RWB Porsche 911 S Cabriolet or Carrera 4? Why Not Both? Based on what you see on the internet, it seems like RWB Porsche builds are a dime a dozen as they pepper the automotive media landscape. The truth is, they’re not very common at all, and, because of that, they consistently draw media attention and a strong online presence. Owning one is rare, but owning two is almost unheard of.
RWB Dressed Cabriolet S For Patrick Toledo, owning a RWB Porsche Cabriolet was his initial goal, but he had no plans of waiting for the kit itself and then waiting even longer for a potential install date at the hands of RWB’s Akira Nakai.
Bodywork Resume Required You’ve seen the dramatic video montages that include plenty of (probably too many) slow-motion shots of Nakai cutting, sanding, and installing his handiwork with more than a few smoke breaks. For some, it’s a crucial part of a unique experience. For Toledo, General Manager of DTM Autobody, a new goal emerged. He adds, “after learning they would allow pre-qualified shops to install the kit, I immediately reached out to RWB USA to get more info. Marc from RWB USA said they would allow me to build it myself pending approval of the shop that would be installing it.”
DTM Autobody Delivers DTM Autobody has provided high quality insurance repair work, complete paint and body services, and a long list of custom work that’s been highlighted in various forms of media, under the bright lights of SEMA, and more, for many years. “It took three of DTM’s biggest builds—Porsche 991 Gemballa GTR 8XX EVO-R, Ferrari 812 Superfast Novitec N-Largo, and a Bugatti Veyron Mansory Vivere—to convince RWB we were capable of building the car with the high standards they require and expect,” Toledo notes.
From Black to White, Slender to Bulky With the install duties secured, the complete kit was ordered before the car was even acquired. In 2022, the completely stock S model with PDK maintained its original black paint and matching top, but that would all change once the car went under the knife. The intricate process of cutting large portions of the P-car’s fenders and quarter panels away in order to fit the bulbous flares wasn’t nearly as dramatic as you might imagine, given DTM’s capable crew and years of experience.
The Bucket List The multi-piece makeover was completed without issue, and a color change to Carrera White was accompanied by a red soft top to completely revamp the car’s look. With that top pulled back, black leather Recaro Pole Position bucket seats fitted with Pepita fabric are revealed.
Shoes Made to Fit Lowered using H&R coil overs, the necessary wheel upgrade features Fikse PROFIL 701 in 18×10.5 in the front, and massive 13.5s wrapped in 335/30 Continental rubber under the RWB rears.
Road Ready The remarkable increase in width gives the softer lines of the Cabriolet a whole new attitude. To maintain the paintwork, Toledo reached out to Phillip of AeroWerkZ who helped provide the PPF and some mild sponsor call-outs along the bottom of the doors. The car made its official debut in the AeroWerkZ booth during last year’s SEMA event and now serves as Toledo’s streetcar to enjoy.
When One Just Isn’t Enough Prior to the Cabriolet’s completion, Toledo picked up yet another Porsche project, this one a 2008 911 Carrera 4 that had been untouched and neglected for over a decade. Rescued from its previous owner after sitting unprotected in the sun for all that time, Toledo set out to create a reliable canyon-carver and weekend track car to enjoy. “Like the Cabriolet, I decided to put the RWB kit on it, but the GT3 version for this one,” he adds.
Feeling Blue DTM Autobody of course took care of the install duties and performed a color change from the original sun faded black to PTS Gulf Blue before AeroWerkZ added hits of yellow highlights.
The Right Rollers The same wheel specs were used for this build but with Forgestar M14 selected along with sticky Toyo Proxes R888R.
Tastefully Low H&R coil overs are in place and the ride height, though low, isn’t as dramatic as some of the other RWB builds that you’ve seen, some of which rely on air suspension for an exceptionally low look on demand. Here, the idea was to set the car up for real world street encounters and occasional weekend track days, and adjustable arms were included in the process to completely dial in the suspension.
The Bite to Match the Bark While the Cabriolet’s engine remains factory issue, the Carrera 4 has seen significant changes, including steel sleeves, larger forged pistons, and ceramic IMS. The original 3.6-liter displacement was increased to 4.0 liters with a Shark Werks exhaust system announcing its arrival and power checking in at 390 hp and 400 lbs-ft. of torque.
