performance - Ken Gilbert

“ 

KEN GUSHI 

SCION RACING DRIFT DRIVER 

TRD REAR 

SWAY BAR 

Constructed of 

high-quality spring 

steel, the sway 

bar offers added 

performance and 

enhanced handling. 

I TRUST TRD ® 

PERFORMANCE 

PARTS FOR MY tC.” 

TRD COIL-OVER 

SHOCKS 

This high-performance 

coil-over shock spring 

combination, with 

adjustable ride height, will 

help improve handling 

and give your tC a low, 

aggressive appearance. 

TRD LIMITED SLIP 

DIFFERENTIAL 

The TRD Limited Slip 

Differential delivers 

increased traction under 

hard acceleration by 

seamlessly sending 

power to the wheel with 

the better grip. 

TRD HIGH 

PERFORMANCE 

BRAKE KIT 

Improve fade resistance 

and enhance pedal feel with 

the TRD high performance 

brake kit. This four-piston 

caliper and one-piece 

rotor design is optimized 

specifically for the tC.

TRD COLD AIR 

INTAKE 

The TRD cold air intake 

system 2 features Mandrel 

bent aluminum tubing 

that allows for smoother 

airflow to the engine, it’s 

dyno-tested to increase 

in both horsepower and 

torque. 

TRACK-BRED, RACE-PROVEN. 

TRD high-performance accessories are engineered to help 

enhance the performance and handling of your tC. They’re 

also engineered specifically for your vehicle, ensuring a 

precise fit. What’s more, TRD accessories are covered under 

warranty 1 and won’t impact your vehicle’s warranty. Visit your 

local Scion dealer or scion.com for more info. 

Vehicle shown is a race-prepared car and is not intended for use on public roads. 1 When installed by an authorized 

Toyota or Scion dealer, TRD accessories are warranted for 12 months or 12,000 miles from the date of installation or for 

the balance of the new car warranty in force at the date of installation, whichever is greater. 2 Race or Off-Highway use 

parts have no warranty and may not be installed by a Scion dealer on a vehicle intended for use on public roads. This 

part may not be sold with a new vehicle and may not be financed together with a new vehicle. Installation of Race or 

Off-Highway Use Parts may adversely affect the warranty coverage of your vehicle. Please see trdusa.com for complete 

warranty information. ©2010 Scion, a marquee of Toyota Motor Sales, U.S.A., Inc. All rights reserved. Scion and the Scion 

logo are trademarks of Toyota Motor Corporation.

To order contact: 

or call (800) 880-0960 

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ON THE COVER: 

It’s the battle between good and 

gooder: B versus K. Which is best? 

Sean “the Hoef” Klingelhoefer 

travels to NorCal to find out. 

p86 

COVER 

STORY 

16 SUPER STREET JULY 2010 

p54 

CONTENTS 

Features 

032 QUICKIE 

ASM S2000 street test 

044 SOHC DAMN FINE 

The final chapter for Bisimoto’s War Wagon 

050 FIRST LOOK: HONDA’S 

SUPER GT WEAPON 

The HSV-010 is lookin’ for some action 

054 FAMILY FEUD 

Hella hyphy Honda tuning. Get your B and 

K-series grooves on 

074 INTAKE/HEADERS/EXHAUST 

BUYER’S GUIDE 

Let your car flow right 

086 GRIP ATTACK 

Serious track-prepped EG 

106 WTF? (YES, IT’S A NEW 

DEPARTMENT) 

RWD Prelude? OMFG? Yes! 

110 BACK IN THE DAY 

Dave Chik’s primo DA. You better recognize 

Events 

034 NEW YORK INTERNATIONAL 

AUTO SHOW 

All-new debuts from Scion, Subaru, Acura 

and Mitsubishi 

038 OSAKA AUTO MESSE 

040 XDC IRWINDALE AND REMIX 

P106 

superstreetonline.com 

SUPER STREET (ISSN #1093-071X), JULY 2010 Vol. 14, No. 07 

Copyright © 2010 by SOURCE INTERLINK MAGAZINES, LLC. All Rights Reserved. Published monthly 

by SOURCE INTERLINK MEDIA, LLC. 261 Madison Avenue, New York, NY 10016. Periodicals Postage 

Paid at New York, NY and at additional mailing offices. Canada Post International Publications Mail Sales 

Agreement No. 40612608. Canada returns to be sent to Bleuchip International, P.O. Box 25542, London, ON 

N6C 6B2 Canada. Subscription rates for 1 year (12 issues): U.S., APO, and U.S. Possessions $22.97; Canada 

$34.97 (price includes surface mail postage to Canada and GST—Reg. #87209 3125 RT0001); all other 

countries $46.97 in U.S. Funds. For a change +of address, six weeks’ notice is required. E-mail superstreet@ 

emailcustomerservice.com, call 800/456-6426 or 386/447-6385 (Intl) or write to Super Street, P.O. Box 

420235, Palm Coast, FL 32142-0235. Please include name, address and phone number on any inquiries. 

No part of this book may be reproduced without written permission. Printed in the U.S.A. This book is 

purchased with the understanding that the information presented is from varied sources for which there 

can be no warranty or responsibility by the Publisher as to accuracy or completeness. Postmaster: Please 

send address changes to Super Street, P.O. Box 420235, Palm Coast, FL 32142-0235. 

p32

p34 

p50 

p66 

p74 

p44 

p?? 

p110 

p100 

Tech 

066 GET STACKED 

Custom installing a STACK 

tachometer in an EG cluster 

080 BUMP & GRIND 

D16 camshaft comparison 

092 CASTROL SYNTEC TOP 

CAR CHALLENGE UPDATE 

Preparing for this year’s fight. What car 

should we choose? 

Departments 

020 HOLESHOT 

Editor’s Letter 

022 USUAL SUSPECTS 

Underpaid freelancers we love to boss around 

024 MAIL SACK 

Your Feedback, Our Senseless Replies 

026 INTEL 

News, Rumors & Stuff We Made Up 

028 TETSU’S TALES 

Straight outta Japan! 

031 EDITOR’S COLUMNS 

Little people need to be heard too 

Rear End 

096 TECH SUPPORT 

We pretend to help the needy 

100 OUR GARAGE 

Leroy gets his new shoes and suspension 

104 READERS’ RIDES 

We pretend to like your ride 

108 CALENDAR 

Wut’s good in the world 

114 HAPPY ENDING 

Everyone loves one 

p24

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©2010 Robert Bosch LLC. USA all rights reserved.

RANDOM THOUGHTS 

FROM A RANDOM EDITOR 

Every time we put out a Hondathemed 

issue, it’s a special and 

joyous occasion for us, quite 

honestly because we, the staff, 

are born and raised Honda 

enthusiasts. Although a couple of us have 

graduated on to other tastes, we know that our 

hearts and roots lie deep in a brand that pretty 

much plays the same type of role for a lot of 

you readers out there (the Honda haters, we 

know you’re going to have nothing but sweet 

things to say about this). 

This month, we’ve compiled a short team 

out of a very long list but distinguished of hot 

Hondas; some I feel that best represent the 

scene as it’s become over the past couple of 

years. Our two cover cars came in miraculously 

at the last minute, each representing the B and 

K-series camps; you’ll find that the two engines 

should never be competing against each other 

but rather showing you why each works best 

for its particular setup – you can apply those 

methods to your car building style. You’ll see 

first hand the awesomeness that is Honda’s 

new Super GT dynamo: the HSV-010, a car 

you no doubt have seen on some form on the 

Internet and have probably popped boner jams 

to. Need tech? Sean is going to enlighten you on 

how to equip your car with a custom mounted 

STACK tach; we also have a jam packed cam 

test for those of you still in the D-series squad 

(we haven’t forgotten about you). Oh yeah, 

remember Bisimoto’s 700+whp powered Civic 

Wagovan? We’ve covered it since the beginning 

and the car’s making its final appearance here, 

right after doing what Bisi said he would be 

doing: making big f’ing power. And how many 

of you have seen a RWD Prelude before? Keep 

on reading… 

I’m also very proud to announce the return 

of our Honda FF Battle, which is set to kick off 

this July 31 at the Auto Club Speedway in the 

sweaty, beautiful and sometimes foul smelling 

city of Fontana, CA. Just like our first event 

last year, we’re gathering the best street-tuned 

Hondas the scene has to offer and will be 

putting them up in a competition to see if all 

those pretty parts work as well as they’re 

supposed to, as each car will be put through a 

dyno test, road race and showoff to see who 

comes out on top. No time attack-prepped 

racers and no B-versus-K this time; we really 

want to emphasize street built (as in cars you 

and your friends are likely to build yourselves 

or see at local car meets) and we’ll be using 

General Tires again as a main sponsor to see 

how their latest street treads fair on the track. 

We’re also hosting a mega car meet, which is 

free to attend for anyone who wants to come 

soak in the sun and hang out with a bunch of 

nutty Honda enthusiasts – all you have to do is 

get your ass out to the track and meet us there. 

Come see the cars run on the dyno and the 

track and most of all, have fun. We’re currently 

picking cars as of press time, but we really 

want you to be there to see the magic happen. 

Stay tuned to our Facebook and Twitter 

updates for more details as they come. 

JONATHAN WONG 

jdmwong@superstreetonline.com 

WILL YOU BE OUR FRIEND? 

Leave us a cool or funny comment on any of our 

social networking pages. We’ll print the best ones 

in the mag! Here’s where you can fi nd us: 

www.twitter.com/SuperStreetMag 

www.facebook.com/SuperStreetMag 

www.myspace.com/super_street 

blogs.superstreetonline.com 

EDITORIAL 

Editor Jonathan Wong 

Managing Editor Julie C. Greene 

Associate Editor Charles Trieu 

Associate Editor Sean Klingelhoefer 

DESIGN 

Art Director Bernice Guevarra 

CONTRIBUTORS 

Henry DeKuyper; 

Tetsuya Ogushi; Wes Allison; Scott Dukes; 

Scott Steinberg; Taro Koki; Terence Patrick; 

Joey Lee; Dino Dalle Carbonare; Chris Jue; 

Evan Griffey 

THE PERFORMANCE 

AUTOMOTIVE GROUP 

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ALL RIGHTS RESERVED • PRINTED IN THE U.S.A.

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EVAN GRIFFEY 

We are complete goons when it comes to 

tech articles. But with EG, former editor 

of Turbo Magazine, we give you the 

goods like our D-series cam test. 

JOEY LEE 

The Honda specialist delivers again 

this time with a 700whp street 

Civic Wagon. Yes, a Wagon. 

SCOTT DUKES 

Contributors and Unsavory Characters 

*Images shown are not accurate depictions of said freelancers, 

nor have they ever been. Approach with caution. 

FLY 

Not much is known about the man called 

Fly, or how he managed to shoot the 

new Honda HSV for us. That car is nearly 

untouchable. 

KEVIN DIOSSI 

All the way from Florida we called up Kevin 

to shoot a one-of-a-kind RWD Prelude. No 

one else would have done it. 

After watching Scarface for the 

hundredth time, Scott decided 

to give himself a scar above his 

eyebrow, yet he claims it’s from a 

soccer accident. Come on now, emo 

photographers don’t play sports. TETSUYA OGUSHI 

SEE THIS SYMBOL? (THEN READ THIS!) 

For those of you thinking “what the hell are 

these funny-looking boxes?” and what are they 

doing in our magazine, they’re QR codes and you 

need a smart phone (Blackberries and iPhones 

work best) to unlock the magic. Download the app 

from NeoReader (get.neoreader.com), so you can 

start scanning right away. You could be linked to 

all sorts of cool things, mostly Web-related, but 

who knows? You might win something, too. Just 

keep an eye out and scan when you see it! Note: 

the app may not work for all devices. 

Back in J-pan Tetsu pleads with us to stop 

printing jokes about him being a perverted 

sexual animal. We could say he’s totally 

normal and a really nice guy, but we’d be 

lying. Really.

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Preferred detailing products of 

The Shine That Attracts

YOUR LETTERS, OUR SACKLESS REPLIES 

Is there something you want to tell us? 

Send us your letters at mailsack@ 

superstreetonline.com and with some 

luck, yours will be picked. We reserve the 

right to edit your letters for clarity and 

grammatical errors or simply for the hell 

of it. Bonus points awarded for proper 

punctuation and grammar. Any photos 

submitted become our property, so that 

means we get to Photoshop mustaches 

on your girlfriend if we want. 

PHOTO Jonathan Wong 

MODEL Jocelyn Pascual

WE HAS FOG LIGHTZ! 

So I was wandering around a local parts store 

when on a back wall I spotted something 

familiar. Walking over to the wall I began to 

chuckle at the product before me. How ‘old 

school’ can this be? That’s right, Super Street 

series driving lights by APC! Here’s the 

question though. Do I still get my free gift? 

The box says I get a free issue of Super Street. 

Keep up the awesome work you do with the 

mag. I haven’t missed an issue in years and 

read every single one cover-to-cover at 

least twice. 

Trev-Guy 

Saskatchewan, Canada 

Wow, you actually found the Super Street 

foglights. And you bought it! We’re not 

surprised that no one bought them and the 

store still had them after all these years. They 

weren’t exactly a hit like corporate thought 

they would have been. We don’t suggest you 

put them on your car. Just hang on to them for 

spontaneous hysterical laughter. 

CAR PORN 

Like most of your long-time readers, I’ve 

wanted to write for years, but with so much 

awesome stuff and everything this magazine 

has done for me (sounds cliché but it is true), I 

have never had anything that I had to write 

about, until now. As I walked to the food store 

today to grab myself some grub for dinner, I 

decided to swing by the magazine section, as I 

always do and noticed there was a new April 

2010 issue of Super Street on the shelves. I 

saw the sexiest RX-7 I have seen in awhile. My 

eyes scrolled over to the big ol’ turbo sticking 

out the hood, now there was a tingling down 

below. Upon even further inspection I saw 

“THIS RX-7 ROCKS A RB26 BY THE WAY” and 

then I released in my pants, right there in the 

middle of the isle. Glancing around I made sure 

no one had witnessed my slightly embarrassing, 

yet justified reaction. I picked up the issue and 

started towards the register, realizing that I 

almost forgot to grab dinner. The moral of the 

story is, I want to thank you Super Street for 

showcasing the best cars ever, and constantly 

giving me the motivation to be successful in 

all my life adventures so I too can one day 

build a car worthy of the heavenly pages of 

this fine magazine. 

Thank you Super Street, for being awesome 

and I can’t wait to one day meet you guys 

in person. 

John P. 

Via email 

I think you enjoyed the RB powered RX-7 a 

little more than we did, and we actually got to 

see it in person. If our photos of half-naked 

young girls don’t get you off, our car porn 

definitely will. One way or another, we take 

care of a guy’s needs. Now please stay away 

from us. 

ICE CREAM PAINT JOB 

In the February issue, the SEMA 2009 event 

coverage had a picture of a Kia Soul car. I 

would like to know what the color of this Kia 

car is called. 

Alcides Barahona 

North Andover, MA 

The Kia Soul in question was a collab between 

Kia and Antenna Magazine. The blue ice cream 

paint job was a custom job and not factory. 

You might want to contact Lux Motorwerks 

(www.luxmotorwerks.com), the ones who built 

the car for the show. If they can’t help you out, 

our best guess would have to be VW Beetle 

Vapor Blue. 

WTF IS A BANTAM? 

I have a 1940 Bantam Roadster with a 1985 

Mazda 13B engine, blown and ported. It is 

more a street rod than a tuner car. I want to 

sell it and thought that you might connect me 

with the Mazda group down there. I saw your 

article on Sevenstock and thought it would be 

perfect for my roadster. I would greatly 

appreciate it if you could help me out. 

Don Story 

Pasco, WA 

Sorry Don, but we don’t even know what a 

Bantam is; we had to look it up. And we’re 

pretty sure our readers have no idea what a 

Bantam is either. That’s pretty cool you have a 

rotisserie engine in there, but do you pull any of 

the ladies with that thing at the street races? 

APRIL FOOLS 

After 13 years of reading and subscribing to 

this dirty rag, I’ve decided to write in. The April 

issue was amazing. Every April I would look 

forward to what silliness you guys would come 

up with. The most memorable April fools trick 

being the S2000 R/C car you guys had as a 

feature. Haha, so long ago! I’ve never grown 

tired of this mag. It’s always had the hottest 

cars and the best editorial content. Anyways, 

this issue was amazing. The green Sikky 

S2000 is just beyond crazy. This month the 

whole mag is full of features of cars that are 

original and outstanding. Props to all the 

owners for doing something different. 

Andrew 

Hamilton 

Via email 

And did anyone even 

get our joke on the 

S2000 article? It 

was written by ‘Brian 

Spilner’, the star 

character of Fast and 

Furious. Re-read the 

article for more 

FnF jokes. 

GOOD CAR, 

BAD DRIVER 

I’m a high school student 

in Okinawa, Japan and I know I’m not the 

most car savvy person on this island, but I hate 

it when the kids at my school go out and buy 

cars they know nothing about (cars like the 

Skyline and Silvia). Then they try and drive fast 

all over the place like they are some sort of 

hardcore driver. Stop acting like you know how 

to drive, and go out and watch the pros! Hell, 

I’ll give them all my copies of Super Street 

magazine when I go into school next time. 

Maybe then they will see that they are nothing 

compared to what the people in this mag can 

do. 

Ron Nagy 

Okinawa, Japan 

We can’t even imagine going to a high school 

where the kids have Skylines or real Silvias. 

Those are the cars we would kill for. We get 

the feeling that you Ron are just as jealous as 

we are. Admit it, you’re a hater. Don’t be mad 

because they have turbos and you have the 

short bus. 

MUSCLE CAR WITH A 

TUNER’S HEART? 

I buy your magazine every month. I know this 

is a tuner magazine but I have a 1988 

Thunderbird Turbo Coupe. I would like to know 

what would be the best turbo upgrade for it. 

Heard something about the T3 turbo. If I do 

get that model what other things would I 

need to buy to install it? This is a muscle car 

with the heart of an import, with its 2.4L 

turbocharged motor and 5-speed RWD setup. 

I think it’s going to be a good platform. I plan 

on racing it in the autocross. What do you 

guys think? 

Nathan Westmoreland 

Chicago, IL 

Although your car has a turbo four-cylinder, it’s 

about as foreign as Taco Bell. Wow, those 9th 

generation Thunderbirds are quite hideous 

looking. We suggest selling it to the first beef 

jerky eating cowboy you can, and finding 

yourself a 240SX. But if you must build it, T3 

refers to the turbo flange. The T3 family of 

turbos can vary in all sizes. Check out 

www.TurboByGarrett.com for all types of 

turbos with the T3 flange. 

