tuning menu - Ken Gilbert

Top secret location. Undisclosed hangar. This is our latest collaboration 

with Cartel Customs. Based on the Release Series 6.0 xB, this project car is 

loaded with TRD ® performance parts to satisfy any enthusiast. Visit your local 

Scion dealership or scion.com to start your very own xB project car. 

TRD REAR 

SWAY BAR 

Provides enhanced 

performance and 

handling, as well as 

a fl atter, more stable 

cornering stance— 

without added weight. 

TRD PERFORMANCE 

SHOCKS 

These race-inspired 

shocks enhance your xB’s 

performance by helping to 

provide a fi rm, well-managed 

ride without excessive 

harshness. 

TRD 19” 

ALLOY WHEELS 

Roll big with these 

TRD 19-inch, 5-spoke 

lightweight alloy wheels 1 — 

the ultimate upgrade for 

your xB. 

TRD HIGH 

PERFORMANCE 

BRAKE KIT 

Improves fade resistance 

and pedal feel, enables 

short braking distances, 

and ensures durability 

under the harshest 

conditions. 

www.storemags.com & www.fantamag.com 

TRD 

QUICKSHIFTER 

Delivers up to 35% 

faster shifting, plus 

a sportier, more 

responsive feel.

what moves you 

Vehicle is shown with optional equipment. 1 19” performance tires are often expected to experience greater tire wear than conventional tires. Tire life may be substantially 

less than 15,000 miles, depending upon tires selected and driving conditions. 

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. Please see trdusa.com for complete warranty information. ©2009 Scion, a marque of Toyota 

Motor Sales, U.S.A., Inc. All rights reserved. Scion, the Scion logo, and xB are trademarks of Toyota Motor Corporation. 

www.storemags.com & www.fantamag.com





ON THE COVER: 

MotiveLife.com gets wet and 

wild with the Bergenholtz 

Brothers. Not in a weird 

perverted way, though. 

COVER 

STORY 

p38 

P62 

SUPER LAP BATTLE FINALS 


Features 

p22 

CONTENTS 

022 QUICKIE 

We like Roger Malla’s Legacy like we like 

our men: dark and powerful 

028 THE DEVIL INSIDE 

What you’re going to see under the hood 

of this S-chassis ain’t from Japan 

032 SWEET CHILD ‘O MINE’S 

Unlocking the power of the GT-R 

with Mine’s 

038 THE PERFECTIONISTS 

Watch the Bergenholtz boys take car 

building to a whole new world 

076 TREND PROOF 

You can’t fade the original JDM styles 

that started it all 

094 BACK IN THE DAY 

1973 Mazda RX-3 

Special 

054 SUPER LAP BATTLE: 

EXPLAINED 

What is it and how does it work? 

058 PREPPING YOUR CAR FOR 

BATTLE 

Evasive Motorsports teaches you the 

basics on car prep 

062 THE MAIN EVENT: SUPER 

LAP BATTLE FINALS 

Fast times and broken records keep 

a’ coming! 

070 RACE SAFETY EQUIPMENT 

BUYERS GUIDE 

Protect yourself before you go balls out! 

superstreetonline.com 

SUPER STREET (ISSN #1093-071X), FEBRUARY 2010 Vol. 14, No. 02 

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.

p28 

p26 

p44 p76 

p32 

p94 

Events 

026 TOKASYU TOURING CAR RACE 

Fuji Speedway opens up to vintage 

Japanese sport compacts 

036 TOYKO MOTOR SHOW 

What does the future hold for 

Japanese sports cars? 

044 SEMA SHOW 

A sneak peak at this year’s 

newest parts and trends 

074 JAPANESE AUTOSPORT 

2009 FESTIVAL 

Europeans like to do time attack and drag race, 

too - just in a different language 

Tech 

050 K-SERIES INTAKE 

MANIFOLD SHOOTOUT 

Which mani stacks up on top? 

Find out here 

080 ROLLING HARD 

SSR wheels and Toyo rubber for 

our Project Ralliart Sportback 

088 SOHC ON THIS: PART 4 

Dialing the Bisimoto Wagovan’s 

suspension with Progress 

Departments 

010 HOLESHOT 

Editor’s Letter 

012 USUAL SUSPECTS 

014 MAIL SACK 

Your Feedback, Our Senseless Replies 

016 INTEL 

News, Rumors & Stuff We Made Up 

018 EDITOR’S COLUMNS 

Small people need to talk, too 

Rear End 


082 TECH SUPPORT 

Like we’re the experts? Psh-ya! 

084 PLUG AND PLAY 

Games, gadgets and other nerdy things 

086 UPGRADE 

Newest of new aftermarket products 

090 READERS’ RIDES 

We pretend to like your ride 

092 CALENDAR 

What’s a crackalackin’ 

098 HAPPY ENDING 

Everyone loves one 

p90

LAP DANCE: MY 10 MINUTES OF PLEASURE 

(THAT DIDN’T COST ME $20 A SONG) 

With a slew of corporate executives watching my every move and a pit crew 

speeding along to make sure every inch of the car’s body is clean and pristine, the scene 

around me plays like a slow-mo Michael Bay scene as a wave of instructions from my 

professional racer co-pilot plays in muted silence, adding further to the intimidation 

factor as I buckled myself in for two laps around the race course. And who wouldn’t feel 

the stress I’m in? This is a no bullshit car, with a price tag worth its weight in carbon-fiber 

materials and equivalent to that of a small house in Los Angeles. And with so few in existence, the 

list to drive one is understandably short. 

So how the hell did I wind up on it? 

But there I was, resting comfortably (albeit nervously) in the driver’s seat of the super car the 

world has come to know as the LF-A. Dressed in matte black, it’s a site to behold, like you’ve just 

been invited by Heidi Klum personally to stare at her naked. With my hands planted firmly on the 

9 and 3 o’clock positions and with a quick tap of the paddle shifter, I was thrust off into nirvana. 

Exiting the pit lane, shifting upwards to 4th comes easy and buttery smooth; the roar of the V-10 

winding its way up, melodious. A quick glance at the futuristic instrument cluster informs me I’ve 

just past the 90mph mark – and I haven’t even warmed up. Scary. 

The instructor helps me navigate through a few series of turns as I become more familiar 

with the car’s handling. It’s nothing short of “wow” how the LF-A moves and reacts to the driver’s 

input. Get on the brakes and it quickly prevents you from the mistake you were more than likely to 

create. Up at the front straight, I gun it – 140mph is pure cakewalk at this point. Gone are those 

nervous feelings because now it’s time to enjoy the car for all its worth. I use my mental notes to 

complete my second lap and enjoy the good life for just a few minutes more. Who knows when I’ll 

have another chance again, if ever? The end of my wild ride results in nothing more than a 

wide-eyed grin and major erection. Nothing could top this experience… 

*Major shoutouts to Ming Jou Chen at Toyota 

for letting this lucky guy score in a big way.* 

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 

JONATHAN WONG 

jdmwong@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; Ben Oh; 

Tetsuya Ogushi; Wes Allison; Scott Dukes; 

Scott Steinberg; Taro Koki; Terence Patrick; 

Kyosyu Mizohata; Joey Lee; Christopher 

Sullivan; Dino Dalle Carbonare; 

Sean Bradford; James Evins 

THE PERFORMANCE 

AUTOMOTIVE GROUP 

ON THE WEB 

www.europeancarweb.com 

www.eurotuner.com 

www.hondatuningmagazine.com 

www.importtuner.com 

www.modified.com 

www.superstreetonline.com 

ADVERTISING 

Sales Operations Director 

Maria Jamison 714/939-2455 

maria.jamison@sorc.com 

Advertising A Operations Coordinator 

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elyse.wilson@sorc.com 

Sr. Accounts Manager 

Glenda Elam 714/939-2437 

glenda.elam@sorc.com 

ACCOUNT MANAGERS 

Greg Yamamoto 310/531-7011 

greg.yamamoto@sorc.com 

Derrick Yee 714/939-2418 

derrick.yee@sorc.com 

Willie Yee 714/939-2459 

willie.yee@sorc.com 

NATIONAL SALES OFFICES 

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DIGITAL/MARKETING/EVENTS 

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Elliott Moran 714/939-2482 

elliott.moran@sorc.com 

PERFORMANCE AUTOMOTIVE 

GROUP 

SVP, Group Publisher 

Doug Evans 

VP, Group Publisher 

Howard Lim 

VP, Sales Operations 

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Group Operations Director 

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Senior Operations Director 

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OFFICERS OF SOURCE 

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SOURCE INTERLINK MEDIA, LLC 

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and Production 

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CONSUMER MARKETING, 

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VP, Circulation Planning 

and Operations 

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CONSUMER MARKETING, 

ENTHUSIAST MEDIA 

SUBSCRIPTION COMPANY, INC. 

VP, Consumer Marketing 

Tom Slater 

SUBSCRIPTIONS SERVICES FOR SUBSCRIPTION INQUIRIES: E-mail to superstreet@ 

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With only a flip of the switch separating 

you from an extra 55-75 horsepower, 

a Blackout Nitrous System offers the 

performance needed to crush the egos 

of larger displacement V8 competitors. 

Once armed, the ZEX patented TPS 

switch provides instant activation 

at full throttle for the ultimate 

rush of horsepower & adrenaline. 

Go ahead. Hit the switch! 

You know you want to… 

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Other applications available 

* Blackout Nitrous 

system includes 

black powder-coated 

bottle, components & 

fittings with carbon- 

fiber look hoses 

USUAL SUSPECTS 

SCOTT DUKES 

Scott may come from the Dukes 

clan, but which one in particular? 

A) Dukes of Hazzard 

B) Brothers Mortimer and 

Randolph Duke 

C) What the hell? 

D) We’re a bunch of idiots 

E) All of the above 

DINO DALLE CARBONARE 

The man with an amazing capacity to find 

(blank) in Japan to photograph. What are 

these things? 

A) Food 

B) Used panties, Tetsu’s 

C) Squash air fresheners 

D) Cars 

*Images shown not accurate depictions of said freelancers, 

nor have they ever been. Approach with caution. 


Contributors and Unsavory Characters 

STEVE DEMMITT 

The following occurred while Steve worked 

to get this month’s money shot: 

A) Torrential downpour sending Los 

Angeles’ Doppler radars into overdrive 

and subsequentially ruining Steve’s new 

pair of Birkenstocks 

B) Driver Justin Pawlak is not wearing any 

pants while sitting in the driver’s seat 

C) All-Star Bash 2009 is happening just a 

few yards away; you just can’t tell 

D) None of the above 

TARO KOKI 

It may seem fairly obvious, but Taro is 

one or all of these – or is he? 

A) Japanese native, but can speak fluent 

English and Spanish 

B) Can kick your ass with his fist 

C) Can help you get to all the JDM shops 

if you follow his directions 

D) He can’t do any of these things 

TERENCE PATRICK 

Terence is proud to say he does 

what with photographs: 

A) Alters them with Photoshop 

manipulation 

B) Pees on them 

C) Makes them 

D) Draw mustaches on them


CONFESSIONS OF 

A SCHITZOPHRENIC 

I enjoyed reading the cover and pages of Super 

Street magazine. I watched Brigetta Calabrese and 

Sarah Miller representing Team ExtenZe on the live 

infomercial. I enclosed four special pictures made just for 

them. Keep up the good work. 

I am a collector of colorful photographs and information 

about famous people. Please put my letter and pictures in 

the November issue, write to me and share information 

about your interests. I will be waiting to hear from them 

or you. Thank you for your prompt response. 

Gregory L. Dill 

Palm Coast, FL 

P.S. What is their fan club’s address? 

Holy shit man, you’re crazier than we are. You enjoyed 

reading the cover? Seriously? And just as an FYI we are in 

no way associated with ExtenZe or any TV infomercial for 

that matter, we really have no idea what gave you that 

impression. We would like to congratulate you on your 

drawings, however, they’re terrible, but in a good way. 

Much like Hitler’s artwork, it’s not necessarily the art itself 

that is interesting but knowing that someone clinically 

insane made them. 

Although we haven’t seen 

the infomercial, we really 

hope these drawings 

aren’t accurate. 

14 SUPER STREET FEBRUARY 2010 

Bequeath us with thy letters of joy and sorrow: 

mailsack@superstreetonline.com or Super Street, 

Attn: Mailsack, 6420 Wilshire Blvd., Los Angeles, CA 90048. 

Problems with your subscription? Don’t send them here. 

Send inquiries to: superstreet@emailcustomerservice.com 

LETTER 

OF THE 

MONTH 

PHOTOS Henry Z DeKuyper 


MODEL Sarah McDowd, www.myspace.com/sarahmcdowd

BARTENDER, LET ME 

GET A SUPER STREET 

AND RED BULL! 

Firstly, I hope you know I am writing this 

with a purple pencil. I pick up every Super 

Street issue I can get my hands on, however, 

I am in basic training right now and do not 

have access to any. Magazines are considered 

contraband items here, but I do have one 

stashed away. It is the September 2009 issue; 

one of my favorite ones yet. I just have to say 

I am a big tuning fan and hold a lot of respect 

for “do it yourselfers.” What I would like to 

see in the future is some European cars. I am 

in love with Volkswagen, Audi and Porsche in 

general. I drive a 2009 Volkswagen GTI 

with the 6-speed manual. It is decently 

quick already, but after my AIT I plan on 

spending at least half of my signing bonus 

on APR tuning parts. I am looking forward 

to the ECU flash and new exhaust in particular. 

I hope to see some articles on the shit going 

down across the Atlantic. I graduate BCT 

on November 13th and the first thing I am 

going to do is get a Red Bull and a Super 

Street magazine. 

Thanks for the dope mag, 

PV2 Coble, 

Ezekiel E. 

Fort Sill, OK 

We’re glad to hear you enjoy our magazine 

even though you have gone to the dark side. 

The reason you won’t see Euros in our book is 

because we have a sister publication made 

especially for those cars – eurotuner. We 

highly suggest you check it out because we 

don’t plan on running any of your kind in the 

near future, so don’t hold your breath. 

ERNEST HEMMING- 

SIDEWAYS 

Hi my name is Lamont Adrien and I like your 

mags. Super Street is awesome and I’ve been 

reading every issue of Project Car since it was 

first introduced. In my spare time 

I am finishing up a novel about mountain drift 

racing. It falls under teen fiction. My problem 

is this: in the last scene there are two cars 

battling the downhill and I can’t figure out the 

deciding factor as far as how to make one of 

them lose. The cars are a Nissan 240SX (S13 

1992) and a Nissan Silvia (S15 2002). I want 

the S13 to win. He has to. But I’m trying to 

find a weakness in the S15. Any suggestions? 

The setting is a mountain. Uphill and downhill 

drifting. Late at night. And of course for your 

help if this book get published (by next year I 

hope) you will most definitely 

be getting an honorable mention in 

the credits. 

Lamont Adrien 

Via the Internet 

P.S. I also need to find a picture for the cover. 

I’m thinkin’ a silver Nissan S13. Body kit 

would be not outlandish but smooth and not 

over-done. If interested I’ll send 

you a full workup. 

It’s hard to believe that someone 

who can’t properly spell mountain is 

going to be writing a novel. Anyway 

we do wish you luck. We’ve heard 

rumors that the S15 transmission is a 

little weak, being a 6-speed. Perhaps 

you could work that in as a 

mechanical failure. The other option 

would be to go the sexist route and 

put a girl driver in the S15, since the 

S15 is a girl car after all, and we all 

know girls can’t drive. 

SUPER POOPERS 

For some reason this month we received 

two emails from readers showing us 

their readers-in-training. These guys are 

basically already life time subscribers 

enjoying two of the most blissful things 

on earth – Super Street and dropping a 

deuce. 

Tim Davis’ 

son Devin, 

age 2 

Ernest Uy’s son Mason, age 2 


X MARKS THE SPOT 

I have a great treasure hunt for you. I’ve been 

thinking about one of the first Super Street’s I 

ever got. It had “Drifter X” in it. It was the first 

time I fell in love with the 240 hatchback. He 

had the S15 front end, strawberry face it was 

called then and this crazy Galaxy Mazora paint 

job with the Signal Auto chrome splash down 

the side. I think I had that magazine laying 

around somewhere and want to show my wife 

my final plan for my ‘92 hatch. I just can’t 

remember what issue it is. I have about 4 or 5 

yrs worth of your magazines, along with others 

that don’t hold a candle to yours and was 

wondering if you could tell me which issue the 

“Drifter X” article is in. 

Chris Bisell 


Chris, the issue you are speaking of is 

December 2001. The cover featured Jun Auto’s 

patented yellow top-speed Supra. You can 

thank us later. 

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. 

SUPER STREET ONLINE.COM 15

BERGENHOLTZ 

IMMORTALIZED 

Remember this little CR-X? It was 

the first FWD drag car, designed by 

Bergenholtz Racing, to utilize wheelie 

bars and changed the game for all 

future pro FWD dragsters. Recognizing 

their engineering accomplishments and 

various NHRA victories, they have now 

been inducted into the NHRA Hall of Fame 

where the CR-X will forever be on display 

in a special diorama made to look like 

their garage at NHRA Museum in Pomona, 

CA. “It is a great honor. Being inducted 

into the museum is legendary. I know my 


grandchildren and my great grandchildren 

can go to the NHRA Museum and look at the 

amazing things their grandfather did in drag 

racing,” said Ron Bergenholtz, Team Manager 

of Bergenholtz Racing. “The diorama took 

a fair amount of time to complete. We had 

just got done with Formula Drift Finals and 

started right away on preparing the CR-X as 

well as acquire the necessary props for the 

display. I can’t wait for everyone to see it!” 

said Ed Bergenholtz pilot of the Bergenholtz 

Racing CR-X. 

SOURCE: www.bergenholtzracing.com 

100WHP OR BUST! 

The guys from Fits-In-Tune threw an all Honda Fit dyno day 

at Wired Electronics in Linden, NJ. Some Fits made as low 

as 82whp. Yes, you might think the Fit is a grocery-getter that 

shouldn’t be modified. But these guys take their grocery shopping 

very seriously. One Fit owner showed up with the HKS turbo kit and 

another even had a K24 swap, making over 200whp. Next year the crew will be extending the 

invite to more Fit crews to see who’s got the best Fit in tune. Maybe we’ll see one this year at 

our FF Battle. We’ll be sure to send it out for groceries at lunchtime. 


GHETTO 

SPAGHETTI... 

Charles Trieu 

Do You Remember 

The Times? 

My life revolves around cars. 

Growing up in the ‘80s I was 

fortunate to have seen many 

ridiculous TV shows. The funny 

thing was if a show had a cool car 

in it, it would be a hit. It wasn’t 

just cars though; Street Hawk had 

a motorcycle, Airwolf and Blue 

Thunder had a helicopter, even The 

Fall Guy had some lifted truck for 

the rednecks. 

Top Five ‘80s TV Cars 

5. THE A-TEAM – I actually wanted to 

buy a GMC Van and shave my head like 

Bad Ass Baracus. Not sure how but they 

made the ugliest van ever cool. Let’s not 

forget ‘Face’ had the white Corvette. 

4. DUKES OF HAZZARD – And you 

thought Japan started drifting. The dirt 

drifting Challenger with broken doors 

was gangsta. Admit it, I know you 

climbed through a car door when you 

were a kid. 

3. MAGNUM P.I. – With a Ferrari 308 

GTS and a mustache, Tom Selleck won 

the hearts of women and men alike. 

Made me grow an epic ‘stache too. 

2. MIAMI VICE – When Enzo Ferrari 

found out that the show was using a 

fake replica Ferrari Daytona, he donated 

the then new Testarossa to the show. 

Can you feel it coming in the air at 

night? I can. 

1. KNIGHT RIDER – Don’t hassel the 

Hoff. The show didn’t just popularize 

Member’s Only jackets, it also 

popularized scrolling red LED lights for 

your car alarm.


• TOKASYU TOURING CAR RACE 

• JAPANESE AUTOSPORT FESTIVAL 

superstreetonline.com 

Log onto www.superstreetonline.com 

to catch tons of outtakes from this 

month’s issue, including: 

• LEXUS LF-A 

TESTING SESSION 

READY TO ROCK 

Ford and champion drifter 

Vaughn Gittin Jr. tag team 

again to create a limited 

production Mustang RTR. 

