Words: Ginash George
Photos: A crapload of people

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No doubt Chicago has a variety of well done cars.  Since the winter has pretty much shut down most action in the Midwest, we challenged some of the local photographers to send us some quality pictures of some of their local favorites. With dozens of cars to choose from, these were our top 24- All local to the Chicagoland area. Cars were chosen based on uniqueness, picture quality, and overall variety.

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Muhammad Akbar’s 1981 Toyota Starlet

Words: Raymond Wu
Photos: Ginash George

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If you were asked to name a modern hot hatch, it shouldn’t be difficult. Cars such as the Mazdaspeed 3 and the Volkswagen GTI define what modern hot hatches are. But say it was the 1980s and you were asked the same question. How might you answer differently?

Muhammad Akbar’s most likely response would be his beloved Toyota Starlet. For those that aren’t well acquainted with the Starlet, it was a small hatch Toyota manufactured from 1973 to 1999. The car was only imported stateside from 1980 to 1984. It was designed to be a highly efficient and reliable commuter. The Starlet came with a gas-sipping 1.3L engine but was surprisingly nimble thanks to its 1700lb curb weight and short wheelbase. For the penny-pinchers, the EPA estimate of 38 miles to the gallon within the city was impressive. The less stingy consumers will notice the fact that the Starlet came with standard features such as an AM/FM radio and reclining bucket seats – normally found in cars costing much more than the Starlet. All these make the Starlet sound like an amazingly efficient little hatch indeed. But is it a hot hatch?

Here’s a hint: the answer is no. The Starlet is a small reliable and efficient commuter car. It’ll take a bit of work to transform it into a hot hatch. Luckily, owner Muhammad is an old-school JDM man who knows a thing or two about transforming these old commuters into something a bit quicker.

Muhammad was always a fan of old-school JDM. But after seeing the N2 widebody Starlets racing in Japan, he knew he had to have one. Muhammad rescued this particular Starlet about 3 years ago from San Diego. Unlike cars in the Midwest, the California climate doesn’t turn cars into rust buckets. Still all those years had an effect on the Starlet in the form of a blown head gasket. Yet miraculously, the car was able to limp to LA before Muhammad’s friend shipped it to Chicago. Once the car was in Muhammad’s possession work began. The interior has been stripped bare before the whole chassis was repainted in Honda’s distinctive Championship White. Afterwards, an Autopower roll bar was installed to improve structural rigidity and protect Muhammad from mishaps in gymkhana sessions. The end result was a transformation from a worn and faded little hatch to a stiff and clean little hatch.

But a hot hatch isn’t hot without a spicy engine. Now that the car’s chassis was back in shape, the normal question to ask is: What about power? From the get-go, Muhammad knew that he wanted the venerable 4A-GE to be the heart powering his Starlet. He chose to go with the 16-valve 4A-GE paired with custom made 20-valve individual throttle bodies from an AE111 4A-GE. HKS cam gears allow Muhammad to fine tune how the engine felt with stock cams. The entire engine was then secured into the Starlet by a unique set of Ace Engineering engine mounts.

Surprisingly, the suspension hasn’t been modified to an extreme considering that the car is almost 30 years old. TRD adjustable shocks are paired with TRD springs to accentuate the nimble and responsiveness the car naturally displays in stock form. A custom made rear anti-roll roll bar allows the car to easily get sideways that is absolutely necessary for gymkhana. Front roll center adjusters keep the suspension geometry in check.

Moving to the outside of the car, Muhammad’s goal was to keep the car clean. JDM front and rear bumpers along with JDM mounted mirrors were hunted down and installed with minimal modifications. The only non-OEM part that appears on the exterior of the car is a rare Foha front lip. The interior had already been stripped clean, but every car must have essentials. Yet again, rare JDM goodies were sourced and installed. A Tom’s Racing steering wheel and TRD bucket seats with harness found their way into the Starlet.

Muhammad’s meticulous attention to detail has produced an extremely clean and rare gem. Under his supervision, an old commuter Starlet was transformed into an old-school hot hatch. With its short wheelbase and a 4A-GE powering the rear wheels, the Starlet is perfectly adept at tackling gymkhana and autocross courses. And unlike other purpose-built track cars, the Starlet is a little bit more low-key. The simple exterior won’t cause many lookers until the Starlet starts doing its magic around a preset course. Then, all the WRX and Silvia drivers will look in awe and wonder what that diminutive little white monster is slithering around the track. Most probably won’t know. But for Muhammad, that’s part of the allure of the Starlet. No modern hot hatch has the killer combination of simple and fast. It is those defining features that separate this particular Starlet from other hot hatches.

