A quick search online doesn’t reveal a huge amount about the DB8’s production run. It’s estimated that around 5,000 were produced exclusively for the Japanese market and that they were approximately ¥40,000 (US$3,650 in today’s money) more expensive than their two-door equivalent out of the showroom.
Early-morning encounter aside, I thought that was my dealings with this DB8 done for the day. But not for the first time in my life (or even just on this day), I was wrong.
It was only when shooting trackside, and watching the silver sedan lead a K-swapped Exige around for a few laps while making distinctively not B-series noises, that I knew I needed to take an even closer look. Luckily, I did find it again in the show and shine paddock.
If you were parked in the show and shine, and are wondering why I didn’t take any pictures of your car, it’s probably because I was obsessing over this. Also, there was another DB8 parked a few spots down, because of course there was.
This was the one I was interested in though, and not just because I spotted the trio of Defi gauges on top of the dashboard, including one measuring boost pressure. Although it was a pretty good incentive to find the owner, let’s be honest.
Enter Glenn, to fill us in on his four-door 1996 Integra Type R, complete with a Rotrex-supercharged K20A swap.
“The B series wasn’t fast enough,” was Glenn’s simple enough justification for things. With a history of fast Hondas behind him, who was I to argue?
Using a low-mileage JDM K20A from a DC5 Integra Type R, a Rotrex C38-91 was added along with a Skunk2 Ultra intake, Skunk2 74mm throttle body and Skunk2 header flowing into a custom 76mm exhaust system. Fuelling is taken care of with a K-Tuned rail, Sard Type-RJ regulator and Injector Dynamics ID1000 injectors.
Management is controlled by a Hondata K-Pro III, with current output rated at approximately 422hp and 350Nm.
On the transmission side, there’s a rebuilt JDM Y2M3 6-speed manual gearbox (as commonly found in the DC5 Type R) with an Exedy Racing clutch, Fidanza flywheel and a billet K-Tuned shifter mechanism.
With the shifter, the Defi gauges and the blue DC5 Recaros, the interior is distinctively OEM+ with a focus on street driving more than anything else.
In the wheel department, 16-inch RAYS Volk Racing SE37s are wrapped with 205/45R16 tyres. Behind the bronze wheels sit a complete DC5 Brembo-based brake setup with EBC Yellowstuff pads, Hel braided brake lines, Motul RF660 fluid and a ’98-spec Integra Type R brake master cylinder.
Suspension tuning consists of Yellow Speed Racing coilovers along with a mixture of Hardrace and Ultra Racing arms, bushes and anti-roll bars.
It was just last month that a low-mileage EK9 Civic Type R sold for over US$75,000 at auction. As much as I love cars like the EK9, those sort of prices are taking them out of the hands of the people who they were built for.
I don’t think the concept of buying a car as an investment has ever crossed Glenn’s mind, and the world is a better place for it. Maybe the only ones who will be angry are the speculators jealous of him enjoying his ‘investment’?
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