Coming in February of 2010, the 

RTR will be suited with a K&N 

high-flow air filter, Falken FK452 

performance tires, Ford Racing 

damper kit with lowering springs, 

Baer drilled and slotted rotors, 

and a special RTR performance 

exhaust. On the outside, the RTR 

‘Stang will come with a rear diffuser, front splitter, aluminum rear spoiler, RTR side and rear 

emblems, as well as a distinctive RTR vinyl scheme. The lip kit comes right off designs from the 

track and are sure to give the car an aggressive look. Each RTR owner will be part of an exclusive 

RTR registry and will receive a numbered badge with their new machine. A carbon version of 

the Mustang dubbed ‘RTR-C’ is also in the plans. Check out the site for the photos and info of the 

limited RTR and RTR-C. SOURCE: www.mustangrtr.com 

TRACK THE GENESIS COUPE YOURSELF 

Now available on Forza 3 is a virtualized Hyundai Genesis Coupe that you can take 

on the track and really beat on. We drove the Genesis on the track and can’t wait to drive 

and modify one in the game. In addition we’re told that Hyundai is letting players download 

the Rhys Millen Racing/Red 

Bull Hyundai Genesis Coupe, 

HKS Genesis Coupe and a 

one of a kind built Genesis 

Coupe. Rhys and HKS denied 

us keys to their Genesis so 

we’ll have to get them back 

by purposely crashing their 

cars in the game. 

NET NEWS ... 

Koyo produces all kinds of 

replacement parts from small 

bearings to larger items like 

radiators. Koyorad is strictly their 

radiator segment, for all OEM and 

race type radiators. To separate the 

Koyorad racing radiators from their OEM 

replacement types, they launched a new 

site strictly supporting their all aluminum 

racing radiators and oil coolers. 

SOURCE: www.koyoradracing.com 


The name Ohlins is known 

by every sport bike rider 

in the world. With the 

motorcycle world dominated, 

Ohlins USA is now focusing 

more on their automotive line, 

already available in other 

parts of the world. The new 

website will be dedicated to 

their automotive products, 

while leaving their parent 

site for the motorcycles. 

SOURCE: www. 

roadandtrackbyohlins.com 

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 www.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. 

CLASSIC 


JUST THE TIP 

(PHOTO TIP THAT IS) 

Sean Klingelhoefer 

You’ve got questions, I’ve got answers! Hit me up online at 

mailsack@superstreetonline.com w/subject “JTT” or snail 

mail me at Super Street, ATTN:JUST THE TIP (JTT), 6420 

Wilshire Blvd., Los Angeles, CA 90048 

This month’s tip might seem like a 

no-brainer to some of you, but for 

others it might not be so easy. One 

of the most common things we see with 

Reader’s Rides photos are very poor 

locations, typically a driveway or street 

curb. Try to think outside of the box a 

little but not too obscure. An easy way 

to tell if your location sucks is to decide 

how boring the picture would be if the 

car wasn’t in it. If the spot is so dull 

you wouldn’t bother taking a picture of 

it by itself it has no business being the 

backdrop for you car. 

When choosing a location it’s generally 

a good idea to pick something without 

too many distractions in the background, 

like trees or lightposts. You should try 

to avoid cluttered areas like parking lots, 

strip malls and other busy places. Good 

candidates usually include a desolate area 

with little man made obstructions, larger 

plain colored buildings like warehouses or 

loading docks or even a back road or alley 

in a pinch can work well. 

Once you have a location picked out be 

careful of car placement, you don’t want 

the car blending into the background too 

much and you also don’t want it to be 

overly separated. Also make sure that 

there aren’t any random objects reflecting 

off the car or protruding out from behind 

it. Follow these basic guidelines and you’ll 

be amazed at how much better your 

images start to look. 

Sincerely, 

Jesus 

SUPER STREET 

LOCATION, LOCATION, LOCATION! 

Our SEMA coverage a 

decade ago spotlighted 

some parts that are now 

discontinued JDM classics. 

HKS triple plate clutches, 

Tein RA coilovers, Auto 

Coutrue Style Eleganz, Volk 

Kuwagata and Super Advan 

Gen II rims to name a few 

off the goodies we had then.




LEGACY IN THE MAKING 

ROGER MALLA’S JDM HEARSE IS KILLING US 

WORDS / Charles Trieu SNAPS / Scott Dukes 

Not many of our 

features are daily 

drivers, and not many 

of them can be that 

useful on the streets, 

but Roger Malla has built his 

Legacy wagon into the ultimate 

daily driver. Got a hatchback or 

sedan for a daily driver? Well, he’s got 

a five-door hatchback. Got a turbo on 

your car? Well, he’s got a Deadbolt 

turbo kit putting down 384whp. I 

really have to admit it, this car has it 

all. Everything from brakes to the JDM 

aero it covers all facets, from audio to 

performance and even a touch of VIP. 

This all started as a daily driver 

about three years ago. After a few 

months of lurking the Legacy forums 

online, Roger was set on building the 

ultimate Legacy out of his daily driver. 

His resume of tuned cars include a 

Honda Civic EF, Celica and the classic 

Corolla AE86, so he’s no newbie to 

building cars. But this time around, 

things went a bit differently - audio and 

wood paneling to name a few things. 


The JDM and Zero Sport products 

already makes this Subaru stand out 

amongst the rest. To top it all off, my 

favorite rarities are his Blitz Technospeeds, 

extremely rare in 5x100, and 

his Top Secret steering wheel. Roger 

definitely did his homework when it 

comes to rare JDM goodies. We don’t 

get to see enough modified Legacys and 

almost never get to see a Legacy wagon 

built to this level. Next time you see a 

wagon driving down the road, think 

twice about how it would look slammed 

and boosted. 



TUNING MENU 

2005 Subaru Legacy GT 

OWNER ROGER MALLA 

THANKS YOU My family, dad, mom, Ralna, Ada, 

HOMETOWN LANCASTER, CA 

Scott, Cole and Amara; Clint, Jeff, Uncle, Big Mike at 

OCCUPATION EMERGENCY 

Bestway Autosports; Paul Yim, Paul Leung and Andrew 

MEDICAL TECHNICIAN 

at Yimi Sport; Jon at HB Speed; Ferdie at South Coast 

POWER 384whp @ 5,500rpm 

Subaru; Eiji and Mike at Rally Innovations; Guadalupe at 

ENGINE Deadbolt SuperZilla 49 turbo; Power 

Fiber Images; Moya and Carlos at Affordable Autobody; 

Enterprise 550cc injectors; Walbro fuel pump; Perrin Mike at Nu Era Graphix; Joe, Gabe and Angel at Eastside 

V1 fuel rail; GReddy SP2 exhaust; GT Spec header with Muffler; Rommel at BRS; Glen for the wood floors; Tim 

up-pipe; Invidia downpipe; NGK spark plugs; Blitz LM for detailing; DA Brian, Norman, Manny, Oscar and the 

radiator, oil cap, radiator cap and blow-off valve; WBR rest of AS1 Familia; Axis008, Snodork, Mines, MikeYan, 

intercooler piping; Zero Sports cooling plate, Cool and the rest of LGT.com; the peeps from A.V. 

Action intercooler splitter, oil filter, magnetic drain WWW advancedclutch.com, apexi.com, avoturboworld. 

plug, thermostat; Samco hoses; Yimi Sport overflow; com, (Bestways Autosports) myspace.com/ 

Carbing catch can; A’PEXi Ground Stabilizer; Mishimoto bestwayautosports, blitzpowerusa.com, (Bride) tees-usa. 

fan shroud 

com, brs-autodesign.com, carbing.co.jp, cobbtuning.com, 

DRIVETRAIN Cobb DA shift kit; ACT clutch kit crowenterprizes.com, (Cusco) napsusa.com, (Deadbolt 

and flywheel 

Enterprises) boostplanet.com, eastsidemufflers.com, 

FOOTWORK & CHASSIS Cusco Zero two coilovers, eclipse-web.com, endlessusa.com, fiberimages.com, 

sway bars, carbon strut bars, lower control arm braces, gialla.co.jp, greddy.com, gtspec.com, hbspeed.com, 

and power brace; AVO rear stabilizer bracket and invidia-usa.com, jlaudio.com, legacygt.com, mishimoto. 

endlinks; 4Boxparts lateral links 

com, nueragraphix.com, perrinperformance.com, 

BRAKES Endless 6pot front brake kit (332x32mm polkaudio.com, powerenterpriseusa.net, rallyinnovations. 

rotors), 4pot rear brake kit (328x30mm rotors), pads and com, samcosport.com, southcoastsubaru.com, walbro. 

steel lines 

com, wbrperformance.com, yimisport.com, zerosports- 

WHEELS & TIRES Blitz Z1 Technospeed 18x8.5” +46, america.com 

Falken 452 245/35ZR18 

EXTERIOR JDM Spec B bumpers; Zero Sports front lip 

(wrapped in carbon), grille, side spats, eyelids, and over 

fenders; RBS hood scoop; Gialla carbon rear diffuser; 

Mach 5 rear wing; cleared headlights with HID kit; JDM 

taillights; Nu Era Graphix 

INTERIOR Bride Zeta III seats; wood grain trim; AVO 

single DIN stereo kit; Defi boost gauge and Link display; 

Personal Top Secret R steering wheel; custom wood 

trunk flooring; Rally Innovations harness bar; Crow 

harnesses; all LED lighting 

AUDIO Eclipse AVN-7000 GPS/DVD player; JL Audio 500/5 

amp, Stealthbox with 10w6v2 subwoofer; Polk Audio 

DB6501 front components and DB651 rear speakers 




LDIES BUT 

SUPER GOODIES 

SOURCE: www.jcca.cc, www.tomei-p.co.jp/tssunny/index.html 

If you owned NSX, GT-R, Tomei Japan if you have a Datsun 1200. 

Lexus SC/IS, Toyota MR2 One KP47 Starlet race car had special 

Spyder or Subaru Legacy/ motor. Toyota customized the OHV 

Impreza, you would be motor to DOHC 3K-R/137E motor, which 

excited if you watch can make 180ps. Toyota spent over 

Japanese Super GT race because one million dollar for developing KP47 

you knew your car wasn’t on the Starlet race car at that time. Nissan and 

race track but it looked like your Toyota built some TS race cars. They 

car transformed into Super GT race were called “Works Sunny” and “Works 

car. Japanese Super GT race started Starlet” by TS race fun. ”Works” mean 

in 1994. In 1996, AE86 Trueno, MR-2 Toyota and Nissan spend a lot of money 

and Chevrolet Cavalier took part in for developing/building race cars. One 

Super GT race. (In 1996, Toyota was mechanic has a real Starlet KP47 and 

selling Chevrolet Cavalier. If you own it is just one Works KP47 Starlet in 

a Cavalier and you like JDM, you can the world now. You can watch it at the 

remove Chevy emblem and put Toyota Japanese Classic Car Race or you can 

emblem.) Super GT race is very popular watch 3KR motor at the Toyota Historic 

in Japan now but in 1970, one Japanese car museum in Odaiba, Tokyo. 

race’s popularity exceeded Super GT In 1980, Nissan Sunny B110 was still 

race. That race is TS race and TS stands fast at the TS race but Honda Civic took 

for “Tokusyu Touring Car Race”. Tokusyu top position from Sunny B110. Nissan 

stands for “special”. TS race was not Sunny B110 is FR; Honda Civic is FF. 

main race event at that time; the main Team Yamato’s Honda Civic TS race car 

race was Japanese Formula car race has 1298cc OHC motor which can make 

but TS race was more popular than 150ps. Engine was built by Mugen and 

the main race. I think TS race looks engine was called MF318 motor. Stock 

like the half time show of NFL. TS race Civic RS (SB1) motor can make 76ps. 

was very popular from ‘70s until mid Team Yamato Civic was faster than 

‘80s. Many people made the line at the Works Sunny B110 and Team Yamato 

gate form at midnight before the race. was actually part of Honda R&D. You 

Nissan Skyline GT-R (KPGC10) and can watch Team Yamato Civic TS race 

Mazda RX-3 were racing at the TS race car in the Honda Collection Hall at 

before the oil crisis in 1973. After ‘73, Twin-Ring Motegi race track in Tochigi 

Nissan and Toyota spent much money prefecture. TS race is not just a race of 

and time for developing 1300cc-under the past; you can watch TS now. You 

cars and needed to focus on selling the can watch TS Sunny B110/B310 and 

cars. Nissan Sunny B110 (Datsun 1200), TS Starlet KP47/KP61 at Japan Classic 

Nissan Cherry (Datsun F10), Toyota Car Festival in Japan. Not only TS race 

Starlet KP47 and KP61 and Honda Civic cars but also Honda S800 race car, 

RS (SB1) all took part in the TS race. Datsun 510/240Z race cars, Corolla, 

This special event brought back the Celica, Hakosuka Skyline, Mazda Cosmo 

feeling of TS race. Tomei’s Sunny B110 race car and more. It is not a car show; 

was very popular and it had yellow it’s racing. The parking lot of the Japan 

paint body with blue and red arrow Classic Car Festival is a classic car show 

signs. It stood out on the race track. A of its very own. I would like to invite you 

few years ago, Hirota Car Factory built to go to this festival if you like Japanese 

a replica of Tomei powered Sunny and classic cars. If you want to watch TS 

took part in classic race. It is replica racing now, please check YouTube.com, 

but engine is real Tomei A12 motor. In enter “B110 TS” and search, then you 

fact Tomei is still selling the same racing can watch TS race, new and old one. 

parts for A12 motor. Please try to ask 

SOURCE: www.jcca.cc 

WORDS & SNAPS Tetsuya Ogushi 

SCENE: TOKASYU TOURING CAR RACE; FUJI SPEEDWAY – FUJINOMIYA, JAPAN 



WORDS Charles Trieu SNAPS Sean Klingelhoefer 

CHICAGO CONTINUES 

TO PUT IT DOWN 

I’m ’ not going to lie; I’m not fan of doing cross-manufacturer engine 

swaps in cars. I’m one of those stubborn purists. But on the other hand, 

I’m a gearhead. Power and performance definitely sway me. You can’t even 

compare a 350hp naturally-aspirated V8 to something like a 350hp turbo 

motor. But what about the added weight and adverse handling effects? 

The all-aluminum LS1 weighs less and even sits lower than the SR or KA. 





THE DEVIL INSIDE 

Matthew Youkhana has built several 

cars before this. Along with many 

Hondas, VWs and Audis, this is his third 

240SX. Like many people that have 

owned an S14, he went back to the S13. 

I’ve seen plenty of people who have 

owned an S13, sold it, got an S14 and 

then sold it just buy another S13. There is 

definitely a mysterious attraction for the 

S13 chassis. Possibly the most commonly 

modified car, globally of all time. So 

popular that Nissan continued production 

in conjunction with the S14 until 1998. 

Matthew admits his obsession, “out of 

all the cars I have had in the past years, 

this is the only one I have kept for longer 

than a year. It was the biggest pain in 

the ass, and I never get bored of it.” 

Almost five years ago when Matthew 

purchased the car his plan was simple, 

build an overall streetcar. And like most 

other S13 owners, he did the typical 

SR20DET swap with a GT2871R turbo 

upgrade. But when he got further into 

his build, “nothing on the motor was left 

stock, except for maybe the valve cover 

bolts”. The day came when two friends 

decided to race him, one with a Yamaha 

R6 and the other with a Ducati 748. 

Chicago highways soon turned into a 

psuedo Wangan expressway. They went 

head to head for three races. The first 

two, the S13 simply walked away from 

the two bikes. But on the third run a 

main bearing on the SR20DET decided 

to give out, and sent the car to a 

100mph coast. 

Instead of giving up, or just rebuilding 

what he had already done and tried, 


Matthew tried to step up the level of 

craziness by adding a LS1 engine. "I 

chose to go the road less traveled, and 

experiment with nothing to go on”, he 

tells us. Back when he did this swap there 

wasn’t as much support as there is now. 

Wiring, motor mounts, headers and all 

were custom-made at MPH Motorsports 

for the conversion. When all was said and 

done the project literally brought tears to 

Matthew’s eyes. 

“The way I have my exhaust routed, 

the fumes get picked up and carried 

inside the car on a non-windy day 

and it burns the shit out of your eyes… 

it’s beautiful.” 

If you’ve ever actually witnessed 

something like this on the street, it’s 

confusing. You hear a Corvette coming 

yet you see a 240SX coming at you. Like 

a magic show, you can’t believe your eyes. 

“I love the reaction from people's 

faces when I pull up to a light with the 

V8 rumble. I will never forget the hell 

that it has put me through, and that’s 

why I don’t think I could ever sell it.” 

Aside from the engine, the exterior 

was also executed differently from most 

other S13 cars. Instead of the typical 

FRP quarter panels and wide fenders, a 

set of ZG fender flares were chosen to 

cover the low offset wheels. And rather 

than covering the car in glitter and 

metallic like a drift car, this particular 

S13 got an old school two-tone look, 

Championship White on top and solid 

black on the bottom. We’ve all seen a lot 

of 240SX cars built. There are plenty of 

cars that look good and there are tons 

of other that mimic those. Every once 

in a while do we get to see someone do 

something different at the same time 

do it without any compromise to style 

or performance. 


LS1 engines weighs less 

than the SR or KA. 


TUNING MENU 

2004 Nissan 350Z 

OWNER MATTHEW YOUKHANA 

HOMETOWN CHICAGO, IL 

OCCUPATION TRUCK DRIVER 

ENGINE 2001 Chevrolet engine LS1 swap; LS2 intake; 

LS6 cam; custom headers, ported 90 mm throttle-body, 

intake and heads; custom intake; 2.5” dual exhaust 

DRIVETRAIN CC Stage 2 clutch; 11 lb flywheel; 

R200 diff with a 4.09 FD; Hurst short throw shifter 

ENGINE MANAGEMENT Z06 tune 

FOOTWORK & CHASSIS Stance GR+ coilovers; 

solid aluminum subframe bushings; Nismo power brace 

and control arms; Cusco strut tower bars; Megan tie 

rods; custom tube frame frontend 

BRAKES Hawk drilled rotors and pads; stainless 

steel brake lines 

RIMS & TIRES Work XD9 rims 17x9” +17 (front) and 

18x10” +18 (rear); Pirelli Corsa R; Ichiba 25mm spacers 

all around; Kics Project lug nuts 

EXTERIOR Championship White/Infinity Black paint; 

Version Select IV kit; Origin "Sexy Style" hood, rear 

window lip, rear trunk lip; ZG flares; custom front 

rear tow hooks 

INTERIOR Nardi 330mm steering wheel; JIC Magic 

reclining seat; Cusco seat rail; NRG 4-point harness; 

Autopower 6-point cage 

AUDIO Eclipse CDA3000 headunit; MB quart speakers 

THANK YOUS Big thanks to MPHmotorsports for 

putting up with all my shit in the last 4 years or 

so; Riskydevil.com, Illphoto.blogspot.com, T2films. 

blogspot.com, TougeFactory.com, One6motorsports.com, 

and Kevin S. for all his help. 

WWW autopowerindustries.com, 

jic-magic.com, mphmotorsports-skokie.com, 

nardi-personal.com, nrginnovations.com, 

one6motorsports.com, riskydevil.com, stance-usa. 

com, t2films.blogspot.com, tougefactory.com, 

workwheelsusa.com 


WORDS Taro Koki 

SNAPS Terence Patrick & Kyosyu Mizohata 


BREAKING THE GT-R’S DA VINCI CODE WAS A PROBLEM 

UNTIL THIS JAPANESE TUNER GOT A HOLD OF ONE 

The Nissan GT-R busted onto the automotive scene exactly three years ago at the 

2007 Tokyo Motor Show. It was Nissan’s return to the high-performance market and their 

answer to the Porsche 911 Turbo. It boasted performance equal (and sometimes more) to 

cars costing twice as much. In the past three years, it’s proven itself to be one of the fastest 

production cars around any racetrack. 

Nissan fans that waited anxiously for the car flocked to the new R35 GT-R and the car made new fans 

where the old R32, R33 and R34 Skyline GT-Rs were never released. It was loaded with state of the art 

technology that Nissan’s Chief Vehicle Engineer Kazutoshi Mizuno proudly says something in the nature of 

“we’ve done everything you can possibly do to make it fast and nothing else should be done to it”. 


