Spoon Sports’ rigid collar system was installed prior to a comprehensive corner balancing session and Jesus dragged his hatch to every HPD event in the area. He adds, I went everywhere [including] Summit Point and VIR, and with the car dialed in, I did really well.

Jesus rebuilt his dream, and now his dream has grown into a full-fledged race toy. When asked what could possibly be next, Jesus stated, The car’s going back under the knife so I can do time attack. It’ll be a K-series with boost.

1999 honda civic DX spoon sports valve cover 02
1999 honda civic DX k tuned fuel pressure gauge 03
1999 honda civic DX TWM ITBs 04

Bolts & Washers

Propulsion
B18C1 (now 2.2L)
Modified OEM Type R oil pump
Drop Engineering engine mounts
Darton MID sleeves
95mm Eagle crankshaft
Wiseco pistons 12.8:1
Eagle stroker rods
ITR oil pump
TWM 52mm performance ITBS
Toda cams
Skunk2 retainers
Skunk2 valve springs
Skunk2 bronze valve guides
Skunk2 racing valves
Supertech keepers
DC Sports cam gears
Bisimoto exhaust manifold
Buddy Club spec 2 exhaust
Custom 3 vibrant test pipe
AEM 390 fuel pump
440cc RC injectors
TWM fuel rail
-8an custom braided fuel lines
Rusell fuel filter
Blox inline fuel pressure regulator
Spoon Sports half radiator
Spoon Sports radiator hoses
Spoon Sports plug wires
PWJDM Kevlar stacks
GS-R transmission
Driveshaft Shop 2.9 axles
Competition twin disk clutch
Quaife LSD
1999 honda civic DX B18C1 06 Photo 11/22 |
Darton MID sleeves, an Eagle crank, and Wiseco pistons help push this B18C1 to a 2.2L.

Suspension
Tein Super Flex coilovers
ASR front/rear sway bar
Miracle X brace
Spoon Sports shock tower bar
Energy suspension bushings
Buddy club adjustable A-arms
Buddy club adjustable rear camber kit
J’s racing rear brace
Custom welded structural braces
Spoon Sports rigid collar

Resistance
EBC brake rotors
Spoon Sports brake pads
Spoon Sports brake lines
OEM Civic Type R brake calipers
Project MU brake fluid

1999 honda civic DX miracle x brace 15
1999 honda civic DX APR rear diffuser 13
1999 honda civic DX seeker rear wing 14

Wheels & Tires
Spoon SW388 15×6.5 +42
Bridgestone Potenza Re-01 205/50-R15

Exterior
Laguna Seca Blue paint
Spoon Sports carbon fiber hood
Spoon Sports rear diffuser
Seeker rear wing
APR rear diffuser
APR carbon fiber canards
Chargespeed front lip
Custom side skirt splitter
Custom front splitter
1999 honda civic DX miracle x brace 11 Photo 15/22 | 1999 Honda Civic DX – Rebuilding The Rebuild

Interior
STATUS racing seats
Takata harnesses
Spoon Sports Gen 1 steering wheel
Spoon Sports Duracon shift knob
Spoon Sports rear view mirror
K-Tuned shifter
Cusco 5-point cage

Electronics
Hondata s300
AEM wideband
AEM voltmeter

Props
All my friends and Family.
Everyone at Mid-Atlantic Motor Works.
Carlos at Momentum Auto Works.
1999 honda civic DX custom side skirt splitter 08 Photo 16/22 | 1999 Honda Civic DX – Rebuilding The Rebuild

Owner Specs

Daily Grind
Machine Operator

Favorite Site
NWP4LIFE

Screen Name
SPOONEK9R

Building Hondas
6 Years

Dream Car
NSX

Inspiration For This Build
Spoon Sports race cars and building something different around my hometown.

