John Schill's '94 Integra GS-R
Back in 1994, most of us were still figuring out that girls actually weren't all that "icky." As for John Schill, well, by that time he'd already been involved in the import tuning movement for a few years and was in search of a replacement for his recently stolen '89 Integra. "There was a lot of talk about the redesign and I knew I loved my old one so I wanted to replace it with a new one." John walked into his local Acura dealership and dropped his hard-earned cash on a brand-new Integra GS-R which he solely intended to be a daily driver. "I drove it stock for a little while but by '97 it had literally every bolt-on part available for the car, and it still wasn't fast enough. I added some nitrous and consistently ran 12's." The late '90s and into the early '00s were good for John. He opened his shop, Absolute Pro-formance, in his hometown of Finksburg, MD, and used his Integra to show what he and his staff could do. John's chance to shine came when the 12-second runs weren't cutting it anymore and the Integra went under the knife. "It just wasn't fast enough. That's when the car came off the road and I designed and installed its first turbo setup using a 72mm turbo. Then we sent it to our guys at HFR Fabrication where it got a 10-point 'cage-we hit 600 hp, and were running low 10's all day."
For most people, a low 10-second run is plenty quick, but John's modding fever runs deep. When asked about the car's current incarnation John's response made perfect sense. "We ran the car with 600 hp for a while until the chassis certifications were changed. The 'cage we had was originally good for 7.50-second quarter-mile runs, but when the rules changed, our 'cage was only certified for 8.50's and we knew we were going to beat that time."
With the car already receiving some serious alterations, John figured he'd switch up his running class. Instead of running Outlaw class, where Hondas have a decent foothold, John's sights were soon set on the Hot Rod class, which put forth a whole new set of advantages and challenges. In regards to his class selection, John said, "Technically this is the only class we can run in right now, and I think we'll do really well in it." Whereas the Outlaw class limits what modifications you can do to the engine and body, Hot Rod is much more lenient, and John took full advantage of it. "HFR Fabrication already gutted the car completely and removed the old 'cage, and since Hot Rod class allows back-halving and floorpan dropping, we did all of that before the new 25.5 'cage was installed."
John's old daily driver was now race ready, and after the original block decided to spit a piston through the sidewall, John upgraded to an LS/VTEC setup using the original GS-R head on a modified B18 block. The motor was stroked out to 2 liters courtesy of Justice Racing Engines. The new block was stuffed with only the best: Wiseco, Crower, and Moroso. With that much firepower on the bottom, John couldn't skimp out on the head, opting to replace the entire valvetrain with Ferrea goods after the head was ported and flow benched. John went all out on the little four-cylinder and ditched the 72mm turbo for a larger Garrett 42R 74mm turbo mated to a one-off Absolute Pro-formance turbo manifold. John's fabrication skills aren't limited to just manifolds. When asked he stated they "do almost everything in-house, we really don't like to sublet our work, and when we do, it's only because we have to." To feed the small planet John used as his turbo, the cold side was treated to a custom intercooler and piping mated to a ported Edelbrock intake manifold and matching 75mm throttle body.
Wheelie bars and parachute kit; serious business.
Confident his motor would make big power, huge 15x10 Bogart Flystars draped in Mickey Thompson rubber take care of the power end; 15x3 Weld Racing wheels trail behind. John needed all that rubber and learned he could probably use a little more when they finally strapped the car to the dyno. John explains, "We only made 840 hp on the dyno. When we ran the car's rpms up, it lifted off the dyno. There's a point when it becomes too dangerous to crank the boost up anymore and it's safe to say that we've hit it. We know where we stand, and we're making over 1000 hp, we just don't have the equipment to measure it, haha!" Unfortunately, quarter-mile times haven't happened yet due to some persistent mechanical gremlins, but John is confident the car will be competitive for the 2010/2011 season, so keep an eye out!