In our last articles, we gathered the parts and assembled out low octane Honda K motors for our sleeper DC5 RSX Type S project car. Our engine was intended to show what could be done on a reasonable budget to get the most power on poor quality pump gas with a nice wide powerband. We used parts from Drag Cartel, JE Pistons, K1 Technologies, and King Bearings for our build, noting that these are all readily available off the shelf parts that can be gotten with little to no wait time! Anyone who builds engines knows all about how frustrating the wait to get your parts can be so we stressed off the shelf in this build.
Now it was time to drop our fresh engine into our DC5 chassis and get it tuned and running. Want to see how much power that we got? Read on!
Getting more power out of an engine means more heat. Getting significantly more power means a significantly greater amount of heat has to be handled. To get ahead of the curve, we installed one of CSF Radiators’ high-performance drop-in radiators for the RSX part number CSF7000. The CSF radiator is designed as a pure bolt-in direct replacement part of the OEM radiator. The OEM radiator has crimped on plastic end tanks that are prone to leak, especially with age or high pressures. The CSF radiator has fabricated tig welded aluminum end tanks that are furnace brazed to the core. This is a much stronger construction method than the stock radiator.
The CSF radiator has tig welded, leak-free, formed hose bibs and provisions for the factory fan shroud to make installation easier. The internal construction of the CSF radiators core has some innovative features. One of these is the B-Fin tube. On a conventional radiator, there are rows of oval-shaped tubes. Factory radiators usually have two rows and aftermarket radiators have as many as 4. This gives more cooling area but the air has a problem penetrating the core and doing heat exchange. The CSF core has one big tube in a single row. CSF calls this their B tube. The B Tube starts off as a sheet of aluminum that is folded back onto itself to form a B shape to the desired width. After forming the seam of the tube is furnaced brazed to make it one piece and leak-free. The B-Tube gives the ideal ratio of fluid to air exposure with the center B piller giving strength and an additional conduction path for heat to follow from the fluid to the outside of the tube. The one-piece construction also makes it easy for air to penetrate the core, helping with heat exchange and cooling.
These clips on the CSF radiator are for the OEM fan assembly. This helps make an easy installation out of putting the OEM fan and shroud straight in. These tabs and the pegs and the bottom of the radiator go into the OEM rubber mounts on the core support.
Frontal area wise the CSF radiator is the same as the stock radiator. As far as thickness you can see that the CSF core is 50% thicker. When combined with the more efficient B-Tubes, the new CSF radiator is much more effective than the stock part.