A combination of fibreglass panels and trimmed
shell fat, courtesy of a grinder, the Civic weighs
a cool 900kg minus driver, while producing an
impressive punch of 185kW and 255Nm of torque
models, these bad boys are not only plentiful — meaning that, in
terms of race applications, blown units can be replaced with any
old scrapyard motor for just a few Rutherfords — but there’s an
almost endless amount of aftermarket support that sees those
performance figures skyrocketing beyond anything we could have
imagined when B-series reigned supreme.
Elliot explains that he opted for this K24 specifically, as, in the
throes of sourcing a suitable engine, a complete DC5 Integra that
had already been fitted with a few goodies popped up at the right
price with a blown gearbox. With the running gear pillaged from the
Integra, he pieced together a potent-yet-simple package that would
ensure the reliability required for its endurance racing future, leaving
the bottom end untouched and focusing on a touch of head work
with complementary bolt-ons to generate the desired performance.
It consists of VCT gear borrowed from the Type R K20A and makes
use of IPS K2 camshafts in conjunction with Buddy Club P1 valves,
springs, and retainers — the rest is all Honda design.
An RBC intake manifold is paired with a Skunk2 70mm throttle
DRIVELINE
GEARBOX: DC5 Type R six-speed manual
CLUTCH: Exedy three-puck
FLYWHEEL: OEM
DIFF: MFactory helical limited-slip
EXTRA: DC5 front axlesSUPPORT
STRUTS: Fortune Auto coilovers, Swift springs
BRAKES: (F) Wilwood Superlite calipers, Wilwood Spec-37 rotors,
Manon Racing Products (MRP) rotor hats, Hawk DTC-60 pads; (R) Znoelli
rotors, Znoelli pads
EXTRA: Eight-point roll cage, Hardrace rear lower control arms, Hardrace
rear camber arms, Skunk2 Pro front camber arms, lower cross-member
delete, Hardrace bushes, chromoly front brace, ASR subframe brace,
ASR rear sway bar, ASR rear sway-bar links, Eibach front sway-bar links,
Wilwood brake-proportioning valve, Honed booster delete