car [J's Racing Honda S2000 Street Demo Car]

Believe it or not, J’s Racing is paying close attention to what you guys are doing in the US. Need proof? During our last visit, we asked them what kind of style they were trying to achieve. Their answer: “We want to build our cars just like the Americans.” So while you’ve been busting your balls trying to be like every J tuner, ironically, the Japanese have been hard at work so they could be more like us. They’re very much in tune with the trends we’re pushing, like K20 engine conversions into the Fit, and if you didn’t already notice, they also went through the trouble of buying a LHD S2000, just so the parts they designed would work for our market. How’s that for dedication?

This particular S2K is basically a street version of their Time Attack race car. The engine work is pretty mild but nonetheless focused on producing pure power for the naturally aspirated F20. A full carbon J’s intake reaches from the front opening on the J’s bumper, connecting to a massive plenum before it hits the throttle body. The positioning of the motor makes it hard to see the exhaust side, but a stainless J’s racing header, well hidden by a custom-fabbed heatshield, leads down to a titanium exhaust system, producing the power and the unmistakable Honda sound we all know and love. J’s takes full advantage of the parts it produces by programming their own ECU with data collected from their bouts in N1 racing, so you know the air and fuel is set perfectly.
The transmission could have been left in stock and still proven to be quite capable of light racing, but the J’s staff gave it an advantage by adding in a stronger clutch from Daikin, changing in one of their own 4.3 final gears and a 1.5-way limited slip differential for added traction. J’s took further steps to ensure rigidity by installing Mugen engine mounts and from their own catalog, an engine torque damper and differential mount.

At the time this was shot, the idea of putting big wheels on one of their demos wasn’t taken into consideration – in fact, the biggest they’d gone was 17s. Now they’ve managed to go XL by fitting on a set of 19-inch, polished Volk Racing GT-Vs that sport RE01R rubber from Bridgestone. And just because this S2000 wasn’t intended for the track didn’t mean it couldn’t be made to handle like the Time Attack version. J’s lowered it on their own spec coilovers then installed pillow mounts, camber plates for the front wheels, a roll center adjuster and rear control arms. The front shock towers have been tightened up with a J’s aluminum bar and down below there’s another bar to support the lower arms. Get up close and personal and you’ll also see that the factory brake calipers were changed for the bright red 6-pot calipers from J’s, which use racing caliber brake pads and stainless hoses.
The interior represents a true street car; minimal tweaks with the exception of a J’s shift knob and a Carrozzeria navigation unit mounted atop the dashboard. On the outside, it’s got the perfect look: a J’s body kit, 3D GT wing and a vented Type V carbon hood. No doubt it would feel just at home if it were ever seen on the streets of LA.

With such a minimal approach to the build, J’s managed to capture the essence of American tuning much more so than we could have dared to imagine. In one car, they’ve managed to read our minds and satisfy our craving for speed. And they didn’t even have to try.

car [Projekt EightSix #07]

What’s good fellow JTuned readers? Apologies for the lack of updates with Projekt EightSix, but the wait is finally over. The last time we checked in, our little hatchback was fresh from the body shop and a newly built engine had replaced the aging stock unit. Some of you wondered about the reasons behind this hybrid 4AG build, but read further and you’ll see exactly why we chose this path. With the paint, body, suspension and engine rebuild under wraps, our goal of reaching 200 whp was put to the test. There are limitless engine options readily available for customers with deep pockets — staying naturally aspirated, going turbo, swapping in a 4AG-ZE or 20-valve, SR20DET, F20C, etc.

There are pros and cons to any decision and true hachi roku enthusiasts may feel that staying naturally aspirated keeps the soul of the car intact. I agree wholeheartedly but turbocharging a vehicle that isn’t meant to be turbocharged isn’t the easiest route to take either. At first, I really wanted to go with the venerable 20-valve, but after speaking to others who have done this swap, I realized it isn’t as easy as it sounds. A new harness must be made and water lines must be relocated. Finding a way around the distributor and the back firewall, searching for performance upgrades or OEM replacement parts can become a project unto itself.
While weighing the options, I started calculating the engine build and saw much more potential in turbocharging the 4AG. Luckily for me, I have some awesome friends and co-workers who helped make my boost dreams come true. By adding a snail, I could leave my firewall intact, eliminate the need to hack up a harness and would gain much more power per dollar. Additionally, locating any turbo parts could be done at the drop of a hat and I still retained the original engine that came with the vehicle.

