Below is an archival photo of the 2001 J.A.S. ETCC Accord drive line assembly. Destroked H22 with a Xtrac sequential 5 speed. The cylinder heads were rotated 180 degrees so the intake was to the front of the car so the engine could be rotated back. This allowed the engine centerline to be lower in the chassis and improving the handling. These cars were incredibly engineered, rivaling F1 cars of the era.



Image credit (top photo): Still Photography

And on the dyno this week- the new SOS Turbo kit for S2000 with GT3576 turbo....

http://www.kingmotorsports.com/c-173-dyno-tuning.aspx

SOS S2000 AP2 Turbo kit dyno run. Twin Scroll GTX3576R 14.5 lbs. of boost = 393 whp. 10 lbs. of boost = 371 whp

Watch a dyno pull.

Here's a dyno sheet from that session:

Updated Dyno sheet (below): SOS S2000 AP2 turbo kit w/ GTX3576R twin scroll turbo vs. SOS supercharger kit tuned with Hondata K-Pro on the same S2000. Higher peak number with the SC kit, however much better midrange with the turbo. In the real world the turbo would make for a much more fun car to drive with much more USEABLE power.

http://www.kingmotorsports.com/c-173-dyno-tuning.aspx

More pics from around the shop!

**

K-Tuned Shifter- Incredible precision and beautifully crafted!

http://www.kingmotorsports.com/p-4382-k-tuned-billet-rsx-shifter-box.aspx

**

Just installed Drag Cartel 003.2 cams with our King Motorsports 40 degree VTC cam gear and Toda tensioner in this 12.0/1 K20A road race engine. Next up, some tuning on the dyno!

http://www.kingmotorsports.com/advsearch.aspx?SearchTerm=drag+cartel

Update: On dyno this week with Ian G's K20A powered DC2. 12/1 compression with Drag Cartel Industries 003.2 cams with our 40 degree VTC cam gear, Hytech header and DC5R intake manifold.

Watch the video from Ian's dyno tuning!

Ian G's K20A powered DC2 race car results 242 whp with a super nice power band and flat torque curve- impressive!

Build Stats:
K20A with 12.1 compression
Drag Cartel 003.2 cams
King Motorsports 40 degree VTC cam gear
Hy-Tech Header
DC5R Intake manifold and throttle body

http://www.kingmotorsports.com/c-173-dyno-tuning.aspx

**

Intercooler pipe fabrication for our latest turbo project in the shop.

http://www.kingmotorsports.com/c-242-fabrication.aspx

Update: Intercooler pipe fabrication complete, just about ready to head onto the dyno....

http://www.kingmotorsports.com/c-242-fabrication.aspx



Initial engine break in on the dyno begins today for this Turbo B18C1. Once completely heat cycled 2 times we will begin final tuning.

http://www.kingmotorsports.com/c-173-dyno-tuning.aspx

In the fab shop this morning: Putting the final touches on this custom breather box/overflow tank.



King Motorsports custom fabricated breather box completed and installed in this super clean Turbo EM1!



http://www.kingmotorsports.com/c-242-fabrication.aspx

Update: 10/11/2013

Almost ready for tuning on our dyno- sleeved B Series 84.5x89 with PT 6235 turbo.



Final touches complete on this Turbo 84.5x89 build. Busy week on the dyno!

"My race car is greener than your Prius." That's the vinyl message you'd stare at if you happen to be stopped behind Chris Mitchell's purpose-built and daily-driven EG Civic Si. At least that's what you would have seen in 2012, when the car was still a bright blue color, courtesy of the previous owner. Chris just accepted the color, focusing his energy on correcting the mods he inherited. Then he moved on to making his own performance-oriented upgrades. Chris' EG is a home-grown example of function-before-form, and he knows his build is making its own statement in an increasingly noisy modified scene.

Here's Chris' EG at a local Cars & Coffee event in 2012:



Why are Moogs such bullies? :)





I caught up with Chris recently to talk shop.


Q: Tell us about your Civic.

A: I first bought my EG back in 2007 when I was looking for something reliable, fun, and good on gas. At that time I had just sold my 240SX, got out of drifting and was trying to focus on school at Oregon State University. It wasn’t ideal or what I was really looking for, but it was going to keep me out of drifting and met the criteria I set for a new car.

When I picked up the car it wasn’t in bad shape from the outside, minus the color -- and the previous owner decided that a stanced look was what he wanted… I did not haha.

As I mentioned before, what lead me to buying the car was that I needed something that fit my criteria. It didn’t hurt that Honda Civics are super cheap on insurance if you have a clean driving record, which I’m proud to say I still do.


