In the Dec. '07 issue of 2NR, we offered a complimentary "cock tease" of sorts to our avid readers by giving them a glimpse of a rather unique project performed by Design Craft Fabrication of Lake Forest, Calif. Gary Castillo, owner and scapegoat of the S13K project began building the most controversial and heart-wrenching hybrid swap to date: A project that consists of a S13 Nissan chassis with the heart of a Honda S2000. With disgruntled Nissan and S2K wannabes claiming their cars were the ultimate KA24 and F22C machines in the world, we were rather surprised to find a large cult following of the project. Many of who, constantly blew up our phone lines and e-mailed us with random guesses on how the build would evolve, all the while pleading and begging for more information.

In asking why driver and vehicle owner, Ben Schwartz, decided to try his luck with the S2000 powerplant in more detail, he said, "I chose to go with this swap for several reasons. The most important reason is reliability. Honda motors are just great engines to begin with. To give you guys an example, I'll tell you a little story about the RS-R S2000. That car was used in competition for four years; it was first driven by Alex Pfeiffer then driven by Tyler McQuarrie. The motor used all factory internals, rods, pistons, cams and valvetrain. The only thing changed was a headgasket. Now in those four years of competition use, the only problem that car ever had was a blown headgasket. Now, for those of you who know Alex, he drives hard, so this motor was by no means 'babied.' I don't know of any SR20 that has been abused for four years with all factory internals and still runs with full compression pushing 400 hp."

Well folks, the wait is finally over. Project S13K has entered its completion stage. We follow up with Design Craft as they tackle the all important wiring segment, shifter and turbo setup, just three days before the S13 vert takes its maiden drift voyage down the racetrack in New Jersey.

The most frequent question we received by our readers via e-mails and forum postings was that of vehicle wiring. It's no surprise that the most feared scenario within any motor swap is the complexity of rewiring the engine harness to work in perfect harmony. For many, the thought of combining Nissan and Honda together into a singe car would be a wire nightmare from hell. However, we find the complete opposite when Castillo spent time in breaking down the wiring system of the S13K. Using a '03 S2K engine harness, Castillo reveals that the only section that has been modified on the harness is the injector section for the RC's 650cc and the section that goes from the ECU out to the main fuel relay. The S2K harness only comes with B and C connectors, but the A connector and D connector, which control many of the optional accessories, such as A/C, fan output, immobilizer, brake switch and tach output, aren't necessarily needed when conducting the swap. The vehicle speed input to the ECU is perhaps the most important piece needed from the A connector. Design Craft is using the AEM EMS unit to control vehicle input speed, eliminating the need to wire up the factory input to control the VTEC.

Design Craft Fabrication enlisted the help of DC Sports in donating a one-off 4-to-1 equal length manifold comprised of stainless steel. The manifold was a custom made unit, previously left over from Stephen Papadakis's AEM sponsored S2000 drift car and flanged to fit a TiAL 38mm external wastegate. "Because of the spacing on the passenger side of the 240, combined with the new F22C engine in place creates such an open area, you can pretty much fit any type of specifically designed S2K turbo manifold of any brand along with a S2K downpipe and it will fit without any clearance problems," Castillo said.

Those who are familiar with the S2K engine bay have noticed how the firewall tapers inwards toward the cockpit. This creates a tighter space to work with, as the S13 chassis lacks the taper design. Design Craft fabricated the necessary custom downpipe and exhaust system for the S13K. Schwartz best summed things up by saying, "The exhaust is on the passenger side, meaning there isn't a steering rack to get in the way of the down pipe, I know that doesn't sound like much but its a problem many LHD S chassis's have with turbos and manifolds."

With a multiple array of turbos available on the market today, Design Craft opted to use a Garrett GT2860RS otherwise known as the "disco potato." The 62-trim ball bearing turbo sports a 47.2mm turbine wheel diameter with a .60 AR housing ratio and was used specifically to push out a maximum 350 whp without sacrificing any midrange and offered excellent top end power. The unit, received from Garrett, came with polished compressor housing and ceramic-coated exhaust housing for improved heat dissipation and performance.

