The purpose of the build may seem confusing to many, at least on top. Perhaps that has something to do with the truth that there really was no true purpose. The idea developed during a conversation with a friend. If not a huge number of hours custom fabricating, caleb Lesher from CrescentCalifornia and City, saw the project as the opportunity to spend hundreds. Although one goal in the build was to produce a dragstrip-ready vehicle, Caleb’s personal satisfaction and enjoyment he receives from the mere act of fabricating nothing into something guided the CRX toward its completion. “I enjoy cutting, welding, and designing, not just bolting stuff together,” he adds. To put it briefly, the journey to completion was far more important than the result-although we’re pretty pumped about the end result!
The original ’89 HF is now a turbocharged, mid-engine, rear-wheel-drive car that produces over 470 hp and 356 lb-ft torque on 116-octane leaded. Take a moment, look over a number of the photos, then wrap your head around the very idea that this enthusiast built this car in his garage, and besides it run, it runs like a bat out of hell! A basic B18C block and B16 head with an Integra LS transmission make up the foundation of the heart. The key power contributor is of course the turbo; a Garrett Racing GT3582r, to be exact. The bottom end is semi-built using Darton sleeves, OEM pistons, and Eagle H-beam connecting rods. The exhaust system is lower than four feet with the exhaust dump tube within a foot of the driver seat. “My first impressions of driving the car reminded me of any loud, angry death trap. I just about crapped my pants the first timeintake and turbo system are designed to produce low air temperatures for reliability and longevity. Caleb states that the air intake temperature stays below 140 degrees even after several runs across the dragstrip. A Frozen boost liquid intercooling system powered by a 12-volt fish tank pump helps to keep temperatures down. Once I discovered how effective the intercooler was, I picked not to run it.?, although “I originally bought a methanol and water injection system?
The distinctiveness of this CRX does not correlate to the total build cost. The completed machine totals around $4,000, despite being one of the most custom-built CRXs on the streets. Although pricing was kept to a minimum because of the fact that many of the work was done at home, Caleb uses a cost-benefit analysis when choosing parts. There are some areas where costs are secondary in importance; things such as the bottomend and suspension, and engine management. “However, I feel that a lot of time lower-grade parts can be every bit as good as more expensive things with regards to functionally-just less bling factor,” he explains.
One of the most challenging aspects of the project was the big volume of tasks and projects. Some systems would have to be in place and working before others can even begin. This part could not be installed until this weld was completed, etc. Not surprising, frustration peaked throughout the build. Once “I learned to pay attention to one small task at the same time instead of being overwhelmed by the whole thing at!created the wiring harness used for this application, and therefore, several weeks were devoted to researching wiring schematics, wire color definitions, and pinouts before beginning the process. “Once I started cutting and splicing wires, the process went relatively quick.” A pattern started to form. Wires were an electrical power, a ground, or a signal, and interestingly enough, the engine turned over on its very first attempt. This is an impressive victory considering it was his first attempt in a wiring harness. That is, until you look at the overall build and realize that Caleb has all the ability on the planet to troubleshoot and make adjustments when needed.
So that you can accommodate an engine instead of storage space, the CRX must be completely redesigned. Throughout this portion of the build, one error could have potentially scrapped the entire build. “I tapped, shimmed, and measured for hours prior to making the few first welds.” He experimented with various spring rates, shock rates, caster, camber, and toe settings to get the combination and setup he desired. The fabrication and welding were performed by using a hand grinder, reciprocating saw, and a borrowed metal inert gas welder. Presumably as it drove in the straight line without issue, caleb was pleased with himself the first time the Rex hit the pavement.
In closing, Caleb would like to comment that he never had formal automotive training, nor did he possess any fancy, high-dollar equipment at his disposal. With his starting the Honda learning curve much down the road than most, people thought he was crazy for trying the build along with his limited knowledge and resources. Regardless, he pushed forward, and there’s a personal satisfaction to every one of the madness. “Doing something totally crazy and watching people’s jaw hit the floor is actually a hard feeling to beat.” Caleb might try to build an all-wheel-drive Integra or perhaps a Glasair Super II kit built airplane. Who knows? Caleb doesn’t need rationale to steer the next adventure, but one thing is for sure, there will be more adventures.lines and fittingscontrols
Hondata S300 ECU
Hondata PWM boost controller
Hondata datalogger
AEM wideband gauge
Auto Meter boost gauge
Auto Meter oil pressure gauge
Removable engine cover
Fully enclosed and sealed engine bay in rear
Props
All of my girlfriends from McKinleyville, California
1989 honda CRX HF custom fuel system
1989 honda CRX HF B18C block
1989 honda CRX HF intake
Owner Specs
Daily Grind
Air flight pilot/mechanic/instructor
Favorite Site
honda-tech.com
Screen Name
zimsplat
Building Hondas
8 years
Dream Car
I own them!
Inspiration For This Particular Build
To perform something crazy
Future Build
Glasair Super II kit built airplane