Future Build
BMW e30 with an F22
1999 honda civic DX seeker rear wing 07 Photo 17/22 | 1999 Honda Civic DX – Rebuilding The Rebuild

The Collector

For those not in the know, the house of Spoon is a Honda specific tuner with a quarter century worth of trial-and-error under their belts, and Jesus Luna happens to have a habit of collecting any and everything they have to offer. His obsession started with his first build, a ’99 Si. He’d swapped a B16B, an engine that had come straight from Japan, and sported a Spoon Sports valve cover. Jesus said, I live in a small town and not a lot of people have more rare stuff. Having it was cool. Jesus appreciates all the other JDM tuners, but likes Spoon most of all. Spoon Sports is the closest you can get to a Honda factory race team, without being one. His current collection entails many of the parts currently available for his chassis, a set of the classic SW388’s, and a super rare Spoon Sports carbon-fiber hood. He’s always on the lookout for more, so if you run across any extra Spoon pieces, he’ll surely take them off your hands!

While there isn’t much in the way of true performance models in Honda’s lineup (NSX, please hurry! ), it hasn’t stopped them from trying. With the Civic Si being its saving grace, Honda’s own HPD division is stepping around help as a factory performance option, especially since Mugen parts aren’t as flourishing as they once were, no less than, not in the States. (Random fact: Mugen options back into the late ’80s/early ’90s were so unpopular that we’ve heard stories of dealerships returning plenty of product back to Honda, where they were then dumped into the trash. We cry whenever we think of this.) And they’ve picked an ideal car to debut its parts on: the CRZ. Now, Honda Performance Development isn’t some new thing-it’s been used about 20 years, backing Honda’s racing ventures in North America-but thefor several: the CRZ is a car that was just begging for help in the performance category, being the nearest thing to some CRX we’ll ever get. HPD will get the props for bringing it up to a level that is essentially a new-school Rex. But don’t confuse this HPD-equipped hybrid as being a car you can walk into a dealership for, sign a few papers, drop some cash for and drive with. These are actually factory backed add-ons that one could pick and choose; not your best option, but it’ll have to do…right now. We could test-drive an entirely equipped CRZ with the following HPD parts: supercharger injectors, kit and intercooler ECU reflash, exhaust and drivetrain upgrades (clutch and LSD). We’ll be the first to say, this is the CRZ that Honda should’ve come out with right from the start!

Turn the key and this newfound hybrid roars to life. If it continued a strict workout regimen and packed on some muscle, the exhaust system adds a nice, sporty tone, as. However if that’s the situation, then the supercharger is the anabolic steroids, taking the 122hp/128lb-ft engine as much as an estimated 187hp/171lb-ft, a huge and very noticeable difference in drivability. Trust us when we say this little hatch hauls ass. More performance comes in the suspension department: you get lowering springs and sport-tuned Showa shocks, making the ride slightly bumpier. (Although it’s no problem if you’re used to driving cars riding on coilovers.) There are 18 wheels that replace the stock 16s; those come with sportier tires. We can also appreciate the greater, four-piston caliper, front brake upgrade, but it’s nothing overkill since it still works harmoniously with the original brake booster and ABS.that may match the already available front lip and rear spoiler perfectly. At the very least, you will want the upsized 18s already mentioned. All the HPD parts bolt on to any 2011 or newer model, and so are 50-state street legal (using the supercharger coming on-sale probably by the time you will be reading this). These HPD mods may not bring the CRZ back to American Honda’s Type R glory days, but it’s a good step forward. Until they restore a Type R of some sort, that may be.

That New Car Smell

2014 Honda CRZ HPD Edition

Engine 1.5L i-VTEC; Honda Performance Development (HPD) Rotrex supercharger kit, air-to-air intercooler, fuel injectors and after-cat exhaust

The Energy 187hp/171lb-ft

Drivetrain HPD sport clutch and limited-slip differential

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This Nissan Skyline might be the most un-JDM R34 we’ve ever seen – it rocks a 2JZ-GTE engine. But does that have to be bad? Depends your identiity. If you’re a purist, you can turn the page. But when you have an open mind and dig high horsepower and being different, this R34 feature will give you a difficult-on.

