HID­DEN CA­PAC­ITY

NZ Performance Car - - Construction -

For yonks, Honda own­ers have been swap­ping larger ca­pac­ity mo­tors into their nim­ble chas­sis in pur­suit of faster times. And, while a long-time favourite for Civic chas­sis has been B18 and H22 swaps, it’s not quite as com­mon to find some­one re­plac­ing the B18CR in a DC2 Type R with a hum­ble H-se­ries.

But that’s ex­actly what Brynn Durham has done over the past few years. Pur­chas­ing the Type R as a bare shell — no sus­pen­sion, wheels, wiring, or in­te­rior — he now knows prac­ti­cally ev­ery bolt in the car through piec­ing it back to­gether. While a B18CR re-power was on the cards, it was a built H22A — stroked out to 2.3 litres, with iron sleeves; Crower forged rods; lower com­pres­sion JE Pis­tons; and a ported, pol­ished, and ma­chined head that, when com­bined, drop com­pres­sion to 8:1 — that caught his eye. Why? Well, it made for the per­fect base to strap a snail onto.

Now pack­ing a Gar­rett GT3582 that chuffs 22psi into the in­take, a Tur­bo­net­ics 38mm gate, and Bosch 1000cc in­jec­tors, the pack­age puts out 267kW and 411Nm of torque af­ter the Type R run­ning gear has robbed its share — as tuned by Chris Wall at Pres­tige Tun­ing and Mo­tor­sport.

The busi­ness end has been con­verted to a bug-eye front, as Brynn prefers the look over the stan­dard Type R ex­am­ple, while it has also been low­ered over a set of Koni ad­justable struts that run Pre­lude Jamex springs to com­pen­sate for the slightly heav­ier front end.

Now that things are up and run­ning, he tells us that the ex­te­rior still has a while to go be­fore he’s happy, and a few mi­nor me­chan­i­cal changes will be made to get the most out of the pow­er­train.

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