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SRS begins with a movie of a four-car drag race that's eerily reminiscent of a scene in the first Fast and Furious movie. In my opinion, it wasn't the best choice of action, but the cars, which included a HKS Skyline GT-R R34, VeilSide Supra, loaded WRX and a scissor-door RX-7, were pretty cool. After this finishes, a loading screen offers a few looks at some industry models like Courtney Day, Flo Jalin and Kaila Yu before taking you to the main menu where your game mode choices are street, arcade and multiplayer (split screen, system link or Xbox Live). I selected street mode and was off to have a little fun. Here, your purpose is to pick up the slack of a fellow crew member, Eddie, who's landed himself in jail for street racing. You’re given the keys to a highly modified Nissan Skyline GT-R and enter a race to earn some money for a ride of your own. Half the money goes to you while the rest is spent on bailing Eddie out of jail. ...the cars don't handle well and you don't have the sense of speed...After completing this initial race, which introduces you to the game and its physics, you head to the showroom where a variety of cars are available. Represented brands include Mitsubishi, Toyota, VW, Lexus, Subaru, Mazda and Nissan and each offers a range of trims you can purchase. Starting with $30,000, you can pick up an Eclipse, Celica, Golf or 2.5 RS, however, your incentive to make more money, which you do by racing of course, is that high-end models can also be purchased. Thirty different vehicles are available throughout the game, including several variations of the 350Z, Mazdaspeed RX-8, Supra TT, STi and S202, Skyline GT-R M-Spec Nür as well as the final RX-7 FD3S models — Spirit Type A and B models — that lived on in Japan until 2002. Each can be customized with countless modifications. Once you've picked a ride (mine was a silver pearl Eclipse GS-T) you can start racing or head to the garage to perform some modifications. But a stock ride will only take you so far in this game, so I went shopping. In the garage, your choices are pretty decent. Among the performance categories you're able to tweak are: performance upgrades, engine tuning, suspension, exhausts, nitrous, turbos, electronics, brakes, tires, body kits, spoilers, wheels and weight reduction. You can also alter the cosmetics of your ride with vinyl, stickers and paint and even hop on the dyno to see how much power you're making. A very cool aspect of the modifying process in SRS is that you can select actual mods from companies like GReddy, VeilSide, APC and more. But before installing anything, a dyno run was in order. My stock GS-T achieved 215 hp @ 6,071 rpm and 212 lb.-ft. of torque @ 2,957 rpm. After purchasing a GReddy TD-05 turbo and intercooler, performance spark plugs, pulleys, Venom 400 performance module, MSD ignition, JIC Magic Spec 90 exhaust, AEM cam gears and an Unorthodox stage one clutch, my car's power jumped up to 485 hp @ 6,142 rpm and 456 @ lb.-ft. or torque. Plus, the torque curve had smoothed out a lot and, after what seemed like a very long time to get to this point, I was finally ready to race! I headed out into the streets of L.A. to track down some action, which didn't take long. After you find one, all races have a buy-in. Some also let you wager preset amounts. It's a good way to make money faster, but I immediately had some concerns. Firstly, the cars don't handle well and you don't have the sense of speed like in other games I’ve reviewed. Also, cars take on damage way too easily and, unfortunately, shelling out the cash to fix it is almost as much a part of SRS as the modifying is — not very realistic. You can repeat the easy races to make money easier, but it’s very time consuming. Navigating the mod choices in the garage is also tedious because of slow loading times. I also found the free-roaming city maps uninformative and nowhere near as expansive as they ought to be. You can meet up to 18 different girlfriends in the game, but good luck finding the warehouse to hook up with them. Perhaps the most realistic aspect of SRS is the inclusion of the police, which serve to pull you over and fine you for various driving offences. Naturally, this also gets tiresome. SRS falls short of expectations in that too much time is spent doing things other than playing the game and enjoying it. Despite some really cool selections of aftermarket parts, SRS suffers from slow loading times, too much repetition and it wasn’t long before the cons outweighed the pros. Overall, SRS is a game I would neither rent nor buy. And, it's certainly not one I'd try to complete. I have better things to do with my time, like work on my own or a friend’s car. Namco's time would be better spent bringing Pac-Man into the 21 st century. [TOP] |
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Held Jan. 28-30 inside the National Trade Centre building at Toronto's Exhibition Place, the most recent edition of the annual custom car show seemed smaller than in previous years. However, you'd never know it from the tens of thousands of weekend show-goers that flocked to "The Ex" to get glimpses of the impressive collection of custom cars on display.
From modified big rigs to slammed mini trucks and lowriders, and souped-up sport comps to big block customs and racecars, Speedorama had something for almost every automotive taste.
Tucked in amongst the busy aisles were such treats as a trio of spiffed-up whips from California's West Coast Customs. And despite a recent brush with their local mod-police, the boys from MTV's Pimp my Ride program made the trip north to show off their amazing Chrysler 300 convertible as well as a performance and audio-enhanced BMW 745Li and baby blue Cadillac Escalade.
Presented in concert with Canadian Tire, Castrol and Mothers Polish, Speedorama draws a diverse cross section of enthusiasts and vendors.
On the lowrider side of things, Underworld Customs brought out its dropped Black Magic Chevy S-10 as well as modified Acura RSX featuring chrome wheels, carbon hood, full body kit and more.
Xtreme Customs was also in the house with a low Dodge Dakota and Canadian musician Kazzer's blacked-out 1962 T-bird. Kazzer also made an appearance on stage where he and his band ripped out a few tunes for those in attendance on Friday night. Close to the stage was another grouping of pretty intense hydraulic lowriders by the True Playaz.
