more pics.

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Here is one of the projects in my shop right now. It is a turbo charged 1990 Civic Si. Everything Is built in house. Intercooler is a one off custom, as is the turbo manifold and down pipe. Using a small T3 for now, but it will get a TO4E shortly. Shooting for a completely usable 300 at the front wheels.

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I have been working on this car lately. As soon as the turbo is on it should be done.

Here is a shifter I built for the Civic. There are also a couple of shots if the front crossmember, radius rods, and half width radiator mounts that I built.

The Shifter has had the pivot point moved up 3.5in and the overall length has been lengthened by 9+in. I used 3/4in Chromoly tubing with aluminum for the spacers. The pivot point is a COM10 monoball from Aurora. I machined a plastic bushing to fit inside a peice of 2.0in tubing that flares out to 3in to clear the swing of the shifter. I welded the tubing to the stock intermediate rod. Everything bolts together like honda designed it to and the throw has been reduced to about an inch of throw between gears. Wish my Porsche shifted like this.

There are also some pics of a tubular crossmember that I built. Gives me some more room for the turbo and gets rid of the soft rubber bushings for the radius rods. This also gives me some adjustablility for castor as Honda didn't see fit to make it adjustable. I also made some mounts and put in a half width twin core radiator from a later model car. Lighter and made of aluminum plus it gives some more clearance for the wastegate and intercooler.

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Alright, now I am back on the race car. I moved onto my new shop a couple of weeks ago and can't wait to get back on my race car. Here are a few pictures of the new shop.

I also got a new tranny early this week, that will be in testing shortly.


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Well the super teener is on hold for now. I am going to be looking for some more shop space. The garage I am in now is just not big enough for me to work efficently. But I have a couple of there projects now.

Well the super teener is on hold for now. I am going to be looking for some more shop space. The garage I am in now is just not big enough for me to work efficently. But I have a couple of there projects now.

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Lexus/ Toyota supplied the powerplant in the form of a 4.0 litre, all aluminum, double over head cam, 32 valve V8. Reputed by drag racers to be able to handle 2500+hp on the stock block and crank, I figure it should more than take the 600-800 I want to put through it. Orginally available in the LS400 and SC400 cars, this engine is extremely lightweight and cheap. I picked this engine up for 250$ and I have seen others not sold at 350-400$. The engine made 250hp and 260 ft-lbs stock. Since there is little demand and they are so durable, they can be found fairly easily and cheaply as well. I am going to use Megasquirt to run the intial versions. I have two units built and ready to go. I haven't decided if I am going to use the stock intake manifold or run a set of Individual throttle bodies. Both options are available now. My plan is to start out with a stock engine to get the car running and sort out the suspension and brakes. 300hp should be no problem with a custom set of headers. In the future my plan is to run either a twin turbo setup or a high revving NA motor. Both would be cool as hell. The turbos would provide and easy 1000+hp and I should be able to easily get 650-750 out of a built NA motor in race trim. Neither will be cheap.

Don't even ask about the tranny. I have yet to find a suitable solution. The car will start out with a modified 901 but that won't last long. I was looking at the Audi 016 gear box, but since I have to flip the gearbox upside down to get a reasonable axle angle I can't run it. The 915 looked good for about 10mins. Hell it is at least 25 years old and the synchros suck. I have thought about a G50 as they are a nice tranny. Modern, stout, five speeds, etc. I ruled out the 930 gear box because of it being a four speed. I have look at at Fortin transaxles, and found them overpriced for what they are. Hewland makes a nice box but it can't handle the power. Quaiffe makes a really slick box that can handle some of the power it is reasonably priced at $15K. http://www.mendeolatransaxles.com has some nice possibilites. They make a nice sequential box, but that is a little out there. I can get a five speed box for around 10K$. Not bad considering it is a five speed and can handle 450+ ft-lbs.



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What are you going to use to stop this, you ask? More brakes than a 747 needs? Check these bad boys out. Yep, those are 6 pistons for each front caliper. There are more pistons here than 2.5 stock 914s. The front rotors measure out to 12 7/8 inches in diameter and 1.25in thick. A pair of Wilwood Pro-Lite 6R will handle the duties up front. These calipers have stainless steel heat shields in each piston and around the brake pads. They came from a road race Winston Cup car. Pads alone are 500$ a set. I have a new set of pads , but I am afraid they may be a little to hard a compound. Can't wait to get to the track and find out. Out back I have a mildly less insane package. Wilwood Superlite IIAs and 12.5x1.25in rotors to scrub the speed.

The original plan was to run a 15 x 10in wheel all the way around but that has been upgraded to a 16 x10 in the front and probably a 16 x 12 in the rear. I have good access to the Goodyear Radial tires common to GT2, TransAM and other cars. Although expensive to buy new, there are many tires out there with no more than warm up miles or a few qualifying laps.


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The chassis is a mix of mild steel DOM tubing, with sizes ranging from 1.0 x .035 to 3.0 x .065. The main cage structure is all made from 1.5 x .095. The main frame rails are 2 x 4 x .065 and 3.0 x .065 round tubing. The floor supports are a combo of 1.25 X .083 square tubing and 1.25 x .065 round tubing. Both front and rear snouts wil be replaceable to ensure ease of repair should and accident occur. Removal of the rear subframe will be required to facilitate engine removal. The radiator wil be mounted face down in the front of the chassis with air exiting the hood to create downforce.


The suspension is a custom Dual A-arm suspension. It will use 1.0 x .058 chromoly tubing with rod ends on the chassis pivots and mono-balls acting as ball joints. All parts are custom one off stuff that will be easy to replicate. Ride height is set at 3.0in to the bottom of the frame rail. I designed for a 60 inch track in the front and a 58 inch track in the rear and maintained the stock wheel base and more or less keeping the 914 door opening width. The front will probably utilize a standard outboard shock mounting, but the rear will have to utilize something a little more complicated like a pushrod activated setup. I have set of Bilstien coilovers for all four corners. I have a custom sway bar but I doubt it will fit. The front and rear uprights will be custom. The rear bearing housings from a stock 914 trailing arm will be modified for the first go round. I may do something different in the rears later. Up front I am building a custom upright using a spindle pin from AFCO racing. The ball joints will be 1/2in monoballs and the steering arms are integrated into the upper ball joint mounts. There are three adjustment positions for ackerman. I am planning on using the stock 914 rack as it is light and easily mounted.

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I sat down and started thinking what would really do this right? Here is what I came up with:

Full tube chassis
Dual A-arms front and rear
Huge Brakes
4.0 litre DOHC all aluminum V8 (with a couple of Turbos hung off the sides)
Center seated driver
Lots of Rubber on the Ground
Plenty of cool aero stuff.
Total car weight under 1500lbs to start with steel body work. Much less with glass.

So I started cutting, welding, machining, designing, and tracking down parts.

I hung the original 914 body on the jig from four mounting points per side. Then I proceeded to cut the majority of the car out. Everything below the rocker boxes is gone. I left the orginal fenders on the front, the targa bar, front and rear valences, and some
of each firewall. Then those firewalls got in the way so they had to go. Then the fenders were in the way so I just sectioned the body into four big peices and removed it all together. I can put it back on when I am done.


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