Technically, Design Craft didn't have to use the dual-pass radiator you see in the images above, but to minimize the costs for the buildup; the team scavenged a C&R dual bypass aluminum unit from Schwartz's previous drift car. "You have to use a radiator with the inlet and outlet on the driver side which will help out a lot because the inlet and outlet on the S2K motor is on the driver side," Castillo said.

To contend with the harsh realities of drifting, an Exedy twin-disc clutch setup was dropped in. A Kaaz two-way limited slip differential was put into place and Schwartz got closer tearing up the tarmac in his newly built S13K hybrid machine. The vehicle was completed and thrown on the dyno a few days before Formula D 2007 Round 6 Drift competition in New Jersey. With boost set to 17 psi, the vehicle used the basemap program from the RS-R drift car, which Design Craft was also responsible in building, and pounded out 357 whp without a hitch with full boost seen at an impressive 3,700 rpm. Currently, Design Craft is working out the minor gremlins they encountered during the drift finals at Irwindale Speedway and hope to make a strong comeback in the next season. Future plans include installing a custom 2.4-liter engine that was stroked and built by Design Craft (covered in Turbo magazine). Competitors be prepared to meet the S13K!

The only plugs used are the B and C connectors. The B connector controls the map sensor, TPS (throttle position sensor), water temp, air temp and other sensors. The C connector controls the crankshaft sensor, the injector sensor, cam sensors and ignition coils-basically everything to get the engine working. Design Craft used the A and D connector only because they decided to hook up fan control, a map trim knob and a data log switch. That's it folks! There's no rocket science involved in wiring up this bad boy!

The work will show you the way: Surely one of the most universally applicable bits of fortune cookie foresight. This proverb not only holds true in any professional endeavor, but it also serves as an analogy for our progress through life; knowledge only comes with experience and a willingness to see pursuits through to the end. Newcomers to sport compact customization don't often understand proper "ways" of achieving tasteful, effective results in their builds and the realization that some things are best left untouched proves difficult to grasp. The knowledge of how best to improve a vehicle's shortcomings and when to leave well enough alone, are qualities rarely present in all but seasoned veterans. If another popularly cited precept holds true-looks can be deceiving-then look closely at what's presented here; while at first glance it may appear to be a mildly modified Civic, veterans of SpoCom culture may argue: It's perfection.

San Diego, Calif. native, Dut One, can't recall exactly when he first took a liking to cars. The southern California car culture rubbed off on him throughout his childhood years and gradually developed into an affinity as he grew up. His lifelong fascination with mechanics added to his interest in cars, eventually leading to his employment slinging parts and performing installs in a well-known speed shop where his fascinations would become an obsession.

Dut's first car was a vintage '58 VW Beetle that he purchased while still in high school. "It was the first car I owned and was around when I got into modifying," he said, "so my first step was to slam it."-an act that would eventually become a signature move in each one of Dut's future builds. In 1999 Dut bought a '93 Civic hatch, a car that some would remember him best by. It was a time when dysfunctional body kits and painted interiors were the shit, but while others were fooling around installing Tireflys and neon lights on their Civics, Dut was running 11s in his. Motivated by a NOS-enhanced H22, Dut recalls the inconveniences of being so far ahead of the game. "It was probably one of the only H-swapped Civics around," he recalled, "We fabbed the mounts, the linkage... even cut and re-welded the axles."

Inspired by his accomplishments with the Civic, Dut moved onto a few more H-badged projects, including another 5th Gen hatch, a GSR, a CRX and even a NOS-motivated S2000. "I loved wrenching on the cars, maybe even more than driving them," he explained, "It was addicting. Once I got a project built up, I had to sell it so I could do it all again." The years spent modifying the popular SpoComs were great for Dut but eventually the San Diego tuning scene got a little too hot for his comfort. "It got to the point where you couldn't drive anywhere without harassment from cops, kids looking for a race..." he explained, "...Or even thieves." All the stress pushed Dut to look for platforms he could enjoy everyday, without all the pressure. In 2003, he special-ordered a white 5sp IS300, only to later decide it wasn't his style. In 2005, when a good deal on an E46 M3 came his way, Dut went Euro. Over the course of a few months, he modified it with gold 19x10 HRE's and a KW suspension. He found this style was becoming popular after uploading pics to his website, dut619.com, which meant a rise in hits would follow. "And I began to see more and more slammed white cars with gold wheels..." he laughed.

