honda civic 暴改。。。

~jack~

honda civic 暴改。。。





















































………………………..
Engine
Type R engine, 1998cc modified by Neal Brown Engineering to run a turbo, Garrett based Owen Developments turbo, Omega pistons, standard valves, modified cam, standard crank, ECU Pectel SQ6
Boost – o.6bar over atmosphere which gives 330bhp, peak power @ 6400rpm, 290lbs ft @ approx 5000rpm
Transmission
AP twin plate carbon, XTRAC plate type differential (externally adjustable), Team Dynamics made shifter, hubs are control part, XTRAC control drive shafts
Suspension
Double wishbone, rocker, Penske damper, own design progressive front spring, linear Eibach rear springs, double wishbone with a rocker, Penske damper
Brakes
AP six pot front and two pot rear calipers, 368mm and 285mm discs
Wheels and tyres
10x18in Team Dynamics, control wheel, Dunlop tyres to suit conditions
Interior
Separate AP pedal box with pull type cylinders, electronic power steering, Cobra Ultralite seat with Schroth harness

ckdotcom89

竟然拿去这样改,太浪费啦

ahkeat1993

euro新款的civic??

kennyteoh818

真的很爆。。

YYY23

这不叫改了，是制造新车

lcl03175

这款civic没记错的话~~我只在停车场看过一次~~短尾两个门~~是不是这款就不懂咯~~

特区

哇这部civic用水平避震器（职业赛车和超跑使用）过弯肯定很了的

四眼强

这是uk spec改来跑btcc的.

tinroof

谢谢分享。。。

mysql2779

爆改得太夸了。赛车级的。

eutequerigenji

好好一輛車 卻被搞到這樣

meng84

honda civic 爆丑

batman15

赞

3irb

加了＂猪母＂，type R 不是NA的吗？

yeokyungjin

如果有机会开开多好。。。。。。。。一定很爽

hazy0124

除了外型 其餘都不是civic的料

番薯仔

我觉得这款CIVIC的的憋登...会比近日刚推出的CIVIC，更符合它的风格！
CIVIC本来就是这样的嘛...

Daniel16

除了车壳其他根本都不是honda的了吧～

~jack~

A glimpse under the hood of a BTCC NGTC!
This post we will take a look at whats under the body work at the front of next generation touring car (NGTC) The following photo was taken during the build of Team Dynamics Honda Civic touring car. (published on https://twitter.com/ by @MattNealRacing ) So what is lurking under the hood of a NGTC racer?

The TOCA specified steel tubed front sub frame manufactured by GPR Motorsport (http://www.gpr-motorsport.com/ can be seen fitted to the front of the car wrapping around the cars Neil Brown engineering 300+bhp K20 engine (http://www.nbe.co.uk/) highlighted as number 1.
The cars front left hand Penske (http://www.penskeshocks.co.uk/) coil over damper can be seen laying horizontally connected the rocker, highlighted as 2 and 3 respectively.The pushrod which transfers the movement of the lower wishbone to the rocker and then to the coil over damper is highlighted as number 4.
The cars anti roll (or stabilizing bar) is not fitted in this photo but the two bearing blocks which it mounts into as it runs from the left to the right of the car are visible on top of the sub-frame highlighted as number 5. Different thicknesses of anti roll bar can be used to set the car up to different circuits.
The cars three hydraulic reservoirs can be seen in number 6, with one reservoirs for the front brake circuit, one reservoir for the rear circuit and one reservoir for the clutch circuit. The bracket for these reservoirs is shown as being cable tied to the sub frame, this is probably temporary as it doesn’t look as secure as would be expected and the reservoirs could rotate around the tube with the cars vibration.
The cars alternator which generators an electrical charge to charge the battery and also help run the onboard electrics, can be seen in number 7. In the past teams have used Mclaren electronics alternators (http://www.mclarenelectronics.com/Products/Document/Alternators%20Application%20Note) part of the Maclaren F1 group.
The air induction and turbo system for the car is not fitted in this photo and the a white plastic shield is fitted over the air intake ports to prevent debris from accidentally falling into the engine, Number 8. The text “Neil Brown engineering” can be seen printed on this temporary shield.
The cars starter motor is visible in number 9 this is normally hidden from view by the car’s air induction system this is use to drive the engines fly-wheel to turn over the engine.
A heat exchange is shown in number 10 and the hose coming off to the left of the photo connects to the underside of the radiator which is not fitted in this photo.
The Xtrac (http://www.xtrac.com) sequential gearbox is shown as number 11 the shifter mechanism is not fitted in this photo and is normally located on the top side of the gearbox housing.
The coil over dampers horizontal location running from the front to the rear of the car may look slightly unusual as compared to the traditional McPherson strut suspension found in standard road cars and even to the coil over’s position of the NGTC rear suspension running left to right (as discussed in my previous blog) the following diagram and animation I have made should help to explain how the system works.

~jack~

looking at a BTCC NGTC front sub-frame
Any team building a BTCC touring car to the NGTC regulations has to use the new standard “TOCA” front and rear sub-frames no matter what model or make of car they are building.
These subrames are the mounting points for the entire suspention assemblies and the front subframe contains the engine and gearbox mounting points.
This commonality of suspension between all makes of cars will ensure that no cars built to NGTC regulations will have an advantage over another car due to the suspension the standard road going car uses. It should ensure a perforance parity and help guarantee close racing. Something the BTCC has been renowned for during its history.
So lets take a quick look at the “TOCA” front Subframe.
Photos kindly provided by Matt Neal on Twitter (@MattNealracing)

1, In this photo you can see the purchased front sub-frame laid out in front of the Civic shell. It is actually positioned 180 degrees out, to how it will be fitted to the shell. Note how solid the construction of the sub-frame is and the diameter of the tube  used. It is interesting to compare the engineering of the sub-frame something that Dynamics cannot control to the engineering of the roll cage inside the shell which dynamics can contorl. The engineering here is obviously ”belt and braces” and is “over engineered” to what would actually be required,  However as this part will be common to all NGTC racers, there is no competitive benefit for it to be particularly light or refined.
2, Here you can see the connection points where the subframe connects to the welded in cage. Each of these points has to tie into the role cage to ensure the car is stiff and that there is no deflection were the subframe meets the shell. The roll cage will be specially designed to tie into the subframe at these points.
Looking at this joint I don’t think it is impossible that we will see one of these sub-frames torn completely off a touring car in an extremely violent crash…
3, Although this point is not related to the subframe, I think this photo shows quite nicely how tight the roll cage  has been designed, look at the gap between the roll cage to the “C-pillar” of the shell.  The reason the cage has been designed like this is for weight saving and to try to keep the center of gravity as low as possible and towards the center of the car as much as possible. The down side is however should one of the Civic’s roll over potentially the whole corner of the car could be deformed inwards and require this entire corner to be cur out and be replaced for new.
4,  Here you can see the mounting point supplied on the subframe for the Xtrack gearbox.
The yellow dotted lines on photo 5 show were the shell would normally be and where it has been cut away to allow the new sub-frame  to be fitted.

The above photo shows the receiving pointing points on the Civic shell itsself. where the “TOCA”  Subframe connects to the roll cage in the shell. You can see that each of these points is tide into roll cage.
It is obvious that Dynamics have carefully though out the roll cage design to ensure that the subframe ties securely in to the shell.