TURIN, Italy — Ercole Spada, who gave us the Alfa Romeo TZ1 in 1965 and a couple of classic Zagato-bodied Aston Martins, is back with a vengeance. Having failed to resurrect Osca, he's now offering a quirky-looking sports car bearing his own name.
The first details and photos of the Codatronca were released earlier in the year, but the car has now been presented in full detail at the Spadaconcept Web site.
Based on the latest Chevrolet Corvette, the Codatronca measures 187.4 inches long, 77.1 inches wide, and 47.2 inches tall. Its 7.0-liter V8 engine will come in three different states of tune. There's the 600-horsepower TS and the still road-legal TSV with 700 hp courtesy of two superchargers. There's also a yet-to-be-completed racing version, called TSS (Turismo Super Sportivo). The "base" TS weighs 3,086 pounds, courtesy of its aluminum space-frame construction; the TSV weighs 44 pounds less. Performance figures are also impressive: Even the basic TS is capable of 205 mph, while the TSV can reach 220 mph and goes from zero to 62 mph in 2.7 seconds.
There's still no word on pricing.
What this means to you: It's performance, performance, performance, much more than looks, with this one.
Tuesday, July 10, 2007
Sunday, July 8, 2007
Spy Photos: BMW X6 Reveals Its Shapely Rear
DEATH VALLEY, Calif. — BMW engineers inadvertently exposed the rear shape of the 2009 X6 SUV during hot-weather testing this week, and spy photographers sprung into action.
When one of its X6 prototypes became disabled on the shoulder of a desolate California road, BMW testers accidentally left the X6's rear hatch open as they sorted out the trouble. These backlit photos now reveal exactly how much of the X6's heavy rear camouflage is masking its sleek rear lines.
BMW appears to be taking form-over-function to extremes with the X6, since the arching roof line behind the B-pillar will seriously compromise second-row headroom and cargo capacity.
Built on the same platform as the BMW X5, the X6 is expected to start production at BMW's Spartanburg, South Carolina plant in 2008.
What this means to you: This sleek SUV deserves more than carpool duty.
When one of its X6 prototypes became disabled on the shoulder of a desolate California road, BMW testers accidentally left the X6's rear hatch open as they sorted out the trouble. These backlit photos now reveal exactly how much of the X6's heavy rear camouflage is masking its sleek rear lines.
BMW appears to be taking form-over-function to extremes with the X6, since the arching roof line behind the B-pillar will seriously compromise second-row headroom and cargo capacity.
Built on the same platform as the BMW X5, the X6 is expected to start production at BMW's Spartanburg, South Carolina plant in 2008.
What this means to you: This sleek SUV deserves more than carpool duty.
Saturday, July 7, 2007
Spy Photos: BMW X6 Reveals Its Shapely Rear
DEATH VALLEY, Calif. — BMW engineers inadvertently exposed the rear shape of the 2009 X6 SUV during hot-weather testing this week, and spy photographers sprung into action.
When one of its X6 prototypes became disabled on the shoulder of a desolate California road, BMW testers accidentally left the X6's rear hatch open as they sorted out the trouble. These backlit photos now reveal exactly how much of the X6's heavy rear camouflage is masking its sleek rear lines.
BMW appears to be taking form-over-function to extremes with the X6, since the arching roof line behind the B-pillar will seriously compromise second-row headroom and cargo capacity.
Built on the same platform as the BMW X5, the X6 is expected to start production at BMW's Spartanburg, South Carolina plant in 2008.
What this means to you: This sleek SUV deserves more than carpool duty.
When one of its X6 prototypes became disabled on the shoulder of a desolate California road, BMW testers accidentally left the X6's rear hatch open as they sorted out the trouble. These backlit photos now reveal exactly how much of the X6's heavy rear camouflage is masking its sleek rear lines.
BMW appears to be taking form-over-function to extremes with the X6, since the arching roof line behind the B-pillar will seriously compromise second-row headroom and cargo capacity.
Built on the same platform as the BMW X5, the X6 is expected to start production at BMW's Spartanburg, South Carolina plant in 2008.
What this means to you: This sleek SUV deserves more than carpool duty.
Friday, July 6, 2007
Spy Photos: 2009 BMW M3 Convertible
NURBURG, Germany — Recent spy photos from the Nürburgring will reassure drop-top fans that a 2009 BMW M3 convertible is already in the works.
Spy photos clearly reveal the BMW's new retractable hardtop, so speculation should end about the possibility of the redesigned convertible keeping the outgoing M3's soft top in order to maintain a low curb weight.
Following the launch of the 2008 M3 coupe, the M3 convertible is expected to go on sale in late 2008.
Like the M3 coupe, the new convertible will benefit from an all-aluminum 4.0-liter V8 rated at 414 horsepower and 295 pound-feet of torque.
What this means to you: BMW is about to unleash some serious fun in the sun.
Spy photos clearly reveal the BMW's new retractable hardtop, so speculation should end about the possibility of the redesigned convertible keeping the outgoing M3's soft top in order to maintain a low curb weight.
Following the launch of the 2008 M3 coupe, the M3 convertible is expected to go on sale in late 2008.
Like the M3 coupe, the new convertible will benefit from an all-aluminum 4.0-liter V8 rated at 414 horsepower and 295 pound-feet of torque.
What this means to you: BMW is about to unleash some serious fun in the sun.
Thursday, July 5, 2007
Frankfurt Preview: Mercedes-Benz C63 AMG
LE CASTELLET, France — Mercedes-Benz allowed Inside Line to test the new C63 AMG on the famed Paul Ricard test track here in Southern France, ahead of the car's official debut at the Frankfurt auto show in September. The C63 made a solid impression for its dramatic improvement in dynamics, driving excitement and finesse over the C55 it replaces.
The C63 AMG is based on the new third-generation C-Class. It goes on sale in North America next spring.
AMG's crushingly effective 6.2-liter V8 ups power to 457 horsepower — that's 95 hp more than the previous model and 37 more horses than the V8 in the new BMW M3. The 0-62-mph time, at a claimed 4.5 seconds, is a whopping 0.7 second inside the time quoted for the old C55. More to the point, it's 0.3 second faster than the new M3. Top speed is limited to 155 mph — or 174 mph with the optional Sport package, which also includes a limited-slip differential and a set of spectacular-looking 19-inch wheels.
AMG has again gone for a conventional automatic transmission, complete with a lock-up torque converter and the choice of comfort, sport and manual modes. The seven-speed unit is now on all models with AMG's new V8.
The C63 is a real-head turner, with visual potency to match its on-road muscle. Its aggressive good looks include a reworked front end with unique bumper, twin-blade grille and fenders with heavily flared wheel arches. The hood has two power domes to signal the new car's potential.
Inside, there has been a thorough makeover to enhance the inherent sportiness, including deep front bucket seats, revised instrument graphics and classy-looking aluminum trim.
What this means to you: The big question now is: does the new AMG seriously challenge the new M3? Drivers will decide that once both cars are out on the street.
The C63 AMG is based on the new third-generation C-Class. It goes on sale in North America next spring.
AMG's crushingly effective 6.2-liter V8 ups power to 457 horsepower — that's 95 hp more than the previous model and 37 more horses than the V8 in the new BMW M3. The 0-62-mph time, at a claimed 4.5 seconds, is a whopping 0.7 second inside the time quoted for the old C55. More to the point, it's 0.3 second faster than the new M3. Top speed is limited to 155 mph — or 174 mph with the optional Sport package, which also includes a limited-slip differential and a set of spectacular-looking 19-inch wheels.
AMG has again gone for a conventional automatic transmission, complete with a lock-up torque converter and the choice of comfort, sport and manual modes. The seven-speed unit is now on all models with AMG's new V8.
The C63 is a real-head turner, with visual potency to match its on-road muscle. Its aggressive good looks include a reworked front end with unique bumper, twin-blade grille and fenders with heavily flared wheel arches. The hood has two power domes to signal the new car's potential.
Inside, there has been a thorough makeover to enhance the inherent sportiness, including deep front bucket seats, revised instrument graphics and classy-looking aluminum trim.
What this means to you: The big question now is: does the new AMG seriously challenge the new M3? Drivers will decide that once both cars are out on the street.
Tuesday, July 3, 2007
Good-Bye McLaren: Mercedes Partners With AMG on New SLC Supercar
AFFALTERBACH, Germany — Following a decision to discontinue its project to build the midengine McLaren F2, Mercedes is instead moving forward with a different car to be built by AMG.
Mercedes originally partnered with McLaren Automotive to produce the 617-horsepower Mercedes-Benz SLR McLaren, and the $450,000, 200-mph supercar was launched in 2005. The car's development didn't go smoothly, as McLaren bridled under the requirement to create a front-engine car, while AMG wanted to build the car itself, not just the engine.
The cheaper, midengine F2 was supposed to be developed by McLaren once the SLR project reached production, but the project was halted in late 2004. Mercedes is certainly no stranger to midengine cars, as it unveiled its three remarkable C111 experimental cars in 1969 at the Frankfurt auto show and then raced at Le Mans in the 1990s with the CLK-GTR and CLR.
Mercedes has now decided to go its own way with what is being called the Mercedes SLC. The SLC will be lighter and smaller than the SLR, and is expected to be powered by a new, turbocharged 6.2-liter V8 built by AMG. The new supercar might share parts with the future SL Black Series, reducing the financial burden of the engineering costs.
The new car will be engineered by HWA, a racing company established by Hans Werner Aufrecht, one of the founding partners in AMG, which was acquired by Mercedes in 1999. HWA is located in Affalterbach, the same small town where AMG builds its special editions for Mercedes.
Mercedes expects to unveil the SLC concept at the 2008 Geneva Auto Show, and if all goes well, production will begin near Stuttgart as early as 2009. Meanwhile, the midengine McLaren F2 will now be a solo effort by the racing company's automotive division at the elaborate McLaren Technical Center in Woking, England.
What this means to you: The Mercedes SLR McLaren has turned out to be the supercar no one wanted; now AMG is getting its chance to prove that it can build a better car than the McLaren.
Mercedes originally partnered with McLaren Automotive to produce the 617-horsepower Mercedes-Benz SLR McLaren, and the $450,000, 200-mph supercar was launched in 2005. The car's development didn't go smoothly, as McLaren bridled under the requirement to create a front-engine car, while AMG wanted to build the car itself, not just the engine.
The cheaper, midengine F2 was supposed to be developed by McLaren once the SLR project reached production, but the project was halted in late 2004. Mercedes is certainly no stranger to midengine cars, as it unveiled its three remarkable C111 experimental cars in 1969 at the Frankfurt auto show and then raced at Le Mans in the 1990s with the CLK-GTR and CLR.
Mercedes has now decided to go its own way with what is being called the Mercedes SLC. The SLC will be lighter and smaller than the SLR, and is expected to be powered by a new, turbocharged 6.2-liter V8 built by AMG. The new supercar might share parts with the future SL Black Series, reducing the financial burden of the engineering costs.
The new car will be engineered by HWA, a racing company established by Hans Werner Aufrecht, one of the founding partners in AMG, which was acquired by Mercedes in 1999. HWA is located in Affalterbach, the same small town where AMG builds its special editions for Mercedes.
Mercedes expects to unveil the SLC concept at the 2008 Geneva Auto Show, and if all goes well, production will begin near Stuttgart as early as 2009. Meanwhile, the midengine McLaren F2 will now be a solo effort by the racing company's automotive division at the elaborate McLaren Technical Center in Woking, England.
What this means to you: The Mercedes SLR McLaren has turned out to be the supercar no one wanted; now AMG is getting its chance to prove that it can build a better car than the McLaren.
Saturday, June 30, 2007
BMW Brings 2008 1 Series to the U.S.
WOODCLIFF LAKE, N.J. — BMW is reinventing the legendary BMW 2002 with the arrival of the BMW 128i and 135i Coupes. The 1 Series Coupe is expected to re-create the niche that the iconic 2002 introduced 40 years ago.
The 1 Series Coupe goes on sale in the U.S. in the spring of 2008, and will be available in two versions: the 128i and the 135i. The entry-level 128i will use a 230-horsepower 3.0-liter inline-6 that generates 200 pound-feet of torque, and the 135i Coupe gets a twin-turbocharged 3.0-liter inline-6 making 300 hp and 300 lb-ft of torque. The 135i Coupe is expected to close the 0-62-mph gap in 5.3 seconds. Top speed is electronically limited to 155 mph.
A long hood and short overhangs make the small car appear larger than it is. The 135i Coupe receives a standard M Aerodynamic Kit, 18-inch wheels, a sport suspension and an additional lip spoiler to provide increased downforce. Adaptive xenon headlights with integrated cornering lights are standard on the 135i and optional on the 128i.
Inside, the cabin is trimmed with leatherette upholstery or upgraded Boston leather. The optional Sport Package includes sports bucket seats with increased side bolsters. A 60/40-split rear seat is standard to optimize cargo capacity, and the controller featured in the iDrive system with the optional navigation system is integrated in the center console. Galvanized pearl gloss surfaces dress up the interior door handles, radio and automatic air-conditioning system knobs, and iDrive controller.
Entertainment options include a premium sound system, Sirius Satellite Radio, HD radio and a Bluetooth interface. An auxiliary input jack is standard, and a USB port for direct control of an Apple iPod or iPhone media player is available as an option.
What this means to you: True BMW performance in a striking, compact package.
The 1 Series Coupe goes on sale in the U.S. in the spring of 2008, and will be available in two versions: the 128i and the 135i. The entry-level 128i will use a 230-horsepower 3.0-liter inline-6 that generates 200 pound-feet of torque, and the 135i Coupe gets a twin-turbocharged 3.0-liter inline-6 making 300 hp and 300 lb-ft of torque. The 135i Coupe is expected to close the 0-62-mph gap in 5.3 seconds. Top speed is electronically limited to 155 mph.
A long hood and short overhangs make the small car appear larger than it is. The 135i Coupe receives a standard M Aerodynamic Kit, 18-inch wheels, a sport suspension and an additional lip spoiler to provide increased downforce. Adaptive xenon headlights with integrated cornering lights are standard on the 135i and optional on the 128i.
Inside, the cabin is trimmed with leatherette upholstery or upgraded Boston leather. The optional Sport Package includes sports bucket seats with increased side bolsters. A 60/40-split rear seat is standard to optimize cargo capacity, and the controller featured in the iDrive system with the optional navigation system is integrated in the center console. Galvanized pearl gloss surfaces dress up the interior door handles, radio and automatic air-conditioning system knobs, and iDrive controller.
Entertainment options include a premium sound system, Sirius Satellite Radio, HD radio and a Bluetooth interface. An auxiliary input jack is standard, and a USB port for direct control of an Apple iPod or iPhone media player is available as an option.
What this means to you: True BMW performance in a striking, compact package.
Sunday, June 24, 2007
Early Test-Drive of the 2009 Dodge Durango Hybrid
CHELSEA, Mich. — Dodge offered short test-drives of the 2009 Durango Hybrid earlier this week, and provided a few specifications as well. The Durango and Chrysler Aspen will use the same two-mode hybrid system that we experienced earlier this year in the hybrid Chevy Tahoe and GMC Yukon.
The system was developed in cooperation with General Motors and BMW. This means it can run on electric motor only (as it does in reverse and for low-speed forward trundling) or it can use the electric motor to augment the big gas motor.
Think of it more like a Prius than a Honda Accord Hybrid, which is a so-called mild hybrid. Chrysler estimates that the Durango Hybrid will get about 40 percent better fuel economy in the city. The average Hemi Durango can't even manage 15 miles on one gallon of fuel around town.
One similarity to Honda's soon-to-be-discontinued Accord Hybrid is that both use cylinder deactivation to improve highway fuel economy. Dodge says that the addition of the electric motors mean that the V8 will run on four cylinders more often than a standard Durango and should account for a 25 percent improvement to the Hemi Durango's 19 mpg highway performance.
Eventually, Chrysler is expected to do a two-mode hybrid powered by one of its upcoming family of V6s. The company's current V6s have no cylinder-deactivation capability.
What this means to you: We'll be able to tell you more next year when we get our first lengthy drive in the finished product. It should go on sale in the third quarter of next year.
The system was developed in cooperation with General Motors and BMW. This means it can run on electric motor only (as it does in reverse and for low-speed forward trundling) or it can use the electric motor to augment the big gas motor.
Think of it more like a Prius than a Honda Accord Hybrid, which is a so-called mild hybrid. Chrysler estimates that the Durango Hybrid will get about 40 percent better fuel economy in the city. The average Hemi Durango can't even manage 15 miles on one gallon of fuel around town.
One similarity to Honda's soon-to-be-discontinued Accord Hybrid is that both use cylinder deactivation to improve highway fuel economy. Dodge says that the addition of the electric motors mean that the V8 will run on four cylinders more often than a standard Durango and should account for a 25 percent improvement to the Hemi Durango's 19 mpg highway performance.
Eventually, Chrysler is expected to do a two-mode hybrid powered by one of its upcoming family of V6s. The company's current V6s have no cylinder-deactivation capability.
