Honda Civic LS/VTEC Engine Turbo Build - Fastrax Turbocharger

Honda Civic Ls Vtec Engine Turbo Build Fastrax Turbo Build

In our last installment we followed Pro Street's Eugene Castro and "Fat Kid" Aaron as they assembled an LS/VTEC motor built to battle in the street classes of the various import drag racing series that stop in California, Arizona and Nevada.

Aaron starts things off by dropping the motor and transmission into place using a cherry picker and a few lengths of chain.
Aaron starts things off by dropping the motor and transmission into place using a cherry p
Once the engine is suspended in place using the cherry picker, Fat Kid proceeds to bolt the Arizona Race Machine mounts to the chassis.
Once the engine is suspended in place using the cherry picker, Fat Kid proceeds to bolt th

Originally, the guys at Pro Street Import (PSI) intended to debut the car at the IDRC Firebird Nationals in Phoenix, but time constraints forced them to push back the EG's release until the biggest import drag race of them all: the NHRA Sport Compact World Finals in Pomona, Calif.

With the B18B/GS-R hybrid already assembled, the hardest part is behind us. In this installment, Fat Kid and Eugene install the motor into its EG hatchback host. Then they'll bolt on some parts, fabricate others (specifically charge piping) and spin the rollers until the Air/Fuel graph looks like it should.

The combination of a sturdy build, a secret-spec turbo on loan from JoJo Callos, as much fuel as anybody will ever need and an AEM EMS to control it will prove to be a potent, competitive setup for the Street Class racer. This beast made 450 whp at 14 psi on the dyno. When the guys get the traction issue figured out, they'll continue tuning at 22-28 psi, no doubt reaching the magic 600 they're aiming for.

Next in line are the super-burly Insane Shafts axles. These things are rated to handle far more power than the LS/VTEC is expected to put down.
Next in line are the super-burly Insane Shafts axles. These things are rated to handle fa
Before the turbo can be installed, Fat Kid needs to fit the L-Con Engineering traction bar to the chassis to make sure there's adequate room for the turbo and manifold
Before the turbo can be installed, Fat Kid needs to fit the L-Con Engineering traction bar
Fat Kid bolts the shift linkage onto the Clutchmasters-equipped B16 transmission

Connected to the sandwich plate adaptor is a tee fitting. The leg of the tee with the steel braided line fitted runs to the turbo. The open leg will be used for an oil pressure gauge
Connected to the sandwich plate adaptor is a tee fitting. The leg of the tee with the stee
At first, the turbo's compressor outlet was installed facing down. After test-fitting the turbo with the traction kit in place, Eugene clocked the compressor housing so the outlet faced upward, giving them a bit more room to work with while building the charge piping.
At first, the turbo's compressor outlet was installed facing down. After test-fitting the

The brain of the operation is the AEM EMS computer. Coupled with an AEM Wideband UEGO controller, the EMS' tuning capabilities are endless. In addition to the EMS and the UEGO controller, Fat Kid is going to use an AEM boost solenoid and map sensor, both of which are optional accessories to the EMS system.
The brain of the operation is the AEM EMS computer. Coupled with an AEM Wideband UEGO cont
This Erick's Racing 72mm throttle body will act as the gateway to the monstrous custom intake manifold and huge square intake ports.
This Erick's Racing 72mm throttle body will act as the gateway to the monstrous custom int
A Paxton fuel pressure regulator keeps fuel pressure dialed in. When you're expecting this much power, you need a whole lot more fuel. The Paxton regulator has a -10 inlet and outlet that can flow more fuel than this car will ever need.
A Paxton fuel pressure regulator keeps fuel pressure dialed in. When you're expecting this

We can't emphasize the importance of proper fueling when it comes to a high-boost turbo car. This Paxton inline fuel pump will pull from the stock pickup location and push out enough fuel to facilitate 2000-plus hp.
We can't emphasize the importance of proper fueling when it comes to a high-boost turbo ca
The last parts to be installed are the charge piping. Since this is a custom turbo application, the charge piping needs to be fabricated by hand. Eugene makes the first few cuts to start mocking up the forward pipe.
The last parts to be installed are the charge piping. Since this is a custom turbo applica
When he has the cuts where he wants them, Eugene tack-welds the two pieces of tube together to keep them in place
When he has the cuts where he wants them, Eugene tack-welds the two pieces of tube togethe

The charge piping is built and the finishing touches are complete. This is what she looks like when she's ready to rock.
The charge piping is built and the finishing touches are complete. This is what she looks
With the charge pipes tacked together, Eugene can continue welding the whole piece. This process is continued for the rest of the charge piping and the 4-inch downpipe
With the charge pipes tacked together, Eugene can continue welding the whole piece. This p
Hip to Be Square
Last month we promised to dive deeper into the intake side of this turbo LS/VTEC's head. Ricky at Industrial Performance built this head with square ports to accommodate the airflow needs of the high-power turbo motor. Ricky explains that square ports slow down the air on the short turn. Put simply, the air on the port floor usually moves quite a bit faster then the air in the bowl. Building a square port widens the floor, which helps match the air velocity throughout the port. This type of port shape provides similar air volume to a conventional port. The decrease in turbulence is where power is made. Combined with proper bowl work and a good valve job, these ports can be unstoppable.
Hip to Be Square Last month we promised to dive deeper into the intake side of this turb