25th Mar2016

Make It Yourself: Widebody Voltex WRX

by Michael Chandler

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Words and photos by Michael Chandler

Since that fateful SEMA, all those years ago, making your car wide has become a lot easier.  There are rivet on fender flares for all of the popular chassis: FRS/BRZ, 350Z, 240SX, E36, I even saw that there’s a Pandem kit for EG Civics!  If you have a Porsche, you can have Nakai-san fly to you and make your 964 or 993 chassis 911 insanely wide.  This is great and all, but seeing a hand made wide body kit, where the fenders were cut and shaped and re-welded and repainted is a rare sight.  Hardly anybody is doing that.  Jon Truong is no stranger to making something work on his bug-eye WRX.  For a while this thing was known for sporting some Voltex pieces, pieces that weren’t made for the 02-03 WRX’s.  How do you improve on that little project?  Well let’s talk about that.

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A pair of bright red Bride Low Max seats with 5-point Takata harnesses brighten up the interior.  An Auto Power roll cage provides some extra security in case things get a little wild, which hopefully they don’t.  Jon lays his hands on a gorgeous, limited edition Sparco Champion steering wheel, which is attached to an NRG quick release hub.  Between the steering wheel and the gauge cluster are an AEM UEGO wideband gauge, and one of his Defi gauges.  Atop the dash, dead center, are the rest of his Defi gauges.  They monitor oil temperature and pressure, exhaust gas temperature, and boost.  The shift boot has been replace with a JPM Coachworks Alcantara piece.  All those gauges and that cage would be ridiculous if the engine was stock, but thankfully that is not the case.

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Definitely not stock.  Far, far from it.  Very few OEM pieces remain.  The crankcase is the on that came with the car, but that has been filled with some shiny new bits.  The block received a set of Darton sleeves, a crankshaft from a 2008 STI, KillerB pickup tube and baffle, King bearings, Rallispec connecting rods, and Cosworth pistons.  ARP headstuds hold the ported and polished two liter heads to the block, with Tomei headgaskets in between, and those heads are like a pinata: filled with goodies!  BC 1mm oversized valves, titanium valve springs and retainers, and 272 degree camshafts.  Supertech valve guides let those big valves move smoothly.  NGK spark plugs, one step colder than stock, supply the bang for the Otto cycle.  Samco radiator hoses, a Grimmspeed thermostat and a Koyorad radiator keep the engine cool, and a Tomei timing belt connects the new crank to the lumpy cams.  Hiding the alternator (hey, that’s stock!) is a gorgeous Abbey Road Company, more commonly known as ARC, alternator cover.

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Sitting atop an Agency Power manifold and TurboXS rotated up-pipe is a massive Garrett GT3582R turbo, featuring a TiAL hotside.  That’s quite the hair dryer!  That beast requires a bit of fuel, which is provided by a Walbro 255lph fuel pump, Agency Power fuel rails and Injector Dynamics 1000cc fuel injectors.  An Aeromotive fuel pressure regulator makes sure the flow is consistent, which is an important thing when you’re dealing with any larger-than-stock turbo setup.  Keeping the boost in check are a wonder trio of bits: a TiAL 44mm wastegate and Q blow off valve, and a Hallman boost controller.  Jon is running an AEM 3.5 BAR MAP sensor, because reasons and there’s no place for a MAF sensor.  The brains of the operation aren’t behind Jon’s bespectacled eyes, but in the COBB Tuning Accessport.  Keeping everything lubricated is oil, and sending that oil to the places it needs to go is a Cosworth high volume and pressure oil pump.  At the end of this whole thing is an Invidia G200 catback.  Ok, while all of that is awesome, it’s not what makes this car special.  While beauty in people is on the inside, the opposite is true for this car.

Now, all of the power needs to go through some stuff so it becomes what they call “usable”.  As you know, or not, Subaru transmissions are known for having 2nd gears made of glass.  Thankfully an upgrade to a six speed trans out of a JDM 2007 model should have that situation remedied.  Holding that new transmission in place is a Perrin transmission mount, and connecting that to the rear differential is a PST carbon driveshaft.  Helping with the gear shifts are a Kartboy short shifter and a Goodrich stainless steel clutch line.  With great power comes great necessity for a clutch that can handle that.  A Carbontec carbon clutch is up to the task, and an ACT Streetlite flywheel helps with engine response.

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Actually putting the power to the ground are a set of Yokohama Advan AD08Rs, which are mounted on a massive set of CCW Classics.  They come in at a staggering 18×11!  Behind the gargantuan wheels (11″ wide!  On all four corners!  ON A STREET CAR!!!) are Brembo calipers harvested from an STI, which clamp Hawk HPS pads upon DBA T3 slotted rotors.  All hail the magical kangaroo paw.  Feeding brake fluid to the calipers are some Stoptech stainless steel brake lines.  The suspension is fairly simple, a set of Zeal Function coilovers bring the car down and make the lateral transitions sharper.

