Looks like Larry is almost done putting a hefty all motor power plant in his old supercharged Civic. Now its all motor, already making 300 BHP ... imagine mid 250whp driving around the streets of Texas

DART block and looks like he's experimenting with high exhaust flow numbers (relative to Intake) somewhere close to 300 cfm on the ... whats that old man up to

Well, I'm sure we'll see at least mid-250whp from this setup as it stands now, can;t imaging getting more aggressive on this setup. I see 15% loss on the drivetrain as David Rogers saw on his beast (289 bhp vs. 243whp).

YUMMY ... RSX main bearings

Greg

http://www.theoldone.com/artic...c.htm

 

I am waiting..........

Wheres all the haters at?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by VenGeanceDrag &raquo;</TD></TR><TR><TD CLASS="quote">I am waiting..........

Wheres all the haters at?</TD></TR></TABLE>

They will be here, don't worry.

 

Good stuff

 

hopefully he meets his goal I also hope he has solid proof to back it up to put an end to all the ating

 

Looks great. Especially the CNC Clover-leaf combustion chambers

 

check out the opened up oil passage by 1/4"

lol and I use -12 braided lines with my race car's wetsump external oil pump ...

look at the way he deburrs the inside of the block ... then people talk about how his motors are not impressive LOL ... its the simple attention-to-detail style attitude that Larry has that makes me not question what he's capable of.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by VenGeanceDrag &raquo;</TD></TR><TR><TD CLASS="quote">I am waiting..........

Wheres all the haters at?</TD></TR></TABLE>

It's been getting a lot better around here. It usually goes pretty well until some jackass such as yourself says some stupid **** like that.

Having mixed opinions of Larry myself I am always exited to see him coming out with new inovative things for the Honda/Acura community. Can't wait to see the final results however controversial they may be.

Okay back to the link to do some reading.

 

If you are using an external oil pump, why not do it right and and use a m22x 10or 12 fitting into the block and eliminate all the 90 degree turns? I will send you pic's if you need to know how to do it. -12 to the fliter and -10 to the block. Old stuff.

 

The build up and attention to detail are impressive to say the least. Seems he is getting old and forgetful though, the gsr head was 3 years newer then he said it was

 

Magic happens....

Once he gets it done Greg, let me know when (if) you'll be in FW, and I'll take my Red machine up to DFW. I'd love a ride in TOO's civic.

 

i have to admit the head looks pretty damn impressive. ive heard from many many different porters on which head to use and i think it comes down to personal preference. some say GSR head due to the straighter shot at the valves, others say B16. looks like larry chose the best of both worlds by using the GSR with B16 CNC ports.
the CNC porting is something i didnt know larry offered. i had never heard of this through endyn. ill be the first to admit my doubts about larry from events that happened long ago all the way to current events. i am however impressed with his detailed pictures that hes included on this head he plans to use.
ill continue to watch this latest post to see what transpires.

 

subscribing.

I wish him luck.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EKhatch &raquo;</TD></TR><TR><TD CLASS="quote">

It's been getting a lot better around here. It usually goes pretty well until some jackass such as yourself says some stupid **** like that.

Having mixed opinions of Larry myself I am always exited to see him coming out with new inovative things for the Honda/Acura community. Can't wait to see the final results however controversial they may be.

Okay back to the link to do some reading. </TD></TR></TABLE>

First off I am a supporter of Larry, so dont talk **** til you know all the facts. I was being sarcastic because 99% of the time when someone post's something about Endyn everyone on here starts bashing. So in my opinion your being the jackass and posting stupid ****.

And people who deal with Larry exactly know what I am talking about...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by VenGeanceDrag &raquo;</TD></TR><TR><TD CLASS="quote">

First off I am a supporter of Larry, so dont talk **** til you know all the facts. I was being sarcastic because 99% of the time when someone post's something about Endyn everyone on here starts bashing. So in my opinion your being the jackass and posting stupid ****.

And people who deal with Larry exactly know what I am talking about...</TD></TR></TABLE>


Wow, dude look at your first post you are clearly trying to start a fight. The only person who has made a negative comment in this thread has been you. Relax a bit

 

People always say he does good exhaust port work...

Reading it now.

 

Haha, he's too old to be building higher RPM motors. Must be a torqy little monster.

 

Is that ARP assembly lube he's using on the main caps, bearings, rods and camshafts?

