In most cases, the tuners who are lucky enough to get a cover in this magazine are either 1) so rich that money not only grows on their trees, but also comes down from the sky along with the dogs and the cats; 2) have enough sponsorship support that even My Shaldan is on the list, providing a lifetime supply of its new squash air fresheners; or 3) are exactly like the man who owns this ‘92 Honda Civic CX, who has more passion for the scene than Britney Spears has for the hyphy juice. His name is Michael Hatten, and his story begins at the age of 16 when a hapless ‘89 Nissan Pulsar NX was handed down to him from someone who obviously hated him. If you didn’t know, the Pulsar is the gift that says, “I not only loathe your very being, but I also want everyone else in the world to know about it.”

As evidence-and not really a surprise to anyone-Michael was hit twice driving the car. As a result, he gained $3,000 in insurance money to allow him to purchase his first-ever modified ride, a ‘91 Honda CRX Si with a full Wings West RS kit, better known as the ambiguous Mugen copy. It also had a B16 swap and gold paint job that was not only a fresh ride to use as a freshman in college, but was also the best way for the cops to notice you speeding around campus. Of course, this is exactly what happened to Michael and the tickets stacked up so high that he had to let go of the car because like all freshmen in college, money was as scarce as heterosexuals at a John Mayer concert. So he sold it for $4,500, which was money that only lasted a short time inside his wallet because the itch to tune was running strong through his blood.

He used the cash to buy his first EG, a bone stock ‘93 Honda Civic CX. This was the car he was wanting since middle school. “All my friends wanted nice and expensive cars like the Lincoln Navigator,” he explained. “I was the only one that wanted to fix up a ‘93 Si. I was in love with EGs and the more I couldn’t get one, the more I wanted it.” So his first EG was going to be a special one that would get the best parts and last forever. Wrong. Shortly after the purchase, he was rear ended by some drunken girl who drove away and probably drank some more. Naturally, he was depressed and was consoled by his best friend, Randy Gagan, a fellow tuner who motivated Michael to keep on truckin’. The best way for Michael to keep his sanity was to start collecting rare and hard-to-get parts when the most tragic event occurred: Randy died. This life changing experience motivated him to build the best EG ever, so he found one bare and built it from the ground up, installing all the parts he collected. Six months later, this EG came out of his garage, making sure that anyone who saw it would take notice of it. And we did.

The exterior looks like it should be on the cover of Option magazine with its JDM styles. In the front is a custom carbon-Kevlar Spoon-style lip. It sits under the BMW M3 bi-Xenon projector lighting retrofitted into the EG6 headlights and the paint is a PPG Frost White. This is the kind of look that all aspiring JDM Honda heads should look to for inspiration-it’s that dope, and is a perfect example of how to style your Civic.

Under the hood is where Michael donated all his time. Unlike most tuners who simply buy parts and leave their cars at the shops so they can install it, Michael actually rolled up his sleeves and built the engine himself. He dropped a ‘97 Honda Integra Type-R engine in the bay and began an extensive makeover. The stock head internals were swapped with TODA Spec-B camshafts and valve springs, and Supertech valves and retainers. The head was further modified by a 3-angle valve job, ported and polished, and milled. Sucking air into the motor is an ARC Super Induction Box and a Spoon 70mm throttle body. The air is then sharted out by the Buddy Club Spec 2 exhaust system with SMSP 2.5-inch catalytic converter. Though it remains naturally aspirated, the Mugen oil cap, Spoon spark plug wire cover and the fact that all the bolts and washers were anodized throughout the car makes up for the lack of forced induction.

The chassis rolls on a set of 16-inch Sprint Hart CP-R wheels with Falken Azenis RT-615 tires. It lays out rubber seven inches wide on all four corners and stops using a set of Hawk brake pads, Earl’s Teflon coated steel braided brake lines and an Integra GS-R front and rear disc brake conversion. Holding the Sprint Harts in place is a suspension system that features Integra Type-R spec JIC Magic FLT-A2 coilovers, which works with a set of Honda Integra Type-R stabilizer bars and Carbing 3-point front strut brace. The most impressive stiffener is the Carbing 8-point roll cage which gave Michael a hard time to locate. The stiff ride is also attributed to the Energy Suspension bushings, Function7 lower control arms and A-Spec Racing subframe reinforcement brace.

Of course, all of the chassis components not only help Michael maneuver around the sterile streets of Winnetka, CA, but they also keep him safe while sitting on a set of Bride Brix Version 1 seats, which are secured by Takata four-point harnesses. The interior also includes an OEM Honda armrest and a variety of hard-to-find EG6 parts, including climate control, clock, coin pocket, instrument cluster, dash and door panels. These are all signs that Michael indeed loves the EG.

But more importantly, he loves his friend Randy, whom he dedicates the car to: “If it wasn’t for you, this wouldn’t have ever happened.” With all the car changes he went through, including money problems, college and losses of close ones, Michael shows he’s a true tuner with a neverending love for the scene. This is why he’s on the cover, and this is what makes believers out of non-believers.

Fast Facts
‘92 Honda Civic CX
Owner Michael Hatten
Hometown Winnetka, CA
Daily Grind loan officer

Under The Hood ‘97 Honda Integra Type-R, TODA Spec-B camshafts, 3-angle valve job, ported, polished, and milled head, Mugen head gasket, ARP headstuds, Supertech valves, TODA valve springs, Supertech titanium retainers, AEM fuel regulator, Walbro fuel pump, AEM fuel rail, ARC super induction box and chamber, Spoon throttle body, Buddy Club Spec 2 exhaust, SMSP catalytic converter, HKS cam gears, NGK spark plug and wires, Fluidyne radiator, Mugen oil cap, Spoon spark plug wire cover, Civic Type-R N1 crank pulley, TODA hi-tension timing belt, Hasport motor mounts

Drivetrain ‘97 Honda Integra Type-R transmission, B&M shift lever, Clutchmasters clutch, ACT torque converter

Stiff Stuff Integra Type R-spec JIC Magic FLT-A2 coilovers, Honda Integra Type-R stabilizer bars, Carbing 3-point front strut brace, Cusco 40mm rear strut brace, Energy Suspension bushings, Carbing 8-point roll cage, A-Spec Racing subframe reinforcement brace, Function7 lower control arms, Skunk2 extended studs, Buddy Club lugnuts

Rollers 16×7″ Sprint Hart CP-R wheels +34 offset with Falken Azenis RT-615 tires

Stoppers Integra GSR front and rear disc brake conversion, Brembo slotted rotors, Hawk brake pads, Earl’s brake lines

Outside Custom carbon-Kevlar Spoon style lip, Honda Civic SiR rear wing, BMW M3 (E46) Bi-Xenon projectors retrofitted into EG6 headlights with Bosche ballasts and igniters, OEM Honda antenna blockoff plate, EG6 visors, Vision Type-TC mirrors, Honda Primo banner, J’s Racing air duct, Vision-smoked corners, OEM Honda mudguards

Inside Bride Brix Version 1 with gradation seats, Honda Optional audio console, MOMO Monte Carlo steering wheel, Takata 4-point harnesses, Bride super low position seat rails, power windows conversion, OEM Honda armrest, EG6: climate control, clock, coin pocket, instrument cluster, dash, and door panels swapped black, relocated Odyssey battery, hidden and completely rewired engine and interior harness/fusebox

