If you at all delight in native Civic and Accord single-overhead-cam engines, then you probably know who Bisi Ezerioha is. Champion of the D series and later F series, Ezerioha has set and reset just about every SOHC Honda record imaginable, mostly by naturally aspirated persuasion and more recently by means of turbocharging. A former scientist by trade and distinctly modest despite an invitation to Mensa and an IQ higher than yours, Ezerioha earned notoriety from his ability to apply his background as a former chemical engineer toward making Hondas go faster. Much faster. At 15 he began attending college, an experience that culminated in degrees in applied and natural sciences, chemical engineering, and engineering management. Ezerioha's accomplishments and contributions transcend classroom walls, though. He's credited with building the most powerful naturally aspirated SOHC Honda engines in the world and has gone on to create the first naturally aspirated Honda to break the 150-mph barrier in the quarter-mile as well as become the first to do so in only nine seconds while still using gasoline. Ezerioha's claims to fame don't end there. He was the first to implement the now-famous transmission adapter plate, introduced sport compacts to staged fuel injection, and holds the record for the quickest and fastest carbureted front-wheel-drive car in history. Ezerioha's story is one rich with accomplishments but doesn't begin all that different than yours.
HT: Let's start from the beginning. How does the Honda story begin for you?
BE: Well, I'm from Nigeria, and I've always loved cars. I never really knew much about the Honda brand because it wasn't very popular [there]. When I came here alone when I was 16, I knew that I had to find a vehicle. I went to the bookstore and picked up a Consumer Reports. As I went through that book in 1989, I found out that there were few cars that encompassed everything a student would want: something that was fun, nimble, sporty, great on mileage, and relatively cheap to maintain. The book gave the CRX amazing accolades. I had to have that car. I also liked how the Fiero looked, but I didn't like the fact that it wasn't a very reliable powerplant [laughs]. I told my parents that I was interested in [the CRX] but they ended up buying me a 1987 Nissan 200SX. Soon after getting that car I got into an accident. It was the perfect time for me to buy what I wanted. The 1988 CRX HF, which I'm well known for, came into my possession in 1993. I bought it for--I'll never forget--$2,999, which is less than I can get one for today [laughs]. I wanted the HF in particular because of its high fuel efficiency. Understanding how much weight could affect fuel efficiency, I rarely drove with a spare tire, I always had my passenger seat out, and I took as much weight out of the vehicle as possible. My friends always made fun of me.
HT: Was this all to conserve fuel or were you interested in going faster yet?
BE: Just better mileage. I was not concerned about going fast at all...until...my muffler went out. I received a perforation on my factory muffler, and it made a funny but intoxicating noise. I went to a local muffler shop to upgrade my exhaust system. That's how it started. The muffler shop wasn't very keen on Hondas, so they recommended I get a Dynomax Ultra Flo muffler, which was for a Mustang or a Camaro. I said, "Sure, you're the experts. Throw it on." I loved the sound. I thought I was King Tut! I was the guy who would rev on anyone. I thought I was so fast.
HT: So this is where the serious modifications began then, right?
BE: Yes. I knew that my intake tract was restrictive, but there were no cold-air intakes then. I found the largest [filter] within reason and went to the same muffler shop and had them make me a transitional pipe from my throttle body all the way to my filter near the airbox, which I removed. I felt the power increase, and there was another intoxicating sound coming from the engine bay. I'm going to tell you something that I've never allowed the magazines to print, but now that I'm much older, it doesn't bother me. Cal State Long Beach's engineering department, unlike some of the other departments at my school, was somewhat off campus and had its own parking lot, which was never full. It had a lot of space to have fun in. One day after my classes I saw these three girls, also in a CRX but an Si. It's only a two-seater, but they managed to cram into it. I thought, come on, I have an Ultra Flo muffler and a custom intake; I will destroy them. I started revving on them. They had a bone-stock CRX but took my challenge. We lined up in the back of the parking lot and took off. They destroyed me. I was so ashamed. They got to the end of the parking lot, stopped, and all three girls started laughing at me. I swore that day that I would have the fastest CRX in the world.
HT: What else influenced you to dig deeper into building and racing your CRX?
