Skunk2 - The Beast Is Built

Kaneko also played an integral role in calculating the overall dimensions for the exhaust manifold. While posers in the automotive world might ponder the thought that this manifold was designed specifically as an aesthetically pleasing showpiece, they would be disappointed to know that the exact length and diameter of the primaries and runners were methodically calculated and measured to offer better exhaust pulsing to spool the turbo at a more efficient and quicker rate. Specifications for the manifold consist of 1 3/4-inch diameter primaries with an equal-length runner measuring at 15 inches. After completion of the manifold, the unit was shipped out to be ceramic coated by Young Guns of Rancho, Calif. "It took two days of fabbing and welding to create this exhaust manifold, which was a total pain in the ass. I know it was time consuming but when we run this manifold on the dyno you'll come to appreciate the design and engine response over the typical log type manifolds," states Skunk2 mechanic Charles Madrid.

Integral in keeping the K20's force-fed air cold as ice is a monstrous 26-inch PWR intercooler setup. Designed with custom Skunk2 end tanks, the PWR intercooler core uses tubes consisting of integrated internal fins with 12 FPI (fins per square inch) and a straight-through design. This design improves heat transfer for less pressure drop, resulting in higher flow and reduced lag time. When we asked Giovino why Skunk2 developed such an unorthodox looking end tank setup he was quick to respond by saying, "The intake manifold was designed as a direct route setup. The intercooler was of a similar nature using the shortest possible route for this turbo setup to eliminate turbo lag. If you notice, boost is flowed directly from the turbo and into the throttle body." Securing the turbo kits pipe setup are an array of Hose Techniques silicone turbo hoses coupled by their turbo t-bolt clamps.

As the RSX-T nears the completion phase in our quest to build a 700hp machine, Giovino and his fellow engineers literally locked themselves behind the confines of the engine dyno doors only to reappear for occasional bathroom breaks and a nibble of bread. After a series of dyno pulls, we finally received some positive news that the RSX-T's powerplant had stamped out 575hp at 15psi. Even more impressive was the later portion of the testing which developed an impressive 640hp. "We estimate our 700hp goal will can be accomplished at a conservative 21psi at 7500rpm redline. That's assuming the engine is in proper working condition. You're talking some serious horsepower from a 4-cylinder engine. If engine failure were to occur, the first thing to go would be the collapse of the piston skirts," says Giovino.

It had been less than a week's time since we last heard from Skunk2 as we patiently awaited news of our target 700hp beast. Then it happened. I received a call from Giovino requesting my appearance at the shop. "Scott, why don't you take a trip down to our facilities and witness our engine dyno pulls?" said Giovino. Without second-guessing myself, or Jeff's decision, I hopped into my ride and raced down to lovely Norco, Calif. As I patiently sat adjacent to the closed dyno doors, the stroked K-motor was taken though a series of tunes using an AEM EMS stand-alone under the careful eyes of Giovino.

With a stab of the throttle control, Giovino yanked on the throttle stick as the engine belted out 651.89 wheel hp and 531.7 lb-ft of torque; revving to a conservative 6500rpm. Taking into consideration an 11 percent wheel loss percentage, the numbers would calculate to 723.6hp and 590.2 lb-ft of torque. We had done it. We finally achieved our long awaited goal of 700hp. After sweating bullets and near nervous breakdowns, the RSX was purring to the sound of 724hp. "After multiple engine mishaps we were finally able to build the right combination for our new engine and were rewarded with some respectable numbers but encountered some minor valvetrain problems that prevented the engine from revving beyond 6500 rpm. Regardless of the mishap, the engine had eclipsed all expectations," stated Giovino.

A one-hit wonder you ask? Don't count on it. After the necessary repairs were made to the engine, The Skunk2 engineers proceeded to conduct a battery of endurance tests, delivering pull after pull to ensure the engine would be well prepared for the rigors of our scheduled road racing test. And who better to beat the shit out of our car than SCCA SPEED World Challenge Touring Car Champion Pierre Kleinubing? Midway though the season, Pierre is currently holding his competitors at bay as points leader in the SCCA touring series. Stay tuned as Pierre, 2NR, and Skunk2 look to rewrite the history books at Buttonwillow Raceway as we take on the challenge of breaking the all-time front-wheel-drive course record. Can't be done you say? Well, neither was achieving 700hp, right? But look who's talking now?