Honda owners have a bad rep due to a few bad apples. It’s amplified by the accessibility and affordability of Honda cars. However, ClubITR is a Honda club with a difference. Its members are mainly mature owners who have a lifelong passion for everything Honda, and this reflect in their meets. ClubITR meets are always friendly, close knit, and showcases some of the best modified examples in Australia.
Let’s kick things off with Japan’s first proper supercar, the Honda NSX. We all know that it’s driving dynamics is tuned by legendary F1 driver Ayrton Senna, and Honda’s famed reliability and everyday useability put a leg up on the European exotics. Roland’s example here is what happens when you take the NSX and decide to get a bit wild with the mods. Those massive forged Advan GT wheels draw the eye to the curvey, wide lines of the fattened NSX. Thanks to a mix of Sorcery and Marga Hills kit, with a bit of customization, Roland’s NSX is a visual shock to the senses. The air suspension helps the NSX gets around the tough streets of Sydney, while blowing passer-by’s’ minds when laid on the ground.
Honda Concerto 4WD
Ram’s pride and joy is a Concerto in extremely rare real time 4WD trim. Made for those who needed traction in all types of weather conditions, the Concerto RT4WD is believed to be the only one in Australia. Found tucked away in a warehouse, it arrived in Australia as a personal import. It wasn’t running and damaged, and Ram took a little over 6 years to bring the car to this state. Its beating heart is a rebuilt, more modern D16Y with VTEC, and complimented by a rare Jackson supercharger kit with water to air intercooler. The transmission and diff was rebuilt, along with a full respray in the original Florence Blue colour. The Watanabe wheels’ retro look compliment the 80s angular design, and the chassis’ handling has been improved with Innovative traction bar, Hardrace gear, Eibach springs and Koni shocks. Inside you’ll find Recaros from the Proton Satria GTi, a classic Honda Momo steering wheel, and other OEM optional goodies.
Civic EK 1996
There are no shortage of modified Civics at the meet, but this one stood out for the understated modifications…on the outside. Jack’s Civic began life as a base model version, going through several owners before ending up in Jack’s hands. He began to strip the car of its modifications back to bare shell before beginning on the K20A engine swap from the 2002 Civic Type R. While the ‘K-swap’ is well known in the Honda tuning scene, it’s still surprising what a massive difference it makes. The new, lighter engine makes 130kW stock, and power is available from low down till a screaming 9000RPM. It might not sound like a lot, but considering the Civic weighs only a little over a ton, it’s enough for a rapid street car. The six speed gearbox has been rebuilt with harder internals for future power mods, while MCA Purple XR coilovers and Hardrace suspension parts ensures the Civic sticks to the ground easy. The popular Enkei RPF-1s in 16x8 sizes is probably the only clue to what’s under the bonnet.
Integra Type R 1999
The thing about Hondas is unlike most modified cars, the great ones are often understated and under the radar, until you take a closer look. Kenny’s Integra Type R is a great example of this. It’s a Mugen themed Type R, meaning it has all the goodies from Honda’s racing/skunkworks division. Each piece is mostly rare, discontinued or downright expensive. Its extensive list of modifications read like a Honda fanboy’s wet dream: Mugen instrument cluster, room mirror cover, seats, Formula Shift gear knob and a very rare FG360 steering wheel adorn the inside of the car. Under the bonnet, a genuine Mugen Gen 2 strut bar straddles the shock towers, over a Mugen valve cover and oil cap. Maximworks headers direct spent gasses through a ubiquitous twin loop muffler from, you guessed it, Mugen. Tonight, Kenny has put on Spoon SW888 wheels for the meet, instead of the usual Mugen MF10 he normally rocks. The exterior modifications are kept simple with only rare optional side skirts and rear pods. The car has only 120,000kms on it, extremely low mileage for a Honda.
Paul’s widebody S2000 came about when he bought Enkei wheels that were simply too wide, and then promptly decided to make them fit. Now it runs Circuit Garage front over fenders, with ASM rear overfenders with extensions to tuck those 18x9.5in NT03s under the guards. The visual impact doesn’t stop there, with a full AP2 facelift upgrade, inside and out. It’s not just a pretty boy though. Pop the custom vented bonnet and the F20C engine’s VTEC power is complemented by a GReddy turbo kit. The brains managing the power is a Haltech Elite 750, and power is sent to a toughened up R200 rear differential. At the rear, expensive Car Shop Glow taillights decorate the bum, sandwiched between a rare Tamon rear spoiler and Top Secret rear diffuser. Paul says his next plan is to turn the boost up on the stock motor, and he’s got a spare low-comp engine to replace it with. Exciting times ahead.
Nathan’s NSX is about being simple but enhanced. It is diametrically opposite to Roland’s red widebody NSX also featured here. Understated Volk Racing RE30s in double staggered sizes fill up the wheel arches, while customized tail lights from Car Shop Glow bring the NSX into the 21st century. The sweet handling dynamics are enhanced with a set of Tein coilovers. Little modifications like the NSX Type R teardrop gear knob and short shifter assembly dramatically improve the already fantastic driving experience. An RF-Yamamoto GT exhaust amplifies the sweet V6 voice as it rushes to the 8000RPM redline, and…that’s it. No other modifications; Nathan has set out only incrementally improve the NSX, in order to keep the driving experience pure and accessible.
Integra 1993 DA9
Here’s a run of the mill Honda that only required simple mods to stand out from the crowd. Jack’s incredibly tidy Integra sits on SSR SP3Rs, lowered on coilovers. Inside, creature comforts such as Recaro seats, a Mugen steering wheel, and an eye wateringly expensive NSX gear knob ensures Jack cruises in style. While the stock B18A1 under the hood isn’t a firecracker like the later Type R engines, it’s still good enough to do 7 seconds to the century mark, and would surprise many cars off the line. Jack has had the car for over 8 years now, and he plans to keep it relatively stock. An engine conversion is on the cards once the current one is up for replacement, and he might chuck on the ultra-rare lip kit he has in storage. Nonetheless, the clean lines of the 1980s Integra is something to behold.
Daniel was once a proud owner of a Honda, but even though he’s moved on to other cars, the vibe and people at ClubITR meets always entice him to attend with his latest project. This time, he has brought out his classic Japanese roadster, the MX-5. When Daniel was first handed the keys, the MX-5 already had a Jackson supercharger kit, running a lively 110kWatw. However, the rest of the car wasn’t up to his exacting standards and Daniel set out to build it to his vision. The horrid aftermarket bumper came off and was replaced with the original bumper with the ubiquitous GV front lip. A set of Enkei Apache II wheels gave it a period correct look, while having modern day fitment. Daniel is more at home in his modern Euro cars, so the interior had a massive makeover. A Momo Prototipo wheel, Revlimiter cluster and HVAC faces, Jass Performance gearknob and e-brake button compliment the quilted leather door cards and IL Motorsports door pulls. The retro hazard light toggle and chrome AC vents add a British roadster touch to what is a bare bones, functional JDM interior.
For updates and news visit our Facebook page .
To learn more about the Bendix Brakes range of products visit: www.bendix.com.au