Navigating the Motorsport UK (MSUK) “Blue Book” can be a challenge. When building a car or entering a new championship, knowing exactly which rubber is legal is critical.

Chapter 8, Appendix 4 defines the specific lists of permitted tyres. It is the Competitor’s responsibility to check these requirements against their specific Event or Championship regulations.

This guide breaks down the lists to help you spot the differences and find the correct tyre for your discipline without getting bogged down in the fine print.

The Lists Explained

LIST 1A: Production Tyres Suitable for Competition 

What are they?

These are standard production tyres designed that are generally designed for road use. They are hard-wearing and provide safe grip in the wet and the dry. All the tyres in this list must be road legal and E-Marked.

Who uses them?

Production Saloon championships, Sports Car racing and various sprint and hillclimb series.

Popular Tyres in List 1A:

• Continental: SportContact 7
• Michelin: Pilot Sport 4, Michelin Pilot Sport 4S, Pilot Sport 5 & Pilot Sport Cup 2*
• Nankang: Eco-2+, NS-20*, AS-1, AS-2+*, NA-1, XR-611
• Yokohama: Advan Sport V105 & Advan Fleva V701

*Only applicable when using an OE fitting.

LIST 1B: Sports/Uprated Tyres

What are they?

These are the “Track Day” or “Semi-Slick” tyres. They usually have stiffer sidewalls and softer compounds for maximum grip. These tyres aren’t allowed to be re-grooved and whilst some of these are available in different compounds, only E-Marked tyres are valid.

Who uses them?

This is the most common list and are used by many sprints, hillclimbs, circuit championships, and tarmac rallies.

Popular Tyres in List 1B:

• Nankang: NS-2R, AR-1 & CR-S
• Pirelli: P Zero Trofeo R & P Zero Trofeo RS
• Yokohama: Advan A052 & Advan Neova AD09
• Zestino: Gredge 07R & Gredge O7RS

LIST 1C: Specialist Competition Tyres

What are they?

The tyres on this list don’t have to be road legal, feature an E-Mark or meet modern tyre labeling laws (usually due to noise or rolling resistance).

Who uses them?

They are generally used in championships that use a control tyre to ensure a level playing field.

Popular Tyres in List 1C:

• Dunlop: Direzza DZ03G
• Hankook: Ventus RS-4
• MRF: ZTR (Marked Trackday)
• Yokohama: A048 & A050

LIST 3

Who uses them?

This list contains tyres used by Sporting Car Trials.

Popular Tyres in List 2:

• Nankang: NA-1
• Yokohama: GT Special Classic 350

LIST 4: Forest & Unsealed Surface Tyres

Who uses them?

Endurance road rallies

Popular Tyres in List 4:

• Falken: KK07E (10″) & ZIEX-ZE912

LIST 6: Forest & Unsealed Surface Tyres

What are they?

Aggressive, knobbly tyres designed for gravel, mud, and loose surfaces.

Who uses them?

Stage Rallies in the forests (e.g., Forestry Commission land). Note: This is one of the few lists where hand-cutting (modifying the tread) is allowed to open up the pattern.

Popular Tyres in List 6:

• MRF: ZDM3, ZG3 & ZDM2
• Yokohama: A053

Other Lists (The Niche Stuff)

• List 2: You must see NCR Chapter 17 (Trials) for details of permitted tyres.
• List 5: These are tyres for Cross Country Events. Competitive Safaris and Hill Rallies and Point to Point have to specify tyre eligibility in their official documents.

Need Tyres? We’ve Got You Covered

Ready to get your rubber sorted? Here at Tegiwa, we supply all of the permitted tyres named in this blog, from the essential List 1A road rubber to the aggressive List 6 forest patterns. They are all available to browse and buy directly on our website.

Plus, if you are looking to source tyres for a full season of racing, be sure to check out our sponsorship application form as we can help you! We are always looking to support teams and drivers in getting on the grid with the right parts and equipment.

For over 15 years, Tegiwa has been the European distributor for MFactory Competition Products, bringing you some of the finest drivetrain components available. A differential might not be the flashiest upgrade, but it’s one of the most transformative, fundamentally changing how your car puts power down.

We often get asked about the differences between limited-slip differential (LSD) types, oil requirements, and installation – so here is your essential guide to getting the most out of your MFactory LSD!

Peace of Mind: The MFactory Warranty

When you choose MFactory, you choose unrivalled quality and durability. They stand behind their products with a guarantee:

All MFactory Helical LSDs come with a Lifetime, No-Hassle, Globally Transferable Warranty.

All MFactory Metal Plate LSDs come with a 1 Year, No-Hassle, Globally Transferable Warranty. (Excludes motorsport use)

This means that whether your car is used on the Street, the Drag Strip, or the Race Track, your MFactory LSD is covered. This warranty is a testament to the engineering and quality control that MFactory puts into every single unit.

Helical vs. Metal Plate LSDs: Which is Right for You?

MFactory offers two primary types of Limited-Slip Differentials: the Helical and the Metal Plate. The choice depends heavily on your driving style and the car’s primary use.

Helical LSD

• Mechanism: Uses worm gears and pinion gears to mechanically limit the amount of torque that can be transferred to the wheel with less traction.
• Pros:
  • Maintenance-Free: No clutches to wear out.
  • Warranty: Covered by the MFactory Lifetime Warranty (see above).
  • Smooth & Quiet: Operates silently and smoothly, making it excellent for daily driving and street performance.
  • Progressive: Engages seamlessly without the harsh ‘clunking’ often associated with plate diffs.
• Cons:
  • Less Aggressive: Cannot generate lockup if one wheel is completely lifted (zero traction), as it relies on some input torque from both axles.
• Best For: Street use, track days, and light circuit/drag racing.

Metal Plate LSD

• Mechanism: Uses clutch plates and friction discs (just like a manual clutch) sandwiched together. When torque differences occur, the plates press together to lock the axles. The ramp angle of the internal pressure ring dictates how aggressively it locks up (1-way, 1.5-way, or 2-way).
• Pros:
  • Maximum Lockup: Can provide 100% lockup even if one wheel is completely airborne, giving superior traction in extreme conditions.
  • Warranty: Covered by the MFactory 1-year warranty.
  • Customisable: Lockup characteristics are fully adjustable by changing the clutch configuration, ramp angles, and preload.
• Cons:
  • Maintenance: Requires periodic rebuilds as the clutch plates wear.
  • Noise/Harshness: Can ‘chatter’ or ‘clunk’ at low speeds, especially when cold, due to the friction plates binding and releasing.
• Best For: Dedicated circuit racing, drifting and rally.

Low-Cost Maintenance Parts

Unlike with the Helical LSD, the Metal Plate LSD will require regular maintenance to keep performance at its peak. To ensure your season is never interrupted, Tegiwa keeps replacement pre-load springs and clutch plates always in stock and offers them at an affordable price.

Differential Oil: The Fluid of Performance

Using the correct oil is critical to the performance and lifespan of any differential. MFactory specifies different requirements for its different LSD types.

MFactory Oil Notes for Helical LSDs:

DO NOT use Limited-slip Friction Modifier, as Helical (Torsen style) LSDs rely on friction to function.

• FWD applications: Genuine Honda MTF Gearbox Oil or Torco MTF
• RWD applications: Heavier Motul Gear 300 75W-90

MFactory Oil Notes for Metal Plate LSDs:

Contrary to popular belief, there is no such thing as “Special LSD Oil.” By using a regular synthetic oil like Motul Gear 300, you avoid excess friction modifier pre-added.

If you find the chatter of the Plate LSD too much, you can always add additional Friction Modifier (MFactory recommends Torco Type-F) to fine-tune the LSD to your comfort level as modifiers lower the LSD’s effective torque threshold.

The Break-In Procedure

Once your new MFactory differential is installed, you can’t just thrash it immediately. A proper break-in procedure is mandatory, especially for the Metal Plate LSDs.

1. Warm-Up: Drive the car lightly for 15-20 minutes to get the differential oil and components up to operating temperature.
2. Figure-Eights (Plate Diffs Only): For Metal Plate LSDs, perform 10-20 full-lock figure-eight turns (5-10 left, 5-10 right) in a safe, open area. This action repeatedly loads and unloads the clutch packs, allowing them to seat and mate properly. Helical LSDs do not require this step.
3. First Oil Change: For Metal Plate LSDs, it is highly recommended to perform an oil change after the first 500 miles to remove any break-in wear particles from the new clutch plates.

