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.

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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 .

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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.

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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.

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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.

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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.

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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

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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.

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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.

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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.

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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.

 

 

31st Mar2014

NASA Utah Round 1: Time Trial

by Michael Chandler
NASA Utah Round 1 Thunder and Lightning group CAMautoMag Michael Chandler (105 of 105)

Smith-Burke Racing setting their second record of the day!

Paul McGarvey in his second run group and second Miata

Paul McGarvey in his second run group and second Miata

 

Many TT drivers had moved up to the road racing classes, and several had not completed their off season builds yet. Absent was everyone’s favorite Wyoming local, TT1 Champion Shawn Murphy, but he came down to visit and show his support and supply NASA Utah’s own Matt Guiver with a well deserved malty beverage. Smith-Burke racing ran fast laps in both the racing group and the time trial group.  Paul McGarvey joined the Vette with his V8 powered Miata, but Paul was one man splitting time between two different classes, while J.R. Smith and James Burke could split seat time.  Hard work paid off and the Vette managed to break Danny Popp’s four year old TT1 track record with a 1:58.09.

Greg Valdez

Greg Valdez

Scott Corsetti chasing down Josh Miller

Scott Corsetti chasing down Josh Miller

In TT2 Greg Valdez picked up right where he left off at Nationals last year.  His 2:04.356 was more than enough to take the win over Scott Corsetti’s 911 turbo. Greg repeated his victory on Sunday. Both TT2 drivers were good sports and spent a great deal of their day instructing new drivers in the HPDE program.

NASA Utah Round 1 TT CAMautoMag Michael Chandler (12 of 14)

Trip Hunter

NASA Utah Round 1 TT CAMautoMag Michael Chandler (11 of 14)

Corry Perkins

NASA Utah Round 1 TT CAMautoMag Michael Chandler (6 of 14)

John Carver

TT3 saw new and old Porches battle a Corvette and a WRX wagon.  Rookie time trial driver Trip Hunter took the class win in his Martini Liveried Porsche 911 Carrera 4 GTS, posting a 2:11.793, 2.8 seconds ahead of Corry Perkins’s 911.  Rounding out the podium was John Carver, who put his black and silver Corvette in third with a 2:15.329.  Josh Miller drove his WRX wagon to a fourth place finish (2:16.879), and James Pasquier posted a best time of 2:18.657 in his yellow 993 chassis 911, the oldest, but perhaps classiest, car in the field.

Kyle Schick

Kyle Schick

Reigning TTU Champion Kyle Schick was learning how the RaceCo/OS Giken/Ohlins Racing/VP Fuels/AMS GTR handled in rear wheel drive configuration.  2:04.185 was his best time during Saturday’s sessions.

Will we see Shawn Murphy next round?  Will Trent Smith get all four wheels of the GTR spinning together?  Can there possibly be more Porsches on track?  Find out all of this and more next month! The next race weekend is April 25-27 on the West track.  Registration is open and we look forward to seeing everyone return for Round 2 of the NASA Utah racing series

Words by Michael Chandler and Matt Guiver.  Photos by Michael Chandler

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