Fuel delivery is handled by a single Aeromotive Eliminator fuel pump which flows enough fuel for 1400 forced induction horsepower. Fuel Pressure is controlled by an Aeromotive A1000 high volume bypass fuel pressure regulator. The fuel system is plumbed with Earls hose and AN fittings.
Engine cooling is handled by a dual-pass, aluminum core, 3.6″ thick racing radiator buried in the nose of the car. The coolant is de-aerated by this high mounted CSR swirl pot and overflow tank.
The engine oil temperature is kept under control with this coolant fed Mocal water to oil heat exchanger.
The Mocal cooler keeps the oil temperature at bay without needing additional vents and ducting for cooling airlfow that can greatly affect the car's aerodynamics at speed.
Of course, the K swap is facilitated by a Hasport motor mount kit.
To get the power to the ground, the Hondata CRX uses a six-speed K-series transmission with a Hasport hydraulic clutch conversion kit. Although this transmission is known not to be that strong, it holds up with skinny tires and slippery running surfaces.
The transmission uses a combination of different stock Honda transmission and final drive ratios to come up with something advantageous for making top speed runs with the engine's narrow powerband. For instance, the final drive is a 4.105 ratio from an Indian market CRV!
A Tilton lightweight aluminum flywheel is used with a tiny low inertia Tilton 5.25″ in diameter twin disc clutch to put the power down. Narrow tires and a slippery dirt or salt track surface doesn't need much clutch- despite the over 1000 HP engine output.
For traction, the transmission has a Quaife limited slip differential. The clutch and transmission are covered by a rules mandated ballistic blanket that acts like a scatter shield.