Collaborating remotely for King Motorsports from Oregon has its pros and cons. On the downside, I don't get out to Wisconsin to see the shop, cars and staff as often as I'd like to. But on the upside, I get to experience the car culture of the Pacific Northwest, with its own unique blend of Mugen-inspired vehicles. And there a few unicorns I have yet to see in person.

Last weekend I set the alarm for 5am and hit the road by 6am for the three hour drive to Hondafest NW at Pacific Raceways just southeast of Seattle. Hondafest NW is an annual Honda and Acura car show put on by NW Motiv. This year there would also be drag races and autocross.

Pacific Raceways has a 2.25-mile road course, drag strip, and plenty of asphalt for autocross crafting. Somehow this entire facility is hidden away by Washington's treescape, and it reminds me of visiting Trees of Mystery. Except there are a gazillion Hondas in line trying to get in.

This line of Honda and Acuras of all ages and levels of polish are 3 wide and maybe a half mile long, but is thankfully moving along.

The roll-in is a glorious chorus of enthusiastic revving, the kind you only do when you are with your own kind and in the middle of the woods with nobody to complain. Mostly we have raspy tenors but there is the occasional baritone and bass. The smell of fuel reminds me of the Dyno Day roll-in at King Motorsports-- my favorite part of the event.

I glance at my fuel meter a few times. We've all been in line about 30 minutes, maybe more? In the lane next to me a maroon Civic sedan starts to ooze white smoke out of the hood just after the passengers offload a custom lowrider adult tricycle off the roof.

Having somewhat misjudged my bathroom breaks, I start glancing around for a porta-john, considering if I should give up my place in line, pull over, and take a break. Just then I catch a glimpse of bright blue in my rearview mirror, about 20 cars back-- Bill Master's EP3 was maneuvering into the special entrance reserved for show cars. Following closely were Mel Diego's white EP3 and Huy Hoang's red DC5. It was then I knew it would be a good show. The long drive here would definitely be worth it.

A few minutes later, I had paid and was turning into the VIP parking area. Helpful event staff guided us on exactly where to park, and that seemed to help keep things organized. I parked my black EP3 next to a nicely sorted black RSX, loaded up my backpack, grabbed my camera and headed for the show car corral by way of the restrooms.



The show cars were a really interesting mix. Quite a good mix of RSX, Integra and Civics. There was a healthy showing of Accord and Prelude, plus a few old school CRX and very early gen Civic hatchbacks. Someone brought their Odyssey, and I even found a very clean CRV. There were a few NSX there too.



The variety is what I love about one-make car meets. Normally a dude with a chopped-up Del Sol wouldn’t consider shining up his car to show at an event for fear of getting the stink eye. But show up to a Honda event with said Sol, and you are instantly family. Sure they may look at you like you are the oddball uncle, but you're still family and people are glad you showed up. Tell me more about how you turned this Honda into a bamboo-lined tropical cabana, Uncle Steve.





I run into Jerimiah Styles, who has just completed the installation of his Mugen aero kit on his white 2nd gen Integra. He’s showing his car and has recently swapped his bronze MF8s for time attack RNRs. His car is looking great and the King Motorsports sticker on his windshield nabs him a bonus +5 HP.



He introduces me to Mel and Bill, who have the only two EP3s in the show. Their builds are legends here in the Pacific Northwest. Mel generously gives me a tour of his white 2003 Civic Si hatch, something I’d been looking forward to. This car is so well-known that it’s usually the first image that comes up when you Google “EP3.” Mel is an old friend of King’s CEO Scott, having worked closely together to assemble Mel’s Mugen wish list.



Mel points out all his parts and describes each with care. He moves along swiftly from part to part, because there is just so much to show off. Full JDM front bumper conversion. Type-R headlights and side skirts, Mugen front lip and radiator duct, Mugen wing, Mugen seat rails, Mugen Twin Loop, Mugen hood, a custom-modified Mugen roll cage that is so well integrated with the OEM interior that it looks like the plastics had been molded exclusively for the cage. His Mugen grill is properly painted with a black background to add extra dimensionality. His CAI draws air from behind the driver side opening on his Mugen lip.