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They say beauty is on the inside, and while the insides of this car are very pretty, the outside is much prettier.  You can clearly see that the license plate say VOLTEX.  This is for good reason.  Jon was bold enough to graft Voltex parts not meant for his chassis on to it.  For the longest time this was just the Voltex Bugeye, and that was good.  The rear diffuser, sidesteps and GT wing, and Greddy lip proved to be starting points, because things just went from there.  In the rear we have 04-05 tail lights, and a rear bumper and fender arches from yet another STI.  Oh, and there’s also the widebody setup back there too.  But why throw a widebody on the rear, and not the front?

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Before we get to that, let’s talk about some of the other stuff on this car.  There’s a wide assortment of JDM goodies on this: STI V7 hood scoop, grill and headlights; Spec-C roof vent; side markers, and ion fog lights.  There’s a roof vane behind the roof vent, and the corner markers have been plugged with carbon fiber.

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As you can see, there are no rivets on the exterior of this car.  And the wide fenders on the front didn’t arrive at Solid Autoworks in a box.  Those are handmade in metal.  Seeing someone with legitimate wide metal front fenders is a rarity, in an age where you can order FRP over fenders and slap them on.  A lot of craftsmanship went into this bugeye, proving that sometimes the only way to have the best is to make it yourself.

GALLERY:

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
11th Feb2016

It’s Not One of Those 240s

by Michael Chandler

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When I say “240”, what springs to mind?  Probably one of the Nissan/Datsun S chassis.  Be it a 240Z, S13 or S14, those are logical conclusions to arrive at.  Unfortunately, those are all the wrong conclusions to arrive at.  You see, Volvo made a a car called 240 as well.  And like the Nissans, it was powered by an inline four cylinder engine, and sent power to the rear wheels; however, it never got the same fanatical following the S chassis received.  And that’s a shame.  Despite it looking EXACTLY like a child’s rendering of a car, they can be turned into some pretty awesome bricks.

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Tate is one of those folks who transformed a mundane brick into an awesome brick.  And he didn’t have to go crazy to do so, thanks to the worldwide followings Volvos have.  He also didn’t have to know Swedish to get his hands on some parts.  Thanks internet!  Anyway, this brick is more ground bound thanks to a set of R Sport International coilovers, and Kaplhenke adjustable strut mounts.  The suspension isn’t just limited to things that provide the lows.  There’s also a set of Kaplhenke roll center correcters, and IPD sway bars, adjustable torque rods, and panhard bar.  Remember: Volvo took their brilliant boxes on the touring car circuit, so seeing one of these handle isn’t out of the ordinary.

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The gold mesh wheels look period correct, like they were pull offs from an E30 BMW 3 series or a GTi.  They look period correct, but they aren’t period.  They’re a set of MSW’s, and they’re shod in Yokohama rubber.  If you look closely at the photo above, you’ll notice something ahead of the wheel.  That would be the business end of the exhaust.  One of many little touches this car has received.

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The nose is accented by a 242 GT grille and accompanying driving lights, a set Hella 700′ driving lights, and a set of European (Oooo fancy!) corner lenses.  Out back there’s a sweet ass trailer hitch, and a spoiler.  It’s not from a Volvo though.  Guess where it came from.

No, not a Honda.

Not a VW either.

Give up?

It’s from a Saab 9000.  From one Swede to another.

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The interior is a healthy mix of OEM, stuff found in other cars of the era, and creatively shoving aftermarket gauges into factory holes.  The Volvo dash has all of these sweet little places for gauges, some of those holes housed Volvo gauges.  Those holes don’t house Volvo gauges anymore.  In their places sit an AEM UEGO gauge, and some gauges that’ll measure more boost and a wider range of temperatures than the old OEM counterparts.  No fancy aftermarket wheel, just the tried and true factory wheel.  The seats are OEM, just not OEM Volvo.  Tate isn’t 100% sure where the Recaro style seats came from, but they get the job done.  Also non-Volvo OEM: the Audi 4000 shift knob, that sits atop a Pro 5.0 shifter, that juts out from a T5WC transmission sourced from a Mustang.  Wait, what?

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Yeah, there’s a reason for the Mustang gearbox.  The long block is the stock B21FT that came in the car, but a lot of other things are no longer stock.

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Tate converted the car to EFI himself using Microsquirt, which he wired and tuned himself, and an intake manifold from a newer 240.  A Swedish company called Do88 supplied the radiator, intercooler and piping.  There’s a GT2871R ball bearing turbo with a ported compressor housing hanging from a one-off tubular exhaust manifold.  A Tial MVS external wastegate that’s plummed into a custom three inch exhaust, the one that dumps right in front of the passenger rear wheel.  A Forge Splitter diverter valve relieves anything above the current preset amount of boost.  That amount is 20psi.  That number will be increasing.

