Patrick C. Dupuis didn't know it when he bought his first car, a black 1991 Acura Integra RS, but that day in 1995 would change his life, leading him to a never-ending passion for Honda, a love for motorsport and even a life in Japan.
Raised in Canada, being on four wheels always seemed to click for Dupuis. He became heavily interested in motorsport, especially rallying. However, it wasn't long before Honda and the company's motorsport legacy captivated Dupuis. He began taking his then mildly tuned Integra to local circuits, where he ran it enthusiastically through the corners. Any free time was devoted to reading up on engines, aerodynamics and chassis technology.
Frustrated with the local scene, which at the time always seemed to be more about show than go, Dupuis knew he had to make a change. "If I really wanted to learn about Honda," he recalls, "I had to go where it all started." At the end of 2000, Dupuis left Canada for a new life in Japan. He got a job writing and illustrating Honda's English-language technical service manuals for such models as the Jazz/Fit, EP Civic/Civic Hybrid, CL Accord and DC5 Integra, and designed training programs for overseas Honda technicians. Mugen had its headquarters just down the street and everything was right with the world.
In 2004, Dupuis moved Stateside, to manage the American office of Japan-based Axis Engineering. To this day, Dupuis continues to follow his passion. Except now he's sitting behind the wheel of what some might consider the most distinct DA-chassis Integras to ever hit the circuits of Beikoku.
Although a big seller in America, the DA was never popular in its homeland. Few are driven daily, fewer still are tuned, and hardly any are raced. In Japan, there are only a handful of DA enthusiasts.
When the DA launched in Japan, it couldn't compete with the low price and incredible potential of the Nissan Silvia, a more powerful and sportier car, and the already effective EF Civic. Therefore, the DA Integra didn't receive much aftermarket support. However, Dupuis knew his DA had the potential to become a truly competitive racer, and his plans crystallized. Dupuis decided to rebuild his DA into a time attack machine to rival one of Honda's most stellar performers-the later-generation DC2 Integra.
"I've always respected the amount of research and development Honda put into the DC2," says Dupuis, "but I was still stuck on the DA's unique Showasha styling. The DA has a lot of personality and I wanted to build on that." Dupuis also knew such a project would entail designing, fabricating, and adapting a lot of parts-things that, luckily, he is fanatical about.
It was a growing desire Dupuis could not ignore, given the way it all worked out magically in Japan-working with Honda, meeting hardcore DA racers and having easy access to rare parts. At one point, he even ended up buying a Japanese Integra XSi and co-founded Pancake Racing, which was born in Japan from the DA's lack of aftermarket support.
While in Japan, Dupuis acquired a 1998-spec B18C engine, intending to swap out his original B18A1. However, since the DC2's chassis was designed specifically to handle the power of a B18C, Dupuis was concerned with how an older DA chassis would respond. Since he knew Honda originally engineered the DA to use a 120hp ZC engine, Dupuis reasoned he couldn't make a DA circuit machine go really fast with just an engine swap. To rival a DC2, chassis tuning would have to become the foundation of this project.
Cutting no corners, Dupuis consulted with a few friends in Japan, friends who happened to be some of the country's premier tuners. Kuma-san, a professional race driver and owner of Saitama-based tuning shop Techno PRO Spirit, often took Dupuis to track events and advised on many aspects of the project. Further technical input came from mechanics at FEEL'S and from race engineers at Mugen.
Not only did Dupuis have access to a wealth of information through his friends, a huge resource also existed at work. In his building at Honda headquarters, people who ate, slept, and dreamed Honda surrounded Dupuis. He sat alongside co-workers who had wrenched on the 1972 Civic, full of stories about how they had to swap over motorcycle parts to make the CVCC engine work. Dupuis also met engineers involved in the 1994 collaboration between Mugen and Lotus, and had older colleagues who spoke of a time when the 'old man' (founder Soichiro Honda) was still around.
As November 2003 rolled around, Dupuis returned to Canada and the DA was hauled out of storage and completely gutted. All rustproofing material was stripped off, soundproofing removed and all unnecessary metal cut away. The chassis was reinforced in crucial areas by riveting major seams with stainless steel rivets, a trick learned from Japanese racers. Additional strength comes from a custom-built, eight-point chromoly roll cage welded to the chassis, along with a front chromoly crossbeam welded in behind the bumper support.