“It’s the details,” he says. And he’s right. Because I also own an EP3, I can process the walkaround at the speed the details are hitting my ears. And I can also appreciate how rare these parts are. I’ve only seen a few of these Mugen pieces on one other car, and that’s the Mugen EP3 in the King Motorsports showroom.





Mel describes the stages of his car’s evolution as “Chapters.” He’s on Chapter 2 now. Chapter 3 involves adding Mugen MF10 17x8, Mugen brakes and Mugen seats. “With some luck and the help of King Motorsports, that will be the final chapter,” he declares. Something tells there will still be an amazing Chapter 4.



Parked next to Mel is Bill’s turbocharged 2003 Civic Si, equally stunning in the dedication and hard work put into it. You can tell these two have influenced each other and made each other’s builds better. Bill also has many of the same Mugen parts and JDM upgrades, but his build still feels distinct. He points out that his paint is actually a remixed, brighter version of Honda’s already vibrant Vision Blue Pearl. Now that he points it out, I’ll never be happy with Honda’s blue again. His version really is so much better.







Having followed Bill on Instagram I’ve seen that his day job is a woodworking magician, creating the HGTV-worthy kitchen and home remodels. That same craft and precision finds its way into his EP. My friend Julio points out the custom bracing for the motor mounts and the custom re-routed AC lines. They were so well done I didn’t even notice them. Overall there is a strong sense of restraint with Bill’s EP build. It feels curated, like he methodically chose only the best of the best parts and mods, the ones that would still be impressive and relevant decades later.



Parked next to Bill is Huy’s turbocharged 2003 RSX Type-S – aka REDRUM1. This car has all the shine of a Mugen show car fused with the raw functionality of a gutted and purpose-built race car. It sits right on the elusive line between show car and race car. Huy treats me to a guided walkaround, and I am floored. I find it hard to comprehend the amount of time, skill and resources that went into this vehicle.

Huy has an elusive perfect balance of finances + skill + taste that produces something masterful. If you only have finances + skill, you might go overboard on the mods. If you only have skill + taste, you probably restore a car to its original glory. If you have finances + taste, you go buy an NSX. But if you have all three – you build the DC5 elevated to what must be its perfect functional and aesthetic balance.













Like the artist he is, Huy tells me the build started with one thing – the desire to fit a specific set of wheels. To do that, he had the fenders masterfully pulled out and the whole car widened. Everything else flows from there. There is a reason Super Street called it “one of the best Honda builds to date!”



Huy brought two other cars with him, a white Mugen-equipped DC5 and a gorgeous green EK hatch. He tells me that the Autoart Mugen DC5 1:18 die-cast model was his inspiration for his white DC5, and I can see the similarities. It hits me that he’s actually creating big-scale, functional model kits, which in turn are replica of full scale cars. It is life imitating art imitating life. This loop produces impressive refinement in Huy’s hands.

Iron Sharpens Iron

It’s no coincidence that Mel, Bill and Huy are parked next to each other. They are friends outside the car show too, parking their beloved rides in each other’s home garages from time to time. These three friends have sharpened and pushed each other to create functional works of art.

**

More info:

Mel Diego’s 2003 Honda Civic Si
Instagram: @hur1cne@hov
http://www.superstreetonline.com/features/htup-1108-2003-honda-civic-si/

Bill Master’s 2003 Honda Civic Si
Instagram: @siborg_ep
http://www.superstreetonline.com/features/htup-1301-2003-honda-civic-si/

Huy Hoang’s 2003 Acura RSX Type-S
Instagram: @wiiizzer
http://www.superstreetonline.com/features/1510-turbocharged-mugen-2003-acura-rsx-type-s/

Full set of photos from Hondafest NW:
https://www.facebook.com/media/set/?set=a.10153475333141319.1073741856.110076751318&type=1&hc_location=ufi

In this post, longtime friend of King Motorsports Russell Laviolette completes his amazing reunion story. Continued from Part 1. Thanks Russell!

==

Fast forward to 2015. I’ve since sold the Civic Hatchback and purchased a 2000 Acura Integra LS. It’s a fantastic car. But the problem is it isn’t “my” car. At least not my *first* car. It’s not *my* blood, sweat, and tears that linger on its chassis, though I’ve spilled my fair share.

