K24 oil pump timing

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K24 oil pump timing

It's been a few months since I last updated this build series and, in all honesty, the work you see below was done well over a month ago. Having dedicated some time to starting on a Civic Si build while also mapping out a plan of attack to revamp Super Street's Week to Wicked S, spending considerable time planning out the Eibach Meet's 15th Anniversary event and my normal day-to-day duties here in the office, well, I had to dig my way out of this hole and haven't had enough hours in the day to write this up.

As it stands right now, I've been waiting for a few months to find a paint shop to do a complete color change and make a few minor additions after the original painter decided he didn't want to take on the job.

In the meantime, the block, head and everything in between were more than ready to join forces, so I headed to San Diego to get things moving again, and here's how it went AFHK Parts - afhkparts. That 9-to-5 parts department worker that you occasionally encounter when you head to your local dealership for some OEM parts might be pretty good at hunting down inventory and locating what it is you're in search of but there's a pretty good chance they have nowhere near the dedication that the AFH parts staff does.

A group that not only knows everything there is to know about OEM Honda parts but are also well versed in the aftermarket to boot. Since that time, there's been a few changes at AFH, most notably the addition of enthusiast Dan Saldivar to the 7-staff crew.

One thing that hasn't changed, however, is the group's incredible pace and continued growth. Ryan adds, "Currently we don't have enough people - we're searching for more staff and have to bring someone else in. We just had our busiest month ever online back in March and we're still growing—shipping over 30 orders per day, 5 days a week.

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Oh, and as kicker, all of those enthusiast parts being ordered and the required shipping duties take place on top of a fully functioning Honda parts department. The main focus remains on OEM engine swap components and offering as many parts as possible for popular models like the '92 to '00 and 8th gen. Civic, 3rd gen. When I mentioned this project to Ryan during his visit to Eibach Meet SoCal inan event series that AFH sponsors, by the way, he already knew exactly what parts I needed and assured me they were all in stock and ready to go.

No guess work, no last-minute searches for something I might have forgot to order the first time—AFH has already done the leg work and, of course, it's all original Honda OEM goodness. If you're like me and enjoy killing yourself over multiple projects at the same time and particularly if your project of choice is a little bit older, you'd be wise to follow afhkparts on Instagram to get a glimpse at what they're shipping, what's available, and they even give a heads up on what popular parts are soon being discontinued by Honda as fair warning.

Sportcar Motion - sportcarmotion. After having the K24 block sleeved by the folks at L. Sleeve and the head thoroughly reworked by 4Piston RacingI brought both halves to Sportcar Motion so we could get started on assembling the Frank setup. Sportcar Motion has built, swapped, and tested more K-series engines than you can possibly imagine, and they've got a stable of track cars along with a huge clientele that rely on their knowledge and experience on the regular.

Every engine builder has their own thoughts and theory on what tolerances should be adhered to for various engine build types and intended purposes. For the crew at Sportcar Motion, engine builds that will be getting a taste of boost typically fall under a tried and true set of clearances that they highly recommended be used for my build.

Pistons - compression rings. Prior to assembly, Sportcar Motion checks and double checks everything to insure there won't be any problems during assembly and once the engine is up and running.

The K1 Technologies rods rely on high-quality ARP hardware for longevity and torque specs are included and dependent upon your particular application. With the crank, rods, and pistons loaded into the block, the 4Piston Racing head was up next. Again, relying on tried and true ARP head studs, we mate the K24 block to the K20 head after the hardware's been prepped with the included fastener lubricant.

Each stud was then carefully set in place and hand tightened before final torque. More grease added to the washer before the ARP bolts were added and tightened in sequence The long-block was then turned upside down and a few rotations applied to make sure there were no issues of interference or foreign sound produced.

In order to fit properly on most K24 blocks, the K20 oil pump's upper webbing needs to be trimmed a bit to fit flush with the block casting.

AFH provided a brand-new OEM pump and we lined it up in place and used a marker to sketch out the material that needed to be removed. A bandsaw was used to carefully make multiple small cuts into the housing. Those slotted pieces were then plucked free with pliers before sanding the surface down to a smooth finish. There're many different ways to do this but for Sportcar, this is simple and only took about 10 minutes total to complete as they've gone through the process well over a hundred times.

My 4Piston Racing K20 head didn't have any cams or cam caps previously so I relied on Loi to help source a set of used TSX cams, and after some internet hunting I found an incredibly clean, complete cam cap set pulled from a wrecked 8th gen Si for a great price.Rethinking the k's oil pump The K-series is going on six years now and parts development for the platform has arguably surpassed most everyone's expectations.

