BYP Racing K24 swapped S2000
11-11-2013, 12:35 AM
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Build Progress - Supercharge fitment issue, ITB's and Start-up
Given the nature of the fitment of the K24 engine in the S2000 engine bay, the K-series Rotrex supercharge brackets wont fit due to the lower cross-member. The cross-member will require some modification which we'll do in a month or two. With this slight problem, we decided to run the car naturally aspirated first and see how we go with it
With a set of 52mm Hayward ITB's lying around, we opted to fit the ITB's on even though the intake manifold plate arrived today. It's adds a nice addition to the engine bay and it will look and sound unreal.
After spending a few hours on the ITB installation, making new braided fuel lines, fitting top and bottom radiator hoses and wiring, we were ready to start the car. We plug in the Hondata Kpro to check for any engine codes before we fire it up. Everything checked out and the K24 started first go. The gears shifted perfectly and all system's were running perfectly.
We ran out of time today to get it on the dyno for a tune. We should have some results by tomorrow evening with comparative dyno comparison over the F20C
Given the nature of the fitment of the K24 engine in the S2000 engine bay, the K-series Rotrex supercharge brackets wont fit due to the lower cross-member. The cross-member will require some modification which we'll do in a month or two. With this slight problem, we decided to run the car naturally aspirated first and see how we go with it
With a set of 52mm Hayward ITB's lying around, we opted to fit the ITB's on even though the intake manifold plate arrived today. It's adds a nice addition to the engine bay and it will look and sound unreal.
After spending a few hours on the ITB installation, making new braided fuel lines, fitting top and bottom radiator hoses and wiring, we were ready to start the car. We plug in the Hondata Kpro to check for any engine codes before we fire it up. Everything checked out and the K24 started first go. The gears shifted perfectly and all system's were running perfectly.
We ran out of time today to get it on the dyno for a tune. We should have some results by tomorrow evening with comparative dyno comparison over the F20C
11-12-2013, 12:29 PM
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Build Progress - Dyno Tune
We had some time yesterday afternoon to get the car on the in-house dyno for a tune
As predicted the K24 makes alot more power in the mid range compared to the F20C. I-vtec and 2400cc capacity add's close to 40kw difference in the midrange over the F20C. In the top rpm, there is still about 10kw difference. I've capped the rev to 8500rpms on the K24
The dyno comparison isn't 100% fair since we are running 52mm ITB's on the K24. Having said that, we'll get the stock F20c manifold back on the car next week before it gets supercharged for another dyno comparison
Looks like we'll be taking the car out to the 1/4mile tonight to see how it runs. Took it for a quick spin around the block and im quite pleased with the K24 in the S2000. The only problem i need to get working is the water temp gauge. Shouldn't be too hard to work out a solution
We had some time yesterday afternoon to get the car on the in-house dyno for a tune
As predicted the K24 makes alot more power in the mid range compared to the F20C. I-vtec and 2400cc capacity add's close to 40kw difference in the midrange over the F20C. In the top rpm, there is still about 10kw difference. I've capped the rev to 8500rpms on the K24
The dyno comparison isn't 100% fair since we are running 52mm ITB's on the K24. Having said that, we'll get the stock F20c manifold back on the car next week before it gets supercharged for another dyno comparison
Looks like we'll be taking the car out to the 1/4mile tonight to see how it runs. Took it for a quick spin around the block and im quite pleased with the K24 in the S2000. The only problem i need to get working is the water temp gauge. Shouldn't be too hard to work out a solution
11-13-2013, 02:53 AM
#13
Looking good guys. You have been putting the hours in to put this build together quickly. With the off the shelf K24 kits you wouldn't even think about a F24 build ( with the 1.44 rod/stroke ratio).
11-15-2013, 12:18 PM
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The 1.44 rod/stroke ratio is what turned me off the F24 idea. Then again there is a few guys on here who have done it, but im not sure if it will last circuit conditions. I read somewhere i didn't work out for you?
Will K24 swap something you consider in PRB's clubmans?
11-15-2013, 01:12 PM
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Wednesday Night 1/4mile test - 13.9@102mph
With the good weather mid week, we decided to take out the K24 swapped S2000 to the local drag strip (only 10mins from the shop) to test out its performance down the drag strip. Last time we visited the drag strip was when it was with the F20c with bolt-ons and ran a best of 14.2@98mph before we cracked the axle tripod.
This time around, we are making more power overall with the K24 swapped, so i was expecting a increase in 1/4mile performance. The K24 swapped S2000 ran a best of 13.9@102mph. A result which we predicted from the K24 swapped. The car drove off the line with no launch and picked up nicely in 1st and 2nd gear. The extra torque really helps it accelerate through the gears. Up top, the car lacked alot of top end. Must be due to the positioning of the ITB's and the lack of cold air feed to it. Since we're not sticking with this set-up for long, i didn't feel the need to make the cold air feed for it
Around the circuit, i would expect a different result in performance. With the massive increase in midrange torque, the K24 swap performance increase should see an improvement of around 1-2 seconds around the race track.
Since the drag night, I've been cruising around the streets with it. Its now quite pleasant to drive with the K24. I can chuck it in 6th gear around 60kph and still accelerate uphill without the need to down gear. The K24 Stage 1 set-up has the edge over the F20C Rotrex supercharge set-up under 4000rpms. Once the K24 gets the Rotrex charger fitted, its going to be on another level of performance.