BE: We didn't have access to technology then. There was no Internet to access, but there was the Honda Performance Handbook, which talked about Oscar Jackson and his escapades in racing. It also talked about King Motorsports and what they did with their D16A1 Integra and D16A6 CRX. That book opened my eyes to so much. It talked about camshafts, valvesprings, you name it. Reading about what Oscar Jackson did in his early days really encouraged me, and seeing what Mugen had done with the A6 told me that the D-series platform was something that you could make good power with.
HT: Were there any other specific people who influenced you?
BE: I'd met a young man by the name of John Concialdi at AEM, and he told me the best way for me to make [more] power out of my car was to run dual Mikunis. I took his advice and saved up. Unlike most kids today who want things now, I actually saved up as a student to buy a TWM manifold from AEM and a pair of brand-new, 40mm sidedraft Mikuni carburetors. I got into racing by the influence of not only my peers in the engineering department who had Civics, but also coworkers from when I worked part-time at Circuit City while in school. My [later] friend Terren King was transferred from Circuit City in Torrance, California, to the one in Compton, California, where I worked. People in the warehouse said to him, "Hey, there's this CRX out front that'll destroy your little Mazda 626. Don't mess with him." [Terren] came up front and said, "Let's go look at your setup."
I was pretty bravado at the time. I showed him underneath my hood, and he was terrified. I looked at his car and it was just a simple, four-door, turbo Mazda 626. He said, "We should race for $100," which was a lot for me then. I said, "OK, let's do it," but then he backed down and decided to just race for fun. [Terren] knew about this track in Long Beach called Terminal Island. [It] was open Friday, Saturday, and Sunday as well as most holidays, morning to evening. [That] was my first time ever racing on a track. I'm glad I didn't race for money because he destroyed me. I think he ran a 14.9 to my 16.4. I didn't know about launching techniques, I didn't know about shifting techniques, I didn't know what redline was ideal. I didn't know anything about that. He opened my eyes to going to the track.
HT: Any other influences?
BE: I thought Oscar Jackson was amazing. One year at SEMA, there was a booth [with] a line to meet him. The closer I got, the more excited I became. I couldn't wait. I looked at him and said, "I've looked up to you all this time, and I just wanted to let you know that I appreciate everything you've done." I was shivering. I told him about my D series, which at the time made 198 whp. He looked at me and said, "That's not possible," and turned away. He was almost a deity in my eyes, but then he said that to me and it just shattered me. What he said to me years ago hurt me, but it also molded me. I'm open-minded because of that. It was an important part of my life to experience that. Now he and I have a great relationship.
HT: Admittedly, your first race was on the street. How did some of the more organized and widespread street racing that took place in the greater Los Angeles area during the early 1990s help shape your racing career?
BE: It was amazing. [Terminal Island] was open on Friday, Saturday, and Sunday, but for us crazy Honda guys, it wasn't enough. We found out about another scene started by the domestic guys-street racing, which occurred in Compton and Long Beach. That changed a lot. That created an environment where we could race, make a little money, and [it] was relatively safe because everyone was respectful of one another's driving. There were over 3,000 people at the street races, and we didn't have any mishaps whatsoever. That may have prompted a gentleman like Frank Choi to start Battle of the Imports. Street racing singlehandedly gave us the influence to want to do new things. I never really lost a street race, not because I was the fastest, but because I studied my opponents. I wouldn't enter a race if I wasn't sure I'd win. For me to make sure I'd win, my car had to be a little bit more powerful, so every day we had to think of ways of creating power. I remember going to a local machine shop and cutting down a flywheel until it couldn't hold mass. I'd look at old V-8 books like How to Build Horsepower and use that technology on our cars. By the late '90s, every teammate of mine had carburetors because we discovered that we could make more power [with them] than with fuel injection. Now we have more manifolds and better fuel injectors, but at the time, based upon the atomization that we saw with carburetors, they made more power.
HT: You were also a regular at Carlsbad Raceway near San Diego. Tell us about that track. Imports like your CRX weren't the most accepted cars back then, were they?
BE: Terminal Island started having some challenges, so there were times when they'd close down for a period of time [until] they finally closed for good. We had to look for somewhere else to go. Carlsbad was perfect for me in two ways: It was fairly local, and it was a place where I could race, get my timeslip, and people wouldn't know what I ran. They didn't have a board there, and if you put NT (no time) on your card, they wouldn't announce it. It was a great place to test modifications without having street racers know what I ran. Carlsbad was there to prep me for street racing, believe it or not.