Mission Accomplished Toledo says he’s happy with the result of both cars’ transformations and the dual project was the perfect approach to qualifying DTM Autobody for future RWB conversions.
Two Down, More to Go Moving forward, the only change that he’s considering would involve eliminating the exposed hardware look associated with RWB’s fender treatment in lieu of molded panels to smooth their appearance. It’s a minor touch that involves quite a bit of work but it’s a job that DTM is more than capable of completing with ease.
1-of-1 Infiniti G35: From idea to rendering to reality, DTM Autobody brings a vision to life
Avid enthusiasts know the hunt for something different is almost never ending. Off-the-shelf parts offer the convenience and immediacy to satisfy the masses, but at the cost of repeated builds that seem to get tougher to differentiate. The bolt-on fender flare craze is testament to this, as lookalikes become all but mandatory, right down to wheel choice and even sticker placement. So, how do you break the mold and stand out in a sea of similarity? By going with something one-off, of course. Easier said than done, obviously, because the vision of a perfect build that haunts you isn’t always a possibility and leaves most reaching for what’s obtainable. In the case of Tim Tobar @tntmasterpiece and his 2004 G35, standard wheel and body mods could only hold his attention for so long. Purchased in 2014, the car’s current status is essentially its second life. Its first iteration featured standard body lines, a different set of wheels, and the custom carbon trunk you see pictured, produced by Outcast Garage, who also created the 1-of-1 front bumper currently on the car. The combination set the car slightly apart from the numerous others, but it simply wasn’t enough, and Tim wanted to further separate himself from the crowd.
![]() With thoughts of what his G35 could look like, a friend at Outcast Garage urged him to contact DTM Autobody @dtmautobody. Based in El Monte, Calif., DTM has been working with the aftermarket since 2005. Originally known as European parts retailer DTM Autohaus, the group expanded into a full service auto body shop that caters to your standard insurance claim repair and paint, to full blown custom creations, like this G35 that included a color change from black to Audi‘s Nardo Grey.
Between those two extremes, you’ll also find a number of other services available through DTM, like fender cut/rolling, head and taillight tinting, body kit fitment/installation, as well as actual parts sales. DTM certainly has the experience and know-how to make custom creations happen, but in order to fully translate Tim’s vision a third party was needed …
@jaked_up_car_art is a Los Angeles-based car artist-for-hire that has a knack for masterfully sketching out what it is you’ve got floating around in your head. His artwork covers all vehicle types and styles, and in this case his rendering would serve as a basis for DTM to work from. The group offered a rough idea and some details on the build, then set Jake loose to create something original.
Starting from scratch would usually mean a stock-bodied G35, then adding all of the personal touches. In Tim’s case, however, the caveat in his design wishes included working around a set of massive 20×12.5-in. front, 20×15-in. rear Infinitewerks Concave MT wheels. The size and style of the wheel has a major impact on the design, which relies heavily on sweeping, non-traditional lines from front to back.
![]() ![]() The process to transform Jake’s rendering to reality took a full year, off and on, and as you might expect with something this involved, setbacks were part of the process. Long adds, “The front fenders dip in with the side skirt, and getting that angle right was very tough. You have to remember that the drawing doesn’t take into account the structure of the vehicle itself. So, certain parts you can cut or even remove, but others you simply can’t, and you have to figure out ways to work around them.” Though the front fenders are metal, the majority of the rest of the kit is fiberglass—a material that, Long says, is best for working around extreme body lines and exaggerated curves.
![]() ![]() Those fenders feature the sharp cut that Long mentioned previously, but it’s not the blunt, cut-and-paste feel you’re accustomed to. Instead, the mid-portion of the fender, which looms over the top of the cutout, is sculpted, and the flow of the fender that combines OEM and aftermarket sheet metal remains seamless.
![]() ![]() The flat, straight side skirt makes a sharp turn outward, where it’s met by the lower portion of the rear quarter that might be the most controversial section of the entire kit, as it’s not shy in announcing its presence. A multi-tier portion that sits atop the angled skirt continues the push outward to help house those large, 20×15 rear wheels.
