We think this swap is a huge game-changer for the Miata world. Our current KMiata swap relies on the popular older K series engines. These 2. No four cylinder engine had ever done what the K series could do, which is why it still stands head and shoulders above all other four cylinder engine options on the market.

Instead of individual exhaust ports, Honda cut costs and met emissions regulations by designing the R40 cylinder head with an integrated exhaust manifold and a single exit exhaust port.

The aftermarket community saw this limitation to exhaust flow and lost interest. Additionally, these new engines used completely different wiring harnesses, ECUs, and an incompatible crank sensor, which made them nearly impossible to use for engine swaps.

While our current K24A2 swap is a fantastic option, we were hearing the same consistent feedback from a portion of our customer base:. This feedback caused us to give a second look at the K24Z3 engine about 18 months ago. Additionally, the main reason our original K24A2 swap uses an aftermarket subframe is to clear a race header.

The K24Z3 single exhaust port could give us the tighter exhaust packaging needed to run a stock, unmodified subframe. In order for a K24Z3 swap to be done, our entire swap kit would need to be reworked from the ground up. They are cheap and plentiful. The K24Z3 found in the Honda Accord can also be used, but does have a slightly lower compression ratio Because of this, we opted to stick with the TSX variant.

The other compatible option is the K24Z7 engine from the Civic Si. As stated above, the K24Z3 features a higher compression ratio than the K24A2 The intake ports are a bit larger, the valves are larger, and the cam lobes are larger.

The connecting rods are also visibly thicker and stronger than all older K24 engines. A key benefit of the K24Z3 swap is that the stock Miata subframe can be retained. Since we now have CNC machining capabilities in our shop, we decided to design billet aluminum mounts instead of welded steel mounts.

Additionally, we incorporated mount pads from the GM LS engines to accommodate customers looking to build full street cars with an OEM level of vibration damping. We used Energy poly mount pads in our test vehicle designed for track use, but an OEM style rubber mount also fits. The lower mount point bolts to the subframe in the factory mount location for a clean, easy install that requires no subframe modification.

Our proven K series to Miata transmission adapter plate and flywheel are re-used for the K24Z3 swap, which pairs with any 1.

One part of the existing clutch setup proved to be a hurdle for our exhaust routing: the factory Miata slave cylinder. Since the K series exhaust port is on the passenger side of the vehicle, the slave cylinder occupies most of the space needed for exhaust routing. Our solution to this problem was to eliminate the slave cylinder completely and design our own hydraulic release bearing from scratch.

The end result replaces the factory release bearing, guide tube, clutch fork, and slave cylinder for a clean, reliable solution that frees up space in the transmission tunnel and also gives an exceptional clutch pedal feel.

Left side is the 5-speed piece, and the 6-speed piece is on the right:. The K24Z3 exhaust system includes a 3 inch downpipe attached to the head, with an oval section under the transmission so the exhaust can be routed in the factory Miata location on the driver side of the tunnel and PPF.

A complete stainless exhaust system with resonator and muffler is also available. Our prototype is pictured here, and production pieces will have a few less welds:.

And with the slave cylinder deleted our 3 inch downpipe fits with no issue at all. Unlike all other manifolds used for RWD swaps, this manifold clears the stock idler pulley and factory belt routing.Notably, the final generation of the TSX would introduce a V6 option forand a wagon for It was sold in North America under the Acura luxury marque, where it filled the gap as Acura's 4-door, entry-level sedan when the Integra sedan was discontinued in in Canada since the EL was the Integra sedan's replacement there and would become Acura's entry-level vehicle when the Acura RSX was discontinued in The model year TSX's powertrain consisted of a 2.

InTire Pressure Monitoring System and an improved electronic rear view mirror were added, and the model year brought a new color option. Six different phones can be paired up to the HandsFreeLink system. The diameter of the throttle body and intake valves were slightly increased, along with the cam duration and valve lift. Making its debut on the new TSX is Honda's Advanced Compatibility Engineering body structure, which is designed to reduce accident impact on occupants.

In the United States, the TSX comes standard with luxury features like leather seat upholstery, dual-zone climate control, power driver's seat with memory, sunroof, Xenon headlights, and adds a USB port music interface; [17] in Canada this configuration is known as the "Premium Package" as there is a base trim available with the four-cylinder TSX that has cloth seats and halogen headlights, and without the USB connector, memory seat function, and fog lamps.

The TSX has an optional technology package, which includes a navigation system real-time traffic and weather, and a speaker premium sound system with DVD-audio capabilities. The model year TSX added an optional 3. For the model year, Acura introduced an all new Special Edition model. The exterior features a more aggressive front spoiler giving it a sporty look, reminiscent of their old sports coupe, the RSX.

