OPERATION HONDA KILLAZ!
By: Lloyd Moore
Photos by: Agent JasonI

                                              

It seems a new contagious virus is going around infecting enthusiast all over the world. At first, we thought nothing of it back in its early stages; In Fact we dubbed it meaningless, an overnight bug that would vanish in the morning. So we thought! If we had kept an eye on this! This manifestation plus it’s development and growth we wouldn’t be caught with our pants down looking for solutions and explanations on ways of stopping this infectious menace from becoming an epidemic.

The situation has gotten worst over the last two years or so. Everywhere I went, no matter where I turn, this infestation is in my face. It’s not just the younger kids that are being affected by this menace, but the big gurus in the biz as well. The gurus in whom I’m speaking about are Edelbroc, Morso, Crower and Vortech, just to list a few. They all used to be hard-core Detroit Iron and only Detroit Iron lovers, until they were shaken up and engulfed by the maddening effects of this infectious disease.

It got more personal when it hit home, converting a few so call yota heads in the area. They were once owners of old school Corollas such as TE72, KE70 with 1.6 twin cam motors, and the lovable AE86 GT-S with minor mods. They are now infected with this grotest of a disease called the HONDA BUG! Yes! I’m speaking about Hondas. I guess they weren’t true yota heads as I thought because real yota heads are immune to the Honda bug. The moves they made only showed one thing, they weren’t TRUYOTA-HEAD! They were just posers wearing bogus yota badges because they are now sorry owners of the Honda Civics, Integra and Legends. How could they be so weak?




No way, are these Hondas better than our well-built Toyota’s, so why did they bother to go with a ‘Honduh’! That’s when the answers hit like a Mack truck; they are less expensive and easier to modify than our Yotas. They came with more power stock from the factory than Toyotas; they look darn good especially with ground effects and some decent rims. For the price they are very nimble and the easy access to aftermarket upgrade performance parts make it very attractive to the younger street racers. For all these qualities, give the Hondas their props because they have come a long way from being an eco box to dominating the tracks. As you can see, we’re not bias of the car; we give respect where it deserves. The owners however could blow the exhaust tip from a Yota because they are the ones talking ‘shit’. One question comes to mind as this article is being typed. Would these little Honda’s be this popular if Toyota had imported the little ep82 Turbo Starlet and the BGZ or the GZE Corollas to the U.S.A?



After all these years of waiting Toyota finally decided to do something about this performance gap. They now realize they need a car in the U.S that would cater to the likes and needs of these new generation of Racer-X. The car would have to look good, perform well, easy access to after market parts, and cost effective in order to really compete with these Civics and Integra’s. So what did Toyota do? Toyota decided to re-introduce the mr2 (Mrs.) and a more refine Celica in an attempt to compete and close this gaping gap. TRD, HKS already have bolt-on intake, exhaust, ignition system and clutch set up for these cars; while Team Toy Sport, Axis Performance, Blitz and Belo Tech are already busy making turbo up-grade kits to further close the gaping gap. World Racing and Turbonetics however plans to stop hearts and break records this year with their monster Celica projects. Turbonetics showed their hands last year displaying a wicked looking Celica sporting a V-8 twin turbo set-up, which we did an article on last season naming it the ‘Turbonetics Pit Bull’.



This year however we at DV1 are focusing on the World Racing hard hitting four banging Drag Celica. Oh! Did I say Celica? I meant Celica’s; oh yes there are two of them, and we dubbed them The Honda Killaz! One is a half back rear wheel drive with a 2JZ power plant. The next one is a tube chassis front wheel drive harboring a 3RZ-FE 2.6 liter DOHC 4-cylinder Tacoma motor with stock bore, titanium rods, special pistons by Ross or J&E, a gigantic T-100 turbo with custom specs from Turbonetics, a huge liquid to air intercooler set up and much more, the same set up as the uni-body Celica. Wait a minute; where did this 3RZ come from? Shouldn’t it be the 1.8-liter DOHC 2ZZ-GE motor? You’re right, that was the original motor build by TRD’s special projects group. That motor was awesome, were even thinking of asking Mr. Rado to donate it to us at DV1. The motor was stock casting that was fully fortified with custom cylinder sleeves from Dart, titanium super light rods design to TRD specifications by Oliver. The guys from J&E were also summoned by TRD to design the pistons using TRD specs. The pistons were 83.5m bore, which are 1.5mm over stock. It was also designed with a deep-dish style for clearance between the pistons and valve clearance, incase they decided on using the VVTL-I system in the future. The pin & ring set on the pistons were also customized to TRD spec with a 9.4:1 CR, down from the original 11.5:1. Two exhaust cams would be used; one on the exhaust and the other on the intake side and two exhaust cam gears will be used for fine-tuning. The valve-train is all costumed from billet materials. The intake valves size remain stock at 34mm except the 5.5mm stems, the 28mm exhaust were up-graded with 31mm valves with 6mm stems.



