Readers Ride

BRABUS SLR Roadster with ULTIMATE 112

2009-01-28T10:25:00.000-08:00

Renowned Mercedes-Benz tuner BRABUS has found a way of incorporating an idea from the world of yachts into the motoring industry by unveiling the oddly but purposeful pairing of a BRABUS tuned SLR supercar and its tender, the BRABUS ULTIMATE 112, both with absolutely identical paint and equipment.

Available for all owners of an SLR or Maybach, the two exclusive speedsters with special snow-white paint, the SLR McLaren Roadster is fitted by BRABUS with more than just a top-quality white carbon-fibre skin. The exterior is treated to an aerodynamics update, engine tuning and custom-tailored 20-inch wheels further optimise handling and performance, and the interior adds even more touches of exclusivity. High Performance cars

Equipped with a tweaked 5.5-litre supercharged engine consisting of special camshafts and a fuel-cooling system, power is rated at a staggering 478 kW for a 0 - 100 km/h time of 3.6 seconds and a top speed of 337 km/h.

Awesome performance no doubt but the amount of usable power around town or in traffic is very little not to mention the hassles of parking such a wide and low beast which is where the "tender to the SLR" in the white BRABUS fleet comes in. The BRABUS ULTIMATE 112 drop-top two-seater based on the latest smart fortwo Cabrio represents the ideal complement for city driving. Finished in the same paint/fabric/leather including the waffle-patterned leather footwell trim, the tender gets a power bump to 82.4 kW.

Performance is never going to be earth shattering with those kinds of figures but the BRABUS ULTIMATE 112 is capable of sprinting from rest to 100 km/h in 9.5 seconds which is very acceptable for a daily driver in the inner-city.

The package price for these two exclusive Brabus'? 699,000 Euros.

The Official Brabus Press Release:

World Debut at the Geneva Motor Show 2008

Tender to

An idea from yacht design finds its way into the automotive world: The SLR McLaren roadster BRABUS and its "Tender for the City," the ultimate city sports car BRABUS ULTIMATE 112, both with absolutely identical paint and equipment. BRABUS offers both exclusive speedsters with special snow-white paint for a package price of 699,000 Euros; a very special offer from BRABUS for all owners of an SLR or Maybach.

The sportiest drop-top Mercedes of all time, the SLR McLaren Roadster, is fitted by BRABUS with more than just a top-quality white carbon-fiber skin. The exterior is treated to an aerodynamics update, engine tuning and custom-tailored 20-inch wheels further optimize handling and performance, and the interior adds even more touches of exclusivity.

To give the SLR even better looks while at the same time reducing lift on the front axle the BRABUS designers have developed a front spoiler that is attached to the stock bumper. This aerodynamics component was optimized in the wind tunnel. It is made from exposed carbon fiber, making it especially light and extremely robust. The rear apron is upgraded with a BRABUS diffuser also made from exposed carbon fiber. It replaces its production counterpart.

The sportier appearance of the SLR Roadster is further characterized by the BRABUS Monoblock VI 20-inch Platinum Edition wheels that fill out the wheel arches perfectly. The fully polished three-piece wheels with six double spokes are mounted on the sports car in size 9.5Jx20 in front and in size 11.5Jx20 on the rear axle. Thanks to their high-tech design that features a forged aluminum rim and a billet aluminum center the BRABUS 20-inch wheels are lighter than the 19-inch turbine-design wheels optionally available for the SLR ex factory.

High-performance tires in sizes 255/30 ZR 20 and 305/25 ZR 20 are supplied by BRABUS technology partners Pirelli and YOKOMAMA. The tire/wheel combination is custom-tailored for SLR coupe and roadster, and has more than just a visual effect: handling benefits from the switch to even lower aspect ratio tires and the lower rim weight.

Thus equipped the drop-top SLR is fit for BRABUS engine tuning. The tuning kit for the 5.5-liter supercharged engine consists of special camshafts and a fuel-cooling system. Power output increases by 24 hp / 18 kW to 650 hp (641 hp SAE net) / 478 kW at 6,500 rpm.

BRABUS also offers a special clutch-type limited-slip differential with a locking rate of 40 percent for the SLR. It optimizes traction and thus acceleration performance further: The tuned SLR Roadster rockets from rest to 100 km/h (62 mph) in just 3.6 seconds and reaches a top speed of 337 km/h (211 mph).

Exclusive BRABUS cockpit design is characterized by precision handwork down to the last detail. The company-own upholstery shop created a striking combination of lipstick-red leather and black Alcantara. The waffle-pattern stitching of the SLR leather footwells alone - a special BRABUS exclusive - uses some 7,800 meters of the finest red thread.

The BRABUS sport steering wheel for the SLR is a sporty and highly functional BRABUS option. The wheel has a flattened bottom for easier entering and exiting and provides optimal grip with its combination of perforated leather and Alcantara. The BRABUS steering wheel features buttons integrated into the spokes for manually shifting the gears of the SLR's automatic transmission without taking the hands off the wheel.

Sporty BRABUS carbon-fiber applications for dashboard, center console and door trim transfer the racing look of the BRABUS exterior components into the interior. The interior components are made from exposed carbon-fiber and can be color-coordinated with the leather color upon customer request.

The "tender to the SLR" in the white BRABUS fleet is the BRABUS ULTIMATE 112. It represents the ideal complement for city driving. The drop-top two-seater is built based on the latest smart fortwo Cabrio.

In addition to its special paint identical to the SLR the ultimate city sports car features a muscular body kit with front spoiler, rocker panels and BRABUS WIDESTAR fender flares front and back.

The larger wheel arches provide space for a tire/wheel combination that for this class of cars is highly unusual. The liquid-white BRABUS Monoblock VI double-spoke wheels are mounted on the front axle in size 7Jx18 with size 205/35 R 18 high-performance tires. 8.5Jx18 wheels with size 235/30 R 18 tires on the rear axle provide slip-free traction for the 112 horses under the hood.

The height-adjustable BRABUS coil-over suspension is specially calibrated to the ultra-low profile tires and the wider track. It combines direct, safe and sporty handling with excellent ride comfort.

With these modifications the ULTIMATE 112 offers the perfect platform for the powerful BRABUS three-cylinder turbo engine. It produces a maximum power output of 112 hp (110 hp SAE net) / 82.4 kW at 5,600 rpm. Even more important for everyday driving is the peak torque of 150 Nm, available on a plateau from 3,330 to 3,900 rpm, an exceptional figure for a car in its class.

Shifting in the BRABUS ULTIMATE 112 is done either automatically or the sporty F1 way with shift paddles on the ergonomically shaped BRABUS sport steering wheel.

With sprint times from 0 – 60 km/h (38 mph) of 3.9 seconds, 9.5 seconds to 100 km/h (62 mph) and an electronically limited top speed of 170 km/h (106 mph) the snow-white roadster is the ultimate city sports car and thus the optimal "tender to the SLR."

The car's performance is accompanied acoustically by the sounds of the BRABUS stainless-steel sport exhaust with its characteristic dual cast aluminum tailpipes.

Exquisite highlights also abound in the interior of the ULTIMATE 112: Like its big brother its interior is upholstered in a combination of especially soft and breathable lipstick-red BRABUS Mastik leather and black Alcantara.

Embossed BRABUS emblems are part of the exclusive concept as are accents such as speedometer, tach and clock, instrument bezels, dashboard trim, turn signal lever and door handles, all color-coordinated with the exterior color. Stainless-steel foot pedals with rubber pads and an aluminum shifter and emergency brake lever add a bit of racing atmosphere.

Climate control system, radio and a navigation system for quick navigating in the city are also part of the two-seater's standard equipment package.

Both vehicles in the white BRABUS fleet are available as a package or separately. Customers can freely choose their personal exterior and interior colors.

[Source: Brabus]

Spyker C12 Zagato

2009-01-28T09:52:00.000-08:00

Ok I've looked at this thing from all angles a number of times, and me being so uncritical of things automotive or otherwise, I really was a little disappointed in this offering from Spyker and Zagato. One look at those beauties from Aston Martin that Zagato cooked up, led me to believe this one might be something pretty special too.

While the side profile is neither here nor there for me (though it seems a little high), it was the rear end that really killed it for me. What on God's good earth is going on there? I know Spyker has aeronautical ties, but whatever they were trying to achieve here definitely didn't work. On the other hand the front end is very cool and really looks the goods.

Sexy front end is the C12's one saving grace.

Well forgetting the looks of the car for the moment, the engine is another let down of sorts. The W12 from VW gets the cylinder count correct (as in my humble opinion a supercar needs 12, although Porsche's V10 is one of the few exceptions), they probably could have done a little more to the power figure, seeing that 500 hp can be had in a number of high performance sedans and more common cars. A supercharged option will give you 650 unbridled horses, but considering Spyker is only making 24 of these I thought they could do a little more to make this exotic truly exotic. The ideal step would have been to make their own engines for them. Call me a traditionalist if you will, but I miss the days when the marque you purchased has its own engine under the bonnet.

"I'll take the XL side skirts for my 1 of 24 Spyker thanks."

Ok so that isn't happening, but they probably could have coaxed some more naturally aspirated power from the W12 donk. Then again considering how their F1 cars are going at the moment, that might be a big ask.

I'll talk about the good points now, before I get sidetracked on those WHEELS! Being relatively light at around 1400kgs dry kerb weight the 500 hp W12 provides a claimed 0-100 in 3.8 seconds which isn't too shabby. Neither is the touch over 300km/h top speed.

Oh no!

All this is if Spyker can put them together though. Production capacity is full with the current and upcoming models, and a myriad of other problems such as posting a loss this year, F1 sponsors being hard to find and shareholders who don't get along may all signify the demise of the C12 Zagato. I'm not sure if this is a good thing or bad thing.

Spyker C12 Zagato

Dutch supercar manufacturer Spyker unveiled the Spyker C12 Zagato at the 77th Geneva International Motor Show with the help of Victor Muller, CEO of Spyker Cars, and Andrea Zagato, CEO of Zagato.

Norihiko Harada, Zagato’s Automotive Chief Designer, and Muller co-operated closely to
design this limited edition of 24 sports cars to be delivered from March 2008 onwards. The world premiere of this ultra-exclusive version of the C12 range celebrates Spykers entry into the world of Formula One and marks the first integration of design elements and styling cues from the Spyker F8-VII Formula One car into the Spyker road car range. This point was underlined by the unveiling of the car being performed by Spykers Formula One race driver, Adrian Sutil.

Spyker C12 Zagato: the Rationale

After it became apparent that Spyker would succeed in acquiring the Midland Formula 1 team it was decided that the C12 Zagato should embody as many of the Formula 1 design cues as practically possible so as to set a new design vision for future Spyker road car models.

In the months following that decision, Spyker and Zagato finalized the design and the manufacturing of the C12 Zagato was entrusted to Spykers long time fabrication partner, Coventry Prototype Panels in Coventry, UK. Under the guidance of Brendan OToole, CPPs Managing Director, and tienne Beijersbergen van Henegouwen, Spykers Project Manager, the vehicle was built by a dedicated Spyker and CPP crew from aluminum in an amazing 4 weeks.

Spyker C12 Zagato: the Vehicle

The Spyker C12 Zagato is an all aluminum rear wheel drive sports car, based on the Spyker C12 Spyder. The C12 is powered by the 6.0 liter, 12 cylinder, 500 bhp W12 engine from Volkswagen AG and accelerates from 0-62 mph in 3.8 seconds. The Spyker C12 Zagato is equipped with a six-speed manual or automatic gear box with F1 style shifting, Chronoswiss instruments and a Zagato designed full leather interior with brushed aluminum instrument panel. The C12 Zagato has an aluminum body with stainless steel roof rails and has many F1 derived design details such as an F1 nose, air scoop, chimneys, mirrors, rain light, fuel flap and diffuser. It has a panoramic roof that features the Double Bubble, a typical Zagato style element. The Spyker C12 Zagato has a length of 177.4 inches, a width of 80 inches excluding mirrors, a height of 49.2 inches and weighs 3262 lbs. Top speed is 193 mph.

The Spyker C12 Zagato will retail for EUR 495,000 (excluding ORC).

More information on the Spyker C12 Zagato can be found at: http://www.spykercars.com/

[Source: Spyker Official Press Release]

2009 Subaru Impreza WRX

2009-01-28T09:40:00.000-08:00

Subaru North America has today confirmed details from the earlier 'leaked memo' that the 2009 Impreza WRX will receive a hefty power boost, plus a re-tuned suspension and minor styling tweaks in anticipation of the arrival of Mitsubishi's Lancer Ralliart Sportback.

Courtesy of a larger turbocharger, larger-diametre exhaust and low-density catalyst for reduced backpressure, power from the 2.5-litre 'Boxer' engine has been lifted to 195kW (265 hp) at 6,000 rpm from 165 kW. Torque has also been increased to 244 lb.-ft. from 226 lb.-ft. in the 2008 version.

New front upper strut mounts adopted from the STI, stiffer springs (26.5 N/mm to 38 N/mm (f); 24 N/mm to 34 N/mm (r)), larger stabiliser bars and re-tuned suspension dampers have significantly improved handling response and sharper, more precise turn-in.

Cosmetic changes include a new STI-type grille with WRX badge and a carbon black checquered upholstery accented by red stitching.

Subaru has also announced the introduction of a new Impreza 2.5GT model for 2009, powered by a 165 kW (224 hp) turbocharged inter-cooled horizontally opposed engine mated to a 4-speed electronically controlled automatic transmission with SPORTSHIFT.

While we await for Subaru Australia's confirmation on these changes to the 2009 Impreza WRX line-up for the local market, it is safe to assume that these changes (engine-wise at the very least) will apply to the international market and not just for North America.

[Source: Subaru]

Suzuki SX4 now with AWD

2009-01-28T09:29:00.000-08:00

Japanese car maker Suzuki has launched an AWD version of the SX4 hatchback to complement the 2WD hatch and sedan variants available in Australia until the end of August.

The SX4 AWD and SX4 AWD S captures the appeal of both a sport compact and SUV with its switchable 3-mode Intelligent All Wheel Drive system delivering superior all-wheel traction. Both models features the same 2.0-litre engine developing 107 kW of power and 184 Nm of torque and a raft of standard features including dual front airbags, ABS with EBD, air conditioning and an MP3 compatible sound system with steering wheel mounted controls.

The ranging topping AWD S model adds further safety features including seat-mounted side airbags, curtain airbags plus other creature comforts such as keyless entry, cruise control, climate control air-conditioning, alloy wheels and fog lamps.

Prices for the Suzuki SX4 AWD (5-speed manual) starts at $21,990 and tops off at $26,990 for the SX4 AWD S with 4-speed automatic transmission.

[Source: Suzuki]

2009 All-new Toyota Prius

2009-01-28T09:16:00.000-08:00

The next generation Toyota Prius hybrid vehicle has been unveiled at the North American International Auto Show (NAIAS) in Detroit and features an optional roof mounted solar panel that powers an interior recirculation system while the car is parked, to help lower interior temperatures and reduce the load on the air conditioning thus improving the car's fuel efficiency.

Powered by a larger and more powerful 100 kW 1.8-liter Atkinson-cycle, four-cylinder engine, the third generation Toyota Prius is the most fuel efficient yet and consumes just 50 MPG (US EPA test schedule). This is achieved via a combination of innovative technologies including the aforementioned solar panel and new engine plus a coefficient of drag (Cd) value of just 0.25.

