By ceas (204.254.22.97) on Sunday, February 04, 2001 - 05:36 pm:

its just really hard to find someone over here in the united states that has done one, my 77 cvcc has blown its last motor and needs some body work as well, its not a first car so having it off the road for a while is no concern, and im looking for some comments on how hard it is to install (obviously the mounts are fairly straight forward, but what about wiring?? i know racecraft is supposed to have a fairy extensive wiring chart/guide avaiable, but my emails to them have gone unanswered, im not sure if its a problem with my email or not) i have the cvcc with a longer engine bay, perhaps this could be used to my advanage with a front mount intercooler setup?!? as for power and powerdelivery, how is the lag with the stock turbo?? as i plan on doing more circuit tracks and hot laps as compared to straight line racing, the powerdelivery and power under the curve is of greater importance than the peak hp output... it sounds like the turbo could be the hot setup for me in this case, just because of the immense (well, for these motors) torque that it has.. as for finding a place for these motors, it would probably have to be sourced from overseas, and a place that preferably speaks english so i know what im getting into.. any good suggestions of a reputable place out there that sells the front clip or parts needed to do this?? average prices to do such a conversion and get it up and running?? and finally, last question is about replacement parts.. obviously some of the parts are city only, but for a bottom end rebuild, are rings, bearings, and such also avaiable on other engine sold in the us so i can get them without too hard of a search?? thanks for any and all replies...

ceas

By BOOSTBOY (130.194.13.195) on Sunday, February 04, 2001 - 10:07 pm:

I dont know much about the conversion but i own a city turbo which you can see at http://boostboy.homestead.com/home.html

Power is excellent for such a small capacity engine. Even with my front mount intercooler and long intake tract, turbo lag isn't of much concern once you get used to it. Power comes on strong after 2500 up untill around 5400 where it starts to taper off. This engine would be suited to tighter circuits, especially in conjunction with an LSD, wheelspin is a downside of a high torque engine...

Racecraft is the go for parts and advice, usually very prompt with email too.

By Anonymous (203.102.206.2) on Monday, February 05, 2001 - 02:12 pm:

Not to mention with the Australian dollar at its current pissweak state, you'll pay a good price...

By ceas (216.112.125.250) on Monday, February 05, 2001 - 02:32 pm:

heh, i have surely taken note of that fact, thats why i think now would be a good time to buy =) boostboy, what other modifications have you done to your city, and have you taken it to a dyno to record them?? with the larger intercooler, im sure you are pumping out a little bit more boost than stock =) i am interested in the modifications you did to the intake manifold you did as well, as pictures of stock city's showed that area to look like a large bottleneck as well.. guess i will have to give racecraft a email or two again, probably just my internet service flaking out again... thanks for the help, fellas, anyone else out there with some info??

ceas

By Racecraft (137.219.16.107) on Monday, February 05, 2001 - 02:46 pm:

Hi Ceas,

Sorry we havn't seen any of your emails. As for the ER engine you may be surprised to learn that there are at least 2 in the states. Errol, one of the contributors to this board has one that he has considered selling.

As Glen (boostboy) states above, lag is relatively small, especially once the engine is able to breathe a bit. Max torque is at 3000rpm smack on the midrange, with increased boost and appropriate fuelling they made almost as much torque as an NSX in race trim (stock internals)

They have very small valves but a lot of torque and a power output double the standard motor. We have developed a couple of different cams to suit this motor.

Bearings are available in the states as are piston rings (total seal), pistons (arias) etc etc. Head gaskets will either be custom or imported, cam, timing and rear maion seals are available on US cars, as with valve stem seals etc.

As for fitting they are a bolt in proposal with few mods required (like shortening the torque rod) much like bolting in an EJ, EK etc.

Fuel efficiency for a standard motor is 27km/l of fuel (60km/hr) that is about 3.5l/100kms or 64mpg!!!!!

They run like a clock and are very srtong little motors. I cannot recommend a better instant power up for a civic. Trouble is the motors are getting a bit scarce on the ground these days.

Cheers,

Charles