Driving Sports

V6-Powered Miata is Awesome

Yesterday we did a photoshoot for our Miata Magazine, Forever MX-5, of this unique and very awesome V6-powered Miata.

Sure, there are V8 conversions out there, but they're simply ridiculous. Keeping "reasonable" with a Mazda-sourced V6 creates a car that is true to the essence of the Miata, but kicks performance to a new realm: 180whp in a featherweight car with fat tires. And yes, this car can handle. I may even go so far to call it brilliant.

Click the jump to see the video, and go subscribe to Forever MX-5 Magazine to read all the details in the Summer 2008 issue.

Our Garage: Ryan's 2007 Legacy GT

Subaru makes some fast factory cars. Specifically, its rally-bred STI is known for a 300hp fire-breathing mill and excellent road-handling capabilities.  However, as much as I like speed, I prefer to have something a little less “racer boy” for my daily driver. I like the feel of Subaru’s boxer motors and the driver ergonomics, I also happen to run a Subaru magazine, so it only made sense that I looked elsewhere in the ‘roo family when selecting a car for my own. In the end I chose a model with styling and an interior I could live with every day: a 2007 Subaru Legacy GT.

Stock, the Legacy GT has a 243-hp (crank estimate) turbocharged motor that shares many components with the STI. Though, unlike the STI, you can get leather, a moonroof and body styling that doesn’t look like it was an afterthought. In fact, I’d say the 2007-08 Legacy is one of the better-looking cars on the road today.

Of course, given my occupation, this car didn’t stay stock long. Shortly after break-in we started the first phase of changes in the “need for speed” category. This included a larger turbo, fatter top-mount intercooler and a Perrin turbo-back exhaust system.  All the parts were tuned using an ECUTek reflash and netted a tidy 280hp at the wheels

I ran that config for a good year and was pretty happy with the overall performance: the 18G Blouch/TDC Turbo spooled fast and had enough scoot for the occasional track day or Time Attack race. The Achilles heel was the top end. Power came fast, but didn’t stick around, making long straight-aways on the track my nemesis. Also, in hot conditions, such as I faced at the 2007 Tuner Shootout in Nevada, the top-mount intercooler just couldn’t keep temperatures at bay.

Endura-Tech now shipping 350z coilovers

I recently had the pleasure to drive a Nissan NISMO 350z at Laguna Seca Raceway. What a world of difference a little suspension tuning does for the Z. Now, our good friends at Endura-Tech have a new coilover for Z owners who want a little more than what the factory setup offers.

I've personally run Endura-Tech units on both my track Subaru 2.5RS and my highly-modded Subaru Legacy GT street car and can recommend them very highly. Quality products and an intelligent approach to each and every application. Enough gushing from me, read the short PR after the jump for more details.

Sync Your Ride!

Lincoln Navigator owners wishing they had Ford's industry-exclusive SYNC in-vehicle communications system, need wish no more.

Ford has introduced an affordable, dealer-installed SYNC accessory kit that allows select 2008 Navigator and Navigator L customers to enjoy Ford's voice-activated communications system. SYNC works with most Bluetooth-enabled mobile phones and digital media players.

Ford first introduced the Microsoft-powered SYNC system on the 2008 Ford Focus. And 11 other 2008 vehicles soon followed, including the Ford Edge, Taurus, and the Lincoln MKX and Lincoln MKZ. As part of Ford's aggressive migration plan, SYNC will be offered on nearly every 2009 Ford, Lincoln and Mercury vehicle.

Saleen Offers 302 Crate Engines

For the first time ever, Saleen will begin selling its high performance 302 cubic inch (5.0L) premium crate engines through its Speedlab Aftermarket Division. The engine will be available in either short block or long block varieties to satisfy the most seasoned of engine builders and power enthusiasts.

