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Random Honda's


Da, S2K ma refer. Stiu admisia aia, dar tot mi se pare de neam-prost. Zici ca ai trantit capota peste un boa constrictor uitat in engine bay Icon_smile

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Toate arata asa..

J'S racing
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Honda nu arde uleiul, il foloseste.

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.... si arata BINE !

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Eu zic ca cel mai important e sa isi faca treaba Icon_smile
Honda nu arde uleiul, il foloseste.

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Bai, nu-i contest performantele, da' arata hidos! Icon_smile
Clar ca daca as avea la ce si as avea banii necesari, mi-as pune, da' tot nu mi-ar placea cum arata.

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se aud cereri pe aici cu CRX-ul SS Icon_biggrin

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Pai baga daca gasesti pe undeva Icon_razz
Honda nu arde uleiul, il foloseste.

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(14-04-2011, 18:04)yulasinio Wrote: Pai baga daca gasesti pe undeva Icon_razz

nu stiu sa pun altfel Icon_redface

enjoy !

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E bine si asa Traiane Biggthumpup

Titlu: DC2 UKDM vs JDM


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These two cars share a lot of components but are also very different. On the left we have a European version of the Honda Integra and on the right is the JDM version. I saw both of these cars when I visited the Rising Sun Performance shop on Monday. Luckily for me the guys at the shop had cleared out the garage so it gave me the perfect opportunity to roll both the cars inside the garage to shoot them together.

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This European 1998 model wears some exterior upgrades that include the sideskirts and the rear valance made by Honda Modulo.

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The big difference between both the models is obviously the front end. After checking them both extensively I still couldn't pick a favorite. Both of them have a very strong presence. Could you pick a favorite?

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This JDM version got a set of ARC winglets that are placed underneath the front bumper. Both cars already look very good in standard guise. They don't need much to stand out because these cars are very special in their own right.

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Here is a closer look at the front end of the JDM Integra.

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The embossed Integra logo in the front bumper of the European Integra is a pretty cool touch.

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These JDM 16" wheels can be found on the EUDM version. The car has been dropped using Tein lowering springs that brought the car 3cm closer to earth.

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The JDM version got these cool Sprinthart CP-F's in 15" wrapped in Toyo R1 tires. This car is more circuit oriented so it has Project Mu discs and Ferrodo DS2500 pads. The brake fluid runs through Goodridge steel lines.
This car is lowered using Buddyclub Junior spec dampers.

[Image: DSC03093.jpg]

This beating heart is the venerable B18C engine inside the JDM Integra. In stock form it is very potent but the owner enhanced the engine with a SPfab TODA 4-2-1 header, APE Garage race cat converter and 2.5" catback.

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The EUDM B18C engine is pretty stock except for a Spoon air fliter, Spoon N1 B-pipe and N1 muffler.

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In the end it was a great day and very cool to see both of these cars together. Getting together with enthusiasts and talking about your hobby is what it's all about in our 'scene'. I need to thank the guys at Rising Sun Performance for organizing this small meet with a bunch of cool cars. I'll have some more shots of some of the other cars present on Monday.

-Jeroen Willemsen

Honda nu arde uleiul, il foloseste.

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Titlu: Honda's @ Tsukuba pt2


[Image: s2k20.jpg]

For the second of my Honda galleries from good old Tsukuba Circuit, I thought I'd pull a selection of S2000 shots out for you guys.
You have to love scenes of Honda's open top sports car winding around one of Japan's most well known circuits.

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Red has got to be my favorite color for the S2000, but surprisingly you don't see a whole lot of red ones out there. This one was spotted tucking into the Dunlop corner during the I Heart Honda event in September '08.

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There's nothing like the sound screaming VTEC on a crisp spring morning at Tsukuba. It's something that will always stick with me.

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Mugen hosts regular track days on the small Tsukuba 1000 course and that's where I came across this orange AP2.

