While my S13 was serving as a POS missile car in the past, I had zero intentions of changing the stock 4-lug setup. However, as a part of polishing the turd I knew I had to start off by getting a good set of wheels that are good looking, light, and durable enough to withstand the tribulations of drifting. At that point it was a no brainer to go with the Gramlight 57Xtremes that have been on a few Formula Drift competition cars.
The Mazda ND MX-5 is the latest evolution of the Miata chassis. We have found it to be an excellent handling car, one of the best and most well balanced cars we have driven. We have, however, found the car to be too soft in completely stock form to really be fun.
If you drive an older car with keyless entry, you will notice over time that the buttons stop working. The general solution is to simply replace the battery. But sometimes that doesn’t actually fix anything. Other times only one button isn't working while the rest are. If this is the case, the real problem lies deeper and fortunately, it’s an easy fix with some simple tools and about 5 minutes of time.
When last we left our project in Austin, Tx we we’re making a solid 8hp from our Fast Intentions Exhaust and 10hp from the Stillen Gen 3 Intake. Over our last few articles we have lots of pictures of Donny and James from UpRev turning wrenches and now master tuner Omar Izaguirre cracks his knuckles and goes to work on the tuning.
Building the MotoIQ Project Subaru BRZ is always an adventure as is with building any car to a specific purpose. As the builder you always look for new products that may help the car or the driver to be more consistent. One thing many drivers of the BRZ, FR-S and GT86 have always complained about (besides the lack of torque and power) has been the intrusive traction (TC) and vehicle stability controls (VSC) built into the electronics of the platform. Subaru, Toyota, Nissan and other manufacturers have now been dumbing down our driving experience in the name of “Safety” or “to make is easier for the common person to drive” for years. With this in mind those of us who choose to push these cars to the limits or who find these nanny controls too intrusive for even daily driving are now forced to find workarounds to disable these nannies.
One such unit has been developed to literally be the easy button for this problem in the BRZ, FR-S and GT86 by Beastronix.
When we picked up our 1982 Suzuki FA50 last winter, we spent all our time and effort making the old bird run. And we succeeded! But before we put some real miles under this old beast, we need to make it safer. There are no mirrors and seeing as we will be slower than just about everything other than James May in an electric wheelchair, we really need to see what’s behind us when we stop or turn. The front brakes are worn out, so we only have rear brakes to slow us down (and they are only slightly better). The tires are rotten. And we have no exhaust, so this thing is unbearably LOUD!!! So let’s make our little bike safer, more reliable, and ready for emergency parts running.
If you are interested in the way a suspension company does R&D, take a look at how a typical test session for KW Suspension goes. We tagged along on the final calibration confirmation of KW's latest 3-Way adjustable Club Sport suspension for the BMW M2.
Modeling Braking: Braking Harder Means Less Brake Fade
by Khiem Dinh
Almost every novice to track day driving exhibits the same fault; they do not brake hard enough. I was guilty of this myself and I remember vividly plowing through many corners at my first auto-x killing a few cones along the way. Whenever I do driving instruction, I almost always have to tell the student to brake later and harder. It should be obvious that braking harder and later improves lap times. However, braking harder versus braking lightly and longer can also reduce heat buildup in the brake system reducing fade. To prove this theory, I made a little mathematical model.
Recently we were privileged to be able to take a look behind the walls of Garrett Turbochargers' research and development facilities. We were able to get an insider view of the intensive engineering inside a Garrett Turbo and viewed first hand what differentiates it from your typical aftermarket fare. We were very impressed by what we saw and we would like to share it with you by breaking some of what a World Class OEM supplier puts into the performance turbos any consumer can buy into easily digestible lessons that we will be presenting to you periodically. Perhaps the key part of any turbo is the compressor wheel. Let's look at what Garrett does to bring you one of the best compressor wheels on the market.
Ford followed up their hugely successful S197 Mustang with a completely redesigned platform. The 2015 model year known to Mustang enthusiasts by its chassis designation S550 is now coveted around the world (even outselling the Porsche 911 in Germany this past March) and boasts two major differences from its predecessor, the S197. While aesthetics are subjective – and always hotly debated - the first, and most obvious, difference is how much sleeker this new model looks. Secondly, it now sports an independent rear suspension, meaning the new Mustang no longer suffers from the live rear axle, which has been widely panned as a critical shortcoming for many years. While always a formidable straight-line drag racer, it has never been considered a great handling car. Those days are now long gone, making the S550 a perfect candidate for a performance-oriented daily driver project.
All wheel drive cars are traditionally hard on clutches. With tons of traction, launches involve a lot of clutch slippage. Fast shifting and even downshifting are all harder on the clutch due to the increased traction of 4 wheels. With this in mind building a daily driver heavy duty clutch for a street car is always a challenge.
It just so happened that our friends at ACT were wrapping up development of a clutch and flywheel combination for the late model VA WRX when we were at their office and we thought it might be a good opportunity to show what is deep inside ACT's WRX clutch which shares many design features with all ACT clutches.
By Mike Kojima
I am old enough to have been around during what I consider to be the golden era of American road racing in the 80's. In this time we saw the rise of IMSA with the outrageous GTP prototypes and the exotic sort of production based GTO and GTU cars. SCCA had Trans Am and even CART Open wheelers were sporting awesome technology rivaling Formula One but with closer more exciting racing. I was lucky enough to have been a fan during this time and later on in the decade a participant.
Formula Drift returned to Wall Speedway for Round 4 and gives new meaning to smoking (in) a bowl. The 33 degree bank has a gravitational force that can pull a car onto its can opener guardrail and "speedbumps" in the infield crossover that toss a car so haphazardly it can cause the driver to over-rotate or lose drift. If timed perfectly, it can also launch a car into a wicked flawless angle around the final sweeper for a win. Who is going to take this battle?
The Atlanta metro area is quite a big place. But, despite its size, most residents wouldn't know where Ball Ground, Georgia is. To anyone wanting to get down the drag strip with 4,000+ horsepower, however, this exurb 50 miles outside of the city is special, because that is where Pro Line Racing calls home.