Front wheel drive is, wrong wheel drive. Bold statement, but technically speaking it just doesn’t make any sense. Why would you want to subject the front wheels of a car to so much abuse? They’re already trying to steer the car and in the process attempting to return some kind of feedback to the driver, so why on earth would you also give them the task of channeling drive to the road. Sounds absurd doesn’t it? But like some things, what may seem unfathomable on paper, can actually make sense in practice; at least when you apply copious amounts of engineering to it. Honda always serves as the perfect example when discussing “FF,” as they have managed (like a lot of other manufacturers out there) to make this somewhat unnatural layout work – and rather well too. If you ever had the pleasure of driving a DC2 Integra Type-R to the limit you will know exactly what I am talking about here, a car that to this day remains one of the purest interpretations of “effu-effu,” as the Japanese would say. What was even greater about that car was that it achieved all of this…
…without the need for any electronics, it was purely a finely honed, impressively simple mechanical creation. The FD2 is the modern day interpretation of it, a car that while no longer on sale, has beautifully carried over those raw driving characteristics that have further evolved thanks to more engineering and fine tuning, allowing the front wheels to do the impossible. And with a bit more fettling from tuning shops what you see here represents the pinnacle of FF capabilities. The 5Zigen FD2 is and remains the fastest ever FF car to lap Tsukuba Circuit, setting a time of 58.222 sec at the hands of pro driver Takashi Oi. We were actually there when he broke the record back in 2010 and took a little look at the car in the Tsukuba pits – but it has since been further perfected for a future lap record attempt so we could hardly pass up a chance to spend a few hours admiring its details.
5Zigen have approached the whole project much like they would the race cars that they have been building and racing for decades, which is why it looks very similar to what a Super Taikyu racer would…but far more extreme. You may spot the pumped fenders that barely contain…
…their original FN01R-C Hot Version wheels, fitted in 9.5Jx18″ +12 sizes all round. Rubber of choice is super sticky 255/40/R18 Dunlop Direzza 03G. One look at the Brembo Racing front 4-pot calipers and you know this car means business, a common set up used in motorsports offering great braking power and lightness to keep unsprung weight in check.
The Civic rides on custom built Endless race dampers running 28 kg/mm springs up front and 22 kg/mm coils at the rear. One off 5Zigen adjustable upper arms allow the ability to set a more aggressive amount of negative camber to help get the most grip out of the Dunlops through the corners. However, as you can probably imagine, without serious amounts of power a 58-sec lap at Tsukuba would be impossible…
…so after much success with their CL7 Accord Euro-R time attack car a few years back, this is what they came up with. The turbocharged K20 in the FD2 develops close to 100 HP more than the unit in the Accord…
…and that is without the use of nitrous oxide, which hasn’t been plugged in yet.
The engine has been completely rebuilt with higher performance components starting off with low-compression pistons, that along with a 1.2mm metal headgasket lower static compression down to 9.1:1. Lightweight I-section rods followed together with the finely balanced stock crank. Headwork consists in lots of porting and polishing as well as a valve spring upgrade courtesy of Toda Racing. The iVTEC system has been retained as it helps get good torque in the midrange…
…thanks to the 1.2 bar of boost the HKS T04S provides. The turbo has been mounted high next to the engine and plumbed in a way to help keep piping as short as possible.
It may look a little cramped under there but it all works well…
…including the exhaust system which couldn’t possibly have been made any shorter, dumping hot gasses straight out from the side of the bumper!
5Zigen aslo fabricated an air guide…
…that channels air from the hood-top intake down to the turbo. And of course where there’s boost there is always a need for more fuel, taken care of by a set of 1000 cc/min injectors fed by the Bosh fuel pumps you can see further down in the interior shots. In its present configuration the boosted K20 develops 515.7 HP at 7,630 rpm with a pretty impressive peak of 494.2 Nm (364.4 lb/ft) coming in at 6,050 rpm.
The functional body modifications are purely aimed at increasing the car’s aerodynamic performance and on top of the Igns N-spec kit comprising of FRP front & rear bumpers, side skirts and hood also boasts custom carbon front canards,the 5Zigen fender flares we talked about earlier on and a big Igns rear GT Wing. As you can see it looks right at home through the corners of Tsukuba.
