Thread: Thoughts on a full race motor setup

Coheed I have seen 500 WHP at 18 PSI on a stock K20 motor a few times.

Most of the guys that run turbo K20 motors at 15 PSI are around 450 WHP and thats on 93 octane stock bottom end.

Wow, that is nuts. We tried running 12psi on the EP3 we turbocharged and it wouldn't push any more boost than that. This was a k20A3, with lower compression than the A2. We swapped in a K24 and had that boosted and we still couldn't push more than 10psi without it knocking all over the place. But all we got up here is 91, but we got courtney green to tune everything so I expected to see some numbers out of these.

If you guys are getting that much power on that high of boost on a 11:1 motor on only 93 octane, that is incredible. What keeps these things from detonation?

I have nothing to do with these motors making that power. These are people and friends I know who are into Hondas doing this. Trust me this is nothing special for them

Shux. I have seen a few k20s around here making tons of power, but they are all on E85 or q16. It seems like the honda guys go really big on these motors. If the VE motor flows even within 30cfm of these motors then it should be able to make power in the same range. I love the k motors but they don't make the powerband I like in a daily driver. 300whp with only 185lb ft of torque is not my forte. I want to see 500whp with more than 400lb ft of torque.

You are doing something wrong.

Manny SR20VE-T @ 24 PSI made 524 WHP and 434 LB Ft Torque

My friend Nicks SR20VE-T @ 18 PSI made 460 WHP at 385 Lb Ft Torque

Greg's SR20VE-T made 515 WHP and 425 LB Ft Torque.

Glens's SR20VE-T @ 15 PSI made 390 WHP and 310 Lb Ft Torque


All of these cars were on individual runner exhaust manifolds.

I have said it many times.


As for the K20 motor I am also good friend with the people Andreas is talking about. Making 500+ whp on stock motors is nothing to them.

Here is one of their cars

http://www.sr20-forum.com/videos/12212-south-florida-turbo-k20-integra.html

This car does have pistons and rods in it as of recent. Other than that it is stock. This car ran for a very long time on a 100% stock motor and it was in the low 500's.

Thank you, thank you for taking the time to explain this.

You and I need to talk. Where are you located? I was raised on this. School us Ted.

ca18 bluebird, Is there a reason why you are running such short runners with that turbo manifold? You are loosing all the power gain from the resonance of the tuned runner length. You are letting the pressure wave from the intake valve closing leave the intake runner. this will cause a very poor cylinder fill when in the large cam lobe. A forced induction and N/A motor both use the same Tuned length resonance to help cylinder fill and take advantage of overlap scavenging. This does not change with boost. You may possibly gain overall flow by loosing the runner length because of the manifold design and thus will help cylinder fill, but you are actually loosing power and most likely spool in the midrange. I see a lot of Turbo people, Honda, Nissan, toyota do the cut-off, short runner intake manifolds because they think they are making a huge gain in power, but in reality they are only gaining top end power and actually loosing more everywhere else. I'm not sure how fast you are building boost but a GT30R .63 housing on a properly setup engine should make 1bar boost and 300lb ft TQ by 4000-4200rpm no problem. I have seen a lot of setups ( all makes here) with a .63 GT30R spool very late, closer to 5000rpm or later because of parts on their motor that they "think" is making more power but it is not. Many people just bolt parts onto their motor thinking its the best setup.

the 3 highest HP DET/VET setups I have seen all used factory Intake manifolds. Ported, reworked or indifferent, these motors all made 600+whp and 450+tq at "low" boost levels. 2 of these motors actually made more power than similar K/B series honda setups with similar parts, same turbo and displacement.

SERacer, are you asking about the ignition timing? or do you want more info in general on that subject? I can tell you that a few of the 2.0L motors with the correct cam timing and header design use about 24-25 deg advance at 8000rpm and these motors can generally be ran on 87 octane with no changes, except a loss in power, but no detonation. These make about 156-158tq at the wheels