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Thread: Honda Powered Build Thread - K24 / TSX

  1. #71


    Quote Originally Posted by ZeroDown View Post
    In the results, you state: "With a internally stock K24A2 and a GT35R, 91octane pump gas, and a conservative tune: 425whp / 333tq (Ford Duratec: 435whp / 400tq)"

    The numbers seem high for the m400 duratec, don't they? Or had you modified that beforehand?
    The Ford drivetrain was dynoed on a Mustang dyno
    The Honda on a Dynojet.

    The Ford originally made 383whp, add weather correction and it's at 435whp. But, that could be as much as 30% higher on a Dynojet.
    With that, I don't know if the ecu had a tune on it, or if it was the stock M400 map.

  2. #72


    Been a minute since I've updated.

    October, 2017 ... found the limits of the stock engine on track. Temps were in the crisp 50', engine was screaming, but it was just too much for the rods, and windowed both sides of the block.
    Fortunately, the engines are $1500 a pop and readily available.
    More importantly, I had a built engine sitting in the garage waiting to be dropped in.

    So, return from the track day, next weekend, I had the other engine in. This drivetrain is FAR easier to remove than the duratec. Duratec was 5-6 hours, mainly due to the PITA of removing the turbo hardware.

    November, 2017: Go back to the dyno for tuning this engine. Wanted to make sure I ramp it up slowly. So, now the engine is at 550whp/420tq at 17psi.
    Average hp between 5500rpms to 9000rpms is 511whp.
    Turbo spools up at 4400rpms, right around when VTEC lobes switch over -- partly due to the large 1.06AR.
    On the wastegate spring only (disconnect the boost controller/aka low-boost setting), the car makes roughly 380whp -- which is almost controllable at autocrosses.

    March, 2018:
    - Installed a Mini Cooper EHPS. I originally tried the Toyota MR-S EHPS, but couldn't get a reliable VSS signal, so it would provide power assist and lose power assist in weird situations. The Mini Cooper uses the alternator charge signal to determine how much assist to provide. Also, it has a remove reservoir, which makes mounting it a little easier. I mounted it near the steering rack, behind the radiator. The reservoir sits where the windshield washer bottle use to be. Steering is a little heavier than the belt-driven pump, but not by much. I have yet to test it on track, which I get to do next weekend. Thanks to Willy for the idea!

    - My APR GTC300 wing exploded on track. I was traveling at about 120mph, and it was windy. RIP APR
    With that, I'm going to find a way to build a set of uprights that mount to the intercooler box rails and go thru the clam, then attach to another set of uprights that are mounted to the wing. May use quick release pins to allow quick removal of the wing so I can open the clam. This way, the downforce is transmitted directly to the chassis and not on the fiberglass body. Who knows when I'll actually get it fully designed/built.

  3. #73
    Join Date
    Dec 2009
    SugarCreek (Dayton), OH
    Rep Power


    You will lovw the mini cooper ehps

  4. #74
    Join Date
    Jul 2008
    Coral Springs, FL
    Rep Power


    I love seeing builds like this! Fantastic job!
    Serban Gavrilescu

  5. #75


    More update.
    New, built engine, is running strong. Put maybe 3000 miles on it running 550whp. Gearbox is handling it like a champ.
    It lived in Salt Lake City for the summer of 2018, so it got to experience a different climate.

    Got it back to Vegas where I started to change things around.

    1. Window regulators. I used window regulators from a EG Civic, redrilled the mounting holes for the regulator mounts, cut out a metal bracket for the window winders, and installed them. Windows work great and no issues with rolling up/down the windows. My windows NEVER worked properly since I bought the car.

    2. Redid the entire intake system. Went from a RBC intake to a Skunk2 Ultra Race centerfeed manifold. It has a 5l volume, and a 90mm throttle body. Unknown the volume size of the intake, but it's significantly smaller. Throttle body was 70mm. This caused some other changes that were needed for the engine accessories. Needed a new idler pulley (ktuned) and a new intake coolant port because I'm using a K24 head (ktuned).

    3. While I was in there, I ended up changing the "Just make it work" coolant setup to a more polished setup. Added a new water thermostat housing (ktuned) to point the radiator line towards the tunnel, instead of a slight upwards approach, before going towards the tunnel. Also changed the head coolant ports to run alongside the intake manifold more towards the tunnel. One day, I'll replace the rubber hoses with stainless braided lines (looks cleaner).

    4. Since the intake manifold was now a center fed piece, and positioned the throttle body facing the ground, I opted to put the intercooler in the sidepod, in hopes to get lower IATs. The IC being over the turbo did it no help, and a water-to-air IC added more complexity and weight. Since no one has tried to see if a sidepod mounted IC would work in a Noble, I figured it was worth trying. It's a Bell core, built so it becomes a dual pass, rated for upto 700hp. I have sealed around the IC so the air flows thru it versus around it. The back side is relatively open and has airflow being pulled thru the wheel well covers. Ultimately though, that area's ambient temp is lower than the stock location, although I am sure the airflow is less.

    5. I installed dry break fittings on the fuel line, the engine oil lines, and the transmission cooler oil lines. This will allow for less fluid loss during engine out procedures and make it easier to remove. I'd like to make the coolant lines all dry breaks too, but the 1" rad. lines are hard to find dry break fittings for motorsport usage. Otherwise, it takes around 2 hours to pull the drivetrain out, making servicing everything much easier if done this way, despite the engine bay having more room than the Ford V6.

    6. Built hard lines for the turbo coolant lines. They run along the bottom of the intercooler box and return to rubber lines near the diagonal chassis brace. I'm looking at making that section hardline as well, but there's little room to do it cleanly. Instead, might do stainless braided lines so I can use AN fittings.

  6. #76
    Join Date
    Dec 2014
    St. Louis, MO
    Rep Power


    For coolant hoses you can use Wiggins Fittings. We have them on or Formula Atlantic cars...........

  7. #77


    Quote Originally Posted by REDLINE View Post
    For coolant hoses you can use Wiggins Fittings. We have them on or Formula Atlantic cars...........
    Thank you! Will have to look into it more.

    Another biannual update.

    I tested the center-fed intake. While the peak numbers improved by 30whp, I lost 100hp in the midrange. The power didn't come on until later in the RPM. The turbo isn't big enough to fill the plenum fast enough for the intake to build boost. With that, I went back to the original, heat-soaking setup.

    Other things that were changed:
    - Redid entire engine harness with new connectors and pins
    - Redid ECU harness
    - Redid ECU fuse box
    - Redid circular connectors at firewall and tunnel
    - Added a hydraulic throw out bearing. This was huge as the pedal effort has been significantly reduced.
    - Added a gearbox cooler
    - Changed valve cover to one with ports, added a catch can for valve cover ports
    - Changed coolant reservoir to stainless steel unit

    Finally, retuned the car using more boost:


    610whp / 490tq

    Here's a rough comparison of the Ford vs the Honda, using the same mustang dyno, the darker lines are the Ford V6:

    You can see where the Ford powerplant comes on much much quicker, but dies off at 6800rpms. Although the Honda was started at a higher RPM, the Ford is making more power upto about 5400rpms. At that point, the Honda comes alive and will keep going until 8500rpms, making more power and torque.
    A smaller turbo would help bring the Honda's powerband down a thousand RPM, but considering it's mostly a track car, the higher RPM isn't bad.

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