14th Nov2017

Coca-Rolla: A New Formula!

by Michael Chandler

You remember Ian, right?  Has that S130 we featured a while ago, and I swung by his house earlier this year to see what he was up to?  Any of that ringing a bell?  If you remember that last one, then this car shouldn’t be that much of a surprise to see.  It’s the SR5 coupe he was working on when I was over there.  What you might not know is what he was doing to it.

He got the car with a BEAMS 3S-GE under the hood.  An amazing engine, that all the Toyota guys love and would love to swap into a Corolla, or an old Celica, or whatever RWD Toyota they can get their hands on.  That amazing engine rod knocked on Ian at the first event he took the car to.  Instead of shelling out for another BEAMS, or dealing with a 4A-GE and its associated costs, he went with something he knew.  Something that filled his cold, dead heart with warmth and life: a goddamn KA24DE.

Yes, he ripped out a trashed BEAMS and threw in a truck motor.  BLASPHEMY! I can hear you crying.  Why would anyone do that??? The BEAMS and 4A-GE are made by God himself! First, no to that whole second sentence.  Secondly, why not swap in something that is 1. familiar 2. proven and 3. cheap compared to building a 4A-GE or buying another BEAMS?  Argue for purity, and I’ll come back with practicality.  And this thing gets down, but we’ll get there in a minute.  First we’ve gotta talk about this car.

It’s an internally stock KA that sits in an engine bay that’s been completely stitch welded.  It does have a Greddy header meant for an NA S14, albeit modified to fit in the Corolla.  That connects to a Buddy Club Spec II exhaust, meant for a Corolla.  There’s a S14 Koyo radiator with a 16 inch SPAL fan to keep the whole deal cool enough.

Fueling is provided via a bevy of Aeromotive products! And by “bevy”, I mean 2: a 340lph fuel pump, and a fuel pressure regulator.  This whole thing is run via a MegaSquirt plug and play stand alone set up.  There’s a Painless switch panel, and absolutely no OEM wiring left in the car.  Ian rewired the whole thing to his liking.  Oh, and the battery is in the trunk.

That power (at least as much as that KA is producing) is sent through a one piece driveshaft to a solid rear axle.  No, not the stick that came in the Corolla, but a solid rear axle out of a Chevrolet S10.  Turns out it’s actually narrower than the Corolla axle.  Oh, and it’s been re-drilled for four lug.  AND the stock e-brake cables have been modified to work with the giant drums that are now out back.  They grab REAL good.  

Before we go on about the technical aspects of the car, let’s talk about that livery.  If it looks familiar, congratulations!  You’re either old, or a fan of vintage sports cars.  This livery is inspired by a livery on both the Porsche 962 and 935.  Both cars have sported many iconic liveries.  When I visited him earlier this year, he had the KA mounted, and then showed me a bunch of pictures of the Porsches while saying “that’s what I’m doing”.   He then grabbed a cutoff wheel, and got to cutting down the old grill.  It was an interesting evening.

I did not doubt him, in fact, we wondered why nobody else has done this before.  Seriously!  There are so many awesome liveries out there, everybody knows someone who works with vinyl, the pieces are there!  Make it happen, nerds.  Back to what he did.  The attention to detail is amazing!  It’s not just the big, swoopy Coca-Cola logo, it’s all of the little sponsor logos too.  Domino’s, 7 Eleven…

Even Jolly Rancher is on there!  With the period correct logo!  And the Advan logo, because it’s Ian.  Advan logo, despite the fact that he’s running 14×7 and 14×7.5 SSR Mk3’s.  Also period correct, and very awesome.

Speaking of awesome: you know what’s awesome?  Keeping things simple.  The suspension on the car is pretty damn simple: Megan links, T3 tension rods, and Stance coilovers.  The only big swap, aside from the KA, is an AW11 steering rack, which is a pretty standard thing.  No Wisefab, no craziness.  Just stuff you can buy, and that’s probably on the Corolla of your local AE86 guy.  

Inside is pretty spartan.  Again, no craziness.  Just a Nardi Gara steering wheel, and a Bride seat that’s mounted on some Buddy Club seat rails, straight from Japan.  And a cracked dashboard.

And a bunch of Auto Gage gauges, and an Innovative wideband.  

And that Painless switch panel.

The car is running what Ian describes as a “Duraflex runfree knockoff” body kit.  Could’ve fooled me, but then again I have no idea what I’d be looking for in the original.  I’m a lover, not an expert.

Remember how I said that this thing get’s down?  Well, Ian showed us how well it does.  There was a concrete slab, like what’s under your local strip mall, right by where we were shooting.  Dave guided him up, onto the slab, and then Ian did Ian things.  The car will boogie, and it will boogie without bash bars, or as Ian calls them “confidence bars”.  

Will people start slapping KA’s into Corollas?  Probably not.  Corollas are only getting more expensive, so you’d either have to have one fall in your lap, or start off with one.  And then you’d have to make everything work, either make the Nissan mill play nice with the Toyota wiring, or go full Ian and just rewire the damn thing.  And then there’s also the other Nissan motor that people shove into Corollas: the SR20DET.  Why stuff the truck motor in there when the JDM hotness has been done enough that it’s not weird?  

Much like New Coke, I don’t think Ian’s formula is really going to take off.  However, it is a welcome change to something that hasn’t seen many updates.  It’s different, it’s interesting, and it definitely brought a smile to our faces.

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*Article, Photos, Videos, and Audio clips are copyright of CAMautoMag.Com and their respective owners.
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.