What, I said, your brother in law wants to sell his Civic Si for $500? I was speaking to one of my friends who thought I might be interested in this deal. What's wrong with it? Does it run? Has it been wrecked? Is it stolen? No, my friend said, it's in great shape and runs fine with about 100k miles on it. Everything works, he just doesn't want it anymore. What's the catch? I asked. I dunno said my friend, it's a 2003 Si.
It’s no secret the LS family of engines can have oil starvation issues particularly on the racetrack. In high-g turns oil is forced to once side of the pan leaving the oil pickup dry and thus starving the oil pump and the engine's components of oil. Catastrophic damage can result in as little as a few seconds depending on engine speed. We already installed an Improved Racing oil pan baffle, today we'll go one step further to protect our E-Rod LS3!
There’s an interesting thing I’ve learned when it comes to safety in racing. It’s never a priority until you’ve had you first experience with a concrete barrier. Concrete puts a new perspective on life. One starts to plan and prepare to reduce chances of injuries if a second experience were to occur. An accident will also have you reevaluating the quality of equipment you use. Gone are the days when a borrowed motorcycle helmet with a missing visor and paint chips seem like a wise tool to protect your noggin.
Back in 2011, we introduced Project Honda Civic EJ to the readers of MotoIQ. Originally, the goal of the project was to take Annie’s beat down 1997 Honda Civic with over 260,000 miles on it and restore it back to the formidable yet reliable street and track machine it once was. All this, while keeping to a reasonable budget. However, what could only be described as massive scope creep ensued. Now four years later, Project Honda Civic EJ has finally come to an end... or to a new beginning?
We continue to transform our 20-something year-old interior, bringing it up to 21st century specs as well as fix some boost leaks that send this 800whp rocket back to flying!
We have just about maximized the bolt on potential of Project 5.0 Mustang in our last installment with the addition of the Ford Racing Cobra Jet intake manifold. Now, in order to attain still higher power levels from our engine, we will have to dive into the internals
We are big believers in the benefits of parts designed by factory engineers with factory technical resources for factory race programs. Many of the parts we will be using for our build are straight from the Boss 302R Grand Am and Cobra Jet NHRA drag racing programs. Factory engineered and best of all factory validated and proven on the track is good enough for us.
In our last edition of Project VA WRX we showcased some of the preliminary testing involved for the design validation of our new big brake kit by Stoptech. A baseline for the stock brake system was established using Stoptech's test protocols. The brake testing establishes the brake balance, stopping distances and fade characteristics of the stock brakes so improvements can be measured and there is a record of the validation testing.
Continuing on our quest to update this 20-year-old car’s cockpit, we swap our old Corbeau CR1 seats and update them with new RRBs! Plus, you'll get a sneak peak into what else is up our sleeves to complete the Supra's interior transformation, worthy of an ESPY award!
Last time you read about our VehiCross project, we ended with a tease about how bad replacing a power steering hose is. Originially, this was going to be the closer of our previous post, but as the power steering hose balooned, it took on a life of its own. A few years ago, I replaced the same hose on my 240SX. It took a little more than an hour and was fairly easy to do with the most basic of hand tools. In the VehiCross, it took 11 hours spread over three days.