SWEET CHILD 'O MINE 

Thus tuning the R35 was thought 

to be an unwavering challenge and the 

entire car would be an absolute black 

box, which turned out to be true - to a 

point. We heard nightmares about the 

car going nuts after attempting to tune 

the ECU, cars going off course because 

they installed an aftermarket suspension 

system and cars coming out of a tuning 

shop actually going slower than stock. 

But there are always exceptions in 

this world. There is never a code that 

cannot be deciphered, a map that cannot 

be read and a box that cannot be opened. 

In this case, our Doctor Robert Langdon 

is Michizo Niikura of Mine’s. 

Niikura has been tinkering with 

Nissan’s for more than 20 years and he 

has become one of the top respected 

GT-R tuners in the world. The Yokusuka 

tuner’s signature pearl white R32 to R34 

GT-Rs are all over YouTube (go ahead, 

search for them now) and have become 

legendary everywhere around the world. 

Mine’s was one of the first tuners to 

get their hands on the R35 when the car 

first came out in late 2007. Surprisingly 

they already had parts and a demo car 

displayed a month later at the 2008 

Tokyo Auto Salon in January. When they 

were done playing with it in Japan, they 

sent the car over to GTChannel.com in 

Los Angeles to shoot videos stateside. 

Going back to the GT-R being a car 

not suited for tuning, Niikura and his 

team were well aware of this concept 

behind the car. But it didn’t faze him 

because Mine’s own concept has 

always been to enhance the natural 

characteristics of the stock car and not 

just adding crazy features. So if Nissan 

was skeptical about aftermarket tuning, 

why not just concentrate on improving 

what Nissan had already done? 

For example: if you change the shape 

of the front fender and rear wing it may 

slow down the vehicle. Mine’s choice was 

to leave the shape as it was. However, 


Mine’s changed the material of the front 

lip spoiler, front grill, front canards and 

rear wing to carbon-fiber to make it 

lighter. The intake duct covers and the 

roof antenna for the GPS are also carbon. 

As you can see intricate details go into 

the goal of making a lighter and 

faster car. 

Mine’s carefully chose what they 

wanted to do to improve the overall 

performance of the GT-R. The ECU was 

something Mine’s specializes in and once 

they cracked it, they took full advantage 

of it by increasing performance and 

improving engine response. The engine 

itself is stock but covered underneath a 

black carbon engine cover. The air filter 

is Mine’s VX Air filter. A new lightweight 

titanium exhaust system was added 

to compliment the increased outage 

from the new settings from the ECU. 

Now there’s 550bhp at 6400rpm from 

480bhp at 6400rpm stock. 

Despite being blistering fast, the 

Mine’s GT-R is very drivable and gentle 

on the streets. That’s until you step on 

the gas. It rockets out like a rollercoaster, 

recording only 3.0 seconds to get up to 

60mph and puts most cars to shame on 

the 1/4 mile marking 11.1 seconds. 

Mine’s coilovers are manufactured 

by Eibach to improve the handling and 

minimize understeer. The lower stance 

with the combination of the Bridgestone 

Potenzas makes turning much quicker. 

The Mine’s GT-R with everything 

included costs about $150K. But since 

the US got the short end of the stick 

once again and doesn’t have the über 

GT-R - the 2 seat GT-R SpecV from 

Nissan dealers here - the Mine’s GT-R is 

probably the closest thing you can get. 


HOW DO I GET THERE? 

FROM TOKYO: 

Driving (approx. time: 1:30): 

1) Take Metropolitan Expressway Wangan 

Line towards Yokohama. 

2) Take the Yokohama Yokosuka Highway; 

stay on the left-hand lane and take the 

Kinugasa IC exit towards Miura. 

3) Go to the right side towards ‘Miura Jukan 

Toll Road’ and go until you arrive at the 

Route 134 intersection. 

4) Turn right and you will see the 7-Eleven on 

your right and Mine’s is next door. 

FROM JR TOKYO STATION: 

1) Take the JR Tokaido Line towards Atami 

to JR Yokohama Station. 

2) From Yokohama Station, take the Keikyu 

Line Limited Express to Misakiguchi station. 

Better bring a book or your iPod because 

from here it’s still a 50 minute ride. 

3) After you arrive at Misakiguchi station, 

you will need to take a cab to Mine's. If you 

try to hike it you'll get lost in the woods, 

so be prepared. Just tell the cab driver you 

want to go to Mine's on Route 134 or show 

them this: 

5-7-25. Good luck! 


TUNING MENU 

2009 Nissan 

GT-R R35 

OWNER MINE'S JAPAN 

HOMETOWN YOKOSUKA, 

JAPAN 

OCCUPATION SUPREME 

GT-R MASTER TUNER 

ENGINE 3.8L VR38DETT; Mine’s 

carbon engine cover, carbon 

radiator shroud, Silence VX Pro 

Titan II exhaust, Super Catalyzer 

and VX air filter 

ENGINE MANAGEMENT 

Mine’s VX ROM ECU 

POWER 550bhp at 6400rpm; 

28.6kg/m at 7,000rpm 

SUSPENSION Mine’s ESTA 

Full Spec suspension with Eibach 

springs; stabilizer bars 

BRAKES Mine’s 400mm front/ 

rear big brake rotors and brake 

lines; Pagid brake pads 

WHEELS & TIRES 20x10 Volk 

Racing G2 wheels (+30 f/+15 r); 

Bridgestone Potenza 255/40R20 and 

285/35R20 tires 

EXTERIOR Mine’s front lip 

spoiler, front grill, front canards, 

rear wing, intake duct covers, tail 

lamp illumination kit, rear wing 

cover, rear bumper cover, carbon 

hood, carbon mirror surround and 

carbon-fiber roof antenna 

WWW mines-wave.com 


WORDS & SNAPS Dino Dalle Carbonare 

TOKYO MOTOR SHOW 2009; MAKUHARI 

There is no doubting 

that the car industry is 

still feeling the crunch, 

something that was 552 HP and a 6-speed sequential 

perfectly demonstrated transmission, all coupled together with 

at last fall’s Tokyo Motor Show. an unmistakably Japanese design. The 

With European and American limited production of only 500 examples 

manufacturers dropping out of makes the LFA an extremely exclusive 

the show to save money we were car, with a price tag to match. The 

left to concentrate on what the $350K Lexus was easily the talk of the 

Japanese carmakers had on offer show. And apparently Toyota will lose 

for. And despite the evident toning money on the car even though they’ll 

down of the exhibition from previous have no problems selling them... 

years, with half empty halls and an eerie Honda wasn’t far behind Toyota 

calmness greeting show goers, there when it came to injecting much 

were still enough releases and enticing needed emotion into cars with the 

propositions to feast our eyes on. forward-thinking hybrid Honda CR-Z, 

Toyota stepped up and gave an a modern day interpretation of the 

optimistic view into the future, which legendary CR-X. Honda has decided 

alongside its continuous efforts in to do things differently by creating 

advancing hybrid technology, tried hard the world’s first mass-produced green 

to reconnect with long lost enthusiasts. sports car, mating a torque-boosting 

The FT-86 embodies what the electric motor to the 1.8 L 135 HP 

affordable Japanese sports car stands gasoline engine. A manual gearbox will 

for, with an honest and back-to-basics make sure the car will be fun to drive 

formula of a naturally-aspirated engine and thanks to its daring wedge-like 

powering the rear wheels through a exterior, great to look at. The best thing 

6-speed manual gearbox – too bad it’s about the CR-Z is that it will hit dealers 

two years away from a finished version. across Japan early next year. 

Performance is rumored to be around Nissan, however, made no effort 

the 200 HP mark thanks to a slightly to prove that a successor to the 

tuned Subaru EJ20, which in stock form legendary Silvia is under consideration, 

develops just under 150 HP. Its compact something that enthusiasts were eagerly 

exterior is sculpted by a fresh and anticipating, especially after Toyota’s 

modern design, with no actual visible efforts with the FT-86. But it wasn’t 

lineage to the original AE86 of the 80’s. only the big manufacturers that grabbed 

But it’s the concept of the FT-86 that our attention at the show. In the quest 

hints back at the hachiroku, a car that for a more evident demonstration of the 

will inject much needed fun into cars, passionate side of motoring, we found 

hopefully luring in younger potential what we were looking for at Suzusho, 

buyers around the world, a demographic a small Japanese low-volume car 

that especially in Japan, has shown builder from Nagoya. It’s great to see 

very little interest in cars over the last companies still dedicating their efforts 

few years. But it doesn’t end there for in such driver oriented bespoke vehicles, 

Toyota as its luxury high-end Lexus just what the Supasse-V promises to 

brand finally showed the world the be. Built on a custom aluminium chassis 

much-anticipated LFA, the most exotic and powered by a 260 HP Mazda 2.3L 

Japanese supercar to have ever been turbo engine the little 2-seater will offer 

created. This car has it all, a lightweight supercar performance, thanks to its 850 

carbon-fiber monocoque chassis, a kg curb weight. The styling is vaguely 

race-bred high-revving V10 developing reminiscent of the Yamaha OX99-11, 

and it even sports vertical rising doors. 

It kind of picks up where the Tommy 

Kaira ZZ-II left off, a car that promised 

so much but never actually made it 

to production. 

Despite the Tokyo Motor Show being 

less international this year there is no 

doubt the Japanese manufacturers 

did a good job of keeping the flow of 

innovation going, leaving people with an 

overall positive feel of things to come. 


MESSE – CHIBA, JAPAN 

OF JAPAN 



WORDS / Ron Bergenholtz as 

told to Jonathan Wong 


SNAPS / Steve Demmitt for MotiveLife.com

INNOVATION IS THE NAME OF BERGENHOLTZ 

RACING'S GAME. AND THEY PLAY IT VERY WELL 

The Bergenholtz Brothers – Ron and Ed – have made 

quite a name for themselves over the years. From 

the early days of Ed street racing with his infamous 

CR-X that the two eventually turned into a FWD 

single-digit speedster (which was also introduced 

into the NHRA Museum this past winter), then campaigning a 

Mazda 6, it’s safe to say they know a thing or two about living 

life one quarter mile at a time. They not only learned how to 

get down the track quickly, but they figured out how to do it 

right: by designing the FWD wheelie bar, the invention that put 

them on the map and is still employed by drag racers today. 

Ron, known particularly for his attention to extreme detail, 

used to dominate the show circuit with a cleaner-than-clean 

DA Integra back when hiding wires and the word “JDM” was 

virtually unknown; now he’s turned his obsessive car building 

technique to a new direction, drifting and time attack, and 

what he’s thought up for their new Mazda RX-8 could very 

well set the wheels in motion for yet another innovative way 

to build race cars in a totally different light. Let’s see what 

madness Ron has brewing in his head now. 



THE 

PERFECTIONISTS 

Bergenholtz Racing has always 

been a fan of drifting since the very 

beginnings of its introduction at the 

Irwindale Speedway. We always 

enjoyed the entertainment value and 

had the utmost respect for the skill of 

the drivers. We knew we wanted to 

get involved somehow, and we knew 

we wanted to do it in a big way. In 

2007, we were able to get involved 

with our long-time sponsor, A’PEXi. We 

were able to engineer a great program 

right from the start using their Mazda 

RX-7 and were also able to enlist the 

professional services of 2004 D1 

Champion Ryuji Miki. We learned so 

much in ’07 and ‘08 about drifting from 

both an event perspective as well as 

an engineering car setup perspective. 

Sooner or later we knew we’d have 

to build our own Bergenholtz drift 

car and build something that would 

make a major impact in the way it’s 

constructed as well as having great 

visual/audible impact - you know, build 

something crazy that nobody in the 

drift community has ever seen. In those 

two years of using the A’PEXi RX-7, we 

knew improvements could be made on a 

performance level and service level for 

the mechanics. We decided our research 

could be put to use by building the latest 

in Mazda’s RX series, the RX-8. 

All Bergenholtz racecars we have 

built in the past always had the best 

and we weren’t about to stop here with 

our own Mazda RX-8. Every step of the 

process required a lot of engineering 

and we wanted to make sure we 

produced a drift car that was perfect in 

every way possible. If we took time to 

think through every meticulous part on 

the car, we would never have to redo 

the car. It was a nightmare. I was facing 

time constraints and at the same time 

making sure we did a good job. The 

saying goes: “There’s always time to do 

the job twice but never enough time to 

do it right the first time.” There wasn’t 

one day that went by where I wanted 

to take a short cut in doing something 

and ended up taking the long road to do 

it right. On top of that I wanted every 

piece to look cool. If it looked like I took 

a shortcut, I knew there’d be people 

who’d talk shit. We performed most of 

the work at Steen Chassis with the help 

of Gary Steen, who’s just as obsessed as 

I am in doing an excellent job because 

this RX-8 would represent our work. 

Both of us agreed that we do not 

produce shit for work. We both went 

nuts. We decided to start at the rear 

of the car and work our way towards 

the front. 

The biggest problem with drifting 

is that we know the car is prone to 

damage at any given time, especially 


the rear. My experience with the A’PEXi 

FD resulted in pulling quarter panels 

at almost every event. Bash upon bash. 

There had to be a clearer solution to 

address this ongoing problem. On top 

of that, judges promoted the drivers 

in scraping the walls. After studying 

several drift videos, I realized that in 

drift, the driver would lightly scrape 

the wall for points. If the driver were 

to push the drift further into the wall, 

he would run the risk of disrupting 

the drift. The quarter panel can only 

absorb so much impact before there 

would be no give at all, roughly two 

inches (at most) of travel into the wall 

with a stock car. If the drift would go 

further than the two inches, the impact 

would force the front end to go into 

the wall, especially on banks. Another 

saying goes: “With every action there 

is a direct proportional reaction.” Much 

like the metal balls suspended by fishing 

wire on everyone’s desk. You move one 

ball to the side and let go so it results in 

the opposing ball being banged up. The 

wall has now become the road below 

the car but turned sideways. That’s how 

we saw it. I have a lot of pride for the 

vehicles Bergenholtz Racing produces 

and it hurts me to see any of them get 

damaged in any way. We had to come 

up with a solution, so Gary Steen and I 

came up with the spring/shock-loaded 

bash bar. Instead of scraping the paint 

and ruining the body we engineered 

a bar that would scrape the wall and 

help absorb the impact. We wanted to 

absorb riding the wall. I spent countless 

hours drawing at night how I wanted 

to construct this absorber drifting 

concoction. Nevertheless, Gary and I 

came up with a solid design and started 

fabricating away. The invention is able 

to absorb roughly three inches of wall 

before scrubbing paint. If the driver 

wants to move in a little further there is 

another 2.5 inches of travel available. All 

of this travel will absorb impact without 

disturbing drift. The quarter panels 

as well as bumper are allowed to flex. 

Nothing is rigidly mounted. This was 

going to be our “wheelie bar invention” 

but for drifting. Bergenholtz Racing has 

always prided itself as an innovator and 

this invention was going to do just that. 

The flexible quarter panels were just 

the start. Troy Sumitomo was able to 

create these fiberglass quarter-panels 

from the existing stock RX-8 units. He 

even widened them an additional inch 

to provide some clearance for wider 

Nitto NT05 rubber. The car is extremely 

modular and much like a big “Snap-Tite 

Model Kit”. It makes it extremely easy 

to work on and most of all makes all 

the panels replaceable. With the nature 

of drifting this was a must. I did not 

want to constantly put layer upon layer 

of Bondo over the quarter-panel for 

repairs. If it’s broke simply replace the 

panel. All exterior panels are removable 


including the roof. Once it is completely apart, the car looks 

very much like a dune buggy. The quarter panels and body kit 

were all made by Troy Sumitomo of Five:Axis; all the doors 

and trunk lid were provided by Seibon fiberglass. 

In addition to the bumper bars, we had to construct 

mounts for the custom APR wing. Most wings are mounted 

to the trunk via bracket. We felt that the trunk had too much 

flex in it to provide any downforce so we felt the best way to 

connect the wing was to the chassis. Again, it had to look cool 

considering the wing not only provided performance value but 

had to look really cool. We opted to use streamline tubing. The 

tubing looks just as aerodynamic as the wing and is attached 

directly to the chassis right at the rear-most part of the 

crossmember. The amount of direct down force to the chassis 

is second to none. 

With the engineering on the rear end, it was time to 

address the front end of the Mazda RX-8. Bergenholtz 

Racing has been known for drag racing and horsepower. 

No matter what we were looking for, we wanted mass 

amounts of power. It was in our nature for God’s sake. We 

noticed competitors in Formula Drift were opting for V8 

powerplants. Horsepower seems to be the name of the game 

and apparently made the drift cars more reliable, plus having 

torque on hand at a moment’s notice for the drivers was a 

must. We opted for a Mazda 3-rotor and turbocharged it 

because the stupendous amounts of power with turbo reliably. 

We enlisted the services of Kyle Mohan of Mazdatrix to fully 

build the engine complete with street porting. Mazdatrix did 

an amazing job and assisted us in consulting of the proper 

components to surround the Mazda 3-rotor. 

The intake manifold for the Mazda 3-rotor appears to be

stock but a large amount of fabrication was implemented 

into it. The factory manifold has a large amount of runners 

within it and this takes up plenum volume. The manifold 

appears to look like a plenum but is far from it and based on 

my experience I did not like this design. I proceeded to cut 

the manifold in half and port all the runners out. I wanted 

to create a manifold design that was a true plenum. The 

plenum would act as a reservoir of air for all the runners to 

feed from. The runners feeding the plenum were quite long 

so I didn’t worry too much about losing torque. In addition, I 

opted-out from using the factory 3-rotor throttle-body and we 

implemented a 90mm GM unit that uses a “throttle-by-wire” 

design. The MoTeC M800 is more than capable of controlling 

it. We also relocated the throttle-body further downstream on 

the manifold to deter any effect of creating turbulence in the 

plenum. This design would make sure that all runners would 

be receiving equal amounts of air as well as equal delivery. In 

the end, the manifold and throttle-body is extremely simple 

and functional but a pain in the ass to build. 

With the intake manifold area completed, the turbo side 

needed to be addressed. We employed the expertise of Tod 

Kaneko from Mazdaspeed’s Research and Development team. 

He recommended a TiAL dual ball-bearing unit GT40XSPL 

that had good characteristics in the lower RPM as well as 

great horsepower at higher RPMs. Simply, it is a bad-ass 

turbo. We mated the turbo to a Burns stainless Inconel 

manifold. Steen Chassis did all the fabrication on it with 

recommendations for runner length from Burns and Tod 

Kaneko. With the manifold being fabricated from Inconel, the 

sucker was damn expensive but bulletproof enough to handle 

the 1500 degree plus temperatures in the exhaust manifold. 



THE 

PERFECTIONISTS 

To make matters even worse, we 

had to package a whompin’ Mishimoto 

radiator, a big whompin’ HKS 

intercooler and that TiAL turbo into the 

front of the car. All of these components 

wanted fresh cool air to go through 

them. It took me two days to mockshoehorn 

all these items into the front 

of the mouth of the RX-8 front bumper. 

It’s like having three kids yelling at you 

that they all want fresh air. Cooling 

is key in drifting because the cars are 

traveling sideways at full throttle and 

not much air is travelling to the front 

of the car. We had to correlate all the 

components together in a box to help 

channel what air was available. Luckily 

everything worked out and looks dope. 

To assist further in cooling we also 

implemented a water sprayer system 

to cool temperatures even further. We 

used a Honda Civic windshield tank and 

pump combo mated to a spray mister 

I jacked from my backyard misters. 

The combination works great and cools 

temperatures an additional 10 degrees. 

In addition, we had to channel air out 

of the intercooler out of the hood. 

Considering everything was custom (this 

makes it a pain in the ass.), we had to 

get a custom hood as well. We used the 

factory lightweight aluminum hood and 

started hacking away. We didn’t want to 

simply just cut a square out of the hood. 

