11th Nov2015

A Tale of Two Civics Part 2

by Michael Chandler

 

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Words and photos by Michael Chandler

 

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Zack’s EG is another Civic that, in more civilized parts of the world, came with a B16 under the hood.  We never got those stateside, which is a shame.  It’s also a shame we never got the Accord Euro-R, a hotter version of the Acura TSX.  But because enthusiasts are an enterprising group who have access to the internet, and sometimes have more money than sense, we can do some interesting things.  Like shoving the Accord Euro-R’s K20A under the hood of an EG Hatchback.

While KC’s Civic is rather mild, Zack’s is serious business.  The beating heart of the car needs air flow to keep cool and make power, so the OEM bumper has been modified to accommodate that need for air, and the hood has received a KSR hood vent to increase flow.  Sending air through the engine bay helps, but channeling it around the car helps make the car turn laps faster.  A Spoon style front lip sits above a customer splitter, which is attached via PCI brackets.

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The Spoon style spoiler out back looks sharp, and probably does something aerodynamically.  And the APR mirrors are smaller, and therefore are hit with less air than the OEM mirrors.  So let’s move on to something we all have a better handle on.  Well, most of us anyway.

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This Civic is still on a set of 949s, but these are massively wide 15×9 949s.  Those wide wheels are pushed out 18mm in the front by a set of custom 18mm spacers, and 10mm Ichiban spacers in the rear.  Sticky Nitto rubber is on all four of the wheels.  Behind the rollers are a set of Wilwood Dynapro 6 piston calipers, grabbing on to 11.75 inch rotors in the front.  Out back are a set of Fastbrakes 11″ caliper bracket and rotor kit, featuring Integra calipers.

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Zack’s suspension modifications are pretty intense, which makes sense considering he has a lot more power than stock.  He too is running Ground Control coilover sleeves, 700lb/in in the front and 750lb/in in the rear, but those are over custom valved Bilstein Sport shocks, originally intended for an Integre Type-R.  More ITR parts include rear control arms, sway bar and end links.  He’s also running Ground Control top hats, an ASR subframe brace (like so many of the other cool kids), and PCI spherical trailing arm bushings.  And rounding things out are Hardrace front and rear upper adjustable upper arms, and their bushing kit in the front.

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So you may be wondering why I brought up the K20A from the Accord Euro-R.  Well, it’s because Zack has swapped one in.  You may also be wondering about that heat exchanger in the front bumper.  That’s actually a big ass Vibrant intercooler with custom end tanks, and custom piping.  Why the Intercooler?  Tucked down in the engine bay, under the alternator, is a C38-61 Rotrex supercharger, utilizing a Kraftwerks bracket.

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The belt driven snail pulls air in through an AEM filter, and then after going through the Otto Cycle, it exits the head via a SSR 4-2-1 header and leaves the car through a custom 3″ stainless steel exhaust.  That custom piece features a Vibrant resonator and a Burns Stainless muffler.  Excess boost pressure, something any supercharger that isn’t a Roots type blower can build up, is relieved by a TiAL Q blow off valve.

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Slapping on a supercharger that’s power range is 272-720 horsepower necessitates adding some supporting modifications.  Things like fuel system and cooling upgrades.  1000cc Injector Dynamics fuel injectors supply the fuel to the head.  A 255lph Walbro fuel pump sends fuel to a Golden Eagle Pro Series fuel rail, via Earl lines (with accompanying fittings), an Aeromotive fuel pressure regulator and Fuel Labs filter.  To prevent any starvation, a condition that has been the downfall of many a car, a 034 Motorsport surge tank with a Jay Racing 044 internal pump have been added.  And in case Zack wants to run magical corn juice, there’s a Continental E85 flex fuel sensor installed.

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A Rotrex spec’d oil cooler keeps the ever precious lubrication goo able at an appropriate temperature, while a custom C&R radiator with SPAL fans keeps the coolant (or distilled water, or whatever) cool and the engine in the optimal temperature range.  An Autometer oil pressure sensor helps Zack keep tabs on the internal dealings of his engine, and Hybrid Racing radiator hoses send whatever coolant he’s using into the various coolant passages of his engine.  And if things get a little too wild, he has modified Summit Racing coolant overflow and catch can to work in his swapped hatch.

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Other odds and ends include a K Tuned idler pulley, Karcepts throttle bracket, and Hasport engine mounts.  The whole endeavor is run by Hundata KPro version 4, which gets its information from all the different sensors (including a Hondata 4 bar MAP sensor), via a custom engine and charge harness, and a Hybrid Racing jumper harness.