Props Big thanks and shoutouts to the Autopilots (Randy, Dr. Fabian Lavsky, Suprimo54 and Terry); Questoyz; big Hyper16valve (thanks for all the love); EMOmob (keep mobbin’); all the Eagle Rock heads (missin’ my hometown); Dave at SMSP; Steve at HMotorsOnline; Jeff at CackyWheels; Mike at Evasive Motorsports; Daryl at JHP USA; Pit Crew; Tom at Camp 1320; Super Autobacs; Mitch at Deering Industries; ATS Garage crew (thanks for all the love and support); Tom at Earl’s Store 1; Rotary Xecret; Autolink; I wanted to especially thank Randy Gagan-if it wasn’t for you, this would never have happened. Rest in peace, homie. Thanks to all the rest of the homies who helped, motivated and inspired me through this and previous builds. Much love!

www aempower.com; akhtrading.com (TODA); brembo.com; energysuspension.com; falkentire.com; fluidyne.com; hksusa.com; jhpusa.com; kingmotorsports.com (Mugen); momo.com; more-japan.com (Bride); portflow.com; tein.com (Carbing/Takata)

Photo Gallery: 1992 Honda Civic CX - Iconoclast - Super Street Magazine

In most cases, the tuners who are lucky enough to get a cover in this magazine are either 1) so rich that money not only grows on their trees, but also comes down from the sky along with the dogs and the cats; 2) have enough sponsorship support that even My Shaldan is on the list, providing a lifetime supply of its new squash air fresheners; or 3) are exactly like the man who owns this '92 Honda Civic CX, who has more passion for the scene than Britney Spears has for the hyphy juice. His name is Michael Hatten, and his story begins at the age of 16 when a hapless '89 Nissan Pulsar NX was handed down to him from someone who obviously hated him. If you didn't know, the Pulsar is the gift that says, "I not only loathe your very being, but I also want everyone else in the world to know about it."

As evidence-and not really a surprise to anyone-Michael was hit twice driving the car. As a result, he gained $3,000 in insurance money to allow him to purchase his first-ever modified ride, a '91 Honda CRX Si with a full Wings West RS kit, better known as the ambiguous Mugen copy. It also had a B16 swap and gold paint job that was not only a fresh ride to use as a freshman in college, but was also the best way for the cops to notice you speeding around campus. Of course, this is exactly what happened to Michael and the tickets stacked up so high that he had to let go of the car because like all freshmen in college, money was as scarce as heterosexuals at a John Mayer concert. So he sold it for $4,500, which was money that only lasted a short time inside his wallet because the itch to tune was running strong through his blood.

He used the cash to buy his first EG, a bone stock '93 Honda Civic CX. This was the car he was wanting since middle school. "All my friends wanted nice and expensive cars like the Lincoln Navigator," he explained. "I was the only one that wanted to fix up a '93 Si. I was in love with EGs and the more I couldn't get one, the more I wanted it." So his first EG was going to be a special one that would get the best parts and last forever. Wrong. Shortly after the purchase, he was rear ended by some drunken girl who drove away and probably drank some more. Naturally, he was depressed and was consoled by his best friend, Randy Gagan, a fellow tuner who motivated Michael to keep on truckin'. The best way for Michael to keep his sanity was to start collecting rare and hard-to-get parts when the most tragic event occurred: Randy died. This life changing experience motivated him to build the best EG ever, so he found one bare and built it from the ground up, installing all the parts he collected. Six months later, this EG came out of his garage, making sure that anyone who saw it would take notice of it. And we did.

The exterior looks like it should be on the cover of Option magazine with its JDM styles. In the front is a custom carbon-Kevlar Spoon-style lip. It sits under the BMW M3 bi-Xenon projector lighting retrofitted into the EG6 headlights and the paint is a PPG Frost White. This is the kind of look that all aspiring JDM Honda heads should look to for inspiration-it's that dope, and is a perfect example of how to style your Civic.

Under the hood is where Michael donated all his time. Unlike most tuners who simply buy parts and leave their cars at the shops so they can install it, Michael actually rolled up his sleeves and built the engine himself. He dropped a '97 Honda Integra Type-R engine in the bay and began an extensive makeover. The stock head internals were swapped with TODA Spec-B camshafts and valve springs, and Supertech valves and retainers. The head was further modified by a 3-angle valve job, ported and polished, and milled. Sucking air into the motor is an ARC Super Induction Box and a Spoon 70mm throttle body. The air is then sharted out by the Buddy Club Spec 2 exhaust system with SMSP 2.5-inch catalytic converter. Though it remains naturally aspirated, the Mugen oil cap, Spoon spark plug wire cover and the fact that all the bolts and washers were anodized throughout the car makes up for the lack of forced induction.

The chassis rolls on a set of 16-inch Sprint Hart CP-R wheels with Falken Azenis RT-615 tires. It lays out rubber seven inches wide on all four corners and stops using a set of Hawk brake pads, Earl's Teflon coated steel braided brake lines and an Integra GS-R front and rear disc brake conversion. Holding the Sprint Harts in place is a suspension system that features Integra Type-R spec JIC Magic FLT-A2 coilovers, which works with a set of Honda Integra Type-R stabilizer bars and Carbing 3-point front strut brace. The most impressive stiffener is the Carbing 8-point roll cage which gave Michael a hard time to locate. The stiff ride is also attributed to the Energy Suspension bushings, Function7 lower control arms and A-Spec Racing subframe reinforcement brace.

Of course, all of the chassis components not only help Michael maneuver around the sterile streets of Winnetka, CA, but they also keep him safe while sitting on a set of Bride Brix Version 1 seats, which are secured by Takata four-point harnesses. The interior also includes an OEM Honda armrest and a variety of hard-to-find EG6 parts, including climate control, clock, coin pocket, instrument cluster, dash and door panels. These are all signs that Michael indeed loves the EG.

But more importantly, he loves his friend Randy, whom he dedicates the car to: "If it wasn't for you, this wouldn't have ever happened." With all the car changes he went through, including money problems, college and losses of close ones, Michael shows he's a true tuner with a neverending love for the scene. This is why he's on the cover, and this is what makes believers out of non-believers.

Fast Facts
'92 Honda Civic CX
Owner Michael Hatten
Hometown Winnetka, CA
Daily Grind loan officer

Under The Hood '97 Honda Integra Type-R, TODA Spec-B camshafts, 3-angle valve job, ported, polished, and milled head, Mugen head gasket, ARP headstuds, Supertech valves, TODA valve springs, Supertech titanium retainers, AEM fuel regulator, Walbro fuel pump, AEM fuel rail, ARC super induction box and chamber, Spoon throttle body, Buddy Club Spec 2 exhaust, SMSP catalytic converter, HKS cam gears, NGK spark plug and wires, Fluidyne radiator, Mugen oil cap, Spoon spark plug wire cover, Civic Type-R N1 crank pulley, TODA hi-tension timing belt, Hasport motor mounts

Drivetrain '97 Honda Integra Type-R transmission, B&M shift lever, Clutchmasters clutch, ACT torque converter

Stiff Stuff Integra Type R-spec JIC Magic FLT-A2 coilovers, Honda Integra Type-R stabilizer bars, Carbing 3-point front strut brace, Cusco 40mm rear strut brace, Energy Suspension bushings, Carbing 8-point roll cage, A-Spec Racing subframe reinforcement brace, Function7 lower control arms, Skunk2 extended studs, Buddy Club lugnuts

Rollers 16x7" Sprint Hart CP-R wheels +34 offset with Falken Azenis RT-615 tires

Stoppers Integra GSR front and rear disc brake conversion, Brembo slotted rotors, Hawk brake pads, Earl's brake lines

Outside Custom carbon-Kevlar Spoon style lip, Honda Civic SiR rear wing, BMW M3 (E46) Bi-Xenon projectors retrofitted into EG6 headlights with Bosche ballasts and igniters, OEM Honda antenna blockoff plate, EG6 visors, Vision Type-TC mirrors, Honda Primo banner, J's Racing air duct, Vision-smoked corners, OEM Honda mudguards

