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.
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.
Building the MotoIQ Project Subaru BRZ is always an adventure as is with building any car to a specific purpose. As the builder you always look for new products that may help the car or the driver to be more consistent. One thing many drivers of the BRZ, FR-S and GT86 have always complained about (besides the lack of torque and power) has been the intrusive traction (TC) and vehicle stability controls (VSC) built into the electronics of the platform. Subaru, Toyota, Nissan and other manufacturers have now been dumbing down our driving experience in the name of “Safety” or “to make is easier for the common person to drive” for years. With this in mind those of us who choose to push these cars to the limits or who find these nanny controls too intrusive for even daily driving are now forced to find workarounds to disable these nannies.
One such unit has been developed to literally be the easy button for this problem in the BRZ, FR-S and GT86 by Beastronix.
When we picked up our 1982 Suzuki FA50 last winter, we spent all our time and effort making the old bird run. And we succeeded! But before we put some real miles under this old beast, we need to make it safer. There are no mirrors and seeing as we will be slower than just about everything other than James May in an electric wheelchair, we really need to see what’s behind us when we stop or turn. The front brakes are worn out, so we only have rear brakes to slow us down (and they are only slightly better). The tires are rotten. And we have no exhaust, so this thing is unbearably LOUD!!! So let’s make our little bike safer, more reliable, and ready for emergency parts running.
Ford followed up their hugely successful S197 Mustang with a completely redesigned platform. The 2015 model year known to Mustang enthusiasts by its chassis designation S550 is now coveted around the world (even outselling the Porsche 911 in Germany this past March) and boasts two major differences from its predecessor, the S197. While aesthetics are subjective – and always hotly debated - the first, and most obvious, difference is how much sleeker this new model looks. Secondly, it now sports an independent rear suspension, meaning the new Mustang no longer suffers from the live rear axle, which has been widely panned as a critical shortcoming for many years. While always a formidable straight-line drag racer, it has never been considered a great handling car. Those days are now long gone, making the S550 a perfect candidate for a performance-oriented daily driver project.
All wheel drive cars are traditionally hard on clutches. With tons of traction, launches involve a lot of clutch slippage. Fast shifting and even downshifting are all harder on the clutch due to the increased traction of 4 wheels. With this in mind building a daily driver heavy duty clutch for a street car is always a challenge.
It just so happened that our friends at ACT were wrapping up development of a clutch and flywheel combination for the late model VA WRX when we were at their office and we thought it might be a good opportunity to show what is deep inside ACT's WRX clutch which shares many design features with all ACT clutches.
by Dan Barnes
It was an epiphany when I walked into a race shop and saw the interior tin work of an under-construction Rolex GT car mocked up entirely in white illustration board, clecos and blue tape. I made a mental note: I can do that! I can even afford that! Now my projects turn out better with the use of old cereal boxes, scissors and tape.
It has been some time since we last saw the MotoIQ Project Autocross Subaru BRZ.
Over the winter months here in the Midwest it gets really cold, our roads turn to asphalt crater fields and those of us who like to keep our cars free from rust allow them to hibernate for winter.
During this time we plan for the next season acquiring parts and pieces that will allow us to attempt to become even more competitive. During our latest off season there was much discussion on what would allow this project to take another step forward.
The cooling system in the FD RX-7 is widely regarded as its most glaring weakness. Many of the engine's cooling components are constructed out of plastic, the intercooler is wildly undersized, and the orientation of the radiator does not allow for proper airflow to the intercooler. In the next two installments of Project [Rotary] FD RX-7 we tackle these issues by implementing a 100% custom V-mount cooling solution.
In the last episode, I’d worn down the Nitto NT01 tires into slicks. Then I got a nail in one of the tires too. Obviously, it was time to get some new tires. Many of you have asked about my custom brake ducts which bolt to the front lower control arm. Well, I tried out a cheap DIY version along with finally getting around to making some rear brake ducts.