Dut enjoyed his M for a time. He continued to mod it lightly, drove it regularly and occasionally showed-all without the hassles most tuners face on a daily basis. As the novelties of comfort and luxury wore on, however, Dut found he longed for the bare bones, DIY, race-prepped allure the M just couldn't give him. "I missed getting my hands dirty," he explained, "I'd never pull the engine in the M and I missed that-working on my cars and seeing them progress through my efforts." Three years after leaving the Japanese tuning scene Dut decided that he had to find a way back in. He sold his M and looked for a platform that could bridge his quest for a rough, unrefined driving experience with his newly-acquired appreciation for clean OEM styling his time spent away from tuner cars had given him. And he knew exactly where he could find it.

With five modified Hondas and nearly a decade of experience under his belt, Dut had a pretty thorough understanding of their attributes and tunability; he craved the raw, unpolished allure and scarce JDM subtleties only a genuine Civic Type-R could give him. Rather than attempt to convert a USDM chassis to JDM specs, as he'd seen a lot of his peers do in vain over the years, Dut cut straight to the chase and had the real thing imported from its homeland. As one might suspect, CTRs pull a premium in Japan and are driven hard, finding a decent specimen at a good price proved difficult. After months of searching, Dut purchased his CTR in Sept. 2006 and had it delivered three months later but he couldn't begin driving or modifying it for another four. "Getting it registered was nearly impossible," he recalled, "and I wanted to make sure I could have it for good before I touched it."

Dut's first move was to liven up the Civic's tired appearance. The entire car was gutted and taken to Chapparone Autobody, San Diego, for a fresh coat of its original Championship White dress. During the time he had waited for the car to arrive and the paperwork to clear, Dut had Pacific Honda source the hard-to-find Japanese OEM items that he knew would need to be replaced. When the time came for reassembly, Dut had added fresh JDM headlights, taillights, side markers, emblems, decals, rear door handles, moldings and weather stripping, a new front bumper, lip spoiler, antenna block-off plate, windshield, rear glass, and grille. Similarly, with the help of San Francisco-based N1 concepts, the original interior was upgraded with a new Japanese OEM carpet, headliner, center console, gauge cluster housing and pair of floor mats. Dut was quick to swap the factory red Recaros with less flashy-and less worn-black replacements. The addition of an Alpine CDA-7998 head unit, linked to a JL Audio 300/4 amp and Boston Acoustics ProSeries 6.5-inch system front and rear, added some much-needed luxury to the driving experience. Dut's only exterior modification to the car was the replacement of the bulky OEM hatch spoiler with a subtle Spoon carbon fiber one.

Disregarding advice given to him by countless JDM junkies, Dut elected to part with the car's original B16B CTR driveline. Besides, collecting dust in his garage was a JDM ITR engine and trans he had Hmotorsonline.com conjure up for a past project, which would make a worthy replacement; especially once modified with the addition of an ACT clutch, Comptech intake, custom Vibrant Performance exhaust and a Skunk2 short shifter.

Also harkening to the ITR is Dut's choice to replace the stock halogen headlight bulbs with HIDs-but he did it his way, with BMW E46 M3 ballasts and igniters sparking 4300k D2S bulbs inside Casper Shield adapters.

With almost 10 years and an unknown number of hard-fought miles on the chassis, Dut decided it would be best to replace the CTR's stock suspension. Ground Control coilovers, rated at 450 pounds-per-inch front and 400 pounds-per-inch rear, were mated to Koni struts with Ground Control extended top hats for increased piston travel. Rounding out Dut's modifications to this rare car is an equally rare set of wheels; 16x7 Sprint Hart CP-Rs, bolted on by a set of Rays extended lug nuts and wrapped in Toyo 205/40/16 rubber.

