The Bastard's Build
Posted: Sat Dec 21, 2019 8:52 pm
Intro
The Bastard started life as a 2013 SRA model but has morphed to devour pavement at a faster rate. As long as it will retain its British roots and remain powered by Japanese voodoo Honda K series magic it will remain a bastard its entire life.
The build goal is to be as fun and as raw as possible to drive. To that extent, it will always keep its manual transmission and forgo the use of ABS, traction control, and other sorcery. It will also retain it's passenger seat. What's the point of having fun if you can't share the spoils? It goes without saying that another goal is to go faster but good reliability remains a major condition.
2019 Season End Status
In the first round of modifications I swapped in an HPD engine. The K24/K20 engine nets a 58whp increase while running much cooler. The head is a stock 8th gen USDM Civic K20Z3 piece, which should last forever with a redline lower than in the street car. This engine replaces the weakest link in the stock USDM K24Z7 block, the cast pistons with weak ring lands, in favor of custom forged Mahle pieces. Though compression is a stock 11:1 the engine is tuned on 105 RON octane. Every track in Northern California has 105 RON octane so might as well take advantage of it. The car is used on track only. The intake design bypasses the stock snorkel which has been shown by other members to be a major restriction. This opens up the intake snorkel use for other purposes, such as an air to air charge cooler. The exhaust mounts the muffler lower to the ground to lower COG and opens up the engine bay for an Accusump. I tested a tripple pass Dynomax muffler of this size at Laguna Seca and it passes the diabolical 90db @ 60ft sound limit. The engine mod alone yielded ~3 second a lap improvement at Thunderhill East and Sonoma raceways. The goal for 2020 is to add forced induction via a Rotrex C38R, hence many of the design parameters used in making the intake and exhaust where set for 450hp crank in a centrifugal application.
Build list
Engine: Honda Civic SI Touring Car engine by RealTime
balanced and blueprinted
11:1 comp
forged 4032 Mahle pistons
stock K20Z3 head
K24Z7 stock forged 585g steel rods with cracked rod caps
stock K24Z7 forged steel crank
stock steel liners
K20a2 oil pump
K20a2 oil pan
RealTime oil pan baffles
RRC intake manifold from JDM Civic Type R
RRC throttle body from JDM Civic Type R
Tune:
Hondata Flashpro
Blacktrax tuned
105 RON octane map
8,000 rpm redline
4,200 VTEC crossover
Bolt-ons:
Custom pop charger by Jim Wolf, 83mm ID to match Rotrex C38R using 125mm open cone filter
Blacktrax custom intake piping
Burns Stainless custom 4 into 1 stainless steel header and exhaust optimized for 450hp centrifugal application
75mm in 75mm out Dynomax tripple pass muffler
Driveline:
Gear x 4th gear upgrade, stock ratio
Exedy Stage 2 Cerametallic Clutch Thick Disc
Stock K20Z3 flywheel
Other:
Keizer 15" diameter Kosmo wheels with forged centers in 10" to 14" width
Hoosier or Avon slick tires in 205mm to 355mm size
Motul 300V 15w50 oil
3QT Accusump
Aero:
APR carbon fiber GTC 1000 dual element front and rear
Design by CIRO
Main cord 1800mm x 250mm
Second element 1800mm x 100mm
Max AOA 52*
Rear element has a carbon fiber gurney flap
100mm extension to clear dirty air from roll over bar Dyno stock rated 230hp cranck tested 190whp
HPD motor rated !secret! tested 248whp equivalent of 300 crank hp if 230hp stock rating is true
The Bastard started life as a 2013 SRA model but has morphed to devour pavement at a faster rate. As long as it will retain its British roots and remain powered by Japanese voodoo Honda K series magic it will remain a bastard its entire life.
The build goal is to be as fun and as raw as possible to drive. To that extent, it will always keep its manual transmission and forgo the use of ABS, traction control, and other sorcery. It will also retain it's passenger seat. What's the point of having fun if you can't share the spoils? It goes without saying that another goal is to go faster but good reliability remains a major condition.
2019 Season End Status
In the first round of modifications I swapped in an HPD engine. The K24/K20 engine nets a 58whp increase while running much cooler. The head is a stock 8th gen USDM Civic K20Z3 piece, which should last forever with a redline lower than in the street car. This engine replaces the weakest link in the stock USDM K24Z7 block, the cast pistons with weak ring lands, in favor of custom forged Mahle pieces. Though compression is a stock 11:1 the engine is tuned on 105 RON octane. Every track in Northern California has 105 RON octane so might as well take advantage of it. The car is used on track only. The intake design bypasses the stock snorkel which has been shown by other members to be a major restriction. This opens up the intake snorkel use for other purposes, such as an air to air charge cooler. The exhaust mounts the muffler lower to the ground to lower COG and opens up the engine bay for an Accusump. I tested a tripple pass Dynomax muffler of this size at Laguna Seca and it passes the diabolical 90db @ 60ft sound limit. The engine mod alone yielded ~3 second a lap improvement at Thunderhill East and Sonoma raceways. The goal for 2020 is to add forced induction via a Rotrex C38R, hence many of the design parameters used in making the intake and exhaust where set for 450hp crank in a centrifugal application.
Build list
Engine: Honda Civic SI Touring Car engine by RealTime
balanced and blueprinted
11:1 comp
forged 4032 Mahle pistons
stock K20Z3 head
K24Z7 stock forged 585g steel rods with cracked rod caps
stock K24Z7 forged steel crank
stock steel liners
K20a2 oil pump
K20a2 oil pan
RealTime oil pan baffles
RRC intake manifold from JDM Civic Type R
RRC throttle body from JDM Civic Type R
Tune:
Hondata Flashpro
Blacktrax tuned
105 RON octane map
8,000 rpm redline
4,200 VTEC crossover
Bolt-ons:
Custom pop charger by Jim Wolf, 83mm ID to match Rotrex C38R using 125mm open cone filter
Blacktrax custom intake piping
Burns Stainless custom 4 into 1 stainless steel header and exhaust optimized for 450hp centrifugal application
75mm in 75mm out Dynomax tripple pass muffler
Driveline:
Gear x 4th gear upgrade, stock ratio
Exedy Stage 2 Cerametallic Clutch Thick Disc
Stock K20Z3 flywheel
Other:
Keizer 15" diameter Kosmo wheels with forged centers in 10" to 14" width
Hoosier or Avon slick tires in 205mm to 355mm size
Motul 300V 15w50 oil
3QT Accusump
Aero:
APR carbon fiber GTC 1000 dual element front and rear
Design by CIRO
Main cord 1800mm x 250mm
Second element 1800mm x 100mm
Max AOA 52*
Rear element has a carbon fiber gurney flap
100mm extension to clear dirty air from roll over bar Dyno stock rated 230hp cranck tested 190whp
HPD motor rated !secret! tested 248whp equivalent of 300 crank hp if 230hp stock rating is true