Introducing Niclas Frohlund. By his name alone, you may tell he’s not our typical feature car owner. It took us several months to follow him and a photographer right down to get these photos. Although with enough patience, we had the ability togonna lie… it absolutely was a bit tough to communicate halfway around the world with Niclas but we did uncover some interesting facts about him through e-mail. By trade, he’s a welder and engineer. Also, he does all of the wrenching and fab work himself together with his close friend Pierre Karlsson-quite impressive considering the volume of custom fabrication required of the build like this is a tad bit more compared to what an average mechanic is comfortable doing. While he’s a master within the garage, his passion is both speed and drifting. He ran an S14 200SX for 3 years but got bored and desired to push his driving skills further while also using a car which you wouldn’t normally see with an open track or drift day in Sweden, before R34 project.

Once Niclas parted ways with his S14, he used the money to buy a twin-turbo 2JZ-GTE away from a Toyota Supra. Unfortunately, he didn’t have any money left for a car, but step one was complete. After months of searching, he came across this R34 shell that was missing an engine. The R34 ’99 Skyline GT-T was picked up at theBefore Niclas built custom mounts to the chassis, he upgraded everything he could to produce a reliable and usable 600 hp platform. This included the single turbo conversion, custom manifold, upgrated fueling system and exhaust.

The drivetrain is a bit of a tricky one. Also easily cost effective for replace if something happened, although since Niclas would be utilizing the car strictly for drifting, he figured he’d a get gearbox that was strong and would work with the 2JZ. So he utilized a BMW gearbox that’s originally intended for a diesel, matched with a Tilton clutch to handle torque.

Next on Niclas’ hit list was preparing the chassis for abuse. He pieced together a coilover setup using a mix ofThe inside is a bit of the odd ball, too. Originally, the GT-T shell came right-hand drive but such as the 2JZ engine swap, Niclas had it converted to another side to be legit with the roads within his hometown. A whole-on rollcage was welded together by Niclas, but funnily enough his favorite area of the car is definitely the dash. It’s not your typical gauge cluster. He’s using a pc tablet to monitor the complete car making it easier to log and this allows him to concentrate more on the driving than worrying about looking at all of the gauges.

This year is going to be perfecting his Skyline for drifting, although niclas tells us that ’13 was about shaking across the car. Whether you hate it or love it, we can agree that he’s made the best use out of some interesting parts, whether it’s the Toyota 2JZ engine, BMW tranny, Mitsubishi brakes or tablet dashlogger-he’s created one of the most unique R34 Skylines in the world that’s a perfect fit for this special issue.

The ability of building a car for style alone is frequently times just as impressive as those who opt for the way of performance. They’ll argue back and forth endlessly, but at the end of the day these arguments are all valid; it ultimately remains the owner’s choice about how they decide to modify, just as it is yours to dress, go and style about any of your daily business. For Keita Kikuchi, he tends to fall on the stylish side but he knows fully well that it’s what makes his car stand out. Actually, he was so hard up about the absence of mods under his S15 Silvia engine bay that he or she refused to pop the hood (it’s not entirely stock, since it sports the necessary basics). We’re okay with thismethod of exterior styling. Part of the last generation from the S-chassis, the Silvia S15 has a unique silhouette all of its own but Keita’s is modified classically to help retain this perfection with parts from the 326power collection, like a 3D STAR aero kit using a front bumper, roof spoiler and side skirts. The custom color combination could be considered a little wild with its copper accents, yet it’s fashionable without being gaudy. The roof is done in true Japanese style, a brushed green metallic look we think is a nice touch. Keita also selected black faced SSR Professor VF-1s to help fill the widened Super Made custom and fendersvarious kinds of control arms to help accomplish its slammed look and to help keep the tires from hitting the fenders, which it did until he had set up the Nissan Silvia S15 properly. Even the slightest change in ride height affects the alignment, Keita explains. Every time you will make these changes, test-drive the auto over and over until you’re satisfied. Inside, the vehicle bursts out at you inside a sea of red with Bride seats, custom upholstered rear seats, center console and floor mats. Even his jungle gym-like 8-point Saito roll cage is wrapped with red cushioning to match the aesthetic on thisthe standard drift machine that we’re normally familiar with seeing when it comes to the S15 chassis but it’s still a very cool looking alternative for those who crave a difference without having to sacrifice performance where it counts. Style maintains its argument for another day…

New cars are undeniably expensive. But if you’re looking to get an agreement on a new car, you’ve got lots of options at your local Nissan dealership. Among the best ways to save when buying a Nissan would be to purchase one which has been preowned. At Nissan Redlands, you’ll find a variety of used Nissans, some as little as 1 year old. These are generally cars that were traded in toward purchasing something newer. The cars have all been inspected and tested through the expert mechanics on site before ever being placed for sale,. That’s the excellent advantage of buying used from the big, reputable dealership. Prior to deciding to purchased it and you are receiving a used car in the absolute best shape possible, You’ll know that any repairs the vehicle could possibly have needed were taken care of.

