• 2004 Honda S2000 – Lemon Drop Top

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    Of all of the cars in Honda’s long lineup in the last few decades, none contain as much crossover appeal as being the S2000. For each and every Prelude or Civic owner that advanced to own one of several roadsters, there are actually just as many newcomers on the community that set out to findfeatures of a winner, specifically in the general public’s eye. RWD, convertible, a rev-happy engine, and a chassis blessed with incredible handling – it’s got every one of the makings of the perfect weekend car, yet its reliability means daily driving isn’t a problem at all. And currently, with over a decade under its belt, used Honda S2000 are incredibly affordable. Of course, with the much access now granted, the number of modified versions has risenYou can find S2000 project cars scattered all over the country today, and they appear to grow most popular every year. Some are well don’t and done stray too far through the intended feel, look and purpose from the car, while others – well, they seem to be in a race to view who can bolt-about the most “”””stuff.”””” Scott Healy, owner with this gorgeous Rio Yellow AP2, will never win an award for the best pieces of flair added to his two-seater, and thatas soon as he laid eyes with a magazine article back in 1999. Later replaced it when the Spa Yellow version was introduced, although the moment the car hit dealer showrooms, Healy jumped all over a Silverstone model. His second S2000 seemed to be cursed because it never quite ran soon after adding a supercharger, and check out as he might, Healy couldn’t zero in on the problem. After dealing with the entire summer without being able to drive his convertible, he decided he’d had an ample amount of the frustration, and purchased another Honda S2000, this perioda set of 18×8/18×9.5 BBS LM wheels plus a trunkful of audio, Healy decided to hunt down an entire interior from the CR trimmed S2000, Honda’s track-oriented version of the roadster. Door to door yellow stitching from the factory, combined with the Kevlar-like materials on the seat centers, provided a perfect complement to the car’s lemon exterior. To continue the yellow and black theme, Healy somehow convinced Downforce USA to produce their diffuser kit in carbon Kevlar as opposed to the standard carbon fiber, and just like that the appearanceThere’s always room to get more power, as amazing because the Honda S2000’s F-series is. Much like his previous build, the car would not run right, although a Full Race Pro Street turbo kit was next on the agenda. investigation, Tuning and troubleshooting eventually led back to at fault – a faulty air/fuel gauge. The problematic meter was used in both cars and caused more headaches than Healy wish to admit. With the problem solved, the car was finally complete and his tuning woes were long gone.

    Scott Healy’s 2004 Honda S2000 is a shining example of what simple, well thought out mods can do to aIn late 1993, when Acura announced the third generation Integra, it was actually met with mixed reviews. Aesthetically, the four circular lights up front were so far pulled from the second gen’s sleek, streamlined lamps that many had no interest in a vehicle. Others, however, after having experienced the new Integra’s user-friendly cabin, excellent handling and new B18C power plant, were far more interested in how the car drove instead ofThe folks overseas in Japan, Europe along with other markets were treated to higher performing and much better looking options, as with most anything Honda-related. Tuan Chau, owner on this 1995 Acura Integra GS-R, was knowledgeable of the JDM frontend that avoided the quad headlight setup completely and instead relied upon attractive one-piece lamps and a more aggressive front bumper starting from the factory. Many before had already done the conversion, but ever since he was 15 Chau had envisioned having one of his own. He found a vehicle for sale in Seattle, went through with all the purchase and hadthat the previous owner had done, Chau took the car out for a few blasts to make sure it absolutely was up to par. Unfortunately, it wasn’t plus a nasty rod knock showed up quickly – a result of a spun rod bearing. Out came the engine, and all of those otherthe car to look factory fresh, he headed to his local Honda parts counter for new seals, more, trim and moldings bolts and clips than he can possibly remember. An Integra Type R five-lug Spoon and conversion calipers were added, and once the paint dried the chassis was ready for anywants to swap a K24/K20 combo into his Civic hatchback, Chau took that K20 and installed it to the 1995 Integra GS-R. To include a little more kick to the 2.0L lump, a Jackson Racing supercharger was bolted on at the start, while an R*Crew header made its way to the backwith his fantastic 1995 Acura Integra GS-R started off on the wrong foot, ultimately, a complete restoration, supercharged heart and of course that JDM frontend conversion that he’d always dreamed about made upcontrolsmost effective engine of theirTechnology Underbody flaps produce downforce or reduce drag as needed

    Electronics Side Slip Angle Control is perfectconsiderOne point five seconds: While driving in traffic on your way to work, this small segment of your energy takes longer to describe than actually experience. Yet at Fiorano racetrack, Ferrari hallowed home circuit of, 1.5 seconds is an eternity.