About two years ago, I began the search to find my first car. I’ve heard stories before of guys doing the same, but my hopes weren’t high for this one. CRXs aren’t treated as well in their old age as Barracudas and Camaros are. Searching Craigslist, Autotrader, and forums every night for weeks came to no avail. This year I began to intensify the search and enlisted the help of two communities on Facebook - CRX Community and CRX Owners Group. I knew from a quick VIN search on the state DMV that the car was still in the state and had been recently registered. This gave me tremendous hope the car was still drivable and potentially in an acceptable condition. Many of the guys in the aforementioned groups were tremendously helpful. Many went right to work for me and started looking in their hometowns, local Craigslists, and other Facebook groups.

One gentleman went above and beyond. He offered to run a more thorough VIN check on the car using a paid service (CarFax, etc.), and we identified that the car was about two and a half hours from my home. Coincidentally, the car was located in the very same city as the gentleman who offered to check the VIN. This was surreal at this point and I was optimistic. But what now? It felt like a dead end. He was motivated to help me find the car and even joked about driving around the city until he found it. It was a bit agonizing at this point. I knew what city the car was in, however, I obviously couldn’t just drive down and stalk the town for a little black CRX.

Yes.

Black.

At some point one of the owners decided to paint the car. This saddened me. I knew this as it was identified when the car was last registered. This only complicated things further. Yellow CRXs are rare and easy to spot. Black CRXs are not. For several weeks users on these groups would tag me in For Sale threads, send me Craigslist links, or message me pictures of CRXs all over the South Eastern United States - but all for naught.

Then, a promising lead.

A member of one of the CRX groups tagged me in a listing for a CRX that was for sale in a South Florida Classifieds group. I messaged the seller immediately and heard back from him pretty quickly. We spoke a little about the car, and I asked if he could provide the VIN number. He says he’ll do so as soon as possible, and we continue to talk about the car. Pictures show the sad state this particular CRX is in. It’s been painted black, but it seems as if even the rain is causing the low quality coating to wash away. He tells me he’ll have the VIN shortly, and I wait in eager anticipation. I ask specifically for the four numbers at the end of the VIN as I know that these represent the chassis number that rolled off the assembly line, and no two cars will share this four number sequence. We continue to chat about the car. He tells me “all” the issues the car currently has (I’ll get back to this), but to me it doesn’t really matter.

Motor’s blown. *Don’t care.*

Sunroof panel’s missing. *Probably rusted anyways.*

Interior is trashed. *I plan to replace it.*

The text arrives containing a picture of the VIN.

“5137” are the last four digits.





My heart palpitates. This is my car. My very first car. It’s been almost ten years since I gave it away. We continue to talk further, but I keep my cards close and don’t reveal what’s really going on so as to not be taken advantage of. He starts to note that he has local buyers who are offering a $100 more, and he wants to sell to them. I have to lay it all on the table now. I tell him the history of the car and my relationship with it. Frankly, he doesn’t care. He wants the money. We agree on a price, but I’m concerned any minute he’ll sell to local buyer. I make an appointment to pick the car up a couple days later and hope he doesn’t sell it from under me. A great friend has offered his truck and trailer and says the night planned won’t work for him, and he wants to do it sooner. At first it’s one night sooner than planned. We then realize that very night is the best for both of us and I excitedly acquiesce. The plan is in place. I’ll head to his shop after work and we’ll make the two and a half hour drive to south Florida to recover an old lost friend. We set out, and I’m just as giddy as the first time I made the journey to pick up this black and yellow bombshell.

A lot has changed since this car left my possession. My then girlfriend and I have split. I found a wonderful new woman, married her, and finished college. Started my career and had two beautiful little girls (one just last week as I write this). This car was a link to the past that I remember with fondness. The trip takes us longer than expected, and we make a stop at Publix supermarket for a very late dinner. Part of the fun of this trip was talking about cars - about the future of this particular car and all my plans and aspirations. We arrive a few minutes later and it’s in worse shape than I expected. It will require an enormous amount of work, but I knew that and that’s okay.

At this point in my life I am in a better position to do all the things I want to that I couldn’t when I was 17. High quality Japanese wheels (likely Mugen). As many new old stock OE parts as possible. Thorough bodywork and paint. Anything necessary.