If you have your heart set on a brand new car, you’ll find plenty of options at Metro Nissan Redlands for that too. The dealership offers different deals and specials throughout the year, often centering around holidays. Make sure you check their webpage frequently for special promotions that will help you save. They also offer coupons as well as other specials on the weekly basis that are often advertised per week in the local newspaper. Be sure you check the newspaper inserts for these particular deals. Also you can talk to someone in the financing department about what’s right for you. If you qualify, there are often specials on financing available. By prequalifying online prior to visiting the car lot, you can even save your time. If you don’t need a car but are trying to find parts or accessory specials, these vary, too, and can also be found online or in the paper, to save you time.

Restoring a Datsun 510 doesn’t make any sense. Yeah, we said it. A flip through the NADA Classic Car Guide tells us that a high quality bone-stock 510 two-door sedan will run a paltry $8,000, which seems a little low in the current market. Kelly Blue Book suggests that a two-door 510 can be a $12,000 car, and a wagon in top condition tops $17,000, which sounds a little more on target, considering how not every person is really available. Buy one cheap, and the metalwork (plus parts, in the lack of reproduction sheet metal) plus a decent paint job alone would run that much. Seventy bucks one hour at a shop adds up quick if you’re not handy having a welder or possibly a spray gun. Who in their right minds would spend $25,000 of their own money to restore a $12,000 car?

Because of this sad economic fact, the 510 isn’t the type of car that gets restored much. Oh, they’re redone plenty-modded and rodded to the owner’s heart’s content; just about any old-school car demonstrate care to check out will bear that out-but rebuilding an automobile with just 96hp under the hood and skinny steel wheels on the ground back to factory specification? And then getting blown away by the girlfriend’s Nissan Versa in a light? Absolutely no way. And when it’s so easy to create performance in a car you’re keen on returning to life, temptation beckons.

Fortunately, the old-car hobby doesn’t often make sense. The center wants precisely what the heart wants, and in Ryan Bauer’s case, he wanted a Datsun 510. Aiding in his quest: as someone who has repaired and built cars for almost two decades, he had the talent and work ethic to accomplish most of what he required to do himself, without farming it out to shops.Do Not Pass Go Ichi Maru

The Fullerton, CA resident (or, more correctly, his wife, Leslie) found this particular one quietly rotting away about ten minutes at home, back in ’07. (Attention single men looking at this: when your wife encourages anyone to have some fun with an old car, take her on it and say thank you.) Truth be told, what Leslie found was a mess. It was generally a bucket [of what, Ryan failed to say -ED], though it was fairly complete. The interior was thrashed, where there was no carpet, no headliner, along with the gauges didn’t function. It had a sunroof, cut in by a previous owner, which leaked and rotted out the floor pans. The reduced rear quarters were rotted from the trunk seal leaking. With a rebuilt L-series 1600 and a five-speed stick, though other than that it had been pretty solid. It was still a running and driving car.

Which, that you can gather in the pictures, promptly got yanked and replaced using a Nissan SR20. Old school is relative; including the all-aluminum, DOHC 16-valve all-electronic marvel of the two-liter Four known as the SR20 is a quarter-century old now. Even so, the turbocharged black-top SR20DET more than doubles the L-series’ power, and enables greater tunability. I had wanted SR power for years, and now I could have one in a pre smog car. I’m not a carburetor guy therefore i didn’t would like to keep the L-series motor, plus a built L-series is both pretty expensive and not nearly as good as an SR. Honestly, no other swap even occurred to me. For Ryan, the issues an SR20 solved were in excess ofunderneath the hoods of recently-built 510s, existing kits require some massaging and finessing to help make work. (See sidebar.) Ryan started with a McKinney Motorsports crossmember that I heavily modified. That’s the biggest point about this swap. The conversion is remarkably simple; it’s why the SR is so popular in these. I had the fuel lines backwards, once I reversed then it fired up try. The heavily modified crossmember was to accept NISMO Silvia motor mounts, the Flaming River rack-and-pinion steering conversion, and the re-positioning of the control-arm pickup points; Ryan moved those by an inch, i had the swap done and running within six months.