    Ferrari originally built Fiorano in 1972 to give the business a benchmark for testing and development. The 1.86-mile circuit has 12 curves, and it needs a good driver in a very good car to lap 1.5 seconds quicker compared to1 minute, 23.5 seconds around Fiorano, the 458 Speciale was exactly 1.5 seconds faster than the standard 458 Italia, and 1.4 seconds faster compared to legendary Ferrari Enzo.


  • Grabbing Onto Your Summer Before It gets Away and you Live With All That Regret

    Summer is short and summer is fleeting and you do not want to be facing Labor Day with a bunch of regrets of things you could have and should have done to make the summer a great time. There are so many people who put off till tomorrow what they should be doing today and there you go, they die and never get to see that happy tomorrow. That whole notion of seeing the world and traveling when you are older, after retiring, is just a fantasy, that doesn’t happen, so don’t live for tomorrow, live for right now. Wouldn’t you rather be happy now – if you are always happy “now” you’ll never be looking forward to a time when you will be happy, since you’ll always be happy “now.” Why wait? here are some things you can do to be happy now, and enjoy this fleeting summer.

    Buy A Cool New Car

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    Don’t wait for your old hunk of junk t break down on you and leave you stranded on the side of the road, then you scrounge for change to get whatever new junky car you can find. No, live for the now, and get a summer set of wheels that’ll make you happy to be alive and will show others that you have a lust for life. For example, a Nissan Xterra is great car for the summer and will be reliable like the Nissan brand. See what we’re talking bout by checking out the newest Xterras at Temecula Nissan. You may be surprised how sweet they actually are, and affordable. Look at them online at Metro Nissan Redlands. You’ll be pretty pumped you decided to live for today and not for tomorrow.

    Go On A Vacation

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    I love when people tell me they’re going to travel the world some time in the future. What is the future? The future is never, ever here. It’s literally impossible to do something in the future. You can only do something right now. The future is a myth designed by the man to keep you down. Forget it. Buy tickets to Hawaii right now and live a little. That future trip will be upon you and you will literally be getting on a plane and going to Hawaii instead of thinking about how maybe someday you will. Don’t die with a laundry list of things you never did. Who does that impress?

    Shut Off the TV and Go Outside

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    Sometimes we spend so much time staring at our little screens, whether it be our phones or our pads or our computers. We can’t help but have our eyes glazed over and our brains atrophy. Forget it. Shut off your machines and your gadgets, leave your phone at home, and go outside. Look up. Look around. Smell the world. Open your eyes. Even doing this an hour a day will give you renewed life and a sense of what’s important.