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Along with this big-winged AP1 on Advan RGII's. Why oh why must I be too tall to fit in one of these....

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Here's another one from "I Heart Honda", a Spoon-equipped AP1 with its aero hard top.

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I'm not sure why Japanese car makers limit the color choices of exported cars, but the JDM S2000's were available in some very cool colors that never made it to US shores. Love this dark blue AP1 biting through the infield.

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The same spot on the track from a different viewpoint. RPF1's on an S2000 are always a hit.

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On my first visit to Tsukuba Circuit after moving to Japan I spotted this Amuse GT1 S2000 out for a day of tracking. Talk about a warm welcome.

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Riding pretty low for a circuit car - this S2000 takes a ride on the rumble strips.

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Back on the 1000 course, a white AP1 does its thing.

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As I mentioned before, I'm a sucker for S2000's on 16's. Gotta dig the classic look of the Watanabes.

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A view of NOB Taniguchi piloting the Top Fuel time attack S2000
a car capable of ripping 55 second lap times when needed.

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The Spoon S2000 aero might take some getting used to, but it's 100% functional.

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Even with the light mods seen here, an S2000 is a fine choice for motoring around Tsukuba - or any other racing circuit for that matter.

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Another scene from the Mugen track day as this hard topped S2000 waits in the paddock alongside some of its FF Honda cousins.

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Whether its the hardcore track look you are after...

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...or something a little more subtle - the S2000 does it all well.

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Looking back at old photos like this makes me quite anxious for my next trip to Japan. Not only am I craving the sights and sounds of Tsukuba Circuit, but the delicious taste of the curry rice served at the trackside snack bar...

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One more Amuse GT1 S2000 rounding the corners, AKA another day at Tsukuba.

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I'll wrap up with one more shot from the Mugen track day on the 1000 course.

For my next dip through the archive, I'm thinking about a selection of vintage Honda shots so keep an eye out for that!

-Mike Garrett

Honda nu arde uleiul, il foloseste.

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Titlu: ITCC K20 EK


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During the first round of the ITCC which we covered earlier, I picked up a brief spotlight on this K20 powered EK Civic that competes in the Super Touring class.

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The car is driven by ITCC organiser Philip Burdock and was built out of desire to go racing again having become bored of Time Attack.

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The car is a UK spec VTI shell but when Philip purchased it from Time Attack competitor Dean Reilly, it already had a full race spec engine but unfortunately it spun a bearing after only six laps. Philip then decided to strip the car down and rebuild it from the ground up.

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The car is running a standard Honda K20 engine (more commonly found in an EP3 Civic Type if memory serves me correct) with custom ITBs and a Motec M400 ECU. Thanks to Westward Engineering, it's currently running a strong 250BHP which is being deployed through a DC5 Integra gearbox with a Kaaz differential and a 5.9 final drive.

[Image: IMG_7797.jpg]

Brembo brakes with carbon lorraine brake pads aid in pulling this lightweight racer (940KG) up.

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The shell has been fully seam welded along with a weld-in rollcage.

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An OMP seat is Philip's office chair.

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The car is rolling on a one off set of HSD coilovers with custom spring rates front and rear with Whiteline anti-roll bars. The car is also fully poly bushed and rose jointed where needed along with a front splitter which mounted directly to the chassis.

[Image: IMG_4949.jpg]

In his first eight races, Philip has brought this Civic to the podium no less than seven times. During the last race he managed to lap the Mondello Park National Circuit in 60.7 seconds (I guess the National loop at Mondello is comparable in length to Tsukuba) but is aiming for a sub-sixty second lap before the season is out.

Not too bad for a car that was homebuilt and is only in its second season of racing ...

Paddy McGrath

Honda nu arde uleiul, il foloseste.

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[Image: wagon24.jpg]

One thing that has always baffled me about the Japanese car market is the sheer number of models available from each maker - many of them seemingly competing with each other.

