We have a freshly-baked B21 shipping out to the Great Northwest!
Specifications for this King-built engine:
2.1 Litre, Skunk2 Pro 2's; King Hand Ported Head; 12:1; King custom ported Edelbrock Intake - cut apart, ported and re-welded.
The engine is pictured here in our B-Series test vehicle for break-in and Hondata S300 tuning on our Dynojet Dyno. In final form this motor will be running a King custom header, and tuned to 91 octane, since the customer cannot get 93 octane in his area. The motor will then be crated and shipped to the customer... ready to drop-in and run!
Read more on King's dyno break-in services here:
Read more on King's engine building services here:
(L-R: Mick, Bob Schroedter Jr., Mike Lindquist, Bob Schroedter Sr.)
It was an incredible finish to a trying season for the Schroedters, Bob and Bob Jr., as well as their driver, Mick. It was a year of shakedowns and testing, turbo upgrades and tuning.
The Schroedters had been running their turbo EK coupe for several years. They had been using the same engine - a modified turbo B16, still displacing 1.6 liters, but with substantial boost. The problem was, they knew the car had the potential for much faster times than they had been running, but they just couldn’t get there. After many frustrating trips down the strip, Bob Sr. knew some changes were in order, so he picked up a new turbo and some additional parts and gave our service manager Mike Lindquist a call.
Once Mike and Bob Sr. ironed out the details, the EK and its new parts were brought to King and handed over to our head fabricator and tuner, Tim. With input from Mike, Bob Sr. also decided to upgrade the axles to Driveshaft Shop 5.9’s as well as a Twin Disc Kit from Competition Clutch. Tim re-fabricated the entire turbo setup and installed a Borg-Warner 362. He also re-engineered the fuel system, including the installation of a fuel cell.
With the mechanicals ironed out, Tim strapped the car onto King's DynoJet and went to work on the electronics. Trying to squeeze major power out of a B16 running GSR cams was a bit of a challenge, but Tim was up to the task. By tuning the Hondata S300 to run the motor with 33 lbs. of boost, the upgrades were good for an impressive 581 WHP AND 358 ft. lbs. of torque.
With Mike's many years of success running an all-motor B-Series EG hatch, he had valuable knowledge and driving experience to offer, so for the post-upgrade shakedown runs, Bob Schroedter asked Mike if he would pilot the Coupe to see what it could do. Mike agreed of course, and having never driven the car before, ran a 10.786 @ 133.70 MPH - the first 10-second pass ever for the EK.
With the final Import Wars only a few weeks away, the Schroedters and Mick took every opportunity to get familiar with their improved car - and it paid off, big time. Running 10.8's @ 135 MPH, they won the Super Quick class at Great Lakes Dragaway’s final Import Wars as well as the Super Quick overall championship. An incredible ending to a tough year.
Bob Schroedter: "I can't thank King Motorsports, Tim and Mike enough for all of their help. We knew the car had more potential, and Mike proved it with its first 10-second run." "In addition, our team appreciates King's involvement and we are really looking forward to working with King again next year." Said Mike, "That car is fast! - we're also looking forward to continuing King's involvement. We're currently working on plans for more upgrades over the winter that should allow the car to turn the corner and run in Pro FWD next season."
Editor's Note - This is a comment posted on King's Facebook page by Bob Sr.:
"There is a lot more to this story...First the 10.78 pass Mike drove was on pumped up slicks, not hitting target boost in second gear and Mike hitting second gear and the ass end breaking, but he stayed on it. There was and is more in the b16 in terms of et and mph but I made the decision to move on. We would like everyone to know that these guys are no BS: Mike, Tim and King. Stay tuned for the new build it should be a good RIDE!!!"
Review and announcement by Scott Zellner, President & CEO of King Motorsports and SCCA Road Racing Champion:
In stock form, Honda's new CR-Z is both under-dampened and softly sprung. This combination really masks the sporting characteristics of the CR-Z.
The Mugen 5-Way Adjustable Suspension Kit was designed with both street and occasional track use in mind. The result is a more controlled ride with much less lean, dive and squat. Each damper adjustment changes both the compression and rebound calibrations so you can tailor the suspension for any driving environment.
The average ride height reduction is 1” front and rear for an aggressive stance, lower center of gravity, and better aerodynamics. This kit comes pre-assembled which makes installation quick and easy.
This kit is without a doubt the best handling upgrade you can make to your new CR-Z.
King Motorsports is proud to be the sole provider of these Mugen CR-Z suspension kits in North America. They will be in-house and ready to ship the first week of November.
Follow us on Twitter (@KingMotorsports) or Facebook to be the first to know!
In the meantime, be sure to download our exclusive Mugen/King CR-Z wallpapers.
