I have hesitated to comment on the deterioration of this thread as it has turned into a bash Endyn/Larry Widmer session and if so, moderators, please lock the thread. However, I would like to point out a few things.

First, I have seen Endyn stuff. I've know Larry since 1985 when I was a mechanical engineer at General Dynamics (now Lockheed-Martin).

I was there when Bob Glidden called him over into his pits at the Chief Nationals in Ennis in circa 1991 to discuss ways to get him back into the chase after the rest of the field had caught up. At that meeting, he admitted he was running the same heads Larry had made for him in '85. 6 years and 1 engine combination. Do any of you realize how atypical that is in professional racing.

I was there when the Wayne County Speed Shop called up and asked him to help develop a Chrysler big block head for Pro Stock. I even got paid for helping out on that project.

I was there turning wrenches when one of the first Jackson Racing SC was being installed on his Civic. That was so early in the JRSC days that there were no real instructions and they were calling every couple of hours to find out how the installation was going. I have ridden in and driven that car in every phase of its existence. For those of you who think that car is vaporware, who among you think the editors of Hot Rod would send photographers out and print a story about a car that didn't exist? Who thinks Ro McGonagal (sp?) was so irresponsible of a editor that he didn't bother to confirm the existence and validity of his car?

Who among you think that all it takes is vaporware to get your name mentioned in HR, Super Stock, the National Dragster, Circle Track, and even by the ABC commentator crew during the running of the Daytona 500? BTW, vaporware didn't exist in 1984/5. So, if you continue to believe he is a fraud, he's been a very successful fraud. I would also like to point out that if all it took was a website and unsubstantiated boasting to get all of this national publicity, then half of the people on this board should be able to claim equal footnotes.

Adding to the vaporware, I personally flow tested the B18 cylinder head that is mentioned in the current article on his webpage. The intake I personally tested (I spun the knobs, I adjusted the pressures,...) flowed 341 cfm uncorrected at 28" H2O at 0.500" valve lift and manometers don't lie. That port SCREAMED.

I don't know if 341 cfm mean anything to you, but those are big numbers for a little engine. Air Flow Research has a set of SB Ford Race only head intended for 350+ cid stroker engines revving 8000 rpm. (For those of you who don't know, those stroker motors want large flow # and large port volumes.) They have 2.080" intakes, 1.600 exhaust and they flow 325 cfm @ 28" H2O with 0.600" valve lift. At 0.500, they drop to 285 or so. 341 cfm is a big number for that little engine. And yet, it idles at 900 rpm as smooth as a kitten but when the throttle is punched, it responds instantly. There is nothing like the sound of a high compression motor. For the record, I have not driven the ITR with the B20 motor. Yet.

I have spent the last 4 years in Ophthalmology residency in Portland, so I really don't have first hand knowledge of what all went on during that time and I really don't care.

My attitude is such that it won't upset me if know one other than Larry and myself see the dyno charts. I don't care about getting it in a car magazine. I'm not paying for it/building it for you. It's for me. It will be streetable or it doesn't do me any good since I'll just be driving it back and forth to my office. It won't have ITBs. It will rev higher than stock - against Larry's wishes. A bigger bore is a certainty and a change in stroke might also be in order.

Larry is doing it for me and on the cheap because I asked him to. So, it is low priority for him. I don't think a lot of S2Ki owners are going to be willing to pony up the dollars for this mod and I haven't seen anyone Paypal-ing me cash. I have my board exams to take which are my #1 priority. Keeping S2Ki up to date is very low on my list so I won't bother to respond to further inflammatory posts, updates, etc.

PS, At the very least, you have to admit that the quality of discussion and the technical details on TOO's BBS blows this one (as well as all other automotive enthusiast forums) away.

 

What is the K20A motor?

 

[QUOTE]Originally posted by jerrypeterson
[B]

Uh... no.

 

RWHP as opposed to crank HP. Most stock S2000s will put down in the 178-193 range on a Dynojet.
-BS2KT

 

k20a motor is the replacement for the b-series. It is found under the hood of the RSX, RSX-S, japanese market integra and integra type-r, the new CR-V, and I believe the new accord. I'm not sure if it is in the new civics or not, though it is in the Civic Si. Obviously it is tuned differently in each of these applications. The horsepower numbers from this motor range from 160 in the CR-V to 217 in the JDM Integra R. It revs to either 8500, or 8600 in the JDM ITR (I can't remember which)

 

[QUOTE]Originally posted by StudiousPete
[B]

 

That's fine and all but I would like Larry who whatever his real name is show us this 385 HP s2k. I mean before he starts to manufacture whatever special parts he thinks up for the s2k and starts selling them before he shows anyone the 385 HP s2k. So, Larry or fred... show us some proof of the 385 HP and please don't start inventing these all power adding parts before you do so. That's all I would like to see.

bryan

 

Must....not....touch....the tar baby.

Folks, I would advise that you simply wait and see. Its the best approach, really. If and when something appears, judge it accordingly. Until then, you're just grabbing the tar baby.

UL

p.s. - tar baby, n: A situation or problem from which it is virtually impossible to disentangle oneself.

 

[QUOTE]Originally posted by damcgee
[B]k20a motor is the replacement for the b-series. It is found