JLSpecialties

Hello everyone, my name is Josh Lee, Im far enough along with my racecar I decided to do a write up on my build. Its a bit different from the norm, but thats why I did it. I run in NHRA's Competition Eliminator category. Comp Elimnator has many sub-classes that you can run, from fuel injected 500ci big block Chevys in pro stock like door cars to carburated 300ci small block Mopars in dragsters. I decided to run a Honda S2000 F20c in a '32 Bantam Altered in the class of H/Econo Altered or H/EA for short. The class of H/EA is for four valve per cylinder four cylinder engines, and what better engine to use than a Honda S2000 that from the factory makes huge power per cubic inch/liter of dispalcement.

Comp Eliminator uses a national index handicapped system based off the type of car you run, the drivetrain, stick shift or automatic, and the displacement of the engine for the amount of weight you run at. If it sounds confusing at first its because it is. An A/EA is faster then a B/EA and so on.

In my class H/EA I have to run 8.25 pounds per cubic inch and have a national index of 9.62 seconds. Right now my engine is a 90mm bore by 86mm stroke, or 3.543" by 3.386" which is 2188ccs or 133.5ci. Because of the rules we have to round up so I claim 134ci and have to weight in at a minimum 1105lbs with me in the car at the end of a run. Another nauance of the class is I have to run an automatic type transmission with a maximum of three foward gears and a non lock up torque converter. I also cannot use fuel injection, I have to use a carburetor. A pure All Motor car. I also must use a wet sump oiling system, as drysump setups are not allowed. So Im faced with some difficult challages in order to be competitive.
I originally went with the F20c because it makes damn goor power from Honda. I was going to build an S2000 All Motor/Pro Stock car for IDRA and NHRA's Sport Compact Events, but I got into it right at the demise of that program. I already had the engine so I went into building a Comp Eliminator car. Unfortunately there isnt a good class for an all motor S2000. So I decided to go way different and built a '32 Bantam Altered. Ive been working on this car since 2006. And its finally showing promise. I still would like to do a stick shift S2000 car but thats way more money then I can afford.

I thought about a K20 based engine as there are way more parts availible for them, but that is slowly changing. That being said I do still think an F20c is a better design for a racing only engine.

F20c, Darton Sleeves
CP Pistons 90mm
Honda K20a2 Crank 86mm
GRP Aluminum Connecting Rods
Rev Specialist Front Drive Hub, Crank Trigger and Distributor System
Rev Specialist Engine Adaptor Honda F20c to Chevrolet Bellhousing, Crankshaft to Flexplate Adaptor
Rev Specailist Adjustible Cam Gears, Timing Chain Tensioner, Valve Springs
Rev Specialist VTEC Eliminator
Rev Specialist Oil Pan
Ferrea Titanium Valves
Xceldyne Ti Retainers and Locks
Brian Crower Cams Stage 3, which arent well suited for what we do
ATI Damper
MSD 7al3 Ignition
SCE Gaskets
RLZ Engineering Seats and Valve Job
Hogans Manifold
Two Holley 500cfm Carbs
K&N Stub Stacks
REF Unlimited Header
Johnson HTP External Oil Pump and Vacuum Pump
ARP Fasteners Head, Main, Intake and Exhaust Studs

Here is a test run from Famoso right before the Finals in Pomona:

http://youtu.be/y1uKpxXGtGc

Most of my competitiors use larger cubic inch Chevy Ecotec and Vortec engines. There is also a Toyota Powered car in competition.

To date my best run is a 9.021 at 146.88 mph, which we did at the NHRA Finals in Pomona in November, on only my 9th full quarter mile pass pn the car. Both are better than the National Record of 9.060 at 132.54 mph, which is held by a Chevy Vortec powered car.

My increments for the run are:
60' 1.246
330' 3.636
660' 5.697 at 118.74 mph
1000' 7.489
1320' 9.021 at 146.88 mph
That run was one of the quickest and fastest pass for a NA carbureted Honda powered car ever.

Here is a link to the final qualifying order, I was 20th qualifier:

http://www.dragracecentral.com/DRCSt...r2011#indextop

I went to Pomona with a rough base line as to the tune up, as I didnt get the engine done in time to dyno it. I hope to finally dyno the engine in January. Based off of the mph we think the engine is making around 340 to 350 hp at the flywheel. I think we can get another few hp out of it on the dyno.

I did win the NHRA Best Engineering Award at the Auto Club Finals in Pomona. Someting I am very proud of, because of all the hard work I, along with my dad Jimmy and brother Dustin, and many others, put into the car. I also qualified in a very tough field, unfortunately I had a -.008 red light in first round.

http://www.dragracecentral.com/DRCPh...r2011#indextop

Im open to answer most questions, but some speed secrets I cant divulge. But feel free to ask.