So while the car was being painted, my engine builder put together a strengthened bottom end that could sustain the abuse of forced induction. We swapped in an AE101 block I had lying around from when I was contemplating going the N/A route. Also, AE101 cranks are supposedly much lighter and the oil system in the newer blocks are improved from the previous generations. The feathery crank was mated to some beefy 4AG-ZE rods and capped with forged lower compression JE pistons. This setup can easily handle the 200 whp goal we were after. To keep this a budget build, I traded my set of AE101 individual throttle bodies to another Club4AG member for the rods and pistons.
With the block being cleaned, honed and stuffed, I decided to install a set of HKS 264 degree intake and 256 exhaust camshafts, along with matching HKS valve springs in the 16-valve head. An HKS metal headgasket sits between the bottom and top end and some uber rare HKS valve covers finishes the package. My co-worker located one of the very last clear acrylic timing belt covers from Japan that I copped without hesitation. One thing I learned about limited parts is that you’ll kick yourself in the ass if you sleep on them. If you find something you think you might use in the future, it’s better for you to pick it up when you can, because it may not be available later when you really want it. Don’t sleep people!

With the engine completely rebuilt, it was swapped in after the car left the paint shop. During the break in period. I noticed the vehicle felt much healthier than before, even with the lower compression pistons . I was very happy with the car's performance and wasn’t in any rush to turbo it. This is another reason (besides money) that this update has taken so long.
After a week, I drained the fluids and filled her up with some synthetic blends. As time went by, I began accumulating parts for my turbo kit. I came across an HKS GT2510 ball bearing turbo from a good friend and picked up the matching HKS cast turbo manifold. Because this manifold was designed for RHD cars, the top mount comes mighty close to the brake master cylinder. To help with clearance, Cusco engine and tranny mounts were used to not only stiffen things up but to also lower the engine another 20mm. An HKS S14/15 intercooler core was purchased with end tanks already installed, which made the mock-up even easier. An HKS SSQV BOV can be seen peering out of the left side of the J-Blood front bumper and a 200mm HKS Super Mega Flow intake can be found on the opposite side. The intake was positioned where it is or obvious reasons, but the BOV was mounted outside the bay because I really like the intake pipe leading to the throttle body to be as clean and uncluttered as possible (special shout out to E-Lo for this). Also, the SSQV screams like a banshee firing outward.

With the additional air flow, a set of HKS 550cc injectors were installed and the pinnacle of aftermarket fuel management was wired in to handle proper air/fuel ratios. It is a rare sight to see an AE86 running an HKS F-Con V Pro, but over the years, I’ve learned to do things right the first time. Tuner extraordinaire Jon Kuroyama handled all the tuning duties and was able to muster 198 whp at 1.1 bar. Not too shabby for a car that ran a baseline of 107 whp.
So how does she feel? The term “bat out of hell” must have been first used as a reference to this rocket. This thing fucking flies and even that is an understatement. Owning a turbocharged B16 Civic was fun, but this 20-year-old classic simply takes the cake. Never have I found such great balance and liveliness in any other vehicle. The Corolla handles like it’s on rails and has the power to snap egos in a second. Never in my wildest dreams have I thought that this vehicle could perform the way it does. In my eyes, this is one of the most well rounded street cars that I’ve ever owned — and I’m not just saying that. The grins on the faces of my friends as they return from joyrides around the block verify my statement.

So what’s next for this beast? I’m trying to increase the power-to-weight ratio and thanks to the guys at Seibon, I have just installed a set of their sick carbon fiber doors. These things weigh next to nothing, are absolutely gorgeous and fit like a charm. Not only do they save more than 30 lbs, but the carbon weave contrasts with the white body in a very menacing way. I’m a bit worried about side impacts and accidents because she is still street driven, so I will be installing a cage and door protectors in the near future. A set of black 14” TE37s now adorn each corner and also brings rotating mass down by a huge margin over the Dori Doris. Not only do the doors, hood, and wheels cut a substantial amount of weight from this already lean ride, but it also gives a sinister look to this timeless classic. We passed the point of no return long ago and we will attempt to take this raging machine out on the track sometime to enjoy the fruits of our labor. We don’t believe in trailer queens here at JTuned. Check back again soon for updates on how fun it is to blow your life savings.

car [Mitsubishi Evo 8 RaceCar]

A-Spec Products in El Monte, California has brought many of their own adaptations of vehicles to the automotive scene and have done a great job at doing so. That is why a few months ago we featured their Gram Lights rendition of their 2003 Mitsubishi Evo 8.

