With big boost, 8,400 cc/min of fuel, and a 10,800rpm rev limit, tuning had profound importance in the power and reliability of the combination. Simpson’s weapon of choice was the MoTeC M800. “It’s just amazing. It does everything and anything you would want an ECU to do,” Simpson says enthusiastically. “There is so much flexibility in it and so many features. I will be learning new things with this ECU for years to come.”
Simpson also jumps to the podium in support of the NLR AMS-1000 boost controller. “I like this boost controller so much. Once you hook it up, if the boost is not 100 percent perfect you know there is a problem with the car. Aside from being the most accurate controller I’ve ever used and being the best boost controller when it comes to having complete control of the car going down the track, it’s also a diagnostic tool. At our last track outing we were monitoring the AMS-1000 map sensor through the MoTeC software and were able to discover a bad wastegate diaphragm without even removing the wastegates.”
The proud, race-ready Integra went 9.7 on its first test pass—quite a debut. “We took it to the first event and on a 9.9 at 158 pass, the back end of the car kicked out sending the Integra into the wall,” Simpson says. “I thought the car was totaled for sure but the rollcage saved the chassis. Many of our friends, fans, other shops, and the vendors we deal with from the popular forum www.honda-tech.com stepped up and helped us out. I was so bummed and frustrated with the whole situation I was going to part the car out and be done with it. They kept my spirits up and pushed me to get it back together. We are still dialing in the car’s Omni-Power drag coilovers, Full-Race traction bars, and Liberty transmission, trying to get it up to speed. There is still more power in it, we are just taking baby steps to get the car down the track.”
“I feel we’re at the point with the car where we have the parts to go fast, it’s just a matter of getting everything set up properly. We plan to run the car on 26-inch tires instead of the usual 24.5s. Big picture–wise we plan to data log as many parameters as possible, pre-turbo inlet temps, exhaust backpressure, wastegate pressure, crankcase pressure, etc. At this point in the game, information is everything,” Simpson says.
When operating on the razor’s edge, data is divine; so is understanding what it’s telling you. Simpson and Tempest Racing seem to be making all the right moves and it’s clear that this Integra is an end game that’s only just begun.
Specs
Engine
84.5mm B18 (LS), Custom Wiseco pistons, Manley rods, ACL bearings, ERL sleeves,
ERL main girdle, Full ARP hardware, Cometic Head gasket,Moroso oil pan,
GSR cylinder head with Ferrea valves, valvesprings, retainers, roller rockers, comp non-VTEC cams, Stewart Engines race port, and T1 cam trigger kit, Full-Race exhaust manifold, Bullseye Power S372 turbocharger, Full-Race downpipe, Twin TiAL wastegate, TiAL blow-off valve, Tempest Racing intercooler and charge pipe kit using Garrett core, Wilson throttle body, Full-Race intake manifold, 8x Fuel Injector Clinic 1,050cc injectors, Tempest Racing/BDL fuel rails, Aeromotive pro-series fuel pump and regulator, T1 catch can, Fluidyne radiator
Fluidampr crank pulley
Transmission
Exedy twin-disc clutch, Liberty dog box gear set
Suspension
Omni-Power drag coilovers, Full-Race traction bars
Brakes
Stock Acura Integra, Stroud parachute
Exterior
JDM front end, Weld wheels, Micky Thompson slicks, Carbon-fiber hood and trunk, Custom burgundy paint
Interior
Tempest Racing 10-point rollcage, Stroud harness, Stroud window net, MOMO steering wheel, PCS dash logger, MoTeC M800 ECU, M&W Pro-14 ignition box, 2x Corbeau seats
NGK wideband, NLR AMS-1000 boost controller, T1 Long Shifter kit with strain gauge