It goes without saying that speed is the motivating force behind many an automotive hobbyist. The euphoria that it produces is unmatched and like just about anything good, it keeps you coming back for more. Once you experience that high, you discover yourself addicted. The good thing about speed is that you can always go faster, depending, of course, on how much you’re willing to do to get it. You’re really only limited by the restrictions presented through your chassis (which you could continue to alter), the depths of one’s pockets, along with the willingness to place everything in danger for the sake of speed.
Drag racing has, and continues to be, a staple in your community. For every single car show and meet that you encounter, there are equally as many import drag racing events occurring throughout the nation. It will continue to evolve because going fast simply never goes out of favor. Not every run-of-the-mill schmuck can do it; it needs hard work and dedication. That’s another big plus with being fast. Before them could muster, fortune favors the brave plus some reach heights that none. The beauty of competitive (and sanctioned) drag racing is that it offers a numerical value in the form of time that then creates a precedent for racers to strive toward. These periods then turn into goals for a lot of and records for the select few. They are saying that records are meant to be broken and thisa few things about going fast. In fact, he might own the fastest (complete) DC5 chassis anywhere in the world. Though his record is unofficial and met with a bit of controversy, JR stands alone as the first RSX street car to interrupt into the 9s. Some would question if it particular RSX is truly a street car, but it truly does fulfill each of the requirements to classify it as a a full-bodied street vehicle. The 9-second pass isn’t a fluke by any means either. It’s documented on video and JR has made multiple, consistent passes in this car.
This is a street car that meets all the rules to classify it as that, JR says. My RSX isinsured and registered, and driven about the street with all the current original body panels intact. Every other RSX that has run 9s is basically just a shell with tube-frame chassis, one-piece fiberglass front ends, and something-off suspension components. They are ‘Pro Stock’ vehicles, mine can be amanaging a personal best of 9.76. High horsepower, heavily modded Civics and Integras breaking into 9-second territory are pretty common these days, but an RSX with full interior that weighs in at approximately 2,650 pounds? Not so much. Never mind that, the frequency of which do you even see a DC5 drag car at all? All things considered, JR’s accomplishments using this heavy, unpopular drag chassis are incredible to say the least.
The DC5 platform wasn’t his original choice, even though jR had always had his sights set on being involved with FWD drag racing. As I was originally looking for a car back in 2005, the first one I looked at was really a Chevy Cobalt SS, as he informs us. It didn’t really spark my interest that much and so the next car was this Vivid Blue Pearl RSX Type S. After I testdrove it, I was sold. It was the very last production year of the car and the dealership only had two blue ones left so I immediately bought it. It wasn’t among those cases where I really started out adding parts mildly and caught the bug or anything-I went in it knowing I was going to start modifying the automobileas well as an AEM intake. No time was wasted before he took the car on its first quarter-mile run, which yielded sub 14-second passes. Dissatisfied, JR found himself researching turbo kits, which led him to Honda engine specialists InlinePro. One of their turbo kits was purchased and quickly went onto his stock K20. Off and away to the track he went where he was able to power the RSX down the 1320 into the 12s. It was a 2-second improvement over his previous setup but it just wasn’t enough to satiate his hunger for more.
Boosting the stock motor definitely helped make the car faster, but I came to the conclusion that we really was required to tear the whole thing apart to essentially get the low e.t.’s that we wanted. During this whole process, I used to be still driving the car daily and it had air conditioning, power steering, and all sorts of other amenities. Tearing the engine apart would obviously make driving it a little less convenient nevertheless it was necessary, JR says.
The factory 2.0L was pulled and never a similar again as InlinePro stepped in and reworked his setup completely from the inside out. The factory K20 block was removed and also in its place was a larger InlinePro race-prepped K24. Their block was filled with their signature connecting rods, billet crank, CP Pistons, ACL race bearings, and everything needed to withstand the pressures of forced induction. This too saw the complete InlinePro treatment, although up top, the cylinder head remains a K20 unit. A return-style fuel system was installed with dual Bosch 044 pumps to supply plenty of fuel to the freshly built motor. To obtain the power to the pavement, a Pfitzner Performance Dog Box was installed along with a custom final drive. His upgrades proved to be worthwhile as he could claim the title because the first street RSX to destroy into the low 10s. As you may would expect, even that wasn’t enough to meet his level of satisfaction-he wanted more.go on a toll on JR however. The emotional highs of breaking their own personal best times in conjunction with the lows of being displeased soon after led JR to your three-year hiatus from racing. There were some health issues that needed attention as well as surgery and recovery. His RSX lay dormant throughout that period but he was still adding parts to rework his setup. A 10-point rollcage was fabricated plus a parachute mounted for added safety. To maximize efficient power production, he had Full Race create a one-off sidewinder manifold. The centerpiece to this latest arrangement is really a 67mm Precision turbocharger. In 2012, JR Hurley made his return. Still weighing in with a stout 2,650 pounds, the RSX made its way off the trailer and blasted along the quarter-mile at 9.77 seconds.
It was actually the happiest day of my life up to now! To break the 9-second barrier was almost unbelievable. It wouldn’t fit his character if he wasn’t already looking at illusive number eight, though the car still had traction issues and even we thought it might have been a fluke until we backed it up with another 9-second pass. Nines were cool. I got to give the need, man. Maybe I’ll try a larger turbo change and manifold little things to discover where it requires us. I’m already the very first RSX street car from the 9s; why not shoot for 8s?