Patrick’s (track car) Integra

You have already witnessed the impressive features of his S2000. Now, let’s take a deep dive into the specifications of his FF track car. Patrick has owned this car for nearly 6 years, and we’re not talking about ordinary driving miles. We’re talking about relentless, full-throttle track attack miles. These are the kind of miles where everything is a blur, where you live one lap at a time, fixating your eyes on the AIM as you cross the finish line each lap, determined to achieve a personal best that day. Oh, and did I mention that it also served as his daily driver for several years?

With a philosophy like “track time > new parts,” “less is more,” “keep it simple,” “there’s always time on the table,” and “take a track a turn at a time,” it’s clear that Patrick isn’t one to showcase a fancy, showy car. When he hits the track, he relishes the challenge of pushing something beyond its intended capabilities, letting the track times speak for themselves. Let’s face it, being fast is much cooler than simply owning a pristine car that’s never put to the test. Sadly, in a world where fakers are often celebrated, the true innovators receive little respect or recognition. However, for Patrick, none of that matters. He’s in it to challenge himself, to push the boundaries of what’s possible, and to savor the thrill of achieving a new personal best.

In the 90’s, Honda crafted exceptionally capable FWD chassis, achieving records such as the fastest N/A FWD lap and the highest HP per liter, while maintaining outstanding efficiency and reliability. Today, we are reaping the benefits of Honda’s remarkable aptitude for building high-performing chassis straight from the factory. The appeal of tracking an FF lay in the rarity of seeing a Honda on a track in the states many years ago. The thrill of outpacing actual sports cars in a 90s FWD econobox was irresistibly addictive. At first glance, his Integra may seem unassuming – sporting a stock body, no aero, and a weathered appearance. Remaining true to his philosophy, he prioritizes “driver mod” and the influence of personal skill on the car’s performance, over the installation of a diffuser or other aerodynamic enhancements. While outfitting a car with wings, canards, diffusers, winglets, or substantial tires can result in faster lap times, lacking “driver mod” essentially handicaps oneself despite having these aids. Patrick’s choice to forgo aero enhancements reflects his dedication to enhancing his driving skills, and perhaps, earning some well-deserved bragging rights.

He confidently describes the Integra as an exhilarating car to drive, emphasizing that it demands precision due to its limited forgiveness compared to the S2000. Pushing a front-wheel-drive car to its limits on the track requires utmost precision, as its dynamics differ significantly from those of a rear-wheel-drive chassis. In a remarkable display of skill, he achieved a sub-2-minute lap time at Buttonwillow clockwise #13, clocking in at 1:59.41 while utilizing 15×8’s. The contrast between this feat and the recent S2000 outing is stark, with the latter only managing a 2:06.xx time before encountering technical issues. Notably, the S2000 was equipped with Federal RSR “street tires,” not the RSRR, further illustrating the impressive performance of the Integra. Despite his belief in the S2000’s potential to achieve a 2:03 time with RS4’s, the Integra’s accomplishment remains formidable, outpacing the S2000 by a significant 4-second margin. For a detailed account of their S2000 outing at Buttonwillow, refer to the provided link.

One Helluva journey (to buttonwillow)

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And to read the Feature on his S2000 you can click the link below…

Patrick’s (track car) Integra

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Patrick’s preference for the Integra is unwavering, stemming from his deep connection with the car’s history. He adamantly attests to its remarkable character and backs this claim with an extensive list of modifications. Like myself, he takes pride in personally handling all the work on the vehicle, including unique tasks such as V-mounting the radiator, excising the spare tire well, removing the windows, and replacing the GSR roof skin with an RS variant. While some may argue that such modifications significantly boost the car’s performance, others criticize him for fielding a “cheater car.” Nevertheless, the indisputable truth remains: Patrick’s prowess behind the wheel is formidable. Despite lacking aero features, a cut bumper, or even the stock GSR wing, the impressive performance of his subtly modified car speaks for itself.