 

... go Larry

 

madd torque to come!!! i guess he's shooting for lots of torque by the way the build looks.

 

Greg, i'm really interested to see Larry's results compared to those of your 92mm stroke X 84.5mm bore 12.8:1 street engine. he's using smaller intake valves, but seemingly similar headwork to yours. yours has a lower r/s ratio, which would seem to be able to take better advantage of a larger valve at lower rpm since the pistons reach peak velocity faster and dwell longer near BDC (so the pistons suck harder), but you also have smaller diameter, but longer header, and a smaller diameter exhaust. it seems like your exhaust pulses will reach terminal velocity sooner, which should also really help draw in more intake air sooner upon valve overlap, but Larry's fat-tube, shorter header and higher r/s ratio should allow his setup to carry the power for longer.

regarding higher flowing exhaust (valves, ports, etc.) relative to the intake side (theoretically the exhaust should flow ~80%), it makes sense that if you can flow more using less cam (lift and duration), you waste less energy compressing the valvesprings, and there's less frictional loss (between the cams and rockers). there should also be less wear.

i just read an article which stated that on engines with &gt;100& VE, the exhaust scavenging pulls in much more air (on valve overlap) than does the piston. so, regarding a lower r/s ratio, although the piston accelerates faser down the bore than it would with a higher r/s ratio, it's not so much pulling in the intake charge as much as it's clearing the path sooner for the exhaust to pull it in. the advantage of the higher r/s counterpart would be that when the piston dwells longer near TDC, the compression occurs over a longer time period, so that the charge gets hotter mechanically, so you can possibly get a more complete burn even if you flow in less air/fuel while retarding ignition timing and reducing associated pumping losses that way. i guess that it's just a balance between flow and burn. obviously this is rpm related, as well, since as the cycles get faster/shorter, there's less time to fill the cylinders, but also less time to burn the fuel.


Modified by slofu at 11:14 AM 1/4/2006

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by visi0n &raquo;</TD></TR><TR><TD CLASS="quote">madd torque to come!!! i guess he's shooting for lots of torque by the way the build looks.</TD></TR></TABLE>

possibly. he's not an rpm person thats for sure, i mean he's always professing the ruins peoples motor bit all the time.
but lemme tell you, i for one push his products to the its limits and beyond LOL ... his bumstix, custom headwork and intake manifold still made 12.9 a/f at 10.5Krpm on one of my datalogs from the track which almost hit 11krpms earlier in the year. I just didn;t have the ***** to keep revving the motor that high all the time, fluidampr and his modded oil pump and still didn't have the ***** for it, so i kept it at a humane level of about 9500rpms, my syncros took a beating too, prolly have tbone do some coating on them as well.


some of my favorite pics of the civic setup ...

Storage compartment LOL


Strain guages on the block - talk about going overboard LOL



greg

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by slofu &raquo;</TD></TR><TR><TD CLASS="quote">Greg, i'm really interested to see Larry's results compared to those of your 92mm stroke X 84.5mm bore 12.8:1 street engine. he's using smaller intake valves, but seemingly similar headwork to yours. yours has a lower r/s ratio, which would seem to be able to take better advantage of a larger valve at lower rpm since the pistons reach peak velocity faster and dwell longer near BDC (so the pistons suck harder), but you also have smaller diameter, but longer header, and a smaller diameter exhaust. it seems like your exhaust pulses will reach terminal velocity sooner, which should also really help draw in more intake air sooner upon valve overlap, but Larry's fat-tube, shorter header and higher r/s ratio should allow his setup to carry the power for longer.</TD></TR></TABLE>

Larry is trying something new entirely with his head ... the old 2:1 adage of int to exh flow is out the door on this and you wont beleive the exh cam he's thinking of using. all i have to say is the old man is nuts LOL

I'm doing 86.5mm now, i'm greedy and had the perfect 86mm block that needs 0.5mm overbore to clean up a cylinder gouge ... I think the bigger bore on my new setup will give a nice broad rpm band but thats theory, i think larry is working on new centerlines for me to try on the new setup as well. should be interesting.

LOL your project is no slouch either

 

i edited my post. i'd be interested in your take on the additions.

i'd venture to say the Larry will want to run something like a stock ITR exhaust cam. it's nice to have the static parts do more work- saves power and life.

 

I have always been a fan of Larry's work.