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#15 | |
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#16 |
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The only concern is drivability from a project car like this, you will always have to tinker. If it can be relatively problem free, this is a VERY attractive option. Maybe I don’t have faith in suby engines but I highly doubt the new FA24 is going to drive/perform better than the K24.
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#17 | |
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The amount tinkering is probably dependent on how far down the rabbit hole you go in the engine build. The K series aftermarket it amazing. You can build a near 300whp on 93oct in your garage. The lets be honest the FA24 will maybe/hopefully do near 230whp on E85 while a K24 does it with drop in cams on 91oct while saving 140lbs and more reliability. |
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#19 |
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The transmission is, I think, going to be at a very different angle vs stock. The stock engine sits very high, and at a significant angle, sloping downward going aft. K24 sits a lot lower, presumably closer to parallel with the ground. That would mean the stock diff will be oriented at the wrong angle (more nose-up) relative to the trans in the K24 swap. Hopefully this has been addressed and the trans output and diff input are parallel or very close to it...
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In their pictures looks like they are using a one piece aluminum driveshaft and the diff is lower then the transmission.
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IMO, the real purpose of this swap is to run a mild K24 for a long time, rather than to get a short life high output K24. |
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I didn't forget anything. I felt it wasn't needed. There was nothing particularly crazy with the 300whp builds as they were done with off the shelf parts and aren't even revving super high. Anyone seriously attempting one will see the pro-cons in their research and trials. |
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Making the power is easy, but making big NA power is not sustainable, and does result in a not so street friendly powerband. On the other hand, for someone who is willing to rebuild annually (fairly inexpensive), a 40-50 hour K24 is friggin awesome. |
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I'll agree to that. Personally I plan to stop at a stock K24A2 longblock with DIC, 50* cam gear and maybe type S oil pump. If I get bored of it in a few years that's when I'll start dumping money into the head. |
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This is a stock TSX engine, right? How much HP will it yield with those mods? I believe this engine has true VTEC but I see people putting K20Z3 (8th gen si) heads on them. Why would they do that if the TSX engine already has true VTEC?
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Couldn't tell you, it was my understanding that those two in particular flow about same stock but the K20Z3 has more material available to open the ports up.
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The 140lbs difference may be a combination of things that go beyond just the motor. I think the motors are probably close to 75-90 pounds different.
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The OEM transmission is not the strongest, but it is good enough. Many people are running double the power and torque. I'm running a bar of boost on E85. I have some gear grind, but I think this was more from the previous owner maybe missing 5th often than the transmission being faulty. The S2000 transmission is slightly better. I don't know if the choice to use the factory transmission is because it fit better, or they will be able to sell more parts, or they found that it reduces the costs for consumers. I'm curious about their high horsepower transmission option. I don't know if they will use the CD009. If so then it will probably take some tunnel modifications if the engine sits against the firewall. The CD009 just barely fits with the FA20 with minor clearance issues.
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