 9.6:1 compression ratio, while the K24A4 found in the Element and Accord have 9.7:1. The other differences between the K24 applications, most notably the presence of EGR, used on the Accord and the Element, and a variable length intake runner system, found on the CR-V, are irrelevant since we're not using the K24 head.
Although we haven't seen any yet, it's possible Honda will come out with ultra-efficient K24s for tighter emissions standards. Keep a watchful eye out for these as they may be trimmed down (bad) for lower friction and weight. Also beware of pre-2002 CR-Vs, which had a B-series variant. You can also find the K24A2 in the TSX, and it's different enough to need its own paragraph. The TSX mill is a mixed blessing. With a 10.5:1 compression ratio and a 7100-rpm redline, it makes 200 hp (179 hp at the wheels on our dyno). To cope with the higher revs, it has stronger rods and a unique crank. It also happens to have basically the same head we're swapping on here. Sounds great, so why not just transplant the complete TSX engine? One, it's rare and expensive. Two, it comes with throttle-by-wire and an ECU that's not compatible with other K-series-powered vehicles. To make the TSX engine more "swappable," install an RSX Type-S or Civic Si intake manifold and throttle body on it. You'll have to engineer a block-off plate or plug for the EGR port on the TSX head, since it will be exposed with the new intake manifold. So the big question is: Should you buy a TSX engine if you have the chance? If you intend to stick with natural aspiration or light boost, it would be a good choice with its high compression. Additionally, the only other part you'd need to find is a short runner intake manifold. The choice boils down to what you want to do with the engine and what parts you already have.
The head
The RSX Type-S is the only North American source for the K20A2 cylinder head, so you might have to widen your search to find one in the United States. JDM engines are a good alternative. In this case, the engines we're interested in are called K20A and are found in Civic Type-Rs and Integras. They're typically shipped with a transmission (which has a limited-slip diff) and an ECU, all costing between $3,500 and $5,500. The K20A engines are trick, stuffed with pistons that will squeeze an 11.5:1 compression ratio. The cylinder head you'll wind up with is arguably better as well, utilizing longer duration intake and exhaust cams and dual valve springs on both the intake and exhaust sides, no doubt to cope with 8600-rpm blasts. Don't get the K20A2 or K20A confused with the K20A3, which is the base-model RSX engine that you'll be disappointed with if it shows up at your doorstep.
If at all possible, start with two complete engines. You'll miss out on a few important parts if you buy a K24 short block like the timing chain and timing chain cover, unique to the tall-deck K24. The same goes for the K20A2. They're nothing that a costly trip to the parts counter won't fix, but just be aware before you jump at the first K24 block that you see holding the door open at your favorite junkyard.
Free power
Sometimes we run across a mod that's so easy and effective, we wonder what kind of cost-management weenie would nix the idea. This is one of them. If they'd shipped the RSX Type-S with our hybrid, it would've been a fierce competitor, even against the turbocharged clan (beat by a Dodge...ouch). Our 2.4-liter mustered 30 lb-ft more torque across the rev range, leading to a power increase between 15 and 30 hp all the way from 2000 rpm to redline. Is this free power? Basically. The added displacement is good for more than a 25-percent increase in torque throughout the rev range, with no loss of driveability. The hybrid can even drink the cheap gas, thanks to the lower compression ratio. True, you can't impress yourself with an 8000-rpm redline, but that's a small price to pay for going faster. Using the K24 block not only adds torque, but the hybrid's lazy 9.6:1 compression ratio cries out for supernatural aspiration. And remember, it doesn't take much boost to make insane power with 2.4 liters. We like this mod because you get great results from stock parts. Especially if you already have an RSX Type-S or anything else with a K20A2 stuffed into it, you'll be hard pressed to find another bolt-on that nets as much power for the price. So the adage is correct; there is no replacement for displacement. We've just combined it with a dose of modern engineering to prove it once and for all.
