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Like all forced induction engines, there isn't much spare space in this engine bay. This Rotrex supercharged engine puts down 520 WHP. The custom Bell rad goes right up to the hood. The filler cap is built into the rad hose. Everything in the engine bay has a place and a purpose.In addition to the Bell Intercooler, Jimmy has a custom Bell rad. As you might imagine, heat was a problem early on with the introduction of forced induction. Under the hood you see this monster triple core rad that is 3”x18”x21”. Right after you get used to the size, you will be wondering about the missing filler neck and cap. This custom rad is sized so that it goes almost up to the hood leaving no room for a cap. So it was left out! To ensure that the most cooling possible was available for this supercharged engine, the filler cap was mounted on the rad hose. This is a creative and very workable solution to a problem that challenges every racer that has gone the route of forced induction. Of course, you will see venting and openings on the hood, nose, and quarter panels to help ensure that the rad gets enough air to do the job and so that all the air also has an exit path from the engine bay. The engine oil cooler is located behind the passenger side lights and the supercharger oil cooler is behind the driver side lights – both have access panels that can be removed should the temperature warrant. Likewise, the centre panel has small openings to provide cooling and, should the temperature be extreme at the track, the entire panel can be removed. The battery itself has been mounted in the rear spare tire space in a Moroso battery box. All of this is controlled with a Hondata K-Pro ECU that is Tuned by Evans. Typically you will see a caravan of R-Division cars making their way to Evans Tuning in Pennsylvania each spring.
The Bell intercooler is neatly tucked into the front. You can see part of the supercharger oil cooler in the first light opening; the engine oil cooler is located on the other side. Depending upon the ambient temperatures all of these openings can be neatly closed or open to keep the engine at peak operating condition.The Type R uses a stock Civic Si 08 transmission with an OS Giken LSD and a Clutchmasters' clutch. It is incredible to note that the OS Giken was installed just before heading to California for Global Time Attack; meaning that the 1:14 track record at Toronto Motorsport Park was set by Houghton with the OEM Civic Si LSD still in place.
Hoosier slicks are used in CSCS Unlimited competition. They are mounted on 15×8 Rota Slipstreams. The side skirting is from Special Project Motorsports. The splitter, wing, and diffuser are also from Special Project Motorsports.Eric at R-Division has done an amazing job of assembling these pieces into an awesome machine. Additionally, Eric runs at many of the same events with his own Honda in the Super Street class. I have seen him sacrifice his own preparation time to help sort out issues with the Type R, because R-Division is fully involved in ensuring the success of this car.
Does this look like the dash of your street car? Just two years ago this was a daily driver (unless there was snow). Notice the key fob – it still works to unlock the car doors and the power windows are still functioning!Getting this power to the ground is the next phase. While running with CSCS the car is shod with Hoosier 245 580 15 R80 tires as the car is in the unlimited class. With GTA Jimmy ran Nitto NTO1 tires that were 225 45 15. Wheels are 15×8 Rota Slipstreams. The suspension uses Koni 8041 Race dampers with SPSS3 valving. Ground Control coilover sleeves with 1000 lb springs front and rear are paired with the shocks. Further enhancing the suspension are a Skunk 2 camber kit, Password JDM 3 point strut tower bar, Password JDM rear toe and camber spherical bushings, Kingpin spherical bushings up front, Hasport motor mounts, and an ASR 24 mm rear sway bar. The car was corner balanced and aligned by Scott Murfin at Can-Alignment.