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Oh, there’s also a ratchet strap holding things down.  Hey man, necessity is the mother of invention.

When someone starts throwing around “240”, people’s mind will instantly jump to the Nissans.  That’s all well and good, but hopefully after reading this you’ll ask them “do you mean the Volvo?” And then you’ll enlighten them about the glory that are the turbocharged, Swedish bricks.

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.

 

 

20th Jan2016

Dodge Ram Camper Van: Make Your Own Adventure

by Michael Chandler

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Words and photos by Michael Chandler

Most of us go on vacations, and we enjoy them.  We go on cruises, fly to Vegas, or road trip to a nearby getaway.  My trips last a few days, and I haven’t gone further than Las Vegas in a few years.  A bold few will pile into a large vehicle, and take to the open road for weeks at a time.  And some just up and live in one of those vehicles for months on end.  This is a story about one of the latter.

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The handsome fellow relaxing in the Adirondack chair is Jay.  Jay is quite the character.  He has lived on a boat while he was fixing it up.  He’s done bike races, well into decades when most people would be content to sit at home and reminisce about the life they’ve led.  He’s lived in the desert, and biked on trips that most people would drive.  He also turned a 2000 Dodge Ram delivery van into a pretty sweet home on wheels.

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Jay got to work pretty early.  He says he got cracking two weeks after buying the van, his girlfriend says the stockness lasted five minutes. Regardless, he built this van to live in, and while some people would throw a twin mattress in the back and call it good, Jay didn’t do that.  He couldn’t even really settle on how the interior would look, in the fifteen years he’s owned it he’s changed the interior ten times.  No project is ever done.

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Now, why did he pick a van of all things?  Imagine this: you’re living in Newport Beach, California.  You live in a rather expensive home, in a very nice neighborhood.  One morning, you go out for a run and you see a Class C motorhome parked on your street.  where did this come from? You think to yourself.  It can’t be here all summer, there’s no way.  And yet that monster sits.  Obstructing views and traffic, and generally being an eyesore.  The site weighs on you, your productivity at work falls.  By the end of the summer, you’ve been fired.  You can’t afford your mortgage anymore, so you end up moving to a trailer park in the IE and reminisce about the life you led.  Now imagine that instead of seeing the Class C, you see a bubble top van.  It’s smaller, less garish.  You don’t notice it because it’s a van, and contractors and other professionals drive them.  You don’t get fired, and you continue living happily in Orange County.  That’s why the van, because it’s inconspicuous.

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Running width-wise across the van is a large shelf that could be used as a bench, but is just a shelf.  It holds all the supplies one would need when living out of a home-made camper van, including a broom.  Above the bench/shelf is a pretty sweet little Murphy bed, on which he’s attached some Tibetan prayer flags. Underneath the elevated bed is his Adirondack deck chair, and half a chest of drawers. Directly across from the bed are some hooks, which he hangs jackets, hats and whatever else he wants to on them. It’s a van, were you expecting there to be a distinct lack of storage?

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Jay throws his bike in the back when he heads on his adventures.  And he’s gone on plenty in this van.  He’s put 166,000 miles on the odometer, and those miles taken him to the Pacific Northwest and Orca’s Island.  He’s taken it to California a hundred times, and it’s gone up to Fish Lake in central Utah dozens of times.  Him and his girlfriend, who is my girlfriend’s grandmother (hi Jeanette!), hop into the van, hitch up their fourteen foot trailer, and they spend their summers living in the van and trailer by the lake.  And that trailer hasn’t been spared from Jay’s handy work.  He built a deck for that thing.  Out of wood.  And they bring it with them!

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The van isn’t perfect.  If he could, Jay would’ve picked up a 3/4 ton van instead of the half ton.  And he definitely would have a V8.  The V6 hasn’t exactly been the fuel sipper he imagined it was going to be, especially when dragging that trailer up to the lake.  Overall, it’s been pretty good.  And it’s really hard to complain when you’ve got the door open and you’re enjoying a view of Newport Harbor.

Bonus Images

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
13th Nov2015

A Superb Roadster

by Michael Chandler

Supercharged S2000 feature Michael Chandler CAMautoMag-4

Words and photos by Michael Chandler

I’ve said it many times before: the Honda S2000 is the best Miata ever made.  It has near perfect weight distribution, has an amazing engine and gearbox combination, and (to me at least) looks much better.  It never got the stigma of being a “hairdresser’s car”, but it never really changed much over the course of its ten year life.  And Honda axed it in 2009, and left rear wheel drive behind them.  Thankfully, S2000s are rather widely available, and there is a huge aftermarket for these cars.  Jonathon Esmeyer’s S2000 is an excellent example of a well done street car, that’s inching closer to becoming a track day terror.

