Problems & Solutions

Our first dyno session with our Project EK was a success for many reasons. First, the engine survived the dyno experience. Second, we made a respectable amount of horsepower for the tested boost level, generating 490 horsepower at 26psi of boost pressure. Third, and probably most important, the dyno session allowed us to discover that we still need to upgrade a couple of components to realize the full performance potential of the engine. The components that need to be upgraded include the undersized wastegate and the under- powered fuel pump.

With a hybrid turbocharger that uses a high- capacity compressor section with a smaller turbine section, a large amount of waste gas flow will be directed to the wastegate. While the 38mm TiAL Sport wastegate would have probably been adequate for a higher-flowing T4- turbine-based turbocharger, the wastegate did not have the capacity needed to eliminate boost creep with the T3 turbine section. Even with the desired boost level set to just 17 psi, the boost pressure would creep to 26psi near redline. To eliminate this problem, we’ll be stepping up to the 60mm TiAL Sport gate that fits on the new- generation Peak Boost turbo manifold. This massive high-flow wastegate should end boost creep issues once and for all.

While we stressed to Jeren that a dedicated relay and direct battery power should be fed to the factory fuel pump before the first dyno session, Jeren heard from someone that it would be just fine with the factory wiring harness feeding the electrical power to the fuel pump. In fact, the voltage to the Walbro 255lph fuel pump wasn’t enough to maintain fuel pressure past the 470 wheel horsepower mark. Before our return to the dyno, we plan on installing the MSD Fuel Pump Voltage Booster to ensure that the Walbro can supply all the fuel necessary for our horsepower target and beyond.

Piecing Together the Puzzle

While making reliable power seems to be handled, getting this power to the ground will ultimately become the next big challenge as this Civic EK looks to run low 10s or high 9s in the quarter mile. To regulate power delivery to the Gearspeed B16 transmission, an EXEDY cerametallic twin-disc system was selected. Once the power goes through the gearset, a Quaife ATB Helical-Gear-Type LSD distributes the power to both front-drive wheels. The Quaife ATB LSD had earned a reputation as the differential of choice for high-horsepower street and competition applications as its exhibited exceptional reliability and power handling capabilities. Handling massive amounts of power is also in the reputation of the Drive Shaft Shop Stage 5.9 axle and hub system. This axle system has proven to be bulletproof in 600- plus horsepower Pro-Am Hondas.

To ensure that the contact patch is maximized, an A’PEX Integration N1-Type Pro99Spec coil-over suspension was installed. Ingalls front and rear camber kits keep the Rota 16×7-inch Boost wheels and AZENIS RT-615 tires in line. At the strip, the Rota/Falken combo is replaced with a 25×9.5×15- inch M&H Racing slicks on lightweight aluminum racing wheels. When it’s time to bring this charger to a halt, a set of EBC Yellow-stuff brake pads put the squeeze on EBC 3GD performance rotors.

Inside this Civic EK, you’ll find a street-friendly interior that also provides all the driver information needed for full competition efforts. The driver and passenger are secured by a set of Buddy Club P-1 fiberglass racing seats and CROW Enterprizes three-inch, 5-point harnesses. A custom DesignCraft chrome-moly 6-point cage offers additional protection and a significant increase in chassis rigidity. To point the Civic in the right direction, a Momo Tuner steering wheel was selected. Information about fuel pressure, exhaust gas temperature (EGT), and boost pressure is relayed to the driver through A’PEXi EL-II series gauges and controller. An AEM gauge-type Wideband UEGO controller displays real time air- fuel ratios.

Last of the Mohicans

Jeren Walker is a die-hard Honda enthusiast through and through. As other Honda owners turn to Subaru, Nissan and Mitsubishi for their next project car, Jeren has pledged to own Hondas until the day he can afford to get a registered GT-R. Considering that his project cars siphon most of his discretionary income, we expect to see Jeren rolling in Hondas until he hits the lottery.

2015 Update

Though he still loves Hondas, Jeren did end up moving on from his Honda EK, which to this day he still regrets selling. However he has since taken on another D’Garage project car, the Nissan Silvia S14. After some early troubles during the KA vs SR battle, he has since turned the S14 into a KA-powered 700 hp street machine that runs 10’s in the quarter mile. With the successful trip to Fontana Dragway under his belt he now looks to make the S14 into a 8/9 second car.

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