The JDM S13 Silvia five-speed remained aboard. Though it’s not been to a dyno yet, a brief look at the pieces used in the build-a GReddy intake manifold, McKinney ceramic-coated exhaust manifold, Crower cams, Deatchwerks 550cc injectors as well as an ECU optimization-should bring it near enough to 300hp. The Silvia’s transmission might be able to handle that, nevertheless the 510’s stock rear end can’t. Hence the swap to an R180 rear, an even more-or-less direct bolt-in pilfered from the Subaru WRX STI. For your SR guys, the STI R180 rear is popular. The R160 rear ends don’t like big power. Plus, it’s a factory LSD and plentiful, so it’s sort ofWill Not Pass Go Ichi Maru

Tripling the ability, you’d think, would make a mess from the unit-body, threatening to pretzel the subframe rails or pop the windshield clean out; a stock 510 wasn’t built for the torque that 300 turbocharged ponies would send through it. Rather than add weight and complexity with a roll-bar, Ryan made a decision to seam-weld the subframes to the new floors. So far, seam-welding seems to be enough, he reports. Since I don’t drag launch it, it doesn’t get massive levels of power applied from a stop. That’s really what bends the chassis.

But none of this touches on the mess of a body he was presented with. The definition of a 20-footer, it looked fine under its relatively recent orange hue. Again, hands-on experience eased things considerably, (It wasn’t.) Luckily. With the exception of the rooftop replacement, this entire car was built by me in my garage. Troy Ermish did the roof; that’s one thing I wouldn’t attempt. He’s tried it countless times and is very familiar with the procedure. Also, I planned to do the interior inside the original style, and doing the headliner would have been a total bitch. I have done upholstery for any living years back, and I didn’t even want to deal with that. Patch panels, new floors and rear quarter sections were finished, welded and smoothed with little more than a skim coat of body filler. That got our bodies solid, and hours of sanding, painting and blocking made it look straight.

It can look far deeper and cooler in diffused light, though the paint is a BMW Z4 color, Urban Green; in some light it looks almost military. I needed a vintage look, nothing too modern and not too loud, Ryan tells us. I saw this shade of green on other cars; I just never knew what car it came from, although I was originally going to paint it grey. Once I saw it on a BMW Z4, and that i knew it had been the original paint color, that simply sealed it for me. It also helps the NOS badging get noticedDo Not Pass Go Ichi Maru

What’s more, it’s not just a show pony. It’s never been trailered anywhere, it gets autocrossed, and I’ve driven it to SoCal and back. The suspension evolved during the period of a year while i was heavily autocrossing it and making changes as I saw weaknesses. It’s very stiff but rides well, because all the geometries are changed. So it’s lowered but it really doesn’t ride like it mainly because it has a lot of travel and proper control arm angles and correct bump steer. This is my first old school car of any sort, and it’s the most reliable car I own, Ryan tells us. I don’t drive it as much as I’d like these days, even though Over 8,000 miles throughout two years. Life has gotten busy.

Ryan shies away from thinking about how much he’s invested in his 510. If he did, we bet he could be perilously near to top-end guidebook money for his 510, if not more, I’ve never added up the money…I’ve for ages been told to never accomplish that. Yet. Costs would likely have doubled had he subcontracted everything out.

Try it for yourself? Take your time? Make it restrained? Mods or no mods, we could just have tripped into the justification for restoring a Datsun 510. Have got a go. Make it happen. Suddenly, it seems perfectly rational. The speed parts are simply icing.