Other cosmetic upgrades include a rear bumper fascia, side sills, and a "Special Edition" badge on the trunklid. In the cabin, Acura made sport-minded appointments including suede seat inserts with red backing. There is red stitching on the shift knob, seats, and steering wheel, along with red ambient lighting featured on the gauge cluster, overhead lighting, and footwell lighting.

The pedals have also been upgraded to aluminum. The engine is a 2. The transmission choices remain 5-speed automatic and 6-speed manual, though the automatic version now comes with steering-wheel paddle shifters for optional manual shifting.

The TSX was slated to receive a high-performance 2. Acura Canada said that they would sell the TSX Sport Wagon, citing market conditions as the reason for the delay, but ultimately never marketed it.

Changes to TSX Sport Wagon include a compact tire repair kit that allows for a significantly larger underfloor storage area. The TSX Special Edition is a version of the TSX commemorating the 25th anniversary of Acura, with a 6-speed manual or Sequential SportShift 5-speed automatic transmission, a more aggressive front spoiler, rear bumper fascia and side sills, 17x7.

The Insurance Institute for Highway Safety IIHS found the TSX to have an overall driver death of 7 deaths per million registered years, the 2nd lowest of midsize four-door cars, and both single-vehicle crash death rate and rollover death rate of 0.

The factory TSX is refashioned to be stiffer and lighter, and includes motor work with raised compression, and a custom built sequential transmission. TSX drivers finished in 3rd and 4th in the Drivers' Championship. From Wikipedia, the free encyclopedia. This article is about the North American model.The K-Series Race Kit produces impressive results throughout the entire power band due to its patented traction drive technology.

Honda K engine

And, unlike any other forced induction system, this kit provides a linear power curve, torque on demand, cooler operating temperatures. This unique, more useable power curve results in reduced cylinder pressures, less strain on engine components, and increased reliability. Rotrex superchargers are renowned for their compact size, high adiabatic efficiency, low vibration, and quiet operation. Their unique traction drive technology is what makes all of this possible, which, unlike other superchargers, transmits power through frictional forces between its rolling elements.

Each Rotrex unit features its own self-contained oiling system that remains independent of the engine. Its dual-action oil pump supplies traction fluid to the supercharger while the supplied cooler ensures proper fluid temperatures at all times. The Race kit includes 3 supercharger brackets and a Rotrex supercharger. This kit does NOT include any type of piping or fuel management. The K-Series Race Kit can be sized for your particular application.

k24z3 reliability

Your build specifications and crank pulley size are required for proper supercharger unit sizing. Images May Not be Vehicle Specific. For Display Purposes Only. Product Reviews Be the first to review this item. Rating Title Review. Be the first to review this item.Rotrex offer a standard program of superior centrifugal superchargers as a bolt-on addition to improve performance of your car or motorcycle.

Unmatched combination of power, reliability, low noise and compactness is what Rotrex superchargers is all about. How to purchase a Rotrex centrifugal supercharger? All sale of Rotrex centrifugal superchargers for the aftermarket is handled through a network of authorized distributors who are displayed at the bottom of this page. These distributors have developed tuning kits for Rotrex Superchargers. Here you can find more information about the available supercharger kits.

Acceleration and power delivery Compared to traditional centrifugal superchargers, the Rotrex unit offers the highest boost at low and mid-range engine speeds. Compressor speeds as high asrpm results in superior acceleration and power delivery.

Compactness The compactness and shape of the small Rotrex superchargers offers unique packaging advantages and installation flexibility, an important characteristic in the small modern engine room.

k24z3 reliability

C15 — Max air flow 0. C30 — Max air flow 0. C38 — Max air flow 0. Rotrex superchargers are based on a patented high-speed planetary traction drive. Through innovative technology, advanced materials and quality control we strive to make this product the best in the market. To get the most out of your Rotrex supercharger and to avoid problems carefully follow the instructions in your supercharger kit documentation and this leaflet.

The guidelines in this leaflet are only for general issues, please contact your Rotrex dealer for all specifications and requirements of the Rotrex supercharger system. Key to Rotrex centrifugal superchargers superior combination of power delivery, compactness, low noise and reliability is its patented state of the art traction drive technology. Great speeds and low noise are just some of the advantages of traction drives over traditional gear transmissions.

Traction drives transmit power through friction forces between its rolling elements. This traction drive combined with the latest technology in centrifugal compression, characterized by high adiabatic efficiency and low noise, gives Rotrex centrifugal superchargers an exceptional competitive edge over any other forced induction solution. You can read more about which cookies we are using or disable them off in settings.

