Project DC2 Integra - K20 Swap: The Conclusion

It may look crude, but the cardboard helps to line things up precisely.

Not only was Shawn able to improve horsepower and torque throughout the entire rpm range, but he also made and extra 12.8 whp and 6.7 ft-lbs of peak power. Just look at the dyno chart and the results speak for themselves. What's more interesting is that VTEC will engage as low as 3000 rpm, depending on throttle position and load. There's no more waiting for the power to hit at 6000 rpm-it's linear and pulls hard as soon as I mash the pedal.

The initial test drive after the tuning session cemented that. The K20 that I always wanted has finally arrived. Untuned, there was no urgency in the power delivery; now it comes on strong and begs to be revved. Shawn also upped the limiter to 8600 rpm over the stock 8200, which is still safe on the stock valvetrain.

It's been a long road traveled, but I'm finally satisfied to say that the K-swap is complete and I now have a very capable powerplant and chassis in my garage. Next up is getting the car to a track day for a review of how it drives and handles.

Before I wrap this up, many people have asked me whether the swap was worth all the hard work and trouble. For me, yes. The K20 has, hands down, the most potential of any naturally aspirated motor on the market. It definitely wasn't a cheap venture, but if you can afford to do it right and not cut any corners, go for it. You'll never regret it.