Since it's Honda Month, I thought it would be interesting to go through and take a look at the vast amount of compact hatchbacks, vans, and wagons that Honda has offered in Japan over recent years.

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The Accord Wagon is a good place to start. Compared to a lot of the cars in this story this one's a pretty simple concept - a wagon version of the Accord sedan. Of course in Japan the wagon version was nearly as popular, if not more popular than the four-door.

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As you can see from this rear shot, the later model Accord Wagons had a similar look to the same year Odyssey. It also looks damn good dropped on set of Model 5's!

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Since its release in 2001, the Honda Fit has consistently been one of the best selling cars in Japan. It's also caught on big in the rest of the world.

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With its popularity comes a huge following in both the tuning and dress up markets. Whether its stripped out for the circuit or plush and loaded with ICE, the Fit is huge in Japan.

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Also occupying the compact space are older models like Honda Capa.

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The Capa was later replaced by the unique looking seven-seat Mobilio.

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In 2008 Honda replaced the Mobilio with the Freed - essentially a taller stretched out version of the Fit with sliding doors.

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Here we have the Honda Stream introduced in 2001 and based off the Civic platform.

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And the second gen Stream. You guys having any trouble keeping track of these models yet?

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If that's not enough choices for you, there's always the Honda Airwave - another MPV based on the Fit.

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Or maybe the Honda Edix is more your style? You won't find it dealers though, this model was discontinued in 2009.

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In the late '90s and early '00s Honda also sold the SMX, a shortened version of the Step Wagon that shares parts the CRV.

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It's three-door layout gives it a pretty smooth look on the driver's side.

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With the popularity of hybrid cars in the Japanese market over the last couple years, the Honda Insight is another model that can be thrown into the mix.

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Moving on to minivans - the original Honda Odyssey minivan was a rather groundbreaking vehicle, based on the Accord platform but with but with the passenger space and cargo capabilities of a van. It was hit in both Japan and the United States.

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While the USDM and JDM first gen Odysseys were the same, the models were split for the second generation. Japan got an upgraded version of the original, seen here in dressed-up form.

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America meanwhile got a bigger V6-powered Odyssey. This model was also sold in Japan as the Honda LaGreat although it proved to be a bit large for that market.

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I don't think the third generation JDM Odyssey needs much of an introduction. It's without a doubt one of the coolest looking vans ever produced.

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Both the third and fourth generation Odysseys are incredibly popular with customizers in Japan. It's vehicles like this that keep "minivan" from being a bad word.

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One of my personal favorites in Honda's line up is the Step Wagon. The Step Wagon has been around since 1996 and its high roofline gives it a more traditional van look.

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The newer models are a little less boxy but still have plenty of character. Just look at this one!

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If you are looking for something a little more plush, you can step up to the Honda Elysion. This is Honda's minivan flagship that competes with the Toyota Alphard and Nissan Elgrand.

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It might not sell as well as some of Hondas smaller vans, but the Elysion has still found its place among the dress up community.

Wow, that was a lot to cover and that doesn't even include Honda's kei cars!

So basically what we've learned here is that if you live in Japan and are looking for a practical Honda you won't find a lack of options.

Photos found on Minkara

-Mike Garrett

Honda nu arde uleiul, il foloseste.

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Pfff, e plin Speedhunters de Honda's de cand nu am mai postat pe aici asa ca sa trecem la treaba...

Titlu: Racing S2K


[Image: DSC027311.jpg]

This Honda S2000 belongs to Honda Verhagen, a Honda dealership in Rotterdam, Holland. In 2010 they raced this car in the Dutch Supercar Challenge, a series that is completely independent and runs solely on entry fees and sponsors. Unfortunately they weren't able to reach a podium finish last year. So to be more competitive this year they needed more power and contacted Hontec and R-Developments an engine rebuild.