Q: You said the EG had quite a few mods on it already that needed "correction" -- What did you do for a clean slate?

A: The color, the engine wiring, ride height and the “STANCED OUT YO!” look all had to go. It was at a ride height that was not functional for driving long distances, so the first changes were new tires, camber kit and a raised ride height. The engine wiring was janky as hell and had to be re-done in a number of areas. This was my first introduction to what import car life was like.



The car was blue, yes. It was probably the worst paint job I've ever seen, but originally it was buffed and didn't look too bad. After you get a little more involved with a new (to you) car, you start peeling back the onion layers seeing what the car really is. What sucked about it was that the original OEM green color looked great underneath, no blemishes. Original owner FAIL.

So from the photo you can see how Smurf'd out the car was... due to an unfortunate accident involving a young driver not paying attention while doing a u-turn at 2am, the car got re-painted "Graus-schwartz". This happens to be a favorite color for me off the 2010 Porsche 911 GT3 RS. I chose it because 1) it's easy to maintain, but 2) it's just a nice, crisp color. You can't over-do it too much because after all....it's just a Honda Civic! haha

Q: Tell us about your build philosophy and goals.

A: My build philosophy is really, “to each their own”. In the Honda community you’ve probably seen or heard every type of modification you can think of, which is fine; every owner sees or wants something different.

When building this car I took a lot of inspiration from Keiichi Tsuchiya, the Drift King and professional driver in Japan. His personal AE86 has to be the most 50/50, neutrally balanced car I could think of over the years, and I thought, "Why not build an EG to mimic that?" I think I’ll always try to build a neutral balanced car that corners as hard as it accelerates and brakes as well as it corners.


Q: Have you had the car dyno'd? What were the numbers?

A: I have had the car dyno’d and with its current configuration, it is sitting just shy of 160whp on a Dynocom Dynomometer.

Q: Future plans for the EG?

A: The future is uncertain for this car. I am in the process of acquiring a new car/ project, so this may turn into a track day/ weekend warrior permanently. If that does happen, there’s no doubt it’ll be compound charged and peak out around the 500whp range. Of course it’ll still have to grip as well as it accelerates so my aerodynamic toys will have to be developed.


Q: Mods you would recommend for other EG owners?

A: I say whatever makes you smile at the end of the day. If you want to have a catalog car and never drive it, so be it. If you love the track and want a ridiculous looking, but fast beast car, do it. The EG itself is a great chassis to build upon and done right, can hang with the best of them. I think suspension, brakes, and tires are the most important components if you’re dealing with a mild build, but want it to be competitive or fun. Everything else just gets out of hand and more complex as you go.


Q: Mods you would tell others to avoid?

A: Avoid spherical bearings for the street, haha. They say don’t do it; Don’t, unless you can afford replacing them frequently. I think another suggestion is that if you build an N/A D16Z6 or any D-series, be careful and do your homework before you get in too deep. It’s a costly engine to build past 120whp or so. It’s a lot of fun being unique and to turn heads, but there’s a lot of other more cost-effective options.


Q: What cars were in your past?

A: My first car was a 1996 Volvo 850 (I know, Grandma-car status) which I first tinkered with aero and suspension components. It felt like an aircraft carrier, but handled surprisingly well.

I also had a Nissan 240SX (S13) which I drifted for a bit before the engine let go. That was before I knew much about engine building. I’d like to build another S14 with a supercharger setup sometime down the road.


Q: What is your experience with autocross, track, etc? How does the EG handle?

A: I’ve been doing autocross for about five years now, going to different events in Southern Oregon. I’ve also participated in Time Attack and a few road rallies, placing first in class several times. Recently I’ve been crew chief for a local ChumpCar team and next season I’ll be racing in Vintage and NASA series.

The EG handles like it’s on rails. As long as you don’t over-do-it and leave the front end a little softer, it will not understeer and rotates like a RWD car; Honda knew what they were doing when they engineered that suspension system. I hear a lot of people who don’t exactly understand driving dynamics argue that a FWD car can never handle as well as a RWD or AWD, but I assure you, when done right, it’s sublime in the corners.


Q: Do you have a dream car?

A: Do I have a dream car.... hmmm. That's a tough one. I guess if money was no object, I'd love to own either a Ferrari F40 or a Koeneggsigg Agera R due to both cars being basically insane to drive. There might be other cars out there, but I enjoy a car that throws a curve ball at you from time to time. Maybe a little on the dangerous side? I'm a bit of an idiot in that department from what my friends have said. I'd love to drive a Ferrari 599 GTO simply because it's a handful, and the Ferrari test drivers mentioned it was impossible in the wet.....that's my kind of car. Whatever I build I don't want it to be another car you've seen before, there has to be a little extra magic, a dose of danger, and of course provide a thrill for the driver.


