High Horsepower Engine & Tranny Building - Pound For Pound Part 5 - Tech

Part: 5 The Last Word?

So is this the last part of this massive power buildup? Likely, but it seems no Honda Tuning project is ever finished. But we have created a monster, thanks to Larry Widmer owner of Endyn in Fort Worth, Texas.

The September issue was the proof where we finally put the Endyn/Dart engine on the engine dyno and it spun past 9,000 rpm to a peak of 318 hp. That's even better than the original goal of 150 per liter and amazing for an engine that has to snort 91 octane gas.

This time around, we've got the engine in the car, a '00 Integra, and added some nice parts to complete the whole mission. A trip to the chassis dyno is in order and maybe, if the weather is decent, a few passes down the quarter-mile.

After leaving Endyn's engine dyno in Texas, the engine was professionally packed and shipped by truck to the guys at UMS Tuning in Tempe, Ariz., for installation. This is thanks to Tony and Kevin for the late-hour installation time.

Pretty good way to ship an engine, huh? That HyTech header looks hot, maybe even hotter than the 100 percent hand-built Endyn intake manifold.

When you have an engine that is capable of making this much power, it's time to start checking all the parts of the chassis that work with it. Stock mounts would certainly work, but some billet Hasport mounts are a much better choice. Fuel was also going to need an upgrade. In addition to the RC injectors, the pump was changed out to a Walbro 255lph in-tank unit from BBK. Since we had no idea how old it was, the factory fuel filter was replaced.

Oil pressure is a must-know item on a high-strung engine like this and is one of the main reasons we obtained the Racepak dash. It comes with an oil pressure kit. We also connected the water temp sensor it uses and in combination with the PLX electronics, the engine is now monitored like a casino floor.

Centerforce's patented dual friction clutch is the rest of the clamping package. The trick here is to have two different friction materials on the clutch disc. The result is a car that's fairly easy to launch but has the capacity of a racing style clutch.

Putting the power to the ground will certainly be an issue. The JDM LSD will help a great deal, but only if the clutch can take it. To be sure, Centerforce plugged in a lightened aluminum flywheel and its patented dual friction clutch system. The genius of the Centerforce setup is that it drives and engages like a stock clutch but has a lot more clamping force.

If we weren't going to track the car at all, stock axles would probably make it, but with an engine like this, who's not going to the track? Honda axles hate axle hop and can break at just 200 whp. The Driveshaft Shop came to the rescue again. Their new 2.9 axles are rated to 475 hp and have the ABS splines on them. It will be an effort to try and do some damage to these.

How about that trick intake system? Believe it or not, a lot of dyno testing went into it. It's actually a modified truck intake. The engine loved the 3.5-inch tube and large filter. All kinds of lengths were tried, but the short length gave the best mid and upper torque.

Under the hood, an intake became a problem because there really wasn't anything off the shelf that Endyn recommended so we thought we'd do some testing on the dyno to see what the engine likes. What you see is the length and diameter that worked best, basically a modified truck intake with a massive 3.5-inch diameter and extra long filter. The 16-inch length gave the best top end while not taking too much away from the low end. What it needs now is some kind of box to direct outside air to the filter because data logging is showing intake temps around 150-degrees. Not so nice.