Smooth as Glass
Chad Rapper’s 2004 Infiniti G35
Words: Mark Waterman
Photos: Brad Sillars
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As automotive enthusiasts, we take pride in how our car looks. But few take it to the degree that Chad Rapper has with his 2004 G35 Coupe. At HIN Chicago in 2008 a judge commented, “This is the cleanest car I have ever seen,” and that statement has been echoed at nearly every car show that he has attended. But make no mistake, this car is no trailer queen, nor is it lacking under the hood.
When looking for a new daily driver Chad first had his eye on the BMW 3-series. It combined the power and sophistication he wanted in a car, but he felt it lacked in the styling department. Enter the Infiniti G35. Known as the Nissan Skyline 350GT in Japan, the G35 combines a revised VQ motor displacing 3.5L, rear wheel drive, and aggressive styling to create an upscale sports coupe to compete directly against the BMW 3-series, Mercedes C-class, and Audi A4. After seeing the G on the street, he became intrigued enough to do some research, and then go for a test drive. The throttle response, the deep exhaust, the supportiveness of the seats, and the aggressive look convinced him that this was his car.
 As it does with us, there is usually a trigger that brings on the wallet thinning disease that is automotive modification. For Mr. Rapper, it began with a simple trip to the dealership for an oil change when he noticed a sticker for a local car club. Seeing examples of what could be done on the G, he decided enhance its appearance with a set of rims. After installing a set of 19” Racing Harts RS721 wrapped in Nitto NeoGens, the spiral downward into the modification world began. Next came increasing the aggressive exhaust tone with an X02 true dual Ti exhaust, followed by lowering the car on a set of Tein 350Z H-Techs, followed by a set of lower billet grills, and finally some minor lighting modifications. In October of 2007, Chad received the first of many awards by taking 2nd place in the Import Tuner division in a local car show.
Now, it may seem that these are relatively minor modifications to take home a trophy, but if you could see how clean the car is then you could understand why Chad’s car takes awards as easily as taking candy from a baby. You may be thinking to yourself that you have a clean car. But not as clean as Chad’s G. If you were to touch the paint you would find it’s as smooth as glass. But do keep in mind that it is common courtesy not to touch someone’s car at a show. The reason for this glass-like finish is Chad’s care and attention to detailing. A normal detailing job for Chad takes upwards of 8 hours of washing, polishing, and waxing. What is usually considered a chore for most is actually a source of relaxation for him. Looking at the finished product and it seems more of a work of art; with miracles being worked on paint that to most would think needed a full paint job to correct. The most amazing thing is that the car is always in this condition, which provides a boost in shows that few cars can match.
With his first win under his belt, the time had come to bring the car to the next level. Chad’s overall goal with the car was to keep it classy, but with a touch of aggressiveness. And still be able to be a competent daily driver. In the two years since his first show win, the goal has largely been achieved. On the outside, an N1 front lip was added to the bumper, and the headlights were replaced with the projector type lights from the 06+ G35s. Replica GReddy side skirts replace the stock ones, and a very aggressive Kenstyle rear bumper finishes off the kit, which also happens to be one of Chad’s favorite part of the car. Even though the G35 was already lowered, Chad’s arch nemesis, wheel gap was still present. To conquer this enemy the springs and shocks were trashed and Tein Basic coilovers were procured. Also helping the car in the twisties is a polished GT Spec front strut bar, front and rear Hotchkis sway bars and an SPC rear camber kit to bring the rear alignment back into spec.
 Not to have the car be out shined on the show end of things, the go side also had extensive work done. The biggest upgrade is the ATI ProCharger kit with a 6 psi pulley. To keep the engine happy with the new found power are a set of RC 550 injectors with the fuel being supplied by a Walbro 255 fuel pump. Sponsor Mishimoto lent a hand, keeping vital fluids cool with a set of oil and transmission coolers. A set of gauges from sponsor Prosport, allow Chad to keep an eye on the vitals from the cockpit. Along with the X02 exhaust mentioned earlier, a Motordyne 5/16” plenum spacer and a set of Nismo grounding wires round out the power adders. Afterwards Genesis Racing & Development got their hands on the car to tune the ECU with the Osirus/Uprev program. The final number with a very conservative tune was 345whp, a good 100+ whp over a stock 2004 G35 and with plenty of room to bump that number up even higher. Reigning in all that extra power is a set of slotted and cross drilled rotors from R1 Concepts, with Russell stainless steel brake lines and Hawk HPS pads. Soon to be installed will be a sound system consisting of a JL W7 sub powered by a JL 1000/1 amp.
