Stock To 1200hp+ 54psi & 208mph | Honda B18C [TECH TALK]

Stock To 1200hp+ 54psi & 208mph | Honda B18C [TECH TALK]


– The English Racing Integra is probably
one of the most recognised Integras in both drag racing and half mile
race events anywhere in the world. We’re here with Myles from English Racing. The car’s just run 208 mile an hour,
a new personal record here at Airstrip Attack 2018. Myles I just wanted to take some time
and find out a little bit more about what makes this Integra so fast. So can you start basically with the
development of the car from when you got it, what sort of steps did you
take with it? – Yeah so I grew up drag racing
an Integra just like this in the Dominican Republic where I spent
about six years. And when I came here I bought
this car 100% stock, and then it’s just been a progression
since then. I did your typical bolt on, full bolt on,
you know 185 wheel, then I put a turbo kit on it and 280,
and then just went up from there and it went from to that,
all the way to what it is today. And the biggest steps have been,
to me ECU is the biggest key on this car. Traction control, everything that it has
is big. And I’ve done a lot of arrow work
on it too, which that helps. But I felt like as soon as I put the
dog box and the ECU in it, the car just went so much faster. Every safety I can put in on it
is there. Fuel pressure, coolant pressure,
oil pressure fail safes, lambda fail safes, it’s all there,
EGT, it’s all there. – Let’s just come back and talk about
that engine a little bit. Obviously you’ve talked about the
development, you started naturally aspirated,
went to a bolt on turbo kit, and you’re very far away from that
right now. So let’s talk about the base block. So it’s based around B18C block,
can you tell us what’s done inside. – Yeah so it’s English Racing built,
so we actually assemble, actually I assembled the shocks,
so technically, I’m not a tech, I’m just the office guy. – You’re the one people ring up
and talk to. – I’m the one people ring up,
talk to, I have to know everything about
all cars, and I’m pretty knowledgable,
so I built the whole engine with obviously, my engine builder
there, TJ, definitely pointed me in the right
direction of what I need to do, he usually shows me the first thing
and I build it all. So it’s custom Wiseco piston
hard anodised. It’s almost an 11:1 compression motor,
CP Carrillo custom rods, the most expensive steel rod they’ve
ever made for a Honda they said. And it’s a stock Integra type R crank
actually so they’re a tiny bit heavier than a GSR. 84.5 mil bore and so it ends up being
like a 1.956 litre engine. – Now talk to us about that bore,
can I assume that you’ve at least sleeved it? – Yeah it’s a gold needle sleeve block,
yes. – So this is one of the big problems
where you start making really big boost, really big power with the Honda
engine, most aluminium blocks in general,
the factory sleeves are very thin, and they don’t hold up so the sleeving
is essential in your opinion? – Yeah I’d say if you don’t have an
iron sleeve of some sort or something, you’re only gonna be able to make
so much power. Once you get to the level of over
1000 wheel, however you look at it, a four
cylinder’s not that reliable, I mean you can only do so much
to keep ’em. But if you didn’t have a sleeve block,
you’re definitely fighting it, yeah you’re not gonna do it. – In terms of the power level you’re
running here today at Airstrip attack, and the boost level you’re using
to achieve that, can you let us know where you’re at? – Yeah so that pass right there,
fourth and fifth gear were like 45.5 pounds and the last event
I went to which was at sea level, I ran 207 but that took 54 pounds
to do it. The main difference is traction was
really bad there, and then here if you make the same
power here, you’re always gonna go faster because
of the air being thinner. The problem is making the power
is always harder. – So we understand here really it is
a catch 22. The air density right now, barometric
air pressure, sitting around 80 kPa, typically we expect about 101 kPa
at sea level. So we’re 20 kPa down, that means it’s
that much harder for the engine to actually make power. But the benefit that a lot of people
may overlook is that it’s easier to push the car through the air. My understanding is that this really
benefits the higher power cars running north of 200 mile an hour,
more than the lower powered cars, is that fair? – Yeah to me anything over like
180, 190, it’s definitely an advantage on that
arrow wise. I have some good data from a couple
of years ago when I was here with the arrow I had then, the power
I had then versus now, and everything I’ve done just shows
that up here it definitely has a good six, seven miles an hour more
from the quarter mile to the half mile. And yeah a lot of people do forget,
they’re like oh you know, probably ’cause they’re used to your
naturally aspirated cars, that they’re stuck with what you got. You can’t turn up the boost on
a naturally aspirated car. So when you come up here,
if you have turbo, your turbo, and if you’re not maxed
out at sea level, you’ll go faster here every time. – What sort of turbo are you using