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More information about our Cookie Policy. Centrifugal Superchargers Rotrex offer a standard program of superior centrifugal superchargers as a bolt-on addition to improve performance of your car or motorcycle.It's been more than a decade since Honda introduced its K-series engine family and a lot's changed since then. What was first met with resentment from Honda fans all-too complacent with B18Cs and LS-VTECs has developed into it becoming the engine of choice, especially for naturally aspirated hard-liners who pine for cubic inches and a modernized valvetrain.

Thirteen years later, though, and there's a whole lot of K-series engines to sort through, which can make choosing the right one downright baffling. You don't need to be told that not all K-series engines are the same.

k24z3 reliability

Pick the wrong one and you might have been better off putting up with whatever B-series you've shunned as its predecessor.

And none of this has ever been more true than now, especially when considering Honda's new fleet of K-series engines that care more about reduced emissions and fuel consumption than they do horsepower and upgradability. Follow along as we break down Honda's most popular K-series powerplants, from past to present. But first, a little history.

How Are Honda Vehicles for Reliability?

Following a year reign, the B-series was finally nixed and, in late, replaced with the then-unfamiliar K20A2, K20A3, and K24A1. The new platform's most notable differences when compared to previous four-cylinder Honda mills is its direct-fire ignition system, reverse layout, and clockwise rotation. To improve catalytic converter light-off by positioning the engine's exhaust side toward the rear of the vehicle, Honda developed a clockwise-rotating architecture, which is a whole lot different than the decades worth of counter-clockwise-rotating engines the company's become famous for.

The number of K-series engine designations aren't few, but fortunately almost all of them can be traced back to Honda's initial K20A2 and K20A3. Unofficially known as performance i-VTEC, such engines feature Honda's most impressive valvetrain to date.

At the heart is something you've heard of: VTEC. Like its predecessors, inside the cylinder head lies Honda's hydraulically operated variable valve timing system. Simple and elegant, VTEC allows the engine to alternate between two different camshaft profiles depending on various conditions. Here, a specialized camshaft gear allows for continuously variable intake camshaft phasing throughout the RPM range. Based upon all sorts of things that the driver needn't worry about, like camshaft position, ignition timing, exhaust oxygen content, and throttle position, a degree range of camshaft phasing can occur degree range on K24A2.

Honda K20 and K24 Engine Specs

Much like VTEC, the camshaft gear is electronically controlled and hydraulically driven, resulting in reduced timing at idle and advanced timing at higher engine speeds, which increases valve overlap and power. The advantages up top span beyond the valvetrain. Performance i-VTEC engines also feature more optimally shaped intake and exhaust ports when compared to the B-series and larger ports when compared to other K-series engines.

On the intake side, they form a nearly straight path. On the exhaust side, they're free of the humps typically found within B-series ports. K-series engines also benefit from sophisticated roller rocker arms, which reduce valvetrain friction and allow for all manner of billet camshafts. This is in stark contrast to older Honda engines that feature standard, pad-style rocker arms. Down below, every 2. Also known as a square design, such engine architectures are a good compromise between decent low-end torque and adequate top end power.

The 2. In terms of crankshafts, each is forged from high-quality steel, but only performance i-VTEC versions feature a fully counter-weighted design. Performance i-VTEC engines also feature under-piston oil squirters for increased cooling, stronger connecting rods and, generally, higher-compression pistons.

Although engine geometry and ancillaries such as intake manifolds, throttle bodies, and exhaust manifolds may differ between them, they all share more in common than not and make up some of the most desirable K-series engines. Compared to economy-minded K-series engines, the K20A2 features larger intake and exhaust ports, a higher, As is the case with all performance i-VTEC engines, a stiffer, cast-aluminum oil pan is also incorporated that increases overall rigidity.

As Acura performed its mid-model refresh on its RSX, a revised K20Z1 was placed underneath its hood for the model's final two years of production. Generally speaking, there isn't much difference between the K20A2 and the K20Z1 other than slightly more aggressive camshafts, a higher-flowing catalytic converter, as well as a larger intake duct and exhaust, which altogether net another 10 horsepower. The Si's powertrain is unsurprisingly similar to the K20A2 with the exception of its electronics and ancillaries, the most notable of which are its free-flowing intake manifold and drive-by-wire throttle body.