If we did it that way it would look really 

stupid so we decided to implement 

the factory rotary indentation on 

the hood with the design. The overall 

fabrication creates what was once a 

two-dimensional rotor on the hood to a 

three-dimensional rotor on the hood. In 

fact, the apex of the rotor overlaps right 

over the intercooler. The split in the 

middle of the hood looks aesthetically 

pleasing as well. At first glance, it looks 

like a thin sheet of aluminum that splits 

the opening of the intercooler. We 

simply put a small diameter aluminum 

tube underneath it that is hard to see to 

strengthen it up. The results look really 

cool and helps promote the theme of the 

rotary. Really cool! 

Engineering underneath the hood 

was just the start. To add more 

anarchy to the buildup, a custom front 

suspension had to be engineered. The 

RX-8 comes stock with a great double 

wishbone set-up. The handling of the 

stock double wishbone is second to 

none and the typical design is even 

being used in Formula 1. Unfortunately, 

a double wishbone setup is not very 

good for drifting. A lot of drift cars that 

have the most angle run a MacPherson 

setup. There is one less wishbone for 

the suspension to hit when turning. 

We wanted to give Justin a very large 

window for turning to avoid the chances 



of spinning out. The hubs are stock 

RX-8 units but all upper and lower 

wishbone arms are custom engineered 

by Gary Steen. It was a tall order but 

Gary pulled it off. Before we started, we 

agreed to attempt to produce a glorified 

forklift, so to speak. The wishbones are 

extremely adjustable for a wide-range 

of settings. They are very strong and 

were built very similar to trophy truck 

standards. The results produce mad 

angle and performance. People in the 

drifting community can’t believe we 

are able to get that much angle from 

a double wishbone setup. KW dual 

canister shocks handle suspension 

duties on all four corners and are 

completely adjustable. 

Now let’s address the interior. We 

wanted to produce an interior that was 

comfortable and pleasing to the eye. 

Keep it nice and simple, if not stock 

looking. I think it is extremely important 

to keep the driver comfortable in the 

car and create a no stress environment. 

Justin has enough to worry about 

drifting next to some crazy driver. We 

actually positioned Justin’s Sparco 

seat in what I like to call the lazy, 

cruising the boulevard mode. I’ve done 

this before with the Mazda 6 drag 

car and most drivers feel comfortable 

in the driving position. Again, the 

comfortability theme has come to play. 

To make things feel more at home for 

Justin, I measured the pedal/e-brake/ 

steering wheel heights and distances 

from his seat in his old Mazda RX-7 to 

match that of the RX-8. The Sparco 

seats, steering wheel and belts are 

identical between his two cars. The only 

thing I did not bring into play from his 

former car was the “fishbowl” shifter. 

Nevertheless, Justin would enjoy the 

shifting performances of a HKS full 

sequential transmission. From Justin’s 

feedback he does not mind missing 

the “fishbowl” shift knob mated to a 

stock RX-7 tranny. Even though it’s a 

completely different car, we wanted 

Justin to feel at home with the RX-8. 

All Tilton pedal assemblies, e-brake 

handles, Sparco steering wheel tilt or 

heights are fully-adjustable. I might 

even want to take it out for a spin. In 

addition, Justin had requested an old 

school Wink mirror. I had surveyed the 

market for one and most of them had 

come up as the cheap Chinese plastic 

black mirror that you would find at Pep 

Boys. I was able to acquire a great billet 

Wink mirror from an off-road shop. 

The dash is very simple, removable and 

stock looking. Overall, it is clean and 

comfortable but striking enough so that 

Justin does not fall asleep. 

We have implemented in all of our 

cars MoTeC engine management. It 

is by far the best engine computer in 

the world. We run a MoTeC M800, a 

MoTeC full enabled dash, complete with 

dual CDI-8 ignition boxes. To add more 

painful expenses to the mix, we also 

implemented MoTeC’s new PDM module 

(aka Power Distribution Module). All 

I know about this expensive gadget is 

that the car no longer requires fuses; 

everything is run from this module. 

It helps decrease any chances of 

shorts and on top of that is hooked up 

to the MoTeC M800 to do all kinds 

of tasks. Nathan Tasukon of MoTeC 

engineered the complete system. To 

make matters even crazier, Ed was able 

to hook up all the MoTeC hardware to 

another computer for telemetry. Ed is 

a computer geek by trade and mating 

the computer geekiness with Nathan’s 

expertise makes for a very serious 

setup. We are able to have live data 

from the car anywhere on the track. 

Ed is able to monitor any of the RX-8’s 

conditions on the track. No wires are 

required to connect a laptop to see what 

the car is going through. I must admit 

it’s really trick. A lot of the engineering 

is used in higher forms of racing such 

as Grand AM, American LeMans and 

IRL. The whole MoTeC setup is really 

expensive and reliable, but worth 

every penny. 

I can’t forget the tires either. This 

is extremely crucial because all this 

work could get mutilated if we don’t 

put a kick-ass set of tires on the Mazda. 

With all the custom work done to the 

Mazda RX-8, the only thing planted to 

the ground is ultimately the tires. Tires 

are key to making all this hard work 

succeed. Nitto’s new NT05 was the 

ultimate choice for our build because 

the tire delivers superior performance 

in grip and is very predictable on track. 

Justin has no problems telling the RX-8 

what to precisely do on the Nitto NT05. 

He has tried other tire brands and by 

far loves the performance of the NT05. 

If we’re going to put nothing but the 

best components as well as the best 

fabrication on this Mazda we might as 

well put the best tires on the sucker. 

In conclusion, this painful build came 

out damn sexy. The car performs like 

no other and creates the maddest angle 

anyone has ever seen in drift. There is 

a boatload of power currently and yet 

still more available. Justin loves every 

single moment in the car and gives us 

nothing but positive feedback on its 

performance. The Mazda has only been 

out for a short time and has no problem 

qualifying at the top seats. We are still 

adding new tricks to it and competitors 

are already sweating us. It is only the 

beginning and to us the Mazda still 

could be improved in our eyes. Just wait 

until Ed starts taking it out for Super 

Lap Battle. You ain’t seen nothing yet. 

Still more gangsta things to do. 


TUNING MENU 

2009 Mazda RX-8 R3 

OWNER BERGENHOLTZ RACING 

DRIVERS JUSTIN PAWLAK (DRIFT); ED 

BERGENHOLTZ (TIME ATTACK) 

CREW Brian Benson, Kurt Gasper, 

Rommel Figueroa 

ENGINE Mazda 3-rotor engineered and assembly by 

Kyle Mohan at Mazdatrix; Star Mazda three-stage dry 

sump setup with Peterson three-gallon sump tank 

and Baker Precision bearings; 600cc stage one/1,000 

cc stage two injectors; custom Steen Chassis intake 

manifold with GM Z06 90mm throttle-body and Burns 

Stainless turbo manifold; NGK spark plugs and wires; 

TiAL GT40XSPL turbo (configured by Tod Kaneko), 

blow-off valve and 60mm wastegate; HKS intercooler; 

Mishimoto radiator and oil coolers; AEM air filter; 

Product Engineering fuel pump; Aeromotive fuel 

regulator; Stewart water pump and recovery tanks; 

Baker Precision Ultralite plumbing lines 

TRANSMISSION HKS 6-speed sequential 

transmission; OS Giken twin-plate clutch and 1.5-way 

LSD; Driveshaft Shop driveshaft and 1,000hp custom 

axles with hubs 

ENGINE MANAGEMENT MoTeC M800, dual 

CDI-8, Power Distribution Module (PDM) and full 

wiring; tuning by Eric Hsu at XS Engineering 

POWER 600 hp with 480 lb-ft at 14 lbs of boost 

SUSPENSION & CHASSIS 

Chassis work by Ron Bergenholtz and Steen Chassis; 

3-way competition adjustable KW coilovers and rear 

sway bar; Speed Source front sway bar and custom 

adjustable rear arms; Steen Chassis rollcage, custom 

upper and lower arms 

WHEELS & TIRES 5:AD S5F 19x9.5 and 19x10 

wheels; Nitto NT05 275/30R19 and 235/35R19 tires 

BRAKES Brembo brakes 

EXTERIOR Aurora Blue Mica paint by Sam’s Auto 

Land, Gardena, CA; APR GTC-500 wing with Steen 

Chassis mounts; Seibon fiberglass doors and trunk 

lid; custom door sills and quarter panels by Troy 

Sumitomo at 5Axis; custom Steen Chassis hood 

INTERIOR Sparco EVO seats, seatbelts and 

Champion steering wheel; McKenzie’s wink mirror; 

MoTeC ADL instrument cluster; ATI 10 gallon fuel cell 

PROPS Jim Jordan, Steve Sanders, Tod Kaneko 

and Derek Ige at Mazda USA; Tomo Mizutani, Gloria 

Miyamoto and Terrence Ng at Nitto Tires; Troy 

Sumitomo at 5Axis; Scott Kanemura and Rommel 

Figueroa of 5:AD; Nathan Tasukon and Jim Munn 

at MoTeC Electronics; Warren at Sparco USA; Ryo 

at Seibon; Mike at Mishimoto; Gary and Jason at 

Steen Chassis; Jon at RC Engineering; Chris at KW 

Suspension; Sean at OS Giken; Chris and Danni at 

Brembo; Greg at TiAL Sport; Eric and Max at Garage 

Graphics; Darlene and Hung at Baker Precision 

Bearings; Izumi at WPC Coatings; Kyle Mohan and 

crew at Mazdatrix; Frank at Driveshaft Shop; Eric 

Hsu at XS Engineering; Jack at Burns Stainless; Mike 

Morton at Peterson Fluid Systems; Kristopher at NGK; 

Ryan Nufable at HKS USA; Chuck and Masaki at A’PEXi 

Enterprises; Jim Liaw and Dirty Panda at Formula 

D; everyone else we possibly forgot because we’re 

getting old and forgetful 

WWW fivead.net, fiveaxis.net, mazdausa.com, 

nittotire.com 


WORDS & SNAPS Jonathan Wong 

SCENE: SEMA SHOW 2009; LAS VEGAS 

CONVENTION CENTER – LAS VEGAS, NV 

Along with many other events that suffered 

from the economic side effects of 2009 

was our industry’s coveted SEMA Show 

- but it wasn’t a total wash. In fact, 

we saw more quality even if there was 

less quantity, as we noted several custom builds and 


quality parts that quickly piqued our interest as we 

ingested the dry desert air while navigating the floors 

of the convention center hallways and recovering from 

the previous night’s debaucheries. Plus we got to see 

the Lexus LF-A up close and personal for the first time, 

which was nothing short of being totally F’ing bueno. 


HYUNDAI 

The Hyundai crew debuted several Genesis project collaborations, including a 

turbocharged 4-cylinder from GReddy that has also been fitted with a fresh JP 

body kit and massive GREX brake calipers. Rhys Millen came to the game with 

the RM460 Genesis, an obviously custom piece that rocks a mid-engine V8 

Genesis sedan engine but topped with individual throttle bodies and the ability to 

produce 500 hp. 

Lisa Kubo may have kept a low profile the past few years but 

the drag racing queen may step back into action in a big way 

with her new Acura Integra dragster. Built by M Factory, this 

was a sleeper hit at the show, giving many drag racing fans 

an instant boner jam because of the engine setup. The only 

thing left is to see how fast this thing is going to go… 

SOURCE: www.teammfactory.com 

AMERICAN HONDA 

Vintage classics that we thought were long gone made special cameo 

appearances in Honda’s booth, including the full-scale Hot Wheels Civic that 

we helped build back in ’01 (that had matching Hot Wheels toys made to 

coincide with the build); and a Mugen-equipped ’85 CRX, complete with aero, 

exhaust and wheels. Be on the lookout for more Mugen goodness as they’ve just 

launched an accessory line for the current generation Accord sedan. 

What SEMA Show would be complete without seeing what Mackin Industries, the 

official importers of Volk Racing, ARC, ADVAN wheels and Project Mü had to offer? 

While the big new wheel debuts from Volk won’t happen until the 2010 Tokyo Auto 

Salon, they did tell us that about the CE-28 Genesis that has new finishing touches 

and color scheme to set the wheel off very proper. ARC has added to its line of air 

intake boxes and oil catch tanks, as did Project Mü with brake pads, but please call to 

find out specific applications. SOURCE: www.mackinindustries.com, 562.946.6820 



QUALITY CONTROL 

SCION 

With each year that Scion has been at a SEMA event, 

they continually kill it with their tuner competitions and 

this year did not fail to deliver. The xB Tuner Challenge 

once again put car builders from all walks of life in a 

heads-up contest to see who could come up with the 

slickest looking xB, and while it was Peter Colello’s 

turbocharged entry that took First place, we loved the 

concept Brandon Leung from Bowls came up. It’s a 

JDM inspired theme with styling cues drawn from his 

hometown of Los Angeles that really makes it stand out, 

and even more, there’s a custom Honda Ruckus scooter 

in the trunk to match. You can catch a full feature 

of this in an upcoming issue. Also in Scion’s booth is 

the 5:Axis DJ xB version 2.0, with highly customized 

features including disco strobes and dancefloor, Pioneer 

DJ equipment and a motorized trunk that splits open to 

allow the DJ to play music through two huge speakers. 

Imagine seeing this at Coachella… 

SOURCES: www.bowlsla.com, www.fiveaxis.net 


DC Sports is making parts for 

the FD2 Civic sedan now, so you 

might want to hit them up if you’re 

looking for a header, exhaust or 

strut tower bars. We took great 

interest in their stainless exhaust 

systems for the Mitsubishi Lancer 

Ralliart… could they see their way 

onto our project? Perhaps! 

SOURCE: www.dcsports.com 


KIA 

Coming up with two sweet 

releases, the Forte and Soul 

in ’09, Kia showcased their 

custom builds with a “tuner 

style” Forte, an Antenna 

magazine collaborated Kia 

Soul that has a custom 

mounted Casio G-Shock watch 

(along with a ton of other 

Hypebeast approved gear) 

and Kia’s entry into the 2010 

Grand Am racing series, the 

Forte Koup, a 224hp race car 

that will be going heads-up 

against Civics and BMW 328i 

in its class. 

Enkei not only came with 

the recently released PF01 

(looking very fine on the 

370Z in their booth) but also 

took the time to recognize 

their sponsored Formula D 

drivers – Tyler McQuarrie, 

Tony Brakohiapa and Stephan 

Verdier – for their efforts in 

the ’09 drifting season. 

SOURCE: www.enkei.com

Falken got us going with their spin on the Nissan 

Cube that was slammed on SSR wheels and 

equipped with their newest street tire, the Azenis 

RT615-K. SOURCE: www.falkentire.com 

It might look like your ordinary Ruckus at 

the Bowls Ruckus Corral but this is actually a 

JDM Zoomer that was brought in specifically 

so it could be built during the show. And yes, 

you’ll be seeing the completed version in an 

upcoming issue. 

SOURCE: www.bowlsla.com 

Nitto NT05R 

Portable video technology has never looked 

so good until now – GoPro unveiled its HD 

micro cam to its existing line of wearable, 

motorsport-friendly video recorders that has 

amazing clarity and SOUND this time, which 

makes it the go-to choice, especially at a low 

price of $299. SOURCE: www.gopro.com 

Konig Candy wheel 

While most people were going apeshit over Ken 

Block’s TRAX STI snowmobile, we were finding 

ourselves floored by this VIP-styled Legacy 

2.5GT that was slammed on 20s via Air Runner 

suspension and coated with a deep and very dark 

maroon-like paint. 

Seibon x GReddy 370Z, 

with as much carbon body 

paneling as possible and 

plenty of bolt-on power 

adders to boot. 

SOURCE: www.seibon.com, 

www.greddy.com 


Defeat drive-by-wire throttle lag time 

with Sprint Booster’s Power Converter, a 

plug-and-play devide that installs in less 

than five minutes with three different power 

modes that will give you instantaneous results 

and power. It won SEMA’s Best New Product 

award, so that must mean something. 

SOURCE: www.sprintboosterusa.com 

Rota wheels 

Quick on the pace of the ever-growing line of parts 

that are being developed for the Hyundai Genesis is 

Koyo’s aluminum radiator kit, a drop-in replacement 

that will keep owners of the 2.4L turbo power happy. 

Also new, oil coolers for a variety of applications. 

SOURCE: www.koyorad.com

QUALITY CONTROL 


GT-R drift car? You better believe it – next year, Hankook is 

working with Dynamic Autosports to campaign this R35 as a 

strong competitor, with a driver that is yet to be announced. In 

addition, Conrad Grunewald will be added to the drift team with 

a 2010 Camaro, giving more strength to the already powerful 

group that includes Tanner Foust, Robbie Nishida and Ryuji Miki. 

SOURCE: www.hankooktireusa.com 

Here’s the view that most people probably saw if they 

were racing behind Chris Rado while he made his 

record setting pass at our Super Lap Battle finals. The 

World Scion tC did this, of course, on Continental Tires’ 

new co-developed tire with Hoosier, as seen here. 

SOURCES: www.world-racing.com, 

www.conti-online.com 

Fresh new cold-air intake kits 

from Takeda, for the Mitsubishi 

Lancer and Nissan Cube. 

SOURCE: www.takedausa.com 

SPEC Clutch served as the display grounds for our sister publication, Import 

Tuner’s Super Lap-prepped 370Z, which also uses the company’s high performance clutch and 

flywheel. Be on the lookout for SPEC’s new Mini-Twin clutch kit as it sees a release this year. 

SOURCE: www.specclutch.com 


Delivering the turbo goodies (shocker) was AMS Performance, 

displaying a new Subaru WRX/STI rotated mount V-band turbo 

upgrade, R35 GT-R front mount intercooler and Evo X downpipe. 

SOURCE: www.amsperformance.com 

Anyone who owns a car with integrated factory air 

and audio controls can agree that upgrading to an 

aftermarket double DIN (or any type of stereo) is 

pretty tough if you can’t replace the OEM pieces. 

Motevo offers their trim adapters so you can now get 

the audio you want without having to worry about 

hacking up what the factory gave you. 

SOURCE: www.motevomobile.com 


LEXUS LF-A FTMFW! 

AEM’s exhaust and intercooler upgrade for the Hyundai Genesis s 

2.4L coupe. SOURCE: www.aempower.com 

Can you believe these graphics were applied and 

redesigned each morning of the SEMA show? Meguiars 

offers a budget friendly way for you to create your own 

vinyl online, where you can then take your car to an 

authorized installer to have your car transformed in a few 

short hours. Pricing is yet to be announced but get this – 

you get a warranty to protect your investment on the stuff 

that’s protecting your car. 

SOURCE: www.wraptivo.com 


WORDS AND SNAPS Katman 

If you’re an enthusiast like me, 

you too, are a member of a 

web forum(s) that relates to 

your car and/or engine swap 

that provides a rich source of 

technical information. For me, it’s the 

K-series engine swap, and one forum I 

am a member of is K20A.org. This has to 

be the most popular, if not most technically 

filled, forum on the net for K-heads since this 

swap blew up in 2003. 

I’m also a fan of OEM Honda performance 

and parts. I like seeing what mixing and 

matching of the best OEM engine components 

will produce before having to go aftermarket. 

For the ones that know, K20s out of the box 

don’t need much to make them fast – queue in 

the K-series intake manifolds! 

Back at the end of July, Skunk2 finally 

released their K-series intake manifold to the 

public. I had the pleasure of being one of the 

first people to get my hands on one for test 

fitment on my K20A Type-R engine. My friend 

and ex-coworker from AEM (Rob Green), 

helped with the install and also photographed 


our install. The following day, I created a post 

on K20A.org using Robert’s photos and lots 

of interest was generated. So much interest 

in fact, that it sparked the idea to dyno 

compare the most widely-used OEM K-series 

intake manifolds on the market today. That 

being said, these are the seven K-series intake 

manifolds I was able to get my paws on and 

dyno compare. Thanks to a couple generous 

K20A.org members, I was able to borrow a 

few manifolds I did not have access to. Some 

completely stock, some modified. 

In addition to the shootout, I thought it 

would be proper to test out different sized 

throttle-bodies. But as it turned out, not 

every manifold was match-ported to 70mm. 

I had my stock 62mm Type-R t/b ported by 

Maxbore, which became 64mm tapering out 

to 70mm - similar to a K-series Spoon ported 

throttle-body. Blox Racing donated one of 

their new billet 70mm t/b for the shootout. 

Rob luckily had a ported Accord t/b which 

was originally 60mm, but was Maxbored to 

62mm tapering out to 64mm (not shown). 

