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1995 EG Honda Civic K24 Engine - Big Block Bruiser

E.K. Danehill
Feb 1, 2006
Photographer: Henry De Kuyper
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Messing with this boosted, K24-motivated EG Civic on the street is like catching Johnny Cash on the wrong side of a drinking binge. you're gonna get hurt.

There is little argument that the '92-'95 Civic hatch is the tip of the spear when it comes to the import scene. It's Ground Zero, the point of origin, and the groundbreaker that put imports on the map first, best and forever.

When thinking of those early days and the harsh attitudes in play, visions of a reckless, indifferent, hard drinkin,' hard playin,' hard lovin,' Johnny Cash come to mind. "The Man In Black" was an ass kicker at his core, rebellious beyond reason at times, but always true to himself. In the end, that truth and undeniable talent won over the status quo.

There was great disdain for the Civic at drag strips across the land in the mid to late '90s. A lot of smack talkin' import haters took their best shots. But the EG battled the mainstream, walked the line, and came out the other end stronger because it ran the number, made the power, and straight up had the talent.

While other cars of the era fell by the wayside, the EG has shown the longevity of Cash. An American Original never goes out of style, and there are a number of reasons why the EG Civic is as relevant today as it's ever been. EGs are cheap to buy, cheap to insure and flex more aftermarket support than any model this side of the Mustang 5-point-slow (5.0).

The EG has cheated time because savvy Honda tuners harness 21st century technology and develop it for all Civics, from the latest offering, back to scene-founding 1992-vintage models.

This point is most vividly illustrated by the number of engine swap kits on the market that make B-, H-, and K-Series engine swaps a snap for the power mongering EG enthusiast who wants the latest Honda technology under the hood of his classic.

This technological back draft was the guiding force behind Andrea Koury's EG hatch build-up. But things didn't start off that way.

"While still in college, I began planning my turbo D series street car build," says Koury. "After almost every component was purchased and the long-block fully assembled, I had visions of a drag car and it was clear the D series would not make the grade." Koury and her co-conspirator in college, Jeff Evans, saw great potential for the then-new K series engines and set about drawing up a post-graduation game plan. After tossing their caps skyward, Evans decided to step up and open his shop, Evans Tuning. Koury joined the team and the EG was christened the shop car.

The timing was excellent because Hasport had just released its K series swap kits. So the two friends set out to find a 2004 RSX Type-S powerplant and aimed for the NDRA street tire class.

"We called around to order engine internals like pistons, rods, valvetrain stuff," says Koury, "but much to our surprise, we could only get pistons. Rod selection was non-existent unless we wanted to pay $1,200 for a custom set. Then we magically stumbled upon a deal we couldn't pass up, a 2004 Acura TSX [engine]. Yep, we were going big block. We skipped building the bottom end and decided to push the limits of the K24 stock block."

The magic kept flowing as Koury and Evans struck up a friendship with Geoff Raicer of Full Race Motorsports. After talking countless hours on the phone about the project, Full Race fabricated a pristine, one-off, equal-length turbo header destined to secure a cutting-edge Garrett GT35R turbo.

While Full Race was working at full speed on the turbo system, Evans Tuning was assembling the fuel system, brakes, interior and suspension, including a set of trick Full Race traction bars.

"It was really cool that Geoff came all the way out from Arizona to help us coming down the stretch," says Koury. "When it came to dropping in the K, the Hasport mounts and plug-and-play wiring harness made the job relatively easy. Then we added the Full Race turbo kit, which took a lot of work and custom brackets before we 'convinced' it into the tightly packed engine bay. The end was finally in sight after three straight weeks of hardcore wrenching."

"The thing fired on the first try, with no leaks and no check engine light, and was immediately strapped to the dyno. There, Jeff used a Hondata K-Pro ECU to dial in the K24," Koury continues. "After about three hours, the car was pushing 370whp and 265 lb-ft. of torque at 10 psi on 93-octane pump gas with excellent part-throttle response for the street. We later added Sunoco Cam 2 race gas and made 440whp and 300 lb-ft of torque at 14 psi."

On the street though, the K24 was a handful. "That motor was very torquey. When it hooked, it moved out. It was definitely impressive."

But the euphoria was short-lived as it became apparent that 14 psi barely challenged the GT35R turbo and stock internals were not going to cut it at the strip.

"The lack of support, at that time, made it tough for the K series to compete at the strip. We could foresee serious, costly tranny problems beyond the stock nature of the engine," says Koury. "We built a B series $10,000 to $15,000 cheaper, got more power, more reliability and fewer maintenance issues." The GT35R was retained and generated 654 wheel-hp on a stock-sleeved Frankenstein LS/VTEC engine.

The car has posted an 11.8 at 142 mph on BF Goodrich drag radials and Koury admits more seat time and better 60-foots will drop ET's substantially. She's hoping to run 10s on the drag radials, and then go for single digits with some slicks. Does she miss the K24?

"It is an awesome way to go now that the market has caught up with it. There are more serious hard parts for it now, compared to when we were starting out.

Bolts & Washers
Andrea Koury's 1995 Civic

Propulsion
The internally stock K24 scavenged from a TSX is pressurized by a Garrett GT35R turbo that was secured by a custom, equal length turbo header from Full Race Motorsports. The remainder of the turbo system consists of a Tial Sports 44mm wastegate, Tial 50mm blow-off valve, a 3-inch Full Race V-band downpipe, a Full Race vertical feed intercooler and a Thermal 3-inch exhaust system.

A Walbro 255 lph pump, Aeromotive regulator, 750cc/min RC Engineering injectors and a Golden Eagle fuel rail handle fueling.

The tuning attack is led by a Hondata K-Pro ECU, tuned by Jeff Evans of Evans Tuning. It should be noted that the TSX swap included grafting in an RSX 6-speed transmission fitted with an Exedy twin-plate clutch.

Stance
Damping is provided by Advance Design struts, teamed with custom Eibach ERS lowering coils. The EG runs 800 lb-in. units in front and 1300 lb-in. units in the rear. Polyurethane bushings are employed throughout and Full Race traction bars keep wheel hop to a minimum during hard launches.

Htup_0602_18_o+1995_honda_civic_k24_engine+s2000_seats Photo 17/18   |   1995 EG Honda Civic K24 Engine - Big Block Bruiser

Resistance
Evans Tuning concocted a cross-pollinated braking system using '95 Prelude VTEC rotors (11.2 in.) and Accord wagon calipers in the front and GSR rotors (10.2 in.) and calipers in the rear. A Civic EX brake booster master cylinder pressurizes Earl's braided lines to put the clamp on the high-spirited Civic.

Rims & Rubber
Koury's EG grips the asphalt with BF Goodrich T/A Drag radials up front and Falken Azenis' out back. The wheel of choice is Rota's 15-inch, five-spoke Slipstreams sporting the full blackout treatment.

Htup_0602_14_o+1995_honda_civic_k24_engine+rota_slipstreams Photo 18/18   |   1995 EG Honda Civic K24 Engine - Big Block Bruiser

Fashion
The exterior of the car has been modestly enhanced, adding to its sleeper appeal. An OEM Honda front chin spoiler is joined by Full Race underpan diffusers front and rear. The paint is stock Honda white.

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By E.K. Danehill
1 Articles

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