Details on the all-new Honda Element are out. The ’09 isn’t dramatically different from the previous body style, but it does feature a new front grill and bumper, redesigned front fenders that are now made out of metal, not plastic, and new headlights and taillights. The metal fenders alone are cause for celebration Inside you’ll find some titanium-ish looking bits along with a lower-profile center console, and new fabrics. The center console system on EX models is especially cool – these ones feature removable coolers in the lower consoles and a modular, three-compartment overhead console up top. Engine and gearbox options haven’t changed though; all three trim levels still come with the standard, 2.4L K-series we’re all familiar with.
After more than two decades, Source Interlink Media decided enough was enough for Turbo magazine. Following the sale of the current issue, Turbo & High Tech Performance magazine will cease publication.
It’s a shame to see, since besides Sport Compact Car magazine, Turbo was the only other publication in the U.S. that dared to cover Honda performance in the early-mid ‘90s. Magazines like Honda Tuning and Import Tuner had yet to be created and, besides Turbo and SCC, there really were no other publications out there catering to import enthusiasts. I remember watching Turbo and SCC battle it out each month as both magazines put a priority on Hondas. During the late ‘90s, pretty much every single issue of Turbo had a Honda in it, many of which were cover features. Prior to Honda Tuning, this was the magazine to get your Honda in. Turbo was also a place where many learned the ins and outs of Hondas – remember, the internet was still fairly new in the early/mid ‘90s and Honda forums were still years away. Like everything though, the magazine evolved and, similar to other publications, decided Hondas weren’t so cool anymore, which led the magazine into another direction. SCC sort of went the same way around the time it spawned off Honda Tuning and the rest is history. On a side note: Honda Tuning began as a “special issue” and then a quarterly publication published by the editors of SCC.
You might think you’ll never be caught dead in a minivan, but have you seen what Mugen’s done with Honda’s ’09, JDM Odyssey? The JDM super tuner’s family-sized aero package features a front bumper package that consists of, well, a replacement front bumper, fog lights (HIDs are optional), and a camera cover. Van lovers can also pick up Mugen’s side skirts, rear bumper spoiler, front grill and bumper garnish, even a roof spoiler and window visors. Mugen also offers two different exhaust systems, one of which integrates into the OEM tips and looks strangely cool. Of course, they’ve also got a coilover suspension, and rotors and pads, because we all know every minivan driver needs bigger, more robust brakes and a stiffer, adjustable suspension.
Filed under: Project NSX | Tags: Honda Tuning magazine Project NSX, JDM fenders, NA1
The USDM NSX has two fairly obtrusive sidemarker lights for each bumper. The JDM version has two smaller sidemarkers up front and none out back. Less is more.
Sometimes the subtlest of modifications are the most rewarding, like getting your ride-height just right, down to the last 1/8 inch, or sourcing a set of thin side moldings for your Civic that only you and a select group of enthusiasts will know are special. Such is the case with Project NSX. Dorky body add-ons and NSX-R wannabe nonsense were out of the question, but there are a couple of basic exterior mods we’re addressing, despite how subtle they may be.
For the most part, there are few differences between the JDM and USDM NA1 NSXs. Of course, the JDM version is RHD but almost everything else is the same. Almost. In the name of highway safety, the U.S. DOT requires automakers to do all sorts of silly things, one of which is to plaster a couple of huge sidemarker lights on both sides of cars like the NSX. Don’t kid yourself, they look out of place and they’ve got to go. But despite how subtle the mod might be the solution is either really time-consuming or really expensive. We’re cheap so we took the time-consuming route. Remember, the NSX is rare and its fenders are made of aluminum, both factors that contribute to some expensive pieces of metal. It’s not unheard of for a couple of fenders and rear quarter panels to go for the price of a clean DC2. With that in mind we decided to bust out the old TIG welder. The trick is to leave the fenders on the car while welding, do a bunch of periodic stitch welds, and keep the metal cool with a wet towel in between welds. Skip any of these steps and, like it or not, you’ll have to forget about that DC2 you wanted and shell out for some new NSX hardware. Four precision-cut pieces of sheet aluminum, several dozen stitch welds, and a few hours later and we’ve got a complete set of make-shift, JDM fenders. Almost – the body shop still has to get its hands on them for a truly finished product. Stay tuned for more NSX updates.
Somebody over at American Honda thought it would be a good idea to give us one of its leftover, pre-production ’09 Fits. Our five-speed, Blue Sensation Pearl hatchback – complete with the Sport package and Navi – is scheduled to arrive in early November. We can’t wait. We’ve got a fairly extensive parts wish list in the works and are ready to get crackin’ on this thing the moment it arrives. Look for some serious coverage of Honda Tuning’s official Fit project throughout 2009.
