The block was sent to Benson's Machine in Santa Ana where it was prepped and re-sleeved to 0.020 over. Pauter rods were sourced for the project, as well as 11.5:1 CP pistons, the same compression ratio that a JDM Integra Type-R boasts. LaPier will use a TSX crankshaft and re-use other parts from the K24 (the engine was practically new when he tore it down). Once complete, the motor is headed for the engine bay of a 2002 Civic sedan. LaPier reinstalls the stock main bearings and douses them in Torco assembly lube. The K24 bottom was essentially new when it got to Autowave, so the bearings should be just as fresh. LaPier reinstalls the stock main bearings and douses them in Torco assembly lube. The K24 The rods and pistons are also Honda quality, beefy and running on bigger bearings. However, like we mentioned earlier, upgrades are coming.] The rods and pistons are also Honda quality, beefy and running on bigger bearings. However The stock crank is gently placed into the block and LaPier drops in the two thrust washers in between cylinders three and four. The stock crank is gently placed into the block and LaPier drops in the two thrust washers One last thing about putting together the bottom end: the K20A2 comes with an oil cooler while the K24 does not. There are three popular ways to remedy this. Some simply don't run the cooler, which seems foolish given that Honda thought it was a good idea for the K20A2. The next option is to plumb the oil to an outboard oil cooler, probably the easier of the two oil cooler methods. The last choice is to have the K24 block machined for the coolant return line, which is right above the oil filter boss on the K20A2. You will need to use the K20A2 water pump since it has the coolant supply fitting for the oil cooler. A bead of Hondabond is used to seal the block and girdle, and then LaPier drops the lower block onto the main block. A bead of Hondabond is used to seal the block and girdle, and then LaPier drops the lower Before final assembly, LaPier checks out main bearing clearances with plastigauge. The process requires removing the lower block and bearing halves, cleaning each journal and half, placing a strip of plastigauge across each main journal, and then reinstalling the bearings and girdle. After torquing, the lower block and bearings are pulled again and the plastigauge is measured. Variances outside the limits listed in the Helm's should be rechecked and, if they're still off, the bearings replaced with the next size up or down, depending on the variance. LaPier warns that the process of plastigauging the mains becomes tricky with a girdle because, unlike individual main caps, each journal has to be done at the same time, and since the assembly is large and cumbersome often times you'll find most of the plastigauge knocked off. For a final clearance check after the lower block has been installed, LaPier spins the crank. It shouldn't drag at any point in its rotation. Before final assembly, LaPier checks out main bearing clearances with plastigauge. The pro The CP pistons and Pauter rods are preassembled before placement in the motor. LaPier says to make sure the piston is installed correctly on the rod because removing wrist pin clips is exceedingly difficult once they're on. Just remember: on the piston crown, intake valve reliefs will generally always be bigger than exhaust valve reliefs. You can also look at bearing tangs, which are always oriented toward the exhaust side of the engine. The CP pistons and Pauter rods are preassembled before placement in the motor. LaPier says Next Time: The cylinder head gets fresh camshafts from IPS, a set of Eibach's new valve springs, and an ITR intake manifold. LaPier cobbles it together, then tunes and dynos the hybrid beast. The 10 centrally located bearing cap bolts are tightened initially, first to 22 ft-lb and then, with a torque angle gauge like the one pictured, to 60 degrees. The plethora of 8mm bolts along the edges of the girdle is tightened to 16 ft-lb. The 10 centrally located bearing cap bolts are tightened initially, first to 22 ft-lb and LaPier next moves to gapping the piston rings and offers this bit of advice: always try to remove material from only one end so you don't end up with two unmatched ring ends. LaPier likes to use the un-numbered end on the ring just for reference. LaPier next moves to gapping the piston rings and offers this bit of advice: always try to With the rings properly gapped and installed, LaPier uses a compressor and a non-impact mallet to slide each slug assembly into its new home. Again, he's looking to promote better flow of oil around the rod journals of the crank, so for bearings he uses the loosest ones Honda makes, pinks. With the rings properly gapped and installed, LaPier uses a compressor and a non-impact ma The 11.5:1 compression CP pistons (right) show a slight dome compared to the flat, nearly dished stock slugs. The 11.5:1 compression CP pistons (right) show a slight dome compared to the flat, nearly The Pauter connecting rod on the right is significantly burlier at the big end than the stock one next to it, a quality folks should be looking at when upgrading rods. Unfortunately when they're installed the wideness of the big end doesn't quite clear the area next to the bottom of each sleeve. For this we have to send the block back to Benson's so they can notch it to accommodate the Pauters. The Pauter connecting rod on the right is significantly burlier at the big end than the st Finally, a word about the oil pan. Either will work, but the RSX-S part is cast aluminum (good for cooling and stiffness) while the K24's are all stamped steel. Additionally the K20A2's pan bolts up to the transmission for an extra measure of rigidity. Guess which one LaPier chose. Finally, a word about the oil pan. Either will work, but the RSX-S part is cast aluminum ( Domed, the CP's sit proud of the bore just a hair. After putting in the rotating assembly everything else about the bottom end comes together very much like an S2000 F motor. Notably the taller K24 block requires the use of the K24 timing chain, tensioner, guide, chain cover and dipstick. We've already decided on the K20A2 oil pump, which will require a pump holder set and longer windage tray from the same motor before being secured to the K24 lower block. Both the crankshaft position sensor wheel, known in Honda-speak as the crank pulser plate, and the pump drive chain can come from either the two-liter or the 2.4. Domed, the CP's sit proud of the bore just a hair. After putting in the rotating assembly CONNECT Autowave 17122 Gothard St Huntington Beach CA 92647 714-841-2433 www.autowaveinc.com CP Pistons 1902 Mc Gaw Irvine CA 92614 949-567-9000 http://www.cppistons.com Pauter Machine 367 Zenith Street Chula Vista CA 91911 619-422-5384 www.pauter.com Benson Automotive Machine 2909 Kilson Dr Santa Ana CA 92707 714-241-1284 « | 1 | 2 | View Full Article By Bob Hernandez Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!