SUPER STREET ONLINE.COM 25

In the short time the Nissan GT-R R35 has been in 

production, we’re happy to report that not one, not even 

two, but THREE GT-Rs have posted 9-second time slips at 

the dragstrip. First, it was AMS Performance at the TX2K10 

Supra & GT-R Nationals in Houston, Texas where their full-interior 

GT-R posted 764awhp on the dyno, then busted a 9.90 e.t. at 

145.98mph. A few weeks later, SP Engineering, using GReddy’s TD06SH twinturbo 

upgrade package and knowledge as certified GReddy Master Tech Tuners, 

took two customer cars to the Arizona Speedworld Drag Strip to see what times 

they could run. One car (black with the Type06 intercooler and stock engine) hit 

9.84 at 148mph while the other (white with the Type29 crossflow intercooler) hit 

a super-low 9.62 at 149mph - both cars joined GReddy’s newly-formed GR-9 9sec 

Record Holders Club and are eager to see who’s up for joining them next. We give 

our biggest congratulations to AMS and GReddy for doing amazing things with 

the GT-R and can’t wait to see how fast these cars will go in the future! 

SOURCES: www.amsperformance.com, www.greddy.com 

Bright Idea: Intec 

Racing, V-LEDS Field 

Formula Drift Car 

The sun peeked through the 

clouds just long enough to snap 

some shots of the Intec Racing/ 

V-LEDS SR20DET-motivated S14 

as it shredded tires at Evergreen 

Speedway in Monroe, Washington. 

Intec Racing, an accomplished tuning 

shop in Kent, invited industry insiders 

and customers to the test-and-tune 

session. V-LEDS makes high-tech 

lighting accessories including dome 

lights, sidemarkers, headlamps and 

under-car products. The Nissan will 

be driven by Irishman, Dean Kearney, 

and the team intends to run the full 

Formula D schedule. - EG 

SOURCE: www.deankearney.com 


GREDDY 

AMS 

R35 GT-Rs: WELCOME TO 

THE 9-SECOND CLUB! 

Godzilla Hot Tub Time 

Machine? Nissan Offers 

Update for the GT-R 

Give your GT-R a 2010 makeover 

with Nissan’s Model Version Up Kit 

that updates any 2007 to 2009 

model year GT-R to 2010 specs. 

The kit delivers a redesigned spoiler, 

navigation system flash and improved 

brake calipers. The original caliper suffers 

from paint fading and weak brake 

pad springs. The Version Up kit calipers 

add new improved powdercoating and 

a stronger spring. The navi system gets 

a software upgrade that is compatible 

with NISMO’s datalogging system. The 

rear wing is a SpecV piece that provides 

more downforce while updating the 

GT-R’s look. Sadly, the Model Version Up 

Kit is currently a JDM-only affair. Get 

all three upgrades and the price checks 

in at a bit more than $15,000. Who’s 

daring enough to try this? - EG 

HOLY HYBRIDS: HKS CR-Z 

With the number of sporty hybrids on the rise and 

tuners like Mugen, Tommy Kaira, Spoon Sports and 

others building show/performance versions of these 

green machines, we have to ask, is there a market 

for them? Can a hybrid provide an engaging driving 

experience? Can electric motors be enhanced for more 

power? Well, now HKS has thrown its hat into the ring with 

this CR-Z. The car sports a lowered suspension, some body 

mods but no performance parts. With a 0-60 of 9.7 seconds 

the CR-Z is not a big adrenalin producer. Does this market 

even demand performance? Stay tuned. – Evan Griffey 

SOURCE: www.hksusa.com 

YIKES: SUPER GT HONDA 

HSV-010S PLAY BUMPER 

CARS AT SUZUKA 

Frazzled nerves and stiff right ankles were the order 

of the day at the full throttle Super GT season opener 

at Suzuka. This was the much-anticipated debut of the silky 

smooth Honda HSV-010 in the GT500 class. The H emblem 

came out of the gates in great form as the Weider Honda 

team navigated the technical 5.8km (3.6miles) Suzuka course 

ultimately putting their HSV-010 on pole. As the countdown 

to green came near its end the circuit was sprinkled with a 

light rain. This led to a gaggle of spinouts, runoff and crinkled 

body parts in the early going. Affairs were not kind to the 

Honda contingent as the pole-sitting HSV-010 went off and 

was shuffled back to 12th. But lap 11 proved to be the most 

costly for the Honda camp as two of the team cars got 

together and took each other out. The Raybrig HSV-010, 

driven by Takuya Izawa and Naoki Yamamoto, was the bright 

spot, the silver lining. The car was quick and consistent 

ultimately putting Honda on the podium in the HSV-010’s first 

outing nabbing third. The HIS Advan Kondo GT-R was the 

GT500 winner. The Nissan charged to the front from 10th on 

the grid, took the lead on Lap 25 and never looked back. - EG

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LOG ON AND CHECK US OUT! 

We know that you come to Super Street for your monthly dose of hot imports, pure performance and the 

hottest girls that turn our heads, but we also have some exclusive content online, including outtakes from 

most of our photoshoots and stories/videos you won’t see anywhere else except on superstreetonline.com. 

We also have a re-vamped forum for you to stay in touch with like-minded enthusiasts and of course, check 

out our staff blogs for the weird and random things only the Internet can provide. 

Honda CR-Z debut in Japan in March. 

CR-Z is first Japanese sport hybrid car. 

CR-Z means Compact Renaissance Zero. 

CR-Z have 1.5 liters SOHC engine with electric 

motor for assisting, 6-speed stick shift or CVT 

transmission. CR-Z’s engine can make 114ps. 

I think many people think CR-Z is same as 

Honda Insight and just changed body style. 

In fact, I thought same things for CR-Z but I 

was wrong. I think CR-Z is compact sport car 

after I drove CR-Z. CR-Z’s dash panel has three 

switches. The switches say SPORT, NORMAL 

and ECON. That is three modes driving system. 

CR-Z’s ECU control engine and the feeling of 

power steering. If you chose ECON switch, ECU 

control to go down engine power for saving 

fuel. If you chose SPORT switch, ECU control 

to go up engine power for driving high speed. 

I guess CR-Z have the face of Insight and 

the face of Fit Sport and driver can choose 

anytime. You can change the mode when you 

drive CR-Z on the street and you don’t need to 

stop the car for changing the mode. 

I drove CR-Z on the closed parking lot and I 

try to zero start and choose each driving mode. 

When I chose ECON and NORMAL mode, 

tachometer’s hand was slow which mean 

engine is making low power. When I choose 

POWER mode and I kick the gas pedal with 

same quantity as when I chose ECON and 

NORMAL mode, tachometer’s hand is faster 

than last time and I feel the more power. That’s 

feel like starting to work supercharger. 

There is circle light between the tachometer 

and digital speed meter. The circle light say red 

when you choose SPORT mode. The circle light 

say blue when you choose NORMAL or ECON 

TETSU’S TALES 

STRAIGHT OUTTA J-PAN. ENGRISH FROM 

OUR MAN IN JAPAN. READ IF YOU DARE. 

mode. The 

circle light 

say green 

when you 

drive and 

you save fuel. 

The engineer 

of CR-Z 

was thinking CR-Z was sport car that’s why 

anybody can feel the feeling of sport car for 

CR-Z in SPORT mode, which with 6-speed 

stick shift is same feeling as Civic Type-R, CVT 

transmission have paddle shift which is good 

responsively. Some Japanese car magazines 

test the CR-Z on the closed racetrack and 

nobody say negative word. I thought if I would 

drive the CR-Z on the closed racetrack, CR-Z’s 

battery for electric motor die soon but nobody 

say the battery problem on the magazines. I 

am not sure that means no problem for driving 

CR-Z on the closed racetrack. 

How is the tuning parts for CR-Z? Mugen 

and Honda Modulo release the body kit, 

exhaust system and lowering suspension, 

etc. HKS is developing supercharger system 

for CR-Z now. I think many tuning shops and 

companies start to develop the tuning parts 

for CR-Z now. I think Honda and Mugen will 

build the CR-Z racecars. You will see many 

tuning CR-Z before Honda of USA start to sell 

the CR-Z in USA. If you didn’t like hybrid cars, 

please try to test drive CR-Z and I think your 

mind will change for the hybrid cars. 

www.myspace.com/oted15 

New Look 2011 WRX & STI Bows; 

Cosworth Limited Edition Not Far Behind 

Feel the full rally fury at the controls of the all-new 2011 Subaru WRX and WRX STI. 

Designers have returned these tasty Impreza models back to their gravel gobbling glory with a 

wide body design and the return of a four-door sedan version of the STI. Of course along with the 

fatter fenders, the 2011 WRX flexes new bumper and grille treatments, a big rear wing and improved 

suspensions. As expected the STI has the most serious updates, namely a 5mm drop in ride height, 

new aluminum lower front control arms and a change to pillow-ball type bushings outback. There are 

no power upgrades for 2011, but wait until you see the Cosworth Impreza STI CS400. We are getting 

a lot of buzz about a new special-edition WRX from Cosworth. The bottom lines are 400 horsepower, 

0-to-60mph sprint in just 3.7 seconds, 14-inch rotors, six-piston calipers and 75 units. Production is 

slated to begin in June and distribution will likely be limited to Europe. - EG

FRAM ® EXTRA GUARD ® DELIVERS 3 TIMES THE ENGINE PROTECTION 

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Engine protection is the measure of a fi lter’s ability to not just trap dirt, but hold it for the life of the fi lter. 

© 2010 Honeywell International Inc. Printed in the U.S.A. THE DIRT STOPS HERE TM

2+ 3(5)(&7 75(( /(7 86 ),5( 83 7+( &+$,16$: 

We nurtured you. We pruned you. 

We put our trust in you to protect our 

cars from the sun. And what do you do in return? 

You betray us. Showering our paint with your 

toxic sap. Dropping your crusty leaves. And 

horror among horrors, allowing those f ilthy 

&$56 '(6(59( %(77(5 027+(56 &20 

little winged demons to build nests in your 

branches. We asked for shade, you 

gave us bird droppings. Bad move, tree. Don’t 

be surprised if someday you find yourself in our 

living room. As a coffee table. Piled with car 

magazines. Made out of your friends.

CLASSIC SUPER STREET 

Such an exploratory time period for tuning Honda engines: 

here it was the first time enthusiasts were applying VTEC 

technology to engines that never came with them, ie: 

LS-VTEC. We took our first time machine visit to see what 

car culture was like in the late 70s/early 80s with our 

scene’s street racing pioneers and learned after all these 

years that you can’t keep a car lover down. 

DRIFT NEWS 

RYAN TUERCK 

SIGNS ON AS 

NEW RED BULL 

DRIVER 

Joining a family rich with 

motorsports superstars and 

athletes is Ryan Tuerck, who is 

currently driving on behalf of 

Gardella Racing and now with 

Red Bull Energy Drink. He’s 

campaigning the Pontiac Solstice and is hoping to nail 

more victories with his new sponsor. 

SOURCES: www.ryantuerck.com, 

www.gardellaracing.com 

DAI YOSHIHARA 

GETS BACK 

INTO A 

FAMILIAR RIDE 

Struggling the past couple of seasons in the former 

Falken Tire/Discount Tire IS drift car, Dai Yoshihara is 

taking 2010 on with a more familiar ride, one that he 

was able to use towards the end of the ’09 season: the 

Falken Tire/Discount Tire S13. Powered by a LS2 V8, 

the entire exterior was given a fresh JDM makeover 

with Rocket Bunny aero, making it one of the dopest 

looking drift cars on the circuit. All he needs now is a 

set of smaller, wider wheels and slamming that S13 

to seriously mimic the Rocket Bunny/TRA Kyoto cars 

in Japan. 

SOURCES: www.daiyoshihara.com, 

www.falkentire.com 

VAUGHN 

GITTIN JR 

& MONSTER 

ENERGY 

DRINK: 

TOGETHER 

AS ONE 

Not one to quietly let this cat of the bag, Vaughn 

Gittin Jr. gathered all his friends and industry heads 

together at Rob Dyrdek’s Fantasy Factory to unveil 

his new Monster Energy/Falken Tire Ford Mustang. It 

was a “monster” 

party from start 

to finish with 

most of the 

Formula D drivers 

in attendance for 

support of him 

joining Monster’s 

driving roster, which includes the likes of superstar 

rally racer, Ken Block. A couple days following, VGJ 

took the first round win at the Long Beach event. 

SOURCES: www.vaughngittin.com, 

www.monsterenergy.com 

I’M JUST 

SAYIN’ 

Charles Trieu 

But it is CLEEEN? 

I’m often asked how do I pick featured 

cars and what I think makes 

foragood car. Well I actually rate 

cars in three categories before 

calling them ‘CLEEEN’. 

1. Physical – A car needs to be 

physically clean. No matter what parts 

are chosen or what’s done to the car it 

needs to be free of dirt, overspray and 

bad fitting panels. 

2. Aesthetics - Whatever style you 

pick, the parts need to flow together. 

Certain wheels might look good on one 

car but not on another. Wheels, aero 

parts and paint color all playahuge 

role in aesthetics. Think about how it 

will all work together. 

3. Philosophy – This is hard concept 

to grasp and fewdo.Youwouldn’t wear 

an Adidas jumpsuit with Puma shoes. 

And you wouldn’t want tohaveaHKS 

turbo with a GReddy intercooler. The 

fewer brands used to completeacar, 

the better. Just the same you wouldn’t 

mix VIP parts with race parts. And if 

you’re trying to go old school, keep it all 

old school. 

You don’t have to buy parts just for 

the sake of buying parts. I’d rather see 

a car with fewer parts, but all the right 

parts. Rather than a car with tons of 

parts, but nothing flows together. 

superstreetonline.com 

Logontosuperstreetonline.com to catchtonsof 

outtakes from this month’s issue, including: 

• JOCELYN PASCUAL 

• XDC IRWINDALE 

• HONDA HSV-010

GET OFF IN TWO PAGES 

WORDS Jonathan Wong & 

Tetsuya Ogushi 

SNAPS Jonathan Wong 

YOKOHAMA CRUISER 

WHEN ASM SAYS ‘GO AHEAD, TAKE IT FOR A SPIN’ – WHO ARE WE TO SAY NO? 

Roaming around 

different parts of 

the world to cover 

stories on all things 

automotive always 

has its perks. Being able to test 

drive the actual cars ranks right up 

on top, next to the free food, booze 

and a constant supply of women who 

throw themselves at us for a night of 

unadulterated pleasure. On this year’s 

voyage to Japan, we found ourselves 

in Yokohama City for a few hours to 

cover ASM’s latest time attack S2000 

(featured in our May issue), but while 

we were there, the shop’s manager, 

Shinichiro Kanayama, gave us an offer 

we couldn’t refuse: take ‘Car No.3’, a 

more mildly-tuned S2000, out for 

a test drive. 

Naturally, we said ‘yes’ and I tossed 

the keys over to Tetsu since he’s less 

likely to run into problems while driving 

on the wrong side of the road (and I 

needed to photograph the experience 

anyway). The obvious mildly modified 

exterior tells you that this is a far cry 

from its two time attack brothers, 

but nonetheless it’s still a very 

capable street tuned car, running a 

TODA-prepped F20C and a host of 

ASM’s aero and suspension components. 


In all truthfulness, this is more likely the 

car you’d be building for yourself and 

best of all, it’s still fun to drive. 

What did Tetsu think? “When I 

started to drive ASM S2000 street 

version on the street, I thought this 

S2K was stock. I mean it’s that easy 

to drive. But I also thought ASM’s S2K 

street version was a higher performance 

tuning car when I drove it on highway. 

The response of gas and brake pedal is 

very good. I drove ASM S2K on uneven 

street a few times but I didn’t feel any 

bad feeling. ASM coilover setup is soft 

but not too soft; I think I can drive from 

my house to the race track and can go 

racing without changing the damper 

settings at the race track before I drive 

or go home. I think anybody can drive 

ASM S2K street version because it is 

easy to drive.” 

From my perspective, it’s a no-frills, 

“it is what it is” type of build. It sounds 

nice as it cruises around town and you 

can easily tell it’ll get up and go when 

you command it to. The ASM aero is 

particularly choice and will easily give 

your S2K a fighting time attack spirit 

even if it won’t be setting lap times at 

Tsukuba or Buttonwillow. If Tetsu can 

attest to its easy feel, then for sure 

you will.

TUNING MENU 

2006 Honda S2000 

“Car No.3” (AP2) 

OWNER AUTOBACS ASM 

YOKOHAMA 

HOMETOWN YOKOHAMA 

CITY, JAPAN 

OCCUPATION TUNING SHOP 

WITH SPECIALIZATION IN 

STREET AND TIME ATTACK 

PREP 

POWER 303hp 

ENGINE TODA-prepped 2.35L F20C 

engine; ASM I.S. Design Siren Circuit 

exhaust, -07 exhaust manifold, 

carbon cooling plate and ASM/TODA 

Racing throttle-body; TODA Racing 

lightweight pulley kit; Mugen dry 

carbon intake; NGK Racing No.8 

spark plugs 

DRIVETRAIN ASM stainless 

mesh clutch hose and SRE organic 

clutch disc; TODA Racing lightweight 

flywheel; Drexler LSD 

ENGINE MANAGEMENT 

GenROM ECU tune 

FOOTWORK & CHASSIS 

ASM SRE 3-way dampers; ASM GT 

front tower bar, front lower arm 

bar, rear tower bar, rear lower arm 

bar, front bump steer kit, front sway 

bar and rear sway bar; 

Spoon rear bumpsteer kit; Mugen 

5-point rollbar 

BRAKES ASM stainless mesh 

brake hoses 

WHEELS & TIRES 

17x7.5 +51/17x8.5 +55 Prodrive GC-07J 

wheels; Bridgestone RE-11 225/45R17 

& 255/40R17 tires 

EXTERIOR ASM I.S. Design front 

aero bumper -04 dry carbon, -04 FRP 

rear aero bumper, dry carbon hood 

and -08 dry carbon rear wing 

INTERIOR Recaro RS-G ASM 

limited Alcantara seats; Recaro 

Japan seat rails; ASM/Karo floor 

mats; Zoom rear view mirror 

THANKS YOU TODA Racing, 

Recaro Japan, Prodrive Japan, Go 

Tuning Unlimited 

WWW autobacs-asm.com, gotuning. 

com, prodrive-japan.com, recaro. 

com, todaracingusa.com 


WORDS & SNAPS Jonathan Wong 

STREET DREAMS 

THE HOT NEW DROPS FROM JAPAN AT THE 2010 NYIAS 

New York, New York – the big 

city of dreams, a concrete 

jungle where those dreams 

are made of – you know, 

nothing you can’t do? Aside 

from inspiring rappers, the city also plays 

host to the last piece of the automotive 

show puzzle of all the major cities and this 

year was a prime spot for a few Japanese 

manufacturers to release some long-awaited 

vehicles. Of course, we were there to see 

these cars first and we’re excited to share 

what’s coming soon to showrooms near you: 


Troy Sumitomo 

from 5Axis 

ENTERING A NEW DIMENSION 

WITH SCION’S TC AND IQ 

Scion came in strong with two hot offerings at NYIAS, with its second gen tC 

and the bite-sized iQ. The tC isn’t the FT-86 we’ve been hoping (and praying) 

for, but thanks to a more aggressive design (check the roof line) and power 

from a new 180hp 2.5L motor (up 19 hp from the 2.4L version), we’re sure 

this coupe will continue its hot streak. More great features include a choice of 

a 6-speed manual or auto transmission, 18’’wheels, larger brakes, panoramic 

sunroof and a stereo package that’s sure to blow your ears away, so what’s 

not to love about the upcoming tC? 