Fitting Notes and Pointers

An LSD installation is a complex job that should ideally be performed by an experienced professional with specialized tools. It involves precise measurements and shimming.

• Bearing Fitment: Be aware of the bearing inner race fitment. Some transmissions/housings require the differential to be pressed into the bearing, while others require the bearing to be pressed onto the differential. Incorrect pressing can damage the MFactory unit.
• Backlash Check: The gear backlash (the gap between the ring and pinion gear teeth) and bearing preload must be measured and set precisely using shims. An incorrect setup will lead to premature wear, noise, and potential failure.
• Final Drive/Ring Gear: If you are swapping from an open differential to an MFactory LSD, you must transfer your existing final drive/ring gear to the new unit. Ensure the mounting bolts are torqued to the manufacturer’s specification.

Helpful Resources

Below you will find a guide on how to setup your MFactory Metal Plate LSD.

It’s not just differentials that MFactory manufacture, they also have a huge range of close ratio and final drive gears that can completely transform your gearbox. If you need some help deciding which ratios are best suited to your requirements then our gear calculator is the perfect tool.

Ready to transform your traction with the reliability of MFactory? Head over to the Tegiwa or MFactory Europe website to find the perfect MFactory LSD for your vehicle!

If you’re a motorsport competitor, keeping up-to-date with the latest homologation and safety requirements is critical for your protection and for ensuring you remain eligible for sanctioned events. The FIA (Fédération Internationale de l’Automobile) and Motorsport UK are the primary governing bodies that set these standards for a wide range of motorsports disciplines. Let’s break down the key things you need to know:

What is Homologation?

Homologation is the process of meticulously testing and certifying that safety equipment – including race suits, helmets, seats, harnesses, and more – meets the stringent standards set by the FIA or Motorsport UK. Homologated equipment carries a special label signifying it’s suitable for use in sanctioned competitions.

Why Do Standards and Validity Periods Change?

Motorsport safety is continually evolving. Research and development lead to improvements in materials, designs, and manufacturing processes for safety gear. To ensure drivers benefit from the latest safety advancements, governing bodies introduce new standards and place expiry dates on older homologations.

Key Standards You Need To Know

• Race Suits, Gloves & Boots: The current standard for most FIA events is FIA 8856-2018. This standard offers improved fire resistance and heat transmission protection compared to the older FIA 8856-2000.
• Helmets: Several standards are currently accepted by the FIA, including:
  • FIA 8859-2015 (minimum standard)
  • FIA 8860-2018 or FIA 8860-2010
  • Snell SA2020, Snell SA2015
• Seats: FIA 8855-1999 and FIA 8862-2009 are widely accepted, although some disciplines might have specific requirements.
• Harnesses: FIA 8853-2016 is the most up-to-date standard
• HANS Device: If the HANS device comes with a SFI certification sticker, there is no expiry date.

Expiry Dates: When Do I Need to Upgrade?

• FIA Events: FIA homologated equipment has a 10-year lifespan from the date of manufacture. You can find the expiry year on the FIA label.
• Motorsport UK Events: Motorsport UK has slightly greater leniency, sometimes permitting the continued use of equipment even after its FIA homologation expires. Be sure to check the specific regulations for your discipline on the Motorsport UK website (https://www.motorsportuk.org/).

Race and Rally Helmets Expiration Dates

Homologation (s)	FIA Sanctioned Events	Motorsport UK Sanctioned Events
8860-2018 | 8860-2018-ABP	No expiry date	No expiry date
8860-2010	Not valid after 2028	Not valid after 2028
8859-2015	No expiry date	No expiry date
8859-2015 + SA2015	No expiry date	No expiry date
8859-2015 + SA2020	No expiry date	No expiry date
8860-2010 + SA2010	Not valid after 2028	Not valid after 2028
8858-2010 + SA2010	Not valid after 2023	Not valid after 2023
SAH2010	Not valid after 2023	Not valid after 2023
SA2015	Not valid after 2023	Not valid after 2026

Some helmets contain either a FIA or Snell sticker, or in some cases, they will contain both. The Snell sticker is orange and the FIA sticker is white. The stickers can usually be located inside the helmet underneath the padding.

Race Suit, Gloves & Boots Expiration Dates

Homologation	Expiry Date
FIA 8856-2018	10 years from date of manufacture (expiry date can be found on stamp)
FIA 8856-2000	10 years from date of manufacture to a maximum of 1st January, 2029 (after this date, this homologation will not be valid)
No FIA hologram	Not valid after 2023

The introduction of the FIA 8856-2018 homologation marked a significant shift in race wear standards. One notable addition is the inclusion of an expiry date on the FIA label. This means that for the first time, race suits have a designated lifespan for optimal fire resistance and heat protection.

Does this apply to me?

• FIA Events: If you participate in FIA-sanctioned competitions, your race suit must be within the 10-year validity period from the date of manufacture.
• Motorsport UK Events: While not yet mandatory, Motorsport UK might eventually follow suit. It’s recommended to check their specific regulations for your discipline.

What about older homologation standards?

FIA 8856-2000: For UK-based competitors, race wear with the older FIA 8856-2000 standard remains valid for use in Motorsport UK events until January 1st, 2029. However, it’s important to remember that these suits may not offer the same level of protection as the newer standard.

Planning for the future:

• New race wear: As of January 1st, 2022, all new race wear must be manufactured to the FIA 8856-2018 standard, which inherently comes with a 10-year expiry date.
• Checking the label: Look for the “not valid after” date on the FIA label of your race suit. This will help you plan for an upgrade well before it becomes non-compliant.

What if my race wear doesn’t have an FIA hologram?

The FIA hologram was introduced in 2013 as a proof of compliance with current homologation standards. If your race wear predates 2013 and lacks an FIA hologram, it likely falls under the older FIA 8856-2000 standard. Here’s what you need to know:

Validity for FIA Events:

• Overalls: These can no longer be used in FIA events after December 31st, 2022.
• Undergarments, Gloves, Balaclavas, and Shoes: These had a slightly longer grace period, remaining valid for FIA events until December 31st, 2023.
• Socks: These are exempt as their labelling hasn’t changed.

For continued participation in FIA events after the aforementioned deadlines, it’s imperative to upgrade to race wear featuring the current FIA homologation and hologram.

Motorsport UK Events:

While the above applies to FIA events, Motorsport UK regulations might differ. It’s crucial to consult their guidance for your specific discipline to confirm the validity of your non-hologram equipment in UK national events.

Staying Ahead of the Curve

While it might feel like an added expense to stay on top of the latest safety developments, it’s an absolute investment in your well-being. Don’t wait until the last minute to upgrade your equipment. Stay informed, plan ahead, and always prioritise safety on the track.

Whether you’re looking to comply with the latest safety standards or simply feel the need for a fresh set of gear, Tegiwa.com has you covered. We offer a massive range of top-quality race wear from leading brands like Arai, Bell, Stilo, OMP, and RRS. Upgrade your safety setup with our selection of helmets, race suits, gloves, balaclavas, and much more.

If you’d like to visualise how different sized wheels will fit on your EP3, you can use the Alloy Wheel Shop offset calculator to see the differences before you buy.

OEM Wheels

The standard alloy wheels on the EP3 Type R are relatively conservative by today’s standards, but they were well-suited to the car’s performance capabilities. The factory specification is:

• Size: 17″
• Width: 7J
• Offset: ET45
• PCD: 5×114.3
• Tyre Size: 205/45/17
• Weight: 9.1 KG (Approx)
• Center Bore / Hub Bore: 64.1mm
• Thread Size: M12 x 1.5

The EP3 uses a square setup with identical wheel specifications front and rear. While the 17×7 ET45 setup works well for daily driving and spirited road use, there’s significant room for improvement in terms of width, weight, and overall aesthetics.

Optimal Fitment Parameters

For the EP3, the sweet spot for aftermarket wheels generally falls within these parameters: 17×7.5-8.5J ET35-45

We have already pre-selected the filters from Alloy Wheel Shop but feel free to customise them to suit.

Going wider than 8.5J will likely require arch modifications or more negative camber to avoid rubbing. The lowest offset you can generally get away with for a bolt-on fitment is ET40 on a 8J wheel – lower than this and you may require your arches to be rolled or to run negative camber to avoid clearance issues.