Honda Tuning’s Winter issue will be available most everywhere early next week. You should have no trouble spotting it thanks to Chase McMaster’s K-swapped, CRX on the cover – a car most any forum lurker should be familiar with. Pick up a copy and be sure to read the full write-up on Chase’s rex. Other features include Michael Cristi’s (HeyMikeyyyy) DC2 build, Ojay Bayang’s ‘05 Element, and two wild RWD beasts from Tracy Sports. We shot the Tracy Sports S2000 and NSX during our trip to Japan earlier this year and, well, it was so hard to describe these two cars in words that we didn’t bother trying. It’s a new format we’re trying out called “JDM in Pictures” where we’ll explore the best Japan has to offer with cool photography and the bare-bones specs you need. We’ve also got updates on both Project NSX and Project TSX, an in-depth look at anti-theft tactics you need to know about compiled by Rodrez, Nisei Showoff coverage, and more. Don’t be cheap. Shell out the $4.99 and get a copy while you can. Incidentally, laggers will have an extra month to pick up this issue since it’ll stay on the newsstands longer due to our nine-issue year.
The C30A and C32B NSX engines have got to be two of the most hyped-up engines in terms of complexity that there are. I’m not sure what it is, but many NSX owners simply want the C-series to be more complicated and less like anything else Honda’s ever developed. It isn’t. In fact, the C-series V-6 is more like Honda’s, four-cylinder, B-series VTEC engines than many would care to admit. Of course, the physical dimensions of most of the parts are different in order to account for the 90-degree banks as opposed to the inline-four, the NSX has got titanium rods as well as the fact that there’s a difference of two cylinders, but the basics are pretty much the same. Take the front of the engine, for example. The timing belt, timing belt tensioner, and oil pump housing – they are all eerily similar to one another. If you’ve installed a timing belt on your B16A, chances are you can figure it out on a C30A. Sure, the NSX belt is a lot longer then the B’s, the engines spin opposite directions, and the pumps are geared differently, but the designs and tensioning procedures are basically the same. The similarities don’t end there. The valvetrain, including the valve springs, retainers, keepers, and camshafts are all pretty similar to one another as are the VTEC oiling systems, which include the solenoids, pressure switches, and camshaft rails. As you’d expect, doing valve adjustments on a C30A or a B18C doesn’t differ much either aside from the fact that with the NSX you’ve got eight extra valves to do. The various sensors, combustion chambers, ECUs, and cylinder liners are also comparable to one another. It doesn’t stop there, the NSX’s transmission is like a B-series’ inside too – it’s just oriented in the opposite direction. If you’ve ever rebuilt a D-series or B-series Honda gearbox, you’ll have no trouble with the NSX’s.
The point? Don’t be afraid of the C-series. It’s really just one big, reengineered B-series with a couple of extra pistons. As for the suspension and chassis, well that’s another story, and that’s what really makes the NSX special and arguably ahead of its time, even by today’s standards.
Filed under: Feature cars | Tags: CVCC, Honda Tuning features, vintage Civics
Our staff photog, Henry DeKuyper, recently returned from his trip to the Seattle and Vancouver areas. He came back with some great content from a bunch of locals as well as a couple of cars from A&J Racing, but we were especially stoked over this collection of mint-condition, vintage Honda Civics that he shot. You may have seen a couple of these at one of the SoCal-based Japanese Classic Car Shows over the last few years as these guys have been known to make the trek south for that. Simply put, these things are unbelievable. You think it costs a lot to restore your ’89 hatchback? Think again. Imagine trying to restore something more than a decade older than that. Many of these parts are no longer available from the dealer, which makes the outcome even more spectacular.
Filed under: Project NSX | Tags: Honda Tuning magazine Project NSX: Part one
Before...
Project NSX is now well underway. The car is stripped and sitting at the body shop and the drivetrain is in my garage. The car was fairly clean when I picked it up earlier this year – no dents, body damage, or accidents to speak of – but most of it had been repainted. Unfortunately though, the paint job just wasn’t up to snuff. I removed and disassembled most everything in my garage including the drivetrain, bumpers, and side sills and then pulled the doors, hood, and trunk lid at the body shop. Oh, before hauling the car off for paint I welded up all four sidemarker light openings, which by the way, isn’t as difficult as everyone makes it out to be. More on that later. It’s been about a week and the guys have already stripped most of the panels and begun prepping them for paint.
During...
Meanwhile, I’ve got the engine on a stand and the transmission apart. The laundry list of parts is fairly extensive but, basically, I’ve replaced every single gasket and o-ring there is without removing the heads; swapped in a new timing belt, tensioner, and water pump; did a valve adjustment; painted the valve covers and drilled and tapped them for breather tank fittings; replaced the transmission’s input shaft bearing along with a new SPEC clutch and flywheel; and spent the better part of two days scouring every inch of metal with Simple Green. You might be wondering why I’m going to all the trouble to stick the engine up on a stand but not crack open the bottom end. Well, for one, the leak-down test results were pretty phenomenal considering the car’s mileage, so tearing it apart and putting it back together with stock parts didn’t make sense. I am considering putting together a stroker package for it down the road though. I’m in the midst of figuring the crank situation out and, when I do, piston and rod calculations won’t be hard. This is at least a year or so away though. More Project NSX details to come.
Filed under: Uncategorized
You’ve seen the magazine, the website, and the MySpace page but you’ve probably been wondering why Honda Tuning magazine hasn’t created its own blog yet. Or not. Either way, we’ve got one now – a place to fill with all the things that don’t fit anywhere else. Enjoy!