[Image: DSC02698.jpg]

Verhagen bought the car in 2009 from Fleper Motorsport after they retired the car. Fleper is responsible for building the car and raced it extensively in Germany. At the recent Time Attack race in Assen, Verhagen tested the car with the new engine. It really stood out with its green color and the fact it was the only S2000 present.

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The car has a lot of carbon components to keep the weight down. One prominent part is the massive rear wing that keeps the rear wheels planted on the asphalt.

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These center lock 17" wheels are made by ATS and are wrapped with extra sticky Dunlop tires. Brembo provide the stopping power with 4 pot calipers and special endurance discs.

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The front end of the car has been made lighter using FRP fenders, front bumper and a carbon hood.

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The suspension is comprised of H&R components that are fully adjustable. So Verhagen can adjust the settings for each circuit it races on. Another trick part is the air jacks that allows for very quick tire changes.

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Carbon mirrors and a lexan bubble that directs air inside the driver's cabinet.

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The beating heart is this F20C that has been completely rebuilt by R-Developments. It uses Mahle racing pistons, Inline rods, Cosworth bearings and gaskets. At the front you see the TTS supercharger that gives the car more low down torque and a higher end speed on the straights.
After R-Developments finished building the engine,Hontec installed everything and then it was time for Bekerom Tuning to map the car. This resulted in 407.4 bhp at fly, 354,7bhp at the hubs. There is a small video that you can see here of the car on the dyno.

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A flocked dash, Sparco steering wheel and a Stack multifunction dash display dominate the interior.

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But there is more like this extensive rollcage, Sparco seat and fuel cell.

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To prevent fuel starvation the car has two fuel pumps that ensure the engine gets more than enough fuel out of the FT3 FIA approved fuel tank.

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While shooting the car at Hontec I saw some other cars that included this Ford Fiesta and the Mitsubishi Colt that are used for rally racing. They aren't exactly WRC material but they sure sound like them.

-Jeroen Willemsen

Honda nu arde uleiul, il foloseste.

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Titlu: Modified, Hondafied


[Image: SHAPR100.jpg]

It's no secret that if you lived in North America and were into the import car scene circa the 1990's and 2000's then you more than likely owned (or still own) a Honda. That's why more Hondas graced the pages of tuner magazines than any other car back then. Even though we have diversified our tastes and our scene has grown to include other manufacturers, the core is still held together by Hondas. So why not have a look at some of our Honda project cars, past and present, that have been at the core of our builds at Modified Mag.

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My very first Honda project car that I built (not owned) for Modified was a 1994 Honda Accord LX. I've always been a sucker for 4-doors and couldn't help but want to build a capable Accord while everyone was building Civics.

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I swapped an H22A engine into it, added some suspension and bigger brakes and went to the track. To my surprise it was a pretty capable car often beating up on Type-R's and built Civics.

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After melting a piston, I built a new H22A motor for the Accord but began to see the shortcoming's in its power delivery. If I wanted more power with reliability, I needed to make the jump to a K-series engine, which at the time was becoming the go-to swap.

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As much as I wanted to keep the Accord and go with a K-swap in it, there was too much holding it back so I made the jump to a much better platform, a 1999 Acura integra GS-R. I bought the car, sight unseen an online auction for just over $2000.00 and when the car arrived it wasn't in that great a shape, it had scratches everywhere, faded paint, and the original GS-R motor was replaced with an LS powerplant. Needless to say, I've yet to purchase a car off auction again.

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Regardless of the condition, I had a straight chassis that I could build upon. On went a JDM Type-R 5-lug swap and KW Coilovers as some of the first modifications.

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I really couldn't stand the bug eye look of the Integra so after sourcing a JDM front end, I took it upon myself to install and paint match it, rattle can style, to the rest of the car.

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Then on went some aggressive fitting (17x8.5 +32) SSR Type-F wheels and all of a sudden the Integra was starting to look much better.

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During the cold winter months in Toronto, Canada, I decided that, with the help of some friends we would finally do the K-swap.

