[Cheetoh]

Not familiar with that brand. What hp are you trying to get from it?

 

[drtalon123]

Its for road course duty, so the B series will be tuned at 400whp, but will live life between 300-320whp for longevity reasons.

 

[Soul Engineering]

Look what just arrived in NC @Soul Engineering's place, he informed me today!!

View attachment 143334

View attachment 143335

View attachment 143336

So that you all understand what you're looking at. This is a RAC Turbo modded GT2860RS. The modification is fairly simple. The turbine wheel (exhaust wheel) has been updated with a Xona designed 5 plus 5 wheel that is about 30% more efficient than the original disco potato exhaust wheel. This not only increases potential horsepower, but it also decreases lag by about the same amount. So what you end up with is a turbo that spools insanely low in the rpm range, pulls well past 9k rpms, has potential to make 400+whp, and is perfectly suited for a 1.6L engine.

Here's a look at the different exhaust wheel:

And yes, this turbo is full Vband on the exhaust side. Inlet and outlet.

A picture of the stock style 9 blade exhaust wheel:

 

[drtalon123]

So B series pistons and PCI wing are ordered.

I went with 2618 alloy Wiseco's, 10.5:1 CR 81.5mm bore, kit# K566M815AP. These are actual images of the pistons in this kit:

They're .1 CR higher than stock, closest (and cheapest) I could get while staying only .5mm overbore. Should still pair well with stock valvetrain and cams in terms of low end drivability, staying peppy out of VTEC and helping to spool the disco turnip. Not really worried about det since it will continue to run E85, and there are plenty of stock B series examples out there running at my target/goal power levels lol. I also highly doubt this engine will ever fall below out of VTEC on track lol, not with the GSR gearing and 4.9 FD, revving to about 9200rpm.



The particulars on the wing kit:

92-95 CIVIC HATCH BACK (V2 TOP MOUNT) - PCI Racing

Pro Car Innovations Race Spec Wing Mounts Pro Car Innovations wing mounts are designed to meet the demands required for racing use. All PCI wing mounts use high quality materials and hardware and are specifically designed for each vehicle to locate the best possible mounting points for maximum...

www.pci-racing.com

PCI now offers a combo kit as of relatively recently, pretty sure it knocked off like $50-100 off purchasing both pieces by themselves (PCI only used to offer the brackets and wing separate).

The wing I ordered is 65" long. I measured, and this is pretty much the width of the car, as measured between the tops of the rear wheel well arches. It should line up with the width of the car perfectly, and not be too crazy oversized lol.

Also went with the top mount "swan" neck style, even though I dont really like the look as much as the bottom mount, there is advantage to swan necks that help maintain wing/air boundary layer adhesion on the underside of the wing vs with mounts on the bottom. Great Youtube explanation FTW as to why lol:

And of course PCI has some examples of the wing and mounts on an EG:

It should work out pretty well. Looking forward to trying the car with and without the wing trackside, to really get a sense of before and after

More to come!

 

[Stefanzoh]

So that you all understand what you're looking at. This is a RAC Turbo modded GT2860RS. The modification is fairly simple. The turbine wheel (exhaust wheel) has been updated with a Xona designed 5 plus 5 wheel that is about 30% more efficient than the original disco potato exhaust wheel. This not only increases potential horsepower, but it also decreases lag by about the same amount. So what you end up with is a turbo that spools insanely low in the rpm range, pulls well past 9k rpms, has potential to make 400+whp, and is perfectly suited for a 1.6L engine.

Here's a look at the different exhaust wheel:

View attachment 143351

And yes, this turbo is full Vband on the exhaust side. Inlet and outlet.

A picture of the stock style 9 blade exhaust wheel:
View attachment 143352

So you're telling me this turbo shits on my 2867r? I wonder how it compares to a g25-550.
How much are these modded units selling for?

 

[Soul Engineering]

So you're telling me this turbo shits on my 2867r? I wonder how it compares to a g25-550.
How much are these modded units selling for?

PM incoming

 

[drtalon123]

The Wiseco's are pure art:

Block and pistons are in the truck, will be delivered to machine shop for boring tomorrow.

