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1999 Acura Integra LS - Speed Dreamin

One Nasty LS You Don't Want To Line Up Next To...

Andy Anderson
Jun 2, 2010
Photographer: Pat Lauder

Amrit Soos' '99 Integra LS
Since the beginning of time, mankind has been obsessed with many things. Whether it's roasted meats, beautiful women, complex gadgetry, or blazing speeds, you can bet your bottom dollar that many souls have revolved their lives around one or all of these fineries. Amrit Soos of Yuba City, CA, is no different-he's head over heels in love with speed, and can't seem to get enough. Someday soon, we wouldn't be surprised to see him cruising at 1,000 mph in his Integra, eating a sandwich, talking on his cell phone, and shifting gears-simultaneously breaking the sound barrier. Speed freak? You have no idea.

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Back in the day, at the ripe old age of 16, Amrit thought he might get lucky and end up behind the wheel of his very own Integra. Unfortunately, Amrit's father, the bank behind this transaction, thought the Integra was "too fast" for his son. After much protest, Amrit was saddled with a Mitsubishi Eclipse. An automatic, to add insult to injury, and one that would drive him crazy for months with its lack of modifiable parts, slow acceleration, and inability to manually shift.

Fortunately though, after just a year of driving the Eclipse, Amrit got lucky and was able to unload it on to a driver of less discriminating taste. He wasted no time finding a '98 LS 5-speed-just like the one he always dreamed of. Picking it up without batting an eye, Amrit was in bliss just cruising around town in his newfound love. Things were going just fine until someone made Amrit a huge cash offer he simply couldn't refuse, and he grudgingly sold the LS off.

After selling his dream short, Amrit found a job managing a specialty car dealership, placing him in the driver's seat of cars he'd only dreamed of as a kid. Vipers, Corvettes, 350Zs-some amazingly fast cars that would make even the most scrutinizing car guy drool. But not Amrit; for him, something was missing. He hated the fact that he couldn't corner in these clunky 10-cylinder monsters. He couldn't stand the endless maintenance, and hated that they couldn't handle the abuse that his old Integra could. It was right then and there that Amrit made a plan to get back into some sweet Honda goodness as soon as possible.

A quick search turned up a '99 LS almost identical to his first. For a mere four grand, what he got wasn't pristine, but he saw an unrivaled amount of potential underneath the dented body, ugly paint, and stock engine. First things first, the stock engine had to go. He wanted way more power than it could deliver, so he drove it over to a shop in Rancho Cordova, CA, that he assumed would do some quality work. If only Amrit could see the future and find out back then how wrong he really was.

Now, anyone who expects an overnight swap job is delusional-or at least extremely impatient. Engine swaps aren't like oil changes or tire rotations-they take a little time-but Amrit's Integra sat in the shop awaiting completion for an unbelievable two years! And that didn't even include the time it would take to tune it! "If I had known better back then that two years was a ridiculous time frame, I would have gone elsewhere, but being young and ignorant about the world of drag racing, I just put my trust in this shop," Amrit reflects. Obviously feeling taken advantage of, he finally wised up and towed his car out of the shop and over to the experts at Tech 3 in San Jose, where he hoped to have a better string of luck.

The guys at Tech 3 wasted no time, and got down on the Integra quicker than it took Amrit to trailer it up there. Fixing the countless mistakes of the first shop was daunting, but these were experienced professionals, and they got the job done right. A few days later the Integra was sporting a fully functioning VTEC engine with the newfound ability to run without sputtering. He couldn't believe it, the car was actually working like it was supposed to, and it only took a few days.

Amrit was able to drive out of the shop in his own car this time-imagine that! He zoomed over to the body shop for some dent and ding repair, fresh paint, and to have his JDM front end installed. Amrit decided on a more conservative color for the LS: a silver grey. He wanted something classy, not flashy; you might call it a "sleeper look" that would help to conceal the raw power brewing under the hood.

Htup_1006_12_o+1999_acura_integra_ls+hasport_motor_mounts Photo 9/16   |   1999 Acura Integra LS - Speed Dreamin

After paint, the Integra was ready for suspension work. A set of Omni Power coilovers were installed followed by a Skunk2 camber kit and a Full-Race traction bar to keep the wheels planted. With the final pieces buttoned up, the car was finally built to its full potential. Now Amrit needed to take advantage of its newfound upgrades. His tuner suggested the tried and true Hondata S300, a new ignition system, and manual four-stage boost controller, then got busy dialing everything in at the track. "This was by far the toughest part of the build," Amrit said. "Sitting at the track with a laptop, trying to get the car to run perfectly without blowing the tires down the 1320 was a difficult task," He recalls.

He stayed persistent, and eventually got everything dialed in, leading him to one hell of an impressive quarter-mile time. After tuning his Integra to new heights, Amrit mustered a neck breaking 10.2-second ET, and he couldn't be happier.