I have to thank ProTrans Racing Transmissions for their help and amazingly efficient Chrysler 904 based 3-speed automatic.

Thanks to Brad at RLZ Engineering for the cylinder head port work and advice.

And my brother Dustin of DLRE, Dustin Lee Racing Engines, for helping get my engine together in time for Pomona.

I am looking for major and minor sponsors, if anyone is interested please feel free to send me an IM.

We are working on getting the body work all finished and painted over the winter. Along with a new engine with better cams and a better cylinder head from RLZ. I think I have a lot left in the car, but time will tell.

0RealStreet

Now that is awesome!

ProjectLSVTEG

Obligatory "Where's the other half of the engine?!" is all I can imagine people saying when you're at events, lol.

Very awesome car! Thinking differently definitely gets a thumbs up, I can see why you got the Best Engineering award. Very complex, yet simple at the same time. I love it!

AllMtrRex

Congrats on your accomplishments and GL toward the future. Your setup/car is sick!

O and J Performance

Thats what I called thinking outside the box.Good job

2fastGSR

That is awesome.

I have been kicking around this idea with my father for awhile. Just have never pulled the trigger. Very nice!

dturbocivic

http://www.youtube.com/watch?v=S5xcDuEHzCw


http://www.youtube.com/watch?v=3OcuZR-B5NI

toyotaturbo

H/EA is by far one of my favorite classes. I didn't know that you could run 2 carbs in H/Econo....but kick some ***! We're still kicking around the idea of coming out to at least one event this coming season. I'm loving your car!

JLSpecialties

Thanks everyone!

Haha, I had a number of people say that to me. A couple of people though it was a dodge hemi cut in half. Thank you

F/EA through H/EA you can have two, its a weird rule. Basically its a 750 4bbl spilt in half. Thanks again

0Innes

iTrader: (3)

Cool as hell, well done

bauergold

Awesome car! Thing hauls. With some different cams that thing is gonna go ridiculously fast!

Boosted_B_Series

That is great, a friend of mine has been trying to talk me into putting one of our engines in a small suicide rail like that. Guess he was right

It needs a vtc conversion, or a k series on a 76+mm

Garage 808 Hatch

So jealous. Makes me want to start on a K series dragster finally

tales sol

Amazing, i love it.

I really need to get out of this country haha

tagperformance

just curious who sleeved the block?.

duckmanEG

"Rev Specialist Engine Adaptor Honda F20c to Chevrolet Bellhousing, Crankshaft to Flexplate Adaptor"

More pictures of this. That looks crazy. Is is one piece?

ricerEP3

Sick car man. Those comp eliminator altered cars get nasty. At NHRA in Ennis there was a NA carb'd 250CI Ford Escort based 4-cyl altered. Very fun class to watch. Lots of diversity.

01typerboi

Love your build. Comp eliminator has always been one of my favorite classes because theres always different set ups in that class that are out of the ordinary. Good luck in the future.

Blown90hatcH

Looks great man!

JamaicanDave

nice build!! that right up my alley- good luck with it!
Jake you need to go ahead and make that happen! You and your father would clean house in Div1 alongside the Cavalier..

Casey

iTrader: (5)

that thing is badass. cant wait to see further progression on it. you definitely cant go wrong with brad working on the head further!

SLIM NOTHING

love it!

Kevin

Badass setup!

nos51

that is one really cool car,love it!

JLSpecialties

The housing is one main piece, that started out as a 110lbs chunk of 6061, its now 22lbs. I have a female splined coupler inside that bolts to the honda crank and a male splined coupler that has a chevy crank pattern which is pressed in the back of the main adapter piece like a rear end axle, if that makes sense.

I did this for a couple of reasons. One, to use as much chevy stuff as possible, starter, flexplate, and so on, because chevy parts are much cheaper and easier to get at a race. Not to many people have spare honda F20c starters at a NHRA event, but there are lot of chevys roaming around.

I also wanted to limit the thrust from the torque converter to the crank as the thrust washer area is small on the honda compared to a small block chevy.

Another reason was to use the same chassis mounts on the honda and chevy. The overall length is now the same as a small block chevy. That way I dont have to change too much stuff around to run a small block. It also make the car easier to sale down the road if I ever chose to.

The engine is also rotated over to 30 degrees, I think oem is around 10*-15*. This helped package everything better. As a honda is much wider then a sbc at the pan rail.

So initially it was more expensive to build my adaptor this way but, as far as maintenance cost go it should be cheaper for me. Rev Specialist is my company that Im trying to start, it came about from my love of high rpm engines, and the need to make parts as nobody else makes them or they want to much money for their parts. Im doing my own adjustable cam gears, as todas are way to expensive for what they are.

I am going through the patent process for my various parts, which is a expensive slow process.

I dont have a great picture of it right now, but here is an older mock up of it in the car: