The time comes when one has to take a step in a new direction. A step toward a place that has more to it than a straight line. Where a driver's skill is constantly tested and is always necessary in order to compete. The name of the game is road racing, and believe it or not, the crew that put together the fastest all-motor Honda also has an extreme fondness for apexes and heel-toe shifting. Come to think of it, it's really how it all started for Skunk2/Group-A Autosports.
Everybody should have some clue as to what the Skunk2 Integra is and what it has achieved in terms of breaking and retaining records. Dubbed Project (Beta), this car shattered the 10-second barrier at the IDRC Finals last year with a 10.91 pass. Since then, no one else has even touched the 10s. Now, if you've been a loyal SSM reader, you'll remember our introduction of in the August '98 issue, which included a small insight on its road racing history. Built to SCCA Pro Racing World Challenge specs, the Integra never saw any race action due to an unforeseen dilemma in key sponsorship roles. Instead of scrapping the project and calling it quits, Group A's leading man Dave Hsu, made the decision to turn its focus toward quarter-mile racing. We don't need to tell you how that story ends-you already know it, but this ending is where the Skunk2 road-racing saga reemerges.
Even though they continue to compete and support 1,320-foot racing, the passion and love for road racing has always been something that Group A has wanted to revisit. For the 2000 World Challenge season, a relationship was formed with Roger Foo, a local Bay Area racecar driver and automobile manufacturer car tester. He will be the driving force behind the Skunk2 road racecar. That particular car is a '95 Civic hatchback that has been labeled the "Yellow Egg." It has been built to World Challenge specs, but because of a limited budget (Can you believe it? Only $10K including the car!), as specified by SCCA rules, with most of the parts you see on the car coming directly off of Group A's shelves.
To begin with, the stock single cam was pulled and in its place is a Japan-spec B16A. To keep engine-building costs down, Skunk2 used factory Civic Type R pistons on the bottom end. Up top, the cylinder head was reworked in-house (by the Omni Man) with Integra Type R valves, valve springs, motion assemblies, and camshafts. The rest remains entirely stock. With the only other modifications being an Integra Type R intake manifold and DC Sports four-into-one ceramic header; the compression has been bumped up to 12:1 and the car puts out 180.6 hp to the wheels with 123.4 lb-ft of torque. Amazingly, it is becoming increasingly clear that almost anyone can build a motor like this.
Upon first contact with the vehicle, it's lust at first sight. Not love. It winks at you. Gives you knowingly wanton stares. It makes you want to jump inside and just...ahem. The skin is a smooth yellow, but the interior bleeds a bloody red, a little on the ketchup and mustard tip. There are all sorts of gear inside-strut bars, custom programmed ECU, Field's VTEC controller, your basic essentials. There's also a suspension that we haven't mentioned. Here the Skunk2 crew used GAB shocks and pillow mounts, Skunk2 springs, sway bars, and camber kits. Competition inspired wheels come in the form of 15-inch Advan RGs wrapped in BF Goodrich G-Force R1 skins. And check out the brakes on this vixen; AP Racing four-piston calipers and vented rotors along with Earl's stainless brake lines. Uh...splooge factor 10, we'll need a clean up on aisle four, please.