Finally Wednesday! It’s been a busy week and it’s going to continue being busy with more shoots that I’ve been able to schedule with peeps. I have this problem where I want to post things as soon as I’m done editing them because I’m anxious to show them and I’m usually done editing the night of the shoot or the day after at the latest. I’ll try my best to stagger them out and see how far I can stretch the shoots but so far it’s been a “shoot and post” kinda thing. I know it’s also not just me that’s anxious, but most of the time – the owner is anxious to see the pictures too so it’s a win-win… Except when no more cars are out and the blog stays stagnant throughout the boring winter months…

Anyways – a good post for hump day is Terry’s Turbo K20a2 Integra Type R. I’ve been wanting to personally shoot Terry’s car for about two years now and never got the chance until Monday night and thanks to Nathan for making it happen. The one time I remember seeing Terry was going down 16th ave and I was in my STI at the time – he rolled up, said a quick “hey” and was off. I think that’s when I said “I need to shoot that thing”. He had just put the Voltex wing on and I absolutely loved it being the GT wing lover that I am (I would put one on every car that could take one if I could) and little did I know how much power he was pushing…

I do know that Terry has been working on the ITR for quite some time and the amount of times I’ve actually seen it in person is far and few between. But let’s move on… There’s a lot of text for this build, so I hope you like story time.

This was prior to Punit showing up to the rendezvous location – that picture is in the previous post.

Nathan also showed up in his ITR as well.

And not too long after, Terry showed up. Right off the bat – if you didn’t know this car, you’d think ITR, big wing, JDM front – nicely done… But it goes a little further than that…

From the back, you see the Voltex GT wing on the 275mm risers giving it a very aggressive stance. A clean and custom Fujitsubo exhaust out back, a rare Mugen rear sway bar and the OEM lip kit rounding it all out.

Front quarter shot – everything is fairly simple and straight forward. Nothing is on the car that doesn’t need to be and there isn’t anything screaming for attention either – if you don’t count the GT wing. It doesn’t matter though cause GT wings are sick.

From the front – still nice and simple. Terry’s ITR is kind of deceiving because it’s got a sleeper look to it. From the front, you can’t tell he’s boosted because his intercooler is black and it gives the impression that it’s just a regular ITR.

We took my car for rolling shots because Punit and JC were being babies about taking theirs.

Getting ready for rollers.

I felt that this was a good shot that showed the functionality of his ride height. The reason I bring that up is because when he rolled up to our meeting point, he just drove in like any normal person would, where most of us get some crazy amount of angle, practically slow our car down to snail speed and inch up to avoid scraping our bumpers or exhaust. “Most” of us are stuck on trying to get as low as we can to look good, and “some” of us are not willing to sacrifice function for form. Terry is the perfect example of function over form – completely. He isn’t too low but he isn’t 4×4 height either – on Tein Flex coils, he’s riding at a height just perfect enough for him to get where he needs to go.

Profile rolling shot.

Top front quarter shot. He’s also got a Spoon carbon fiber hood – no, not VIS or Seibon. You’re starting to see a trend here, aren’t you?

On the inside, the magic doesn’t stop. Terry has outfitted most of his car with Mugen parts with combination of some Spoon here and there as well. if it’s Mugen, chances are is that Terry has it. In the back, he’s got the Miracle X brace and the swapped 2001 red ITR rear seats from the Canadian production models.

Front and center he’s got the super rare and stupid expensive Mugen FG360 steering wheel paired with an NSX horn button. His cluster is a combination of Mugen and Spoon – he took apart the two and put them together to create a custom cluster. Everything else remains true to the ITR. You really get a sense that Terry is a true believer in everything that is quality and functional when you look at his car and go over it with a fine toothed comb.

It’s hard to find something that doesn’t make sense – that’s where the definition of a true build comes into play and frankly, it’s tough to argue anything about it.

Another nice shot of how the lines of the ITR still look perfect today.

Closer shot of the Voltex wing out back.

Another shot of the Mugen buckets.

Closer look at the Mugen FG360 wheel/NSX horn combo.

Also a closer look at his wheel and brake set up. For the shoot, he swapped his TE/CE combo to the Mugen MF10’s – he was running two of each set on each side of the car. I personally would’ve like to shoot the dual wheel combo, but perhaps we’ll save that for another shoot! He’s also got Spoon monoblock brakes – the big brother version of the twin block versions.

Under the hood is where the magic REALLY happens. Terry has done all the work on his car besides paint and the machine work on the engine. However, everything else from the K20a2 swap to installing his GT35R was all done by Terry himself. His car is pushing roughly 400whp and is no slouch.

From the moment Terry did the K-swap, he added a Comptech supercharger to the mix. It was only about 4 years ago that he switched out to the GT35R. Since day 1 of the ITR having the K20a2 heart, it has seen forced induction. Goes to show how much the K20 can handle and continue going.

At a quick glance, you can see a few things that are over and above the big things – Mugen bolts – for example, holding things in place. It’s little things like this that go a long way in builds as epic as Terry’s.

Another “did you know” tidbit about Terry’s car is that he actually “saved” the car and brought it back from the dead, if you will. About 7-8 years ago, the ITR belonged to a friend of Terry’s who had crashed it and the car ended up being a write off. Terry took the liberty of buying it off of him and restored it slowly to the state that you see it in today and it runs like a champ. It’s definitely a car you have to see and hear in person to appreciate. Pictures – once again – don’t do justice to cars like Terry’s.

We’ll end it here with Terry spooling off. Definitely a great shoot and what makes it even better is the history behind the car.

That’s probably the number one reason I love shooting cars – you get to know not only the owner, but the history of the car too. For cars that have been in the making for years – it’s completely different than someone like me who goes through them so fast – I have no interesting story behind my builds because I’m the “build it” and “get tired of it” type. I wish I could have some patience to keep something for longer than a few years, but that’s just not me…

Anyways, on to the next one!
Thanks to Terry for giving me the chance to shoot it and for Nathan, JC, and Punit for helping making this happen!