I understand there may be some disappointment that I am unable to share my scan of the RHD Integra Type R. This project has required extensive planning and a significant investment of time, including disassembling the car specifically for this purpose. Given the effort involved, I do not believe it would be cost-effective to distribute the results of my hard work. My primary goal is not to sell anything, but rather to showcase the technology, design process, and development behind this project—essentially documenting the journey of creating and integrating high-performance parts to reimagine this vehicle.
At this stage, the scan is far from complete, and the amount of time invested thus far makes it impractical to share or sell it. My intention is to provide transparency for those interested in the engineering process, particularly friends and followers on Reddit who want to track the project’s progression. I share updates to illustrate the process of designing and building a more advanced, high-performance chassis with the specific features I envision for the car.
While I am happy to offer support and advice to others embarking on similar projects, I am unable to give away the scan itself. This is the reality of thoroughly planning, redesigning, and rebuilding my RHD Integra Type R. Your support is appreciated, but never required—feel free to follow along as I continue to document this journey. Stay tuned for updates on the cage installation and more. I have been shamed, threatened, and even belittled because I won't give away what I worked hard for. If that is what it takes to be accepted here in this community, “I'm good.” I just want to show others what I am doing without having my work compromised by someone trying to take credit for my work and determination. Can I “LIVE?” I'm just a guy like you all, trying to build a car. This isn't a for-sale post, bragging post, or anything like it. Just a guy building a car using engineering practices, following aerospace standards. Using the 30 years of Aerospace Engineering experience to build my car the way I have wanted to for years. I'm proud to share my passion with you all, and the process, as I said. I'm proud of the work I am doing because I waited a long time to be in the position to do this. Just finally made it.
Forget chasing dyno numbers—this Godzilla was engineered to survive at them. Every decision, from the first bolt to the final tune, was made for one purpose: to handle extreme cylinder pressure, high RPM, and repeatable four-digit power.
CYLINDER HEADS: Brian Wolfe “WolfeTech” CNC-ported for airflow and valve control, with copper beryllium seats, premium guides, Manley HD stainless valves, PAC springs, and BTR hardware. TKM mini hoops reinforce the deck for MLS head gasket integrity, keeping everything alive under massive boost.
SHORT BLOCK: Next Gen Performance Center 7.3L block and crank, Wiseco pistons, H-beam rods, ARP studs, and a fully balanced rotating assembly. Expert machining—align-honing, torque-plate honing, and parallel decking—means perfect geometry and seal when the pressures spike. Boundary Performance timing parts and a Godzilla swap oil pan keep everything in sync and lubricated.
ENGINE CONTROL: Standalone Haltech ECU, motorsport-grade wiring, shielded signal paths, separate sensor grounds and power, plus high-current injector and ignition circuits. Built-in boost, fuel, and protection strategies. Clean data, ready for more power.
TARGET OPERATING ENVELOPE:
• Design Target: Up to 2,000 HP
• RPM: 7,000+ (application dependent)
• Cylinder Pressure: Built for extreme boost
• Sealing: MLS gaskets with TKM deck reinforcement
• Control: Standalone ECU, motorsport wiring
• Priority: Strength, control, repeatability
CONTRIBUTORS: Brian Wolfe (WolfeTech), Next Gen Performance Center, JuiceBuilt Motorsports, Delacruz (Almanzar) Motorsports, Haltech, Turbosmart, CFT Shop, HPT Turbos, Molnar Connecting Rods, Ford Performance, AKDBuilt Performance Inc, Car-Part.com, Race Grade Electronics, Wiseco Pistons, Boundary Performance, BTR, TKM.
This isn’t just a high-horsepower build. It’s a masterclass in resilience, with every component chosen for the next level. 2,000 HP isn’t a number—it’s the design target. 🐲⚡💥
Some good work today. Hung the official shop 55" TV with Jeneen Dunn and Michael Wideman, got the Navigator moved out to make more space for the Type R and Civic Shuffle, then got to remove the side skirts and fenders from the Type R in preparation for interior/ exterior wiring mods with Justin B Spence, and hotwork by S&W Race Cars who will install my new SFI Rated Roll Cage and front crash bar with Tubular Rad Support/ K Frame. Going back tomorrow to drop the fuel tank, fuel lines, and prepare for the AWD System Installation and reassemble the front suspension.
Supercharge your K20C2—our first run of Rotrex brackets just landed and they’re ready to move. We’ve got nine in hand, boxed, and ready to ship today. If you’ve been waiting to go supercharged instead of turbo on your K20C2, this is the sign you were looking for.
This bracket was engineered to replace the A/C pump location and drive the supercharger using your OEM belt path and OEM tensioner. The result is a clean, factory-like install without reinventing your accessory layout. Fitment targets the 2016–2021 Honda Civic 2.0L (K20C2).
