In Part 3 of our SAE saga, we finally got our beast running and driving, then promptly threw the diff out like bad Taco Bell. We then jammed to get the chassis welded back together in time for a powdercoating appointment while we took our final exams. With the chassis at the paint shop, we pretended to be students long enough to actually graduate. We then hopped into my trusty old CRV and headed down to see what we got. If you’ve been reading our first three parts, you’ll remember this was an ambitious redesign, with a split chassis, heavily revised suspension, and large weight saving goals. We also had a greatly expanded budget and needed to have a car that was not only fast, but looked good too, hence the powdercoating.
I have been looking for a good single exit exhaust option since I bought the BRZ. I have always liked the single exit look vs dual. Once it was decided that that Project Autocross Subaru BRZ was going to upgrade to a brand name catback exhaust vs my homebrewed special, the search began.
Fuel Starvation is almost always an issue when a high performance car is driven on the track, especially on production cars modified for racing. Factory type fuel pickups are woefully inadequate for a car with modified suspension and sticky tires when driven on the track. Just about all of us have been victims of a sudden loss of power due to fuel starvation when cornering hard. A lot of us have had close calls because of this.
We are going to go out on a limb and make a lot of fanboi's angry. They will call BS and burn us in effigy. However we are still gonna express our opinions which were developed over the years in the school of hard knocks and talk about real issues we have seen when racing and developing many of our industries' favorite and even legendary engines. Now don't get us wrong, these engines can be turned into successful racing platforms when some major engineering and big dollars are applied but a lot of it is beyond the easy to figure out, easy buy and bolt on stage that most street tuners dream about.
When building a race car, the only way to get true brake proportioning is to install twin master cylinders and a balance bar. If you are not familiar with this sort of setup, we're talking about having a master cylinder for the front brakes with a separate master cylinder for the rear brakes. The brake pedal activates both master cylinders at once through a threaded rod or balance bar. As the balance bar is turned, the brake pedal's fulcrum point moves right or left which gives the brake pedal more leverage on the front or rear master cylinder thus adjusting the proportioning.
Our Project IS-F is still around, it has been quietly and reliably racking up the miles doing daily driving duties in and around Orange County. Our car is driven at about 70% street driving and 30% highway driving. One thing we have noticed is that the car has a healthy appetite for tires even though the car is used mostly for family transportation duty. For instance, the factory Michelin Pilot Sports were gone after only 11,000 miles.
When talking with Steve about his car you can sense the passion he has for his STi but also for amateur motorsport. Our discussions went on and on as we chatted about the car, friends we have met at the track, the challenges of building a car that performs how you want it to, and the joy of volunteering and seeing newcomers get inspired by track events. The heart of this story, however, is this 2004 STi which, when you get right down to it, has had almost every component and body panel modified in the pursuit of performance. And boy has it worked!
The newest middleweight sport bike from Ducati gained a few more cubic centimeters putting it awfully close to standard liter bike sizing. Of course, the bigger sibling Panigale 1299 has grown up to 1285cc. However, the 959 might just be the better buy with its upsized engine compared to the previous generation 899 and its price of $15k is right smack in the grouping of price on all the liter bikes on the market.
In keeping with our new tradition of using our secret photoshoot location behind the palatal MotoIQ Mega Shop, our next Alley feature is a very special car. Enrique Perez's 1980 TE72 Toyota Corolla. The TE70 series Corolla produced from 1978 to 1983, is one of our favorites as it is a classical Corolla with a front engine and rear wheel drive. Much of our youth was spend modding these cars. With their near bulletproof 3TC engine they could take a lot of hard use and we spent a lot of time boring them to 2 liters, strapping on dual sidedraft carburetors and hosing them with Nitrous Oxide.
Joining the 2011 model year lineup from Nissan was this funky little subcompact crossover SUV. It had polarizing looks, but a spunky and fun personality universally liked. Underneath the quirky exterior laid a real performance foundation starting with a turbocharged 1.6L gasoline direct injection engine and handling more befitting of a sport compact. Throw in optional AWD and the Juke presented an interesting performance package.
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.