1990 Nissan 240SX (RPS13) – Expendable Equipment

So here’s an interesting fact: Drifting originated in Japan. Sure, we are able to argue this until our company is both blue in the face. Somebody will swear that the little town his grandfather grew up in used to organize contests for who could swing the rear end in their tractor out your furthest and longest, or somebody will chime in with movie references involving a certain orange Charger. At the end of the time, however, the competitive drifting that we see here in America is a derivative of what dudes in Japan did in the early ’90s to showcase their car control skills. One of the most fascinating reasons for having America is its ability to take something foreign and put a distinct spin on it, sometimes making it far more suitable for the regional population. Consider the burrito as an illustration-it’s considerably different in ingredients and size in america compared to precisely what is commonly seen in Mexico. Drifting has also evolved into something different here in the states than what is often found in Japan. What was originally born from the desire to demonstrate both the driving skill and the automotive styling of oneself in Japan has become something much crazier here in the States. Cars with chassis engineering and fabrication work more extensive than even D1 level cars are becoming abundant at amateur level events. The amount of power these cars are creating is likewise astounding-not to mention the torque. At this point, drifting in the states has adapted and become something almost completely different than Japan. The alterations make sense naturally. Local parts availability and cost play a large part in how cars are now beingseems to have a much larger emphasis on machine preparation, from partially tube-frame chassis becoming the norm for the widespread usage of fuel cells and the nature of the engines, which are becoming total powerhouses, boasting huge numbers that dwarf even dedicated race cars. Most of the cars here seem to be built as tools or equipment used in the game, whereas in Japan, even going to this day, performance often takes a back seat to aesthetics. Perhaps this really is a by-product from the difference in culture in between the two countries. In many cases when a Japanese drift car is suffers and wrecked major damage the vehicle is repaired irrespective of the cost. In numerous parts of the United States, where rust and strict inspection laws are not a challenge, the damaged car is oftentimes re-shelled, swapping over anything salvageable from the crashed car to a new chassis. Differences such as this highlight the inclination of a combined mind-set to adhere to the most efficient and effectivethe owner of this ’90 Nissan 240SX is a drifting aficionado, and possesses built this car to the sole intent behind partaking with this activity. The automobile you see before you is actually his second 240SX, purchased to consider over the job of his first S13 after the abuse he had put it through became greater than the tired old chassis could handle. This car is a great demonstration of an American-built drift machine put together with Japanese influences. Probably the most important aspects of Japanese drifting is the sound that the participating cars emit. Who can honestly say that they are doing not enjoy the horrific yet beautiful sounds that an uncorked turbo engine creates? Yes, in nowadays of torque drifting, Mike has chosen the tried-and-true SR20DET engine to power his 240SX-the engine that Nissan had designed to power this highly sought after platform. The engine was built, however, with parts sourced from manufacturers depending on both sides of the Pacific Ocean. An AEM pump sends fuel through a SARD fuel rail and pressure regulator before entering the intake manifold through 1,000cc Smart Fire injectors, where it is actually converted into exhaust gases and sent from the Streetorstrip exhaust manifold before becoming the force that spins the 57 trim turbocharger or being expelled by the Tial wastegate, depending on the intake manifold pressure level at that moment. Once past the turbo, the exhaust gases are sent by way of a custom 3-inch elbow, downpipe, and ISIS cat-back. From the suction generated by the aforementioned turbo, air is pulled into and pressurized prior to being forced with the intercooler and ultimately in to the engine. Drifting places an especially large amount of strain for your cooling system because of the lack of direct frontal airflow. To remedy this, Mike chose not to take any chances. An aluminum Koyo radiator replaces the frail and old original part. Due to the limited fuel choices available in the United States this car runs on E85, a popular alternative to race fuel with similar properties to high-octane gasoline-another distinctly American element of this car.