Compare it to the B-series, which six years after its introduction had nowhere near the amount of support the K does. It isn't the new kid anymore; its strengths and weaknesses are well known. One such weakness lies with the oiling system. It's a minor one though, which means the solution is best suited for competition-bound, race engines-not necessarily your average street-built K20A-although the mod certainly won't hurt.

The flaw? The oil pump, specifically its drive gear. Few people understand the inner workings of the K-series better than HyTech Exhaust's John Grudynski, the brains behind all of this. So that's who we went to.

Project K24 Pt. V - Engine Assembly

The Problem Honda has earned a reputation for manufacturing parts with leftover potential. That's why its engines are so tunable. Who else makes a stock forged crank that can handle hp?

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It can be argued that certain things have been dictated by budgets not power potential over at Honda as of late though. One such result is the K-series oil pump that tends to cavitate past that 8,rpm mark. The problem doesn't sound so serious, especially since even the high-revving K20 Type R valvetrain is limited to 8, rpm, but for those building serious drag or road race engines, even street setups with high-end rebuilds, the right mods will tempt even the best of us to fool around in that upper powerband.

Most Honda oil pumps operate at one-to-one ratio crankshaft speeds. Take the B-series oil pump for example-it is, after all, driven directly off the crankshaft. Not the K's though-it operates at 1. That's extremely fast, so fast that when that K20 spins at 8, rpm, that little pump is turning at an astonishing 12, rpm! It's no wonder it can't keep up, which is what leads to cavitation. So why would Honda do such a thing? The answer is both simple and smart. Both systems rely on oil pressure, and lots of it.

Since the majority of camshaft movement happens at lower and middle engine speeds, driving an oil pump at such speeds might not provide enough pressure-especially if you're a Honda engineer and you want to keep the pump small. Overdriving the pump takes care of all of this, which is exactly what Honda did. The side clearance of the pump's gears is reduced from 0.

This helps better seal the gears against the housing, thus reducing leakage. The exit port where oil transitions from the pump to the block is fairly rough.

Its corners create flow eddies, or turbulence, which restrict oil volume made available to the block. HyTech employs a hand-finished procedure that puts a uniform radius on the entrance, allowing for more oil to be fed through. Not satisfied? Further oil pump fixes involve fitting the S's pump to the K, which features a different internal design with a larger gear and bigger ports.

This isn't such an easy mod though, and you can't run the stock K-series aluminum pan with it.Our Address. Kings Mills, OH Hello everyone. Jason here in Michigan. Here is what I am working on- honda accord with the K24 which is the 2. I had a random misfire code with codes for misfire on the 3 and 4 cylinders. It had a rough idle and then made a lot of noise so I took the valve cover off and found excessive slack in the timing chain and a failed tensioner.

The chain and guides were replaced two summers ago. I replaced the tensioner. Now the misfire is only in the 1 cylinder. I am not sure if the misfire is related to my problem but I need to know if I am missing something while installing the chain.

k24 oil pump timing

I made sure that the cams are locked with the Honda cam lock tool. My problem is that after lining up the cam chain timing marks with the dark links on the cam chain, the timing gear marks with each other, and the single dark link with the punch mark on the crankshaft gear there is still a tiny bit of slack in the chain on the intake side.

The problem with that is when you put tension on the exhaust side of the chain it pulls the slack out of the intake side which rotates the crankshaft off TDC a half a tooth on the oil pump chain.

Then when the crank pulley is installed it shows the TDC marks off quite a bit. When you install a new chain, the non-tensioned side should be tight. You basically have to start at the crank and work your way around counter-clockwise while keeping the chain tight at every point.

It might also be helpful to remove the tensioner and let that guide hang as you run it as it should give you some more play. Even half a tooth can throw things off, they really need to be dead on. Which is of course, the hard part.

You just have to keep trying until you get them all to line up properly. Have you checked compression or done a leak down test? Are you using the correct viscosity oil? If not, it can effect engine performance on that engine. You could have another mechanical issue that has nothing to do with the chain. The mechanical integrity of the engine is often overlooked when diagnosing performance issues like this. More info and videos on how to do these tests here.

Home Topic Honda K24 timing frustration. Honda K24 timing frustration. January 23, at pm Does anyone have experience with this issue or a solution that I am missing? Viewing 2 replies - 1 through 2 of 2 total. January 24, at am January 24, at pm EricTheCarGuy Keymaster. You must be logged in to reply to this topic.The series launched in The engines stand out for friction-reducing technology and electronically controlled ignition timing. All are four-stroke, four-cylinder engines.

They are all made with short-block engines and sleeves made of cast iron. These engines replaced the previous B series.

K20 RSX Type-S Oil Pump Kit

The K24 engine from Honda is last in the K-Series. Its production years in the US ranged from to It was used by Honda as a more advanced, efficient, and powerful engine. In fact, cars equipped with these engines can easily reach six digits on the odometer, surpassing other brands for reliability and performance.