Inside Bride Brix Version 1 with gradation seats, Honda Optional audio console, MOMO Monte Carlo steering wheel, Takata 4-point harnesses, Bride super low position seat rails, power windows conversion, OEM Honda armrest, EG6: climate control, clock, coin pocket, instrument cluster, dash, and door panels swapped black, relocated Odyssey battery, hidden and completely rewired engine and interior harness/fusebox

Props Big thanks and shoutouts to the Autopilots (Randy, Dr. Fabian Lavsky, Suprimo54 and Terry); Questoyz; big Hyper16valve (thanks for all the love); EMOmob (keep mobbin'); all the Eagle Rock heads (missin' my hometown); Dave at SMSP; Steve at HMotorsOnline; Jeff at CackyWheels; Mike at Evasive Motorsports; Daryl at JHP USA; Pit Crew; Tom at Camp 1320; Super Autobacs; Mitch at Deering Industries; ATS Garage crew (thanks for all the love and support); Tom at Earl's Store 1; Rotary Xecret; Autolink; I wanted to especially thank Randy Gagan-if it wasn't for you, this would never have happened. Rest in peace, homie. Thanks to all the rest of the homies who helped, motivated and inspired me through this and previous builds. Much love!

www aempower.com; akhtrading.com (TODA); brembo.com; energysuspension.com; falkentire.com; fluidyne.com; hksusa.com; jhpusa.com; kingmotorsports.com (Mugen); momo.com; more-japan.com (Bride); portflow.com; tein.com (Carbing/Takata)

Salvage yards conjure up mixed emotions for any thoughtful car guy-particularly an old-school cat like Arvie Gimeno. On the one hand, it’s where tired and expired machinery goes to die-whether it was simply its time, or whether circumstances sped up the evolutionary process a little, you only have to pay two bucks and wander in to Octopus, or Cadillac on a Stick, or any number of Pick-Your-U-Pull-Parts brand boneyard emporiums. The must of rainstorms absorbed into exposed cloth and upholstery, the leaking oil, antifreeze and various other evaporating fluids; combined, it smells like death.

The flipside of this: if you’re building up an older car-something, say, roughly two decades old-this is the place to go for parts. The donations of the deceased can provide continued existence for those older machines still soldiering around the freeways of America. It’s automotive Darwinism: the weak and injured die so that the strong may continue to live-and thrive.

Just four short years ago, Arvie bought himself a red ‘91 Integra, built it up over a period of time and rolled his red DA around the mean streets of Pomona, CA. All that time, he was collecting parts-choice engine components, body parts, decals, you name it. Skirts here. Rear spoiler there. Bits and pieces were amassing in his garage. And then… the unthinkable: on the way to the Nisei ‘06 show, Arvie biffed it, leaving his prized Integra beyond its value to repair it. See that red car on the forklift? That’s not an Oldsmobile Achieva, as your bonehead author suspected at first glance. Rather, it’s Arvie’s old Integra. In the pics, it looks fairly clean, but trust us: it’s little more than tasty meat for boneyard buzzards now.

Today’s first smattering of irony: Arvie bought the rolling shell of a ‘91 Integra LS to replace his machine-a car that was far less complete, all things considered, than the machine he had abandoned as a write-off. A lesser man would have considered it a write-off and packed it up into boxes to await transport to the yard. In his import-drag-racing-mad home country of Guam, Arvie could have taken these bare bones and built a fairly stout strip machine out of his DA-as is the fashion these days in that American territory, we’re told. Or he could do something just as cool-and a little more versatile.

Instead, Arvie decided that his new stripped shell allowed him to build and paint his car however he wanted, without having to pull everything apart. Weeks of labor, saved. What price, time? As deep as Arvie wanted to go, and as many parts as he wanted to replace, getting a completed car would have just been a hassle. Plus, Arvie now had a one-stop depository and showpiece for all of the cool JDM and Mugen components he had been saving up.

He had collected pieces of a period-correct Mugen bodykit from various sources: the wing came from one place, the side skirts came from another and the nose was discovered new in the box in Arizona-it came complete with instructions. Such a find is like manna from heaven. Even so, it took a year to find all the pieces.

So what is it about Mugen that moves you so deeply, Arvie? “I’ve always loved this bodykit for the DA. Plus,” he adds, “the parts fit perfectly, their style is clean and simple, but attractive. I consider myself a Mugen collector.” A flaw-free white paint job helps to stress both the clean lines and a clean build.

Arvie also went whole-hog on the JDM pieces here too: thinner side moldings, one-piece headlights, different taillights, door visors, fenders with side-marker lights, and thinner JDM-spec bumper supports among them. (Badges have been shaved, but a collection of Japanese door-jamb and underhood decals now grace all of the correct spots.)

Irony number two: Arvie’s pal Kenny, who operates his shop SoKwik out of the very yard that these photos were taken in, did the yeoman’s share of the labor in putting things back together once Arvie’s pal Yugi-san painted it all up. (Yugi-san also painted it there in the yard, with Arvie’s former car nearby, its spirit overseeing the proceedings.) It also made dress-up items like the hidden wiring loom that much easier to execute.

This adherence to period Mugen-wear had its price: for example, bigger brakes were out of the question. “I put Brembo rotors on,” Arvie says, “but limiting myself to certain wheels from that year, I couldn’t go bigger.”

Inside is unlike virtually any other DA Integra you’ve ever sat in: A complete JDM Integra XSi interior-down to the front and rear seats with headrests, door panel material, double-din stereo, seat belts, gauge cluster and floor mats-has been installed. Even the bronze-tinted Japan-spec glass has made its way onto this former rolling shell. Everything, save for moving the steering wheel to the other side of the cabin, has been co-opted into Arvie’s Integra. The only parts that aren’t factory JDM are-you guessed it-Mugen: the shift knob and sport steering wheel, primarily. “I’m only missing the decal with the pinstripe,” Arvie laments.

Under the hood? A ‘90 VTEC, still displacing 1.6 liters but bumped up to 12:1 compression and running 100-octane fuel. A painted valve cover, and the lack of arm-thick wiring looms snaking about the engine compartment, is the most obvious of the underhood enhancements. The rear suspension has received the bulk of the attention underneath, with JDM lower rear control arms and a ball-joint rear shock setup instead of the forked piece.

Recently enhanced with the vigor and quality of a newly-built machine, there are many years still ahead, and many miles to traverse, before Arvie’s JDMesque DA Integra shuffles off this mortal coil and joins its predecessor in its final resting place.

Fast Facts
‘91 Integra
Owner Arvie Gimeno
Hometown Pomona, CA
Daily Grind mugen collector

under the hood Honda B16; 12:1 compression, Comp camps, Eagle rods, Wiseco pistons and rings, Civic Type R crank, ported and polished head, built by Kenny at SoKwik, hidden wiring loom, custom Island key bolts, painted and shaved valve cover

Driveline 1992 YS1 5-speed manual transaxle with limited-slip differential; ACT clutchROLLERS Mugen MR5 wheels; 15-inch Kumho tires

Stoppers stock with custom-bent stainless lines, Brembo rotors and Mugen pads

Stiff Stuff Tein basic struts and shocks; Spoon front tower brace; Miracle-X rear brace, Energy Suspension bushings, JDM DA6 rear lower control arms; total 3-inch drop

Outside complete Mugen body kit with rear wing; JDM window visors, one-piece headlights and foglights

Inside complete JDM conversion including front and rear seats, door panel materials, seatbelts, gauge cluster, double-DIN audio system, arm rests, sun visors and floor mats; Aeroduo carbon-Kevlar drivers’ seat; Gathers head unit, CD player and speakers with DVD entertainment unit

Props Rocketjay; Mom and Dad; Kenny at SoKwik; Yugi-san; “DPK” JP; Rudy; David, Jimmy, Carlos, Gump and Alex; Jason; Roy; Ronald at Aeroduo; Danny at DigiHorizon; JDM Marc; Dajay, Big Mike and the Fresh Drive Homies; Drew “Spek1;” Ernie Euy and GG

Www advancedclutch.com; compcams.com; dunloptires.com; mugen-power.com; pistons-online.com

Photo Gallery: 1991 Honda Integra JDM - The Replacement Killer - Super Street Magzine

Salvage yards conjure up mixed emotions for any thoughtful car guy-particularly an old-school cat like Arvie Gimeno. On the one hand, it's where tired and expired machinery goes to die-whether it was simply its time, or whether circumstances sped up the evolutionary process a little, you only have to pay two bucks and wander in to Octopus, or Cadillac on a Stick, or any number of Pick-Your-U-Pull-Parts brand boneyard emporiums. The must of rainstorms absorbed into exposed cloth and upholstery, the leaking oil, antifreeze and various other evaporating fluids; combined, it smells like death.