This month we are featuring another 2003 Evo 8, only this time built solely for race purposes. Originally the plan was to take a Skyline GT-R and make it their ultimate race car, but due to them not being readily available A-Spec had to choose a different platform. “So we picked the next best thing! That and we didn’t think a 240SX would be competitive enough”, says the team at A-Spec

This blue dream machine is flossing a Gram Lights front bumper, APR carbon side mirrors and GT wing, A-Spec wide fenders, and Seibon hood, and trunk. A front splitter was used but became the primary problem for the company. The splitter was causing too much downforce and actually flew off three times before A-Spec finally decided to leave it off.

Building a race car means going on the Nicole Richie diet and stripping the entire interior and using only what’s needed. A Recaro ProRacer SPG bucket seat holds the driver in place while he pilots the beast with the Nardi wheel and titanium shift knob. A custom welded roll-cage and rear firewall ensure that the driver is completely safe when putting the pedal to the metal.

Endless/Zeal Function X dampers keep this all wheel drive beast in control, while Swift sway bars and an ARC front strut bar structures the chassis more sternly.

With all the wheels out on the market it’s hard to find the correct wheel for performance as well as a wheel that hasn’t been played out yet. The Volk Racing RE30’s were selected to do the job. Constructed to be more rigid than the CE28N’s and weighing somewhere between the CE28 and TE37’s, this wheel was the perfect choice for racing. Peering through wheels you will find the Project Mu 4pot big brake kit ready for action.

The most impressive piece on this car is the actual powerhouse. Built by Cosworth USA, this 4G63 motor has been balanced, blueprinted, and assembled to successfully take out any competition. The internals were beefed up with aftermarket valves, valvesprings, cams, pistons, connecting rods, and cam gears to work more efficiently. The turbo was also upgraded to an ATP/Garrett 3071R dual ball bearing turbine with an ATP proprietary turbine housing. A-Spec provided their Evo with their very own intake, turbo manifold, and exhaust system. A Quaife LSD and Exedy Twin Plate clutch put all 485 plus estimated horses to the wheels.

A-Spec has once again brought our viewers’ one of the illest race cars on the track. With numerous achievements attained before, this is just one more notch under their belt. From distributing some of the greatest brands known to man, to producing their own outstanding products, to building great cars…A-Spec Products has made sure they covered all aspects of the industry.

car [Veilside RX-7]

One itty-bitty Mazda rotary engine force-fed by one very large HKS turbocharger. Thoroughly thrashed, there was more potential in this combination than actual performance.

Dental mirrors should be as shiny as the Veilside rims on this RX-7. Note how deeply scored the Rotora brakes are behind those rims.
At 80 inches wide, the Veilside RX-7 is 11.8 inches wider than a stock third-generation RX-7. It looks like a box of Kleenex put through a wind tunnel.

Once an award-winning show interior, the Veilside's intricate electronics were sacrificed in the expediency of film production.

car [Nissan Skyline GT-R Z-tune]

Nothing prepares you for the phenomenal traction this coupe generates. On public roads, you run out of guts before you run out of grip.

We pushed the car hard for an hour or so over the mountain roads south of Tokyo, and the Z-tune just took everything in its stride, constantly tempting us to use a heavier right boot.
Along with its reinforced chassis, this GT-R also gets specially tuned, race-spec Sachs three-way adjustable dampers that cost $20,000 a set.

Jump on the perfectly balanced six-piston monoblock Brembo brakes, and you'd better be ready for nearly 2G of deceleration.
Yes, that's a 9,000-rpm redline.

Its twin-turbo 2.8-liter turbocharged straight-six cranks out 500 hp at 6,800 rpm and 398 lb-ft at 5,200 rpm.
The Z-tune uses a titanium exhaust system and includes coolers for the various differentials. Note also the aircraft-style fittings for the fuel system.

The completely hand-rebuilt Skyline GT-R Z-tune uses carbon-fiber fenders and hood that subtly reshape the entire front end of the car.


A specially fitted 200-mph speedo and titanium gearshift knob hint at the Z-tune's true colors.

In Japan, the left is right.
Inside, the leather and Alcantara-covered seats are comfortable but need more side support considering the car's cornering ability.

Wheels are 18-inch diameter LM GT4 GT500 rims made by Rays and wrapped in Bridgestone Potenza RE-01R tires.