Honda K20A Dyno Charts
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The data in the above chart was obtained using a Dynapack Chassis Dynamometer on October 4th, 2002. The engine tested is availible only in the Japanese Integra Type R, this one has only 67Km. on the clock, so it's still a bit tight. It'll make more HP as it matures. Honda rates this engine at 220 crankshaft HP @ 8,000 RPM, and they're usually very accurate. The Honda transaxle and CV joints usually only consume 30 HP, so if you want to convert this data to crankshaft HP, add 30 and you'll get a good estimate. There is no direct arithmetic conversion factor between engine HP and wheel HP, just a very well-educated estimate, derived from thousands of tests.

This test was conducted using a re-mapped Honda ECU. The VTEC engagement point was changed from 5,600 to 5,250 RPM, and the RPM limit was raised to 8,500. The ignition timing maps were changed substantially, but the fuel maps were changed only slightly. The fuel maps, especially in the area above 5,500 RPM were seen to be far too rich, which is evident in the Torque curve. We'll be changing that in our next testing session, as well as using a 65mm bore throttle body to allow the engine to breathe better at these HP levels. There are many other changes we'll include in our testing, to see just how much HP this engine will make without any internal modifications. At that point, we'll start testing aftermarket parts to see how much HP they make, so you'll have an idea of how to best spend your money. New test results will appear here as they become available.

This Dyno chart is for a Hondata ECU-tuned, but otherwise completely stock K20A2 engine, found in the North American market RSX Type S, and the UK-European, Australia-New Zealand market Civic Type R. Power was measured at the wheels.

Generally speaking, when camshaft lift and duration are increased, you lose some torque in the lower RPM range in favor of an increase in the upper RPM range. If you examine these Dyno charts, you'll notice that the K20A Type R engine produces more torque than the K20A2 engine everywhere in the RPM range. This is one of the beauties of Honda's new i-VTEC technology. It gives us the best of both worlds, excellent bottom end torque, and excellent top end HP in the same engine.

Both of these engines were tested on the same Dynapack Chassis Dynamometer. For more Dyno charts on the K20A2, go to www.hondata.com