The Accord t/b was used on manifolds that 


were not match-ported to anything larger 

than 62mm – this included the BPR RBC 

and Endyne ported RBB manifolds, and 

were a direct bolt-on affair, no need for a 

throttle-body adapter plate! Excluding the 

stock RBC, all other manifolds were opened 

up to 70mm. 

The shootout was performed on my own 

K20-R-powered '92 EG Civic at Erick’s Racing 

Engines (ERE) in Baldwin Park, California. 

Internally, my engine is stock, meaning no 

aftermarket cams, valvetrain, pistons or 

headgasket – all stock Type-R internals. The 

mods my K20-R does have are the following: 

Acura RDX 410cc injectors, KPRO ECU, Rcrew 

4-1 header, custom 3” exhaust with mandrel 

piping, AEM hybrid CAI and thermal intake 

gasket. With K20A-R to K20A2 (US Type-S), 

the only big differences are the slightly higher 

compression pistons (11.5 vs.11.0) and better 

camshaft profiles. I think this is a good base to 

start with and reference, especially for those 

K-swappers who want to leave their engine 

internals mostly stock.

MANIFOLD PREP 

Before even heading over to ERE, I made sure 

all manifolds fit without issue. Some did have 

fitment issues and needed light modifications 

while others fit just fine, but then my DC5 

(RSX) radiator’s upper water neck and hose 

created clearance problems with the Throttle 

Position Sensor (TPS). 

I wound up buying a fullsize aluminum race 

radiator and had it modified at Harman/A.Q. 

Motorsports. A.Q. moved the upper waterneck 

to a respectable new location which freed up 

the TPS clearance issue. Most K-swappers run 

a Civic half-sized radiator and will not run 

into this clearance problem. I wanted maximum 

cooling, hence the reason for going fullsize. 

The RBB and RAA manifolds needed the most modifications. Both needed a section of center 

webbing removed in order to feed the injector wire harness through to reach the injectors. 

1. STOCK PRC BASELINE 214HP 144TQ 

The “PRC” manifold is found on the JDM K20A Type-R engines. The U.S. equivalent or “PRB” is 

found on the '02-06 RSX Type-S (K20A2/Z1) and '02-05 Civic Si (K20A3), with slight differences in 

runner design. I’ve been using this manifold since day one of my K-swap, so about five years 

now. The baseline run was rather disappointing, as I’ve been driving on an un-tuned KPRO startup 

calibration for quite some time. I had VTEC set to 5300rpm and redline at 8800rpm. Power to the 

wheel as my current engine setup stands (with the 64mm throttle-body) was 193whp/136tq. 

Just terrible! Erick went to work, adjusting 

air/fuel ratio keeping it as close as he could 

to 14.5, changing cam angle ever so lightly, 

and adjusting ignition timing. Five dyno runs 

later, the best he could tune the PRC was a nice 

214whp/144tq. 


Then there was the upper idler pulley/oil 

pump assembly that needed to be shaved 

down some. The RAA/RBB #4 runner makes 

contact with upper assembly making the 

manifold somewhat difficult to install, hence 

the reason for the shaving job. 

The RRC manifold needed to have an 

IACV port created so the IACV could work. 

Luckily the modification was already 

performed by the owner who lent it to 

me. All manifolds excluding the “PRC” 

needed the waternecks lopped off 

because most of the K20A engines have 

a waterneck that is separate from the 

intake manifold. 

With that taken care of, I was ready 

to start the shootout at ERE. The dyno 

testing took place on three separate days 

or sessions. In Session 1 we dynoed the 

PRC and Endyne ported RBB. Session 2 

was the stock RBC and Skunk2 manifolds. 

Session 3 we tested the remaining BPR 

RBC, RAA and RRC manifolds. 

ERE uses a Dynapack dynamometer 

that is calibrated for wheel horsepower. 

As a disclaimer, I would like to mention 

that all dyno tuners have their own 

preferences, calibration settings and so 

on with their own dyno configurations. 

The results I make may differ from 

your results. 

The final tune from 0-5400rpm was leaned 

out, 5500-8000rpm fuel was richened up, 

and VTC was retarded about four degrees 

in the mid-range, and VTEC crossover was 

lowered to 4000rpm. Dropping the VTEC 

crossover point helped a lot. 

Next, was trying the 70mm Blox 

throttle-body. The engine had time to 

cool off during this time, as it was a hot 

day, close to 94 degrees ambient. Once 

on, the first couple of runs showed signs 

of running rich, probably because the 

engine was semi-cold. Once warmed up 

there weren’t any significant gains and 

approximately 1-3hp was lost throughout 

the whole powerband. Erick performed 

some more tuning with the Blox t/b but 

was unable to surpass the power made 

with the 64mm t/b, though, the power 

made was very close to what the 64mm 

t/b produced.

K-SERIES INTAKE 

MANIFOLD SHOOTOUT 

2. ENDYNE PORTED RBB -.2HP +11TQ 

The “RBB” is a two-piece intake manifold that comes from the '04-08 TSX. This one 

is owned by a k20a.org member who had it ported by Endyne with a special “K20” 

specific port job. Endyne cut open the plenum to fully gut this beast out and then 

welded the plenum back together. 

4. SKUNK2 PRO K-SERIES 

+10.4HP +2.4TQ 

Behold the long awaited Skunk2 Pro K-series intake manifold. Still 

fairly new on the market, I was able to borrow this manifold from a 

fellow K20A.org member (pb16b aka Jason at Suja 1 Motoring). Now 

this manifold was dynoed by a couple other K20A.org members who 

didn’t have pleasing results. This did not discourage me. 

If my engine weren’t limited to 9000rpm, this manifold would make 

even more power as the curve keeps climbing. In comparison to the 

RBC manifold there’s a fat gain of mid-range at 4500-5700rpm, then 

power tapers off matching RBC’s power at about 5800-6100rpm, 

then Skunk2’s power gradually takes off all the way up to redline. 


Erick reached the same wheel horsepower as the PRC, yet 

gained 10lb-ft of torque with this manifold! The torque 

increase is just amazing when comparing graphs against 

the PRC. You can thank the RBB’s long runner design for 

the increase in torque. 

3. STOCK RBC +5HP +.6TQ 

The “RBC” manifold is currently the most widely-used K-manifold to 

upgrade to for the K20 and K24 engines. It especially shines on the 

K24 Frankenstein swaps (K20 head/K24 block). Its design has short 

runners and a large plenum, great for top-end power. In comparison 

to the PRC, the RBC drops about 5hp in areas of the low end and 

mid-range, but has better top-end power after 7200rpm to redline. 

Final results made 219whp/144.6lb-ft torque. 

5. BLUEPRINT RBC +5.3HP +1.3TQ 

BluePrint Racing is one of the highest regarded K-series engine 

building shops known. They offer services such as their popular 

“BluePrint intake manifold” which is a thorough port job on the RBC 

intake manifold. Their port job is geared towards the big boy K24A 

engine builds. The BPR port job requires the cutting and opening of 

the RBC plenum so the runners can be accessed more easily. Porting 

is performed and once done, the cut plenum piece is welded back 

into place. 

We compared the BPR graph to the stock 

RBC and there were significant low to 

mid-range power gains made over the 

RBC, yet top-end was only slightly better. 

If my K20R were cammed I’m sure the 

BPR manifold would respond even better.

6. RAA MANIFOLD -10.5HP +7.4TQ 

The 2-piece “RAA” intake manifold is found on the '02+ CRV, '03+ (4cyl) 

Honda Accord and '03+ Element. It is very similar to the RBB TSX 

manifold design, but has a smaller plenum and a 60mm throttle-body 

hole in comparison. A lot of Accord/CRV/Element owners upgrade to the 

RBB manifold because of the larger plenum, which shows some healthy 

torque gains. Curiosity made me want to see what kind of power this 

piece would produce on a K20A engine. This RAA was left completely 

stock except for the throttle-body hole, which was opened up to 70mm. 

At the end, the final tuned calibration was close to what the 

RBB was set to in terms of fuel, ignition and cam angle. The RAA 

makes decent torque as it stands, but lacks in the horsepower 

department. Perhaps an Endyne port job could bring the RAA 

horsepower up to a feasible level! 

KATMAN SAYS: 

Not only did Erick reach 228whp but he managed to reach the 150+ 

torque range, touching on the RBB’s torque output! RRC hype understood. 

As you can see with these results, for an internally stock K20A Type-R 

engine, the tuned RRC wins hands down. It makes the best top end power 

and even gets into the 150 torque marker. On the other hand, the Endyne 

ported RBB makes some serious mid range torque gains over all of the 

manifolds. Comparing both powerbands you can see where the RRC and 

RBB manifolds shine the most. Skunk2’s manifold held its own against the 

RRC. BluePrint’s RBC didn’t do too bad either for being on a stock, smaller 

liter K-engine. 

ERICK SAYS: 

The RRC is good for a stock to mildly-built engine. The powerband 

peaks 1500rpm earlier than Skunk2 manifold. The Skunk2 is good for 

a stock to mildly-built engine as well, but because the powerband peaks 

later, it will prevail on a built engine. 

With these final results, on top of having a skilled dyno tuner, cam 

angle seems plays the biggest role in tuning the K-series engine. 

Editors Note – This is the condensed version of the shootout. 

For the full story, more pictures and charts, check out 

www.superstreetonline.com! 


7. RRC MANIFOLD +14.5HP +8.6TQ 

The “RRC” manifold is found on the JDM '06+ Civic Type-R (FD2) 

K20A engine. Physically, the RRC looks almost identical to that 

of the RBC but has some significant differences upon closer 

inspection. On top of costing almost double what the RBC is, 

the runners are wider and a bit longer and the plenum seems 

to have more of an oval shape (internally) versus a rounder 

shape. There is a lot of hype surrounding this manifold on 

the forums and I wasn’t sure why. I gratefully thank K20A.org 

member 6spd_EK (Greg) for lending me his RRC for this test 

as I had no other access to one. As mentioned earlier, there 

is no IACV port on this manifold, so one had to be created 

for the IACV to work. Luckily Greg already had this pre-done 

for me! 

Once installed with 64mm throttle-body and using 

the tuned Skunk2 calibration, baseline run produced 

214.3whp/144.81tq. Erick worked his magic and reworked 

fuel/ignition timing/and cam angle and power gradually 

increased up to 223.9whp/148.9tq. 

This was the best he could tune with the 64mm t/b. We 

moved onto the 70mm t/b and power was almost identical to 

the 64mm t/b except top-end power falls earlier right around 

8500rpm. Erick played with fuel and cam angle some more 

and hit 226whp/150tq while fixing top end loss! He felt he 

could get a little more cowbell from this manifold and in the 

final pull was able to hit 228.5whp/152.6tq -- just amazing! 

Not only did Erick reach 228whp but he managed to reach 

the 150+ torque range, touching on the RBB’s torque output! 

RRC hype understood. 

SOURCES 

Erick’s Racing Engines – www.ericksracing.com 

K20A.org & K20A.org members – 6SPD_EK (greg), 

PB16B (Suja1) & KON – www.k20a.org 

Robert Green 

Ben@BluePrint Racing – www.blueprintracing.com 

Blox Racing – www.bloxracing.com 

Karcepts – www.karcepts.com 

A/Q Motorsports & Ryan Novak 

Endyne Energy Dynamics – www.theoldone.com 

JHPUSA – www.jhpusa.com 

K20Mart – www.k20mart.com 

Skunk2 – www.skunk2.com 


WORDS Charles Trieu SNAPS Super Str et Archives 

SUPER LAP BATTLE 


WHAT IS SUPER LAP BATTLE? Back in 

April 2004, the editors of Super Street 

and Sport Compact Car decided to put 

together an event under the name “Time 

Attack”, which later on was renamed 

Super Lap Battle (SLB). Drag racing is mainly dependent 

on an engine build up and its performance. Restricted 

road racing can either give the advantage to the driver or 

chassis build up. Drifting is not racing but more like skilled 

car control by a driver. SLB is the ultimate test for a tuner, 

combining all areas of car setup. It is about getting the 

best setup of engine, suspension, brakes, aerodynamics and 

tires to work in harmony to get the single fastest lap time 

possible. This event is a time trial based contest similar 

to most race organizations qualifying sessions. Although 

numerous competitors are on track at the same time, they 

are not going ‘fender to fender’, or trying to get to the finish 

line before one another. Cars go on track and compete to see 

who can get the fastest single lap time 

At the time of conception, in 2004, the track of choice 

became Buttonwillow Raceway with their clockwise 13 

configuration. For the first time ever, an event was able to 

bring out the top tuners in the USA and Japan to compete 

head to head on the road course. Signal Auto’s R34 GTR 

pulled off the fastest time of the day with a 1:54. Later in 

the same year we held another event in November where 

Japan’s infamous Sun Auto Cyber Evo driven by Tarzan 

Yamada set a long-standing record of 1:48.906. In 2007, 

HKS brought out their CT230R Evo piloted by Nobuteru ‘No 

One Better’ Taniguchi who shattered the old record with a 

time of 1:43.523. This is the same HKS Evo that holds the 

record at the renowned Tsukuba Time Attack. Tarzan came 

back in 2008 with the Cusco/Tomei WRX winning the event, 

but came in short of breaking the HKS record with a lap time 

of 1:44.372. 

RACE CLASSIFICATIONS 

To keep the racing fair, cars are divided into three different 

classes based on rules on chassis build up and tire rating. 

Those three classes are then divided up into three classes 

this time based on their drive train layout. 

STREET CLASS LIMITED CLASS UNLIMITED CLASS 

AWD AWD AWD 

FR FR FR 

FF FF FF 

AWD – Cars with All-Wheel-Drive drive trains. 

FR (MR/RR) – All rear-wheel-driven cars including 

FR (Front-engine Rear-wheel-drive), MR (Mid-engine 

Rear-wheel-drive) and RR (Rear-engine Rear-wheel-drive). 

FF – All cars with a front-wheel-driven drive train; 

(Front-engine Front-wheel-drive). 

STREET CLASS – Registered road-going cars 

retaining full interior and using tires with 

a UTQG rating of 180 or higher. 

LIMITED CLASS – Cars with OEM glass, full interior 

(minus pieces for a roll bar or rollcage), and using tires with 

a UTQG rating of 100 or higher. 

UNLIMITED CLASS – The only rules are use of a 

production vehicle and tires legal for use on public 

highways in either the US, Japan, or Europe. Racing 

slicks are not allowed. 

KEY POINTS 

• 

over the world. 

• 

Our event brings out the top teams from the US and all 

The race is not just for Japanese manufactured cars. 

European and domestics (without push rod engines) are also 

welcomed. GM even put together a purpose built Cobalt 

Time Attack car just to compete in our event. (They had the 

Unlimited FF record, until it was broken this year by Chris 

Rado and the World Scion tC.) 

•Fast times at Buttonwillow for Unlimited Class cars are 

1:50s and below 

•Fast times at Buttonwillow for Limited FR and AWD class 

cars are 1:54 and below, FF is 1:58s 

•Fast times at Buttonwillow for a Street class car are 2:00 

and under, FF 2:03 and under 


HKS and Taniguchi still 

hold the SLB record at 

1:43.523. 


THE LAST GREAT RACE 

With no other race like this 

stateside we had to take the 

initiative to setup a race that took 

the production cars that we love 

to drive taken to limits. Nowadays 

SLB has grown so popular 

that it is held on four different 

tracks including Willow Springs 

International Raceway, Auto Club 

Speedway, Phoenix International Raceway, and ending each 

season with the finals at Buttonwillow Raceway. Support 

and competitors come from all the different Source Interlink 

Media magazines, Super Street, Import Tuner, Modified and 

Eurotuner to name a few. 

SLB is an event created to showcase tuners but at the 

same time get readers involved in road racing. This event is 

not just about the car but about the driver as well but one 

thing to keep in mind is that the teams that compete in our 

event have many years of road racing experience. That is 

why if you’re just starting out and want to get involved in 

road racing you will need to get some seat time before you’re 

ready to compete at one of our events. Our partnership with 

NASA puts you into the HPDE program and allows you to 

gain the practice and skills to eventually compete in SLB. 

Super Lap Battle is open to the public and although we don’t 

charge for spectating some of the hosting tracks may charge 

for admission and/or parking. This is the only race that puts 

top US teams, Japanese teams and even small independent 

racers all up against each other. Full on race teams from 

ALMS, World Challenge, Grand-Am have a series to compete 

in. Super Lap Battle was created for the tuners of our industry 

and will always be here for them to do competitive road 

racing and a fraction of the budget. 




WORDS AND SNAPS Sean Klingelhoefer 

UPSET THE 

SETUP LAP BATTLE 

can’t just build a car and expect 

it to be fast. It takes work. You have 

to practice, practice, practice, take 

“You 

data and more practice. Only then 

things to consider. Based on their extensive track time 

and excellent results we knew the experts from Evasive 

Motorsports in La Puente, CA would be more than 

qualified to break down a good time attack setup. If you 

will you, maybe, make a fast car. You can’t just want to setup your car to attack the clock, get ready 

build a fast car by adding parts.” – Michael Chang, to take some notes. Let’s take a closer look at Evasive’s 

Owner of Evasive Motorsports. 

revised street class S2000 to see what makes this 

When it comes to car setup there are a number of record breaker tick. 



PREPPING A 

CAR FOR SUPER



AERODYNAMICS 

At first glance the Voltex kit on this AP2 (the first and only 

one anywhere in the world at the time of writing) makes 

the car look like something you’d see in the unlimited class. 

Looks can be deceiving as this is actually a street class car, 

but despite the lower speeds seen by the car the aero kit 

still plays a huge role in the car’s overall performance. Why? 

A good aero kit does a number of things for a car. Aero can 

increase downforce allowing faster cornering speeds while 

reducing drag for better acceleration. Added stability and 

cooling capabilities are other benefits. With the use of this 

kit, Evasive recorded an average increase of 6mph in turns, 

enough to shave 2 seconds off the previous configuration’s 

lap time! 

“We worked directly with Voltex to develop a 

kit for the S2000 since we felt it was something 

needed in the US. For a car that’s so underpowered 

aerodynamics are often overlooked. Our results 

this week demonstrated that a well-balanced car 

can be as fast as a 500hp Evo” – MC 

WHEELS AND TIRES 

Tires are the only portions of the car in direct contact with the road surface, so saying they are important is 

an understatement. You need to match your compound to your suspension or else your results will be less than 

pleasant. Tire sizing is also crucial, as you want to optimize your contact patch. The wheels that the tires are 

mounted on are also very important. The lighter and stiffer the wheel the better response the driver will feel. 

Sizing and offset are key, although a super low offset might look nice it’s not always the smartest choice. 

“ We hooked up with Yokohama to run their Neova tire, which is awesome to run these kinds 

of events. The tire handles heat very well. Every time we go out we always have to take tire 

temperatures and pressures.” – KC 


SUSPENSION 

Suspension is arguably the most important aspect of a track car. No 

matter how much power you have if the car won’t turn efficiently you’re 

going to have slow lap times. Proper spring rates and valving is crucial 

and settings will vary depending on what type of tires you plan on 

running. Proper alignment, suspension corner balancing and fine-tuning 

at the track also go a long way in helping to create a fast and solid 

handling car. 

“The Evasive Motorsports Spec TEIN Super Racing Dampers are 

another item where we teamed up with the manufacturer. It’s 

the valving that worked very well for us so TEIN produced ten 

sets for us.” – MC 

“We went with a much stiffer polyurethane bushing because we 

were getting a lot of deflections with the suspension in certain 

areas of the track. We saw a huge improvement with the 

Evasive SRC shocks but it magnified the deflection problem so 

we also decided to change out the bushings. We really worked 

a long time to try and perfectly dial in the alignment on the car 

based on information we were recording from tire data.” – KC 


ENGINE 

Inside the engine compartment we see internal work 

done on the engine, just some essential bolt-ons like an 

intake and header upgrade as well as some additional 

cooling. A key ingredient to having fun at the track is 

ensuring the car sees minimal downtime. If you’re on a 

budget it’s a better idea to build the engine for longevity 

rather than overall performance. 

