Simply put, the goal for this car was to build a lightweight awd street car that could race on any surface. The plan started as a DSM, but eventually evolved into a Mirage/Colt chassis to make it even lighter.
Most of this car was thrown together with parts found around the shop that were either hand-me-downs from other builds, or returned items from customers that ordered the wrong parts and could not be sold as new. If the car had a name, it would probably most appropriately be called "Lost and Found". We were happy with this combination because it would be drived on the streetÂ
1. Engine Block
Overview
This engine was not planned out the way we normally do. We had a 100mm stroker crank sitting on the "open box items" shelf, and a set of stroker pistons that a customer installed before sending back. These parts couldn't be sold as new so we ordered a set of Manley Turbo Tuff rods and built a 2.3L shortblock.
Displacement: 2.3L
Compression Ratio: 10.0:1
Bore Diameter: 85.5mm (0.020" Over)
Rod Length: 5.900" (Std)
Rod: Steel I-Beam
Stroke: 100mm
One trick that some people do with these engines is running a 7 bolt 4g63 piston in a 6 bolt 4g63 block because the 7 bolt pistons use a bigger 22mm pin and there are more options for compression ratio. But that means the 6 bolt rods won't work anymore because they have a 21mm pin bore. Another reason people go with 7 bolt pistons in a 6 bolt block is because there are more piston options for 7 bolt engines than there are for 6 bolt engines. For example, there aren't any shelf 10.0:1 6-Bolt stroker pistons for a 100mm crank and a stock rod length (but there is in 7 bolt). The set of pistons we had on hand were for a 7 bolt so we decided to get the specific Manley Turbo Tuff I-Beam rod that is designed specifically to work with 7 bolt pistons in a 6 bolt block. It has a 6 bolt bottom half, and a 7 bolt 22mm pin bore. This makes the mix-and-match combo a bolt-together situation without requiring any custom orders.
By the time we were done we had a bolt-together 2.3L stroker assembly with a 100mm 6 bolt Eagle stroker crank, CP 7 Bolt stroker pistons, and stock length Manley "conversion" rods.
The block was high mileage and needed to be bored over at the machine shop to make the bore true again. So we went with .020" over bore pistons. The compression ratio we selected was 9.5:1 because this car will be on E85 most of the time so we can benefit from the added compression without having to be worried about detonation on pump gas.
We kept the head simple. A set of GSC S2 Cams were chosen to focus the powerband where the Precision 6266 could best use it on an engine that we didn't want to rev much over 8500rpm (because of the stroke). And we decided to use GSC Beehive springs and retainers with Ferrea 6000 series valves.
The drivetrain in this car is straight out of a 1g AWD DSM. The transmission is a 4spd Shep Racing straight cut dog box. The clutch is a quartermaster twin disk. And the driveshaft was a custom Driveshaft Shop unit.
Release Bearing Not Included Flywheel without Ring Gear.
4. Fuel System
Overview
This car is using an aftermarket fuel cell in the factory fuel tank location so we were able to get away with using inline fuel pumps instead of in tank fuel pumps. When using E85, you need more fuel delivery than you would need on gasoline, so to support 800whp we chose to use two of AEM's 400lph inline pumps that visually resemble the old Bosch 044 pumps, but flow about 13% more at 75psi of fuel pressure (35psi of boost pressure) in our testing. And an AEM Fuel Rail holds in a set of Injector Dynamics ID2000 injectors. Fuel pressure is controlled with an Aeromotive fuel pressure regulator.Â
With a goal of 800whp, you would usually start with a bigger turbo than a 62mm. However in this build we wanted to do it on the smallest turbo we could to keep the car in power between shifts and make it as responsive as we can on the street. We originally started with a Gen 1 Garrett GTX3582R that made around 740whp all in, then swapped to a Gen 2 Precision 6266 to get the rest of the way to 800whp. The turbo is ball bearing, and we went with a .82 T3 housing to keep it responsive. Boost is controlled by 2 Tial MVR wastegates.
It is common practice for tuners to use the AEM 30-6050 Honda ECU in universal applications. For this car we used this ecu with a custom wiring harness to run the engine. The ignition is powered by AEM smart ignition coils.Â
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