2012 is a tough year to be a Honda/Acura enthusiast. The Civic Si, once the poster-child of the import scene, has become, at best, an also ran. While the car isn’t terrible, this year’s Civic marks the 12th year of the ~200 hp K-series motor as the heart of Honda performance. The announcement of Acura’s new ILX brought nothing to the table either, sharing the same 2.4L powerplant as its Honda twin (and the TSX seen here). While the CR-Z should serve as a shot in the arm, the two seater’s hybrid setup brings unwanted cost and complexity, and falls short of what enthusiasts expected from the long-waited CR-X revival. While there exist some excellent choices in slightly older Hondas and Acuras, the performance and luxury options have changed significantly since import fans first scooped up Integras, Preludes, and Si’s en masse. Those in the market now have the options of used Evo’s, 350Z’s, WRX’s, and RWD Lexus and Infiniti luxury sedans that offer significantly more performance and status than a TSX, RSX, Accord, TL, or Civic could possibly offer.
When one thinks of the usual car building process, the course of the project can take several months (if funds are available) to multiple decades. Regardless of whether the car is brand new or a frame-up restoration, there is always the dance of researching parts, carefully making selections, waiting on whatever is inevitably back-ordered to arrive, and eventually finding the time to install, troubleshoot, and dial in all the various pieces. More often than not, many of these projects exist not as a whole cohesive vehicle, but as multiple collections of unopened cardboard boxes, pending eBay deals, and recycled items strewn about a barely organized garage. Completion of a car (if that ever happens) requires a timely, orchestrated effort, thousands of dollars of disposable income, and enough free weekends and longs nights to nearly render one a hermit. Read More
There are few experiences as amazing as stepping into a new car. Every sense is stimulated by the freshest in ICE technologies, the sounds of the newest engines, and that oh-so-distinctive, irreplicable new car smell. The cars that are being made today are faster, better-appointed, and more efficient than ever. And yet, the vintage scene is larger than it’s ever been before. Classic muscle car enthusiasts are currently spending tens of thousands of dollars creating Pro-Touring cars out of 35 year old Detroit iron, import fans are hunting down seemingly forgotten Japanese performance models, and wheel companies are re-releasing wheels that five years ago would have been easily found in a junkyard. Every time the scene delivers an unworldly 1000 HP GTR or LF-A, a mint condition Hakosuka or 2000GT rises up from the annals of history to remind us that newer doesn’t exactly mean better.
So how on earth did you end up with this???
Kevin Lu is undoubtedly tired of answering this question. You see, every car has a story. Some cars find their owners in traditional ways; a search on Autotrader or an ad on Craigslist, followed a tedious haggle with a suspiciously friendly salesman or an all-to-eager-to-sell previous owner. One call to the bank, another to the insurance company, and the first chapter is over. This tale repeats itself everyday, all around the world. Except for Kevin Lu. After all, one doesn’t simply stumble upon a JDM performance car rotting away in a derelict used car lot. Finding a car like his Nissan Silvia takes time, money, and a of touch legal….”finesse”. Being insane helps too. Read More
Influence is a rather interesting phenomenon in automotive culture. There are, on the whole, three major camps: the European, the East Asian, and the North American, each of which has a near unlimited amount of subcultures and movements. While each of the spheres has their own unique aesthetics, individuals are constantly pulling ideas from each other and blending those designs into their own region’s styles. One can look to the American hot-rod culture’s influence on the European air-cooled Volkswagens or the American adoption of the Japanese tuner style. Eventually these influences get passed around so many times, that they end up coming back to the original source in new ways. For example, the Japanese VIP scene was inspired by the large, classy sedans of Europe. Japanese tuners were drawn to the imposing characters of cars like the Mercedes S Class and BMW 7 series, and sought to apply those same styling cues to their own domestic sedans, mixing the classy Old World style with the existing shakotan look. Michael Milano-Picardi was inspired by that bippu look and has applied it to his own Mercedes CL500; an American, modifying his European sports coupe in a manner invented by the Japanese for to mimic stately European sedans. Wunderbar! Read More
One of the most fascinating aspects of our slice of automotive culture has been to watch the maturation of the “import tuner”. While acknowledging that there are those who have been modifying imports since the cars first arrived in the states, our scene was largely defined in the first half of the 1990′s by magazines like Sport Compact Car and Super Street. Cars such as the 5th generation Honda Civic and the 2nd generation DSM twins were kings, as most of the iconic 90′s Japanese sports cars heralded today were out of the price range of the average import enthusiast. These humble starting points, however, created opportunities for truly epic builds. These first generations of our scene built like they had something to prove; because frankly, they did. They were building the economy cars of the time and lacked the acceptance of the mainstream American performance community. Japanese cars were simply rice burners; most true Japanese performance was still out of reach, either economically or geographically. While the Japanese had established performance pedigrees decades prior, those series mostly took place in European or Asian venues. Our Nascar Nation was not ready to accept that a Honda was anything but an economical way to get from point A to point B.