Q: I know you're active in the car community -- What roles/groups are you involved in? 

A: I’ve been very fortunate to know a lot of people within the racing and car culture in the Pacific Northwest. Being asked to help out a group or organization is something I love doing and I’ll try to keep doing it as long as I can.

ThatsSiiick.com – Creative Director, Staff Photographer, Writer
NASA – Driver, Photographer
Porsche Club of America – Photographer
Audi Club Northwest – Photographer
NW-Built.com – Photographer
Northern Echelon – Staff Photographer
Sidedraught City – Driver, Online Manager, Writer, Photographer
Cascade Sports Car Club – Driver, Member
SCCA – Driver, Member
Red Door Meet – Designer, Staff Photographer, Member

Chris Mitchell's 1993 Honda Civic Si (EG):

Motor:
D16Z6
Eagle H-beam rods
Supertech High comp pistons 12:5:1
Supertech rings
ACL Race bearings
ARP Head studs
Bored out 75.5mm
P&P, 3 angle valve job, de-shroud, combustion chamber re-shape
Crower Ti springs, retainers, Honda valves
Bisimoto Level 3 Cam
Bisimoto cam gear
Buddy Club Spec II exhaust
Bisimoto V2 header
Custom TB velocity stack - intake
K&N filter
Walbro 255 fuel pump
Edelbrock inline fuel filter
Earls -6AN fuel lines/ fittings
B&M fuel gauge
Chipped P28 ECU running CHROME GOLD
NGK wires/ 7E plugs
Megan Racing radiator
Custom Radiator fan w/ shroud
ES motor mount inserts
Blackworks catch can system - AN fittings

Exterior:
2010 Porsche GT3 RS "Graus-schwarz" paint
Seibon carbon fiber hood
Rear Duckbill style spoiler
Porsche HID projector retrofit
Aerocatch flush hood pins
Mono-Blade wiper system
>TRACK DAY BUMPER:
Front bumper canards
lower air dam
lower splitter

Drivetrain:
ACT Xtreme sprung 6 puck clutch
ACT Xtreme pressure plate
Bisimoto 9lb flywheel
Wilwood 1" MC - Brake booster delete
S2000 CMC w/ custom lines
B&M spherical short shifter kit
Synchrotech Gearbox

Suspension:
Buddy Club N+ Spec coilovers
Skunk2 Pro-Series camber kit
Blox RLCA's - ES poly bushings
Front/ Rear tower brace - C-pillar brace
ASR rear subframe brace - 24mm rear swaybar
Honda 19mm front swaybar - ES poly bushings - ES poly endlinks
Aurora endlinks
Blackworks rear camber arms
Blox Extended balljoints
ES poly trailing arm bushings
BEAKS lower tie bar
Buddy Club upper mounts
Megan Racing 4 point chassis brace

Brakes/Tires:
Brembo Blanks (all 4)
Hawk HP+ pads (all 4)
Goodridge stainless steel lines
Toyo Proxes4 205/50/15 (ST), Toyo R1R 225/50/15 (TR)

Interior:
Sparco Monza steering wheel
NRG 2.0 quick-release
Custom 6" knurled shift knob
Custom carbon fiber switch plate
Gutted

** Visit the King Motorsports online store for performance and aero parts for your EG Civic. **

Enthusiasts drive out from near and far for our annual Dyno Day in Wisconsin. We love meeting Honda owners and talking about their cars and the attention they've put into them. At Dyno Day 2012 we met Chris and Alyssa, who drove over 400 miles from Cleveland in their color-coordinated & tuned 8th Gen Civics. They joined us again in 2013-- so eager for Dyno Day that they actually arrived a day early and visited our facilities to say hello!

Here are Chris and Alyssa with Mugen rep Onuma-San at Dyno Day 2013 -- betcha you've never seen a pink Mugen t-shirt before!:



We caught up with them recently to talk about their builds...


Q: How did you meet?

Alyssa: Chris and I met in the summer of 2008. I actually initiated it after I spotted his car parked behind a store as I was driving by. It was the first Mugen Si I had seen in person and was a very active member on 8thcivic.com at the time. I turned around and placed an 8thCivic business card on his car with my username on it. A few days later he contacted me and we chatted for a while through Private Message and such and decided to meet to get to know each other and go for a drive. In doing so it evolved a friendship and later a relationship.