Also got a new heater to work in the shop over the winter, its a supplement to get the shop up to temp quickly. After about an hour with it being below freezing outside, its 70 degrees inside and I can turn it off and let the kerosene heater continue to maintain temps in the 60's:

 

[drtalon123]

Got some cool awesomeness from Brian at PCI today via email.

I emailed him earlier in the week asking whether or not they provided their wing CFD study results to customers, and sure enough:

You can see the downforce numbers in lbs at given speeds and angles of attack. At 5 degrees AOA, the wing will make 212lbs @ 100mph, 415lbs @ 140mph respectively!

This thing is going to be awesome.

Here's some other cool pretty picture windtunnelly things:

There is more in the CFD research than I posted here. Overall, this study tells me its a well thought out and performing design for its price point. I'll be proud to rock it.

In comparison to NineLivesRacing big wang, without any downforce extras or addons to their base wang, the PCI makes CFD downforce numbers basically equal to the NLR offering.

 

[Oldcivicjoe]

While not a fan of the LOOK of wings on hondas, that should solve your light back end issue very nicely. Got to love the amount of data they have on it.

 

[drtalon123]

Please don't get me wrong here, I just want to show some interesting numbers. I'm NOT knocking NLR one bit. They are a professional aero fab company, who have industry experts on staff, and they work with serious motorsports companies and organizations. Their stuff is AMAZING. I just wish I was able to afford it

I thought it was interesting when @Soul Engineering and I were at VIR a couple months ago, we brought up the prospect of running a PCI wing setup on the civic to a few folks at the track. I was surprised to hear how almost everyone we talked to basically said "just go NLR, forget about PCI."

I can understand brand bias 100%, if you trust something and know it works, you just trust it, and ignore anyone else. But these CFD studies show how similar PCI has gotten to what NLR has achieved.

For the price point, what you get from PCI, its impossible to ignore.


Some CFD comparison data between NLR and PCI wings, comparing to NLR wings without gurney or wick options/addons. Both NLR and PCI are using the same CFD software/methodologies to run their studies.

PCI V2 60" (top) vs NLR Big Wang 70" (bottom):

• @ 5 degrees AOA, NLR wing is 10" wider than PCI, yet PCI wing manages to squeak out DF values just a tad higher at the same angle of attack.
• The PCI wing does have a bit more drag though.

PCI V2 60" (bottom) vs NLR Carbon Megga Wang 70" (top):

• Same result as previous comparison @ 5 degrees AOA.

All 3 of these wings perform very similarly, and are very close across their range of testing.

Consider the price points as well:

• NLR Big Wang, just by itself, with no brackets/mounts attached or welded to it, no end plates, no coating over the aluminum, no swan option selected, just the bare bones wing is $500.00.
  • At this point, you still have to figure out how to attach it to your car.
  • With ALL the bells and whistles selected, going swan mount, etc, but STILL no car mount brackets, the wing costs $1300.
• Same with the NLR carbon wang, $2k bare bones, $2.5k fully loaded.
  • Still no way to attach it to your car.
• Meanwhile PCI offers their wing, end plates and car mount brackets in a single package for the EG, EK, CRX, Tegs and RSX, all for around $665.

 

[Soul Engineering]

PCI = No Gurney's required for the same down force

 

[drtalon123]

Got the teardown on the D done while the B series stuff is at machine shop and engine stand is free. Haven't pulled the oil pump apart yet, that will be next.

The bearings did their jobs flawlessly, and the crank stood up to the abuse.

All she needs to be refreshed is a micropolish and new bearings, a cylinder re-hone and new rings, and ready to be back at it for another season.


None of the images except for 1 main journal have any scratches you can catch a nail on.

Main #1

Main #2

Main #3

Main #4

Rod #1

Rod #2

Rod #3

Rod #4

 

[drtalon123]

Rod #1

Rod #2

Rod #3

Rod #4

The cylinders all have vertical scuffing on them, but nothing too crazy. You can catch a nail on the scratches around the tops of the bores, but only at the tops. If you move half an inch lower, you can't feel the scratches with a nail anymore:

Cylinder #1

Cylinder #2 and 3

Cylinder #4

 

[drtalon123]

The head looks fantastic, so do the pistons and the rods.