What this means to you: We'll be able to tell you more next year when we get our first lengthy drive in the finished product. It should go on sale in the third quarter of next year.
Saturday, June 23, 2007
Ferrari con Carne: FXX Mille Chili Concept
MARANELLO, Italy — The centerpiece of Ferrari's future-tech presentation at the Fiorano test track was the FXX Mille Chili, described by several European journals as "the most important concept ever presented" by the House of Maranello.
Not intended for production, the Mille Chili (Italian for 1,000 kilos) displays a grab bag of innovative future technologies, many derived from Formula One racing, that Ferrari intends to begin applying to production cars over the next five years.
Among those technologies: hybrid drivetrains, carbon-fiber chassis and bodywork, fixed seats with adjustable pedals and steering, carbon-ceramic brakes and active aerodynamics.
The Mille Chili resembles a shrunken Enzo; in fact, it is more than 3 feet shorter and weighs more than 600 pounds less than the Ferrari supercar. The company says it could easily accommodate the Enzo's 6.0-liter V12, but Ferrari seems more intent on trumpeting its recent development work on high-performance hybrids.
The Ferrari system appears to be unique in that it ties an electric motor to the gearbox rather than the engine. The system is said to provide a seamless and near-instantaneous burst of torque during shifts, when the conventional engine is powered down. Coupled with an electronically controlled transmission, the system could find its way into Ferrari production cars by 2012. Ferrari also says that most of its future vehicles will be able to run on bioethanol.
What this means to you: Maranello joins such other prestigious marques as BMW and Lexus in exploring the performance parameters of future hybrid technology — certainly a promising development for green-minded enthusiasts around the globe.
Not intended for production, the Mille Chili (Italian for 1,000 kilos) displays a grab bag of innovative future technologies, many derived from Formula One racing, that Ferrari intends to begin applying to production cars over the next five years.
Among those technologies: hybrid drivetrains, carbon-fiber chassis and bodywork, fixed seats with adjustable pedals and steering, carbon-ceramic brakes and active aerodynamics.
The Mille Chili resembles a shrunken Enzo; in fact, it is more than 3 feet shorter and weighs more than 600 pounds less than the Ferrari supercar. The company says it could easily accommodate the Enzo's 6.0-liter V12, but Ferrari seems more intent on trumpeting its recent development work on high-performance hybrids.
The Ferrari system appears to be unique in that it ties an electric motor to the gearbox rather than the engine. The system is said to provide a seamless and near-instantaneous burst of torque during shifts, when the conventional engine is powered down. Coupled with an electronically controlled transmission, the system could find its way into Ferrari production cars by 2012. Ferrari also says that most of its future vehicles will be able to run on bioethanol.
What this means to you: Maranello joins such other prestigious marques as BMW and Lexus in exploring the performance parameters of future hybrid technology — certainly a promising development for green-minded enthusiasts around the globe.
Sunday, June 17, 2007
The No-Frills Gorilla From Manila: Philippine Utility Vehicle
MANILA, Philippines — Feast your eyes on the Philippine Utility Vehicle, or PhUV, the latest attempt from this island country's government to create a national car. To be priced at around $7,500, it is cheap, but is it any good?
The Philippines is a very small market, and most people can't afford a new car. There are several businesses in the country, especially around the city of Cebu, that specialize in converting used Japanese vans into pickup trucks. Public transportation is partly handled by jeepneys, minibus-like contraptions with fiberglass bodies. Seven-seat closed light commercial vehicles are popular here and all over Southeast Asia. Assembly operations here by Toyota, Ford and some other companies exist, but with small output numbers.
The Motor Vehicle Parts Manufacturers Association of the Philippines (MVPMAP) last year launched the local production project that has led to the creation of this utility vehicle. Dreamco, the local assembler of Chinese Foton trucks, provided the chassis and a 2.1-liter diesel engine from China, and hundreds of local companies submitted other bits and parts.
The finished prototype was unveiled at the 109th Independence Day Festival here earlier this week. It appears sturdy but behind 21st-century standards in the quality department. MVPMAP has high ambitions for local production, and Dreamco is all set to manufacture the PhUV. But there's no final word yet on the fate of this intriguing idea.
What this means to you: The efforts of Philippines entrepreneurs are laudable — but the PhUV looks dated before it gets onto the market and is unlikely to stand a chance against more accomplished competitors.
The Philippines is a very small market, and most people can't afford a new car. There are several businesses in the country, especially around the city of Cebu, that specialize in converting used Japanese vans into pickup trucks. Public transportation is partly handled by jeepneys, minibus-like contraptions with fiberglass bodies. Seven-seat closed light commercial vehicles are popular here and all over Southeast Asia. Assembly operations here by Toyota, Ford and some other companies exist, but with small output numbers.
The Motor Vehicle Parts Manufacturers Association of the Philippines (MVPMAP) last year launched the local production project that has led to the creation of this utility vehicle. Dreamco, the local assembler of Chinese Foton trucks, provided the chassis and a 2.1-liter diesel engine from China, and hundreds of local companies submitted other bits and parts.
The finished prototype was unveiled at the 109th Independence Day Festival here earlier this week. It appears sturdy but behind 21st-century standards in the quality department. MVPMAP has high ambitions for local production, and Dreamco is all set to manufacture the PhUV. But there's no final word yet on the fate of this intriguing idea.
What this means to you: The efforts of Philippines entrepreneurs are laudable — but the PhUV looks dated before it gets onto the market and is unlikely to stand a chance against more accomplished competitors.
Saturday, June 16, 2007
Ferrari To Party Hard at Goodwood Festival of Speed
GOODWOOD, England — Ferrari's show-stopping appearance at this month's Goodwood Festival of Speed includes a display featuring an "iconic car" from each of the company's six decades, as well as the appearance of a 612 Scaglietti HGTS in one-off police livery.
Ferrari has been partying heavily in 2007 as it marks its 60th anniversary. The Goodwood event promises to be an emotional retrospective of the evolution of the Prancing Horse "from its debut in motor racing to today's state-of-the-art GT cars," the company said in a statement.
The 1950s will be represented by the 250 Testa Rossa, celebrated for winning the 12 Hours of Sebring, the 1,000-km in Buenos Aires and the 24 Hours of Le Mans in 1958. The 250 GTO will represent Ferrari in the 1960s, while the Daytona is the seminal car of the 1970s. The F40, created to celebrate Ferrari's 40th anniversary in 1987, marks the 1980s and the F50 celebrates the '90s. "The last decade of the 21st century is represented by the Enzo," Ferrari noted, saying the car "set a new benchmark for the development of engineering solutions and demonstrated the synergies between F1 and GT cars."
The cop-shop version of the 612 Scaglietti HGTS led the U.K. leg of the Ferrari worldwide relay tour earlier this year. It will be driven by a member of the Sussex Police Force and will be the center of the company's historical display. Attendees can also get a look at the Ferrari relay baton, along with a gallery of the 60 images that are enameled on it.
What this means to you: Nobody knows how to throw a party like Ferrari.
Ferrari has been partying heavily in 2007 as it marks its 60th anniversary. The Goodwood event promises to be an emotional retrospective of the evolution of the Prancing Horse "from its debut in motor racing to today's state-of-the-art GT cars," the company said in a statement.
The 1950s will be represented by the 250 Testa Rossa, celebrated for winning the 12 Hours of Sebring, the 1,000-km in Buenos Aires and the 24 Hours of Le Mans in 1958. The 250 GTO will represent Ferrari in the 1960s, while the Daytona is the seminal car of the 1970s. The F40, created to celebrate Ferrari's 40th anniversary in 1987, marks the 1980s and the F50 celebrates the '90s. "The last decade of the 21st century is represented by the Enzo," Ferrari noted, saying the car "set a new benchmark for the development of engineering solutions and demonstrated the synergies between F1 and GT cars."
The cop-shop version of the 612 Scaglietti HGTS led the U.K. leg of the Ferrari worldwide relay tour earlier this year. It will be driven by a member of the Sussex Police Force and will be the center of the company's historical display. Attendees can also get a look at the Ferrari relay baton, along with a gallery of the 60 images that are enameled on it.
What this means to you: Nobody knows how to throw a party like Ferrari.
Friday, June 15, 2007
Test Mule Spotted at the Nurburgring Is Next-Gen Nissan 350Z
NURBURG, Germany — When Nissan showed up at the Nürburgring test track in Germany with a new prototype coupe earlier this week, we initially pegged it as the production version of the Urge concept. Since then, we've dug into the details and it's now looking more like the next-generation 350Z.
Although the prototype is clearly shorter than a standard Z coupe, it's not dramatic enough to signal a completely new vehicle. Our information indicates that the reworked chassis is nothing more than Nissan's attempt to shave some weight from the Z.
At roughly 3,900 pounds, the current model is on the heavy side compared to its competitors. Instead of employing exotic materials to get the weight down, however, Nissan is simply carving down the chassis a little. With a current wheelbase of 104.3 inches, the next Z isn't likely to go as small as the 95.1-inch-wheelbase Porsche Cayman. We're guessing something in between the two numbers is a safe bet.
Another clear sign of this prototype's intentions were the cars on hand as benchmarks. According to spy photographers in the area, Nissan was testing the Z prototype alongside a BMW Z coupe and a Cayman. As lofty as Nissan's goals are, it's not realistic to think it's benchmarking an entry-level $20K coupe against that kind of European iron.
Also consider that the current 350Z is at the end of its lifecycle. The 2008 model will mark six years on the market, so it's clearly due for a heavy redesign. Look for a name change, too, as we fully expect to see the 3.7-liter V6 from the Infiniti G37 under the hood of this new Z.
What this means to you: A cheap, rear-wheel-drive Nissan sports car may come eventually, but this prototype isn't it.
Although the prototype is clearly shorter than a standard Z coupe, it's not dramatic enough to signal a completely new vehicle. Our information indicates that the reworked chassis is nothing more than Nissan's attempt to shave some weight from the Z.
At roughly 3,900 pounds, the current model is on the heavy side compared to its competitors. Instead of employing exotic materials to get the weight down, however, Nissan is simply carving down the chassis a little. With a current wheelbase of 104.3 inches, the next Z isn't likely to go as small as the 95.1-inch-wheelbase Porsche Cayman. We're guessing something in between the two numbers is a safe bet.
Another clear sign of this prototype's intentions were the cars on hand as benchmarks. According to spy photographers in the area, Nissan was testing the Z prototype alongside a BMW Z coupe and a Cayman. As lofty as Nissan's goals are, it's not realistic to think it's benchmarking an entry-level $20K coupe against that kind of European iron.
Also consider that the current 350Z is at the end of its lifecycle. The 2008 model will mark six years on the market, so it's clearly due for a heavy redesign. Look for a name change, too, as we fully expect to see the 3.7-liter V6 from the Infiniti G37 under the hood of this new Z.
What this means to you: A cheap, rear-wheel-drive Nissan sports car may come eventually, but this prototype isn't it.
Thursday, June 14, 2007
Blue Devil: Ford Reveals Details on 2008 Shelby GT Convertible
DEARBORN, Mich. — The 2008 Ford Shelby GT, which goes on sale in August, gets a new convertible body style and a new standard color combination, Ford announced on Wednesday. The automaker said about 2,300 Shelby GT coupes and convertibles will be built for the 2008 model year. And while pricing on the '08 convertible has not yet been announced, it is expected that dealers in some markets will be able to command as much as $50,000 for the drop top.
For 2008, the Shelby GT coupe and convertible gets a new paint combination of Vista Blue with silver stripes. The 2007 model, a retail version of the Hertz Shelby GT-H coupe, was only available in "performance white" or black. Ford said each car will have an "authentication plate" on the dashboard and a matching tag under the hood for "documentation in a forthcoming registry."
The drop top is beefed up with a Ford Racing power upgrade package to increase output of the 4.6-liter V8 to 319 horses and 330 pound-feet of torque. It comes standard with a five-speed manual transmission with a Hurst short-throw shifter. A five-speed automatic transmission is optional. Exterior details include 18-inch polished wheels.
The 2008 Shelby GT convertible made its formal debut on Wednesday at the Mid-America Ford Performance and Shelby Meet in Tulsa, Oklahoma.
What this means to you: Meet one of the most desirable domestic convertibles for the summer of 2008.
For 2008, the Shelby GT coupe and convertible gets a new paint combination of Vista Blue with silver stripes. The 2007 model, a retail version of the Hertz Shelby GT-H coupe, was only available in "performance white" or black. Ford said each car will have an "authentication plate" on the dashboard and a matching tag under the hood for "documentation in a forthcoming registry."
The drop top is beefed up with a Ford Racing power upgrade package to increase output of the 4.6-liter V8 to 319 horses and 330 pound-feet of torque. It comes standard with a five-speed manual transmission with a Hurst short-throw shifter. A five-speed automatic transmission is optional. Exterior details include 18-inch polished wheels.
The 2008 Shelby GT convertible made its formal debut on Wednesday at the Mid-America Ford Performance and Shelby Meet in Tulsa, Oklahoma.
What this means to you: Meet one of the most desirable domestic convertibles for the summer of 2008.
Wednesday, June 13, 2007
Lexus LF-A Supercar
NURBURG, Germany — Spy photographers caught the latest iteration of the Lexus LF-A supercar testing on the Nordschleife. LF-A prototypes first hit the Nürburgring in 2005, and have undergone a number of changes during the past two years. The original LF-A concept debuted at the 2005 Detroit Auto Show and the second version was revealed at the 2007 Detroit Auto Show. While the concepts were clearly related in overall shape, they differed drastically in their surface development. The 2005 concept drew harder wedge lines, while the 2007 iteration has softer, more rounded features.
This latest LF-A prototype, which appears nearly free of camouflage, falls somewhere in the middle. The LF-A's lower side vents and front air intakes are close to the 2007 concept, but the air scoops around the C-pillars are similar to the 2005 design.
With large mesh air extractors and triple exhaust tips, the prototype's rear-end design once again borrows from both cars, but ultimately goes its own direction in the details. With temporary taillights tacked on, this prototype still doesn't reveal the LF-A's finished styling.
What this means to you: Expect to see a near production version of this Acura NSX fighter at the 2007 Tokyo Auto Show.
This latest LF-A prototype, which appears nearly free of camouflage, falls somewhere in the middle. The LF-A's lower side vents and front air intakes are close to the 2007 concept, but the air scoops around the C-pillars are similar to the 2005 design.
With large mesh air extractors and triple exhaust tips, the prototype's rear-end design once again borrows from both cars, but ultimately goes its own direction in the details. With temporary taillights tacked on, this prototype still doesn't reveal the LF-A's finished styling.
What this means to you: Expect to see a near production version of this Acura NSX fighter at the 2007 Tokyo Auto Show.
Monday, June 11, 2007
Crystal Cove
I love cars. I love everything about them... the sound, the styling, the speed. I get chills down my spine when I hear a lumpy cam, a big V8 fighting to stay at idle. I love loud pipes, the smell of race gas, the whine of a supercharger, I love going to sleep at night knowing that tomorow morning, there is a car show. But most of all, I love race cars, because from race cars - we get race technology. Porsche borrowed from their 961 racecar to build the 959 supercar which ultimately was the inspiration for the 993 TT (featuring twin turbo chargers and all-wheel drive), BMW built the E30 M3 for the street in order to homologate the car for Group A Touring Car racing... the list goes on.
But what set's the greats apart from the rest of the automotive landscape is history. You can learn a lot about a person from their history. Where they went to school, where they grew up, who they dated, and why - it all plays a part in the end result of who that person becomes. Cars are no different - a lot can be said about the automotive scene of the future by what is on the market today. My own fascination with sports cars has skewed more often than not towards auto makers with a rich history, I love the legend, the stories that stem from their hits, misses and all of the things that came in between. Take for example, the story from my last installment in which Ferruccio Lamborghini took a chance encounter with Enzo Ferrari, and turned it into a power battle that has spanned five decades.
Another car born out of spite for Ferrari is the legendary Ford GT40. The story began as Ford made a bid to buy Ferrari - in fact, Henry Ford II and Enzo Ferrari had all but committed to an agreement when at the 11th hour, Ferrari backed out. Ferrari's savior, Fiat, tried to negotiate with Ford, but when the stakes were raised, Ford lost interest and instead went the direction of building a Ferrari beater. Ford chose a partner in UK based Lola and in 1963, launched the GT40 which went on to not only end Ferrari's six year win streak at LeMans, but create it's own four year streak spanning from 1966 to 1969.
And this brings us back to history - a car that was created to beat Ferrari's on the race track... it's got to be great... and it is. In the pictures below, you can see Superformance's tribute to the original GT40, as well as Ford's remake of the legend wearing it's LeMans winning "Livery" Gulf Racing colors.
Overall, July 4th weekend saw the local crew bring their "A game" - the all new Porsche 997 TT, highly anticipated Audi RS4, two Porsche Carrera GT's, Spyker C8, Ferrari 360 CS, Cizeta V-16, Dodge Viper GTS-R, two Saleen S7's, and on... and on... lined the parking lot. Amazing!