The K20Z3's intake manifold, also known as the RBC manifold, which is indicative of Honda's parts naming system, has gone on to serve as one of the most popular bolt-ons for non-Z3 K-series engines because of its exceptionally short runners, straight-through design, and high-flowing capabilities. K20Z3 engines also feature revised camshaft profiles when compared to older engines as well as internal balance shafts, which, in an effort to minimize engine vibrations, sacrifice a bit of power.

The K20Z3 also features a deeper, larger-sumped aluminum oil pan when compared to other K-series engines.The K24 is another member of the Honda K engines family. This 2. K24 engine design is similar to the 2. Honda used the K24 as a fresh alternative for the old F23A engine. Like the K20, the K24A has an aluminum cylinder block with cast iron. The engine got the new crankshaft with increased by 13 mm stroke, and cylinders were bored out by 1 mm. That gave a cc gain in displacement. K24A block has a deck height of Of course, the K24 has different pistons the height has remained and connecting roads.

The cylinder head design stayed untouched: it's made from aluminum, 16 valves four valves per cylinderdual overhead camshaft, central-located spark plugs with individual coils coil-on-plugsand i-VTEC system. The chain-driven intake and exhaust camshafts open and close valves via roller rocker arms without hydraulic tappets.

The periodic valve clearances adjustment is needed. The base K24A1 version was produced from to It was a start line for the all K24 engine series. This power unite had the i-VTEC on the intake camshaft only.

The intake valve diameter is 35 mm, exhaust valve - 30 mm; valve stem diameter is 5. It was equipped with a variable geometry intake manifold Honda's 2-stage PPA intake manifold made from aluminum and composite material and a 60 mm throttle body. The engine uses an electronic multi-port fuel injection system with cc fuel injectors. The K24A1 had the lowest compression ratio between others in the series - 9.

There was one more mass-market modification in the engine range - the K24A4. This engine has its own pistons and increased compression ratio up to 9. The K24A4 was slightly upgraded in and got a new index - K24A8.

The new engine was equipped with am electronic throttle body and an RTB intake manifold. With the following changes, the engine was able to fit in the more stringent environmental standard. Besides those regular engines, the K24A series also includes the true Honda's performance unit for their sporty models.

First of all, the K24A2 has a deeply revised bottom end. The engine block came with dual balance shafts, a forged crankshaft, reinforced connecting rods, and lightweight pistons. The compression ratio rose to The full performance i-VTEC system is applied for both intake and exhaust camshaft. Cam specs by itself are more aggressive. The engine breathes a lot better thanks to a high-flow exhaust header and a 1-stage RBB intake manifold with the enlarged throttle valve 60 mm.

It also uses a drive-by-wire throttle and has EGR castings on the manifold. It has an 80 mm air intake duct, new intake camshaft specifications, 36 mm intake valves, and 64 mm throttle body. The 2. Those engines produced hp and lb-ft Nm of torque. The new 2.September 06, 8 min read Tech Articles 2 Comments. This engine buildup consists of a 2.

There are 4 different chassis from which you can locate a bottom end as Honda releases more K24 engines this list may be updated. Honda CRV comes in with 9. The motor is rated at hp at rpm and lbs-ft at rpm. Instead it only has 2 cam lobes on the intake side and 1 on the exhaust lobe.

This motor has no VTEC mechanism on the exhaust cam and runs on 12 valves before rpm with the other 4 slightly opening. It also has smaller ports than the Type S and Type R.

The Game-Changing K24Z3 Swap Is Here

The motor also comes with a 5 speed transmission instead of the 6 speed and has no LSD. The Acura TSX comes in with This motor uses a drive by wire throttle and has EGR castings on the manifold. This motor comes with a 6 speed transmission and no LSD. The Honda Element and Accord come in with 9. If using a K24a4 block the pistons will need to be swapped with aftermarket or a1, a2 pistons to avoid valve to piston contact.

This engine is found in the Honda Accord and Honda Element. Is has the same 9. It only has 2 cam lobes on the intake side and 1 on the exhaust lobe. This motor also comes with an available 5 speed transmission and 5 speed auto. This engine shares the same downfalls with the K24A4 engines as the pistons will contact the K20 cylinder head. This engine is found in the Honda CR-V. It has the common 9. This will interfere with a manual transmission using a traditional intermediate shaft.

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You must use a block off plate, an oil filter relocation kit use all parts from the K24A series engine to place the oil filter to the upper position you will also need to plug an oil port on the girdle as well as change to a K20A2 oil pump.

This is a picture of the oil port that must be capped off. It should be threaded, however, some reports say it is not. I cannot confirm. First, make sure you have all the necessary parts to perform this engine build. There are many parts that are interchangeable from the K20 motor to the K24A series engine, however, there are differences.

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