The FD2 was handled much like the Super Taikyu racers that 5Zigen prepare, so before anything started the whole car was stripped down to a base shell, fitted with a bolt-in roll cage and reinforced around the front and rear suspension turrets. It’s all very simple inside with a single 5Zigen carbon-Kevlar bucket seat and Takata racing harnesses to help keep the driver tightly in place.
Only the very top section of the dashboard remains; it’s been flocked to help avoid nasty reflections on the windscreen…
…and is dotted with a few simple pieces of instrumentation like the Auto Meter rpm gauge…
…and a racecar type center-panel where all switches have been arranged.
A custom wired Motec M800 has been chosen to handle engine management and is positioned in the passenger side footwell for easy access.
Seeing and FD2 stripped like this shows just what a massive chassis the JDM version of the Civic Type-R was. This gives a better view of the whole layout…
…from the nitrous oxide tank position…
…to the stripped out trunk area…
…and fuel system. You can see how the fuel surge tank is fed directly…
…from the race style filler positioned on the carbon fiber rear door glass covers.
Two Bosh Motorsport 044 external fuel pumps have the job of supplying the 4000 cc/min flow capability of the four Sard injectors.
Looking around the chassis you can also see the extent 5Zigen have gone to, in order to remove as much weight as possible, even swisscheesing the rear parcel shelf…
…as well as other non-structural, reinforcement sheet metal.
After having set the FF record at Tsukuba, 5Zigen have yet to return to the Super Battle.
With a little help form the already fitted nitrous oxide system this FD2 has obvious potential for an even faster lap time. They are 0.223 sec away from a 57-sec lap after all. I think I’m not the only one that hopes to see them back at this year’s Rev Speed event in December!
Max Power 515.7 HP @ 7,630 rpm
Max Torque 494.2 Nm (364.4 lb/ft) @ 6,050 rpm
Engine 5Zigen original pistons, 5 Zigen I-section connecting rods, Balanced stock crank, Toda Racing valve springs, Toda Racing metal head gasket, 5Zigen stainless steel exhaust manifold, HKS T04S turbocharger, Trust external waste gate, 5Zigen one-off side exit exhaust, 5Zigen custom piping, HKS blow off valve, Trust intercooler, Nitrous Oxide system (disconnected), Bosh Motorsport fuel pumps, Custom fuel tank, 5Zigen custom billet fuel rail, Sard 1000 cc/min injectors, ARC racing radiator, ARC swirl pot, Setrab oil cooler, Custom oil catch tank (fitted in interior), Motec M800 ECU
Transmission ATS twin plate spec 2 carbon clutch and lightweight flywheel, ATS 2way carbon LSD
Suspension & Brakes Endless 5Zigen special adjustable race dampers, 28 kg/mm front springs, 22 kg/mm rear springs, 5Zigen adjustable front & rear upper arms, Brembo Racing 4-pot monobloc front brake calipers & 355 mm 2-piece rotor, AP Racing brake bias adjuster, Endless race pads – Earls brake lines
Wheels & Tires - 5Zigen FN01R-C Hot Version 9.5Jx18” +12 front & rear, Dunlop Direzza 03G 255/40R18 front & rear
Exterior Igns N-spec front bumper, 5Zigen front canards, 5Sigen carbon fiber headlight covers, Ignis custom modified bonnet with aluminium air intake , 5Zigen front overfenders, Igns N-spec side skirts, SPA mirrors, 5Zigen rear overfenders, One off wet carbon doors, Igns N-spec rear bumper, Igns rear wing, Polycarbonate windows
Interior & Chassis Bolted-in roll cage, 5Zigen carbon-Kevlar bucket seat, Custom repositioned seat mounts, Takata racing harness, Momo steering wheel, Extended steering boss, 5Zigen shift knob, Carbon fiber instrument panel, Defi boost gauge, Volte meter, AutoMeter rpm gauge, Flocked stock dash, Custom carbon fiber switch panel, Odyssey battery
-Dino Dalle Carbonare
Photo By Dino Dalle Carbonare
Photo By Dino Dalle Carbonare
Photo By Dino Dalle Carbonare
Photo By Dino Dalle Carbonare
Photo By Dino Dalle Carbonare
Photo By Dino Dalle Carbonare
Tags: 5zigen, Civic, Dunlop, FD2, FF, FF Theme 2013, honda, japan, M800, Motec, Nitorus Oxide, Osaka, Rev Speed Magazine, Super Battle, Takata, Takata Belts, Takata Harnesses, Takata Racing, Time Attack, Tsukuba Circuit, turbocharged, Type-R
@speedhunters_dino ignore the people bitching about the harness, i love the content you post and the inspiration it brings. keep it up man.