  • Nissan S15 Silvia – Garage Mak Shark

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    The very first contact we had with Kenichi Bakky Tsubaki was through Facebook when we expressed interest in showcasing his Nissan S15 Silvia in Import Tuner. The 25-year-old university student was ecstatic about the idea, telling us that it was certainly one of his dreams to be featured in an American magazine. Leading up to your day of the photo shoot we stayed in contact, chatting about his car,work and school, sometimes nothing in particular. Didn’t own one until the age of 19 when he finally called an ST202 Toyota Celica his own, even though we learned that the Nagano native had a desire for cars from an early age.so when it was based in a fairly rural area, an auto became necessary as a means of transportation. Currently, Bakky is justlink with Garage Mak preceded his time on the university. As much young car enthusiasts usually do, Bakky showed up at the shop one day, asked about a part or two, and expressed his fascination with one day building his car to the level of completion that he or she saw in the cars leaving Garage Mak. On the next a few months, his visits to Garage Mak increased in both frequency and duration. Within a couple of years they had forged a relationship with a bit more substance than that of the normal customer and shop variety. Although Garage Mak provides services for all cars, their specialty make is Nissan, as can be seen from the many top-level Silvias which they build. Bakky also recognized this, and realized that although his Celica was a great car, it didn’t quite fit his current needs, especially if he was going to be affiliated with Garage Mak.impressed by the S15 Silvia, understandably so with the tried-and-true chassis and suspension design, the strong beautiful lines of the body, even the interior is stylish yet functional. In 2009 Bakky saw the Silver Shark, Garage Mak’s demo S15 in action for the first time, an event that might surely be inspirational for many people, was a total game changer for Bakky. It was an experience that he would describe as receiving a strong shock. Apparently the shock was sufficiently strong enough to blast his priorities out of sync. When he went home that night, Bakky knew he was missing something from his life; his heart was full of urgency and require. Despite having never owned an S15, he missed it. During 2010, Bakky bit the bullet, bid farewell to his Celica, and made a hefty withdrawal from his banking accountthroughout his time attending the University that Bakky met Kei; Kei was also a student as well as a fellow car enthusiast. As car guys tend to do, they stuck together and finally started to consider each other close friends. Kei’s car styling cues would rub off on Bakky as Bakky’s would on Kei. While Kei and Bakky worked on their respective degrees, they also tinkered with their cars-Bakky with his S15 and Kei with his R32. During breaks Bakky would move way back in with his parents and carry out theThe leading bumper, rear bumper,fenders and hood, and trunk have all been replaced with FRP and carbon fiber; a rear diffuser, rear over-fenders, and side skirts were put into the body. One of the very few pieces on the body of this car that may be not a Garage Mak part are the Ganador Super Mirrors-a decision that we will find no fault in, of course. The full car was then resprayed with a coat of Metallic Blue paint, a color that is certainly not a custom mix but one that Bakky would not divulge to us, offering instead a virtuallythe automobile demands attention, what lies underneath is equally impressive. The car came equipped with the SR20DET through the factory. The highly regarded powerplant is, of course, no slouch, but with endless choices of upgraded parts available, the want of more power is one few can resist. In the case ofincluding the Tomei head rocker and gasket arm stoppers, SARD fuel pressure regulator, and Yashio Factory ignition system keep your engine running safely and smoothly. A GReddy short port intake manifold maximizes air volume starting the head, while a Garage Mak exhaust system helps the engine exhale as efficiently as you possibly can. This formula is good for 482 ps at 7,500 rpm, tuned on an A’PEXi Power FC ECU. The power is transmitted to the Dunlop Direzza ZIIs wrapped around 18×9.10 and 5.5 Enkei RPF1s through a Nismoclutch and transmissionan even ride. As for the rest of the suspension, no arm has been left stock, from the Ikeya formula tie rods to the Cusco rear lower control arms, all things are adjustable, spherical, and all around superior to stock. The inner is as spartan as one would expect from the car on this nature, made up of not much over the Garage Mak carbon-fiber dash, a pair of Bride Vios III seats, MOMO controls attached to the column via a Works Bell Rapfix quick release, and a Nismo shift knob. Bakky says, My car does not have interior decoration (but that is) among the characteristics, whicheach morning, we were running on practically no sleep. Having driven from Yamanashi the night before so that he could have adequate sleep for a day, bakky had arrived with Kei on the meeting point a bit early at a quarter past 4. Bakky was as pleasant in person as he was online-soft spoken, well dressed, as well as an air of refinement about him. We had originally planned to photograph the automobile at sunrise, however, as luck could have it, it was actually cloudy that day. As we sat and waited to the sun to rise, Bakky told us that just a few days ago the heavy snow had actually cracked his front bumper, so he scheduled a crisis trip to Garage Mak to fix the bumper and set down a fresh coat of paint. The rest of the shoot went quite smoothly despite Bakky becoming a bit nervous about driving his car within the city; he usually drives this car in very rural areas where vehicle code laws are more lax.

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    We started in Shiodome, proceeded to the Wangan and the Rainbow Bridge for many rolling shots, to Minato Mirari in hopes to shoot before the Akarenga Souko (we were motivated to leave within a few minutes) finally wrapping it up at one of our friend Sekinei’s secret spots. Kei headed out from there, basically we decided to have breakfast at Jonathan’s. Bakky’s well-mannered personality showed even in the way he ate, cutting small parts of his food and very deliberately placing them in his mouth, perhaps to ensure that he could answer questions promptly in case the conversation was steered toward him. He would regain his composure immediately and answer them clearly and with a grin, although sometimes he would get excited when asked questions about his car. Bakky should have graduated by the time this post goes to print. He had also been going to work off-site for Garage Mak, handling their international relations, even though he mentioned he had a full-time position arranged at Epson as an engineer. Considering his very professional demeanor, we cannot suppose that Bakky, excuse us, Kenichi Tsubaki, can have any trouble excelling at both jobs. Truly a male of great taste and lots of talents, an engineer, a pet dog lover, and, quite apparently, an artist; we will enjoy seeing his future creations.


  • 1999 Honda Civic – The Takeover

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    The continued growth of USDM car culture in Japan is an intriguing one. What started out as just a mere meshing of styles by a couple of individuals has developed into a national movement. In its infancy, USDM style lacked true understanding by Japanese car enthusiasts. They collected ideas from whatever they saw on the net, and a number of the styles they attempted to reproduce weren’t always what true American import car culture was about-they were only the flashiest. Car guys in Japan were just attracted by whatever was the furthest using their norm. It wasn’t till the last few years when they really started to determine whatcenter and dashboard console in sexy suede.