Remember that lowering the offset effectively increases the track width – for example, moving from ET45 to ET35 has the same effect as adding a 10mm spacer to each side.

Type R Trophy and Civic Cup Specifications

For those involved in competitive motorsport or track day events, it’s worth noting the wheel specifications commonly used in the 750MC Type R Trophy and Civic Cup. These series have helped establish proven setups that work exceptionally well on track.

Rota Force – The Motorsport Choice

The Rota Force has become the go-to wheel option for Type R Trophy and Civic Cup competitors. Its popularity stems from being the perfect size that doesn’t require any additional hardware like wheel spacers, while being readily available off the shelf:

• Size: 17″
• Width: 8J
• Offset: ET35
• PCD: 5×114.3
• Recommended Tyre Size: 215/45/17
• Rubbing: None
• Colours: White, Black, Gunmetal, Bronze

This specification offers several advantages for competitive use:

• The 8J provides a slightly wider track than standard, improving stability and grip
• 215/45/17 maintains excellent tyre choice for both road and track rubber
• Arch rolling will be required to prevent rubbing
• Proven reliability in high-stress racing conditions

The Rota Force’s robust construction and affordable price point make it ideal for motorsport applications where wheels may take a beating. Many racers choose this setup as it offers race-proven performance without the premium price tag of more exotic options.

17″ Wheel Options

Sticking with 17″ wheels offers several advantages for the EP3: better ride quality, lower cost tyres, and reduced risk of wheel damage from potholes. Here are our top recommendations:

Enkei RPF1

The legendary Enkei RPF1 in 17×8 ET45 is perhaps the perfect wheel for the EP3. Weighing just 7.28kg, they’re nearly 2kg lighter than stock per corner. The RPF1’s motorsport heritage and split-spoke design complement the EP3’s aggressive styling perfectly. They are also available in ET35 but this may require some slight modification to prevent rubbing.

• Size: 17″
• Width: 8J
• Offset: ET45/ET35
• PCD: 5×114.3
• Recommended Tyre Size: 215/45/17
• Rubbing: None (arch rolling required for ET35)
• Weight: 7.28 KG
• Colours: Silver, Gold, Black, Shadow Chrome

Featured here is Olly Ross’s Civic EP3 on Enkei RPF1 wheels. Olly uses a 17×8 ET45 fitment with a 5mm front spacer to clear his Brembo calipers and a 3mm rear spacer to clear the rear trailing arm.

Please note that this colour is a custom aftermarket finish.

WedsSport TC-105X

The WedsSport TC-105X is one of our absolute favourite wheel options at Tegiwa for the EP3 Type R. This Japanese-made wheel represents the evolution of WedsSport’s flagship TC-105N model and has been developed through extensive testing in Japan’s Super GT racing series. These are also our wheel of choice on our very own Honda NSX too!

The TC-105X features 10 slim spokes and is distinguished by its featherweight construction, utilising AMF (Advanced Metal Forming) manufacturing process – a perfect compromise between casting and forging in terms of lightness and strength. Key technical features include machined cut-outs in the inner wall and spoke sides to maximise weight reduction without affecting strength, plus the distinctive “N-FRAME” spoke reinforcement that creates greater rigidity and impact dispersion.

• Size: 17″
• Width: 7.5-8.5J
• Offset: ET32-ET49
• PCD: 5×114.3
• Recommended Tyre Size: 215/45/17-235/45/17
• Rubbing: None (depending on chosen fitment)
• Weight: 6.8-7.32 KG
• Colours: Anthracite

Team Dynamics Pro Race LT

If you’re looking for a like-for-like fitment that uses the same specification as OE, the Team Dynamics Pro Race LT in 17×7 ET45 is a British-made wheel that’s got a massive motorsport pedigree. Their simple spoke design and excellent strength make them ideal for track use.

• Size: 17″
• Width: 7J
• Offset: ET45
• PCD: 5×114.3
• Recommended Tyre Size: 205/45/17
• Rubbing: None
• Weight: 7.5 KG
• Colours: Black, Gunmetal

2Forge ZF1/ZF8

What makes 2Forge wheels such a great option is that you can customise your offset all the way as low as ET10. This is perfect for anybody that is running a wide body kit or custom wings or wants to dial in their fitment to be millimetre perfect.

• Size: 17″
• Width: 7.5J/8J
• Offset: ET10-ET58
• PCD: 5×114.3
• Recommended Tyre Size: 215/45/17
• Rubbing: None (depending on chosen fitment)
• Weight: 7.5 KG
• Colours: White, Black, Gunmetal, Bronze

If you’re looking for superior strength then check out the ZF8-R. These are the forged version of the ZF8 and are available in up to a 8.5J wheel.

Going Wild – Maximum Grip Setup

For those wanting to push the boundaries and maximise grip potential, there’s always the option to go beyond conventional fitments. This approach requires serious commitment and modifications, but the results can be spectacular for high-powered builds.

Mugen MF10 – The Ultimate OEM+ Choice

If you’re looking to keep it JDM and OEM+ this is the wheel for you. The Mugen MF10 represents the pinnacle of Honda tuning heritage and is available in 17×8 ET45 fitment – the same offset as the standard EP3 wheel but an inch wider. This means you get the benefits of increased width for better handling while maintaining the exact same wheel center line position as the factory setup, requiring no modifications whatsoever. As Honda’s official tuning partner, Mugen wheels carry genuine motorsport DNA with forged construction that’s significantly lighter than standard wheels yet strong enough for serious track use. The clean, sophisticated design perfectly complements the EP3’s aesthetic and appears as if it could have come from Honda’s factory.

• Size: 17″
• Width: 8J
• Offset: ET45
• PCD: 5×114.3
• Recommended Tyre Size: 215/45/17
• Rubbing: None

If the MF10 is out of budget then consider the Mugen MC10 which is the cast version, offering the same authentic Mugen styling and perfect fitment at a more accessible price point.

Featured here is David Gornall’s Civic EP3 on Mugen MF10 wheels. David uses a 17×8 ET45 fitment with a 5mm front spacer to clear his Mugen shocks due to clearance issues. An aggressive camber setup means he runs a 2mm rear spacer to clear the rear trailing arms. He also has J’s Racing 25mm wider front wings too.

Steve’s Ultimate Grip Build

Our warehouse manager Steve has taken this approach to the extreme with his EP3 project. Having swapped the K20 for a K24 engine producing 275bhp thanks to extensive modifications, he needed a wheel and tyre setup that could put all that power down effectively.

Steve’s Front Axle Specification:

• Size: 17″
• Width: 9J
• Offset: ET25
• PCD: 5×114.3
• Tyre Size: 255/40/17 Nankang NS-2R
• Rubbing: None
• Weight: 9.22 KG
• Colours: Matte Black, Matte Grey, Bronze, Metallic Carbon with Machined Lip
• Modifications Required: Aftermarket wide front wings

The Konig Hypergram offers several advantages for this extreme application:

• Lightweight construction despite the 9J width
• Aggressive styling that suits the wider body aesthetic
• Proven strength for high-power applications
• Excellent value compared to premium alternatives

The Nankang NS-2R tyres are a popular choice among track day enthusiasts, offering near-slick levels of grip while remaining road legal. The 255 width provides a massive contact patch for transferring power to the tarmac.

Is It Worth It?

For serious track enthusiasts with high-power builds like Steve’s 275bhp K24, the investment in wider wheels and bodywork can transform the car’s ability to put power down. However, for most EP3 owners, the conventional 8-8.5J setups we’ve covered earlier will provide the perfect balance of performance and practicality.

Tyre Recommendations

17″ Tyre Sizes

• 205/45/17 – Works with 7 and 7.5J wheels, same as OEM size
• 215/45/17 – Ideal for 8J wheels, maintains the same overall diameter to stock
• 235/40/17 – For 8.5J wheels, provides maximum grip but may require arch work

Popular tyre choices for the EP3 include:

• Michelin Pilot Sport 5 – Excellent all-round performance
• Yokohama Advan Fleva V701 – High performance road tyre
• Nankang NS-2R – The perfect do it all tyre for the road and track
• Yokohama A052 – For those wanting all out performance on the track
• MRF ZTR – The control tyre in for the Type R Trophy

Spacers and Adapters

If you want to improve the EP3’s stance without changing wheels, spacers are an option:

• Eibach 10-15mm spacers
• Tegiwa 15-20mm spacers

If you have a YSR 6 pot big brake kit, which is a hugely popular upgrade for the Civic EP3, and still run the standard wheels, then you will need a 15mm front spacer to provide enough clearance.