Mod List:

Motor: 16valve 4A-GE; HKS cam gears; 20V AE111 individual throttle-bodies; custom velocity stacks; Ace Engineering motor mounts; custom equal length header Drivetrain T50 transmission; short-throw shifter; custom tranny mount; custom driveshaft; custom harness with OEM Toyota ECU

Suspension: TRD adjustable struts, shocks and springs; custom sway bar

Brakes: OEM with Hawk pads

Wheels/Tires: 13×7″ RS Watanabe R-Type rims; Sumitomo tires 175/50R13

Exterior: JDM side mirrors, JDM S grille and ‘78-79 JDM short bumpers; Foha front lip; shaved front and rear sidemarkers; fog lights

Interior: Bride Tom’s steering wheel; old school TRD race seats and harnesses; Autopower rollbar

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Nick Weir’s 2003 Honda Ruckus

Words: Mark Waterman
Photos: Matt Magnino

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What has two wheels, a seat, a small motor and is something that you won’t be embarrassed to be caught riding? Everyone will have their own unique response, but in this case it would be Nick Weir’s 2003 Honda Ruckus. The first question that may pop up: What exactly is a Ruckus? No – it’s not a lawnmower motor with a seat. Nor is it Honda’s answer for the Smart ForTwo. The Honda Ruckus is actually a motor scooter powered by a single cylinder 4-stroke engine displacing 49cc. Like most forms of transportation Honda builds, there are as many ways to modify this scooter as there are a Civic. Thus, a cornerstone of the Ruckus lifestyle is crafting a unique and personalized look for your scooter.

It is this distinctive lifestyle that attracted Nick to the Ruckus. After wanting a Ruckus for a couple of years, Nick finally got the opportunity to own one in July of this year. To acquire the Ruckus, he traded his 2000 Integra GSR for the scooter. While this may seem like an odd trade, the car was bought as theft recovery car that he intended to fix up. When the opportunity presented itself, the car had been sitting idly for two months. The decision was easy, and soon the scooter replaced the Integra in Nick’s garage.

When he took possession of the scooter, it had already had a few modifications. But Nick felt that they didn’t quite fit his style. The motor had previously been replaced with a GY6 motor that displaces 150cc. The frame had been painted the same Tahitian green from EF Civics. The Ruckus also had a handful of parts from NCY including a rear coilover, lowered seat frame, clutch spring, header, roller weights, and a titanium BMC cover. Controlling the power is a NCY throttle linked to the motor with a blue throttle cable for the GY6. From that base, Nick decided it was time for his own modifications to turn the scooter from a customized Ruckus to Nick’s customized Ruckus. On the lighting side of things, Kijima amber front turn signals, and a rear taillight from a Yamaha R1 were added to the Ruckus. Nick then swapped out the front brake setup with a carbon fiber and titanium kit from NCY. As with most Hondas, the lower the better. So, the front spring was cut to lower the front end. To better the performance, a new velocity stack from Stage 6 was installed. Bits from PWJDM were also installed including a carbon fiber air scoop, carbon fiber gas tank cover, foot pegs, and stem kit. Keeping tabs on the bike is a Koso digital gauge. Contact with the road is accomplished with a Michelin Bopper tire in the front and a Cheng tire in the rear.

Initially, the Ruckus was intended as transportation to and from work for Nick. It also had the distinction of being pit transportation for the Redline time attack team. But after going on a series of cruises with local Ruckus enthusiasts, Nick realized that his Ruckus was far from done. Some of the other Ruckus owners had much quicker scooters. Not wanting to be left behind, Nick decided that a new 180cc big bore motor would be on the slate for the winter. Also to be done this winter is repair frame repair and reinforcement after it cracked on one of the Ruckus cruises. Nick is also planning on lowering the scooter even further. Even though he has only had the scooter for a few months, Nick has already given his own twist on it with the help of Totalruckus.com, the Seen It! Crew, and GT Motoring. If you happen to come across Nick, or any other Ruckus rider, stop them and ask them about their ride. While there may never be two Ruckuses that look the same, they do all share one commonality: Every rider loves their little Honda scooters.

-JDM Chicago

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Photos: Ginash George

JDM Chicago hit up this year’s SEMA event in Las Vegas, Nevada. We dare you to find better import coverage posted online. As you may know, the SEMA Show is the premier automotive specialty products trade event in the world. It draws the industry’s brightest minds and hottest products to one place, the Las Vegas Convention Center. The SEMA Show attracts more than 100,000 industry leaders from over 100 countries for unlimited profit opportunities in the automotive, truck and SUV, and RV markets. SEMA Show 2008 drew over 50,000 domestic and international buyers through two million square feet of exhibits. The displays are segmented into 12 sections, and a New Products Showcase featured nearly 2,000 newly introduced parts, tools and components. In addition, the SEMA Show provides attendees with educational seminars, product demonstrations, special events, networking opportunities and more.