Engine, suspension, chassis, brakes, interior, exterior and wiring-so much has been replaced, removed, reinforced, machined, adapted, designed, lightened, welded and fabricated that there isn't enough space to detail it all here. Dupuis' own website (tnd2gen.com) documents much of the custom work carried out. After six months of barbaric, balls-out garage work, the car finally re-emerged. It was shipped from Canada to southern California, where Dupuis embarked on a new career and continued to build the strengths of his DA through constant track testing.
So, does it rival a DC2? If one were to ride with Dupuis at Willow Springs, Buttonwillow, or California Speedway, they might not even care. They would probably be too busy holding on as the car battles S2000s and supercharged NSXs. Or recovering from the g-forces created while running through the infamous Corkscrew at Laguna Seca during a 1:50:00 lap time shakedown. Regardless, the engine is strong, the chassis stiff, the car balanced and the driver fast.
Seeing Dupuis in his one-of-a-kind Integra only reinforces what his friends already know about him: he doesn't do anything with less than 200 percent effort. This DA Acura Integra, built with guts and bloody knuckles, is proof positive of Dupuis' passion. It's a machine hand-built and self-realized from a dream born in Canada and long cultivated in Japan. A dream finally realized on the circuits of sunny California. The 'old man' would be proud.
1991 Acura Integra RSEngineEngine Code: B18CType: 1797cc DOHC inline-four, aluminum block and head, VTECInternal Modifications: Ported and polished head, port-matched intake and exhaust gaskets, JUN Auto Stage III camshafts, TODA titanium retainers, Portflow valve springs, 11.4:1 compressionExternal Modifications: 65mm throttle body, Maximworks 4-2-1 header, flat four design, modified Mugen DC5 composite airbox with PVC cover, 60mm thin-walled, stainless steel straight B-pipe, Tanabe Medallion C-pipe, Pancake Racing titanium muffler, cooling fins bonded to oil panEngine Management Modifications: Custom grounding kit, Vision oil catch tank, PR3 ECU with Mugen program (VTEC at 5,500rpm and rev limit at 9,000rpm), fuel pressure regulator, A'PEXi V-AFC 2, HPI engine damper, EK9 Civic Type-R fuel pump, Hawker Genesis mini-battery, adjustable cam gears
DrivetrainLayout: Transverse front engine, front-wheel driveDrivetrain Modifications: Japanese-market DA6 cable-clutch S1, Cusco one-way LSD, TODA flywheel, Daikin Stage II clutch, Kayaba three-puck disk
SuspensionFront: Zeal Function B6 coilovers, Swift 14kg/mm springs, Pancake Racing camber kitRear: Zeal Function B6 coilovers, Swift 16kg/mm springs, Peace Racing camber kit, 22mm anti-roll bar
BrakesFront: NSX front calipers, 11-in. Honda brake discs (with custom-drilled face and PCD redrilled to 4X100), Endless CC-X brake pads, APP stainless steel brake lines, NSX master cylinder and boosterRear: Stock Integra XSi calipers, Brembo slotted disks, APP stainless steel brake lines, Endless CC-R pads
ExternalWheels: Track: 15x7 silver Enkei Racing RP01 (F), 15x6.5 WedsSport TC05 (R), Street: 15x6.5 Mugen RNR (F/R)Tires: Advan A048, 225/50/15 (F), 205/50/15 (R)Body: Stainless steel riveted seams, custom eight-point roll cage, Pancake Racing firewall-to-shock mount stiffener, custom front chromoly crossbeam, J's Racing EK9 fender braces, Cusco rear upper strut bar, Pancake Racing rear lower arm bar, Cusco front lower and upper arm bars, rear seats and interior trim removed, DA6 Integra Honda Access side steps, Hiro FRP rear wing, Pancake Racing FRP front lip, JDM DA headlights, DA6 Honda Access wind deflectors, DA6 Honda Access side trim, carbon fiber front diffuser, carbon hood, Signal carbon mirrorsInterior: Be Free carbon seat, Bride passenger seat, Trust four-point harness, custom Personal 'Actis' suede steering wheel, FET quick release, oil pressure and water/oil temperature gauges, custom foot pedals and floor footrest, custom carbon fiber components