Other advanced equipment on the new Prius includes a remote air-conditioning system which is the first system in the world to function on battery-power alone and can also be remotely operated so the driver can adjust the interior temperature for comfort before getting in the car. Power-saving LED (light emitting diode) lamps are used for low beams and also in the tail and stop lamps.

Built on an all-new platform, the third generation Prius boasts improved handling stability, quieter operation, and collision safety. The suspension consists of front struts and a rear intermediate beam design, as before, but handling stability is advanced by improving the stabiliser layout, higher caster angle and tuning the bushing characteristics. Disc brakes are now used on all four corners, replacing the front disc/rear drum brakes in the current model.

Generous weight-saving has been achieved through use of aluminum in the bonnet, rear hatch, front suspension axle and brake caliper and super high-tensile steel in the rocker inner, center pillar, and roof reinforcement. The new Prius is also quicker from 0-60 mph (0-96 km/h) with a time of 9.8 seconds, more than a second faster than its predecessor.

Better-performing sound insulation, working with improved vibration damping, has been installed in various locations to reduce road noise.

The new Prius features a futuristic cabin with improved cargo space, a smooth-flowing centre stack and touch sensors on the steering wheel switches which have been designed to reduce driver eye movement for better concentration on the road. When the driver touches the audio or info switch located on the steering wheel, a duplicate image is displayed on the instrument panel, directly in front of the driver. This system, called Touch Tracer, is the first system in the world to allow steering wheel controls to read out on the instrument panel.

The third generation Toyota Prius goes on sale late spring in the US. Australian deliveries are expected to begin shortly afterwards.

2010 PRIUS PRELIMINARY SPECIFICATIONS

POWERTRAIN

1.8-liter four-cylinder engine with VVT-i
Engine horsepower: 98 hp @ 5,200 rpm
Engine torque: 105 lb-ft @ 4,000 rpm
Electric motor: Permanent magnet synchronous motor
Electric motor power output: 80 hp/153 lb-ft torque
Hybrid system net horsepower: 134 hp
Emission rating: SULEV (with AT-PZEV)
Electronically controlled continuously variable transmission
Drive System: Front-wheel-drive
Hybrid battery pack: Nickel-metal hydride
Estimated fuel economy: 50 mpg (combined)*

DIMENSIONS (inches)

Overall Length: 175.6
Overall Width: 68.7
Overall Height: 58.7
Wheelbase: 106.3
Ground clearance: 5.5
Coefficient of Drag: 0.25
Wheels: 15-inch alloy wheels
17-inch alloy wheels (optional)
Tire Size: 15-inch: 195/65R15
17-inch: 215/45R17 (optional)
Seating Capacity: 5
EPA class rating: Midsize

* Preliminary figure based on Toyota’s internal testing. Actual mileage will vary.

[Source: Toyota]

Race-prepped Volkswagen Scirocco

2009-01-28T09:01:00.000-08:00

German car maker Volkswagen is entering the 24-hour endurance race at the world famous Nurburgring with a race-prepped version of the all-new Scirocco sports hatch.

Three Scirocco race cars will feature at the May 24-25 event sporting a tweaked version of the 2.0-litre TFSI engine which develops 221 kW of power and mated to a DSG gearbox with steering wheel mounted paddles among other things.

Double Le Mans winner Hans Stuck will pilot the Scirocco around the treacherous 25km Nordschleife track in a marketing exercise which Volkswagen hopes will showcase the performance capabilities of this exciting coupe.

However, the Scirocco will have big shoes to fill - a Golf GTI fitted with the same engine topped its class and finished eighth overall at the same event last year.

[Source: Volkswagen]

Hi-res Volkswagen Scirocco images leaked

2009-01-28T08:46:00.000-08:00

Images of the upcoming Volkswagen Scirocco have quickly found their way onto internet forums ahead of a rumoured debut at the Geneva Motor Show - this possibility was given weight after an official Scirocco mini-site was unveiled by VW about a week or so ago.

The latest round of images leaked are hi-res versions and shows off the vehicle's sleek lines beautifully while also highlighting how far removed the Scirocco is from the rest of the VW range in terms of styling.

The only official information we have of the Scirocco at the moment is that there will be a four-cylinder model powered by a 2.0-litre TSI engine. This should be followed by other models such as a tweaked version of the Golf GTI's 2.0-litre turbocharged FSI engine and a flagship performance V6 model using the Golf R32 or Passat R36 engine. Both FWD and AWD models will be on offer.

More news on this model should it make an appearance at the Geneva Motor Show this month as expected.

[Source: Various]

2009 Volvo S80 T6 AWD

2009-01-28T08:34:00.000-08:00

Swedish car maker Volvo have announced a new addition to the Volvo S80 range with the S80 T6 AWD equipped with a turbocharged 3.0-litre six-cylinder T6 engine plus permanent all-wheel drive.

Replacing the old 3.2-litre six-cylinder powerplant, the force-fed 3.0-litre six-cylinder T6 engine featuring multi-valve cylinder heads with twin overhead camshafts, along with a twin-scroll turbocharger develops 210 kW and a useful 400 Nm of torque (available from 1500 rpm).

This compact T6 engine features a direct-driven alternator fitted to the engine block while the power steering pump and air conditioning compressor sits unconventionally behind the engine. Coupled with the engine block integrated vibration damper, this frees up a lot of longitudinal space.

With power sent to all four wheels through a six-speed Geartronic automatic transmission, the T6 is capable of accelerating the S80 from 0-100 km/h in 6.9 seconds.

Boasting the S80's signature 'Floating Centre Console' that contributes to a sense of space in the front compartment and right through to the rear seats, large, ergonomic seats provide sumptuous comfort for both front and rear passengers and, at the front, can be specified with an optional ventilation system to provide extra cooling in hot Australian summers. Front seat heating, which takes the edge off cold winter days, and electric power adjustment are standard on all S80s.

A list of new features for 2009 include changes to the auto-closing buttons for the windows and sunroof which now have side ridges preventing unintentional activation, a new range of interior colours, optional sun curtains, a new claret walnut wood trim, tyre pressure monitoring system, revised front head restraints and refinements to the audio systems.

The 2009 Volvo S80 T6 AWD is priced from $78,950.

The Official Volvo Press Release:

The dynamic and luxurious Volvo S80 enters the 2009 model year ready to expand its presence in the luxury segment with the introduction of a compact, turbocharged 3.0-litre six-cylinder T6 engine to the Volvo S80 range.

The new S80 T6 AWD model joins the high-performance S80 V8 AWD, featuring a 60-degree, 4.4-litre all-alloy V8 and producing a powerful 232 kW and 440 Nm, along with the S80 D5 featuring Volvo's 2.4-litre turbodiesel that develops 136 kW and a surging 400 Nm of torque to provide sports sedan performance combined with outstanding fuel economy.

With a sparkling 210 kW and a muscular 400 Nm of torque (developed from just 1500 rpm) at its disposal, the T6 engine replaces the previous 3.2-litre six-cylinder powerplant to further raise performance levels and add to the refinement of Volvo's flagship sedan.

The T6 engine features multi-valve cylinder heads with twin overhead camshafts, along with a twin-scroll turbocharger that provides extremely swift responses comparable to a twin-turbo system.

The S80's optional Rear Seat Entertainment System (RSE) now gets larger 8-inch screens on the back of the front-seat head restraints that have been designed to further improve viewing in daylight conditions, while the High Performance and Premium Sound systems now have a USB port enabling easy connection with an iPod, MP3 player, or even a digital camera. Bluetooth connectivity is standard on all models.

The S80's Interior Air Quality System (IAQS) effectively reduces the amount of particles, pollen, gases and odours entering the passenger compartment. In addition, all textiles and leather are certified under Oeko-Tex Standard 100, an international standard that ensures fabrics and hides have been thoroughly tested to check for certain allergy-inducing substances and emissions.

The S80 can also be optioned with Volvo's Clean Zone Interior Package (CZIP) - an advanced system approved by the Swedish Association against Asthma and Allergy - that provides healthier air quality inside the passenger compartment. When the car is unlocked via the remote control, the passenger compartment is automatically ventilated for about a minute if the outdoor temperature exceeds 10 degrees Celsius.

Advanced dynamics - an essential element in the Volvo S80
The dynamic abilities of the S80 are underpinned by an all-independent suspension system using MacPherson struts at the front and a multilink axle at the rear, as well as Volvo's FOUR-C Active Chassis, which is standard on T6 and V8 models.

This advanced, electronically controlled system "reads" the road and adapts instantly to constantly varying driving conditions, combining precise, accurate handling with the smooth, comfortable ride expected by luxury segment customers.

By continuously modifying the damper rates to suit prevailing circumstances, the FOUR-C Active Chassis maximises comfort while resisting the tendency to squat, dip or roll under acceleration, hard braking or while cornering.

The system offers the choice of three settings:

COMFORT - for a relaxed, ultra-smooth ride
SPORT - more controlled body movements, faster steering response
ADVANCED - firm damper control, maximum road holding

In emergency driving situations, FOUR-C automatically adjusts to provide maximum stability.

The Haldex all-wheel drive system, which is standard on T6 and V8 S80 models, employs an electronically controlled hydraulic clutch that constantly balances the power bias between the front and rear wheels to ensure optimal roadholding in all situations.

In its latest iteration, the S80's all-wheel-drive system features Instant Traction, which sets a bias (approximately 1500 Nm) favouring the rear wheels when starting on slippery or loose surfaces.

The S80 is also fitted with Volvo's Dynamic Stability and Traction Control (DSTC) - a yaw-sensor-based stability system that reduces engine output and selectively applies individual brakes when necessary to avoid under or oversteer.

Advanced safety features are a given with Volvo S80
Volvo has long been a pioneer of automotive safety engineering and has acquired a vast knowledge through intensive studies that include real-life accidents as well as sophisticated laboratory testing.

The S80 benefits from this accrued know-how with systems such as Side Impact Protection System (SIPS), Whiplash Protection System (WHIPS), dual-stage front airbags, seat-mounted side airbags, inflatable curtain airbags and emergency flashing brake lights.

Volvo's Blind Spot Information System (BLIS), which advises the driver if another vehicle is travelling behind the B-pillar (or in the 'blind spot') along with Lane Departure Warning (LDW), which is equipped with the driver fatigue monitoring system Driver Alert Control (DAC), are standard with the new Teknik pack and optional otherwise.

Exterior changes identify 2009 Volvo S80 range
The sweeping, elegant shapes of the Volvo S80 brought a fresh new look to the Australian luxury market when it was introduced here in 2007.

The 2009 S80 range adds to the dynamic appearance with a wide range of wheel choices including the striking new "Cassini" 17-inch alloys and, at the rear, is identified by a more pronounced Volvo identification.

All S80s are fitted with active bi-Xenon headlights with washer function as well as Home Safe and Approach lighting systems.

Key Standard Features
Comfort

* Personal Car Communicator inc. keyless entry & alarm
* Bluetooth
* Front & Rear Park Assist
* High Performance Sound with 6-CD (8 speakers)
* Dual Zone Climate Control
* Humidity Sensor
* Auto Dim Rear View Mirror
* Rain Sensor Wipers
* Electric Park Brake
* 18" Alloys

Safety

* Dynamic Stability & Traction Control (DSTC)
* 4C - Continuously Controlled Chassis Concept
* Active Bi-Xenon Headlights
* Side Impact Protection System (SIPS)
* Whiplash Protection System (WHIPS)
* Inflatable Curtains (IC)
* Laminated Side Windows

Packages add value
The 2009 Volvo S80 is available with two optional packages - Teknik and Travel:
Teknik

Volvo Navigation System (VNS)
Blind Spot Information System (BLIS)
Adaptive Cruise Control with collision warning and auto brake
Lane Departure Warning (LDW) with Driver Alert Control (DAC)
Compass
Total Value: $13,000
RRP: $9,500

Travel Rear Seat Entertainment (RSE)
Rear Headphone Sockets
Ventilated Front Seats
Heated Rear Seats
Total Value: $6,300
RRP: $4,500

[Source: Volvo]

2009 Wiesmann GT MF5

2009-01-28T08:26:00.000-08:00

The latest to emerge from German sports car marque Wiesmann is news on the hand-built GT MF5 sports car.

Loosely based on the previous MF4 coupe, the new MF5 will feature a 500 hp BMW-sourced M5 V10 engine and seven-speed SMG gearbox to offer blistering performance - try 0-100 km/h in 3.9 seconds and a top speed in excess of 300 km/h!

Weighing in at around 1380kg, the car has spent considerable time testing in a wind tunnel to develop a rear diffuser and spoiler to help keep it planted at high speed. Seven double-spoke 19-inch wheels and wide rubber (245f, 275r) provides plenty of grip while any excess power is kept intact by BMW's ABS and dynamic stability control (DSC) systems.

The interior is simple yet beautifully crafted with centrally mounted rev counter and speedometer, custom made seats and plenty of carbon fibre and aluminium inserts.

[Source: Wiesmann]

Spider Bite

2008-07-29T22:41:00.000-07:00

The answer is yes, you bet your ass it is!
Photography by: Dan Chavkin

Bloody knuckles, agonizing tears and a cardboard-box bed might describe some transient who walks the streets. But this also describes Richard Tang of Hacienda Heights, Calif. Calling the office home for two weeks and getting a total of 10 hours of sleep, Tang burned the midnight oil to prepare his 1991 240SX for the 2004 SEMA convention. With his buildup deadline merely two weeks away, he worked around the clock. Despite knowing the pains of procrastination, Tang, like many SEMA exhibitors, began working on his project vehicle, dubbed JDMRICE3, only days before the big event.

Two months prior to SEMA, Jiro Adachi of Tanabe USA was looking for a candidate to build an S13 with Kazama's suspension products and Nagisa Auto's (NAMS) chassis products, which were recently made available in the States under Tanabe's More Japan division. It seemed Adachi's search had finally come to an end: There was no one more qualified than Tang for the buildup. He had already built one sick-ass S13, dubbed JDMRICE2, for the 2003 SEMA show; this car eventually graced our cover in December 2003.

There was one daunting task: Tang was asked to create an exact replica of the Kazama S15 that Manabu Orido drove to set a record lap time of 59.45 seconds at Tsukuba Circuit in 2003. "I knew it was going to be a hard project to build, but I still accepted the offer and was determined to take on the task headfirst," stated Tang.

While waiting for the body kit and suspension components to arrive via air from Japan, Tang disassembled his 240 fastback. He drove it to G-Dimension located in the City of Industry, Calif., where the stripping process began. With the aid of James from G-Dimension, Tang and a friend removed the perfectly running stock KA engine with plans to install a SR20DET. After removing all the wiring and engine components, they towed it to P.J. Bonifacio for prepping and painting. Prep work included removing the factory panels to keep the interior design simple. After scraping sound-deadening material from the interior, the body was then stitch-welded over a grueling two-day period.

Recaro Profi SPG XL buckets and Takata MPH four-point harnesses add some JDM flavor while keeping the driver out of harm's way at all times. A Nardi steering wheel attached to an NRG quick-release hub enables Tang to enter and exit without re-aggravating his hernia. In place of the factory shifter resides a C's short shifter attached to a Kazama shift knob. A matching Kazama spin-turn release knob completes the interior transformation.

