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General Honda City Turbo Information
Honda has only manufactured two models of turbocharged car (other than F1). One was a 2.5 litre V6 Legend needing a bit more go, the other, a tiny commuter car known as the City or Jazz. It's ironic that the car they choose to release as a special edition turbo was the least sportscar like vehicle in the Honda range. The Honda City Turbo was the brainchild of Hirotoshi Honda. Hirotoshi is the son of Honda's Founder. Hirotoshi’s company Mugen had already proven it’s worth making performance parts for motorcycles and some cars but was largely unheard of out of racing circles. Hirotoshi Honda took Honda's ugliest, most ungainly vehicle and turned it into an aggressive performer that was well ahead of its time (as with most Hondas) and Honda released a production version of it.
Honda City Turbos were manufactured in three guises. The City Turbo, basically a standard looking City with a turbo motor and a bonnet hump. In Japan, the second model City Turbo is affectionately known as the "Bulldog". This model had aggressively flared guards, spoilers and was adorned with wild graphics straight from the factory designating it a HYPER 11. Very few city turbos were also released as a cabriolet model (most cabriolets are not turbo charged but still have the flared guard body kit typical of the turbo 11).
The City TURBO
The City Turbo 1 was manufactured from 1981-83, the Turbo 11 was manufactured until 1987. Both models featured a digital speedo surrounded by a Tacho so that all relative information could be taken at a glance. The last run of Turbo 11s had a normal speedo/tacho assembly. The motors in both models were essentially the same. Both models were powered by an all alloy 1237cc motor with CVCC (we'll get to that), IHI RHB51 turbocharger, multipoint fuel injection and a magnesium rocker cover. Compression ratio was down to 7.5:1 and the boost was wound up to 12psi, fairly high for a factory turbo car. The Turbo 11's were intercooled, had a revised intake plenum, slightly larger throttle body, modified inlet manifold, higher AR turbo compressor and exhaust housings as well as a slightly raised (7.6:1) compression ratio. Both motors have the same sort of power potential.
CVCC
CVCC is a system used by honda to reduce emissions by stratifying the combustion charge. In the City Turbo the throttle body appears much like a 3 barrel downdraught carby. One barrel has a very small port size and actually houses a single injector. This port leads to a separate set of intake runners which provide fuel to each of the CVCC valves located within a combustion prechamber. The combustion pechamber is actually seperated from the main combustion chamber by a perforated collar. A rich mixture of fuel and air are added to the combustion prechamber which also houses the spark plug. This is ignited and creates a single flame front out of the prechamber. While this goes on the main combustion chamber is fed fuel via sequential multipoint injectors in the same manner as most modern EFI cars. The only difference is that in City turbo motor this is a relatively lean mixture, not easily ignited by a spark plug alone. The flame front from the prechamber is used to ignite this lean mixture. Apart from decreased emissions and increased fuel economy this stratified charge helps to ward off the killer of many turbo engines, DETONATION. Detonation occurs when two flame fronts (or shockwaves) collide in a standard combustion chamber. One is caused by the spark plug, the other is caused by the high pressures, friction and shockwaves on the other side of the cylinder igniting an easily combustible mixture. Detonation can also be caused by superheated carbon particles or sharp edges in the combustion chamber that can operate like a glow plug in a diesel engine. Stratified combustion such as the CVCC system makes this second front less likely to occur as the lean mixtures in the main combustion chambers are hard to ignite.
Performance of Honda City Turbos is really up to the individual owners. The standard Turbo 1 produces 100hp and has a top speed of 179km/hr, the Turbo 11 produces 110hp and has a top speed of 175km/hr (lower top speed due to spoilers and body flares). When you do get them going with a few modifications you will soon find the digital speedo maxes out at 180 while the revs continue to climb. The braking system is very capable for such a small car. Honda raided the parts bin and the front brakes are the vented disks and callipers straight of the Prelude from the same era, rear brakes are stock city items.
CITY TURBO RACING
Mugen and Honda ran a single make racing series using the city turbos. The cars were based on the production vehicles as were the motors. The motors had larger exhaust, injectors, production type turbo (with 22psi), production type intercooler, and a modified camshaft. These cars did the standing 1/4 mile in 13.5 seconds (which isn’t bad for a frontwheel drive car set up for circuit racing). They ran very fat tyres (9” front and 7” rear). The official mugen figure for power output is 138+hp @ 5500rpm but the torque is around 22kgm @ 3500rpm (standard twin cam VTEC 1600 has 16kgm, NSX V6 has about 28kgm). It takes little work to produce these power figure in a street motor. The cars from the one make racing series were bought by an Australian entrepreneur with the view to continuing the series in Australia. Unfortunately all the vehicles were in a wharehouse in Osaka waiting to be shipped when an earthquake struck and buried the lot.
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Civic Unrest
Civic Unrest is a fitting title for this excellent example of a street Honda. Disquieted and restless, its owner, Hugh Le of Baldwin Park, Calif. relies on a boosted B20B engine, C-West body tuning treatment and a mean-and-lean suspension to revolt against the mundane and lethargic econo-boxes that overrun the highways of Southern California. V-Spec Performance was on point for the various stages of the project.