Like the front, another cutout was made to not only match but also to display a portion of the rear wheel and tire. Completely aired-out with Air Lift Performance and lacking the extreme camber treatment thanks to dialing in the suspension with Voodoo camber arms, the exposed rubber adds an even more aggressive touch. In the rear, a carbon-fiber diffuser houses an ARC differential cooler and a set of Motordyne TDX2 finishers on the lower half, while up top the Outcast Garage carbon-fiber trunk remains but was partially painted with the majority of the integrated deck spoiler left in raw carbon.
Giving up on convenience in order to obtain something truly outside of the box is always a risk, but it’s something that Tim Tobar was dead set on turning into a reality. Friendly networking brought him to DTM Autobody and an artist’s touch helped tie all of the pieces together for a truly one-of-a-kind build.
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That Acura NSX that Made a Cameo in Travis Scott’s Music Video Inspired by a legendary JDM car crew, this SoCal NSX widebody finds its way in front of the camera for Travis Scott’s JackBoys.
I’d met Anthony on multiple occasions at events across Southern California which include our very own Supra One Night Stand car meet and a Guess Jeans pop-up car show that we helped organize in downtown L.A. Anthony’s NA2 is admittedly a show car and weekend cruiser, but that doesn’t mean it lacks function. The 3.2-liter C32 engine is perhaps the weakest link of the project with 320hp on tap – just 30 ponies more than stock thanks to an ARC intake and exhaust, and Comptech headers. What’s more interesting about his car, however, is the combination of JDM style and chassis performance. No, it’s not a straight line car (and the NSX was never meant to be) and where it excels is in the corners where BC coilovers with stiffer Swift springs are installed and StopTech big brakes and ultra-wide 18×9.5″ front, 18×10.5″ rear Volk Racing TE37 wheels are matched with 100-treadwear Toyo R888R tires.
Anthony debuted the final look of his T-Top NSX at the 2019 SEMA Show in the MFR Engineering boot, but perhaps what’s got people excited is its recent appearance in Travis Scott’s JackBoys compilation music video “Gang Gang“. Currently the video has almost 30 million views, and the numbers are still climbing. Sure, it might only be a short cameo, but being recognized by one of today’s biggest hip-hop stars is no small feat, and we gotta give props where props are due. 1-ON-1 INTERVIEW WITH ANTHONY First things first, how’d you end up in a music video with Travis Scott and Sheck Wes? I was invited by Jonathan Oregon at Enticed Motorsports to the video shoot. Travis is a big fan of JDM and older tuner cars, so it was a cool experience and nice to see our cars in the video.
The NSX was a dream car when I was a kid, so it was always on my list of must-owns. This is my second one. My first just had wheels and suspension about 17 years ago. This is my first full custom build. Now that you’re a bit of a seasoned NSX owner, what was the whole theme and inspiration behind this one? It’s definitely themed after the Team Top End NSX crew in Japan. One of the NSXs had a full Marga Hills body kit and it always stuck in my head. Team Top End was very popular in the ’90s and well known for having highly modified NSXs. I have a DVD titled Grip Video that has a story about them. I’ve kept it all these years in hopes to build a similar style NSX. They were known for racing up and down the wangan and meeting at Daikoku Futo. I can’t say I’ve seen a Marga Hills NSX outside of Japan. The last two we shot following our 2015 Tokyo Auto Salon trip featuring Jun Saitoh and Yoshinobu Yamamoto. Can you elaborate more on what makes the kit/brand so special? The Marga Hills body kit was designed and developed in a wind tunnel, then also race proven in Japan. I built my NSX with this kit since it would be the only one on the West Coast and I didn’t want my car to look like anyone else’s. DTM Autobody performed some custom touches to the kit, like the side skirts and the rear spats have been molded to clean up the lines and make it just a bit different. But it didn’t end there, right? Correct. Mike at MFR Engineering is known for making aero parts for race cars. Recently, he expanded his business and started building aero for show cars, hard parkers and for cars like mine—occasional canyon cruisers. All of my parts are chassis mounted and are made of very high-quality aircraft aluminum, able to stand up to abuse. My kit consists of front and side splitters, plus a rear diffuser all meant to keep the car stable at high speeds. I also have some front canards to further assist in downforce on the front end.