The turbo does have some in and out play, likely needs a rebuild. I'll get it torn down and inspected at some point. I do know it is the cause of burning oil when the car was sitting idling and not at operating temp.

I'll likely have Ruben at RAC turbo rebalance it for me, so its ready to roll at some point.

 

[Oldcivicjoe]

I'd love to see the bottom end balanced, and the new disco turnip on this one after you wear your left knee and right wrist out shifting the B, lol. Be interesting to see which setup wins around a road course.

 

[drtalon123]

I'd love to see the bottom end balanced, and the new disco turnip on this one after you wear your left knee and right wrist out shifting the B, lol. Be interesting to see which setup wins around a road course.

Been thinking about this lol. I'll have to fab a new manifold for the D when that time comes! But it will likely be a whole different machine on track haha.

 

[Cheetoh]

I would think the extra torque will be nice. What made you decide to pull the engine?

 

[drtalon123]

I would think the extra torque will be nice. What made you decide to pull the engine?

Its been something that has been coming for a while. In prepararion for 2023 season, and ultimately setting a roadmap for Grey car for the next 2 years, a new engine/trans is coming this spring.

It's been a goal of mine to run two engine/trans setups in this car, as an attempt to keep the car alive and out on track as long as possible, in a time/resource efficient way.

• Sure building a new powertrain is up front resource intensive, but doing it right the first time, and during off season, allows me to simply refresh normal wear/consumables on a cadence moving forward, to keep pushing the engines and car out on track with mimimal mid season downtime.
• I've also been procuring parts and doing work on and off for the B series for about 3 years now (while keeping the D series my main priority), and its now at a point where I can foot the rest of the bill to push it to completion over the next couple months.

I'm going to run the B series powertrain next season, during that time and next winter, I'll refresh the D for 2024.

The D has been in the car for a long while now. I plan to alternate between the D and B series engines/transmissions on a yearly basis, to have time to run one during the season, and refresh the other in my spare time to get ready for the following season. Following this trend, the D has seeiously passed its expiration for teardown and rebuild, and the B series is up next for a run in the car.

I've learned a ton with the D so far, what its weak points are and what improvements have been meaningful. It has also been critical toward how much I've learned about this chassis and handling characteristics above 130-140mph, and where I need to make changes to improve the chassis itself.

Both D and B engine/transmission combinations are built and will be tuned for similar power levels, roughly 300-320whp for track duty.

• The D is already built and at that power level, and has proven it can play on track dependably in that range.
• The B makes its debut this spring, where I hope to begin tuning it by March/April, with its first event in late April, or Hyperfest in May. The B architecture is just superior to the D series in terms of the amount of abuse it can take before issues arise, and I wholly intend to punish it at that power level in 2023.

All this being said, a yearly maintenance teardown/rebuild alternating cadence will help keep them alive for a while

The D has been all around abused for quite some time as I've used it to iron out a number of issues with it and the chassis so far. I wanted to see what the hard life had done to the insides so far instead of just crossing fingers. This is the first time I've inspected the entire thing with pistons out of block in about 2.5 years, but I now have a good basis for comparison about what to expect in terms of wear characteristics.

After this inspection, I now feel confident that refreshing the D series with basic machine work, new bearings and rings, will give me trouble free use for the entire 2024 season with my right foot matted to the floor.

 

[drtalon123]

Got some basic work done on the chassis tonight.

Pulled the old dashboard out, and will begin redoing electrical and dash side harnesses to work with the new PCI dashboard:

Also pulled the brake booster and pedal assembly to begin the Honed brake booster delete conversion:

While I'm at it, I'm going to replace the master cylinder and bleed all the brakes again, flushing the system and replacing the fluid with Wilwood EXP600

Wilwood Disc Brakes

Part No: 290-6209 brake fluid, fluid, assembly lube, Hi-Temp° 570, Hi Temp 570, Wilwood FIVE, EXP 600 Plus, racing brake fluid, racing fluids, highly refined, silicone brake fluid, high heat, high boiling points, low viscosity, low moisture affinity, synthetic assembly lubricant, extreme pressure

www.wilwood.com

Also, PCI wing and bracketry and Treadstone DIY log manifold will be here end by end of next week!

 

[Oldcivicjoe]

What size master will you be running with that booster delete?