Sharing the floor with the tC was the iQ, which was introduced as a micro 

premium that’s aimed at blowing other small cars away. Powered by a 90hp 

1.3L, it’s may be starving for power, but that’s not its primary function. It’s 

geared for you city folk and for its size, this could be an urban hipster’s dream 

as it can easily seat three people comfortably, four if you really cram them in 

there (we don’t recommend this unless you’re vertically challenged). It’s also 

über safe, as it comes preloaded with traction control, ABS with brake assist 

and 10 (yes, count ‘em - 10) airbags, including the world’s first rear window. 

Following the debut of the tC and iQ, Scion also unveiled the world’s first 

modified versions of both cars, as conceptualized by 5Axis’ Troy Sumitomo. 

Flowing perfectly with Troy’s stable of Scion concept cars, the tC was given 

a super aggressive body kit and wheels inspired by samurai warriors of the 

past while the iQ was turned from urban cute into techno-monster with 

its low aero and upsized wheels/brakes. For cars that aren’t even available 

for purchase, we’re glad someone like Troy has the ability to stretch the 

imagination and bring these ideas to life. Sadly, 

these 5Axis creations are one-off but there may 

be a possibility that street version kits may be 

released, depending on consumer demand. We’d 

be curious to see which drift team will get one 

first, to make a RWD version or to possibly make 

a FT-86 concept come to life, that is, until Toyota 

drops the official version. We’ll be driving stock 

versions of both cars shortly and will report back 

afterward on how they drive and feel. 

SOURCES: www.sciondimension.com, 

www.fiveaxis.net

©2010 Michelin North America, Inc. All rights reserved. 

You’re not the only one 

Who heads out for coffee 

And winds up someplace 

If you live to drive, you’ll fit right in at NationofGO.com. 

Create your profile today to drive, share and connect 

around your passion. 

Completely different.

STREET DREAMS 

Easily the hottest hybrid we’ve seen to date is 

Lexus’ CT200h concept, a 4-door hatchback that 

has enough styling to put its Prius brothers to 

shame. Give us one of these and we’ll make sure to 

slam it and set it off with proper aero. 

SOURCE: www.lexus.com/fcv/ct200h.html 

SUBARU GOES WIDE AND 

BRINGS THE STI SEDAN BACK 

The highly-anticipated return of the STI sedan couldn’t have 

come at a better time than NYIAS, shortly after Subaru 

announced that the 2011 WRX would be offered with a wider 

body. Now enthusiasts will also have their chance to pick between 

which STI they’d prefer more - the hatchback or sedan – and is 

the first time ever that Subaru has had both versions available 

at the same time. We’re really loving the sedan – not because we 

dislike the hatch – but because it’s something we haven’t seen 

in a while and were starting to miss. From every angle it just 

kicks ass. Power-wise, it hasn’t 

changed but Subaru has taken 

steps to improve the handling, 

similar to that of the 2010 STI 

Special Edition but even more 

performance-oriented. We’ll be 

driving these very soon as well, 

so stay tuned for our driving 

impressions. 

SOURCE: www.subaru.com 

We’ve been waiting on this to drop for a long time – Acura’s TSX Sport Wagon is 

going to be a nice alternative to the European A4s and 3 Series wagons, but only as 

far as looks are concerned. With no AWD drivetrain in the works and the standard 

2.4L K-series engine, the jury is out on the performance front. 


SOURCE: www.acura.com 

Mitsubishi spoiled us with free back 

massages and maple-glazed (with bacon, we 

might add) donuts, so we graciously offer in 

return a preview of the upcoming Outlander 

Sport – something you might call a “more 

fun” version of the Outlander GT because 

of its shorter size and paddle shifter CVT 

transmission. We hear Mitsu’s R&D team may 

make a true project out of this yet, swapping 

in the Ralliart’s engine and transmission to 

make it a compact SUV like no other. They 

had us at free back massages. 

SOURCE: www.mitsubishicars.com

WORDS Charles Trieu SNAPS Tetsuya Ogushi 

OSAKA AUTO MESSE 2010 

SCENE: OSAKA, JAPAN 

From all the years of Super 

Street coverage, you already 

know about Japan’s largest 

auto show, Tokyo Auto Salon. 

But how many of you have heard 

of Osaka Auto Messe? About a month after 

TAS each year, Japan’s second largest car 

show happens just east of Tokyo in Japan’s 

second largest city, Osaka. OAM has been 

running annually for the last 13 years and 

lures in almost a quarter-million attendees 

each time. Although still not as big as TAS, 

some say OAM is more of a quality show 

than quantity. You won’t see as many OE 

manufacturers here. Instead this is a more 

tuner-based show. 

This year the new trends included 

anything hybrid. A plethora of Honda 

Insights, CR-Zs and Toyota Priuses were 

VIP’d and JDM’d out. As more and more 

parts are being developed for these cars, 

we wonder will hybrid tuning ever become 

popular here in the US? Among them was 

Osaka’s popular USDM influenced scene, 

bringing out older Civics laced with rare 

Mugen goodies mimicking older N1 racecars. 

Even when Japan’s economy and their 

automotive industry is having problems, the 

Osaka Auto Messe doesn’t cease to deliver 

new trends and dope builds to be a part 

of the show. 


SOURCE: www.automesse.jp

XDC AND REMIX SHOW 

WORDS & SNAPS Charles Trieu 

SCENE: TOYOTA SPEEDWAY - IRWINDALE, CA 

The first ever Xtreme Drift 

Circuit (XDC) event went off 

in a big way. Some of the best 

drivers from all over the country 

came to town just to slide side 

by side at the legendary So Cal track. XDC 

teamed up with Remix to host a car show 

at every XDC event around the country. 

Whether you’re into drifting or not, the 

Remix car show was truly a show for every 

car lover. With everything from VIP cars to 

FF Hondas, Europeans, hoochies in bikinis, 

this was worth your money and time. 

At the end of the competition, the 240SX 

reigned as the drift champion. All three 

podium spots were won with either a S13 or 

S14. Dave Briggs took first place followed by 

Quoc Ly and Jeff Jones, respectively. This is 

just the start of the season. XDC and Remix 

will be touring all over the country this year 

so check out their sites to see when they’ll be 

near your area. 

40 

SUPER STREET JULY 2010 

“It’s not as big 

as I thought.” 

“It’s 

genetic.” 

SOURCES: www.xtremedriftcircuit.com, 

www.remixevents.com

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WORDS AND SNAPS Joey Lee 

44 SUPER STREET JULY 2010

WORLD RENOWNED DRAG RACER BISI EZERIOHA 

BUILDS HIMSELF A 724WHP WAR WAGON TO 

SHUT THE MOUTHS OF ALL WHO DOUBTED HIM 

By now, you should all be 

very well-acquainted 

with this Honda Civic 

Wagon. If not, shame on 

you. We’ve spent the past 

few months documenting the build-up 

and even had Bisi Ezerioha himself 

take time out of his busy schedule to 

tell you all about it. Bisi is definitely 

one of the best in the business and is 

a very thorough guy. There are details 

that he has discussed in the six-part 

series that not even the great minds 

here at Super Street could explain 

to you correctly. Perhaps curiosity 

has struck you now and you have 

the sudden urge to see what Bisi has 

to say. If that’s the case, we’ll wait 

here while you go to the bathroom or 

wherever you keep your magazines 

so you can catch up. For those of you 

who are up-to-date or simply want 

the Cliff Notes version, you’re in the 

right place. 

To call a Civic Wagon from the 

late 80s a “beast” would be, in most 

cases, a stretch of the imagination. 

They’re not the most popular platform 

to build of off and they shouldn’t be. 

It’s a wagon, it’s old and it’s definitely 

outdated. The general public would 

think you a fool to even attempt to build 

it. The single-slammer that is the heart 

of this particular wagon is much the 

same: old, outdated and unpopular. In 

the broad spectrum that is the Honda 

community, B-, and now K-series is king. 

The D-series is usually tossed aside and 

left for dead. 

The engines that aren’t tossed 

out usually end up in SOHC heaven, 

otherwise known to the world as 

Bisimoto Engineering. Though Bisi 

Ezerioha is handy with both single and 

dual overhead cam engines, he is mostly 

known for his ability to squeeze gobs of 

power out of naturally-aspirated single 

cams. He can do things to these engines 

that no one would ever think to do. Bisi 

has taken the single cam engine to new 

heights of competition. 

A couple years ago, Bisi was asked 

by our crew to act as our representative 

in the Castrol Syntec Top Shop 

Challenge. It was an engine building 

challenge, which was ultimately won 

by another shop using a boosted set-up. 

Bisi hung in there with us and probably 

had the most unique engine build-up 

which was a naturally-aspirated 


SOHC DAMN FINE 

F22A on pump gas that produced 

360 horsepower. During the awards 

ceremony, Bisi was approached by 

another competitor (who shall remain 

nameless of course), who asked him 

why he chose to do an NA set-up. When 

it was explained to him, this mystery 

man scoffed and stated that the only 

reason Bisi built NA was because “that’s 

all he knew”. 

It was that call-out that motivated 

Bisi to approach us about his next 

project - a completely street capable, 

force-fed, small-displacement 

powerhouse. When it was all said and 

done, the single-cam engine would make 

650-700whp and run on regular pump 

gas. Oh, and it would find its home in an 

old Honda Civic Wagon. Why a wagon 

you ask? Well, simply because it’s silly. 

The idea of a Civic Wagon that makes 

700whp is almost as ridiculous as 

asking Jennifer Lopez to make a movie 

that anybody wants to watch. 

Though Bisi has built many-aturbocharged 

engine in the past, this 

build marked the first time where he 

assembled a complete vehicle based 

around a boost set-up. At the heart 

of this boosted wagon is a Golden 

Eagle-sleeved D16Z6 block and 

Bisimoto-spec Portflow-ported head. 

The fortified guts of the single cam 

D16 make it possible for the engine 

to withstand the 40 lbs. of boost 

unleashed by the Bisi-spec Turbonetics 

BTX6565 turbine. Making no effort to 

hide behind the modified Civic front 

bumper is a 28-inch wide Turbonetics/ 

Spearco intercooler. This gigantic 

intercooler brings fresh air in while 

the biggest blowoff valve ever aka the 

Turbonetics Godzilla, is used to relieve 

boost pressures. Spent exhaust gas is 

sent to the custom 3.5'' exhaust pipe 

where it exits through a Burns 3.5 inch 

2-stage muffler. 

Managing this high boost set-up is a 

THE SINGLE CAM ENGINE MAKES 

700WHP AND RUNS ON PUMP GAS! 


plethora of AEM electronics. The AEM 

EMS acts as the brains of the entire 

operation while the unique individual 

coil-over-plug set-up eliminates the 

use for a standard OEM distributor. All 

these new electronics meant a large 

bulk of new wires, luckily Ryan Basseri 

from Rywire was able to come in, build 

a new harness, and do a custom milspec 

set-up. Not only is this the most 

powerful Civic Wagon ever, it also has 

the cleanest bay a Wagon owner will 

ever see. 

Once the engine was ready-to-go, 

Bisi had to focus on the 22-year-old 

chassis. Age had definitely taken its 

toll on the old Civic so a fresh re-paint 

was needed. Bisi dropped off the faded 

white body at Rueda Custom Paint 

and Body where Luis Rueda stripped 

and repainted the entire chassis in 

“Bisimoto Electric Blue”. The color may 

look familiar because it shares the same 

multi-stage blue hue as the Bisimoto 

drag Insight. Other than the addition of 

a Wek’Sos CR-X front lip and JDM EF 

mid-wing, the exterior remains mostly 

stock. The subtlety of the exterior 

carries over to the cabin as well. This is 

a street car after all and the creature 

comforts of the 80s-era wagon still 

exist. All seats and door panels have 

been carefully restored and look as 

they did when the wagon rolled off the 

showroom floor. The only noticeable 

modification is Steen Chassis roll cage 

and even that is neatly tucked away, 

barely visible to the casual eye. Lurking 

in the trunk is a tank for the AEM water 

methanol kit. The pump for it lies in the 

spare tire well. 

A capable suspension set-up is 

definitely essential to get 700whp to 

the ground. Normal Civic Wagon axles 

definitely aren’t designed to handle that 

type of power so Insane Shafts was

MAX 

OUT YOUR 

ADRENALINE 

SUPPLY. 

® 

IT’S MORE THAN JUST OIL. IT’S LIQUID ENGINEERING.

called-upon for their heavy-duty D-series units. Ride height 

adjustability is made available via Progress coilovers and all 

the crusty bushings that once kept the suspension together 

are long gone with all new Energy Suspension pieces in its 

place. The aggressive stance is attributed to the custom 

15x8 Bisimoto-Spin Werkes “Fighter Special” wheels. 

The spun aluminum barrels and forged centers are strong 

enough for race duty, super lightweight, and has enough lip 

that any wheel-junky can appreciate. 

To say that Bisi is an “outside-the-box” type of guy 

would be a true understatement. He’s made a name for 

himself in the industry by making power out of engines 

that are otherwise thought of as junk. Just because he’s 

targeted a niche market doesn’t mean that he can’t build 

anything else. This Civic Wagon is a perfect example of 

that. Someone doubted his ability to build anything not 

naturally-aspirated, and he came up with this boosted 

monster. Not only that, he did it in a manner to show 

his doubters how absurd their claims were by building 

something that’s (in all due respect) equally as absurd. 

From our time spent with Bisi, we’ve learned that this 

build-up transcends the idea that this is an old, 1988 Civic 

Wagon. It is way more than that; it’s nothing anyone would 

have expected and completely Bisi. 


TUNING MENU 

1988 Honda Civic 2WD Wagon 

OWNER BISI EZERIOHA 

HOMETOWN ONTARIO, CA 

OCCUPATION MATING 

EFFICIENCY WITH 

TECHNOLOGY PERFECTION 

POWER 708whp and 487lb-ft w/91 

octane and AEM water methanol 

injection; 724whp and 500lb-ft 

w/Torco 108 octane and AEM water 

methanol injection; tuned on 

Bisimoto Engineering’s Dynapack 

4000 series 

ENGINE 1995 1.6L Honda D16Z6; 

Bisimoto cam gear, springs, 

titanium retainers, Level 3.6 

camshaft, heat shielding gasket, 

custom H-beam steel rods, 

adjustable oil cap and reservoir 

socks, Bisimoto Prototype 

top-mount twin-scroll manifold, 

Bisimoto-Turbonetics BTX6565 

water-cooled turbocharger; 

Supertech stainless steel intake 

valves, inconel exhaust valves; 

Golden Eagle head gasket, sleeves, 

intake manifold, 90-deg. FPR 

relocation bracket; Arias 9:1 

75.5mm pistons; Honda bearings; 

stock ported oil pump; K&N oil 

filter; AEM oil pressure gauge; 

Hasport D-series EF engine 

mounts; Skunk2 68mm 

throttle-body; T1 1000cc Injector 

Dynamics squirters; AEM fuel 

rail, pressure regulator, pressure 

gauge and water-methanol kit; 

-6AN fuel lines, OEM return lines; 

Kinsler Monster Mesh fuel filter; 

dual 255lph fuel pumps in series, 

in-tank and inline; Turbonetics 

RG-45 wastegate, Godzilla BOV, 

3'' Intercooler piping, Turbonetics/ 

Spearco 5-364 intercooler 

(3.5''x10.5''x28'' wide); -3an oil 

feed line; -10an oil return; Burns 

Stainless 3.5'' 2-stage muffler; 3.5'' 

aluminum exhaust piping; ATI Super 

Damper; custom dual-pass Griffin 

radiator; Buddy Club radiator cap; 

8'' slim fan; NGK BKR8EIX iridium 

spark plugs; Torco SR-1 racing 

10w-40 oil 

DRIVETRAIN Bisimoto/Evolution 

aluminum flywheel and sandwich 

plate; Torco gear box oil; D15B VTEC 

transmission; Spec D-series 

twin-disk clutch and flywheel 

assembly; Hasport hydro-to-cable 

mechanical conversion kit; Skunk 

2 short shifter; Insane Shafts 

D-series axle kit 


AEM 6040 Gen 2 EMS, UEGO, Twin 

Fire ignition, COP EPM, pencil 

coils, serial gauge, boost control 

solenoid, and 5 bar map sensor; 

MSD digital Boost-a-pump PN 2351; 

Power XS S680 battery, Rywire 

mil/spec wiring 


Progress Series 1 coilover 

suspension; Progress Honda EF 

sway bar; Progress Spherical Solid 

control arm Bearings; Energy 

Suspension Hyper-Flex bushings 

BRAKES Fast Brakes lightweight 

2-piece rotor assembly 


15x8 Bisimoto-Spin Werkes “Fighter 

Special” (0 offset front/-6 offset 

rear); 195/45-15 Toyo Proxes T1R (For 

high boost); 195/50-15 Toyo Extensa 

HP (For low boost); Buddy Club 

Racing lug nuts 

EXTERIOR “Bisimoto Blue” 

multi-stage paint; Wek’Sos CR-X 

front lip; JDM EG mid-wing; Type 2 

graphics; Golden Eagle rear 

tow hook 

INTERIOR Steen Chassis 

“Cage-Tuck” 5-point rollcage with 

removable driver’s side kidney bar; 

reupholstered stock interior with 

denim inserts 

THANKS YOU God; the staff 

at Super Street; Hedi, Justin and 

staff at Bisimoto; John (x3), Devin, 

Kirk, Greg, Nate and Scott at AEM; 

Reggie and Brad at Turbonetics; 

Laurie, Steve, Debbie and Alex 

at WebCam; Beeri and Carmen at 

Arias; Cheri, Beverly, Bob, Fernando 

and Robert at Golden Eagle; Al 

and Turtle at Evolution; Tom at 

Portflow; Alex at Action; Jeff 

and Ed at Progress; Jack Burns; 

Jeremiah at Type 2; JC and Ricky 

at ATI; Brad, Fernando, Scott and 

Ramon at NRH; The Chronicles; Big 

Mike; Ryan at Rywire; Ernie and Ned 

at Torco; Brian and Hasport; Albert 

and Julio at L&T; Santos Jr.; Scott 

and John at Dynapack, James at SF; 

onecamonly.com; Hideki, and Julie 

at Toyo; Bob and Shane at CarCraft; 

Nestor at K&N; Danny and Shelly 

at Spec; Aaron at Driftmotion; Dr 

and Lolo E.M.E Ezerioha; Uncle Pius; 

John Y at American Honda; Kris 

at NGK; Gary and Jason at Steen 

Chassis; Society of Automotive 

Engineers; the Federal Republic 

of Nigeria

HONDA SP 

VELOCITY! 

