Sol’s EG Circuit Build… Introduction

 

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No stranger to the site, we kick off yet another project under construction from within Sol’s stable; this time in the form of a EG hatch. Many of you would have seen his current EK9 Civic build but prior to that he owned a Honda Civic EG6 with a Drag Cartel K24 NA motor that was prepared for the Bushy Park Racing Circuit.

Unfortunately Sol was never able to fully enjoy the car due to mechanical failure on its debut race weekend. Following this the car was subsequently banned from the class due to several rules changes. Given the level of performance the car was able to put out in that short lived weekend pushed Sol to continue with the FWD platform. Having a car built within the class specifications coupled with some additional seat time, it would be possible for him to be a front runner. 

A plan was devised for him to source a EG shell and begin a build from the ground up. With the plans in motion it wasn’t long before he came into possession of a shell which would be built to Group 3 class specifications. While in the midst of consulting over the selection of parts for the build, it led him to kickstart his Group 2 EK9 Type R build.

Sol came across a Civic Type R that was in the works for the track. Fully consumed by the racing bug, Sol jumped on the opportunity and purchased the car which would most certainly be completed before his EG build. In doing this, it would allow him to get some much needed seat time around the track in preparation for the group 3 car. Having a car within the lower group meant the chassis would require less fabrication and with this, it sped up the time frame for completion. 

Already having plans well underway for the Group 3 car, the guys went to work on the preparation of the chassis eliminating anything that wasn’t absolutely necessary. We’ll be taking a look at some of the steps that were taken throughout this process. 

Before we can get there I thought we can start at the beginning when Sol acquired his first EG circuit build and work our way forward. 

 

For those who may want to view either of these builds I’ve provided the links below:

Track Bred EG6 Build…

Sol’s EK9 Circuit Build…

 

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Upon purchasing the car, Sol immediately made a few changes, the biggest change was a quick stop over at the paint shop where the car was blown in a gloss black… 

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Being fresh out the booth the car was then transported back to the garage where the guys would apply the finishing touches just before his debut on at the Williams Industries International Race Meet… 

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All systems were a go, throughout the testing and practice sessions Sol was shaping up to be right on the pace of the front runners within the group… 

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Along came qualifying where Sol shocked the masses and was able to secure pole on his debut with a blistering time of 1:04.499 ahead of the favorite out of Trinidad Kristian Boodhoosingh by 0.390 sec. This achievement was somewhat bittersweet, soon after the team would realize the motor had blown and Sol wouldn’t be able to compete on race day. 

Moving forward, the plan was to replace the motor and have the car back up and ready for the start of the upcoming season. However, due to a few drastic rule changes which would deem the car illegal to compete in the group with an aluminum firewall and modified floor. It left Sol at the crossroads as to either have them replaced with OEM pieces or build something completely different for the group. 

With the success from the race weekend, Sol assessed his options and opted to take the plunge. A hunt for a fresh EG shell was in the works to hit reset on the build and have a car that will undoubtedly be within specifications for Group 3… 

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After some searching and convincing he was able to acquire an unmolested EG4 that would be perfect for the plans he had ahead… 

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Donor chassis loaded up and in route to the garage where the guys will begin the teardown for a more accurate assessment of the chassis… 

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A shot of the donor shell next to his previous Group 3 EG6 build…

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The shell was placed on jack stands signaling the beginning of the teardown process… 

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Factory dash removed so the guys can get view of any rust damage which maybe hiding… 

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Being a dedicated circuit car, Sol went ahead an purchased a full Custom Cages unit to be fitted to the chassis…

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More and more of the Civic was torn apart, pictured after the radiator support was removed along with all the suspension and electrical components. The reason for the small cross bar fixed to the front of the chassis is due to the entire factory radiator panel and lower cross member being removed. This bar will be important during the build process to constantly check and recheck the levels as the build moves forward…

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The radiator support was temporarily removed for ease of access while working on reinforcements for the chassis… 