Always use hub-centric spacers with the correct 64.1mm centre bore and ensure you use appropriate extended bolts.

Installation Tips

When fitting new wheels to your EP3:

1. Check clearances thoroughly – Test fit with full lock and suspension compression
2. Use proper torque specifications – Honda specifies 110 Nm (80 lb-ft) for wheel bolts
3. Consider alignment – New wheels may require tracking adjustment

Wheel Bolts

Upgrade to Muteki SR48 wheel bolts for better strength and appearance. These cold-forged steel bolts are lighter and stronger than OEM.

Final Recommendations

The EP3 Type R is a special car that deserves a thoughtful wheel upgrade. Whether you prioritise weight saving, aesthetics, or value, there’s an option that will transform your driving experience while maintaining the car’s exceptional character.

Remember, the best wheel is one that suits your driving style, budget, and aesthetic preferences. Take time to research and consider all options before making your decision. If you need any help choosing the perfect setup for your EP3, don’t hesitate to get in touch!

Understanding Brake Pad Compounds

The performance of a brake pad is largely determined by the compound it’s made from. Different compounds are formulated to operate within specific temperature ranges. Here’s a breakdown of the different Hawk Performance brake compounds and their ideal applications:

DTC-80

Intended for the hardest braking circuits where the most demanding brake products are required, DTC-80 is a compound engineered for use on all circle track and road racing venues where a high torque, high temperature-resilient friction material is a must. With a formulated flat coefficient of friction at high temperature levels, DTC-80 provides consistent performance corner after corner. Track tested and proven effective, this formulation offers lower wear rates and higher torque values than other competitive materials on the market today. The end results are better car control, more confident brake zone feel, and stunningly predictable performance.

• 260-926 C operating temperatures
• 315-815 C optimal temperature range
• High initial bite
• Consistent brake torque level over temperature range

DTC-70

DTC-70 was engineered with extremely high torque and highly aggressive initial bite for cars with high deceleration rates, with or without downforce. With superior release and control characteristics, it’s a winning race solution on its own or as split friction with DTC-60.

• 204-871 C operating temperatures
• 426-648 C optimal temperature range
• High performance high torque compound
• Superior rotor and pad wear
• Excellent modulation and release characteristics

DTC-60

Running with extremely high deceleration rates and increased downforce poses different challenges, so Hawk designed DTC-60. Recommended with DTC-70 when split friction between axles is desired, it has excellent modulation and release characteristics.

• 204-871 C operating temperatures
• 371-593 C optimal temperature range
• Superior release and torque control
• Very low abrasive rotor wear
• Popular choice on lightweight front axle applications, with or without ABS

DTC-50

Hawk’s DTC-50 is what racers have been asking for: a pad that can be used as a split compound for tuning, and an endurance compound that can be used at the highest levels of racing. DTC-50 was developed through extensive testing, giving racers a pad that enhances our line of Dynamic Torque Control products and bridges the temperature and brake torque range between our current DTC-30 to DTC-60 race pads. This new compound offers consistent performance across a wide range of temperatures, while providing very high torque and aggressive initial bite.

• 260-593 C operating temperatures
• 260-593 C optimal temperature range
• Aggressive initial bite
• Excellent modulation and release characteristics
• High temperature fade resistance
• Designed for high deceleration rates

DTC-30

DTC-30 is a controllable torque, multi-purpose compound, proven effective in a range of series. It delivers superior release characteristics and smooth pedal feel and initial bite for dirt and circle tracks, NASCAR modified, drag racing, trophy trucks, pro buggies, and more.

• 37-658 C operating temperatures
• 37-426 C optimal temperature range
• Consistent, smooth braking
• Good cold effectiveness

ER-1

ER-1 has been developed by Hawk Performance for the endurance racing market with a simple goal; offer a higher coefficient of friction than competing endurance pads while maintaining matched or improved lifespan. Years of testing across America’s most prestigious races has resulted in a well-rounded compound that offers ideal modulation and pedal communication, with ground breaking friction stability across a thermal range as high as 1,600°F. This consistency of performance, hour after hour, makes it ideal for not only endurance racing, but HPDE, track days, time trials and even sprint racing.

• 204-871 C operating temperatures
• 371-593 C optimal temperatures
• Superior pad & rotor wear
• Consistent medium-to-high friction
• Specific emphasis on modulation, release and pedal communication

HT-10

For linear in-braking in a medium temperature range, look no further than HT-10. It delivers smooth, controllable initial bite and consistent pedal feel. It’s no wonder Hawk’s legacy friction products have become the choice of champions.

• 148-704 C operating temperatures
• 260-595 C optimal temperature range
• Good static and dynamic coefficient
• Excellent modulation characteristics

Blue 9012

Designed as an entry level endurance compound, there’s nothing second-string about Hawk’s Blue 9012 race compound. Easier to bed in and delivering excellent pad and rotor life, Blue 9012 is a medium torque pad developed specifically for Road, Rally and Circle Track racing.

• 121-537 C operating temperatures
• 176-426 C operating temperatures

Black

Working with racers at all levels, Hawk know the challenges of getting your car to the track. Black was designed as an all purpose race compound, low cost race pad. It’s good cold effectiveness is up to the task on a wide range of tracks.

• 37-482 C operating temperatures
• 93-371 C operating temperatures

HP+

This compound utilises unique Ferro-Carbon, high-tech friction material which is developed for sport driving. This formulation offers lower wear rates and higher torque values than competitive materials.

• 37-426 C operating temperatures
• 148-315 C optimal temperature range
• Low to mid temperature range
• Fade resistant
• Smooth & predictable torque

HPS (High Performance Street)

Choosing the Right Brake Compound

The best brake compound for your car will depend on how you plan to use it. Here are some factors to consider:

• Type of driving: If you plan to take your car to the track, you’ll need a compound that can handle high temperatures without suffering fade. For daily street driving, a more moderate compound that doesn’t need to handle high temperatures is appropriate.

• Driving style: If you drive aggressively straight from the word go, you’ll need a compound that can provide good stopping power and fade resistance from cold. If you can take time to warm up the pads then a compound like DTC-80 might work best.

Additional Considerations

It’s important to note that Hawk Performance brake pads are not compatible with carbon ceramic rotors. They are designed to work with iron/metal rotors.

By understanding the different Hawk Performance brake compounds and considering your specific needs, you can choose the right pad to optimise the braking performance of your car. Get yours now at Tegiwa.com!

1. Lower It (Springs or Coilovers)

Let’s start with the basics: lowering your car. Not only will lowering your ride give a more aggressive look, but it will also significantly improve handling as you lower the centre of gravity. But how do you go about it?

There are two primary methods: lowering springs and coilovers. Lowering springs are the more budget-friendly option, providing a fixed drop. You could go for a set of Eibach Pro-Kit or Sportline springs, H&R’s or if you’ve got a Honda, Skunk2 Racing offer various options.

However, for those seeking ultimate control and adjustability, coilovers are the way to go. They offer adjustable ride height and in most cases adjustable damping too, allowing you to fine-tune your car’s handling to perfection. If you’re looking at an entry level coilover then check out the Tein range. For a do-it-all coilover, then check out the Yellow Speed Racing range. For a high end setup with maximum adjustability then check out Nitron or Ohlins!

You can find an extensive range of high-quality coilovers over at our sister website, Coilovers.co.uk. To find out more about coilovers and how they can benefit your ride, check out our dedicated coilovers buying guide.

2. Bring the Noise (Exhaust Upgrades)

Your car’s exhaust system is more than just a pipe. It’s a vital component that affects both performance and sound. Upgrading to a performance exhaust can deliver increased horsepower and torque, while also giving your car a throatier, more aggressive sound. For a more in-depth look at choosing an exhaust system and the components that go into it, you can read our dedicated performance exhaust blog, here.

At Milltekexhaustshop.com, powered by Tegiwa, you’ll find a wide selection of exhaust systems to suit every taste and budget.

3. Breathe Easy (Intake and Induction Kits)

We’ve sorted the rear end with a new exhaust, so let’s turn our attention to the front of the car. An intake or induction kit can significantly boost your engine’s power and responsiveness by providing it with a cooler, denser air supply. We’ve conducted extensive testing on various intake systems, and the results are clear: they’re one of the most effective ways to increase horsepower for your money!

