Category: Private Runners

So What

It’s Saturday night. You just got off of work from a 6 day work week and you’re walking toward an alley way in Japan that’s full of little bars. You’re looking for a spot that has a nice atmosphere and chill music, maybe even have a drink, but that’s not a priority. Amidst the glowing lights of all the bars you faintly hear some Jazz music playing… you walk towards it and stumble upon a cozy spot playing Miles Davis… it’s a listening bar.

You ask the owner what’s the name of this place? He responds “TANTRA”

As the song fades, it’s almost like it starts over. You’re thinking “is it on repeat?” But no, it’s not…

Time slips by as if you were in a tantric daze. You completely forget about all your problems and have a self realization. Keep places like this close in your heart and memories. Visit again when you need to let go. ✌️

N1 Magic

For me, watching old skool N1 Civic races is like channeling ancient Gods and deities. Summon them correctly and they will return… the cars of those races didn’t have large amounts of horsepower, but they can still give a modern high performance street car a good run for their money, so don’t get it twisted.

What exactly is N1 specifications?

Engine and Transmission: the engine and transmission internals must remain OE spec. No dog box and sequential shifters. Baffles are allowed to be installed in the oil pan.

The last two pictures are from a Gr.A document. The same N1 engine rules apply to Gr.A with the exception that you have the choice to change the intake length. Some N1 races, like in Macau, uses this rule in their competitions. What I find interesting is, if you look up the Gr.A FIA documents for the EG and EF, they throw the N1 documents at the end of their 60 page literature. Indicating that the rules from N1 and Gr.A are shared.

ECU: a lot of teams used various aftermarket/custom ECU’s. They are inspected by the FIA and then sealed with a tamper proof label. Some used the Mugen ECU. Injectors may not be changed. *Thought: I feel the “Mugen chips” floating around stateside aren’t real Mugen specs. Only a few shops in Japan have the exact copy (and legit Mugen ECU’s which they hold on to) of the maps and sell them.

Description of a legit Mugen copy that’s allowed in the Honda One Make and other races that follow N1 rules. Translation: “Based on the now discontinued Mugen Racing ECU, the fuel adjustment and ignition map are optimized on the premise of racing driving to improve the lack of torque feeling at low rotation and improve the response at high rotation.”
[Specifications]

・Fuel adjustment
・Ignition map
optimization
・Speed limiter release
・ VTEC point: 5200RPM
・ REV point: 9200RPM
・ Idle up of air-conditioned vehicle OK

[Conditions for installed vehicles]

-Specifications for vehicles equipped with an intake system on the funnel, such as a bare type air cleaner or 4-throttle, may have some torque valleys.
Please use it after changing to a genuine shape (OEM air box) or a Mugen intake system as much as possible.

・ Install the exhaust system on vehicles that use intermediate pipes of 50mm ⌀ or more and less than 72mm ⌀.
Since it is suitable for circuit-only vehicles, it is preferable to have a straight shape as much as possible.
・ Never use with a VTEC controller.

Exhaust: teams are not allowed to change the exhaust manifold. Since the B series came out with a 2-piece header, teams are allowed to change the lower part of the manifold and back. Thus having a exhaust pipe as straight as possible with minimal bends.

Though the image on the top right has a bend in the exhaust system and has a muffler, some teams have it exit at the center with no muffler. If the event has a noise regulation, a muffler will have to be used.
Gr.A document, same rules apply to N1. Notice how they measure the openings on the head ports, along with the exhaust manifold. No boring the size bigger or you are disqualified.

Intake and Cooling: teams are not allowed to change the intake manifold, throttle body size nor the filter style. Some rumors say teams developed a higher flow drop in filter or ran with no filter, but don’t quote me on that. Cooling: a full size radiator is allowed.

Teams are allowed to use heat wrap on their intake systems and exhaust manifold.

Suspension and Brakes: the race car cannot change the suspension geometry. Teams are allowed to use coil-overs with any spring rates they want. If the car came equipped with front and rear sway bars from factory, then they are allowed to use them on the car. Brakes: must retain OEM brake calipers. Upgraded pads, heavy duty rotors and braided lines are allowed along with brake ducts. *Fun Fact: A lot of engineers used data from all the races to develop suspension set ups and other parts to specific tracks. Example; Eikoh! Didn’t just make mufflers, but also coilovers that were designed for Nakayama and Suzuka circuit.

Exterior: no aero is allowed in N1. Depending on the rules in an event, light weight hoods are free to use. In the Honda One Make race, light weight parts are allowed.

Applied to Gr.A and N1

Interior: Dashboard and front door OE panels must remain intact. Roll cage required.

Gr.A document, applies to N1. That Mugen cage though… 👀

N1 spec example:

The kanjozokus pretty much run the same set ups at the N1 cars, more or less. However not all have aftermarket ECU’s. The veterans (& ones who know they can get away) use performance ECU’s or a stand alone and even aftermarket camshafts. While the younger generation might only be using the OEM ones.

The spirit is still there. The deities are floating around it. Can you see it? Summoned from tantric mantras and Ngakpa’s, I bring you N1 Magic. This is the brand name of all my one-off parts I have made and designed for my chassis(s) and much more. Just like the Private Runners stickers, they won’t be sold to the public. Personal use only. They are sat with sage and blessed using Ancient rituals and chants. Long live N1!

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