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A view of the gutted interior still very much in the beginning stages of chassis preparation… 

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 After taking a full assessment of the interior, any additional metal was removed leaving only what was absolutely necessary… 

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Based on the design of the Civic’s chassis and suspension layout, Fred opted to build a cage that will deliver the maximum chassis stiffness based on the factory suspension pickup points. Careful attention was paid to the details of  how the front subframe is mounted to the chassis…  

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A view of the prior rust damage that the car suffered, which now needed to be dealt with once again…

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Fred began to remove some additional metal from the fender to allow for the cage to be tucked and tied as close to the Civic’s frame as possible… 

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A look at some of the unwanted metal removed from the Civic’s chassis…  

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The car was then placed on a chassis jig designed specifically to allow the shell to be held perfectly level on its lateral, longitudinal & diagonal axis…

 

Already having a purpose built race car on hand, a few items will carry over onto the newly acquired EG shell…

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The function 7 spherical LCAs will be retained for the new build… 

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A custom spec ASP header was selected for the motor package associated with the previous car, this too will remain going forward… 

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 Having the shell securely mounted to the jig, Fred began to strip the existing paint from within the engine bay to get a move on with the next stage in development… 

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The installation of the roll cage… 

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A few progress shots of the Custom Cages unit fitted in place. The design of the touring car inspired front section of the roll cage adds a degree of discipline to the seating arrangement in that; the roll cage is actually designed to stiffen the entire firewall and subframe attachment points while extending along the side sills and connecting to the main roll cage safety structure… 

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In so doing, the seat rails are integrated into the sill bars and provide exceptional stiffness across the width of the driver compartment. Thus providing a completely integrated member with zero torsional deviation at high cornering speeds and G loads…

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Similar to the Group 2 car, Fred removed a portion of the floor and built a tunnel to route the side exit exhaust…

 

That’s it for the first post on Sol’s EG4 build; thanks for taking a look and stay tuned for more to come on this build. 

All-Wheel Drive EG9 Build… Part 1

 

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We’re back with a quick update on Bally’s EG9 build. Having done a large amount of research Bally was motivated to knock this thing out as fast as possible. He went ahead and started placing orders for the necessary items to execute the calibre of build in mind. We’ll be taking a look at the part as they arrived along with the additional progress which has been made to the shell.

 

For those who may want to view this build from the start I’ve provided the link below:

All-Wheel Drive EG9 Build… Introduction

 

Further research into the AWD conversions reveal there are two main options available to choose from. The first is the Wagovan which is what basically started the AWD craze. Unfortunately,  due to this discovery the prices on the Wagovan parts have significantly increased over time. In addition to this, they are also becoming scarce which tends to drive the price point even further.

On the flip side, the CRV AWD setup is very readily available and significantly more cost effective. But It does come at a slight disadvantage when looking to make a large amount of horsepower, which it is not suited for in factory form…

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As a result of this some upgrades were necessary and Bally acquired a Gear-X AWD LSD that would be more suited for the application he will be using the car for…

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The factory CRV differential torn apart in the process of swapping out for the upgraded Gear-X unit…

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A look at the Gear-X LSD fitted in place before sealing the housing…

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Along with the LSD that was added to the CRV differential to ensure power is transferred through both wheels, some robust mods are required. In order to push the limits where power stands, the rear differential clutch pack is pinned and welded to prevent any slippage. However, this also has a downside and causes the ratios between the front and rear to ultimately destroy themselves.