Something you want to see in the future? Got a comment? Want a hi-res copy of the of the pictures below? :Click here to shoot me an e-mail me See you soon! James
But what set's the greats apart from the rest of the automotive landscape is history. You can learn a lot about a person from their history. Where they went to school, where they grew up, who they dated, and why - it all plays a part in the end result of who that person becomes. Cars are no different - a lot can be said about the automotive scene of the future by what is on the market today. My own fascination with sports cars has skewed more often than not towards auto makers with a rich history, I love the legend, the stories that stem from their hits, misses and all of the things that came in between. Take for example, the story from my last installment in which Ferruccio Lamborghini took a chance encounter with Enzo Ferrari, and turned it into a power battle that has spanned five decades.
Another car born out of spite for Ferrari is the legendary Ford GT40. The story began as Ford made a bid to buy Ferrari - in fact, Henry Ford II and Enzo Ferrari had all but committed to an agreement when at the 11th hour, Ferrari backed out. Ferrari's savior, Fiat, tried to negotiate with Ford, but when the stakes were raised, Ford lost interest and instead went the direction of building a Ferrari beater. Ford chose a partner in UK based Lola and in 1963, launched the GT40 which went on to not only end Ferrari's six year win streak at LeMans, but create it's own four year streak spanning from 1966 to 1969.
And this brings us back to history - a car that was created to beat Ferrari's on the race track... it's got to be great... and it is. In the pictures below, you can see Superformance's tribute to the original GT40, as well as Ford's remake of the legend wearing it's LeMans winning "Livery" Gulf Racing colors.
Overall, July 4th weekend saw the local crew bring their "A game" - the all new Porsche 997 TT, highly anticipated Audi RS4, two Porsche Carrera GT's, Spyker C8, Ferrari 360 CS, Cizeta V-16, Dodge Viper GTS-R, two Saleen S7's, and on... and on... lined the parking lot. Amazing!
Something you want to see in the future? Got a comment? Want a hi-res copy of the of the pictures below? :Click here to shoot me an e-mail me See you soon! James
Sunday, June 10, 2007
Spending Quality Time
So after a spirited conversation with some friends over my spending habits on my car, I've decided to write this little burp of what I refer to as my .02 cents, as if it mattered. Going from show to show whether it be Hot Import Nights or another, you see all assortments of cars with every type of parts imaginable. One thing I've always believed in is purchasing quality products that are designed for your specific needs.
You walk away from an event and most likely you'll sharpen your scopes on what your next purchase may be. I mean come on! I go from show to show and I walk away in envy of so many people that my credit cards can't keep up with my pointer finger, which is actually permanently laced onto my optical mouse. I am a consumer, what can I say? Management should give me a raise to continue my consumer habits.
Before we make these purchases we need to sharpen our buying skills! Before you buy something, how many of you actually dig into what you are purchasing? I ask this because I see alot of people who sometimes just buy the most expensive part because they think expensive means quality, not always the case. Some people also just buy the cheapest part they can to just simply have a new part faster. WTF mate! Don't go cheap! if the one part you really want is a bit more expensive then control yourself and save up for the one you'll truly be happy with. Maybe get out to the events and talk to the owners who already have them. Find out what works from the owners themselves. Seriously, why go cheap on your car you've dedicated countless hours and sleepless nights on.
In my opinion never go cheap on 5 things.
1. Tires
2. Brakes
3. Seats
4. Cognacs
5. Shoes
There's nothing like driving around with a never ending headache from the cheap cognacs you've been drinking the night before, only to lose your concentration for a split second, slam your brakes that pressurize unevenly causing you to get sideways. The little braking that is functioning isn't doing any good because the cheap tires don't grip. you hit a wall and your seat brackets snap under impact
sending you through the windshield. Now you're lying on the hood of your car with cheap shoes.
Not the way I'd like to go.
It'd actually be pretty cool to start up a parts review section if they let me, send in your ideas and opinions to thanh.phan@apg-media.com
You walk away from an event and most likely you'll sharpen your scopes on what your next purchase may be. I mean come on! I go from show to show and I walk away in envy of so many people that my credit cards can't keep up with my pointer finger, which is actually permanently laced onto my optical mouse. I am a consumer, what can I say? Management should give me a raise to continue my consumer habits.
Before we make these purchases we need to sharpen our buying skills! Before you buy something, how many of you actually dig into what you are purchasing? I ask this because I see alot of people who sometimes just buy the most expensive part because they think expensive means quality, not always the case. Some people also just buy the cheapest part they can to just simply have a new part faster. WTF mate! Don't go cheap! if the one part you really want is a bit more expensive then control yourself and save up for the one you'll truly be happy with. Maybe get out to the events and talk to the owners who already have them. Find out what works from the owners themselves. Seriously, why go cheap on your car you've dedicated countless hours and sleepless nights on.
In my opinion never go cheap on 5 things.
1. Tires
2. Brakes
3. Seats
4. Cognacs
5. Shoes
There's nothing like driving around with a never ending headache from the cheap cognacs you've been drinking the night before, only to lose your concentration for a split second, slam your brakes that pressurize unevenly causing you to get sideways. The little braking that is functioning isn't doing any good because the cheap tires don't grip. you hit a wall and your seat brackets snap under impact
sending you through the windshield. Now you're lying on the hood of your car with cheap shoes.
Not the way I'd like to go.
It'd actually be pretty cool to start up a parts review section if they let me, send in your ideas and opinions to thanh.phan@apg-media.com
Saturday, June 9, 2007
Cynce Tester's Project "Her tC"
Being apart of this scene and seeing all the vehicles across the nation you learn to tell the difference between the cars that were built with an end goal in mind and the ones that were pieced together to completion. Both can result in amazing results and both can create such monstrosities we won't discuss here today. Usually at the events I'm so lit with NOS energy drinks that I'm running around the venue with my head chopped off. But at Night Shift Pomona 1 vehicle literally stopped me at my tracks. What made it more impressive was when I reached out several days after the event, I found out the car was owned by Cynce Tester, a young tuner representing for the girls of Scion. As we exchanged more info I'm even more impressed that this car is seriously personalized with the utmost detailed precision. I mean, matching stars throughout the body, seats, and interior to match her star print tattoo's? who does that?
Before Cynce could even walk she was spending her Saturday nights with her dad out at the local race track. The daughter of Burt Tester, a mechanic w/ over 30 years of experience, cars was a staple in the Tester house... Cynce's vehicle of choice? The Scion!... You know, I'm going to get a bit side tracked here, but the whole Scion lifestyle really is quite amazing. Now, when I say "lifestyle" i literally mean it. That ScionLife group is so involved in the community it really creates not only a board of fellow enthusiasts but it creates a family environment where everyone helps one another with advice and modifications. So when Scion released the tC, Cynce quickly got hers and thus began project "Her tC."
Exterior:
* AIT Racing K1 8-piece Wide Body Kit (Molded)
* AIT Front & Rear Bumper Carbon Fiber Splitter
* APR Custom Carbon Fiber Rear Bumper Diffuser
* Kaminari Reverse Cowl Carbon Fiber Hood
* Kaminari Honeycomb Grille
* Custom Wrapped Carbon Fiber Front Bumper Accent
* Shaved Antenna
* 8000K HID Kit
* House of Kolor Candy Apple Red Paint w/ Gold Base
* Air Syndicate Pearl Star Accents
* Two Color Vinyl Graphics
Interior:
* Cobra Imola S-GT Racing Seats
* Stitchcraft Leather & Suede Seat Covers
* Sparco Sliding Seat Brackets
* Sparco Carbon Fiber pedals
* Sparco Globe Shift Knob
* Sparco Mugello Steering Wheel
* MoMo Steering Wheel Hub Adapter
* B&M Short Throw Shifter
* Schroth 4-point Rallye Harnesses
* 6-piece Custom Carbon Fiber Interior Accents
* Custom Carbon Fiber Rear Speaker Bar
* Suede Headliner and Pillars
In-Car Entertainment (I.C.E):
* Pioneer AVIC-D2 Double-Din Head Unit
* Two Boston Acoustics GT-Series 10" Sub Woofers
* Three Boston Acoustics GT-Series Amplifiers
* Four Boston Acoustics GT-Series Component Speakers
* Custom Fiberglass Sub Enclosures
* Apple(r) Mac Mini Computer
* 23" Apple(r) Motorized LCD Monitor
* Apple(r) iSight Web Camera
* 15" SonaVision LCD Monitor
* Sony Playstation2 Slim
* BoomMat Sound Deadener
* Monster Cable
Suspension:
* H&R Coilover Kit
* H&R Rear Sway Bar
* DC Sports Front Strut Bar
* Racing Hart RS721 19x8.5 Wheels
* Toyo Proxes 4 Tires (235/35/19)
* Rotora 4-Piston Front Brake Upgrade
* Rotora Upgraded Stainless Steel Brake Lines
* Powerslot Rear Rotor Upgrade
Engine/Performance:
* Turbonetics Dezod-Spec T3/T4 Turbocharger
* Dezod Ceramic-Coated Manifold
* Dezod Stainless Steel Down-Pipe/S-pipe
* Dezod Intercooler (38x10.5x3.5)
* Dezod Powder Coated Intercooler Piping
* Dezod 550cc Injectors
* TiAL 38mm Wastegate
* TiAL 50.5mm Blow Off Valve
* Greddy E-Manage
* AEM Air Filter
* AEM Polished Battery Tie Down
* DC Sports Exhaust
* ACT Street Clutch
* Greddy Air Diversion Panel
* Polished Valve Cover
Before Cynce could even walk she was spending her Saturday nights with her dad out at the local race track. The daughter of Burt Tester, a mechanic w/ over 30 years of experience, cars was a staple in the Tester house... Cynce's vehicle of choice? The Scion!... You know, I'm going to get a bit side tracked here, but the whole Scion lifestyle really is quite amazing. Now, when I say "lifestyle" i literally mean it. That ScionLife group is so involved in the community it really creates not only a board of fellow enthusiasts but it creates a family environment where everyone helps one another with advice and modifications. So when Scion released the tC, Cynce quickly got hers and thus began project "Her tC."
Exterior:
* AIT Racing K1 8-piece Wide Body Kit (Molded)
* AIT Front & Rear Bumper Carbon Fiber Splitter
* APR Custom Carbon Fiber Rear Bumper Diffuser
* Kaminari Reverse Cowl Carbon Fiber Hood
* Kaminari Honeycomb Grille
* Custom Wrapped Carbon Fiber Front Bumper Accent
* Shaved Antenna
* 8000K HID Kit
* House of Kolor Candy Apple Red Paint w/ Gold Base
* Air Syndicate Pearl Star Accents
* Two Color Vinyl Graphics
Interior:
* Cobra Imola S-GT Racing Seats
* Stitchcraft Leather & Suede Seat Covers
* Sparco Sliding Seat Brackets
* Sparco Carbon Fiber pedals
* Sparco Globe Shift Knob
* Sparco Mugello Steering Wheel
* MoMo Steering Wheel Hub Adapter
* B&M Short Throw Shifter
* Schroth 4-point Rallye Harnesses
* 6-piece Custom Carbon Fiber Interior Accents
* Custom Carbon Fiber Rear Speaker Bar
* Suede Headliner and Pillars
In-Car Entertainment (I.C.E):
* Pioneer AVIC-D2 Double-Din Head Unit
* Two Boston Acoustics GT-Series 10" Sub Woofers
* Three Boston Acoustics GT-Series Amplifiers
* Four Boston Acoustics GT-Series Component Speakers
* Custom Fiberglass Sub Enclosures
* Apple(r) Mac Mini Computer
* 23" Apple(r) Motorized LCD Monitor
* Apple(r) iSight Web Camera
* 15" SonaVision LCD Monitor
* Sony Playstation2 Slim
* BoomMat Sound Deadener
* Monster Cable
Suspension:
* H&R Coilover Kit
* H&R Rear Sway Bar
* DC Sports Front Strut Bar
* Racing Hart RS721 19x8.5 Wheels
* Toyo Proxes 4 Tires (235/35/19)
* Rotora 4-Piston Front Brake Upgrade
* Rotora Upgraded Stainless Steel Brake Lines
* Powerslot Rear Rotor Upgrade
Engine/Performance:
* Turbonetics Dezod-Spec T3/T4 Turbocharger
* Dezod Ceramic-Coated Manifold
* Dezod Stainless Steel Down-Pipe/S-pipe
* Dezod Intercooler (38x10.5x3.5)
* Dezod Powder Coated Intercooler Piping
* Dezod 550cc Injectors
* TiAL 38mm Wastegate
* TiAL 50.5mm Blow Off Valve
* Greddy E-Manage
* AEM Air Filter
* AEM Polished Battery Tie Down
* DC Sports Exhaust
* ACT Street Clutch
* Greddy Air Diversion Panel
* Polished Valve Cover
Sunday, June 3, 2007
Japanese VIP Scene
The VIP car style had its beginnings, oddly enough, in the poorer sections of Japan about 15 years ago. Originally, VIP cars were the creation of a group of enthusiasts called Black Cockroach in Wakayama Prefecture of Japan. The Black Cockroach team consisted of a black Cima (Infiniti Q45), Cedric (currently Infiniti M45), Celsior (Lexus LS) and Crown (no US equivalent), which were uniquely styled and exemplified the owner's personalities. Many of the VIP cars had deep ties to the Japanese underground group, better known as the Yakuza, or Japanese mafia. Keeping with the mystic and underground origins of the scene, most of the cars were colored black. In the years afterwards, a team named VIP Company was established by Takahiro Taketomi, the eventual owner of Junction Produce, a leader in VIP styling in Japan.
In the early years of the VIP movement, there was a Japanese magazine called Young Auto, which exhibited modified cars predominantly owned by Japanese motorcycle gang members. The magazine editors selected these cars to attract readers and exemplify this type of automotive modification. Before the naming of VIP cars, the cars modified in this style were called a Haiso car (high society saloon cars). As time went on, the name VIP CLUB became synonymous with the remodeling of high end luxury cars. This was the birth of the phrase VIP. VIP CLUB eventually became the very popular Japanese magazine, VIP Car Magazine. VIP Car Magazine demonstrated the artistry and quality of luxury cars modified in the VIP style and was instrumental in bringing this style of automotive customization to the public. With the help of Young Auto magazine and VIP Car Magazine, the popularity of VIP cars soon spread from Osaka, to Sendai city in Miyagi prefecture, and eventually across all of Japan.
Traditional Definition:
Tradition VIP car definition is very simple. Usually pronounced V-I-P (vee-eye-pee) and meaning Very Important Person, the true pronunciation is VIP, or bippu, where it's pronounced like a word.
Cars that fit into the VIP category are predominantly rear wheel drive Japanese luxury platforms such as the Celsior, CIMA, Cedric/Gloria, and Crown, just to name a few. These cars are usually the more expensive models and are usually purchased by the more affluent car owners. It's not a VIP Car unless it starts with one of these platforms. Many VIP purists will not consider any other platforms as VIP, even though other cars can take the styling cues from the larger VIP sedans. This is commonly known as VIP Styling which will be covered later.
VIP Characteristics:
VIP cars can loosely be translated to “Low and Wide”. Some general characteristics of traditional VIP Style (but not limited to) are:
• Large/wide multi-piece wheels (with large lips and low offsets) that are flush to the fender • Stretched tires in order to tuck the wheels under the fenders • Low stance via adjustable suspension or air ride • Substantial body kits to achieve the “Wide” look • Custom body work to accentuate the “Wide” look • Custom video and audio components and installations • Wood grain interiors with additional trays and extensions on the dash • Custom seats and mats • Additional and upgraded internal and external lighting • Louder exhausts with larger tips • Engine/performance work (though not as popular)
VIP Culture:
When VIP car enthusiasts in Japan build their car, they immerse themselves in the culture of VIP Car. Accessories like Noburi Flags, clothing, lighters, teddy bears, fans, and every accessory that a company makes are purchased and proudly displayed. Some items normally only found in wealthy homes are found, right at home, inside their cars. Many automotive events and gatherings in Japan are steeped in the tradition of the VIP culture. Simple gatherings of enthusiasts can turn into major events. As usual in the Japanese culture, the cars are the stars, but socializing and even food are main attractions. VIP Car has a sense of pride within the Japanese community on its luxury vehicles. It all follows the fascination for those who uphold the code of living in the lap of luxury.
VIP Styling
VIP styling is taking the aspects that was started in Japan with the VIP Cars and merging them onto cars that aren't really considered VIP car platforms. Some platforms that are gaining popularity are the K-cars (Vitz, Scion, and other econo-box cars), vans (Odyssey and Previas) and many other vehicles (G35, IS300, 300Zs) that have been heavily influenced by the VIP Style. That also has trickled into our US domestic market with the larger cars like the Chrysler 300C and Dodge Magnum.
Where does this all fit into the US market? If you ask a VIP purist, it starts with the platform. A Lexus GS, LS or an Infiniti M or Q will always be considered VIP platforms. Unfortunately, many of the VIP platforms in Japan have not made it to the US market. Traditional VIP platforms like the Crown, Cedric, and President, never made it to our shores. As a result, the market has been narrowed which is why the VIP style has been applied to US spec cars like the G35, IS3, 350Z, as well as European marques too.