WORDS Sean Klingelhoefer SNAPS Fly

ORTS 

COULD 2010 BE 

HONDA’S YEAR 

IN SUPER GT? 

When Honda 

decided to 

replace the 

NSX-GT they 

knew they only 

had one man to rely on: Keinosuke 

Taki. Creating a replacement for the 

NSX would surely be a daunting task, 

but as the chassis Project Leader 

for the NSX in 1990 and the Deputy 

Project Leader of the NSX-GT project, 

there was no better man for the job. 

As appointed Development Project 

Leader of the HSV-010 GT 

Taki-san set out to create the 

“ultimate concerning machine” and 

what a great job he’s done. 

But why replace the NSX-GT in the 

first place? It’s one of the best-designed 

GT cars of all time with arguably the 

most efficient aerodynamics. Contrary 

to popular belief, the NSX isn’t being 

retired due to its production cancellation 

but rather a change in the Super GT 

rulebook for the 2010 season. Under 

the new rules every car participating in 

GT500 must have an FR layout, making 

the NSX and its MR design illegal. 

Couldn’t Honda just redesign 

the NSX using an FR configuration? 

Probably, but why not start with a 

platform designed from day one to have 

the engine in the front. This is exactly 

why Honda implemented the HSV and in

HONDA SPORTS VELOCITY! 

doing so they have exploited the design 

as much as possible. The result is a car 

that surpasses the NSX-GT in every way, 

albeit a tad futuristic looking. 

I thought that Super GT cars had 

to be based off production vehicles? 

I’ve never heard of a Honda HSV. That’s 

because Honda has never sold the HSV. 

Some of you attuned to the automotive 

rumor mill may remember the rumblings 

of Honda’s successor to the NSX that 

was to be an AWD V10 - that concept 

was supposed to become the HSV. 

Unfortunately, due to the poor global 

economy Honda decided to scrap the 

project. They just didn’t think it was the 

right time to release a supercar. 

So the HSV is designed off a car 

that doesn’t exist? Isn’t that illegal? 

Not exactly, Honda was able to petition 

for special permission from the powers 

that be in Super GT to be exempt from 

the homologation typically required 

for entry in the series. After careful 

review the committee allowed Honda to 

participate on the grounds that the car 

the HSV is based off of was in fact 

a production-ready vehicle, despite 

its cancellation. 

These are just some of the questions 

that have been shrouding the HSV 

project since its inception. With the 

exception of a few spy photos and some 

very brief data it’s been quite difficult to 

track down any information on the HSV. 

I had hoped to get a good look at one in 

January at Tokyo Auto Salon but I was 

sadly disappointed to find that Honda 

didn’t have a single example on display. 

But I’m sure Honda had their reasons. 

The images on these pages were 

shot at a pre-season test day at Suzuka 

and are probably the most detailed 

shots you’ll see of the cars sans livery 

with carbon shells exposed. This was 

the first time the media got a good 

look at these cars and the performance 

they are capable of. All five teams 

campaigning the new chassis were 

there – Keihin, EPSON, Raybrig, ARTA 

and Weider. 


One of the first things that stand out 

about the HSV is its uncharacteristically 

short rear-overhang. Super GT has 

wheelbase and overhang length 

restrictions and most teams take 

up close to the full-allotted space 

but Honda decided to try something 

different. Rather than running the 

overhang back they kept it short and 

instead mounted an external wing 

upright – a first for Super GT. What 

effect the short rear end will have is still 

waiting to be seen. 

At the time of writing Super GT has 

completed the first two races of the 

season. The Weider HSV was the pole 

sitter for the season opener proving 

that the new car was going to be a hand 

full for the other teams. Unfortunately, 

the car came in contact with the ARTA 

HSV on the tenth lap and sent both cars 

violently into the wall (see YouTube link) 

and caused minor damage to the EPSON 

car in the process. It was Honda’s worst 

nightmare, two of the five cars would 

DNF the first race of the season, one of 

which being the frontrunner. 

But it wasn’t all bad news at 

Suzuka, the Raybrig car placed third 

giving the HSV a podium spot on its 

first official outing. While Honda had 

hoped for a better result this was by 

no means a failure. The teams had all 

gained valuable race data and Honda 

would look forward to the next event 

at Okayama, a tighter more technical 

track where the NSX had excelled in 

the past. 

Again the Weider HSV would take 

the pole position with the fastest 

qualifying lap. This time the team 

wanted to make sure they could back it 

up and finish the race in first. As soon as 

the race begun the #18 car pulled away 

from the field and ended up finishing 

in a very comfortable first and also 

clocked the fastest lap time of the race, 

reinforcing the car’s abilities. So far it 

seems that the Weider HSV is the car 

to beat, we can only wait and see how 

it does later in the season with more 

weight. So could 2010 be Honda’s year 

in Super GT? It sure as hell seems like it!

Fun Facts about the HSV 

>The name HSV is an acronym for Honda Sports Velocity. 

>The car uses larger wheels in the front than it does in the 

back. Though it might seem backwards from typical tuning 

methods it all comes down to weight. Regardless of its 

material composition the smaller a wheel is the lighter it is. 

The idea is to have a wheel that is as small as possible while 

still clearing the brakes. 

>The exterior wing support doubles as an exhaust guard. 

Honda once had a very bad experience with an NSX-GT 

catching fire after being rear-ended in a race due to the 

exhaust being shifted. With the wing in place the exhaust is 

thoroughly protected. 

>Unlike most Super GT cars, Honda decided to retain the 

single-exit style exhaust from the NSX-GT. The HSV uses an 

8-4-2-1 design that Honda admits doesn’t make as much 

power as other prototypes they made, but sounds much 

better. Honda was very persistent about making sure the HSV 

sounded like a Honda. 

>The aesthetic design concept for the HSV was based off 

predatory birds. 

ARTA driver, Ralph 

Firman, sittin' pretty. 

TUNING MENU 

2010 Honda 

HSV-010 GT 

POWER 500bhp (GT500 regulation) 

289lb-ft 

ENGINE 3.4L naturally-aspirated 

DOHC V8 HR10EG 

DRIVETRAIN Ricardo constant 

mesh transmission, paddle shift 


Double wishbone suspension with 

torsion stabilizer bars 

BRAKES Spoon front calipers; 

Fastbrakes 2-piece front rotors, 

solid rear rotor; Carbotech XP-10 

pads; Goodridge stainless brake 

lines; Integra 1'' master cylinder 

and booster; Cusco master cylinder 

brace 


18X13'' front 17X13'' rear 

center-locking wheels; 330/40R18 

front 330/45R17 rear tires 

EXTERIOR Full dry carbon body 

construction (except roof per Super 

GT rules) 

WWW supergt.net; nakajimaracing. 

co.jp (EPSON team); alnex.jp (ARTA 

team); teamkunimitsu.net (Raybrig 

team); real-racing.jp (Keihin 

team); http://www.youtube.com/ 

watch?v=mQZYaRYsXjQ 


FAMILY 

WORDS Joey Lee SNAPS Sean Klingelhoefer 

K VERSUS B, WHAT’S YOUR WEAPON OF CHOICE? 

the years they have had a fleet of heaters 

Despite what you may think by 

reading the bold letters set 

on the title line of these 

pages, this isn’t about 

a heated rivalry 

between two owners, from 

the same coast or from the 

same car crew. In fact, the 

ATS Garage crew is tighter 

than ever. Throughout 


that are all worthy of mention in their own 

right. The “feud” as we have stated, is not 

between two men, it’s a battle between 

ideologies. Let’s call it a “friendly” 

debate within the Honda community 

between the B-series loyalists and 

the enthusiasts who have taken to 

the power and new technology 

of the K-series.

FEUD 


FAMILY FEUD 

RYAN DER’S 1999 HONDA CIVIC DX 

This is a tale of two very 

different builds. Anh 

Truong, the newest 

member of ATS, has been 

an Integra-lover as long as he can 

remember. He was once a B-series 

guy until he was seduced by the 

power of the K. Ryan Der, has had 

his Civic for the past eight years 

and would never imagine putting 

anything in the bay other than a B. 

“I love the way the motor sits in the 

engine bay, it just looks ‘right’ to me.” 

Ryan explains. “I’ve always been a big 

fan of the B-series and I feel it just has 

the right look and feel inside a Civic.” 

Though he’s perfectly content with 

his B18C, he’s also had his fair share of 

issues. It wasn’t necessarily due to the 

motor itself, but the parts he had on it. 

“Prior to having my ITB set-up, I used to 

track my car quite often at Thunderhill, 

Infineon and Willow Springs. After I 

installed them I never tracked it. It was 

cool to have them on the car but I never 

felt comfortable driving it. I didn’t think 

it would be reliable enough to last a 

20-minute session at full throttle. It was 

tuned and all but it would just smoke 

and bog a lot so I just scrapped the 

whole ITB set-up.” 

“I wanted full reliability and a fresh 

start. I ditched the old ITR motor I had 

and went with a unmolested 98-spec 

JDM B18C,” Ryan says. “I just decided 

to run an intake, header and exhaust, 

and keep the setup simple. My goal 

was to be able to drive 150 miles to the 

track, another 100 on the track, then 

drive back home without any problems. 

A stock ITR engine provides enough 

power for the track and I feel that 

it’s really balanced in my car. It’s not 

too much and not too little. Balance is 


very important to me and the B-series 

provides just that.” 

Despite its pristine show car 

appearance, this Civic is very capable 

on the track. It goes with that “balance” 

Ryan set out for in the final incarnation 

of his 8-year long build. “I used to just 

buy a bunch of replica parts when I first 

started out. I had the mindset then that 

they were the same as the originals. 

After awhile, I started realizing 

that they just weren’t up to par and 

nowadays I just save up and buy what 

I really want. I’ve done so much to this 

car over the years and I knew that this 

was going to be the last time I would 

rebuild it—so I went all out.” 

“I got tired of the car being black 

so I figured I would just strip the whole 

car down and start from scratch. I 

sold everything I had so that I could 

get exactly what I wanted. Being that 

this was the final overhaul, I wanted 

parts that I would never have to 

upgrade again.” 

Ryan credits the J’s Racing FD2 Civic 

as his inspiration behind the two-tone 

paint scheme. The popular thing to do 

within the past year or so has been to 

have a different colored bay than the 

exterior. He flipped the script and went 

a different route - like his J’s Racing 

muse, he had not only the bay but also 

the entire interior re-sprayed. “I know 

two-tone paint schemes are getting kind 

of played-out in the Honda scene, but no 

one has really done it that way.” 

Before Franklin Autobody could lay 

down the paint, Ryan dropped off a 

complete and authentic C-West body 

kit to really set the makeover off. He 

had previously run bolt-on fender flares 

up front but got quickly got rid of them


FAMILY FEUD 

when he was able to source some J’s 

Racing 30mm overfenders. The wider 

front fenders give him more room to run 

wider 16-inch Volk TE37s and meatier 

tires for track duty. “Everything on the 

car is ready and equipped to take a 

beating,” he explains. “A dream of mine 

was to have a Honda that was built to 

win a car show one weekend and get 

beat on at the track the following.” 

It definitely has all the right pieces 

aesthetically to win at any show, so 

much so that the beautifully assembled 

exterior might almost distract onlookers 

from noticing the bevy of suspension 

and brake pieces. Koni 3011 doubleadjustable 

dampers in combination 

with Eibach race springs keep this Civic 

firmly planted on the road. For chassis 

strengthening, Ryan installed J’s racing 

under fender braces and ditched his Kirk 

Racing bolt-on cage for a gusseted and 

welded TC Designs 6-point roll cage. 

Sitting on the Civic Type R 5-lug swap 

are wallet-destroying Endless brakes. 

Stopping power is important whether 

the car is tracked or not so he definitely 

spared no expense. Anything Endless 

is also pleasing to the eye of any car 

show judge. 

Inside the Long Beach Blue Pearl 

draped interior lies only the absolute 

essentials for competition. The carpet, 

rear seats and associated panels have 

all been removed. The only remnants 

of anything resembling an OEM Civic 

interior are the dash and front door 

panels. Recaro SPG seats with one-off 

Recaro/Willans safety harnesses replace 

the stock front seats and seatbelt units 

while the dash has been modified to 

house an AiM Sports MXL Pista digital 

dash unit. The Recaros have their backs 

color-matched to the interior hue for 

that added personal touch. A deep-dish 

limited-edition Vertex steering wheel 


mounted to a 

SRR steering 

hub help 

improve overall 

driving position. 

Every other 

open spot on 

the dashboard 

has been filled 

with switches 

mounted to 

custom carbon-fiber trim plates. Even 

the radio has been replaced with a 

master kill switch. 

“Overall, the entire rebuild has 

been a very fun project with very little 

hold-ups. It took approximately two 

months to get it up and running. I’m 

just very content with the results,” Ryan 

says happily. “I have practically every 

part I have ever wanted for this project. 

Now I just need to tie up a few loose 

ends and then I’m off to the track to see 

what this little B-series can do!”

TUNING MENU 

1999 Honda 

Civic DX 

OWNER RYAN DER 

HOMETOWN SAN 

FRANCISCO, CA 

OCCUPATION 

BETWEEN JOBS 

POWER Classified 

ENGINE 1998 JDM 1.8L HONDA 

B18C; Innovative 70A engine mounts; 

DTR Street Sweeper header; SARD 

catalytic converter; Fujitsubo RM01 

cat-back exhaust; AEM 3-inch ITR 

cold-air intake; Trust oil cooler 

kit and oil block adapter sandwich 

plate; C&R full core radiator with 

SPAL slim fan; Billion radiator 

hoses; Polished radiator overflow 

cylinder; ARC radiator cap, oil cap 

and thermostat; All Star breather 

tank; Aeromotive A1000 fuel filter; 

Walbro 255lph fuel pump; Earl’s 

stainless steel-braided fuel, 

coolant lines and –AN fittings; 

Shaved valve cover; Hondata 

thermal intake manifold gasket; 

TODA Racing timing belt; Custom 

beauty washer dipstick; Vision 

hood dampers; Odyssey lightweight 

racing battery w/aluminum tie 

down; Moroso remote battery 

terminals; Endless reservoir 

overflow covers 

DRIVETRAIN ATS single-plate 

clutch kit and 16-plate clutch LSD; 

C’s Driving Position shifter; ATS 

LSD oil 


Koni 3011 double adjustable 

dampers w/Koni sleeves; Eibach 

racing springs (700F/1000R); TC 

Designs 6-point weld-in rollcage 

w/gussets and SFI cage padding; 

CTR 5-lug conversion and 26mm 

front sway bar; ARP long wheel 

studs; Comptech 22mm rear 

sway/tie bar combo; J’s Racing 

Under Fender braces and roll 

center adjusters; Carbing 3-point 

front shock tower bar; JUN 

spherical front camber kit; Wicked 

Tuning spherical rear camber kit 

and spherical front lower control 

arms; Function7 spherical rear 

lower control arms; P-CI spherical 

rear trailing arm bushings 

BRAKES Endless 4-piston front 

brake calipers w/MX72 brake pads; 

Cryostop rotors; Stoptech stainless 

steel brake lines; Relocated brake 

proportioning valve; Earl’s brake 

fittings; ITR master cylinder and 

brake booster; ATE DOT4 Super Blue 

brake fluid 


16x8 Volk Racing TE37 (+15 offset/ 

front); 16x7 Volk Racing TE37 (+25 

offset/rear); 205/45-16 Falken 

Azenis RT-615 

EXTERIOR Two-tone Snow 

White exterior/Long Beach Blue 

Pearl engine bay & interior 

paintjob; C-West front bumper, 

side skirts, and rear bumper; ARC 

front lip spoilers; J’s Racing Type S 

carbon-fiber hood, 3D GT wing and 

30mm front fiberglass overfenders; 

Magical Racing carbon-fiber 

mirrors w/CTR block-off plates; 

CTR thin side moldings and window 

visors; Civic sedan rear door 

handle conversion; Retrofitted BMW 

HID headlight projectors; shaved 

antenna, emblems and rear wiper; 

DZUS quick-release fasteners 

INTERIOR Recaro SPG bucket 

seats w/Long Beach Blue Pearl 

painted seat backing; Recaro 

optional headrest pillows and 

lower bolster protectors; Willans 

6-point silver racing harnesses; 

Bride side mount seat brackets; SRR 

steering wheel short hub; Works 

Bell Yoshioka steering wheel 

quick-release; Vertex Limited 

Edition 10th Anniversary 330mm 

steering wheel; Mugen Sport 

pedals; AiM Sports MXL Pista digital 

dash logger w/carbon-fiber bezel, 

GPS module, MSI 10-bar pressure 

sensor and temperature sensor; 

custom switch panel with 

carbon-fiber trim; Master kill 

switch w/carbon-fiber trim; ARC 

polished Ti oval shift knob; Zoom 

Monaco carbon-fiber rearview 

mirror; Civic SI power window and 

door lock conversion; Bogen camera 

mount; Cusco e-brake button; 

CDM Civic airbag tray; blue tweed 

wrapped door panels 

ICE Civic SI tweeters; CTR Gathers 

carbon-fiber speakers 

THANKS YOU First, I would 

like to thank my family for 

supporting/putting up with my 

hobby; I would also like to give a 

shout-out to my ATS Garage*DPK 

family, you guys really inspired me. 

Finally, special thanks to Sunny 

Wong from Franklin Autobody for 

all the help with the car 

WWW c-westusa.com; 

j-sracingusa.com; mackinindustries. 

com; todaracingusa.com; 

falkentire.com; koni.com

FAMILY FEUD 

ANH TRUONG’S 

2000 ACURA 

INTEGRA TYPE R 

#0310 

While Ryan Der 

was busy 

reacquainting 

himself with his 

love of all things 

B-series, Anh Truong was just 

beginning to get familiar with 

his new setup. Though he was once 

B-faithful, the newer technology and 

instant power of the K engine quickly 

lured him away. And he isn’t the only 

one. It’s a fair statement to say that 

the K-series single-handedly breathed 

new life into the growing monotony 

that once existed in the Honda 

community. 

“I just couldn’t believe the difference 


in power and how the car felt throughout 

the powerband,” Anh explains. Like Ryan, 

he’s had his fair share of experience with 

the ITR motor. He’s gone through two of 

them and the last made a very respectable 

201whp. Even so, one ride in a K-swapped 

Honda completely changed his mind. “I 

looked at the build on my B18C and I 

honestly questioned myself. Some of you 

might think that comparing a B18C5 to a 

K20A is like comparing apples to oranges 

but nothing can explain the feeling you get 

when you drive a Honda with a K-swap. 

The six-speed transmission is another 

thing that I love. The way that it’s geared 

keeps you in the power band throughout. 

