The blower on the development car is a Vortech V2 S-trim, but Ripp and Vortech are working to configure a V5 G-trim model specifically for the 3.0-liter V6. Ripp expects the stock fuel system to support 4-5 psi, but has yet to test this theory out. The built 6G72 runs upgraded RC Engineering injectors, a Walboro fuel pump and a fuel pressure regulator supplied by RC Engineering. An HKS AFR oversees the fueling of the V6 while an MSD 6AL BTM controls timing.

Ripp's development car boosts to 9 psi and an HKS bypass valve has been incorporated to relieve pressure between shifts.

The blower system's piping consists of 3-inch polished aluminum with Ripp Modifications' proprietary super-blue five-ply connections giving it a quality look. The centrifugal blower impressed on Bullish Motor Racing's dyno pounding out 335.8 wheel hp and 231 lbs-ft of torque with no intercooler/aftercooler.

Also part of the power equation is a downpipe from the After Market Super Store (AMSS). The downpipe, which incorporates a high-flow cat, made 27 whp on a stock 6G72.

"We knew this kind of power would toast the stock clutch in short order," says Esposito. "We contacted Clutch Masters, a long-time sponsor of Team Ripp and our former 9-second Integra racecar. We worked closely with Chris Jewel, owner of Clutch Masters, to get the perfect feeling and reacting clutch. The result is a Stage 4 unit utilizing ceramics and carbon-fiber materials on a Stinted Iron Plate, and a 30-percent stiffer clutch pedal. It holds the power and the pedal feel is a perfect balance between Race and GT."

Ripp knew footwork would be the difference between a muscle-bound brute and a refined, limited-edition style vehicle. "In stock form, the suspension was up to par for comfortable day-to-day commuting," adds Esposito. "In general, it was responsive, but needed tightening for better cornering. Its weight transfer wasn't right. We decided to go to a coil-over system. There were no kits available on the market, so we hired Ground Control to develop a kit. We plugged in the variables we wanted for the kit and chose Koni Yellow for the front and a fast-reacting KYB AGX for the rear. We lowered the car more than 2 inches, and after some time on the track, we knew they had a winning combination."

"The beauty is that the consumer can dial in the ride height he feels comfortable with," Esposito continues. "A Suspension Techniques anti-roll bar was installed in the rear to keep the follow through weight transfer in check. The result was both a neutral handling car that can drift through corners like in Japanese drift videos, as well as a car you can confidently take to a weekend at Watkins Glen or Lime Rock. The ride remains comfortable, is soft enough for long trips and is more GT-like."

Stopping power was addressed with a Stoptech front kit featuring Stoptech's self-designed cross-drilled and vented 13-inch rotors and aluminum hub hats, which reduce weight. The kit includes four-piston aluminum calipers which provide ferocious clamping force. The bottom line is the Stoptech set-up, although larger in size than the R/T's stock castings, is nearly 50-percent lighter. The rear was upgraded with AEM 11-inch rotors and AEM stock caliper relocation brackets. Of course, stainless-steel brake lines replaced all the stock lines to give the pedal a better feel.

To complete the "package look" the interior and exterior were freshened. Sparco Torino seats were incorporated to give the R/T a more upscale, GT feel. Factory seat belts were retained in keeping with the "off the assembly line" look and feel. Adjustable electroluminescent white-face gauges adorn the dash, along with Auto Meter readouts to keep an eye on vital engine functions.