Incredible car. That thing must be a blast to watch around Tsukuba. Deffinitly one of my favorite Time Attack Machines.
Maybe the lack of proper rollcage in Japanese builds dates back to the times of the Samurai :D Maybe for a true petrolhead it is an honour to die on the track. :D
Otherwise, extremely cool build, like all the cars u feature.
Oh and all the FF haters, how can you call yourself a true petrolhead? A true petrolhead should respect every car there is, I could even respect a modified prius or a Fiat Multipla that's made to go fast. It ain't about the car you start with, it's about the result you end up with. If you only like certain types of cars, you're just merely a fanboy, nothing else. Whenever you might the opportunity to drive a good FF car on the track, use it! Driving a stock 2008 Euro Civic TypeR on the track as hard as I could was one of the most fun i've had, and I have even had the opportunity to lap an F3 style Formula car. It's just the pure simplicity and the feel of an well excecuted car, that can be achived in any powertrain layout if it's done right.
People who dislike FF, just exist outside its proper domain. Nobody would take a nissan GT-R rock crawling in the rubicon - that's not its place. Neither is it the drag strip, nor a fast race track. FWD cars have repeatedly beaten ALL other cars, on long rallies with very tight sections. Starting with the mini, on to the 206, swift, etc. FF has a legitimate place in motorsport culture. A trophy truck would turn a very slow lap at Tsukuba - does that make Trophy trucks worthless?
Very cool. Always been a fan of the FD2 Type R and this is like the most extreme version of that. A shame it's not NA, but I guess when you're looking at this level/lap times it's hard to go past forced induction. That being said I do find it somewhat amusing (and scary...) even a super high budget tuner house Time Attack car like this has a shitty bolt-in roll cage and incorrectly installed harnesses (hey somebody had to say it). But ermagerd Japanese culture...
That's amazing! 515 hp and 364 lb/ft!? I knew the K20 had amazing potential but this is staggering!
Curiously enough, is it possible to tune the engine to put out more balanced horsepower/torque figures? Or does the engine's high-revving low-torque nature make this pretty hard?
I am sure that a 300+hp WTCC car is just as fast or faster around Tsukuba. Chassis tuning is important and this is very nice but still far from state of the art. Basically a gutted street car, and make no mistake I love it, but since getting up close and personal tech in the WTCC pit I must say that my ideas on what FWD and 300hp can do has been redefined.
The Japanese probably don't crash often, or perhaps not at all ;) Money isn't a problem in such a build, so indeed, why the lack on safety? That engine bay makes me drool.....
Japanese approach to chassis tuning have always been a big mystery to me, especially regarding rollcages. That rollcage isn't very safe. And the layout is less than optimum to contribute much to chassis stiffness. Also, why use bolt-in since this is a full-time competition car? But a 58-sec lap around Tsukuba with an FF is impressive no matter what though.
@clevernamehere Thanks man!!:)
@FlatWoodsM Ever heard of "freedom of speech?" Or do you want me to sugar cost things and kiss SH staff member's asses?
