 The 90-93 Integra chassis is one that is often overlooked and forgotten. The Rudzinski brothers have had a pet project 1990 Integra RS that they scored for $100 from a high school friend back in 2008. It didn't seem like it would be too much of a burden seeing as Jay wasn't really into Honda's at the time but the brothers wanted a project car to work on together. Anyone who knows DJ or Jay have probably heard about this elusive mythical car they've been working on forever. Almost to the point where some thought this car didn't exist and was just a story. They wrenched on it on and off for a few years and it didn't see the light of day until the summer of 2015. During its build process It had a K series swap mounted into it long before there were many parts available to make the swap a simple bolt in affair. The first engine to be ran in the car was to be a stock k20z1 longblock mated to a stock k20a2 transmission. It ran and drove around the block under its own power for its' maiden test drive. From there they immediately started to piece together a turbo kit consisting of a Sheepey manifold, Sheepey Intercooler, PTE 6266 and had One6 Motorsports custom fab up the cold pipes, hot pipes and exhaust pieces. After all of the labor and fab work it came straight to me at the dyno. The first session on the dyno was rough, just like any other new built project car. We had some bugs to work out and some adjustments to make once the car was up and going. Expectations weren't set very high seeing as this was Jay's first race car of any sort. We decided to keep it conservative within reason. 
The next step was to hit the track. This was Jay's first time drag racing, ever. He didn't do too bad.  10.97@125 while running out of RPM's at the top end. Not bad for Jay's first try at the track. We needed more RPM's so we threw in some Supertech valve springs and retainers. While it was apart we added a set of Skunk2 Stage 3 Cams.  We threw the car back on the dyno at the same amount of boost (21psi) and started swinging the car higher in the RPM's. At the track we swung it to 9600 which I would project would be upwards of 670-680whp. We had tirespin on the dyno and decided to not chase numbers And without hesitation, we went back to the track.  On one of the first test passes with the cams, we lost a fuel pump at the top of 4th and lost the motor. We were on route to a 10.4-10.5 without a doubt. This ended the 2015 season a little earlier than planned but we learned a lot in the process. Plans for the offseason was a K24 Block with 10:1 pistons on Manley Turbo Tuff rods with the CSS process done to it. We ended up doing a 4 piston Pro 156 head and had the manifold port matched. Jay also upgraded the transmission to a PPG dogbox. The plans for the car evolved from fun to serious after just a few visits to the track. He wanted to start laying out the platform for a car will eventually go 8's. The plan for 2016 was to continue on the 62mm turbo and to dial in the chassis and driver with modest power. The brothers put the car back together and by the end of spring we were back on the dyno.  We ended up at 849whp and 625tq at 34 psi. The backside of the turbo started to choke up a little as we tried to squeeze more out of it. We were also struggling with traction issues on the dyno so the rest of the dial in was done on the track.  Our goal was to reach a 9.50 on the 62mm. On previous passes when the wastegate/boost solenoid were doing its job we were able to trap 157-158 at 32 psi. On the 9.6 pass we had complications with holding boost at the higher rpm's. We were hitting 32 psi and falling to 27 by redline. We also had a malfunction in our speed sensor at the top end resulting in a shortened rev limiter towards the 146-148 mph range. The car was still moving hard up top and we will make sure none of these issues come up for next season. This pass was done before the track closed for the year. 2017 will be very interesting. We are back into winter prep mode for the 2017 season. The engine has held up flawless and will probably not need to be touched. The chassis will get some love and we expect to get the car to beat its personal best without any effort. As of now it's still undecided on what changes will be made but current talks are that the car may stay with a more modest combo and be geared towards the IFO FIS class utilizing a 62mm turbo, full exhaust and a passenger seat. Be sure to follow the progess of the build on Instagram by following "rudz_jay" and "djrudzinski"
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The market has been floating the same style k swap headers for some time now. I tried a few of them on the dyno for comparisions sake. Up to bat was the PLM Rcrew Replica, the Akmee header and the K-Tuned big tube. All of them have the same 4-2-1 configuration and look nearly identical with the exception that the K-tuned has a 3 inch collector instead of a 2.5 Take a look at some basic results from some basic testing. All 3 headers had superb fitment with the only difference being a little of fabrication needed to join the K-tuned Big Tube to the exhaust. It doesn't have a traditional donut gasket setup on it. Hopefully this can help you in your header buying decisions. First up is the Akmee vs. PLM Rcrew Replica  Red is the Akmee , Blue is the PLM Rcrew Replica This is on a k20a2 in a 92 Civic with an RBC manifold, Cold Air Intake, 3 inch exhaust on 93 octane. Very similar results, the power change can also be a run to run variance. Next up is another Akmee vs. PLM Rcrew comparison  Blue is the PLM Rcrew Replica, Red is the Akmee Header Ignore that torque spike, it was due to a slight RPM signal loss on that run. This is a K20A(R) with a Skunk2 Ultra street manifold, 74mm TB, Length tuned cold air, 3 inch exhaust on e85. Next I wanted to try a higher output K24 setup.  Red is the Akmee and Blue is the PLM Rcrew Replica. The Akmee shows minor gains in the midrange and up top. The results aren't much to write home about but hopefully soon we can try a K-Tuned Big Tube on this setup. . This is on an 88x99 13:1 on Cartel 4.5's, skunk ultra race manifold, 3 inch exhaust on e85. Has anyone been seeing some goofy dual TB RBC'd K series on the internet lately? This is the dyno plot from it below  Blue is the K-Tuned big tube and the green run is the PLM Rcrew Replica. We saw gains from the midrange all the way up with the most major gains being towards our rev limiter of 8800. We were doing constant track testing at the time and with the change of this head and e85 we took a 1930(with driver) car from 11.1@121.2 to 10.9@124.6. This setup consists of a stock k24a2 block with Nippon pistons, K20a2 oil pump and a stock k20a2 head (valve train, cams, etc...all stock k20a2). This header seems to be a winner for this type of setup if you're in the market for something in this price range.
PLM Rcrew Headers go for around $350 Akmee Headers go for about $650 K-Tuned Big Tube headers go for about $600 *I don't sell headers. IDGAF where you get them from. But I'd suggest Xenocron.com as a good place. They do not carry the Akmee header though. I just wanted to share this to help you out if you happen to be in the market. Thanks for checking this out! |
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