JDM Chicago apologizes for the delay in posting this blog. However, many of you may have already seen the pics posted in the forums. Over 19k hits in one week!

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4 Total Galleries! 157 total pics!

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Photos: Brad Sillars and Jeremy Cliff

Club FR held it’s last drift day of the season at USAIR in Shawano, WI. This was a private event for MWC points holders, staff members, sponsors, etc. From the looks of it, one hell of a time. Some noted comments from some of the participants:

“This event was retardedly awesome in its blatant disregard for safety. 6 car tandems, cars competing without cages, cars going through fences… And yet everything ended up working out pretty great.” - ill Roller

“So much f*cking fun! Even though my sh*t got f*cked, it was such a great event! What a hell of a way to end 09!”
-Nackers

DD29 results
1. Jordan Connor
2. Sam Jiggy
3. Brian Peter

MWC 2009 results

1. Mike Pollard
2. Juan Marquez
3. Simba Nyemba

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Brad’s Pics:

The 350z’s of Larry Kenney and Neil Capps

Words: DOMO
Photos: Ginash George

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Usually when you hear the term “sibling rivalry,” it brings to mind negative connotations of fighting, teasing, and bullying. However, it can also bring about a friendly spirit of competition, will, and passion. Such is the case with these two beautiful Nissan 350Zs.

The story starts in the spring of 2007, shortly after Larry Kenney purchased his black 2003 Track Edition. He was on the lookout for parts to fix up his brand new love.  After searching the Internet, he came across pictures of a great looking black 2005 350Z, the “JETBLK Z”.  He immediately knew he had to have the same Cwest Carbon Fiber lip kit. While looking for the kit, he came across a local Z forum and made his purchase. Come spring time, Larry attended his first Z meet.  There he met Neil Capps, owner of the very car he had found on the Web.  From that moment on, a lasting friendship and friendly rivalry was born.

One thing that is obvious is that both enthusiasts are fond of raw carbon fiber, and the “black on black”  look. What is also obvious to other enthusiasts is their commitment to quality, authentic parts. What is not so obvious is their love of the Z car.  They both love its amazing sports car heritage, as well as the diverse group of long time Z owners. Neither person sees their car as a temporary possession, and plan on keeping their cars for posterity, and passing them along to their children.

Neil purchased his Z new in 2005. He was attracted to its bare bones interior and value. He also knew there was a plethora of aftermarket parts that complemented its unique looks.  His ultimate goal is to make a very streetable naturally aspirated car that can turn heads at any show, as well.  We can all agree that he has accomplished that mission thoroughly.

Currently his car sits on 20”  Volk GT30’s with Cooper tires. Keeping him hugging the ground is a set of Tein Basic Coilovers, Hotchkis sways, and SPC Camber goodies.  Giving his car its mean look is a Cwest Carbon Fiber lip kit, Asuka Design Hood, and custom Project X headlights. His list of go fast goodies includes a Zex Nitrous Oxide 100 Shot, APS Tall Boy Plenum, Injen Cold Air Intake, and a 4.083 Final drive gear upgrade. Autometer stepped up to the plate and furnished him with all the gauges he needs to keep his engine safe with his Nitrous set up.

Another distinctive feature of Neil’s Z is its distinctive exhaust note. This amazing growl is possible due to Borla headers, Random Technology High Flow Catalytic Convertors, and a JIC single exhaust.

To drown out the exhaust drone inside, there is a full JL audio system utilizing Project X door pods and a JL Stealth Box set up.  His interior is spruced up with innumerable upgrades, including a Tommy Kiara shift knob and RSW Carbon Fiber center console.
Neil’s plans for the future include an NA motor build, comfortable race inspired interior, and upgraded brakes.

Larry purchased his 2003 Track Edition on Valentine’s Day, 2007. He saw the car for sale and knew it was the car he had been looking for.  It was powerful, rear wheel drive, and had a strong community and aftermarket support. Larry is inspired by what he calls “functional +”. All the upgrades on his vehicle are fully functional. But along with that function, he believes in making those parts look great and flow with the original design of the car. This philosophy is apparent in all aspects of his Z.

