So I love me some old school BTCC Supertouring cars. The technology and fabrication is second to none. I was looking around the other day and found some pretty cool pictures that I figured I would share with the only people who I know might appreciate them.

So below are a bunch of pictures of the Honda engine used in the Accords. I'll not list all the weird stuff they did and see if ya'll can pick out the fine details of custom stuff.

 

Rotated h22 head with itb's, dry sump oil pump, cop ignition and I think xtrac transmission. With all the other fabricated parts such as that nice looking valve cover and mil spec harness, etc.

 

what he said.....timing cover is badass

+ secondary injectors. Do you know compression?

 

I'd really love to have mil spec connectors in my engine bay of the rally car. And a chasebays isn't a real mil spec since they still use OEM connectors.

 

Your kinda limited to how full "mil- spec" you can go by the engine management system. If you stick with Honda sensors you are required to use Honda specific connectors. But that shouldn't be a problem as long as you take proper precautions when building the harness. Typically you won't don't see problems with Stock Honda connectors in new condition.

 

That's impressive for today's standards, let alone the 90s

 

where is the rolling burnout pictures?

 

check out these videos here. shows all the gadgets.

http://youtu.be/voNhSYLj_Tk

http://youtu.be/_bI2fZmFTE4

 

That motor was over 300 at the wheels if I remember correctly.

 

While I'd like one, it's a bit far fetched in my budget for the race car.

The primary bit is resiliance to water on connectors when I run through foot deep water splashes at 60-80mph. Had some engine stuttering after going through one.

My car's in the video (I'm passing the red Subaru at the end) in this video. I took it like a sissy, mainly since I was using an intake shield made out of a wal-mart garbage can. I want to take it like a boss next time.

http://vimeo.com/20519499

 

I don't believe the head was turned around. I think the cams were complete custom and the intake was positioned on the front and exhaust on the back. I've heard the "head rotated" story before, and still don't belive it.

edit; I'm wrong

 

I'm not an engineer, but how would you put the intake in the front and the exhaust in the back without turning the head around?

 

Changing when the valves open up, is all that really differs. So, you could rotate the cam gears and adjust the timing, to meet the requirements necessary (if my thought process serves me right).

Also, did anyone not notice the thread title?
The JACCS Accord is a JTCC car.

 

port shapes and paths are totally different, valve seats would have to be drastically changed to make the exhaust side ones larger (which they would of course be working any way for that kind of power). Lots of things differ and you can see on the non-drivebelt side that it used to be a drivebelt side of the head. It'd be a ton of work to achieve the same thing without flipping the head. Heck, just look at the casting and you can see that the front casting of a normal H series head is now on the back of the engine.

Coolest cars ever made (that era BTCC)

 

for the non believers.

http://youtu.be/NLxdEmfnv_Q

 

The head is indeed turned around. I have an article about the Volvo head and all the work they did on them to make the production head work. Its fascinating.

http://www.supertouring.co.uk/techno...erse_head.html

The engines made as much as 320hp in the last few years of the series. Rev limited to 8500 and around 12:1 compression. They had a very wide power band to make driving them easier. Many had weight splits in the 56/44 range for the FWD. Acceleration was hurt a little but they cornered very well.

 

For rotating the h22 head was this hard to do? Was there lots of fab work involved? It's really interesting to me, how come there is not more guys willing to the head rotation?

 

What's with the timing belt anti-cover? Dont' really see what difference this makes.... Hmm

 

i was wondering the same thing. my guess is that the belt is "exposed" for easier/faster maintenance, when needed. and the cover is there to keep "foreign stuff" out, as a "traditional" cover would do.

 

by the way, hi ryan and i miss you. #nohomo

 

LIES!





<----is experiencing overload and massive amounts of fab envy right now.

 

The "anti-cover," or the white teflon insert you see filling the inside of the timing-belt (I'm assuming that's what you're talking about) is there to eliminate harmonics caused by the timing-belt slapping around. I'm sure most of you who work on your own Hondas have seen this, particularly on the front of the timing-belt, where it's at it's longest between the cam and main accessory-pulley. On your street-car this isn't too much of an issue, but on a BSTCC car, where you spend most of your time at the top of the power-band near the rev-limiter, these harmonics can be catastrophic.

These engines were built by Niel Brown Engineering, in England. This is Niel Brown Engineering's website: http://www.nbe.co.uk/ . BTCC is actually more closely related to "street cars" than what you gentlemen are discussing here, which is British Super Touring, and if you go to the drop-down menu in their "Race Engines" option, select "Super Touring," you will see the specs for the engines you have pictured above.

By the way, I'm Tommy; the guy in the video one of you posted from my first showing at Nisei Week two years ago. In the video I said "We experienced cooler engine-bay temps," but what I meant to say was we had cooler inlet-temps. I was a little nervous, because I had no idea this set-up was going to work as well as it did. I've since made another video, but it's not nearly as informative; just some footage of the van from different views, with the engine running in my driveway. Here's the link for that: http://www.facebook.com/l.php?u=http...xE&h=JAQHuB_Q8 . Don't let the optical illusion of the sunlight hitting the cam-pulleys fool you; this engine still spins counter-clockwise, just as it did from the factory.

I also have a facebook page for those of you who are interested in this kind of work: http://www.facebook.com/FastEddiesRacing?ref=tn_tnmn . Please stop by and Like our page. We would love to hear from all of you.

 

Ah from the pictures it looked like it was only a thin cover and not the thickness of the belt. That's an interesting way of doing it where the entire span is basically almost guided. I work with and test timing drives and this would be a very cool one to pull some data from. Have Niel Brown Eng. send one to Michigan :-P

Thanks for the info, good stuff.

 

I would love for him to send me quite a few things, actually. I had to order one of his head-gaskets to make the conversiona possible, and that alone was almost $400 with shipping. He certainly has some wonderful toys.

 

Post pics of engine stuff!