“It’s a stock motor with a J’s Racing intake, 

Toda header and custom straight-through 

exhaust. We covered the intake in thermal tape 

to cut down intake temperature and added a 

duct through the headlight to cool the intake 

manifold. We’ve never had any problems with 

the engine at all. Most of the time this car is 

a daily driver; it’s a very reliable engine and 

car.” – Ken Chitwood (car owner), Evasive 

Motorsports 

SOURCE: www.evasivemotorsports.com 

SEE THE CAR IN ACTION 

http://www.youtube.com/watch?v=AtNRdlEodXw 

BRAKES 

Last but certainly not least, brakes contribute a lot to 

fast lap times. In time attack it’s not just how quickly 

you can accelerate that counts but also how quickly 

you can stop, and for how long. Brake fade is a driver’s 

worst nightmare and making sure you have the right 

fluid and correct rotor size for the job is paramount. 

Brake pad compound is another area that takes a lot of 

thought and should be matched to the tire compound 

for optimal performance. 

“We upgraded the brakes to an AP Racing 

brake system. It takes heat a lot better than 

an OEM sized rotor. We also switched to 

Project Mu 999 pads all around.” – MC 


WORDS Sean Klingelhoefer SNAPS Super Str et Staff 

SUPER LAP 

BATTLE FINALS 

BUTTONWILLOW 

RACEWAY–BUTTONWILLOW, CA 



November is truly a 

great month for the 

automotive industry. 

It marks the end of the 

heavy event season but 

it also brings two really important 

gatherings for our segment, SEMA and 

the world famous Super Lap Battle 

Finals. This event has always been 

known to bring the fastest cars from 

both sides of the Pacific for a time 

attack session of epic proportions. 

This year I made the trek out to 

the dilapidated freeway offramp that 

is the town of Buttonwillow slightly 

more prepared than last year. Although 

the hotel outlook was just as grim as 

ever at least this time I had packed my 

own sheets! Accompanying my sleep 

apparatus were four huge cases of 

photo gear, all necessary to ensure I 

was able to capture the kind of shots 

that would actually do justice to the 

automotive spectacle I was about to 

partake in witnessing. 

When I arrived on Tuesday 

afternoon to catch the practice 

sessions I took a quick survey of the 

cars that were already out at BW 

gettin’ busy. I was quite surprised not 

to see the Team Tarzan (aka Cusco) 

STI that came dangerously close to 

breaking HKS’ overall track record last 

year. It seemed as though the team 

was only a new gearbox away from 

taking the whole thing but alas the car 

was nowhere to be seen. 

That’s not to say there weren’t 

any highly-anticipated cars huddled 

up in the paddocks. One of the first 

sights that blasted my retinas upon 

rolling into the pits was Sierra Sierra 

Enterprises’ massive vehicle hauler, a 

telltale sign that their infamous Evo 

VIII I had only seen in pictures must 

be lurking somewhere nearby. The 

nearly all carbon-fiber exterior of the 

car only begins to hint at the level 

of engineering that went into it. The 

chassis and electronics setup is at a 

level I’ve never witnessed in American 

time attack builds, but it comes as no 

surprise since these guys are versed in


racing not only Formula Atlantic cars, 

but jets! Regardless, for any team to 

come out with something this gnarly 

on their first ever road-going car build 

is extremely impressive. 

On the other end of the spectrum, 

I was stoked to see Ken Chitwood’s 

S2000 freshly outfitted in its only-onein-existence 

prototype Voltex aero kit. 

Looks aside, the car is very timid but 

extremely well-balanced, everything a 

time attack car should be. To say this 

car was popular amongst point-andshoot 

camera toting pit goers would 

be a severe understatement. The car 

drew crowds around it so large that I 

eventually gave up on attempting to 

photograph it until it was on-track and 

bystander free. The new look is really 

sharp and led to some incredible times. 

After finishing some staged 

photoshoots I went back to the pit 

area and chatted with a few of the 

teams until the BW trademark pink 

evening sky faded into night. Spending 

a night in Buttonwillow always leads 

to one thing, dinner at a certain BBQ 

restaurant that will remain nameless. 

The dinner has become a staple of 

SLB for what I can only assume to be 

two factors: it allows enough room for 

everyone to sit at the same restaurant 

and it’s essentially the only non-fast 

food option. The menu in front of you 

is poised to deliver culinary empty 

promises. Imagine flavorless beef jerky 

served at room temperature with some 

BBQ sauce slathered on it and you’ve 

virtually experienced WRBBQ. 

After waking up malnourished 

at the crack of dawn I was only a 

Starbucks stop away from heading 

the track. When I arrived, the teams 

were already well underway preparing, 

tweaking and fine-tuning the cars to 

get every last drop out them for the 

single fastest lap. The competition 

was sure to be fierce and there were 

many records placed on the chopping 

block for the cars to slash away at. 

Unfortunately some mechanical failures 

took out two class front-runners early 

on. Loi Song’s Sportcar Motion EG 

hatchback, recently rebuilt to Unlimited 

class specs, suffered an engine failure 

and an off-track excursion that left 

little of the front end intact. The 

previous Unlimited FR record holding 

BC/C-West carbon S2000 also was 

unable to come out to play as Tyler 

McQuarrie had to stand by idly 

watching his record being stabbed at. 

Four teams looked like they had a 

fighting chance at nearing the overall 

record of 1:43.523 set by HKS in 

2007. Sierra Sierra, FX Motorsports, 

Crawford and AMS all looked like they 

would get very close. The fastest three 


NEW SFR RECORD-1:56.762 


YIPPIE!

New URWD Record - 1:45.247 


New UFWD Record - 1:49.703 



In an attempt to obtain some awesome on-track 

footage, we hooked up our GoPro camera to the 

Bergenholtz RX-8. It didn’t go according to plan... 

cars were separated by less than a half 

of a second! Unfortunately none of the 

teams were able to break into the 1:44 

zone, Sierra Sierra being the closest 

and taking top honors with a time of 

1:45.061. The overall record would 

stand for another year, but nearly 

every other record was destroyed 

in 2009. 

Billy Johnson piloted the sinister 

FX/Cricket NSX to a blistering time 

of 1:45.247, the second fastest time of 

the day and broke the old Unlimited 

FR record held by BC/C-West by over 

1.5 seconds! In Street FR, Rob Walker 

tore up BW config 13 in the Evasive 

S2000 (featured just before this 

article) blowing away the old record of 

1:57.711 with a fastest time of 1:56.762. 

Not only was the blue S2K the fastest 

Street FR it was actually the fastest 

Street Class car period, coming within 

one-tenth of setting the outright Street 

Class record! 

The Limited AWD class was a 

three-way battle between Ryan Gates, 

Tim Kuo and JC Meynet. Although 

the Evasive Evo did best its old 

record, Gates would take the crown 

with a time of 1:49.805 setting the 

new record. Another of Evasive’s 

records went to the wayside, this one 

uncontested. Windspeed Motorsports 

must have done a lot of work in the last 

year to knock almost five seconds off 

last year’s time setting a new Street 

FF record of 2:00.256, annihilating the 

previous record by more than three 

whole seconds! 

The “most epic record-smashing 

award of SLB ‘09” (if there were such 

a thing) would have to go to Chris 

Rado and the World Racing Scion 

TC. Chris came into this event with a 

monkey on his back and had his sights 

set on breaking the record. The last 

two years Chris suffered from classic 

episodes of bad luck. This year Rado 

and his team implemented a few new 

weapons. The “Fwing” on the front of 

the car might be questionable looking 

but the performance gain over last 

year’s setup is unquestionable. Rado 

would also debut Continental’s newest 

tire, a collaboration with Hoosier. The 

result? An unfathomable 1:49.703, 


making it the first FWD car to break 

the 1:50 mark. With this time Chris 

also broke the longest-standing record 

in SLB history, previously held by a GM 

Factory backed Cobalt. 

Even though HKS and the Japanese 

seem to have the upper-hand in time 

attack it’s clear that the US teams 

are getting more serious about this 

motorsport. With teams like Sierra 

Sierra, AMS, FX Motorsports, Crawford 

and BC pushing the envelope in their 

respective classes, next year is sure 

to be intense. The competition keeps 

getting closer and more exciting. It’s 

only a matter of time before someone 

takes a slice at the HKS record. Could 

2010 be the year that the US 

takes over? 


New LAWD Record - 1:49.805 

New SRWD Record - 1:56.762


PLAYING CATCH UP — SLB’S TEN HOTTEST LAPS 

Time attack, just like drifting, originated in Japan. Therefore it’s no surprise that the Japanese are at the forefront of the sport. However, in the US’ limited involvement, we 

have already made some astonishing advances. Here’s a look at the 10 fastest cars to ever run the Super Lap Battle finals. Take note that nine of these top times were counted in the 

last two years, proving that the community as a whole is moving in the right direction. 

1 2 

HKS Car: 2003 Mitsubishi Lancer Evo VIII “CT230R” 

Driver: Nobuteru “NOB” Taniguchi Class: Unlimited AWD 

3 

SIERRA SIERRA ENTERPRISES Car: 2006 Mitsubishi Lancer Evo IX 

Driver: David Empringham Class: Unlimited AWD 

5 6 

CRAWFORD PERFORMANCE Car: 2008 Subaru Impreza WRX STI 

Driver: Eiji “Tarzan” Yamada Class: Unlimited AWD 

7 

C-WEST/BRIAN CROWER Car: 2000 Honda S2000 

Driver: Tyler McQuarrie Class: Unlimited FR 


4 

8 

9 10 

GST MOTORSPORTS Car: 1996 Subaru Impreza L 

Driver: Gary Sheehan Class: Unlimited AWD 

1:43.523 1:44.372 

11/07/2007 11/07/2007 

TARZAN/CUSCO/TOMEI Car: 2007 Subaru Impreza WRX STI 

Driver: Eiji “Tarzan” Yamada Class: Unlimited AWD 

1:45.061 1:45.247 

11/11/2009 

CRICKET/FX MOTORSPORTS DEVELOPMENT Car: 1991 Acura NSX 

Driver: Billy Johnson Class: Unlimited FR 

1:45.552 1:46.829 

11/11/2009 

AMS/NOS ENERGY DRINK Car: 2008 Mitusubishi Lancer Evo X 

Driver: Paul Gerrard Class: Unlimited AWD 

1:46.893 1:47.868 

11/12/2008 

JIC MAGIC USA Car: 1996 Porsche GT2 

Driver: Paul Brown Class: Unlimited RR 

1:48.038 1:48.072 

11/12/2008 

DRIVING AMBITION Car: 1991 Acura NSX 

Driver: Kip Olson Class: Unlimited FR 


11/11/2009 

11/11/2009 

11/12/2008 

11/11/2009 

For more Super Lap Battle Finals, visit www.superstreetonline.com

SUPER LAP BATTLE 

FINALS 2009 RESULTS 

POSITION TEAM CAR DRIVER CLASS TIME 

1 Sierra Sierra Enterprises Mitsubishi Evo IX David Empringham Unlimited AWD 1:45.061 

2 * Cricket/FX Motorsports Development Acura NSX NA1 Billy Johnson Unlimited FR 1:45.247 

3 Crawford Performance Subaru WRX STI GRB Tarzan Yamada Unlimited AWD 1:45.552 

4 AMS/NOS Energy Drink Time Attack Team Mitsubishi Evo X Paul Gerrard Unlimited AWD 1:46.829 

5 Driving Ambition Acura NSX NA1 Kip Olson Unlimited FR 1:48.072 

6 Dell Equallogic/GOTO:Racing Nissan GT-R R35 Brian Lock Unlimited AWD 1:49.366 

7 ** WORLD Racing Scion tC Chris Rado Unlimited FF 1:49.703 

8 *** Gates311.com/AMS Mitsubishi Evo X Ryan Gates Limited AWD 1:49.805 

9 Evasive Motorsports Mitsubishi Evo IX Tim Kuo Limited AWD 1:49.977 

10 Harmonmotive/AQ Motorsports Subaru WRX STI GDB JC Meynet Limited AWD 1:50.202 

11 HASport/Ksport Honda Civic EG Tage Evanson Unlimited FF 1:53.002 

12 TEAM 5ZIGEN Honda Accord Euro-R CL7 Katsuyuki Hirakana Unlimited FF 1:53.422 

13 LIC Motorsports Subaru WRX STI GDB Dr. Russ Warr Limited AWD 1:53.835 

14 JHPUSA/AQ Honda S2000 AP1 JC Meynet Limited FR 1:55.024 

15 Forged Performance Nissan GT-R R35 Sharif Abdelbaset Limited AWD 1:55.583 

16 Fair Enough Competition Mazda Miata NA6 Matt Andrews Limited FR 1:55.763 

17 Eastside Muffler Mitsubishi Evo IX Joe Santiago Limited AWD 1:55.985 

18 UMS Tuning Mitsubishi Evo VIII Anthony Szirka Unlimited AWD 1:56.434 

19 BuddyClub/APR/trackHQ.com Lotus Elise Manly Kao Limited FR 1:56.640 

20 **** Evasive Motorsports Honda S2000 AP2 Robert Walker Street FR 1:56.762 

21 Tomei-GT Subaru WRX STI GDB Tarzan Yamada Street AWD 1:57.188 

22 HB Speed/Cobb Tuning/Robispec Mitsubishi Evo X Jon Drenas Street AWD 1:57.630 

23 Stop Tech Mitsubishi Evo X Stephen Ruiz Street AWD 1:57.699 

24 Fair Enough Competition / 

KBR Performance / ROBISpec Mitsubishi Eclipse II Matt Andrews Limited FF 1:58.027 

25 Trackspeed Engineering Mazda Miata NA6 Andrew Kidd Limited FR 1:58.119 

26 NASA Toyota MR-2 SW20 Jeremy Croiset Street FR 1:59.768 

27 Bergenholtz Racing Mazda RX-8 Edward Bergenholtz Unlimited FR 1:59.776 

28 OctaneReport.com/M1FD/TTech Mitsubishi Evo IX Russ Warr Street AWD 1:59.789 

29 TEIN/Import Tuner Nissan 370Z Tyler McQuarrie Street FR 1:59.829 

30 AFI Turbo Honda S2000 AP2 Jeremy Renshaw Limited FR 1:59.830 

31 Forged Performance Nissan GT-R R35 Jared Stoops Limited AWD 1:59.963 

32 ZielSports/JIC Nissan GT-R R35 Jon Kaneda Street AWD 2:00.162 

33 ***** WindSpeed Motorsports/Continental Tire Dodge SRT-4 Douglas Wind Street FF 2:00.256 

34 Pizza Factory/Robispec Nissan 370Z Robi Fuller Street FR 2:00.585 

35 TEIN /AMS/C-West/HB Speed Mitsubishi Evo X Robert Walker Street AWD 2:00.908 

36 Evolution Racewerks BMW 135i VJ Mirzayan Street FR 2:00.994 

37 Team SCS Honda Civic EF Darin Nishimura Limited FF 2:01.139 

38 Berk Technology BMW 135i Mike Bonanni Street FR 2:01.534 

39 Team SCS Subaru WRX STI GRB Paul Yim Street AWD 2:01.772 

40 Honda Tuning Honda Civic EG Dylan Huig Limited FF 2:02.884 

41 Team SCS Subaru WRX STI GRB Jonathan Gih Street AWD 2:03.605 

42 DoubleDownMotorsports.com Nissan 370Z Mike Bonanni Street FR 2:04.205 

43 GT Channel/GTI Nissan 350Z Dai Yoshihara Street FR 2:04.872 

44 Raceline USA Honda Civic Si FG Elton Lo Street FF 2:05.733 

45 Sparco Mitsubishi Evo X Emile Bouret Street AWD 2:05.794 

46 SPEC Clutch Porsche 911 David Norton Street FR 2:06.051 

47 HASport Honda Civic EG Gabe Ortega Street FF 2:07.298 

48 Honda Tuning/JHP USA Honda Civic Type R EK9 Ryan Novak Limited FF 2:07.394 

49 SR Motorsports Nissan 240SX S13 Steven Rogers Street FR 2:08.217 

50 Modified Magazine Acura Integra DC2 Peter Tarach Street FF 2:08.322 

51 JSP Performance/Circuit Hero Acura Integra DC2 Reza Yaghoubi Limited FF 2:09.895 

* new Unlimited FR record, beating old record of 1:46.893 held by C-West/BC Honda S2000 

** new Unlimited FF record, beating old record of 1:51.318 held by GM Performance Division Cobalt 

*** new Limited AWD record, beating old record of 1:50.003 held by Evasive Motorsports Evo IX 

**** new Street FR record, beating old record of 1:57.711 held by Yokohama/ Boost Logic Toyota Supra 

***** new Street FF record, beating old record of 2:03.557 held by Evasive Motorsports Honda Civic 


WORDS Charles Trieu 

SNAPS Super Str et Archives 

GEAR EVERY RACER NEEDS 


Before you decide to take your car out to the track you should be aware of 

some of the gear racers use for safety and performance. One of the most 

basic upgrades is a seat. You might think anything you can sit on will do 

the job, but the most important thing about a seat is how it holds you. If 

a seat doesn’t hold you properly, as you enter turns you’ll slide around in 

it and your grip on the steering wheel, shifter and pedals will loosen. Another added 

benefit is the weight savings of an aftermarket seat over an OEM seat. 

Everything surrounding the seat is a vital upgrade for safety. Make sure you get the proper 

seat rails for the seat and your car. Do not attempt to modify your stock rails onto aftermarket 

seats. In case of an accident, you do not want the seat breaking away from the chassis. 

Most aftermarket seats are not made for use with factory OEM seat belts, especially 

bucket race seats. Make sure you check with the seat manufacturer for particular seat 

requirements. If you do run a harness, 3” camlocking ones are the preferred choice by racers. 

Smaller 2” versions are not as safe and do not meet tech inspection for most tracks. The final 

part for the proper setup is a harnesses bar. Regardless of what you see in Japan, racers here 

are not allowed to mount harness lower than shoulder level, or to the floor behind the seats. 

This can crush the spine causing major injury in the event of an accident. A harness bar with 

four mounting points, at shoulder level is the correct way to setup your harness. 


SEATS 

WHO: More Japan 

WHAT: Bride Stradia Japan 

WHERE: www.more-japan.com, 

888.229.7774 

HOW MUCH: Inquire 

WHO: Buddy Club 

WHAT: Racing Spec Bucket Seat (Regular) 

WHERE: www.buddyclub.us, 909.923.9188 

HOW MUCH: $400 

WHO: Corbeau 

WHAT: FX1 Pro 

WHERE: www.corbeau.com, 801.255.3737 

HOW MUCH: $299-748 

WHO: Recaro 

WHAT: Speed 

WHERE: www.recaro.com 



WHAT: Bride Euro II 


888.229.7774 



WHAT: Racing Spec Bucket Seat (Wide) 

WHERE: www.buddyclub.us, 909.923.9188 


WHO: Cobra 

WHAT: Evolution S 

WHERE: www.cobraseats.com, 801.255.3737 


WHO: Recaro 

WHAT: Sport 




WHAT: Bride Stradia II 

(Hybrid Kevlar) 


888.229.7774 


WHO: Recaro 

WHAT: Profi 





WHAT: Bride Gias (Mazora 

Andromeda) 


888.229.7774 


WHO: Corbeau 

WHAT: Forza 

WHERE: www.corbeau.com, 801.255.3737 

HOW MUCH: $229-704 

WHO: Momo 

WHAT: T-Frame 

WHERE: www.momousa.com 


WHO: Recaro 

WHAT: Pro Racer Hans 





WHAT: Kansai Service Refresh Bar 

WHEREL: www.more-japan.com, 

888.229.7774 


WHO: TEIN 

WHAT: Takata 5 and 6 Point Crotch Strap 

WHERE: www.tein.com, 562.861.9161 

HOW MUCH: $50-95 

72 SUPER STREET T FEBRUARY 2010 

WHO: Sparco 

WHAT: Torino 2 

WHERE: www.sparco.com, 

800.224.7223 


WHO: Corbeau 

WHAT: 3” Five-Point Camlock Harness 

WHERE: www.corbeau.com, 

801.255.3737 



WHAT: Nagisa Auto (Nams) 

Super Low Seat Rails 


888.229.7774 


WHO: TEIN 

WHAT:Takata Shoulder Pads 

WHERE: www.tein.com, 

562.861.9161 

HOW MUCH: $95 

WHO: Sparco 

WHAT: Corsa 

WHERE: www.sparco.com, 

800.224.7223 


WHO: Corbeau 

WHAT: Seat Bracket 

WHERE: www.corbeau.com, 

801.255.3737 


OTHER SAFETY 

EQUIPMENT 

WHO: NRG Innovations 

WHAT: Harness Bar 

WHERE: www.getnrg.com, 

626.369.2668 


WHO: TEIN 

WHAT: Takata Harness Accessory 

Eyebolts 


562.861.9161 

HOW MUCH: $8.50-10 



WHAT: Racing Spec Seat Rail 

WHERE: www.buddyclub.us, 

909.923.9188 


WHO: Nukabe 

WHAT: Cusco/Safety21 Rollcage 

WHERE: www.napsusa.com, 

888.591.6277 


WHO: TEIN 

WHAT: Takata MPH-341 

3” Harness 


562.861.9161 


WHO: TEIN 

WHAT: Takata 

Reinforcement Plate 


562.861.9161 

HOW MUCH: $8


(Here’s one typo we’re not responsible for. - Staff) 

Close to a hundred of the most 

well-known car clubs in The 

Netherlands were present 

at the recent Japanese 

Autosport Festival, held this 

past fall. Crowding the two paddocks 

with the best and fastest member cars of 

Japanese makes they could find, it was a 

true joy to see the finishing quality of all 

those cars. It was abundantly clear that the 

very extreme ways of styling are quickly losing 

ground to performance tuning. It’s all about the 

punch a car can pack nowadays. 