The flipside of this: if you're building up an older car-something, say, roughly two decades old-this is the place to go for parts. The donations of the deceased can provide continued existence for those older machines still soldiering around the freeways of America. It's automotive Darwinism: the weak and injured die so that the strong may continue to live-and thrive.

Just four short years ago, Arvie bought himself a red '91 Integra, built it up over a period of time and rolled his red DA around the mean streets of Pomona, CA. All that time, he was collecting parts-choice engine components, body parts, decals, you name it. Skirts here. Rear spoiler there. Bits and pieces were amassing in his garage. And then... the unthinkable: on the way to the Nisei '06 show, Arvie biffed it, leaving his prized Integra beyond its value to repair it. See that red car on the forklift? That's not an Oldsmobile Achieva, as your bonehead author suspected at first glance. Rather, it's Arvie's old Integra. In the pics, it looks fairly clean, but trust us: it's little more than tasty meat for boneyard buzzards now.

Today's first smattering of irony: Arvie bought the rolling shell of a '91 Integra LS to replace his machine-a car that was far less complete, all things considered, than the machine he had abandoned as a write-off. A lesser man would have considered it a write-off and packed it up into boxes to await transport to the yard. In his import-drag-racing-mad home country of Guam, Arvie could have taken these bare bones and built a fairly stout strip machine out of his DA-as is the fashion these days in that American territory, we're told. Or he could do something just as cool-and a little more versatile.

Instead, Arvie decided that his new stripped shell allowed him to build and paint his car however he wanted, without having to pull everything apart. Weeks of labor, saved. What price, time? As deep as Arvie wanted to go, and as many parts as he wanted to replace, getting a completed car would have just been a hassle. Plus, Arvie now had a one-stop depository and showpiece for all of the cool JDM and Mugen components he had been saving up.

He had collected pieces of a period-correct Mugen bodykit from various sources: the wing came from one place, the side skirts came from another and the nose was discovered new in the box in Arizona-it came complete with instructions. Such a find is like manna from heaven. Even so, it took a year to find all the pieces.

So what is it about Mugen that moves you so deeply, Arvie? "I've always loved this bodykit for the DA. Plus," he adds, "the parts fit perfectly, their style is clean and simple, but attractive. I consider myself a Mugen collector." A flaw-free white paint job helps to stress both the clean lines and a clean build.

Arvie also went whole-hog on the JDM pieces here too: thinner side moldings, one-piece headlights, different taillights, door visors, fenders with side-marker lights, and thinner JDM-spec bumper supports among them. (Badges have been shaved, but a collection of Japanese door-jamb and underhood decals now grace all of the correct spots.)

Irony number two: Arvie's pal Kenny, who operates his shop SoKwik out of the very yard that these photos were taken in, did the yeoman's share of the labor in putting things back together once Arvie's pal Yugi-san painted it all up. (Yugi-san also painted it there in the yard, with Arvie's former car nearby, its spirit overseeing the proceedings.) It also made dress-up items like the hidden wiring loom that much easier to execute.

This adherence to period Mugen-wear had its price: for example, bigger brakes were out of the question. "I put Brembo rotors on," Arvie says, "but limiting myself to certain wheels from that year, I couldn't go bigger."

Inside is unlike virtually any other DA Integra you've ever sat in: A complete JDM Integra XSi interior-down to the front and rear seats with headrests, door panel material, double-din stereo, seat belts, gauge cluster and floor mats-has been installed. Even the bronze-tinted Japan-spec glass has made its way onto this former rolling shell. Everything, save for moving the steering wheel to the other side of the cabin, has been co-opted into Arvie's Integra. The only parts that aren't factory JDM are-you guessed it-Mugen: the shift knob and sport steering wheel, primarily. "I'm only missing the decal with the pinstripe," Arvie laments.

Under the hood? A '90 VTEC, still displacing 1.6 liters but bumped up to 12:1 compression and running 100-octane fuel. A painted valve cover, and the lack of arm-thick wiring looms snaking about the engine compartment, is the most obvious of the underhood enhancements. The rear suspension has received the bulk of the attention underneath, with JDM lower rear control arms and a ball-joint rear shock setup instead of the forked piece.

Recently enhanced with the vigor and quality of a newly-built machine, there are many years still ahead, and many miles to traverse, before Arvie's JDMesque DA Integra shuffles off this mortal coil and joins its predecessor in its final resting place.

Fast Facts
'91 Integra
Owner Arvie Gimeno
Hometown Pomona, CA
Daily Grind mugen collector

under the hood Honda B16; 12:1 compression, Comp camps, Eagle rods, Wiseco pistons and rings, Civic Type R crank, ported and polished head, built by Kenny at SoKwik, hidden wiring loom, custom Island key bolts, painted and shaved valve cover

Driveline 1992 YS1 5-speed manual transaxle with limited-slip differential; ACT clutchROLLERS Mugen MR5 wheels; 15-inch Kumho tires

Stoppers stock with custom-bent stainless lines, Brembo rotors and Mugen pads

Stiff Stuff Tein basic struts and shocks; Spoon front tower brace; Miracle-X rear brace, Energy Suspension bushings, JDM DA6 rear lower control arms; total 3-inch drop

Outside complete Mugen body kit with rear wing; JDM window visors, one-piece headlights and foglights

Inside complete JDM conversion including front and rear seats, door panel materials, seatbelts, gauge cluster, double-DIN audio system, arm rests, sun visors and floor mats; Aeroduo carbon-Kevlar drivers' seat; Gathers head unit, CD player and speakers with DVD entertainment unit

Props Rocketjay; Mom and Dad; Kenny at SoKwik; Yugi-san; "DPK" JP; Rudy; David, Jimmy, Carlos, Gump and Alex; Jason; Roy; Ronald at Aeroduo; Danny at DigiHorizon; JDM Marc; Dajay, Big Mike and the Fresh Drive Homies; Drew "Spek1;" Ernie Euy and GG

Www advancedclutch.com; compcams.com; dunloptires.com; mugen-power.com; pistons-online.com

How much Honda madness can this issue take? Trust us, it’s gonna take every bit that we can shove in. We couldn’t complete this month without answering a little bit of Honda tech, which works out perfectly for you because tuning and building any of Honda’s engines really hasn’t changed much over the past decade (the K-series being one big exception). Here are some questions we see regularly in our tech inbox from Honda enthusiasts over the years and are bound to inevitably see more of in the days to come.

Get at us by: tech@superstreetonline.com or Super Street, c/o Tech Support, 6420 Wilshire Blvd., Los Angeles, CA 90048.

