Educational use only. This is a simplified model, not a substitute for professional dyno tuning. Do not copy these values into a real engine — a real tune needs real measurement on real hardware, and getting it wrong destroys engines.
Engine
Honda K20 2.0L NA I4
- Displacement
- 2.0 L
- Cylinders
- 4
- Aspiration
- Naturally aspirated
- Compression
- 11.0:1
- Published power
- 200 hp @ 7,400 rpm
- Published torque
- 142 lb-ft @ 6,000 rpm
- Factory fuel
- 91 octane
- Internals
- Stock
Those are the manufacturer’s figures. The simulated stock curve on the dyno peaks at 146 lb-ft, 4 above published, because one smooth curve has to pass through both the published torque peak and the published power peak. Power lands on the published figure exactly.
Tune
stock 13 · best power 13 · safe up to 13.40:1 under load
stock 30 · best power 32 · 91 supports 32.7° here
stock 7900 · max safe 8200
what the factory calibration assumes
Dyno — simulated · this tune vs stock
Peak power
200 hp
stock 200 · ±0
Peak torque
146 lb-ft
stock 146 · ±0
Solid: this tune. Dashed: the factory calibration on the same engine. One axis — horsepower and pound-feet share it, as they do on a real dyno sheet, and they cross at 5,252 rpm.
This tune makes about stock power. Nothing here is over a limit — the engine is inside every margin it was given.
- Knock
- 0.0
- Health cost
- none
- Biggest risk
- Nothing over a limit
Knock index
0.0
Clean
Engine health
100.0 / 100
As new · 0 pulls
Damage accumulates and is never repaired. Reset fits a fresh engine; it does not heal this one.
Lesson — Honda K20 2.0L NA I4
Try this
Timing, gently. The factory 30° is two degrees short of best power at 32°, and that is the whole gain this engine has — about one percent. Leave the mixture alone: 13:1 is already its best.
Avoid this
Chasing revs. Peak power is at 7,400 rpm and the limiter already sits past it, so raising it adds nothing to the number and starts costing the valvetrain 50 rpm beyond 8,200. And on 11:1 compression the knock ceiling on 91 is 32.7° — less than a degree past the optimum.
Engine ratings are manufacturer-published figures. Safe limits are conservative community consensus, not manufacturer data. Curves come from a simplified, deterministic model — the same tune always produces the same result, which is what makes a shared link reproduce.