In the early years of the VIP movement, there was a Japanese magazine called Young Auto, which exhibited modified cars predominantly owned by Japanese motorcycle gang members. The magazine editors selected these cars to attract readers and exemplify this type of automotive modification. Before the naming of VIP cars, the cars modified in this style were called a Haiso car (high society saloon cars). As time went on, the name VIP CLUB became synonymous with the remodeling of high end luxury cars. This was the birth of the phrase VIP. VIP CLUB eventually became the very popular Japanese magazine, VIP Car Magazine. VIP Car Magazine demonstrated the artistry and quality of luxury cars modified in the VIP style and was instrumental in bringing this style of automotive customization to the public. With the help of Young Auto magazine and VIP Car Magazine, the popularity of VIP cars soon spread from Osaka, to Sendai city in Miyagi prefecture, and eventually across all of Japan.
Traditional Definition:
Tradition VIP car definition is very simple. Usually pronounced V-I-P (vee-eye-pee) and meaning Very Important Person, the true pronunciation is VIP, or bippu, where it's pronounced like a word.
Cars that fit into the VIP category are predominantly rear wheel drive Japanese luxury platforms such as the Celsior, CIMA, Cedric/Gloria, and Crown, just to name a few. These cars are usually the more expensive models and are usually purchased by the more affluent car owners. It's not a VIP Car unless it starts with one of these platforms. Many VIP purists will not consider any other platforms as VIP, even though other cars can take the styling cues from the larger VIP sedans. This is commonly known as VIP Styling which will be covered later.
VIP Characteristics:
VIP cars can loosely be translated to “Low and Wide”. Some general characteristics of traditional VIP Style (but not limited to) are:
• Large/wide multi-piece wheels (with large lips and low offsets) that are flush to the fender • Stretched tires in order to tuck the wheels under the fenders • Low stance via adjustable suspension or air ride • Substantial body kits to achieve the “Wide” look • Custom body work to accentuate the “Wide” look • Custom video and audio components and installations • Wood grain interiors with additional trays and extensions on the dash • Custom seats and mats • Additional and upgraded internal and external lighting • Louder exhausts with larger tips • Engine/performance work (though not as popular)
VIP Culture:
When VIP car enthusiasts in Japan build their car, they immerse themselves in the culture of VIP Car. Accessories like Noburi Flags, clothing, lighters, teddy bears, fans, and every accessory that a company makes are purchased and proudly displayed. Some items normally only found in wealthy homes are found, right at home, inside their cars. Many automotive events and gatherings in Japan are steeped in the tradition of the VIP culture. Simple gatherings of enthusiasts can turn into major events. As usual in the Japanese culture, the cars are the stars, but socializing and even food are main attractions. VIP Car has a sense of pride within the Japanese community on its luxury vehicles. It all follows the fascination for those who uphold the code of living in the lap of luxury.
VIP Styling
VIP styling is taking the aspects that was started in Japan with the VIP Cars and merging them onto cars that aren't really considered VIP car platforms. Some platforms that are gaining popularity are the K-cars (Vitz, Scion, and other econo-box cars), vans (Odyssey and Previas) and many other vehicles (G35, IS300, 300Zs) that have been heavily influenced by the VIP Style. That also has trickled into our US domestic market with the larger cars like the Chrysler 300C and Dodge Magnum.
Where does this all fit into the US market? If you ask a VIP purist, it starts with the platform. A Lexus GS, LS or an Infiniti M or Q will always be considered VIP platforms. Unfortunately, many of the VIP platforms in Japan have not made it to the US market. Traditional VIP platforms like the Crown, Cedric, and President, never made it to our shores. As a result, the market has been narrowed which is why the VIP style has been applied to US spec cars like the G35, IS3, 350Z, as well as European marques too.
Saturday, June 2, 2007
VIP in the OC is Back
We're back! New and improved servers mean more coverage, more often.
I started the weekend with an early morning blast down the coast when it appeared... An orange dot was getting closer, closer... chills went down my spine as I realized a Lamborghini Muira had just blown by. I could not believe I had seen something so amazing, and not had a camera ready. By some stroke of luck, the same car showed up at my weekly meet, the classic Lamborghini can be seen below. Later that day, I attended the Huntington Beach Concourse where I spotted an amazing Ferrari 250GT. What are the chances... two separate car shows, and I see a Muira and a 250GT in the same day. These supercars are the focus of one of my favorite car related stories - the birth of Lamborghini. Lamborghini began it's life as an automaker from humble roots, as it was originally a tractor company known as Lamborghini Trattori. The companies founder, Ferruccio Lamborghini was an automotive enthusiast, and being a successful Italian businessman, Mr. Lamborghini owned the original supercar - the incredible Ferrari 250GT. Lamborghini was unhappy with the performance of the clutch on his 250GT and brought the car to the Ferrari factory where he was given an audience with Enzo Ferrari himself. Ferrari silenced Lamborghini, telling him that perhaps his driving skill was better matched to the tractors he had made his fortune from. Lamborghini returned to his tractor factory, tore the car apart and discovered that the clutch was supplied from the same company that manufactured clutches for his own machines. A common fix for the tractor clutch was implemented, and with this, Automobili Lamborghini was born. Three years later, in 1966, the Muira was released... it has stood the test of time as one of the most beautiful cars ever produced, and has inspired countless sports cars including the Ford GT40 (another car built to spite Enzo Ferrari, particularly Ferrari's domination at LeMans)
To this day, enthusiasts worldwide carry on the battle of which Italian car maker is "best"... Ferrari and it's amazing history of racing dominance, or Lamborghini with it's wild designs and their ever increasing power plants.
Below, you can find examples of the best that Ferrari and Lamborghini have to offer. You will also see an amazing collection that covers everything from 60's muscle to late model exotics. From a Shelby GT500 KR, to the latest Ferrari F430 challenge car, and covering most things in between - I hope you enjoy!
Keep the comments coming. James
I started the weekend with an early morning blast down the coast when it appeared... An orange dot was getting closer, closer... chills went down my spine as I realized a Lamborghini Muira had just blown by. I could not believe I had seen something so amazing, and not had a camera ready. By some stroke of luck, the same car showed up at my weekly meet, the classic Lamborghini can be seen below. Later that day, I attended the Huntington Beach Concourse where I spotted an amazing Ferrari 250GT. What are the chances... two separate car shows, and I see a Muira and a 250GT in the same day. These supercars are the focus of one of my favorite car related stories - the birth of Lamborghini. Lamborghini began it's life as an automaker from humble roots, as it was originally a tractor company known as Lamborghini Trattori. The companies founder, Ferruccio Lamborghini was an automotive enthusiast, and being a successful Italian businessman, Mr. Lamborghini owned the original supercar - the incredible Ferrari 250GT. Lamborghini was unhappy with the performance of the clutch on his 250GT and brought the car to the Ferrari factory where he was given an audience with Enzo Ferrari himself. Ferrari silenced Lamborghini, telling him that perhaps his driving skill was better matched to the tractors he had made his fortune from. Lamborghini returned to his tractor factory, tore the car apart and discovered that the clutch was supplied from the same company that manufactured clutches for his own machines. A common fix for the tractor clutch was implemented, and with this, Automobili Lamborghini was born. Three years later, in 1966, the Muira was released... it has stood the test of time as one of the most beautiful cars ever produced, and has inspired countless sports cars including the Ford GT40 (another car built to spite Enzo Ferrari, particularly Ferrari's domination at LeMans)
To this day, enthusiasts worldwide carry on the battle of which Italian car maker is "best"... Ferrari and it's amazing history of racing dominance, or Lamborghini with it's wild designs and their ever increasing power plants.
Below, you can find examples of the best that Ferrari and Lamborghini have to offer. You will also see an amazing collection that covers everything from 60's muscle to late model exotics. From a Shelby GT500 KR, to the latest Ferrari F430 challenge car, and covering most things in between - I hope you enjoy!
Keep the comments coming. James
Monday, May 21, 2007
2006 Nissan350Z
Pros
New to the 2006 and newer 350Z models is the VQ35DE 3.5-liter V-6 powerplant that now pumps out a factory rated 300 hp. In previous models, the 350Z was recorded as delivering 287hp. Along with a revision in horsepower, the 350Z received some updates to the front bumper, headlights, front grille and a spiffy set of LED brake lights.
Cons
The trunk capacity within our roadster was laughable at best when measured in size (4.1 cubic feet). We were barely able to shoehorn a cardboard box without smashing it to bits.
Notes
The newer '06-'07 350Z VQ35DE engines are referred to as the "REVUP" engines, which produce a rated 300hp and 260lb-ft of torque. While Nissan markets the new and improved "Z" as receiving a gain of 13 more horsepower than its previous "287" (horsepower) models, they fail to mention that torque numbers were significantly affected as the numbers dropped from the previous 274 lb-ft to the present 260 lb-ft; a decrease in 14 lb-ft. of torque. With the aid of MotorDyne and AEM, we were determined to restore those lost numbers while increasing midrange torque and power-an area that's proven to be a valuable commodity both on and off the track.
Dyno 1: Baseline
Owner: Import Tuner
Dynamometer Model: Dynapack Dynamometer
Testing and Photos Scott Tsuneishi
New to the 2006 and newer 350Z models is the VQ35DE 3.5-liter V-6 powerplant that now pumps out a factory rated 300 hp. In previous models, the 350Z was recorded as delivering 287hp. Along with a revision in horsepower, the 350Z received some updates to the front bumper, headlights, front grille and a spiffy set of LED brake lights.
Cons
The trunk capacity within our roadster was laughable at best when measured in size (4.1 cubic feet). We were barely able to shoehorn a cardboard box without smashing it to bits.
Notes
The newer '06-'07 350Z VQ35DE engines are referred to as the "REVUP" engines, which produce a rated 300hp and 260lb-ft of torque. While Nissan markets the new and improved "Z" as receiving a gain of 13 more horsepower than its previous "287" (horsepower) models, they fail to mention that torque numbers were significantly affected as the numbers dropped from the previous 274 lb-ft to the present 260 lb-ft; a decrease in 14 lb-ft. of torque. With the aid of MotorDyne and AEM, we were determined to restore those lost numbers while increasing midrange torque and power-an area that's proven to be a valuable commodity both on and off the track.
Dyno 1: Baseline
Owner: Import Tuner
Dynamometer Model: Dynapack Dynamometer
Testing and Photos Scott Tsuneishi
Saturday, May 12, 2007
1998 Honda Civic EX
Owner: Damien Rodger
Dynamometer Model: Dynojet 248C
Dyno 1: Baseline
Pros
Civics have been the mainstay of Honda's lineup for a very good reason: They're affordable. Not only are they affordable, they're flexible. You can upgrade the existing powerplant or you can swap in a more powerful motor. The aftermarket has embraced this platform because there are so many variables that can be changed to make power. And the engine bay is pretty spacious, too.
Cons
Well, it's damned underpowered. Even though the single cam D16 motor has VTEC, it's just not the same as its DOHC VTEC brethren. Handicapped, perhaps, but you can still work with it.
Notes
This Civic has about 92k on the odometer but it's been driven kindly. We'll see what we can unleash under the hood.
Temperature
Air temperature @ 67 degrees Fahrenheit
Horsepower: 106.1
Torque: 94.0
Dynamometer Model: Dynojet 248C
Dyno 1: Baseline
Pros
Civics have been the mainstay of Honda's lineup for a very good reason: They're affordable. Not only are they affordable, they're flexible. You can upgrade the existing powerplant or you can swap in a more powerful motor. The aftermarket has embraced this platform because there are so many variables that can be changed to make power. And the engine bay is pretty spacious, too.
Cons
Well, it's damned underpowered. Even though the single cam D16 motor has VTEC, it's just not the same as its DOHC VTEC brethren. Handicapped, perhaps, but you can still work with it.
Notes
This Civic has about 92k on the odometer but it's been driven kindly. We'll see what we can unleash under the hood.
Temperature
Air temperature @ 67 degrees Fahrenheit
Horsepower: 106.1
Torque: 94.0
Thursday, May 10, 2007
1990 Honda CRX Si
Owner: John Chan
Dynamometer Model: Mustang Dynamometer
Dyno 1: Baseline
Pros
If you're into the old school, the Honda CRX Si would be a choice whip for street racing on a budget. Since its pedigree is practically identical to the EF Civic lineup, you'll find a myriad of aftermarket parts available to power up and customize your little rocket. Small and lightweight, the CRX was the chassis of choice among many of the import drag racing pioneers.
Cons
This particular model ran from 1988 until 1991. The model is becoming harder to find as many have been snatched up for racing or are simply aging and finding themselves in junkyards. Also, it's a really small car, so don't expect to fit much more than yourself and a passenger.
Notes
This particular car has been quite the workhorse, and it's seen its fair share of battles. The fact it has remained stock for all 192,000 miles is incredible. Equally amazing is it baselined at 97.2 hp and 100.7 lb-ft of torque. The motor is quite strong considering its age. Let's see how this old dog likes new tricks.
Temperature
Air temp @ 69.2 degrees Fahrenheit
Horsepower: 97.2
Torque: 100.7
Dynamometer Model: Mustang Dynamometer
Dyno 1: Baseline
Pros
If you're into the old school, the Honda CRX Si would be a choice whip for street racing on a budget. Since its pedigree is practically identical to the EF Civic lineup, you'll find a myriad of aftermarket parts available to power up and customize your little rocket. Small and lightweight, the CRX was the chassis of choice among many of the import drag racing pioneers.
Cons
This particular model ran from 1988 until 1991. The model is becoming harder to find as many have been snatched up for racing or are simply aging and finding themselves in junkyards. Also, it's a really small car, so don't expect to fit much more than yourself and a passenger.
Notes
This particular car has been quite the workhorse, and it's seen its fair share of battles. The fact it has remained stock for all 192,000 miles is incredible. Equally amazing is it baselined at 97.2 hp and 100.7 lb-ft of torque. The motor is quite strong considering its age. Let's see how this old dog likes new tricks.
Temperature
Air temp @ 69.2 degrees Fahrenheit
Horsepower: 97.2
Torque: 100.7
Wednesday, May 9, 2007
2005 Scion tC
2005 Scion tC
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Tuesday, May 8, 2007
Mitsubishi Lancer Evolution IX MR
Pros
New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
Sunday, May 6, 2007
Eclipse 02/02
The Eclipse RS is one of the most popular Mitsubishis on the road today. With many people opting for the radical new styling (as compared to the previous generations of Eclipse) but not wanting to pay the sticker price or the insurance liability for the turbo models, one can find the normally aspirated Eclipse RS around every turn and in every parking lot across the nation.
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
Eclipse 02/02
The Eclipse RS is one of the most popular Mitsubishis on the road today. With many people opting for the radical new styling (as compared to the previous generations of Eclipse) but not wanting to pay the sticker price or the insurance liability for the turbo models, one can find the normally aspirated Eclipse RS around every turn and in every parking lot across the nation.
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
Saturday, May 5, 2007
Power Pages - Mitsubishi Lancer Evolution IX MR
New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
Friday, May 4, 2007
2005 Scion tC Power Page
2005 Scion tC
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Thursday, May 3, 2007
Power Pages - Honda Fit
The Honda Fit models sold in the U.S. are equipped with a 1.5-liter, SOHC, 16-valve 4-cylinder VTEC engine that generates 108 horsepower and 105 lb-ft of torque. While horsepower numbers are nothing to brag about to your friends, the Fit has quickly established itself as the new cult icon among Honda enthusiasts around the world. Boasting amazing 38mpg fuel efficiency, this mild mannered sub-compact vehicle is often the debate of whether it's a family car or performance vehicle. With the increase in popularity among the Honda Fit, we found it only logical to perform a Power Page test to see how the newest Honda would respond with some aftermarket bolt-on components.
Cons
Found within the internal workings of the Fit engine are numerous friction-reducing technologies that include roller bearing tipped rocker arms, a low-friction timing chain tensioner, molydebenum-coated piston skirts and an offset crankshaft/connecting rod design. This all adds up to improved gas economy and engine longevity, but for those who think the Fit is some rocket ship built on four-wheels are in for a big disappointment. The 1.5-liter displacement is a definite thorn in the Achilles heel for the Honda Fit. The lack of displacement, power and torque can often be frustrating, especially when coming face to face with a K20-powered Civic that decides to punk you, as you helplessly drive along in frustration.
Notes
With 4,000 miles on the odometer, this Honda Fit served as the perfect candidate in receiving some much-needed horsepower.
Dyno 1:
Baseline
2007 Honda Fit
PEAKHP 91.4 / 88.1 PEAKTQ
Cons
Found within the internal workings of the Fit engine are numerous friction-reducing technologies that include roller bearing tipped rocker arms, a low-friction timing chain tensioner, molydebenum-coated piston skirts and an offset crankshaft/connecting rod design. This all adds up to improved gas economy and engine longevity, but for those who think the Fit is some rocket ship built on four-wheels are in for a big disappointment. The 1.5-liter displacement is a definite thorn in the Achilles heel for the Honda Fit. The lack of displacement, power and torque can often be frustrating, especially when coming face to face with a K20-powered Civic that decides to punk you, as you helplessly drive along in frustration.
