Like many automotive enthusiasts, my fascination with cars ignited in my early years. Iconic vehicles such as the 1960s Batmobile and the Mach 5 from the Speed Racer series captivated my imagination. As I grew older and dreamt of owning incredible machines, reality hit – affording them was a different story. Coming from a modest background meant financial independence from a young age, juggling school and two jobs. My budget was tight, prioritizing education, food, my girlfriend, and crucially, my car.
Despite financial constraints, my passion for cars fueled my journey. Over time, I gradually upgraded my rides. To date, I’ve owned 43 cars, not counting company vehicles. This list chronicles my personal automotive evolution:
- 1981 Isuzu I-Mark sedan
- 1973 Mercury Capri V6
- 1970 260Z widebody
- 1973 240Z
- 1974 260Z
- 1967 Chevelle 396
- 1981 Honda Accord hatchback
- 1978 Fiat Spyder
- 1976 Audi Fox
- 1976 Mercury Capri V6
- 1972 Datsun 510 2 door
- 1971 Datsun 510 4 door
- 1970 Chevy Camaro
- 1976 Firebird 400
- 1967 Firebird
- 1972 Datsun pickup (with Chevy V8)
- 1975 Datsun 280Z V8 swap
- 1998 Nissan Nissan Pulsar NX
- 1990 Nissan Maxima
- 1993 Mustang GT
- 1996 Impala SS
- 1997 Nissan Maxima
- 1998 Nissan Maxima SE
- 1994 Toyota Supra
- 1999 Nissan R34 GT-R V-Spec
- 1998 Lexus G400
- 2001 Lexus IS300
- 1998 Lamborghini Diablo Monterey
- 2002 BMW M3
- 2001 Lamborghini Diablo 6.0
- 2004 Mercedes CLK55
- 1998 Toyota Supra
- 2005 Mercedes CL500
- 2003 Lexus GS430
- 2006 Mercedes SL600
- 2007 Audi RS4
- 2008 BMW 750Li
- 2009 BMW 335
- 1998 Nissan 240SX
- 2014 Lexus GS350
- 2014 Lexus CT200h
- 2015 Nissan GT-R
- 2017 Audi S3
Looking at the list, a clear affinity for Japanese cars emerges early on. Some of my initial choices were admittedly far from perfect. For several years, I was fixated on the Datsun Z, perpetually searching for the ideal model. My automotive journey began with a hand-me-down, a 1981 Isuzu I-Mark sedan. If you’re unfamiliar with this model, you’re not alone. Despite its humble origins, I poured resources into a Porsche red paint job, a prominent rear wing, and any engine modifications imaginable for such a car. Despite producing perhaps 90 horsepower at the wheels, youthful optimism convinced me it was incredibly fast. Reality soon intervened. Realizing that the money spent on this less-than-stellar car – around $4,000 then, equivalent to roughly $13,000 today – could have secured a far superior vehicle became a crucial lesson.
This experience cemented a valuable principle I share with car enthusiasts today: avoid investing heavily in fundamentally flawed cars. Learn from my early automotive missteps.
Seeking a more rewarding project, I discovered the Mercury Capri. European-built, these cars were gaining traction in racing circles. Wide-body kits, suspension upgrades, brake enhancements, and even V8 engine swaps were becoming popular. Working at Super Shops, a West Coast chain of performance auto parts stores, provided access to affordable parts, making it an ideal opportunity.
True to my impulsive nature, I dove in headfirst. The original brown paint was replaced with a DIY white paint job. This endeavor served as a stark lesson in my limitations as a painter. From a distance, the finish appeared acceptable, but closer inspection revealed significant flaws.
Nevertheless, the Capri acquired Carroll Shelby-style gold-mesh wheels, a robust exhaust system, a 2.6 V6 engine equipped with a Holley 500 carburetor, and a 4-speed transmission. It delivered respectable speed for its era and, more importantly, was incredibly enjoyable to drive.
This Capri marked my first serious foray into car audio. The sound system I installed was so powerful it once blew out the rear side windows while playing Depeche Mode’s “Lie to Me.” I still fondly remember that car.
My Capri bore a resemblance to this image, with an all-white aesthetic – grille, wipers, and steering wheel included. It was the first car I undertook a complete teardown and rebuild on. Drawing on auto shop knowledge from high school and a Chilton’s Repair Manual, I learned the intricacies of engine rebuilding.
