If you've been around the Honda scene for very long, chances are you've heard of Pacman, read some of his posts on popular forums like k20a.org and followed some of his groundbreaking swaps that include the first-ever K20 CRX (his brother's car) and the second-ever EK with a K-swap. That's because Marouj "Pacman" Moradian is the very definition of O.G., having started down the Honda path back in 1994 after trading in his rotary-powered Mazda RX-2 for an EG Civic. Sixteen years later and countless Honda lessons learned along the way, Pacman has packed everything he knows about his favorite brand into this next-level, street-style EG dragster to pursue the lofty goal of 1,000 hp.
Pacman's love of cars started long before he discovered the wonders of VTEC, his grandfather having been a serious car nut and inspiring a similar passion in a young Marouj before they moved from Iran to America in 1987. Of course, Pacman couldn't start to play with cars in earnest until he was of legal driving age, so it wasn't until 1993 that he bought his RX-2 and a year later acquired his first Honda. "When I bought my first Civic, I knew I wanted to do something different with it. So I bought a '94 Honda Prelude Type-S engine from a JDM importer and transplanted it in. That's when I met Dr. Charles [now of Skunk2 fame], who helped me with the swap. This is when I really started to get into drag racing and fully developed my love for Hondas."
Pacman's new ride, one that's been seven years in the making, is all about dedication. When his grandfather passed away in 2003, Pacman decided to build something new that he could dedicate to his memory and would push the boundaries of what's possible with a street-built Honda, something that would prove hard work and dedication are the keys to achieving your dreams. Pacman got started on this epic journey by picking up a '93 VX hatch and then doing plenty of homework.
"The first person I contacted was Christopher, aka Chinky, from Brightside Performance. Then I contacted Will from Hybrid-Racing, who designed and built the engine mounts, wiring harness and shifter kit for the project and also helped me generate a superior contact list for the rest of the build," Pacman says.
The question you may be asking yourself at this point is, What's so next level about picking up an EG and calling a few friends for help? At first glance, that does seem pretty straightforward, but to build a street machine designed to achieve 1,000 hp involves a lot more than a case of beer, an extra large pizza and a few buddies with wrenches. To achieve something this big, you need to the best of the best in the industry to bust out their thinking caps and bring their A-game to the party.
Starting with a '03 TSX K24A2 block, Pacman shipped it to one of the top dogs in Honda engine building, Sean at ERL Performance. Building a block capable of reliably handling 40+ psi of boost pressure meant sleeving it and stuffing it full of some of the stoutest internals money can buy. Pacman's K24 is built around a Brian Crower 102mm billet stroker crankshaft that increases displacement to 2.6 liters and is linked to custom 89mm 11.2:1 CP pistons with lateral gas ports and custom Manley Turbo Tuff rods with custom ARP L19 rod bolts. Sean also equipped the block with half-inch oversized head studs to ensure head gasket integrity at the extreme boost levels this K24 would regularly experience. Ensuring proper oil supply and reducing wet sump windage losses is a Peterson Fluids dry sump system with a custom Moroso oil pan.
The cylinder head, a K20A2 piece from a '04 RSX Type-S, was chosen for its robust casting and excellent flow characteristics. But to flow enough air for Pacman's lofty horsepower goal, PortFlow Design was hired to work its magic on the ports, bowls and combustion chambers. To complete the head package Pacman then turned to Tony at Skunk2 for valvetrain upgrades that include Stage 2 camshafts, an exhaust cam gear, 1mm oversized valves, valve springs and retainers.
With a bulletproof engine ready to handle some serious boost, Pacman needed an equally serious turbo system, and for that he turned to the king of the twin-scroll manifold: Geoff at Full-Race. In fact, Full-Race played a major roll in the overall build of Pacman's next-level Civic, fabricating a custom rollcage to go along with a custom front-mount intercooler setup, custom intake manifold, pro-series traction bars and, of course, a dual-wastegate, twin-scroll manifold along with a Garrett GT42rs snail and 4-inch downpipe. In a brilliant move designed to keep chargepipe length to a minimum for quicker spool up, Geoff swapped the throttle body and intake manifold inlet to the passenger side. In fact, Full-Race has further refined its K-series intake manifold design and will soon be releasing a new version that'll allow you to mount the throttle body on either the passenger or driver side of the enlarged plenum.
