Battle of the Imports, Famoso Raceway, Bakersfield, CA, Nov 17 2002


The final round of the Battle of the Imports was held at Famoso Raceway on November 16 & 17, 2002. The field was expected to be one of the quickest all motor fields ever, and did not disappoint (nine cars qualified with 10 second time slips). Erick's Racing was represented by Javier Loarca's Civic and Norman Aubry's CRX. Javier's Civic performed strongly, qualifying 4th with a personal best 10.78 ET. Subsequent runs were in the 10s, with a 10.80 run in the final qualifying round backing up the 10.78 from Saturday. Norman's CRX ran well to qualify with a 11.02 second run.

Norris Prayoonto had made the trip from the East Coast, and was looking to settle the score as to which coast had the fastest all motor Honda - East or West. Some phone calls were made on Saturday which prompted Erick Aguilar to prepare and dyno tune an engine in record time, finishing on Saturday night. On Sunday morning Erick's Civic arrived for the final qualifying round, taking the number one qualifying spot by 0.02 of a second from Prayoonto with a 10.38 second pass. Erick commented "We were focused on preparing the car for Palmdale, but felt that we should run at Famoso if we could. The conditions looked they would favor methanol and we would see some quick passes."

In the first round all cars progressed as expected, despite traction in the right lane giving some of the competitors a few exciting moments. Norman Aubry ran his quickest time of the event with 10.89 second ET. For the second round Erick & Norman were in the unfortunate position of running each other early on, in a repeat of the Phoenix event. Erick pushed the car a little harder to stop the clocks in 10.29 seconds, resetting all records and going down as the first All Motor Honda into the 10.20s. Javier Loarca has an unexpectedly easy win against Bisi Ezerioha when Bisi's car had trouble leaving the line.

For the third round Erick & Javier were unfortunately paired together. Erick did not let off much, running a 10.33 to Javier's 11.15 second pass. Prayoonto so far had advanced through the rounds with mid 10 second runs, but appeared to have an engine problem at the end his last two passes, smoking heavily towards the end of each run.

At the finals it was Erick Aguilar vs Norris Prayoonto, West Coast vs East Coast. Prayoonto's engine looked damaged during the burnout, but Erick & Prayoonto staged and got set to go. After the lights went down the race only lasted 200 feet or so, when Prayoonto appeared to have trouble and let off. Erick took advantage of the cooler conditions to run 10.24 @ 128 mph, extending his record and leaving the crowd stunned.

After the race Erick Aguilar, commented "It's IDRCs fault. They have made us push very hard to catch up to the VW Bugs and they have created a monster. People underestimate the effect of different tracks, weather conditions, rules and fuel on performance so it was good to provide a benchmark. If IDRC allows us to run methanol then 9 second passes will be possible."



[Modified by Spoon1, 2:39 AM 11/20/2002]

 

 

Why'd you bump this?

 

i was wating for some one to ask how did erick manage a drastic change of e.t's went he was running 10.5

but ill say :it is do to his new 2.2L set up

 

Tell us everything you know.

 

:
better yet... why post this?

 

I wanna know too....

 

all motor...

 

Does it have to do with his new pistons...

care to eleaborate... any pics...

 

because Erick gave him a deal on his motor, but he`s their grassroots PR bitch now

hahahhahaa

 

imagine if he stepped up w/ a 2.7l like norris!!


erick and the crew @ ere

 

this are his new 2.2l pistons ( i had posted them before )







pics of the crank i dont have , but he is running a stroker kit ..


[Modified by Spoon1, 6:59 AM 11/21/2002]

 

I've seen that before. Interesting.

 

that is one SICK piston.... 2.2 goodness!

 

Erick Aguilar is the man!

 

my guess: ~86mm bore (GE godzilla sleeves?), eagle 95mm billet stroker crank, deck-plate, +.137" eagle rods (see oil-ring in piston pics), ~1.6:1 rod/stroke ratio, ~15:1 compression, Toda Ds (bring the drama), Erick's custom spec AN-R race header (open), Alaniz/Erick's ported b16 head- 1mm OS intake/exhaust valves, Alaniz/Erick's hogged-out B18C intake mani/tb [unless they also changed to custom ITBs (hayward's?]... .

how far off am i?

what are the tranny specs?

prediction: next, they'll use the same spec block (or Dart, if legal by then), run the pistons (same bore/compression) with the wrist pin intersecting the oiling ring on custom length rods on the eagle crank hacked/rewelded to ~98mm for 2.27L (~1.58:1 R/S) with reworked manifolding, and break into the 9s.

since the tall-deck Dart block is more stable than a stocker with a deck plate (less flex in the mains and in the sleeves, since the Dart has a closed-deck), 87mm bore X 98mm stroke might work. (might not work on the 'stock' setup.)

at any rate, someone in the next year will hit 9s with a ~2.3L NA Honda B-series-based setup. wait 'til the boosted 2.1Ls hit the track... .


[Modified by slofu, 3:55 PM 11/22/2002]

 

That ish is fast.....

 

must be nice......

 

You're way off...

Setup up until now was 87mm Borex 87.2mm Stroke.

Now I'm guessing 87mm Bore and 89mm Stroke, with Custom Pistons\Rods to keep R\S Ratio at 1.58:1.

Toda Ds, Still using GSR Manifold because of Hondata, Stock Deck Height.

The Alainiz Head prolly still has Stock-Sized Valves with the Entire Valvetrain setup for lightweight and rpm. The Sleeving was done by RS Machine.

Who cares about the header, and the Trans Gears are definately Custom-spec.

OS Giken or ATS....Maybe Cusco.

Suprdave

 

87mm bored? How does he get around the headgasket issues?

 

damn that is impressive...

stupid question, but does he have any H parts?

 

except that 87mm bore X 89mm stroke is 2.116306L, not 2.2L. 86mm bore X 95mm stroke = 2.207346L. using the piston pictured (see wrist pin location), i doubt that if he wanted to rev it like the old setup that he'd use a 95mm crank in a block with the stock deck height.
anyone got any more info.? a dyno chart would help.

 

It's a race motor...

87mm will Seal with 80+ft-lbs on the Head Studs and Copper Spray.

Suprdave

 

You're 'assuming' that the motor is 2.2L now.

It used to be 87 x 87.2mm, which is 2074cc ~ 2.1L

Even if they moved up to a 89mm Stroke, and kept the 1.58:1 R\S Ratio, or possibly made it even better, to rev higher and take advantage of the Toda Ds. They'd still be at 2116cc, which is a 2% Increase in Displacement. Combine that with the othe possible variables, and you therefore have the power to go .3 sec Faster.

Suprdave

 

true, but the original post said '2.2L.'
as far as valves go (re-reading your other post), the increase in weight is negligible (especially if he runs Ti valves) compared to the power made if the head/ports are configured to work with oversized valves in conjunction with the cams (seems likely), compression, pumping, and manifolding to create better breathing and higher combustion efficiency.
if he wanted to save valvetrain weight, hollow-core 'vtec killer' style cams could be used, which would themselves be lighter, and eliminate a set of rockers and lost motion devices.