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

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!


  1. I would take those HP #s more serious if they weren’t for churche Dyno.. it’s been knows for years their Dyno read high. Very high… 50hp plus.
    Multiple car have Dyno there and at other Dyno to prove church read high..

    1. Not anymore they have been using a different calibration for a few years now and their numbers are in between our dyno and a typical dynojet.

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