by Martin Gonzales
We are now nearing the end of our coverage of the Motovicity Ticket to Ride builds, but before we get to the results of our back to back shootout between the Ticket to Ride cars and their stock counterparts, we will take you through one more build. This time we make a stop in Alpharetta, GA to see how the team at SpeedForSale Motorsports was doing with their new 2013 Scion FR-S. The techs at SpeedForSale Motorsports are usually wrenching on chassis' like the MK4 Supra or R35 GT-R, so bolting on some performance to the Motovicity Ticket to Ride Scion FR-S should be a walk in the park.
There’s something to be said for having a comfortable and productive work space, and that goes for your regular work desk or your driving office. We decided to clean up the look and feel of the Project E36 323is office with a new suede steering wheel from Driven Steering mounted to a MOMO hub adapter, and with some new pedals from BWMPedals.com, all as a way to increase driver focus, and to simply make it look a little better.
Last week we got a text message from Subaru tuner extraordinaire Quirt Crawford. Quirt was pretty excited about one of his company's, Crawford Performance's new products, a set of Power Blocks intake manifold spacers for the Scion FR-S/Subaru BRZ FA20 engine.
In our last segment we brought the front suspension of our FR-S up to the latest top standards with new parts developed for the car since we started developing our project. Now it's time to bring the rear suspension up to snuff with some of the latest parts now out for the car. Since we started out project, Cusco and Whiteline have come up with more parts for the rear suspension.
Our suspension had first gotten done well over a year ago and we used Suabaru STI parts in the initial stage. We used Cusco adjustable lower arms and some Whiteline bushings and their first generation of rear swaybar. As we are running tires much bigger than stock, (265 vs 215), the additional grip was causing a lot of body roll even with our KW coilovers and upsized swaybar.
When we first got Project 350Z as a well used and beat up car, one of the mods the car came with was an Injen Cold Air Intake. Since Injen intakes have a pretty decent rep we simply left in on the car. However, when we installed the intake manifold spacer, we noted that the manifold was full of dirt and that our engine was a little low on compression for the amount of miles that it had.
by Mike Kojima
With a few more ponies under the hood and increased braking performance, it is now time for the team at Performance & Styling to tackle the handling and power delivery of the Motovicity Ticket to Ride Ford Mustang. The goal of the Ticket to Ride builds has been to showcase the performance gains that can be obtained from readily available quality bolt-on parts. and we now take a look at some of the better options available to keep your Mustang under control. In part two of the Motovicity Ticket to Ride Ford Mustang Build we stay on target with a set of KW Varient III Coilovers, Exedy Clutch, STACK gauges, Whiteline swaybars, Watts link and more.
Tires on a truck are often ho-hum items. Most truck owners aren’t interested in shaving tenths off of lap times, nor are they generally interested in how well they perform at the limit of adhesion. Generally speaking, as long as it’s comfortable, doesn’t feel too dangerous, lasts long enough and generally holds air, most are happy to let them be. For our Nissan Xterra, while we’d like to say otherwise, we were of about the same mindset. When Nitto approached us with a set of their new Dura Grapplers, however, we were amazed at what happens when a manufacturer strives to make something better than just "good enough".
Brakes, the all so critical system of a automobile that turns momentum into heat as well as being the most important safety feature of any car. Unfortunately they're often over looked or marginalized, even by those who choose to track their cars on road courses. Seems as though braking upgrades are not nearly as "cool" as power or suspension modifications, even though braking is far more important.
by Martin Gonzales
You've seen the cars, you've seen the parts, now it's time to check out the builds! We kick off our Motovicity Ticket to Ride build series by visiting the team over at Performance & Styling in Manchester, Conneticut. In part one we take a close look at how the team from Performance & Styling turns up the performance output of the Motovicity Ticket to Ride Ford Mustang with the help of StopTech, Gates, BBK, Royal Purple and Sparco.
"So you guys are really going to test that thing?"
"Of course, we're from MotoIQ. Now make like a tree."
With five simple steps that will work for any car, we take a high-mileage minivan and make it run better on the dyno and in the quarter mile. Yes, really.
If you’ve been hooked on the go-fast crackpipe long enough, you probably have a binder full of old race notes somewhere, even if it’s just some basic tire temp and pressure data scribbled on a scrap piece of paper. Maybe it’s in your trailer in a box labeled ‘spark plugs’, maybe it’s in your home office in a folder labeled ‘receipts’, or if you’re like me, your notes are in an old envelope in a duffle bag down in the basement.
I had seen pictures of the Nissan Nismo IDx and while a few in the media were all hyped on it, the pictures just didn’t really speak to me. Martin shot me a message, “Hey, go to Cars & Coffee. The Nissan Nismo IDx will be there.” Man… do I really want to wake up at the butt crack of dawn to go look at this thing?
If you haven’t noticed, things are moving quickly with us and the Yost Autosport Project #YAE92 M3 endurance race car build! It seems like yesterday this car was sitting on a set of rollers with everything removed but the engine yet in this part of our build journal it actually looks like a race car! Over the past few weeks our lives have been absolutely consumed by this project as the racing season bears down upon us. If you’ve never built a full blown race car before let me tell you this, there are a lot of small things that need to be done that are seldom on the front of your mind.
So far we have tried some easy bolt ons like a manifold spacer, headers, high flow cats and exhaust on our 350Z all with good results. Naturally at this point it is time to change camshafts to get more bolt on power out of our VQ35DE engine. One thing that discourages many people from going this route is that changing cams on a VQ engine is quite a big job. Having two banks of cylinders and 4 cams is a lot of the reason. It's not super hard technically but it requires at least a couple days of wrenching and some care has to be taken to avoid problems.
Time consuming or not, camshafts are the next logical progression in the evolution of Project 350Z so we asked our friends at Jim Wolf Technology or JWT to provide us with some of their excellent C2 cams. We chose the C2 because they were probably the biggest practical camshafts that would work in the stock bottom end engine.