Q. I have a ‘07 Civic Si sedan and I want to buy the GReddy T517Z turbo kit. I can install it myself but I don’t know anyone around here that I can trust with the tuning. My question is about the e-Manage Ultimate it comes with. I heard that it doesn’t do the turbo kit justice because of a book I read where some guy tested all kinds of parts on a K20A2 with just the regular e-Manage and it only spun 224 horsepower on the dyno. But with the Hondata K-Pro, which I can’t use because of the retarded drive-bah-wire (a little Boston for ya) it spun 254 horsepower with almost 200 lb/ft. Will the e-Manage Ultimate get me anywhere near those numbers? Is it difficult to tune? And does it come with upgradeable maps so if I wanted to up the boost or install cams I could tune it myself? If not, what standalone system will run with the drive-by wire? No one can answer this question for me. I don’t want to spend four grand and be disappointed. Also, is anyone gonna make an exhaust for the four-door Si or what? Any info you guys could share would make me all warm and fuzzy inside.
Mike
Lynnfield, MA

A. The performance market is trying hard to keep up with the latest technology being used in today’s cars. Unfortunately, those who recently purchased ‘07-’08 models will sometimes have to wait patiently for the aftermarket to play catch-up. Although GReddy has added some nice features to the e-Manage Ultimate, it’s still a piggyback unit. This can be both a good and bad thing. On the downside, a piggyback has to work within the parameters that the stock computer will allow. As piggybacks rely on “fooling” the ECU into doing what we want, this type of system can be limited when pushing an engine to its maximum potential. On the upside, piggybacks allow us to tweak some high-tech computers, which normally don’t do well on a traditional aftermarket standalone computer, due to sophisticated valve timing/lift controls, throttle by wire and CAN-bus communication systems. For now, the e-Manage is about as good as it gets. If you can wait a little longer, better solutions should appear. To answer your question, it is possible to get into the 250 hp range with this setup. The e-Manage is easy to use, but you had better know something about tuning before playing with the maps. This goes for tuning any forced induction car. As for a stand alone, expect a longer wait for something that can offer better tune-ability while maintaining compatibility with your drive-by-wire and the various other parameters being controlled by your factory computer. Lastly, for your exhaust, DC Sports (www.dcsports.com) has you covered (part #SCS7035).

Q. I have a ‘94 Honda del Sol with a boosted ‘96 Integra LS engine swap. I have an Integra Type R LSD laying around the garage and a car needing a LSD for traction. I was wondering if that LSD could fit into my LS hydro tranny without modification? I had heard that it couldn’t be done, but I just want to make sure before I go looking for a different LSD. My brother and I have replaced differentials before in other vehicles, but we had the correct LSD for the car. My brother is a mechanic so we can do our own work. Could you please just let me know if it’s possible to use the ITR diff?
Damian Gil
Nampa, ID

A. Unfortunately, the ITR (and GS-R) ring gear bolt pattern is different from the one on your LS differential. This means you will not be able to simply bolt your LS ring gear onto your new ITR differential. Trying to use the ITR ring gear doesn’t solve your problem either-it is not compatible with your LS pinion gear (different gear ratios). The only way to make this work is to use the ITR/GS-R ring and pinion gears together. The bad news is the pinion gear is part of the countershaft so you will have to put in some work. The conversion can be done if you have the correct parts, but it is not a simple bolt-on deal.

Q. I just turned 16 and got a ‘99 Civic EX. The D16Y8 engine in this Honda is fantastic, except for the fact that I can’t find a company that sells all the parts needed for many things (at least they recommend I get the pieces all from the same company) like cam gears, retainers or a turbo. When looking around for parts I always see nice sets of all the pieces needed for B-series engines. I always hear of Hondas doing a bit of swapping with the engines. Instead of scraping some D-series parts together, should I just go for a swap to a B-series motor and tune that?Robby ReyesVia the Internet

A. The SOHC VTEC D16Y8 is one of the better versions of the D16. As you’ve already noticed, the aftermarket support for it is decent, but limited when compared to the B series engine. Don’t worry so much about getting parts from the same company. What matters is finding quality parts that work together to build power. For someone who has just turned 16, funds are usually a large factor in deciding what route to take. Another consideration is how much wrenching experience you might have. Building a naturally aspirated D16 will improve performance. This is a great place to start if you don’t have much experience working on cars. Bolting on an intake, exhaust, headers and cams are where most of us learned how to do things. Skipping this step and moving on to swaps and turbos is what gets a lot of the DIY crowd into trouble. It’s important to do your time and learn the basics. Companies like Skunk2 (www.skunk2.com), Crower (www.crower.com), Bisimoto (www.bisimoto.com), and AEM (www.aempower.com) have a decent amount of bolt-on parts for your engine. Check out d-series.org for a wealth of information on these engines. If you’re ready to go past the bolt-ons, boosting the D16 should be considered. Start saving your lunch money cause this mod will cost you some cash up front. Edelbrock and GReddy both have turbo kits for your car. You could even venture out and put your own turbo system together. Bang for your buck, turbocharging the stock D16 will probably be the best way to get to about 200 WHP. If you need more, either build the bottom end or consider swapping to a B18 and adding boost.

Q. I want to build a D16Z6 with either P29 (D16A1) or PM7 (ZC) pistons so I can bring the engine’s compression to about 12.03:1. I was hoping to be able to run a Skunk2 stage one cam, but I’m not sure that there will be enough valve clearance. Am I going to have enough clearance? If not, what about using the head gasket from a D16A6, which would give me about 11.66:1 compression; would that work? If not, how low would I need to go? I plan to run a clay test either way, but it would make it much easier if I knew if something was going to work for sure before buying the parts. And one more question: If I was to run the cam but only with a lower compression ratio, what kind of difference is that going to make because of the lower compression versus a stock cam and 12:1?Wes WitbyVia the Internet

A. The D16Z6 with P29/PM7 piston combination has been done successfully (with various camshafts). As we’ve never tried this exact build ourselves and don’t know details, we asked the experts at Skunk2. Their stoic answer was, “It is up to the engine builder to check for proper clearance during the build.” We agree with this statement, as there are too many variables involved with engine building to simply answer with a “yes” or “no.” Things like cam timing adjustment, piston to deck height measurements, milling of the head or valve train modifications can all affect clearance. The clay test has to be done to ensure proper clearance between the pistons and valves. At some point, you just have to try it and make adjustments as needed (head gasket thickness or modifying the pistons). On your last question (11.66:1 w/cam vs. 12:1 on stock cam), you would need to run both set-ups on a dyno to get your answer. Building power goes beyond raising compression and adding a cam. Variables such as head flow characteristics, cam profile, intake design, header/exhaust design, fuel mixture, octane rating, and ignition timing all have to be synchronized together. Given a proper tune, our money would be on the 11.66:1 with a Skunk2 cam.

Photo Gallery: Tech Support - April 2008 - Super Street Magazine

How much Honda madness can this issue take? Trust us, it's gonna take every bit that we can shove in. We couldn't complete this month without answering a little bit of Honda tech, which works out perfectly for you because tuning and building any of Honda's engines really hasn't changed much over the past decade (the K-series being one big exception). Here are some questions we see regularly in our tech inbox from Honda enthusiasts over the years and are bound to inevitably see more of in the days to come.

Get at us by: tech@superstreetonline.com or Super Street, c/o Tech Support, 6420 Wilshire Blvd., Los Angeles, CA 90048.

