It's possible that many HT readers aren't familiar with HyTech. It's not a huge company. It's not out there sponsoring any racers or placing flashy ads in the magazines. It's a low-profile company that operates big on reputation, a reputation that can extract 20 hp from an ITR header and also brought the first side exhaust race header to the Honda scene.
HyTech owner John Grudynski is also one of the most knowledgeable guys out there when it comes to the K-series motors. More than a year ago in our November 2003 issue we profiled HyTech's all-motor RSX-S, which put down 263-wheel hp on a Dynapack. In photos, Grudynski and his walrus moustache remind us of old-school F1 driver Nigel Mansell. But in person, Grudynski is easy going and relaxed, not the prickly sort of character by which Mansell, 'il leone' ("the lion"), was known to the Ferrari faithful.
Grudynski has been twisting tubes since he was 24, when he first did it for his own Formula Ford racer. Before that he worked as a prototype machinist for legendary V8 engine builder Keith Black. After some racing success, Grudynski quit to focus on building headers that seemed to bring faster lap times no matter what car they were bolted to.
When we profiled HyTech's RSX back in November '03, Grudynski said for his next trick he hoped to pull 300 hp from the all-motor K. Now seemed as good a time as any for a trip to his headquarters and fabrication center in Irvine, Calif. for a sitdown.
Honda Tuning:Last time we saw you John, you were telling us about making 300hp from the Type S's engine. Where's the engine?!
John Grudynski: It's in the back. I'll show it to you later.
HT: Cool. Does it make 300 hp as hoped?
JG: Oh yeah, it'll make 300! The question is how much more than 300 will it make. I have a steak dinner riding on the results with Shawn Church. We've had it built for about six months now and we're waiting to finish the ITBs. It'll be a casting with Jenvey throttle bodies and they'll fit under the hood with power steering.
HT: Is it a reworked K20 like the last one?
JG: No, this one has a K24 block and that's about it. I call it a K23 because I use an H22 crank and with a bore of 89mm. It's 2.3 liters, but should still rev to 9500. And remember, these are still what I call street engines that run on pump gas.
HT: Wow, didn't know you could put that crank in there. What else has it got?
JG: The crank fits, but you have to make some modifications to fit the gear drive of the K to the H crank keyway and change the back to mate it with the input shaft from the K trans. That's not easy. But it has Carillo rods, 12.3:1 pistons, my next generation of cams and ported head, lots of oil management to reduce pumping losses and ITBs--oh, and a very special header that we've been working on. It incorporates some advanced ideas that we've been testing with some NASCAR engine builders.
HT: Advancements in NASCAR? Do tell!
JG: Sorry, not telling. Just wait!
HT: You'll let us know when you get it on the dyno?
JG: Sure, you can come down and see it for yourselves.