A Long Time Coming - Acura RSX Type S Turbo

With the engine built to deliver standoffish power, the need to supply sufficient fuel became the number one priority. Feeding the off-the-shelf 1000cc RC Engineering injectors is an Aeromotive "eliminator" fuel pump. Rated to handle up to 1100 hp for forced induction vehicles, the eliminator supplies an abundance of petrol through a custom fuel system equipped with Aeromotive -8 steel braided lines. The once returnless fuel system found on the K-series engine was modified by Skunk2 to a full return style setup to work alongside a custom fuel pressure regulator and billet Golden Eagle fuel rail. Before final tuning was to commence on the engine, a MSD DIS4 direct ignition system, MSD plug wires and NGK Irridium plugs was bolted into place. Using an AEM 3-bar map sensor, AEM wideband 02 sensor, and EMS fuel management system as the central nervous system, Madrid and Giovino tuned the RSX-T's powerplant as it stamped out 575 wheel hp at 15 psi. Upon further test and tuning of the engine, the hybrid K20 powerplant responded with an impressive 651.89 bhp and 531.7 lb-ft of torque. We sighed a breath of relief and grinned ear to ear as we had finally reached our projected goal of 700 hp on 91 octane pump gas-an amazing feat by any means.

While the Skunk2 engineers were busy putting the finishing touches on the powerplant of our beloved RSX-T, the rest of the crew dedicated themselves in prepping the vehicle's chassis to withstand the vehicles newfound horsepower. The vehicle interior went on an accelerated diet program as it received chopping and cutting of unwanted metal. One area that proved to be advantageous in lightening the load was the rear-quarter panel, which was quickly sawed away and thrown in the scrap heap. Using lightweight stainless steel metal to replace a large portion of the rear floorboard contributed to the removal of the RSX's unwanted fat. Without compromising the safety of the driver and keeping the cutting and removal to a minimum, the total weight reduction was recorded at 196 pounds. A carbon-fiber hood and trunk also played into the role of extensive dieting as the lightweight carbon also helped to improve weight distribution on the RSX. While extensive dieting helps to improve a vehicle's power to weight ratio, chassis rigidity is an issue often overlooked when building a competitive road-race vehicle. Skunk2 was well aware; this vehicle's unibody construction spelled unwanted chassis flex. The build team found success in using an old school V8 trick involving injecting expanding urethane foam in the hollow rails of the sub frame-a key to maintaining a more rigid chassis. Although expanding foam is never a replacement to owning a full rollcage, the advantages of keeping the car more streetable is one reason why this liquid-to-foam solution was used. Skunk2 also strengthened the chassis by using a chromoly piece welded in a stabilizer bar directly under the factory dash, serving its purpose by solidifying both a-pillar sections and creating a more rigid construction. An additional rear harness bar was fabricated using chromoly to securely fasten the Sparco 5-point harnesses wrapped in Nomex-lined shoulder pads.

While the RSX-T's exterior has the interpretation of full-fledged race machine, the interior of this beast proves otherwise. Keeping the interiors concept simple yet effective has proven to be successful for this build. Skunk2 installed a pair of Sparco Pro 2000 bucket seats, with Sparco carbon-fiber pedals and a steering wheel plucked off a '06 Honda Civic Si. The custom dry-carbon dash panel was specially designed to house a Blitz carbon face BLM racing meter and Blitz SBC i-Color boost controller. Stitchcraft Designs of Huntington Beach, Calif., reskinned the headliner, rear seats, and pillars in sleek black Alcantara suede. Factory inspired A-Spec carbon-fiber dash trim helps to accessorize the interior as A-Spec floor mats, trunk trim, and A-Spec shift knob completes the aftermarket add-ons. The exterior of the RSX-T was adorned with a C-West N1 Kouki II body kit and sprayed in factory silver by Autowerks of south El Monte, Calif. Custom brackets were fabricated within the guts of the trunk to mount and withstand down force produced by the monstrous 1550mm C-West GT III carbon wing.

It's unimaginable that any full-blown, no-holds-barred race car would even dare to consider using a full audio system. With the heart of a race machine and the body of a street car, we cringed at the thought of having to endure Dr. Charles sitting shotgun as he hummed "Kumbaya" sitting in traffic. Rather than pull out every strand of hair, Pioneer Electronics was called in for help. A Pioneer AVD-W6210 6.5-inch Widescreen Touch Panel LCD was integrated into the dash. Keeping our gauge clustering to a minimal, the Pioneer AVG-VDP1 Real Time Vehicle Dynamics Processor was the answer to our prayers as it serves the purpose of monitoring the engines vitals while using the optional g-force meter to track the vehicles dynamics when blasting through the turns. The factory speakers were quickly discarded for a pair of mind numbing 260W max power TS-C720PRS 6.75-inch component speakers.

The RSX-T has taken nearly a year and a half of tireless effort to complete since it first rolled into the garage bay doors of the Skunk2 facility. Within the months that were downplayed until the final day of our photo shoot, we found ourselves staring at the silver machine in complete admiration, proud of the fact that our once mild-mannered RSX had evolved into an audacious street/track monster. Now equipped with 700 hp on tap and a serious pair of brass balls, a quick romp of the accelerator is all it takes to awaken the beast as it licks its chops, looking to demoralize any foe that falls in its path.

By Scott Tsuneishi

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