The B-series is a great motor…that I don’t 

doubt. But my mind was made up.” 

“The majority of the people who try to 

knock the K-engines have probably never 

driven one,” Anh says confidently. “All it 

takes is a test drive to get you thinking. 

They just have so much potential and react 

very well to modifications. Whether you 

decide to boost or go N/A, you can’t go 

wrong. I’m happy with my choice and I’ll 

never look back.” 

“The K20 R that sits in my ITR is 

pretty mild and it already makes a ton 

more power than my previous B set-up. 

It currently has Supertech valvetrain 

components, TODA Racing N2 cams, some 

basic bolt-ons and there’s still a ton of 

room to squeeze more power out of it.”

FAMILY FEUD 

There are some Type R fanatics and 

enthusiasts who might say that pulling the 

ITR engine out in favor of a K20 is Hondasacrilege. 

They would say that the Integra 

Type R was built for that engine and 

nothing else, and getting rid of it would ruin 

the balance of the car. There is definitely 

some truth in that statement, but it’s most 

certainly debatable. An ITR was built for 

that engine… back then. Guys like Anh set 

out to exceed the maximum potential of 

their ITRs and the K-series engines are the 

perfect tool to do just that. 

Anh credits his Integra Type R’s most 

current Super Street cover-worthy state to 

a dream, the right team of people and his 

strong religious faith. 

“I remember seeing my first Integra 

Type R at a local Burger King when I was 

just a high school sophomore back in 1998. 

I knew at that moment that it would be 

my dream car,” he reminisces. “I didn’t get 

the opportunity to actually own one until I 

was in college. Looking back, I’m actually 

thankful that I didn’t get it until that time 

because I wouldn’t have known how to 

take care of it. I’m pretty sure it would 

have been stolen or I would have done all 

the ricey things to it that I did with the 

Prelude I had then.” 

“It took me a while to find one that I 

liked. There were so many salvaged ITRs at 

the time and the only one with a clean title 

was sold minutes before I arrived to pick it 

up. I was so bummed that I began scouring 

Craigslist and strangely enough, I found 

the Integra that I own today. I cherished 

it even though it was a bit rough around 

the edges. There were some dents and it 


needed new paint but I took care of it. I 

was a youth minister at my local church 

then and they were kind enough to let 

me keep my car inside the church 

on weekdays.” 

“I slowly began the modification 

process and even had the car re-sprayed 

the OEM Flamenco Black. I began to 

get more comfortable within the Honda 

community and eventually I decided that 

I had to step my game up to see if I could 

take my build further.” 

Anh’s rationale to go K-series was not 

without merit. A spun rod with his first 

motor and similar disaster with his 

second lead him to contemplate the K. 

“It was nothing but problems with the 

two ITR engines I had before. The car just 

never received the treatment it deserved 

and needed,” he says. It may be “divine 

intervention” or just a case of being at the 

right place at the right time, but another 

member of ATS Garage, Vee, just happened 

to have a JDM K20A for sale. Anh quickly 

jumped on it and began making calls to 

assemble a dream team to complete 

his rebuild. 

“The plan was simple: to make this 

very complicated build top notch with no 

short cuts and quality parts. I was lucky 

enough to be able to lock down famed 

Honda-builder, Fred Chapman and wiring 

guru, Ryan “Rywire” Basseri to assist me 

throughout the build.” 

It took less than a day for Fred to get 

to work on the tear down. Chapman aka 

“ATS Fred” immediately pulled out the 

B18C to make room for the new heart. The 

dash and interior were also yanked to allow 

room for Ryan to mock-up 

custom brake lines and removal 

of unneeded wires. The battery 

and fuse box were eventually 

relocated while the heater, 

A/C and power steering were 

removed altogether. Fred then 

dropped the K20A into its new 

home and Ryan applied one of 

his signature Rywire mil/spec 

harnesses to make everything 

fully operational. 

Along with the modified valvetrain 

stated earlier, this K20A also sees 

upgrades with an RBC intake manifold, 

DTR header, RCrew/RedZone custom 

exhaust and custom Griffin radiator 

set-up. The radiator is modified to use 

-16 AN fittings with lower and upper 

radiator hoses connecting to K-Tuned 

swivel water outlets. As if his engine 

bay wasn’t unique enough, Anh sent his 

entire subframe, Karcepts intake pipe, 

oil catch can and other assorted goodies 

out to SIK Industries to have them 

powdercoated in candy teal. “I was 

honestly kind of iffy on the teal at first 

but Fred gave me reassurance that it 

would pop nicely against the glossy 

black.” 

“Throughout the rebuild I had 

the car towed to so many different 

places. Luckily I had the best AAA 

package available because I really 

abused the free towing,” Anh says 

with a smile. One of the spots it was 

dropped off at was Modern Bench 

Operations where the exterior was 

cleaned up and prepped for the new

FAMILY FEUD 

exterior components. These new parts 

included an authentic Backyard Special 

front bumper and a rare Mugen Generation 

II rear wing. Once the freshly painted 

pieces were aligned and installed on Anh’s 

R, he and Fred were able to adjust the 

Zeal S6 coilovers to the appropriate ride 

height. The interior remains unchanged 

from before the Chapman/Rywire rebuild. 

With JDM ITR Recaros and ITR rear 

seats, there’s really no reason why it would 

call for a dramatic change. Add a Mugen 

Racing 3 steering wheel to the mix and you 

have a timeless Integra Type R interior. 

Despite the two builds going in two 

completely different directions, they both 

have one thing in common: attention to 

detail. Both builds are incredibly elaborate 

and there are enough details in each 

individual build to fill every page of Super 

Street on any given month. As far as 

engine choice goes, it’s all left in the eye of 

the beholder. Personal preference is what 

drives every build and it is no different for 

engine selection. The K-series may have the 

newer technological benefits and power 

from the factory, but the B-series is tried 

and true and remains a prime candidate 

for any enthusiast looking for a swap, 

especially those with a smaller budget. In 

the battle of K versus B, we would have to 

call it a draw in favor of all die-hard Honda 

heads. As long as we continue to see builds 

the caliber of both Anh Truong’s and Ryan 

Der’s, the Honda community will continue 

to be at the forefront of the industry for 

years to come. 


TUNING MENU 

2000 Acura Integra 

Type R #0310 

OWNER ANH TRUONG 

HOMETOWN 

SAN JOSE, CA 

OCCUPATION RESIDENT 

SERVICES COORDINATOR 

POWER 236whp/164lb-ft tq 

ENGINE 2003 JDM 2.0L HONDA K20A; 

Hybrid Racing motor mounts; Karcepts 

intake and IAC delete plate; 70mm BDL 

throttle-body; RBC intake manifold; 440cc 

Lucas fuel injectors; Hybrid Racing fuel 

rail; K-Tuned liquid-filled fuel pressure 

gauge; Trick Flow inline fuel filter and fuel 

pressure regulator; TODA Racing single coil 

racing valve springs and N2 Spec racing 

camshafts; Supertech titanium retainers; 

DTR exhaust header; RCrew/RedZone custom 

exhaust system; Griffin custom radiator 

with -16 AN fittings; Custom front mount 

slim fan; K-Tuned upper swivel neck 

and swivel thermostat housings; vented 

valve cover; Spoon Sports radiator stays; 

Custom black –AN radiator, fuel, brake 

hose fittings; B&R oil catch can w/-10 AN 

fittings; Custom coolant reservoir; FEEL’s 

oil filler cap; Pivot radiator cap; ARC spark 

plug cover; Rywire Mil Spec engine harness, 

tucked accessory wire harnesses, and 

clutch line; ATS Fred custom throttle cable 

bracket, Mil/Spec harness plate; Hidden 

Odyssey battery and fuse box; Candy-teal 

coated subframe, oil catch can, valvecover, 

intake pipes, throttle cable bracket, hood 

prop and Mil/Spec plate; ATS Fred custom 

wrinkle black-coated HID housings and 

brackets, front shock top hats, brake 

booster, steering rack, FPR bracket and oil 

catch can bracket; A/C and heater, power 

steering and ABS delete 

DRIVETRAIN 2003 HONDA DC5R 6-speed 

transmission w/LSD; Competition Clutch 

stage 2 clutch and flywheel kit; S2000 

clutch master cylinder; Hybrid Racing 

shifter box and shifter cable 


Hondata K-Pro tuned by RedZone 

Performance 


Zeal Function S6 coilovers (14K front/10K 

rear); Mugen front and rear strut tower 

bars; NEXT Miracle X bar with optional bars 

BRAKES Spoon Sports 

twin-block front brake calipers; 

custom brake hard lines with relocated 

proportioning valve; Stoptech front and 

rear stainless steel brake lines; Powerslot 

front and rear slotted brake rotors; Hawk 

HPS front and rear brake pads 


16x8 Dunlop CPR (+38 offset); 215/45-16 

Falken Azenis; Project Kics R40 gunmetal 

extended lug nuts w/locks; RAYS Enginering 

aluminum black valve stems 

EXTERIOR Re-sprayed OEM Flamenco 

Black Pearl by Modern Bench Operations; 

JDM ITR front end conversion (OEM HID); 

Backyard Special front bumper; Mugen Gen 

II rear spoiler; Spoon Sports plastic 1st 

gen. side mirrors; RS rear door handle 

conversion; JDM window visors; shaved 

antenna; JDM ITR 98+ rear taillights; 

Rear wiper delete; ITR mudguards; SiR-G 

“Integra” 3rd brake light cover; Circuit 

Hero rear tow hook 

INTERIOR JDM ITR Recaro front seats; 

JDM ITR rear seats; Mugen Racing 3 

steering wheel; NRG steering wheel quickrelease; 

HKB steering short hub; Circuit 

Hero shift knob; custom red stitched 

suede shift boot; JDM ITR e-brake handle, 

arm rest eliminator, Personal box, radio 

block-off plate, center console plaque, 

foglight switch, window switch and clock 

block-off plate; CDM airbag tray; Integra 

RS interior door handle bezels; ITR 

checkered floor mats and trunk mat; Defi 

water temperature, oil pressure and oil 

temperature gauges 

THANKS YOU My Lord & Savior Jesus 

Christ; My wife Eachon and baby girl; 

Nathan Chan; Ivan Yee; Fred Chapman aka 

Fred Built; 12Stones; Interlude; DPK; ATS 

Garage; Wek’Sos Industries; SIK Industries; 

RedZone Performance; ICB Motorsports; 

Ryan Basseri aka Rywire; MemoryFab; 

Hybrid Racing; Karcepts; K-Tuned; DTR; 

Modern Bench Operations; The Chronicles/ 

Stickydiljoe.com 

WWW hybrid-racing.com; falkentire.com; 

rywire.com; karcepts.com

WORDS Sean Klingelhoefer 

PHOTOS Sean Klingelhoefer 

TOOLS NEEDED 

Phillips head screw driver 

Flat-blade screwdriver 

7mm sockets 

1/4’’ Ratchet 

Super glue 

Side cutters 

Wire stripper (or equivalent) 

Soldering iron (optional) 

Drill 

Drillbits 

Paint pen 

DIY CUSTOM TACHOMETER INTEGRATION 

GET STACKED 

Aftermarket 

tachometers have been 

around for decades but 

in our market segment 

we’ve seen a paradigm 

shift away from the monster-tachs 

of days gone by to newer, lighter, 

more precise units. The aim is to 

have an extremely accurate reading 

of your engine’s RPM to ensure you’re 

shifting right when you should be. 

When it comes to tachometers, STACK 

is in a realm all by itself; their units are 

simply the Rolexes of tachometers. 

Operating on a digital quartz 

movement, the ST200 Clubman 

Tachometer has zero needle waver and 

is maintenance free with guaranteed 

accuracy for life. The casing is sealed 

aluminum with shatter resistant glass. 

With supplied manual, hardware and 

optional shift light you’re getting a hell 

of a lot of technology for your money. 

I could go on and on about how great 

this unit is but since I’m limited on 

space, I can’t cover everything here – 

be sure to checkout STACK’s website 

for more info! 

One feature I can elaborate a little 

more on is how the unit’s small profile 


and 80mm diameter allow for some 

pretty sick custom mounting-like fitting 

it inside your stock gauge cluster for a 

sleeper look. Every time we’ve featured 

a car with a custom mounted tach you 

guys blast us with emails asking how 

or where you can get one – well I’m 

about to show you exactly how to do 

it yourself. I’m even going to take it 

one step further and show you how to 

make the unit fully plug and play with 

no wires to run and fish out later. 

I’m a firm believer in doing things 

the right way and not cutting corners; 

you could say I’m a bit anal about it. 

The good thing is I’ve already done 

the legwork for you so now all you 

have to do is copy it and make some 

slight alterations, depending on your 

application. To save space I’m going 

to skip gauge cluster removal – if 

you can’t figure out how to take your 

cluster out this install is probably too 

complex for you and you’re probably 

better off paying a shop to do it 

for you. But don’t be afraid to try it 

yourself; it’s actually not as complex 

as you might think and it’s quite 

rewarding knowing you did it yourself! 

1 

Here’s a look at the EG Civic cluster I’ll be working on and 

the STACK ST200. Ignore the white box andwiresatthe 

bottom of the cluster – unless you also have a JDM unit with 

door indicators this piece shouldn’t be on your cluster anyway. 

2 The first thing you’ll need to do is pull the rubber 

plug off the end of the trip odometer so we can 

remove the front cover. These can be a little stubborn 

sometimes but just keep pulling and twisting and it will 

come off eventually.

With the cover off we can move to the back of 

4 the cluster. You’ll need to remove the four Phillips 

head screws holding the stock tach in place. Later I’ll 

show you how we are going to wire the STACK unit 

into these very same spots on the circuit board to 

operate the unit. 

Next we will remove the bulbs so we can peel 

6 back the stamped circuit board. Turn the bulbs 

counter clockwise and pull them out. We’ll be 

reinstalling these later so don’t lose them! 

With the circuit board peeled back flip the 

9 cluster back over so we can see the front and 

reinstall the back portion of the cover. We’ll need this 

in place so we can mock up our tach fitment. 


Next pull off the front cover; on the EG cluster it’s secured by six tabs – three on top and three 

3 on bottom. Just press the tabs in while gently pulling the cover away from the cluster. I find it 

easer to remove the top first then the bottom. 

Once the four screws are removed, gently pull the 

5 OEM tach out of the cluster and set it aside. 

With the bulbs out, gently start peeling back 

7 the stamped circuit board. Be very careful not 

to tear the circuit board while removing it. The 

board can be a bit difficult to remove around the 

tabs that hold it in; just be patient and make sure 

to apply even pressure with both hands while 

removing. We only need to be concerned with 

removing the side that contains the tach since 

that is where we will be drilling. 

10 

8 

Next we’ll need to pry the clear 

portion of the cover off the backing. 

Be extremely careful to work slowly so 

youdon’tcrackthecover.Theideaisto 

break all the small glued areas without 

damaging the screen. Fortunately for me 

the previous owner of this cluster already 

performed this task whentheyinstalled 

the faux-carbon overlay. 

Feed the wires from the tach through 

the hole in the bottom corner – if your 

gauge cluster doesn’t haveaholehere, drill one. 

We’ll need the wires routed so that they don’t 

interfere withthe placement of the unit.

11 With the wires routed, we’ll need to mark the 

tach posts using a paint pen. Be sure to be 

thorough with your paint coverage since the idea is to 

leave two dots on the plastic where the posts will go 

through the cluster. 

Now pull the tach back out and remove the cover 

13 so you can drill your spots. Make sure the circuit 

board is out of the way before you start drilling! I used a 

very small drill bit to start the holes since I wasn’t sure 

if the placement would clear the circuit board or not. It’s 

a good idea for you to do the same since there is some 

guess-and-check involved in this install. 

As you can see I had to clock my holes a little bit 

15 clockwise to clear the circuit board but in doing 

so I found a location where I didn’t have to pierce any 

portion of circuit board. You may have to drill your 

board but just make sure you aren’t going through any 

metal portion and you’re in the clear. Next I cut away 

some sections of plastic that were interfering with the 

tach’s body. 

Since I won’t have access to the bolt heads 

18once the tach is in, I mounted the supplied eye 

connectors before installing the tach. I installed three 

connectors, one for 12v switched power, one for ground 

and one for the Ignitor signal that drives the tach. 

Honda makes the power and ground easy by marking 

them right on the circuit board with a (+) for power and 

a (-) for ground. To figure out which terminal is for the 

Ignitor signal make sure to check the factory service 

manual for your vehicle like I did. 


Now carefully lower the tach into your desired position. 

12 Make sure you don’t move the tach around as you want 

two clean dots like I have in the second picture. 

Once the holes are drilled move back to the back side of the cluster and realign the 

14 circuit board. Check where the holes come through and make sure they aren’t directly 

below any metal portions of your circuit board – if they are you’re going to have to move 

the mounting points until they’re clear. As you can see in the second picture I’m pointing 

to where the upper hole lined up, it was right on the circuit and I had to relocate my holes. 

Once I found the right position I used a larger bit to open them up all the way. 

I continued to remove three of the protruding 

16pegs where I am going to run hardware so that 

the bolt heads aren’t limiting the mounting depth. 

Now that the terminals are installed we can 

19throw the cover backing on and mount the tach. 

Here is the hardware that is going to 

17be used to connect the tach wiring 

directly into the circuit board. You can 

pick these up at most any hardware store: 

(3) 4mmX7 nuts, (3) 4mmX7 bolts and (3) 

4mm washers. 

With the tach in place use the 

20supplied washers and 7mm lock 

nuts to secure the tach to the cluster. 

I had to leave the lower corner of the 

circuit board disconnected to secure 

the lower stud, but the top stud went 

right through an already existing hole 

– score! (That’s what she said.)

Here’s a look at the back side of the cluster 

21with all the hardware in. Starting at the 

center top position and going clockwise we have 

the upper tach stud, positive terminal, Ignitor 

terminal, bottom stud and ground terminal. 

Now it’s time to connect the wires to the eye 

connectors. 

Now insert the stripped wires into their 

23corresponding connectors. As per STACK’s 

supplied instruction manual we know that the orange 

wire goes to the Ignitor signal. Then the red wire 

goes to positive and the black to negative (duh). Since 

the terminals were already secured to the cluster, I 

couldn’t fit the crimping tool I have in there so I just 

used a dull set of side cutters. If you decide to use 

side cutters just be careful not to over do it and cut 

through the connector! 

Now it’s time to take care of that pesky 

27blue wire we have left over. This is for the 

supplied switch that allows you to configure the 

tach and display peak RPM. I decided to add a 

spade connector between the cluster side and 

switch side to make installation/removal an easier 

process. 

Last but not least you’ll need to decide where 

30you want to install your switch. I decided to 

use the vacant plate on the left side of the EG dash 

under the dimmer switch. I removed the plate for 

drilling and installation because it’s a lot easier to 

work on a table than crawling around inside a car. 