Audiophiles might shed a few tears knowing the factory head unit compartment has been overrun with HKS's newest meter lineup. The black face RS DB 60mm boost, oil temp and fuel pressure meters are custom-mounted in a carbon-fiber plate allowing Tang to use the meters' warning, peak hold, simultaneous display and playback to their full potential.

Only Kazama offers a publicly available, S13 to S15 front-fender conversion kit, which enables any consumer to implement the coveted S15 front face. Using a set of limited-edition silver S15 headlights, the Kazama front bumper was attached using corner-mount fasteners and then topped off with a Seibon S15 AB-style vented, carbon-fiber hood. With blister fenders out front, the rear quarter-panel needed wider hips.For two days straight, Tang and his fellow employees at P.J. Bonafacio Auto Design meticulously molded a set of M-Sport wide fenders to the skin. The rear bumper and side skirts are also M-Sport issues, which were purchased through Renova Auto. Superior Nissan came through for Tang with a set of 180SX late-model Type-X taillights. In the rear, a Rotora 3-D GT wing channels downforce to the rear tires when sliding through the turns.

With the newfound fender space, oversized offset rims became a necessity. Tang opted for a set of custom J-Line wheels. New to the market, these 18x9.5- and 18x10-inch rims are laced with the newest trend in foot apparel: red chrome center spokes. Graciously sized Toyo Proxes T1-S tires, 235/40-18 up front and 255/35-18 in back, tuck within millimeters of the fender well. Replacing the underachieving factory brakes are a set of Brembo Skyline four-piston calipers in front and two-piston units out back. After completing the exterior, Tang's friends, James and Danny from S.I.X. Autoworks, paid a visit to help him install an office full of suspension product from Kazama, NAMS and Tanabe. Because the vehicle was a moving advertisement for the top three Japanese suspension companies, Tang sat under the car with a toothbrush in hopes of cleaning off the 14 years of dirt and oil that had accumulated in the wheel wells.

Kazama supplied its front tension rods, super tie rod ends, tension support bar, rear camber arms, rear toe arms, rear traction arms and sub-frame bushings. NAMS was also in the mix. Its top-selling Gacchiri fender brace and Shakitto strut tower plate, dramatically reduce body flex. Tanabe supplied its Sustec Pro Type II coil-over system, front and rear strut tower bars and--for added vehicle control--a set of front and rear sway bars.

With so much detail going into the suspension and body, it's a good thing Tang wanted an engine that would also set new standards. Enlisting the experts at Phase 2 Motortrend of Hacienda Heights, the crew rebuilt the SR20DET with HKS goodies. A set of HKS step two camshafts with a 264-degree intake and exhaust maintain extreme revs with the aid of a HKS rocker arm stopper kit and valve springs. Pressurizing the hot pipes, the enormous Type-S front-mount intercooler chills the intake charge while a Super Sequential blow-off valve releases excess pressure into the atmosphere. Spent exhaust is vacated though a Tanabe downpipe and finally terminates though a Super Medallion racing exhaust. Tang purchased a 1.2mm HKS head gasket and Power Enterprises Kevlar-lined Super V-belt. A Power Enterprise aluminum radiator and hose kit replace the notoriously inefficient factory radiator. A set of 660cc Power Enterprise injectors are given sufficient fuel through an HKS racing fuel pump. Dyno figures prove that older cars such as the 240 will benefit from an improved grounding system. The SR20 now sports a Sun Automotive Hyper ground system and Hyper voltage system. Transferring the power to the tarmac is an HKS single plate clutch. It delivers equal power to the rear tires though a NISMO two-way limited-slip differential.With body work and prepping done a week before the debut, the team worked in a frenzy to custom mix and match a color similar to the Kazama car using only sample photos and magazine clippings. Using a stage four derivative of Ford's E9 Laser Red Metallic paint, Tang produced a color strikingly similar to its predecessor. It is a blood red hue that suddenly changes to a luminous pearl metallic when in sunlight.

With the paint still fresh, the 240 was towed to Euphoic Designs in Gardena, Calif., where Jessie and his crew designed the graphics on computer by simply looking at the same photos used to match the paint. The final design speaks for itself. The intricate spider web design took 18 hours to complete. With the clock ticking away, Tang trailered the vehicle and sped off down the Nevada Highway. Lady Luck was on his side as he managed to deliver the Kazama replica car.

"Many consider this vehicle a completed project," said Tang. "I say it's a never-ending process and I still have a long way to go before I am truly satisfied with JDMRICE3." Tang plans to drive the car back to XS Engineering of Huntington Beach, Calif., to extract additional horsepower and fine-tune the HKS V-Pro for this year's Time Attack and drift events. So, watch out guys, JDMRICE3 is coming to a drift event near you!

Jack Of All Trades

2008-07-29T22:35:00.000-07:00

A Celebrity Among The Ranks

writer: Ryan McKay
photographer: Henry Z. DeKuyper

If Import Tuner had an award for being an all-around, kick-ass racecar driver, Tanner Foust would probably win it. Not only does this well-rounded driver and 32-year old from Steamboat, Colorado race rally cars, drift cars and compete in just about any other type of racing you can imagine, he does them all very well. So well, in fact, he has his hands in just about every pot in the automotive industry. He's so deep in the fold that he crashes at Rhys Millen's multi-million dollar pad while pursuing a career as a stunt car driver. Having driven for "Fast and the Furious: Tokyo Drift," and "The Dukes of Hazard" movies, Foust's latest endeavor into stunt driving is already blossoming.

Getting to where he's at wasn't an overnight affair, though. Being able to switch from racing off-road rally cars to road racing and drifting takes lot of skill. It's all about learning to master the art of car control. Do that, and you can drive just about anything well at the limit. Foust learned the ropes of car control teaching ice driving in Colorado-and in our opinion-there are few better ways to learn how to control your car than on the frozen slippery stuff.

While Foust fell in love with drifting cars across ice, it's no surprise he's made the shift to drifting on the paved stuff. His drifting foray has been a successful one, with Foust racking up wins in Formula D and D1 drift events in this wicked Nissan 350Z. Foust may drive the 350Z, but the keys to the wheels under Foust's drifting passions belong to AEM. A premiere aftermarket manufacturer in the import world, AEM has the manpower and resources to build some of the baddest cars out there. But this one wasn't built solely for Foust's pleasure-it was built to showcase AEM's products.

The folks over at AEM tell us the car was built over a 12-week period and cost an undisclosed amount of money to build (obviously a lot). They tell us the Nissan hits the track about twice a month, campaigning in Formula Drift and D1 events. As a testament to the ability of AEM, the 350Z and Foust, the team took the win at Formula D Atlanta-in the car's second race ever. Pretty impressive indeed.

Although it weighs in at a svelte (for a 350Z) 2900 lbs., it still takes some serious motivation to get this thing sideways down the track. With 450 hp at the rear wheels, this car has no problem lighting them up on demand. The VQ35 engine required some tweaking, however, and the twin Garrett GT25R turbochargers are the backbone of the engine mods. While the 3.5-liter Nissan mill retains its stock bore and stroke, the bottom end still received its fair share of work.

Benson Automotive Machining, in Costa Mesa, Calif., handled the machining, while the prepped and measured parts were carefully assembled in-house at AEM, with their man Stephan Papadakis doing the honors. The VQ now sports the stock forged crank, 10:1 compression JE pistons, JE rings, and off-the-shelf Eagle connecting rods. The oiling system is still stock, other than an APS oil pan. With the shortblock together, AEM shifted its attention to the VQ's cylinder heads, doing nothing more than adding a set of Jim Wolf valve springs.

A pair of turbos are responsible for getting enough air into the Nissan mill to make 450-wheel hp, but they aren't doing it alone. An APS cast-iron exhaust manifold was used to join the twin Garrett ball-bearing turbos to the VQ's aluminum heads, and the spent gasses exiting the turbos are routed into a custom, 3.5-inch stainless-steel exhaust. With the engine build in the bag, lining up some good engine management was next on the list.

Like we said, AEM built this car to showcase their products, and that's exactly what its done. This 350Z rocks AEM's best, including a universal AEM EMS, an AEM fuel-pressure regulator, and an AEM Gauge-type UEGO controller (wideband O2 sensor). The EMS works in conjunction with a set of six APS/Bosch 500cc/min fuel injectors, an AEM adjustable fuel-pressure regulator, and a tank full of 110 octane fuel to make sure the engine gets enough gas to match the massive quantities of air the Garrett huffers blow into the VQ's stock intake manifold. AEM's contributions to the Nissan's electronics didn't stop there, though. The car rocks an AIM dash that communicates with the AEM ECU, and an AEM Serial Datastream Gauge. Pretty sweet, huh? We think so.

The 350's stock transmission has held up to the torture of 450 hp and the rigors of drifting so far, with only mods to the drivetrain being the addition of an ACT 6-puck, single-plate clutch, a lightened OEM flywheel and a Nismo 1.5-way clutch-type LSD. The workhorse clutch and strong LSD have proven their ability to get those horses to the ground without any fanfare. Good news for boosted 350Z owners who like to abuse their toys.

A race car with gobs of horsepower and fitted with a good drivetrain is useless without a good suspension. This holds true even to racing in a straight line (check out the suspension on a full-blown drag car), and is even more important in drifting. The 350Z's OEM suspension setup is good enough for a daily driver, but this racecar needed a little more. In search of the perfectly balanced Z, AEM fitted theirs with what they dubbed the "AEM Racing/Tokico" suspension kit. Up front, the bastard suspension consists of Tokico dampers/springs and JIC tie-rod ends, while out back, the same spring/damper combo was used. Stillen adjustable anti-roll bars were added front and back to keep the car flat and stable while sliding across the racetrack.

Brakes are important, too. If you doubt that, try driving your car down a steep mountain road without using the brakes or downshifting. AEM didn't need us to tell them that, though. They must have gotten the memo, because they went ahead and made a few mods to the stock brakes to help keep the car out of the tire wall. The OEM braking system was good enough that with the addition of Axxis brake pads and Motul fluid, the braking system was deemed sufficient. And if you think you see a linelock on the brake lines, you are correct. Now pat yourself on the back. We guess Foust likes to do big, smokey burnouts.

Good brakes may be able to help Foust avoid any stationary objects, but collisions are inevitable, and Foust is no stranger to crashing. As a teenager, he rolled his Honda Civic end-over-end seven times. So it's no surprise he wears a ton of safety gear. In addition to the three-layer fire suit, fire-resistant nomex socks, shoes, gloves and helmet he wears, the 350Z has its own accessories to keep the driver in one piece. A rollcage, fire suppression and countless other pieces of safety equipment are requisite items on a racecar. The rollcage was custom-built by Steen Chassis, and Foust can now strap himself tightly into his Sparco seat and harness. Safety first!

With the interior and drivetrain finished, AEM got to work on the exterior. The bodywork was tackled by MOB Works in Orange, Calif. MOB installed the front Seibon fenders, Versus body kit, Seibon hatch, Rotora wing, custom MOB Works rear fenders and covered the whole shebang in Lambo yellow in less than 3 weeks. Not bad, considering we've waited longer at the DMV. Finally, AEM picked a set of Motegi Touge wheels to fill out the fenderwells of the Z, measuring 18x9 up front and 18x10 in the rear. Shod in 235/40/18 and 285/40/18 Toyo T1-R rubber, the 350 is sitting pretty.

Teaching people to drive on ice may be an uncommon way to learn to drive race cars, but as we can see by Foust's huge success in drifting, rally, and stunt-driving, it may be one of the best ways to learn. Expect to see Foust behind the wheel of this killer machine in the winner's circle at a drift event near you

1994 Honda Civic Hatchback Si

2008-07-29T22:09:00.000-07:00

Just Your Average 790WHP Rocket

writer: Joey Leh
photographer: Eric Kieu

If there are two things that hold true in America, it's that drag racing and burnouts will never die. Trends on the show scene will come and go, and different car platforms will always die off, but the US is the US. Transcending all boundaries, it doesn't matter if you drive a Camaro or a Civic, the strip will be calling. A big, smoldering burnout is the late night American entertainment of choice, and the quarter mile will forever remain the de-facto standard of measurement for a car's performance. Forget the Brits and their obsession with the 0-100-0 test, in America, lining up at the tree is a rite of passage.

With 789hp and 531 lb-ft of torque available at the wheels, Paul Ho's1994 Honda Civic Si has run a best time of 9.96 at 149mph. Built to be one of the best looking drag cars around, as well as one of the fastest, Ho's car is street driven and often taken sans-trailer to local Southern California drag racing events. The original plan of attack for this EG was a weekend racer that made only about 550 wheel hp. With sponsors and shops failing to follow through on their word, Ho took the project into his own hands. As the head of research and development for induction and exhaust manufacturer Injen Technology, Ho was in the right position to finish his project. Together, with fellow R&D-man Byron Leggett, Ho formed PB Racing (get it?) and set out to create the fastest street-driven B-series Civic around.

The heart of the beast is a B18C1 Integra GS-R engine block, which was punched out to a 84.5mm bore to accomplish a 2.0L displacement size. Larger-than-stock 9.0:1 compression ratio Arias pistons and rings are now used, hung with billet Pauter connecting rods on a Pauter crankshaft. The cylinder head was lifted from a B16 and received a Manny Rodriguez port and polish with a 3-angle valve job. Custom "secret grind" PB Racing camshafts are used with Skunk2 cam gears to dial in mysterious amounts of lift and duration. Oversized valves are used in the head to support those cams, along with Eibach valve springs and Crower retainers.

A custom top-mount, equal-length stainless exhaust manifold was fabricated to hold the Innovative Turbo T72 dual ball-bearing unit. Custom compressor and turbine wheels were fit into the turbocharger, picked to provide the perfect balance of response and power output. A HKS GT external wastegate is used to regulate boost pressure, and flows exhaust gases into a custom Injen 4-inch downpipe and exhaust system. On the cold side, a custom Injen front-mount intercooler was fabricated, along with all the piping required and a flange for a GReddy Type-R blow-off valve.

The oiling system remains Honda stock, although the ignition has been completely redone using an MSD 7AL-2 CD ignition system and Magnecor 10mm spark plug wires. An Aeromotive fuel pump is used to send massive amounts of liquefied gold to 1600cc/min RC Engineering fuel injectors. A STR fuel rail sits on top of the injectors, along with a custom fabricated PB Racing fuel sump. Accel DFI's Gen 7 engine management system is tuned to deliver a reality-bending 790 wheel hp. If you're ever on the freeway and catch a glimpse of a golden arrow shooting down the lane next to you, don't bother; this car is completely untouchable at rolling speeds.

A Competition Clutch twin-disk setup holds down this prodigious power output, along with the requisite lightweight flywheel. Quaife's torque biasing limited-slip differential provides extra grip off the line, sending boosted torque into the Driveshaft Shop Stage 5 reinforced axles, which are rated up to 800whp.

Because Ho fully anticipated the speeds at which this Civic would be traveling in competition, one of the first things done to the chassis was the addition of a full roll cage. Painted in a golden hue to match the pristine exterior, the cage is a welcome addition, both in terms of safety as well as chassis strength. More than 500 lb-ft of torque at the wheels was probably the last thing on the minds of Honda engineers when they sat down to design the Civic chassis. Because he has taken his car to such a high level of performance, Ho has had to virtually reinvent his Civic from the ground up.

