Muhammad Akbar’s 1981 Toyota Starlet

Words: Raymond Wu
Photos: Ginash George

Discuss this car on the forums by clicking here!

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

Gallery (click thumb to expand):

Christopher Lam’s 1993 Toyota Mr2

Words: Joseph Greene
Photos: Ginash George

Discuss this car on the forums by clicking here!

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):

Jim’s 2003 Scion xB

Words: Jenna Vanderhoof & Justin Salvadalena
Photos: Ginash George

Discuss this car on the forums by clicking here!

2003 was the year that the first generation Scion xB made its debut in the States. Japan had the advantage of releasing the Toyota bB, the xB’s predecessor, in 2000.  The xB was released congruently with the xA and targeted at “Generation Y” in the United States.  Although Toyota expected the xA to sell better than the xB, the reverse proved to be true, with the xB outselling its brother 2 to 1.

It can be argued that the the xB was a ground breaking design. The bold look has a certain “it” factor well received  by the eccentric Japanese consumer.  All of us have seen the 1st generation xB on the road and may have laughed about its boxy looks. However, the target marketing worked as the public eventually embraced the “box.” The xB was a tuner-friendly car in Japan, and Toyota used this as a means to attract a consumer who was interested in personalizing their vehicle. Jim felt the same way when he first saw the bB in an Option Magazine leaflet. Soon after he saw Topline’s bB with it’s slightly extended bumpers layed out on deep dish rims, his attitude changed drastically.

When Jim attended his first Hot Import Nights in San Diego, CA in 2000, he was hooked and had to find a way to become a part of the tuning scene. Jim was stationed for two years in Yokosuka, Japan while serving time in the Navy. This was the nail in the coffin for his newly discovered interest in the tuner scene. Jim was wondering why guys were so attracted to the the wagon and van style vehicles. In 2003, Jim and his wife attended the Tokyo Auto Gallery and noticed a majority of their time was spent in the Wagon/VIP car section. He now understood what the draw was to them. Shockingly enough, the same vehicle can be designed and built to have VIP styling or look like a simple Volkswagen Bus. The diversity and creativity displayed at the Tokyo Auto Gallery was absolutely incredible.

Once the Scion xB made it’s debut in the U.S., Jim thought “hmmmm Toyota wants to sell the bB stateside?” This was the exact point when he knew he had to have that xB. Soon after, Jim purchased his Scion xB with a mere 5 miles on the odometer. It was his priority to make it like the Topline car. Within 3 short years of having the xB (or bB as it’s known in Japan), he had his Work Euroline DH wheels with 17×8/17×9 staggered offsets set inside Falken ST115 tires, followed by a 9pc W-Blood H.E.S. VIP kit including foglights to match (Just a side note: H.E.S. means Heavy Effect Selection—doesn’t get anymore JDM/VIP than that!). And the rest is history. An Airlift air suspension came shortly after to ensure that he could achieve the stance he was looking for. This unique styling gained him an invitation to the exclusive Scion United ad campaign and festivities near Las Vegas, NV on May 15th, 2008. At the event he met hundreds of Scion owners and even got to have a picture of the elusive JDM Jim ride on a poster!

Future plans for the xB include: freshening up the car overall, touching up the paint on the front bumper, fenders, hood and grille. At some point in time, leather seats will happen, but the state of the economy has squashed some of those plans for me. Jim plans to continue work on the car once he completes school. But to be completely honest, Jim is not disappointed at the stage of his car right now. The xB is built for him and by him, he did 95% of the work on it and he is quite proud of that. In the end, his car is built to resemble a theme and it holds its’ tradition.

Below is a list of modifications:

9pc W-Blood H.E.S. VIP kit including foglights
Work Euroline DH wheels 17×8/17×9 staggered offsets inside Falken ST115 tires.
Airlift air suspension
-5 gallon chrome airtank with two Blitzluft compressors & a 6 valve system
Progress rear swaybar
Cusco Type 40D front strut bar
Cusco camber plates
KGWorks rear wiper plug
Chrome inner door handles
Chrome lock plungers
Chrome speedometer trim ring
Garson Oak speedometer trim (until he gets the rest of the parts for my car cut and bought)
Painted trim panels in Buckskin (to bring out that Luxury feel)
Scion LED lighting in cupholder
CustomxBgauges.com orange LED shifter bezel
Kenwood CD player and Amp
Polk Audio bi-amped SR6500 comps and Momo sub and custom sub box in rear floor area.
Seiko Sangyo (more trinkets) door lock caps
Giant flower shift knob and chrome extender
Chrome door handles
Tail lights wrapped in red vinyl

Gallery (click thumb to expand):