I kept the original color Silverstone Metallic since it’s not seen too often, and I think it complemented the body lines of the kit. Touche. I noticed the interior looks pretty boss with that ‘cage and those Pole Position seats. Yes, the roll cage is a custom ‘cage built by Studio RSR. It’s connected to the rear engine brace and to my knowledge, it’s a one-off. The plan is to work on the rest of the interior with Alcantara and carbon everywhere. The Karo floor mats are custom pieces the company did for some left-hand-drive cars. Are there any other modifications you’d like to highlight or plan on doing? The ARC parts are very rare and the suspension is a Stanceparts air cup lift system over my BC coilovers. Doesn’t sacrifice performance but definitely needed to clear my own driveway. Next plans would include a more track-focused suspension and possibly a turbo kit in the near future built ty Enticed Motorsports.
I’ve been a deputy sheriff for over 18 years and not many co-workers know about my car since it’s not daily driven; however, you would be surprised about how many police officers are car enthusiasts. We are just like every other car enthusiast, have a passion for cars and like hanging out with like-minded friends, for example everyone from Team Sonkei Blue.
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Elite Baller Status 2019 Porsche 991 Turbo S Gemballa GTR 8XX Evo-R Just 1 of 50 worldwide, DTM Autobody works its magic on Porsche royalty
Germany’s FinestFor some, it might be a funky vinyl wrap and wheels, while others, like Eric Wong, chose to go way beyond over-the-counter bolt-ons and eye-searing color schemes. This 991 has been given the very exclusive Gemballa GTR 8XX Evo R treatment and is but 1 of 50 in existence across the globe. We’d say that’s a pretty good way to make a statement. Not familiar with Gemballa? They’ve been in the tuning business officially since 1981 and have earned a much-deserved reputation for churning out some of the most extreme (and yeah, expensive) conversions on various models from the likes of McLaren, Mercedes, BMW and Ferrari, in addition to Porsche. Their unique take on these high-end vehicles maintains a healthy demand – at least among those who can afford them. To perform the Porsche’s surgery, Wong reached out to DTM Autobody of El Monte, Calif., a group we’ve worked with on several occasions and you’ve seen their handiwork applied to numerous Super Street features over the years. Essentially a do-it-all outfit, DTM can handle your basic insurance claim fender bender, can source various OEM and performance parts, take on resprays and complete color changes, and they’ve established themselves as a force in the completely custom bodywork arena as well. How Wong found DTM is pretty simple in that they’ve had a relationship for quite some time, with the shop taking care of his Rolls Royce, McLaren and more.
What’s in the Box?
That new wing towers over the car’s rear and extends beyond the intakes on the factory decklid. The third brake light is also still intact, though now joined by a glowing red “Gemballa” logo that sits between the taillights, just above the updated rear bumper that tightly houses Gemballa’s Sport exhaust system with rounded finishers. It’s Bulking Season
What You Can’t SeeThe additional downforce afforded by the menacing rear wing and the additional grip provided by the wider tire setup is as much a necessity as it is a styling cue. The already potent 991 Turbo S has been extensively upgraded via Gemballa’s performance package.
Not Too Much, Just Enough
You’ve often read or heard about how tough black paint is to apply and care for, and the owner put his trust in DTM to deliver paint and body work at a level that would match that of the car’s high-dollar fashion, and the shop nailed it. Each factory panel and the once bare carbon fiber pieces applied to the Porsche match perfectly, and there aren’t any flaws to be found. DTM describes the process, “We took the car apart to mockup all of the widebody pieces and then actually installed the parts to check for any misalignments or imperfections before drilling holes. You can only drill those holes once – there’s no room for error.” Not just a simple bolt-on affair, the new arches required cutting away some of the factory body in order to fit the more aggressive wheel and tire set up. DTM worked with Wong on deciding which parts would be painted and which would be left in raw carbon look, then everything was disassembled, properly painted, and reinstalled yet again to finish up the conversion. There were no shortcuts involved, even down to the hardware, which was specifically chosen for its black finish to blend in with the updates. How the owner maintains it from here is up to him, but we imagine someone with the sort of money needed to buy a 991 Turbo S and have it fully built, then fitted with an extremely limited body conversion has people for that.
