19th Apr2016

Buy Something or Get Out

by Michael Chandler

Integra Type-R feature Michael Chandler CAMautoMag-11

There’s a lot of wiggle room in that statement.

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
02nd Mar2016

PREPARE TO HAVE YOUR MINDS BLOWN

by Michael Chandler

Gumball Impreza Michael Chandler CAMautoMag (24 of 25)

Remember David’s WRX swapped 2.5RS?  Cool, put a pin in that.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-1

Now do you remember Rhett’s turbo, time-attack Integra?  Great.  Now, imagine if David had the Integra, and Rhett had the Impreza.  Got that mental picture?  Now put your hands on your ears, cause I’m about to blow your minds:

David and Rhett traded cars.

Boom.  The Integra is going to become a cool ass street car, and the Impreza is gonna have some cool stuff done to it and might end up on the track at UMC.

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
17th Feb2016

Nice Accord, Bro

by Michael Chandler

Integra cover (1 of 1)

It’s always nice seeing an Accord done up in a clean way

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
21st Jan2016

The Best FWD Sports Car

by Michael Chandler

Integra Type-R feature Michael Chandler CAMautoMag-20

 

If you’re going to drive any front wheel drive car in stock (or near stock) trim, it should be an Integra Type-R.  197 horsepower from a hand assembled 1.8 liter four cylinder twin cam engine, featuring Honda’s legendary VTEC system.  A five speed transmission, geared to match the engine’s propensity to rev to the moon.  Chassis stiffening not found on any other Integra, every enthusiast NEEDS to get behind the wheel of one.  

12th Nov2015

Classics Never Go Out of Style: Integra Type R

by Michael Chandler

Integra Type-R feature Michael Chandler CAMautoMag-20

Words and photos by Michael Chandler

What we have here is, arguably, the best front wheel drive sports car ever made.  Perhaps one of the best sports cars to come out of Japan in the late nineties.  It was light, it was agile, it made 197 horsepower from 1.8 liters.  It was the thing of legends: a giant slayer made by the same people who made humble econoboxes.  From 1997-2001, skipping 1999 entirely for some reason, Honda sent a little over 3800 of these glorious cars over here.  And my friend Jeff has one, and has had one as long as I’ve known him.

Integra Type-R feature Michael Chandler CAMautoMag-2

He’s kept his build simple.  So simple that he ditched the supercharger that was on the car when he bought it.  I think the car is better for it.  “Why fix what isn’t broken?  It came with many interior, exterior and performance upgrades from the factory.”  Indeed it did Jefferson, indeed it did.

Integra Type-R feature Michael Chandler CAMautoMag-12

He’s kept the exterior mods to a minimum.  A Seibon carbon fiber hood replaces the factory metal piece, and a Shark2 antenna replaces the bigger OEM aerial.  The wiper for the rear window has been deleted, and some S2 Carbon Works winglets add a little something extra to the front end.  Interiorwise, the car hasn’t really been changed much.  You aren’t seeing any pictures of it, because I always think that the interior is 99% OEM and unchanged.  That’s wrong, because I always forget about the AEM UEGO wideband and oil pressure gauge in the gauge cluster bezel.  ALWAYS!

Integra Type-R feature Michael Chandler CAMautoMag-13

Anywho, the Integra Type R was already a brilliant handling car from the factory.  Other Honda owners would clamor for OEM ITR springs, struts, chassis bracing, and other suspension bits to improve the handling of their cars.  The only thing not OEM on Jeff’s car are the H&R springs.

Integra Type-R feature Michael Chandler CAMautoMag-3

A set of Highland Bronze powder coated Kosei K1 wheels are on, instead of the OEM wheels.  The Kosei’s measure in at 15×7, with a +35 offset.  Those are wrapped in a set of 205/50 Yokohama S.drive tires, which provide plenty of grip for some spirited driving.

Integra Type-R feature Michael Chandler CAMautoMag-6

Under the Seibon hood is the ultimate version of Honda’s B series of engines: the B18C5.  1.8 liters, twin cam, variable valve timing, with hand polished intake and exhaust ports.  It has higher compression, lower friction pistons compared to the Integra GSR.  It has a single port intake manifold, and a larger throttle body.  The camshafts have higher lift, and longer duration.  Everything about this engine is better than the B18C1 in the GSR.  And Jeff has done nothing to any of that.