@Hotcakes It's an interesting one. Having lived in Japan for a couple of years a while back (03-05), I can tell you the Japanese are very cavalier when it comes to road safety in general. First thing many did after they got a navi-equipped car was bypass the cutoff that disabled TV viewing while driving, for example. Very few tuner demo cars over the past 15 years have had cages, either, even if they were tracked regularly or it was their sole purpose. Even drivers have been very stupid in the past about this. Former Best Motoring driver (and GT racer) Daisuke Ito was severely injured in one Hot Version episode because he crashed a caged car without a helmet on. Ended up with brain injuries that took a long while to come back from. Then you have to look at track safety for non-drivers - being a motorsports photographer in Australia, I was stunned to see how dangerously they placed cameramen at drift events or for Best Motoring filming, for example. Watch any video from a D1 event to see what I mean. There have been close calls before and it's lucky no fatalities have eventuated. As with so many things, though, I think a lack regulation is the key here. Super GT and D1 cars have pretty serious cages in them but they also have professional bodies running them. No such body exists for TA, AFAIK. If and when such a body comes into existence, expect to see proper cages. Until then...
@SaudQureshi It really has to do with the design of the motor itself. Inline motors in general don't produce a lot of torque. I'm sure an engineer can explain it better than I, but it has to do with the force of the crankshaft, overall stroke length and rod length. Also, engines in a flat or V configuration generally produce more torque because they have counterbalancing strokes which produce more torque as well. You can see that when comparing the torque numbers produced by STI motors vs Evo motors with the same mods.
Again, I'm sure someone that's not a complete idiot like myself can explain it better, but some motors are just better at producing torque than others based solely on their design. Like diesel motors.
@JDMized I can't believe I'm saying this but....
Generally by stiffening the chassis you can limit the "fifth spring". Basically a stiff chassis makes spring rates and geometry and all that hullabaloo more predictable and easier to tune and allows it to work more effectively. The only downfall might be some weight gain, but bolt-in cages are usually as heavy, or just slightly lighter than a properly-designed cro-moly cage. With the spring rates this car is running, I'd actually have to theoretically agree with JDMized here. Perhaps a nice tight-to-the-chassis cage could eliminate some natural chassis flex and allow the suspension to do more of the work. All theoretical though.
I know, I know...
@JDMized Post your car. Seriously. It's one thing to preach theory and another thing when showing application. Im not saying that the books are wrong, but you speak as if you've had experience. I accept knowledge when I know the credentials of a person, not because they've read a book.
@JDMized Oh really Alex? Go on, enlighten us...
@Gerben aka Suburuuh My theory is the track is pretty safe by design. It seems like there is are lots of soft barriers and good runoff space where it counts near the end of the faster sections. Also, the 4-point harness will be plenty safe in a frontal collision and won't offer spinal compression given that the seat is FIA-certified or as strong as an FIA-certified seat.
@AmirIzham because they know this car has a limit meaning the potential beyond this is limited, and if they go and put all the obvious things you mentioned it wouldn't make much of a difference, they are just trying to keep it simple in my opinion.
@pwhyze Was wondering if someone was going to pick up on that...;)
@FunctionFirst @SaudQureshi Typically, a motor designed with a longer stroke length than cylinder bore diameter (undersquare) will have more torque (especially in diesels), but some drawbacks would be that it wouldn't be as reliable to constantly rev at high since pistons speeds will be faster. Oversquare motors tend to be able to rev higher. Square motors, like the K20 (86mm x 86mm bore & stroke per cylinder) are more "balanced".
I'm no mechanical engineer, but I don't think the ratio of 1hp : 1lb/ft torque equals a motor with balanced power.
@FunctionFirst Oh no. You had to mention chrome-moly did you? Which some would say it's illegal to use 'em. Joking aside, I believe a chrome-moly cage will be lighter than a mild steel one. I never worked with one though so don't flame me.
@ylee @JDMized his name is Alex, and he's never built anything. People building cars would never act like that.
Take a look at my reply! Did I "enlighten" you enough? Next time you feature a car, do so reading ahead of time if you're not familiar with the subject!
@speedhunters_dino Dino you have been a photographer/ "journalist" for how many years??? No seriously how many years? Having a very stiff chassis allows you to better tune the suspensions, and therefore clock faster lap time. This is NOT my opinion, this is a fact!!!!! It's time for you to stop Acting like you know your shit when in reality you're just talking out of your ass. Pick up a race-car/engineering book and read about it!!!! I'd suggest "competition car suspension" by Allan Staniforth, or "chassis engineering" by Herb Adam, all great books!