If you’re not looking to spend a lot on upgrading your intake, then it’s worth upgrading the air filter in your air box. K&N offer a huge range of panel filters which are easily serviceable too.

If your budget allows, then you can consider an intake system that will replace the restrictive OEM system from the likes of Airtec, MST, or PRL Motorsports. Stretch a little further and you’re likely going to end up with a premium carbon fibre intake from Eventuri, Infinity Design or GruppeM!

4. Stopping Power (Brake Upgrades)

With increased power comes the need for increased stopping power. Before you start tuning your engine, make sure your brakes can handle the extra performance. Upgraded brake pads, discs, and braided lines can dramatically improve braking feel and stopping distance.

If you need to upgrade the brakes for track or racing, then there are plenty of options for big brake kits at Tegiwa.com from the likes of YSR and EBC.

Don’t forget to flush your brake fluid and opt for an upgraded option from Motul or PBS for optimal performance. By doing this you will eliminate the threat of boiling your standard fluid and losing the brake pedal!

5. And Finally Alloy Wheels…

Alloy wheels offer more than just cosmetic appeal. They can significantly reduce unsprung weight which will improve handling as well as acceleration. Plus, wider wheels can accommodate larger tires, providing increased grip. In some cases you may even choose to go up or down in diameter depending on your end goal.

For a huge range of over 30,000 alloy wheels, visit Alloy Wheel Shop.com

Remember: While these modifications are a great starting point, it’s essential to consider your car’s specific needs and driving style. Always consult with a qualified mechanic before making any significant changes to your vehicle.

In the realm of automotive performance, the exhaust system plays a pivotal role in optimising engine performance and enhancing the overall driving experience. While the stock exhaust system serves its purpose in efficiently removing exhaust gases, a performance exhaust system takes things a step further, delivering noticeable gains in power, sound, and weight reduction.

Here at Tegiwa, we’ve been manufacturing our own exhausts for performance Honda’s for many years so performance exhausts are something that we know a lot about. We’ve also helped a countless amount of customers upgrade their exhaust too, supplying many of the industries leading exhaust brands such as Milltek Sport, Akrapovic and HKS. With that being said, we’ve learned one thing first hand and that’s how tricky it can be to choose the right system, especially where there’s so many technical terms. We’re hoping that we can guide you along in the right direction by answering some of the common questions in this blog.

What are the benefits of installing a performance exhaust system?

Sound

If you’re new to the tuning scene, then you might be wondering what benefits there might be from upgrading the exhaust system. Let’s start with the most obvious reason. Sound. Whilst the stock exhaust has to meet certain requirements from the manufacturer, a performance exhaust doesn’t. It has been designed by each manufacturer to produce a desired sound and tone without worrying too much about regulations. So, if you want a sportier or more aggressive tone from your car, then replacing the exhaust is the first port of call.

Performance

You’ll also benefit from increased performance too. This is because a performance exhaust has been designed to flow exhaust gases quicker and more efficiently. The quicker you can get rid of gasses from the engine, means the quicker you can get fresh air in, and therefore more bhp. Exhaust manufacturers have many different ways of speeding up this procedure, from increasing pipe diameter to the layout of the exhaust itself. We’ll delve into this more technical side, later on in the blog.

Weight Reduction

You’d be surprised as to how much the stock exhaust system on your car actually weighs. Swapping this out for an aftermarket exhaust system is sure to save you a decent chunk of weight. This is usually because it loses some of the resonators (more on these later), or is constructed from a lighter, hard-wearing material such as stainless steel or titanium. For example, the Akrapovic Race Line Exhaust System for the Toyota GR Yaris offers a huge weight saving of 7.8kg over the stock part!

What are the different types of exhaust systems?

Essentially, when you’re upgrading to an aftermarket exhaust system, you’re simply choosing how much and where you’re replacing parts of the standard system. In this next part of the blog, we’ll explore the various parts that can be replaced and what difference they make.

Cat-Back, OPF-Back exhausts and GPF-Back exhausts

A cat-back exhaust is the most common upgrade that we see when people are replacing their exhaust system. This part of the exhaust starts from the end of the catalytic converter right the way back to the end of the exhaust. Usually, it consists of a resonator, a back box, tail pipes and all supporting pipe work.

You might have heard of these two exhaust parts being referred to as different things (an OPF-back (Otto Partikelfilter) or GPF-back exhaust (Gasoline Particle Filter)), but they are in fact the same thing. These are a much more recent phenomenon as car manufacturers have installed additional hardware on the exhaust to reduce emissions. A GPF-back exhaust will start from the end of the GPF and runs all the way back to the tail pipe, just like a cat-back.

How do you know if your car has a GPF?

As a simple rule of thumb, if your vehicle was produced after September 2018 and has a direct injection engine, then you’ll most likely find that a GPF is equipped to your exhaust.

Downpipes

The down pipe is the piece of exhaust that connects the turbo to the rest of the exhaust system, usually connecting to the cat-back exhaust. These can be installed on their own or after a cat-back exhaust if you’re wanting to unlock more power. Often, if you’re just installing a down pipe, you’ll find that you’ll be increasing the pipe diameter from the turbo but it’ll then flow into the narrower stock exhaust.

Sports Cat, Race Cat or Decat?

Usually when you replace the down pipe, you’ll be replacing the OEM catalytic converter too. There are a number of options to choose from here. You can choose a performance catalytic converter, known as a sports cat or race cat which will usually pass a UK MOT. You can also choose a decat, which means that you remove the catalytic converter completely. This is the most beneficial for performance, however, installing a decat will deem your car illegal for the road in the UK and you won’t pass a MOT. To unlock the full benefit of installing an aftermarket downpipe, we’d recommend a remap as that will tell the ECU that it’s got a better flowing exhaust to flow through.

Turbo-back

This type of exhaust system is only applicable to those with a turbocharged car. This will completely replace the stock exhaust system on your car from the turbo, right down to the tail pipes. Completely changing the exhaust means you can usually choose a range of different options from resonators, to catalytic converter options. Commonly, this will also increase the diameter of the exhaust pipework by up to 1″ to allow for increased exhaust gas flow.

Manifold

The exhaust manifold (or header if you’re American), is the part of the system which connects from the engine to the start of the exhaust system. There are different configurations which explain how the pipework collects, for example, a 4-2-1 manifold goes from four pieces of pipe, to two pieces and eventually gathers as one piece at the end.

Back Box

The back box is pretty straight forward. It’s the large silencer located at the end of the exhaust system, usually with the tail pipes connected to it. Often you’d change the exhaust from the cat-back, but in some cases you can just change the back box. This won’t really make a difference in terms of performance, but it may provide a better exhaust note.

Jargon Buster

Hopefully you’re now a little bit wiser as to what range of exhausts are available. However, there are still a number of words that we’ve used that might have left you scratching your head. Read on, and we’ll aim to solve these questions!

Resonated or Non-resonated?

A resonator is essentially a silencer. Usually your car will leave the factory from standard with at least one resonator as well as a fairly hefty back box too. These resonators are designed to cut out certain sound frequencies to prevent the exhaust from droning and making too much noise. A non-resonated system means there is no silencer, therefore, it’ll make more noise. This is definitely something to think about when choosing an exhaust system as a non-resonated system may be too much for a daily driver, whereas, if you only use your car at the weekend, then you might want all the drama that a non-resonated system can offer.

Pipe Diameter

Aftermarket exhausts usually benefit from a larger pipe diameter than standard, usually a performance exhaust is 3″ but can vary dependent on vehicle and exhaust manufacturer. Generally, if you have a turbocharged car, then you’ll want a bigger pipe diameter to expel gases quicker. However, if you’re car is naturally aspirated, bigger isn’t always better.

Catalytic Converter

A catalytic converter is the part of exhaust that helps to reduce your cars emissions by changing harmful substances that your engine produces into less harmful gases by means of a chemical reaction. To be compliant with UK law, your car must retain its catalytic converter. A de-cat pipe is designed specifically for track and race use only.

Slip-fit system

A slip-fit exhaust describes a system that simply slips together using a range of exhaust clamps and fixings. Some of the most popular slip-fit companies include Milltek Sport, Scorpion and Cobra Sport.