How were we received there? It was horrible. Sometimes there'd be three or four lines, and once a Honda got to the front of the line, they'd stop [it] and let you sit while they ran other lines with V-8s. I have a video of my teammate who did a burnout without permission--they have to summon you to burnout--and a broom flies across the screen, hitting the top of his hood [laughs]. An official threw a broom at his car [laughs]. The burnout box wasn't conducive to front-wheel drive [either]. If you had a four-door, your bumper would be up against the fence. I remember times when someone would break an axle and you'd hear comments on the PA like, "Uh-oh, his rubber band broke," or "Uh-oh, his rice fell out of the bowl." It was really bad, but our dedication to the Honda scene and to going fast kept us in a mindset that we didn't care. Even with all the hatred and maltreatment, we still loved racing so much that we went there every Saturday.
HT: Moving on to professional racing, you've set a lot of records over the years, but is there one that stands out for you?
BE: Yes, the first time I ran nines. That was phenomenal. One thing about me being an enthusiast of the single-cam engines is that I'm ridiculed a lot because of it. As a student, I could only afford to work on my D series. After I graduated from school, got a corporate job, and started making more money, I stayed with the single-cam theme because I noticed how exciting it was to pave a path less traveled. I also noticed how much notoriety I got from working on a powerplant that wasn't very common. My CRX got fast, but it stayed in the 10.0 range. It couldn't break a nine. It was exciting to be the first single-cam to run 12s, and then 11s, and then 10s, [naturally aspirated]. Each time, people would say, "A single-cam can never run 12s, can never run 11s, can never run 10s, can never run nines," and now I'm hearing that it can never run eights. When I transitioned from the CRX to the Insight, the aerodynamics helped tremendously. The first time I ran a nine was at a Battle of the Imports in Florida at the Orlando Speedway. I didn't even know I ran it. It was amazing to get my timeslip and see a 9.88. It was my first single-digit ever, the first time for someone to do it in a single-cam, and the first time for someone to do it with an F motor.
HT: Besides displacement, what other features attracted you to the F series?
BE: The headflow is phenomenal. Up until the S2000, I had not seen a Honda head flow that much. I remember Rich from RS Machine and I going to a local junkyard to look for parts, and I saw an F motor laying on its side. It looked like my D, but the ports were huge. On my D series, I ended up making 238 whp. I figured if I could do that, what could I do with the F? The first F series I built made 270 whp. I was ecstatic.
HT: You had to do an awful lot to produce that kind of power, though. Was it still cost-effective at that point when compared to a twin-cam swap?
BE: It was. A swap then was at least $6,500. As a student, I just couldn't afford it. With the D, I already had the powerplant and I already had the gearbox. The fact that I had a gearbox in my car that I already bought a Mugen final drive for prompted me to come up with an adapter plate system when I switched over engines. I didn't want to invest in a Prelude tranny when I already put $1,200 into my D-series tranny. That's how we came up with the H2D adapter kit.
HT: When you were campaigning your CRX, who were your biggest racing rivals?
BE: I'm cut from a different cloth. I tend to focus on what I do and not be too concerned by competitors. A person who we were somewhat concerned about is someone who continues to race today, Jeremy Lookofsky. We ran similar times, but his displacement and the power he made was a force to be reckoned with. Another person was Jay Yuson from the Gude camp. I think he ended up going with a VTEC head while I stayed with the non-VTEC engine. He was the reason why I didn't build a D16 because, at the time, if my memory serves me correctly, he was running 12.30s, and I said to myself, "There is no way I can build a D16 to run 12.30s." The D16 record seemed too hard to get. After time we ended up getting a D series into the 10s.
HT: Did you ever think that import drag racing would peak the way it did in the early 2000s? It was fairly grassroots when you started.
BE: No. The type of resources, support, and corporate entities that have entered the market, we couldn't have dreamed about that. As a matter of fact, many of us were shocked by that. Many of us were afraid about what was going on because we noticed that a lot of the old-school racers who were really passionate weren't picked up by those companies. A lot of new guys came out of nowhere and all of a sudden became these gurus or heroes. Some of us started rebelling, to where we didn't interact with or run NHRA or participate in events where there were big corporate sponsors.
HT: Today, there are few racing crews. As someone who was once part of a racing crew, does that bother you?
