Since the exterior was looking so fly, Brian could hardly stand how badly the interior paled in comparison. The DC5 is equipped with a pretty sophisticated interior packed with luxuries, but few of those are useful when you're trying to go fast. The first things that Brian knew had to go were the stock seats. Luckily, Honda of Japan made his selection a breeze because they decided to use some of the best seats on the planet as standard equipment in the RSX's beefed up JDM brother, the Integra Type-R. Again relying on his computer, this Web-savvy enthusiast scooped up a mint pair of red Recaros for $900 from a Club RSX member. To complement the beautiful new reclinable buckets without going bankrupt, Mr. Nguyen had the stock rear seats and front door inserts re-wrapped. The end result: pieces that blended so well, they would easily fool you as OEM if you didn't know better. After the aggressively bolstered seats were properly secured, a pair of infamous green Takata harnesses was added. It was the only suitable choice to ensure nobody in the front seats would be tossed around. With the addition of a Nardi wood grain Classic steering wheel and an A Spec shift knob, Brian put the icing on the cockpit.
These parts were all added to help the occupants under higher speeds or aggressive turns; however, until this point, the car seemed a little "all show, no go." The last thing Brian wanted was a car that couldn't back up its incredible looks with serious performance. The RSX Type-S already comes equipped with a K20Z1, the hottest four cylinder engine American Honda has ever placed in a production front-wheel drive car. Producing 210 naturally-aspirated ponies from two liters of displacement is almost unheard of from most manufacturers, but it's a benchmark that wasn't impressive enough for Brian. To free up some of the exhaust his RSX was trying to exhale, Brian decided to go with a Strup race header and a Tanabe Hyper Medallion cat-back exhaust system. Getting the job done without going over the top on the intake side, Brian fitted an AEM cold air intake to help get the motor breathing more efficiently. While this setup would please most, Brian kept saving his pennies and still felt that the car had more potential that needed to be exploited. It was time for a major change, something that would force the car to move faster. The force Brian would finally turn to was forced induction in the form of a Jackson Racing Supercharger, or JRSC for short.