Flanged system

A flanged exhaust system is where each piece of the exhaust pipework is joined by a flange. They are connected with either a 2, 3 or 4 bolts and a gasket in between. Generally most Japanese exhaust brands like HKS, Invidia and Fujitsubo use this type of system.

Valves

In some cases, a car may leave the factory with electronically controlled exhaust valves that can open and close from the switch of a button. These are great for controlling the tone and volume of your exhaust.

What exhaust brands are available at Tegiwa?

Over the years we’ve built up quite the collection of exhaust brands on our website which we’re extremely proud of! If there’s a particular brand of exhaust that you’d like and you can’t see it on our website, then please don’t hesitate to drop us a message as we’d be more than happy to try and supply it for you.

Milltek Sport

Of course we had to kick this list off with Milltek Sport, especially seeing as we have our very own website featuring the entire Milltek exhaust catalogue! Milltek cater for pretty much every performance vehicle ever made and are always expanding their range. Check out their awesome range of exhausts, here.

Tegiwa

As we previously mentioned, we’ve been manufacturing our own exhausts for years! Our Civic EP3 and FN2 exhausts are still as popular now, as they were when we first released them. We have a range of manifolds and cat-backs available for a range of performance Honda’s.

HKS

Originating in Japan, HKS are synonymous with the JDM tuning scene. We have a range of HKS exhaust options including applications for various Civic Type R’s, S2000’s and GTR’s. In fact, the HKS Super Turbo Muffler was our favourite cat-back exhaust that we tested during our GR Yaris exhaust test!

Remus

Looking for an exhaust with bite? Look no further than Remus! Remus exhausts are infamous for providing aggressive exhaust sound tracks with fantastic build quality. You’d normally associate Remus with VAG or BMW, but they have a collection that suits near enough everyone.

Kakimoto

Another Japanese exhaust manufacturing brand, Kakimoto Racing, provide a great range of exhausts for the Honda brand. Kakimoto have a great heritage in racing and this is certainly something that has been passed down to their road applications.

Cobra Sport

Manufactured right here in the UK, Cobra Sport offer a huge range of exhausts for a wide range of vehicles. If you’re looking to get the loudest sound from your exhaust then you’ll definitely want to check out their range of Venom exhausts!

Scorpion

We’re pleased to supply the Scorpion range of exhausts, which are also manufactured in the UK. From day one, Scorpion’s focus has been on production based motorsport as this gives their engineers the ability to transfer their race proven technologies with their road going customers.

Akrapovic

When it comes to the most premium of exhaust systems, then Akrapovic have to take that title. Their catalogue boasts some incredible applications for some of the worlds mightiest of supercars. Their exhausts sound phenomenal and are crafted from some of the lightest materials such as titanium and carbon fibre!

Fujitsubo

Through its endless research and development in its ISO certified manufacturing facility, all Fujitsubo exhausts are engineered with the highest quality control and are thoroughly tested to ensure optimum performance while keeping a reasonable sound level. We can supply options for Honda’s as well as the GR Yaris too.

Martelius

Martelius Exhausts is a specialist exhaust company from Finland who manufacture performance exhaust manifolds, specialty exhaust systems, tube forming and exhaust silencing technology with more than 30 years experience. Martelius carry out all exhaust solutions optimised for their specific end use purpose, be it motorsport or tuned street vehicles.

Revel

Revel are an exhaust company from the USA who make the Medallion Touring-S exhaust. This system offers an extremely clean, deep, low tone that is pleasant and aggressive at all RPM ranges. These exhausts are constructed from SUS304 stainless-steel, are fully hand TIG welded and feature a straight through muffler design that gives better flow for increased power and allows for a lighter weight system.

Invidia

Invidia are a well-respected Japanese brand that provide top quality exhausts. If you’re looking to bring more noise to your vehicle then the G200, Q300 and N1 exhaust systems are some of the most popular exhaust systems utilised on modified Japanese vehicles today!

J’S Racing

When it comes to the ultimate JDM performance exhaust for a Honda then it’s hard to look past J’S Racing. Their range of titanium exhausts aren’t cheap, but they’re super light and sound absolutely awesome!

When we took delivery of our Honda Civic Type R FL5 way back in January, we were told that only 140 units would make there way to UK shores in 2023. However, that has proved not to be true, with owners still taking delivery of their FL5s everyday.

With more and more of the 11th generation Civic on the road, naturally, enthusiasts are keen to put their stamp on them to make it their own. So, it’s about time that we wrote a modification guide on the most powerful Civic Type R ever produced! In this comprehensive guide, we’ll delve deep into the world of FL5 modifications, unlocking the secrets to enhancing its aesthetics, power, and handling, while preserving the core values that make it such a beloved vehicle.

For those of you that are reading this with a view to purchase a FL5, then it’s worth reading on, as we’ve already listed the Genuine Honda extras from the UKDM, USDM and JDM markets on our website. Which means that if you’re specifically waiting for a car with a certain extra, then don’t worry, as you can purchase from us and then retrofit it yourself!

If you’re pushing your FL5 to its limits on track, then you’ll be wanting to upgrade the brakes. We have various different Motul Brake Fluids available, which will eliminate boiling the OEM fluid.

Whilst you’re upgrading the brake fluid it’s worth swapping out your OEM brake lines to an aftermarket solution. This will remove the ‘spongy’ feeling from the brake pedal, and make braking feel smoother and stronger. We have options available from both EBC and Spoon Sports.

PBS ProRace pads are made by racing drivers for racing drivers, working at high temperature with excellent pedal feel , consistent braking with low dust and great rotor life. These are one of  the best bang for buck pads on the market giving great consistency, longevity and bite at both hot and cold temperatures.

We also have a couple of options available from Ferodo. The DS2500 are our pad of choice for everyday/fast road use, as they aren’t too aggressive and don’t produce too much dust either. If you’re thinking of using your car on track then it’s worth going for the DS3000 instead.

For those of you that want a bit more ‘bite’ out of the brakes, then it’s worth upgrading your brake pads to something more suitable. RP-1 and RP-X (race and track) brake pads will offer a lot more performance.

A brake pad that we recommend and use on most of our race cars, is the Pagid RSL29. The RSL29 features very good modulation and release characteristics, making it ideal for club racing and track days.

If you want to keep it JDM, then Spoon Sports offer uprated brake pads too.

To keep your brakes cool on track, it’s worth considering a set of EBC Titanium Front Brake Pad Shims. These neat components reduce heat transfer through the pads to the caliper by around 90°F!

A relatively simple upgrade that will also change the way your FL5 sounds, is to install an aftermarket intake. There is a range of intakes already available with more being released very soon (including Eventuri)!

We’ve already tested the Ramair Proram Induction Kit on our FL5 and was very impressed with the performance that it had to offer, especially for the price. Being an open intake, the sound is also great too!

Pipercross offer a Panel Air Filter and Induction System Kit for the FL5. The panel filter is a great upgrade, especially when it’s time for a service. The Induction System Kit replaces the OEM airbox, and Pipercross claim that they have seen gains of 10bhp.

If you want to keep things JDM, then you’ll want to consider the GruppeM Carbon Intake. This kit is designed to draw in the maximum volume of ambient air whilst maintaining filtration reliability. It’ll also look fantastic once you’ve popped the bonnet too!

We’ll soon be conducting our very own intake test for the FL5, similar to the GR Yaris one that we carried out. We’ll then be able to see for ourselves what gains each kit offers. Stay tuned as we’ll be carrying this test out before the end of 2023!

If you want to unlock some noise from your FL5, then you’ll want to upgrade the exhaust. Our Type R was actually used as the development car for Milltek Sport. We ended up with the Milltek Sport Non-Resonated Catback with Cerakote Black Tips. Check out the video of this, below.

Cobra Sport are another exhaust option to consider. They have a range of options available, including a Valved Front Flex-Back, Valved Cat/GPF Back and a Full Valved Turbo Back System. Cobra also offer a Sports Cat and Decat Downpipe if you want to unlock even more power!

We also have two iterations of the Kakimoto exhaust listed too. The Class KR exhaust keeps the OEM styling with 3 tips and is aimed at road users. The GT1.0Z Exhaust is perfect for those who want to squeeze all the performance out of their FL5, as not only will it offer better performance, the muffler weighs just 7.4kg; half the weight of the OEM muffler!

First and foremost, it’s important to talk about regular servicing of your FL5 engine. Ideally, you’ll want to change the engine oil and filter before a track day to ensure that the engine runs as it should. We recommend sticking with a Genuine Honda Oil Filter, so you can expect a perfect fit and performance.