    USDM style has expanded exponentially in Japan these last year or two because of the Internet. Today, USDM fanatics in Japan can adapt our styling cues every single day. The lines of communication are plentiful and enthusiasts here are more than willing to provide photos, knowledge and video and more whenever needed. Our tuning philosophy is better understood because it is documented daily and it is readily available around the world. Information, however bountiful, is merely as valuable as it is interpreted. If there was a group of enthusiasts from Japan that truly “”obtain it”” and understand USDM Honda styling, it might be the guys from Tactical Art. Located in a tiny shop in Osaka, the Tactical Art crew has long been immersed in USDM car life. You’ve actually seen a couple of their builds before in Super Street. When they first started modifying their particular Hondas with this particular style, it was actually largely based on what they saw via the Internet. It had been a fusion of traditional Osaka chic and budding trends in the U.S. In the past 2 years, they have elevated their work tomight appear a bit “”simple”” for many of yourself who regularly encounter modified EK Civic hatchbacks (specifically in white), but you have to consider where this car came from and how it came together. In Osaka, it’s pretty rare to discover a well-rounded build of this caliber. Most Hondas in that region are typically race cars or race-themed vehicles that resemble the old Civic one-make races of yesteryear. You’d be amazed if you awakened one day and expected to notice a Honda that was built from the floor up with a custom enginebay and paint, and interior work. It’s nothing like they have an inability to pull it off, it simply isn’t a norm that may be characteristic of their car culture.


  • Grabbing Onto Your Summer Before It gets Away and you Live With All That Regret

    Summer is short and summer is fleeting and you do not want to be facing Labor Day with a bunch of regrets of things you could have and should have done to make the summer a great time. There are so many people who put off till tomorrow what they should be doing today and there you go, they die and never get to see that happy tomorrow. That whole notion of seeing the world and traveling when you are older, after retiring, is just a fantasy, that doesn’t happen, so don’t live for tomorrow, live for right now. Wouldn’t you rather be happy now – if you are always happy “now” you’ll never be looking forward to a time when you will be happy, since you’ll always be happy “now.” Why wait? here are some things you can do to be happy now, and enjoy this fleeting summer.

    Buy A Cool New Car

    NissanMay2015-5-1

    Don’t wait for your old hunk of junk t break down on you and leave you stranded on the side of the road, then you scrounge for change to get whatever new junky car you can find. No, live for the now, and get a summer set of wheels that’ll make you happy to be alive and will show others that you have a lust for life. For example, a Nissan Xterra is great car for the summer and will be reliable like the Nissan brand. See what we’re talking bout by checking out the newest Xterras at Temecula Nissan. You may be surprised how sweet they actually are, and affordable. Look at them online at Metro Nissan Redlands. You’ll be pretty pumped you decided to live for today and not for tomorrow.

    Go On A Vacation

    NissanMay2015-5-2

    I love when people tell me they’re going to travel the world some time in the future. What is the future? The future is never, ever here. It’s literally impossible to do something in the future. You can only do something right now. The future is a myth designed by the man to keep you down. Forget it. Buy tickets to Hawaii right now and live a little. That future trip will be upon you and you will literally be getting on a plane and going to Hawaii instead of thinking about how maybe someday you will. Don’t die with a laundry list of things you never did. Who does that impress?

    Shut Off the TV and Go Outside

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    Sometimes we spend so much time staring at our little screens, whether it be our phones or our pads or our computers. We can’t help but have our eyes glazed over and our brains atrophy. Forget it. Shut off your machines and your gadgets, leave your phone at home, and go outside. Look up. Look around. Smell the world. Open your eyes. Even doing this an hour a day will give you renewed life and a sense of what’s important.


  • “Special Vehicle Operations – SVR – Back To The Future “

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    Jaguar Land Rover has announced the development of the SVR, Special Vehicle Operations, to tackle projects outside the usual scope of manufacturing and engineering. Limited-run vehicles, personalization, heritage vehicles and branded goods will all fall under the control of what is being described as a business in just a business. John Edwards, managing director of SVR, explained, Tata has given us freedom, autonomy and, most importantly, the confidence to do this allReturning To The Future

    In the event that anyone has become living off the grid for quite a while, Tata Motors, an Indian company, bought Jaguar and Land Rover from Ford in 2008. And it’s had the great sense to deliver resources and money to drag both marques from the Blue Oval blues.

    At this year’s Monterey Car Week, JLR rolled out the very first three fruits of SVR’s labors. Within a move that probably wouldn’t have been possible under previous overlords, Jaguar is building 250 types ofBack To The Future

    Project 7 was named in honor from the seven Le Mans victories in Jaguar’s history. Design director Ian Callum explained how the car’s styling originated with a sketch of a modern sports car inspired by the D-Type. I love this car, he explained. It’s rebellious and shows what you can do if you put imagination into something.