As I mentioned before there were some things he didn’t disclose. The pictures showed a motor, but this isn’t the motor that would come with the car. The original block had received a VTEC head at some point and would eventually give up the ghost when a rod decided to exit through the side. He mentioned something about a “test pass” causing this. I estimate the original block had close to 400,000 miles on it at this point. It will make a nice coffee table. The front bumper was off the car so I could inspect the “frame.” The damaged I caused when I wrecked it many years prior was still evident. When I removed the rear bumper after returning home, I found the car was involved in a rear end collision at some point. This was quite disappointing. They attempted to repair the damaged metal with fiberglass. It was horrendous.



Nevertheless, when I began looking for this car I knew I would require the help of a fantastic community. This will be true of the restoration as well. This sport compact automotive scene often gets a bad name in this regard, but I have encountered numerous people who have gone out of their way to help me make this happen. Sure, I’ve encountered many who weren’t willing to help, but I press on. Those who have helped have certainly outweighed those who laughed at my efforts.

The plans are for a full OEM restoration with some exceptions. Mugen products will play a large part in the restoration of this car. But at the same time, I’ve begun to feel a bit nostalgic about many of the parts I’m considering replacing. The more parts I replace with “OEM new” the less it becomes “my” car. I’ve started to feel the desire to just restore some of the original parts. I know that requires more time and effort, but that just seems so much more appealing to me.

Despite it all, stay tuned for updates, and if you’re able to help in the acquisition of parts, especially new old stock OEM parts, please don’t hesitate to connect with me on Facebook. Additionally you can follow my build thread (that has been slow as of late) over on NWP4LIFE (http://forums.nwp4life.com/zerothread?id=49357).

Thank you for taking the time to read my ramblings and many thanks to King Motorsports for their continued support in this endeavor. Thanks are also due to Yoel Rodriguez, Brandon Katrein, Brian Cain, Kyle B., Ryan at Auto Fair Honda, Jose Chacon, Jason Haradon, Scott Zellner, Ronald Wu, and many others. Thank you all!

Longtime friend of King Motorsports Russell Laviolette gives us a peek into the special slot in his brain's memory bank reserved for his first car. We'll glimpse inspiration, ambition, a bit of charity, and a community-fueled reunion. This is PART 1 of his story. Thanks Russell!

==

An abundance of stories have been written about the importance of a first car. The sense of independence and adventure personified by these masses of metal is well documented. But what does it look when a car comes full circle and is reunited with a past owner - an owner who first experienced those emotions in this very car?

I, like many, was baptized into the Sport Compact industry during the late 90s. Blossoming from the grassroots movement of the mid 90s, it would reach global status when the blockbuster franchise "The Fast and the Furious" began in 2001. Despite the fact that I was excited by the film, it didn’t quite capture the vision that initially enthralled me.

That vision was represented by the enthusiasts of Southern California. Avoiding fiberglass body enhancements, underbody neon lighting, and a litany of monitors in obscure locations, these gentleman (and of course women) were doing it “right.” Many of them were importing parts from the motherland (Japan) and tempting others with parts the Red, White, and Blue never received. There was one particular car that caught my attention among many great ones: Erik of FF Squad and his gold CRX. The car featured many JDM parts (Japanese Domestic Market) including a CRX SiR front end, RHD conversion, Japanese spec glass roof, and Mugen MR-5 wheels. Ironically, this car is now just minutes from me, thousands of miles away from California. I knew I wanted a CRX and the hunt began.

I was working a miserable job at a local movie theater at the time and knew my only chances for a car lay squarely on my shoulders. Eventually, I would save a decent amount of money but didn’t know if it would be enough. My brother-in-law called me out of the blue and told me he found what I was looking for - a CRX Si - and, best of all, yellow. I traveled as soon as possible to see the car and immediately loved it. It was the first year of the iconic second generation and again, it was yellow! I knew nothing of the Y49 curse fortunately. Some days later I would return with my stepfather to retrieve the car and tow it to its new home. It needed virtually nothing to run save a driver’s side CV axle. Unfortunately, it wasn’t as easy to replace as it should have been. Four broken sockets (including Snap-on) and a breaker bar in excess of three feet long, and the 32mm nut still wasn’t moving. Eventually, we would melt the bolt with an oxyacetylene torch. Desperate times. Desperate measures.