Saleen offers the same OEM quality, durability and precision-built engines used today in Saleen built performance vehicles. The legendary 302 engine has already made its rightful return to the performance stage in Saleen product offerings such as the Parnelli Jones Edition, Heritage Series, and the new 25th Anniversary Sterling Edition. Consumers now have the opportunity to upgrade their existing vehicle with a high performance Saleen 302 crate engine.

Messing with our Head

It's been a while since posting an update on the Time Attack Miata Project, simply because there's been nothing to report.

Several weeks ago the head was removed and shipped down to Delta Cam for some cleaning and spiffing.

Halfway into the job we stopped by to get some details about the process of cleaning up a Miata head. Click the jump to see Rob working his magic in a short video -- you might just learn something.

Turbo upgrade tips for Subarus

If you're a WRX, STI or Legacy GT owner, the need for speed inevitably leads to a bump in boost -- courtesy of a turbo upgrade. Now, this isn't an easy install, but for those inclined, Sean Sexton from Rallitek Performance (Portland, Ore.) shares a couple tricks of the trade with Subiesport Magazine that will cut your wrenching time by a significant measure.

Click here for all the action!

Brother, can you spare a ride?

I'm a magazine publisher, automotive journalist, 36-years old and here I am, attempting to bum a ride off my father-in-law. You’d think someone that spends so much time around cars would be a bit more careful about keeping at least one ticking.

Naturally, he inquired about my daily driver first. I had to confess I yanked the ECU to get it reset, in preparation for a story. The company doing the work accidentally sent it back to me via ground-mail (even though I specified next day priority) -- so it’s “in the system.”

He didn’t seem to think that ripping my ECU out was a good idea, especially for a car I just bought last year. “How about that ‘Zero’ project, the silver Subaru you raced at Portland?” He pressed. I had to admit, that car’s motor --and most of the interior-- is currently sitting outside the car in a garage down in Portland.

“The Miata?”

“Motor torn apart in preparation for a new turbo kit,” I replied dryly.

“How about that really old rust-bucket, from the 70s, that little green Subaru?”

It was obvious I was beginning to appear less-and-less like a responsible family man, and more like a ruffian looking to take out as many cars as possible, just for the fun of it.  As though some form of transportation had wronged me in a previous life and i was looking to get back at each and every four-wheeled-contraption that crossed my path.

“Oh, that?” I hesitated. “I blew the head-gasket last summer. Head needs to come off.”

After a long pause, he probed further. “You didn’t take Melissa’s car apart, too. Did you?”

No. That was true, my wife’s Mazda3 is still road-worthy. That was practically a vow she had me include in our wedding, “thou shalt not approach this woman's vehicle with intent to ‘improve’ it in any way, less thou shalt face much pain and suffering. If you agree, say ‘I do.’” More or less, I forget the exact words.

Here’s a tip for the would-be tuners out there. First, don’t disassemble the last working vehicle you own. It makes getting around a bit of a challenge from day-to-day. And, second, don’t ask your father-in-law to lend you his car when you do. It’s more embarrassment than it’s worth.

Ferrari threatens legal action against 360 owner

When is a Ferrari no longer a Ferrari? When an owner adds 6-ft of metalwork between the front and back of the prancing stallion, according to Ferrari lawyers. The UK's Times Online reports:

Dan Cawley, 36, of Cheadle, Manchester, has 14 days to remove all prancing horse badges, Ferrari names and “360 Modena” symbols from the 6m (20ft) car. “What kind of precedent does it set when you can’t do what you like with your own property?” asked Mr Cawley.

[Times Online]

New-Gen Legacy GT Coilovers

On the topic of Project Cars, I'm also building a hot 2007 Legacy GT for Subiesport Magazine. A few days ago I received a "beta" set of coilovers from our friends at Endura-Tech suspension. As soon as the weather clears I'll get these installed and tested. It's been either raining or threatening rain for the past two weeks here in Seattle.

This is a twin tube gas damper design that's 10-way rebound adjustable, with a spring rate of 8k on the front and 6k in the rear. This is a very similar setup to what was used on the now legendary "Zero to Hero" project series (see video).