Notes
With 4,000 miles on the odometer, this Honda Fit served as the perfect candidate in receiving some much-needed horsepower.
Dyno 1:
Baseline
2007 Honda Fit
PEAKHP 91.4 / 88.1 PEAKTQ
Wednesday, May 2, 2007
Customize Motorwurkz
Customize MotorWurkz
Specializing in Euro/Domestic/Import Performance Parts
Wheel & Tires / Car Audio / Suspension / Window Tinting
Customize MotorWurkz
41601 Albrae Street
Fremont, CA 94536
510-226-8652
A new shop Located in Fremont, CA specializing in all your needs for Import, Domestic, and Euro cars.
Specializing in Euro/Domestic/Import Performance Parts
Wheel & Tires / Car Audio / Suspension / Window Tinting
Customize MotorWurkz
41601 Albrae Street
Fremont, CA 94536
510-226-8652
A new shop Located in Fremont, CA specializing in all your needs for Import, Domestic, and Euro cars.
Tuesday, May 1, 2007
Smog Test Only Station
One of SRO's own "Smog Tech" on the forums has his own Smog Check Station. I'm pretty proud of him, going to school for so long and then sticking with what he wanted to do. As most of you know California has some super strict laws these days. If your car is over 5 years old, you may have to go to a "Test Only" smog station.
A Test Only station can only dyno test your car on the smog machine. They are not allowed to work on your car if it fails. If your car fails the first time, V will hook you up and let you come back to retest it. Most smog places will charge half for the 2nd test. So if your car needs a "Test Only Smog" come on down and give him your business.
JUST SMOG TEST ONLY
909 C West A Street
Hayward, CA 94541
510-293-9801
A Test Only station can only dyno test your car on the smog machine. They are not allowed to work on your car if it fails. If your car fails the first time, V will hook you up and let you come back to retest it. Most smog places will charge half for the 2nd test. So if your car needs a "Test Only Smog" come on down and give him your business.
JUST SMOG TEST ONLY
909 C West A Street
Hayward, CA 94541
510-293-9801
Monday, April 30, 2007
Ridge Racer V
Playstation 2? Yes boys and girls, if you've had a chance to go to Japan lately Playstation 2 is out. It's very sleek looking encased in it's black housing. With the worlds most advanced processor, DVD, and Dolby Digital 5.1 this is the hottest console systems ever to come out.
Well the first racing game to review, is Ridge Racer 5. This Game has a very cool intro, and music sound track. The menu system looks like it was done in flash.
As with Tradition, There is a girl that goes with the Ridge Racer Series. We found that this girl was not as hot as say Lara Croft, but hey you won't ever see me drooling over a video game chick.
I feel that this game is pretty much a demo of just partially what the Playstation can do. The graphics are of course hot with fully rendered 3D capabilities, perfect scrolling capabilities and of course a great sound track. It may change when the english release comes out. This is almost a remake of the original Ridge Racer 1 for Playstation. The tracks are almost identical. The cars are of course way better looking. Playability is pretty smooth too. It's not super hard to turn the cars and you can of course drift pretty nicely.
Well the first racing game to review, is Ridge Racer 5. This Game has a very cool intro, and music sound track. The menu system looks like it was done in flash.
As with Tradition, There is a girl that goes with the Ridge Racer Series. We found that this girl was not as hot as say Lara Croft, but hey you won't ever see me drooling over a video game chick.
I feel that this game is pretty much a demo of just partially what the Playstation can do. The graphics are of course hot with fully rendered 3D capabilities, perfect scrolling capabilities and of course a great sound track. It may change when the english release comes out. This is almost a remake of the original Ridge Racer 1 for Playstation. The tracks are almost identical. The cars are of course way better looking. Playability is pretty smooth too. It's not super hard to turn the cars and you can of course drift pretty nicely.
Sunday, April 29, 2007
Racing Lagoon
For a long while now, we've all been waiting for Gran Turismo 2 to come out. And I am also sure that all you racing gamers out there have played Gran Turismo to a point that it just boring, because I know I have. Don't get me wrong, Gran Turismo is a great game, but if you look at the details, I am always wondering, what ever happened to the stuff I just bought to modify my car???
There is a new import racing game out called Racing Lagoon and it is really what I've been looking for in a good racing game. Not only does the game takes on the streets of Akihabara, but you race on different streets, and there are tracks that you can race too. You get to go around and race different kind of cars. Cars range from Civics HB to Si, from Corollas to Supras, 300ZX, Mitsubishis, old school and new school RX-7s, and even BUSES and TRUCKS, plus a whole bunch that I don't think would fit if I put them all in here!
The best part is that after each race, where if you win, you get to rip anything off the other guys car or they rip something off of your car if you lose; for example, engine, spoilers, exhaust, paint, rims, stickers, tech chips, and a bunch of other stuff to make your/his car the way you've always wanted. After you put the things you want on there, you can see the actual changes you made on your car such as your rims are different, the paint is a different color, the body that you just put on. You can go to Spencer's Car Shop to buy new stuff also besides from getting them from winning races.
This game is also an RPG, so you can level up your engine, chassis, and body to fit more stuff on there to make your car perfect. The game is split up to about 10 nights I believe, and you can do trials to get special parts from racers in the game. Most of the time you go around and flash your high beams to tell the other car you want to race, which is pretty tight. As you go through the nights, the story progresses and you see what happens to the racers in the town.
My favorite street to race on is the main street which has two big turns requiring your to slow down to about 30 mph to take it, which everyone always tries to jam through, and end up slamming into the walls, which slows them down a lot more then just slowing down.
Game play is really good and fast once you start to get the parts you want. At first, the game is pretty slow. I do have to admit you start out in a 87 Corolla which really sucks, but after a little skill pulled off here and there and some drifts, I managed to get a Civic Type R engine by the end of the first night therefore giving me double plus my old cars horsepower.
The graphic I think you will like because its really comes close to Gran Turismo and the concept is just that you are more of a illegal street racer then legal track racer. I must admit that this game is one of the best racing games I've play since Gran Turismo came out. Controls are not hard to control and even though its all in Japanese, all you need to know is car parts to get by. I mean who really needs to learn Japanese to play Japanese games?
Well, I will give this game an 8 out of 10 because it did try to copy the Gran Turismo engine. But you can't blame them for doing so and because sometimes you can't find the car you want to race and you have to race some cars over and over again. The cars go around town at random, so it takes you awhile to find the one you want to race sometimes. If you want to know where to get this game you can order it at Howie's Hi-Tech Games or ask ahead for information on the game by calling (408) 944-0333 at Howie's Hi-Tech Games.
There is a new import racing game out called Racing Lagoon and it is really what I've been looking for in a good racing game. Not only does the game takes on the streets of Akihabara, but you race on different streets, and there are tracks that you can race too. You get to go around and race different kind of cars. Cars range from Civics HB to Si, from Corollas to Supras, 300ZX, Mitsubishis, old school and new school RX-7s, and even BUSES and TRUCKS, plus a whole bunch that I don't think would fit if I put them all in here!
The best part is that after each race, where if you win, you get to rip anything off the other guys car or they rip something off of your car if you lose; for example, engine, spoilers, exhaust, paint, rims, stickers, tech chips, and a bunch of other stuff to make your/his car the way you've always wanted. After you put the things you want on there, you can see the actual changes you made on your car such as your rims are different, the paint is a different color, the body that you just put on. You can go to Spencer's Car Shop to buy new stuff also besides from getting them from winning races.
This game is also an RPG, so you can level up your engine, chassis, and body to fit more stuff on there to make your car perfect. The game is split up to about 10 nights I believe, and you can do trials to get special parts from racers in the game. Most of the time you go around and flash your high beams to tell the other car you want to race, which is pretty tight. As you go through the nights, the story progresses and you see what happens to the racers in the town.
My favorite street to race on is the main street which has two big turns requiring your to slow down to about 30 mph to take it, which everyone always tries to jam through, and end up slamming into the walls, which slows them down a lot more then just slowing down.
Game play is really good and fast once you start to get the parts you want. At first, the game is pretty slow. I do have to admit you start out in a 87 Corolla which really sucks, but after a little skill pulled off here and there and some drifts, I managed to get a Civic Type R engine by the end of the first night therefore giving me double plus my old cars horsepower.
The graphic I think you will like because its really comes close to Gran Turismo and the concept is just that you are more of a illegal street racer then legal track racer. I must admit that this game is one of the best racing games I've play since Gran Turismo came out. Controls are not hard to control and even though its all in Japanese, all you need to know is car parts to get by. I mean who really needs to learn Japanese to play Japanese games?
Well, I will give this game an 8 out of 10 because it did try to copy the Gran Turismo engine. But you can't blame them for doing so and because sometimes you can't find the car you want to race and you have to race some cars over and over again. The cars go around town at random, so it takes you awhile to find the one you want to race sometimes. If you want to know where to get this game you can order it at Howie's Hi-Tech Games or ask ahead for information on the game by calling (408) 944-0333 at Howie's Hi-Tech Games.
Saturday, April 28, 2007
Grand Theft Auto 3
With Grand Theft Auto III, Rockstar proves that not all developers are concerned with toning down the violence in their games. This sequel is even more bloody, violent, and sadistic than its popular predecessors, offering up an enormous 3-D city in which nearly any criminal act is possible. Players are free to steal cars, beat up the local population for their money (or weapons), make time with prostitutes, or simply roam to their heart's content. Those seeking more structure can embark on dozens of plot-driven missions or steal cars that let them play minigames. Nab a cop car and you can go on vigilante missions. Grab a cab and you can play a deadly version of Crazy Taxi. Take a fire truck and you can earn money putting out fires. The game just never gets boring.
As in real life, there are consequences for your criminality. As your random acts of mayhem mount up, the police start hounding you, eventually calling in SWAT trucks, the FBI, and even the army if you continue down the path of destruction. Shaking these pursuers is easily the most fun part of the game, especially when a bunch of friends are packed in the room to witness your narrow escapes.
Grand Theft Auto III is fine-tuned to near perfection in every category. All the vehicles, from slick sports cars to lumbering dump trucks, handle exactly as you'd expect and smash apart realistically when abused. The three islands in the game are rendered in terrific detail considering their size, and are packed with traffic, pedestrians, and hidden jumps. The audio is equally amazing. Pedestrians talk, cops scream at you, and you can tune in nine different radio stations whenever you are in a car. It all adds up to a monumental achievement: the rare console game for adults that manages to get everything right. --T. Byrl Baker
As in real life, there are consequences for your criminality. As your random acts of mayhem mount up, the police start hounding you, eventually calling in SWAT trucks, the FBI, and even the army if you continue down the path of destruction. Shaking these pursuers is easily the most fun part of the game, especially when a bunch of friends are packed in the room to witness your narrow escapes.
Grand Theft Auto III is fine-tuned to near perfection in every category. All the vehicles, from slick sports cars to lumbering dump trucks, handle exactly as you'd expect and smash apart realistically when abused. The three islands in the game are rendered in terrific detail considering their size, and are packed with traffic, pedestrians, and hidden jumps. The audio is equally amazing. Pedestrians talk, cops scream at you, and you can tune in nine different radio stations whenever you are in a car. It all adds up to a monumental achievement: the rare console game for adults that manages to get everything right. --T. Byrl Baker
Friday, April 27, 2007
Eddie Griffin Crashes Ferrari Enzo
Actor Eddie Griffin crashes his bosses' Ferrari Enzi at the movie premiere for Redline. Jackie Chan laughs about it.
Actor Eddie Griffin crashes his bosses' Ferrari Enzi at the movie premiere for Redline. Jackie Chan laughs about it.
Actor Eddie Griffin crashes his bosses' Ferrari Enzi at the movie premiere for Redline. Jackie Chan laughs about it.
Thursday, April 26, 2007
Modified Magazine March 2007
ON SALE NOW! Packed with insane feature cars, leading edge products and premier events, the MARCH ISSUE of MODIFIED MAGAZINE also features a Suspension & Brake Guide.
Pick up the latest issue today featuring a Nissan Silvia S15, a Lancer Evolution IX, a Turbocharged Scion tC, a EVO- Outlander, a Island Skyline, and so much more! Get hot event coverage including the D1GP: U.S. vs. Japan, the D1GP: Round 6: Japan, HIN: Miami, Performance Racing Industry: Orlando, Super GT: Japan and in-depth tech articles that you can count on Modified to bring you each month!
Pick up the latest issue today featuring a Nissan Silvia S15, a Lancer Evolution IX, a Turbocharged Scion tC, a EVO- Outlander, a Island Skyline, and so much more! Get hot event coverage including the D1GP: U.S. vs. Japan, the D1GP: Round 6: Japan, HIN: Miami, Performance Racing Industry: Orlando, Super GT: Japan and in-depth tech articles that you can count on Modified to bring you each month!
Wednesday, April 25, 2007
New Dyno in South San Francisco
If your looking for dyno services close to SF, then look no further. The best dyno is the Dynapack and Weapon-R has one. Click here for rates and info etc.
Dyno Testing & Services Rates:
Rate : $100 Hour
Minimum : ½ Hour
Tuning : $75 Hour
Dyno Operator is not responsible for making any changes to tested motor vehicle.
Technician Assistance : $50 Hour
Auto Lift Service: $35 Hour
No Tools Will be Lent out.
Location:
WEAPON*R COMPTEITION PRODUCTS:
180 SYLVESTER ST. SOUTH SAN FRANCISCO, CA 94080
Phone: 1-650-877-8280
Dyno Testing & Services Rates:
Rate : $100 Hour
Minimum : ½ Hour
Tuning : $75 Hour
Dyno Operator is not responsible for making any changes to tested motor vehicle.
Technician Assistance : $50 Hour
Auto Lift Service: $35 Hour
No Tools Will be Lent out.
Location:
WEAPON*R COMPTEITION PRODUCTS:
180 SYLVESTER ST. SOUTH SAN FRANCISCO, CA 94080
Phone: 1-650-877-8280
Tuesday, April 24, 2007
Drifting Product: Drift Box
The revolutionary new DriftBox from Racelogic is an incredibly powerful GPS based Performance meter that can also measure the drift angle of your car.
DriftBox is the perfect tool for anybody wanting to accurately measure vehicle or driver performance. There is no other performance meter on the market today which offers the wealth of features for the price.
In fact, DriftBox combines four products in one:
Performance Meter
Drift Analyser
Lap Timer
Data Logger
DriftBox is packed with innovative and sophisticated features normally found on very expensive professional test equipment, but the most incredible thing about it is that it only costs £465 inc VAT.
Racelogic design and manufacture the hugely succesful GPS based VBOX, which is used by the majority of motor manufacturers, tyre companies and motor magazines around the world to test vehicles. Have a look at the impressive user list.
DriftBox borrows many of the techniques and hardware from the VBOX which has been honed and developed over the years into a World leader by Racelogic.
DriftBox History
Driftbox was initially developed for use in the Japanese D1 Grand Prix series to assist the judges award points during the competition, and has become in effect the fourth "Judge". Every vehicle which competes has a DriftBox Pro fitted during each run, and the judges get a points score for each corner based on Entry speed, Drift Angle and Cornering Force. Cornering force is used to judge how well the car is setup, the higher the cornering force, the more power and skill are needing to slide the vehicle.
The DriftBox Pro is for official competition judging, and communicates in real time to the judges via a radio telemetry system. This system is based on two GPS systems, with antennas placed in line on the roof of the car. Drift Angle is the difference between the Direction of travel and the Direction the vehicle is pointing.
The GPS system used is an RTK system, which gives an accuracy of 0.25 degrees, 0.1km/h and 0.01G.
As a result of the development of DriftBox Pro, Racelogic have been able to use this experience to produce DriftBox.
Twin Antennae DriftBox Pro
How Does DriftBox Work?
Housed inside the DriftBox is a high performance 10Hz GPS engine coupled with sophisticated motion sensors. Speed, Postion, Acceleration and Drift are measured 10 times a second. To measure Drift angle, the angle the vehicle is pointing is computed using the motion sensors, and this is compared with the angle the vehicle is travelling which is computed from the GPS.
DriftBox is equipped with an MMC/SD Flash memory card socket. This allows 10Hz logging of Time, Distance, Speed, Position, G-force, Lap Times, Split Times, and Drift Angle.
Data logged to the MMC flash card can be analysed in detail using the PC software provided. For convenience, the DriftBox can be connected to the USB port of a PC compatible computer to download information stored on the memory card.
For more information visit their website at http://www.driftbox.com
or http://www.vboxusa.com/driftbox/
DriftBox is the perfect tool for anybody wanting to accurately measure vehicle or driver performance. There is no other performance meter on the market today which offers the wealth of features for the price.
In fact, DriftBox combines four products in one:
Performance Meter
Drift Analyser
Lap Timer
Data Logger
DriftBox is packed with innovative and sophisticated features normally found on very expensive professional test equipment, but the most incredible thing about it is that it only costs £465 inc VAT.
Racelogic design and manufacture the hugely succesful GPS based VBOX, which is used by the majority of motor manufacturers, tyre companies and motor magazines around the world to test vehicles. Have a look at the impressive user list.