The system is compatible with Rotrex C30, C38, and C38R head units, so you can build to your goals. As a reference point straight from Rotrex, the C30 family supports roughly 120–320 kW (about 163–435 hp), the C38 family covers about 200–530 kW (roughly 272–720 hp), and the C38R steps it up to about 340–720 kW (around 455–965 hp). Actual results depend on your engine, cooling, cam timing, fuel, and tuning.
Each kit includes our vehicle-specific mounting solution that aligns the Rotrex perfectly on the K20C2 for smooth belt tracking and straightforward plumbing. You’ll round out the package with the Rotrex head unit and traction fluid system, intercooler and charge piping, the correct belt for your pulley, proper fueling and ECU calibration, and a bypass/BOV and hardware tailored to your build.
This is a limited first batch—only nine available—and they’re ready to ship now. Comment “C38” or send us a DM to lock yours in. Time to make some BOOST, K20C2 fam!
Power range references:
Rotrex C30 datasheet shows 120–320 kW overall and per-model ranges, 163–435 hp equivalent. Rotrex - Centrifugal Superchargers
Rotrex C38 datasheet shows 200–530 kW overall with per-model ranges, 272–720 hp equivalent. Rotrex - Centrifugal Superchargers
Building Viscous couplers at the shop today. These are my RT4WD Inline Viscous Couplers designed in-house and manufactured with the tightest tolerances to achieve the highest level of lock possible with your selected viscosity of viscous oil. I've been waiting for these to arrive for quite a while, as things deteriorate with Tariffs and the world economy continues to destabilize into economic disaster.
This is a common problem among many business owners and businesses I have spoken to that have import/export tasks to sustain their business. However, it's par for the course, as it's not something we have to endure indefinitely. These couplers will complete Mitsubishi, Honda, and Acura drivetrains, allowing for flexible and stable power transfer through the driveline to the rear wheels, protecting not only the transmission and transfer case but the rear differential and ring & pinion from damage when high Tq transfer has occurred.
Designed specifically for 4WD/AWD drivetrains, this design completes a 2-piece driveshaft using a mix of billet aluminum and 4340 Billet steel components for a rugged and enduring performance gain that exceeds the strength of any other OEM coupler design known today. This design and manufacturing effort has produced the WORLD'S FIRST aftermarket Viscous Coupler for the Honda and Acura market, and today goes unchallenged in the market for versatility, performance, durability, and compatibility with the OEM design.
Modernizing a ’96 Integra Type R: Why I Ditched Fuses/Relays for Dual Digital PDMs!
Two Hardwire PDM35s and a FuelTech FT550 turn a 1990s electrical system into a smart, software-defined power network. Fewer failure points, lighter loom, real diagnostics, and logic that reacts to engine data in milliseconds. Old-school reliability meets modern control.
The problem with 1990s wiring (and why I stopped tolerating it) Honda’s DC2 harness is a museum of glass fuses, thermal flashers, and clacking relays. It worked in 1996. It doesn’t scale to today’s expectations: staged fuel systems, DBW, electronic boost control, PWM lighting, data, and track abuse. Hard truth: adding functions to an OEM loom becomes a relay-and-fuse Jenga tower. Troubleshooting becomes guesswork.
So I replaced the fuse/relay jungle with two solid-state PDMs (one front, one cabin) and made the FT550 ECU the source of truth over CAN. Results below.
The architecture (my topography)
PDM1 — Front node: headlights, horn, radiator fan SSR gates (soft-start), superchiller pump, AEM water-meth pump/solenoid, EPAS enable/contactor coil. Short runs, low voltage drop.
PDM2 — Cabin/rear node: IGN/ACC/START, dual rear fuel pumps (prime + staged), wipers/washer (with park input), rear lighting, power windows (30A feeds), power mirrors (adjust + timed heat), PWM dome (courtesy + fade + RAP), PWM dash dimming, and three staged AMP REM+ lines (Sub1/Sub2/MidHi1) to keep audio pops out.
Backbone: CAN 2.0 linking FT550, both PDM35s, Turbosmart BlackBox (e-wastegate), and FuelTech EGT-4 CAN. Wiring discipline: CAN twisted pair (Blue = CAN-H, Yellow = CAN-L), short stubs, termination at FT550 and the front PDM. High-current devices fed locally; PDMs sense and protect, not just “switch.”
Why digital PDMs beat fuses/relays (on a car like this)
1) Reliability under heat and vibration Solid-state outputs don’t pit, chatter, or stick. Trip curves and auto-retry isolate faults gracefully. No hot fuse blocks.
2) Weight and copper savings One heavy feed per node. Short local branches. You delete long 12V runs, add-on relay boxes, and the spaghetti.
