In the last edition of Project EP3 Civic Si, we explained how we went about converting our car from 4 lug to 5 lug hubs. We did this for two reasons: one to take advantage of the larger selection of 4x114.3 bolt circle wheels available on the market and to take advantage of the larger RSX Type-S wheel bearings and axles to stiffen up the bearing system in anticipation of performance fixed caliper brakes and more power from a possible engine swap.
Any car that has the newer plastic headlights will experience weathering and yellowing eventually. This is caused by UV light exposure degrading the protective coating on the surface of the lights. Once the coating is eroded, UV light makes quick work of the clear plastic underneath, and the light becomes cloudy and yellow.
As we finally start to mod our much-maligned shop EP3, the car that everyone loves to hate, we came to the realization that the car had pretty big wheel wells. To us, big wheel wells does not mean room for offset, slammed to the ground ride height or dumb camber but room for big grippy tires!
Having proper crankcase ventilation is critical on a performance engine, especially forced induction ones that have more blowby past the rings by nature. The pressure needs to be relieved. Excessive crankcase pressure can blow seals, cause severe smoking from the turbo and affect piston ring seal causing smoking and losing power.
If you've been keeping up with Project STurdteen, you know that there are some pretty extensive changes that needed to be made to transform the turd into the beautiful, performance-based s13 we all know it can be.
I had initially purchased this vechicle from a friend who had a small budget for the build. Rather than buying an off-the-shelf steering angle kit, he had cut and extended some knuckles in an attempt to increase steering angle. Although was more angle than an OEM setup, it was still pretty horrible. The steering oftentimes binded while I was drifting because of these mods. Since I'm trying to get more serious - even with the missle car - I figured it was time to upgrade my steering angle and suspension overall.
Project MKVII Golf R has been doing an absolute killer job of being a boring daily driver for the past few months while we slowly decided which aspects of the car needed to be addressed and with which components. While we didn’t have the opportunity to make it to many driving events, we did manage to get some initial shakedown runs in at Adams Motorsports Park at one of their grip events. During that event we got a feel for the car and quickly decided to address the suspension first. The stock suspension on the Golf R is more than adequate for a daily driver and weekend drive fun, but we are going for serious on track performance.
We were pleased with our S54 3.2-liter in stock form, and the goal was to bring it up to V8 M3 performance. Was a 12% power improvement and 90-lb fat reduction enough? Find out inside! We test them to speed and in the quarter-mile. We also compare them from 30-100 MPH in third gear to compare low- and mid-range torque for you track guys! And why not--we even throw in a Mustang GT 5.0 in there...
Life would be a lot easier if we'd stayed with the stock headers, but when we tested our VAC headers in Part 3, the increase in power was too much to let go. Since then, we've tried different header-back systems but they either were too loud, droned at low RPM, or didn't fit all too well. Today, however, we think we've found something that works great and doesn't break the bank. Dynos graphs and video clips inside!