BE: I never understood why some race teams went away. As an engineering student, I remember studying about matrices. I thought that was a great name for a team, which was great until the movie came out, and then everyone was [called] Matrix. There was even a company called Matrix that made parts. People kept saying, "Did you get that name because of the movie," and we were like, "We've had that name since '93." We had a lot of great racers, but when they got married and had kids, they stopped racing. That ended up being a common thread that I started seeing. The great thing about having teams is that they created camaraderie. It allowed people to come up as a group. There were some very powerful ones. Think about Cyber--those guys were out of control--and Wicked, you didn't play with those guys. Nowadays, you have teams of show guys. It's sad. I don't know why it happened, but we roll with the flow. It was a natural progression. Today, I have customers who come to me to buy parts and tune because they want to be faster than their friend. Back in the day, together, friends came up with a very potent program [for everyone].
HT: Let's talk about your CRX. That car progressed over a long period of time. How valuable was that experience as opposed to some of the catalog builds that we see today?
BE: Extremely. Today, with Bisimoto Engineering, I thrive on being able to take a project from any manufacturer and create parts that make tons of power reliably. I wouldn't have the ability to do that if I didn't have the experience. I dropped so many valves before I understood the significance of valvesprings or understood the significance of piston-to-valve clearances. I went through so many camshafts to understand the significance of lobe separation and cam degreeing. Because I had so many bad experiences with tuners, I had to tune my own car, and now I have my own tuning facility. Without that experience, without understanding how things work, why things work, and coming up with procedures to make things more efficient, I would not, today, be able to take a Hyundai and create 602 whp. I wouldn't be able to take a 2012 Civic and create 1,000-plus whp. I wouldn't be able to take a Porsche that I've never touched before and be able to create 771 whp. It's just not possible without experience. Now I'm not afraid of any project.
HT: Essentially, you conditioned yourself to figure things out through analysis as opposed to hitting the search button?
BE: Absolutely. Analysis is a key component because we do experience a lot of failures. I'm not exaggerating when I say that, back in the day, when I tried experimenting with my projects, 80 percent of them failed. Twenty percent worked well. Nowadays, that's flipped around because of experience.
HT: Are there any failures in particular that stand out for you?
BE: Modifying factory rods to handle high horsepower. In our time, Cunningham was around, but $1,400 was a lot of money. The D series has the same center-to-center distance as an LS motor, so I took LS rods, beam-polished them, shot-peened them, and narrowed down the big ends so they'd fit. That ended up being a costly experiment for me. I was at a Battle of the Imports winning and going to the finals. I was determined to win that event. I was in the semi-final round in the right lane in Bakersfield in Third gear and a rod snapped its small end. I oiled the entire track but won the round [laughs]. It was embarrassing. The damage was so bad. I hurt my head significantly, and the rod's big end spun and cut through the block and pan. It was horrible. That experience taught me to not cheap out on parts.
HT: During the time you spent racing, what was your greatest development that you believe helped advance Honda performance?
BE: I would say staged injection. It's something that I kept to myself for a long time. I partnered with Kinsler Fuel Injection and was very successful at introducing them to the Honda market. They were against doing staged injection for me. I understood the technology and [had done] some experimentation during my final year at school with fuel atomization and how injectors play a role in that. I almost got kicked out of school for doing that because it was an illegal experiment and I was caught, but I learned tremendously from it. That technology is something that I would not talk about before but will now. I even incorporate it into my customers' setups.
HT: What made you retire the CRX to build an Insight?
BE: I was at Charlie's Steakhouse in Orlando having dinner with Frank Choi and his brother, Mike. I had a very successful program with my CRX, won tons of events, made tons of records, and did extremely well. I had an IDRC championship under my belt. It was phenomenal, but I noticed that I wasn't getting new sponsors. I couldn't get Honda to support me, and I couldn't get any of the larger companies to support me. Frank said, "Bisi, you're using a chassis that's over a decade old. You need to get a newer car." That was in 2004.
HT: What was it like later transitioning to a turbocharged car? Was the Civic wagon your first?
BE: That was my first, yes. Once again, experience is the best teacher. Unlike the average turbocharged enthusiast who would slap a turbo on anything, I treat my projects like pressurized naturally aspirated setups. My head porting is similar to natural aspiration, my camshafts, to some extent, are similar to natural aspiration. It's worked extremely well. So, as far as a learning curve, no. Turbocharging is actually easier. You're just forcing air into the engine.