Integra Type-R feature Michael Chandler CAMautoMag-7

He’s added a Comptech Icebox intake, and replaced the header with a JDM 4-1 piece.  Between the header and the Tannabe Hyper Medalion exhaust is a high flow catalytic converter.  The combination makes for a sound that isn’t the raspy garbage people think of when they hear “modified Honda”, it sounds good.  An Exedy clutch replaces what would be, at the youngest, a 14 year old clutch.  A B&M fuel pressure regulator and 255 lph Walbro fuel pump are still around from the supercharged days, but why replace two fully functioning parts?  Crome engine management runs inside the P30 ECU.

Integra Type-R feature Michael Chandler CAMautoMag-9

A carbon fiber spark plug cover sits atop the classic Wrinkle Red valve cover.

Integra Type-R feature Michael Chandler CAMautoMag-16

“What makes a great Integra Type-R isn’t what’s done to it, it’s what isn’t done to it.”  That quote has guided Jeff in his build, and it’s a good one.  The Integra Type-R will live on as a classic, an example of the epitome of how good a front wheel drive car can be.

BONUS IMAGES

Integra Type-R feature Michael Chandler CAMautoMag-4

Integra Type-R feature Michael Chandler CAMautoMag-11

Integra Type-R feature Michael Chandler CAMautoMag-14

Integra Type-R feature Michael Chandler CAMautoMag-17

Integra Type-R feature Michael Chandler CAMautoMag-18

Integra Type-R feature Michael Chandler CAMautoMag-19

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
12th Nov2014

The Custom Touch: Time Attack Integra GSR

by Michael Chandler

Time Attack Acura Integra feature CAMautoMag Michael Chandler-1

Words and photos by Michael Chandler

What you see here is something we can all get behind.  Literally and figuratively.  This is an Integra GSR that has, to say the least, a lot of work done.  To say the most it’s had the custom touch applied to almost everything.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-15

We met Rhett at Miller Motorsports Park at a NASA event about a year ago.  He was there campaigning his GSR in  Time Trial.  We really dug the car, and Rhett.  He’s a humble, down to Earth guy.  We chatted with him for a little bit, then he loaded up the car and disappeared back to Idaho.  For a while.  We honestly thought he had disappeared  and was gone forever.  Thankfully that wasn’t the case, and he and the car reappeared .

Time Attack Acura Integra feature CAMautoMag Michael Chandler-6 Time Attack Acura Integra feature CAMautoMag Michael Chandler-5

In his absence from the track he did some work.  Some very custom work to the front end especially.   He didn’t really like any of the aftermarket bumpers on the market, but he liked some aspects of them.  So, he bought one and cut it apart.  He liked the Voltex bumper for the Lancer Evolution, so he grabbed some cans of spray foam and got to spraying.  He cut and trimmed, and shaped and formed, and he had a mold for a bumper.  But then he decided he didn’t like it, and started looking at cars closer to his Integra.  Specifically the Honda S2000, because both are long hood vehicles, as opposed to the stubby hooded Evo.  Out came the knife and the spray foam and, after filling the garage with foam shavings, he had the foam cored Carbon Fiber bumper you see before you.  It’s so strong you can stand on the inlet and only have to worry about scratching the finish. The canards are are also one off pieces, made by vacuum infusing utilizing carbon fiber with foam cores.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-17Time Attack Acura Integra feature CAMautoMag Michael Chandler-4

Continuing the one off theme, the hood is also something Rhett and company fabricated.  No, he didn’t just cut a hole in the hood and slap on a set of DMax vents.  It’s vacuum infused carbon fiber with a foam core.  The fenders have been heavily modified with a mix of carbon fiber and fiberglass around foam cores.  The roof is also vacuum infused carbon fiber around a foam core.  Even the APR GTC 200 wing sits atop custom chassis mounted stands.  The only exterior parts that aren’t custom are the Pro Car Innovations side skirts, rear bumper and doors.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-7

The interior hasn’t received nearly as many custom touches as the exterior, but it does have some nice touches like the carbon fiber panel with Carlyle rocker switches.  Cobra Sebring Pro seats replace the factory chairs, with Crow five point harnesses holding the occupants in place.  A Tuner View II display has been custom mounted, and JDM arm rest and airbag deletes installed.  Gear changes are initiated with a Hybrid Racing adjustable shifter, and directional changes are made with a 330mm MOMO steering wheel on an NRG quick release.  And since he runs in NASA sanctioned events, and not some fly by night series, he has a 6 point certified roll cage.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-13