If seeing truly is believing, then look at this EK and understand the knowledge and judgment that come with experience. Modified only in areas where genuine improvements could be made, without going over the top, this Civic both preserves the original intent of its designers and serves as a perfect example of how one should be enhanced. And each image of it speaks louder than a thousand opinions otherwise.

Behind The Build
Head to the message boards at www.importtuner.com to chat about this feature VEHICLE

Quote.
"My only goal was to have a clean, rare, daily driver."

Name.
Dut One
Age.
Twenty-Seven
Hometown.
San Diego, Calif.
Occupation.
Pc Technician
Hobbies.
Cars, Photography, Art/Graffiti
Build Time.
Five Months
Feedback.
Dut619@Gmail.Com

OK, so you've seen a thousand modified Lancer Evolutions. And yes, the Evolution X has already been announced and is right around the corner. But seriously, when was the last time you saw an APR widebodied Evo that looked this clean? Check out the flanks of Duy Pham's car. How many stickers do you see? What about the paint, is it loud and obnoxious? Nope. It doesn't even have a wing, which makes an interesting statement in contrast to the radically flared arches. Call it aggressive, yet soft spoken.

There's good reason for Pham's love of the automotive understatement-he grew up modifying Hondas. Surprising the competition when you're behind the wheel of a little unsuspecting CRX can be unendingly amusing. But, if you've been in the industry long enough, you know that this eventually translates to "police harassment." Even though Pham was an innovator, he was unfortunate enough to be on the streets when everyone had to have a Honda. The police found it all too easy to stereotype the one make of car that was continually associated with street racing and stolen parts. And seeing the flashing lights in the rearview at least weekly got old fast.

After a bunch of friends bought Subaru WRXs, Pham was shocked to find that there was a way to go much faster than his CRX ever could, without any risk of unwanted attention from Johnny Law. And hey, if you can't beat 'em, join 'em, right? The WRX didn't quite pique Pham's fancy, but one test drive of the then-new Evo MR had him hooked. A week of haggling netted a brand-new Graphite Gray Evo MR-a car he genuinely intended to use as a daily driver.

Sticking to the everyday use plan, Pham headed over to Gruppe-S in Hayward, Calif., to pick up an A'PEXi Power Intake and induction box as well as a cat-back exhaust from Helix. "The power gain was OK," Pham said, but the bug soon bit once again. He wanted more, and the solution came in the form of a 76mm downpipe from the only company Pham could find even producing them for the MR, Works, in San Francisco. A blow-off valve from Go Fast Bits and a 3-inch high-flow cat finally quenched Pham's need for speed-for a little while.

Pham, ever paranoid of a routine police stop, was careful to pick his mods wisely. And he had good reason to be. Pham works for a law firm and spends his day driving back and forth from court. The last thing he wants is to see flashing lights in the rearview-again. Keeping things reasonable, a Walbro 255lph pump fuels the new cams' appetite, while a Helix CEL Fix keeps the check engine light from going crazy. The improved head isn't the only thing that could trigger a check engine light-a Works P2 Brain Flash is definitely not stock. The guys at Works are no amateurs; when the head was off, a set of ARP head studs and a Cosworth headgasket were installed to guard against any potential pressure problems. An RNR intercooler and Helix intercooler piping keep cool air flowing into the intake manifold.

With the engine bolted back together, it was time for the finishing touches. A Weapon-R engine damper helps eradicate unnecessary engine movement without transmitting excessive vibrations to the cockpit. An ARC titanium spark plug cover and radiator-cooling shroud team up with a Garage HRS heat shield to add some bling to the otherwise lightly touched engine bay. Some would consider the GReddy oil filter block adapter as an additional piece of bling, but it has the obvious purpose of relocating the oil filter for easy access.