One of the first things people notice about Larry’s car is how perfectly the 3 Piece 19” Work S1 Meisters flow with the car. These are wrapped in Toyo T1R rubber. His stance is accomplished with Tein Flex Coilovers and SPC Camber parts all the way around. Keeping it stiff are Hotchkis sways, Cusco Strut Bar, and a GT Spec rear tie brace. His aero includes a Cwest carbon fiber lip kit, Carbon Creations N1 wing, and a custom rear under diffuser. Power is laid out with a GReddy Twin Turbo kit, Cosworth Plenum, Uprev Engine Management, and flows out through Helix test pipes and an HKS Hi Power True Dual exhaust. Autometer lent a helping hand with the gauges to keep an eye on everything, along with a Magden computer. Cooling is achieved with the help of the people over at Mishimoto, with all of their 350Z upgraded cooling parts on hand.  Cooling is topped off with a Nitrous Express Intercooler sprayer.  The interior is set off with a Momo CF steering wheel, and a full set up from Corbeau.

Another distinctive feature of this Z is its audio system. With the help of Grizz Archer at Soundstream, a lightweight sound quality competition build was installed. Using their new lightweight Stealth series amps and subs, his new hatch set up weighs less than his spare tire did.  Utilizing prototype 8″, 2.5″, and 1″ components from Soundstream, custom door panels were fabricated. Larry’s future plans include upgrading from the factory Brembos, and perhaps adding some drifting goodies to the car. A full engine build is also on the horizon.

Sibling Rivalry. For most, these words are a negative force. For these two Nissan owners, however, they are a reason to build memorable rides and lasting friendships.

-JDM Chicago

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Christopher Lam’s 1993 Toyota Mr2

Words: Joseph Greene
Photos: Ginash George

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Here we have the story of one Christopher Lam and his 1993 Toyota MR2 Turbo. Chris lived in Cali all his life and has been modding cars since he’s had a driver’s license. Eventually, it came time for Chris to move to Chicago and embrace its dreaded wintery snow and enormous potholes. Being new to the city, Chris did not know what to expect. In California, cars are a way of life. After living here for a few months, he saw a growing scene and couldn’t ignore it. This was when he decided to purchase an MR2.  Chris had previously owned an MR2 when he was 16. He loved the car, but his ignorance for the importance of maintenance lead to a car plagued with all sorts of problems. Chris eventually was employed by XS Engineering and APEX’i, which led to numerous projects since the ill-fated MR2 of his teenaged years. However, he always felt like that he needed to go back to an MR2 and make things right this time. So only after a few months in Chitown, Chris decided to get back into the car scene and embrace destiny.

The search for a clean 93+ MR2 in Chicago was a futile attempt. After exhausting the rust-bucket leads in the area, Chris knew he would have to go back west in order to find the perfect project car. So this is what Chris ended up doing. He would eventually find a gem in SoCal. The car stayed there until Chris would eventually bring it to Chicago.

Having a long distance relationship is not easy. Chris spent most of his days searching and ordering parts for the MR2. His mother’s living room ended up looking like a UPS storage facility in a matter of months. Since Chris still had ties and resources in California, he decided to leave the car back there and work on it when he could.  He would fly back almost monthly to simply wrench! This is true dedication. But he didn’t do all the work himself. D-Sport Magazine editor (self-proclaimed MR2 wiz) Robert Choo and the folks at XS Engineering came to his rescue. Together, the group of friends installed a new motor and a plethora of supporting modifications. The result was an extraordinary MR2 that is nimble and fast.

The engine block was gutted to ensure the MR2 could take some abuse. Benson’s machined bore was spec’d for a set of 9.0:1 C/R Arias pistons. With the additional power and heat from this upgraded engine, Chris decided it would be a good idea to use Swain Tech’s thermal barrier coatings for engine longevity. Also inside is a Castillo knife-edged crankshaft which can remove four to five pounds off the factory crankshaft. In a car as light as the MR2, the additional power and lighter weight is a definite advantage. ARP main studs keep everything together in one piece.

These upgraded engine internals play the role of support for the ATS Racing spec’d Garrett GT28RS turbo. This smaller-sized turbo provides plenty of power but has the added benefit of spooling quicker than other monstrous turbos available on the market. An ATS Racing downpipe allows for the spent exhaust gases to be quickly wicked away into an APEX’i GT Spec exhaust. Keeping everything cool is a GReddy sidemount intercooler kit. The engine is continuously fed by a Supra fuel pump and Denso 550cc injectors. The infamous HKS SSQV blow-off valve alleviates any fear of compressor surge and has an unmistakable sound. Controlling everything is an APEX’i PowerFC which allows for easy engine management and tuning with minimal re-wiring and programming.