Q. I have a '07 Civic Si sedan and I want to buy the GReddy T517Z turbo kit. I can install it myself but I don't know anyone around here that I can trust with the tuning. My question is about the e-Manage Ultimate it comes with. I heard that it doesn't do the turbo kit justice because of a book I read where some guy tested all kinds of parts on a K20A2 with just the regular e-Manage and it only spun 224 horsepower on the dyno. But with the Hondata K-Pro, which I can't use because of the retarded drive-bah-wire (a little Boston for ya) it spun 254 horsepower with almost 200 lb/ft. Will the e-Manage Ultimate get me anywhere near those numbers? Is it difficult to tune? And does it come with upgradeable maps so if I wanted to up the boost or install cams I could tune it myself? If not, what standalone system will run with the drive-by wire? No one can answer this question for me. I don't want to spend four grand and be disappointed. Also, is anyone gonna make an exhaust for the four-door Si or what? Any info you guys could share would make me all warm and fuzzy inside.
Mike
Lynnfield, MA

A. The performance market is trying hard to keep up with the latest technology being used in today's cars. Unfortunately, those who recently purchased '07-'08 models will sometimes have to wait patiently for the aftermarket to play catch-up. Although GReddy has added some nice features to the e-Manage Ultimate, it's still a piggyback unit. This can be both a good and bad thing. On the downside, a piggyback has to work within the parameters that the stock computer will allow. As piggybacks rely on "fooling" the ECU into doing what we want, this type of system can be limited when pushing an engine to its maximum potential. On the upside, piggybacks allow us to tweak some high-tech computers, which normally don't do well on a traditional aftermarket standalone computer, due to sophisticated valve timing/lift controls, throttle by wire and CAN-bus communication systems. For now, the e-Manage is about as good as it gets. If you can wait a little longer, better solutions should appear. To answer your question, it is possible to get into the 250 hp range with this setup. The e-Manage is easy to use, but you had better know something about tuning before playing with the maps. This goes for tuning any forced induction car. As for a stand alone, expect a longer wait for something that can offer better tune-ability while maintaining compatibility with your drive-by-wire and the various other parameters being controlled by your factory computer. Lastly, for your exhaust, DC Sports (www.dcsports.com) has you covered (part #SCS7035).

Q. I have a '94 Honda del Sol with a boosted '96 Integra LS engine swap. I have an Integra Type R LSD laying around the garage and a car needing a LSD for traction. I was wondering if that LSD could fit into my LS hydro tranny without modification? I had heard that it couldn't be done, but I just want to make sure before I go looking for a different LSD. My brother and I have replaced differentials before in other vehicles, but we had the correct LSD for the car. My brother is a mechanic so we can do our own work. Could you please just let me know if it's possible to use the ITR diff?
Damian Gil
Nampa, ID

A. Unfortunately, the ITR (and GS-R) ring gear bolt pattern is different from the one on your LS differential. This means you will not be able to simply bolt your LS ring gear onto your new ITR differential. Trying to use the ITR ring gear doesn't solve your problem either-it is not compatible with your LS pinion gear (different gear ratios). The only way to make this work is to use the ITR/GS-R ring and pinion gears together. The bad news is the pinion gear is part of the countershaft so you will have to put in some work. The conversion can be done if you have the correct parts, but it is not a simple bolt-on deal.

Q. I just turned 16 and got a '99 Civic EX. The D16Y8 engine in this Honda is fantastic, except for the fact that I can't find a company that sells all the parts needed for many things (at least they recommend I get the pieces all from the same company) like cam gears, retainers or a turbo. When looking around for parts I always see nice sets of all the pieces needed for B-series engines. I always hear of Hondas doing a bit of swapping with the engines. Instead of scraping some D-series parts together, should I just go for a swap to a B-series motor and tune that?Robby ReyesVia the Internet

A. The SOHC VTEC D16Y8 is one of the better versions of the D16. As you've already noticed, the aftermarket support for it is decent, but limited when compared to the B series engine. Don't worry so much about getting parts from the same company. What matters is finding quality parts that work together to build power. For someone who has just turned 16, funds are usually a large factor in deciding what route to take. Another consideration is how much wrenching experience you might have. Building a naturally aspirated D16 will improve performance. This is a great place to start if you don't have much experience working on cars. Bolting on an intake, exhaust, headers and cams are where most of us learned how to do things. Skipping this step and moving on to swaps and turbos is what gets a lot of the DIY crowd into trouble. It's important to do your time and learn the basics. Companies like Skunk2 (www.skunk2.com), Crower (www.crower.com), Bisimoto (www.bisimoto.com), and AEM (www.aempower.com) have a decent amount of bolt-on parts for your engine. Check out d-series.org for a wealth of information on these engines. If you're ready to go past the bolt-ons, boosting the D16 should be considered. Start saving your lunch money cause this mod will cost you some cash up front. Edelbrock and GReddy both have turbo kits for your car. You could even venture out and put your own turbo system together. Bang for your buck, turbocharging the stock D16 will probably be the best way to get to about 200 WHP. If you need more, either build the bottom end or consider swapping to a B18 and adding boost.

Q. I want to build a D16Z6 with either P29 (D16A1) or PM7 (ZC) pistons so I can bring the engine's compression to about 12.03:1. I was hoping to be able to run a Skunk2 stage one cam, but I'm not sure that there will be enough valve clearance. Am I going to have enough clearance? If not, what about using the head gasket from a D16A6, which would give me about 11.66:1 compression; would that work? If not, how low would I need to go? I plan to run a clay test either way, but it would make it much easier if I knew if something was going to work for sure before buying the parts. And one more question: If I was to run the cam but only with a lower compression ratio, what kind of difference is that going to make because of the lower compression versus a stock cam and 12:1?Wes WitbyVia the Internet

A. The D16Z6 with P29/PM7 piston combination has been done successfully (with various camshafts). As we've never tried this exact build ourselves and don't know details, we asked the experts at Skunk2. Their stoic answer was, "It is up to the engine builder to check for proper clearance during the build." We agree with this statement, as there are too many variables involved with engine building to simply answer with a "yes" or "no." Things like cam timing adjustment, piston to deck height measurements, milling of the head or valve train modifications can all affect clearance. The clay test has to be done to ensure proper clearance between the pistons and valves. At some point, you just have to try it and make adjustments as needed (head gasket thickness or modifying the pistons). On your last question (11.66:1 w/cam vs. 12:1 on stock cam), you would need to run both set-ups on a dyno to get your answer. Building power goes beyond raising compression and adding a cam. Variables such as head flow characteristics, cam profile, intake design, header/exhaust design, fuel mixture, octane rating, and ignition timing all have to be synchronized together. Given a proper tune, our money would be on the 11.66:1 with a Skunk2 cam.

Readers’ Rides: this is the place where we make dreams come true. How? Well, you send us photos, we pick what we like and the dopest ride gets a prize. Not sure if your car’s good enough? You’ll never find out unless you try. Send us a few pictures via email at readersrides@superstreetonline.com or the U.S. Postal Service by sending a letter to: Super Street, c/o Readers’ Rides, 6420 Wilshire Blvd., Los Angeles, CA 90048. Our new staffer, Terence, is also on hand to give you a few pointers on how to make your car stand out, even if you’re not a seasoned pro like he is.

This month’s winner, Joel Aguilera, wins a set of Raze RS1 wheels (www.raze.com) for building this ultra slick S2K.

Ride Of The Month
Joel Aguilera
Rocks a ‘00 Honda S2000
See it rolling Somewhere in the U.S.
Peep the Full J’s Racing Type S Bodykit, Mugen carbon-fiber hardtop, J’s Racing Type V carbon-fiber hood, House of Kolor Kameleon paint (Red to Gold), 18″ Diamond Black Volk SF Challenge Rims, J’s Racing carbon-fiber intake, J’s Racing S2000 SPL Exhaust Manifold, J’s Racing FX Titan 60RS single outlet, Wilwood 6 piston BBK Buddy Club Racing Spec coiloversjoel says, “Please accept my car for consideration for Readers’ Rides. Thanks for looking.”we say great start; props for keeping the exterior clean and graphics-free to let the paint job do the talking for you.