At this point, Pham was going the distance. The car needed a few more exterior tweaks to turn the show judges' heads. And so they were poured on-a JDM window visor combined with JDM headlights and taillights make the car look like it lives on the other side of the ocean. Speaking of overseas appeal, Pham used a UK Evo MR badge in the front grille and on the decklid, in addition to a Works TR-340 badge to further set the car apart from the American masses.

With the exterior perfected, the next logical step was to increase the interior bling to match. For this, Pham called on San Jose Audio Dynamic to install Alpine's IVA-W200 double-DIN DVD/CD/MP3/WMA receiver/AV head unit, along with an Alpine full-speed iPod connection cable. An Autometer three-gauge A-pillar was painted to match the stock interior gray and filled with Defi Blue Racer series EGT, boost and oil temperature gauges.

What was once destined to be a daily driver has gone on to win two shows and two Third place finishes at the San Jose Grand Prix (Best Overall Import) and Hot Import Daze in Pleasanton, Calif., (Best Overall Four-Door Wild). Pham has also entered the subtle widebody in Hot Import Nights and Night Shift. Reluctantly, he admits, "...no matter how many times I promise myself I'm done, I find myself buying more and more products. I guess it will always be a work in progress." We feel your pain, Duy.

OK, so you've seen a thousand modified Lancer Evolutions. And yes, the Evolution X has already been announced and is right around the corner. But seriously, when was the last time you saw an APR widebodied Evo that looked this clean? Check out the flanks of Duy Pham's car. How many stickers do you see? What about the paint, is it loud and obnoxious? Nope. It doesn't even have a wing, which makes an interesting statement in contrast to the radically flared arches. Call it aggressive, yet soft spoken.

There's good reason for Pham's love of the automotive understatement-he grew up modifying Hondas. Surprising the competition when you're behind the wheel of a little unsuspecting CRX can be unendingly amusing. But, if you've been in the industry long enough, you know that this eventually translates to "police harassment." Even though Pham was an innovator, he was unfortunate enough to be on the streets when everyone had to have a Honda. The police found it all too easy to stereotype the one make of car that was continually associated with street racing and stolen parts. And seeing the flashing lights in the rearview at least weekly got old fast.

After a bunch of friends bought Subaru WRXs, Pham was shocked to find that there was a way to go much faster than his CRX ever could, without any risk of unwanted attention from Johnny Law. And hey, if you can't beat 'em, join 'em, right? The WRX didn't quite pique Pham's fancy, but one test drive of the then-new Evo MR had him hooked. A week of haggling netted a brand-new Graphite Gray Evo MR-a car he genuinely intended to use as a daily driver.

Sticking to the everyday use plan, Pham headed over to Gruppe-S in Hayward, Calif., to pick up an A'PEXi Power Intake and induction box as well as a cat-back exhaust from Helix. "The power gain was OK," Pham said, but the bug soon bit once again. He wanted more, and the solution came in the form of a 76mm downpipe from the only company Pham could find even producing them for the MR, Works, in San Francisco. A blow-off valve from Go Fast Bits and a 3-inch high-flow cat finally quenched Pham's need for speed-for a little while.

Pham, ever paranoid of a routine police stop, was careful to pick his mods wisely. And he had good reason to be. Pham works for a law firm and spends his day driving back and forth from court. The last thing he wants is to see flashing lights in the rearview-again. Keeping things reasonable, a Walbro 255lph pump fuels the new cams' appetite, while a Helix CEL Fix keeps the check engine light from going crazy. The improved head isn't the only thing that could trigger a check engine light-a Works P2 Brain Flash is definitely not stock. The guys at Works are no amateurs; when the head was off, a set of ARP head studs and a Cosworth headgasket were installed to guard against any potential pressure problems. An RNR intercooler and Helix intercooler piping keep cool air flowing into the intake manifold.

With the engine bolted back together, it was time for the finishing touches. A Weapon-R engine damper helps eradicate unnecessary engine movement without transmitting excessive vibrations to the cockpit. An ARC titanium spark plug cover and radiator-cooling shroud team up with a Garage HRS heat shield to add some bling to the otherwise lightly touched engine bay. Some would consider the GReddy oil filter block adapter as an additional piece of bling, but it has the obvious purpose of relocating the oil filter for easy access.