The transmission sees a few upgrades as well. A lightened flywheel from HKS helps deliver more power to the wheels while an ACT street-spec clutch is precise and can withstand the extra power from the upgraded 3S-GTE. A Kaaz 1.5-way limited slip differential completes the transmission overhaul.

This particular generation MR2 is known for issues with snap oversteer when the car is pushed to its limits. Chris chose Tanabe Sustec Pro coilovers to keep the car planted to the road and pointed in the right direction. High and Tight endlinks help keep everything together while a TRD rear strut bar improves chassis and suspension rigidity.

Inside is an Autometer dual gauge pod fitted with APEX’i exhaust gas temperature and oil pressure gauges. A GReddy turbo timer, and Nardi Classic steering wheel finish the interior. The MR2 is also equipped with a sexy Reline shift boot and a TRD Short Shifter.

For the cosmetic end, Chris took his MR2 to Royal Auto Body here in Chicago and had that whole mofo rust coated so that the elements wouldn’t have as much of an effect. New OEM parts and aftermarket aero parts were installed and painted if need be. New door panels and carpeting also found their way inside the MR2. Underneath, it’s rocking Work Emotion XD9 in matte gray silver with a 17″x9.5″, 17″x7.5″staggered setup.

When the car was all said and done, it was dynoed at 288WHP. Hot stuff. After 2 years of countless flights, bringing parts though airport security, engine building, sleepless installation weeknds, the car was now sexy and was shipped to his homestead in Chicago for the final finishing touches.

What’s next for this beauty? A cage. In fact, it should be in at about the time this article is posted. Keep an eye out for Chris and his black MR2 Turbo. Chris and his ninja car might just sneak up on you.

-JDM Chicago

1993 Toyota MR2 Turbo modification list

Engine:
Benson’s Machine bore and hone 87mm bore
9.0:1 Compression Arias Pistons
Swain Tech Thermal Barrier Coating
Swain Tech dry film skirt coating
Ground and shot peened rods
Castillo’s Knife-edged crankshaft
APEXi 1.5mm head gasket
ARP Main Studs
Two’s R us Valve cover bolts
TRD thermostat
TRD Oil Car
TRD 1.5 bar radiator cap

Performance:
APEXi (AP Engineering) Djetro Power FC
APEXi GT Spec exhaust
APEXi Super Ground system
APEXi Racing Spark Plug
APEXi AVC-R Boost controller
APEXi EL II System meter conrtol unit
APEXi EL II EGT gauge
APEXi EL II Oil pressure gauge
APEXi Power FC commander
ATS Racing Garrett GT28RS
ATS Racing downpipe
GReddy sidemount intercooler kit
Denso 550cc Injectors
Supra TT fuel pump
AVO short ram air filter
HKS SSQV Blowoff Valve
Motul 5w30

288whp 278ft/lbs on 91 octane (XS Engineering Dynamic DTS Dyno)

Exterior
Aeroware Front Lip Spoiler
Gracer sideskirts
Rogue Systems Revision 6 quad projector w/ HID
JDM Solid moldings
JDM clear bumper lamps
JDM Kouki taillights with amber corners
APEXi Power Excel emblems
Color matched rear spats/vents
202 Onyx Black paintInterior

Interior
Autometer Dual gauge pod
Greddy Turbo timer
TOMs shift knob
TRD Short Shifter
Redline shift boot
Nardi Classic steering wheel
Momo Hub
Kenwood head unit

Suspension/wheels/footwork
Work Emotion XD9 in MGS 17″x9.5″, 17″x7.5″
Tanabe Sustec Pro Dampers
Kaaz 1.5 way LSD
ACT Street spec clutch
HKS Ultra light flywheel
TRD Rear strut tower Bar
High and Tight front adjustable end links
Cross drilled/slotted Rotors
Hawk HPS brake pads
Earl’s steel braided brake lines

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Paul Parangat’s 1993 Toyota Aristo/Lexus GS300

Words: Raymond Wu
Photos: Kevin Beronilla

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The Toyota Aristo (known as the Lexus GS stateside) brings out all the best characteristics of Japanese cars. It’s well built, reliable, practical and comfortable. And since this is an executive mid-size sedan, the Aristo is very comfortable indeed. Supple leather and wood grain grace the interior. The ride is soft and absorbs all the imperfections of the road. So what in the name of hell was Paul Parangat thinking when he decided to transplant the heart of a Supra into his Aristo?