to create that boost pressure? – Yeah it’s a Precision 7675 Gen 2. – And boost control? – It’s got two MAC three port,
or I guess you’d call ’em MAC three port boost controllers. Right now it has 6.5 pound springs
in the gates. Unfortunately the design of everything,
it creeps to 20, 38, 30 pounds. – So you’re running twin external
wastegates? – Yeah twin 34 mil gates but it won’t
run any less than 30 pounds no matter what I do right now. So that is kind of a problem,
good thing about that is really first an second gear can’t actually
make enough load to put that much boost down so it kind of works out
good. A single three port got me 54 pounds. So I do have a second three port
that’ll put pressure to the top. But I haven’t had to use it yet. I might have to use it tomorrow
if I wanna go faster. – OK so there’s no secret that it’s
reasonably easy to make a lot of power with Honda engines, they are a very
well designed engine, particularly in the cylinder head
department. One of the challenges though is when
you’re making a lot of power, getting it to the ground reliably
in the gearbox is a weak point. So how have you addressed that? You mentioned a dog box earlier
in our chat, what are you running? – So this is actually a Graf,
they’re out of Argentina. It’s a five speed dog box. So instead of your traditional four
speed with a cuff in fifth gear, this has five gears obviously. I’m shifting fifth pretty much right
at the end of the quarter here. So I’m in fifth gear all the way to almost
10600, 10700 RPM. It’s straight cut dog box,
nothing special, just custom ratios. It all just works out for the car
pretty well. – With a dog box as well, one of
the advantages particularly for motorsport use is that they
can be shifted clutchless and often you can incorporate
a gear change ignition cut feature, are you doing that? – So I have a strain gauge on it. Right now I’m just logging how everything
does before I actually set up the cut. So I’m just seeing how much I actually do,
do I keep my hand on it so I’m watching all the voltage and the force that it has,
before I implement the gear shift cut. Right now I’m just full throttle
clutch shifting. It drops like two pounds on a shift. – And for those who aren’t aware,
the strain gauge is basically a gauge or sensor on the gear lever
that detects how much effort or load you’re applying to it so the
ECU can then cut the ignition. OK in terms of the engine management
side of things then, obviously you’ve already mentioned
that’s quite critical. You’ve mentioned the safety features
and the traction control. What is the ECU? – So it’s a Motec M130 right now,
I have an M150, I just haven’t put it in there. I figured in the beginning, I was like,
oh I’m not gonna need any more than 60 IOs and everything,
I’ll be fine, but I got wastegate position sensors,
I got shock plots I wanna put on, so all these extra things that I have
that M130’s just not gonna be enough. And it runs a John Reid Racing
Honda package. And I’ve had it in there since
the beginning of 2016. I was the first Honda package
he had done. And it’s super successful, I mean
John Reid puts everything that I need in there and it all works,
I can’t argue, I loved it, ever since then I’ve just never looked
back. – Now in terms of actually looking
at data from the Motec ECU once you’re performed a run here,
where are you looking at that data? You’ve got a Motec dash in the car,
are you analysing your data from the dash or from the M1 ECU
itself? – Right now it’s all strictly from the M1
ECU. I did just unlock the IO and I did
unlock the loggings for it. So I will be using the dash,
right now I just have a couple of safetys that are on the dash
that’ll display. Like if I over rev it or if the coolant
pressure was above say 25 pounds, longer than 500 milliseconds or
something, it’ll display it during the run. Other than that it’s a nice display,
shows me what’s there, it has some nice shift light and that’s
about all it’s used for right now. – I think probably it is overlooked
actually, the real value of the high powered, highly strung
engine having a user display there in the car and let’s be honest,
when the car’s doing everything it should do, you’re not looking at it
at all. All you’re gonna be doing is focusing
on those shift lights. But as soon as something goes
outside those user defined parameters, oil pressure, coolant pressure as you’ve
mentioned, then it’ll bring up a warning light,
and that lets you know something’s wrong so you can then put your
attention onto the dash. Now I just wanna focus on the
pressure sensor that you just mentioned, coolant pressure. So that’s one that we see a lot in drag
racing, can you just let us know why that’s
important. – So I learned that hard way about
not having coolant pressure on a car. Everyone was like oh you should
do coolant pressure, this was like three years ago,
and I’m like well once it pushes, it’s done right, so what’s the point. Well perfect example is I actually
torched a head ’cause it just basically breaches that an it turns
into a torch out the head. So that’s what happens so it torched
the gasket, put a little thing in the head and here
I’m like OK, I’m gonna do coolant pressure. So it runs a closed system,
has a 32 pound cap on it, and it has no thermostat right now
