Building the Naturally Aspirated Honda K Engine! Part 4- Burns Header and Tuning

By Mike Kojima


If you have been following our previous articles of our build of the naturally aspirated K24, we built the engine with the objectives being to build an engine that could run reliably in a high downforce, high grip chassis, have a wide powerband and run on California 91 octane pee water gas.  

We had completed our assembly of the engine using parts from JE Pistons, Drag Cartel, Supertech, King Racing Bearings, K1 Technologies, Daily Engineering, ATI Dampers and ACT Clutches. With the basics of the engine all done, it was time to fit the K24 into the Atom Chassis and get her running.

Read Part One Here!

Read Part Two Here!

Read Part Three Here!


To do the chassis fitting, we took the car to Chris Eimer of Eimer Engineering.  We know Chris through our involvement with Dai Yoshihara's drift team where Chris is Dai's crew chief and fabricator. Chris does great work, so we were confident that he could get the Atom done in a timely manner.

 The first issue was that the bigger plenum RBC intake manifold was running into one of the Atom's chassis cross members. Chris cut the tube for clearance then reinforced the cut away section and added a plate gusset to close the tube off. 


Chris also had to cut one tube from the chassis and add this curved tube to the right here to clear the Daily Engineering dry sump pump. He also added some gussets to strengthen this area. 

We opted to use a Peterson dry sump tank.  We like Peterson tanks because they can be taken apart to be cleaned.  This makes a thorough cleanup when rebuilding the engine or if there is an engine failure a lot easier. 

Chris plumbed everything with dash 12 line and fittings from Earls Performance plumbing using teflon lined hose. 

Read Part One Here!

Read Part Two Here!

Read Part 3 Here!

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Monday, March 06, 2017 1:14 PM
any vids? I wanna hear how this engine sounds
Monday, March 06, 2017 7:44 PM
+1 would love to hear it!
Tuesday, March 07, 2017 8:33 AM
That torque curve is damn impressive. Basically within a 15% range from 3000 to 8500rpm. And peak torque at ~7000-7500rpm! How about that... I'd guess the optimum tuned range for the intake manifold.
Mike Kojima
Mike Kojimalink
Tuesday, March 07, 2017 11:25 AM
Variable cam timing helps
Wednesday, March 08, 2017 3:18 AM
Is it safe to raise the limiter to 9000? It looks like there could be more power available up there.
Mike Kojima
Mike Kojimalink
Wednesday, March 08, 2017 3:21 AM
Yes but the engine wear increases a lot.
Wednesday, March 08, 2017 12:06 PM
so no vid?
Mike Kojima
Mike Kojimalink
Wednesday, March 08, 2017 2:40 PM
So what do you expect, retroactive custom content? Maybe I was busy at the time?
Wednesday, March 08, 2017 8:25 PM
haha, yes exactly Mike, come on...

but on a serious note I was thinking like a track vid from the owner or something?
Thursday, March 09, 2017 11:07 AM
Nice stuff!

Can't wait to get a K24 in my AE86!
Friday, March 10, 2017 8:04 AM
My Miata needs this...
Richard 01
Richard 01link
Wednesday, March 15, 2017 11:19 AM
hi guys, owner here. I only have one video since the rebuild on youtube, it's from Chuckwalla here: https://youtu.be/gxZpncKtaaw sound is from internal mic on GoPro so not great quality but in person I'm told it does sound great. I do actually have some iphone vids from the dyno session I should put one up too I guess.

RPM limit absolutely could be raised, probable well above 9K but for reliability Shawn Church recommended to stay below 8500, given the dyno results I'm so happy with the power outcome there's no need to push it even more and I'll trade reliability for a few tenths for now.
Friday, March 17, 2017 8:52 AM
Yeah, with the stroke length of the K24, the piston speeds would be WAY up there at 9k rpms. The F22 in my AP2 S2000 has a stroke of 90.7mm (I'm limiting to 8500rpm but typically shift at 8-8.2krpm) and the K24 is 99mm. Piston ring wear goes up exponentially with piston speed.
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