Before i see comments my S2000 did a high 13's with the F20C down the 1/4mile, i don't really care. I know there is quicker S2000 out there than our K24 swapped S2000 but with comparable 1/4mile test, its an improvement. The real result is on the street/circuit and that's where it matters for us
With the good weather mid week, we decided to take out the K24 swapped S2000 to the local drag strip (only 10mins from the shop) to test out its performance down the drag strip. Last time we visited the drag strip was when it was with the F20c with bolt-ons and ran a best of 14.2@98mph before we cracked the axle tripod.
This time around, we are making more power overall with the K24 swapped, so i was expecting a increase in 1/4mile performance. The K24 swapped S2000 ran a best of 13.9@102mph. A result which we predicted from the K24 swapped. The car drove off the line with no launch and picked up nicely in 1st and 2nd gear. The extra torque really helps it accelerate through the gears. Up top, the car lacked alot of top end. Must be due to the positioning of the ITB's and the lack of cold air feed to it. Since we're not sticking with this set-up for long, i didn't feel the need to make the cold air feed for it
Around the circuit, i would expect a different result in performance. With the massive increase in midrange torque, the K24 swap performance increase should see an improvement of around 1-2 seconds around the race track.
Since the drag night, I've been cruising around the streets with it. Its now quite pleasant to drive with the K24. I can chuck it in 6th gear around 60kph and still accelerate uphill without the need to down gear. The K24 Stage 1 set-up has the edge over the F20C Rotrex supercharge set-up under 4000rpms. Once the K24 gets the Rotrex charger fitted, its going to be on another level of performance.
Before i see comments my S2000 did a high 13's with the F20C down the 1/4mile, i don't really care. I know there is quicker S2000 out there than our K24 swapped S2000 but with comparable 1/4mile test, its an improvement. The real result is on the street/circuit and that's where it matters for us
11-21-2013, 09:40 PM
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Build Update - F20C intake manifold changeover and cam testing
The next phase in our K24 swapped S2000 adventure is to put on the stock F20C intake manifold onto the K20 head. We purchase the intake manifold plate from the US. I was quite disappointed in the adaptor plate as some of the holes hasn't been drill and no instruction sheet came with it. Nonetheless, we got the plate sorted and fitted. It took quite bit of time to get the F20C manifold to go on. Slight modification to the the intake manifold had to be done
Adapter Plate had to come off and test fitted against a spare K20 head. Few modification made to the plate
TPS plug needed to be changed since using the F20C throttle body. Simply followed the colored wiring. Gotta love Honda way of thinking! Everything else lined up perfectly
We made a quick intake for it with spare parts from the shop. Nothing too flash for now since its going to be supercharge in the next few weeks. We got the car back on the dyno to see the affect with the stock F20C
It seems that we have lost about 6kw over the 52mm ITb set-up. However, on part throttle, the single manifold is much more pleasant to drive. If it was an all out race car and if we were sticking with n/a, the ITB's would of stayed put
Since we had dual valve springs on this head, we decided to put in Prayoontoo Racing Stage 2 billet camshafts to get back to back results
Looks like we will be doing a track day or two with this set-up before the supercharger goes back in. I'm quite interested to see how the car stacks up with the old F20C n/a set-up.
Voltex overfenders also showed up the other day. Final piece for the exterior of the car. Trying to work out time to get it to the panel beaters to get it fitted with a car respray
The next phase in our K24 swapped S2000 adventure is to put on the stock F20C intake manifold onto the K20 head. We purchase the intake manifold plate from the US. I was quite disappointed in the adaptor plate as some of the holes hasn't been drill and no instruction sheet came with it. Nonetheless, we got the plate sorted and fitted. It took quite bit of time to get the F20C manifold to go on. Slight modification to the the intake manifold had to be done
Adapter Plate had to come off and test fitted against a spare K20 head. Few modification made to the plate
TPS plug needed to be changed since using the F20C throttle body. Simply followed the colored wiring. Gotta love Honda way of thinking! Everything else lined up perfectly
We made a quick intake for it with spare parts from the shop. Nothing too flash for now since its going to be supercharge in the next few weeks. We got the car back on the dyno to see the affect with the stock F20C
It seems that we have lost about 6kw over the 52mm ITb set-up. However, on part throttle, the single manifold is much more pleasant to drive. If it was an all out race car and if we were sticking with n/a, the ITB's would of stayed put
Since we had dual valve springs on this head, we decided to put in Prayoontoo Racing Stage 2 billet camshafts to get back to back results
Looks like we will be doing a track day or two with this set-up before the supercharger goes back in. I'm quite interested to see how the car stacks up with the old F20C n/a set-up.
Voltex overfenders also showed up the other day. Final piece for the exterior of the car. Trying to work out time to get it to the panel beaters to get it fitted with a car respray
12-08-2013, 12:27 AM
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Unfortunately, the car retired early with a clutch issue. Either the pressure plate or clutch release bearing has failed. Ill be having a chat with the distributor later this week after we pull out the clutch to further assess it
I'll update this thread once the clutch comes out