With all of the aggression applied to the exterior, you might expect a set of non-adjustable, rigid bucket racing seats, but in actuality Gemballa kept things sporty and comfortable, with premium surfaces, of course. From the red stitched, alcantara dashboard that flows right to the upper portion of the door cards, to the bright red leather touches, highlighted by even more red-stitched black alcantara, the cabin is every bit as impressive as the outside. The look and feel of Gemballa’s GTR 8XX Evo-R isn’t for everyone, and that’s exactly the point. The lengthy process of designing something so extreme, along with the painstaking R&D process and ensuring it carries its worth isn’t a simple process and the sticker shock that comes from a very low-volume, carbon-fiber aero kit, wheel and tire combo, and complete engine overhaul package isn’t for a frugal enthusiast. It’s expensive, but for some, the value in owning something only a handful of others on earth can afford to put in their garage is worth every penny.
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4A-GE 20v Toyota AE86 Resurfaces After Being Garaged Since SEMA 2007 ITBs, candy paint and rare JDM parts make up this Corolla time capsule.
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2012 Subaru WRX STI – Zero Compromise If you’re looking to build the ultimate project car, take notes
Quincy Yuen from British Columbia, Canada, is one such enthusiast who wanted complete control of his Subaru STI project. Make it unique—no corners cut. “One of the main points in my build was to do it without any sponsors,” he says. “Many builds these days are sponsored; they don’t have to pay for parts, and they settle for second best. I wanted mine to be top notch, built without compromise, and for me to say that I did it without any sponsors.” Purchased new in 2012, Quincy’s STI has gone through several different phases. It’s hard to believe, but at one point, he was happy with keeping it fairly stock with wheels, coilovers, and an exhaust. Within two years, during the second phase, he added a wide-body conversion and lots of bolt-ons, which produced 382 whp on the stock block. His next move was to build the engine and convert the vehicle to a full track car. After he saved up money and collected parts, the project became a roller coaster of emotions for Quincy.
To see how far Quincy’s STI has come, one need look no further than his epic spec sheet. It reads like a greatest hits compilation of some of the world’s best parts that happen to be seamlessly integrated with top-notch fabrication work by The Speed Syndicate. What can be classified as a purpose-built track car also doubles as a complete show car. “It may not have A/C or heat or a factory dash, stereo, airbags, or seatbelts, but it’s going to turn heads one way or another,” Quincy says. The Speed Syndicate helped modify the rear quarter panels and installed the Varis kit while it was still white. Quincy continued to add more parts and took his track racing more seriously, then he decided to go all-out with a built motor from IAG Performance.
With as many different build phases as Quincy’s STI has gone through, the final outcome is one that’s made the long journey worthwhile, and then some. “Patience is definitely key, and it’s tested mine many times,” Quincy says. “But it’s come a long way, and I couldn’t be happier.”
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2006 Mitsubishi Evo IX MR – Ultimate MR
Kelvin Hsiu has every dope JDM part for an Evo IX and more
This is all in stark contrast to the car’s mild-mannered and temperate owner, Kelvin Hsiu. Kelvin is a guy who didn’t penetrate the car world until he’d reached his early twenties. He also isn’t ashamed to tell you that in the beginning, he was no Mitsubishi expert by any means. “The only thing I knew was that Mitsubishi had some nice coupes, like the Eclipse and the 3000GT,” he says before going on to explain how his strict parents wouldn’t sign off on either of those. “I decided to purchase [an] Evo,” he says, “the next best thing,” or, what he says he’s now come to realize was actually the best thing Mitsubishi had to offer. “I found out after purchasing the Evo that the amount of aftermarket support was endless.”
As a daily-driven project car that would see more Los Angeles traffic than it would see a racetrack, Kelvin’s MR probably needs as much downforce as Southern Californians need snow boots, but that doesn’t mean for a minute that he was wrong for draping his new MR in all of that track-appropriate aero. Besides, whether or not this Evo needs the expanse of carbon fiber that’s been strategically placed from headlight to taillight is all of a sudden a whole lot less important once you see it.