Participants could join in on the action by 

drag racing at the Toyo Tires Shootout over an 

1/8th of a mile, book some time on the track 

to test their own cars or go head-to-head 

with other competitors in the Toyo Tires Time 

Attack: it all required the best and fastest cars 

to participate. Talk of the event: the two British 

Time Attack Evos that quite literally destroyed 

the Dutch competition. Unfortunately the 

team’s fourth car died at the Nürburgring 

the day before, while the team of Car Planet 

Racing was doing a final shakedown test. Clive 

Seddon already proved to be much faster 

than most Dutch in the warm-up. But while 

his teammate chose to stay on regular fuel in 

the finals, Clive wanted to see what race fuel 

would do to his lap times. He managed to shave 

close to five seconds off his previous best time, 

easily making him the fastest man on the track. 

Needless to say, a jaw-dropping performance 

for a team that has never raced on this 

racetrack before. 

It was a shame that the one Dutch man 

who might have been up to the challenge, 

Kevin Go with his very fast R33, suffered from 

a mechanical malfunction and had to give up 

very early in the race. The Dutch were taught 

an important lesson: that even though Time 

Attack may be popular there, they will need to 

ante up their game next season. Perhaps they 

will then be able to face the menace of the pro 

UK drivers. 

WORDS Brian Klifman 

SNAPS Courtesy of AutoMa x magazine 

SCENE: JAPANESE AUTOSPORT FESTIVAL; TT CIRCUIT ASSEN, NETHERLANDS 


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WORDS Fantastic Sean SNAPS Scott Dukes 

Over the last few years the Honda community has started evolving into some 

questionable directions. Albeit a lot of the current trends like shaved engine 

bays painted different colors and super-low offset wheels are still better than 

the ‘90s junk, I still prefer a clean and usable car to an over the top show 

mobile. Pyng Thai’s Si hatch demonstrates a style of tuning that has been all 

but forgotten, a style that is just begging to make a comeback. 

The exterior mimics the classic JDM style popularized by his SGV homies the FF-Squad. 

There are no canards or GT wings to in sight, just smooth lines and properly fitting pieces. 

The car now wears a coat of Silverstone Metallic paint off a newer chassis Civic. Anyone 

looking to do a color change should take notes -sure it’s not neon pink, but in two years 

when bright colors aren’t the cool thing to do anymore, this Civic is still going to be hot. 

PEEP THE CLASSIC SO-CAL STREET SWEEPER! 



TREND PROOF 

To round out the outside of the car 

Pyng tossed on some of the best parts 

available for a Civic – Mugen, BYS and 

Vision. Parts like the corners and mirrors 

have gotten to the point where they don’t 

even seem like mods anymore, it’s just 

“the way” to build an EG. The front lip 

and rear wing have become increasingly 

popular in the last few years and many 

have entered a love or hate relationship 

with the erect spoiler. The Mugen muffler 

dubbed either the "teardrop" (USA) or 

"wing" (Japan) exhaust is at the top of 

many EG owner’s holy grail lists. When 

you take these parts and slam them into 

proper stance on a set of white Mugen 

RNRs you have automotive perfection. 

Thai continues this quality-overquantity-no-bullshit 

approach in the 

engine bay. While it might not have every 

gizmo and gadget available, what it does 

have is top notch. While the valve cover 

might not look pretty, what’s hiding 

beneath is sure to cause envy. The motor, 

a B18C Type R, has been improved with 

the help of names like Alaniz, Jun and 

Skunk2, all brands synonymous with 

power gains. Bolt-ons from Mugen, 

BDL, Koyo, Top Fuel and even Iceman 

(throwback!) finish off the power plant. 

Once tuned this setup is good for 215 HP, 

more than enough to get you into trouble 

with the law. 

If you’ve been paying attention so far 

the interior mods like Mugen S1 buckets, 

a full JDM SiR-S interior conversion and 

Next Miracle X bar should come as no 

surprise. The car also features one of the 

seemingly trademarked Street Image 

Performance mods, a stack tachometer 

seamlessly integrated into the JDM SiR 


gauge cluster. It’s baller, it’s unique and 

it’s functional without being flashy, just 

like the rest of the car. Did I mention I 

really like it? 

Actually it’s very difficult for me, 

even as an EG stickler, to find something 

about the car I don’t like. This car 

actually makes me miss my last EG, it’s 

that good. It has all the right parts in all 

the right places, no more, no less. Dare I 

say it’s the perfect street car. None of the 

mods are tacky and this car will be just 

as dope ten years from now, which sadly 

can’t be said for many of today’s feature 

cars. I really hope to see more cars built 

like this in the future. It’s everything 

an EG should be – it’s JDM, it’s on 15" 

Mugens, it’s B-Series… it’s timeless. 


No Mugen is complete 

without a plush stitch doll. 

TUNING MENU 

1995 Honda Civic Si 

OWNER PYNG THAI 

HOMETOWN MONTEBELLO, CA 

OCCUPATION SALES REP 

POWER 215 HP @ 9600 RPM 143 lb-ft @ 6700 RPM 

ENGINE 1.8L DOHC VTEC B18C Type R; Assembled by 

LDL Speed Shop; bored .5mm over; Alaniz ported and 

polished head; Jun III camshafts; P30 pistons (JDM 

B16A); Skunk2 valve springs, retainers, cam gears; 

LDL Speed Shop intake manifold; RC Injectors; SARD 

fuel pressure regulator; Walbro 255lph fuel pump; BDL 

fuel rail; Iceman intake; Overbore.com throttle-body; 

Mugen second gen teardrop muffler, header, second gen 

oil cap, baffled oil pan, radiator cap; NGK spark plugs 

and wires; Omni power cat; Koyo radiator; Top 

Fuel/Zero 1000 Power Neo and Waterline; carbon-fiber 

spark plug cover 

DRIVETRAIN Y21 B16A Transmission; Type R LSD; 

ACT Clutch; OS Giken 1st gear and 4.9 final drive; Toda 

flywheel; Fastline shifter 

FOOTWORK & CHASSIS 

TEIN coilovers; Type R front and rear sway bars; Mugen 

front tower bar; NEXT Miracle X bar; Energy Suspension 

bushings; ASR rear subframe brace; Blox trailing arm 

bushing kit, front traction 

BRAKES Wilwood front calipers; Goodridge 

stainless lines; Hawk pads 

WHEELS & TIRES 15X6.5" white Mugen RNR wheels 

wrapped in 205/50R15 Yokohama AVS ES100 tires (street) 

13” Lenso wheels w/Mickey Thompson slicks (track) 

EXTERIOR Silverstone Metallic paint; shaved 

antenna, key holes and front license plate holes; 

Backyard Special FRP front lip and CF wing; JDM 

headlights, yellow fog lights, side markers, taillights, 

bronze glass, VTEC DOHC door stickers 

INTERIOR Mugen S1 bucket seats, shiftknob; JDM 

SiR-S complete rear interior, front door panels, 

gauge cluster, headliner; Stack tachometer fitted into 

cluster; OMP steering wheel; Civic Type RX pedals 

THANKS YOU LDL Speed Shop, Almez, MP 

Motorsports, Pit Crew, Street Lightz, JHP USA, Street 

Image Performance, sorry if I’m missed anyone! 

WWW jhpusa.com; mugen-power.com; tein.com; 

todaracing.com 


ROLLING 

WORDS Sean Klingelhoefer SNAPS Staff and 

HARD 

courtesy of TOYO 

NEW KICKS FOR OUR RALLIART SPORTBACK 

As any tuner can tell you, a good 

wheel set is the quintessential 

modification, capable of either 

making or breaking a build. With 

this in mind we made sure we didn’t 

slouch on our wheel selection and decided to go with 

one of the best known, oldest and highest quality 

brands in our market: SSR. 

The SSR Type-F is a relatively new wheel and 

is constructed by their patented SSF (semi-solid 

forged) process which is essentially a specially 

produced squeeze manufacturing. This provides a 

very strong and lightweight wheel, approaching the 

traits of an upper echelon forged monoblock, for 

much less money. 

Our new rollers look great in a nice gold metallic 

finish that isn’t quite flat but definitely doesn’t have 

the cheesy high-luster clear look either. We didn’t 

want to run something so extreme that we would 

have to do fender mods to get the wheels on the car 

so we stayed a little on the conservative side with 

modest sizing of 19X8.5” with +42 offset all around. 

To keep the car planted we chose Toyo T1R tires 

in 245/35ZR19 sizing for our sportback. These tires 

will provide plenty of grip and tread wear and make 

an excellent daily tire with potential for track time 

further down the line. We’re definitely excited to get 

our wheel and tire package on the car and begin the 

transformation. Stay tuned as we take our Ralliart 

from super stock to Super Street. 

SOURCES: www.toyotires.com, 

www.more-japan.com (SSR) 



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PHOTO: DAY Photography 

MODEL: Elly Shee, www.myspace.com/ellyshee 

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. Write 

us at tech superstreetonline.com or Super Street 

c/o Tech Support, 6420 Wilshire Blvd., Los Angeles, 

CA 90048. Feel free to include a picture of your 

project or tech problem. 

Q 

What’s up Super Street! I have read your 

magazine long before I even had a car, but 

enough of the brown nosing and down to 

business. I have a ‘96 Honda Civic with an H22A. I 

would like to do a nice shock/spring combo. However, 

I know that the H-series weigh more and need a 

stiffer spring rate. What can I get that will lower it 

to a good stance and improve handling? 

Brent W. 

Albuquerque, NM 

A 

This is a great question. Most people that 

have done swaps don’t keep in mind the 

added weight to the front end. This is 

really important when you start tracking your 

car. The best thing to do is get a set of coilovers 

and have the car corner weighed. Most coilover 

companies allow you to order specifi c spring 

rates too, so you can choose whatever you’re 

comfortable with. If you can’t afford a full 

body coilover, Ground Control’s kits are a 

popular alternative. You can easily order 

Eibach springs in different rates from them 

as well. 



I just bought a 1990 300ZX 

non-turbo automatic. Problem one: Q the speedometer doesn’t work. The 

speedometer is stuck on zero and doesn’t 

move at all. Where do I begin? The cruise 

control doesn’t work either. I’m guessing 

this works with the speedometer. Problem 

two: the transmission shifts up and down 

between 75-80 mph, if I let off the gas 

just a little. Could this be the throttle-body 

sensor? It shifts a lot between 78-80. The 

tach goes from 3.5k to 4k. Is this normal? 

David Miller 

Emporia, KS 

A 

On Z32s the speed sensor in the 

transmission is a common failure 

item. Just be sure to get the NA 

one. The turbo speed sensor is different. 

Speedometers do go out on these cars as 

well, but it’s not as common. Cruise control 

is dependent on the speed signal, and so 

this is the root of that problem as well. The 

shifts with the transmission may be related 

to the speed sensor too, but if it still persists 

after a new speed sensor, then you might 

need a transmission rebuild. Consult with a 

transmission specialist after the speed 

sensor fi x. 

Q 

Hello there, you have an awesome 

magazine, best by far. Best in-depth 

detail on comparing the difference 

between B16 and B18 motors. Now I have 

one question for you that hopefully you 

guys can answer for me. I have 1990 Honda 

Prelude but not with the B21 motor, I’ve got 

the B20A9. I want to make a Frankenstein 

B20 VTEC. Can I use this block or do I have 

to use the B20 out of a CR-V? Also can 

you guys give me any idea of what kind of 

piston size is in there? And one last question 

sorry I know this is very winded, if I were 

to buy forged pistons for the B20A would it 

be the same as a B20 from a CR-V? Thanks 

for all your help. 

D. Bullock 

Moreno Valley, CA 

A 

People have managed to put a VTEC 

head on the B20A but it requires so 

much work that it’s almost not worth 

the time and money. It is not as easy as doing 

a VTEC head on B20B (CRV motor). As far 

as pistons go, they aren’t the same as the 

B20B. Your B20A has a 81mm bore, while 

the B20B has a 84mm bore. If you want to 

use all of those aftermarket B-series parts, 

Innovative has mounts for the ‘86-89 Accord, 

and that kit may work in your Prelude. Check 

with them for an answer, 

www.innovativemounts.com 

Q 

Your mag is the best. I’m thinking 

about putting a D16Y8 intake 

manifold on my D16Y7 engine. Will I 

need to change anything? Also is it possible 

to port the intake manifold to deliver more 

air? I’m also planning to put on a 74mm 

throttle-body. Any info will help. Thanks. 

Wong Tong 


A 

Well, Wong Tong, although the Y8 

intake manifold will bolt onto the Y7 

head, you will need to block off the 

IACV and swap your Y7 throttle pulley and 

spring over. But if you fi nd a Y8 manifold from 

an automatic, everything should swap over 

just fi ne. A 74mm won’t be necessary unless 

you’re making a lot of power. You might want 

to look into a B18B throttle-body. 

Q 

I am running an ‘08 WRX and 

installed an exhaust and a K&N 

cold-air-intake. Being a member of 

www.3gwrx.com I posted the question 

asking if this is safe to run on my ride 

without a professional tune. The answers 

vary from Subie mechanics to forum 

members both saying yes and no. I have 

forum members kicking and screaming on 

the merits of both. I have taken the time 

to read articles telling in some other buster 

magazines that have followed the same 

installs. I get that a tune would really make 

it shine, but I want to know if I don’t tune 

it, will it be disastrous? 

Bill 

Tacoma, WA 

A 

You have to be careful what you 

read on online forums. There is tons 

of great information and members 

online, but there are also a percentage of 

members that just regurgitate hearsay, and 

want to get their trolling two cents in. With 

exhaust and intake you will not need to tune 

your car. Yes, it would be optimum to dyno 

tune your car, but it is not necessary with 

those minor upgrades. 

There is a small chance 

of running the car lean, 

but even still with just an 

exhaust and intake we 

would suggest saving 

the money. 

Q 

Just wanted to 

let you know 

the October 

‘09 issue was GREAT! I 

have a ‘94 Civic, which 

according to your r 


Building Blocks is ‘Mild’. I’m about 

to step it up to ‘Medium’ and 

wanted to know is there a better 

transmission I could use with my 

D16? The stock one tends to be 

a little stubborn trying to bang 

second out of the hole some days. 

Hunter Hollomon 

A 


Unfortunately there is no 

other OEM transmission 

that will bolt up to 

your D16 other than another 

D-series transmission. If second 

gear is starting to give you problems, you 

might want to try a different type of MTF. 

And if that doesn’t help the problem, you’re 

probably looking at a rebuild soon or fi nding 

another used transmission. There are plenty 

of upgrades you can do to your transmission 

if you plan to have it rebuilt, stronger gears, 

different gearsets, different fi nal drives and 

limited slip differentials.

THE LATEST HYPE, THE BEST GEAR 

ASSASSIN’S CREED 2 

FOR: PC, PlayStation 3, Xbox 360 

RATING: ☢ ☢ ☢ ☢ 1 ⁄2 

FROM: Ubisoft, www.ubisoft.com 

Thought gymnasts were pansies? Check medieval hitman Ezio’s flow as 

he sprints up walls, vaults between rooftops and plunges into canals 

after slitting throats or impaling guards on their own spears. Stalking 

Renaissance Italy’s streets, case targets before icing them and escaping 

with acrobatic ease in this ruthlessly Machiavellian action-adventure. 

GOD OF WAR COLLECTION 

FOR: Playstation 3 

FROM: Sony, www. playstation.com 

RATING: ☢ ☢ ☢ ☢ 

So you missed eternally angry Spartan 

warrior Kratos’ fi rst two ultra-visceral Greek odysseys when they dropped on 

PS2. Remedy the mistake by wrenching off harpies’ wings or gouging Cyclops’ 

eyes out in high-defi nition glory with this welcome anthology, which bolsters 

puzzle-solving sequences and brutal melees with even juicier sprays of viscera. 

SILENT HILL: 

SHATTERED MEMORIES 

FOR: Playstation 2, PSP, Wii 

FROM: Konami, www.konami.com 

RATING: ☢ ☢ ☢ 1 ⁄2 

Revisit the original mind-warping psychological 

horror odyssey via an atmospheric, if hardly 

awe-inspiring retelling, that scores more for 

shocks and surprises than slick visuals or 

button-jabbing finesse. Wandering an abandoned 

town by flickering flashlight, expect to solve 

puzzles and explore creepy environs while keeping 

a spare pair of undies handy. 


DROID 

FROM: Motorola, www.motorola.com, $199 with two-year contract 

RATING: ☢ ☢ ☢ ☢ 1 ⁄2 

Meet the first Android handset to really give Apple’s iPhone a run 

for its microchips. Thank a slide-out QWERTY keyboard and gorgeous 

3.7-inch touchscreen display, plus WiFi connectivity, effortless program 

multi-tasking, GPS functionality and high-speed web browsing 

capabilities. While significantly fewer compatible downloadable apps 

exist, expect third-party developers to remedy the issue shortly. 

FLIP MINO HD (2G) 

FROM: Pure Digital, www.thefl ip.com, $229.99 

RATING: ☢ ☢ ☢ ☢ 

The budget camcorder that started it all strikes back with more storage space 

(8GB) and HDMI video output for screening amateur “art films” on your shiny 

new HDTV. A larger monitor that’s better suited for use in direct sunlight also 

makes a welcome addition, especially for all those barnyard shots. 


Want some company? 

www.superstreetonline.com 


WWW.TODARACINGUSA.COM

PGRADE 

HOT NEW PRODUCTS 

WHO: VOLK WHEELS 

WHAT: CE28N GENESIS RIDES: MOST 

SOURCE: www.mackinindustries.com, 562.946.6820 

So we all know that the CE28N is one of the most badass 

wheels ever made. It’s super light, super strong and 

aesthetically second to none. So how do you take a wheel 

that has become a staple among import tuners and make it 

better? Simple, offer it in a special Burnt Silver finish, add 

a Hibosscal spoke emblem and limit the production to 500 

sets. Get them while you’re hot, if you can find them. 

WHO: SHUTT AUTO 

WHAT: S-QUARED SHIFT BOOT 

RIDES: ALL 

SOURCE: www.shuttauto.com, 888.748.8828 

What can we say about a shift boot that hasn’t 

already been said? It’s a shift boot, but what if 

yours is missing, destroyed or downright ugly? 

Well Shutt Auto has got you covered (get it, 

that’s a pun bitches!). Mating a black leather 

boot with grey stitching to a satin silver 

base this setup will look right a home in any 

car, no matter how mild or wild it is. 

WHO: TOMAX 

WHAT: PERFORMANCE BRAKE PADS 

RIDES: NISSAN/INFINITI 

SOURCE: www.tomaxcorp.com, 310.320.0570 

What good is that new turbo kit or engine swap if your 

car doesn’t have the brakes to stop it? Well, no good 

at all. Tomax has been manufacturing OE brake pads in 

Japan for years and the knowledge gained has allowed 

them to step outside the OE realm and put their data to 

the test. Available in several friction compounds these 

pads are sure to please even the harshest skeptic. 