Ofcourse the track has safe measures, but in the basics, why don't apply FIA rules for a harness in such a build and for that goal.I don't see any explanations worthy for NOT using the rules. Or perhaps, the Japanese domestic regulations don't measure up with FIA (but I can hardly believe this). ;)
I believe these people aren't bitching about the harness because it's a 4-point, but the way it was installed, or precisely it's the way the shoulder strap is anchored, making the angle of it severe, thus increasing the possibility of spinal compression.
Quoted from FIA's Article 253-2011
Article 6: Seat belts
It is prohibited for the seat belts to be anchored to the seats or their supports.
- A safety harness may be installed on the anchorage points of the series car.
The recommended geometrical locations of the anchorage points are shown in Drawing 253-61.
In the downwards direction, the shoulder straps must be directed towards the rear and must be installed in such a way that they do not make an angle of more than 45° to the horizontal from the upper rim of the backrest, although it is recommended that this angle should not exceed 10°.
The maximum angles in relation to the centre-line of the seat are 20° divergent or convergent.
If possible, the anchorage point originally mounted by the car manufacturer on the C-pillar should be used.
Anchorage points creating a higher angle to the horizontal must not be used.
In that case, the shoulder straps of 4-point safety harnesses maybe installed on the rear seat lap strap anchorage points originally mounted by the car manufacturer.
For a 4-point harness, the shoulder straps must be installed crosswise symmetrically about the centre-line of the front seat.
@BoostNAbler Agreed, lightness and simplicity is key in a build like this. But i'm not saying that they should build a WRC-spec rollcage to this car. A basic FIA approved, weld-in 6-point rollcage wouldn't be much heavier, and if properly tied in to the chassis would make it stiffer thus making suspension tuning easier, not to mention much safer. Doesn't matter what the goal is, safety is #1. Hell, even our rally car is using a basic 6-point rollcage since it's just a 1600cc FF Proton Satria/Mitsubishi Mirage.
@speedhunters_dino @pwhyze You guys are retards! We are talking about 5Zigen here, not a privateer's pride and joy. You would think that a well known company like 5Zigen, after going to a great length with the development of the car, they would pay attention to the chassis. (aren't the Japanese known for their "balanced cars"?). Dino keep having your school of thoughts..... Very sad to say the least. And I should add that I am a big Japanese's car enthusiast, but this stuff is pretty ridiculous.
@JDMized i stand corrected. you're not 12 (you're old) and you actually build your own things. mind = blown. Never met any middle aged builders who acted like that.
@bakayaru You really are a baka yarou! Can't even copy and paste a link I posted?
Let's keep this thread about the 5Zigen Civic and not my stuff, shall we?
@JDMized my "idiot spelled wrong" tag was purposeful, as is my pronunciation of the word. It got laughs in Kobe. i still didn't see any of your builds. please post the pages of YOUR work. then i'll know how serious to take all your needless bashing of editors of free car blogs.
@bakayaru First of all, your screen name should read, "bakayarou" and not "bakayaru"! (as in stupid/idiot in Japanese, if that's where you were going for).
Second of all, I am building a Toyota Tacoma, and my DD Civic. The other files are just pics I took while attending events!
@JDMized @ylee you claiming credit for those builds? from your post, it looks like you're saying you built the Hankook time attack FD3S? or are you snooping around at shops taking pics? clarify.
@JDMized I'm pretty sure 5zigen knows what they are doing if they set the FF record at Tsukuba. I'm also sure that since that is the car they work on physically and have been in and out of it, they have a better idea than you do.
@speedhunters_dino @pwhyze @JDMized Shhh... Look here: FIA Appendix J, Article 253:Page 3/20, Article 6.2 http://argent.fia.com/web/fia-public.nsf/1B58641F5BF3AF4AC1257A8A0038BF8D/$FILE/253%20(12-13)-(28.09.2012).pdf