2002 Acura RSX Type-S - The Chameleon

To complement the new powerplant, a higher capacity Mishimoto aluminum radiator was installed for better cooling. For traction the tires were replaced with BFGoodrich R1 slicks, the splitter and wing were upgraded with the biggest stuff that APR makes, and the rear antisway bar was replaced with a 32mm ASR speedway bar. To cut a little more weight, a carbon-fiber hatch and FAL polycarbonate windows were installed. Finally, to freshen it up for new sponsorship, the car was painted again. This time it was made to look like Ayrton Senna's helmet. For those who don't know, Senna was a Brazilian F1 driver and is arguably the greatest wheelman who ever lived.

Out on the track, the car became a monster to drive. It usually only went a lap or two before losing boost. Two days before the Super Lap Battle it even sheared all the teeth off Fourth gear on a simple up-shift. Typically though it would either blow the intercooler piping off or the turbo would back off of the manifold, dumping the hot exhaust pressure into the engine bay. To combat these issues, TRS Racing upgraded all of the clamps with heavy-duty pieces from Baker Precision. Every line and wire behind the engine was wrapped in heat-resistant sheathing. The studs on the manifold were upgraded and the engine was locked in place with a special set of solid engine mounts from Hasport. But, despite our efforts, it never ran consistently enough to dial in the suspension settings or hot tire pressures.

When it did go, it was terrifyingly fast. The power randomly transferred from one drive wheel to the other. The Sparco steering wheel was replaced with a larger-diameter version for some additional leverage against the torque steer. Even still the wheel wanted to rip out of my hands as I struggled to predict which way it would pull next. We tried both a gear-type Quaife limited-slip differential and a clutch-type OS Giken. Both had the same symptoms. The car used the entire track on the straights and was nearly impossible to keep on the racing line in the tight corners. But it was on the sweepers that it was the scariest. The power typically shifted to the outside wheel. To keep the torque steer from pulling the front end off the inside of the track, leverage was applied to the outside to stay in the gas. It felt completely unnatural to drive, but then again so did blocking muscle cars in the corners and walking on them on the straights.

As much as I would have liked to have solved these problems, this RSX's time attack days may be over. With the car clocking a lap time of 1:58 flat at the most recent Super Lap Battle, it is solidly ranked right up there with the fastest Unlimited FWD Class cars this year. But with the model no longer being in production, the marketing impact of campaigning a new car just isn't there. That's not to say the car is finished though. It's once again moving onto its next assignment. The car is being prepared for deVera and I to co-drive in NASA's Western Endurance Racing Championship. With a stock K24 engine and some massive auxiliary lights, it's going to see more track time in each race than it's seen in the last five years. Since things tend to go bump in the night, don't be surprised if it changes colors again. And the next time you look at an old race car, just know that there's probably a lot of history underneath its latest coat of paint.

By Andy Hope

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