3) Software instead of spaghetti Fans: staggered start; Fan2 +500 ms. Pumps: Pump1 primes on IGN, runs on RPM; Pump2 stages by MAP/IDC/driver mode. WMI: enable only when ECU is happy; failsafe kills it. Lighting: PWM dash/dome, courtesy fade, VSS/day–night logic. Audio: REM+ sequencing (+500 / +200 / +200 ms), drop during crank. Change behavior in the laptop, not with crimpers.
4) Real diagnostics Per-channel current tells you when a motor is dragging or a bulb is dying. Fault logs end “ghost” issues. You can finally measure the electrical system.
5) Safety and consistency Low-voltage shedding, crank profiles, interlocks on brake/clutch/door, and ECU states. Virtual flasher means LEDs just work.
6) Serviceability & future-proofing Clean channel labels, OEM/Deutsch service disconnects, and documented pin maps. Need a new function? Assign a spare, configure, done.
Communication: what OEM didn’t have
The ’96 harness has no bus. My network does:
ECU → PDMs over CAN: coolant temp, MAP, RPM, TPS, driver modes. PDMs → ECU/UI: live current per output, trips/retries, status bits. Mixed inputs still welcome: analog 0–5V, frequency, and switches all feed the logic layer. Bottom line: data-aware power. The car’s electrical system stops being dumb. Concrete examples on this DC2
Cooling: PDM1 drives SSR gates for the fans (soft-start), keyed to FT550 coolant and A/C request. No cooked relays, no mystery fuses.
Fuel: PDM2 primes Pump1 on IGN, runs on engine; Pump2 stages under boost/IDC/mode; drops in cruise. Boost: Turbosmart BlackBox power/enable supervised; limp strategies if sensors act up. Lighting: virtual flasher, door-triggered dome with fade + RAP, dash dim tied to lighting state. Audio: three REM+ lines staged and cut on crank. Silence, not pops. Steering: EPAS contactor coil only from the PDM; motor stays on its own ANL feed where it belongs.
What stays “traditional”
I still respect OEM best practices: Known-good Sumitomo HM connectors where Honda got it right (lamp pigtails, K-coil shells). Proper grounds (head ground for coil power), star-return for sensor 5V/SGND. Service disconnects (Deutsch DT/DTM/DTP) where factory shells are unobtainium.
The goal isn’t novelty—it’s reliability and maintainability with modern control. Implementation notes (learned the hard way) Keep CAN stubs under ~200 mm. Terminate at the ends only.
Use SSR or soft-start for big inductive loads (radiator fans): PDM senses, SSR swallows inrush. Stage delays (fans, amps) tame transients and keep the battery happy. Undervoltage cut for audio is worth it. Label everything. Heatshrink sleeves pay off the first time something goes sideways.
Results Cleaner harness, lighter by parts and copper. Meaningful diagnostics, not “pull a fuse and pray.” Behaviors the OEM loom can’t touch without a pile of add-ons. Most importantly: confidence. Track heat and vibration don’t terrify a solid-state power net.
Call to action If you’re still stacking relays to add modern features, stop. Split the car into front and cabin power domains, put PDM35s at the ends, and let the FT550 orchestrate over CAN. You’ll wire less, debug less, and drive more. If you want my pin maps, logic notes, and harness docs, I’ve consolidated them—happy to share.
We have re-engineered the R8 (non-Haldex) / Gallardo viscous coupler into a component that meets the highest standards. Our product is made from billet 40CrMo steel, inspired by aerospace technology, and designed to be serviceable, modular, and rebuildable. It maintains its geometry under heat, allows for behavior tuning, and can withstand significant abuse.
Critical internal components are manufactured using Sinker EDM technology, which ensures that the splines, pockets, and lands are burr-free and dimensionally precise. This means that silicone shear remains consistent, and you can easily use either OEM-format plates or AKDBuilt packs, which are available in both 316L and 304 stainless steel options, without encountering tolerance issues.
Our coupler is a true platform with features such as snap-ring assembly for easy teardown, replaceable Buna-N O-rings (both round and square), published tolerances (±0.20 mm / ±0.20°), and a broad tuning range using commonly available silicone fluids (ranging from ~40K to 200K+ cSt). This allows viscosity, end-play, and fill volume to adjust the torque curve for various uses—be it street, track, roll, or drag racing.
We validated our prototype in real-world settings: Horse Power Lounge tested it on a ~2,800 hp TX2K Gallardo using 100K cSt fluid. The results were impressive—clean launches, repeatable hot passes, zero leak-down, and no reports of thermal fade.
In contrast, the OEM sealed unit has issues like fluid breakdown, seal leakage, air ingestion, and thin or crimped housings that distort under high temperatures. Moreover, there is no option for servicing it, and typical installation costs range from $3,400 to $7,500 for a unit that cannot be fine-tuned.
