It's been a long time between updates on Project Evo X GSR. It hasn't been for lack of trying, the car has been through a couple of different owners and it's been hard to catch up with it. Well we have caught up with it at last and it's time for some long awaited parts to go in.
It's a good thing too, Whiteline has come out with some new parts for the Evo X in the meanwhile. When the project was more active, the only parts available were swaybars but since then they have come out with a roll center and bump steer correction kit, a kit to reduce front lift and add positive caster, an adjustable camber link and a full bushing set.
As usual, racecars rarely get finished on schedule when you’ve got a day job, but that hasn’t stopped us from burning up weekends (and a little midnight oil on weeknights as well). When we last looked at the Polystrand CRX GT-Lite car, we had just finished creating the new rear framework for the trick IRS assembly. For those of you who haven’t been following the project so far, you can click here to catch up on the first 5 installments of this crazy journey. Without much fanfare, we’re going to jump right back in, since we’ve made a lot of progress since then.
After some impressive gains from intake work in Part 4, we now turn our attention to the opposite side of the engine to improve the evacuation of exhaust gasses as well as reduce the cabin temperature of our notoriously hot viper. For as outlandish and attention grabbing the Viper’s style was, the exhaust note did not have the same head-turning appeal. To remedy this we reached out to our friends at Corsa Performance for their 3” cat-back exhaust to give our viper a more sporty and refined tone. To further boost the volume and greatly knock down the calf-burning side sill heat, we installed a pair of compact Kooks Green Cats which are both environmentally and power friendly.
It’s hard to believe that nearly an entire year has gone by since we’ve last updated Project E46 M3. The car's been running great, and the 320-plus WHP normally-aspirated S54 six-cylinder never ceases to amaze. This time we enlisted Whiteline for its drop-in, lower inner rear bushings for the front control arms, and performed a quick fix to the steering column. We also got an alignment at a very unassuming shop with interesting machines inside! Take a look.
Hopefully you’ve already read our Turbo Tech: Size Matters article which gave a crude cheat sheet for sizing a turbocharger depending on your engine size and intended application. No real engine data is required to get you into the ballpark turbo size you would need. What if we do have some data though? A bit of simple math can let us plot compressor operating points more accurately on a compressor map.
In just a few years this 350Z has transformed from a pristine example of a Nissan 350Z to a mean and lithe example of an incredibly effective track car. Aesthetics being tossed aside in the aim to gain that fraction of a second to attain the top of the podium. The question that I asked, and likely some of you are wondering also, is how did Mike go from being a hard parker to being one of the most focused time attack drivers that I have met. I mean, he is so intent and tenacious at the track that it is difficult to have a conversation with him. When the competition is over, he is more than ready and willing to talk about his car and his journey into the world of Time Attack. Sorry for misleading you, though, it actually took a lot more than 12 steps to build this race package and none of them were easy!
How do you make a good turbo system even better? We did it by enlisting the help of Burns Stainless. Our subject car had a turbo LS engine. Although the car made lots of power, it had issues with lag, a drop in top end power, a ton of weight in the nose that negatively impacted handling and a propensity to burn up everything under the hood.
Since the recent wintery weather hasn’t allowed this Midwest import to have much fun, we've been rather quiet with regard to Project Supra. But the weather's breaking, and so will traction--thanks to the GEN2 PT6870 CEA turbo madness from Precision Turbo! Check it out...
After reading the glowing magazine reviews for two and half years in the mid-90s, I finally test drove my first BMW E36 M3 back in 1997. That drive was all I could think about until July of 1999 when I finally gave in and bought my first M3. I was coming from a 1994 DC4 Acura Integra LS, so everything about the E36 M3 was incredible to me… Except the shifter. The first thing I remember from that very first test drive was the feeling of churning butter just to shift gears. The overall feel was acceptable, but the length of the throws was ridiculous compared to the notchy goodness of the Acura, so that was the first thing I changed on my original ’99 M3, and it’s the first thing I’ve changed on each E36 I’ve owned since then.
Stillen tried over 50 variations before settling on what they call their Generation 3 intake for the G37. Topped off with two large K&N filters this intake system passes through the core support to pull in big gulps of fresh air from the front of the car. We install and dyno test the intake and match it up with improved stopping in the form of a Stillen brake upgrade kit.
Spring in the midwest is a lovely time of year. A pat on the back is earned for making it through winter without committing suicide and this can be a big challenge in an area with snow, yet no mountains to make any use of it. Gray immediately turns to green. As if out of nowhere, all sorts of bugs and birds appear and try to have sex with one another. More importantly, racetracks open up and whatever project you’ve been procrastinating on calls out to be finished up post haste.
In this installment we put our VAG-COM cable to good use, fix misfires and replace the dreaded failure prone VAG 2.0T cam follower.
The weekend of March 11th to 13th, 2016 marked the 7th annual running of Endurance Karting’s “24 Hours of America” event. This year’s enduro was held at the karting complex at NOLA Motorsports Park in Avondale, Louisiana. While only open since late 2011, NOLA has quickly become a favorite facility for fans and racers alike here in the South.
In our last segment of Project Focus ST, we reviewed some parts from Cobb Tuning for our car. To get a nice safe boost in power, we got a Cobb Stage III upgrade which includes a V3 Access port ECU flasher, larger more efficient intercooler, larger charge pipes, a cold air intake, a larger freer flowing downpipe, a freer flowing exhaust and a heavy duty motor mount. In this installment it's time to put these parts to the test!