I've been running a set of H&R Sport springs over the stock shocks on this car so far, and that's been a huge improvement over the factory setup, but I damaged one of the struts at my last race. This will both fix the strut as well as bring handing to "the next level." I'll post more on these after I get them installed.

Time Attack Miata Gets Gear

Look what just showed up in the mail today for our Time Attack Miata project: A pile of goodies from AEM! Lessee, we have an AEM Plug-n-Play stand-alone programmable engine management system (EMS). There's also a pair of gauges: the UEGO gauge/controller that taps to the wideband for real-time tuning results (AFR/Lambda-switchable), and AEM's Serial gauge, which monitors 19-data channels from the EMS. These will go on just after we get the Bell Engineering turbo kit installed. It's looking up to be a fun month of March in tuning-ville.

Time Attack Impreza: Curve Appeal

I for one have never been much for big power. Sure, lots of grunt is good and fun, but does it make your car better? For most of us interested in some form of amateur motorsport, the answer is no.

While this idea of less power is better might be blasphemous to some, Subiesport Technical Editor, Tim Bailey is one of these, I find that having balance, predictability and just a little bit less power than you have talent is a good way to find lower lap times.

But before I get into my most current round of chassis R&D, I have to set the record straight. In a previous article my colleague, employer and rival, Ryan Douthit stated, “Who's car has yet to put down a hot lap at our testing airfield? Oh right, that would be Travis' beloved Dreadnought Impreza. Excuses have ranged from 'the clutch is going' to 'the engine can't take any more,' yes, I've heard it all. Fact is, the car simply hasn't been able to withstand an entire lap, let alone run a complete race.”

Armin's New Addition

Ahhh, the new STI.  Most people tend to be on the fence about how it looks, but I was sold on the hatchback with wide fenders from the instant I saw it.  As of Sunday, January 27th, I became the proud owner of a new 2008 Subaru WRX STI in Lightning Red.

This car is a rather stark contrast to my 02 WRX and 02 M3.  It's almost as if Subaru took the refinement of the BMW and put it into the more hardcore shell of the old bugeye.  Without any hint of turbo lag, the power comes on very smooth, the clutch feels great and easy to get used to, and the handling, while a bit softer than my M3, still handles the corners very well without being too harsh over bumps, highway expansion joints, or potholes.  On top of that, I'm very happy that I decided to go with the Lightning Red.  Dark Gray Metallic was may first choice, but after waiting a bit too long for it and seeing the red in person, I knew the red was for me. 

As of right now, I've nicknamed her "Blaze," with an alternate name of "The Crimson Knight."  I already have pretty extensive plans for the car, so she won't be staying stock for too long.  New wheels are definitely in order, as are new seats.  I'm not the skinniest guy in the world, but these stock seats have pretty much no bolsters and are pretty uncomfortable on my 25-mile daily commute.  As the mods start happening, I'll definitely keep DrivingSports readers abreast of the situation.

 

Taking it off the streets

Since the horseless carriage was first invented, no doubt it did not take long for people to start seeing whose was faster than another.  It's the competitive spirit that we as humans have inside, which of course does not just pertain to cars.  This spirit is what fuels those of us who love to watch sanctioned racing, modify our cars for performance, or go out to local tracks and events to enjoy driving fast in a safe and legal manner.  On the other hand, it's the same spirit that also gives us the adrenaline rush to speed and perhaps even race another car on the highway or local side streets.

Before I go much further, let me preface the rest of this blog with the fact that I am no angel by any means.  I've had my share of run-ins with local authorities, and without going into too much detail, I've been through enough to realize the consequences of my actions.  That said, I think that gives me a good place to stand on when in regards to my opinions on street racing and how to combat it.  Anyway, it's very easy for someone to have absolutely no remorse for a street racer.  Not only do they break the law, but they also put innocent people at risk, contribute to higher insurance rates for all drivers as a whole, and make all car enthusiasts look bad to the media and authorities.  Nationwide, people lose their lives in accidents involving street racing, and no matter how you look at it, the loss of life is tragic.  The problem is there, very apparent and often seen in the media, which frames it as being a problem of epidemic proportions.  In no way am I playing down the problem, but there a few things that I feel should be pointed out.

