Engine Options

Honda K20A VTec.
Taken from the Honda Civic EP3 and FN2, the engine has 197-198 BHP as standard. We increase the redline to 8500 and can achieve circa 220 BHP with a bespoke map for our intake and exhaust setups. The later FN2 engines are smoother units. We also fit an FN2 throttle body which we can integrate into our CAN Bus electronics which facilitates deleting the traditional throttle cable and moving to a drive-by-wire setup. In short this allows us to calibrate the throttle in different ways, such as an Eco-mode, Winter-mode or a Sports- mode by adjusting the sensitivity of the throttle through a steering wheel mounting 10-way adjustable dial.

There are a variety of forced induction options taking power to around 330 BHP. Forging the engine and a large supercharger can expect around 430 BHP. With standard gearing, top speed should be 125-130 MPH with the standard 4.76 final drive. A 4.38 or 4.10 final drive allow for a higher top speed, but the real-world appeal of these is a lower RPM at motorway speeds. We use a standalone ECU.

Suzuki GSX-R 1300. Generations 1 (<2007) & 2 (>2008).
In standard tune the 1st Gen. Hayabusa had 173 BHP from 1300cc with a 6-speed gearbox. The 2nd Gen. had 197 BHP from a 1340cc displacement. We also fit a Jenvey throttle body which we can integrate into our CANBus electronics which facilitates deleting the traditional throttle cable and moving to a drive-by-wire setup. In short this allows us to calibrate the throttle in different ways, such as an Eco-mode, Winter-mode or a Sports-mode by adjusting the sensitivity of the throttle through a steering wheel mounting 10-way adjustable dial.

With the bike engine this makes the car more drivable at slower speeds such as driving through town or in heavy traffic dulling the throttle considerably. We are now using the Quaife QBA11R drivebox with the integrated LSD and reverse. This is an adaptation of the established QBA3R used on the Radical SR3. Engine upgrades are available too as is a trickshifter.

Ford Fiesta ST Mk 7.
The standard engine develops circa 180 BHP. This engine is capable of multi-stage tuning up to 230 BHP with the standard turbo before a larger turbo would be required to increase power. There are a number of turbos available. Ford specialists seem to advise that for power beyond 380 BHP, that the engine be forged. The turbos were use are as follows:

• X-47R 300 - 330 BHP.
• X-57 circa 350 BHP.
• X58EVO up to 380 BHP.
• X58EVO2 > 400 BHP.

We use a standalone ECU.

Mk3 Ford Focus RS. Ford Mustang. Mk4 Ford Focus ST.
The standard engines are split between standard output of 310 BHP and Hi-output spec of 350 BHP. Torque is around 350 ft. lbs or 475 Nm. A remap should see 400 BHP. Higher outputs are no doubt achievable with a built engine or turbo upgrade. We use a standalone ECU. Using the EcoBoost Mustang as a guide, at circa 1700 kgs, it is capable of the 0-60 mph sprint in 4.5 secs. The Mini will likely be half the weight of the Mustang.

VAG 2.0 TFSI. Manual or DSG.
The engine is sourced from a Mk7/7.5 GTI or other VAG models that use this engine. EA888 specification. The later engine generations are more desirable, smoother and can be remapped to a higher outputs than the earlier generations before requiring forged internals. Standard power ranges from 210—300 BHP. A variety of turbo upgrades are available including fitting a K04 turbo from other VAG models or an aftermarket IS38 hybrid turbo.

This era of engines can reliably exceed 450 BHP without the need for forged internals. We use a standalone ECU. The DSG is a far more complex setup and requires a Syvecs ECU and associated modules as well as a gear selector and paddles. A diesel gearbox can be sourced to lower engine revs for motorway use.