It would take a bit longer to save the money necessary to insure the car and take care of other legal details, but it was now roadworthy. I still remember driving the car forwards and backwards in my yard in an attempt to learn to drive the manual transmission well. After several years of driving the car, I began to tire of it. The pernicious curse struck sometime in 2005. After purchasing an imported JDM engine for the car (DOHC ZC) and investing quite a bit of money into improving the power of it, I was involved in a rear-end collision. It was my fault, and the CRX was a mess. Hood wrinkled like aluminum foil. Life blood dripping from the undercarriage. Despite it, the car fought on. I tethered the hood closed and drove the car home, coolant leaking into the Florida aquifer. The car would run for quite a bit longer, but I lost the vision. I sold many of the parts acquired and began thinking about another car. An opportunity presented itself to purchase a 1995 Honda Civic Hatchback from the original owner, and I wasn’t going to hesitate. I brought what I could to the owner that night and picked the car up the next day.

The CRX was now second fiddle. I would eventually give it to a woman I worked with who was walking to work each day. She was in her fifties, and the Florida heat is unforgiving even in the winter. She would eventually trade the CRX for a minivan much to my chagrin. I had always harbored hopes of reacquiring the car from her in the future, but now that possibility dissipated. Or so I thought.

** to be continued in PART 2 **

==

The CRX (Erik of FF Squad) that originally inspired Russell:

At King we love adding performance to the CR-Z. We even had the one-of-a-king Mugen CR-Z: RR Concept Vehicle shipped out from Tokyo for our 2012 Dyno Day.

In our shop recently: We made this CR-Z go fast with an HPD supercharger. Now it's time to make it stop fast as well! On go a pair of rebuilt RSX calipers, Powerslot rotors and Hawk HP+ pads. Rotor size goes from the stock 10.3" to 11.81" with the RSX rotors. Now it stops as well as it goes!!! This is a great upgrade for any CR-Z.

In the shop recently we are preparing an EK Civic SCCA STL race car. First up- TIG welding door bars:



Next- AIM MXL data aq unit mounted in a very cool carbon fiber inlay:



Dashboard mock up. Check out the KMS custom fabricated adjustable steering shaft....







Just a few more bars and this EK Civic STL roll cage will be complete. Next step is all the tin work to separate the fuel cell from the drivers compartment.

Just a few more bars and this EK Civic STL roll cage will be complete. Next step is all the tin work to separate the fuel cell from the drivers compartment.

Finishing up work bulkhead work on the SCCA STL Civic race car. All aluminum panels are hand fit and then bead rolled for strength. The center section is attached with self ejecting DZUS fasteners for easier access to the fuel cell, fuel pump etc. All other panels are pop riveted in place.

The SCCA STL Civic heads to the body shop today for paint. Back in a few weeks for final assembly! Big thanks to Kyle Gessler of Gessler's Auto for the outstanding service!



Call us today for custom roll cages, race prep and fabrication!

http://www.kingmotorsports.com/c-248-roll-cages.aspx

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

We don’t have to tell you there are passionate Honda owners all over the world. We’ve helped countless enthusiasts achieve their goals, whether it’s a fully-built race car or a daily driver that performs and looks great on the street. One of these enthusiasts is Andy Thompson – and he lives right here in Wisconsin. He’s local to our facility in New Berlin, Wisconsin and is close enough to stop by from time to time. We were lucky enough to see his amazingly clean CR-X SiR at our 2014 Dyno Day event.





His CR-X is a 100% legally imported JDM RHD beauty that took over 3 months to locate and import in 2008. Because Andy imported it, he’s the first and only Stateside owner. He took it from fairly rough shape and has built up an “OEM perfection” build that stays true to the period and is fueled by Andy’s background in both graphic design and mechanical engineering. If you ask us, that’s a potent education for crafting a clean ride. Good taste plus the skills to achieve your vision? That’s a win-win combo.