Cut the wires to a reasonable length and strip the ends. We’ll only be cutting the orange, 

22red and black wires for now. Using an appropriate wire stripper (whatever you’ve got laying 

around can make due), strip the ends of the wires that will be going into the connectors. 

Here’s a look at all the wires mated 

24to the connectors. Make sure to do 

a quick pull test to insure that they are 

properly secured. 

When we flip the cluster back over we 

25get a glimpse of the progress we’ve 

made. Looks pretty dope huh!? Well we’re 

not done yet but we’re on the home stretch! 

On one side of the switch we have the blue 

28wire coming from the tach and on the other 

I used some of the left over black wire for the 

ground side. I decided to solder them in but you 

can use the supplied spade connectors for this. 

Once everything is installed and you’re 

26positive you don’t need to make any 

further adjustments we can glue the clear screen 

back onto the cover. Using super glue, place a 

couple dots along the areas where the screen 

was originally attached and firmly hold the cover 

in place as it dries. Don’t forget to reinstall the 

cluster bulbs. 

On the other end of the black 

29wire I installed the supplied 

large eye connector for the ground. 

SOURCE: STACK, 888.867.5183, 

www.stackltd.com 

Just like the removal process I’m going to skip the actual cluster install – it’s just the reverse 

31order of installation anyway. You’ll also need to connect the blue wire and find a suitable 

ground mounting location for the button. I used a vacant hole on the dash frame but anywhere that 

you can get to bare metal will work. With the cluster plugged in I followed the supplied instruction 

manual’s procedure to set the tach. Hold the button in and turn the key to the ON position but do 

not start the car. When the needle comes back to a rest at 0 you will press the button one time for 

each cylinder – in my case I pressed the button four times for the four cylinder engine. The pointer 

will point to the corresponding 

number on the dial (in my case 

4) to verify your selection. Once 

you have the cylinders dialed 

in let off the button for three 

seconds and it’s party time! 

Holy hell it actually works! 

Great success! Unfortunately 

the CX motor in the install car 

doesn’t rev very high so I can’t 

show you how awesome the 

tach looks while sweeping but I 

can assure it’s kick-ass! 

Hopefully this helps you 

guys, if you liked this article be 

sure to let us know as I plan to 

do more of these in the future!

WORDS Caharels 

PHOTOS Courtesy of Manufacturers 

BREATHE IN, 

BREATHE OUT 

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The very first few engine 

modifications are usually 

intake, header and 

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HEADER 


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STILLEN HEADERS 



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BREATHE IN, 

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STILLEN HIGH-FLOW 

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WORDS & PHOTOS Evan Griffey 

SIX CAMSHAFTS AND ONE D16 SOHC VTEC: LET’S MAKE SOME POWER 

Power is not a piñata. You can’t string up 

some effigy to performance then flail 

about madly swinging a stick, hoping to get 

lucky and bump the output of your engine. 

Making power is strictly science and experience. 

Science in that burning more fuel at the proper proportions 

will generate more horsepower. Experience in the enlightenment 

of knowing what parts will make a particular engine 

burn that extra fuel and produce those extra ponies. 

Beyond basic bolt-ons, camshafts represent the next 

step in the modification chain. While capable of doling 

out dramatic gains it takes experience to select the right 

camshaft for the intended usage of the vehicle. It’s not about 

peak power; it’s about peak performance on the road where 

drivability and acceleration trump a big dyno number. 


TEST PLATFORM 

The test mule for this shootout is a 1995 Honda Civic with 

a D16Z6 SOHC VTEC engine. This is a great combination 

to run. EG Civics are cheap and the D16 single-cam engine 

is often overlooked as a powerhouse in favor of the more 

glamorous GS-R swap, so stock parts are plentiful. Speed 

Factory, a Honda savvy tuning shop in Tacoma, Washington, 

set out to test a bevy of D16 turbo cams and we followed 

along to chart the progress. Speed Factory modified the D16 

in a manner representative of most commonly built turbo 

TEST PARAMETERS 

Testing was performed on Speed Factory’s in-house 

Dynapack chassis dyno. The D16 was rev-limited to 8,500 

rpm because most street driven cars do not rev higher. 

Testing was performed at 19 psi of boost as this is a 

common, safe boost level for this setup and 92-octane pump 

gas was used throughout. 

Speed Factory started with the stock camshaft in place, 

and tuned the car with the GReddy PRofec B electronic 

D16 setups in use by D16 enthusiasts 

today: 

Vitara 75.5mm pistons 

Eagle rods 

Stock sleeves 

Stock-port head 

Skunk2 valve springs & retainers 

Skunk2 Intake Manifold 

boost controller. Speed Factory’s James 

Kempf used the low boost setting with 

the low boost knob maxed out. This 

resulted in 16 psi of boost at 4,750 

rpm, climbing slightly to a peak of 19 

psi of boost at redline. James then 

changed camshafts and retuned it at 

the same 19 psi of boost for all cams. 

60mm throttle-body 

RC Engineering 750cc injectors 

Walbro 255-lph in-tank fuel pump 

Mini-ram turbo manifold 

57-trim T3/TO4E .63 A/R turbo 

3-inch downpipe and exhaust 

Chipped P28 ECU, Crome tuned 

The boost curve remained the same for 

all camshafts; run time was kept the 

same for all camshafts. Engine coolant 

temps and intake air temps were kept 

consistent at the start of every pull 

on all camshafts. All cams were at 

0-degrees unless otherwise noted. 


D16 CAM DYNO TEST 

ZEX 59300 

335 whp/262 lbs-ft torque 

(+35 whp, +8 lbs-ft torque) 

Comments: Very good idle quality, good overall power. Jason says, 

“The 59300 is a good overall cam for the average street car that 

may have some drag strip use in the cards.” Identical spool to stock 

cam, no power loss anywhere, good gains from 5k rpm up. The 

59300 comes off as a solid, well-balanced bumpstick. Note: An odd 

characteristic of this cam is that at 8,000 rpm there is a large drop 

in power. Volumetric efficiency drops significantly at this point, but it 

pulls through and regains efficiency at higher rpm. 

CROWER 2 TURBO 


(+47 whp, -4 lbs-ft torque) 

Comments: Good idle quality, poor low-rpm power, good high-rpm 

power. Jason quipped that this cam is good for a drag application, 

but not recommended for a street driven car. Very comparable to ZEX 

59500, but the 59500 makes more power from 6,800-8,100 rpm. 

Loss in power up to 5,300 rpm, equal to stock from 5,300-6,400 rpm, 

huge gains above 6,400 rpm. Also, this cam experiences a 350-rpm 

loss in spool time versus stock. 


ZEX 59500 



BLOX STAGE 3 



TEST SUBJECTS 

Speed Factory decided to test the 

most commonly used, readily available 

camshafts on the market for this 

test. No one-off custom grinds, only 

mainstream available goods here: 

Cams Tested: 

(T)=turbo grind; NA=naturally 

aspirated 

Stock 

ZEX (Comp Cams) 59300 (T) 

ZEX (Comp Cams) 59500 (T) 

Crower 2 Turbo (T) 

Blox Stage 3 (NA) 

Bisimoto Engineering Level 2.4 (T) 

Bisimoto Engineering Level 3.6 (T) 

Stock Cam 


(baseline) 

Comments: Great idle quality, okay 

power; you gotta start somewhere. 

Comments: Decent idle quality, poor low-rpm power, good high-rpm 

power. Jason commented that this cam is more suited to a drag 

application, not recommended for a street driven car because it loses 

power up to 6,400 rpm then delivers huge gains above 6,400. Street 

engines spend a lot of time below 6,400 rpm and this cam’s lack of 

punch will be felt on the road. Also, this cam experiences a 350-rpm 

loss in spool time versus stock. Note: This cam required 2 degrees 

of retard. 

Comments: Good idle quality, poor mid-rpm power, good high-rpm 

power. This cam is okay for a drag application, not recommended for a 

street driven car. Note: Above 8,500 rpm, power dropped like a rock. 

Not recommended for applications that will rev above 8,500 rpm. 

Gains realized above 6,600 rpm up to 8,500; this narrow 1,900-rpm 

powerband is indicative of drag cams. Engine experiences a 100-rpm 

loss in spool time versus stock.

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D16 CAM DYNO TEST 

BISIMOTO ENGINEERING LEVEL 2.4 



Comments: This cam is designed for street/strip applications with a 

mildly lopey idle, and idled at 15 in/vac. Jason says that this cam is his 

pick of the bunch for a hot street/weekend warrior strip car, and the 

slightly lopey idle sounds great and hints at the power lurking beneath 

the hood. Spool was within 100 rpm of the stock cam, with great 

gains above 5,000 rpm. This cam outperformed all other cams in the 

test up to 8,000 rpm with massive mid-range and top-end gains. 

TEST CONCLUSIONS 

Speed Factory put the hurt on their Dynapack, logging 

more than 150 dyno pulls during the test, and came to an 

easy conclusion after pouring over the data: the Bisimoto 

Engineering cams absolutely dominated. They sacrificed 

practically nothing to the factory cam other than stock idle 

characteristics, and delivered mind-blowing 70 to 80-pluswhp 

gains on the top end. These are the ultimate cams for 

Turbo D16 enthusiasts. 

Jason was quick to point to the Bisimoto Level 2.4 as the 

SOURCE: 

Bisimoto bismoto.com 

Blox Racing bloxracing.com 

Crower Cams & Equipment crower.com 

Speed Factory (253) 566-4331 speedfactoryracing.net 

ZEX Cams zex.com 

BISIMOTO ENGINEERING LEVEL 3.6 



Comments: This cam is designed for pro full race applications with 

a very lopey idle, and idled at 15 in/vac. This is Jason’s cam of choice 

for a full race build, and is what he uses in his own race motors. Spool 

was within 100 rpm of the stock cam, with huge gains above 6,400 

rpm. This cam performs very similarly to its slightly smaller brother, 

but made superior high-rpm power above 8,000 rpm. 

best overall cam in this test for most 

street/strip D16 turbos. Nearly identical 

spool to the stock cam, with massive 

gains from 5,000 rpm up, a solid choice. 

The Bisimoto Level 3.6 is his top dog 

for a drag-only application, delivering 

20-plus hp over the competition while 

continuing to deliver the goods above 

9,000 rpm for super-high-revving 

applications most likely seen on 

purpose-built drag engines. 

It’s also clear that when you’re 

generating 380-plus wheel horsepower 

from a single-stick D16 you are doing 

something right. This is a real world car 

that’s street driven on pump gas and the 

results illustrated here are supremely 

attainable for any Honda enthusiast.

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WORDS AND SNAPS Sean Klingelhoefer 

THE BLAZING CHARIOT OF A 56-YEAR OLD TRACK WHORE 


Phil Robles is not 

your average Honda 

enthusiast. His EG is 

not your average tuned 

Honda. Phil isn’t interested 

in being “hellaflush" and the only 

gold-dipped parts he owns are 

trophies. In Phil's world, performance 

is everything. The car is the 

embodiment of its owner, a fifty-six 

year old Apache helicopter mechanic 

turned race enthusiast. 

I know what you’re thinking, parts 

like Spoon, Mugen and J’s Racing aren’t 

commonly associated with people over 

the age of thirty. Then again, neither 

are Civics in general, but there’s really 

nothing common about this car or its 

owner. With impeccable taste in parts 

and amazing driving skill, Phil and his 

EG have quickly risen to the front of the 

pack in NASA TT events and caught 

a lot of attention in the process. I’ve 

known him for a while and I knew his 

story would be the perfect fit for the 

Honda Issue. 

Phil got his first taste for Hondas 

when he was given his final military 

assignment to Okinawa Japan in 1993. 

The tour was only scheduled for three 

years but Phil and his family fell in love 

with Japan and he extended his stay to 

six years. While in Japan, Phil picked up 

a 1983 Honda City for his daily driver. 

At the time he also owned a 1988 Mini 

Mayfair, which was his pride and joy. 

Slowly but surely Phil realized that 

Honda knew how to make a sporty front 

wheel drive better than any other make 

on the planet. 

Fast forward a few years and his son 

Jesse had become heavily involved with 

Hondas. Phil and his son would go on to 

build a turbocharged VG30 Datsun 510 

together but Jesse quickly went back 

to Hondas after its completion. It was 

around 2006 that Jesse purchased the 

gunmetal hatch from a friend Chris 

aka CBA Racing, who now works at 

Hasport. The car was almost entirely 

stock at the time except for an LS 

engine and a GS-R transmission. 


GRIP ATTACK 

IN PHIL'S WORLD, 

PERFORMANCE IS 

EVERYTHING. 

At the same time Phil was daily 

driving a nearly-stock EK hatchback and 

gained a lot of interest in his son’s EG. “I 

told him if he ever decided to sell it to 

make sure and let me know.” It just so 

happened that Jesse felt that the A/C 

system wasn’t up to par with his needs – 

with 120-degree summer temperatures, 

a solid A/C system is a must. Phil’s EK 

on the other hand had ice-cold A/C and 

they ended up trading cars plus a little 

cash on Phil’s end. 

Phil admits that his son continued 

to influence him when it came to all 

things Honda. The only thing they differ 

on, according to Phil, are comforts. 

“Jesse was always more into having 

a nice comfortable car, whereas I’m 

the kind of guy who just wants to tear 

everything out!” The car was originally 

going to be built as a streetcar, but that 

all changed when he was introduced to 

some of his son’s friends – Jeff and Dan 

Sturla "aka the Loose Boys." 

Jeff and Dan are also long-time 

friends of mine and some of the nicest, 

most helpful and down-to-earth people 

I’ve ever met. They are also both 

NASA driving instructors. The twins 

suggested that since Phil was already 

a motorsports enthusiast he should at 

least come out and watch a few events. 

After attending several events Phil 

finally decided to bite the bullet and get 

on track. “Getting past the ego was the 

hardest part. I couldn’t help but think 


‘I’m gonna’ go out there and look like an 

ass!’ But once I got past that there was 

no turning back," Phil admits. 

And so it began in May of 2007 - 

Phil has been a track addict ever since. 

The car rarely sees any street time these 

days as it has slowly transformed into a 

track beast. In 2009, the car piloted by 

Robles, finished first in NASA TT-B class 

and was the overall winner of the UMS 

Time Attack series – “a testament that 

you can still get it done with a reliable 

B-Series engine.” Phil has no plans to 

call it quits anytime soon. 

For the 2010 season, Robles is 

hoping to make every NASA and Pro

GRIP 

ATTACK 

and Southern California – including our 

Super Lap Battle finals in November. 

The car should remain much the same 

but Phil knows he’s going to need more 

power to keep up with the big boys 

and plans on either using the help of 

a Jackson Racing supercharger or a 

K-Series engine swap. 

Unfortunately, engines nor 

superchargers, grow on trees and Phil 

is on a budget. Ironically, the collection 

of rare JDM parts he does have earned 

him the nickname “Robles Money” 

among other AZ track enthusiasts. But 

deep down, the car is still just a budget 

racer and Phil admits “I can’t go totally 

buck-wild like I would like to.” 

Regardless the car is already fast and 

will only get faster with time. We 

wish Phil the best of luck in the 2010 

season, even if he does look like a 

rolling contradiction. 


TUNING MENU 

1992 Honda 

Civic CX 

OWNER PHIL ROBLES 

HOMETOWN TEMPE, AZ 

OCCUPATION BOEING 

MECHANIC- APACHE AH-64 

POWER 165 hp @ 7600 RPM 

124 lb-ft @ 6000 RPM 

ENGINE 1.8L naturally-aspirated 

B18C GS-R; Hasport mounts; Mugen 

baffled oil pan; Top Fuel intake; 

Vision 4-1 header; CTR b-pipe; 

Spoon N1 muffler, spark plug wires, 

spark plug cover; Koyo radiator; 

Samco hoses 

DRIVETRAIN S80 GS-R 

transmission; ITR 5th gear, JDM ITR 

4.785 final drive; Spoon 1.5 way LSD 


TEIN RE coilovers (14kg/mm 

front/10kg/mm rear); JDM ITR sway 

bars (25mm front/23mm rear); BEAKs 

rear sway bar kit; Skunk2 Pro front 

UCAs; Vision rear camber arms; 

Spoon front strut bar; Next Miracle 

X bar; Autopower 6-point rollcage 

BRAKES Spoon front calipers; 

Fastbrakes 2-piece front rotors, 

solid rear rotor; Carbotech XP-10 

pads; Goodridge stainless brake 

lines; Integra 1'' master cylinder 

and booster; Cusco master 

cylinder brace 


15X9 (front)/15X8 (rear) 949 Racing 

wheels; 225/45R15 Nitto NT-01 tires 

or 225/45/15 Hoosier R6 tires 

EXTERIOR J’s Racing front lip, 

canards, intake duct and 3D GT 

wing; Charge Speed front fenders; 

Vision MC mirrors; JDM EG6 rear 

wing (base) 

INTERIOR Recaro SPG seats; 

BuddyClub seat rails, shift knob; 

Takata Harnesses; Mugen Racing 

III steering wheel; Works Bell 

rapfix quick-release; Circuit Hero 

shifter extender; Broadway wide 

rearview mirror 

THANKS YOU Matt Ye from ICB 

Motorsport, Simon Pavlick, Geri 

Amani- Redlign Autosports, Eric 

from Garage 77 for keeping paint 

on the car, UMS Tuning, all my track 

friends, the local Honda community 

and most of all my family: Helen, 

Rachel and Jesse for all their 

support and inspiration 

WWW icbmotorsport.com; 

proautosports.com; superlapbattle. 

com; nasaproracing.com; umstuning. 

com; kingmotorsports.com (Mugen); 

spoonsports.us; j-sracingusa.com

BLAST 

OFF! 

PROFESSIONAL MOTORSPORTS 

Hawk Performance, the official brake pad of SCCA & NASA, is the proven industry 

leader with championships in virtually every form of racing. 

DRIVING SCHOOLS 

World

CASTROL SYNTEC’S TOP CAR CHALLENGE IS BACK 

AND THIS TIME, WE’RE GONNA WIN THIS SUCKA 

After two years of fighting 

and playing our best, we’ve 

decided that this is our 

year to finally win a Castrol 

Syntec Top Car Challenge. 

While we’ve certainly brought our strongest 

efforts to the table before – Bisimoto’s 

underdog F22 single cam (that truly did win 

if you calculate it the proper way: http:// 

www.motoiq.com/magazine_articles/ 

articletype/articleview/articleid/1231/ 

castrol-top-shop-challenge-results.aspx) and 

Cheston Chiu’s Z33 track terror – they just 

weren’t enough to top AMS Performance 

and the sheer power of the 4G63. Now that 

we’ve recalled our extensive mental notes 

(from what few brain cells we operate off of) 

and learned our lessons from the first two 

outings, we’re entering the arena this year 

with confidence and a very capable fighter. 