The aerodynamicist in you knows that, if Kelvin goes fast enough, those Do-Luck canards, side skirts, splitters, and diffusers will all contribute to those Toyos being able to better do their job, all the while the car show weenie in you knows that it just looks damn good. Kelvin’s no weenie, but he knew that being among the few to fit an Evo IX head to toe with what Do-Luck Japan has to offer was a good idea. Another good idea was the TE37s he’s fitted to the car. “I’m a hoarder of TE37s,” he says laughing, in part out of modesty but also because he’s got multiple sets of Volks and you don’t. “I own five sets, including two sets of Top Secret TE37s, of which one has been signed by Kazuhiko ‘Smokey’ Nagata.” Jealous yet? Maybe you will be once Kelvin opens the hood. You’ll notice an immaculate 4G63 with a legit HKS turbo upgrade, Full-Race exhaust manifold, and a host of ARC goodies, including a massive intercooler. ARC, as it would turn out, was also responsible for the lions share of Kelvin’s frustrations, not because its high-dollar wares exhibited any sort of trouble, but because this MR owner was determined to own just about everything the upper-echelon, overseas parts maker offered. “I was already late,” he says about his wanting to own the company’s titanium exhaust system shortly after ARC had discontinued it. Lucky for Kelvin he’d already begun to surround himself with the right sort of people, though; people with the sort of pull to get a company like ARC to do a pretty big favor. “Thankfully,” Kelvin says, “Mackin Industries pulled through and was able to get ARC to make one [more] for me.”
Kelvin Hsiu doesn’t share the same sort of flamboyant, attention-seeking personality that most car owners would with a build like this. He’s soft-spoken, he tiptoed into the world of modified cars, and he works two jobs just to provide the sort of care his car deserves. But all his hard work and passion show in more ways than one. His Evo is one of the top cars in the scene right now, capable of taking first place at a car show but also able to hold its own on the track.
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Stunning Sunrise Yellow 2010 Subaru STI With Varis Widebody Kit & TE37 Wheels Five-door GRB WRX STI hatchback is a JDM-themed show-stopper with air suspension.
12 years ago, Subaru made a bold move to offer its all-wheel-drive flagship WRX STI in only a five-door hatchback/wagon. I’m a huge fan of hatchbacks with a VW GTI and EK Civic in my resume so I didn’t mind, but many felt the second-gen STI should’ve remained in sedan form. In 2011, Subaru reintroduced the STI sedan and then eventually phased out the hatch. The people had spoken, and Subaru listened. Regardless of the mixed reviews, there were still thousands of enthusiasts who welcomed the wagon with open arms. The GRB STI retained an attractive spec – 305hp turbocharged flat-four, six-speed manual, Brembo brakes, forged 18-inch wheels and advanced AWD. Our friends at MotorTrend recorded a 4.8-second 0-60mph and 13.5-second quarter-mile in the hatch, as well as picked the STI over the Mitsubishi Evo X for its better practicality. It wasn’t long until shops like JUN Auto and Runduce began modifying their own and over the last 10 years we’ve seen countless other gorgeous examples, including Thai Quan’s 351hp Varis-wearing STI, and today’s spotlight of Daniel Leung and his 2010 model.
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2000 Honda S2000 – New Recipe Cooks Up This Track-Themed AP1 Using a combination of rare and modified parts, Daniel Medrano creates a stunning S2000
We invited Dan’s S2000 to our 2020 Toyo Tires calendar shoot where you might’ve snuck a peak at his ride. What we like about his AP1 is that it’s not over the top. He’s focused on using his own recipe to create an S2000 that’s fresh to the community without painting it some eye-searing color. It’s tasteful, it’s purposeful, it’s clean, and it’s our pleasure to share his car in all of its glory with you today.
Where is home and what do you do for a living? My roots are in the land where you can find good Korean barbecue, dim sum, street tacos and everything in between—Los Angeles. When I’m not working on my car, I operate as an Aquatics Specialists for the City of El Segundo. Growing up, I was surrounded by cars due to my father’s passion for old school hot rods from Chevy Chevelles to classic ’70s Japanese cars. Specifically, his old ’71 Datsun 510 paved the way. Ever since then, I have been hooked.
I’ve always had the mentality of buying a second-hand car that I’d be able to modify instead of buying a new car that would see little to no modifications. When the Fast and Furious came out, it enhanced my desire for a Japanese two-door, rear-wheel-drive car of my own mainly because of the drift scenes from Tokyo Drift. Searching for what I could afford at the time, I stumbled upon a 2004 Nissan 350Z. Within a year and a half, I had done the basics including an exhaust, springs, and Volk Racing wheels. After my second year, the car didn’t seem to please me anymore. I sold the Z and was on the hunt for another two-door Japanese sports car.