In comparison to other Honda engines, the K24 stands out for its better exhaust flow, increased air intake flow, fortified connecting rods, and an updated crankshaft with additional counterbalanced weight. The engine is made with oversize intake valves sized 1 mm and larger and a lift lobe on the intake cam with over 12 degrees of additional duration and 0.

Depending on the intake engine, the radius on select intake pipes was widened from 70 to 80 mm. Despite the fact that this engine is tough and long-lasting, it is not without problems. One main component on the engine that can fail is the timing chain sensor.

K20/K24 Hybrid Engine Build Guide

The problem started to develop when the company switched timing belts to connect the crankshafts with the camshafts. Closing the gap of the piston by bringing it closer to the chain by a single tooth is the easiest solution to the problem, but it might not be a permanent solution.

Other issues with this engine include that the camshaft can wear out easily and the idle is sometimes rough. Leaking engine oil has also been reported, which makes keeping up with regular oil changes essential to maintaining proper health of the Honda K The stock power output for the engine can reach HP. Of course, many vehicles equipped with a K24 engine stick with a naturally aspirated engine setup.

Another recommendation for modification is replacing the head of the K24 with that of the K It also has higher-quality valve springs and camshafts. Production of the K20 engine precedes that of the K Overall, the Kseries engines are simpler and less expensive to replace. The transmissions of the K20 series are better than those in the K24 family. However, Kseries engines have a larger capacity of 2.

They are easy to modify and are a great platform for enhancing sports cars, notably the Formula 3 series. The Kfamily engines are easier to modify than the Kseries and respond better to modifications. Since the K24 engines have camshafts that lack a high lift, they are better for street racing instead of regular driving when tuned. As a whole, they are better in stock form than the K20 series when tuned. Most components can be swapped out between engines.

However, there are parts that cannot be interchanged between the two engines:. Both the K20 and K24 have strengths in stock form. The K20 has slightly fewer problems, a better timing chain, and more displacement. However, the K24 offers good power output.

It is a larger engine and has more torque, too. The K24 is also easier and less expensive to tune. There are a number of tuning mechanisms available for the K20, however, and it is a more common engine with more readily available parts. This is helpful. How high passed the redline can one go on a car, say my base modle Honda Accord with the 2.September 06, 8 min read Tech Articles 2 Comments.

This engine buildup consists of a 2. There are 4 different chassis from which you can locate a bottom end as Honda releases more K24 engines this list may be updated. Honda CRV comes in with 9. The motor is rated at hp at rpm and lbs-ft at rpm. Instead it only has 2 cam lobes on the intake side and 1 on the exhaust lobe. This motor has no VTEC mechanism on the exhaust cam and runs on 12 valves before rpm with the other 4 slightly opening. It also has smaller ports than the Type S and Type R.

The motor also comes with a 5 speed transmission instead of the 6 speed and has no LSD. The Acura TSX comes in with This motor uses a drive by wire throttle and has EGR castings on the manifold. This motor comes with a 6 speed transmission and no LSD.

The Honda Element and Accord come in with 9.

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If using a K24a4 block the pistons will need to be swapped with aftermarket or a1, a2 pistons to avoid valve to piston contact. This engine is found in the Honda Accord and Honda Element.

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Is has the same 9. It only has 2 cam lobes on the intake side and 1 on the exhaust lobe. This motor also comes with an available 5 speed transmission and 5 speed auto.

This engine shares the same downfalls with the K24A4 engines as the pistons will contact the K20 cylinder head. This engine is found in the Honda CR-V. It has the common 9. This will interfere with a manual transmission using a traditional intermediate shaft.

k24 oil pump timing

You must use a block off plate, an oil filter relocation kit use all parts from the K24A series engine to place the oil filter to the upper position you will also need to plug an oil port on the girdle as well as change to a K20A2 oil pump. This is a picture of the oil port that must be capped off.

It should be threaded, however, some reports say it is not. I cannot confirm. First, make sure you have all the necessary parts to perform this engine build. There are many parts that are interchangeable from the K20 motor to the K24A series engine, however, there are differences. Start off by draining all fluids, removing the clutch and flywheel and bolt it to an engine stand.

You can then start the disassemblystart by removing the accessories i. Refer to the illustration for the exploded view of the valve and timing chain covers; Remove these next. The K24 uses a pair of balance shafts in the oil pump and an abbreviated windage tray, that just adds extra weight to the setup so we will be using the K20A2 parts for this.The KA24E was a workhorse engine in Nissan automobiles from until The KA24E came in 2.