    European-spec cars will get a lower windshield with lowered seats, while Usa cars will stick with standard windshield and seats. Other exterior modifications will be shared.

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    A greater front splitter, side skirts, rear diffuser and rear wing are constructed of carbon increase and fiber the Project 7’s downforce by 177 percent compared with an ordinary F-Type convertible. Output from the supercharged 5.-liter V8 has risen to 575 hp, which Jaguar claims will result in sprinting from to 60 mph in just 3.8 seconds.

    Project 7 isn’t pretty much performance. To the right ones, though it’s also about building something special and it’s an announcement that the real passion is back, along with the courage to build a limited-run car that won’t interest everyone.using its maiden SVR offering. The Product Range Rover Sport SVR takes the current most rapid of Rovers for the finest fringe of performance technology. The 550hp SVR has a claimed -to-60-mph duration of 4.5 seconds. But more impressive is a Nurburgring Nordschleife lap of 8 minutes, 14 seconds. Even with all the on-road performance, the RRS SVR is still as capable off-road as the standard Sport model. Land Rover USA’s Brand Vice President Kim McCullough said, We always have to be mindful of our core values and expand from that point. Technology has made it feasible to build a car with this kind of performance without having to sacrifice off the road. No matter what, that’s a Land Rover badge on there.

    Again, McCullough gave credit to Tata for the ability to do that. Under previous ownership, this would have been seen as a distraction. If your run of 250 cars is still too mass-market along with a luxury SUV with sports vehicle performance too predictable, then the Continuation Lightweight E-Type might be more your speed, but with M and AMG building vehicles in this category, customers expect a vehicle this way from Land Rover..could possibly be better compared to the originals. While they will be faithful reproductions, they can be built to the first drawings rather than patterned following a particular car. In the early ’60s, quality control and manufacturing tolerances weren’t what they are today. Should you compare dimensions and individual components of a pair of the original E-Type Lightweights, you may think they were the latest models of. Variances in critical dimensions like track and wheelbase, even overall length and height, could nearly be measured in inches. Together with the new cars, these variances will be measured in thousandths of an inch.

    Fans of Land and Jaguar Rover will contend that cars just like the XKRS-GT and Autobiography Range Rovers were the precursors for all this. Maybe they were. The formation of SVR, however, shows a long-term dedication to vehicles that perhaps don’t make perfect logical sense but fulfill an emotional need that were missing through the lineups. Embracing the heritage of these legendary marques, while exploring the future by melding it using the latest innovations, is a winning formula.

    Apparently Projects 10, 8 and 9 are actually under method for SVR, and we will see another one within 12 to eighteen months. It could be anything from another continuation car to a different fast Jag. No matter which way it goes, the rest of the industry will be watching. The British are coming back and coming back fast.