To ensure proper traction and weight transfer off the line, Leggett spent a significant amount of time fine-tuning the suspension and balance of this Honda. A'PEXi coilovers sit underneath this beast, with 1000lb/in custom springs resting at all four corners. Skunk2 Racing adjustable camber arms are utilized to properly align the wheels, an often overlooked area for any drag car. L-Con Engineering traction bars are the final touch of grace for this EG, ensuring that excessive front control arm movement is kept to a minimum, and pure acceleration is kept to the maximum.

Although a drag car's brakes don't need to stand up to strict road racing standards, Ho does drive this car on public roads and serious velocities could be reached. Factory Acura Integra GS-R brakes are used all around, with a stock GS-R master cylinder and brake booster to match. Covering those binders are a set of Japan's finest forged wheels, Volk Racing's TE37 in bronze. Sized 16x7, the Volks remain Ho's street wheel, wrapped in 205/45/16 Toyo T1-S rubber. For the drag races, Ho mounts up a set of 13x9 Bogart Savoy three-piece billet race wheels, covered in stickier-than-glue M&H Racemaster drag slicks.

With the speed aspect more than covered, Ho has only the exterior of his Civic to worry about in order to accomplish his goal of go and show. In order to build one of the best looking drag cars on the circuit, Ho had P.J. Bonifacio Autodesign slather his chassis in gold paint, both inside and out. A Mugen front lip and side skirts add a little bit of edge to the bodywork, while a Seibon carbon-fiber hood, hatch and roof spoiler cut a few excess pounds from the car. The interior is half stripped for competition and wears custom carbon-fiber paneling on the center console and in place of the original airbags. Those racing seats aren't to be messed with either; they're Seibon units, manufactured out of super strong, lightweight carbon-kevlar. GReddy water temp, oil temp, oil pressure, fuel pressure and exhaust gas temperature gauges prove to be the sole source of in-car entertainment, besides freeway burnouts of course. Having fabricated a custom PB Racing carbon-fiber sunroof delete panel, Ho's Civic weighs in at around 2500lbs with Ho sitting in it.

Dealing a serious blow to all the front-drive critics, Ho has consistently smoked American iron on their battlefield of choice, the drag strip. Having built a motor that can push more power than a Viper, as well as a body that could sweep the local shows, Ho can rest assured that he has reached his goals. Keeping this car street legal throughout this build was not an easy task, but Ho now has a car that can provide thrills on the street and absolute terror at the drag strip. Trapping almost 150mph in the quarter mile is no joke for a stock-bodied EG Civic, and just proves that there is still some potential left in the import drag world after all.

2008 Scion TC

2008-07-29T21:53:00.000-07:00

The World Premier Of A Drift Scion

writer: Carter Jung
photographer: Aaron Powell

Ever since I've known Ben Chong, he's been into cars. To call him an enthusiast would be like calling Jessica Simpson a blonde--a severe understatement. Like a handful of us lucky enough to transition a hobby into a career, Ben started with RS-R in 2002. Now the director of business development, Ben has taken development seriously for the past five years.

Before Formula D and D1 ever smoked up the now infamous Irwindale Speedway, RS-R was the first to hold a drift competition on the infield with D1 judge Orido. In July 2003, 2NR featured their D1 exhibition 350Z on our cover. More recently, Ben helped develop and run the S2000 Formula D drift program--launching Alex Pfeiffer and Tyler McQuarrie into the spotlight. Now Ben and RS-R are back in drifting with a whole new car, the Scion tC; 2NR got the inside scoop on what it took to make it happen.

From the mouth of Ben Chong:
To get a car to drift is not as hard as some people may say it is. Some basic modifications, hours of seat time, and a whole lot of tires will get you on your way to smoking sideways in no time. Of course, today your daily driven street drifter wouldn't cut it in the professional circuit. The ante, as they say, has gone up. Professional drifters battle ferociously and are always on the lookout for that extra edge.

After four massive years into Formula D, the roster of seeded and un-seeded cars is diverse: from Toyota Corollas to Dodge Vipers, and Nissan 240SXs to Ford Mustangs, domestics and imports now compete at a professional level. But a few years back, not all of these makes made for the typical drift car. One example of a ride that seemed unorthodox at the time was our RS-R Honda S2000. This was a vehicle that upon its very conception was something that everyone thought would fail on its quest to become a competitive vehicle. But here at RS-R we took this roadster and modified it to not only break traction, but to maintain a slide in any given direction, have the ability to change its line and angle at will, and also equipped it with sufficient horsepower-to-weight ratio to work the competition. What most said could not be done, was done.

After pulling out of Formula D in 2007, all seemed quiet. Many wondered where the first Honda that competed professionally went. Well now it's 2008, a new season of Formula Drift is upon us, and RS-R is back with a completely new ride. When RS-R premiered the S2000, it gave Honda fans something to cheer for at drifting events. Now, after two long years in the making, RS-R will give a new generation of fans a new drum to march to: the Scion tC.

"Naturally, the first question that pops into your mind is, `Hold up, this is a front-wheel-drive car, how can it compete in Formula D?' With a little research, we found out that the tC shares its chassis origins from an all-wheel-drive vehicle not sold in the U.S. But it wasn't as easy as swapping in a sub frame, engine and transmission, and splitting the transfer case to power the rear wheels. If the S2000 was a difficult build, the tC was exponentially more complicated.

"A simple solution would have been to remove the front output shafts, diverting all the power to the rear wheels, but that can only handle so much energy before breakage. The stock transfer case wouldn't handle the power levels we needed to be competitive. Plus, we saw it as an opportunity for RS-R to showcase our experience and knowledge of making a non-driftable car drift.

By now, I,'m sure everyone is dying to know which all-wheel-drive subframe and rear end is shared with the Scion tC chassis: the Toyota Caldina. Sold exclusively in Japan, the Caldina is Toyota,'s take on a sporty wagon, but more importantly it was offered as an optional all-wheel-drive in certain trims. Using the Toyota Caldina transverse engine and drivetrain would have been relatively easy, but where,'s the fun in that? Since weight balance and distribution were key factors for the build, the decision was made to take the factory engine and drivetrain setup and run it longitudinally. We could have just chopped the firewall to make room for the engine and transmission, but it isn,'t allowed in the Formula D rulebook. Working around this posed quite a problem. It was a herculean task that Gary Castillo of Design Craft Fabrication was up for, especially since he had worked with RS-R in building the Honda S2000 years ago.

For the transmission, we went with a G-Force five-speed with a custom bell housing. The housing bolts up to the motor and is specifically designed to run a tiny 7-inch Tilton triple carbon clutch to help clear the firewall tunnel. And with the engine position changed, we had to scrap the Japanese driveshaft in favor for a new one and have new mounts fabricated.

One of the biggest questions we asked ourselves was which motor should we go with? Discussions about the proper powerplant for the tC led to weight, which then led to balance, resulting in the selection of the 3S-GE Beams motor. Stroked to a 2.2L, controlled by an AEM EMS unit, and boosted by an HKS GT3037 turbo, we estimate power at 400 hp. We,'re also running a Tom,'s dry sump kit to lower the engine as close as possible to the ground, while providing additional clearance for the transmission.

As unique as the car was going to be in the drifting world, we knew we couldn,'t go with a run-of-the-mill body kit. With the help of KC Chow at APR Performance and a widebody kit creation by an undisclosed designer, the fenders and quarter panels come out an additional 2 inches on each side, and the exhaust system exits the center of the rear bumper. The dry carbon doors, hood, roof, and trunk, were all made specifically for this project.

Suspension is obviously handled by RS-R coilovers, along with other custom pieces to help dial-in the handling characteristics of the vehicle. But suspension performance is utterly useless without a good set of wheels and tires. Toyo R1R tires are mounted on Enkei RPF1 wheels, and braking power has been significantly upgraded with Project Mu brake calipers and rotors. Now rocking a widebody stance, wheels in the front run 18x9.5 with an +18 offset on 245/40/18 tires and 18x10.5 in the rear with a +15 offset on 265/35/18 Toyos.

Interior features include a Stack display to watch the rpm, boost, oil pressure, water temperature, and fuel pressure. Sparco seats and harnesses are used to ensure driver safety, along with a Sparco shift knob and steering wheel; all of which have been custom-mounted so that the seat can be pushed back from the factory location to improve the tC,'s weight balance. Behind the driver seat is the dry sump oil tank, and behind the passenger seat is the fuel cell.

Taking a car like the Scion tC and converting it to a rear-wheel configuration may sound as simple as swapping the drivetrain, engine, and subframes, but drifting it competitively is a different story. Only time will tell how this car will do throughout the series. With Ken Gushi as our driver, and with Scion and Toyo on board, we like to think we have a damn good chance. Wish us luck and I,'ll see you at a Formula D event soon.,"

NAME

rS-R USA

HOMETOWN

Osaka, Japan

OCCUPATION

Tuner and Developer of High Performance parts

HOBBIES

Racing

BUILD TIME

THREE MONTHS

Feedback

info@rs-r.com

Quote

"This Scion tC was a concept two years in the making, we are proud to finally make it a reality."

OUTPUT

400 hp

ENGINE

3SGE Beams motor; Peterson external oil pump; Tom's dry sump pan; HKS GT3037 turbo, external wastegate, intercooler, camshafts; Blitz Dual SBC boost controller; Toda 2.2 L stroker kit; Koyo aluminum radiator; BDL 72mm throttle body; SX fuel regulator, SX fuel pump; 850cc injectors; custom center-exit exhaust

DRIVETRAIN

G-Force five-speed sequential transmission; Tilton triple carbon clutch; Kaaz LSD

SUSPENSION

RS-R coilovers, custom control arms, custom tie rods

WHEELS/TIRES

Enkei RPF1 (18x9.5 front, 18x10.5 rear); Toyo R1R tires (245/40/18 front, 265/35/18 rear)

BRAKES

Project Mu four-piston front calipers and rotors, brake lines, custom modified four-piston rear calipers and rotors (two pistons controlled by the foot brake, two pistons controlled by the hand brake), brake pads

EXTERIOR

Custom concept widebody kit

INTERIOR

Sparco Corsa seats, six-point harnesses, steering wheel, shift knob; Design Craft spec custom rollcage

ELECTRONICS

Stack dash display; AEM EMS engine management

2002 Subaru Impreza WRX

2008-07-29T21:41:00.000-07:00

Joseph Cruz's 2002 Wrx Goes From Track To Showroom Without Skipping A Beat

writer: RC Faderoga
photographer: Eric Kieu

The year 2002 saw an automotive market saturated with cars aimed to fulfill the needs of the teen and young adult demographic; cars were produced ready for modification and marketed as "cool, independent and fun."

Though the industry was finally on the right track, giving dues to its young consumers, it was a hard sell, what with a failing economy and an all-out war. That year would've been one of the bleakest for the industry if it weren't for Subaru finally entering its WRX into the U.S. market. The idea of having a turbocharged four-door sedan powered equally on all four wheels not only put the market in general on notice, but also placed the tuning industry on its knees begging for more.

One of the many caught up in the Dub-Rex mix was young Joseph Cruz, who immediately fell in love with the four-wheel-drive monster the same way everyone who purchased it did: Through the World Rally Championship (WRC). After watching the WRX race on the banks of the most dangerous terrains in Europe, fly through the air and land on a sea of shallow mud to slide across a turn inches away from screaming fans of the WRC, Joseph went straight into the Subaru dealership and picked out an '02 WRX that suited his tastes.

The '02 Impreza WRX ran an impressive 227 hp and 217 lb-ft of torque out of the production lines, which more or less beat every competitor in its class. Its closest threat, the Acura Integra Type-R, didn't even come close to what the last generation WRX featured in almost every aspect. With the EJ20 engine powered by a Mitsubishi TD04-13T turbocharger unit-which was only on the U.S. spec versions-the WRX was boosting a healthy 13.5psi andfeatures 16-inch wheels, 2-piston/1-piston front and rear brakes and a viscous coupling type LSD. It weighed an average 3,085 pounds and boasted a 45-to-55 power ratio between the front and rear axles. All in all, the WRX was something the U.S. market had never seen before and became a mainstay in almost every list of Top 10 Cars of that year.

That's why when Joseph finally decided to modify his WRX, he made sure he did it correctly. For one, he didn't want to disappoint his teammates at Team Sadistic, and he ultimately didn't want to sully the pride behind owning a WRX. He knew the importance of properly fixing up cars; having modifying them since he was 16 years old. It began with his first car, a '62 Chevy Nova, and then moved onto putting together a Kaminari-inspired Toyota Celica GTS in later years. When he first purchased the WRX, his main goal was to build it for road racing, which is why the first parts he installed, with the help of his father, were a set of Cusco Zero-1 coilovers and camber plates for alignment adjusting.

With a simple combination of minor tuning and a quality suspension system, he took his ride to a few track events, which essentially pushed him in to an all-out addiction with road racing. But like most addictions, there were serious drawbacks. In his case, the cost of replacing tires and brakes added up quickly, so he focused on the show aspect of tuning instead. During his first stints in the car-show circuit, his competitiveness from racing naturally transferred over to the showroom floor. When he lost a few trophies to what he thought were lesser cars, he immediately stepped up his game and created the WRX we see today.

Underhood, he replaced the stock turbo with a Blouch TD05-18G, featuring an HKS V2 SSQV blow-off valve, a Turbo XS front-mount intercooler and Turbo XS intercooler piping. To add more efficient fuel and air into the mix, he installed Power Enterprise 800cc fuel injectors and a Turbo XS shorty intake with a K&N cone filter. Handling the exhaust duties is an A'PEXi cat-back exhaust system and GT-spec stainless steel manifold. The engine is made to look sexy with Samco radiator hoses, a GReddy oil cap, a Koyo racing radiator and a Nitrous Express N-tercooler system.

"The feeling of knowing that someone considered my car worthy of winning increased my addiction to continue upgrading my car," Joseph explained. "That's why after the engine work, I focused solely on the appearance of my vehicle and pursued a clean but distinguished look."

His first major change was a customized body kit to get the flared look similar to that of the actual WRC car. He then added on Chargespeed carbon-fiber air brake ducts, C-West side skirts and a ZeroSports grille. He also changed the color from black to a two-tone approach, using a House of Kolor gold all over with a midnight black pearl on the roof. Of course, tuning wouldn't be complete without the necessary JDM accessories. Joseph added a JDM v2 STi two-piece carbon-fiber lip, JDM STi projector headlights, a S202 rear wing and JDM Subaru vent visors. Under the chassis is a set of quality-choice Rays Engineering G-games Wolf 77 wheels, measuring 18x8.5 in the front and 18x9.5 in the rear, wrapped up by Dunlop Direzza Z101 tires that give that car the oh-so-fresh look.

"So far this year has been great," Joseph smiled "I had the opportunity to have EDO Performance sponsor my car and I've solidified a future for my ride, starting with a hybrid motor swap and upgraded transmission components to ensure the life of my vehicle." And with 327 hp to the wheels under his helm and first place wins at the 2007 Las Vegas Hot Import Nights, Joseph has more to smile about than the future plans of his WRX. He made sure he not to tarnish the cars reputation by installing inferior parts; instead he created a masterpiece that also made him proud to be a tuner.

