Think of fast Hondas and your mind will invariably turn to VTEC
screamers that thrive on revs. The VTEC's humungous rev
range makes it a favourite amongst circuit racers, but on the street racing and
drag racing scene the little VTECs simply don't have the all-round grunt to
cause a stir. There's no avoiding the fact that you need torque - and heaps of
it - to make a truly fast Honda.
Take Australia's fastest CRX (which is currently for sale
through Sydney's Autostyle Performance Cars) as an example. It doesn't rev much
harder than a stock CRX, but it generates massively more torque all through the
rev range. As you probably already know, power is directly related to torque and
rpm so it's no surprise that a massive torque increase has resulted in an
equally massive peak power increase - how does 280kW at the wheels grab ya? Yes,
that's 280 kilowatts!
Using a 1993 CRX as a platform, the previous owner had elected
to drop in a 'big block' 1.8-litre Integra VTEC motor to replace the stock 1.6.
The extra capacity aids max power as well as help maintain decent low-end torque
when the big turbocharger was inevitably bolted on. Given the very high standard
compression ratio, turbocharging a stock
compression VTEC motor is risky business, so this puppy was rebuilt with JE forged pistons providing a
CR somewhere around 7.5:1. A set of Crower rods was also thrown
into the bottom-end to enhance strength.
The VTEC 16-valve cylinder head offers excellent flow even in
standard form so it was left pretty much untouched. The biggest changes in this
department are a pair of HKS camshafts and adjustable gears.
The turbo system is about as serious as you'll ever find on a
street-going 1.8-litre. A custom tubular exhaust manifold channels VTEC gasses
into a Garrett T3/T4 hybrid turbocharger. A Turbonetics external wastegate
limits maximum boost pressure to around 18 psi on the street. After exiting the
turbo compressor, induction air is chilled by a giant front-mount intercooler. A
Blitz blow-off valve and a K&N pod filter round out the pre-throttle
induction side of things.
Testament to the spare-nothing attitude, a
Cusco intake manifold and plenum assembly has been bolted on along with a larger
throttle. Here you can also see part of the fuel system, which comprises Blitz
injectors, an aftermarket rail, a SX adjustable fuel pressure regulator and a
Bosch motorsport pump. In other words, there's bugger-all of the factory fuel
system remaining...
Fuel and ignition are controlled by a MicroTech MT8 programmable
management system that takes a load input from an inbuilt MAP sensor. The spark
system uses the original Honda dizzy teamed with a MSD booster module and
Blaster 2 coil. Increased spark energy is almost mandatory when the combustion
pressures are increased off the scale.
With Shell Optimax pumped into the tank and the hybrid turbo
set to a maximum of 18 psi, this little CRX rolls out an easy 215kW at the front
wheels (as measured on a Dyno Dynamics chassis dyno). If that doesn't bring a
tear to your eye, how 'bout the fact that up to 280kW have been seen at the
treads with C16 in the tank and a whole lot more boost!
Amazingly enough, the standard 1.8-litre Integra VTEC 5-speed
remains in service - obviously a very tough critter. This teams with a no-slip
brass button single plate clutch.
The standard Honda CRX is an accomplished handler in standard
guise but it'd be suicide running this much power without upgrading the factory
suspension and brakes.
The wishbone type suspension has been enhanced with adjustable
Koni dampers, lowered springs and Whiteline swaybars. A phat set of AP Racing
slotted discs and 4-pot calipers are also fitted under the nose to provide the
necessary braking power. Thank goodness for that.
Cosmetically there's no question this CRX is far from
stock.
That body kit is a customised one-off comprising front 'bar,
side skirts, rear extensions and an aluminium race-type rear spoiler. It might
not appeal to all tastes but there's no denying it creates talk. That eye-catching lime green pearl pain job is also a custom job - sweet ain't it? The
wheels don't set out to upstage the dramatic paint or the kit, but are very
tasteful nonetheless - we're talking 17-inch Dronell alloys wearing 205/40
tyres.
Inside, the CRX's cosy '2 + 0' cabin is packed with AeroTech
seats, harnesses, a Momo wheel, gear and handbrake knob. There's also a Blitz
digital boost controller, an Autometer monster tacho and boost gauge, turbo
timer and a JVC headed sound system. This is all in addition to the factory
power windows etc - there's no shortage of gadgetry.
Out on the street, this CRX is surprisingly docile to drive.
It's quite throttle responsive and flexible at low revs and (depending on your
rate of accelerator input!) it spools-up progressively and simply flings you
down the road. However, get too crude with the throttle and you'll be
battling torque steer and rampant wheelspin. What else could you possibly expect
in a 200+ kW ATW CRX?!
If you'd like to enjoy the thrill of driving Australia's
fastest CRX, you're in luck. Simply visit Autostyle Performance Cars with about
AUD$28,900 in your pocket and you'll come away very happy!
Contact:
Autostyle Performance Cars 0414 444 930
www.autostyle.com.au
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