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The car has an OEM+ look to it.  While there are plenty of options as far as widebodies, flares, and monstrous wings, Jon went far more subtle.  A Greddy Gracer front lip and a Speedhunter’s tow strap are the only changes made to the front of the car.  An OEM hardtop and decklid spoiler are the other big noticeable modifications to the exterior, or at least the ones you notice at first glance.  It’s when you look closer that you notice the little details, like the smoked S2000 CR side markers, shorty antennae, and badges redone in black chrome.  Getting closer makes the carbon fiber single exhaust cover and ForbiddenUSA carbon side strakes readily apparent.  These little details add up to that OEM+ look.

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Lowering spring can do wonders for making an S2000 more ground bound, but coilovers are the way to go for the burgeoning track day hero.  Since Jon plans on taking this thing to more NASA HPDE events, he went with the ubiquitous KW Variant 3 coilovers.  To help stiffen the chassis further than it already is, a Cusco front lower cross brace and a Comptech rear lower tie bar have been installed.  And to eliminate the vibrations coming from the driveline because the car has been lowered, a set of Megan Racing driveshaft spacers were added, along with Megan’s anti bump steer kit.  eXedium differential collars help minimize the amount of flex in the OE differential bushings.

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Stoptech slotted rotors are gripped by Axxis pads on all four corners, with brake fluid delivered to the calipers via Agency Power lines.  A good set of wheels and tires can do wonders for any vehicle, and this roadster is no exception.  Desmond Regamasters aren’t a foreign sight on a Honda, and the Marquis Promada Brights look amazing with the Silverstone Metallic paint of the car.  The wheels measure 17×8 +35 in front, and 17×9 +38 in the rear, and are covered in Hankook Ventus V12 tires, 225 width in the front and 245 width in the rear.  Don’t focus too much on the tires, stickier meat is on the way!  All of that is held on KICS Leggdura lug nuts.

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How do you make an incredible engine better?  Some would say “leave it alone”, but the rest of us would say “add more power”.  And that can only mean one thing: forced induction.

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A Science of Speed supercharger kit, based around a Paxton Novi centrifugal supercharger, was chosen to up the power.  The heat exchanger upgrade box was checked when the kit was ordered, and one of their ported throttle bodies made its way into the box as well.  A Comptech Ice Box was modified to work with the supercharger setup, but the Berk header, high flow cat, and HKS exhaust didn’t require any modification.

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A Mishimoto radiator with slim fans help keep the boosted mill cool, while a plastic intake manifold gasket help keep intake temperatures cool.  A PasswordJDM Kevlar cooling plate makes sure that radiator gets all the air it needs.

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The interior has the same OEM+ feel that the exterior has.  A MemoryFab Kevlar bucket seat on Buddy Club seat rails replace the factory red seat.  Yeah, red seats.  They’re pretty bad ass.  The optional titanium shift knob one could get from the factory has been replaced with an Aspec titanium knob (heh), and the shifter has been extended with a Moddiction shift knob extender.  The interior is dripping with Go-Tuning suede products: elbow pad, A-pillars, sun visors, shift boot and e-brake cover.

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Jon doesn’t have any concrete plans for the car, aside from more track days and driving the car whenever he can.  He has no plans on making it a trailer queen, so be prepared to see this thing prowling the streets and cruising to the track for years to come.

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Mazda’s Miata is entering its 4th generation, having been in production for 26 years.  Honda’s roadster was only built for ten years, 1999-2009, and lasted two generations.  In those ten years though, it rivaled Mazda’s grip on the roadster game, and may have even surpassed it.  It represents a time when Honda was building fun, rear wheel drive cars alongside their front wheel drive selections.  As we bring Honda Week to a close, I can’t think of a better car to close the curtain.

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
11th Nov2015

A Tale of Two Civics Part 2

by Michael Chandler

 

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Words and photos by Michael Chandler

 

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Zack’s EG is another Civic that, in more civilized parts of the world, came with a B16 under the hood.  We never got those stateside, which is a shame.  It’s also a shame we never got the Accord Euro-R, a hotter version of the Acura TSX.  But because enthusiasts are an enterprising group who have access to the internet, and sometimes have more money than sense, we can do some interesting things.  Like shoving the Accord Euro-R’s K20A under the hood of an EG Hatchback.

While KC’s Civic is rather mild, Zack’s is serious business.  The beating heart of the car needs air flow to keep cool and make power, so the OEM bumper has been modified to accommodate that need for air, and the hood has received a KSR hood vent to increase flow.  Sending air through the engine bay helps, but channeling it around the car helps make the car turn laps faster.  A Spoon style front lip sits above a customer splitter, which is attached via PCI brackets.