This product was developed under the guidance of Stephen D. Dunn Sr. (Chief Engineer and CEO of AKDBuilt Performance Inc.), who has 28 years of aerospace experience and a background in Information Technology and Engineering Technology. The project was delivered on schedule, overseen by Jeneen D. Dunn (Program Director at Project Planning & Controls LLC), who managed budgeting, procurement, supplier qualification, risk management, and change control.
This is not just a simple “repair.” It is a configurable driveline component built for reliability, thermal stability, and long-term value. If you actively use your car, consider stopping the purchase of consumables and start specifying durable components. Feel free to reach out to us to configure a solution tailored to your power requirements, tires, and driving venues.
“Not everyone clapping is clapping for you. Some are smiling on the surface while secretly hoping you stumble. Protect your peace by moving in silence. Celebrate in private. Share only what truly needs to be shared. If it doesn’t affect them, they don’t need to know. Your wins don’t need validation—let your results speak for themselves. True friends and family will support you without envy, while others will reveal themselves by their reaction. Most would prefer you hide your successes so they don’t have to weigh the consequences of their own failures. That’s why discretion is power: silence shields your progress, and success is best lived, not announced.
Chillin’ with Brandon Rosado (@Wanted_Bee) on Instagram as we build out his RTAWD rear differential using one of our latest innovative performance products. We’re showcasing the unique design of our new ATB Rear 25 Spline Limited Slip Differential (LSD) specifically for the CR-V/Crosstour rear differential carrier.
No wasteful products here—just a completely unique design created to excel on the track without breaking the bank. Our product is priced at $950, significantly less than competitors at $1,100, without sacrificing performance. Unlike others who advise gluing bearings, leading to limited performance and poor configuration advice, we’re committed to providing true expertise.
Don’t rely on graphic artists for insights about motorsports and drivetrain performance. Trust the pioneers who have been advancing technology for these differentials since day one! We’ve been leading the industry in innovative technology and engineering since the early days of AWD Honda performance.
This product is available exclusively through Wanted Performance, Delacruz Motorsports (also known as Almanzar Motorsports), and AKDBuilt Performance Inc. Dealer inquiries are welcome!
Getting closer to arrival! The first of my viscous coupler parts has started to arrive here, and, man, this has been one of the most painful shipments of my life, waiting for these parts to arrive. The first to arrive are 800 Viscous Coupler plates for the assemblies that are awaiting construction. These parts are shipped by sea and then delivered to me via UPS by air or truck to the designated region for final delivery by truck. The first of 8 couplers' worth of parts has been delivered, and I will begin arranging them into installation packages, complete with bearings and seals, for when the rest of the coupler parts arrive. Thank you all for your patience. The best is yet to come!
AKDBuilt Performance
AKDBuilt Performance
I understand there may be some disappointment that I am unable to share my scan of the RHD Integra Type R. This project has required extensive planning and a significant investment of time, including disassembling the car specifically for this purpose. Given the effort involved, I do not believe it would be cost-effective to distribute the results of my hard work. My primary goal is not to sell anything, but rather to showcase the technology, design process, and development behind this project—essentially documenting the journey of creating and integrating high-performance parts to reimagine this vehicle.
At this stage, the scan is far from complete, and the amount of time invested thus far makes it impractical to share or sell it. My intention is to provide transparency for those interested in the engineering process, particularly friends and followers on Reddit who want to track the project’s progression. I share updates to illustrate the process of designing and building a more advanced, high-performance chassis with the specific features I envision for the car.
While I am happy to offer support and advice to others embarking on similar projects, I am unable to give away the scan itself. This is the reality of thoroughly planning, redesigning, and rebuilding my RHD Integra Type R. Your support is appreciated, but never required—feel free to follow along as I continue to document this journey. Stay tuned for updates on the cage installation and more. I have been shamed, threatened, and even belittled because I won't give away what I worked hard for. If that is what it takes to be accepted here in this community, “I'm good.” I just want to show others what I am doing without having my work compromised by someone trying to take credit for my work and determination. Can I “LIVE?” I'm just a guy like you all, trying to build a car. This isn't a for-sale post, bragging post, or anything like it. Just a guy building a car using engineering practices, following aerospace standards. Using the 30 years of Aerospace Engineering experience to build my car the way I have wanted to for years. I'm proud to share my passion with you all, and the process, as I said. I'm proud of the work I am doing because I waited a long time to be in the position to do this. Just finally made it.
