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ARRO->
The Underdog's Performance Enthusiasm Website.

ARRO is all about performance, fun, and overall, the UNDERDOG. This site was started in order to explore, promote, and help develop those automobile platforms that are off the beaten path. There are many avenues out there worth exploring, with lots of power potential. There are some out there that have been worked over, but the true meaning of "performance" has been lost amongst a plethora of hype, glitz, and "show". There are some that have attained some mainstream recognition, but still remain the "old school". Either way they are the underdog, and ARRO is here to promote the underdog.

Down with bodykits, stickers, and obnoxious paint jobs. Up with the sleeper, the underdog, or the subtle sporty car!


The History of Turbocharged Performance
Learn about how turbocharging in the 80's influenced present awareness of sport compact performance.


"SHELBY" 2.2/2.5L Chrysler Turbo

Shelby Charger GLHS This respect for the underdog all began with the 2.2/2.5L Turbocharged Chrysler world. For the past ten years or so these cars have been gathering a following of people, some even becomming vendors, reinvesting in their choice of platform and increasing the options available for performance.
Even so, these cars are still very "underdog" status because there are so few modified offerings on the road. The awareness of the potential these cars have is still low in comparison to other sport compact interests. What's more, they cost less to modify, are very stout, and are not overly-complex, making custom modifications much easier.

What's more, the limited, plaque-numbered "Shelby' cars hold a collector's appeal for some enthusiasts.





DSM

In 1988, Diamond Star Motor Corp. packaged a new automobile platform for Chrysler Corp. and Mitsubishi Motor Corp. Manufactured in the Diamond Star Motor plant, these cars were badged as Eagle Talon, Mitsubishi Eclipse, and Plymouth Laser (Laser was dropped in 1995). These would later be known by enthusiasts as "DSM's". The first of two generations of these cars was offered in a turbocharged, full-time all wheel drive, twin cam, four cyllinder configuration, with lessor trims in front wheel drive and naturally aspirated versions of these engines. A redesign of the chassis and some of the engine components was implimented in '95, and the "2G" was born., and the first generation DSM's were known as "1G".
1G
In late 1995, Diamond Star Motor Corp. was absorbed by Mitsubishi, and all "2G" DSM's were actually build exclusively by Mitsubishi Motor Corp. (MMC). However, since they retained the same design as the 1995 2G DSM, '96-99 Eclipse GS-T and GS-X and Eagle Talon TSi Turbo are also referred to as "DSM". Eclipse RS and GS, and Eagle Talon ESi do not use the venerable 4G63 turbo engine of the DSM's (they use a variant of the 420a Chrysler DOHC found in the Neon, with the exception of Eclipse Spyder GS, which uses a 4G64 SOHC Mitsubishi naturally-aspirated engine). Generally these are referred to as "2GNT" and not "DSM".

DSM Performance is at an all-time high. Some of the fastest competitive cars out there are DSM's. John Shephard's 1G Eagle Talon TSi AWD is running Street Class 1/4 mile in 9.8 secs.! A healthy aftermarket is available, catering to both the 1G and the 2G. Still, in the world of aftermarket imports and sport compact madness, the first-generation DSM often is misunderstood, unnoticed, or generally unappreciated, it's second-gen incarnation receiving much more attention due to it's show-friendly looks and more modern feel. As a result, it still gets the underdog cold shoulder from ignorant street racers, tuner shops, and non-vehicle-specific aftermarket vendors. 1G's are over a decade old, after all.

The irony is that the first generation DSM has advantages over the second generation DSM, especially in the areas of engine reliability and computer-controlled engine management. What the 2G gains in improved suspension can be equally resolved with even a decent suspension upgrade to the 1G. Reaping the benefits of AWD, turbocharging, and a subtle yet timless sporty look, the 1G DSM is an excellent, fun underdog platform.