  • 2015 Porsche 918 Spyder – First Drive

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    Thanks to this career, I do a minimum of one thing per month that would make my 12-year-old self’s head explode. Being placed in the pits at Mazda Raceway Laguna Seca, in the driver’s seat of Porsche’s latest hypercar-the 918 Spyder, getting ready to chase racing legend Hurley Haywood around the track would surely cause prepubescent cranial combustion. Realistically, it can be my last, although this isn’t my novice in the Porsche 918. And I can’t imagine it getting any better even if it isn’t.is nearly as easy as any other Porsche sports vehicle. I have been sliding inside and outside of Caymans and Boxsters for hours on end before this and, thanks to Porsche not believing in any kind of winged, scissor or otherwise compromised-for-the-sake-of-style doors, I will plop in just like the others. In normal with Porsche’s GTS cars, the seats are sport-bucket style and confirm my less is more philosophy in relation toThe environment is familiar, but more futuristic. Exposed carbon fiber is everywhere, which seems appropriate in a car wrought from the black wonder-weave. The center touchscreen is more smartphone-like. The controls has a rotary controller for driving mode selection as well as the cabin is starker overall than a Cayman. It’s comfortable, but a little more Chris Pine’s Enterprise than Patrick Stewart’s.the real key and a few things whir, a number of beepers beep and lights light-no engine noise. I’m in full electric mode and roll out of the pits as quiet as a mouse on newly greased rollerblades. The front motor produces 129 hp while the rear motor nestled involving the V8 and also the transaxle produces an additional 156. The nature of electric motors means they produce their full 430 lb-ft of torque from zero revs. Porsche claims standstill to 60 mph in 6.2 seconds when burning nothing but electrons. Firing the 608hp, 4.6-liter, flat-crank V8 not just produces a shriek of exhaust noise, but additionally shaves that -60-mph time down to a test-verified 2.4 seconds.just a couple inches wider than the car. Before the tight left-hander, I switch to Race Mode. The engine catches, and crackles of combustion erupt to rattle my helmet. I gingerly roll in the throttle because i pull out. One does not simply jump on a combined 887 hp. My foot keeps falling, since there is no symbol of tire spin. Even though I’ve driven the automobile before, the acceleration is breathtaking and I’m compelled to merely mouth an expletive.around the brakes reminds me that stopping from the 918 is as impressive as going. The original bite just feels a lttle bit wooden, the only telltale from the car’s hybrid-ness. There’s basically no dive under braking, only lots of stopping power. Turn 3 is fairly easy: a small-speed, 90-degree, flat right-hander. I’m nowhere near the limit and feel as though I’m limping on the apex, even though the speed differential between a Cayman GTS and also the 918 should be enormous.A giggle, although back in the gas, and the acceleration is life-changing-no swearing. The shift is merely noticeable because of the blat sound that shoots from the tailpipes. I brush the brakes for Turn 4. Again, it’s completely flat, but this one is deceptive and straightforward to run wide at the exit. I wonder if it’s easy to corner at this speed on street-legal rubber as I burn through Turn 4 faster than I ever have on any tires. I can’t determine if I’m more excited to get driving a 918 or having a front-row seat to Hurley Haywood drifting his 911 Turbo S straight to the edge of the track.I remember the stern warnings about Mazda Raceway’s noise limit. Outside this bend, just up the hill, is one of the great wonders from the modern world: a sound-measuring shack. The noise limit could easily be broken by several cars that are completely legal on any road in the United States. So, why get it? Because people built houses around a racetrack-long after the track itself have been established for several years and then were shocked which it was loud. Anyway, I coast through the corner and upshift entirely into seventh to not upset the fragile feelings of yourI’ve driven a few 1000-plus-horsepower cars, but none of them have felt as fast as the 918 pulling up this hill. In the middle of an upswing is Turn 6, a tiny kink left. It looks easy enough but there’s a nasty bump right with the apex that easily upsets most cars. The 918 seems to have trophy truck-like suspension travel, probably because it isn’t using the majority of it up with body movement, for this type of low-slung machine.The remainder of the climb happens in a flash and before I understand it, I’m standing on the stoppers for the Corkscrew. It’s worth mentioning that the 918 decelerated from 60 mph in 94 feet during testing. Luckily, the car has a little more in reserve as Haywood’s rear bumper has suddenly become huge. It then jukes disappears and left below me as he, i, dive in the one of the most challenging and celebrated corners this side of Eau Rouge. Some cars feel light and simply about fly; the 918 seems to generate its own suckers and gravity itself to the pavement. The bottom of the Corkscrew banks to the right. Together with the 918’s acceleration and natural cornering abilities, this is a whole new experience in g-forces and I’m pushed to the left rear corner from thein every car. It’s near-warp from the 918. I can feel the rear-wheel steering doing its thing here as being the car’s attitude adjusts slightly without steering or throttle input. It’s perceptible, although not distracting.If the speed is way too easy, while pinned to the seatback, letting the car run out on the right before pulling it back to the left for Turn 10, I wonder. The 918 is much faster than even Haywood’s Turbo S, yet I don’t feel like I’m working that difficult. Bearing down on the apex, I prove my own theory as I provoke a bit of understeer with an abrupt lift in the brake pedal and some aggressive steering input. Unwind, patience on the gas and I just kiss the curbing on exit.

    Of all of the times I’ve driven here, I don’t think I’ve ever gotten Turn 11 perfect. Today is no different. I apex later than I should and end up sacrificing a bit of speed. Luckily, the 918 has that in spades, and I’m at triple digits before the self-loathing can even let out a sigh.

    The straight at Laguna Seca has a kink to the left as well as a quick fall and rise. This is when drivers of really fast cars see God more frequently than the Pope does (unless His Holiness is a regular track rat at Laguna Seca). Inside the 918, it’s a non-issue. Get the line right and it’s simply smooth sailing all the way down for the braking markers for Turn 2.

    And so concludes one of the most interesting lap in the 918. While most people won’t ever get to drive a 918 Spyder, they may see the technology trickle over the next couple of years. A hybrid 911 is unquestionably going to happen, and that we already have a plug-in Panamera. It might even be the best version of that big sedan. The notion of a small, high-revving, naturally aspirated engine complemented by the down-low torque of the electric motor should appeal to all enthusiasts. If this is the future of sports cars, sign me up.


  • Car Safety Features Which May Save Your Life

    It’s a pretty scary thought which must pop into every driver’s head from time to time. There you are driving long without a care in the world when you glance down to switch channels on the radio just at the point that the truck in front of you jumps on the brakes. Wouldn’t it be great if your car could brake automatically helping to avoid any collision?