Just The Tip
Turn Down The Lights

If you read last month’s tip for getting your ride featured here in Super Street, you’ll know that using a tripod is important for getting steady images. This month, we’re here to tell you that photographing your car in low light makes for much better looking images. We often receive photos of black, navy or other dark colored cars, many having been recently polished and generally looking sharp. The problem is, many of the submissions were taken on a sunny day or, even worse, with an on-camera flash. Now we can see all the swirl marks on the paint, harsh reflections and hotspots on the car. What would be better is to wait until an hour or two before sunset, grab the tripod you should’ve gotten (or have), use the camera’s self-timer and compose the photo of your wonderful ride. Your paintjob should look ultra smooth, the colors will have nice gradients, and the sky won’t be the usual washed out blue, but a nice deep blue-orange-pink from the sun.

So be patient, wait for the sun to get lower in the sky and send in a high quality digital photo of your car with the minimum dimensions of 1500×1000 pixels (that’s 1.5 megapixels) to readersrides@superstreetonline.com. If you’ve got stamps to spare, you can also mail in photo prints to: Super Street, Attn: Readers’ Rides, 6420 Wilshire Blvd., Los Angeles, CA 90048. May the best photo of the best car win.

Jt Novick
Rocks A ‘94 Integra Gs-R
See it rolling somewhere in the u.s.
Peep the Built B18C1 engine, B16 tranny, SMSP Header, Mugen lip kit, Mugen flat-top wing, Benen tow hooks, Eibach/Omni Power/ST suspension, EDM rear fog light, JDM Sir-g fog lights and side markers, full JDM Carrozzeria stereo system, RSX seats
jt says, “It’s teal… love it or hate it!”we say keep your car clean by not driving on dirt roads.

Jeremy Hanzek
Rocks A ‘99 Honda Civic Ex
See it rolling somewhere in the u.s.
Peep the Swapped B18C1, DC Spot cat-back exhaust, Koni Yellow Shocks, Ground Control coilovers, Blox rear LCAs, Beaks lower tie bar, OEM Si rear sway bar, OEM front and rear lips, OEM Si Front Grille, Password JDM headlights and Foglights, 8K HIDs and 16-inch Rota C10s stripped, polished and inner spokes black
jeremy says, “I own a ‘99 Honda Civic and here is the basic run down of the car as well as three pictures attached. If you need any more information please let me know. Thanks for your time.”we say we’re not crazy about the window tint or the wheels, but if that’s your style, rock it out.

Jay & Joanna Brazeau
Rocks A ‘92 Civic & ‘92 Integra
See it rolling in Windsor, Ontario
Peep the Veilside body kit; carbon hood with raised hood scoop; AEM cold air intake; GReddy Evo2 exhaust; Eibach ProKit springs; TRD carbon rear wing and interior trim; Reverse Glow gauges; OEM S2K antenna; 18″ Damani Tech 5 wheels; Hankook tires
jay says, “I was in your Readers’ Rides with my Civic hatch in Nov. ‘06; since then I got hitched. Thought you guys might like our wedding photo. This was in front of the hall for the reception. ‘His and Hers’ rides.”we say if this Civic’s rockin’, don’t come knockin’! Congratulations!

Dan Strauss
Rocks A ‘95 Acura Integra Ls
See it rolling in Fort Lauderdale, FL
Peep the Skunk2 Intake manifold, DC Sports exhaust manifold, AEM cold air intake, custom red valve cover, 17″ ADR gold Sukodu 8 rims, Kumho tires, Skunk2 shocks & springs, Skunk2 front and rear camber kit, Type R front lip, Type R wing, Password JDM amber bumper lenses, 1998 rear bumper & tail lights, Black with red stitching JDM Integra Type R Recaro racing seats, Pioneer head unit, Performance Teknique amp, JL Audio 10″ subs
dan says, “Thanks to everyone: Mom and Dad, Kristin and Mike M., Michael, V.J. and thanks to my girlfriend Cherelle, who makes my car look extra hot when she rides in it.”we say keep it lean, keep it clean. Nice job.

Sean Hanna
Rocks A ‘05 Acura Rsx Type S
See it rolling in boca raton, FL
Peep the Seibon carbon-fiber hood, Gram Lights 57c 18×8.5, Kumho Ecsta Spt tires, Stoptech Big Brake Kit, Rbc Intake Manifold, AEM Cold air intake, DC Sports Race header, Skunk2 Mega Power Exhaust, Buddy Club short throw shifter, Act stage 1 clutch and Prolite Flywheel, HKS Type Rs coilover system, Eibach rear camber kit
sean says, “Thanks to Japtrix of Palm Beach, and my family and friends for putting up with my hobby. My car is a real head turner.”we say keep building the engine and don’t let your exhaust get out of hand; you’ll have a great low profile street car.

Photo Gallery: Reader’s Rides - April 2008 - Super Street Magazine

Readers' Rides: this is the place where we make dreams come true. How? Well, you send us photos, we pick what we like and the dopest ride gets a prize. Not sure if your car's good enough? You'll never find out unless you try. Send us a few pictures via email at readersrides@superstreetonline.com or the U.S. Postal Service by sending a letter to: Super Street, c/o Readers' Rides, 6420 Wilshire Blvd., Los Angeles, CA 90048. Our new staffer, Terence, is also on hand to give you a few pointers on how to make your car stand out, even if you're not a seasoned pro like he is.

This month's winner, Joel Aguilera, wins a set of Raze RS1 wheels (www.raze.com) for building this ultra slick S2K.

Ride Of The Month
Joel Aguilera
Rocks a '00 Honda S2000
See it rolling Somewhere in the U.S.
Peep the Full J's Racing Type S Bodykit, Mugen carbon-fiber hardtop, J's Racing Type V carbon-fiber hood, House of Kolor Kameleon paint (Red to Gold), 18" Diamond Black Volk SF Challenge Rims, J's Racing carbon-fiber intake, J's Racing S2000 SPL Exhaust Manifold, J's Racing FX Titan 60RS single outlet, Wilwood 6 piston BBK Buddy Club Racing Spec coiloversjoel says, "Please accept my car for consideration for Readers' Rides. Thanks for looking."we say great start; props for keeping the exterior clean and graphics-free to let the paint job do the talking for you.

Just The Tip
Turn Down The Lights

If you read last month's tip for getting your ride featured here in Super Street, you'll know that using a tripod is important for getting steady images. This month, we're here to tell you that photographing your car in low light makes for much better looking images. We often receive photos of black, navy or other dark colored cars, many having been recently polished and generally looking sharp. The problem is, many of the submissions were taken on a sunny day or, even worse, with an on-camera flash. Now we can see all the swirl marks on the paint, harsh reflections and hotspots on the car. What would be better is to wait until an hour or two before sunset, grab the tripod you should've gotten (or have), use the camera's self-timer and compose the photo of your wonderful ride. Your paintjob should look ultra smooth, the colors will have nice gradients, and the sky won't be the usual washed out blue, but a nice deep blue-orange-pink from the sun.

So be patient, wait for the sun to get lower in the sky and send in a high quality digital photo of your car with the minimum dimensions of 1500x1000 pixels (that's 1.5 megapixels) to readersrides@superstreetonline.com. If you've got stamps to spare, you can also mail in photo prints to: Super Street, Attn: Readers' Rides, 6420 Wilshire Blvd., Los Angeles, CA 90048. May the best photo of the best car win.