As engines run, they sometimes go out of time, causing a rough idle, loss of power and poor gas mileage. To fix this, the timing requires adjustment, which is easily accomplished by the home mechanic using a timing light. Clean the timing degree notches, which are located near the crank shaft pulley.

Wipe off any built-up grease with a rag. Connect the timing light. The timing light has two cables with clamps on the end. Connect the black cable end to the negative black battery cable.


Connect the red cable clamp to the number one spark plug cable, which is the forward-most spark plug. Start the engine, allowing it to warm up. Rev the engine to 2, rpms twice, and then let it idle normally.

Point the timing light at the arrow and timing notches located at the pulley. While the engine is running, pull the timing light trigger, and notice where the arrow aligns with the timing notches. Each notch is spaced at 5-degree intervals.

The arrow needs to line up with the third notch forward clockwise of top-dead center the center notch.

k24 oil pump timing

This is 15 degrees before top-dead center, or BTDC. Adjust the timing. Loosen the distributor hold-down bolt, located at the base of the distributor where the shaft enters the engine block. Loosen the bolt with a wrench until the distributor assembly rotates when turned. By turning the distributor clockwise or counterclockwise, the timing advances or retards according to the direction turned.

Turn the distributor while flashing the timing light at the arrow and notches. When the arrow lines up at degrees BTDC, the engine is in time. Tighten the distributor hold-down bolt, unhook the timing light cables, and turn the Nissan off; the engine is now timed properly.

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This article was written by the It Still Works team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information.

To submit your questions or ideas, or to simply learn more about It Still Works, contact us. Step 1 Open and secure the Nissan hood to access the engine. Step 2 Clean the timing degree notches, which are located near the crank shaft pulley.

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Step 3 Connect the timing light. Step 4 Start the engine, allowing it to warm up. Step 5 Point the timing light at the arrow and timing notches located at the pulley.

Step 6 Adjust the timing. Step 7 Turn the distributor while flashing the timing light at the arrow and notches. Items you will need Timing light Wrench set Rag. About the Author This article was written by the It Still Works team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information.Second generation Honda CR-V was launched inand the largest engine was the 2. K24A is based on an aluminum cylinder block with cast iron liners; its deck height is Inside the unit, they installed the 99 mm stroke crankshaft, the size of the pistons was increased to 87 mm, their height was 30 mm, the length of connecting rods was mm.

Thanks to these changes, they managed to make a 2. Here the i-VTEC system works only for the intake camshaft, it has two cam lobes and is tuned for saving fuel and low exhaust emissions.

The diameter of the intake valves is 35 mm, of exhaust valves — 30 mm, valve stem diameter is 5.

How to Fix the Timing on a KA24E

There are no hydraulic tappets, so you have to adjust valves after every 24, miles of mileage. K24A valve clearances are 0. A timing chain is used here with a decent service life; it can last formiles of mileage. The intake system uses a 2-stage PPA intake manifold to improve the torque at low and medium engine speeds.

The K24A firing order is The size of the OEM fuel injectors is cc. The size of the throttle body is 60 mm. Beside the described first version of the K24A1, a lot of other K24 models were made.

You will find differences below. SinceK24Z series was made, which was created to comply with the increasingly stringent environmental regulations. Here a new lightweight cylinder block is used with the new crankshaft now positioned with an 8 mm offset from the axis of the cylinders; a modified flywheel and lightweight pistons are also installed.

A new head is created for the new cylinder block, but now its exhaust end is faced forward, and intake faces the back of the engine.

k24 oil pump timing

This head got a direct injection system, new combustion chamber, the increased to Production of K24 engines continues today, but they are replaced by more compact turbocharged L15B engines. K24A1 is the first version of the engine described above. The power is HP 6, rpm and the torque is Nm 3, rpm, with the rev limit at 6, rpm.

It was only installed in Honda CR-V. K24A2 is a sports version of the K24A1 engine, which quite substantially differed from it. It had a forged crankshaft and dual balance shafts, reinforced connecting rods, lightweight pistons and the compression ratio increased to More aggressive camshafts, i-VTEC system for intake and exhaust camshaft with three cam lobes, a large throttle body, a 1-stage RBB intake manifold, cc fuel injectors and a high flow exhaust system are also used.

The i-VTEC is triggered at 6, rpm. The engine power is HP. Inthe engine got a 80 mm air intake duct instead of the 70 mm one64 mm throttle body instead of the 60 mm one36 mm intake valves, a new intake camshaft, and a 2. As a result, the power increased to HP 7, rpm and the torque is Nm 4, rpm, with the rev limit at 7, rpm.

This model was only installed in Acura TSX. K24A4 is an analogue to K24A1, but it has new pistons, the 9. The size of the stock fuel injectors is cc.


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