Ride along as we take the yet-to-be-released Mugen CR-Z Exhaust System out on the open roads outside our shop!
This video compares the sound and performance of the OEM exhaust against the stainless Mugen system. You'll get a great look at the distinctive triangular-shaped exhaust tip that Mugen designed for this system.
> IN CAR OEM Exhaust: 1st, 2nd, 3rd Gear / WOT
> IN CAR OEM Exhaust: 4th Gear Roll On / WOT / 40mph-70mph
> IN CAR Mugen Exhaust: 1st, 2nd, 3rd Gear / WOT
> IN CAR Mugen Exhaust: 3rd Gear Roll On / Partial Throttle / 30mph-60mph
> BEHIND CAR Mugen Exhaust: Exterior Startup, Rev, Pullaway
> DRIVE BY Mugen Exhaust
Unleash the GRRR in your CR-Z -- shipping soon from King Motorsports!
See all of our videos on the King Motorsports YouTube Channel.
** Many thanks to Brain Dopp for sending this in! **
Hey guys, I just wanted to say thank you for all of your help and support. Here are some recent photos of the car and all of the parts at work at Road America and Autobahn Country Club!
Upon its release in 1997, I knew that I had to own a 5th generation Prelude. From the factory, the car was a lot of fun but as I started attending track days, I quickly began to realize the potential of the car. Having been a long-time fan of sports car racing, I already knew the King Motorsports name and upon many recommendations and days on the race track with King prepared cars, I knew who I was going to trust with my car.
The very first modification I made was the Mugen Header and Exhaust combination. It really cleaned up the mid-range power making the car transition into VTEC more smoothly than ever. The additional power and torque not only helped straight-a-way speeds, but also exit speed out of corners. Construction of any Mugen part is un-surpassed, so there were more parts to be ordered from King. To keep things cool under such conditions, a Mugen fan switch and Mugen radiator cap were added. Next was a Honda Prelude Type-S (JDM) airbox to further build mid-range power. Another little tweak was a machined and lightened flywheel that was recommended and done by King. To make my driving experience even better, a set of Mugen sport driving pedals were added.
Over the last few years, most of my work has been focused on the suspension. Working with King, I added a set of Koni Sport dampers with SPS3 race valving along with Koni coilover sleeves. To accompany the Koni dampers, are Swift Racing Springs at each corner. To balance out the handling further, a Progress adjustable rear anti-roll bar was installed. Another easy way to make the car corner better is to reduce weight. I added an Odyssey 680 MJT battery (30lbs savings!) a carbon hood and some other miscellaneous weight savings equaling a loss of nearly 100lbs! To slow things down at the end of the straights, I added a rebuilt set of NSX calipers along with Legend rotors which are 28mm thick. To maximize the clamping power of the brakes, I use Hawk Blue racing pads at the track and Hawk HPS pads on the street. To increase feel and reliability, Techna-Fit brake lines were installed at all four corners.
And there is much more to come ranging from more suspension tweaks to additional power from an H23 VTEC!
Engine Performance Modifications:
- Mugen Header
- Mugen Exhaust
- King Motorsports custom race pipe
- Mugen Fan Switch
- Mugen Radiator Cap
- Honda JDM Type-S AirBox/intake
- King Motorsports Lightened Flywheel
- Exedy Stage II Clutch
- Honda OEM Body Kit
- Honda JDM Fog Lights
- King Motorsports Exhaust Heat Shield
- VIS Carbon Hood
- Mugen Sport Driving Pedals
- Honda JDM Si-R carpet
- Honda OEM Carbon Trim
- Honda JDM Type-S Carbon Bezel
- Honda/Acura OEM RSX Shift Knob
- Koni Sport SPS3 Race valved dampers and coilover sleeves
- Swift Racing Springs 10k front/12k rear
- Spoon Strut Tower Bars f/r
- Progress Technology Rear Swaybar
- Energy Suspension Bushings
- SSR Integral Wheels 17 x 7
- Dunlop Direzza Sport Star Spec Tires 215x45x17
- NSX Brake Upgrade w/Legend Rotors
- Techna-Fit Stainless Brake Lines
- Hawk HPS/Blue Brake Pads
- Ate Super Blue Brake Fluid
- Odyssey 680 MJT battery (15.5 lbs!)
** Thanks to Brian Lang for sending this in! **
Just wanted to share some photos of my TSX -- now Accord Euro -- thanks to you guys.
The car looks amazing in person. I'm planning on getting some CCW LM 20's for it but right now I'm dropped on Tein springs and Axis Mod's 19x8 +35. I installed bolt on/off CF panels on the bottom corners of the front bumper but it barely scrapes if driven right.