2007 Nissan 350Z

2008-07-29T21:31:00.000-07:00

Greddy's Widebody Twin Turbo '07 350z Is Perfect For Both Real And Virtual Worlds

writer: RC Faderoga
photographer: Eric Kieu

I still remember the first time that I raced one of the four Nissan Skylines I've owned. It was my white R33 fitted with a Nismo exhaust and Ray's wheels; it flew past the competitors with lightning speed around the short bends of Deep Forest Raceway. I beat all of them with minutes to spare despite the fact I drove it with an automatic transmission; there wasn't even a scratch or dent on my car. I washed it afterwards, took a practice lap around Apricot Hill, parked it in my garage and called it a night. Granted, this all took place within the safe confines of the virtual world, but it was a fond memory, nonetheless, placed deep inside my mind because it was also the first time I played Gran Turismo nearly 10 years ago on the original PlayStation.

I'm sure we all have memories about this racing game, the emotions we felt sitting behind the steering wheels of Japanese cars, some of which we owned but most of the time wished we owned, much less had ever seen before. It was the game that revolutionized video games, and more importantly, the real-life tuner industry. It set off an unbridled yearning to modify, collect and own the cars we played. And it's all owed to the godly hands of Gran Turismo creator, Kazunori Yamauchi.

Every year at the SEMA Show, Kazunori hands down the Gran Turismo Awards, which honor the best customized vehicles in various categories, including Hot Rod, Domestic, and of course, Japanese Import. The grand prize is Best in Show, which immortalizes a vehicle in a future Gran Turismo video game for everyone to drool over and drive. GReddy's '07 Nissan 350Z, which is laid across these pages, didn't win that coveted award but it did place First in the Japanese Import category, and in our book, that's reason enough to place it on the cover. After all, there has to be a reason why it was picked to win the award, competing with a pool of the best tuner vehicles in the country.

Perhaps it was chosen because it's arguably one of the cleanest Z33s to pound the pavements thus far. Or maybe it's the mob of GReddy's quality products placed underhood that makes it oh-so-fresh. But really what sets it apart from the rest of the group is the main source of power resting comfortably in the engine bay, the first twinturbo production kit ever made for the new VQ35HR V-6 engine that can potentially push this car upwards of 700 hp. This TD05H-18G twin-turbo kit can be bolted on and is sold with all the necessary parts like manifold, downpipe adapter, piping hardware and heatshields. GReddy designs their turbos with substantial room at their efficiency ranges, giving the tuner the option to increase power levels. They base their engineering on completely stock engines, so they provide instant horsepower gains while maintaining drivability. This concept bodes well for the VQ35HR engine, which is still fairly new in terms of manufacturing aftermarket products.

The VQ35HR is an updated version of the 350's previous powerplant with a stronger block, a higher rev limit and compression ratio, a twin ram-air intake, and variable exhaust camshaft timing. It boasts a stock 306 hp and has a broader range of usable torque, with 90 percent of its 268 lb-ft coming from the 2,000 to 7,000 rpm range. Nissan says the HR in the engine's moniker stands for "high response" and "high revolution," both of which are fitting for the 350Z's sporty feel and for the dozens of aftermarket companies vying to be the first to completely modify the engine.

With only eight weeks before its grand unveiling at the SEmA Show, GReddy worked nonstop to build on this next evolution of the VQ engine. They learned all the new details that came with the engine and the '07 Nissan 350Z, including placement and tuning differences. "This is just the beginning and sort of a setup before we move onto the '09 Nissan GTR and the next evolution of VR38 engines," said mike Chung, planning manager at GReddy. So if this 350Z is merely a start, a GReddy-built GT-R is certain to be a sure-shot hit.

Aside from the massive twin turbos with cast manifold and Type-T wastegates headlining the main stage, GReddy also planted a Type 29 Spec-R front mounted intercooler kit and Airinx AY-mB air intakes to provide efficient air flow circulation. They installed a 70mm turbo Ti-C exhaust system to remove the unwanted air and let their e-manage Ultimate ECU to govern the inner workings of the engine. The internals of the sturdier block include GReddy pistons, connecting rods and piston rings, while GReddy camshafts and L iridium spark plugs take control above; all of which help the bolt-on turbo kit work fluidly within the system. "All the products we develop for this vehicle should make their way to becoming bolt-on products," explained mike. "Once all the hard work of prototyping and tuning is done, production can begin to offer proven products at affordable prices."

GReddy products do not end in the engine bay. The widebody kit is courtesy of GReddy's GRacer over fender SPL model, which is flared close to the factory settings but built slightly more aggressive to fit the wheels and create a meaner stance. It's a seven-piece body kit originally planned to be a custom one-off, but Greddy decided to place it in production because of the popu-larity it garnered at the SEMA show. Painted in OEM Pikes Peak White and covered in Greddy D1 original graphics by Vinyl mayhem, the widebody kit also comes with a rear wing that sits low on the trunk and protrudes enough to collect the proverbial double takes.

Under the chassis is a set of 20-inch Rays Engineering Gram Light wheels, 9.5 inches wide in the front and 10.5 inches in the rear, wrapped in gummy Nitto Invo tires and around GReddy 380mm and 330mm rotors. Gold Volk Racing GT-Fs are used on the track.

Inside the cabin is a pair of blue Bride seats, the Gias model on the driver side and the Stradia on the passenger, matched with Bride Low max rear seats, which complement the overall scheme of blue and white.

Though this complete setup would be perfect to be a special model in Gran Turismo, GReddy is just proud to be the Japanese Import winner of the Gran Turismo Awards. To them, there's nothing like being picked by Yamauchi, the man who fueled the tuning fire that engulfs our lives on a daily basis. It's a feat that GReddy will show off in 2008 and use as inspiration to build the much-anticipated Nissan GT-R, which they hope will fare so well at next year's event. Seeing that they did so well with the '07 350Z, the chance of winning Best in Show doesn't seem so far fetched.

Tweaks
Output 450 whp 700 plus expected at next tune

Engine
GReddy (pistons and rings, rods, camshafts, valves, valve springs, intake manifold, oil pan) cast turbo manifold, TD05H-18G (x2), Type-T wastegate, E-manage Ultimate, PRofec-B Spec2 boost controller, GREx 13-row oil cooler with thermostat, aluminum radiator with pipe kit, radiator hoses, aluminum diversion panels, Type-29 spec-R HG intercooler, aluminum intercooler piping, dual Airinx AY-mB intakes, Turbo Ti-C 70mm dual exhaust, Five Axis dry carbon engine cover

Drivetrain
OS Giken LSD, clutch

Suspension
GReddy Type-S suspension kit

Wheels/Tires
R57-GT Gram Lights rims (20x9.5 front; 20x10.5 rear); Nitto Invo tires (225/30/20 front; 285/30/20 rear). Gold Volk racing GT-F wheels for the track.

Brakes
GReddy 380mm rotor with 8-piston (front), 330mm rotor with 4-piston kit (rear); GReddy/ Earl's stainless lines

Exterior
GReddy Over-Fender SPL body kit (front bumper, rear bumper, side skirts, over fenders, rear wing); OEm Pike's Peak White paint; Greddy D1 vinyl graphics

Interior
GReddy SuperLight shift knob; Bride Gias (driver) and Stradia (passenger) seats; Bride Lox max rear seats

Electronics
GReddy 60mm SmI with data-link

2008 Nissan R35 GT-R

2008-07-29T20:22:00.000-07:00

Top Secret Reveals Just A Little Underhood On Their 2008 Nissan R35 GT-R

Photography by Luke Munnell

writer: RC Faderoga

The Nissan GT-R shown here is subtle. Sure, it's one of the most anticipated cars to come out of the automotive world in recent memory. And, yes, that's definitely a Top Secret sticker splayed on the side doors-a sign that it's built by one of the most decorated tuners in all of Japan. Ignore, for a moment, the burly front fender deltoids, the lowered ground-shaking stance and the fact that it's essentially a Top Secret Nissan GT-R, and there is something missing from the line of vision. Obviously, Top Secret's signature gold and white markings aren't present, but that's not the much-needed DNA evidence to put the perp in jail. Those subtle nuances are, indeed, invisible to the naked eye because, for one, in this photo of the GT-R you don't get a look underhood. Needless to say that the tired old phrase, "Never judge a book by its cover," has never been so true.

Let's start at the beginning; the Nissan GT-R is the latest version from the famous line of Nissan Skylines that we all adore and all want inside our garages. Naturally, there are some changes with this new version. The GT-R was built with speed, efficiency and safety at high performance in mind, thus allowing the normal driver to immediately feel like Michael Schumacher at the gripping of the steering wheel. With the GT-R maximizing grip and airflow, it's highly possible to actually drive like one of the best drivers in the world, despite road and climate conditions. Also, the entire car is built with a balanced mix of carbon-fiber, aluminum and steel, and the engine is assembled by a single craftsman, which is pretty major considering all the work that had to be done. It features the first independent transaxle all-wheel-drive system, allowing superior weight balance and a dual-clutch transmission with paddle shifting for direct control. All in all, it's something we've all been expecting from Nissan's GT-R brand, and we can't wait to see one on the road in our very own backyard-better known as the United States.

Here comes the subtlety. During our visit to the Tokyo Auto Salon earlier this year, we spotted many GT-Rs, but none were more eye-catching than Top Secret's. Out of approximately seven GT-Rs on display, Top Secret was the best to highlight the super-car's high-performance aerodynamics and style. It was practically a no-brainer to pick it for a 2NR full feature. But, unlike the cars previously featured, this one is as close to stock as mechanically possible. There were no insane twin turbo setups, no shiny intercooler piping and finding anything remotely aftermarket was as hard as memorizing the VIN numbers and reciting them backwards. Seriously, we were all surprised. We couldn't believe Top Secret put a stock GT-R on the Tokyo Auto Salon floor and actually put their label on it.

So, after doing some research in and around Tokyo, other than finding the weird gadgets and electronics that the Japanese are known for, we found JUN, another respectable tuner shop that shed some light on this whole mess. According to them, Nissan is proactively preventing anyone that has the itch from modifying their beloved GT-R, which pretty much includes everyone who loves cars. Apparently, every R35 owner needs to sign a contract that implicates a void of warranty should any aftermarket modifications be made. Any minor modifications can throw the codes in the ECU; the car is also limited to 180 kph (112 mph). The most disturbing factoid is that a data logger is located somewhere in the vehicle; it stores speed, rpm, distance and other potentially pertinent information-similar to an airplane's black box.

As of yet, none of the information was confirmed by Nissan and we're not sure if the same rules would apply to USDM versions, but if true, it would only mean that every tuner shop would be hiring the best nerds out there to hack into this system. If anyone can make a fool out of Nissan by getting inside that impenetrable ECU, it would be Top Secret. After all, if they can make this GT-R so nice on the outside, they can make it equally fresh on the inside. Top Secret is known for turning supercars into very super-major rides with all the toppings, and a side order of coffee. It's really amazing, the horsepower they've managed to pull out of cars like the Toyota Supra and the early model Nissan Skylines. It's even equally amazing how sexy they make all their cars look.

The body kit used on this GT-R is made by Top Secret, featuring a carbon-fiber front lip, carbon-fiber front grille and an aero catch. These aero modifications may be trivial to any other stock car, but on a car that's already producing 525 hp at 6,500 rpm out of the box, these changes can make a huge difference at high speeds. The only engine modifications that Top Secret managed to put in their GT-R was their own Super Premium exhaust system and an HKS EVC, which surprisingly, didn't force the factory ECU into shutdown mode. They lowered the car using a combined set of Top Secret dampers and Swift springs. This system rides on top of a set of 20-inch Volk Racing GT-C wheels, wrapped in Bridgestone RE070 tires. The only upgrade inside are the Takata harnesses, which look somewhat weird resting on the factory seats. But it seems the overall interior doesn't need much modifying, unless you plan to make it a full-out race car.

It's for these reasons that we call this ride subtle. The GT-R's signature technology and overall high-performance attitude is still noticeable, and with the inclusion of some Top Secret science and style, the potential of the GT-R has never been more captivating. It'll be interesting to see what the future holds for this car, and we're sure that Nissan's restrictions are mere speed bumps on the road ahead.

2008 Nissan GT-R
Output 525 hp at 6,500 rpm
Engine Top Secret Super Premium exhaust system, HKS EVC
Drivetrain Stock
Suspension Top Secret Grade Damper, Swift springs
Wheels/Tires 20x9.5 and 20x10.5 Volk Racing GT-C with Bridgestone RE070 tires 255/45-20 and 285/40-20
Brakes Stock
Exterior Top Secret carbon-fiber front lip, front grille, and aero catch
Interior Takata harnesses

Name.
Top Secret

Age.
Old Enough To Be Your Uncle

Hometown.
Tokyo, Japan

Occupation.
Tuner Shop

Hobbies.
Currently Attempting To Figure Out The New Nissan Gt-R

Build Time.
In Progress

Feedback.
Usa@Topsecretjpn.Com

1999 Lexus GS400

2008-07-29T20:08:00.000-07:00

Being A Champion Doesn't Mean You Have To Be Alone

writer: RC Faderoga
photographer: Chris Reno

Kanye West's Graduation was a jam-knockin' album that quickly became my favorite of last year. It continues to get heavy rotation inside my car's CD changer, and it's a couple more plays from being cataclysmically ruined forever. This not only prompted me to buy an iPod adapter like everyone else in the 21st century, but it also made me the preeminent expert in quoting lyrics from this musical tour de force.

One of my favorites comes from "The Glory" track: "The fur is Hermes shit that you don't floss/The Goyard so hard, think I'm Hugo's Boss/Why I gotta ask what the two-door cost/House on the hills two doors from Tracey Ross." These were the four bars that led me to conclude that if Kanye were a tuner, his affinity for fashion, luxury, and downright boasting would fit right in with this year's hottest tuning trend, the VIP style.

Taken straight from the streets of Tokyo, the VIP style is directly linked to the finger amputating techniques of the Yakuza mafia, which opposed using European sedans for fear of getting targeted by the police and rival gangs. Instead they modified Japanese luxury cars to avoid detection, using standards like large-diameter wheels with broad-faced designs, low offsets that sit flush with the fender, protruding exhaust tips, full body kits that emphasize the front lip, and the use of basic paint colors like black or white. These Japanese luxury rides include the Nissan President, Toyota Celsior, Nissan Laurel, and the Toyota Aristo-better known to Americans as the Lexus GS, and Johhny Tran's main project for the past year.

Johnny is the owner of this '99 Lexus GS400, which not only emulates the VIP style to a tee, but also raises the bar for those who are thinking of getting into the trend. "This car is the perfect example of having the right amount of speed, sound, looks, and comfort in a VIP vehicle," he explained, "because after all, too much of one thing defeats the whole purpose of being comfortable and luxurious." He also added that patience and a pretty big wallet are needed to achieve such a feat of balancing the VIP characteristics. He has both, and the financial requirement is clearly articulated through the profoundly lavish exterior of his VIP GS400.