Paul is not a normal Aristo owner. He used to be a follower to the likes of Porsche and BMW. But when the first generation Aristo was released in 1993, it captivated his senses and he would remain a Lexus loyalist for years to come. But the stock USDM Aristo shares very little with the likes of Porsche and BMW. After all, these marquees define performance and speed. The Aristo was…slow to put it bluntly. Sure, the car is luxurious and has substantial amenities, but these weren’t the only things Paul was looking for in his dream car. Paul was on a mission to prove that the big VIP sedans can hang with the rest of the field on the drag strip. It took Paul over twelve years, but what follows is the culmination of his vision of what a perfect car should be.

Paul turned to Sound Performance to transform his Aristo into an entirely different beast. Sound Performance is no stranger to turning average cars into thundering monsters that dominate the track. They’ve churned out multiple 1000HP Supras from their shop and are well acquainted with the 2JZ-GTE.  For Paul’s Aristo, they worked their magic again on the venerable Supra heart. The engine itself was pulled off a JDM Aristo and was heavily re-worked and reinforced. The valvetrain was upgraded with BC valve springs and valves. HKS 264 camshafts give the engine awesome power over a wide powerband without being too harsh. ARP main studs and head studs make sure that the heart seams are tight and secure, while Greddy lightweight pulleys guarantee that more of power that the engine produces is transferred to the wheels.

Like its compatriot the RB26, the 2JZ-GTE isn’t much unless there’s a nice big turbo sitting alongside the engine. Paul and Sound Performance decided upon the HKS T51R SPL to be the star that gets to be implanted alongside the Aristo’s heart. Trying to describe the sheer size of the turbo does present a few challenges. Adjectives like gigantic, enormous and monstrous doesn’t really drive the stake into the dirt. Why? Well, the turbo is so big that it’s known to eat pets and small children for breakfast. It’s so big that it was the root cause that turned the Jolly Green Giant green from envy. It’s so big that it generates its own gravitational force that sucks in planets and stars. The turbo is that big. And making sure that this demonic presence is kept content, HKS headers and a 4-in downpipe allow all the spent gases to escape. An HKS GTII 60mm wastegate and Tial 50mm BOV ensures that the boost levels stay consistently safe.

Complementing all this high-end hardware is a little bling and glitz. The front strut bar is polished along with just about everything else including the turbo, racing intake, cam covers, Accufab throttle body, Fluidyne radiator, Greddy 4-row front mount intercooler and the Greddy oil catch can. A wire tuck also moves all the unsightly wiring within the engine bay. The result is a blinding display of craftsmanship and power whenever the hood is popped open.

In addition to the engine, Paul has a turbo button available at his fingertips. Paul has a nitrous setup that helps the turbo spool quicker by using a 75 dry shot from a 10lb bottle of NOS. A NOS bottle heater and in-trunk mount finish the system that keeps the big turbo spooling at lower revs. This setup allows for quicker getaways from a stop.

Keeping this heart pumping are dual Walbro in-tank fuel pumps, an Aeromotive fuel pressure regulator, and Precision 1000cc fuel injectors implanted in a custom polished fuel rail. The reliable HKS Twin Power DLI ignition amplifier and various NGK plugs provide the spark to keep the heart moving. Various Greddy gauges and an AEM wideband Air/Fuel gauge allow Paul to monitor and spot any potential issues within the Aristo. The brain that ties everything together is an AEM EMS.

Transferring the power to the wheels is none other than a Sound Performance modified GM TH400 that has been fortified and fitted with a TRD limited slip diff. The SP400 is one of the few automatics that can handle the power that the 2JZ-GTE can dish out. A transbrake has been installed as well in order to keep the car stationary while revving up before a launch. Fitting this massive transmission required some modifications to the transmission tunnel. A simple pneumatic hammer and some old-school skill found in Sound Performance’s craftsmen widened the transmission tunnel enough to drop the SP400 into the Aristo.

Keeping the car planted to the road is a set of D2 coilovers. These firm coilovers give Paul the extra traction he needs to power down the drag strip. Once he gets to the end the strip, Supra NA brakes with Rotora rotors and EBC pads bring the car from triple digit speeds to a standstill quickly and without drama. Goodridge stainless steel brake lines keep the brake feel consistent and ensure that all brakes receive their share of Motul brake fluid. Paul has four different sets of wheels and tires, each with their own unique form and function, ranging from street use to track use. These include Mickey Thompson drag radials of different widths for the track and Vredestein tires for street use.

By the time that Paul had begun transforming this particular Aristo, the car was beginning to show its age. Not wanting just a stripped out drag car, Paul had the body and interior completely refreshed and reworked with brand new OEM parts. The biggest things that stand out within this luxurious interior are the Sparco Chronos seats in red. The exterior had various parts from a JDM Aristo that was stripped down, refinished and repainted. The end result is a 16 year old car that looks like it’s brand new.