Alyssa drives: 2007 Civic Si Coupe - All motor build (using as many OEM parts from other Hondas as possible)

Chris drives: 2008 Civic Si Mugen - Comptech Stage 2 Supercharged

Both cars get stored in the winter but are pretty much daily driven in the few summer months we have here in Ohio.


Q: I like what you said about using as many OEM parts as possible -- the OEM+ approach is popular. Do you guys have other shared functional or cosmetic philosophies?

Alyssa: I think we are both into very similar things when it comes to cosmetic and functional ideas. We both feel a good car is all in the details, especially when modding a Honda since it is usually a very common platform. You have to do things that set yours apart from the rest whether it is a rare JDM build or something made for big power, it isn't really our style to go with what everyone else is doing. I am a pretty big wheel guru and am always taking notice of what set up everyone is going with and how a nice set of wheels and tires can really set the car off.


Q: How about things that you both agree you would NEVER do to your cars?

Alyssa: The top of that list would be anything knockoff. We both say that a certain pride is taken in owning the real thing no matter the product.

Chris: Stickers! They never make your car faster.


Q: I've personally seen stickers add +5WHP at the dyno. (Not really.) Would you ever trade cars? :)

Alyssa: We both get to drive each others from time to time and realize how different they really are. I don't think a trade is in the works any time soon but you never know.


Q: What parts or goals are next for each of you in your builds?

Alyssa: I am continuing with the all-motor build and am looking to have a set of TSX cams, TL Brembo brakes, and eventually am planning some ITB's.

Chris: Dyno Tune by King Motorsports!


Q: How did you decide to make the long trek out for Dyno Day? How was the trip?

Alyssa: We decided on a whim in 2012 to get away after I lost my father to cancer, we needed a weekend of something fun and that was it. After having such a great time last year and gaining even more respect for the guys at King, we decided to do it again this year. It was great, we love the small town feel of the organization and how down to earth everyone was. We brought both cars the first year and decided this year to just bring the Mugen, but in 2014, both cars will be back.

Chris: The trip was great and it really paid off because I actually won a Comp Clutch kit with one of the $1 raffle tickets.


Q: While you were at King you picked up a Mugen umbrella. Do you have any other favorite Mugen bits?

Alyssa: My Mugen GP's are my pride and joy and get babied as much as the car does even when they are in storage.

Chris: My Mugen Blanket with the big kanji letters has been in the back seat of the car since 2009. Anything Mugen like the Reservoir covers, key chains, etc...


Q: What about favorite Mugen parts?

Alyssa: Mugen GP's and Quick Shift Kit.

Chris: My Mugen Exhaust and Suspension.


** Build lists **

Alyssa:
2007 Civic Si Coupe:
~TODA Ported and Polished RRC Manifold
~Import DPS Intake Heatwrapped
~J35 Throttle Body
~Mugen Quickshifter
~Corsport Shifter Cable Bushings
~Invidia Race Header
~Invidia Q300
~Black FD2 Dipstick
~RDX Injectors
~Hybrid Racing Fuel Rail and Gauge
~Hybrid Racing Hoses
~Custom Battery Tray
~ARC Spark Plug Cover
~Pulstar Plugs
~Mugen GP gunmetal Powdercoated Valve Cover
~Mugen Reservoir Covers
~Mugen Black Oil Cap
~Mugen Radiator Cap
~Hondata Flash Pro
~BC BR Coilovers
~SPC Camber Kit
~18" Mugen GP's
~Mugen Heptagon Lug Nuts
~215/40/18 Yokohama Parada Spec 2's
~HFP Brake Kit
~CT-Engineering Rear Sway Bar
~HFP Front Lip
~HFP Rear Lip
~HFP Sides
~GRFXP Taillight Tint
~50%/30% Window Tint
~Mini H1 5000K Retrofit
~OEM fogs w/ 6000K HID's
~08 Si Shift Boot
~Mugen Si Shift Knob
~Strutking Dead Pedal
~Honda Trunk Tray

Chris:
2008 Mugen Si
~CT-e Supercharger
~CT-e 560cc Injectors
~Walbro 255 lph Fuel Pump
~CT-e 3.15" Pulley
~Hondata Flashpro
~AEM Uego
~Skunk2 Megapower Race Header Heatwrapped
~Custom 3.5 Intake Heatwrapped
~J35 Throttle Body
~Boomba Motor Mounts
~Custom Battery Tray
~NGK Iridium 2 Step Colder Plugs
~Wrinkle Red Valve Cover
~Mugen Reservoir Covers
~Mugen Oil Cap
~Mugen Radiator Cap
~Mugen Quickshifter
~Corsport Cable Bushings
~Corsport Base Bushings
~Excelerate Gauge Pod
~Honda Trunk Tray
~CT-e Lowering Springs
~Mugen Visors
~Mugen Heptagon Lug Nuts
~Seibon Carbon Fiber OEM Style Hood
~30%/50% Window Tint
~6000K HID Kit


Alyssa adds this: We would like to thank Bill Turk @ Rick Case Honda for being there from the beginning and parts hookup whenever we need anything, Rick @ Import DPS for building such great products and involvement in the Honda community and last but not least the all the guys at King for doing everything they do!