Saving a buck more important than proper R&D?

I don't think there's a doubt in anyone's mind that they like to save money whenever they can.  After all, if we all had extreme amounts of disposable income, we'd all be driving Ferraris, right? :)  Anyway, over the past year or so, I've noticed a good number of "new" products released that show obvious signs of a lack of research and development.  Some of these signs include poor fitment, poor aesthetic finish, not including all the necessary hardware to keep prices down, the use of cheaper materials, and completely blatant knocking off of an already existing product.  As I see these products becoming more and more popular, it makes me wonder if this trend is going to continue and gain strength.

One example that I've come across is in one of the markets that we at World One Performance are looking to expand into.  The most popular exhaust in this market (among the customers we talked to) was from a one-person shop who simply made all the exhaust piping in their garage at home.  While I fully support the entreprenual spirit, there was no testing involved to prove any performance benefits, there was no mention of the type of material that was being used, and the exhaust itself looked very unprofessional, just as if it was made in a person's garage.  Nevertheless, this exhaust was the exhaust of choice vs. more expensive reputable brands, simply because it was cheap.

Is this the direction that the aftermarket industry is moving toward?  The argument could be said that "a pipe is just a pipe" but just because something fits on your car doesn't mean it's a quality product.  On that same point, just because something is very expensive doesn't necessarily mean it's a quality product either.  The key is that I encourage everyone, not just our customers, to do their own research and make good, educated buying decisions for the aftermarket products on their vehicle.  While the prices for some products may seem a bit steep compared to some other competitors, just remember to keep in mind that you're not just paying for the product by itself, but also the research and development behind the product too, and very more often than not, you truly do get what you pay for.  You may seem like you're saving money at the beginning, but when poor construction, materials, or performance rear their heads down the line, you may easily end up paying more money not just to replace the poorly-designed product, but also to fix anything that the poorly-designed product took along with it when it broke.

Getting ready for the 2008 import car show season

Just recently, my car show team and I had a meeting to discuss our first car show of the year.  Being in the car show scene since 2002, I've got a few years under my belt and I've watched the scene evolve as much as my bugeye WRX has over the years.  During the off season, it's easy for me to lose enthusiasm for what my team and I do every year, but this time I've paid witness to a lot of changes that I believe are bad for the scene, even if it really isn't particularly anyone's fault.

The most apparent thing I've noticed is that a lot of the car show enthusiasts that I've gotten to know over the years are retiring from the scene.  Many of them have their show cars for sale and others have already sold their cars off and moved on with their lives.  The problem is, there really hasn't really been much of a crowd to fill these shoes.  This can partly be attributed to an overall movement of the aftermarket industry toward being much more performance-oriented rather than aesthetic-oriented, but I truly don't see that as being a problem. 

If anything, I actually welcome this very much, since I'd rather see a really powerful, complete car that is driven like it should be at a car show, rather than a car that only sees the light of day a few times a year, with some of that daylight blinding you from its fully-chromed undercarriage.  However, all too often lately I've been hearing comments such as "I saw better cars in the parking lot than in the actual show" and that truly disheartens me.  If you have a show-worthy car, why not show it and be proud of the money you've put into the aftermarket parts.  Sure enough, the argument can be made that one just wants to keep to themselves and what-not, but if your car in the parking lot looks better than what's in the show, then I think it's almost snobbish not to share your wonderful creation with everyone else.