1990 nissan 240SX koyo radiator 26

1990 nissan 240SX pro comp fuel pressure gauge 25

1990 nissan 240SX turbocharger 24

American innovation becomes even further apparent when taking a closer inspection at the drivetrain. The main reason for interest may be the six-speed transmission originally coming from a 350Z adapted to work with the SR20 engine, the strength of the transmission as well as the added capability to keep the engine within its powerband proves the conversion’s worth. Well-thought-out modifications like this transmission play a large part in giving Mike the ability to tandem with V-8-powered cars, which don’t really need to worry about being in their powerband because of the endless level of torque available. A Spec clutch and flywheel were installed involving the engine and transmission, a Maverick Motorsports transmission mount supports the gearbox into positionstyles and parts, blending them in to a unique look. The BN Sports Type II aero kit is actually Japanese, and is a very nice touch on the list of hoards of stock body drift cars found in the states. The aggressive style that BN sports is known for effectively eliminating virtually any gap between the ground and the car, that is a huge plus for the aesthetic appeal on this car. A custom rear spoiler was created, as were the flares on the Origin Lab over-fenders, by Mike himself. As soon as the full aero rear, kit and front over-fenders were installed, the automobile was in dire need of a full respray. The paintwork was performed by Elite Automotive Finishes, who mixed up a batch of custom teal for this car, complete with pink flake mixed into the clear and, of course, the wild lace pattern roof. The gutted interior, engine bay, and doorjambs were also painted. Mike chose a metallic pink for these areas, which provides an eye-popping contrast in the blue exterior. Of course, the earth-scraping aero will not have nearly exactly the same visual impact on the car at stock height or with any wheel-to-fender gap present. This was addressed with the addition of KSport adjustable coilovers replacing the tired old shocks and struts, stiffening the ride and bringing the whole chassis down a significant amount. The noteworthy ride height change threw any chance of getting the car anywhere near reasonable or usable alignment specs straight out the window. To remedy this, a complete set of adjustable Intense Power control arms were installed, replacing that old worn-out bushings in the process too. While Mike was under the car, he chose to modify the steering rack mounting position, moving it forward on the crossmember to get better feel and eliminate binding at full lock-a drifting-specific modification that is growing in popularity. The rear subframe on these old Nissans is known for the very first bushings having loads of movement, contributing to sloppy and unpredictable rearend feel. To remedy this, Mike solid-mounted the subframe to the chassis, raising it in the process to give the control arm angles back down as far as possible without affecting ride height.

As we say, Mike has created a machine that functions just as he planned, allowing him to pursue excellence in the art of drifting, by combining the better of both worlds. He has caused it to be very clear that he or she plans to absolutely destroy the auto in time-and that there is not any avoiding it. There is no potential for regret, simply the knowledge which he pushed his skills on the limit together with the catalyst which he created with his two hands, and that he will keep finding that limit faster and deeper than the before he encountered it, by doing so.

Just because you possess kids doesn’t mean that you are currently no longer cool. In a lot of ways, you are the cool person that you used to be before the kids came. With these few things, you can cement your reputation because the cool parent in town and maintain your style at the same time.

1. Let Your Kids Express Themselves

Letting the kids express themselves, whether it is through sports, art or other activities is a great method for your kids to idolize you. Don’t think that you have to force a bunch of lessons and other activities. Let you kids have a say in what they want to do, whether it be learning how to take part in the drums or learn karate. When your kids know they can express themselves, they will be happy and well adjusted.

2. Have a Car That Shows How Cool You Are

With the Fiat 500X from fiat dealership Los Angeles, you will have the coolest car in the neighborhood. Not only do you get the wow factor of your Fiat’s design, but furthermore you will have a car that is easier on the budget with lower monthly payments and great fuel useage. This crossover also boasts AWD and a lot more cargo room than other Fiats, meaning that you can get anywhere you want to go. Find out more about the Fiat 500X by going to OC Fiat.

3. Find Activities to do With Your Young Ones

It is something to have your young ones enrolled in activities they love, but also be sure you take some time out from time to time to complete things as being a family. You can have board game night once a week, go on campouts every now and then or even take a trip to a baseball game. Irrespective of what you plan with the kids, you will be sure to make memories.

If you’ve ever seen a Porsche Supercup race, you’ve probably wondered how you’d fare within the Porsche’s GT3-based spec series. And if you haven’t, then you must have considered what it would be like to drive one of these cars on the street…

If you’ve been lucky enough to drive the 911 GT3 RS, because it’s actually the basis for your GT3 Cup cars employed in the Supercup series, in fact, you can get a fairly good idea of the things a Cup car is much like. The biggest distinction between the Cup car and GT3 RS are the transmissions (sequential to the racecar) and about 400 lb in weight (2646 lb race vs 3020lb road).