#akd #akdbuilt #akdbuiltperformance #engineering #einstar #solidworks #goEngineer #Dessaultsystems #Geomagic #Threadripper #JacktheRipper #DC2 #RHDTypeR #JDM #3dScanning #3dScan #Rotisseriefun #sundayfunday #determination #nationalsocietyofblackengineers #systemsengineering #electricalengineering #mechanicalengineering #AWD #AWDHonda #V2Elite #chromoly #HardwireElectronics #Fueltech #ft600
2 days ago | [YT] | 2
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AKDBuilt Performance
🔥 7.3L FORD GODZILLA: BUILT FOR 2,000 HP 🔥
Forget chasing dyno numbers—this Godzilla was engineered to survive at them. Every decision, from the first bolt to the final tune, was made for one purpose: to handle extreme cylinder pressure, high RPM, and repeatable four-digit power.
CYLINDER HEADS: Brian Wolfe “WolfeTech” CNC-ported for airflow and valve control, with copper beryllium seats, premium guides, Manley HD stainless valves, PAC springs, and BTR hardware. TKM mini hoops reinforce the deck for MLS head gasket integrity, keeping everything alive under massive boost.
SHORT BLOCK: Next Gen Performance Center 7.3L block and crank, Wiseco pistons, H-beam rods, ARP studs, and a fully balanced rotating assembly. Expert machining—align-honing, torque-plate honing, and parallel decking—means perfect geometry and seal when the pressures spike. Boundary Performance timing parts and a Godzilla swap oil pan keep everything in sync and lubricated.
ENGINE CONTROL: Standalone Haltech ECU, motorsport-grade wiring, shielded signal paths, separate sensor grounds and power, plus high-current injector and ignition circuits. Built-in boost, fuel, and protection strategies. Clean data, ready for more power.
TARGET OPERATING ENVELOPE:
• Design Target: Up to 2,000 HP
• RPM: 7,000+ (application dependent)
• Cylinder Pressure: Built for extreme boost
• Sealing: MLS gaskets with TKM deck reinforcement
• Control: Standalone ECU, motorsport wiring
• Priority: Strength, control, repeatability
CONTRIBUTORS: Brian Wolfe (WolfeTech), Next Gen Performance Center, JuiceBuilt Motorsports, Delacruz (Almanzar) Motorsports, Haltech, Turbosmart, CFT Shop, HPT Turbos, Molnar Connecting Rods, Ford Performance, AKDBuilt Performance Inc, Car-Part.com, Race Grade Electronics, Wiseco Pistons, Boundary Performance, BTR, TKM.
This isn’t just a high-horsepower build. It’s a masterclass in resilience, with every component chosen for the next level. 2,000 HP isn’t a number—it’s the design target. 🐲⚡💥
1 month ago | [YT] | 1
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AKDBuilt Performance
Some good work today. Hung the official shop 55" TV with Jeneen Dunn and Michael Wideman, got the Navigator moved out to make more space for the Type R and Civic Shuffle, then got to remove the side skirts and fenders from the Type R in preparation for interior/ exterior wiring mods with Justin B Spence, and hotwork by S&W Race Cars who will install my new SFI Rated Roll Cage and front crash bar with Tubular Rad Support/ K Frame. Going back tomorrow to drop the fuel tank, fuel lines, and prepare for the AWD System Installation and reassemble the front suspension.
#akd #akdbuilt #akdbuiltperformance #fypシ゚viralシ #foryoupage #viralreelschallenge #hardwired #PDM #fueltech #FT600 #DigitalTransformation #advancedtechnology #dc2typer #integratyper #awdtyper #hondaintegra #post #honda
1 month ago | [YT] | 1
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AKDBuilt Performance
Supercharge your K20C2—our first run of Rotrex brackets just landed and they’re ready to move. We’ve got nine in hand, boxed, and ready to ship today. If you’ve been waiting to go supercharged instead of turbo on your K20C2, this is the sign you were looking for.
This bracket was engineered to replace the A/C pump location and drive the supercharger using your OEM belt path and OEM tensioner. The result is a clean, factory-like install without reinventing your accessory layout. Fitment targets the 2016–2021 Honda Civic 2.0L (K20C2).
The system is compatible with Rotrex C30, C38, and C38R head units, so you can build to your goals. As a reference point straight from Rotrex, the C30 family supports roughly 120–320 kW (about 163–435 hp), the C38 family covers about 200–530 kW (roughly 272–720 hp), and the C38R steps it up to about 340–720 kW (around 455–965 hp). Actual results depend on your engine, cooling, cam timing, fuel, and tuning.
Each kit includes our vehicle-specific mounting solution that aligns the Rotrex perfectly on the K20C2 for smooth belt tracking and straightforward plumbing. You’ll round out the package with the Rotrex head unit and traction fluid system, intercooler and charge piping, the correct belt for your pulley, proper fueling and ECU calibration, and a bypass/BOV and hardware tailored to your build.
This is a limited first batch—only nine available—and they’re ready to ship now. Comment “C38” or send us a DM to lock yours in. Time to make some BOOST, K20C2 fam!