DriftBox borrows many of the techniques and hardware from the VBOX which has been honed and developed over the years into a World leader by Racelogic.
DriftBox History
Driftbox was initially developed for use in the Japanese D1 Grand Prix series to assist the judges award points during the competition, and has become in effect the fourth "Judge". Every vehicle which competes has a DriftBox Pro fitted during each run, and the judges get a points score for each corner based on Entry speed, Drift Angle and Cornering Force. Cornering force is used to judge how well the car is setup, the higher the cornering force, the more power and skill are needing to slide the vehicle.
The DriftBox Pro is for official competition judging, and communicates in real time to the judges via a radio telemetry system. This system is based on two GPS systems, with antennas placed in line on the roof of the car. Drift Angle is the difference between the Direction of travel and the Direction the vehicle is pointing.
The GPS system used is an RTK system, which gives an accuracy of 0.25 degrees, 0.1km/h and 0.01G.
As a result of the development of DriftBox Pro, Racelogic have been able to use this experience to produce DriftBox.
Twin Antennae DriftBox Pro
How Does DriftBox Work?
Housed inside the DriftBox is a high performance 10Hz GPS engine coupled with sophisticated motion sensors. Speed, Postion, Acceleration and Drift are measured 10 times a second. To measure Drift angle, the angle the vehicle is pointing is computed using the motion sensors, and this is compared with the angle the vehicle is travelling which is computed from the GPS.
DriftBox is equipped with an MMC/SD Flash memory card socket. This allows 10Hz logging of Time, Distance, Speed, Position, G-force, Lap Times, Split Times, and Drift Angle.
Data logged to the MMC flash card can be analysed in detail using the PC software provided. For convenience, the DriftBox can be connected to the USB port of a PC compatible computer to download information stored on the memory card.
For more information visit their website at http://www.driftbox.com
or http://www.vboxusa.com/driftbox/
Monday, April 23, 2007
BMW Mini Cooper S Air Intake
The new BMW Mini Cooper S intake was dyno'd at giving 8.6 HP to the wheels and giving an extra 5.8 foot pounds of torque. Weapon R part # 308-118-101. You saw it here first on SRO. Mini owners can buy directly from us.
Sunday, April 22, 2007
Interview by NHRA.
Ibarra, driver of the K&N Filters Mazda RX-7, is a pioneer of sport compact/import drag racing. The Los Angeles native, who has earned two NHRA sport compact victories, got his first car as a gift when he was 14 years-old. After continually getting beaten by a Mazda, Ibarra became a Mazda loyalist. He built his well-known Mazda R-100 in 1996 before building the current RX-7. Later this season, he will debut the new Mazda RX-8. In this Q&A session, the former street racer talks about the ills of illegal street racing, the future of sport compact racing, his frustrating 2002 season and the importance of devoted sponsors.
Q: How long have you been involved in sport compact racing?
IBARRA: I've been racing sport compacts since about 1983 or '84 when I started off street racing in L.A. When I was little it came from 'The Dukes of Hazard' and 'Smokey and the Bandit' and watching those TV programs and other shows on TV with race cars. My uncle gave me a ride in his car one time and we went fast and it felt good. It kind of all started from there. Just the speed, I liked the speed.
Q: Have you always been racing imports?
IBARRA: Actually no. My very first car was a Mercury Capri that my mom and uncle gave me for my 14th
birthday. I fixed it up and did a couple of modifications to it and it got smoked by a Mazda like five days in a row leaving school and I said I have to get me one of those things. So, ever since then that's what I've had, nothing but Mazdas.
Q: You started out racing on the streets of Southern California. What would you tell the kids that are out there
street racing?
IBARRA: I would tell them that back then when we were doing it that it was different. Plus, there weren't as many cars and we didn't have any tracks to go to. Pomona was the only local track to go to, and Palmdale, but they really didn't let anybody go to Palmdale. I think they were open maybe once every two weeks. So now there's California Speedway, there's Irwindale, there's Pomona, we've got all these tracks now. I don't feel there's a need to street race. It's not worth it. A lot of these kids have professions or they're going to school and all it takes is for one of them to get in a wreck and hurt someone and there goes their whole career and the effort of their parents, down the drain. Why, when there's tracks open? So, I don't suggest it. I don't think that's the way to go.
Q: When did you get involved in competitive racing?
IBARRA: I started racing competitively right around 1997. We built the Mazda R-100 in 1996 and took it to a couple of races and we were the fastest runner in the country for about two, three years, but the little car is so small it's outclassed now, but it held its own in the beginning.
Q: How has the sport compact arena changed since then?
IBARRA: It's fantastic. It's really gotten a lot bigger. It's gotten to a much higher level then I ever thought it would, especially with these cars being so fast and competitive. And I think it's just as much if not more work than NHRA Pro Stock racing. Yeah, those guys have a really, really tight field, but they already know the stuff they're working with. The motor combinations out here are so diverse. We have to worry about what turbos, what fuel injection. It's really hard. It's a lot of work to get the power that we need to get.
Q: Is that a goal of yours, to race Pro Stock?
IBARRA: No, this is my thing. I like Mazdas and if I can't race a Mazda, then I'm done. I've got a big strong fan base and I don't think that would go over well with them and I think most of my success is due to the fans and the way they ask for me and the demand they bring. I'm out here for my sponsors, K&N Filters and Toyo Tires, but the main thing is for the fans because with out the fans, Toyo wouldn't be successful. K&N wouldn't be successful. NHRA wouldn't be successful. I just don't think that would go over well with my fans, to jump into a piston-motored car. So, if I can't race a rotary or do this, I just won't race at all.
Q: Do you feel that the sport compact industry has hit its peak or will it continue to grow?
IBARRA: I think it's going to get a lot bigger. As you see, there's a lot more rigs coming to the races, a lot more Pro cars. I think it's growing with each race. I think we're in real good shape. I think by, well I'm not going to say next year, but in four or five years it's going to start paying off for some people. I think it's going to take a while, but I think it's heading in the right direction.
Q: What are your goals for this season?
IBARRA: My goal is to do well and get over all those gremlins that I had last year. You know, maybe contend for the championship. I know that's going to be really hard, but if I can do well and stay on top and gain points and be consistent, I think we'll be alright. I'm doing my best with the engine and the tune-up and I think I'm really on it, but sometimes things happen.
Q: How frustrating was the 2002 season for you?
IBARRA: Last year was very, very, very frustrating. We had so many things that went wrong. We'd fix one thing, then another. I shouldn't say wrong, they just weren't working together right. For what we were demanding out of the engine - the three-rotor is a whole different animal from the two-rotor - it was extremely frustrating. We'd fix one thing, then there would come another problem. Slowly I tried to make things better and at one point I ran out of three-rotor parts and we had to stick the two-rotor back in, but regardless of what happened I feel real strong about this season and the engine's performance and the reliability. It's just that we're dealing with high-end parts that really are not fully proven and we have to learn how long they can last with these horsepower levels. I guess we have to do a little more maintenance and switch parts out sooner than we were. This is a learning lesson. I know now that certain things have to get replaced more often.
Q: How important is it to have a dedicated sponsor like K&N?
IBARRA: It is very important. The way this sport is, I owe everything to K&N, Toyo Tires, Mazda, Extrudhone and all the people that help me like Moroso, G-Force and Red Line Oil. If it wasn't for them I couldn't do this. There's just no way you can afford this unless you're a natural born millionaire, you just can't do it anymore. And even with money it's tough. Money isn't everything. What helps out so much with K&N is that they do so much for you. By being a big company, they do advertising and they let you be seen and known and that brings the fans to the track.
Name: Abel Ibarra
Team: Flaco Racing
Class: Pro RWD
Hometown: Mira Loma, Calif.
Birthdate: Sept. 3, 1969
Car: Mazda RX-7
Engine: 13B REW 1.3-liter turbocharged on methanol
Sponsors: K&N Filters, Toyo Tires, Extrude Hone, Mazda
Best e.t.: 7.12
Best speed: 178 mph
Career highlights: 2000 NIRA Pro Import National Champion
2000 IDRC Pro Import National Champion
Mazda world e.t. record holder
NIRA Pro Import speed record holder (172.27 mph)
Ibarra, driver of the K&N Filters Mazda RX-7, is a pioneer of sport compact/import drag racing. The Los Angeles native, who has earned two NHRA sport compact victories, got his first car as a gift when he was 14 years-old. After continually getting beaten by a Mazda, Ibarra became a Mazda loyalist. He built his well-known Mazda R-100 in 1996 before building the current RX-7. Later this season, he will debut the new Mazda RX-8. In this Q&A session, the former street racer talks about the ills of illegal street racing, the future of sport compact racing, his frustrating 2002 season and the importance of devoted sponsors.
Q: How long have you been involved in sport compact racing?
IBARRA: I've been racing sport compacts since about 1983 or '84 when I started off street racing in L.A. When I was little it came from 'The Dukes of Hazard' and 'Smokey and the Bandit' and watching those TV programs and other shows on TV with race cars. My uncle gave me a ride in his car one time and we went fast and it felt good. It kind of all started from there. Just the speed, I liked the speed.
Q: Have you always been racing imports?
IBARRA: Actually no. My very first car was a Mercury Capri that my mom and uncle gave me for my 14th
birthday. I fixed it up and did a couple of modifications to it and it got smoked by a Mazda like five days in a row leaving school and I said I have to get me one of those things. So, ever since then that's what I've had, nothing but Mazdas.
Q: You started out racing on the streets of Southern California. What would you tell the kids that are out there
street racing?
IBARRA: I would tell them that back then when we were doing it that it was different. Plus, there weren't as many cars and we didn't have any tracks to go to. Pomona was the only local track to go to, and Palmdale, but they really didn't let anybody go to Palmdale. I think they were open maybe once every two weeks. So now there's California Speedway, there's Irwindale, there's Pomona, we've got all these tracks now. I don't feel there's a need to street race. It's not worth it. A lot of these kids have professions or they're going to school and all it takes is for one of them to get in a wreck and hurt someone and there goes their whole career and the effort of their parents, down the drain. Why, when there's tracks open? So, I don't suggest it. I don't think that's the way to go.
Q: When did you get involved in competitive racing?
IBARRA: I started racing competitively right around 1997. We built the Mazda R-100 in 1996 and took it to a couple of races and we were the fastest runner in the country for about two, three years, but the little car is so small it's outclassed now, but it held its own in the beginning.
Q: How has the sport compact arena changed since then?
IBARRA: It's fantastic. It's really gotten a lot bigger. It's gotten to a much higher level then I ever thought it would, especially with these cars being so fast and competitive. And I think it's just as much if not more work than NHRA Pro Stock racing. Yeah, those guys have a really, really tight field, but they already know the stuff they're working with. The motor combinations out here are so diverse. We have to worry about what turbos, what fuel injection. It's really hard. It's a lot of work to get the power that we need to get.
Q: Is that a goal of yours, to race Pro Stock?
IBARRA: No, this is my thing. I like Mazdas and if I can't race a Mazda, then I'm done. I've got a big strong fan base and I don't think that would go over well with them and I think most of my success is due to the fans and the way they ask for me and the demand they bring. I'm out here for my sponsors, K&N Filters and Toyo Tires, but the main thing is for the fans because with out the fans, Toyo wouldn't be successful. K&N wouldn't be successful. NHRA wouldn't be successful. I just don't think that would go over well with my fans, to jump into a piston-motored car. So, if I can't race a rotary or do this, I just won't race at all.
Q: Do you feel that the sport compact industry has hit its peak or will it continue to grow?
IBARRA: I think it's going to get a lot bigger. As you see, there's a lot more rigs coming to the races, a lot more Pro cars. I think it's growing with each race. I think we're in real good shape. I think by, well I'm not going to say next year, but in four or five years it's going to start paying off for some people. I think it's going to take a while, but I think it's heading in the right direction.
Q: What are your goals for this season?
IBARRA: My goal is to do well and get over all those gremlins that I had last year. You know, maybe contend for the championship. I know that's going to be really hard, but if I can do well and stay on top and gain points and be consistent, I think we'll be alright. I'm doing my best with the engine and the tune-up and I think I'm really on it, but sometimes things happen.
Q: How frustrating was the 2002 season for you?
IBARRA: Last year was very, very, very frustrating. We had so many things that went wrong. We'd fix one thing, then another. I shouldn't say wrong, they just weren't working together right. For what we were demanding out of the engine - the three-rotor is a whole different animal from the two-rotor - it was extremely frustrating. We'd fix one thing, then there would come another problem. Slowly I tried to make things better and at one point I ran out of three-rotor parts and we had to stick the two-rotor back in, but regardless of what happened I feel real strong about this season and the engine's performance and the reliability. It's just that we're dealing with high-end parts that really are not fully proven and we have to learn how long they can last with these horsepower levels. I guess we have to do a little more maintenance and switch parts out sooner than we were. This is a learning lesson. I know now that certain things have to get replaced more often.
Q: How important is it to have a dedicated sponsor like K&N?
IBARRA: It is very important. The way this sport is, I owe everything to K&N, Toyo Tires, Mazda, Extrudhone and all the people that help me like Moroso, G-Force and Red Line Oil. If it wasn't for them I couldn't do this. There's just no way you can afford this unless you're a natural born millionaire, you just can't do it anymore. And even with money it's tough. Money isn't everything. What helps out so much with K&N is that they do so much for you. By being a big company, they do advertising and they let you be seen and known and that brings the fans to the track.
Name: Abel Ibarra
Team: Flaco Racing
Class: Pro RWD
Hometown: Mira Loma, Calif.
Birthdate: Sept. 3, 1969
Car: Mazda RX-7
Engine: 13B REW 1.3-liter turbocharged on methanol
Sponsors: K&N Filters, Toyo Tires, Extrude Hone, Mazda
Best e.t.: 7.12
Best speed: 178 mph
Career highlights: 2000 NIRA Pro Import National Champion
2000 IDRC Pro Import National Champion
Mazda world e.t. record holder
NIRA Pro Import speed record holder (172.27 mph)
Saturday, April 21, 2007
2002-2005 Subaru WRX Alcohol Injection System
After months of design & testing, SMC is proud to announce the addition of a custom alcohol system for the WRX. The kit uses the Subaru 1 gallon washer fluid tank as a reservoir- this makes for a very simple and stealthy install. Included is a small auxilliary washer tank/pump that mounts in front of the battery so yes, you can still clean your windshield.
Also new is the Progressive Controller... This microprocessor based unit will automatically increase spray pressure as boost rises, and allows you to set the boost level at when spray begins , and when spray is at max.. A bonus with this controller is the smaller size - it measures only 2.75" wide x .9" high x 4.6" deep. If you have changed out your factory radio it will fit perfectly in a pocket underneath your new radio, which makes for a very nice look.
Also included is the custom spray nozzle. It mounts in the outlet of the intercooler from underneath and is totally hidden, and sprays directly into the throttle body.
Expect up to 18 psi on a Stage 2 car. Stage 3 or 4 cars have been known to run as high as 24 psi on 93 octane with alcohol injection. An EGT meter, wideband O2, and/or a scan tool are highly recommended at these higher boost levels!
Also new is the Progressive Controller... This microprocessor based unit will automatically increase spray pressure as boost rises, and allows you to set the boost level at when spray begins , and when spray is at max.. A bonus with this controller is the smaller size - it measures only 2.75" wide x .9" high x 4.6" deep. If you have changed out your factory radio it will fit perfectly in a pocket underneath your new radio, which makes for a very nice look.
Also included is the custom spray nozzle. It mounts in the outlet of the intercooler from underneath and is totally hidden, and sprays directly into the throttle body.
Expect up to 18 psi on a Stage 2 car. Stage 3 or 4 cars have been known to run as high as 24 psi on 93 octane with alcohol injection. An EGT meter, wideband O2, and/or a scan tool are highly recommended at these higher boost levels!
Friday, April 20, 2007
7.2 inch Sun Visor DVD
Please do not use this while driving. It can be dangerous. A backup camera can be hooked up to it.
PRICE IS FOR EACH SIDE. Left or Right side is available. We will email you asking what version you'd like and color you would like.
7.2 inch Sun visor DVD monitor Built-in functions: Car DVD, TV, OSD menu.
Manufacturers Specifications
7.2" Class A TFT Active Matrix Display
Zero radiation, very low heat output
Menu: On Screen Menu, Front Controls, and a Wireless Remote Control
High Picture Resolution:
Built-in Region Free DVD Player
NTSC/Pal compatible
Electronics Anti-Skip Mechanism (shock resistant)
Video System: Multi system in 3 modes (Auto, NTSC, PAL) (Covers all of North America, Asian, UK and most of European markets)
Support Multi disc playback (DVD,CD,(VCD Supports VCD 1.0 and 2.0),MP3,CD-R,CD-RW)
System:Four speed disk scan (2x, 4x, 6x, 8x)
Aspect Ratio:16:9 / 4:3
Front control of color/brightness/contrast
Built-in speaker
Power Output: 7.2W
NTSC/PAL auto switchable
PRICE IS FOR EACH SIDE. Left or Right side is available. We will email you asking what version you'd like and color you would like.
