Getting the Most From 91 Octane Pump Gas with a Honda K Motor, Part Three

The pressure plate is torqued down while the clutch disc is held in alignment with the supplied tool.

Our engine is now ready to be installed into our Project RSX and tuned.

This is one engine that should develop sparkling yet reliable performance!  We cant wait to get it in the car to see what it will do.

Stay tuned, in future articles we will be going through our RSX to make it a really nicely driving car that also handles like and dream and stops as well.  This will be a car that is at home both on the track and commuting.

For more on our Project DC5 RSX check out here!



Drag Cartel

Supertech Performance



Advanced Street Performance

PRL Motorsports

Earls Performance Plumbing

JE Pistons

K1 Technologies

King Bearings

4-Piston Racing


WPC Treatment





  1. I am relieved You didn’t use the ARP main studs mentioned in Part One of this build.
    That would’ve been total overkill on that power level.

    In my previous life, I used to work for a motorsport shop that built rally, rallycross and circuit racing K-series engines among other things.
    On NA builds with limited budget (which most of them were), we reused OEM Honda main studs up to 4 times, even head studs were reused up to 3 times.

    Only difference was, they were always torqued to a specific value with a certain type of lubricant.

    And not one time did we have a problem with bolts backing out or losing tension. If a headgasket did blow, it was always due to severe knock or overheating.

  2. This looks like it’s going to be a fun package! What kind of power and torque is expected? Will engine speeds remain about stock?

  3. Using WPC on the camshaft is beneficial on a Honda’s B series as well since these engines don’t have a bearing on the followers like the K series.

    Looking forward to seeing what Motoiq does with the transmission of the RSX!

Leave a Reply

Your email address will not be published. Required fields are marked *