So what are we looking for in this year’s 

car? Well, it all comes down to finding a 

car that is tuned to be the best all-around 

performer, but we saw that the biggest 

factors came down to who mastered the 

2008: Bisi Ezerioha built 

us one crazy F22A but 

it couldn’t beat a 4G63. 

See his War Wagon story 

in this issue to see his 

answer to those who 

doubt his engine building 

capabilities. 


track tests the best, and that includes 

acceleration, braking, 1/4 mile time/trap 

speed and of course, the ever-important 

lap times. There wasn’t a single car that 

didn’t satisfy the emissions testing – but the 

endurance is a whole different subject for 

one mag. So as you can probably guess, every 

car will be tested in all of those subjects 

just mentioned, but also including the car’s 

horsepower, power-to-weight and cost. 

Most of all, we’re really gunning for a true 

street car to do the job – after all, this is a 

competition to see which car comes out on 

top, right? 


We’ll be facing off shortly once again at 

the Buttonwillow Raceway against our other 

popular Source Interlink titles, including 

Modified, Import Tuner, eurotuner, Honda 

Tuning and 5.0 Mustang – and really, it’s 

anybody’s game. Could it be a threepeat 

victory for Modified? Not if we can help it. 

To find out more about the Castrol Syntec 

Top Car Challenge and a chance to win $10K, 

visit www.SyntecTopCarChallenge.com 

today. While you’re there, make sure to vote 

for Super Street (that’s us) as your team of 

choice; these votes count this time and we’re 

gonna kill it like we did last year! 

LOG ON AND ENTER TO WIN $10K! 

www.SyntecTopCarChallenge.com 

2009: Even with ace driver, Billy 

Johnson at the helm, Cheston 

Chiu’s 233 wasn’t running its best 

and couldn’t overpower the AWD 

might of AMS’ Evo. 

CASTROL SYNTEC TOP CAR CHALLENGE: THE TESTS 

• Lap Times: Teams compete for the single fastest lap time during a 20-minute session on the road course. 

• 1/4 Mile Time: Cars compete for quickest ending times, the best out of 3 runs. 

• 1/4 Mile Trap Speed: Cars compete for the fastest trap speed, best of 3 runs. 

• Horsepower: Using a dyno, cars will be tested to find who has the highest peak horsepower. Teams will be limited to 3 runs. 

• Power-to-Weight: Cars will be weighed at the dyno to calculate who has the best power-to-weight ratio. 

• Emissions: Vehicles will be tested with a 5 gas automobile emissions analyzer. Pass that sniff test! 

• Acceleration: 0-60mph using a radar gun. 

• Braking: 80mph-0 using a radar gun. 

• Endurance: Cars will have to test out their endurance in Los Angeles’ concrete jungle by driving to the track during the middle of rush 

hour traffic – and trust us, the 405 is a bitch. 

• Vehicle Cost: Scores will be based on the current used car value. 

SOURCE: www.SyntecTopCarChallenge.com

WHERE WE CURE ALL 

YOUR TECH PROBLEMS 


Here’s where we act like we know 

something technical about cars. Feel 

free to ask us about your technical troubles by 

writing to us at tech@superstreetonline.com or 

Super Street c/o Tech Support, 831 S. Douglas 

St. El Segundo, CA 90245. You can also include a 

picture of your project or tech problem if it will help 

describe anything really complicated. 

PHOTO Terence Patrick, terencepatrick.com 

MODEL Lea Anne Powell, 

myspace.com/mx5rftw 

MAKEUP/HAIR Pavy, makeupbypavy.com 

LOCATION Kyle Mohan Racing

Q 

I own two 1G DSM cars and I’m 

looking for an answer I can’t find 

in the forums. I have the typical 

bolt-ons for a DSM (16g turbo, 3’’ exhaust, 

fuel, Supra side-mount, etc). Anyways, I 

have an aftermarket lightweight crank 

pulley I’m thinking about putting on. Is 

it a no-no because my car comes with a 

weighted crank pulley? Some people run 

lightweight crank pulleys without having 

their motors balanced and have never spun 

a rod and these are daily drivers. Should I 

put it on or not? Is it worth the risk of a 

spun rod bearing for 5hp? 

Sam Solis 

Via email 

A 

It’s not that your factory crank 

pulley is weighted. The great thing 

about your factory crank pulley is 

that it has an insulation ring for dampening. 

When the crank rotates, the imbalances 

cause vibrations, which is absorbed by 

the insulation. This prevents the rotating 

assembly and bearings from taking all that 

stress. ‘Crankwalk’ is already a problem with 

many DSMs and we wouldn’t recommend 

it. The only aftermarket crank pulleys that 

do have some sort of protection are the 

ATI Super Damper and Fluidampr. Those 

are the only two brands we would suggest. 

Unfortunately, they both don’t have a listing 

for your application. You might want to call 

them and see if they have something for 

you that they just don’t have listed yet. The 

risk of blowing up your engine on that solid 

aluminum pulley for a 5hp gain doesn’t really 

seem worth it. There are plenty of other 

modifi cations that you can do for 5hp and 

not risk your engine. 

Q 

I’ve got a 1997 Mitsubishi 3000GT 

and I’m almost done with my 

upgrades. The only thing left is rims. 

While your latest issue did help me a lot, 

I’m still left in almost the same position I 

was before. I can’t decide on a style. I’ve 

checked tons of sites and found plenty that 

could potentially look good, but I wouldn’t 

know for sure unless I put them on. I’ve 

seen a site or two with a feature that lets 

you put the rims on a rendering of your 

car, but it looks so crappy it’s hard to tell. 

Basically, I’d like to know if you have any 

suggestions on a rim type that’d look good, 

or know a way I could see the rims without 

blowing tons of cash buying them and not 

liking them. 

Jerry Spraggins 

Via email 

A 

There are so many factors to take 

into account, like ride height, tire size, 

not to mention rim design and size, 

that you cannot get a really good feel for a 

wheel until you see them in person. The best 

option would be to surf the Internet for other 

3S cars with wheels. Popular sizing would 

be 18x9’’ with a +40 offset for your car. If 


you want a more fl ush look, you could do 

something lower like a +35 or an even lower 

offset. Of course, depending on what tire 

sizing you want to go with. Wheels like the 

Work Meister and Volk TE37 are both played 

out but that’s because they look good on just 

about anything RWD. You can’t go wrong 

with those wheels, and they hold their value 

come time to sell them. 

Q 

I have my 1995 240SX SE that 

I love, but on the other hand I 

have the tire wear that I hate. I 

dropped the 240SX on the NISMO shocks 

and springs combo and the car drives 

wonderfully! Now, I need to find out which 

of all the camber plates out there will work 

on this combo front and rear. Is there really 

anything for the rear? I only find plates for 

the fronts. 

Kong Ly 

Minnesota 

A 

Well, if you have the Nismo S-Tune 

suspension than you are SOL. The 

springs are just as wide as factory 

ones, and you cannot use front camber 

plates on them. You will need coilovers to 

be able to use front camber plates on a 

240SX. Take a look at the Nismo R-Tune 

coilovers. They come with camber plates 

and have adjustable dampening and ride 

height. As for the rear, you won’t fi nd camber 

plates because the rear suspension is not a 

MacPherson design like the front. To adjust 

rear camber you will need aftermarket rear 

camber arms. Check out the Circuit Sports 

arms at www.Phase2Mototrend.com. 

Q 

I have a 2000 Honda Accord 

(4-cylinder), which has four lugs per 

wheel. I was looking at Tommy Cho’s 

240SX and his rims in the 2009 December 

issue. I am not looking for performance in 

my vehicle but more of the luxury look. I 

have been looking for rims with a deep lip 

for my car but haven’t been so lucky. Can 

you help me on my journey of finding deep 

lip rims that actually look good? 

Dan Villa 

Via email 

A 

A luxury look as in a fl ush VIP stance? 

Tommy’s S13.5 was rocking some 

mad lipped Work Meisters because he 

had overfenders and 240SX cars naturally 

can handle low offsets. Most FWD cars, and 

Hondas in general, are designed with a very 

high offset. Your model Accord typically uses 

a 7’’ with a +38 offset in the front, and a 8’’ 

with a +38 offset in the rear. For more lip, 

you could go as far as a 9’’ wide wheel with a 

+20 offset, but you will have to stretch some 

tires and play with camber and ride height 

settings. That still won’t give you a lip like 

the 240SX guys, cause your car just can’t 

handle it. 

Q 

I have a 1986 Toyota MR2 (not 

supercharged, I know it sucks). 

I’m planning on doing a 20-valve 

blacktop 4AG swap so it really doesn’t 

matter. Anyways, I want to know if you 

guys know of any really good companies 

that make suspension parts for my MR2. I 

have been searching and the only one that 

I have found so far is a company called 

KSport. They sell a coilover setup and a big 

brake kit. 

Keep up the good work and I love the 

article about the orange Corolla and the 

white Starlet more Toyotas please! 

Jimmy Sanchez 

Via email 

A 

Other than KSport, there are a few 

more options here stateside like 

D2 Racing, BC Racing, and if you 

have the money TODA’s Fightex coilovers. 

If full coilovers are too spendy for you, you 

could build your own. Building coilovers on a 

MacPherson-designed car is very common. 

What you would need to do is buy a coilover 

sleeve kit, like what Techno Toy Tuning 

offers, and then get a short stroke strut 

insert like Tokico, KYB or TRD. You will have 

to cut and weld some metal, but it isn’t as 

hard as it sounds. Check out the current issue 

of Project Car magazine to see how they 

built coilovers for a AE86 Corolla. It’s a very 

similar process. 

Q 

I have a 1996 Integra LS 

with a B18B. I want to build a 

naturally-aspirated beast with 

possibly a 75 shot of nitrous. But here is my 

problem, I don’t know if I should stroke the 

B18B and keep the head on there or go with 

a VTEC head instead. And if so, do I need to 

switch from OBD2 to OBD1? 

Danny Spencer 

Marshville, NC 

A 

Stroking a B18B is expensive and not 

really worth it unless you’re going 

all out and this is a race car. For 

less you could just buy a B20 block to gain 

some displacement. 

Assuming this is your 

daily driver, doing a 

VTEC head from a B16 

or B18C would work 

great. On a naturally 

aspirated you will 

need VTEC. Building 

an all-motor LS engine 

like yours would just 

be more expensive to 

yield the same results. 

Having a Honda is all 

about having VTEC. 

Go for it! As far as 

the ECU, you can 

stay with OBD2 but 

changing to OBD1 will 

allow you far more 

aftermarket support 

for tuning.

THE ROAD TO SUPERLAP 

LEROY GETS SOME NEW SUSPENSION PARTS 

So it’s been a while since I’ve worked on my 

car. Besides changing wheels and putting 

gas in the car I haven’t done anything to it 

in over a year. The car is long overdue for some 

upgrades and now that I’ve got back into working 

mode hopefully the rest of the build will come together quickly. 

I knew that if I wanted to get on track anytime soon I’d need 

to replace my worn out Zeal coilovers with something new 

and tight. While I was at it I figured I might as well take care 

of a few other suspension problem areas as well as my brakes, 

which were in dire need 

of changing. 

So what parts did I decide to use? My first choice for 

suspension pieces was Buddy Club. Their camber arms are 

some of the nicest on the market and the front UCA (upper 

control arms) are especially nice with a solid ball joint 

platform and low-height bolts, so they’re much stronger than 

conventional UCAs and also won’t punch a hole in your strut 

tower. For coilovers I went with Buddy Club’s Racing Spec 

Damper with a monotube design, independent ride height 

adjustability and 15-level damper adjustment. In the rear, I 

chose ITR eye-type lower mounts so I could pair them with my 

crazy Function7 rear LCAs. 

Up until now, thanks to F7, EK owners couldn’t mount the 

ITR style suspension on their cars since the LCA length differs 

from EG/DC2. Fortunately, Function7 designed this amazing 

100 


piece with adjustable sway bar mounts to accommodate EK 

owners. I wanted to go this route because I like the eye-type 

mount better and it will allow me to interchange parts between 

EG/DC2 if I need or want to. To compliment the LCAs I also 

installed a F7 rear subframe brace, which looks equally dope 

and will be put to good use once I install my rear sway bar. 

Since my brakes were toast, I wanted to replace them while 

I had the suspension off the car. For brake components I went 

with Stoptech street performance pads and Power Slot rotors. 

I bought mine from Showstoppers USA and you probably 

should too. They keep most applications in-stock ready to ship 

with free shipping on everything they sell. Although the front 

brakes are likely to be upgraded with a Stoptech kit and more 

aggressive pads in the future this setup will be more than 

sufficient for street duty until then. 

Finally the new rolling stock, also from Buddy Club, is the 

brand-new F91 Kuroki Racing wheel. It looks totally sick in flat 

white but is also offered in gunmetal. They look sort of like a 

baby AME Tracer and have very modern styling with subtle 

details like inlayed text on the lip and dual valve stems. The guys 

at Evasive Motorsports were kind enough to let me use their 

tire machine. Unfortunately, I didn’t get any pics mounting the 

tires because I was… well, mounting them. 

The tires might look familiar to most of you but there 

is more than meets the eye. This is one of the first sets of 

Falken’s new compound Azenis, the RT-615-K. The compound 

PART 1

is noticeably stickier than the previous 

Azenis while maintaining the original 

200 treadwear. I’m really looking 

forward to getting these on the track and 

putting some heat into them to see how 

much better the new rubber really is. At 

the time of writing both the tires and 

wheels are brand new to the market but 

should both be readily available by the 

time you read this! 

That’s pretty much it for now but 

you can expect many future installments 

including a fully built motor, chassis prep, 

more suspension and brake modifications 

and even driving gear. So keep a look out 

and follow along as I turn my 

EK into a street-legal track screamer! 

OLD/NEW FRONT COMPONENTS. 

BLING-BLAOW! 

OLD/NEW REAR COMPONENTS 

SOURCES: 

Buddy Club www.buddyclub.us, 909.923.9188 

Evasive Motorsports www.evasivemotorsports.com, 

626.336.3400 

Falken Tire www.falkentire.com, 800.723.2553 

Function7 Engineering www.function7.com, 480.832.5259 

Power Slot www.powerslot.com, 626.961.5775 

Showstoppers USA www.showstoppersusa.com, 626.358.0050 

Stoptech www.stoptech.com, 310.933.1100 

RT-615-K, SAME 

CARCAS, NEW 

COMPOUND 

BUDDY CLUB REAR 

CAMBER ARM - YUM!

It’s that monthly time again for us to dedicate a few pages 

to our loyal readers. If you want to see your car here and possibly 

win some free parts, send some high-resolution photos of your ride to 

readersrides@superstreetonline.com. Make sure the pic is at least 

1mb in size. Please do not use your camera phone. We don’t care how 

much you like your iPhone, the photo will suck and will not look good in print. 

For snail mail users, send your letters to Super Street, c/o Readers’ Rides, 831 

S. Douglas St., El Segundo, CA 90245. Don’t forget to tell us your full name, 

mailing address (no P.O. Box please), daytime phone, year and model of your 

car and highlights of your mod. 

THIS MONTH’S WINNER, 

RYAN DER wins a set of Ti 17 wheels from Ti Wheels (www.ti-wheels.com). 


PHOTO: DAY Photography 

MODEL: Leianna Kai, 

www.myspace.com/pixielove41386 

SOURCE INTERLINK CREW 

(STARRING YAMZ, OLD MAN 

GARY AND DERRICK) 

RIDES CARS THAT NO LONGER 

EXIST 

LOCATION SO CAL 

MODS DONE Mostly parts that you can’t get anymore, but from 

what we can see: HKS exhaust on that MR-2 and SSR Bang Vecs 

of an unknown size 

MODS THAT SHOULD HAVE BEEN DONE 

Forget what should’ve been done. Someone needs to tell us how 

we can do up a pompadour or pose like Yamz can!

RYAN DER 

RIDE 1997 HONDA DEL SOL 

LOCATION SAN FRANCISCO, CA 

MODS DONE J’s Racing GT wing, canards and number plates; 

RCrew front splitter, AiM Sports MXL Strada gauge cluster, Recaro 

SPG seat, Sparco steering wheel, Works Bell quick-release, Koni 

SP3 dampers, Ground Control coilovers w/450f/500r springs, ITR 

24mm front sway, Comptech 22mm rear sway, Gemkane spherical 

camber kit, ITR 5 lug conversion, Spoon calipers, Endless brake 

lines, Crystop rotors, Carbotech XP12 pads, Volk TE37 wheels 

15X8f/15X7r, Toyo R888 tires, B18C ITR engine swap, Innovative 

mounts, Comptech icebox, Fastline oil pan, C&R radiator, Billion rad 

hoses, Exedy clutch 

MODS THAT SHOULD HAVE BEEN DONE One hell of a daily 

driver! Time to turn it up to 11 like you did to that EK on the cover! 

JEIVEN PEREZ 

RIDE 2002 TOYOTA 

COROLLA ALTIS 1.8G 

LOCATION MANILA, PHILIPPINES 

MODS DONE K&N air filter; Simota cold-air 

intake; Tanabe exhaust; R1 lowering springs; TRD 

strut bar, oil cap, radiator cap, grill, emblem and 

trunk badging; HKS reservoir socks; Runstop 

slotted/cross-drilled rotors; Hella Supertune 

horns; carbon-fiber hood, tail and canards; F1 side 

mirrors; Bride Ergo II seats; Takata harnesses; 

Nardi Classic steering wheel; MOMO Gotham shift knob and pedals; Broadway rearview mirror 

MODS THAT SHOULD HAVE BEEN DONE We realize this was probably a tough project from the 

get-go, but despite the odds, we love the JDM influence you put onto this Corolla. We’d try to slam it 

a little more; it’s just begging for it. 

RICK “KING DOME” 

KNIGHT-RENDON 

RIDE 1991 TOYOTA 

MR-2 TURBO 

LOCATION TROUTDALE, OR 

MODS DONE Blitz NUR Spec exhaust, 

Berk downpipe, HKS Super Mega Flow, 

John Grant custom intake, SARD blow-off 

valve, EMS Power side mount intercooler, 

AEM EMS & wideband, GReddy turbo 

timer, TRD short shifter, CT-26 turbo and second-gen motor swap, Fidanza cam gears, Omori boost 

gauge, 17x7 and 17x9 Sportmax Model 962 wheels, TRD struts, rear sway bar and limited-slip 

differential; Kirkosaurus urethane motor mount inserts, Tom’s-style intake scoop 

MODS THAT SHOULD HAVE BEEN DONE At this point, we’re thrilled that people still own and 

modify the SW20 MR-2 – such a classy car. We see HKS cams, a fully built engine and turbo 

upgrades in your ‘to-do’ list, so hurry up and get them done before we say they should’ve been done. 