My V8-swapped Z car shared visual similarities with this one – same wheels, comparable rear wheel arches – although mine sported a brown exterior. I never fully completed that project, as the arrival of summer made me crave air conditioning, a feature absent in that car.
I owned several Datsun Z cars, each progressively more modified than the last. One featured dual Weber carburetors, another triple Webers, and yet another a Chevrolet V8 engine. The red Z was arguably the most aesthetically pleasing, but my brown V8 monster provided the most exhilarating driving experience, albeit with persistent rear axle issues. Constant attention from local law enforcement led to its sale within a year.
These are some images of favorite cars from my collection, presented in no particular order:
My first Diablo, a 1998 Monterey Edition, with prior ownership by Jay Leno and Mario Andretti. This car received a $20,000 interior overhaul and a custom nitrous system.
Featuring a custom paint scheme of my design, this Mustang GT became a show circuit regular, gracing the pages of every major Ford magazine in the US, including two cover features.
The “Fast and Furious” Maxima, pictured after removing the original graphics. It boasted Dodge Viper GTR blue paint, a custom reverse-opening, louvered hood, a Vortech supercharger, Stillen brakes, and a side-exit exhaust.
“Der Uber M3,” a fully custom build. Highlights include custom-made HRE wheels (approximately $12,000 retail), 15-inch Stop Tech brakes (around $8,800), a custom candy blue paint job and body kit (about $15,000), and a $20,000 audio system. This car garnered numerous magazine features globally.
My 1000hp Supra monster, built by Ryan Woon. Equipped with large HKS twin turbos and comprehensive supporting modifications, along with a genuine TRD wide-body kit.
My second Diablo, a 2001 6.0 VT model.
The engine compartment of my 1000hp silver Supra, showcasing the impressive HKS turbo setup.
A 2003 996 Twin Turbo, enhanced with chip tuning, injectors, exhaust system, and a GT2 wing.
A comprehensively built Mustang GT, featuring a 347 cubic inch engine, Vortech S-Trim supercharger, cog-driven system, and a complete fuel system. It also boasted a full interior and audio system, along with extensive suspension upgrades and Baer brakes. This remains one of my most accomplished builds.
As you can see, my automotive journey has encompassed both exceptional cars and some less desirable choices. Perhaps the most valuable advice I can offer is to remember that allocating funds to inferior cars ultimately delays owning a truly remarkable one. Simply, avoid doing it.
Car Modification Advice: Prioritize Craftsmanship
Frequently, people seek my advice on modifying their cars. The diplomatic, politically correct response is: it’s your car, personalize it as you wish. However, prepare for scrutiny, as criticism is inevitable in the car modification world. If you are sensitive to negative opinions, this hobby might not be for you.
The more practical advice is: craftsmanship reigns supreme. Substandard workmanship and budget parts will earn no respect and attract only criticism. If you opt for cheap components, it will be evident. Similarly, if quality parts are installed poorly, it will also be apparent.
I’ve witnessed interior modifications that appear as though they were executed in an elementary school arts and crafts session.
For those with budget limitations, focus on these key areas:
- Invest in high-quality wheels from a reputable manufacturer.
- Choose a lowering kit/sleeve kit from established brands like Eibach, H&R, KW Suspension, Bilstein, Tein, GReddy, HKS, or Ohlins. Avoid generic, low-cost alternatives.
- Install a proper exhaust system from a reputable company. Exercise caution when purchasing from online marketplaces, unless you are buying established brand-name parts.
- Refrain from applying carbon fiber stickers to anything.
- Intake – On a 4-cylinder engine, a cold air intake offers minimal performance gains. If you believe increased noise equates to increased speed, conduct before-and-after dyno tests to verify.
Whenever feasible, begin with a turbocharged car. These platforms offer significant performance potential. Naturally aspirated cars are considerably more challenging and expensive to make genuinely fast without extensive engine modifications. If you do not own a turbocharged car – reconsider your modification path and save towards acquiring one.
I anticipate some disagreement with these suggestions, particularly from those who have invested heavily in naturally aspirated cars. Having been involved in car modification since 1980, owned numerous cars, and worked on countless others, these recommendations are grounded in extensive experience.
Ultimately, remember that this hobby should be enjoyable.