When it comes to engine oil, depending on what you’re using the car for, you can stick with the Genuine Honda 0w-20 Engine Oil, or opt for an aftermarket option from the likes of Motul.

If you’re planning on getting your FL5 remapped at some point, then it’s worth considering an uprated BOV. The Turbosmart Kompact Supersonic BOV is an ideal solution to replace the factory plastic unit, and is capable of handling higher levels of boost. It’s constructed of billet aerospace grade aluminium with high temperature seals and is a direct fit upgrade.

For those that want to send their FL5 to the moon, then you’ll likely be considering some more major modifications. Skunk2 Racing have released their Ultra Stage 1 & 2 camshafts. Their Stage 1 cams, are a true drop-in cam that is compatible with stock valve springs and retains stock idling characteristics. You can expect to see gains of around 25-40bhp throughout the power band with these.

Looking for a more serious cam? Skunk2’s Stage 2 camshafts unleashes the full potential of the K20C1. Expect to see gains of around 40-60bhp with these! The valve train will need upgrading with these, but Skunk2 have you covered with their Ultra Valve Spring and Spring Base Kit. We would recommend getting a tune from a reputable tuner when upgrading cams.

There isn’t too many options available yet when it comes to upgrading the suspension of the FL5. We know that the Yellow Speed Racing coilovers from the FK8 will also fit onto the FL5. Their Dynamic Pro Sport kit are perfect for both the road and occasional track and offer excellent value for money too! It’s worth considering purchasing the EDC Cancellation Kit too which prevent any error codes or light from the electronic dampening control system.

Nitron have also produced coilovers for the FL5. They have three different options available; RoadSport, NTR R1 and NTR R3.

If you don’t want to go down the coilover route, there are a couple of options for lowering springs. The first of which are Spoon Sports Progressive 20mm Springs. We plan on installing these to our car in the very near future.

Renowned manufacturers of lowering springs, Eibach, have a couple of options too, with kits for USDM and UK cars respectively. With the UK kit, you can expect to see a drop of 15mm at the front and 10mm at the rear. The US kit will see the car lowered by 15mm at the front and 20mm at the rear.

The Civic FL5 boasts an awesome interior as standard, however, we offer a huge range of upgrades to make it even better! Honda have a range of accessories, which are available from various different markets of the world, however, we have listed them all on our website.

Some of the accessories that will stand out the most are the carbon panels and trims. These definitely improve the cabin aesthetic and feature a lovely red weave in the carbon too!

We also upgraded our gear knob, opting for the JDM Red Leather Shift Knob, rather than the OEM metal unit.

A fairly costly, but iconic upgrade are the JDM Red Floor Mats. These are a cut above the rest in terms of quality of material and plushness and are likely to hold their value for years to come.

You can check out all the Genuine Honda extras that we went for in our latest YouTube video!

We offer a range of styling parts, including everything from Genuine Honda to Mugen. One of the options we have gone for on our FL5 is the Genuine Honda Carbon Wing. This really helps to make the rear of the car a lot more aggressive, as well as being lighter than original spoiler too.

If you really want to make a statement, then check out the range of carbon parts that APR Performance have to offer. They have a full Aerodynamic pack consisting of a Front Splitter, Rear Bumper Spats and Side Skirts. They also offer Canards, a Radiator Cooling Plate and a GT-250 and GTC-300 Adjustable Rear Wing too.

We’ll soon be listing the Maxton Designs catalogue for the FL5, so make sure you watch this space to see when they become available.

Whilst aftermarket wheels can be chosen based on their appearance, there’s also the advantage of them being lighter than the OEM counterparts (in most cases). We’ve written a separate blog specifically on FL5 Wheel Fitment, which you can check out below.

Honda Civic Type R FL5 – Wheel Fitment Guide

Our FL5 has benefitted from a couple of sets of aftermarket wheels so far. The first set we tried were Motegi MR145’s. These were 18″ x 9J ET45 in Satin Black with Yokohama AD09 265/35/19 semi-slick tyres.

We’ve recently just swapped these out for some TSW Imatra’s. These are 18″ x 9.5J ET38 and are also finished in Satin Black with the same tyres as before. We finished this setup by utilising a set of Mugen Black M14 x 1.5 Wheel Nuts.

If you’d like to learn more about modifying your Civic FL5 or need any advice, then please get in contact with us and we’d be more than happy to help!

If you’re a performance car enthusiast or even just a regular driver that enjoys seeing cars as low to the ground as possible, then you’ve probably heard of coilovers. Coilovers are a popular upgrade among many tuners because they offer superior handling, adjustability and improved performance over the stock suspension. YSR, Yellow Speed Racing, are a leading manufacturer of high-performance coilovers, synonymous in the Honda world, race proven and the first port of call for us at Tegiwa too! In this blog, we’ll guide you through the process of selecting the perfect set of Yellow Speed Racing coilovers to suit your driving style, vehicle type and budget.

Understanding Coilovers:

Before we delve into the selection process, it’s essential to understand what coilovers are and how they differ from conventional springs and dampers. Unlike regular springs and shocks, coilovers combine both components into a single unit (depending on vehicle), which allows for independent height and damping adjustment. This adjustability plays a crucial role in tailoring the suspension setup to your specific needs.

Identify Your Goals:

The first step in choosing the right coilovers is to identify your goals. Are you looking for coilovers for your race car or do you just want to get as low as possible? It’s crucial to understand that coilovers designed for track performance might sacrifice some comfort, while those optimised for street use might not handle aggressive driving too well.

Adjustability Options:

One of the strengths of YSR coilovers lies in their extensive adjustability features, with all their coilovers having 33-way damping adjustment settings. Depending on the specific model, YSR coilovers offer adjustable ride height, damping force (bump) and rebound settings (including high and low speed compression). Advanced adjustability allows you to fine-tune your suspension to suit your driving preferences and road conditions.

Budget and Value:

While YSR coilovers are recognised for their top-tier quality and performance, they are available at various price points. It’s essential to determine a budget that aligns with your requirements and the value you seek from your suspension upgrade. YSR offers a range of coilovers designed to fit different budgets, ensuring there’s an option for every driver.

The most popular option is the YSR Dynamic Pro Sport coilover. These are designed and developed for all motoring enthusiasts that want excellent handling without sacrificing comfort. This suspension system features 33-way adjustable dampening settings and full-length height adjustment to meet every driver’s handling desires.

Pillow ball mounts and adjustable camber plates are included for front and rear on some kits to increase steering response, while aluminium upper mounts with hardened rubber bushings are used on some applications. This suspension system is ideal for daily driving and occasional track use and is the best all-rounder.

Ideal for:

• General day-to-day driving
• Light track use
• Time Attack

YSR Premium Competition coilovers are designed and developed for use in motorsport. Through years of competition and testing, Yellow Speed Racing have made uncountable improvements in setup to provide the most durable and competitive damper. Spring rates and shock valving are made for competition to make the vehicle more controlled and balanced.

This suspension system features 33-way dampening adjustment and full-length adjustment to accommodate every driver’s needs. Where possible on certain applications, the lower mounts are manufactured from lightweight alloy aluminium to reduce unsprung weight. The pillow ball top mounts are used on McPherson struts for maximum handling and performance. Many of these systems are available with inverted struts which offer superior strength.

Ideal for:

• Racing Only

Used in:

• Mandatory coilover system of the Type R Trophy
• FNduro (Club Enduro)
• Front running Civic Cup cars
• BMW Car Club Racing Championship

YSR Club Performance coilovers are ideal for drivers that want excellent handling on occasional track days, club racing or less aggressive road competition. They are available in both 2-way and 3-way applications. These coilovers feature a desirable adjustable damping setup for daily driving too without sacrificing ride quality and comfort. An external reservoir allows you to adjust the rebound and compression damping separately. It also allows for increased oil capacity to dissipate heat superiorly, which enables you to operate this product for long period and improves performance & handling.

The 3-way system offers independent low-speed and high-speed compression damping adjustment, featuring 50 clicks of high-speed compression, 24 clicks of low-speed compression and 33 clicks of rebound damping adjustment. Drivers can fine tune the shocks to their desired dampening rates for different road conditions.