The love he’s put into his old school Honda definitely deserves a special showcase, so we caught up with Andy to get the 411 on his build. Andy says that compliments can be hard to come by in the import scene, but I think you’ll agree his CR-X deserves them.

Why a CR-X?

Andy: I feel that many people forget to realize the fact that vintage Japanese cars can hold as much history as any other car. It’s true that many older Japanese cars are built like cheap utilities -- including the Honda CR-X -- but that doesn’t make them any less important than any other car in the scope of automotive history. Many of us grew up with affordable tuner cars, including myself, buying my first CR-X at 13 and owning five EFs before I even bothered to try a different car (an S2000), but unlike many, I can’t just forget and leave the EF chassis behind.

At 17 I sold off almost everything I owned in order to seize the opportunity to bring this CR-X into the US -- fully legal and VIN matched. The car was sold as an extremely dirty rolling shell, with engine shipped separate, but it was all there. Rust free, and most importantly able to be registered just before the laws changed.

Having owned a CR-X since 13, I had grown an undivided love towards the weird little cars, and knew instantly that this car had the potential I was looking for.









Classy choices for a teenager Andy! You were raised right! Tell us about your CR-X.

Andy: The exact model is a 1990 EF8 SiR Glasstop in Torino Red Pearl. For a little background info, SiRs were only made in Steel roof and Glasstop models. The Glasstop was a rare dealer option, in which was only sold in black and red. The red models were extremely rare as compared to the black, in which I only know of one that resides in the US at this time.





Since 2008, I have been slowly working at this car to build an example of one of the cleanest CR-X projects while paying respect to what Honda intended when their engineers designed this lovable little machine. I continually strive for OEM perfection, and aftermarket modifications that complement the vehicle in a vintage grip car sort of manner.



Every year I try to do something interesting to the car. This past spring, I completed an EK9 32 mm 5-lug conversion with EK9 brakes in order to fit a set of extremely rare DP Motorsport Pacific wheels I picked up brand new in box from 1987. Because I have a BS in Graphic Design, visual and complementary aesthetics are very important to me; these era-specific turbine wheels were perfect for the car.





Wait so you found classic wheels that are even older than your car? And they were brand new?

Andy: Yes-- I purchased the wheels earlier this year from a guy in Ohio. The wheels were manufactured in 1987 and were still brand new, unused in their original boxes. 2 of the 4 were still sealed in their original bags never opened. So the wheels had sat for 27 years before I got a hold of them.



Holy cow that is awesome. What were the next mods?

Andy: The 5-lug swap project became quite an ordeal once I got into it, including sandblasting and powdercoating most of the suspension and brakes -- and acquiring a lot of new hardware, ball joints, bearings, etc. I met Scott at King Motorsports earlier this year and knew he was the guy to help me tie up all of the loose ends on my laundry list of parts to make the conversion happen.





What does the future hold for you and your CR-X?

Andy: Currently I am very happy with how the car sits. If I were to list future plans for the car, the top of the list would include new old stock front and rear bumpers, trim, and side moldings; OEM fog lights; and a working bumper pole (I have one, it’s just junk). I am also always on the look for old rare wheels, and would love to find a set of SSR Air Stage or Auswuch for it.

I’m happy with the stock B16 engine, it runs perfect and all accessories work, including the AC, thank god. Perhaps unrealistically, I have always considered a Honda N22 swap (I’m a pretty big diesel fan). I think a very interesting project could come about from the swap.

I’m very thankful that King Motorsports is able to help keep these “golden era” Hondas on the road. Valuable resources like that don’t come around often.

Enjoy my CR-X and remember to keep the classics alive!



Exterior
Complete matching VIN Real EF8
Torino Red Pearl Color
JDM SiR Cyber Top (glass roof, rare option)
JDM SiR Wing
JDM SiR front lip
JDM SiR Power folding mirrors
JDM SiR Amber glass
JDM Window visors

Interior
JDM NSX Seats
JDM SiR Back seats
JDM ATC Sprint Steering wheel (Mugen Horn Button)
JDM Mitsubishi Mini Disk Player/CD Player
HKS Shift knob
Cartiva Bamboo Floor Mats

