Recap

Many parts have been tested since our TSX was purchased 10 months ago, so it's time for a control test. With the current set of modifications we have, let's go back to a completely stock ECU and see how far we have come. This will show you the value (or not) of tuning: Runs were done 5 minutes apart.

Engine Spec:

• Injen Cold air intake
• Toda Header with test pipe
• 45 degree VTC
• 64mm throttle body

Only change - K-Pro to stock ECU

Conclusion:

The K24 engine has plenty of potential with the right combination of parts, but engine management is the key to extracting that power. We are working hard to develop products to help unleash that power.

Overall conclusions

This K24A2 needs first of all a race header (long tube preferred) for cams to work. Installing cams first will result in a loss of power. For the emissions minded, a high flow cat would be best mounted on the race header about 40cm behind its current position. Second, a VTC mechanism modified for 45 degrees advance is a must.

What did not work

On our TSX with intake and Comptech headers, we replaced the intake with an Integra Type R intake camshaft. We suspected we would lose a little low end because of the smaller primary lobes, but pick up on the high cam. The results were a big VTEC torque dip and a loss in power everywhere under 7000 RPM. About 4 HP was gained between 7000 RPM and redline. Why? We needed the race headers first. With them, the ITR cam may have worked.

An aside – Forced Induction

TSX engine swaps into Civics are becoming popular. The engine swaps typically use an RSX-S throttle body and a K-Pro. This has given us the ability to do examine the potential of forced induction for the TSX. So, lets see what life this heart transplant brings to lesser Hondas.

Supercharging

Earlier this year we swapped a TSX engine into an EP3 Civic, installed an Integra Type R intake cam, an RSX exhaust cam and a Jackson Racing supercharger. In essence, we went bigger on the intake cam and smaller on the exhaust cam. The reason for the bigger intake cam was to allow more compressed air into the cylinder. The smaller exhaust cam was to prevent blow through. Supercharged engines with too much exhaust cam can allow the intake charge to blow right out the exhaust during valve overlap.

Boost level was around 10 PSI at 7000 RPM, and as you can see from the dyno chart there is no power drop off at redline and very little torque drop as the revs climb.

A great car to drive and very smooth. Once on the move, you scarcely need to change gears.

Pictures and more info at http://www.mrrocket.com/ep3.htm

Turbocharging

To date, there are few people who have turboed a TSX engine. We were able to find one: Hasport, masters of shoehorning big motors into small Hondas. Just recently we caught up with one of their '01 Civics fitted a turbo TSX engine. The tuning was not complete, but we did glean the following specifications.

• Full Race manifold
• T3/04e with 51 trim turbo
• 3" exhaust
• RSX-S exhaust cam

Tim Kelly from Xact Dyno conducted the tuning and provided us with the following data:

Do not try this on your engine. This is far too much torque for the stock engine components to take. At this boost and power level, stronger pistons and rods are an absolute necessity. We thought we'd post it anyway, as the power figures are pretty impressive.

So there you have it. More dyno tuning of the K24A2 than anyone outside of Honda, and the most comprehensive guide to TSX performance parts so far.

Copyright 2005, Temple of VTEC & Hondata