So what is the reward for all this hard work? From the exterior, it looks like just about any other GS300. Sure, it’s been slammed and sports a trick set of Work wheels, but other than that, it looks like just about every other VIP-inspired Aristo. All that is needed to convince someone otherwise is a stab at the throttle. At that moment, the roar of the 2JZ coming to life immediately grabs everyone’s attention. Then the blow off valve letting off all the excess pressure in a loud *passhhheeee* makes everyone’s jaws drop. That’s right, this ain’t no ordinary GS300. While we weren’t given exact dyno numbers, a good estimate would be at least 750WHP. Most likely, the actual figure is higher. One thing we do know is the fact that this executive car is capable of blasting down the quarter mile at 10.698 seconds at 131MPH. And this Aristo can run 10 second passes all day long too. The reliability of the engine and gearbox is astounding for a car putting out so much power.

But raw power is just part of Paul’s vision for his dream Aristo. This luxurious executive car needs to stay as comfortable as possible. The air conditioning is still present and working. If Paul wants to, he can take 4 additional passengers onto the track and run 10 second passes all day long. And those passengers will be pampered with rich leather seating and the beautiful scent of burning rubber filling their nostrils. If Paul runs out of gas, what does he do? He can go to the local gas station to fill up. In the words of Paul himself, “I love visiting different tracks and rolling out of the trailer a 4 door sedan that has the VIP look. You get many looks and laughs. But that usually ends quickly. I usually like to stay in the blind side and I wait for the other racer to look for me. When I see them looking, I creep up, look over and give them the thumbs up and grab the steering wheel with both hands just in time when the surge happens and you hear the wheel chirp and the car just goes!”

Needless to say this “sleeper” of a car is hard to improve upon. But Paul and Sound Performance are perfectionists and will continue to improve this monstrous Aristo. Future plans include an updated exterior with some VIP goodies, a re-worked head, bigger injectors, a diet of race gas, a wet nitrous kit and interior work by IEEE. In other words, more luxury and even more power. Whatever the case, we look forward to see what lies in store for this gem. Be sure to keep an eye out for it at your local drag strip!

-JDM Chicago

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JDM Chicago features some of the girls in the local scene.

Words: Ginash George
Photos: Brad Sillars

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From L-R: Ariana, Jenna, Emily, Angela, & Tanya

Once in a great while, you will notice a sweet ride at your local car meet. On an even rarer occurrence you’ll notice a pretty girl standing next to the car. Your assumption is usually, “she’s probably the owner’s girlfriend.”  When you find out find out the “girlfriend” is actually the owner, your world is blown apart. Why is this? Well, in a male-dominated scene, female tuners and enthusiasts are a rare breed. Just do a Google search and tell me what you find. The results usually include “import models,” “hot bikini girls on cars,” etc. What I present you today is the opposite of the stereotype: five girls who years ago traded away their Barbies for Tonka trucks. Could this be the new revolution? We can only hope…

Emily Harris has always been a fan of the Nissan Z. Can you blame her? With two other Z’s in her family, it was only a matter of time before she picked up her own. As a struggling college student, Emily needed a reliable car that would spend more time on the street than in a shop. What she found 3 years ago was exactly what she was looking for:  a clean 1986 300ZX Turbo. Although Emily’s Z31 is bone-stock, modifying cars is somewhat of a tradition in the Harris household. It’s only a matter of time before the mod bug bites. “Some people appreciate the classic look and others give me heat for not modifying it. Hopefully next summer the Z will come back with some noticeable changes both inside and out.” Considering Emily’s unique sense of style and background, we are eagerly waiting to see this car’s transformation in the upcoming years.

Ariana Reyes is a self-diagnosed track junkie.  While the cool kids in high school debated on which prom dress to wear, Ariana preferred debating car builds with her gear-headed friends instead. Eventually this interest manifested into a 2003 Mazda Protégé. Although the Mazda still has sentimental value to Ariana, she was outgrowing the car and needed something more practical with more mod potential.  So after months of research, Ariana decided upon the legendary Evo to be her next toy. “I had my heart set on the Evo because I knew how easily and fairly cheaply the engine can be modded for big gains.”

