HT: And that was the blue 2002 model we featured?
JG: Yes. I bought it and immediately took it apart.
HT: Why take it apart if you were just planning to make headers?
JG: I just wanted to take a look under the valve cover, you know, and I thought 'wow, this is cool.' Then I heard the ECU could be reprogrammed and I don't remember if I called Doug [MacMillan] at Hondata or if he called me, but the car went off to him for three months. While I waited for Doug, I bought a wrecked car so that I could take all the measurements, check fit, and have extra parts for my blue one. The first thing I did was take the head off and said 'this thing could flow a lot of air.' Then I looked at the block and I saw the split at the crank and said 'holy s**t!' So the entire engine came apart. I looked at it twice and went home that night and literally couldn't sleep. I remember thinking that I couldn't just build a header for this car. This is brand new. Nobody's got anything and it's gonna make beaucoup power.
HT: So all of that developed into the blue car's 263-wheel hp, up from the stock spec of about 175. Do you feel like you've got a good handle on the Know?
JG: Yeah, I think so. I keep making more things, like my new oil pan insert to control oil flow. I've measured nearly everything on it. The motor is incredibly strong. Probably its biggest weak point is the rods, but most motors are like that.
HT: Oh, not the exhaust then? I've seen 20 hp from race headers and exhaust on those cars.
JG: Well, yeah, if you remove the cat and do a 3-inch system with a Hondata, sure. But the stock header doesn't let you do anything. That's a big reason why the ITR makes more power. It has more of a real header with a cat that's not in the Y-pipe. So add that, .5 on compression, better cams and better gas and there's your 20 hp.
HT: So did Honda did leave a lot of power on the table with the exhaust?
JG: Sure, but look at all the things Honda has to deal with: emissions, warranties, elements causing rot or rust. I build race headers. I don't worry about that stuff. I worry about lap times.
HT: Is this header a lot like the ITRs?
JG: No, it's nothing like it. Even in Japan, they're still dealing with all that, but not as much for emissions. My header requires a completely new exhaust. I use all stainless steel and you can put a cat on it.
HT: So can our readers buy one then?
JG: No, not yet. I'm still fooling with it. I need to test what works with more of a stock engine. I'll have a full race header too, but I'm still fooling with it to find the best combinations. You gotta remember that I still have a lot of orders for Formula Ford and other SCCA classes keeping me busy, so I do this when I can find extra time.
HT: But all that money in two cars, the extra motors.
JG: I know, but I'll get there. From what I've seen, nothing out there has really made big leaps in power except for the Hondata reflashes. Even that works best with a few bolt-ons. I want my stuff to be awesome when it comes out and it has to last. I'm not going to do anything cheesy or that doesn't deliver all I say it will.
HT: What can we expect to see from HyTech in the near future?
JG: I'm working on making all of the components from the blue car available individually. They're built as a system and only work best as a system. But not everyone has the money to get it all at once, so I'll sell them separately. I hope to have cams all the way out to Stage 4, pistons, rods, a valvetrain that's good for 10,000 rpm, hopefully a better intake manifold, and of course a street and race header and exhaust.
HT: Any idea when?
JG: No, I have to get it all right and make sure it lasts like I told you. Plus, I know it's going to be copied like the side-exit header, so I'll take my time.
HT: It's already been a year. Should we check back in six months? A year?
JG: Yeah, I'll probably have most of it done by spring. But I'll call you if I get things done sooner!