WHO: PROSPORT GAUGES 

WHAT: ANALOG CLOCK RIDES: ALL 

SOURCE: www.prosportgauges.com ,727.572.9011 

So you finally got around to boosting your older chassis and 

everything is looking great. All your gauges are hooked up 

and the car is running but something is missing… a clock! To 

match the rest of your premium series gauge setup the people 

at Prosport have designed this tasteful clock to complete your 

interior without losing the race look. 

PRODUCT 

OF THE 

MONTH 

WHO: K&N FILTERS 

WHAT: INTAKE SYSTEM 

RIDES: ‘09+ HONDA FIT 

SOURCE: www.knfilters.com, 800.858.3333 

What do you get when the leader in cleanable air 

filters gets a hold of a new Honda? A killer intake 

system of course! Guaranteed to increase horsepower, 

this kit features a cone shaped filter, mandrel bent 

tubing and a powder coated heat shield. In their own 

dyno testing K&N showed an increase of 4.5hp over 

the stock setup, quite an improvement considering the 

low base output of the engine. 

WHO: VOLTEX 

WHAT: GT WING 

RIDES: MANY 

SOURCE: www.evasivemotorsports.com ,626.336.3400 

Known the world over for their Evo body kits, Voltex of Suzuka Japan is no 

stranger to aerodynamics. With experience in F3 race car design it’s no surprise 

Voltex hand fabricates all of their products with exacting attention to detail. If 

you’re finding your car is lacking some rear traction this is the wing for you! 


BLAST 

OFF! 

You’ve maxxed out your ride. Now max out your 

power with the amazing dry cell, AGM design 

ODYSSEY ® battery. Thanks to its compression-packed, 

pure lead plates, it has twice the overall power and 

three times the life of conventional batteries – even 

more than those “six pack” batteries. Need Extreme 

power? Get THE EXTREME BATTERY. To locate a dealer, 

visit www.odysseybattery.com. 

GRAB 

A HOLD 

OF ONE 

TODAY 


®

WORDS Bisi Ezerioha as told to the Super Str et staff 

SNAPS Sean Klingelhoefer 

SOHC ON THIS: PART 4 

TUNING THE CHASSIS OF THE WAR WAGON 

If you’ve been sleeping under a rock and haven’t been reading every 

page of the greatest magazine ever to materialize, then let us get you 

up to speed. This is Bisi Ezerioha’s ultimate street car build up. An EF 

Civic Wagon with a SOHC 1.6L D16A aimed to hit 700hp on unleaded 

gas. This month’s update includes tuning the chassis; bushings, 

rollcage, alignment, sway bars and coilovers. 

After paint-master Luis Rueda of Rueda Custom Paint and Body performed his 

meticulous cleaning, stripping and painting the entire Civic Wagon (including the 

custom NHRA approved Steen Chassis “Cage-Tuck” rollcage), the Bisimoto Wagon 

was promptly sent off to Progress Suspension in Anaheim, CA. The Bisimoto 

Electric Blue multi-stage paint scheme (same as the Insight racecar) was sprayed 

and wet-sanded to a high shine luster, and the engine was gently placed in the bay 

with Hasport EF/EE hydro mounts. The Hasport kit allowed the ease of installing 

a 1998 Civic gearbox, with an Action 2MS clutch to handle the torque to come. 

With the basemap in place with the AEM Gen 2 EMS, at idle, the Hasport mount 

kit did not present harsh chassis vibration, as other mount kits tend to do. 

Progress has been the suspension facility of choice for all Bisimoto Engineering 

projects, and many successful road race, time attack, drag and salt flat teams in 

the US and overseas. 

Progress creates and calibrates the dyno curves on all coilovers designed, 

utilizing an in-house shock dyno, and matching the spring rates to optimize 

performance and ride compliance. All sport spring designs are painstakingly 

designed in-house and extensively tested to meet exacting standards. 

The Bisimoto Engineering WagoVan was graced with the Progress Series 

I coilover kit. The “easy to install” coilover system is the perfect balance for 



the performance-minded enthusiast looking to make huge 

improvements in handling and appearance where quality, 

durability and proven track performance is of the utmost 

value. The aggressive suspension tune is ideal for superior 

street performance, light drag and autocross applications. 

The Series I exclusive take-apart dampers are tunable and 

rebuild-able; in addition, the threaded steel bodies are plated 

with attractive corrosion-resistant electroless nickel. This kit 

gave us the ride height adjustments we desired, ideal for on 

the track or at the show. The average Honda enthusiast will 

love the fact that these kits are covered under a one-year 

warranty to protect them from any defects in workmanship 

or parts failure. 

An obvious weak point on the EE suspension was the 

skinny OEM sway bar. On spirited driving days, I would love 

to prevent traction robbing “leans” that rolls part of the 

outside tires off the pavement. Progress Sport-tuned 

anti-roll bars came to the rescue: replacing wimpy OEM 

bar and rubber bushings with larger diameter (stiffer) alloy 

steel bars and polyurethane bushing. More roll stiffness 

means less body “lean”, and the Toyo tires stay flatter on the 

pavement (for a larger contact patch). The result is more 

grip and added driver control. After two decades of abuse, 

the rear trailing arms were in a horrible state. Progress 

Civic rear trailing arm bushings are a high durometer,

polyurethane replacement bushings to minimize deflection. 

These SCCA & NHRA legal components respond instantly 

to driver input and maintain suspension geometry under 

load, making them the ideal choice for demanding drag and 

road racing use. Another set of cost effective and excellent 

upgrades from Progress Technology were their front and 

rear lower control arm bearings. These are zero-deflection 

control arm solid bushings that are popular for racing and 

hot street applications. The all-metal pivot bushings replace 

soft OEM rubber parts with spherical bearings. These 

bushings are machined for direct replacement fit with no 

machining required for installation. 

The balance of the suspension rubber was replaced by 

the Energy Suspension Hyper-Flex Master Set bushings, for 

the 1988-91 Civic/CRX. Energy suspension offers patented 

front-to-rear coverage for most import and domestic 

vehicles, with the largest product line in the industry. The 

kit even has a shifter bushing set, which gave an amazing 

positive feel to the Skunk2 short shifter mechanism used 

in the Bisimoto Wagon. Honestly, if you plan on modifying, 

restoring an old car like we are, or even building a car from 

scratch, the Hyperflex system is highly recommended. 

Next issue, we will cover the custom Bisimoto Fighter 

special wheels, Toyo tires and some low boost dyno sessions 

with the new Bisimoto Engineering Level 3.6 camshaft! 


SOURCES: 

www.bisimoto.com 

www.progressauto.com 


I 

JOSEPH REYES 

RIDE 1995 NISSAN 240SX SE 

LOCATION FREMONT, CA 

t’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, 

6420 Wilshire Blvd., Los Angeles, CA 

90048. Don’t forget to tell us your full 

name, where you live, year and model of 

your car, and highlights of your mods. 

THIS MONTH’S WINNER, 

JOSEPH REYES wins $50.00 off the 

purchase of 4 wheels OR 4 tires OR $100.00 

off the purchase of 4 wheels AND 4 tires at 

any Discount Tire Company store. 

MODS DONE Volk GT-S 18x9.0'' +15 (front), 18x10'' +25 (rear), 

TEIN coilovers, Kumho ASX tires 235/40R18 and 255/35R18, rolled 

rear fenders, rolled and slightly pulled front fenders, ’98 kouki side 

skirts painted gun metal, Tanabe front strut bar, AEM short ram 

intake, Magnecor 10mm R-100 spark plug wires, NGK spark plugs, 

Klight 8000k HID headlights, custom 2.5'' exhaust, G2 paint brakes 

with heat-resistant ‘Nissan’ decal, aftermarket aluminum radiator. 

MODS THAT SHOULD HAVE BEEN DONE You’re already 5-lug, so 

it wouldn’t be too hard to swap out the rotors and mount up some 

Z32 brakes all around. Front calipers are 4-piston and have ‘Nissan’ 

on them, so you don’t have to use a sticker like you did on your stock 

calipers. We do like the gunmetal on the lip and side skirts. Nice 

touch Mr. Reyes. 

RIDE 

OF THE 

MONTH 


PHOTO: DAY Photography 

MODEL: Jessica Barton, 

www.jessicabarton.com

TIM DOOLIN 

RIDE 1997 NISSAN 240X 

LOCATION OREFIELD, PA 

MODS DONE S15 SR20DET, HKS wastegate, 555cc 

DeatschWerks injectors, Walbro fuel pump, Z32 MAF sensor, 

Cometic headgasket, ARP head studs, Intec ECU, GReddy 

intercooler, Megan Racing exhaust, Koyo radiator, FAL electric 

fans, GReddy oil cooler, HKS single 6-puck clutch, KYB shocks, 

Eibach springs, 18'' Rays 57Pro, 300ZX calipers, full molded 

Origin kit, JDM K’s spoiler. 

MODS THAT SHOULD HAVE BEEN DONE Molding on a body 

kit is never a good idea. What do you do when you need to 

remove/replace a fender or the rear bumper? Kudos on the 

S15 S1 swap. Not many take that route. 

SAMSON HUY 

JIM NADAL 

RIDE 2008 NISSAN 350Z 

LOCATION WESTMINSTER, CA 

MODS DONE JWT Duo Pop Charger intake, Top Speed exhaust, Rota SVN wheels, 

Sumitomo HTR Z3 tires, JP Type S front lip, Nismo sides skirts and rear diffuser. 

MODS THAT SHOULD HAVE BEEN DONE Sorry, but if you’re going to represent Charles’ 

hood, you’ve got to ride slammed like him. Or at least lowered at all. Suspension son, get it. 

y 

RIDE HONDA S2000 

LOCATION HENDERSONVILLE, TN 

MODS DONE InlinePro street turbo kit, Precision GT35R turbo, TurboSmart 

wastegate, Inline Pro 3mm headgasket, HKS SSQV blow-off valve, Precision 

600hp intercooler painted black, A’PEXi GT Spec exhaust and turbo timer, 

TEIN S-tech lowering springs, APR carbon-fiber spark plug cover, Defi 

gauges, 8000k HID kit. 

MODS THAT SHOULD HAVE BEEN DONE Wheels, wheels, wheels! You 

might be going for the sleeper look but that’s only fun for so long. Get some 

9'' wide wheels on that S2000 for awesomeness. Just please don’t do Volk 

TE or CE wheels like every other S2000 driver. 

DAVID KIRKLAND 

RIDE MITSUBISHI EVOLUTION X 

LOCATION PLANO, TX 

MODS DONE Aero front lip and side skirts, HID projectors, bronze wheels 

w/Dunlop Direzza Z1, Eibach Pro Kit springs, 15% window tint, blacked tails, 

reflectors, and side markers, UK Evo badges, Prosport gauges, HKS SSQV, K&N 

filter, 3-port boost controller, Kelford cams, Perrin exhaust, tuned by Evolution 

Dynamics at 24lbs. 

MODS THAT SHOULD HAVE BEEN DONE Should not have painted your stock 

wheels. You’re not fooling anyone. They’re still factory wheels and they look 

best unmodified. 


MARLON ROSE 

RIDE 2001 LEXUS IS300 

LOCATION BRONX, NY 

MODS DONE 2JZ-GTE VVT-I swap, Garrett 

GT35R turbo, 3'' exhaust, Ksport big brake kit and 

Kontrol coilovers, Walbro fuel pump, RC 1000cc 

injectors, TiAL WG and BOV, AEM EMS, 5-gal 

water/methanol injection kit, 18'' Work Emotion 

XD9 wheels, custom paint job, stock e-shift. 

MODS THAT SHOULD HAVE BEEN DONE 

Should have gotten a manual. 


PLAN YOUR MONTH 

MODEL Alicia Whitten, 

www.myspace.com/aliciawhitten 

PHOTO DAY Photography 



JANUARY 30-FEBRUARY 7 

Philadelphia International Auto Show 

Pennsylvania Convention Center, PA 

www.phillyautoshow.com 

FEBRUARY 1-28 Black History Month 

No, you do not celebrate this by spray-painting 

your car flat black. 

FEBRUARY 2 Groundhog Day 

Still a bad movie, over and over. 

FEBRUARY 7 Super Bowl XLIV 

Dolphin Stadium, Miami, FL 

Don’t kid yourself, commercials are never a good 

thing. www.nfl.com 

FEBRUARY 11 

Motor Trend International Auto Show 

Baltimore Convention Center, MD 

www.motortrendautoshow.com 

FEBRUARY 12-14 Osaka Automesse Show 

Tokyo isn’t the only town in Japan. Osaka puts it 

down every year at the Automesse. 

www.automesse.jp 

FEBRUARY 12-21 

Chicago Auto Show 

McCormick Place, Chicago, IL 

www.chicagoautoshow.com 

FEBRUARY 14 Saint Valentine’s Day 

Hey, single people should get a holiday too. We’re 

going to start Single’s Day so people like us can 

have a day to celebrate as well. 

FEBRUARY 14 Chinese New Year 

One-fourth of the world is in celebration for the 

Year of the Tiger. Grrr. 

FEBRUARY 15 Presidents’ Day 

We never knew any of these Presidents but we 

surely love them for getting us out of work, 

without using up a furlough day. 

FEBRUARY 16 Mardi Gras (Fat Tuesday) 

Indulge in everything and anything, it’s religious. 

DISCLAIMER 

*Double check all dates before attempting to 

participate in any of these events. You can’t 

believe everything you read online, but we sure 

can print them.


Quality British made 

brakes that PERFORM 

Upgrade to EBC high 

friction pads and 

sport rotors today, 

check out the EBC 

website for full details 

of compound choices 

and where to buy.



THREE RX-3s AND THREE 13Bs 


WORDS Charles Trieu SNAPS Sean Klingelhoefer 

Mazda used the name RX-3 to indicate the 

third rotary experiment for themselves. 

And just like Mazda, this was, in a couple 

ways, Arnel’s third rotary experiment. 

Along with a few other old school cars— 

an AE86 a TE27 and a 510— he’s owned a total of three 

RX-3s. One of which being a mint virgin, one-owner RX-3 

SP that he couldn’t bare to modify. The SP is like the ‘Type 

R’ or ‘V-Spec’ for all you younger tuners. And so instead of 

building that one, he sold it and bought himself a KPGC10 

Hakosuka (‘box’) Skyline. There’s more to why he had to buy 

a Skyline, but I’ll get to that in a bit. 

Five years ago when Arnel found this RX-3 it was a 

non-running retired ITA racecar. His original intention was 

to rebuild the rotary 12A engine, add a downdraft carb and 

make it a clean, street-going weekend car. But he soon 

realized that the 13B-REW from the fourth generation 

FD3S RX-7 was the only engine he wanted in his car. The 

swap wasn’t too difficult, only requiring some other OEM 

parts, a 12A front cover, GSL-SE oil pan and FC3S Turbo II 

transmission for an almost bolt-in swap. Wiring the 

standalone EMS was probably the most difficult part, but 

that wasn’t a problem for a guy who’s already had experience 

with that on previous cars. Soon after, the car was 

back on the track at Willow Springs Raceway only to come 

home on a trailer with a blown motor. Another motor was 

quickly purchased and again he rebuilt it, this time with 

a street port. But like the title of the story and the name 

of the car indicates, that motor quickly blew up, too, and 

Arnel had to rebuild the 13B-REW and go for a third setup. 

With 550cc primary injectors and 1000cc secondary 

injectors, the new motor was only able to safely pull off 

312whp. Arnel has just picked up a set of 1600cc injectors 

and will be heading back to the dyno at Rotary Reliability 

Racing, in hopes to make it to at least the 350whp mark. 

Back to the Hakosuka portion of our story: in 1971, 

the Hakosuka Skyline dominated the racetracks in Japan,

winning just about every race it entered. Almost reaching 

a consecutive 50 wins, it was stopped by Mazda’s 

newly-released Savanna RX-3. Taking the win away from 

the Skyline at the Fuji 500, the RX-3 quickly became the 

Hakosuka’s nemesis rival. Together the two would dominate 

racing in Japan, taking turns at the podium. 

Being a big fan of the classic racecars Arnel knew he had 

to have two things in this world; one, a Hakosuka Skyline in his 

garage next to his RX-3, and two, huge flares on his RX-3 to 

resemble the battles that took place in the Japan GT races. A 

generous offer was made for his mint RX-3 SP and so a 1971 

Skyline was soon purchased in its place. As for flares on the 

RX-3, no aftermarket companies offer the huge GT style flares 

he was looking for. Arnel knew had he had to do it himself 

like everything else on this project. Having no experience with 

fiberglass, he turned to the Hybrid Z forum where the S30 

Z-car owners are known for all kinds of custom car fabrication. 

Soon blocks of foam were glued to the fenders and then 

slowly shaved into shape. Once he had it just right, fiberglass 

was laid on top to create the one-off pieces you now see 

before you. 

This is not your typical old school car and Arnel is not just 

a random guy who built an old school car. Having done most 

of the work himself he’s definitely earned more street cred 

than most. And with a plethora of old school car builds under 

his belt and in his garage we can’t wait to see him finish his 

510 and the Skyline. As for this RX-3, after the dyno and a 

new tune, Arnel and the car will be back home on the 

track again soon. 



“Taking the 

win away from 

the Skyline 

at the ‘Fuji 

500’, the RX-3 

quickly became 

the Hakosuka’s 

nemesis rival.”

Foam blocks were 

glued to the car in 

preparation for the 

homemade flares. 


TUNING MENU 

1973 Mazda RX-3 

OWNER ARNELL LLOG 

HOMETOWN CORONA, CA 

OCCUPATION TELCO TECHNICIAN 

POWER 312 whp @ 7,000rpm, 244lb-ft @ 

6,500rpmp 

ENGINE 13B-REW swap; street port; RC 550cc 

primary injectors and 1000cc secondary injectors; 

11.8:1 compression ratio; Paxton fuel regulator; 

Bosch fuel pump; K&N air filters; custom-made 

exhaust turbo manifold; custom 3” downpipe and 

exhaust; NGK spark plugs; custom T04 turbo and 

intercooler; TiAL 50mm blow-off valve; Turbonetics 

wastegate and boost controller; Phoenix Fire 

suppression system; RCI fuel cell; AFCO radiator 

DRIVETRAIN RX-7 transmission and LSD; Aimco 

XTD stage 3 clutch kit 

ENGINE MANAGEMENT Haltech E6X 

Standalone EMS 

FOOTWORK & CHASSIS TMC springs; 

lowering blocks; SA22 GSL-SE 4x114.3 front spindles; 

Quickcore sway bars; Cusco front strut bar; 

RE-Speed camber plates 

BRAKES SA22 GSL-SE front and 

rear brakes 

RIMS & TIRES Speed Star MK-II 14x9” -27 

(front), 14x10” -32 (rear); Toyo RA1 205/50R14 (front), 

225/50R14 (rear) 

EXTERIOR custom handmade fender flares, and 

rear spoiler; aftermarket front lip; Land Rover 

Borrego Yellow paint 

INTERIOR Autopower rollcage; Mazdaspeed seats; 

custom dash with Auto Meter gauges; 

AUDIO nothing beats the music of a 

rotary engine 

THANKS YOU Neil at Rotary 

Reliability Racing and his crew, 

the guys at RX7Club.com, my 

brother Nixon, Jerry and Romell, 

most of all thanks to my wife 

and kids for their support, 

I couldn’thave done it 

without them. 

WWW afabcorp.com, 

aimcoclutches.com, autometer. 

com, autopowerindustries.com, 

boschautoparts.com, cusco.co.jp, 

haltech.com, hybridz.org, www. 

knfilters.com, mazdamotorsports. 

com, ngksparkplugs.com, 

paxtonauto.com, phoenixfire.com, 

rceng.com, rciracing.com, respeed.com, 

rotaryracing.com, 

rx7club.com, ssr-wheels.com, 

tialsport.com, toyotires.com, 

turboneticsinc.com

URSULA KICKS IT OLD SCHOOL. 



PHOTOS DAY Photography MODEL Ursula Mayes, www.ursulamayes.com

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tuning menu - Ken Gilbert

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