I’m sure most of us could be happy with a stock GT3 RS – one of the most focused and least compromising production cars you can get. But some people, like John Mendoza, don’t want to accept second best. They want to know exactly what it would be like to drive a Cup car, so he did something about this…

2011 porsche GT3 RS porsche motorsport OMP steering wheelwhen he loaded his 2007 997.1 GT3 on a trailer bound for Tennessee, signing the title over to the newest owner. As well as in a classic case of not understanding what you’ve got until it’s gone, it didn’t take long for him to start longing for one more one.

He went a step further, though, and put his name listed at his local Porsche dealership for the yet-to-be-unveiled 991 GT3. But when he discovered the new car would only be available with Porsche’s dual-clutch PDK transmission, he cancelled his order, preferring the connection and control of a manual shift more than the automated one.

Back searching, he started looking for a 997.2 GT3 RS, eventually finding the right example in Florida. It was in Carrera white with red decals along withThen he added a Cup front splitter, which extends 15mm lower than the stock part to increase downforce. After that, he swapped the reclining carbon fiber seats, which weigh 39 lb each, for a pair of European-spec GT3 Clubsport seats (similar to fitted from the Carrera GT). Apparently, they cost a mind-blowing $20k, or what we call a payment in advance on a house!

The next swap was in the stock rear spoiler to the Cup wing. It sits considerably higher, measuring 66.9 towards the road car’s 57.5. It certainly makes a statement and the splitter and wing came directly from Porsche Motorsport, costing about $5300.

Several weeks later, he got his hands on a titanium Akrapovic Cup exhaust from Aleks Doba at Alekshop in Fremont, CA. The $7k system was great for an extra 8hp at and 3970rpmmainly because it does away with the OEM side mufflers, weighed 46.3 lb less than the stock – further increasing the performance.Shaving weight was important because he’d then add with the FIA-approved, European Club Sport, six-point rollcage from Carnewal in Belgium. The increased rigidity and safety was Mendoza’s main concern together with his intention to make use of the finished car in the track, though installed by Mike Tolle at Tolle Fab in Rancho Cordova, CA, the $10k cage would add 84 lb.

The next thing was swapping the stock steering wheel for the lighter OMP part from Porsche Motorsport, attached to a Works Bell short hub and Rapfix II quick release.

Then came a CAE shifter from Germany. At first glance it appears like a sequential shifter but actually retains the H-pattern of the stock transmission. The lever is taller, placed even closer to the controls for quicker access and Mendoza said the action was similar to aare crucial to any project build and John managed to purchase the same BBS Motorsport wheels as used on the GT3 Cup car. They assist shed some unsprung weight, tipping the scales at 22.2/23.4 lb front/rear versus 23.5/28 lb for the stock rims.

The wheels were purchased through our friend Eric Nareshni at Supreme Power Parts in Placentia, CA, costing about $1600 per corner. He also provided the tires, which are 245/40 and 335/30 Michelin PPS2 on the street. The car runs a second group of 18s in the track, fitted with 245/40 and 305/35 Nitto NT01 rubber.

To date, the suspension remains stock, the GT3 RS setup stiff enough for its intended use, although John intends to upgrade to RSS control arms in the future.The 450hp 3.8-liter RS motor didn’t have much headroom for improvement but John took it to Sharkwerks in Fremont, CA nonetheless, as a production engine using one of the highest horsepower-per-liter figures on earth. They fitted the EVOMSit software that had been reportedly good for another 16whp and 13 lb-ft on 91-octane gas with all the stock exhaust. Throw in the Akrapovic system and the engine should be great for an extra 25-30hp to the crank.

Mendoza revisited his range of seats, determining to remove the pricey Carrera GT items to opt for ultra-lightweight Recaro Pro Racer seats, like a final flourish. Manufactured in carbon/kevlar and provided by Griffin Motorwerke, they weigh a scant 10 lb each, counteracting the inclusion of the rollcage.

Some $43k later, John presently has a faster, more and stiffer stable 911 GT3 RS, highlighted with genuine Cup parts and a selection of topnotch components. While that’s huge budget, he could claim that he now knows what it’s like to drive a GT3 Cup car on the road.