Following Time Attack you may see a car that demonstrates potential but simply is not reliable. And then there is the R-Division Integra Type R with James Houghton in the driver's seat. This team has prepared a package that over the past several years is consistently impressing fans and other competitors. Whether it is in action at a Canadian track with CSCS or crossing the border and challenging all comers in Global Time Attack on either the East or the West coast, this Type R is consistently pushing the envelope. The plan for 2016 is already being implemented so R-Division is not content to rest upon 2015's accomplishments.
The Performance Racing Industry 2015 show was back in full force at Indianapolis once again, and there was so much cool stuff that we've separated our coverage into five different articles. Take a peek at what's hot in the performance aftermarket and racing industry, especially if you love turbos, brakes, suspension systems, and electronic gadgets as much as we do!
This non-descript looking building in Yokohama, Japan was recently a vacation destination for a MotoIQ contributor, and is much more than meets the eye. Aside from currently containing the Nissan Engine Museum, you're also looking at the world headquarters building that housed Nissan during it's formative years. Come check out what's inside those doors!
What's the best thing to do to re launch a performance brand in the USA? Go racing. That is exactly what Go Tuning, the official North American distributor of Spoon Sports parts has done in the world of Time Attack in a big way. In practice for the last Super Lap Battle, Dai Yoshihara, previous Formula D and MPTCC Champ peddled Go Tuning's Spoon Sport Civic to a blistering 1:46.3 second lap time around Buttonwillow's famed configuration 13 CW. This was faster than Chris Rado's long standing FWD Unlimited lap record in the high tech 1300hp F-Wing Scion TC, a record we assumed would be out of reach for a long, long time.
Modding late model Honda/Acura engines is somewhat problematic lately. Take for instance the late model K series engine. Once probably the best naturally aspirated inline four cylinder production engine by far, the K motor in it's latest variant, the K24Z7, is a neutered, decontented version of its former self. Found in the current 2012 and up Honda Civic Si and the Acura ILX, the K24Z7 still boasts a decent 205 hp and 174 lb ft of torque. This is slightly better power and much better torque than the much acclaimed bone stock K20A2 that everyone knows and loves.
Can the late model K motor be saved? We will give it a shot with help from the guys at Motovicity Distribution!
The most important part of your car is not the engine, suspension, or brakes. It’s the TIRES!!! This is because your car can only perform as well as the capability of its tires. I’m often asked which tire is best and what size to buy. In this article I discuss my methods for choosing and properly sizing the right tires. I’m not into the “hella-flush” or “stance” scenes so this article is focused towards those who care about the PERFORMANCE of their car, whether on the street or on the track.
A few weeks ago we got to get a close look at the car that we think is perhaps the most radical and innovative drift car ever built, Mad Mike Whiddett's Radbul Mazda MX-5. After a 5 year absence, Mad Mike is back on the US drift scene with a car built for today's exceedingly competitive Formula D environment.
I've joked in the past that "Time Attack" is the "Professional Wrestling" of Motorsports. Not in the sense that it's questionably real or has obnoxious intro music. More so, that it's over the top, a great show, and takes a high level of skill, guts, and charisma to be successful. As well as being dramatic, full of characters, and having a core fan base that truly respects and enjoys the sport, even if others just think its nothing more then "qualifying" (which I don't agree with at all). Having been on both sides of the coin with both time attack and wheel-to-wheel racing, without having done both at a high level of competition, judgements cannot be made.
As the holiday music fills the air on every freakin' street corner in the United States, the weather begins to turn cold and the populace begins to cower in fear of the dreaded flakes of solidified water that fall from the atmosphere. If you’re like most of the MotoIQ staff, you live in southern California where you have to drive hours to find a hint of the fluffy white stuff. Not all of us are so lucky unfortunately, and if you live in the northern part of the world, you will at some point have to deal with snow. And since we live in the age of the internet, there is tons of advice out there on how to prepare for winter, some of it good, some of it questionable, some of it horrible. So let’s do what MotoIQ does best and cut the crap and help you prepare for the winter the right way.
Finding the right balance of performance and civility when upgrading a street car can be difficult. It all comes down to finding the perfect compromise between daily drivability and “because racecar”. Go too far and a car can become too loud, too rough, and too unreliable. With the goal of eventually increasing the power output of our Subaru Legacy GT wagon beyond what the stock VF40 turbo can efficiently produce, we knew that we would need to upgrade some of the other components in preparation. Our clutch disc and pressure plate were the first items on the list of things to replace. While everything was apart for the clutch job we decided to also replace the heavy stock flywheel with a lightweight alternative, to bolster the transmission with help from Moore Performance, and reduce slop with some polyurethane bushings.
Many of our MotoIQ Project Cars feature top of the line or even exotic suspension parts, exactly the kind of stuff you want to use in cars that see mixed track/street use with a heavy track bias. However, not all of our cars are set up like this, some of our cars are more street oriented and set up towards hassle free daily use.
With four project installments of our Project VehiCross, you would expect we would have done something insane to it. After all most MotoIQ projects don’t stay stock very long and so far the only aftermarket parts this truck has seen are an air filter, brake pads, and tires. After ranting and raving about how terrible replacing a power steering hose on a VehiCross is, we promised we would start putting on some sweet aftermarket parts. We lied.
Picture a sunny, Southern California day at a race track with a smorgasbord of Nissans, Datsuns, and Infinitis everywhere you look, with the not-so-feint sound of racecars in the distance. Sounds like a dream, right? Wrong! Nissfest proved itself to be the premiere event of the year for all Nissan owners and lovers alike.
Before this year, I had never been to SEMA (or Vegas for that matter). Well, the stars aligned with my calendar and wallet, so I decided that I would make the pilgrimage to what is considered the epicenter of the automotive aftermarket. The show had never really held much interest to me. I had always believed that it was a massive convention with an overwhelming sea of half-assed show cars and shelves packed with trendy bullshit. If you can’t tell, I’m not much of an optimist. I went into the unknown without much of a game plan, and having no past experiences to help shape a plan of attack I mostly just wandered around aimlessly for several days absorbing the sight and sounds. And honestly, I didn’t hate it. Yes, there was a disturbing amount of cars with big wheels and bolt-on fender flares that were laid out on air ride. There were also a lot of well-built cars, quality engineered parts, and interesting people to connect with. Read on for some quick observations of a SEMA-newbie.