and just runs a factory Honda water pump on it, and at about
170, 180 degrees, it’s about 12 to 13 pounds. Runs there, it cools well enough
to not have a problem. I know that if it hits anything above
24 or 25 pounds, it’s breached the middle layer of
the gasket. So my coolant pressure safety is set
at 25 and if it sees that for longer than 500 milliseconds, it cuts the engine. – OK so again for those who aren’t
sort of following this conversation, this really comes down to, with a
high power turbocharged engine, one of our real challenges is keeping
the cylinder head sealed to the block and that’s really often the limiting
factor on how much boost and hence power we can make. So that coolant pressure sensor
is detecting if the head gasket does start leaking, the combustion
pressure makes its way into the cooling system,
hence it raises the pressure in the cooling system so that’s what
you’re looking for there. – Exactly yeah. – Now I just wanna also talk about
the fuel system that you’re running on the car. So what fuel are you running? You mentioned an 11:1 or close
to 11:1 compression, so sure as hell you’re not running
pump gas, particularly with that boost,
what are you running there? – Yeah so right now, beginning
of the year I switched it to M1 methanol. So it has eight FIC 2150 cc injectors
in it. Runs 80 pound base with a mechanical
pump and then I have two Bosch 044s that feed a surge tank from a five
gallon cell in the rear. So you have these two pumps feed
the surge tank and then the surge tank feeds the mechanical pump that’s
driven off the intake cam on the passenger side. – I think that’s one of the things
that’s overlooked. Methanol’s a great fuel for very high
boost due to its cooling properties, but all things being equal,
compared to pump gas, we need to use around about
2.5 times the volume of fuel to make the same power so you do
need a huge amount of fuel. So your choice on a mechanical pump
over an electric pump, is it just you can’t find an electric
pump big enough? – I think you could, but you’d be running
like two of ’em, then you’d have to run 16 volts
to be able to power them to get that, and then in the end it’s just like,
you know I do drive the car on the street every once in a while, as dumb
as I might be, but the mechanical pump, it’s always
what we’ve done, it takes load off the alternator too. So I still have an alternator in the car. And the mechanical pump just seemed
like the logical idea. – On that note as well, you’ve mentioned
a 16 volt charging system, or 16 volt battery and this is something
quite unique, we see a lot of drag cars ditch an
alternator, ditch a charging system, and switch from a normal 12 volt battery,
to a 16 volt electrical system. Now you’ve gone a slightly different way,
and this is something I’ve seen actually on a lot of the English Racing cars,
I’d never seen it before. Can you tell us about your RC batteries? – Yeah so basically it just came down to,
all my guys have a lot of RC cars, they have these really cool planes,
and they have these 5S and 6S batteries, and he was just, TJ, like I said,
the engine guy, very smart guy, awesome guy there, he’s like well
why can’t we just run the car on some of these batteries? So we tried it and literally we never
looked back on any of our drag cars, they’re literally a 16 volt,
China battery. And the problem is it doesn’t have any
lipo cut like your standard batteries that you would buy that are 16 volt
set up for cars. But some of the cars have PDM,
so we implement a cut at 14.5 volts. But they’re just literally, they are $75
each, lipo, China batteries that we get,
that you would put in an RC car, and we have a charging set up for ’em. Each car has, the GT-R runs three
batteries actually, all in one. And every other car will run two. This car actually has a 6S battery
that powers, that’s like a 20 volt booster pump,
to the 044s. So that gives me a little bit more
pressure, little bit more voltage to those pumps, it can keep up
with the demand of the little surge tank. – And obviously the 20 volt feed
to these 044s hasn’t hurt them? – Not yet, not yet. Actually the 044s, they’re AM 044s. They came out with a new 400
or something that I put in last year, and they did flow more than your
standard 044. And as of right now I haven’t hurt
’em yet. – And you need to charge the batteries
between runs? – No, mine will pretty much go the whole
weekend. ‘Cause it’s only activated when the second
fuel pump comes on, which is via RPM so it never sees that,
so it’ll actually go 15, 20 passes before I actually need to charge it. The other cars, while they can go about,
I would say they could go two, three passes before we have we have
to charge ’em. – Alright look Myles, really interesting
to get some insight into what goes into this Honda. There’s not too many Integras we’ve
seen running 208 mile an hour in an event like this. And considering that’s your first
real run here, you got the whole weekend ahead
of you, we wish you the best to go even
faster again, thanks Myles. – Yeah thank you, thank you
for having me. – If you liked that video,
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68 Replies to “Stock To 1200hp+ 54psi & 208mph | Honda B18C [TECH TALK]”