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A viscous coupler typically from the Wagovan is added to the system to prevent this from happening but once again with prices astronomically high Bally opted to source one from a Freelander…

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As for the gearbox, a PPG 1st through 4th turbo drag kit was added to ensure there are no issued when it comes to selecting the gears. To eliminate slippage from the front wheels the factory LSD was tossed and replaced with a Wavetrac unit…

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The car currently sits on a set of 15×8 wheels at all four corners; the rears are wrapped with Hankook Ventus rubber in a 215/580 sizing…

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And the front wheels  were fitted with a pair of Maxxis RC-1 tyres in a 225/45 series…

 

However for the target power Bally has in mind for the build, they wouldn’t be adequate to deliver the kind of performance necessary for him to hit his goals…

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After doing some much needed research on wheel sizes and having looked thought several manufacturers. Bally was able to find what was in his eyes, a cost effective alternative to the ever popular sought after drag racing wheels. Replicating the wheel specs down to the beadlock feature, the fronts are 13×10 and in the rear 15×7. The major upside to the wheels are the price point given that Bally is still trying to keep the build very budget focused where possible. The downside is the added weight over the higher end of drag wheels but in the grand scheme of things the extra weight is negligible…

 

Having sourced a set of wheels for the Civic, Bally was now on the hunt for some fenders that would accommodate the large 13×10 wheels…

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He was fortunate enough to find a drag spec widebody front end locally. However, upon test fitting he realized the kit was purchased for a 2 door EG which wouldn’t allow it to fit as designed. Being sold on the front end, Bally went ahead and placed an order for the for the 4 door compatible version…

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Having dealt with varying build over the years Bally knew how important a car’s suspension components are when it comes to setting fast times. With the Civic being a dedicated drag car, Bally wanted as minimal play between suspension components and opted to go with spherical bushings throughout the car…

 

The K Series motor is designed such that the intake is placed towards the front of the car. The motor orientation within the engine bay has the throttle body opening on the left side. When turbocharging this requires the use of more pipe, on a street car this wouldn’t typically be a problem but given the purpose of the build, Bally wanted as direct a path as possible to the intercooler…

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When selecting an intake manifold he went with a Skunk2 centre feed unit which would allow for the shortest possible routing to the intercooler. Based on the skunk2’s intake design, it’s possible to increase the plenum volume and of course Bally took advantage of this with the addition of a 2.0L spacer…

 

Being heavily involved in the motorsport scene, Bally is a huge supporter of local talent. And in relation to head porting he uses DCR Motorsport for each of his engine builds. So naturally when the time came to build the Civic’s motor, Bally sent the head to receive a special treatment based on drag racing…

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After the head was back from DCR, Bally began the assembly with Supertech nitride intake and inconel exhaust valves. A set of 110lb Ferrea valve springs along with titanium retainers closed out the head package…

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A look at the K-Tuned throttle body mated to the Skunk2 centre feed being test fitted to the head…

 

Taking things to another level with this build Bally sourced a K24 block and crank and had them shipped to Cylinder Support Systems…

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While there the guys micro polished the crank and performed their cylinder reinforcement treatment; in addition to this the block was o’ring and received a fresh bore and deck…

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This was done in preparation for the R and R aluminum rods and the Traum 10:1 compression pistons Bally had planned for the bottom end…

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With all the parts in the island Bally wasted no time in assembling the long block with the addition of a ATI super dampener…

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Shortly after the gearbox was bolted up and the motor assembly was fitted into the EG9’s bay…

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After finally having the motor in place, Bally began to fit up the necessary components. A sidewinder stainless manifold was modified in order to receive the Precision 7275 Gen II turbo. The Skunk2 centre feed manifold also was fitted to the head along with a Hybrid racing fuel rail..

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When it came time to choose a ECU for the build, Bally did some research and decided to go with a Fuel Tech system. The main reason for this was to challenge himself working with one of the newer ECUs on the market to ultimately expand his knowledge base…

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In possession of the ECU he wasted no time and after verifying everything was functioning as it should, he went to work on building a base map to suit the specs of his setup…

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Having the motor assembly in place Bally went to work and executing the necessary fabrication required to have the driveshaft fitted and secured…

 

Closing out this post with a shot of the rear end of the Civic displaying the FCS Race billet subframe kit for the CRV differential…

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Thanks for taking a look and stay tuned for more on this project coming soon…

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