At this point, Pham was going the distance. The car needed a few more exterior tweaks to turn the show judges' heads. And so they were poured on-a JDM window visor combined with JDM headlights and taillights make the car look like it lives on the other side of the ocean. Speaking of overseas appeal, Pham used a UK Evo MR badge in the front grille and on the decklid, in addition to a Works TR-340 badge to further set the car apart from the American masses.

With the exterior perfected, the next logical step was to increase the interior bling to match. For this, Pham called on San Jose Audio Dynamic to install Alpine's IVA-W200 double-DIN DVD/CD/MP3/WMA receiver/AV head unit, along with an Alpine full-speed iPod connection cable. An Autometer three-gauge A-pillar was painted to match the stock interior gray and filled with Defi Blue Racer series EGT, boost and oil temperature gauges.

What was once destined to be a daily driver has gone on to win two shows and two Third place finishes at the San Jose Grand Prix (Best Overall Import) and Hot Import Daze in Pleasanton, Calif., (Best Overall Four-Door Wild). Pham has also entered the subtle widebody in Hot Import Nights and Night Shift. Reluctantly, he admits, "...no matter how many times I promise myself I'm done, I find myself buying more and more products. I guess it will always be a work in progress." We feel your pain, Duy.

OK, so you've seen a thousand modified Lancer Evolutions. And yes, the Evolution X has already been announced and is right around the corner. But seriously, when was the last time you saw an APR widebodied Evo that looked this clean? Check out the flanks of Duy Pham's car. How many stickers do you see? What about the paint, is it loud and obnoxious? Nope. It doesn't even have a wing, which makes an interesting statement in contrast to the radically flared arches. Call it aggressive, yet soft spoken.

There's good reason for Pham's love of the automotive understatement-he grew up modifying Hondas. Surprising the competition when you're behind the wheel of a little unsuspecting CRX can be unendingly amusing. But, if you've been in the industry long enough, you know that this eventually translates to "police harassment." Even though Pham was an innovator, he was unfortunate enough to be on the streets when everyone had to have a Honda. The police found it all too easy to stereotype the one make of car that was continually associated with street racing and stolen parts. And seeing the flashing lights in the rearview at least weekly got old fast.

After a bunch of friends bought Subaru WRXs, Pham was shocked to find that there was a way to go much faster than his CRX ever could, without any risk of unwanted attention from Johnny Law. And hey, if you can't beat 'em, join 'em, right? The WRX didn't quite pique Pham's fancy, but one test drive of the then-new Evo MR had him hooked. A week of haggling netted a brand-new Graphite Gray Evo MR-a car he genuinely intended to use as a daily driver.

Sticking to the everyday use plan, Pham headed over to Gruppe-S in Hayward, Calif., to pick up an A'PEXi Power Intake and induction box as well as a cat-back exhaust from Helix. "The power gain was OK," Pham said, but the bug soon bit once again. He wanted more, and the solution came in the form of a 76mm downpipe from the only company Pham could find even producing them for the MR, Works, in San Francisco. A blow-off valve from Go Fast Bits and a 3-inch high-flow cat finally quenched Pham's need for speed-for a little while.

He had the perfect daily driver and everything would have worked out splendidly had Pham never picked up the issue of 2NR that featured APR's evil evolution. After much nail biting and more than a few sleepless nights, he was on his way back to Works to make his Evo every bit as wide as APR's steroid-enhanced version. Knowing commitment when they saw it, Works stepped up to sponsor Pham's efforts. The company started by throwing in a set of MR Ride springs to ensure the car wouldn't look ready for the Baja 1000 when the widebody was complete. The slick fitment of the widebody and the matched Graphite Gray paint come courtesy of Apex Auto Body, San Jose, Calif.