All of the hard work has paid off at local and regional car shows. Some of the major highlights are class wins at HIN Chicago in 2008, HIN Nightshift Chicago 2009, HIN Nightshift Columbus, a F4 Chase Award at the Chicago round of the D1GP, a first place and second place in the import custom category, and a third place in the import exotic category at the Tropical Summer Jam Automotive and Motorcycle shows (these were three separate shows, his car is good, but not THAT good), and first place at the Scion of Naperville’s Fast & Furious release party car show. These are just the awards from 2009 (with the exception of the 2008 HIN award). Needless to say, Chad hauls a trophy case worth of awards to any show he participates in. As always, the car is not complete with thoughts of a big brake kit, carbon fiber hood, 9 psi pulley, and maybe a new bumper for some better flow to the intercooler. Chad recognizes that his car could have not have come as far as it has with out the help of his sponsors of Glen and Ryan from Prosport Gauges, Hannah at Mishimoto, Ken at GT Spec, Tony at Custom Sprayz, and Irfan and Irshad from Genesis Racing & Development. He’d also like to send his thanks to Larry and Eli from Project X Customs, and a shout out to ChicagoZ.com and Team Project X. Finally Chad would like to send a huge thanks to his lovely wife, Kim, and their new born son Jaxon.
-JDM Chicago
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Long Distance Relationship
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
Gallery (click thumb to expand):
Not Your Boss’s Ride
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
Gallery (click thumb to expand):
Breaking the Stereotype
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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The Definitive Daily Driver
Edgar’s 2003 Subaru Impreza WRX
Words: Ginash George
Photos: Young Ko
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Edgar began his fascination with cars at a young age. His father was an enthusiast himself and Edgar often found himself hoarding his dad’s car magazine subscriptions. Things however changed for Edgar when he received his first play station. Gran Turismo introduced him to a whole new genre.
“That’s where I discovered certain cars like the Nissan Skyline, Subaru WRX and Mitsubishi Lancer Evolution. I also started seeing modified imports on the streets that looked different than anything seen in the usual domestic car magazines.”
The curiosity on imports was not a fad or passing thought. Instead, it became almost an obsession and defining moment as evidenced by this story.
 Japanese car manufacturers always considered the United States the “Holy Grail” of the industry. It is after all a market that can make or break a company. The decision to introduce a car stateside normally takes many man hours of market research and approval at various levels. When Subaru decided to release the WRX to the United States, Edgar was ecstatic. He loved racing Subaru WRX’s in Gran Turismo and knew he had to eventually own one. The reviews, numbers, and impressive rally history was more then enough to sway anyone to take the next step. Persistence and hard work paid off in 2005. After 4 years of saving, the dream finally became a reality.
 Most Subaru enthusiasts at one time or another have been on NASIOC. When Edgar was in a position to purchase a WRX, he searched the forums on a daily basis. During his normal morning routine, Edgar discovered a pristine 2003 WRX. This discovery would eventually find its way to his garage. “I saw that the owner was looking for a quick sale and quickly met up with him. After talking to him in person and test driving it, I knew the car was babied and taken well care of. Since he rarely drove it and needed it sold that week he sold it to me for trade-in value. The car was equipped with a few mods like a turboback exhaust, lowering springs, and an STi Version 6 RA gearset.”
Now that Edgar finally had his dream car, the next step was to add a few subtle modifications to tweak the car’s performance. He purchased a Cobb Accessport and flashed a Stage 2 map. Edgar wanted a “sleeper” look in appearance, so he kept the exterior stock with no major plans on any upgrades. This quickly changed after entering his first car show. Edgar luckily (or unluckily) was placed adjacent to the Driver’s Image WRX. Edgar was almost embarrassed when he compared his WRX to the heavily modified counterpart. But the Driver’s Image car gave him motivation for his own project.