Engine
Original matched B16A
HKS Sport Exhaust

JDM Integra Type R Valve Cover
JDM Integra Type R Oil Cap

Suspension
Skunk 2 Pro C Coilovers
Function 7 Lower Control Arms (Spherical Bearings)
ASR Subframe Brace
Spoon lower tie bar
Skunk 2 Pro Series adjustable control arms front
Skunk 2 Pro Series adjustable control arms rear
EK9/ITR 5 lug Front Spindles (Machined for SiR/DA Wheel Bearing)
EK9/ITR 5 Lug Rear Spindles
Powdercoated DA Front Knuckles
Powdercoated EK9 Rear hubs

Brakes
Powdercoated EK9 Front Calipers
Powdercoated EK9 Rear Calipers
OEM EK9 Brake Rotors
Techna Fit Braided Stainless Steel Brake Lines
Project Mu NS 400 Brake Pads

Wheels
15 X 6.5 +18 1987 DP Motorsport Pacific Wheels
185/55 R15 Yokohama S Drive Tires
Mugen Lug Nuts
Volk Rays Valve Stems










See more pics on Andy’s Flickr account:
https://www.flickr.com/photos/108200011@N02/sets/72157646023680793/

Find parts for your CR-X on King's online store:
http://kingmotorsports.com/s-86-crx.aspx

We always enjoy sharing the passion that goes into our customer builds. A typical product of that passion? Countless hours of wrenching. But the lesser-celebrated outpouring of skill, perserverance and resourcefulness? That comes in the form of the hunt for parts. In the case of Travis Weaver of the Pacific Northwest, a hunt for 20-year-old OEM and Mugen parts took him around the USA, then internationally. He became so good at it, he even made a living at it for a time.

Travis recently shared a pic of his Mugen EF exhaust - which he said took him nine years to find. Nine years! That got our attention, and we contacted him for his story.

***

My older brother first got me into Honda's back in the late 1990's when he purchased a teal colored 1992 Civic VX. He ended up swapping in a JDM B16A engine with a GSR tranny back around late ‘98. We had a lot of fun at the local street races in our early teenage years. I eventually bought my first Civic as well in 1999. It was a 1990 Civic STD 4 speed. Back in the earlier days they were largely frowned upon due to their square, boxy look.

I eventually sold my first car and purchased a 1990 Civic Si in 2002. I fell in love with that car. From when I first purchased the car, I wanted to do a complete JDM EF9 conversion on it after seeing pictures of one in California. In the earlier days if you wanted to find parts you were limited to your local importer (which typically only sold engines), eBay, or do what I did and contact a wrecker overseas and import parts yourself. I found a company in Malaysia back in 2003 with a complete EF9 front clip. With a very risky bet, I sealed the deal and five long months later had my first JDM clip complete with B16A and EF9 conversion. I ended up painting the entire car Milano Red and was the first local person to do a JDM EF back in 2003.

I eventually landed a job working for the largest indoor Honda/Acura Auto wrecker/JDM engine importer in 2005. Soon after I became their Inventory Manager and JDM parts specialist -- which was a great experience but after a few years I got tired of killing Hondas and became more focused on preserving and restoring them.

A few years later -- feeling the pressure of the economy and the unsure feeling of my own personal future -- I decided to sell my 1990 Si. It ended up going to a good home to a guy in East Coast Canada. I must say it was the biggest mistake that I made. I ended up driving a Mitsubishi 3000GT for a few months to focus on school but I got the itch again. I had so many regrets and so many things that I dreamed about doing to my old Si that I decided to start from scratch and do a full 1989 Civic Si USDM restoration. That way I can do things right the first time and go in a slightly different direction so it would not be like history repeating itself. Now I specifically chose the 1989 Civic Si because in the USA it was a one-year-only car, much like the 1997 Integra Type-R. I began to put out ads looking specifically for an ‘89 only.

Eventually I found a good clean shell with perfect seats, straight body and in overall great shape. The only problem is the engine was bad. I rented a trailer and made the three hour drive in the snow to buy the car. Upon arriving the owner informed me it still ran but made a horrible noise from the timing belt area. I towed it back and had my mechanic Thomas Strom diagnose the problem. Turned out to be a bad water pump. With a new factory pump and timing belt, mixed with a valve adjustment, I gave this 1989 Civic Si a new chance at life with 187k miles on her. I sold my 3000GT and with further inspiration from Thomas I decided to make a goal, take my time and stick to it.

