It always feels good when a plan comes together. When we first explored the Draggin' Waggin idea, we figured it was either cool enough to stoke out a lot of readers or lame enough to cancel hundreds of subscriptions. Luckily, things have swung in our favor (see sidebar). Hey, if weird, ugly and fast is what you folks want, you got it!
So we had engine suggestions ranging from a B17 swap to a midship-mount configuration (we like the rear seats). But from the beginning, we were committed to punching out the single-cam D series as much as possible. We're not opposed to doing a B- or even H-series swap down the line.
For now, we're sticking with the D. To that end, our stock D wasn't in great shape and we wanted VTEC anyways, so we ordered up a D16Y8 from HAP Recycling (Rancho Cordova, Calif.), complete with a '91 Civic four-door transmission. We opted for this tranny over a similar Si unit since the four-door trans comes with a better final drive.
We needed a few odds and ends for the powerplant, namely a ZEX lightweight flywheel. The 100-percent, single-piece chrome-moly flywheel, ZEX says, is 200 percent stronger than the stock flywheel and resists heat expansion. All we need now is a clutch and we're in business.
We've also rounded up all the pieces to boost our sturdy D with nitrous, also from ZEX. The ZEX system is cool, as it contains all the major components in what they call the Nitrous Management Unit. The NMU features the solenoid, electronic throttle switch and nitrous manifold in one package. When armed with the included switch, the ZEX system kicks in electronically at wide-open throttle, eliminating the need to locate and activate an "on" switch for each use of nitrous. The kit also includes spark plugs.
To activate VTEC and convert our dual-point ignition to multi-point, we're using the one-wire ECU conversion and wiring harness adaptor from Hasport. Installs go much smoother using this ECU, which is designed to run VTEC engines in pre-OBD Civics and Integras.
Another cool feature is that we can custom configure our VTEC crossover point. Many thanks to the crew at Hasport, which has been on board since the beginning of this project and steered us clear of trouble a couple of times already.
After sitting idle for a few days, the battery went dead (Dom gallivants across the country to NHRA races and pilots the PAC Motorsports Civic [EF] in the Hot Rod class. -DF). Always waiting for an opportunity to upgrade, we asked Optima for one of its new slim-profile, deep cycle batteries. This puppy should get us thousands of starts and, should it go dead from sitting too long (unlikely), its deep-cycle construction allows it to accept a charge quick-like.
Finally, we'll be adding two Corbeau buckets in the back and we got some synthetic engine oil and DOT 4 brake fluid from Motul. We won't be adding any of this until we get the new engine in and do a full fluid change all around. The rear buckets are almost ready, so prepare for mind-numbing detail on installing those things. Not easy, I tell you.
Oh yeah, soon we'll get around to that no-tailpipe, rusty exhaust. Or on second thought, maybe we'll leave it - just to further hurt the feelings of Mustang owners as they watch our taillights disappear.