HT: You were on an entirely different career path prior to founding Bisimoto, weren't you?
BE: I was. My background is in chemical engineering. I was one of those weird guys who did a lot of things young. In Nigeria, I was the youngest to attend a university at 15. I did one year of petrochemical engineering and didn't learn much. In West Africa, we didn't have the technology of the Western world, so I wanted to come here with my parents' blessing to go to school. When I finished my degree in chemical engineering and continued with my masters, upon graduation I worked in pharmaceutical research. I did that for a year or so but [became] bored.
I noticed two things: my racing was getting expensive, and pharmaceutical salespeople make a lot more money. I thought it would be best for me to get into pharmaceutical sales, which I did. Within three years, I became the youngest manager there. As a matter of fact, I made so much money then that I was able to buy my own dyno and rent a place in Pomona, California, just to play with my race car. Because of my success at the track, I started having people come over to have me tune their cars. There was a time where most of the all-motor competitors would use [my] facility because I was so well-known. I also had this very unique header design that I had on my cars, and we [began selling those] as well. I started creating so much revenue on the side that I decided in 2006 to open Bisimoto to the public. If it didn't work in two years, I'd go back to corporate. It's been a great ride ever since.
HT: Some readers might not know that you cofounded RS Machine. How did that transpire?
BE: When I was in school, I didn't know how to work on my car. I went to a place called Car Toys in Gardena, California, and told them I wanted to go faster. I said, "I have an exhaust and a filter, and I need a camshaft." [They said,] "Oh, we don't have that stuff here." A lot of shops were cocky back then because they had so much business. There was no competition, so they misbehaved. As I walked out, one of the workers came out and said, "Hey, I know a guy who has a cam." I met the guy, Richard Salvador, and he said, "Yeah, I have the cam for $80. I'll even install it for you." I was like, wow, that's great since I didn't know how to install it. I dropped it off at his house, he installed the cam, I came back, and my car had a bad oil leak. That leak gave me the indication that I really needed to know what was going on with my car.
That was the beginning of me and Richard becoming really good friends. [Later], I convinced him to open a facility. I said, "I'll even help you." We started in his garage and he was like, "What kind of name should we have?" I said, "You're Richard Salvador, it's really your company, so I think you should name it after your initials." He was like, "RS...that sounds cool!" I had the perfect logo for him. Remember, I [also] worked at Circuit City. Harmon Kardon had this RS series of speakers and I loved it, so my sticker guy made something with the Harmon Kardon logo with Motorworks embedded on the bottom. Even today, that's the logo that RS uses.
HT: RS was later affiliated with one of the first machinists to sleeve a Honda block. How did that relationship begin?
BE: We used to take our parts to Benson's in Santa Ana, California. I went in the back, and this white guy looked at me and said, "Hey, you're a colored guy. What are you doing over here?" I was like, "Sir, that's a very strange word. I don't think they use that anymore," [laughs]. His name was Mike Coughtrie, [who] today is like an American father to me. We hit it off. A few weeks later he showed me a project that he had that he thought would be revolutionary. He noticed that a lot of people were breaking their sleeves, and he said he had a solution where he could cut out the sleeves and impregnate steel liners. His boss at the time wasn't very happy with him doing this, so Mike would stay after hours and try to figure it out. Mike sleeved the first Honda block. I was so impressed by his talent that, after he left Benson's and a had a brief stint at Valley [Engine and Machine], I was able to convince him to join RS.
HT: You used to produce your own fruit-smelling race fuel. Tell us more about that.
BE: Once again, I was a frugal student, and race gas was $7 a gallon while regular petrol was about $1.20. As a chemical engineering student, I knew how to make gas and increase its octane value, and it didn't cost an additional five or six dollars to do. I used components like tetraethyl lead and benzene, which are well-known anti-knock agents, and Chevron as my base fuel. People started protesting me. By the way, ever since I can remember, I've always been protested. My cars have always been fast, but if you look at them, they are simple, so people assume I'm cheating. Because people complained so much, I figured I would piss them off. The human smelling spectrum is very narrow. You can break down certain chains in esters to create different smells very easily. So to piss people off, I started making different smells. I had grape, I had strawberry, and I tried making chocolate, but it smelled bad. I'd go up to the line, start my car, and it would smell like grapes everywhere. People were like, "What the hell is that?" They'd all start smelling my exhaust; it was great [laughs]. Later they banned it for commercially available fuels.