Here are a few more pictures of their Civics!

Visit the King Motorsports online store for performance & aero parts for the 8th Gen Civic Si!

This past Labor Day we gathered a few EP3 Civics together for a Pacific Northwest mini-meet.

Seven EP3 owners from the Portland and Tacoma/Seattle areas met in Castle Rock, WA for grub. Bellies full of pizza, we headed up WA-504 for the 52 mile trip to the Johnston Ridge Observatory overlooking Mt. St. Helens.

Those of us with gray hair will remember Mt. St. Helens as the active stratovolcano that blew its top in May of 1980. The eruption scorched 230 square miles of forest and was the deadliest and most economically destructive volcanic event in all of US history. 30 years later, Mt. St. Helens looks downright other-worldly; it's clear something massive, dangerous and powerful happened here. The landscape just looks wrong -- yet it makes a natural sense all its own. It is rare to see so much landscape changed in such a short time.

If I was a better writer I would make some kind of deeply insightful comparison linking the shifting modifications of this landscape to the changes we've seen to our own EP3s over the years. Or to the reputation of the EP3s, or of Honda... but I'll spare you!

The Tacoma/Seattle guys roll up to our meeting point in Castle Rock. Julio leads the way, followed by Rick. John in the silver EP had intentionally popped the hood latch to give his motor a bit more cool air.

This is the 52-mile route we took from Castle Rock to the Johnston Ridge Observatory overlooking Mt. St. Helens.

We made up a nice caravan of seven as we headed up the hill. Here is a great shot Dave somehow took out of his sunroof, while driving. He managed to get all seven of us in one shot!

Dave led up the pack in his Taffeta White Si, setting a good pace on his Buddy Club N+ coilovers and black-coated RSX rims. His HKS exhaust roars ahead on the road that will take us up the mountain past shaded valleys, expansive bridges and wide-open, forested vistas.

Behind him was John -- an OG EP owner in a Satin Silver Metallic sleeper he's owned since it had 25 miles on the odometer. He hasn't stopped driving it since. On the way to today's meet he clicks over to 214,000 miles. John has the rare privilege to pick between an EP3 and an Apex Blue Pearl S2000 Club Racer (CR) in his garage -- and tells us that of all the dozen or so Hondas he's owned, he will never be able to part ways with his EP3. He just loves it too much.

Next was Todd, a Portlander who has quietly modded his white EP for years and has only recently been meeting up with other EP owners. He's a lurker on the forums that we finally got to come out and play. I met him when I purchased his Mr. Alex front strut bar from him in a Target parking lot last year. He's holding his own as we dive into the corners.

Behind him was Julio, driving our most modified EP of the day. Julio's ride has a custom metallic purple (root beer) paint job with genuine Mugen lip & grille on a JDM front end -- and a swapped motor. Actually I'm not sure how many motors he's had in this car. Maybe Julio has lost count too. His car has seen generous iterations of motors, suspensions, aero ... and survived an ordeal involving a turbo setup gone wrong. It's awesome to see that he stuck it out and has kept on modding.

Behind him is Brian, driving a Nighthawk Black Pearl EP on bronze 16" Konig rims with a Greddy exhaust. Springs drop it to an aggressive height. The car itself actually belongs to Dave's twin brother Andy (Yep, twin brothers with modded EP3s. That's how we do it in the PNW). The car is on loan for the day to Brian, who normally drives an S2000. Today he's driving Andy's EP so the car can join us for the drive, even if its owner couldn't.

Nearing the end of the caravan is Rick, with a white EP on bronze wheels with Mugen Sport Suspension. He's sporting a Volvo lip that looks amazing on his front bumper, giving it a nice chin that means business. A small German flag swings from his rear view mirror, a signal of his Bavarian lineage.