As she looked for deals, Ariana’s husband surprised her by finding a pristine 2008 Mitsubishi Lancer Evolution GSR in Michigan. Rally Red also matched the hubby’s Z quite well. Ariana has only had this car for a few months, but it has already been to the track and had some nice performance orientated goodies. She decided to pick up some Eibach sport springs to improve the looks and handling. The springs provide a raked look with a 1.2″ drop in front and 1.0″ in Rear.  Volk RE30’s were also purchased in an aggressive 19″ x 10″ all-around application, wrapped in Nitto NT-05’s. The Injen cold air intake gives the Evo some extra pep and aggressive growl at throttle. Take a look in the rear and you’ll notice two nice Recaro Baby seats. Even her kids travel in style. Future plans include, AMS intercooler, downpipe, catback exhaust, an AMS tune, and coilovers.

Tanya Smith is definitely not your average girl. First of all, most of her seat time has been on manual transmission cars. Secondly, how many girls do you know own a boosted 350Z and some dope flashy stickers to boot?  Tanya’s interest in cars started in high school. During her senior year, she picked up a Nissan 350Z Track Edition. The track model was already equipped with Brembo brakes and lightweight forged wheels by Rays. Functionally speaking, one can argue that her car was already perfect from the factory.  Good luck trying to convince Tanya. After picking up the Z, Tanya found herself on various car forums and blogs. She knew the 350Z had good aftermarket support and wanted to give it a personal touch. Tanya admits some of her car modifications were purchased on a whim. For example, her impulsivity led to a Vortech Supercharger. With over 350 ponies at the wheels, the stock clutch didn’t last very long. An Exedy Twin Plate clutch was purchased as a replacement in addition to some brake upgrades to stop the car at a moment’s notice. Handling and stance was improved with Challenge’s fully adjustable coilover system. We all know a girl loves shoes, so DPE Aristo 3 piece forged wheels (19×10 +22 & 19×10.5+18) provided extra glitz that the stock Rays couldn’t. While many 350Z owners often find themselves going overboard with modifications, Tanya isn’t one of them. There is not much else that can be done with her Z. It has an almost eerie balance. There may be a color change in the future or perhaps the car will be retired altogether for an entirely new project. But whatever the case, we look forward to seeing more from Tanya.

Jenna Vanderhoof picked up her Scion tC almost out of desperation. In 2006 her 1993 Toyota Paseo was on its last leg. She needed a suitable replacement that was reliable and fun. So on her 19th birthday, Jenna left Schaumburg Toyota with the only manual Scion tC on the lot, a Nautical Blue tC.

After two years of ownership, Jenna thought it was time to take her tC to the next level. Considering that Jenna did not know too much about cars, she used her savvy internet skills and came across the Scion community. She was amazed at what people across the country were doing and this increased her interest even more. Jenna eventually ended up joining a Scion car club which further solidified her newfound interest in car modification. Currently the car has a couple of nice bolt on performance modifications such as Greddy Exhaust and Injen CAI. Her list of aesthetic mods perfectly fit the tC’s purpose as a daily driver and show car. She jokingly says “I guess you’d call it all show & no go.” She would like to eventually turbo the tC, but for now she is perfectly happy with the direction the car has taken.

When Angela Yen walked into a Honda dealership in 2004 she was approached by a salesman who gave her a stare down and thought, “Hmmm… I think I can get this girl  into a fully Loaded Accord.” Before the salesman had time to spit his game, Angela excitedly asked if he had any S2000’s in stock. The salesman was taken off guard and asked “what color?” Being the spontaneous person that Angela is, she simply responded “Surprise me.” Five year’s later, Angela still drives that ultra rare Grand Prix White S2k.

Angela’s story really began at 14. She fell in love with motor sports and bikes in particular.  “I had set my mind into buying a beater car and a bike.  As years passed more of my friends passed away in motorcycle accidents, so I became afraid of riding.” Angela then shifted her interest to cars and has never looked back.

Angela’s S2k is one of the nicer cars you will see in the Chicagoland area.  It has a mean presence, and carefully selected NA parts that will force any S2K an enthusiast to give it a double take. The car currently sits on BBS LM’s with Falken 452’s. Considering the car is a daily driver, you really have to respect the aggressive drop of the car with her fully adjustable  Stance GR+ Coilovers. A Spoon Tower Bar adds some rigidity to the frame, while an upgraded Mishimoto Radiator keeps the motor extra cool in the summer. Other modifications include Berks testpipes, Invidia V1 Exhaust, APR cf mirrors, Mugen Shift Knob,  and some other misc. goodies. In the future; Angela hopes to pick up a set of Mugen MF10’s, complete an engine wire tuck, an ASM front bumper, and some ARC products. Angela told us her friends and her are not going out as much in order to save up for fall shopping. Angela grinned and said she is doing the same, but in her own way.

-jdm chicago

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