  1. Awesome upload HPA. Anyone who wants to check out the build thread should search "gringotegra new build". He has a lot of threads on Honda-tech, and although he's not really that active on it, there's a lot of content there for those who are interested.

  2. Absolutely love these conversations. Learning what makes these cars on the cutting edge tick is beyond interesting. Thank you!

  3. This may sound crazy, but I am building a car to compete with this in this same class… It's engine isn't a Honda , it's a Chevrolet! ๐Ÿ™‚

  4. Seen Myles tegy at honda fest in kent WA last year.that thing idling alone was hands down best car I ever heard.i love how he runs lipos!

  5. Golden eagle block ??? Wow their blocks are junk …. made out of sewer pipes literally …. Darton sleeeves or LA is the way to go

  6. These are the type of interviews that leave a lasting impression! Two highly knowledgeable people that love what they do! Keep it up!

  7. As always interesting information. Ive been looking for answers for water pressures and not a lot of info is out there. since you guys mentioned water pressure. Would like to ask something that i recently discovered. i have to change my hedgasket on my 4g63 evo 3 and noticed that any hedgasket i find it has differences in terms of water holes from head. Some hedgaskets block off completly and some reduce the size of the holes more than 50%. Since its a 4g63 i first assumed that its for another version of a 4g63. Do you thing that head gaskets are designed like these so it can increase water pressure ? Being more specific ive checked Brian Crower and HKS headgasket. Would appriciate it if you have some solid information about this.
    keep up the awesome content.

  8. Lol he said it wonโ€™t run less than 30psi. I run peak 30psi fully built rotating assembly 9.8:1 weisco pistons on mustang dyno I made 470 to the wheel on 26psi

  9. Can anyone explain to me why you wouldn't want the block to have a lower compression ratio than the 11:1 he is running? Trying to learn a little more.

  10. Why do we never see a 2 second glance at the hottie at the tree? Is it banned like the Pathetic Formula 1 people. Don't drag racers like girls ??

  11. I am a HPA member… but I was wondering if When running a LiPo RC battery probably a 4s to get you 16.8v @ full charge, Is that battery running only specific electronics or is it used to replace a typical 12v lead acid automotive battery? I know enough about LiPos to know the have great discharge rates and are the main reason for the fast speeds in the electric RC world. i am not sure they would just drop in and replace a 12v lead acid without some checks on Voltage and Amperage from the alternator… They can flow some serious amps on discharge but not a smart idea to charge it beyond 2c charge rate. 2c meaning 2x the total capacity of battery or Batteries in parallel being charged. Thanks for a great channel and company. P.S. Most every hardcore car guy I talk to knows about HPA!!!

  12. The transformation from analog to digital has been more than evolutionary. Itโ€™s revolutionary.
    I imagine Artificial Intelligence tech will be the next revolutionary development in motor sports.

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