Rhett campaigns the Unlimited class, where his competition includes an R35 GTR and an Audi R8 LMS.  He couldn’t just roll out there with crazy aero and nothing more than an exhaust, so he got to work on making the B18C1 mill ready to handle the stout competition.  The block itself is stock and retains the OEM 81mm bore, but the pistons and rods have been tossed in favor of Wiseco Race shaped and prepped pistons atop Eagle rods.  ACL race bearings keep things spinning in an orderly manner.  The cylinder head has received plenty of love as well.  It’s been ported, polished and bowl matched and lovingly stuffed with GSC T1 camshafts and Supertech HD valve springs and retainers.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-10 Time Attack Acura Integra feature CAMautoMag Michael Chandler-14

Up top there’s a Skunk2 Pro Series intake manifold with a 70mm Pro Series throttle body bringing in the air.  A Skunk2 composite fuel rail sends fuel to a quartet (…four) Injector Dynamics ID1000 injectors.  A 6 port B&R breather box keeps the air out of the oil, before sending it through the custom thermostatic oil cooler setup.  The cooler itself is almost the size of a stock Civic radiator! The 1.8 liter VTEC mill is held in place with Hasport billet mounts with 94a durometer inserts, and Avid billet torque mounts

Time Attack Acura Integra feature CAMautoMag Michael Chandler-12 Time Attack Acura Integra feature CAMautoMag Michael Chandler-11

All of that oil cooling is necessary because there is a Turbo By Garrett GT3071 turbocharger hanging off of a LoveFab Mini EQ manifold. The manifold has been wrapped and the turbo itself sits under a blanket, both are from DEI. That hairdryer gets it’s fresh air from a custom, carbon fiber ram air air box and massive four inch piping.   Since this isn’t some old turbo Colt, there’s an intercooler.  A big one.  A big, custom dual back door piece.  The excess pressurized air is releived via a Synapse blow off valve.  Because of the increased thermal load, there has to be a big, custom radiator.  The spent air, after exiting the turbo, leaves the car through a custom three inch V-Band exhaust with a five inch, round, Magnaflow muffler.  Other custom parts include a custom electric power steering, and water pump system.  There’s also a custom transmission cooler and pump set up.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-8

Which is good, because there’s an Elite/Gear X Transmission straight-cut 1-5 dog box that needs to be kept cool.  Shoved in that transmission is an OS Giken 1 way plate differential, which sends power to Drive Shaft Shop 3.9 axles and hubs.  Massive StopTech four piston calipers clamp down on 12.9 inch rotors.  There are bronze and spherical bearings all over the car from Password:JDM, Pro Car Innovations and Special Motorsports Projects.

Time Attack Acura Integra feature CAMautoMag Michael Chandler-16

Password:JDM also provided the rear camber and lower control arms, and Hard Race provides front camber A arms.  There are Eibach Multi Pro R2 coilovers at all four corners, because adjust-ability is crucial when you’re chasing fractions of a second.  An ASR subframe brace  and Integra Type-R rear sway bar are, well, in the rear. Rhett has two sets of wheels for the car, and three sets of tires.  Variety is the spice of life, and being well prepared for most situations is pretty awesome.  Depending on the day the car is either on a set of 17×9 Rota Grids, or 17×9.75 XXR 527s.  His choices for rubber are 235/40 Toyo R888s, 225/40 Hoosier R6s, and finally 255/40 Hankook RS3s.

SEMA 2014 Friday CAMautoMag.com-73

As we were shooting the photos, Rhett told me his car was invited to compete in the Optima Ultimate Street Car Invitational and also have a spot in the SEMA show.  This was an awesome thing to hear, and really cool to see his car at the show and roll out.  How did Rhett do? Well, much like the day we shot the car he was having issues.  The fuel pump went out, so a stock one had to be used.  This meant 30% throttle, no more than 6500rpm, and no VTEC.  Suddenly becoming the lowest horsepower vehicle sounds like it would have been a disaster, but Rhett managed to finish twenty-eighth out of  ninety-two competitors.  Not too bad for something built in a garage in Idaho.

