Civic-EG.com Forum 3.3.1

- Tue May 26, 2009 2:16 am #118731 im think of swapping a k series from the base canadian model of an 03 rsx not type s

its pushing
] K20A3

* Found In
o 2002-2005 Honda Civic Si (EP3)
o 2002-2005 Honda Civic Sir (EP3)(Canadian version of US Civic Si)
o 2002-2004 Acura RSX
+ Displacement: 1,998 cc (121.9 cu in)
+ Compression: 9.8:1
+ Power: 160(120 kW) @ 6500 rpm(SAE net J1349 Rev 8/04)
+ Torque: 142 lb·ft (193 N·m)* (191 N·m) @ 4000 rpm(SAE net J1349 Rev 8/04)
+ Redline: 6800 rpm
*wikipedia

people are saying i can raise the compression and to the type s compression rate? is this possible?

the engine has 181xxx on it and is currently in my buddys car, should i buy it for 700?

it comes with tranny engine and ecu :S

- Tue Aug 18, 2009 3:52 am #138430 I know this was back in May, but that is a HELL OF A DEAL for a K20. Even for an A3. Especially for the engine/tranny/computer.

You'd still need axles, harness, mounts, shifter box and cables, and the manifolds if they don't come with the engine.

Hi, I'm John. I'm a hacky sackin', rock climbin', scuba divin', aircraft mechanic.

- Thu Oct 01, 2009 4:41 am #148402 I'm thinking of doing engine swap. What the advantage and disadvantage of K20 vs B20 (vtec head)? thanks

- Thu Oct 01, 2009 6:11 pm #148496 K20:
86mm Bore.
86mm Stroke.
Cylinder walls are much thicker than the B20.
Higher compression ratio.
Easier to get power through NA and FI.

All K-series engines have i-VTEC. There are two or three different variations on i-VTEC though. The K20A3 from the EP3 Si has the economy version with two lobes on each cam and the computer ramps up the timing for a slight boost in power in the higher rpms or when you floor it. I think the K24A4 or A8 has the same i-VTEC system, but I'm not sure exactly. The K20A2 and Z1 from the RSX-S have the performance version that ramps up timing, and has a slight variant to the standard VTEC system of the B-series, H-series, F20B, F22C, and F20C. I'm reasonably certain that he K24A1 from the TSX has the same system, but again someone else will have to confirm that. The third (this one I'm not totally sure about) ramps up the timing and has three lobes on the intake cam but only two on the exhaust cam similar to the VTEC systems of the D-series, and USDM Accord F-series.

K20.org is a great website for info on the K-series engines.

B20B:
84mm Bore.
89mm Stroke.
Cylinder walls are thin, so any big power goals MUST be prefaced by sleeving.
More piston choices.
Longer stroke and room to stroke out to 92mm with a kit.

With a VTEC head thrown on the B20, there are several reliability issues that will arrise if it's not done right. Reference the LS/VTEC sticky in the B-series section. The VTEC system on the B-series is straight foreward. As straight foreward as it comes.

Hi, I'm John. I'm a hacky sackin', rock climbin', scuba divin', aircraft mechanic.

- Mon Nov 16, 2009 5:30 pm #156817 The A3 is really weak for the K class, and with all the other stuff you need for the swap (mounts, kpro, harness, shift linkage, axles, exhaust manifold, etc)

its going to end up being still expensive, For the trouble i would just put you're money towards a B16/18 cause you'll be making the same power for cheaper

But $700 isn't a bad price.

- Tue Nov 17, 2009 3:55 am #156893 lmao, i cant believe this post is still alive
my EG is gone and now i own a EK
and the A3 is still avalible to me, but i found a b18b full swap instead