Using a genuine Junction Produce body kit, including the bumpers, side skirts and rear wing, Johnny added a Ugo roof spoiler and JDM rain guards, chrome door handles and a trunk bar. To highlight the gleaming white paintjob, he painted the roof and part of the trunk black. Lowered to touch the ground, the chassis sits above a set of 20-inch Fabulous Profounds with an offset of +23 in the front and +29 in the back. Falken FK-452 tires stretch around these ridiculously deep dished wheels that tuck perfectly underneath the fenders. These tires avoid tragically rubbing against the car through the use of an Air Runner suspension kit with an eight-valve electric solenoid upgrade-the choice system for VIP cars in Japan.

Inside, the cabin remains stock like most VIP-style vehicles, but Johnny made sure the music came through deep and loud, with a sound system that is sure to bring anyone closer to deafness. Using a set of Digital Designs amplifiers, the speakers made by the same company thump perfectly throughout the interior like a world-class sound hall. The most telling feature that reveals the car's melodic prowess is the 12-inch subwoofer with a carbon-fiber dust cap sitting saliently in the trunk.

Naturally, the sound system's only auditory rival is the 2JZGTE engine underhood. Supported by an HKS SSQV blow-off valve and GReddy M-Spec intercooler, the 3.0L inline-six turbo motor produces upwards of 330 hp at the wheels using a stock transmission. Johnny and his friends did all the engine modifications since he's had terrible experiences with going to shops. "When I first started getting into cars, I hired this mechanic to build my motor," he said. "He was supposedly the best from California, but he ended up costing me a lot of money since the engine he built blew up three times. Now I just do everything myself."

The most intriguing detail behind this GS400 was Johnny's motivation to buy the car in the first place: "My previous car was a Mazda RX-7 and I was tired of being cooped up in it like a coffin and not being able to take my friends out. So I wanted a car that I could load up with a bunch of my friends and still be comfy and look luxurious." Despite the GS400's extravagance, high-fashion, and exaggeration, Johnny can't enjoy the glory that Kanye rapped about, that which pretty much sums up the tuning subculture, without sharing it with his friends-that is how he defines VIP style.

'99 Lexus GS400

Output:

330 whp at 6,000 rpm; 350 lb-ft of torque at 3,600 rpm

Engine

2JZ-GTE VVTi turbo engine swap; HKS blow-off valve; GReddy M-Spec intercooler and piping, boost controller; Blitz SBC i-D; custom downpipe; Sard intake; NGK spark plugs

Drivetrain

'01 2JZ-GTE transmission

Suspension

Air Runner kit, eight-valve solenoid

Wheels/Tires

Fabulous Profound wheels (20x9 +23 offset front, 20x10.5 +29 offset rear); Falken tires FK452 (235/30-20 front and 255/30-20 rear)

Brakes

Tom's four-piston caliper; Project Mu's rotors

Exterior

Junction Produce front bumper, side skirts, rear bumper, rear wing; Ugo roof spoiler; JDM rain guards, chrome door handles, chrome trunk bar, chrome grille; Underground Graphics vinyl

Interior

Pioneer AVIC-D3 head unit; Digital Designs S4 amplifier, M2A amplifier, DDC speakers, DD3512 subwoofers; Xstatic BatCap 2000

1990 Nissan 240 SX

2008-07-29T19:54:00.000-07:00

writer: Bruce Grove
photographer: Steve Demmitt

The Nissan you see glimmering across these pages was built by a former lowrider, whose first built ride was an '85 El Camino. But our hero's carbureted days of hopping, scrapping, and sending sparks flying reside only in his memories.

Mark Real of Makakilo, Hawaii, left the land of the domestics for this 240SX S13 with the help of two mind-altering epiphanies: His first took place at the Hawaii Raceway Park, when he saw Paul Umholtz make a shakedown pass in a Civic. This speed-induced pass prompted Mark to start racing, which then opened his eyes to the importance of imports. Mark's second epiphany came later, as he discovered the importance of friendship and the price of a build.

On the scene it was the big H that caught Mark's imagination. He built up several EF-chassis cars, including the almost-obligatory CRX, an EK Civic coupe, and a DA Integra coupe. Good times. But, a few years down the road, Hawaii Raceway Park was to play a further part in Mark's life before its untimely demise. Mark went for a ride in a friend's S14 during a drift session. "I was hooked," he said, "I denied the feeling for almost a year, going to private track sessions, driving friends' cars, and riding along. Then I caved."

After the Aloha State's '06 Streetcar Showoff, Mark parted with his Civic and bought this '90 S13. With it came a change of approach. "I've always loved old-school cars," Mark said. "It's easy to make a new car look good with the help of eBay. [With an old car] it's more of a challenge. That was my philosophy with Hondas. For this Nissan, it was just to bust something out that would look out of place."

Mark wanted to go against the grain of what he felt was a predictable S-chassis tuning scene. Although he has an SR20DET engine, Bride seats (Zeta III), and OE five-lug wheel conversions, he wanted to bring some of his drag racing past with him; so he used harnesses from G-Force instead of the usual Takata. Where Defi gauges would normally be, Mark's S13 sports Auto Meter items-boost, water temp, oil temp, oil pressure, and volts-all scavenged from his drag Civic. "I envisioned something out of the ordinary. If it could be made, I made it, or had it made. The point was to be different without looking whack," he said.

Whatever qualities or quirks Mark might have, he is flexible and open to ideas. His original plan was to call it quits after installing black 5Zigen wheels, a carbon-fiber hood and trunk, dark tint, and a black cage-until he found himself on the losing end of a disagreement with a curb, resulting in a broken subframe, plus damage to an axle and a lower control arm. It was then that friend and chief collaborator on this project, Jerry Fuentes, suggested going all out. And so began four months of building madness.

In went an SR20DET. Then another. The first engine had a spun bearing. The second had cracked ring lands and bent valves. Snyders Machine Works did some overhauling and during that time, Mark and Jerry stripped the car down and "just went nuts. We were anywhere and everywhere," he said.

Inside he added a Safety 21 seven-point rollcage, which was joined by an A'PEXi AVCR boost controller, a Sparco Monza wheel with a quick-release adapter, and a Pioneer audio system. On the underside of the Seibon double-vented hood is some cool graffiti, supplied by Kent from Drift Apparel/Imagery Graphics, who also did the funky lettering on the car's flanks.

More visible are the Vertex replica front and rear bumpers and side skirts, a Silvia nose, BMagic over fenders (20mm front, 50mm rear), which give the car a wider stance, 5000k HID headlamps, Chuki turn signals, and some unknown aero mirrors that a friend brought back from Japan. "They were free, so I wasn't going to complain and ask what brand," Mark said.

For pounding the roads of Oahu, this Nissan sports 18x10 Work VSKF wheels with a -6mm offset. Once trackside, these get switched for 5Zigen FN01Rs, 17x10 front and rear, running a +12mm offset. His other option-Mark admits to being a wheel whore-is a set of Rays Engineering Gram Lights 57S one-piece 17x9.5 cast wheels also with a +12mm offset. For street use, this ride rolls on 225/40-18 Federal 595 tires. When the race wheels go on, they wear 235/45-17 Falken Azenis.

Behind the front wheels are 30mm brake calipers from a 300ZX, which bite onto Brembo 11-inch rotors and stainless steel braided lines courtesy of Agency Power; the rear brakes remain stock-so far.

Working further in and up finds Battle Version rear upper control arms, forward links, front tension rods and rear toe links, Tein tie rods, and Function camber plates. Also from Function are the coilovers (Type I), with spring rates of 9kg up front and 8kg out back, while Tanabe braces link the strut towers at each end.

Mark's day gig as a respiratory therapist student probably didn't influence his choice of a GReddy intake manifold, JF SPL air intake and 3-inch exhaust (with a divorced O2 housing and dump tube), but they're good calls anyway. As are the Megan Racing turbo manifold, Tomei rocker arm stoppers, and the Real-Time Fabrication valve cover. The JF SPL brand will be unfamiliar to most readers. It stands for Jerry Fuentes Special.

Other GReddy parts include a Type R blow-off valve, oil pan and oil filter relocation kit. On the list of engine bay augmentations performed by Mark, aided and abetted by Jerry are Real-Time Fabrication radiator diversion panels, an A'PEXi head gasket, an HKS wastegate, a Magnaflow fuel regulator, a Walbro 255lph fuel pump, NGK BKR7E spark plugs, an all-aluminum Koyo radiator, a JF SPL intercooler and pipes, and an Earl's oil cooler. They also put the battery under the dash, along with the relocated fuse box.

Those years working on Hondas also allowed Mark to swap out the bulky Nissan wiring harness for a more streamlined one consisting of Honda wires and plugs. Running stock bore and stroke, with stock cams and 14.5 psi of boost, estimates put the current 2.0L engine at producing 280 hp. This power goes through an Exedy lightweight flywheel and Hyper Single clutch, into a stock S13 five-speed manual gearbox with a B&M short shifter, then out to a Nismo two-way limited-slip differential shrouded by a JDM rear differential cover. Real-Time Fabrication came up trumps again with polyurethane-filled transmission and engine mounts.

After a paintjob of Urban Green from Napa Crossfire, again carried out by Mark and the faithful Jerry, this car scored Second Place in the '07 Streetcar Showoff. But of course, it didn't come easy. There was a scramble to get the bodywork done in between bouts of rain; nevertheless they got the job done.

Most of Mark's choices stem from wanting to keep this project as simple as possible, to go with what works. Still, he said the cost of the build was "too much." The car's estimated value is put at around $15,000, a serious sum for most people, but especially for a full-time student. Which is why he did so much of the work himself-with the aid of some good friends.

Friendship is important to Mark. During this build, his friends would drop what they were doing and come help. In fact, Mark and his friends put this car together in two and a half days to make it to this photo shoot.With parts of the car still stock, there's plenty of scope for upgrading, and Mark has his sights on a full-race, top-mount turbo with an Autronic standalone ECU. He's hoping his friends will be there to, yet again, help with the build.

Behind The BuildHead to the message boards at www.importtuner.com to chat about this feature vehicle

Name. Mark Real
Age. 24
Hometown. Makakilo, Hawaii
Occupation. Full-time student(respiratory therapist)

Hobbies. (other than cars)photography; air soft
Build time. Four months
Feedback. Teamruthless@hotmail.com

Quote."Everything happens for a reason."

'90 Nissan 240sx
Output 280 hp with 14.5 psi boost (estimated)

Engine
Wire tucked SR20DET motor; GReddy oil pan, intake manifold, Type R m exhaust, intercooler, intercooler piping; Megan manifold; Realtime Fabrications valve cover, radiator diversion panel; APEX'i AVC-R boost controller, head gasket; Earl's oil cooler, braided lines; Walbro fuel pump; relocated battery and fuse box

Drivetrain
B&M short shifter; Nismo two-way LSD; JDM S13 rear diff cover

Suspension
Function Type I coilovers; Battle Version arms, links; OEM five-lug conversion; Tanabe front and rear upper strut bar

Wheels/Tires
Work VSKF, 57s Gram Lights 57S, 5zigen FN01R, Federal 595 225/40, Falken Azenis 235/45

Brakes
300ZX 30mm calipers; Brembo 11-inch rotors (front and back)

Exterior
Vertex front bumper, side skirts, rear bumper; BMagic overfenders (20mm front, 50mm rear); JDM Silvia front end; Chuki turn signals; Seibon double-vented hood

Interior
Bride Zeta III seats; Safety 21 seven-point cage; G-Force racing harness; Auto Meter gauges; A'PEXi turbo timer; Sparco Monza wheel with quick release; dildo shift knob

Jun Auto Evo X

2008-07-29T19:42:00.000-07:00

Jun Auto Evo X: Better Than The New GT-R?

Photography by Luke Munnell

writer: RC Faderoga

The most anticipated car this year is undoubtedly the Nissan GT-R. It's dramatically redesigned, a virtual newcomer to the stateside market, and sets off more commercial appeal than pictures of Kim Kardashian in a thong bikini. But it won't be the fastest car on the track, according to Susumu Koyama, the legendary tuner and vice president of JUN Auto (whose full interview was in the May '08 issue of 2NR.) He believes, with all his wisdom and proven track record, that another car will take the reins as the most tunable ride for 2008 and will hands-down beat the GT-R on any circuit. That car is the second most anticipated to arrive in the states, the '08 Mitsubishi Lancer Evolution X.

Already famous for its underdog-like qualities, what with its closest competitor, the Subaru WRX STI, stealing the spotlight from the World Rally Championships and the X Games, the long line of Lancer Evolutions is more of a crowd favorite long shot than a presidential candidate who doesn't believe in evolution; the scientific kind anyway-nice try, Mike Huckabee. Despite being in production since 1992 and huge amounts of street cred, the EVO continues to unjustifiably get placed second in every category under the sport-compact all-wheel-drive class garnering no major awards. As the proverbial automotive McLovin, the EVO doesn't get its much-deserved respect.

But we're not here to focus on any of the EVO's shortcomings. We're not going to compare it to the STI, or even the GT-R. We're here to investigate why Koyama-san held so much confidence for this beloved little car that could. Let's start at the beginning, the basics if you will. The EVO X has an all-new chassis platform, an equally new engine, and an entire hardware upgrade in the all-wheel-drive department.

The exterior is finally more proportioned and better groomed than the previous nine generations, with its projector-beam headlights, European-style LED taillights, and a more bold front end design; featuring an angry looking intake and grille-mounted intercooler. The new hood is more aerodynamically fit for the 21st century and the rear wing is no longer obnoxiously loud. Granted, it still sits high off the rear trunk, but doesn't give off the shopping cart feel.

Underhood, the age-old 4G63 motor is gone and in it's place sits a brand new inline-four with more power, aluminum block construction, free-revving performance, and a revamped dual MIVEC variable-valve-timing technology. Called the 4B11 (read the sidebar for technical specifications), the new EVO X motor comes with an available six-speed and dual-clutch transmission that can rock the clock out of any track, especially with it's steering wheel-mounted paddle shifters... But Koyama-san can't be swayed from the optional five-speed manual.

The chassis will be controlled by the new Super All-Wheel Control technology, which includes the active center differential, yaw control, and stability control previously found in the EVO IX. High-tech innovation presents itself in active steering for quicker response, active braking control, and active suspension dampening, all of which make the changes on the EVO X as dramatic as a post-op tranny. And the changes that JUN Auto made to their EVO X are the necessary face makeup, clothing, and estrogen shots to make it look sexy and sweet.

JUN Auto's plans for the EVO X platform aren't even in line with what the Mitsubishi engineers originally had in mind. For example, they're converting Kumakubo from Team Orange's new EVO from the all-wheel-drive format to rear-wheel drive (RWD) for drifting, a conceivably hard process that will take them the rest of the year to complete. However, a RWD conversion isn't unprecedented for JUN, seeing that they drifted a RWD Team Orange Subaru Impreza for the past couple of years. "The Impreza was successful in a lot of the drifting tracks," Susumu said, "but that won't necessarily translate to the future success of this EVO X. So we are doing a whole lot of testing on it to work out the kinks."

The kinks they've managed to smooth out are shown in this EVO X. They've set the engine's assurances in Trust, part of the GReddy family, using its air cleaner, intercooler piping, blow-off valve, and boost controller. Spitting out the spent turbo air into competitors faces is a Trust titanium muffler and JUN Sport prototype catalyzer.