7.2 inch Sun visor DVD monitor Built-in functions: Car DVD, TV, OSD menu.
Manufacturers Specifications
7.2" Class A TFT Active Matrix Display
Zero radiation, very low heat output
Menu: On Screen Menu, Front Controls, and a Wireless Remote Control
High Picture Resolution:
Built-in Region Free DVD Player
NTSC/Pal compatible
Electronics Anti-Skip Mechanism (shock resistant)
Video System: Multi system in 3 modes (Auto, NTSC, PAL) (Covers all of North America, Asian, UK and most of European markets)
Support Multi disc playback (DVD,CD,(VCD Supports VCD 1.0 and 2.0),MP3,CD-R,CD-RW)
System:Four speed disk scan (2x, 4x, 6x, 8x)
Aspect Ratio:16:9 / 4:3
Front control of color/brightness/contrast
Built-in speaker
Power Output: 7.2W
NTSC/PAL auto switchable
Junior won't confirm DEI majority ownership offer
type size: + -AVONDALE, Ariz. -- If contract negotiations between Dale Earnhardt Jr. and DEI have resulted in a tentative agreement to give Junior a majority interest in the company, he's not telling.
Following his run in Thursday's Nextel Cup qualifying at Phoenix International Raceway, Junior was asked if he could confirm that the two sides had tentatively agreed to give him 51 percent ownership in DEI.
"No, I can't," Earnhardt said. "If that was the case, I'd know about it."
Earnhardt's sister, Kelley Earnhardt Elledge, is acting as his advisor in negotiations. DEI, currently owned by Teresa Earnhardt, is being represented at the bargaining table by president of global operations Max Siegel. Both sides have stated they would like to come to an agreement no later than June 1.
Despite undergoing surgery on March 23 to have a growth removed from her pancreas, Elledge -- president of JR Motorsports -- has remained in constant communication with Siegel.
Junior said he believed progress is being made.
"Things were better yesterday than the day before and over the last couple of weeks," he said. "We're just moving along with the negotiations."
So would he agree to a deal if the 51 percent ownership figure becomes a reality?
"I don't want to get hypothetical," Junior replied. "That's a long ways down the road. We've still got some things in the contract to work out."
Following his run in Thursday's Nextel Cup qualifying at Phoenix International Raceway, Junior was asked if he could confirm that the two sides had tentatively agreed to give him 51 percent ownership in DEI.
"No, I can't," Earnhardt said. "If that was the case, I'd know about it."
Earnhardt's sister, Kelley Earnhardt Elledge, is acting as his advisor in negotiations. DEI, currently owned by Teresa Earnhardt, is being represented at the bargaining table by president of global operations Max Siegel. Both sides have stated they would like to come to an agreement no later than June 1.
Despite undergoing surgery on March 23 to have a growth removed from her pancreas, Elledge -- president of JR Motorsports -- has remained in constant communication with Siegel.
Junior said he believed progress is being made.
"Things were better yesterday than the day before and over the last couple of weeks," he said. "We're just moving along with the negotiations."
So would he agree to a deal if the 51 percent ownership figure becomes a reality?
"I don't want to get hypothetical," Junior replied. "That's a long ways down the road. We've still got some things in the contract to work out."
Thursday, April 19, 2007
TOKYO Underground - JDM Motor Trend
This is a very rare and limited edition DVD.
D-1 Jam Session
Exclusive with Taniguchi, Ueno, and Imamura
Never Before Seen Taniguchi Canyon Racing Footage
-PROFESSIONAL DRIFTING-
D-1 Jam Session
Exclusive with Taniguchi, Ueno, and Imamura
Never Before Seen Taniguchi Canyon Racing Footage
-2004 TOKYO AUTO SALON-
Latest designs coming out of Japan
Skylines, Silvias, JDM Heaven
-UNDERGROUND DRIFTING / GRIP-
Japan's underground racing scene
Drifting, gripping on the midnight highways and canyon of Tokyo
Watch the Trailer
D-1 Jam Session
Exclusive with Taniguchi, Ueno, and Imamura
Never Before Seen Taniguchi Canyon Racing Footage
-PROFESSIONAL DRIFTING-
D-1 Jam Session
Exclusive with Taniguchi, Ueno, and Imamura
Never Before Seen Taniguchi Canyon Racing Footage
-2004 TOKYO AUTO SALON-
Latest designs coming out of Japan
Skylines, Silvias, JDM Heaven
-UNDERGROUND DRIFTING / GRIP-
Japan's underground racing scene
Drifting, gripping on the midnight highways and canyon of Tokyo
Watch the Trailer
Wednesday, April 18, 2007
Rockstar Games presents Midnight Club 2 Video Game
Members of the world's most notorious illegal street racing syndicate meet each night on the streets of Los Angeles, Paris, and Tokyo. Find yourself in the position of a novice challenger, set on penetrating this secret society and trumping them all, one by one.
Rockstar Games presents Midnight Club 2.
The future of illegal street racing.
Members of the world's most notorious illegal street racing syndicate meet each night on the streets of Los Angeles, Paris, and Tokyo. Find yourself in the position of a novice challenger, set on penetrating this secret society and trumping them all, one by one. Add insult to injury, as you win the suped-up rides of defeated adversaries, all on your way to being crowned international champion. Just remember, there are no rules. Use whatever routes, shortcuts and driving methods necessary to hit those checkpoints and arrive at the finish line before your opponent has a chance.
With entirely overhauled technology, breathtaking new vehicles, physics and driving mechanics like nothing you've ever experienced... Rockstar is about to deliver the racing game that will again change the genre forever. Midnight Club 2 returns to once again redefine street racing on the PlayStation®2, Xbox%u2122 and PC in 2003. Choose from the latest performance enhanced cars and bikes and compete head-to-head to make a name for yourself. Or battle it out with up to 3 other players in white-knuckle, adrenaline-pumping multiplayer modes. Drive anywhere in the city. Master evasive tactics to duck authorities. Find the fastest route to win. And earn your place at the top.
Rockstar Games presents Midnight Club 2.
The future of illegal street racing.
Members of the world's most notorious illegal street racing syndicate meet each night on the streets of Los Angeles, Paris, and Tokyo. Find yourself in the position of a novice challenger, set on penetrating this secret society and trumping them all, one by one. Add insult to injury, as you win the suped-up rides of defeated adversaries, all on your way to being crowned international champion. Just remember, there are no rules. Use whatever routes, shortcuts and driving methods necessary to hit those checkpoints and arrive at the finish line before your opponent has a chance.
With entirely overhauled technology, breathtaking new vehicles, physics and driving mechanics like nothing you've ever experienced... Rockstar is about to deliver the racing game that will again change the genre forever. Midnight Club 2 returns to once again redefine street racing on the PlayStation®2, Xbox%u2122 and PC in 2003. Choose from the latest performance enhanced cars and bikes and compete head-to-head to make a name for yourself. Or battle it out with up to 3 other players in white-knuckle, adrenaline-pumping multiplayer modes. Drive anywhere in the city. Master evasive tactics to duck authorities. Find the fastest route to win. And earn your place at the top.
Tuesday, April 17, 2007
3DO Street Racing Syndicate
This game is going to be red hot. It features all the hottest import models, licensed vehicles and modifications. Street Racing Syndicate will be a jam packed action game.
Publisher:
The 3DO Company
Developer:
Eutechnyx Ltd.
Planned Release Date:
Summer 2003
Gaming Platforms:
PlayStation®2 computer entertainment system
Nintendo GameCube system
Xbox video game system
ESRB Rating:
Rating Pending
Genre:
Street Racing
Street Racing Syndicate captures all the competition, lifestyle, and action of real illegal and underground street racing. Nights filled with high-risk, nitrous-injected, illegal racing on real city streets. Money and respect always on the line. Cops lurking behind every sharp turn. Customizing cars with authentic parts, cool paint, and anything else bought or won. From hot cars with lifelike physics and damage, to beautiful models picked from the pages of today's top import magazines, to booming bass, big bets, and illegal and sanctioned events, Street Racing Syndicate is the first game ever to deliver the real world of street racing.
SRS is the first game to deliver authentic street racing action, featuring realistic cars, genuine aftermarket parts, and true-to-life driving physics
Live a life immersed in the underground world of real street racing
Customize and tune realistic vehicles with detailed auto upgrades including dozens of licensed aftermarket parts that physically appear on cars
Progress through the Philadelphia, Miami and Los Angeles street racing scenes
Outrun and outsmart the cops in high-speed late night chases
BET BIG. Race for money, pink slips or even the girlfriends of rival street racers!
Experience real high-speed illegal street racing with true racing physics and authentic damage that affect both looks and performance
Compete in both illegal and official sanctioned racing events
Publisher:
The 3DO Company
Developer:
Eutechnyx Ltd.
Planned Release Date:
Summer 2003
Gaming Platforms:
PlayStation®2 computer entertainment system
Nintendo GameCube system
Xbox video game system
ESRB Rating:
Rating Pending
Genre:
Street Racing
Street Racing Syndicate captures all the competition, lifestyle, and action of real illegal and underground street racing. Nights filled with high-risk, nitrous-injected, illegal racing on real city streets. Money and respect always on the line. Cops lurking behind every sharp turn. Customizing cars with authentic parts, cool paint, and anything else bought or won. From hot cars with lifelike physics and damage, to beautiful models picked from the pages of today's top import magazines, to booming bass, big bets, and illegal and sanctioned events, Street Racing Syndicate is the first game ever to deliver the real world of street racing.
SRS is the first game to deliver authentic street racing action, featuring realistic cars, genuine aftermarket parts, and true-to-life driving physics
Live a life immersed in the underground world of real street racing
Customize and tune realistic vehicles with detailed auto upgrades including dozens of licensed aftermarket parts that physically appear on cars
Progress through the Philadelphia, Miami and Los Angeles street racing scenes
Outrun and outsmart the cops in high-speed late night chases
BET BIG. Race for money, pink slips or even the girlfriends of rival street racers!
Experience real high-speed illegal street racing with true racing physics and authentic damage that affect both looks and performance
Compete in both illegal and official sanctioned racing events
Monday, April 16, 2007
Ridge Racer hits the PSP This Month.
"Namco has created a game that takes full advantage of the new platform's wireless connectivity capabilities and offers gamers new to this genre a unique and exciting gaming experience," said Nobuhiro Kasahara, president and CEO of Namco Hometek Inc. "'Ridge Racer' not only capitalizes on the amazing wireless connectivity of the PSP handheld system, but also is a fun game that racing fans have continued to enjoy over the years."
The latest installment of "Ridge Racer" features stunning 3D graphics, smooth analog steering and robust course selections comprised of new tracks and classic courses from the "Ridge Racer" series. For the most serious speed demons who have mastered all 39 standard tours within the game, the U.S. version features a new MAX Tour in World Tour Mode, with seven ferociously difficult tours to conquer. "Ridge Racer's" Wireless Battle permits players to battle it out head-to-head in eight-player races, while an all-new nitrous boosting system allows for faster racing than ever before.
"Ridge Racer" will be available at the launch of the PSP handheld system on March 24th. For more information, please visit: www.namco.com.
The latest installment of "Ridge Racer" features stunning 3D graphics, smooth analog steering and robust course selections comprised of new tracks and classic courses from the "Ridge Racer" series. For the most serious speed demons who have mastered all 39 standard tours within the game, the U.S. version features a new MAX Tour in World Tour Mode, with seven ferociously difficult tours to conquer. "Ridge Racer's" Wireless Battle permits players to battle it out head-to-head in eight-player races, while an all-new nitrous boosting system allows for faster racing than ever before.
"Ridge Racer" will be available at the launch of the PSP handheld system on March 24th. For more information, please visit: www.namco.com.
Sunday, April 15, 2007
Interview with Mike Gonzaga
To answer your other questions, the team name is the "THE ATTACK TEAM." The team named themselves "The Attack Team" because they do not only achieve their goals, they attack their goals.
The Attack team is just a nickname under GONZAGA RACING INC. The "ATTACK TEAM" has been together under Gonzaga Racing for 2 years. All were hand picked because of background. Each individual skill is accounted for to form a strong discipline and dedicated team.
Technical Specifications
Chassis: VICTORY RACE CARS (Corona, CA) chrome-moly frame & tin.
Body: A&A AUTOBODY (Van Nuys, CA) Honda Integra Type R carbon fiber/kevlar
Lubricants: OIL EXTREME RACING OIL
Overall Length: 18 feet & 10 inches
Overall Width: 66.25 inches
Overall Height: 57 inches
Overall Weight: Approximately 1800 pounds including driver
Wheel Base: 125 inches
Tires: Rear-Good Year Slicks 33x17x16 / Front-Good Year 23x5x15
Wheels: Centerline Aluminum/Magnesium Wheels
Decals: COOKIE GRAPHICS (North Hills, CA)
Sponsors
AEM Inc. - Hawthorne, CA
American Honda Motor Co., Inc. - Torrance, CA
A&A Autobody Inc. - Van Nuys, CA
A&F Paint and Supplies - North Hollywood, CA
Cookie Graphics - Mission Hills, CA
Victory Race Cars - Corona, CA
Nitrous Express - Gardena, CA
Meguiars - Irvine, CA
Crower - San Diego, CA
OIL EXTREME - Inland Empire, CA
Mixture Online - www.mixtureonline.com
Engine
V6 – 3.0 HONDA NSX VTEC
4 Overhead Cams – 24 Valve
Displacement: N/A
Force Induction: 2 T-BIG TURBOS
Injectors: N/A
Fuel Pump: N/A
Cams: CROWER Billet
Valves and Springs: CROWER
Rods: CROWER
Pistons: AEM (Hawthorne, CA)
Compression: N/A
Spark Plugs: N/A
Fuel: 80% Methanol
Ignition: N/A
Transmission: Liberty Titanium 4 speed air-shifter
Rear End: Strange Manufacturing Live Axle
Brakes: Strange Manufacturing
Safety Equipment: SIMPSON
Computer System: AUTRONIC Fuel Management
Horsepower: Estimated to be 1300 to 1600 hp
Elapsed Time: Estimated to be in the 6-second range
MPH: Estimated to be in the 200 mile per hour range
The Attack team is just a nickname under GONZAGA RACING INC. The "ATTACK TEAM" has been together under Gonzaga Racing for 2 years. All were hand picked because of background. Each individual skill is accounted for to form a strong discipline and dedicated team.
Technical Specifications
Chassis: VICTORY RACE CARS (Corona, CA) chrome-moly frame & tin.
Body: A&A AUTOBODY (Van Nuys, CA) Honda Integra Type R carbon fiber/kevlar
Lubricants: OIL EXTREME RACING OIL
Overall Length: 18 feet & 10 inches
Overall Width: 66.25 inches
Overall Height: 57 inches
Overall Weight: Approximately 1800 pounds including driver
Wheel Base: 125 inches
Tires: Rear-Good Year Slicks 33x17x16 / Front-Good Year 23x5x15
Wheels: Centerline Aluminum/Magnesium Wheels
Decals: COOKIE GRAPHICS (North Hills, CA)
Sponsors
AEM Inc. - Hawthorne, CA
American Honda Motor Co., Inc. - Torrance, CA
A&A Autobody Inc. - Van Nuys, CA
A&F Paint and Supplies - North Hollywood, CA
Cookie Graphics - Mission Hills, CA
Victory Race Cars - Corona, CA
Nitrous Express - Gardena, CA
Meguiars - Irvine, CA
Crower - San Diego, CA
OIL EXTREME - Inland Empire, CA
Mixture Online - www.mixtureonline.com
Engine
V6 – 3.0 HONDA NSX VTEC
4 Overhead Cams – 24 Valve
Displacement: N/A
Force Induction: 2 T-BIG TURBOS
Injectors: N/A
Fuel Pump: N/A
Cams: CROWER Billet
Valves and Springs: CROWER
Rods: CROWER
Pistons: AEM (Hawthorne, CA)
Compression: N/A
Spark Plugs: N/A
Fuel: 80% Methanol
Ignition: N/A
Transmission: Liberty Titanium 4 speed air-shifter
Rear End: Strange Manufacturing Live Axle
Brakes: Strange Manufacturing
Safety Equipment: SIMPSON
Computer System: AUTRONIC Fuel Management
Horsepower: Estimated to be 1300 to 1600 hp
Elapsed Time: Estimated to be in the 6-second range
MPH: Estimated to be in the 200 mile per hour range
Saturday, April 14, 2007
Spotlight on Danny Correos
Alot of you have seen some of the tightest rides rollin around the Bay Area here in Cali. You've wondered where these guys came up with these ideas for their cars, and who put these ideas into effect. Well we feel that it's time to tell you about a guy who does just that. Danny Correos can take practically any of your ideas and put them forth into a reality. Of course time does cost money, but you get what you pay for. His team carefully works on each car and trys to make your car safe as well, such as he'll try as best as possible to keep the safety features of the car in it, while installing custom bumpers.
Currently Danny just finished his prototype MR2. It will be display at Hot Import Nights. He does not try to limit himself to imports only, he wants to work on domestics as well. If any companies need a certain car built for a movie or special project design they should come to Danny.
