The K-Tuned Billet RSX Shifter Box is a direct replacement for the oem 2002-2006 RSX-S shifter box which can also be used in many K-swapped cars.  The box has been designed to work with both factory and aftermarket shifter cables.  If you are currently using an oem shifter box you are probably already familiar with the excessive “play” or “looseness” that is found in the factory plastic box setup.  Our full billet design is extremely strong and designed to eliminate any flex or movement of the shifter unit.

Our Billet Shifter Arm is integrated and has been redesigned to make fine adjustments to the spread of the “H” shift pattern.  Essentially this feature allows the user to widen the spacing between 1st, 3rd and 5th gear. Note that 2nd, 4th, 6th and reverse gears will also be spread apart when adjusted.  We have also developed a proper short shifter option that won’t damage or break the cable guides.  This is accomplished by making the shifter cable mounting point adjustable to correct the angle at the cable connection.  The shift lever and shifter ball are made from solid stainless steel and seated in a spring loaded brass socket.  This combination of stainless and brass allows the two materials to lap together while the springs push up and eliminate “play” at the ball.  The lever is fully adjustable in height and offset rotation.  Height can be adjusted up to 2” taller or shorter than stock and there is an amazing 90 different offset positions.

The Billet RSX Shifter has two different sets of mounting holes on the base so it can be easily bolted into several applications.  Mounted into a 2002-2006 RSX (outer holes) and it will still fit perfectly below the RSX center console.  It can also be used on most K-swapped cars that are using some type of shifter mounting kit (outer holes used again).  However, it also has a set of inner holes that will allow it to be installed directly on top of the interior exhaust tunnel without the need for a mounting plate.  In an EF/EG/DC2/EK the inner set of holes at the back of the shifter line up with the holes used for the factory D or B-series shift linkage.  Shave down the lip for the shift boot and drill 2 more holes for the front and you’re done.  We don’t think there is anything that we missed during development.  We will let you tell us how we did…

The K-Tuned V2 Billet TPS Sensor features a revised design that is a direct plug in to the factory engine harness. We also added slotted holes to allow a much simpler manual adjustment. No more rewiring or computer calibration is needed because the slotted holes allow the sensor to be scaled properly on all cars, even cars using unmodified factory ecus. The TPS unit is constructed with an oem quality sensor that is encapsulated in a billet aluminum housing. The housing is designed with a special silicone filled pocket to absorb the engine vibrations that typically ruin other sensors.

We’ve seen and read about the cheap Asian-made TPS units causing countless drivability problems and failures and in some cases even oem sensors have failed prematurely. These problems and failures are exactly what motivated us to design a truly reliable aftermarket TPS replacement. As with all our products, successful real world testing was completed on several cars to ensure that our TPS unit could withstand the vibration associated with semi-solid K-series swap mounts. We are so confident in our design that we are even offering a 1 year no hassle repair warranty.

The TPS can be installed on any K20A/A2 and Z1 throttlebody or the A3 throttlebody from the Honda EP3 hatchback. It also fits several aftermarket TB’s. Our TPS sensor comes complete with a new gasket and all mounting hardware. If you are having any TPS related problems, this part is exactly what you need.

LEARNING CURVES AFFECT HORSEPOWER CURVES, so as Javier Loarca can attest, with greater knowledge comes greater horsepower. Loarca had raced an all-motor pro class car for a number of years. There he learned about making power without boost or nitrous oxide. When his all-motor racecar was sold, he purchased this Civic EG hatch as a commuter in 2007. But a short matter of time brought him back to racing as he sought to do something a bit different. Not only would he embark on a forced-induction journey, he would do so with Honda’s newer K-series powerplant instead of the B-series he was accustomed to.

Read more on the DSport website>>

We’ll be debuting several brand new products that will change the K-Swap industry all over again.
We welcome all our vendors and racers to meet us at our booth and be the first ones to get hands-on with our new parts!

Find us here on this interactive map!

Taking up 700,000 square feet, 1000+ companies will display the latest advances in racing products and race engineering. Engine parts, suspension components, data acquisition, safety gear, new metal alloys and coatings, machining equipment, race electronics…it’s all part of the world’s largest racing trade show.

Arriving from 65+ countries, 40,000 buyers will scour the displays to source the new technology that will be winning races next year. It’s all hardcore racing. No fuzzy dice. No neon windshield wipers. The PRI Trade Show is so big, they can’t afford to miss a single day.

Orders won’t ship until after the weekend, because we’ll be wrestling soccer-moms to the floor for a new flat screen.

Everyone who has ever stuck their hand in the engine bay after a run will know the cylinder head gets quite hot when your engine is running. The purpose of these gaskets is to break the transfer of heat between the cylinder head and the intake manifold and throttlebody to create lower incoming air temps. As air heats up, it’s density drops, reducing oxygen content, robbing you of power because your ecu has to compensate with less fuel. On average, you lose about 1% of density for every 5 degrees farenheit of increased temp!

The Lombardi Racing Civic was co-developed with Ray Lee of Comp ass 360, a multiple grand-am cup winning team, and is currently supported by the Honda Performance Development program. The race car is equipped with Moton suspension, AEM data acquisition system and a Hondata managed 2.0L I-Vtec engine that makes well over 200hp all the way to the series permitted 8600rpm

We can try to describe, but it’s best we just share the video and let you see for yourself.