Extreme Engine Tech: Building the Ultimate K24 Part 3- The Finished Goods!


Our Moroso oil pan was sealed and bolted down.
The DeatschWerks 1000cc injectors and Skunk2 fuel rail were installed next.  Here we ran into another small problem.  The fuel rail hardline has a hold down bracket that goes between the fuel rail and the provided aluminum spacers that go between the rail and the intake manifold.  Both aluminum spacers are the same length.  If you simply install the rail like this it will be cocked to the side because of the thickness of the bracket and can potentially leak.
We shortened one of the spacers by the thickness of the rail bracket and installed it.  This really isn’t much of a big deal.  You could also find a washer the thickness of the rail bracket.
Our Borg Warner EFR turbo system is looking pretty awesome!  With the potential to reach 650 hp on race gas, we will be excited to see what the BW 70/76 EFR can do on pump fuel.  With its lightweight turbine, ball bearing center section, twin scroll housing and 2400cc of hot gas to power it, we think it will not be all that laggy.
There is something about a brand new performance engine that looks so right.  The engine will ship with an AEM Infinity Engine Management system which will really be the icing on the cake.

We are so reluctant to give this engine away!  We would love to install this into the RSX race car that is sitting in the corner of the palatial MotoIQ garage and kick some ass with it! Can you say Unlimited FWD lap records?  Maybe this could find it’s way into a Lotus or an Ariel Atom?

How about tweeking it a little and sticking it in an AE86?!



  1. On part 3 page 5 timing chain is fitted wrong. Timing marks are not correctly aligned and timing is not set properly . Little dots on cam gears should be between gold chain rings. Dashes on intake and exhaust cam gear should point to each other!

    1. We were just doing a dummy fit up to check the tensioner so of course, we didn’t assemble the engine that way. Good catch though!

  2. I appreciate the time, effort and great photos in this article guys, but there are some serious holes in the story here that need to be addressed. RBB valve cover to R40 timing cover does not seal. PRB non balance shafted oil pump conversion requires blocking the old feed port on the block beneath the oilpan. Youve used the incorrect chain tensioner for the r40 block as the old steel bodied tensioners have a slightly different oil port location. Moroso pan doesnt have provisions for the lower torque mount. Although you used aftermarket pistons maybe some measurements on a stock piston compression height and how that clears with these heads. Maybe spotlighting some of these details maybe help to better guide your reader base in tackling some of the hurtles of the R40 4-port conversion. Either way, great content and thanks for your contribution to our industry.

    1. Its been a long time since we wrote the article but I am pretty sure we covered how to do that stuff in the other parts of the series. I know we did the balance shaft and cover stuff. Pretty sure we did the tensioner in other parts. I remember getting the new tensioner.

      1. If there is a revised article beyond this “part 3” that covers these issues, I wasnt able to find it. Is it under this engine build article or something different?

        1. I think there was up to a part 5. You know what, I think I covered this stuff more in our NA build. I am getting things confused. It’s been years!

  3. Great article, Im wondering what engine wiring harness would be used for this build to go back in a 2012 civic si coupe?

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