The party begins under the hood, where a B20B four-cylinder from a Japanese market SMX micro-van is nestled in the engine bay. The B20 retains its stock 84mm x 90mm bore and stroke, but has been fitted with a VTEC head from a Type R Integra. This swap, known as a Frankenstein engine, gives the engine the advantages of variable cam timing at the top-end and the advantages of additional displacement in the form of torque on the bottom-end. V-Spec handled the engine swap and shocked the Frankenstein motor to life. The head was fitted with Top Fuel turbo-spec cams, but was otherwise left stock prior to being secured with ARP hardware. The intake tract is a Type R affair from the throttle body to the manifold. On the hot side, a Top Fuel stainless-steel manifold is home to the main source of the Civic's revolt, namely a Blitz K3T turbo. The K3T is regulated to 12 psi by a Blitz wastegate and a Blitz Dual SBC controller and blows through a front-mount XS Engineering air-to-air intercooler. A Top Fuel exhaust system, featuring 3-inch, polished, stainless-steel piping with a 3-inch downpipe, a polished straight-through design muffler and healthy polished tip, combats backpressure by expediting the flow of spent gases. The B20B is dressed with an Invidia carbon fiber wire cover, Cusco catch can and Blitz air cleaner, while Energy Suspension motor mounts keep the pressurized powerplant in place as the boost hits. Additional cooling capacity is provided by a Fluidyne radiator.
The fuel system is innovative and engineered for the street, while an A'PEXi Power FC with handheld commander is in charge of the show. The Power FC is an application-specific replacement computer that replaces the original factory ECU. Power FC contains a base fuel and ignition map for stock or mildly modified engines. A'PEXi suggests the Power FC should be purchased from an authorized A'PEXi Power Excel shop with all the necessary equipment and expertise to custom-program the Power FC to deliver optimum, reliable horsepower. (For more on the technical intricacies of this unit, see Turbo December 2000.) The FC oversees a set of 534cc Blitz injectors, a Top Fuel high-flow inline pump and an AEM regulator and rail.
Making 360 hp to the wheels is easy these days, but using it efficiently on a day-to-day basis takes some doing. Hugh employs a '98 LS transmission that runs a Pro Active clutch, an Integra Type R flywheel and Civic Type R linkage to spin 36mm Type R axles. The intensity of the driveline's clamping force was dramatically enhanced with the addition of a Kaaz limited-slip differential. The unit, installed by Elton Lo of Raceline Development, provides the locking effect of a welded diff, while not impacting the vehicle's ability to make a turn without screeching the tires.
With an efficient driveline laying down the power, the suspension system of Le's rocket needed to be up to the challenge. To this end, Le turned to A'PEXi N1 R coil-overs that flex adjustability for rebound, compression and ride height. To aid in lateral stability, a set of Sprint Suspension sway bars are on call, while Sprint camber kits ensure the proper geometry can be maintained at the selected ride height. Top Fuel rear aluminum race arms also help transfer thrust to the ground. Contact with the street is provided by Advan RG wheels from UPRD, wrapped with Yokohama AVS rubber. Stopping power has been enhanced by grafting on Type R calipers, Endless rotors and Endless pads.
Le's mission was to blend style and performance in a single package. The Civic's image therapy consists of a radical C-West body kit, originally destined for a Type R. In fact, the Type R is the blueprint for many of the components on Le's Honda. The car sports a 2000 Type R front-end conversion, Type R spoiler and even Type R window glass; now that's taking it to the extreme. With the Civic's sheetmetal completely stylized, 20/20 Autobody was called on to lay down its championship white finish. Style goes beyond sheetmetal and since the Civic is a driver, Le wanted an appealing atmosphere in the cabin. This was accomplished with a pair of trick Top Fuel Special Edition bucket seats, a Type R tiller, four-point harness, Blitz gauges and a grip of Type R interior trim. Further ambiance was added to the interior by a high-wattage stereo system, featuring a Clarion VRX-8271 head unit, Alpine amps, Boston Acoustic and Rockford Fosgate mids and a 15-inch Cadence subwoofer. A Clarion six-disc changer ensures a wide variety of tunes are a touch of a button away.
Le's hybrid Civic embodies what we mean by a balanced attack. It has head-turning looks, commuter car durability and blistering performance. Wearing Bogarts and M&H gumballs up front, the B20B-motivated Honda blasted an 11.9 in the quarter mile, proving it can also turn heads at the strip. If this is what Civic Unrest is all about; we are feeling quite disquieted around here.
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Vehicle
1997 Honda Civic
Best e.t.
11.9
Engine
B20B
Displacement
1994cc
Forced Induction
Blitz K3T turbo
Intercooler
XS Engineering
air-to-air
Nitrous Oxide
N/A, népia, nicles, nada.... :lol :lol
Fuel System
Top Fuel pump,
534cc Blitz injectors,
AEM regulator, rail
Ignition System
stock
Air Intake
Type R manifold,
throttle body
Exhaust
Top Fuel 3-inch
Boost Control
Blitz wastegate,
Blitz Dual SBC
Engine Management
Apex Power FC
w/Commander