Bringing up the rear is me, in my black EP. I'm lamenting having left my Buddy Club suspension set on the softer side, but enjoying this chance to stretch my hatch's legs in a pack like this. It's a fun challenge to be the caboose in a seven-car line. I didn't realize just how much more information I would have to process, since I had a clear view of most of the caravan; Just as the leaders might be speeding up, others might be slowing down in a turn. Some might be tapping brakes to adjust following speed. My solution was to just hang back, to not follow too closely. It was like being the tail on an undulating Slinky, stretching and compressing in waves. I'd say I had one of the best views of the group -- not only did I get to enjoy the amazing scenery but also got to see all these clean EPs winding up these beautiful roads.

In a total coincidence, we actually passed a bone-stock, black EP3 headed the other direction. The driver didn't seem to know he had just passed seven of his biggest fans. Clearly not a fellow enthusiast!

Here we are at a scenic lookout point mid-way up the mountain. Mt. St. Helens is in the background.

Sportin' the license plate frame of champions!

John's EP3, rocking the OEM 15" stockies and experimental plasti-dipped lower chin:

Reaching the observatory, we are treated to this alien landscape transformed by the dome-less Mt. St. Helens. Dave says the mountain lost 1000 feet of height in the eruption. The earth is already starting to push up a new mound in the crater that will one day be a new peak.

As the sun begins to set, we line our cars up for a final photo opp.

Below from left to right: Julio, Perry, Andy.

Below from left to right: Rick, Todd, Dave.

The parking lot for the observatory is massive. Our cars are lined up at the far end of the lot.

A closer look... can you spot the Prius in this lineup? Just kidding!

We decide to let the sun go down so it wouldn't blind us on the drive back.

The 2002-2005 Honda Civic Si hatchback never quite lived up to its overseas, beloved Type-R brothers. Out of the box it looked a bit like an egg, or perhaps a squat version of the Odyssey minivan. Pre-facelift, the car had tiny 15" rims. Despite these quirks, the EP3 provides ample opportunity for customization and dramatic improvements. The Recaro-made OEM seats, rally-style dash-mounted shifter and torque-blessed K-series are still a killer package that is hard to leave behind once you've driven an EP3. This last Stateside Si hatchback has just turned eleven years old and is being discovered and enjoyed by a new generation of Honda enthusiasts.

I'm looking forward to what the next decade of changes will bring for our EPs!

Photo credits: Dave O. and Perry W.

** Build Lists **

Dave's EP3
2004 Taffeta White
185,300 miles, owned since 2009
BuddyClub N+ suspension
HKS Hi-Power exhaust
DC Sports shorty header
BuddyClub Short Shifter
Tanabe strut bar
Neuspeed lower x-brace
HFP wing
Seibon CF hood
RSX wheels coated black - Dunlop Z1 Star Spec

Todd's EP3
2002 Taffeta White
87,000 miles, owned since 2003
AEM V2 intake
DC Sports shorty header
JP Performance mid-pipe
Neuspeed short shifter
Metal shifter bushings
15” Kosei K1s powder coated black
Bridgestone Potenzas RE960 205/60/15
Eibach Pro-kit
JDM rear sway bar with Energy Suspension bushings
HFP wing
DIY black headlight housings
Red/Black carbon fiber dash kit

Julio's EP3 (this is just a partial list!)
2004 Honda Rootbeer Metallic
84,200 miles, owned since 2006
K24A4
Hasport I/M Adapter Plate
Hondata I/M Gasket
RSX-S Injectors
K-Pro
DC Sport Shorty
HKS Hi-Power exhaust
C/F Spark Plug Cover and I/M Cover
Corsport Aluminum Shifter Cable Bushings
Corsports Aluminum Shifter Base Bushings
J's Racing Engine Torque Dampener
Buddy Club Short Shifter
JDM 04-05 Projectors w/ 8K HID kit
JDM 04-05 Taillights
JDM Front Bumper
Authentic 04-05 Mugen Lip
Authentic 04-05 Mugen Grille
ARC EK9 Splitters
JDM Rear Bumper and Lip
Benen Rear Tow Hook
Burnt Titanium Mugen Emblems
C/F Mugen Replica Hood
C/F Hatch
C/F Mugen Replica Wing
C/F Spoon Replica Mirrors
OEM Hood Bra
JDM Rear Rebar Mod
EDM DC2 Rear Foglight
Work Emotions CR-KAI (17x7)
Toyo Proxes 4 (205-40-17)
H&R 2" Lowering Springs
KYB Shocks
Corsport C-Pillar Bar
Corsport Rear Strut Bar
Corsport Adjustable Sway Bar Links
Omni Rear LCA's
Hardrace RCA's
Beaks Lower Tie Bar
DC-5 Rear Sway Bar
EM2 Front Sway Bar