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    Well, this technology and much more like it actually exists already. Manufacturers are constantly looking for ways to make vehicles safer with many of these safety features finding their ways into ordinary, everyday, moderately priced cars.
    Next time you pop into riverside fiat or any other dealers looking for a change of wheels perhaps you should worry less about the make, model or color and concentrate more on the safety features which are fitted to the car.
    Here are a few of the ones you should watch out for:
    Adaptive Cruise Control – this innovation uses radar like cameras and sensors to keep an eye on the distance between your vehicle and the one in front. If the vehicle in front slows down your car will slow down too in order to maintain a safe driving distance. The vehicle will then speed up again along with the traffic.
    Forward Collision Avoidance Systems – uses the same sort of technology and alerts drivers if the vehicle is getting a little bit too close to the one ahead.

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    Autonomous Braking – this kicks in if the driver fails to respond to previous warning systems. Some of these systems can brake automatically to help avoid a collision or at least lessen the impact. The most effective systems are a combination of forward collision warning with auto braking.
    Backup Cameras – these were once only available on the top end luxury vehicles but are now available on many mid range cars. The camera will be displayed either in the rear view mirror or on a dash display and gives drivers a clear view when they are reversing into a parking space or down the drive.
    Reversing Sensors – can be used either with or without the backup cameras. The sensors will basically beep whenever you get too close to something as you back up, and the closer you get the louder or more frequent the beeps will become.
    Parking Assist – if you get a little bit anxious about trying to squeeze into tight parking spots this could be the feature for you. Many newer models of car are fitted with a feature which detects the space and size available for parking and guides you to the correct starting position to parallel park. You can then take your hands from the steering wheel and leave the tricky part to the computer as your car is backed perfectly into the space as if by magic . . how awesome is that?

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    Why not pop down to OC Fiat and see the great selection of new and used motors they have for sale. Many of the newer vehicles will have a selection of safety features fitted as standard whereas others may be available as an extra. Advances in technology really are helping the world . . . and the road become a safer place to be and to drive, so it makes perfect sense to take full advantage whenever possible don’t you think?
    Remember to ask about any safety features on any of the vehicles which take your fancy. It’s better to be safe than to be sorry after all.


  • BC Racing Builds a 700hp E90 BMW M3 Taxi Cab (w/video)

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    BC Racing Builds a 700hp E90 BMW M3 Taxi Cab (w/video)

    I’m sure we’ve all had that cab ride from hell, where the driver disregards speed limits, traffic signs, and common sense to achieve your destination while arguing on the phone with all the dispatcher. It’s an unpleasant experience, leaving you sweaty and shaken-but it doesn’t have to be like this. BC Racing and its 700hp 2008 BMW M3 showcased it’s carry out how a taxi driver should carry himself, as seen with the build here.

    The original French Taxi movie franchise (written by Luc Besson, starring Samy Naceri-not the appalling Jimmy Fallon/Queen Latifah remake! ) illustrated which a skilled driver in the right machine could possibly get you to your appointment from the minimum time with maximum proficiency. And while most of us are nervous passengers by default, all of usis no different from ordinary people, and was in a position to possess some fun with the concept of a well-driven taxi as he was approached by one of his sponsored drivers.

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    You see, Philip Grabow from road-race prep specialists Element Tuning was in a pickle. He was leading the U.S. Time Trial Championship when his regular race car caught fire and was burnt beyond quick repair. All he needed was to score points with the next race and the 2013 TTU class title will be his. So a call was placed to Pete to find out what could be lying around. Pete had his ’08 BMW M3 in the workshop by chance. Originally Frozen Silver, it had been treated to severalof any ride by using a 700hp Active Autowerke-supercharged V-8 under the hood!

    This is Active’s most powerful E9X M3 blower kit, boasting a substantial 700 hp and 480 lb-ft at 9 psi through the Rotrex C38-92 supercharger. The blower is mounted by using a machined bracket and relies on a dedicated drivebelt system, as opposed to sharing the car’s accessory belt.

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    The Rotrex has its own oil supply, and Active gave it a different oil cooler to keep temperatures under control in the harshest conditions. The company also fitted a front-mount intercooler to cool the charge air once it entered through the dedicated cold-air intake.which is evenly given to the eight velocity stacks. The air is mixed with extra fuel from the large Bosch Motorsport injectors, at a rate dependant upon the custom software created in-house by Active for the M3’s ECU.