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The Spoon style spoiler out back looks sharp, and probably does something aerodynamically.  And the APR mirrors are smaller, and therefore are hit with less air than the OEM mirrors.  So let’s move on to something we all have a better handle on.  Well, most of us anyway.

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This Civic is still on a set of 949s, but these are massively wide 15×9 949s.  Those wide wheels are pushed out 18mm in the front by a set of custom 18mm spacers, and 10mm Ichiban spacers in the rear.  Sticky Nitto rubber is on all four of the wheels.  Behind the rollers are a set of Wilwood Dynapro 6 piston calipers, grabbing on to 11.75 inch rotors in the front.  Out back are a set of Fastbrakes 11″ caliper bracket and rotor kit, featuring Integra calipers.

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Zack’s suspension modifications are pretty intense, which makes sense considering he has a lot more power than stock.  He too is running Ground Control coilover sleeves, 700lb/in in the front and 750lb/in in the rear, but those are over custom valved Bilstein Sport shocks, originally intended for an Integre Type-R.  More ITR parts include rear control arms, sway bar and end links.  He’s also running Ground Control top hats, an ASR subframe brace (like so many of the other cool kids), and PCI spherical trailing arm bushings.  And rounding things out are Hardrace front and rear upper adjustable upper arms, and their bushing kit in the front.

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So you may be wondering why I brought up the K20A from the Accord Euro-R.  Well, it’s because Zack has swapped one in.  You may also be wondering about that heat exchanger in the front bumper.  That’s actually a big ass Vibrant intercooler with custom end tanks, and custom piping.  Why the Intercooler?  Tucked down in the engine bay, under the alternator, is a C38-61 Rotrex supercharger, utilizing a Kraftwerks bracket.

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The belt driven snail pulls air in through an AEM filter, and then after going through the Otto Cycle, it exits the head via a SSR 4-2-1 header and leaves the car through a custom 3″ stainless steel exhaust.  That custom piece features a Vibrant resonator and a Burns Stainless muffler.  Excess boost pressure, something any supercharger that isn’t a Roots type blower can build up, is relieved by a TiAL Q blow off valve.

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Slapping on a supercharger that’s power range is 272-720 horsepower necessitates adding some supporting modifications.  Things like fuel system and cooling upgrades.  1000cc Injector Dynamics fuel injectors supply the fuel to the head.  A 255lph Walbro fuel pump sends fuel to a Golden Eagle Pro Series fuel rail, via Earl lines (with accompanying fittings), an Aeromotive fuel pressure regulator and Fuel Labs filter.  To prevent any starvation, a condition that has been the downfall of many a car, a 034 Motorsport surge tank with a Jay Racing 044 internal pump have been added.  And in case Zack wants to run magical corn juice, there’s a Continental E85 flex fuel sensor installed.

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A Rotrex spec’d oil cooler keeps the ever precious lubrication goo able at an appropriate temperature, while a custom C&R radiator with SPAL fans keeps the coolant (or distilled water, or whatever) cool and the engine in the optimal temperature range.  An Autometer oil pressure sensor helps Zack keep tabs on the internal dealings of his engine, and Hybrid Racing radiator hoses send whatever coolant he’s using into the various coolant passages of his engine.  And if things get a little too wild, he has modified Summit Racing coolant overflow and catch can to work in his swapped hatch.

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Other odds and ends include a K Tuned idler pulley, Karcepts throttle bracket, and Hasport engine mounts.  The whole endeavor is run by Hundata KPro version 4, which gets its information from all the different sensors (including a Hondata 4 bar MAP sensor), via a custom engine and charge harness, and a Hybrid Racing jumper harness.

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WE’RE NOT DONE UNDER THE HOOD!  Front wheel drive is all sorts of fun, because everything is under the hood.  An EP3 Civic Si gearbox, with 6 speed Euro-R gearing and the OEM limited slip diff translate the 420 horsepower and 268 lb/ft of torque into forward (and rearward) movement.  A Stage 4 Competition Clutch and R Crew axles put that power to the ground, and a Hybrid Racing RSX shirt shifter and shifter cables actuate gear changes.

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The interior is what you would expect in a 400+ horsepower trackday Civic.  That is to say, there’s not a whole lot.  A Recaro SPG seat, and its FIA certification, sit on a PCI adjustable seat bracket on the driver’s side, while an Integra seat sits on the passenger side.  A Schroth six point harness keeps the driver secured in the seat, and a 4 point Autopower roll bar provides some security in the event of an ass over tea kettle event.  A Personal steering wheel and Buddy Club shift knob get a lot of touching during a track session, and to keep track of the engine’s vitals a 7″ HP tablet has been enlisted and shoved into the dash.

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The Honda Civic has been a competent choice for track day shenanigans for years, and these two cars show that it’s still a solid choice for those wanting a blank canvas on which to paint their track adventures.