My goal was to do a complete factory restoration on the car. We began tracking down rare USA accessories along with new old stock (NOS) parts from Honda. Almost all of the parts were either discontinued or no longer available. I then started contacting specific dealers to see if they had old inventory that was never reentered into the system when Honda changed its part numbers from HondaCode to what we have today. After I exhausted all of my resources here in the States, I then turned to Google Translators. I began contacting dealers all over the world. I managed to source new rare parts from Malaysia, Germany, UK, New Zealand, Spain, Japan, and even Canada – despite the challenge of different part numbers and inventory systems with many of them.

I used to have a Mugen addiction with my original 1990 Civic Si but finding parts for an EF were very hard and very expensive. I was able to source a real EF9 Mugen header along with some Mugen RNR's and a set of MR5 Final Versions. The one item I could not find was a Mugen EF exhaust. I managed to find two different ones that popped up for sale between 2006-2008 but was outbid both times on Yahoo Auctions. With my current restoration I told myself that I have to be true to both the year and the USDM theme that I am going for. It becomes a slippery slope once you diverge from your intended goal. All was fine until my good friend Moe from EFparts presented me with a USDM brochure from 1988 which showed the Mugen CF-48's as a factory option for the fourth gen. I knew that the pre 87's were offered with some Mugen goodies but this little piece of Honda literature gave me a valid excuse to go MUGEN WHORE again while still maintaining the factory look.

I managed to secure a set of crusty 14" CF-48's with aero discs and preceded to restore them. I have been keeping in touch with a few owners of the Mugen EF exhausts over the years in the event that they may want to part ways with it. Eventually I got a taker and finally brought home my current exhaust. Soon after I decided to give Scott Zellner a call at King Motorsports to discuss the Mugen spring rates offered with the sports suspension. After chatting with him for almost an hour he informed me he had two new sets of the old Mugen suspension still in stock. I could not believe that after all these years they were still around. I quickly purchased both new sets.

I could not be happier with how everything turned out for this build. I now have a true time machine that to me represents what Honda of North America was all about.

You can also follow the car's progress on Facebook. I created a page specifically for it here:
https://www.facebook.com/civic.si.944?tsid=0.7764118500053883&source=typeahead

***

Here are pictures Travis shared with us from his build! Thanks Travis, we can't wait to see what you do with it next!

In the shop this week! A fun project: 8th Gen Civic Si Kraftwerks SC installation, then tune on the dyno. All the parts are laid out, inspected and ready for installation.

Engine stripped and freon evacuated from the AC system. Ready to start bolting on the fun stuff......



8th Gen Civic Kraftwerks SC install almost complete. A session on the dyno tuning with a Hondata Flashpro up next. More to come....



8th. Gen Civic Kraftwerks SC kit installation complete! Slide in the new fuel pump and then onto the dyno to make some noise. :)



Let the tuning begin! 2010 Civic Si with Kraftwerks SC kit- stock exhaust manifold and exhaust system. Care to guess what the final numbers will be?

The final results are.......320 whp with stock exhaust manifold, cat and exhaust running 91 octane. Nice stealthy & quiet super sedan! Perhaps our customer Mitch can gives us his driving impressions after a few days!

8th Gen Kraftwerks Supercharger:
http://www.kingmotorsports.com/p-4253-kraftwerks-06-11-civic-si-supercharger-kit-without-hondata-flashpro.aspx

Dyno Tuning at King Motorsports:
http://www.kingmotorsports.com/c-173-dyno-tuning.aspx

Dyno Tuning rates:
http://www.kingmotorsports.com/c-176-dyno-services-rates.aspx


Update 10/29/2013:

A few months ago we installed and tuned one of the very first production Kraftwerks SC kits for the 06-11 Civic Si. At that time using the stock exhaust manifold and exhaust this car made 327whp and 214ft/lb torque. Now it's back, updated with a Full Race 3" exhaust and Skunk 2 Alpha header -the results 352whp and 225ft/lb torque- nice gain!!!

Watch a video from the dyno tuning sessions:

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

"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. **