With the internals of the mini-B16 all in order, Golden Eagle turned to the oiling system. Because of the extreme conditions the engine sees, they opted to use a dry-sump oiling system to ensure the motor would receive enough oil to keep things lubricated down there at 10,000-plus rpm. The system sports a Z10 Engineering pump kit and a Moroso tank to hold the old dinosaur juice.
How much power you can make depends primarily on how much air you can squeeze into an engine. While the massive Garrett turbo does its part to cram huge amounts of air into the B16's bores, there are a few things that get in the way: namely the head and the valvetrain. To ensure minimal restriction of airflow in to the engine, the head was shipped off to R&D Dyno in Gardena California, where they massaged it into a better-flowing metering device.
To help the head pass its gasses more efficiently, R&D installed a set of Honda Civic Type R camshafts and AEM adjustable camshaft gears. The intake and exhaust bumpsticks push down against Ferrea 25-degree Super-Flo intake and exhaust valves measuring 33.5mm and 28mm, respectively. Holding the valves tight against their seats are a set of Crane valvesprings and retainers, while Ferrea keepers were wedged between the valve and the retainer to keep the whole assembly together. R&D prepped for the orgy of valvetrain parts by performing a CNC port, combustion chamber work and a 3-angle valve job.
All the airflow in the world through an engine means nothing unless you've got fuel and fire in there too, or else you've got no boom to make you go. Not only that, but you've got to have it present in the correct proportions and at the exact time. Being that Romero is the lead electronics engineer for AEM, it should come as no surprise that he choose to use an AEM EMS to control the unruly mob of parts that hang out underhood of this mini SR-71 Blackbird.
At 10,000-plus rpm and 500-plus hp, the slightest problems with fuel or spark delivery could spell the end of the B-16's useful life. The AEM ECU makes sure that every aspect of the engine's tune is dialed in and that the car makes it across the desert with the engine in one piece.
To make the car go, the AEM standalone EMS basically determines how much air is getting into the engine and sends a signal to the Civic's gang of fuel injectors, ordering them to inject just the right amount of fuel to match the quantity of air. And were not talking a little dribble of fuel here, or a dash there. This car moves serious amounts of air through its engine and, as such, burns lots of fuel too.
But, just how many injectors do you need on a 1.5-liter car anyway? You might be surprised. Topside of the Edelbrock Victor X manifold sits four RC Engineering 440cc/min injectors. Standard stuff you say? Well there's more smarty-pants. Look carefully and you'll see four additional 660cc/min injectors bolted to the bottom of the manifold. Still not enough you say? Well, follow the intake tract from the Edlebrock 75mm throttle body back to the turbo's outlet and you'll find a pair of massive 1600cc/min injectors, ready to dump liberal amounts of fuel into the GT37's air stream once the big turbine whirls into action. Ensuring adequate fuel flow and pressure when all 10 of the Civic's injectors open are a DSR mechanical fuel pump and an AEM adjustable fuel pressure regulator. Once the EMS and injectors work in harmony to get the right amount of fuel and air into the engine, the EMS sends a signal to an AEM C2DI ignition system and the whole thing goes up in a bang.