Ideal for:

• Track Days & Daily Driving

This series represents the pinnacle of Yellow Speed Racing’s coilover offerings. Designed with professional racing in mind, these coilovers have been built after years of development, engineering, and testing in the real world.

The coilovers in this series allow for a high degree of customisation with numerous settings for rebound, compression, and ride height adjustment, allowing you to fine tune for any track. These are available in 2-way and 3-way applications, with the latter option allowing independent low-speed and high-speed compression damping, separate rebound adjustment, and full-length ride height adjustment too.

• 50 clicks of high-speed compression
• 24 clicks of low-speed compression
• 33 clocks of rebound damping adjustment

Ideal for:

• Racing Only

Used in:

• M3 Cup
• Club Enduro

This series offers the unique ability to handle the high demands of drifting. The Drift Racing coilovers feature a robust construction to withstand the rigours of drifting and provide the driver with precise control and an array of adjustment over the vehicle’s suspension dynamics. There are many elite drifters using Yellow Speed Racing coilovers including Forrest Wang, Karolina Pilarczyk, Pauly C & Andy Frost.

Ideal for:

• Drifting

Used in:

• Formula D
• Drift Pro Championship

1-way Adjustment

In a 1-way adjustable coilover system, you can adjust the damping force in one direction, which is often referred to as “rebound damping.” Rebound damping controls how quickly the shock absorber extends after compressing, affecting the rate at which the suspension rebounds after encountering a bump or dip in the road. Adjusting rebound damping can have an impact on ride comfort, handling characteristics, and overall vehicle performance.

Softer Suspension (Reduced Stiffness):

1. Improved Ride Comfort: Softening the suspension will make the ride more comfortable, especially on rough or uneven roads. The suspension will absorb and dissipate energy from bumps and imperfections in the road surface, resulting in a smoother ride.
2. Increased Body Roll: A softer suspension setup can lead to increased body roll during cornering. This means that the vehicle may lean more when turning, which can affect its stability and handling.
3. Reduced Tire Grip: Excessive softness can cause the tires to lose contact with the road surface more easily during hard cornering, reducing traction and potentially compromising safety.
4. Extended Braking Distances: Softer suspension settings can lead to increased weight transfer to the front wheels during braking, potentially extending braking distances.
5. More Comfortable for Daily Driving: Softer settings are often preferred for daily driving and commuting, as they provide a smoother and less jarring ride.

Stiffer Suspension (Increased Stiffness):

1. Enhanced Handling: Stiffening the suspension can improve the vehicle’s handling characteristics. It reduces body roll during cornering, allowing for more precise and responsive steering.
2. Improved Traction: A stiffer suspension setup can help keep the tires firmly planted on the road during aggressive cornering, which enhances traction and grip.
3. Reduced Dive and Squat: Stiffening the suspension can reduce front-end dive during braking and rear-end squat during acceleration, contributing to a more balanced and controlled driving experience.
4. Firmer Ride: A stiffer suspension will transmit more of the road’s imperfections and bumps to the occupants, resulting in a firmer and potentially less comfortable ride, especially on rough roads.
5. Better for High-Performance Driving: Stiffer settings are often preferred for track days, autocross, or spirited driving, as they provide better control and stability at high speeds and during aggressive manoeuvres.

Many enthusiasts fine-tune their coilover suspension systems to strike a balance between ride comfort and performance, adjusting them based on specific driving situations or track conditions.

High Speed Compression

When talking about suspension systems and coilovers, high-speed compression refers to the suspension’s ability to absorb impacts from larger, faster bumps or irregularities on the road or track. This should not be confused with the speed at which the vehicle is moving; rather, it pertains to the speed of the suspension movement itself.

In a coilover setup, the high-speed compression is usually controlled through an adjustable damping force mechanism, which is orchestrated through a series of valves within the shock absorber. The purpose of adjusting the high-speed compression is to fine-tune how the suspension responds to rapid bumps or compressions, essentially dictating how the vehicle handles impacts such as potholes, sharp edges, and larger track irregularities.

Effects on the Car

1. Improved Ride Quality: Adjusting the high-speed compression to a softer setting can help in soaking up high-speed bumps, providing a smoother ride as it allows the suspension to compress more easily.
2. Enhanced Stability: A properly adjusted high-speed compression can maintain vehicle stability, especially during high-speed cornering, as it prevents excessive weight transfer and keeps the tire in better contact with the road or track surface.
3. Superior Control: By increasing the high-speed compression damping force, drivers can gain more control over their vehicle as it prevents the suspension from bottoming out during high-speed impacts, which can be critical during racing or spirited driving.
4. Reduced Suspension Wear: A balanced high-speed compression setting can help in reducing the wear and tear on the suspension components as it prevents the suspension from compressing too rapidly, which can cause damage over time.
5. Better Handling Over Rough Surfaces: When driving over rough or uneven surfaces, a vehicle equipped with adjustable high-speed compression can be tuned to maintain better contact with the ground, improving traction and handling.

Adjustment

Increased High-Speed Compression (Stiffer Setting): This makes the suspension less likely to compress on encountering fast bumps, which can help in reducing body roll and maintaining tire contact patch, but at the expense of ride comfort.

Decreased High-Speed Compression (Softer Setting): This allows the suspension to absorb larger bumps more readily, offering a smoother ride but possibly making the car feel less responsive or “floaty” at high speeds.

Low Speed Compression

Low-speed compression in the context of coilovers refers to the damping performance or the response of the suspension system during slower suspension movements. This typically includes scenarios such as gradual weight transfer during braking, accelerating, or cornering, and mild undulations on the road. The term “low-speed” here refers to the velocity of the shock absorbers piston movement, not the vehicle’s speed.

Effects on the Car

1. Improved Cornering Stability: Adjusting the low-speed compression can help in minimising body roll during cornering, resulting in a more stable and controlled manoeuvre.
2. Braking and Acceleration Stability: By fine-tuning the low-speed compression, one can achieve better stability during braking and acceleration, reducing the tendencies of the nose to dive (during braking) or squat (during acceleration).
3. Enhanced Ride Comfort: A softer low-speed compression setting can enhance ride comfort during slow speed manoeuvres by allowing for a smoother and more compliant suspension movement.
4. Vibration Reduction: Adjusting the low-speed compression can help in minimising the vibrations and harshness felt in the cabin, especially when driving over rough or uneven surfaces at slow speeds.
5. Optimised Tire Contact: Proper low-speed compression settings ensure that the tires maintain optimal contact with the road, which is vital for traction and handling

Adjustment

Increasing Low-Speed Compression (Stiffer Setting): This will make the vehicle more resistant to body roll and weight transfer during slow maneuvers but might make the ride feel a bit harsher, especially over bumps and undulations.

Decreasing Low-Speed Compression (Softer Setting): This setting will allow for a smoother and more compliant ride at slow speeds but might make the vehicle feel less agile and responsive during dynamic driving conditions.

Rebound

Rebound in the context of coilovers refers to the rate at which the suspension returns to its original position after being compressed due to an impact or force, such as hitting a bump or going through a dip in the road. It is the opposite phase of compression, where the suspension is being compressed. Adjusting the rebound settings on coilovers can have several effects on a vehicle’s performance and comfort.

Effects on the Car

1. Improved Cornering: Adjusting rebound settings can enhance cornering performance. A stiffer rebound setting helps in reducing body roll, thus allowing the vehicle to maintain a more level stance during cornering.
2. Braking Efficiency: Proper rebound settings can enhance braking efficiency by minimising the forward pitch of the vehicle, helping to maintain more consistent contact between the tires and the road.
3. Comfort and Smoothness: Softer rebound settings can offer a more comfortable ride by allowing the suspension to return to its original state more smoothly, reducing the harshness experienced over bumps.
4. Harshness Reduction: Proper rebound settings can also help in reducing the amount of shock and vibration transmitted to the vehicle’s chassis, thereby reducing the harshness felt inside the cabin.
5. Tire Contact Patch: Adjusting the rebound settings can influence the tire contact patch with the road, which is vital for maintaining grip and stability, especially during dynamic driving conditions.

Adjustment

Increasing Rebound Damping (Stiffer Setting): This makes the suspension return more slowly to its original position, which can help in reducing body oscillations but might make the ride feel more rigid and less compliant.

Decreasing Rebound Damping (Softer Setting): This allows the suspension to return more quickly to its original position, offering a smoother and more comfortable ride but can potentially lead to a less stable and controlled handling, particularly at higher speeds.