The thicker stems are for added durability. Bronze valve guides and copper intake & exhaust seats are being used for maximum sealing and heat dissipation. The cylinder head itself just got the typical port & polish job, but we’ll take it. The exhaust manifold is being made by Inconell, the same guys that made the intake valves. The guys from ARP would be very happy knowing that their bolts were used exclusively on this motor. With a redline setting of about 9,000 to 10,000 RPM; they deserve to use the best. That type of recipe would be great for us or any other Joe, but it wasn’t enough for Christ Rado. Hold up! Isn’t Rado a Honda guy? “ NAW DAWG HE’S ALL YOUTA, A TRUYOTA HEAD”! Just like the DV1 crew. Although most people, including Honda guys knew of him from his fast uni-body Integra, his hart was always with Toyota. The Integra was just a clever disguise by us Toyota heads to use Rado as an under cover agent to infiltrate & befriend the Honda boys. By doing so; we’ve gather enough information in developing the perfect weapons to finally slow them down and eventually putting a stop to this Honda madness. So now you know lets proceed without further interruptions.



Rado is a guy like us at DV1 and “ YOTA” heads out there “WE LOVE TORQUE” and tons of it. That’s the reason Rado hopped for the bigger and badder 3rz motor that comes with a whopping 177 lb-ft (4000) compared to the Celica's 2zz 133 lb-ft (6800). The 3rz is also getting the same attentions as the 2zz got from the guru’s at TRD. With the set up Christ now has, the motor could easily produce a 1,000+ hp at a moderate boost setting. All that power in an estimated 15 to 1600lbs chassis car with driver included should make out to be very interesting if not intoxicating blast down the tracks.



7.8sec was the starting goals for both cars, but with the massive jump in liters and power, the uni-body Celica changed from a front wheel killer to a rear wheel terror with a 2JZ, things could change dramatically. Both motors will be using a Tilton double or triple disc carbon clutch set up in order to deliver all that built rage these Killaz are harboring with in their lightweight frames.



World Racing decided on using the ultra expensive Pac-tell engine management system on both cars. What’s a Pac-Tell? One of the best that money can buy, this is the type of system people use in the Indy race, and Pikes Peak engines to monitor every aspect of the motor. It has on board data login capabilities, lap-top tune abilities, if Nitrous was ever used this system has the capability of proper distribution, it also monitor the exhaust gases much like a big brother just in case of danger, it could shut down the motor preventing damages. Rado is also planning to use it to monitor the speed of the turbine in the turbo itself. That was the plan at first until that system was also yanked for a system closer to home. Instead of guessing or trying to learn a new system, the World racing team hopped for the Mo-Tech engine management; a unit that they are familiar with and comfortable tuning.



The lightweight chassis are built by Ken & Kerry Kissinger (Ken’s custom chassis) in PA, right in Chris’s back yard. The uni-body will be a sheet metal back half rear wheel drive set up with fiberglass doors & nose, while the main beast is a full NHRA 25-1-C certified tube frame chassis with carbon fiber body. The seats are carbon Kevlar, while the wheelie bars filaments are carbon fiber wound. The lower wheelie bar frame is made from titanium while the hubs and assembly are Aero-mat- 100. The front ladder bar is fully adjustable; it also was made from titanium. The front brakes are magnesium disc & calipers by Willwood. In the rear how ever are custom built from some form of carbon material. Penske racing shocks were used on all four corners to keep the wheels planted to the pavement with the assistance of a 4-link suspension in the rear. The same set up goes for the uni-body as well. The uni-body was to utilize the tranny from the All-Track Celica, but since it’s no longer front wheel drive a Power-Glide is being used instead. With the NHRA rules and regulations, the uni-body Celica should weigh in at 2700lbs to be able to compete in its class. Both cars should be awesome from what we’ve heard and seen. These pictures are just a few that we are able to show with the permission of the World racing but take our word, and what you gather from these pics. (“These machine are some mean Mother SHHH”)! We wish we could at least show one picture with the suspension set up, but we promised we wouldn’t.  We’ve being dormant watching and waiting for the perfect time to strike at our enemies throat, and know the time is at hand. It’s time to hunt and seek, and destroy. It’s time to release the Honda Killaz! The only thing could stop it is Chris shoes.



We at DV1 would like to thank the world racing team for their time and cooperation in assisting us with most of the info that was posted. A special thanks to Christian Rado who invited me down to his company and personally took me on a tour of the complex, and his home, and gave me a crash course in micro chips. That was cool dude! A special thanks goes out to my Dawg! Jason I can’t spell your last name, but it’s ok. Thanks for your time and those wicked pictures. One more special BIG UP to cousin Bob, Keith and Eric who does the dirty work of keeping Chris shoe happy. Sorry we took so long in bringing this to you, but if we didn’t you wouldn’t get these changes and up grades. I hope you stay tune to this site, because we have a lot more hot articles coming your way. We might just have a special Scoop just for you, so stay log on. Until next time; Peace, Love & Respect to all from the DV1 crew.



Rado's best time to date (8/03/02) is a 9.0@168mph on only 3 cylinders.



You can link to Rado's WORLD Racing and WORLD Electronics website:  word-racing.com
 
 

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