SEMA 2013 rode into the Las Vegas Convention Center last week bringing us the hottest trends, products, and vehicles to drooling gearheads. To put it mildly, SEMA is insanity. 4 short days and 4 long nights leave show goers exhausted (bad pun?) but there's no better car wet dream on the planet! Grab your box of tissues and check out our coverage. I’ve photobombed the OEM booths to bring you this year’s factory certified trends.
First off, let me start by saying that I am not a fan of the word “sponsorship.” “Sponsorship” suggests a one-way exchange, like sponsoring someone in a walk-a-thon. You give them something and you expect nothing in return except the gratification of knowing that the chubby neighbor kid you sponsored actually has to be active for an afternoon. Unfortunately that’s not how it works in the motorsports world; “sponsorship” is a marketing tool and those “sponsors” definitely expect something in return. So from now on, let’s call it a partnership. Partners have an equal share in the deal, giving as much as they receive, like a marriage but with a mutually agreed upon divorce date.
I was millin’ bout outside the SEMA convention hall when I tripped up on this here Evo. It’s got a big ole front splitter after all. Then I got to talkin to the owner, Texas Dave Carapetyan. Me: So where in Texas are you from? TD: Austin. Me: No kiddin’, I went to school there. Where in Austin? TD: Hyde Park. Me: No kiddin’, I lived a mile away. I used to run through your neighborhood. Hey, anyone ask if this was a STi? TD: Only one person so far. Me: Dude, that ’69 Camaro next to you is sweet. Anyway, besides being a Pikes Peak car and rally car, Texas Dave is going to take this thing to Super Lap Battle. Unlike many cars that just have horse drawn carriages full of money thrown at them, this car was built smart using a bunch of homebrew backyard Texas technology fueled by BBQ and it’s awesome.
by Pablo Mazlumian
We test a wheel and tire package with eye opening results! The M3 is now quicker, handles better, stops on a dime, and also turns more heads. Check out our numbers!
When designing Project Garage, there were a few features I was set on including- a sink, a drain, and a lift. Then the local township got involved and put my dreams in park. While I can make a sink functional somewhere/somehow, and I can use a hose or broom to clean up without a drain, a lift is the one dream I’m most disappointed in not having. There were a few options I had considered from hydraulic lifts with all the components enclosed under the slab floor or increasing the ceiling height for a two or four post lift- nothing exists above two bays of Project Garage. I really looked forward to not having to jack up a wheel every time I needed to work under the car but those plans were crushed like the demise of my NX.
So enter Project Guest Garage brought to you by a Canuck friend of mine. Let’s start with the details- 30’ x 35’ main building garage space (1050 square feet for you math geniuses), 672 square feet 2nd floor storage (6’2” ceiling), 13’ cantilevered car port, and room for six cars nose to tail though it’ll house four for now.
Now we’re getting into the exciting bits of Project E36 M3. It’s been a joy to drive in mostly-stock form, but it’s time to get into the real fun: Suspension!
The groundwork for our suspension project began a few months ago when I had a meeting with Brian Hanchey of Hanchey Vehicle Technologies (HVT) while we were at Kansas Speedway’s GRAND AM race weekend. The prospects of our discussion had me bouncing off the walls with excitement.
As the SEMA Show approached, we knew we had to do something a bit different. We knew that the show would probably be flooded with tons of FR-S's and BRZ's. We also knew that most of these cars would be sporting either 5-Axis or Rocket Bunny aero kits.
At MotoIQ we are not the guys that build show cars so what could we do to stand out amongst the scores of nearly identically modified cars? We figured we would stick to what we knew best and try to build something functional and not worry about the looks, hoping that by following the old adage that form follows function, we could come up with something appealing in a shot time.
By Chuck Johnson
It's T minus zero and the 2013 SEMA Show has officially opened its doors. Sometime in the wee morning hours beforehand though, the MotoIQ black Ops team infiltrated the Las Vegas Convention Center, ninja outfits and all, to bring you a quick glimpse of what this year's SEMA Show has in store.
I think of Time Attack like I think of the USA and USSR during the Cold War… or was it Bugs Bunny and Elmer Fudd? One side brings out an axe, the next a pistol, the next a shotgun, the next a cannon, until you end up with a nuclear bomb. So how does this relate to time attack? The first year of the Super Lap Battle Time Attack at Buttonwillow was 2004. The best lap time was a 1:54 for an Unlimited class car, the Signal Auto Skyline R34, driven by the one and only Tarzan Yamada. Fast forward to modern times and a 1:54 is a great time for a Street Tire car and the Unlimited cars are talking numbers sub 1:40(!!!) to secure a victory.
Engine swaps have been a staple of building cars as long as there have been cars. Put a bigger more powerful engine in a smaller lighter car and magic gets done. Today with advancing technology, performing swaps is getting harder and harder. New engines have multiplexed CANBUS controllers. The car's ECU might not just control the engine but the door looks, window switches, dash and yes, even the radio. Mess around with a swap now and not only do you have to understand how to tune a motor but also how to encode CANBUS data from smart switches. Working on this stuff is getting beyond the realm of the DIY guy. (And a lot of engineers!)
by Greg Lysien - Photos Courtesy of WTAC
It almost seems like a tradition now that the SMSP (Sydney Motorsport Park) lap records get reset every time WTAC comes to town. Those who came to witness just that were not disappointed.
From the moment WTAC announced that Nemo was returning to defend its title all the industry talk honed in on the anticipated “title fight” between Nemo and Titlon.
When the nerd-herd decided to upgrade the brakes on our Project Scion FR-S, we of course turned to our partners over at StopTech and found they had their world renowned Trophy Kit available for the front and rear of our FR-S. So of course we had to get our hands on a set to put it through its paces and document the installation process. During the installation of the Big Brake Kit (BBK), StopTech was a huge help providing technical support along with some tips we found to be very useful...so we created a series of videos to help out all you DIY'ers out there.
This 4Runner is a long time dream made true. It all started in 2007 when we sold my beloved ’99 SR5 4Runner to get two new cars – with the best of intentions. While Brandon has always had a love for all things automotive, he began with building off road trucks, then on to drifting. However, my passions were different, but crossed in some paths. I enjoy being in beautiful places, travelling and appreciate a powerful looking SUV. We discovered a place where out interests intersect - building an off road vehicle together and going on adventures to those said beautiful places.
Our first off roading experiences together were in a 2000 Ford Excursion Diesel with an ICON 3’ Shackle Kit. These took us to places nearby like the George Washington National Forest and the Outer Banks. While the Excursion was capable off road, it was meant to just be our towing vehicle. Well…we solved that in March, when we traded in the Excursion and came home with a 2013 SR5 White 4Runner 4WD. While this truck looks sharp and is quite capable stock, there was already a vision for it: to build a technically proficient off road truck while maintaining on road performance. We opted for the SR5 for the 3rd row seat as well as the lower cost. Follow us now as we embark on Part 1 of this journey.
Last weekend I went up to Houghton, MI for the finale of the Rally America championship. I had never been to the Lake Superior Performance Rally before, or any rally for that matter, but I was invited by my friend Dylan Helferich who drives for the Relentless Rally Team. To be honest, I’m fairly clueless about most things rally related. I had thought that watching a rally race meant standing in a forest, in nearly freezing rain, and occasionally seeing a car go by while getting sprayed with dirt and gravel. Which is exactly what happened, but it was a hell of a lot more fun than it sounds.