Power range references:
Rotrex C30 datasheet shows 120–320 kW overall and per-model ranges, 163–435 hp equivalent. Rotrex - Centrifugal Superchargers
Rotrex C38 datasheet shows 200–530 kW overall with per-model ranges, 272–720 hp equivalent. Rotrex - Centrifugal Superchargers
Rotrex C38R datasheet shows 340–720 kW (455–965 hp). Rotrex - Centrifugal Superchargers
#k20c2 #rotrexc30 #rotrexc38 #rotrexc38r #supercharged #hondacivic #akdbuilt #boostlife
2 months ago | [YT] | 4
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AKDBuilt Performance
Building Viscous couplers at the shop today. These are my RT4WD Inline Viscous Couplers designed in-house and manufactured with the tightest tolerances to achieve the highest level of lock possible with your selected viscosity of viscous oil. I've been waiting for these to arrive for quite a while, as things deteriorate with Tariffs and the world economy continues to destabilize into economic disaster.
This is a common problem among many business owners and businesses I have spoken to that have import/export tasks to sustain their business. However, it's par for the course, as it's not something we have to endure indefinitely. These couplers will complete Mitsubishi, Honda, and Acura drivetrains, allowing for flexible and stable power transfer through the driveline to the rear wheels, protecting not only the transmission and transfer case but the rear differential and ring & pinion from damage when high Tq transfer has occurred.
Designed specifically for 4WD/AWD drivetrains, this design completes a 2-piece driveshaft using a mix of billet aluminum and 4340 Billet steel components for a rugged and enduring performance gain that exceeds the strength of any other OEM coupler design known today. This design and manufacturing effort has produced the WORLD'S FIRST aftermarket Viscous Coupler for the Honda and Acura market, and today goes unchallenged in the market for versatility, performance, durability, and compatibility with the OEM design.
#ViscousCoupler #RT4WD #AWD #Drivetrain #Driveline #PowerTransfer #CNCManufacturing #PrecisionEngineering #4340Steel #Billet #Motorsports #Manufacturing #SupplyChain #Tariffs #Import #Export #SmallBusiness
3 months ago | [YT] | 2
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AKDBuilt Performance
Modernizing a ’96 Integra Type R: Why I Ditched Fuses/Relays for Dual Digital PDMs!
Two Hardwire PDM35s and a FuelTech FT550 turn a 1990s electrical system into a smart, software-defined power network. Fewer failure points, lighter loom, real diagnostics, and logic that reacts to engine data in milliseconds. Old-school reliability meets modern control.
The problem with 1990s wiring (and why I stopped tolerating it)
Honda’s DC2 harness is a museum of glass fuses, thermal flashers, and clacking relays. It worked in 1996. It doesn’t scale to today’s expectations: staged fuel systems, DBW, electronic boost control, PWM lighting, data, and track abuse. Hard truth: adding functions to an OEM loom becomes a relay-and-fuse Jenga tower. Troubleshooting becomes guesswork.
So I replaced the fuse/relay jungle with two solid-state PDMs (one front, one cabin) and made the FT550 ECU the source of truth over CAN. Results below.
The architecture (my topography)
PDM1 — Front node: headlights, horn, radiator fan SSR gates (soft-start), superchiller pump, AEM water-meth pump/solenoid, EPAS enable/contactor coil. Short runs, low voltage drop.
PDM2 — Cabin/rear node: IGN/ACC/START, dual rear fuel pumps (prime + staged), wipers/washer (with park input), rear lighting, power windows (30A feeds), power mirrors (adjust + timed heat), PWM dome (courtesy + fade + RAP), PWM dash dimming, and three staged AMP REM+ lines (Sub1/Sub2/MidHi1) to keep audio pops out.
Backbone: CAN 2.0 linking FT550, both PDM35s, Turbosmart BlackBox (e-wastegate), and FuelTech EGT-4 CAN.
Wiring discipline: CAN twisted pair (Blue = CAN-H, Yellow = CAN-L), short stubs, termination at FT550 and the front PDM. High-current devices fed locally; PDMs sense and protect, not just “switch.”
Why digital PDMs beat fuses/relays (on a car like this)
1) Reliability under heat and vibration
Solid-state outputs don’t pit, chatter, or stick. Trip curves and auto-retry isolate faults gracefully. No hot fuse blocks.
2) Weight and copper savings
One heavy feed per node. Short local branches. You delete long 12V runs, add-on relay boxes, and the spaghetti.
3) Software instead of spaghetti
Fans: staggered start; Fan2 +500 ms.
Pumps: Pump1 primes on IGN, runs on RPM; Pump2 stages by MAP/IDC/driver mode.
WMI: enable only when ECU is happy; failsafe kills it.
Lighting: PWM dash/dome, courtesy fade, VSS/day–night logic.
Audio: REM+ sequencing (+500 / +200 / +200 ms), drop during crank.
Change behavior in the laptop, not with crimpers.