To compete with drifting's best around the bends, JUN Auto used a set of Zeal Super Function R coilovers and Endless Racing brakes to prevent the car from smashing into hapless media photographers scattered around the track.

Helping the EVO X traverse the corners with blinding speed, they called upon a set of quality Advan Racing RZ wheels, measuring 19x10 inches on all four corners, wrapped in 265/30-19 Advan tires, which elegantly complement the EVO's sexy exterior.

The chassis is adorned with JUN Auto's finest aerodynamic products. Helping the redesigned front end look more menacing, a JUN lip spoiler and front diffuser are used to defend against the turbulent winds during time attack. The rear features a Sigma Automotive Racing Development (SARD) GT wing and a JUN Auto rear diffuser to balance out the already nimble EVO X. And a JUN Auto car wouldn't be complete without a striking paintjob and well-placed body graphics. In this case, JUN Auto decided to go yellow with green highlights-the company's signature colors.

So with all these modifications, as mild as they are, why would Koyama-san still think that the EVO X will reign supreme? "The GT-R is a very difficult car to tune. Nissan is trying to over manage and control everything." he explained, "They make you sign a contract saying that you won't modify the car. Plus, with its weight and speed limitations, it'll be hard to tune. The EVO X is ready to go from the production line to any respectable tuning shop." But the EVO X isn't a super car and one thing is certain: The EVO X maybe beneath the GT-R in hype, but that doesn't mean it's beneath it in potential.

ENGINE CODE	4g63	4B11
ENGINE TYPE	2.0l, belt-driven i-4	2.0l chain-driven i-4
VALVE TRAIN	DoHC, 16-valve (roller rocker

)miveC (intake only)

DoHC, 16-valve (direct-acting)

miveC
DISPLACEMENT (CU IN/CC)	121.9/1997	122/1998
BORE X STROKE (IN)	85.0 x 88.0mm	86.0 x 86.0mm
COMPRESSION RATIO	8.8:1	9.0:1
HORSEPOWER (BHP)	286 @ 6,500 rpm	291 @ 6,500 rpm
TORQUE	289 lb-ft @ 3,500 rpm	300 lb-ft @ 4,400 rpm
ENGINE BLOCK	Cast-iron	aluminum
CYLINDER HEADS	aluminum	aluminum
REDLINE RPM	7,000 rpm	7,000 rpm
FUEL SYSTEM	ECI-MULTI electronic fuel injection	MPI
ENGINE OIL CAPACITY (QT/L)	4.8 / 4.5 (filter: +0.3qt; cooler: +0.3qt)	5.0/4.8 (filter: + 0.3 qt; cooler: + 0.5 qt.)

'08 Mitsubishi Evolution X

Output 374 hp at 7,000 rpm

Engine Trust air cleaner, intercooler pipe fitting, blow-off valve, boost controller, titanium muffler; JUN Reinforced Actuator (prototype), sport catalyzer (prototype); Odyssey battery B-spec II

Drivetrain N/A

Suspension Zeal Super Function R coilovers

Wheels/Tires Yokohama Advan Racing RZ 10.0J-19 + 35 (front and rear); Yokohama Advan 19 inch 265/30-19 (front and rear)

Brakes Endless Racing 6 and 4

Exterior JUN lip spoiler, original racing mirrors, front diffuser, rear diffuser; SARD GT wing Fuji-Spec M; Body Graphic Art Factory

Interior Bride seats; Works Bell RAFIX-II steering wheel; Trust water temp, oil temp, oil pressure mete

2002 Nissan Skyline GTR

2008-07-29T19:19:00.000-07:00

writer: Bruce Grove
photographer: Aaron Powell, Henry Z. DeKuyper

This year's Tokyo Auto Salon took place between January 11th and the 13th. For the event, 33-year-old Michihiro Takatori decided that now was the time to chase his dream of being a drift racer. More specifically, to take part in this season's Formula D series in the USA. Just one small hitch: He didn't have a car.

That's not completely true; he didn't have the right car. He previously built an R34 Skyline that he competed in D1, but after consulting the Formula D rulebook, it became clear that the car couldn't be made to comply. The entire suspension had been revamped with one-off components for the Japanese series. So he procured a new machine-an '01 ER34 Nissan Skyline, and then went crazy.

Takatori's particular brand of insanity must be contagious, because he talked Super Autobacs into building the car. Not just modifying-building. And here's the really crazy part-it all had to be done in four weeks.

Some background: Super Autobacs is a service and installation business that started in Osaka, growing to over 500 outlets in Japan and is now expanding to other countries, including the U.S. The branch in Kyoto, where-either through luck or judgment-Takatori took his Skyline, employs several specialists for drift preparation.

And so it began. Every part was chosen carefully, regardless of pressure from sponsors. This had to be done with winning in mind-not politics or commerce. Starting at the nose, the front suspension apron comes from an '02 Nissan Laurel with a C35 chassis, as the Skyline and the Laurel share a basic platform. The reason being that this item offers easier camber adjustability over the factory Skyline geometry and a much wider steering angle.

The front-mount intercooler, plumbing, oil cooler, radiator, fans, and radiator diversion panels all wear the Koyo logo, with radiator hoses from Samco. The turbocharger, manifold, wastegate, and boost controller are HKS items-Takatori eschews a blow-off valve. With just 28 days before packing the sunscreen for an appointment in Long Beach, Calif., it made sense to keep it simple, so after talking to engine specialists, Tomei was the most expedient move.

From the ECU down, it's all motorsport-proven Tomei stuff. A RB26DETT out of the ER34's big brother, the R34 GT-R, was swapped in and the 2.6L straight-six engine was bored out to 2.8L. The cams, cam gears, pistons, piston rings, crankshaft, oil pan, valves, valvesprings, retainers, air intake, intake manifold, and throttle body were all part of the Tomei plan and build; the only variations being an HKS turbo manifold and fuel rail, a Kakimoto exhaust system, Rev ignition, NGK spark plugs, and a Bosch fuel pump. With all the components spinning, bouncing, banging, and generally singing from the same hymn sheet, Takatori estimates output at 700 hp.

All that kinetic energy goes to a sequential manual transmission supplied by another pillar of the Japanese racing community: OS Giken. This apparatus is made especially for a GT-R, so it needs the all-wheel-drive transfer case in place for everything to connect up properly. Luckily, along with the GT-R's RB26DETT motor, the all-wheel-drive transmission was changed over as well. But drifting doesn't require all-wheel drive. Given the time constraints, making custom-length driveshafts and adapter plates wasn't the way to go-modifying a GT-R transfer case was. The front driveshaft hub was removed and anything unnecessary, such as the oil line for the all-wheel-drive system, was plated off. A triple-plate clutch and a two-way limited-slip differential, also from OS Giken, complete the transmission mods.

Surprisingly, the brakes have been left stock, not that a standard braking system in a Skyline is all that shabby. High-performance racing anchors, however, are often fierce and a little give means less likelihood of a sudden, unwelcome wheel lock-up, which could be disastrous on the drift course. Also stock is the rear subframe; we'll assume these guys know what they're doing.

A custom chromoly rollcage, and new Aragosta adjustable coilovers-expensive, but pretty cool-front and rear work in tandem with the stock antiroll bars at each end. Ikeya Formula adjustable front control arms join a Nismo rear set. Hanging from them are a set of Work Meister S1 wheels-18x9.5 up front, 18x10 at the rear-wearing Toyo Proxes R1R tires.

Apart from a pair of Recaro front seats, custom switches, and gauges from Stack, the cabin has been stripped to the metal. The exterior, however, is another matter. Apache Racing side skirts and wide rear fenders adorn the car, along with a Top Secret carbon-fiber hood and an Origin GT rear wing. The front bumper is OEM, as is the rear, but the latter is augmented by Top Secret vortex generators. The lights are also OEM, high-intensity discharge (HID) items.

The doors and trunk are custom-made carbon-fiber parts and the whole vehicle is painted in DuPont's WRX blue. The graphics were supplied and applied by Bros and the cherry blossom design, which is also seen on Takatori's crash helmet, is an homage to the Team Super Autobacs Drift home town of Kyoto, renowned for its flowering in springtime.

Let's hope Takatori doesn't believe in omens. In four weeks the finished Skyline was handed over on the first of April-All Fools Day. So to get all this work done on time, Super Autobacs must have put everyone on this job, right? Not quite. One guy, Satoru Kawamura, was responsible for the lion's share of this task including the fabrication, paint, and build; aided and abetted by Takatori himself, with coffee, cigarettes, and driving away the urge to sleep. Many parts were cannibalized from Takatori's other Skyline.

Long Beach, Calif., early April: As is so often the way in motorsport, it's a weekend of triumphs and disappointments. Takatori qualified first among the unseeded drivers, but finished the event in joint 12th Place. One race doesn't make a season and if this much can be accomplished in four weeks, who knows what improvements Takatori may enjoy a couple of months down the line.

'01 ER34 Nissan Skyline
Output Estimated 700 hp

Engine RB26DETT engine; Tomei 2.8L stroker kit, ECU, cams, rods, pistons, piston rings, crankshaft, oil pan, valves, valvesprings, retainers, intake manifold, intake, throttle body, cam gears; Kakimoto exhaust; HKS manifold, T04Z turbo, wastegate, fuel rail; Koyo intercooler, intercooler piping, radiator, diversion panels, oil coolers, fans, power steering cooler; Samco radiator hoses; NGL sparkplugs; Bosch fuel pump

Drivetrain OS Giken sequential transmission, LSD, triple-plate clutch

Suspension Custom chromoly rollcage, Nissan Laurel front suspension apron; Aragosta coilovers; Ikeya Formula tie rods, upper control arms; Nismo lower control arms

Wheels/Tires Work Meister rims (18x9.5 front; 18x10 rear); Toyo R1R tires (225/40ZR-18 front; 265/35ZR-18 rear)

Brakes Project Mu brake pads, rotors, stainless steel braided lines

Exterior R34 front and rear bumper; Apache Racing wide rear fenders, side skirts, canards; Top Secret Vortex Generators, carbon-fiber hood; Origin GT rear wing; custom carbon doors, trunk; DuPont WRX blue paint

Interior Recaro seats; Willan's harnesses; Stack gauges; custom switches

Gratitude Mad love for Super Autobacs, Toyo Tires, Koyo radiators, Tomei, OS Giken, Work wheels, Origin, Linear Seats, Top Secret, Lucky Strike Bass Fishing, Bros Vinyl Pro Shop, Apache Racing, Agency Japan, 888 Designs, JDM-Wheels.com, Courant LLC, and Victor Reyes

Behind The Build
Head to the message boards at www.importtuner.com to chat about this feature Vehicle

Name.
Michihiro Takatori

Age.
36

Hometown.
Kyoto

Occupation.
Mechanic

Hobbies.
Smoking, Excellent Sake, Fast Cars, Girls, Fishing, And Smoking More

Build time.
Four Sleepless Weeks

Feedback.
www.sa-drift.com

Quote.
"If there's a will, there's a way."

2006 Mitsubishi Lancer Evolution 9

2008-07-29T18:50:00.000-07:00

The Battle Between The Wrx And The Evo May Just Come Down To Third Jarlego's Choice Of All-Wheel-Drive Vehicle

writer: RC Faderoga
photographer: Steve Demmitt

Much Like The Celtics And The Lakers, the chicken and the egg, or the much-maligned battle between good and evil, the race to win Best of Class in the all-wheel-drive market between the Subaru WRX and the Mitsubishi Evolution is as scalding as a turbo heat shield insulator. It makes Hagler-Hearns look as anemic as a game of Guitar Hero, with both cars one-upping each other-year after year-in power, aesthetics, and drivability. It's a war with a yet-to-be-determined winner, often coming down to personal taste, and at times, the flip of a coin with the deadpanned sedateness of Anton Chigurh.

Thankfully, personal taste is the one characteristic that tuners absolutely do not lack-albeit sometimes they should-and with that, it temporarily solves the issue of which all-wheel-drive car is actually better. In this case, it's the Mitsubishi Evolution because Third Jarlego of Ewa, Hawaii, says so and is willing to race you for it. His full-dress '06 Evolution IX MR is a testament to the malleability of Mitsubishi's flagship car. Its willingness to be crafted in any way possible is also evidenced by its countless worshipers at car shows nationwide. Third (his actual name) has been in love with the EVO since it first came into production in 1992.

"I wanted an EVO ever since I was 16 years old living in the Philippines," explained Third, "I bought my first EVO in 2003. I eventually sold it and bought this MR Limited Edition. I also have two more at home-another '06 EVO IX GSR and an '05 EVO VIII." Third, who currently resides in Hawaii, makes his living in the print business, which is apparently good enough to own three EVOs, one being sweet enough to feature a deep list of rare JDM parts.

Diving into why the Lancer Evolution IX MR is so special: It's the last version featuring the CT9A platform, which is pretty much the EVO we've all grown to love, recently replaced by the EVO X, which comes with dramatic changes in body and style. The IX MR model was the top-end for the Lancer family in terms of performance, with a six-speed manual tranny, Bilstein shocks, a rooftop vortex generator, BBS forged wheels, foglights, HID xenon headlights, a zero-lift kit, an accessory gauge package, and an aluminum roof. If it were a basketball player, it would be LeBron James on HGH.

That's why Third decided to make this IX MR the car he'd devote all his time to. With only a year of modification time, he managed to make his MR even more major than it already was; the only way to do that successfully harkens to the gods of JDM, otherwise known as the parts we all wish we could afford.

The first considerable change came from Voltex, a name that tuners should be familiar with if they happen to be avid readers of Japanese tuner mags and big fans of body kits. The Voltex Suzuka Racing kit for the EVO IX features an impressive front bumper with single canards and aerodynamically functional side skirts. Third coupled the body kit with a C-West GT dry carbon hood and a Voltex rear under tray. He topped off the Japanese flavor with a JDM OEM rear bumper and rear wing. All of which is stitched together by the awesome Graphite Gray paint by Tech-One Customs.

He followed up with a set of 18-inch Volk TE-37 wheels with a Mag-Blue finish. The wheels are 9.5 inches wide on all four corners and blanketed by gooey Toyo T1-R tires. Though he doesn't track the EVO, it should be ready for any sharp turn that it encounters, especially with a well-done suspension system that combines the innovation of HKS and the experience of Cusco. Working the damper department is a set of HKS Hipermax II coilovers, lowering the EVO a full 11/2 inches. Cusco works the antiroll division with 25mm front and rear stabilizer bars and rear strut brace. To make sure his EVO doesn't flex under stress, Third also added Cusco arm bars, power braces, and a rear trunk brace. The EVO's ride is so stiff, it makes John McCain's arms look like a gymnasts.

Of course, a chassis so stout and rigid would be pointless if all it did was travel the inner sanctums of underground parking lots with factory horsepower. Third made sure the EVO's underhood was as JDM as its outside. He first upgraded the turbo with a Garrett GT30 snail, featuring a tubular AMS manifold, Tial blow-off valve and wastegate. To cool it down, an ARC intercooler with Nisei piping works its magic. Inside the engine, Third followed the route of a true tuner, modifying everything but the bolts. In the head, he replaced the valves, valve springs, and retainers with JUN Racing counterparts and chose a set of HKS cams to operate them all. To grab the spirit of rallying, he employed the quality work of Ralliart to replace the cooling plate, radiator cap, and spark plug wires. He capped it off with an HKS air intake and a GReddy JDM titanium racing exhaust system.

