Power
What: B18C1 block with Golden Eagle 85mm sleeves, Endyn 12.5:1 pistons, Eagle rods, 89mm B18B crank; B18C5 head with Endyn machining, valvetrain and cams
Why: While naturally aspirated engines don't kick out the big numbers that forcibly induced ones do, they have the advantage of a linear, predictable powerband and instant throttle response-important when throttle modulation means the difference between holding a turn and sliding out of one. Tage's Civic makes enough power to pull on C5 Z06s exiting T9 at Willow Springs and down the entire half-mile straight-he doesn't see the need to trade throttle response for more power.
What: Fluidyne radiator and OEM Integra GSR oil cooler
Why: High-revving track cars generate a lot of heat during use. Radiating it away from the stock one did-and since the OE oil cooler uses engine coolant to cool oil, oil temperatures dropped as well.
What: Cold-air intake, 4:1 header, and 2.5-inch exhaust
Why: Better engine aspiration equals more power. The intake draws cold, dense air from outside the hot engine compartment, and the 4:1 header allows spent gasses to exit the head in a hurry. Tage's custom exhaust uses one resonator, dumps under the car, and does little else than comply with mandates-this puppy is loud!
What: Kaaz limited-slip differential, custom gearing and Final Drive ratio
Why: Many stock differentials only transfer power to the drive wheel with least resistance. To maintain acceleration around a hard corner, power has to be put to the outside wheel-the one with most resistance. Tage's clutch-type Kaaz LSD keeps power to the outside wheel, even if the inside wheel is airborne. Ultra-close gearing consisting of a GSR Second gear, ITR Third and Fourth gear, super-secret custom Fifth gear, and JDM 4.785 Final Drive ensure every shift drops revs into a useable part of the B18C's powerband.
Aerodynamics
What: Front lip splitter and rear wing
Why: Correctly managed airflow at high speeds could put more cornering ability into your ride. Mismanaged airflow could send it into a wall. Tage's rear wing looks kind of funny, but at 90 mph it provides enough downforce for the Civic to handle like a 50/50 weighted, F/R roadster. Front splitters limit the amount of air flowing underneath the car, which decreases lift-allowing for more overall grip. Tage's wooden homemade front "splinter" costs $15 in parts from Home Depot, and about 2 hours of his time to build. He advises you make your own until you learn the limits of your car/track, then spend your hard earned cash on a good one.