Andy's EP3
2003 Nighthawk Black Pearl
92,500 miles, owned since 2006
Tokiko Blues with Neuspeed springs
Greddy EVO 2 exhaust
Injen short ram air intake
DC Sports Titanium strut bar
Neuspeed lower x-brace
HFP wing
HFP Side skirts
Fiber Images CF hood
Konig Helium wheels - Dunlop DZ101

Rick's EP3
2002 Taffeta White
130,000 miles, owned since 2008
17" Rota Tarmac II
Mugen Showa Sports Suspension
04-05 OEM side skirts
OEM JDM Type-R window visors
OEM hood bra (recently stolen but being replaced)
Custom catback exhaust
Short ram intake
OEM JDM RSX side markers (wired into parking lights)
HFP wing
Volvo front valance retrofit front lip

Perry's EP3
2002 Nighthawk Black Pearl
52,000 miles, original owner
BuddyClub N+ suspension
5-lug conversion (from 2003 RSX Type-S)
Mugen MF-10 17x7.5
AEM V2 intake
Greddy EVO 2 exhaust
Seats from JDM Integra Type-R DC5
EDM Type-R headlights with Morimoto projectors
Mugen grill
Replica carbon fiber Mugen wing
Carbon fiber front lip spoiler (Type-R style)
HFP rear lip

** Visit the King Motorsports store for parts for the EP3, including genuine Mugen bits **

On the fabrication side of the shop: Roll cage construction progresses on Ian G.'s DC2/K20 road race car. Ian purchased this race car out of the Pacific North West and upon delivery was quite shocked by the (lack of) quality of the roll cage. Ian sawed out the original cage and brought the car to us for a proper NASA/SCCA-legal cage that will provide a much higher level of protection and chassis stiffness.

First step is an ugly one: grind out all the remnants of the original cage. Not for the faint of heart but when complete, you have a clean sheet to work from!



Now that the remnants of the original cage are history we can begin by fabricating the mounting plates for the main hoop. We use 1/8" cold rolled steel plate in this instance. We will MIG weld the side plates to the floor first. A hole will be drilled into the floor so we can drop the main hoop down far enough to TIG weld ALL THE WAY AROUND all tubes welded to the main hoop. Once they are welded, the bottom mounting plate is slid under the main hoop and welded into place.



More about King Motorsports roll cage design, fabrication and installation:
http://www.kingmotorsports.com/c-248-roll-cages.aspx

Update 8/30/2013: NASCAR door bar fabrication. Nearing completion of Ian G.'s DC2 race car safety makeover!

This weekend I stopped by my local Autozone to return some parts. As I pulled into the parking lot, this red beauty was the only car in front of the store. I swear there was a golden beam of God-light piercing through the Pacific Northwest cloud cover, shining directly on to this JDM wonder. I heard angels singing; somewhere in the world, blind people were seeing for the first time. It was an Autozone Miracle.

I found the owner inside -- his name is Brian B. and he was more than happy to talk about his ride. I knew immediately he had a story behind this very clean second gen CRX which he affectionately calls "Suki."

Brian was more than happy to share -- and it's clear there was a lot of love put into this CRX. Love, combined with a few rear-ender heartaches that he persisted through. Here's his story in his own words:

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My dad first got a CRX when I was 6 years old. I remember fond times of him taking me around town and on long road trips in that car. Since then, I wanted a CRX of my own.

My dad called me up early 2006 and told me he had a friend that had an abandoned one located on his property. I inquired the story about the car, what year it was (since I wanted a second gen) and what color it was. He told me he had no idea about the details on the car, except for the fact that the previous owner drove it out on to his friends property and got out of the car and killed himself. I was reluctant to pick it up after hearing such a horrific story. He decided to pick it up and possibly flip the car after he did the maintenance work. He sent me photos of the car after he received it and I became very interested. A Rio Red 1988 Honda CRX DX.

I purchased it from him for $1,000, which is cheaper than any of the mods I later did to the car. At first I drove it around as a daily driver, just enjoying having a car I have longed for. After a year's time, I became bored with the stock d15b2. I had the itch for more horsepower. I started saving as much money as I could while still attending college. After a year and a half of owning the car, I had the money ready to start my motor swap and my first set of suspension parts. I decided on the B16a because I felt it fit the chassis and style I was going for since it came that way from Japan. I mistakenly cheaped out on suspension and went with Megan Racing coilovers and KYB AGX. This was reversed years later.