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Three long days later, I had a running K20A and boy, was I happy to have done the swap. The K-series is such a great power plant to build off of and can produce great NA power that few engines can come close to.

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Shortly after, it came time for me to move to California so I packed the Integra up and with my brother riding shotgun set out on a 3000-mile road trip.

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Fitting a +32 offset wheel up front meant I had to run -3.5 degrees of camber. Not ideal for a road trip and the poor Dunlop Star Spec tires payed the price wearing the inside tread rather quickly. They were practically junk when I arrived in LA.

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Since then Project DC2 has seen many new parts make their way onto it's chassis. The goal has been to lighten it as much as possible but without taking the streetability out of it.

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It is mainly used as my track car now and to this day still retains it's rattle can front end paint job and beat up exterior. It's definitely one of the least pretty looking cars at the track but its probably one of the funnest to drive.

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Enough of my car though, Dave Pratte who's been working for Modified almost as long as I have, has owned plenty of Hondas but by far his most involved project has to be his EG Civic race car that also has a K-swap under the hood.
This Civic has actually been 10 years in the making, having been originally picked up for Autocross and Time Attack duty on the local level (having gone through several D-series and B-series engine builds along the way), but evolved into a full blown race car that picked up six race wins in the Canadian Touring Car Championship during it's first season of road racing action. Visible mods include a C-West body kit, J's Racing rear wing, el cheapo carbon hood, lexan side and rear windows, and SSR Competition wheels wrapped in Toyo R888 rubber. Beneath the "look at me! Lime Green Metallic" paint (a factory NSX color option in Japan) there's some pretty baller hardware including Moton triple-adjustable shocks with Eibach ERS springs (900 lb/in front and 1100 lb/in rear), ASR 32mm hollow rear swaybar and subframe brace, a fully built K20 gearbox with JDM 4th, 5th, and 6th gears, 4.7 final drive and a Kaaz LSD, Exedy Hyper Single clutch kit, and Axle System Stage 4 driveshafts.

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One of the first tech stories we did on Dave's EG in Modified was a full K24 engine build featuring Ross pistons, Blueprint rods, Skunk2 cams and valvetrain, and some head porting by Gord Bush Performance.

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Tuned by our good friend Kenneth "Turtle" Lau from Project Motoring, our K24 pumped 280whp on the dyno, but blew up pretty quickly. Turned out the block we used had a line bore issue we were unaware of until tearing the engine down and examining it more closely after the failure. Live and learn.

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One of the most popular tech stories we've ever done in Modified was the custom carbon/Kevlar front splitter Andrew of Auto Analyser helped us build. The welded in chassis mounts and quick release push pins made for a extremely strong (and therefore effective) design.

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The high density foam core wrapped by an inner layer of carbon fiber and an outer layer of Kevlar made for a durable and lightweight (7 lbs) piece.

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One of our favorite annual trips used to be heading to VIR to compete in the now defunct GT Live Time Attack with our trusty old EG. VIR is a truly world-class track, it's signature Oak Tree corner making for a unique photo op.

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Most recently, we installed a Kraftwerks supercharger kit (based on a Rotrex C38 blower) and a Vibrant Performance front mount intercooler setup custom fabricated for us by Sasha and his team at and tuned on a K-Pro ECU. It managed to squeeze a rock solid 412whp out of a stock K24 block with Skunk2 Stage 3 cams and valvetrain. Not too shabby!

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Probably our most involved and hardcore race build to date has been regular Modified contributor Andrew Wojteczko. He started off with a black 2005 S2000 that included Moton Clubsport dampers, K&N intake, Hondata Kpro with SG-Motorsport tune and a Buddy Club header with a Fujitsobo Ti cat back. Inside there was a Hard-Dog 4 point roll bar with OMP grip seats and 6 point belts. It was a great balance between daily drivability and on track performance.