JOHN YANG 

RIDE 1993 NISSAN 

240SX 

LOCATION LACEY, WA 

MODS DONE Rebuilt SR20DET; 

GT2871R turbo; Tomei Procams; BC 

retainers; Evo intercooler; Z32 MAF; 

Splitfire coilpacks; Power Enterprise 

air filter; Megan turbo elbow; Catco 

high-flow cat; A’PEXi N1 catback 

exhaust; Walbro 255 fuel pump; GReddy PRofec Type S; Koyo radiator; OS Giken clutch; S15 Silvia 

HLSD; GR+ coilovers; SPL subframe spacers; Nardi steering wheel; NRG quick-release hub; 180SX 

Kouki taillights; Rota Grid wheels; Brembo rotors; Hawk brake pads 

MODS THAT SHOULD HAVE BEEN DONE It basically looks stock from the outside. How about 

widening the fenders and going with more aggressive offset wheels? Some form of aero would be 

nice, too. 

PANG FABRICATIONS 

RIDE 2000 HONDA 

S2000 

LOCATION DENVER, CO 

MODS DONE All we know about this car 

is that it’s been shaved, turbocharged and 

pumps out 605 horsepower. The engine bay 

looks great, but those are the only photos 

we received! 


If all this S2K has is an engine bay this 

clean, then perhaps that’s good enough. 

Stealth mode, we say! 

MICHAEL POOLE 

RIDE 

OF THE 

MONTH 

RIDE 2007 SUBARU WRX 

STI 

LOCATION CLASSIFIED 

MODS DONE Matte black wrap; Whiteline 

sway bars; APS blow-off valve; Cobb Tuning 

Access Port; Perrin intake and vented 

differential cover; Takata harnesses; Sparco 

harness bar and steering wheel; Enkei NT03-M 

wheels; Toyo R888 tires; ACT clutch and 

flywheel; ARP header studs; Walbro 255 fuel 

pump; Kics lugs; TEIN S.Tech lowering springs 


Wow, you wrapped this entire car? Looks really 

sick. Everything seems to flow harmoniously. 

Maybe a turbo or intercooler upgrade in 

the future? 


WORDS Chaz Rock 

SNAPS Kevin Diossi 

OMGWTFBBQSAUCE 

When you think of 

rear-wheel-driven 

Hondas, you think 

of hacked-up cars 

with an engine 

mounted in the rear. It’s either that 

or a cut-up Honda to fit a longitudinally 

mounted engine. This is one of, if not 

the only, RWD converted Hondas that 

keeps the same original engine in its 

original place. 

As Jason Modell was building this 

turbocharged Prelude, he was quickly 

approaching 500hp. And that’s when 

he asked himself, “What good is that to 

the front wheels?” Time and time again, 

you’ll hear people say that Preludes are 

cool cars, but they should have been 

rear-wheel-driven. Well, Jason wanted 

to be the first person in the world to 

make that happen. 

After two and a half years of work, 

he now has the only RWD Prelude in 

the world. With Bisimoto’s H2B adapter 

plate, any B-series transmission can be 

mounted to the Prelude H22A engine. 

The H2B adapter kit was designed for 

H22A owners that wanted to use a 

Civic or Integra transmission. Instead 

Jason used the kit to mount an AWD 

transmission from a Honda CR-V. Yes, a 

Honda transmission and the H22A can 

stay in its original place, well sort of. To 

make the transmission work, the H22A 

had to be raised up 3’’, and that meant a 


custom hood and motor mounts had to 

be fabricated. 

Clearance for the driveshaft wasn’t 

a problem at all. Most Hondas come 

with a tunnel hump in the floor for 

the exhaust piping. The driveshaft fit 

perfectly down the center of the car 

in the exhaust tunnel. With the tunnel 

occupied the exhaust had to be rerouted 

under the car. Flat 3’’ tubing was used 

to construct a new exhaust while giving 

it a good ground clearance. 

Even harder than welding up a 

rear end, was finding a rear end 

with the right gearing for the motor 

and transmission. Somehow Jason 

found a rear end gearset in Canada, 

made in 1979 as a concept for Ford 

Racing. All of this thrown together 

with tons of custom parts, fabrication, 

sleepless nights of planning and 

wrenching and Jason has one of the 

wildest Preludes on the planet.

TUNING MENU 

1998 Honda Prelude 

OWNER JASON MODELL 

HOMETOWN DELANO, FL 

OCCUPATION RWD guy 

POWER 500hp @ 8400rpm, 460lb-ft 

ENGINE H22A 2.2L inline 4-cylinder; 

KMS valves and valve springs; ARP head 

studs; Cometic head gasket; GReddy 

timing belt; Darton sleeves; Wiseco 

pistons; Eagle rods; custom motor 

mounts; custom intake; Blox 70mm 

throttle-body; Skunk2 intake manifold, 

cams and gears; HKS sequential 

blow-off valve; AEM fuel pressure 

regulator; RC 750cc injectors; custom 

trunk fuel cell; custom turbo manifold; 

Garret T3/T04E hybrid turbo; TiAL 

wastegate; 3'' piping; Hondata intake 

gasket; carbon Kevlar spark plug cover; 

S&B 12'' filter; HKS muffler; Dynatech 

exhaust cone; Blitz blow-off valve; AEM 

fuel rail and fuel pressure regulator; 

ASA Fuel Safe cell; KMS valvetrain; 

Griffin radiator; aluminum 5.5 quart 

oil pan; Kaizenspeed balance shaft 

deletion kit; port and polished head 

DRIVETRAIN Bisimoto H2B adapter 

kit; 2000 Honda CR-V transmission, 

starter, clutch master cylinder, 

speed sensor, shifter box and shifter 

cables; Competition clutch; Yellow 

Box speedometer recalibrator; welded 

differential; 8.8 rear end; 2.10 gears 

from 8.5'' Ford; Trac-Loc with 

carbon clutches 


P28 OBD1 ECU, GReddy PRofec 

FOOTWORK & CHASSIS Tokico 

springs and struts; Tanabe front sway 

bar; custom rear suspension with 

3-link and panhard bar 

BRAKES EBC slotted front rotors; 

Brake Motive cross-drilled rear rotors 

WHEELS & TIRES Tenzo R rims 

18x8'' (front) 18x10'' (rear); Nitto 

Invo tires 225/40ZR17 (front), 

275/40/ZR17 (rear) 

EXTERIOR Vintage Burgundy 

Metallic TCP Global paint; black painted 

roof and engine bay; vertical door 

kit; painted side skirts and rear lip; 

custom wide cowl hood; frenched in 

gas door 

INTERIOR Auto Meter gauge pod and 

gauges; Skunk2 shift knob; JDM leather 

shift boot; custom fiberglass console; 

Autopower rollbar; G-Force harness; 

Momo floor plates and seats; 

AUDIO Panasonic DVD; Pioneer 

speakers; custom fiberglass sub 

enclosure; 15'' Polk Momo sub; 

Kenwood 1000-watt amp; Rockford 

Fosgate wiring 

WWW www.aempower.com, www.arpbolts.com, 

www.autometer.com, www. 

bisimoto.com, www.dartonsleeves.com, 

www.eaglerod.com, www.ebcbrakes. 

com, www.greddy.com, www.hksusa. 

com, www.honda-performance.com, 

www.hondata.com, www.kstuned. 

com, www.tialsport.com, www. 

turbobygarrett.com, www.wiseco.com 


PLAN YOUR MONTH 

Hosting a race, show or just a 

big-ass car meet? Give us a 

heads-up and we’ll try to spread 

the word, so make sure you email 

us at: mailsack@superstreetonline. 

com. Make sure you double-check 

all dates given below before 

heading out. You can’t believe 

everything you read online, but we 

sure can print them. 

JULY 2-3 

NOPI Car Show 

New England Dragway - 

Epping, NH 

www.hinnopi.com 

JULY 3-4 

All-Star Bash - Willow Springs, CA 

Zip-Tied and Just Drift team up again 

for more ASB antics. 

www.ziptied.com, www.justdrift.com 

JULY 4 

Don’t drink and drive. The popo be 

waitin’… 

JULY 9-10 

Formula D Round 4 - Monroe, WA 

Throwdown at Evergreen Speedway. 

www.formulad.com 

JULY 10 

Fatlace One of One Show 

Evergreen Speedway - 

Monroe, WA 

www.fatlace.com 

JULY 10 

Pro Am Drift #5 

Metrolina Expo - Charlotte, NC 

www.streetwisedrift.com 

JULY 10 

Southeast Drift - Triple Threat 

Turner Field - Atlanta, GA 

www.southeastdrift.com 

JULY 18 

SpoCom Super Show 

Long Beach Convention Center, CA 

Cars, vendors, girls and more girls. 

The heavy-hitting show comes back to 

Strong Beach. 

www.spocomusa.com 

JULY 24 

ProAmDrift Finals 

Las Vegas Motor Speedway - NV 

www.vegasdrift.com 

JULY 24-25 

HIN NOPI Car Show 

Englishtown Dragway, NJ 


JULY 31 

Remix Car Show 

Location TBA - Miami, FL 

www.remixevents.com 

JULY 31-AUGUST 1 

HIN NOPI Car Show 

Location TBA - Atlanta, GA 


108 


MODEL: Jocelyn Pascual PHOTO: Jonathan Wong

110 


WORDS The Eggman 

SNAPS Scott Dukes

I’ve owned and purchased 

many used cars over the 

years. And whenever I’m 

on the hunt for a used 

car, I look for these two 

sacred words ‘original owner’. I 

don’t know what it is about finding 

a car with limited ownership, but I 

know I’m not the only one who looks 

for that. Well, Dave Chik doesn’t know 

what that’s like, cause he happens to 

be the original owner of this car. 

No, this Acura Integra was not a 

hand-me-down. And it’s not accidental 

that he bought this car back in 1991. 

Dave has been a part of the Southern 

California Honda scene since it started. 

In 1989, his older brother Johnny 

picked up a brand-new Civic Si 

hatchback and started tuning it. Both 

teen brothers got into the scene back 

before there really was a scene. Then 

in 1991, Dave decided to buy his first 

car and had his heart set on a red 1991 

CR-X. The Honda dealership wanted 

to add $1,000 for the optional A/C on 

top of the $12,000 price tag. At the 

same time the Acura dealership right 

across the street only wanted $14,000 

for an Integra LS. This already had the 

A/C, but also came with full power and 

a larger twin cam engine. For a quick 

minute, Dave also thought about buying 

a 1991 Nissan 240SX. But at the time, 

240SX cars were not very cool, as 

Hondas were quickly taking over the 

streets of So Cal. The decision was easy 

and he decided that an Integra in Jasper 

Green would be perfect for him. 

The two brothers were and still are 

part of a small car club called Metro 

Speed, made up of mainly Hondas and 

Acuras. They never got really big, never 

won any big car shows, never won 

any huge races, but they also never 

did anything ‘ricey’. That means they 

never succumbed to late ‘90s trends 

of huge body modifications and light 

conversions. I remember seeing their 

cars back in the ‘90s and they were 

always super-clean and covered in 

Mugen. I’d have to accredit one of them 

to turning me onto Mugen goodies. I 

had thought Mugen MR-5 wheels were 

nasty ‘teddy bear’ looking wheels until 

I saw one of their friends with a yellow 

DA Integra rocking 16’’ MR-5 rims and 


a full Mugen body kit. “We knew from 

the get-go it was all about Mugen and 

JDM parts. Even before anyone called 

it JDM”, Dave says. Later on, Johnny 

moved onto an EG Civic when it came 

out while Dave remained loyal to his 

first car. 

Since 1991, this Integra has seen 

its share of parts and different looks. 

Mugen rear spoiler, valve cover, MF8 

wheels, M7 wheels, 16’’ MR-5 (You’re 

welcome –CT), Vision mirrors and 

imitation Mugen aero kit are just some 

of the things he’s had on the car. And 

when Mugen parts became too popular 

and played out, Dave would switch it up 

with his 16’’ Sprint Hart CP-R wheels, 

16’’ SSR Super Mesh and the 16’’ SSR 

EX-C Neos and EC Works mirrors (You’re 

welcome –CT) you see now. Most of the 

rare goodies he and his brother still have 

are now stored and locked up. 

Pictures hide a lot and you guys 

probably know some of the cars we 

feature aren’t as clean they seem in 

pictures. This car happens to be the 

exact opposite. It’s hard to illustrate 

how clean this car really is and ‘detailoriented’ 

would be an understatement. 

All of the worn OEM parts have been 

replaced. Most of the engine hardware 

has been recoated in zinc. And believe 

it or not, most of the car still has the 

original paint. Other than the parts that 

absolutely had to be painted, the rest of 

the car retains original paint as it was 

sprayed by the Acura factory. With an 

astonishing 88,000 miles to date, the 

car has been babied since 1991. Dave 

tells me “every single Friday after the 

street races, my brother Johnny would 

come home and stay up to 4AM waxing 

his Civic. Every Friday! He never missed 

a beat. I learned how to keep the car 

clean and a lot more from him.” It’s hard 

to tell what parts still have OEM paint 

on his car because it is still that clean 

and glossy. You can tell he’s been waxing 

the engine bay and interior just the 

same as the exterior. 

Every month our ‘Back In The Day’ 

section features old cars like no other 

magazine. But it’s not often we find a 

car for this section that has been owned 

the entire time by the original owner. 


The SSR EX-C Neo has the most intricate of 

all EX-C center caps. Three parts make up the 

magnetic Electron locking system.

TUNING MENU 

1991 Acura Integra LS 

OWNER DAVID CHIK 

HOMETOWN 

WEST COVINA, CA 

OCCUPATION ENGINEER 

POWER Enough to pass you 

ENGINE ‘99 B18C Integra Type R 

head and 1.8L block (both polished); 

JUN Auto Type 3 cams; TODA cam 

gears, valve springs, retainers and 

header; Civic Type R crank pulley; 

HASport motor mounts with U70A 

race bushings; HKS Super Mega 

Flow Reloaded intake; Spoon 70mm 

throttle-body, carbon Kevlar spark 

plug cover, radiator cap, radiator 

hoses and custom anodized oil 

cap; Mugen thermostat and thermo 

switch; Mugen oil pan with Spoon 

thermal barrier; HAMP oil filter; 

Fluidyne aluminum radiator; SPAL 

pusher fans; B&M Command Flow 

fuel pressure regulator; polished 

B16A2 fuel rail; NGK spark plug 

and wires; T1R catalytic converter; 

Vision exhaust hangers; RS*R 

exhaust; polished distributor; 

Odyssey PC680 battery; re-zinced 

engine hardware; berry pink 

powdercoated valve cover 

DRIVETRAIN JDM YS1 

transmission built by Jason 

Haradon; Wavetrac LSD; Exedy Stage 

2 clutch and flywheel; ITR shift 

linkage; MFactory Pro 3.01 1st gear 

and 4.923 final gear; DC2 GSR 5th 

gear; polished transmission 


Mugen N1 (EF9) ECU 

SUSPENSION & CHASSIS 

Endless Zeal B6 coilovers (14K/10K 

springs); custom anodized and 

powdercoated Spoon front strut 

bar; ST front sway bar; ITR rear 

sway bar; Vision negative front 

a-arms; Next Miracle X-bar, c-pillar 

bar, and rear strut tower bar; 

Function 7 rear ITR style rear 

lower control arms with spherical 

bearings; MFactory rear camber 

kit and toe kit; Cusco front lower 

tie bar; Full Race front traction 

crossmember; purple anodized ASR 

rear subframe brace; EM Racing 

trunk brace 

BRAKES Acura NSX front two 

piston calipers; Fast Brakes 11’’ HD 

2-piece front rotors; Power Slot 

rear rotors; Endless CCX brake 

pads; Earl’s brake lines 


SSR EX-C Neo wheels 16x7.5’’ +32, 

restored with chrome lips, 

machined faces and Jasper Green 

Metallic highlights; Project Kics 

Neo-Chro R26 lug nuts; old school 

Nitto NT 555R Drag front tires; AVS 

Intermediate rear tires 

EXTERIOR Mostly original OEM 

Jasper Green Metallic paint; ’92 

spec front and rear bumpers with 

lightweight JDM support beams; 

JDM headlights and ’92 taillights; 

JDP carbon-fiber front lip; custom 

modified brake duct front signals; 

JDM moldings; EC Works Type C side 

mirrors; FAL Flexite acrylic rear 

glass; JDM window visors; OEM rear 

sedan door handles; OEM antenna 

delete plug 

INTERIOR ASM Recaro SPG in 

sparkle gold; Recaro side mount 

brackets; Bride seat rails; ITR 

yellow stitched shift boot; OEM rear 

speaker, A/C and side mirror delete 

panels 

AUDIO Original OEM head unit 

and Pioneer speakers 

THANKS YOU God! My girl, 

True Ngo. Without you, there’s no 

me. Thank you! The Chik family, 

especially my brother Johnny. Love 

you bro! Metro Speed Performance, 

SGV and OC cliques. The homies 

from Bumberland, my second 

family. SoCal Inner Circle crew, 

the best of the best. Jason, Tiana 

and Cooper Haradon. Marky and 

baby Stella Lacap. Scotty for the 

OEM parts from Utah. Phat at 

RaceInspred.com for hooking me 

up. Miguel at MOB Works. Charles 

‘Eggman’ Trieu for being down 

since day one. The Ngo, Mejia, 

Agoncillo and Hanna families, 

Mogwai and Cosmo. Robert Young 

and Pho. Digital Danny Horizon. 

Matt at ICB. City of West Covina. 

Scott Dukes for creating magic 

with a camera. All the OGs of the 

SoCal Honda scene. The few people 

that know who I am on NWP, G2IC 

and S2Ki. Super Street staff for 

giving me the chance. And all those 

that looked out for me, thank you! 

WWW charlescharlescharles.com; 

g2ic.com; honda.com; 

hybrids.jp; icbmotorsport.com 

kingmotorsports.com; nwp4life.com; 

raceinspired.com; ssr-wheels.com 


NOT JUST A 

PRETTY FACE 

Lea Anne knows 

more than a thing 

or two when it 

comes to racing. 

She autocrosses on 

the regular and also 

instructs. Sounds like 

it’s time for us to suit 

up and get schooled. 

PHOTO Terence Patrick, terencepatrick.com 

MODEL Lea Anne Powell, myspace.com/mx5rftw 

MAKEUP/HAIR Pavy; makeupbypavy.com 

LOCATION Kyle Mohan Racing 

WIN THESE MUGEN PEDALS & SHIFT KNOB! 

Who says we don’t give out cool ish? You can thank our friends at American 

Honda for hooking up this rare chance to win a set of Mugen pedals and 

shift knob. To enter, we’re going to make it very easy by leaving Facebook 

and Twitter out of the mix. The only thing you need to do is register for 

our website (if you haven’t already) so that you can post on the blog topic 

for this giveaway. Tell us what the definition of “Mugen” is; we’ll pick ONE 

winner randomly out of all the correct submissions and PLEASE enter 

only ONCE. We will notify the winner by private message (PM). All contest 

entries must be received by 7/1/2010 at 10 am PST. Good luck!

performance - Ken Gilbert

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