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

The bedplate is now set down on the block and the bolts are minimally tightened down in preparation for setting the torque.

Since this is a naturally aspirated engine to avoid bearing bore distortion we will use the factory torque to yield bolts and use the factory recommended sequence of torque and rotational degrees to get our main bolts tight. Our crank is now in place and spins freely.

Next, its time to prep the pistons and rods for assembly. The rings have already been hand gapped to the proper clearance and matched to there respective bores.

The piston pin, piston pin boss bore, and rod small end have been lubricated with assembly lube and the piston pin slid into place.

The piston pin retaining locks are wound into place.  A small scribe can aid getting them into their groove.  This sounds dumb but since these JE FSR pistons have asymmetrical skirts, valve pockets, and pin offsets, make sure the pistons are in the right direction.

Next, the King XP rod bearings are pressed into the rods and the rod caps.  The back of the bearings are kept absolutely dry while the faces are coated with assembly lube.


  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!

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