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

 

 

03rd Oct2014

NASA Utah Round 6: The Equalizer

by Michael Chandler

NASA Utah Round 6 Lightning CAMautoMag Michael Chandler 2014 (2 of 5)

 

Words and photos by Michael Chandler

They say rain is the great equalizer, and on Saturday the old saying was put to the test.  There were those who came prepared, like Todd Green and Derek Wolthoff who had proper rain tires, and those who weren’t, which was the Spec Z field.  Rumor is that they went and raided local tire shops for anything better than the dry weather tires they all had.  One driver in the group was even on Blizzak snow tires!  Despite very few people being prepared for the weather, I was one of the many who weren’t prepared for the cold and driving rain, there was some serious racing going on with championship implications attached.  We’ll start off in the Lightning group, where the usually quick Z cars were slowed by the downpour.

Todd Green, on a set of Hoosier rain tires, led the field in his Pro Touring E Miata.  He took the overall win, and class win (by 58 seconds!), with Matt Guiver in second in the Paul Mitchell Miata.  Ole Paul was on the Toyo rain tires Todd used in the very wet qualifying session.  Matt’s performance has, in some minds, proven that he is some sort of wizard.  The podium was rounded out by Allan Anderson, who was in first for the championship.

Spec Z had Paul House putting together a solid race and claiming a well deserved victory over the normally strong, if not dominant, Arthur Golebiowski.  The Lightning qualifying session was relatively dry, but by the time the start of the race rolled around the heavens had opened up and unleashed a torrent.  Paul had the stock 350Z wheels on, which lead me to believe he had at least the OEM tires on for the race.  Arthur was on the Enkei RPF1 wheels he has used for every other event, so it’s safe to assume he was out on tires that weren’t best suited for the conditions.

Spec Miata was taken by Chris Bond, with David Sherman and Joe Schubert following behind.  Unfortunately the rain spread the field out quite a bit, with a little over twenty seconds separating first and second, and second and third.  McKay Snow was noticeably absent, probably because he was preparing to make his debut in the IMSA Cooper Tires Prototype Lights Powered by Mazda at Road Atlanta.

And good guy Gus Stribakos threw some different wheels and tires on his Porsche, went out and turned some laps.  In doing so he solidified his GTS3 title, and so we say congratulations Gus!

Terry Binner officially secured his Super Formula title by taking both of the races on Saturday.  He didn’t have to run either of the races in their entirety, going in to the weekend he had a dominating 380 point lead over Steve Burns.

In Formula, Steven Costello had to score points to hold off any challenger to his season title.  Troy Duffin, third place in the championship standings, took both of the races on Saturday, but (at least according to my rudimentary math) could not overcome the 270 point deficit.  However, he did leap over Chris Taylor for second in the standings.

TT was a little different.  Greg Valdez stepped up to TT1 from TT2 in not the best of conditions for Lelantos.  Still, the Ziptie Dynowerks sponsored STi put forth a solid effort and finished second.  Derek Wolthoff took the Makes and Models Audi R8 LMS for two sessions, and proceeded to win the class.  Both Greg and Derek ended the day as champions though.  Derek in TT1, and Greg in TT2.

Brendon Stewart made a brief return to TT2, and came in second to David Bradshaw.

James Pasquier in his yellow Porsche 911 edged out John Carver’s black Corvette for the TT3 win

Rhett Panter made his second appearance of the season and took TTU in his Acura with all of the downforce.

TTE had David Sherman and Joe Schubert battling for the win for the day (David won) with Jeb Brown and Ben Lamberson continuing their championship fight, with Jeb squeaking out a third place finish ahead of Ben by less than half of a second.

Chris Bond ran one session, and claimed the TTD victory.

Thunder had four classes.  One massive class (ST3) and three one man classes (GTSU, ST2 and SU).  Brendon Stewart was the lone ST2 competitor, as he has been most of the season, and by winning (again) solidified his season title.  Derek Wolthoff ran against a strong field of nobody, made only two (that I know of) off track excursions and won GTSU.  And Joe Sim, of Turbo Lab fame, trotted out his NSX and claimed the SU win.  I really wish it wasn’t cold and rainy, because I would have loved to see the NSX turn some truly screaming laps.