Another problem that I've seen is all the drama that comes about because of how car shows are administered.  Everyone wants fame by winning trophies; after all, there was a time when winning 1st Place Subaru was my main goal when I went to shows.  However, thanks to inconsistent judging practices, politics related to car show teams or event sponsors, and the simple fact that the trophy you win comes nowhere near the amount you invest into your car, I think that many people are losing sight of what it means to be a car enthusiast, and more specifically a car show enthusiast.  I think that I've reached a point now where I could truly care less about winning another trophy personally.  All I'd like to do is show off my car, help support my team, and enjoy myself without all the drama.

Okay, so I've cited a few problems, so how do I propose we all fix it?  I think a big step in the right direction would be to have more show and shine events, where there aren't any trophies or competition and the money used to participate goes to a charity of some sort.  That way, the show goes back to just being for enthusiasts and showing everyone what you've done with your car, your money, and your heart and soul.  Hot rod enthusiasts are able to do this easily on an almost weekly basis during the show season, so why can't those of us with imports do the same?  Since I don't think it's all the difficult, I'm hoping to organize at least one of these charity show and shines with my team this year.  If it's anything like what we had done in the past (raised about $3000 for Seattle's Children's Hospital) then I think it'll be a huge success.

Is 400 wheel-horsepower really for me?

I often have people ask me, "how do I add more power to my car?"  More often than not, the power goal they have in mind is at least 400 horsepower to the wheels.  Now, as much as 400 whp is pretty damn cool, what's really in that number?  Since I know Subarus and Evos decently well, we'll use them for the example of a turbo build. Here's what we're looking at in terms of aftermarket parts to reach that level:

• Full turboback exhaust (catless preferred)
• Higher flowing fuel pump
• Higher flowing injectors
• Custom tuned engine management
• Larger turbo

For those of you in the naturally aspirated crowd, it's not quite this easy.  Forced induction is going to be the best bang for buck method of getting to this power level.  Even 350Zs and M3s need a super- or turbo-charger to get up to this power level, despite having less drivetrain loss with rear-wheel drive.  Either way, all of the above is a good chunk of change to drop into your car.  Subaru and Evo owners are likely to drop about $4000 for a setup like this, while 350Z and M3 owners will be spending at least $5000 before labor. 

With all of the above, you'll be close to, if not more, than 400 whp, depending on the turbo you decide on and the tune that you get.  So now you've got the power, but what are the drawbacks?  These are the things that most customers I speak to never even consider, which is the whole purpose of this blog.

1. What about the rest of the car? -- Having a good amount of power under the hood is fun, but don't forget to make sure the rest of your car is balanced enough to handle this power.  There is almost nothing scarier than a powerful car with stock suspension, brakes, and tires.  Balance is key here.


2. Where are you going to drive the car? -- A good tune should be good and reliable for daily driving, but how often are you really going to take advantage of that 400 whp?  Going to jail for reckless driving probably isn't going to be worth the amount of money you paid for the power mods.  Thus, if you don't regularly frequent a track, autocross, rally, or otherwise sanctioned legal area where you can actually put your car through its paces, it might not be worth it in the long run.


3. Are you going to be satisfied with the drivability? -- Much of the drivability depends on how the car is tuned.  Turbo lag is an inevitable thing at 400 whp, but it can be tuned out to make the car smoother to a certain extent.  Having ridden in a few 450 whp cars myself, I can say with full confidence that a good tune goes a long way.  On top of that, don't forget about the balanced suspension to match the power.  Obviously, your soft stock suspension isn't going to cut it at this power level, so be prepared to have a little bit of a harsher ride unless you decide to go with one of the higher-end suspension systems.  For those cars that are RWD, putting that much power down to the ground on two wheels can spell disaster when it's wet, so that should also be taken into consideration.

Keep in mind, by no means do I want to rain on someone's 400 whp parade.  I just think that it's important that a customer should be educated and know what he or she will be giving up or will experience in order to attain this goal.  That said, if you still share this power goal after all of the above, with the right parts and tuning, I can assure you that you will not be disappointed with the outcome.