Jt Novick
Rocks A '94 Integra Gs-R
See it rolling somewhere in the u.s.
Peep the Built B18C1 engine, B16 tranny, SMSP Header, Mugen lip kit, Mugen flat-top wing, Benen tow hooks, Eibach/Omni Power/ST suspension, EDM rear fog light, JDM Sir-g fog lights and side markers, full JDM Carrozzeria stereo system, RSX seats
jt says, "It's teal... love it or hate it!"we say keep your car clean by not driving on dirt roads.

Jeremy Hanzek
Rocks A '99 Honda Civic Ex
See it rolling somewhere in the u.s.
Peep the Swapped B18C1, DC Spot cat-back exhaust, Koni Yellow Shocks, Ground Control coilovers, Blox rear LCAs, Beaks lower tie bar, OEM Si rear sway bar, OEM front and rear lips, OEM Si Front Grille, Password JDM headlights and Foglights, 8K HIDs and 16-inch Rota C10s stripped, polished and inner spokes black
jeremy says, "I own a '99 Honda Civic and here is the basic run down of the car as well as three pictures attached. If you need any more information please let me know. Thanks for your time."we say we're not crazy about the window tint or the wheels, but if that's your style, rock it out.

Jay & Joanna Brazeau
Rocks A '92 Civic & '92 Integra
See it rolling in Windsor, Ontario
Peep the Veilside body kit; carbon hood with raised hood scoop; AEM cold air intake; GReddy Evo2 exhaust; Eibach ProKit springs; TRD carbon rear wing and interior trim; Reverse Glow gauges; OEM S2K antenna; 18" Damani Tech 5 wheels; Hankook tires
jay says, "I was in your Readers' Rides with my Civic hatch in Nov. '06; since then I got hitched. Thought you guys might like our wedding photo. This was in front of the hall for the reception. 'His and Hers' rides."we say if this Civic's rockin', don't come knockin'! Congratulations!

Dan Strauss
Rocks A '95 Acura Integra Ls
See it rolling in Fort Lauderdale, FL
Peep the Skunk2 Intake manifold, DC Sports exhaust manifold, AEM cold air intake, custom red valve cover, 17" ADR gold Sukodu 8 rims, Kumho tires, Skunk2 shocks & springs, Skunk2 front and rear camber kit, Type R front lip, Type R wing, Password JDM amber bumper lenses, 1998 rear bumper & tail lights, Black with red stitching JDM Integra Type R Recaro racing seats, Pioneer head unit, Performance Teknique amp, JL Audio 10" subs
dan says, "Thanks to everyone: Mom and Dad, Kristin and Mike M., Michael, V.J. and thanks to my girlfriend Cherelle, who makes my car look extra hot when she rides in it."we say keep it lean, keep it clean. Nice job.

Sean Hanna
Rocks A '05 Acura Rsx Type S
See it rolling in boca raton, FL
Peep the Seibon carbon-fiber hood, Gram Lights 57c 18x8.5, Kumho Ecsta Spt tires, Stoptech Big Brake Kit, Rbc Intake Manifold, AEM Cold air intake, DC Sports Race header, Skunk2 Mega Power Exhaust, Buddy Club short throw shifter, Act stage 1 clutch and Prolite Flywheel, HKS Type Rs coilover system, Eibach rear camber kit
sean says, "Thanks to Japtrix of Palm Beach, and my family and friends for putting up with my hobby. My car is a real head turner."we say keep building the engine and don't let your exhaust get out of hand; you'll have a great low profile street car.

If we had our way, we’d devote an entire issue of Super Street to the JDM van craze-but we can’t. Not only do we not have the power to do so, but there aren’t enough JDM vans here in the States to warrant 100-plus glossy pages of tuned mom wagon hotness, either. You can probably count the number of sick JDM vans in the United States on one hand, and here’s one of them.

We’re seriously in love with this Isuzu Gemini, better known as a rebadged Honda Odyssey. Ron Sino-Cruz’s VIP-styled van sports all the right parts, including a full TEIN suspension (which drops the van eight inches in the front and six in the rear), the sick KENSTYLE aero kit and sunshine top conversion. Speaking of that sunshine top, Ron says it’s one of only two in the United States. That second sunshine top? Also owned by Ron, but that’s a story for another time. Perhaps now that we’ve got a JDM van in the pages of Super Street, more of you will be brave enough to tune a J-spec van of your own. Just do the work to your mom’s van; she’ll never know.

Faster Facts

‘96 Honda Odyssey

Owner Ron Sino-Cruz

Hometown Walnut, CA

Daily Grind Financial Aid Record Coordinator

Power Enough

Under The Hood JDM H22A, HKS PowerFlow intake, KENSTYLE Urban exhaust

Drivetrain Factory Honda Odyssey transmission

Rollers Superstar Leon Hardiritt Bugel 19×9 (F), 19×10 (R); Falken FK452 tires

Stoppers Brembo cross-drilled rotors; Earls steel braided brake lines

Stiff Stuff TEIN Wagon Masters springs, basic dampers; Aeroduo custom strut brace F/R

Outside KENSTYLE Urban aero kit; mystery used rear wing; JDM Sunshine Roof conversion, headlights, sidemarkers, window visor, sunroof visor; cleared tail lenses

Inside Custom shag carpeting, white-wrapped center console, blue door inserts; Recaro LS seats; Nardi MSport 300mm steering wheel; Clarion head unit; Rockford Fosgate mono class c 600w amps, 10-inch subs; MB Quarts Punch Pro 5 1/2-in 2-way speakers

WWW clarion.com;
falkentire.com;
hksusa.com;
kenstyleusa.com;
tein.com

Photo Gallery: 1996 Honda Odyssey - Get On Themagic Bus - Super Street Magazine

If we had our way, we'd devote an entire issue of Super Street to the JDM van craze-but we can't. Not only do we not have the power to do so, but there aren't enough JDM vans here in the States to warrant 100-plus glossy pages of tuned mom wagon hotness, either. You can probably count the number of sick JDM vans in the United States on one hand, and here's one of them.

We're seriously in love with this Isuzu Gemini, better known as a rebadged Honda Odyssey. Ron Sino-Cruz's VIP-styled van sports all the right parts, including a full TEIN suspension (which drops the van eight inches in the front and six in the rear), the sick KENSTYLE aero kit and sunshine top conversion. Speaking of that sunshine top, Ron says it's one of only two in the United States. That second sunshine top? Also owned by Ron, but that's a story for another time. Perhaps now that we've got a JDM van in the pages of Super Street, more of you will be brave enough to tune a J-spec van of your own. Just do the work to your mom's van; she'll never know.

Faster Facts

'96 Honda Odyssey

Owner Ron Sino-Cruz

Hometown Walnut, CA

Daily Grind Financial Aid Record Coordinator

Power Enough

Under The Hood JDM H22A, HKS PowerFlow intake, KENSTYLE Urban exhaust

Drivetrain Factory Honda Odyssey transmission

Rollers Superstar Leon Hardiritt Bugel 19x9 (F), 19x10 (R); Falken FK452 tires

Stoppers Brembo cross-drilled rotors; Earls steel braided brake lines

Stiff Stuff TEIN Wagon Masters springs, basic dampers; Aeroduo custom strut brace F/R

Outside KENSTYLE Urban aero kit; mystery used rear wing; JDM Sunshine Roof conversion, headlights, sidemarkers, window visor, sunroof visor; cleared tail lenses

Inside Custom shag carpeting, white-wrapped center console, blue door inserts; Recaro LS seats; Nardi MSport 300mm steering wheel; Clarion head unit; Rockford Fosgate mono class c 600w amps, 10-inch subs; MB Quarts Punch Pro 5 1/2-in 2-way speakers

WWW clarion.com;
falkentire.com;
hksusa.com;
kenstyleusa.com;
tein.com