Now ST3 was where the action was.  Travis Tidball and Cary Wilson had only 16 points between them in the championship standings.  So it was Corvette vs. Corvette, and it didn’t look too promising for Cary.  Going in to turn 1 he looked slow and did get the back end loose at the exit.  Travis looked like he was ripping through everything, driving like a hero.  BUT looks can be receiving.  Cary took the win in dominating fashion, holding off Travis for another day.  Cary’s win was bolstered by Alex Whetman (third in the championship, spitter of fire from his Focus of Doom) coming in third, lessening the dent Travis put into Cary’s lead.

And so there we have it.  A rainy, generally miserable day yielded some champions from the diminished fields.  Sunday was a much better day, and more people showed up then.  I wasn’t one of them, because I went to a car show.  Oh well, I will be at the season ending Enduro on October 18.  Not gonna miss that, and I sincerely hope you don’t either!

*Article and Photos are copyright of CAMAutoMag.Com and their respective owners.
08th Jun2012

Photo Friday

by Michael Chandler

Ahh the weekend is almost upon us!  I know, you gotta slog through this last day of the work week.. We’ve all been there, but hopefully these purdy new wallpapers will help make today a little less painful.  You know the drill by now: right/control click and view image, then right/control click and save as.

JDM Legends is all about the old school.  Old Skylines, Celicas and 510’s are the usual fare.  Sometimes those cars come with awesome stuff under the hood, such as these Mikuni carburetors.  They were hanging off an old Toyota motor.  It’s in black and white for two reasons: #1 it keeps with the old school feel and #2 black and white is just so awesome sometimes…  Like right now

 

We go from the classic to the going-to-become-classic.  Despite being an impostor, this base model RSX looks just as good (if not better than) the more sought after Type-S’s and Type-R’s.  Nothing too crazy going on, just the right amount of modifications to get this thing going down the path to being a classic.

Words and photos by Michael Chandler

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

 

 

Off
06th Jun2012

Impostor!

by Michael Chandler

 

I know some of you are going to just look at these pictures. I’m ok with that. What I’m not ok with is the odd chance that you’ll mis-label this base model RSX as a Type-S or a Type-R clone. It’s neither of those. It’s better than those.

 We’ve been following this car for a few years now. We used to see it at Supremacy Racing a lot, but we never really followed the build in detail. We would just ask “How is Ryan’s DC5 coming?” and Frank or Kel would say “It’s going good” and that was that. As you can see here, it has become very good.

 

Now, back to dispelling those Type-R/S myths: outside it’s sporting some, SOME, JDM ITR pieces such as the front bumper, red H badges and the Integra badge on the back. The fenders are just plain old JDM pieces, along with the sidemarkers. It’s sporting a full VIS Type R lip kit (front and rear lips and the side skirts), which accentuate the fine lines this RSX already has, and a TopOne splitter sits below said lip to help this thing move alone smoothly. A Buddy Club hood with Aero Catch hood pins round out the exterior modifications and keep the beating heart of this thing out of site, but not out of mind.

 

Much like the Telltale Heart, the motor lies out of sight. Tormenting those that attempt to cross it. That heart is a K24A2 with an RBC intake manifold and a SSR Race header, which dumps into a three inch K Teller exhaust. It might not seem like much, but like the red Civic from our Odd Couple article there’s not much to this car. That 2.4 liter mill resides in a wire-tucked engine bay (courtesy of Alex Prasop) and is held in place by a set of Innovative motor mounts. A RyWire millspec wiring harness connect, among other things, the Hondata ECU to the necessary bits of the engine. Necessary bits like the fuel injectors, which are attached and fed via a Golden Eagle Pro Series fuel rail. That jet black fuel rail sits in front of the trademark Wrinkle Red ITR valve cover, which sports a matching ITR spark plug cover.

Hanging off the engine is a six speed transmission from an RSX Type-S, which has been stuffed with oh so many goodies. An ITR limited slip diff has been added, along with the 5.0 final drive from a Honda CRV. The synchros have been upgraded to carbon pieces and the stock clutch has been tossed in favor of an Exedy piece.