HT: You've been the subject of negativity online recently by some who claim you won't see the track again. Would you like to comment on that?
BE: The more popular I get, the more people I get who are detractors. The bad thing is that the detractors are more vocal. There was a time when people really didn't talk about me, and that's when I was running 15s. There's a flip side to the coin: I have tons of supporters who love what we do. I love racing more than anything, but I haven't had the time over the last couple of years. I've been too busy developing products. But 2013 is a different year. This year is the year where you'll see a lot of racing from Bisimoto Engineering. My 2012 Civic is one that people have been eager to see out there. I've been waiting for a gearbox from Quaife since I've built the car because we have a good relationship with them. I am not at liberty to run a different gearbox, no pun intended [laughs]. I understand that a lot of people aren't patient. It took me six years to get my CRX to go fast. One thing I've noticed is that whenever you come out in support of someone who's popular, you're a nut-hugger. It's almost not popular to be supportive. It's more popular to dislike. I've also found that some people like to speak ill of popular individuals to get popular themselves, and that's something that's counterproductive to everyone. Our industry is too small. Like in the heyday, which I know can resurge itself again, we should all be supportive of one another. If you're contrarian or someone who comes out with products that are unique or new, that kind of creativity should be embraced and not stifled. The reason we exist today is because of people like myself, John Concialdi, Myles Bautista, Tony Fuchs, and Peter Yem, because [we] laid the foundation for being creative and figuring things out. [Now] you have later-day people like Tony Palo who think out of the box and whose dissatisfaction [with] the negativity in the industry has pushed them away to the Nissan market. You know what the funny thing is? The people who are the loudest and speak so much ill never contribute an iota, an ounce, an atom to the industry.
HT: There are also claims that Bisimoto headers are falsely advertised as being made in the U.S. and are instead produced in China. What do you say to that?
BE: It's not true. People go through any length to gain popularity by discrediting someone. Our headers are made here in the U.S. Our fabricators are here in the U.S., and they always have been. Recently I spoke to someone who was an advocate of such nonsense on the Internet. He approached me at PRI and said he did it to be popular. It's sad that people will say things to discredit you when it's not true. Back then, if you wanted to prove something, you built your car and did what you needed to do to prove yourself on the track. This really has to stop. It does nothing for the industry but create a divide among enthusiasts. I didn't get to where I am talking crap about people.
You know what, allow [me] an opportunity for once in my life to be pompous. I went to school for many years. It was a lot of work, and I had a lot of sleepless nights. I left my country, I left my family and friends, everything I loved to come to the United States and go to school. Going to school for seven years and learning all I learned, there is no way that I should be able to build a car and have the same output as somebody who barely finished high school. It doesn't make sense. If I built a car and it makes the same power as somebody else who hasn't learned what I've learned, I should be ashamed of myself. It's sad. I actually have to hold back sometimes with power numbers because I feel that people will speak ill. That's why for a long time I didn't release numbers for my Insight because people just wouldn't believe it, and when I finally did a video showing them, it was the most-hated video on YouTube from my collection.
HT: Word has it that you're reviving your original CRX. Is that true?
BE: I've started getting a lot of requests for that car. I spoke to a few of my sponsors, and they thought it would be cool. It's interesting how I couldn't get sponsors for it because it was too old and now people want me to bring it back out because it's too old [laughs].
HT: Tell us about Bisimoto, the company.
BE: My scope at the beginning was to be a performance shop where you could tune, have engines built, and have parts designed, manufactured, or sold to you. My scope has gone from a typical shop to partnerships with OEs where we design parts and [provide] information and data for them, even, dare I say, marketing for some companies. If a company really wants their products to become known, they give us a part, we put it on, and they become popular. Our scope has expanded significantly.
HT: Any closing thoughts?
BE: The last two decades have been amazing. It shows that you can have a great career doing what you love. I'm really living the dream. I'm also happy to see things go up, come down, and go up again. I'm starting to see a resurgence of the grassroots racer, a resurgence of the scene. It's fantastic, and the best way for us to learn about the future is to explore our past so that we don't repeat the same mistakes. With that, our scene will just get better and better.