Finally sitting in his dream car after years of salivating over it, life was good. The painful waiting, loads of money, and all-out frustration had all been worth it. He was where he wanted to be. "I think of my car as a piece of art, built just for me. Everytime I look at it, it makes me happy, and that's the most important thing in the world," Amrit said. "Blasting down the quarter-mile at 150 plus always brings a smile to my face. My dream has become a reality." So maybe he hasn't gotten around to breaking the sound barrier yet, creating tiny, car sized sonic booms, but there's little doubt he'll eventually get there. If not, it's okay. Does anyone really need to go that fast anyway? Don't answer that just yet Amrit, we don't want to ruin your fun.

Bolts & Washers

Propulsion
B18C5 engine
Hasport solid mounts
Garret GT42R turbocharger
Custom manifold
Three-inch down-pipe
Three-inch aluminum exhaust with Vibrant Black muffler
Golen Eagle Polished intake manifold
Precision Intercooler with 3 inch aluminum charge pipes
Tial 50mm blow-off valve
Dual Tial wastegates
Skunk2 Stage 3 Turbo cams
Skunk2 valves
Skunk2 retainers
BDL cam leak cover
Toda cam gears
Toda timing belt
Pauter rods
CP pistons 9:1
ARP rod bolts
ARP head studs
Type R oiling system
Fluidyne/FAL Fan radiator
Samco hoses
Golden Eagle oil cap
Dual Walbro pumps
1600cc R/C's injectors
Golden Eagle Pro Series rails
Fuel Lab filter
Fuel Lab regulator
MSD Digital 6 ignition box
HVC 2 Blaster coil
PPG Dog Box GSR transmission
T1 Race Development G-Force shifter
Exedy Twin Disk clutch
Exedy flywheel
Quaife 2.0 differential
Drive Shaft Shop 5.9 axles
Drive Shaft Shop heavy duty intermediate shaft
Customized Greddy Catch Can
Password JDM Battery Stay
Password JDM Cooling Plate
Password JDM bolts
Victory Motors Spark Plug Cover
NGK spark plugs
NGK plug wires

Stance
Omni Power coilovers
Energy Suspension bushings
Skunk2 camber kit
Password:JDM front/rear shock tower bars
Full-Race traction bar

Resistance
GSR discs, GSR pads
GSR calipers, OEM lines, Parachute

Wheels & Tires
Rays Gram Lights 57S Pro with
titanium lip (street) 17x7.5 +42
Weld Wheels/Drag slicks (strip)
Nexen N5000 205/40-17 (street)

Interior
NHRA certified roll cage
NLR AMS 1000 boost controller
Hondata S300 ECU
Euro R Integra tachometer
Auto Meter gauges
MOMO seats
Racequip five-point harness
JDM ITR Momo steering wheel
G-Force shift knob
Airbag, clock, and stereo delete kits
Custom rear seat delete kit

Exterior
JDM ITR front end
Spoon Sports carbon fiber front lip
Azect side skirts
APR carbon fiber mirrors
ITR Wing
OEM optional rear spats
Password:JDM special edition tow hooks

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Props
Surbir Soos
Bik Soos
Gurshan Soos
Balwinder and Jaspal Soos,
my mother and father
Victory Motors
Chuck and the great Team at Tech3
Andre from Midnight Performance
My Tuner Ryan
Tony at T1 Race Development
Sean and Mac at Motovicity
Eat Sleep Race
My Best Friends Gurdev, Sami, Mr.Bali
and everyone who has and still is supporting my car and me!

Owner Specs

Favorite website
hondatuningmagazine.com, s2ki.com and Honda-tech.com

Screen name or nickname
a_soos or 530clubracer

Building Hondas for how long
Six years

Your dream car
Ferrari 355 Spider

Build inspiration
Myself

What's playing in your iPod/CD/ MP3 player right now
The Game (all the time)

Greatest movie of all time
Cheech and Chong: Up in Smoke

Drag chutes: The real story
If you didn't know already, all cars running the quarter mile at over 150 mph are required to have and use a drag chute. Not only is it extremely cool to tell people that your car is so fast that it actually needs a chute to slow down, it will also really help to slow you down at times when your standard disc brakes just won't cut it. When installing your chute, if you insist on doing it yourself, remember-the ideal anchor point is the absolute center of the car-horizontally and vertically. If you've got wheelie bars, better get yourself a net, lest your chute travel under your car and cross the line before you do. Final point of advice-don't leave your chute packed year round, especially if you're storing the car. It won't work when you need it to-and you don't want to find out what that's like. Oh, and if you're hitting speeds over 200 mph, better get yourself two chutes, hot shot.

By Andy Anderson
22 Articles

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