In his spare time, he enjoys riding his Harley, playing with his dogs, being a church youth leader, and of course spending time with his wife.
Currently Danny just finished his prototype MR2. It will be display at Hot Import Nights. He does not try to limit himself to imports only, he wants to work on domestics as well. If any companies need a certain car built for a movie or special project design they should come to Danny.
In his spare time, he enjoys riding his Harley, playing with his dogs, being a church youth leader, and of course spending time with his wife.
Friday, April 13, 2007
Need for Speed Underground
Need For Speed Underground
Article by Sam Chae
It sure has been a while. The loud screech of the blow-off valve switching from 4th to 5th, the exhaust spitting blue fire as the tires burn and the turbo spools to make your eyes suck into their sockets.
Since the release of The Fast and the Furious a few years back, along with its sequel, big media hasn't done much more to show the world this underground import scene, where racers meet on the streets to find out who's the fastest. It seemed like it was never going to happen, but then this game came in.
To say the least, this game kicks serious ass. From the stunning graphics, and real-time recorded sounds of the exhaust, blow off valves, even the nitrous oxide and tire screeches, combine to make this game the straight out most realistic street racing piece of media to ever hit the market. You'll have a hard time finding mistakes in this game...if things were more realistic, you'd be sittin' in jail for criminal speeding and drag racing.
It sure is fun though...starting off with a close to stock car, ranging from vehicles such as the Mitsubishi Eclipse or Lancer, Dodge Neon, Mazda Miata, Honda Civic, and a range of other cars, that look so much like the real thing, it's easy to notice them without even looking at the badge.
My favorite aspect of this game is once again the reality. It still amazes me how you can feel the torque when switching gears, downshift of peeling out. The feeling of the vehicle when shifting is so life-like...MAJOR props to EA Games for that. All racing games from here on out should be like that!
I will admit, especially on PS2, it isn't easy to get used to driving. I prefer the pad, not the joystick when driving. It all comes down to finesse in the end. At first, it feels like the car is driving on ice, the way the car skids so easily. It took me a few games to realize that using the steering wheel not too excessively made all the difference. Once you get used to the driving, it really is something else. This game is designed so that the driver can easily drift at almost any speed, and that's something not easy to get used to. However, it does make the game a lot more interesting, not to mention exciting. This is definitely not one of those games you can beat and finish before supper and put back on the shelf to collect dust. Addicting would be a great word to describe this game.
It is crazy still, the scenery, taking place on streets with race mode as well as drag mode. Ah there's nothing like driving through the streets of San Francisco at 2 am, avoiding on coming traffic, tunnels and weaving through opponents at 120 MPH, blasting nitrous to finish first, and making mad cash, to buy pretty much anything for your car.
With intakes, turbos, intercoolers, nitrous oxide, new shoes, body kits, graphics and tons more, you can watch your car go from stock to show throughout the game. All in all, I give this game 5 star, 5 out of 5, two thumbs up or whatever the equivalent...this by far is the best racing game I've ever played.
Available on PlayStation 2, PC-CD, Nintendo GameCube, Xbox, and coming soon for Game Boy Advance.
Article by Sam Chae
It sure has been a while. The loud screech of the blow-off valve switching from 4th to 5th, the exhaust spitting blue fire as the tires burn and the turbo spools to make your eyes suck into their sockets.
Since the release of The Fast and the Furious a few years back, along with its sequel, big media hasn't done much more to show the world this underground import scene, where racers meet on the streets to find out who's the fastest. It seemed like it was never going to happen, but then this game came in.
To say the least, this game kicks serious ass. From the stunning graphics, and real-time recorded sounds of the exhaust, blow off valves, even the nitrous oxide and tire screeches, combine to make this game the straight out most realistic street racing piece of media to ever hit the market. You'll have a hard time finding mistakes in this game...if things were more realistic, you'd be sittin' in jail for criminal speeding and drag racing.
It sure is fun though...starting off with a close to stock car, ranging from vehicles such as the Mitsubishi Eclipse or Lancer, Dodge Neon, Mazda Miata, Honda Civic, and a range of other cars, that look so much like the real thing, it's easy to notice them without even looking at the badge.
My favorite aspect of this game is once again the reality. It still amazes me how you can feel the torque when switching gears, downshift of peeling out. The feeling of the vehicle when shifting is so life-like...MAJOR props to EA Games for that. All racing games from here on out should be like that!
I will admit, especially on PS2, it isn't easy to get used to driving. I prefer the pad, not the joystick when driving. It all comes down to finesse in the end. At first, it feels like the car is driving on ice, the way the car skids so easily. It took me a few games to realize that using the steering wheel not too excessively made all the difference. Once you get used to the driving, it really is something else. This game is designed so that the driver can easily drift at almost any speed, and that's something not easy to get used to. However, it does make the game a lot more interesting, not to mention exciting. This is definitely not one of those games you can beat and finish before supper and put back on the shelf to collect dust. Addicting would be a great word to describe this game.
It is crazy still, the scenery, taking place on streets with race mode as well as drag mode. Ah there's nothing like driving through the streets of San Francisco at 2 am, avoiding on coming traffic, tunnels and weaving through opponents at 120 MPH, blasting nitrous to finish first, and making mad cash, to buy pretty much anything for your car.
With intakes, turbos, intercoolers, nitrous oxide, new shoes, body kits, graphics and tons more, you can watch your car go from stock to show throughout the game. All in all, I give this game 5 star, 5 out of 5, two thumbs up or whatever the equivalent...this by far is the best racing game I've ever played.
Available on PlayStation 2, PC-CD, Nintendo GameCube, Xbox, and coming soon for Game Boy Advance.
Thursday, April 12, 2007
Interview with Stephan Papadakis
An interview with one of the most world famous drag racers for the import community Stephan Papadakis.
Papadakis, driver of the AEM/Driver FX Pro RWD Honda Civic, is arguably the most recognizable name in sport compact drag racing. The Redondo Beach, Calif. resident recorded the first eight-second pass in a front-wheel drive car and owns the fastest E.T. for a FWD car in sport compact racing. He also captured three NHRA sport compact victories with that bright yellow FWD Honda. This year, Papadakis moved to the Pro RWD category with his new AEM/Driver FX Honda Civic. In this Q&A session, Papadakis talks about his inauspicious debut to the market, why kids should race their cars at the track and not on the street, and how he gained sponsorship.
Q: How did you get involved in sport compact racing?
PAPADAKIS: My friends had Hondas and fixed up their cars and I've always been into RC cars and performance and fixing up cars. Nobody in my family would let me get a Mustang or Camaro, so the Civic was a good economical choice. It was attractive because you could still do work to it. This was back in 1992 when the whole scene was just starting. At the time, big upgrades were headers and exhaust.
Q: That was a little more than a decade ago. Did you think the sport compact scene would take off like it has?
PAPADAKIS: No, I remember going into the local speed shop, which was Dynamic Autosports in Irvine, [Calif.], and I was talking to them about a used camshaft for my buddy. They were telling me about stuff like honing the manifolds, nitrous, porting the heads and all this other stuff that they do to the engines. I told them, 'No, this is it. I don't want to get to serious here.' I think a couple months after that I was doing tons of work to the car.
Q: What made you get so involved?
PAPADAKIS: I was hanging out with friends that were into the same stuff. I was racing them and losing to them, but I was learning more. And the more I learned about the engines and the upgrades, the less I was afraid to make upgrades to my car.
Q: You started out street racing. What would you tell today's youth about street racing?
PAPADAKIS: You don't have to street race now because there are plenty of tracks to go racing at today. Back when I was doing it, there weren't any local race tracks in Southern California. And when I stopped street racing and started going to the race tracks was when I was able to actually get sponsors and make a little money and develop a positive reputation. None of that could happen at a street race. There's no professional street racers.
Q: How did you get involved with AEM?
PAPADAKIS: I dealt with John Conpaldi, who was the original owner. So, I had a pretty good relationship working with him and him helping me with my race car back in 1995. And around '99, they had grown into a large company and wanted to do some race sponsorship. So, John gave me a call and said to send him a proposal. I sent them a proposal and we had some meetings and it worked out well. And it was because I was going to Battle of the Imports and the NIRA races at the time and I was making a good showing and developing a name for myself at these publicized races.
Q: When you started out racing did you ever imagine that you'd achieve the success and the status that you've achieved?
PAPADAKIS: No, it was never even a goal. All I thought about was racing, I wanted to go racing. It was just something I did for fun. Then it turned into something that if I could make some money off of or maybe make a living doing it, that would be fine. But I just want to race, that's the main thing. It's not that I want to be rich or I want to be famous, I just want to go race.
Q: You achieved a lot of success in the FWD Modified car. Did you want to move up to the Pro RWD category this season?
PAPADAKIS: Oh yeah. The record that I have, the 8.12 is not an NHRA record, but it's a FWD record. I ran that in November 2001. Shaun (Carlson) ran an 8.22 this year, we're talking a year-and-a-half later. No. 1, I had to say, is the competition or the lack of it in the Modified class and the really good competition in the Pro RWD class. Also, the attraction on moving to a faster, more high profile class and just trying something new. I still have the FWD car, which I'll still race at certain events.
Q: Do you ever plan on campaigning both cars at the same event?
PAPADAKIS: No, it's hard enough to race just one. If we try and do both, it takes away from one car. I do miss that car, but with the FWD, because of the drive train, it's not bulletproof as with the RWD cars. So, the FWD car is a more frustrating car to race.
Q: You debuted the RWD AEM Drag Civic at the SEMA Show in Las Vegas last fall. What was the reaction when you brought out the RWD car?
PAPADAKIS: Some people thought I was abandoning FWD, which I wasn't. I've innovated tons of stuff in that class anyway. People who think the way I do want to compete. They want to go racing. I wanted to go racing because I like to compete. I'm not into racing because I want to dominate everybody. If I'm dominating, that means I need to go somewhere else. I need a new challenge. I like the challenge.
Q: Whose decision was it to campaign the RWD AEM Drag Civic, yours or AEM's?
PAPADAKIS: It was a combination of both. We wanted to do something in another class and have a faster car. It's cool having a six-second car at over 200 mph. For the layman, it's just more high profile. At the same time, we made sure we wouldn't neglect or just give up on the FWD car.
Q: What's your goal for the 2003 season?
PAPADAKIS: To be within the top three. I want to be the third fastest guy out there and finish top three in points. For a first-year car, first-year team, first-year engine program, because everything is new this year, I think we've come a long way and the second half of the year is going to be kick-ass.
Q: Are you looking forward to the second StreetGlow Extreme Rush in Dallas in October?
PAPADAKIS: I'm really excited. Not necessarily to prove myself to the domestic crowd, that's not what I'm trying to do; we have our own following. After the first Extreme Rush I realized that's not really the people I'm trying to reach. I don't really care about the 55-year-old man with a muscle car in the parking lot. I don't care if he likes my car or not; that's not our market. So, I just take it as another race. It's the top eight cars in the points going out and competing at a national event in front of a huge crowd.
Q: What are your feelings about the rivalries in the Pro RWD category? Do you enjoy racing against that group?
PAPADAKIS: I love racing against all those guys especially because they're nice guys. It's always fun competing against nice people and we have plenty of that in the class. I consider everybody in the class a rival because they're not on the same team and they don't have Hondas. So, everyone out there is a rival. I like racing George (Ioannou) the most because he's the fastest in the class and he's got the bulls-eye right now.
Papadakis, driver of the AEM/Driver FX Pro RWD Honda Civic, is arguably the most recognizable name in sport compact drag racing. The Redondo Beach, Calif. resident recorded the first eight-second pass in a front-wheel drive car and owns the fastest E.T. for a FWD car in sport compact racing. He also captured three NHRA sport compact victories with that bright yellow FWD Honda. This year, Papadakis moved to the Pro RWD category with his new AEM/Driver FX Honda Civic. In this Q&A session, Papadakis talks about his inauspicious debut to the market, why kids should race their cars at the track and not on the street, and how he gained sponsorship.
Q: How did you get involved in sport compact racing?
PAPADAKIS: My friends had Hondas and fixed up their cars and I've always been into RC cars and performance and fixing up cars. Nobody in my family would let me get a Mustang or Camaro, so the Civic was a good economical choice. It was attractive because you could still do work to it. This was back in 1992 when the whole scene was just starting. At the time, big upgrades were headers and exhaust.
Q: That was a little more than a decade ago. Did you think the sport compact scene would take off like it has?
PAPADAKIS: No, I remember going into the local speed shop, which was Dynamic Autosports in Irvine, [Calif.], and I was talking to them about a used camshaft for my buddy. They were telling me about stuff like honing the manifolds, nitrous, porting the heads and all this other stuff that they do to the engines. I told them, 'No, this is it. I don't want to get to serious here.' I think a couple months after that I was doing tons of work to the car.
Q: What made you get so involved?
PAPADAKIS: I was hanging out with friends that were into the same stuff. I was racing them and losing to them, but I was learning more. And the more I learned about the engines and the upgrades, the less I was afraid to make upgrades to my car.
Q: You started out street racing. What would you tell today's youth about street racing?
PAPADAKIS: You don't have to street race now because there are plenty of tracks to go racing at today. Back when I was doing it, there weren't any local race tracks in Southern California. And when I stopped street racing and started going to the race tracks was when I was able to actually get sponsors and make a little money and develop a positive reputation. None of that could happen at a street race. There's no professional street racers.
Q: How did you get involved with AEM?
PAPADAKIS: I dealt with John Conpaldi, who was the original owner. So, I had a pretty good relationship working with him and him helping me with my race car back in 1995. And around '99, they had grown into a large company and wanted to do some race sponsorship. So, John gave me a call and said to send him a proposal. I sent them a proposal and we had some meetings and it worked out well. And it was because I was going to Battle of the Imports and the NIRA races at the time and I was making a good showing and developing a name for myself at these publicized races.
Q: When you started out racing did you ever imagine that you'd achieve the success and the status that you've achieved?
PAPADAKIS: No, it was never even a goal. All I thought about was racing, I wanted to go racing. It was just something I did for fun. Then it turned into something that if I could make some money off of or maybe make a living doing it, that would be fine. But I just want to race, that's the main thing. It's not that I want to be rich or I want to be famous, I just want to go race.
Q: You achieved a lot of success in the FWD Modified car. Did you want to move up to the Pro RWD category this season?
PAPADAKIS: Oh yeah. The record that I have, the 8.12 is not an NHRA record, but it's a FWD record. I ran that in November 2001. Shaun (Carlson) ran an 8.22 this year, we're talking a year-and-a-half later. No. 1, I had to say, is the competition or the lack of it in the Modified class and the really good competition in the Pro RWD class. Also, the attraction on moving to a faster, more high profile class and just trying something new. I still have the FWD car, which I'll still race at certain events.
Q: Do you ever plan on campaigning both cars at the same event?
PAPADAKIS: No, it's hard enough to race just one. If we try and do both, it takes away from one car. I do miss that car, but with the FWD, because of the drive train, it's not bulletproof as with the RWD cars. So, the FWD car is a more frustrating car to race.
Q: You debuted the RWD AEM Drag Civic at the SEMA Show in Las Vegas last fall. What was the reaction when you brought out the RWD car?
PAPADAKIS: Some people thought I was abandoning FWD, which I wasn't. I've innovated tons of stuff in that class anyway. People who think the way I do want to compete. They want to go racing. I wanted to go racing because I like to compete. I'm not into racing because I want to dominate everybody. If I'm dominating, that means I need to go somewhere else. I need a new challenge. I like the challenge.
Q: Whose decision was it to campaign the RWD AEM Drag Civic, yours or AEM's?
PAPADAKIS: It was a combination of both. We wanted to do something in another class and have a faster car. It's cool having a six-second car at over 200 mph. For the layman, it's just more high profile. At the same time, we made sure we wouldn't neglect or just give up on the FWD car.
Q: What's your goal for the 2003 season?
PAPADAKIS: To be within the top three. I want to be the third fastest guy out there and finish top three in points. For a first-year car, first-year team, first-year engine program, because everything is new this year, I think we've come a long way and the second half of the year is going to be kick-ass.
Q: Are you looking forward to the second StreetGlow Extreme Rush in Dallas in October?
PAPADAKIS: I'm really excited. Not necessarily to prove myself to the domestic crowd, that's not what I'm trying to do; we have our own following. After the first Extreme Rush I realized that's not really the people I'm trying to reach. I don't really care about the 55-year-old man with a muscle car in the parking lot. I don't care if he likes my car or not; that's not our market. So, I just take it as another race. It's the top eight cars in the points going out and competing at a national event in front of a huge crowd.
Q: What are your feelings about the rivalries in the Pro RWD category? Do you enjoy racing against that group?
PAPADAKIS: I love racing against all those guys especially because they're nice guys. It's always fun competing against nice people and we have plenty of that in the class. I consider everybody in the class a rival because they're not on the same team and they don't have Hondas. So, everyone out there is a rival. I like racing George (Ioannou) the most because he's the fastest in the class and he's got the bulls-eye right now.
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