What prompted you to get an S2000 next? I originally found out about the ever-so-glorious S2000 from multiple magazines and the second movie from the Fast & Furious franchise. It was everything I was looking for with the reliability from, well, a Honda. It was rear-wheel-drive and had a timeless design that made me instantly fall in love with it. It was also significantly lighter than my 350Z and had a variety of parts available for it in the aftermarket world. I found a clean title AP1 and after keeping it mainly stock for about two years, it was time to start modifying it. What’d you do first? Scrolling through a huge list of aftermarket parts and running around like a headless chicken, I didn’t know which ones were the best. Little by little, I built the car starting with wheels, exhaust and some Spoon fenders, along with a poor paint job in 2014. The car had great balance despite lacking power and torque. After meeting up with more awesome car owners through shows and viewing different builds on the internet, I was inspired to revise the design again. So, in 2015, I decided to create something much better, which is what you see here today. There are thousands of different modified S2000s around the world, but which one inspired you the most? Many of them from J’s Racing, Touge Monster, and ASM Yokohama, but my all-time favorite is Arvou’s Kimodori S2000. Like the Kimodori S2000, I wanted to have a purpose-built car which not only retains its reliability and functionality, but also was ready for the track or any car show.
I didn’t follow the conventional route of choosing only one shop to make my body kit. Instead, I picked parts from multiple shops that would make the car flow smoothly as if it came from one. After many attempts, I achieved one of the best-looking body kits I’ve ever seen. To my knowledge, the first of its kind in North America. And the hardest thing to get? Knowing so little on the Car Garage Amis kit, I had a hard time gathering information on it besides a few photos here and there throughout Yahoo Japan and Narita Dogfight. This left me with multiple questions in terms of wheels and wheel sizes, fitment issues, etc. There was so little info on the kit that multiple reputable shops never heard of Car Garage Amis and were left clueless as to what I was looking for. I once questioned myself about changing my decision and going with a safer route, but I didn’t want to have this car be another commonly spec’d S2000. After multiple emails going back and forth with the actual designers and owners of Car Garage Amis in Osaka, the owner Matsuura-san was able to find a distributor for me and I placed an order through Bulletproof Automotive. All my researching made this specific kit my crown jewel, my peanut butter to my jelly, the Mona Lisa to my car, and it’s the first S2000 in North America with it. After getting the kit, I didn’t want to follow the same pathway of having fenders with rivets and bolts. I made things much more complicated for myself by molding on the entire kit, from the side skirt all the way through the rear quarter panels. This process of sourcing and funding the entire build lasted around three years.
All the hard work eventually paid off in the end and I couldn’t be happier with the results. The only thing left is to run ITBs to retain the naturally aspirated nature of the car and potentially upgrade its displacement size to 2.6-liters, but that’s later down the road for me. As of right now, I will to continue enjoying it as it is!
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Acura NSX Widebody is Sinister
Honda was known for making sensible cars, motorcycles, and lawnmowers too, not a sexy, mid-engine two-seater which went toe-to-toe with Ferraris of the day. Of course, Ferrari was able to pull away while Honda kept loping the NSX along into the early 2000s. Thanks to that stagnation while everyone else was pushing the envelope, what started out as a super-advanced vehicle became something detractors loved to mock as overrated. Some had forgotten just how special of a car the Acura NSX was for its time. That meant buying one for years after Honda stopped making them was surprisingly affordable. Some people thought they would forever be remembered as a failure or a wanna-be supercar, but then everything seemed to change after the second-generation NSX launched, like people remembered how well-balanced and enjoyable the original had been. Now, prices for NSXs, whether they’re badged as an Acura or Honda, are on the climb. Like other 90s Japanese classics, people are feeling pretty nostalgic about these cars. Honda is supposedly even weighing expanding its factory restoration program to the United States. The NSX in this video wouldn’t be a good restoration candidate since the owner decided to go in a dramatically different direction. Not everyone will like the body kit or the other mods, which includes Recaro seats, cage, racing steering wheel, big wing, diffuser, front splitter, and more. Before you knock this ride, check out the video and then make the judgement call. Let us know if you like this tuned NSX or prefer them OE.
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