I spent a month swapping the motor in along with a minor wire tuck. The big hurdle was modifying the stock Japanese harness from the B16a to work with the stock DX harness, since the old harness was tired and brittle. I wanted most of the Japanese harness to look untouched. I tucked the fuse box to right above the ECU on the passenger's side and tucked both headlight harnesses. I was starting to make some progress with the car.

One advantage to being a poor college student with a car project is funds are limited. Now that might sound odd, but it makes you think multiple times before you hastily make a purchase on a part for style or performance. This gave me time to figure out all I wanted to do to the car, without making it look over the top or so similar to the rest.



My uncle (a frame puller at a body shop in Kennewick, WA) offer to paint my Rio Pink / faded car as long as I helped pay for supplies. I would be stupid not to agree. It was really easy to get it started and place the primer on, but the downside was is getting the time for him to finish up the car. Especially since I lived in Boise, Idaho at the time. The car stayed in its primer state for one whole year before going under the gun.

Two weeks before heading up to my uncle's for the paint, I was rear ended by a semi at a traffic light. His excuse was that he couldn't see me and forgot I was there. This is after he hit my rear bumper 5 times before stopping.



Luckily, this is what my Uncle did for a living, so it was no big deal to pull it out.

Car was then painted and all of the pieces put back together:

I had the itch to make it look as OEM/USDM as possible...



A few weeks away was a local car show called Shakotan Matsuri (Lowered Car Festival). I felt I was all ready for it, and then I was rear ended by my roommate's sister.





I spent another year waiting for insurance money and the time to get this damaged fixed. I also picked up a new set of wheels, which still happen to be my current wheels. These were originally going to be a temporary solution until I could afford a rebuilt set of BBS RSs or a real set of Work Equip 03, but then ended up staying with the car a lot longer than I wanted them to be.



One of my buddies gave me this old (but now very popular) 5 panel Wink mirror back in 2008. I like to think I was on the cusp of everyone and their moms' owning one.



Once I finally got the the rear end fixed again, I decided to upgrade the tail lights to the 90-91 EDM tail lights with the EDM center piece with fog light. This means the fog light is on the driver's side, rather than the passenger side like the JDM fogs.



Mind you this project car was also my daily driver throughout all of this.



Finally got around to purchasing the Koni Yellows + Ground Control sleeves with top hats.

Went out with my friend and his Fit for a photo shoot.





Coming up to the more recent mods, I decided that the stock bushings were old and tired as well with over 220,000 miles on them, so I spent the winter of 2010 replacing everything.

I finally got the car to a nice spot. It was the perfect blend of daily driver and tough machine that I always wanted. Since 2011, not much has changed on the car. I went back to a Broadway convex mirror because I was tired of seeing the Wink 5 panels everywhere. Future long-term plans include Hondata tuning, more aggressive cams, REAL wheels, Bride racing seat and harness bar, and a Nardi Racing woodgrain steering wheel with quick release hub.











More of this shoot here: http://www.flickr.com/photos/nateshrum/sets/72157628388718047/

Parts List:

B16a from Hmotorsonline
Prelude LMAs
Si steering rack
Hasport Motor Mounts
Hasport Shift Linkage
2.5 inch cat back with magnaflow exhaust and dual tip
Koni Yellows + Ground Control sleeves and Ground Control top hats
Complete bushing overhaul
ODB1 conversion (With Ostrich chip emulator)
Si interior
EDM flush wing
EDM tail lights and center fog light
GT Styling Solarwing II
DA Integra Front and Rear disc brake swap
OEM VW MK3 VR6 Euro lip

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** Thanks Brian for sharing this awesome build and pictures with us!! **

You can find a full range of parts for the first and second gen CRX at the King Motorsports store!

https://www.kingmotorsports.com/s-86-crx.aspx

This awesome photo is Geoff Foster in his Dalt's Honda SCCA C Sedan Civic 1200 pictured here at Road Atlanta in 1979. Geoff raced Mini's in Canada for years before switching to a Civic in 1976. Geoff's best finish at the SCCA Runoffs was third in 1980. This car used many Mugen parts available at the time from Keihin CV carbs to a Mugen limited slip. This car was sold to Bill Shaw of CACI fame in after the Runoffs in 1980.



CACI was an early pioneer in the Honda performance market. Bill produced a line of high quality Civic 1200 parts in the mid-late 70's. Some of the highlight products were a twin Weber DCOE intake manifold, angle drive distributor, header and much more. Bill went on to race Civics in the IMSA Radial Sedan series at Riverside in early 1981 which is were this picture was taken. One of the cars was then sold and went on to great fame.......