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WE’RE NOT DONE UNDER THE HOOD!  Front wheel drive is all sorts of fun, because everything is under the hood.  An EP3 Civic Si gearbox, with 6 speed Euro-R gearing and the OEM limited slip diff translate the 420 horsepower and 268 lb/ft of torque into forward (and rearward) movement.  A Stage 4 Competition Clutch and R Crew axles put that power to the ground, and a Hybrid Racing RSX shirt shifter and shifter cables actuate gear changes.

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The interior is what you would expect in a 400+ horsepower trackday Civic.  That is to say, there’s not a whole lot.  A Recaro SPG seat, and its FIA certification, sit on a PCI adjustable seat bracket on the driver’s side, while an Integra seat sits on the passenger side.  A Schroth six point harness keeps the driver secured in the seat, and a 4 point Autopower roll bar provides some security in the event of an ass over tea kettle event.  A Personal steering wheel and Buddy Club shift knob get a lot of touching during a track session, and to keep track of the engine’s vitals a 7″ HP tablet has been enlisted and shoved into the dash.

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The Honda Civic has been a competent choice for track day shenanigans for years, and these two cars show that it’s still a solid choice for those wanting a blank canvas on which to paint their track adventures.

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
25th Apr2012

Yes SiR: Honda Integra SiR-G

by Michael Chandler

 

We all face dilemmas: what am I going to have for lunch?  Should I put on pants today?  Whatever, but some of us have more unique problems.  Problems like: should I drive my VIP RL or my right hand drive Integra?  Omar had this problem, and he chose the Integra.

This Accord Integra comes straight from Japan, where we can only assume it lived a decent life.  It then came here, where dreams come true and everything is set up for the LHD life.  Not deterred, Omar began making this slightly used ’97 Integra his.

The first thing you notice about this DC2, other than the steering wheel being on the wrong side, are the bright white 16×8 Gab Sports wheels.  Those white wheels have black Falken Azenis tires mounted on them, and the whole wheel/tire combo is mounted on 4×114 Integra Type R hubs!  Those hubs came with the brakes and all the other what-have-you you get (except for the lower control arms!  Those are BLOX pieces) when you pull them off of an ITR.  Holding the car up, or keeping it down, are a set of Raceland coilovers.  Rounding out the suspension set up is an ASR subframe brace, which stiffens the rear and looks mighty fine while doing so.

 

The next things you’ll see when perusing the car are the little body accents that have been fitted.  Small, hardly noticeable things such as the Backyard Special front bumper and Carbon/Kevlar lip or the replica Mugen generation two spoiler or the OEM Honda window visors, side skirts and rear valences.  These, minute details pale in comparison to the pronounced carbon fiber hood and Integra Type R headlights.  To be frank, if you didn’t know what you were looking for you would think that this is how they come stock.

 

 

So we have established that it looks pretty, but how does it get along?  Is it still rocking the B18C mill it brought with it on the boat ride over?  Does it have some obnoxious, straight pipe exhaust?  Is there anything else under the hood besides the vin tag and radiator cap?!?  Allow me to answer all these questions, starting with the last one: yes.

The 1.8L VTEC mill has been replaced with a new hybrid motor!  A K24 block has been fitted with a K20 head and has been jammed under the hood.  Air conditioning and power steering did not make it under the hood, but a Karcepts A/C and power steering delete kit did.  The OEM intake manifold and throttle body are being used elsewhere (doorstop?) because Skunk2 pieces have replaced them.  The old fuel rail has also been turned into a giant comb upgraded to a Golden Eagle piece.  An SSR header exits to a 3 inch APEX’i exhaust now for a few reasons, but mostly because this whole setup is more powerful and sounds better.  A pair of Drive Shaft Shop axles get the power to the wheels, allowing this whole thing to get to moving.

 

Inside the cabin is where the magic happens!  Or it would have if this shoot of ours didn’t get rained out.  While I cant show you, I can tell you.  You sit in red Recaro seats, while Takata harnesses hold you firmly in place.  You grip a Personal steering wheel attached to a NRG quick release hub, and you change gears with a Circuit Hero shift knob atop the stock shifter wrapped in an ITR shift boot.  Your feet, when not on the pedals, rest upon ITR floor mats.

 

And there you have it.  A man was faced with a dilemma, and after some coaxing, he made the decision to drive his other awesome car that day.  Now should I have a can of frosting for lunch?..

 

 

-Words and Photos by Michael Chandler, Video by Trent Bray

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com