Bourne HPP K20/K24 High Lift Cams for RSX/TSX/06-11 Civic Si

Bourne HPP 32R VTEC Killer Race Camshafts - K20/K24 (RSX Type S, TSX, Civic Si)

The 32R is a dedicated race profile, the kind of cam enthusiasts call a VTEC killer. The name sounds strange until you understand it. These cams are so aggressive that the engine makes its best power running on the big lobe all the time, which means the factory VTEC crossover, the whole trick of switching from a mild lobe to an aggressive one, stops doing anything useful. The profile is wild enough that VTEC itself becomes irrelevant. Where a drop-in cam is built to add power while leaving your car civil, the 32R goes the other way: it's a high-lift competition grind built to make maximum top-end power on an engine you're prepared to build around it. It shares the identical geometry of Bourne HPP's billet race cams, so you're getting a genuine high-end competition profile, just produced in cost-effective chill cast iron instead of billet. That's real race performance without the billet price tag, but it is not a drop-in, and it needs a package of supporting parts to run at all. More on that below.

Built to Breathe at High RPM

The whole design goal here is airflow at the top of the tach. The 32R uses an aggressive high-lift profile, opening the valves 14.50mm on the intake and 13.54mm on the exhaust, which lets the engine inhale deeply where a milder cam has run out of breath. That high-lift flow is what makes it so capable at both ends of the power spectrum:

• Naturally aspirated: a strong fit for track-focused N/A builds targeting over 300 BHP.
• Turbo: the high-lift design feeds the kind of airflow a boosted engine wants, with profile capability up to 1,000 horsepower depending on the rest of the setup.

This is a cam that comes alive at high RPM and rewards an engine built to use it. It's not trying to be smooth at 1,500 rpm, it's trying to make power when you're wringing it out.

This Is a Race Cam: What It Requires

Read this before you buy, because the 32R fundamentally changes how your engine breathes and it will not simply bolt in and run on a stock setup. Plan the full package:

• VCT delete (required): the profile is ground to run without the factory variable cam timing, so you must delete the VCT and install fixed cam gears.
• Uprated valve springs (essential): stock springs can't control the valves at this lift and RPM, and running them risks valve float and serious engine damage. Upgraded springs are non-negotiable.
• Standalone ECU tune (required): the factory ECU can't run this profile. A professional calibration on a standalone engine management system is required to make it run correctly and safely.
• Uprated fuel injectors (essential): the added airflow and power need more fuel than stock injectors can deliver, so larger injectors are a must.
• VTEC delete (recommended, not required): because this is a VTEC killer profile, the engine makes its power on the aggressive lobe full-time and the factory VTEC crossover no longer benefits you. Removing the VVT system and fitting VTEC lock pins locks the engine onto that lobe and suits the cam, though it isn't strictly required.

None of that is a knock on the cam, it's simply what a true race profile demands. If you're building a dedicated track or drag engine with standalone management, this is exactly the kind of cam you want. If you want gains without the supporting build, that's a milder drop-in cam's job, not this one.

Chill Cast Iron, Race Performance Without the Billet Cost

These are ground from high-quality chill cast iron blanks, the same traditional method that gives the lobe surfaces an exceptionally hard outer layer for excellent wear resistance and longevity. The point is value: you get the geometry of Bourne's billet race cams and the durability racers need for reliable, repeatable performance, without paying for billet machining. For a competition engine that has to perform session after session, that's the smart way to buy a race profile.

Technical Specifications

• Intake duration / lift: 256 degrees / 14.50mm
• Exhaust duration / lift: 254 degrees / 13.54mm
• Valve clearance (intake / exhaust): .008" / .010"
• Usable RPM range: 1,500 - 9,000 rpm
• Material: chill cast iron
• Part number: BHP-HK-32R
• Best for: high-performance N/A and competition builds

Fitment

These cams are designed specifically for the K-series engines that run VTEC on both the intake and exhaust camshafts:

• 2002-2006 Acura RSX Type S (K20A2, K20Z1)
• 2004-2008 Acura TSX (K24A2)
• 2006-2011 Honda Civic Si (K20Z3)

They will also fit the K20A3, K24A1, K24A4, and K24A8. These engines use an i-VTEC design where VTEC acts on the intake cam only, so the 32R wasn't ground specifically for them and may need some additional supporting modifications to get the most out of it.