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    AA’s own bypass and blow-off valves create plenty of hissing and whooshing since they bleed off boost when the driver lifts his foot. And to avoid detonation on low-grade fuel or at high temps, the Level 3 system comes along with water/methanol injection as extra insurance. The performance increase was nothing short of astonishing. If it has an excessive amount of power, on first acquaintance, it’s some of those conversions that almost feel as. Naturally, that’s difficult, but it was insanely fast and very loud together with the X-blow and pipe-off valves.

    Pete originally bought the M3 because his company provides a full range of suspension kits. While catering to a wide number of vehicles, they have a soft spot for BMWs, as does his test and development driver, Chelsea Denofa, a person who has run most versions of the 3 Series from theis honored on offering custom suspension setups for individual vehicles, developing each coilover kit for its intended application. Whether its street or track, the company has driven the car under those conditions and valved the dampers to match. If you require, BC Racing can also provide custom springs and will revalve the dampers.the most notable-of-the-range BC Racing ER Type coilovers. These have a twin-piston design, with larger external fluid reservoirs to control heat, as well as separate 30-way compression and rebound adjustment to allow for fine-tuning. The truth is, the reservoirs house the secondary piston that controls the compression damping. These particular coilovers in addition have a Swift Spring upgrade, an optional extra that gives customers access to an array of quality coil springs.

    Using its track chassis, Pete stuck with 18-inch wheels to give himself the widest possible choice of tires-in this instance choosing semi-slick Toyo R888 rubber. The Toyos are placed on BC Forged TM14 wheels. These are from the one- and two-piece wheel range. It absolutely was originally designed by BC Racing but has become distributed by PYSpeed as BCR continues to concentrate on its suspension systems. Other designs are available, even though the two-piece wheels are produced from aircraft-grade T6061 aluminum and custom-made to individual specifications using a concave spoke design.we were surprised to learn Pete volunteered his 700hp E90 M3. The guy clearly has a feeling of humor-he chose to wrap the silver paintwork in bright yellow 3M vinyl and apply taxi checkers aside: a job he did himself over the course of 3 days with company General Manager Tim Griffith.

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    The result is actually a machine that could rival the thrill factor of BMW’s own Nürburgring Taxi fleet. Actually, the team even added a taxi pricing structure for theincluded in the roof for the photos, Phil proceeded to complete second at the last race of the 2013 season at Sebring, claiming the USTT TTU championship. In fact, you will see the story unfold in the exclusive video shot for us by BCR’s marketing manager, Cody Slack. It recounts Phil’s request and Pete’s loan of his M3. The recording is online at europeancarweb.com and well worth a visit.

    Cody reported that several unsuspecting people actually aimed to hail this taxi though it was being shot around the local streets, as a final thought. Apparently one guy went running over to it but changed his mind when he saw what he was about to step into-that was probably a very good option!


  • Roll cages offer protection and improve handling.

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    Looking a bit cagey

    Many tracks insist that cars are fitted with roll cages and or roll bars. In motor sport competitions you will notice that most regulations also insist on a roll-cage. What is the job of a roll cage and are there any benefits of having one fitted? More and more TorqueCars members cars are being fitted with roll cages, so could this be just a new styling trend or is there something good for the car tuner?

    Roll cages offer protection to the driver and tighter body control.

    Many track cars are stripped of unnecessary weight. This often involves removal of crumple zones which absorb a lot of an impact. While you are in competition you are pushing the car harder and the consequences are much more dangerous.

    A roll cage will help you to provide a strengthened zone inside the car to guard the driver. When the car flip over onto its roof or be struck by another fast moving competitor the cars driver will have a fighting chance. The regulations for each motor sport body vary and range from the straightforward stipulation that one be fitted to exact details of bar number and diameter of connecting points and harness points.

    The actual structure of the roll cage is calculated to increase the rigidity and acquire the maximum strength from the lowest weight. A huge plus of experiencing a roll cage fitted is that the car will not experience as much flexing as it otherwise would. Just as a strut brace will help cornering a roll cage will also boost your track times and allows for much more and tighter precise setting of suspension components.

    A bare metal roll cage will obviously be intrusive inside the car and will obscure at least an element of the door. It is best to get some roll cage padding around any part of the roll cage that your particular arms, head or legs can come into contact with. This can make a significant difference in a crash and minimise fractures.

    To suit a roll cage you must really strip out the even, headlining and carpets remove the seats. The fitting process can make a lot of mess. You will need to locate the strongest chassis points and connect the roll cage to this. Bolts and welds are the most common methods and occasionally you may need to drill through the floor pan or into the sills to allow a good join.

    Roll cage kits come with full fitting instructions and are personalized for each car. A 4 point roll cage may have 4 connections that need to be made (surprise surprise). Some may require that the door be welded shut so ask before your order if you are not planning to climb through the window. Kits could have curved door bars to enable easier access.