When Edgar left for college he took the car with him. The WRX is the perfect year round car. It has enough room to carry all your gear, an AWD system to get you out of winter jams, and of course rear seats to transport the ladies. In other words….the definitive college car.
As a year-round daily driver, Edgar had to chose his modifications wisely. Edgar started looking into exterior modifications. He researched all the different styles that people were doing with bugeyes. He loved the look of the JDM STi Version 7 and knew he had to replicate it. He bought every authentic JDM Version 7 exterior piece as well as JDM only options like the Front Lip, aeroguards, and rainguards. He also added a few personal touches like JUN eyelids and a Mine’s Carbon Fiber Spoiler.
 For the motor, Edgar did not want a big horsepower setup that would end up becoming high maintenance. First and foremost, Edgar needed reliability. So he decided on a VF39 and STI Top Mount Intercooler from a USDM STi, and got it protuned by Jorge at P&L Motorsports. On the dyno, Edgar’s WRX made 294 awhp and 277 ft/lbs torque. Impressive to say the least!
For the suspension, Edgar decided on a strut and spring setup instead of coilovers. The car is driven in all types of conditions and needed to keep the focus as a street car. It is accompanied by a set of sway bars, endlinks, strut bars, steering rack bushings, and a custom alignment for a well balanced setup.
Braking is important when upgrading power so Edgar decided on a Rotora Big Brake kit. To cover them up is a set of rare Racing Hart CP-F Tune R Wheels wrapped with Falken Tires, and held on with some NeoChrome Lugnuts.
So what’s next for Edgar? The focus in the past has always been function. With college almost complete, the car may see another transformation. Be on the lookout for a serious build and his car as a show contender. Just remember you saw this WRX here first. Maybe then you can proudly say you knew Edgar when he all he had was his play station.
Engine Mods:
Cobb Accessport ECU
IHI VF39 Turbo
STi Top Mount Intercooler
DeatschWerks 565cc Injectors
Walbro 255lph Fuel Pump
Perrin Up-Pipe
Perrin Catless Downpipe
Espelir JGT 500 Catback Exhaust
K&N Typhoon Short Ram Intake
STi Version 6 RA Gearset
Exedy Stage 1 Racing Clutch
SPT Oil Filler Cap
SPT Battery Tie Down
Kartboy Exhuast Hangers
Protuned at P&L Motorsports
294 whp / 277 ft-lbs
Suspension Mods:
Tanabe DF210 Lowering Springs
KYB AGX Adjustable Gas Shocks
Whiteline 22mm Front Sway Bar
Whiteline 22-24mm Rear Sway Bar
Whiteline Steering Rack Bushings
Kartboy Front Endlinks
Kartboy Rear Endlinks
Tein Front Strut Bar
Tein Rear Sturt Bar
SPC Rear Camber Bolts
Brake Mods:
Rotora 4 Piston Front Calipers
Rotora 13″ Cross Drilled/Slotted Front Rotors
Rotora Stainless Steel-Braided Brake Lines
Rotora Front Street Performance Pads
Endless Vita Nuova Rear Brake Pads
DBA Slotted Rear Rotors
ATE Super Blue Racing Brake Fluid
Wheels and Tires:
Racing Hart CP-F Tune R 18×8.5 +38 Wheels (Summer)
Falken Ziex ZE-912 225/40/ZR/18 Tires
Rota Bronze G-Force 17×8 wheels (Winter)
Kumho Ecsta ASX 225/45/ZR/17 Tires
Muteki SR48 Neo Chrome Lugnuts
Exterior Mods:
JDM STi HID Projector Headlights
JDM STi Version 2 Front Lip
JDM STi Version 7 Hood Scoop
JDM STi Version 7 Front Grill
JDM STi Version 7 Solid Fog Covers
JDM STi Carbon Fiber Sidemarkers
JDM Subaru Rainguards
JDM Subaru Front Aeroguards
JDM Subaru Rear Aeroguards
OEM Wingless Trunk
OEM Painted Sideskirts
JUN Eyelids
Ravspec Mine’s Carbon Fiber Spoiler
Interior Mods:
JDM STi Black 5-Speed Shift Knob
B&M Short Shift Kit
HKS Type 1 Turbo Timer
Escort Passport X50 Radar Detector
Lamco Boost Gauge
Gallery (click thumb to expand):
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