The last frontier he conquered was the interior, simply changing it to satiate his JDM hunger. He reworked the seats with low-max Kevlar Bride Stradias with matching Bride rear seats and all-around upholstery. He changed the driving essentials with an ARC shifter knob and Ralliart pedals. And if that wasn't enough, he also threw out the factory floormats and exchanged them with a set of sexy Bride mats. The interior is as Japanese as sushi.

"These rare JDM parts are really the most unique feature about my car," Third said. "They were also the ones that gave me the most migraines. I waited four months before getting those rims. That's when I realized most JDM parts take a long time to arrive." But it was all worth it. His trophy room is filled with awards from various shows that realize the prestige of Third's Lancer Evolution. This feature just placed the proverbial cherry on top.

Name.
Third Jarlego

Age.
36

Hometown.
Ewa Beach, Hawaii

Occupation.
Special Printing Supervisor

Hobbies.
Cars

Build time.
One year

Feedback.
fj3rd@mac.com

Quote.
"I built it for speed and looks."

'06 Mitsubishi Evo Ix Mr
Output 430 hp
Engine HKS camshafts, air intake; JUN Racing valves, valve springs, retainers; GReddy titanium exhaust; AMS Racing tubular manifold, fuel rail; Garrett GT30 turbocharger; Tial blow-off valve, wastegate; ARC intercooler, oil coolers, plug cover; Koyo radiator; Samco Racing radiator hoses; Ralliart diversion panels, spark plug wires, cooling plate, radiator cap; Sun Auto ignition; Walbro fuel pump

Drivetrain N/A

Suspension HKS Hipermax II coilovers, front strut brace; Cusco front and rear stabilizer bars, rear strut brace, arm bars, power brace, rear trunk brace; Whiteline bushings

Wheels/Tires 19x9.5 Volk TE-37 Mag-Blue wheels; 235/40-18 T1-R Toyo tires

Brakes Brembo front and rear brakes; Motul RBF 600 brake fluid

Exterior Voltex Racing Suzuka body kit, front bumper, side skirts, single canard, carbon rear diffuser; JDM OEM rear bumper, rear wing

Interior Bride Stradia front and rear seats, upholstery, floor mats; ARC shifter knob; Ralliart pedals, carbon-fiber rear-view mirror

Electronics Defi gauges; Alpine IUA-900 head unit, speakers

Honda S2000

2008-07-29T18:38:00.000-07:00

writer: Steve Demmitt
photographer: Steve Demmitt

The Roadster Has Played A Big Role in validating the racing merits of car manufacturers worldwide. Audi, BMW, Lamborghini, Mercedes, Porsche, and Jaguar: A venerable who's who of major manufacturers, all of whom have not only solidified their places in automotive history, but have also helped satiate the needs of automotive enthusiasts with enjoyable rides. Each has foregone practicality and focused on excitement by featuring a roadster at one point in their automotive history. Honda was also in the roadster mix earlier in their history. So early, that in 1963 its first production car was the S500, a lightweight roadster that helped produce quality successors including the S360, S800, and of course the S2000.

The Honda S2000 came in its own in the year 2000, featuring an amazingly superb balanced chassis, a high-revving four-cylinder engine, and an unforgettable exterior contour that can be spotted miles away. All of which are the main reasons why tuners gravitate to this car, perpetuating the rich connection between enthusiast and roadster. The S2000 is agreeable to modification and a thrill to drive once the VTEC hits its mark. So, when a tuner decides to purchase an S2K, it's a decision to separate oneself from the herd, and to experience one of the better roadsters in history. In Gency Galarce and Darci Naboa's case, there's no other ride best suited for their hometown of Ewa Beach, Hawaii, than the S2000.

Owners of this '03 S2000, Gency and Darci, invested five years into making their S2K stand out from the rest. "I was always into cars since high school," Gency explained, "seeing the high schoolers constantly change their cars or modifications attracted my attention. Darci also got into it because she supports me completely. We started with simple changes such as side markers. But after all the little things were changed, there was nothing left to do so we went crazy and changed everything we could afford. Our main purpose was to set us apart from the other S2000s."

From the onset, their S2000 catches the eye with its menacing stance, featuring a Tracy Sports molded widebody kit, bulking up 40mm in the front and 50mm in the rear. Gency and Darci were so particular with the body kit's fitment that they ordered two of the same kit and let GX Auto, a Honolulu-based shop, pick which kit fit the best-a move that cemented the duo's commitment to modification. They accented the setup with Tracy Sports custom-made carbon-fiber canards, a Seibon hood, Aloha Signs, and Robo-Art graphics. But it's the paintjob that pieces everything together. Using a custom-blend three-stage procedure, the car sports a blue hue that can make the discerning eye look twice.

They followed up the exterior mods by changing up the interior with a set of Sparco Torino 2 seats, a Spoon Sports steering wheel, and an ARC shifter knob. The most impressive cabin feature is the carbon-fiber custom center console that holds a NESA DVD entertainment unit, which controls the MTX amplifiers, 6.5 speakers, and a 10-inch subwoofer. These are venerable sources of audio power for such a small interior. Naturally, they made room in the interior to comfortably fit the sexy Defi gauges.

Underhood, the team kept the F20C naturally aspirated, since it holds great power when kept that way. The S2000 moves like a jet fighter when driven to the limits with its 2.0L motor redlining at 9,000 rpm. It's a pure sports car that's bred to race, which bodes well for any type of performance modification. Gency and Darci added a Comptech header, Toda individual throttle bodies, and a Veilside titanium teardrop exhaust system, all of which help push the S2000 into more abnormal speeds. Along with a Koyo radiator and Walbro fuel pump, the engine rides with a mission, getting from point A to point C faster than most cars get to Be

Transferring the power to the ground is a Cusco six-puck hyper clutch and flywheel. Making sure the traction needs are met are sticky BFGoodrich KDW2 tires, which wrap around a beautiful set of 18-inch Work Emotion XD9s. These wheels contrast the brightness of the blue paint with their Mag Blue finish, giving this ride a racier look. Behind the wheels is some strong braking power, featuring Spoon Sports calipers with Power Slot rotors.

The under-chassis setup showcases a strong combination of quality, look, and feel; its team effort is reflective of the owners.

Gency and Darci made sure they each had a hand in picking the right parts. They had some differing ideas that were quelled with a simple concept of trial and error. They didn't go through with a part unless both agreed that it was right. That's the beauty of this car-the owners themselves. "We learned that without friends and family, or their support, things would be much harder on our own," Darci explained. "It took time, dedication, and sacrifices to be where we are. We just didn't let it take over our lives and that's why we succeeded as a duo. Even now, we're not done with the car. Like the tuning culture and even our own tastes, it will always be evolving."

Behind The Build
Head to the message boards at www.importtuner.com to chat about this feature Vehicle

Name.
Gency Galarce & Darci Naboa

Age.
25 & 24

Hometown.
Ewa Beach, Hawaiii

Occupation.
Insulator & Owner of Robo-Art

Hobbies.
Fishing, lifting weights, MySpace, Yahoo! Games, car cruises

Build Time.
Four Months

Feedback.
nohea2187@hotmail.com

Quote.
"We built our car for personal gratification."

'03 Honda S2000Output N/A

Engine Toda individual throttle bodies; Veilside titanium teardrop exhaust; Comptech stainless steel header; J's Racing valve cover; Koyo radiator, Samco radiator hoses; Cusco radiator cooling plate, catch can; AEM EMS, fuel rail; Walbro fuel pump; Spoon Sports motor mounts

Drivetrain Cusco six-puck hyper clutch; Exedy flywheel

Suspension

TeinType Flex coilovers; Cusco front and rear strut brace, four-point rollcage, subframe connectors, cross bars

Wheels/Tires Work Emotion XD9 (18x9 front; 18x10 rear); BFGoodrich KDW2 tires

Brakes Spoon Sports monoblock brakes; Power Slot rotors; Hawk brake pads

Exterior Tracy Sports wide body kit, custom-made carbon-fiber canards; Seibon hood; DuPont chrome premier paint

Interior Sparco Torino 2 seats; Spoon Sports steering wheel; ARC titanium shifter knob; custom carbon-fiber center console

Electronics Defi gauges; Nesa Vision NSD-362T head unit; MTX amplifiers, speakers, subwoofer

1986 Toyota Corolla

2008-07-29T18:02:00.000-07:00

Change The Way You See The Toyota Corolla With This Supercharged Hawaiian AE86

writer: RC Faderoga
photographer: Steve Demmitt

Much like the revered Statue of Liberty, the stunning pyramids of Egypt, and the glamorous Hollywood sign, the Toyota Corolla AE86 is a long lasting icon that has managed to transcend generations of tuners, and continues to lead the pack as one of the most regarded vehicles in the tuning community. Born in the mid '80s when performance and style were waning features in building cars, the AE86 represented the last line of Corollas that actually characterized values important to tuners.

The Corollas that soon followed, however, have become mere cutouts of this legendary car, focusing more on roominess, safety, resale value, and fuel economy. The Corollas of today are downright sissies in comparison.

Nonetheless, we're happy that, at the very least, the AE86's legend continues to thrive in tuning centers across the country in a variety of forms: show car, drift, time attack, street, and even drag. But our favorite is the feral form, marked by the rusted AE86 chassis, mismatched wheels, torn dashboard, and the unexpected look of happiness on the owner's face. Happy that regardless of what onlookers may say, or whatever his friends are whispering behind his back, he has a Toyota Corolla AE86, and that's all that really matters. Such is the allure of this legendary vehicle.

Likewise, such is the case of Sean Igawa of Honolulu, Hawaii. His AE86 surpasses all forms and creates its own breed. From the exterior alone, a sense of greatness is emanated leveling off with a degree of knowing that the body alone is merely the tip of the proverbial iceberg. And indeed, it is.

As the shop owner of Munky Wurks, Sean was introduced to the tuning game over 10 years ago when he purchased an '86 Toyota 4Runner turbo. A friend, like all good friends who are into cars, felt Sean was wasting the potential of his SUV. He advised Sean to read up on automotive modifications and create engine performance-Sean was automatically consumed by the madness. Later, in 2001, with a cesspool of information mostly on modifying Toyotas, Sean decided to buy a Corolla. He frequented Club4AG.com, detailed his plans for the car, and asked his friends to help him out. What became a mere side project ballooned into an all-encompassing world of AE86.

This Corolla actually started its life as a POS automatic SR5, which in AE86 terms means the crap that looked the part, but didn't have the balls to play the part, better known as your grandmother's daily driver. A friend donated a nearly dying GTS, which was scrapped; parts were then transplanted into the SR5. Afterwards came the overhaul of the chassis.

Running the style department of Sean's AE86 is a Run Free body kit, modeled Type II Trueno. This JDM kit features the necessary hardware, but Sean included the front and rear fenders to extend width, and a svelte full FRP hatch with wing. He then painted the bumpers a custom brown metallic to create a two-tone feel. He also added a Car Boutique hood and carbon-fiber J-Blood doors.

It's underneath the Car Boutique hood that makes this AE86 special. Loaded with an AE92 high-compression engine, a 4AGZE motor if you will, the Corolla blasts through the streets of Honolulu with impressive numbers. It's because, as the 4AG nerds know, the Z in that engine code stands for supercharged-which also translates to very fast. Modified with an HKS 10 psi pulley, the supercharger is helped by a Rein Hard 60mm exhaust, HKS high-flow catalytic converter, Toda cam gears, and a Koyo radiator. But what really gets it going is a custom V-mount setup that maximizes the air in the engine-all of which helped Sean win countless awards including Best JDM, Best of Show, and Best Performance at a variety of events.

Of course, the other components lining the car also helped-the Silk Road coilovers ride beneath the chassis controlling the balance of the car, while a set of beautiful 15-inch RS Watanabe eight-spoke wheels carry the AE86 in and out of the highways. The chassis bottom also features Silk Road front-control arms, Revolver negative roll blocks, Cusco tension rods, Do-Luck rear tension bar, and Nagisa Auto Shakitto plates.

Inside the cabin is more JDM goodness by way of Bride Brix front seats, Bee Racing carbon-fiber door panels, and a Nardi steering wheel. The interior is also where the in-car electronics prominently hang, like the Defi gauges and tachometer, JDM double-DIN JVC head unit, and Kenwood amplifiers. All of which makes this Corolla fast on the intake, stiff on the turns, and an aural pleasure to boot.

So much has been done to the Toyota Corolla AE86 that it's hard to find one that can still capture the eyes of AE86 aficionados and average tuners alike, but Sean has managed to reach that goal with a Corolla that is so clean that we wished he lived mainland so the rest of the country can see it in person.

Behind The Build
Head to the message boards at www.importtuner.com to chat about this feature Vehicle

Name.
Sean Igawa

Hometown.
Honolulu, Hawaii

Occupation.
Shop Owner

Hobbies.
Just Cars

Build time.
Four Years

Feedback.
munkywurks@gmail.com

Quote
"Don't depend on people who say they will help you when you start doing a project. Just study up and try to do things yourself. If not, find a good shop to help you finish."

'86
Toyota Corolla
Output Not Available

Engine 4AGZE 1.6L engine; HKS camshafts, SAFC II ECU high-flow catalytic converter, and 10psi supercharger pulley; Rein Hard dual carbon 60mm piping exhaust, Run Free 4-1 headers, oil catch, coolant reservoir tank; Toda cam gears, timing belt; Koyo radiator; Billion and Samco radiator hoses; Flex-a-lite fans; Fluidyne oil coolers; custom V-mount cooling setup; NGK Iridium spark plugs; SARD fuel pump, Tec-Art intake funnel; Techno Pro Spirits breather tank

Drivetrain OS Giken LSD, flywheel, clutch; Techno Toy Tuning shift kit; Carbing shift lever

Suspension Silk Road coilovers, traction blocks, front control arms, rear C-pillar bar; Largus front and rear stabilizer bars; Carbing front strut brace; Okuyama 11-point rollcage; Techno Pro Spirits rear strut brace; Revolver negative roll blocks; Cusco tension rod set with brackets; Formula Link JR four-link, lateral rod, front tie bar; KTS sway bar links; Ueo Style inner and outer tie-rod set, fender brace; Do-luck rear tension bar; Run-Free floor support bars; KTS rear four-point brace; Nagisa Auto Shakitto plates

Wheels/Tires Watanabe wheels 15x9 front, 15x10 rear RS; Falken Ziex 512 tires (195/50-15, 205/50-15)

Brakes Goodridge brake lines; Techno Pro Spirits slotted rotors; Project Mu B-Force pads

Exterior Run Free Type II Trueno body kit; FRP hatch with wing; flared front and rear fenders; Car Boutique hood; Raybrig headlights; J-Blood carbon doors; Cashiew sports side mirrors; Lunar Mist Metallic paint, and custom brown metallic for two-tone bumpers

Interior Bride Brix seats; Bee Racing carbon door panels; Nardi Deep Corn steering wheel; Carbing shifter knob; Celica GTS pedals; Bride upholstery (rear panels and trunk)

Electronics Defi gauges, tachometer; JDM double-DIN JVC head unit; Kenwood amplifiers; Boston Acoustics speakers; 15-inch Crossfire subwoofers