2011 has been a dynamic year for our scene. I’d like to think that if 2009 and 2010 were the years that the Stance scene exploded, this past year was its period of maturation. The builds are more complex, the projects are more varied, and each region (whether in the states or around the world) has developed its own unique style. Whether its the over-the-top VIP builds of Japan, the OEM+ Euro builds of the American Northeast, or the unbelievable Hondas of California, each of the major players have reached levels of style that haven’t really been explored in the import scene before. Additionally, as the scene has matured, many have been wise to explore the roots of lowliness in hot rods and rat rods, and even ventured outside our normal comfort zone into domestic pro-touring cars and West Coast low riders. All that to say, 2011 has been a year about promoting inclusion. Stance, it seems, has graduated from the bastard child of the forums, to an accepted (tolerated?) subset of modern automotive culture. It seems that even a seasoned track nut can finally look at a fitted car and admit that it at least looks cool.
The Hawaiian Islands, for all of their natural beauty and tropical vistas, have a rather tumultuous geological history. Located above a Pacific Ocean hotspot, the islands that form the 50th state were created through a series of volcanic eruptions, earthquakes, and subsequent erosion. This pattern of destruction and rebirth has allowed the islands to continually turn mountains of magma, ash, and fire into tropical paradises. Albert Lee, a resident of the capital city of Honolulu, saw his last project, a turboed GS300, burn to the ground after a faulty turbo install. Determined to come back bigger than ever, Albert teamed up with VIP Modular to create this gorgeous VIP Modular GS350.
For many people, the extent of their automobile enthusiast life is lived out in the forums and the blogs. One can spend hours hopping from site to site, post to post, in search of something to awe, shock, or bewilder; and that niche will always be filled. Soon enough, however, one becomes jaded to the big, expensive wheels, enormous turbos, and seemingly impossible suspension set-ups. Rather than appreciating the cars as personal projects with their own investments of time, money, and effort, the cars simply become objects to judge and rank in a personal hierarchy of acceptable norms. This corruption is where statements like, “V8 drift cars are played out!” come from. Just because the internet has introduced a handful of fully swapped, functional engine-swapped cars in a period of several months, the forum junkie’s brain pushes this “trend” into the “been there, done that” folder; not even considering that there’s maybe been one within his own arm’s reach before, and the chances of him actually shaking the hand of a builder is slim to none.
I hate that minivans have the stigma that they do. While they admittedly won’t win any awards around the track, they are the perfect vehicle for someone looking for serious utility without the drawbacks of larger SUVs. And one only has to look back to the 1970′s to see the awesome styling possibilities with these big wagons. Owner Donald James saw the potential in his 2005 Odyssey and went all out with a classic VIP build, blending traditional Japanese cues with a mostly untouched USDM platform. Read More