4) Real diagnostics
Per-channel current tells you when a motor is dragging or a bulb is dying. Fault logs end “ghost” issues. You can finally measure the electrical system.
5) Safety and consistency
Low-voltage shedding, crank profiles, interlocks on brake/clutch/door, and ECU states. Virtual flasher means LEDs just work.
6) Serviceability & future-proofing
Clean channel labels, OEM/Deutsch service disconnects, and documented pin maps. Need a new function? Assign a spare, configure, done.
Communication: what OEM didn’t have
The ’96 harness has no bus.
My network does:
ECU → PDMs over CAN: coolant temp, MAP, RPM, TPS, driver modes.
PDMs → ECU/UI: live current per output, trips/retries, status bits.
Mixed inputs still welcome: analog 0–5V, frequency, and switches all feed the logic layer.
Bottom line: data-aware power. The car’s electrical system stops being dumb.
Concrete examples on this DC2
Cooling: PDM1 drives SSR gates for the fans (soft-start), keyed to FT550 coolant and A/C request. No cooked relays, no mystery fuses.
Fuel: PDM2 primes Pump1 on IGN, runs on engine; Pump2 stages under boost/IDC/mode; drops in cruise.
Boost: Turbosmart BlackBox power/enable supervised; limp strategies if sensors act up.
Lighting: virtual flasher, door-triggered dome with fade + RAP, dash dim tied to lighting state.
Audio: three REM+ lines staged and cut on crank. Silence, not pops.
Steering: EPAS contactor coil only from the PDM; motor stays on its own ANL feed where it belongs.
What stays “traditional”
I still respect OEM best practices:
Known-good Sumitomo HM connectors where Honda got it right (lamp pigtails, K-coil shells).
Proper grounds (head ground for coil power), star-return for sensor 5V/SGND.
Service disconnects (Deutsch DT/DTM/DTP) where factory shells are unobtainium.
The goal isn’t novelty—it’s reliability and maintainability with modern control.
Implementation notes (learned the hard way)
Keep CAN stubs under ~200 mm. Terminate at the ends only.
Use SSR or soft-start for big inductive loads (radiator fans): PDM senses, SSR swallows inrush.
Stage delays (fans, amps) tame transients and keep the battery happy.
Undervoltage cut for audio is worth it.
Label everything. Heatshrink sleeves pay off the first time something goes sideways.
Core components
PDMs: Hardwire Electronics PDM35 V2.1
www.hardwire-electronics.co.uk/product-page/pdm35-…
ECU: FuelTech FT550
www.fueltech.net/products/ft550-efi-system
Electronic wastegate control: Turbosmart BlackBox
www.turbosmart.com/product/blackbox-electronic-was…
Exhaust temp: FuelTech EGT-4 CAN
www.fueltech.net/collections/o2-egt-conditioners/p…
Results
Cleaner harness, lighter by parts and copper.
Meaningful diagnostics, not “pull a fuse and pray.”
Behaviors the OEM loom can’t touch without a pile of add-ons.
Most importantly: confidence. Track heat and vibration don’t terrify a solid-state power net.
Call to action
If you’re still stacking relays to add modern features, stop. Split the car into front and cabin power domains, put PDM35s at the ends, and let the FT550 orchestrate over CAN. You’ll wire less, debug less, and drive more.
If you want my pin maps, logic notes, and harness docs, I’ve consolidated them—happy to share.
Summary:
#IntegraTypeR #DC2 #Honda #DualPDM #PDM35 #HardwireElectronics #FuelTech #FT550 #CANbus #MotorsportWiring #EngineManagement #SolidStatePower #Restomod #TrackBuild #MotorsportElectronics #Diagnostics #ReliabilityEngineering #PWMControls #WaterMethanol #DualFuelPumps #EPAS #Turbosmart #BlackBox #EGT #EGT4CAN #DBW #HarnessDesign #DeutschConnectors #Sumitomo #AutomotiveEngineering
3 months ago | [YT] | 1
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AKDBuilt Performance
We have re-engineered the R8 (non-Haldex) / Gallardo viscous coupler into a component that meets the highest standards. Our product is made from billet 40CrMo steel, inspired by aerospace technology, and designed to be serviceable, modular, and rebuildable. It maintains its geometry under heat, allows for behavior tuning, and can withstand significant abuse.
Critical internal components are manufactured using Sinker EDM technology, which ensures that the splines, pockets, and lands are burr-free and dimensionally precise. This means that silicone shear remains consistent, and you can easily use either OEM-format plates or AKDBuilt packs, which are available in both 316L and 304 stainless steel options, without encountering tolerance issues.