Nissan "S12"

Nissan 200SX -- S12 The Nissan "S12" belongs to a long line of cars. Beginning with the "S10" chassis in 1977, the so-called "Silvia" went through a progression of changes. By 1984, the "S12" chassis had been developed and sold around the world. In the United States, this car was badged as the 200SX. In 1989, the 240SX replaced it, and carried the "Silvia" name in Japan and the european markets (this was known as "S13"). Because Nissan revived the "200SX" badge for Sentra-based vehicles in the mid 90's, enthusiasts often refer to the 1984-88 Nissan 200SX as "S12".

The S12 came in a variety of engine configurations in the United States alone, with a few more exotic offerings packaged in other parts of the world. A 2.0L SOHC non-turbo and a 1.8L SOHC turbocharged (non-intercooled) engine could be had, and in '88 a 3.0L V6 non-turbo was offered. All S12's were rear wheel drive, and with the exception of '84's, had independent rear suspension. The S12 chassis came in both a hatchback and a coupe. Aside from the hatch and trunk related parts, all components of an S12 hatchback are interchangeable with an S12 coupe (notwithstanding engine wiring differences, etc.)

Of the more exotic engines overseas, the FJ20ET was sometimes packaged in an S12. This was a 2.0L DOHC turbocharged engine. FJ20ET is a particularly beefy engine, and a bit larger in dimentions, thus requiring a special hood bulge to accommodate clearances.

With some custom wiring, the infamous SR20DET 2.0L DOHC turbocharged engine (found in S13, 14, and 15 Silvias) can be adapted to work in the S12 chassis. For some this is the clear path to performance. However, the CA18ET 1.8L SOHC turbo engine has untapped potential.

These cars are extreme underdogs! When was the last time you saw a 200SX smoke a Mustang or Camaro on the back streets? Given proper attention to tuning, and some clever custom tinkering, the S12 might very well be the next oldschool 80's, stealthy, "who's yo daddy" ride yet! Weighing in at well under 300 lbs., and with rear wheel drive, these turbocharged 1.8L cars are itching to be exploited.


Honda Prelude

Prelude Si Despite the fact that Honda has dominated the "import" scene from the beginning, and continues to be the number one choice in the US, it's obvious that the Civic, Integra, and Accord chassis dominate the scene, with the B series engines fawned over more than any other Honda powerplant.

The Honda Prelude has gone through many generations, and presently is offered in it's fifth version. However, it was the fourth generation that saw the most significant changes over it's 3G predecessor in 1992. The 2.0L Si powerplant of the third gen 'Lude was replaced with the first VTEC engine offered in a Honda Vehicle. The "H22" series was a whopping 2.2L engine with a trick actuated variable valve timing that yielded more top end. Another engine offering could be had, the "H23", a 2.3L non-VTEC engine, the offered in a Honda passenger vehicle at the time. The H23a was used in Preludes until 1996 when the fifth generation Prelude was introduced, using only the H22a 2.2L VTEC.

the unique thing about the fourth generation Prelude is the relationship between H23a and the H22a. Most of the parts are interchangeable. The VTEC head from the H22a can be transplanted on the larger displacement H23a shortblock. Most of the accessories can be swapped over with little if any adaption required. Transmissions are usually fairly easy to swap. A "hybrid" engine using the H23a's 2.3L shortblock, with higher compression pistons, and a ported H22a VTEC head and engine accessories is often a potent formula for power. Often this combo is used in pro drag cars, but rarely do you see this on the street, making the idea appealing for a project, and certainly uncommon.

Uncommon is good :)

But even if you don't want to go to such an extreme route, the H23a alone, while not supported as much as the H22a VTEC in the aftermarket, can still be hopped up quite a bit. DRAG makes a good bolt-on turbo kit, and a variety of headers and exhaust choices squeeze out more power. Supercharging also can yield great gains.

The H23a-equipped cars are a bit misunderstood in the racing world, and so the VTEC H22a cars get most of the attention in the Prelude world. But the potential for really good power in the H23a is there waiting to be discovered!