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
10th Nov2015

A Tale of Two Civics Part 1

by Michael Chandler

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Words and photos by Michael Chandler

It takes a lot to grab my attention at the track.  There are some ridiculous cars out there, as you’ve seen here many times, but then I laid eyes on KC Russell’s EF Civic.  He was pulling off track after an HPDE session, and I saw the full glory of the livery on his hatchback.

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Naturally, I followed him back to the day garage he was sharing with Zack Serna.  Zack drives a Civic hatchback himself, one similar to KC’s but rather different at the same time.  I chatted them up, and they agreed to let me shoot both of their cars.  Since I saw his first, let’s talk about KC’s.

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Firstly, let’s talk about the livery.  The graphics package from stickymy.com are 103% JDM.  Go look at some of the Kanjo Civics and tell me that this thing wouldn’t fit right in.  The VIS carbon fiber hood has seen better days, but it being beat up adds to the feel of the car.  So does the replica J’s Racing front lip.  Rounding out the styling mods are a set of side skirts for an EK.

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For a while, every track day Civic was on a set of 949 Racing wheels.  Thankfully those days have passed (I dig the 949s, don’t get me wrong.  Just got sick of seeing them on every Miata and Civic), and KC threw on some 15×7 Kosei K1 TS’s.  Because it’s a track day hatch, he threw on a set of 205/50 Falken Azenis.

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Front brake calipers and rotors donated from an Integra ,along with a master cylinder from a Civic EX and a set of Hawk DTC60 pads help reel in the rather light Civic.  Helping with the lateral transitions and keeping the rubber on the tarmac are a set of KYB AGX struts and Ground Control coilover sleeves, a truly OG combination, and an Innovative traction bar.

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Keeping the dreadlocked driver, or whoever is behind the wheel, and a passenger secured are a pair of Crobeau seats.  Steering inputs are entered via the sweet, old school MOMO steering wheel.  Just look at that thing!

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KC picked up the car in May for $1500, with one big mod already done: the single cam motor was ditched in favor of the venerable B16A.  1.6 liters, twin cam and electronically controlled variable valve timing (hella mad vtaks yo), the B16A powered some of Honda’s best FWD, including the JDM EF chassis Si.  Basically KC bought himself one of those.  While a bone stock B16 swap is good, one with some mods is even better.  He cracked open the ECU and installed a Mugen chip, and threw a Toda replica header on the cylinder head. That exits into a Greddy exhaust.  Hiding under the gold foil wrap is a K&N Intake.

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A lot of aftermarket radiators for Civics are half size.  Think of a big cereal box, that’s about the size of one of those radiators.  They do a fine job, but a full size radiator is… well it’s bigger.  And this one says Racing Series on it, so that’s something.  The radiator is big, but the battery is diminutive.  The Odyssey battery provides plenty of juice for a day at the track, and weighs a lot less than your average battery.  All of this adds up to a very potent track day car.  It has plenty of power, but there are far more powerful swaps one can shove under the hood of a Civic.

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We’ll talk about that tomorrow.

BONUS IMAGES

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 *Article and Photos are copyright of CAMautoMag.Com and their respective owners.
29th Sep2015

Three Musketeers

by Michael Chandler

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Words and photos by Michael Chandler

Somethings happen because someone works hard, long hours, for days and weeks on end.  Somethings, like this shoot, happen because of pure circumstance.  If, on the day I saw two of the cars featured here, I decided to make a left turn instead of a right this might not have happened.  Thankfully, I made that right, and got the ball rolling on this shoot.

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The two cars I saw were the Black FD and the purple SW20.  Seeing either of the cars would be awesome, but seeing both, cruising around together brought up all sorts of images of Daikoku Futo.  I put the word out on Facebook, and almost immediately someone responded.

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Brad, the owner of the red FC RX-7, said they were friends of his.  He acted as go between, and helped set up the shoot.  Oh, and he drives a red FC.  A red coupe with pop-up headlights?  Let’s look further at this child of the 80’s.

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Captain Coolpants might not have some cool things (like a turbo, or torque) but he does have some sweet ass S5 taillights.  That’s gotta count for something.

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And the 17″ Racing Harts, courtesy of a Mazda Protoge5, fit nicely.  And the gold looks great with the red.  Enough of the opener, let’s get to the feature and headliner.

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Mid-engined sports cars hold a special place in the hearts and minds of us enthusiasts.  Ferrari, Lamborghini, Lotus, even Acura made their top tier sports cars mid-engined.  And so did Toyota*.  It’s fitting that Tayler’s MR2 wears purple, it is after all the color of royalty.

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Wedged in the middle of the MR2 is the venerable 3S-GTE, a two liter, turbocharged four cylinder that also powered the all wheel drive Celicas that eventually got Toyota in deep trouble with the FIA.  Thankfully, there isn’t any sort of trickery going on in this particular motor, but it is making all sorts of glorious noises.

