Although NO ONE CAN DISPUTE the benefits of forced-induction, it is still possible to go fast without boost. While superchargers and turbochargers offer the easiest and most practical way to exponentially increase an engine's power, a precisely-engineered "All-Motor" engine in a lightweight chassis has proven to be a formidable threat at the drag strip. Good power and minimized weight have allowed numerous "All-Motor" vehicles to run quicker and faster than heavier, higher-horsepower vehicles. In fact, a 340-horsepower engine in a 2,040-pound vehicle will outperform a 500-horsepower engine in a 3,400-pound vehicle. Despite what you may have read on a forum, it's not because there's something magical about "All-Motor" horsepower versus turbo horsepower, it's just the simple physics of the power-to-weight ratio.

In the winter of 2002, Tim found the '94 Honda Civic hatchback that would become his project for the next seven years. At first, the Civic was to be a fun street car thanks to its its light weight and endless selection of aftermarket performance upgrades. Once the project was up and running, the Honda was taken to the dragstrip for some shake-down passes. The adrenaline rush of drag racing was infectious. Eventually, Tim and his Civic became regular visitors to the dragstrip and organized import drag racing events. A passion to continually go quicker and faster and a desire to beat the competition prompted a complete overhaul.

Stripping for the Strip

To prep the Civic for heads-up racing, Tim stripped the EG6 chassis down to bare metal inside and out. Eliminating the old paint provided a clean surface to weld in a Ken's Kustom Chassis 6-point roll bar. In addition to allowing the Civic to meet the NHRA safety requirements, the roll bar also stiffened the chassis improving 60-foot times. To further lighten the Honda, Tim fitted a carbon-fiber hood, carbon-fiber trunk lid and carbon-fiber duckbill spoiler from BodyKits Northwest (BKNW) before the body was sprayed metallic green. When the paint cured, Tim reinstalled the necessary (per class rules) factory parts such as the dash and trim panels while tossing out bulky components like the rear seating and audio system. Aluminum Kirkey drag seats replaced the heavy factory recliners to further reduce weight while G-Force 5-point harnesses were necessary to meet safety requirements.ญญ

Sprung for Drag

On a front-wheel-drive drag car, the suspension should be set up to keep as much weight over the front drive wheels as possible. To keep the nose down and the weight over the front tires during hard acceleration, the chassis was lowered with D2 Drag coilovers while SPC camber kits allowed for a better contact patch. The D2 Drag coilovers are also valved to minimize front-end lift. Full Race traction bars and an Energy Suspension bushing kit virtually eliminate axle-breaking wheel hop. Bogart Pro 4 racing wheels (13x8-inch offering in the front, 15x3-inch in the rear) greatly reduce the unsprung weight at all four corners. Less unsprung weight means the suspension doesn't work so hard to keep the wheels pressed firmly to the ground. Up front, Mickey Thompson 24.5x9x13-inch drag slicks provide a massive contact patch. At the rear, M&H 22x3.5x15-inch "skinnies" minimize rolling resistance. The tire combination maximizes traction while minimizing the horsepower needed to pull the Civic up to speed.

One Special "K"

A lightweight chassis, capable suspension and necessary safety gear were missing just one thing...a serious powerplant. With "All-Motor" engines, maximum power is the result of maximizing displacement, maximizing RPM and maximizing cylinder pressures.

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