Our coupler is a true platform with features such as snap-ring assembly for easy teardown, replaceable Buna-N O-rings (both round and square), published tolerances (±0.20 mm / ±0.20°), and a broad tuning range using commonly available silicone fluids (ranging from ~40K to 200K+ cSt). This allows viscosity, end-play, and fill volume to adjust the torque curve for various uses—be it street, track, roll, or drag racing.
We validated our prototype in real-world settings: Horse Power Lounge tested it on a ~2,800 hp TX2K Gallardo using 100K cSt fluid. The results were impressive—clean launches, repeatable hot passes, zero leak-down, and no reports of thermal fade.
In contrast, the OEM sealed unit has issues like fluid breakdown, seal leakage, air ingestion, and thin or crimped housings that distort under high temperatures. Moreover, there is no option for servicing it, and typical installation costs range from $3,400 to $7,500 for a unit that cannot be fine-tuned.
This product was developed under the guidance of Stephen D. Dunn Sr. (Chief Engineer and CEO of AKDBuilt Performance Inc.), who has 28 years of aerospace experience and a background in Information Technology and Engineering Technology. The project was delivered on schedule, overseen by Jeneen D. Dunn (Program Director at Project Planning & Controls LLC), who managed budgeting, procurement, supplier qualification, risk management, and change control.
This is not just a simple “repair.” It is a configurable driveline component built for reliability, thermal stability, and long-term value. If you actively use your car, consider stopping the purchase of consumables and start specifying durable components. Feel free to reach out to us to configure a solution tailored to your power requirements, tires, and driving venues.
#AKDBuiltPerformance #projectplanningandControls #horsepowerlounge #dessaultsystems #solidworks #goEngineer #AerospaceEngineering #ProjectManagement #AudiR8 #LamborghiniGallardo #ViscousCoupler #EDM #MotorsportEngineering #TX2K #ProductDevelopment #Leadership
www.linkedin.com/pulse/aerospace-inspired-viscous-…
3 months ago | [YT] | 1
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AKDBuilt Performance
“Not everyone clapping is clapping for you. Some are smiling on the surface while secretly hoping you stumble. Protect your peace by moving in silence. Celebrate in private. Share only what truly needs to be shared. If it doesn’t affect them, they don’t need to know. Your wins don’t need validation—let your results speak for themselves. True friends and family will support you without envy, while others will reveal themselves by their reaction. Most would prefer you hide your successes so they don’t have to weigh the consequences of their own failures. That’s why discretion is power: silence shields your progress, and success is best lived, not announced.
3 months ago | [YT] | 1
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AKDBuilt Performance
Chillin’ with Brandon Rosado (@Wanted_Bee) on Instagram as we build out his RTAWD rear differential using one of our latest innovative performance products. We’re showcasing the unique design of our new ATB Rear 25 Spline Limited Slip Differential (LSD) specifically for the CR-V/Crosstour rear differential carrier.
No wasteful products here—just a completely unique design created to excel on the track without breaking the bank. Our product is priced at $950, significantly less than competitors at $1,100, without sacrificing performance. Unlike others who advise gluing bearings, leading to limited performance and poor configuration advice, we’re committed to providing true expertise.
Don’t rely on graphic artists for insights about motorsports and drivetrain performance. Trust the pioneers who have been advancing technology for these differentials since day one! We’ve been leading the industry in innovative technology and engineering since the early days of AWD Honda performance.
This product is available exclusively through Wanted Performance, Delacruz Motorsports (also known as Almanzar Motorsports), and AKDBuilt Performance Inc. Dealer inquiries are welcome!
akdbuiltperformance.com/rtawd-tq-sensing-torsen-ls…
#akd #akdBuilt #akdbuiltPerformance #wantedPerformance #almanzarMotorsports #rtawd #rt4wd #earlyModelCRV #lateModelCRV #hondaElement #accordCrosstour #Honda #wagon #Civic #integra #AWDHonda #AWDAcura #AWDConversions #NSBE #Engineering #VeteranOwnedSmallBusiness #DrivetrainSpecialists #Raceparts #ATB #LimitedSlipDifferential
5 months ago | [YT] | 3
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AKDBuilt Performance
Getting closer to arrival! The first of my viscous coupler parts has started to arrive here, and, man, this has been one of the most painful shipments of my life, waiting for these parts to arrive. The first to arrive are 800 Viscous Coupler plates for the assemblies that are awaiting construction. These parts are shipped by sea and then delivered to me via UPS by air or truck to the designated region for final delivery by truck. The first of 8 couplers' worth of parts has been delivered, and I will begin arranging them into installation packages, complete with bearings and seals, for when the rest of the coupler parts arrive. Thank you all for your patience. The best is yet to come!
#akd #akdbuilt #akdbuiltperformance #billet #viscouscoupler #wagovan #rt4wd #honda #worldsonly #viralphotochallenge #foryoupageシforyou #NSBE #engineering #fypchallenge
5 months ago | [YT] | 2
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