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At an event at VIR Raceway Andrew struck oil during his final time attack session after the DentSport 240SX expired a motor on track. The car and driver suffered a very hard crash into the turn 4 tire wall that unfortunately marked the end of our S2000 project.

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Despite having 6-point belts and a HANS in the VIR crash it still hurt quite a bit. This prompted the next S2000 build to be a full out race car on a theft recovery AP1 chassis complete with Recaro Pro Racer SPA HANS head support seat, Safecraft 6 point belts and right side net, Lifeline fire system and all the other safety stuff that really should be in a track/race car.

[Image: SHAPR76.jpg]

With this project we aren't sparing anything in the quest to go as fast as we can with safety in mind. A J's Racing GT aero package with DJ racecars dual element rear wing and GT Motoring carbon trunk has been fitted to the S2000, while extensive suspension analysis by Auto Analyser Performance, Moton triple adjustable dampers, Advan rims and A005 racing slicks, MoTeC ADL dash and M800 ECU, Tilton triple floor mount pedals, PFC calipers/Project Mu pads and much much more are being installed on the car.

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We're after big power matched with excellent reliability. Though this is a challenging goal, we've put together the right ingredients including a Fully built Gord Bush Performance engine with Carrillo rods, ARE/Auto Analyser Performance Dry Sump, lightened and balanced crank, Supertech valves and beehive springs, ARP head and manifold studs and 3mm head gasket. Full-Race manifold with Borg Warner EFR turbo and twin water cooled Tial MV-S wastegates. All mated up to a Competition Clutch twin disk setup with hydraulic release bearing, Driveshaft shop prop shaft and Puddy Mod Stage 5 rear end.

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We are taking the necessary steps to make sure our S2000 racecar project is done right. The chassis is currently being fully media-blasted then stitch/seam welded, lightened and ready for powder paint. By removing all paint and deadener the chassis is as light as possible and the clean surface helps improve weldability. We can't wait to get the Advan black/red livery on and shakedown this monster, which will all be available to read about in a future issue of Modified Mag.

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Our latest Honda project car to join the fleet is Associate Editor Nate Hassler's 1998 Honda Civic that has owned for about 6 years. I'll let Nate explain more about his pride and joy. We have been through a lot together. I originally bought the car from a gentleman who had a good amount of the parts stockpiled, but the car was not in running condition. Over the course of about 4 months, we put it together in his garage and I drove it home just in time for summer.

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Having owned a '00 Civic Si previously, which was stolen and completely stripped (as is all too often the case) I knew I was pushing my luck daily driving a car like this. But I didn't care I loved (and still do love) my Honda, so I began adding small bits to the exterior of the car. Subtle and JDM was my modus operandi.

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All this time, the motor in my car was pretty much a hunk'o junk. I had been running on a free B16A swap, and it was worth every penny. Eventually the motor blew a few rings, so I took that opportunity to upgrade to a mildly built LS/VTEC "Frankenstein" motor. With 11.5/1 pistons, rods, and a ported head with CTR cams, the new motor made 183 whp.

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At this point, I knew the car needed to live it's life in a garage. Sad, but true! Once upon a time, it served as my daily driver around the city streets of Portland Oregon. But even in the lovely and seemingly quiet Northwest, Honda thieves lurk in the alleyways, just waiting for a car like mine to pop up in the wrong place at the wrong time. Incidentally, at this point in time, I also had a stroke of bad luck and kinda-sorta wrecked the car. Not too bad, but it really bummed me out. The car sat in my garage for over a year until I moved to LA and began working at Modified.

[Image: SHAPR84.jpg]

The new job gave me the motivation and means to begin working on the car again, and I couldn't be happier. With a few track days under my belt, and a long laundry list of stuff to do on my Civic, I'll surely be busy enough. The car is no longer a daily driver, but that's okay because it's really much more fun on track. Plus it's a real pain in the you-know-what to drive a car this loud and uncomfortable on the streets, especially with CHP Officers breathing down my neck.
If you'd like more information on our project cars or to follow along on the progress you simply need to pick up the latest issue of Modified, where you're bound to find one of these Honda's being built.

