BIG BOOST, BIG SNAIL

Venturing into the world of forced induction, Loarca turned to the manifold experts at Full Race. A stainless-steel manifold channels spent gasses from the exhaust ports to the divided inlet of the Precision Turbo & Engine GT42R turbocharger. Aluminum intercooler piping joins the compressor discharge with a Full-Race intercooler en route to an IPS Motorsports intake manifold. An 80mm Accufab throttle body regulates the incoming aircharge as it is distributed to each of the intake runners. As the air is distributed to each combustion chamber, monstrous DeatschWerks 2,300 cc/min injectors supplied by an Aeromotive Eliminator fuel pump deliver VP Import racing fuel for combustion. To regulate fuel delivery and spark timing, a Hondata K-Pro III engine management system was employed. With a Hondata boost control solenoid regulating the dual TiAL Sport wastegates to 42 psi, the Civic generated an incredible 1,125 horsepower and 725 lb-ft torque on Church Automotive’s Dynapack dynamometer.

GEARBOX BLUES

While big power and torque numbers spell success for the engine, it spells certain doom for the driveline. A Competition clutch does the job of transferring power from the crankshaft, but the factory Honda transmission just wasn’t designed for this amount of horsepower and torque. After destroying five factory bell housings, a solution had to be found. Working with Tyler Hara from Cosworth USA and his friend Eric Valdez, a billet aluminum bell housing was machined to handle the duty. The transmission was then fortified with a four-speed, dog-engagement gear set from Frana Gears and a torque-biasing differential from Quaife.