When Pacman got the car back from Full-Race in late 2004, he took it to Chinky at Brightside Performance. It was here that the full mock-up of the oil and electrical systems took place, including custom oil feed lines and a Milspec engine harness. It was also completely stripped down at this point so the bare shell could be sent to Cali Style for a fresh coat of paint. A year later, in late 2005, Pacman's VX was back at Brightside for final assembly.
From 2006 to 2009 the car slowly came together with all the custom bits and pieces required for a build aiming for 1,000 hp. This not only included putting together the custom fuel system, including RC engineering 1800cc injectors and a Weldon 2025a fuel pump, but also a drivetrain that could handle the power. For this Pacman turned to Frank at The Driveshaft Shop and John at Frana Vehicles. DSS 5.9 axles and hubs help put the power to the ground, while the custom dog box gearset from Frana Vehicles provides the durability and holding capacity needed to transmit the mountain of turbocharged torque from the engine to the DSS axles.
With all the details in place, Pacman's journey of perseverance and determination finally paid off with a recent dyno tuning and engine break-in session by Bubba on the Do It Dyno. With the Hondata K-Pro set to limit boost to "just" 32 psi for this initial dyno session, Pacman's potent K24/K20 mill pumped out an amazing 771 whp at 9700 rpm. With 50+ psi and 11,000 rpm as the targeted operating limits, 1000 hp certainly seems to be well within reach.
According to Pacman, "Now that my project is more or less complete, I plan to reach its full potential of 1,000 hp and the 8-second mark in the quarter-mile." Regardless of whether or not he reaches these goals, there's no question that Pacman's monster EG will inspire countless Honda owners to take their own build to the next level.
Engine Modifications ERL sleeved & assembled block; Brian Crower 102mm 2.6-liter billet stroker crankshaft; CP Racing 89mm 11.2:1 pistons; Manley Turbo Tuff rods; ARP rod bolts & head studs; Full-Race GT42RS twin-scroll turbo kit; FMIC kit, custom intake manifold & 4" downpipe; Skunk2 Stage 2 camshafts, exhaust cam gear, valves, valvesprings & retainers; Portflow Design head porting; Peterson Fluids dry sump system; Moroso custom dry sump pan; RC Engineering 1800cc injectors; Weldon 2025a fuel pump & fpr; Earl's fuel lines, oil lines & fittings & Milspec harness customized by Brightside Performance; Hybrid Racing engine mounts & conversion harness; Fluidyne radiator; AEM fuel rail; custom 4" mandrel exhaust w/ Burns muffler
Engine Management Hondata K-Pro
Drivetrain Dog box transmission by Frana Vehicles, The Driveshaft Shop 5.9 axles and hub assemblies, Tilton twin disc clutch kit, Wavetrac LSD, Hybrid Racing bolt-in shift kit
Special Thanks My family & friends for all their support, my best friend, Kia, Nick for his video editing, Hybrid Racing, ERL, Skunk2, Full-Race, Port Flow Design, Brain Crower, The Driveshaft Shop, Frana Vehicles, BrightSide Performance, Hondata, Cali Style, Peterson Fluid Systems, Moroso, RC Engineering, Do It Dyno, GPRAuto & Exospeed
Pacman's Other Street-Legal Monster Team Pacman - Marouj and his brother, Arthur - have built more than their fair share of monster street cars, but to tow them around during the build process they've also built one hell of a truck. Check out the specs on this thing!
'06 Chevy Duramax 2500 HD
• Modified Garrett turbo
• Custom Allison transmission
• 6-inch downpipe and exhaust
• Banks IQ computer upgrade
• CST 12-inch lift kit
• Dual Fox shocks version 2.5
• Rear single Fox shocks version 2.5
• 410 final drive
• Amp side steps
• 20-inch XD wheels
• Pro-Comps extremes 39.5 x 14.5 tires
• 745 whp and 1,120 wtq at 58 psi