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A modern classic like this needs modern classic wheels, and the 5zigen FN01R-C fits that bill perfectly.

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Those same wheels, albeit in a different color, set off the classic lines of Kaiden’s FD.  Like its contemporaries, the Supra and 300ZX, the FD RX-7 ditched the angular lines that defined the previous generation and became more rounded and smooth.  While it came with pop-up headlights from the factory, Kaiden’s has been fitted with a set of flush mounted lights.  Despite the omnipresent lights, the shape is still instantly recognizable.

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The front bumper, fenders and hood have all been replaced with pieces that shed weight and help with air flow.  Air flow, especially through the engine bay, is key when you’re dealing with an engine the size of a basketball, but weighs as much as an LS1.

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But what an engine it is.  Despite the publicized “short comings” (they’re not the torqueiest motors, but they can make plenty of power without eating apex seals every other day), the 13B is a legendary motor.  It has powered some blisteringly fast cars, and if you can shove one into a Miata, you’ll have yourself one hell of a roadster.

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I’ve noticed something with the youths.  It seems that they’re gaining an appreciation for some of these modern classics.  It could be because they’ve realized that the more mechanical cars have a feel that the current cars don’t have, or they might be dropping into their price range.  I doubt that last part to be true, but then again, when I was in high school my budget for transportation was enough to grab a new shop deck for my skateboard every now and again, so my views may be skewed.  Either way, seeing more of these cars in the hands of young enthusiasts is a good sign for the future of us, the enthusiast.

BONUS GALLERY

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
10th Jun2015

The People’s Champ: Scion FRS

by Michael Chandler
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Words and photos by Michael Chandler

This matte metallic blue Scion FRS has a small pedigree.  Well, not really small: it won the Favorite Scion award at the last import Spring Showoff meet which is impressive considering how prolific the FRS has become.  If you hadn’t seen the car before then, it’s ok.  I had only seen it once before the show.  Seemingly out of nowhere, we have a new champion of the people.

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JJ, the fella who owns this, bought it new in May of 2013 with all of 11 miles on the odometer.  Like any good, sensible person, he began modifying it.  Like most people, he decided it needed more power.  The usual power adders were thrown on,  but naturally aspirated just wasn’t cutting it.  He needed more.  He needed a turbo.

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And that’s exactly what he got!  The Borg Warner 6258 EFR turbocharger came in a kit from Treadstone Performance, which also included an intercooler, hot and cold pipes, the exhaust manifold and up pipe (both of which he had ceramic coated), and a 265lph in tank fuel pump.  Because you can’t just cram additional air into the engine without adding more fuel, JJ threw in a set of 770cc Deatschwerks fuel injectors.  He also grabbed a billet diverter valve from Treadstone, to relieve excess boost pressure.  Additional cooling, specifically for the oil, is provided by a Mishimoto oil cooler.  The whole affair is run by an EcuTek reflashed ECU, which had the wick turned up by Jesse at FNP.  The kit was installed, and all the maintenance is done at Paradise Performance by JD Youngblood and Matt En.

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When you add over 100 horsepower to any car, you should probably address the clutch.  JJ wisely did so, and had JD and Matt throw in a stage 3 segmented ceramic clutch from Competition Clutch.

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Rounding out the power and usability adders, and providing a nice segue to start talking about the other aspects of the car, is a 3″ straight piped exhaust from Simple Performance.  As you can see, the exhaust sticks out a bit.  Not an insane amount, but enough to be noticeable.  And it’s also got a bit of carbon fiber wrap on it.  An odd place for carbon fiber, but it’s not the only carbon fiber on the car.

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The side skirt extensions are carbon fiber, and they’re custom.

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As is the Metallic Blue wrap.  JJ dropped the car off at Justin’s Tint, where the man himself wrapped the car.  The freshly wrapped Scion was taken to Luxe Auto Spa where it was coated with CQuartz FINEST ceramic surface protection, and also had the brake calipers color matched to the wheels and the hats and hubs blacked out.

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Before the wrap, JJ had a ChargeSpeed front lip and rear spats installed.  Not as loud as the Rocket Bunny kits, the ChargeSpeed pieces accent the car without becoming the focus of the car.

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The 18×9.5 Enkei RS05RR wheels also provide a nice, yet not overly distracting touch to the car.  Wrapped in 265/30 BF Goodrich Comp 2 tires, they fill the wheel wells nicely.  The TEIN Monoflex coilovers reduce the wheel gap, while also being great coilovers that make an already stellar handling car handle better.

