This car is out on the streets now, with an available 534whp b18c1 engine on tap, as long as the appropriate race gas is being use. On 93 octane pump gas the car still manages to generate a healthy 445whp for every day use.
Justin has owned and cared for this car for quite some time now. Last years build at this shop netted 200whp on an all motor 12:1 build with pro 1 cams. With his decision to make the jump from a naturally aspirated to a big boost forced induction motor some changes internally needed to be made to the already upgraded internals. While the motor was out Justin decided to sleeve the block for additional strength. We sent the block out to get sleeved by Benson. We decided to swap out from high compression pistons to a lower CP 9:1 piston, a much safer ratio for a street used turbo car. The now stronger open deck iron sleeves also allowed us to open the bore up to 83mm, and increase the displacement. Manley rods were carried over from the previous all motor build.
The GSR head was fitted with stiffer skunk2 pro series valvetrain to handle closing the valves against the 20+psi of pressure that will be behind them. The pro1 cams have been proven to make excellent power on turbocharged setups so we also stuck with those from his previous all motor setup.
Once the motor was back from machining, and assembled by Paul here in house, we installed it using hasport mounts. Now that the motor was back in the chassis, we could get started installing one of our Top mount Tial V band Turbo kits. Justin chose to use a Garrett GT3076r with a .82 a/r Tial V band exhaust housing. This turbo comes standard with a .60 a/r Ported Shroud Inlet. A 600hp Garrett core intercooler was placed in front of the car to cool off the charged air. A Tial 44mm wastegate regulates exhaust gases around the turbocharger with the help of a Turbo XS dual stage manual boost controller. Exhaust exits the car through a 3" downpipe and custom 3" exhaust.
As with any build proper fueling and engine management components must be used to healthy and reliable engine. We tuned the car on our in house dynapack using Neptune engine management on a chipped obd1 ecu. 1000cc injectors were needed to reach justins goals. A walbro 255 sits in the Integra's tank with stock fuel lines.
All that power is put to the ground with a GSR transmission with a Quaife ATB Differential. A Competition Stage 5 clutch was used for its excellent ability to hold power and still soft on the drivetrain. The stock axles were replaced with DSS axles.
This car is an excellent street car with excellent response from the GT3076r turbo.
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Here is another project we just finished here at the shop, the owner will be taking this 211whp K20 Type R hatc across the country to Washington State next week.
The seemingly stock EK hatchback has the optional factory 16" alloys from the newer generation civic, but is otherwise stock on the exterior. We installed a K20A type r motor from Hmotorsonline.com. As always the motor came in excellent condition, and fired up on the first try.
Along with the K20 comes the other parts required for the swap such as the hasport EKK2 mounts, and wiring harness. With these mounts an EG subframe is needed, which we sourced and installed for the customer. The ekk2 mounts allow for better axles angles, and more room between the radiator and intake manifold. The k20's fuel system was converted for a return line to work with the factory EK fuel system. The k20 also feature a cable shifter arrangement which requires the ek's center tunnel to be modified to allow fitment of a karcepts shifter adapter kit.
As with any k20 tuning on Hondata's K-pro unlocked a lot of power. With a cold air intake we fabricated, as well as a R-crew header and 2.5" exhaust system the motor needed some tuning to maximize the additional airflow capacity of these upgrades.
Evan drove his Tacoma 3 days from Alberta Canada to drop off the car, and came back to pick up the car and proceeded to drive it 3 days back across the country with a completely built and turbocharged motor.
The Tacoma feautres a fully built 2rz motor with Pauter Rods, Arias Pistons, LC engineering valvetrain, Gato Performance intake manifold, and was assembled in house by Paul.
Feeding the built motor is a GT35r with a polished compressor cover, and a Tial V banded .63 a/r exhaust housing. Morgan fabricated a custom stainless steel exhaust manifold for the 2rz with the tial housing. 2.75" charge piping all the way around as well as a 600hp intercooler core. A Tial 44mm wastegate was used to regulate boost pressure.
Fuel and ignition management is handled by a Haltech stand alone engine management system.