The car rests upon a set of Enkei RPF1’s. The rears are 17×9 +22 with 235/45 Falken tires, while the fronts are almost the same, except they’re +35 and wrapped in fatter 255/45 Falkens. Behind those front split six spoke wheels is a Stoptech big brake kit and ITR control arms with PCI bushings. Behind the rear split six spoke wheels are Powerslot rotors and Hawk brake pads, Skunk2 control arms, a Beaks tie bar, an ASR subframe brace and a SPC camber kit. Tein Type Flex coilovers provide the stance, Stoptech steel braided brake lines provide the hydraulic pressure to reel this coupe in, and an Autopower 6 point roll cage keeps the occupants safe in case things go horribly wrong.

 

Speaking of the occupants, they sit in F1 Spec Type 3 seats and are held in place by Sparco harnesses. Course adjustments are made with the MOMO steering wheel, which is attached to an NRG adapter hub and quick release. Pertinent information is gathered from the Autometer Oil Presure and Water temperature gauges, the AEM UEGO wideband, and the Type-S gauge cluster. You perform your fancy footwork on a set of Mugen pedals.

 

This car started life as a ho-hum base model RSX, but after an infusion from it’s Type-R and Type-S brothers (and TSX and CRV cousins) this DC5 is better than the both of them.

Words and photos by Michael Chandler

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com
25th Apr2012

Yes SiR: Honda Integra SiR-G

by Michael Chandler

 

We all face dilemmas: what am I going to have for lunch?  Should I put on pants today?  Whatever, but some of us have more unique problems.  Problems like: should I drive my VIP RL or my right hand drive Integra?  Omar had this problem, and he chose the Integra.

This Accord Integra comes straight from Japan, where we can only assume it lived a decent life.  It then came here, where dreams come true and everything is set up for the LHD life.  Not deterred, Omar began making this slightly used ’97 Integra his.

The first thing you notice about this DC2, other than the steering wheel being on the wrong side, are the bright white 16×8 Gab Sports wheels.  Those white wheels have black Falken Azenis tires mounted on them, and the whole wheel/tire combo is mounted on 4×114 Integra Type R hubs!  Those hubs came with the brakes and all the other what-have-you you get (except for the lower control arms!  Those are BLOX pieces) when you pull them off of an ITR.  Holding the car up, or keeping it down, are a set of Raceland coilovers.  Rounding out the suspension set up is an ASR subframe brace, which stiffens the rear and looks mighty fine while doing so.

 

The next things you’ll see when perusing the car are the little body accents that have been fitted.  Small, hardly noticeable things such as the Backyard Special front bumper and Carbon/Kevlar lip or the replica Mugen generation two spoiler or the OEM Honda window visors, side skirts and rear valences.  These, minute details pale in comparison to the pronounced carbon fiber hood and Integra Type R headlights.  To be frank, if you didn’t know what you were looking for you would think that this is how they come stock.

 

 

So we have established that it looks pretty, but how does it get along?  Is it still rocking the B18C mill it brought with it on the boat ride over?  Does it have some obnoxious, straight pipe exhaust?  Is there anything else under the hood besides the vin tag and radiator cap?!?  Allow me to answer all these questions, starting with the last one: yes.

The 1.8L VTEC mill has been replaced with a new hybrid motor!  A K24 block has been fitted with a K20 head and has been jammed under the hood.  Air conditioning and power steering did not make it under the hood, but a Karcepts A/C and power steering delete kit did.  The OEM intake manifold and throttle body are being used elsewhere (doorstop?) because Skunk2 pieces have replaced them.  The old fuel rail has also been turned into a giant comb upgraded to a Golden Eagle piece.  An SSR header exits to a 3 inch APEX’i exhaust now for a few reasons, but mostly because this whole setup is more powerful and sounds better.  A pair of Drive Shaft Shop axles get the power to the wheels, allowing this whole thing to get to moving.

 

Inside the cabin is where the magic happens!  Or it would have if this shoot of ours didn’t get rained out.  While I cant show you, I can tell you.  You sit in red Recaro seats, while Takata harnesses hold you firmly in place.  You grip a Personal steering wheel attached to a NRG quick release hub, and you change gears with a Circuit Hero shift knob atop the stock shifter wrapped in an ITR shift boot.  Your feet, when not on the pedals, rest upon ITR floor mats.

 

And there you have it.  A man was faced with a dilemma, and after some coaxing, he made the decision to drive his other awesome car that day.  Now should I have a can of frosting for lunch?..

 

 

-Words and Photos by Michael Chandler, Video by Trent Bray

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

Pages:12»