Now that the Evo was in a position to turn some heads on the show circuit, JLine wheels was inclined to listen when Pham asked about sponsorship and threw him a set of 18x10 7RL2 wheels. BFGoodrich was summoned for a set of steamroller 275/35R18 KDW2 rubber, but before the massive combo could be mounted, Pham installed a set of H&R 10mm spacers along with extended wheel studs to push the big wheels out to the fenders.

Being as radical as the car was, Pham was sure he was done with the modifications. But as we all know, once the bug has bitten, the sickness doesn't stop until the car is completely transformed and the wallet is completely drained. Soon enough, he found the stock seats strangely inadequate and ordered up a set of Bride XAX II seats from SpeedElement, Freemont, Calif. The back seats had to match, so the car was off to Top Notch Custom. Before heading home, the rear headrests were embroidered with "Bride" to match the front seats.

The feeling of modified satisfaction had finally started to kick in when the horsepower bug bit again. This time, Pham used his new sponsor, Works, to supply some trick engine goodies to extract a few more horses from the venerable 4G63. The fun started with Works 269-degree intake and exhaust cams (that's 10.6mm lift on the cold side and 10.8mm on the hot side), as well as valvesprings and titanium retainers, which are necessary to keep things from floating at high rpm.

Pham, ever paranoid of a routine police stop, was careful to pick his mods wisely. And he had good reason to be. Pham works for a law firm and spends his day driving back and forth from court. The last thing he wants is to see flashing lights in the rearview-again. Keeping things reasonable, a Walbro 255lph pump fuels the new cams' appetite, while a Helix CEL Fix keeps the check engine light from going crazy. The improved head isn't the only thing that could trigger a check engine light-a Works P2 Brain Flash is definitely not stock. The guys at Works are no amateurs; when the head was off, a set of ARP head studs and a Cosworth headgasket were installed to guard against any potential pressure problems. An RNR intercooler and Helix intercooler piping keep cool air flowing into the intake manifold.

With the engine bolted back together, it was time for the finishing touches. A Weapon-R engine damper helps eradicate unnecessary engine movement without transmitting excessive vibrations to the cockpit. An ARC titanium spark plug cover and radiator-cooling shroud team up with a Garage HRS heat shield to add some bling to the otherwise lightly touched engine bay. Some would consider the GReddy oil filter block adapter as an additional piece of bling, but it has the obvious purpose of relocating the oil filter for easy access.

At this point, Pham was going the distance. The car needed a few more exterior tweaks to turn the show judges' heads. And so they were poured on-a JDM window visor combined with JDM headlights and taillights make the car look like it lives on the other side of the ocean. Speaking of overseas appeal, Pham used a UK Evo MR badge in the front grille and on the decklid, in addition to a Works TR-340 badge to further set the car apart from the American masses.

With the exterior perfected, the next logical step was to increase the interior bling to match. For this, Pham called on San Jose Audio Dynamic to install Alpine's IVA-W200 double-DIN DVD/CD/MP3/WMA receiver/AV head unit, along with an Alpine full-speed iPod connection cable. An Autometer three-gauge A-pillar was painted to match the stock interior gray and filled with Defi Blue Racer series EGT, boost and oil temperature gauges.

What was once destined to be a daily driver has gone on to win two shows and two Third place finishes at the San Jose Grand Prix (Best Overall Import) and Hot Import Daze in Pleasanton, Calif., (Best Overall Four-Door Wild). Pham has also entered the subtle widebody in Hot Import Nights and Night Shift. Reluctantly, he admits, "...no matter how many times I promise myself I'm done, I find myself buying more and more products. I guess it will always be a work in progress." We feel your pain, Duy.

Behind The Build
Head to the message boards at www.importtuner.com to chat about this feature vehicle

Quote.
"I wanted something different... This led me to Mitsubishi. I have seen Evos on the road before but once my eyes laid on the MR I was in love."

Name.
Duy Pham
Age.
Old Enough
Hometown.
Norcal
Occupation.
Food Dept Mgr And Court Runner
Hobbies.
Building Cars, RepresentingTeam Hybrid
Build Time.
Two Years
Feedback.
www.teamhybrid.com