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JJ has more plans for the car, the most visible is a big APR spoiler that will match the curve of the rear of the car.  Until then, we’ll have to be content with the car that the voting public loves

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
29th May2015

Give Me the Works: Lancia Delta HF Integrale

by Michael Chandler

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Words and photos by Michael Chandler

So, sometime last week CAM turned 5.  Yes!  We’ve been plugging away at this for five years.  Going to track days, meets, SEMA, all sorts of places to show you cool cars and events and people.  In those five years we’ve seen some exceptionally cool things, but more often than not we see some mind blowingly cool things in our own backyard.  Things like a Lancia Delta HF Integrale running about in one of the HPDE groups at the last NASA Utah weekend.

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The Delta was Lancia’s last Group B WRC monster.  It featured an insane twin charged, two liter, four cylinder engine.  It was the peak of rallying insanity!  This isn’t one of those, BUT it is a former “works” car.  The 16 valve engine produced 200 horsepower, and sent the car to 62mph in five and a half seconds.  Five and a half seconds doesn’t seem fast today, but that was faster than an E30 M3 and a half second behind a 911 Turbo of the day.

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This belongs to a fellow also named Mike.  He, like myself, is also from the Chicago area so we hit it off quickly.  He told me that this is one of two former works cars in the country, and that its sister car competes in hill climbs and ran the Tail of the Dragon.  Hopefully this car will follow in its sister car’s footsteps (tire marks?) and get into some classic rallies and hill climbs.

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These cars are legal for import now, but you may want to think twice before having one shoved into a container.  Lancias were never really known for being rust proof.  In fact, about a third of all Lancias made in the late 80’s and early 90’s have completely rusted away*.  Also, these being performance vehicles they have probably been beat on.  Pretty hard.  And finally, while people in the States have been messing around with engines like the RB series and SR’s, not a lot of people have been messing with Lancia mills over here.  Something to think about, because you don’t want to find yourself 1500 miles away from the nearest mechanic when you start hearing a ticking noise.

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All that said, I’d bring one over in a heart beat.  Just look at it!  It’s a four door hatchback, but it’s so much better looking than a four door Golf.  The wide fenders and bulged hood don’t seem like tacked on after thoughts, they look like they were always meant to be there.  They have a purpose, but not to the point where it’s sacrificing aesthetics.  It’s definitely a child of the 80’s, but unlike an IROC Camaro it hasn’t become associated with the cheesiness of the decade.

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I could throw all the usual cliches a writer uses when describing an Italian car, but I’m not going to.  But I will leave you with a question: if you could bring over a former race car, what would it be?  It has to comply with our current import laws (that draconian 25 year crap), but besides that it can be any former race car.

 

28th May2015

When the Flame Dies Out

by Michael Chandler

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Words and photos by Michael Chandler

Nothing lasts forever.  Memories fade, seasons change, and projects run their course.  Such is the case with La Flama Blanca, Dallion Felton’s Evo X street car/RallySport Direct’s project car.  After two years and 80,000 miles, it was time to say goodbye.  So I made Dallin, and his little doge Hiroshi, drive to an office park so I could say goodbye to the car.  And also to play with his dog, but mostly to say goodbye to the car.

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The car looks mostly the same, sans all the vinyl decals.

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It still has the APR splitter, vortex generators and GTC 300 wing.  It sits on the same red 18×10.5 Volk TE37RTs, and it still has the Ohlins coilovers.  To be honest, this thing is pretty much the exact same as it was back in February.  That’s not a bad thing at all.  Back then it put down a healthy 293 horsepower and 289 lb/ft of torque, which is pretty good considering what power adders were installed.

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Fairly simple straight forward things: Tomei Titanium cat-back, test pipe, Big Mouth downpipe, and upper intercooler pipe.  A Mishimoto intercooler, oil cooler, and radiator are things you would find on a lot of street driven Evo Xs, as are the AEM intake and TurboSmart blow off valve.  The biggest changes are ones you can’t see.

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Those big changes?  A set of 1300cc fuel injectors from Injector Dynamics, a Cosworth high volume fuel rail, a TurboSmart fuel pressure regulator, and an AEM E85 capable 320lph fuel pump cradled in a Cobb Tuning fuel pump holder.  Oh, and a Cavalli Stage 2 Turbo.  The ball bearing, single scroll turbo has a 58mm inducer and 56mm exducer, and fits like the OEM turbo.  Despite fitting like the stock turbo, it makes more power than the stock turbo.  How much more?  With a fresh tune on 91 octane the car put down 330 horsepower and 277 lb/ft of torque.  On a  tune optimized for E70 (ethanol, corn fuel, stuff you can’t get at a pump in Salt Lake County as far as I know) it made 408 horsepower and 345 lb/ft of torque!

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Those are respectable numbers for a street car!  And there’s more room for the next owner to turn up the heat.  The turbo can move enough air for 600 horsepower.  And yes, I said next owner.  By now the car, and many of its parts have found new homes with other Evo Xs.  Fear not, Dallin is on to bigger and better things.

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And he still has his dog.

BONUS GALLERY!!!

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.