MOD LIST

• 1997 integra Gsr:

Exterior:

• Rs roof cap
• Spoon rep mirrors
• Type R lip

Interior:

• Recaro SPG Pro Racer
• Sabelt harness
• Autopower Roll bar
• PCI seat Rail
• Momo suede mod 78 350mm
• SignalAuto quick release
• Spoon rear view insert
• K20Mart V2 shift knob
• Stack ST8100 dash display
• Passwordjdm rear strut bar

Under the Hood:

• B18c1
• B16a head
• ITR cams
• Eibach valvesprings
• Toda timing belt
• NGK jdm plug wires
• Sergeant Racing Oil cap
• TracTuff swirl tank
• Comptech air box/k&n filter
• Moroso Catch can
• DIY baffled oil pan w/ temp sensor bung
• Hasport mounts
• Spoon Sports 4-2-1 header 
•  2.5 exhaust (no muffler)
• Hondata s100 LDL speedshop Off the shelf tune
• 98spec trans w/ b16 4th/5th (b16 gearset w/ 4.7 FD)
• KAAZ 1.5 LSD
• Toda flywheel
• Exedy stage 1 clutch kit
• oil cooler
• power steering cooler

Wheels/Tires:

• 15×9 +36 949 racing 6ul Front
• 15×8 +40 Rota Slipstream Rear
• 225/45/15 Nitto Nt01s 

Suspension:

• JRZ RS dampers
• Hypercoil springs
• Oem front sway
• Eibach 25mm adjustable rear sway w/ spherical end links
• PCI front upper control arms
• Rcrew spherical compliance bushings
• Ingall’s rear upper control arms
• Function7 (type R)  rear lower control arms
• PCI rear trailing arm spherical bushings
• Comptech rear subframe brace

Brakes:

• Spoon twinblock calipers
• Oreilly’s Mini Cooper blanks
• carbotech xp10/xp8 pads
• goodridge brake lines

I admire his build because it perfectly embodies the ethos of Functiontheory. Initially, one might dismiss it as a shoddy, budget build, unworthy of a second look. However, upon delving into this article, I trust you will reconsider the value of prioritizing driving skills over blind brand loyalty. I regard this as a top-tier build. Just because the focus isn’t on interior aesthetics doesn’t mean that it lacks the care for installing high-quality parts capable of withstanding the rigors of numerous track sessions. With over 30 track days logged on this chassis, engine, and transmission, including trips to Spring Mountain Motorsports Ranch, Buttonwillow, Chuckwalla, and Willow Springs, it’s evident that this build has been put through the paces. These experiences even include driving in the rain to Buttonwillow with no windows, heater, or windshield wipers. I don’t boast about the absence of basic comforts, but rather see it as a testament to the immense passion for pushing the car to its limits and striving for the fastest lap times, reveling in the excitement it brings. In a world where “passion” is often trivialized, this car epitomizes the true definition of passion.

Let me answer some questions im sure you have.

• Why staggered wheel set up? He wants to eventually got 15×9 in the rear too, but he wants to maintain stock body and no over fenders. to do this you must notch the rear trailing arm slightly or the wheels will run on it.
• Why 4 lug front and 5 lug rear? He was originally 5 lug full type R suspension, but finding a 15X9 wheel in a correct FWD Honda offset is a little more challenging with 5 lug. so he converted to 4 lug to run a 949 wheel. Previously he was also running 5 lug Te37’s but sold them when he went 4 lug in front so he picked up some temporary 5 lug wheels for the rear until he goes 4 lug.
• Why does he still have a steel hood, and stock rear hatch is he is so worried about weight? finding a carbon rear hatch with a well-fitting lexan widow is a challenge, and he just hasn’t found the right hood that he’s looking for.
• Does he have front turn signals? No, carbon block off plates replace the OEM turn signals. (police are pretty mellow in Vegas)
• Why no front strut bar? he prefers the feel of not having one, for a while he used an OEM gsr one. but recently opted to not run one at all.

If you have any other questions please feel free to comment below, email me, or DM me on Instagram.

While there is absolutely nothing wrong with owning a well-built, immaculate car, it’s essential to have the skills to match. Without the necessary expertise, one may come across as being insincere. It seems that many individuals focus on fully upgrading their vehicles before gaining the experience needed to validate these modifications. This tendency has been exacerbated by social media, which often pushes us to constantly one-up each other by showcasing expensive parts that we can hardly afford, and installing them on cars that rarely leave the garage.

Let’s get one thing straight: Patrick’s car didn’t come with all these upgrades from the start. No, as his skills improved and his lap times decreased, he gradually upgraded parts, resulting in the car’s current state. With the S2000 now in his possession as a daily driver, the Integra is set to undergo even more radical modifications as his vehicle continues to evolve.

Lastly take a look at his most recent in car video from his last track day at our “local track” spring mountain motorsports.