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

The timing chain is put in place and all the timing marks are lined up.  We used a new chain.

The chain guides are put in place, we used new guides.

The main chain is in place and the new lower guides are ready to go.

The upper chain guide is installed next.

Now our 4-Piston oil pump is installed. We had gotten the pump rotors WPC treated for less friction, better wear, and better fatigue strength.  We covered the moving parts with assembly lube.

The 4-Piston oil pump is bolted in place along with the drive chain.  The 4-Piston pump allows us to get rid of the balance shafts which cause a lot of oil heating and generate a lot of friction.


  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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