-Peter Tarach

Honda nu arde uleiul, il foloseste.

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[Image: SpoonNSXRGT-086.jpg]

Over the 23 years Spoon Sports has been in business it has firmly established itself as one of the biggest names in Honda circles. With the simple motto that every 1/1000 of a second counts they have created their own tuning philosophy and applied it successfully to both road and race cars. Ichishima-san has always preferred to dedicate himself to the affordable spectrum of Honda production cars, almost ignoring one of Honda's greatest creations, the NSX. So you can imagine how excited everyone got back in 2008 when he came out of nowhere with the car you see here.

[Image: SpoonNSXRGT-032.jpg]

Built to celebrate Spoon's 20 years of race entries, Ichishima decided to go full out and build a special racing version of the NSX-R GT that he would, later on that year, enter in the Macau Grand Prix.

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It's not every day you get the chance to take a look at such a rare car, so when Ichishima invited me to Motegi during one of the final test sessions before the car was due to be shipped out, I definitely didn't turn him down.

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Applying Spoon's knowhow to the C32B can only give incredible results, and this particular build showed the just how extreme Spoon can really go if they want. So boosting power and response of the V6 is a fully balanced one-off stroker kit that lifts capacity to 3.5L. The heads are ported to increase airflow and boost response and fitted along with special Spoon camshafts. Once sealed along with the Spoon metal head gasket an 11.0:1 compression ratio was achieved.

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While fully custom race headers and exhaust were created the intake side employes a Toda Racing injection kit made up of a six-throttle conversion and special blue-anodized velocity stacks. Yes the sound is insane! Ichishima says power is around the 400 HP range but seeing the car blast down the Motegi short course I'd guess that was a very conservative estimate.

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The work that went on behind this build is nothing short of mind-boggling, it is a true race car in every sense of the word. The all-aluminum chassis was further stiffened and fitted with a custom cage before being painted in gray, a special color that Spoon uses on all their race cars. Simplicity rules inside with a Takata race harness equipped lightweight carbon-Kevlar race seat and the same Spoon steering wheel that is sold on the Spoon catalogue.

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Stock instrumentation is replaced with an LCD race display. If you recognize the orange character you will also be able to figure out who took care of creating the lightweight dry carbon...

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...dashboard and body parts!

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The stock 6-speeder is joined by a ton of Spoon parts like the clutch disc, lightweight flywheel, release bearing, clutch hose, special LSD and a 4.4 final.

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A look at the carbon doors.

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A lot of effort went into shaving weight off (down to 980 kg!) so along with the doors the NSX-R also sports a carbon hood. The "GT" front...

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...side and rear treatment help enhance looks, especially with the blue and yellow livery. Oh and that "unicorn" air intake is a must for feeding air to those six hungry throttles!

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A staggered set up is run with 9.5Jx17"; SSR Type-C RS and 240/640R17 Advan slicks at the front, with the rear running 10JX18" rims and 250/660R18 rubber.

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A set of Tein adjustable race dampers are used at each corner while unmistakable Spoon monobloc 4-pot calipers take care of braking.

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Ichishima had a bit of trouble in Macau on during the qualifying session of the 2008 race, smashing the side of the car against the barriers as the rear end kicked out when exiting the last corner of the street course. The mechanics stayed up all night to fix the car and it was as good as new for race day.

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He finished in third in his class and 6th overall, a great success for the team and the car. You can check out this cool film of the race
and hear that screaming V6 for yourselves! I'm not sure where this car is kept now, but since I have to head over to Spoon Sports in a few days I can see if it's still kept at the shop and maybe get a few pictures. More on Spoon soon!

Spoon Sports

-Dino Dalle Carbonare

Honda nu arde uleiul, il foloseste.

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