Mopar seems to be picking up its presence in Canada too. For Speedorama, it set up the Speed Shop to display an assortment of its wares such as head covers, exhausts, lighting, spoilers and suspension for Dodge vehicles like the SX 2.0, PT Cruiser, Magnum and more. Also exhibiting was Ron Beauchamp's Mopar-sponsored Dodge racecar, which competes in the CASCAR series, and a bright SRT-4 with stage two modifications and paint and airbrushing by Custom Images and Art on Wheels in Amherstburg, Ont. I'm looking forward to getting the keys to this bad boy come spring because it is one hot-looking car.
...Volkswagens and Hondas seemed to dominate the tuners...
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Another hot sport comp was the mid-engine Ford Focus from Polito Ford Lincoln in Lindsay, Ont. Based on a Ford Focus ZX3, racing enthusiast and owner Anthony Polito mounted a V6 Ford SHO engine midship to get a power-to-weight ratio and weight distribution of a much higher priced sports car. The 3.0-liter DOHC 24-valve SEFI engine produces 300 hp and 250 lb. ft. of torque through a five-speed manual and the Focus features rear-wheel drive, carbon fibre body panels, bumpers, hatch, RS grilles, GT 40 hood and a WRC wing among other racing necessities.
Other racecars at the show included Tony Pontieri's '92 Pro Modified Camaro and Todd Payton's Top Fuel Dragster.
Volkswagens and Hondas seemed to dominate the tuner side of the show, but there was one vehicle that stood out above the rest in my mind.
Nestled into Kaption Audio's booth near the front of the show was a jaw-dropping candy red 1997 Dodge Neon. Hardly recognizable as such, this car featured a chopped convertible top and an engine bay for display purposes only. Most of the 2.0-litre engine was chromed and polished, but the big surprise here was a pair of built-in video monitors and separate speakers. Kaption outfitted the car with a bunch of I.C.E. upgrades from subs and tweeters to amplifiers, which were scattered throughout the trunk and open-to-the-sky interior that also included a fibreglass dash and numerous other custom features.
Remember George Miljevics' '87 Sunrise Pearl ultra-low S-10 the Mod Squad featured in last week's edition. I'm pleased to report that it was very well received by the attendees and judges of Speedorama where it placed first in its class and won the award for best overall mini truck of the show as well as best truck interior.
Other feature attractions included two Frankenstein creations from Jesse James' Monster Garage, namely the Porsche 944 "golf ball picker-upper" from episode six and cop car turned "mobile doughnut shop" from episode 26. Outrageous!
All in all, Speedorama was a successful season-opening event for car buffs. And if you live in the London area, you won't have to wait until next January for Speedorama to beat the groundhog to the punch. In fact, the next edition takes place at the Western Fairgrounds on March 25-27. So get ready and keep on modding!
[TOP]
Keep on truckin'
TO DATE, the Mod Squad has been geared toward the import and domestic sport comp tuning crowd that's helped create a $30-billion-dollar-a-year and growing niche industry.
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In a recent e-mail, George Miljevic told me that "it's good to see that amongst all the negative press tuner enthusiasts usually go through, you're able to bring some positive light to the sport."
Not only did George's e-mail validate the Mod Squad's purpose, it reminded me that, before the tuner segment took off, sport truck and lowrider enthusiasts had been around for decades. In fact, with their revolutionary methods of modifying vehicles, these diehards paved the way for future tuners by showing us that anything is possible.
Like the tuner scene, sport trucking has its fair share of bolt-on equipment, but really it's the serious custom fabrication work that motivates these gearheads.
"It's easy to bolt a turbo on to anything," says the 26-year-old senior graphic designer from Ajax, Ont., "but try altering the body to be smoother and cleaner. Better yet, fabricate a one-off air ride setup."
Both are expert modifications that can require a lot of time and meticulous care to do properly. Miljevic performed both on his 1987 Sunrise Pearl Chevy S-10, but he didn't stop there.
"There was no Fast and Furious when I originally bought this S-10 in 1997," says Miljevic. Already lowered and rolling on 15-in. rims, he looked to the "how-to" sections in U.S. truck magazines for ideas on how to customize it to his tastes.
The first round of mods included a three-inch body drop and 17-in. billet wheels on a full air ride suspension. By the time 2000 rolled around, it was among the top show trucks in Canada, but for Miljevic it wasn't enough. He decided it was time to tear it apart and do it all again, only better.
"After many years of bloody knuckles and frustration, the truck was finally completed late in the summer of 2004," says Miljevic. "Being a graphic designer by trade led to a design that's clean, smooth and colourful."
Today, his S-10 features a body that's been shaved of everything from the door handles and locks to the mirrors, badges and fuel door, which is now found in the bed. Even the front fenders and bumper were shaved down to give a unique look and the grille, which was originally for a full-size Chevy, was customized to accommodate recessed headlights and a fibreglass hood.
To attain the lowrider look, the chassis was modified to permit a complete body drop of almost five inches. For suspension, the S-10 is raised and lowered using two-inch Belltech drop spindles with Firestone air bags and Munroe shocks to smooth out the ride.
Miljevic admits the rear end was a huge challenge considering the 20-in. rims he had planned. "The rear frame rails were clipped just behind the cab and a new section was added with the addition of a monster notch to give the truck ample room to go down low," he explains.
"The rear end was completely welded up and then shaved using a Grant Kustoms one-piece skin and pan. I added a 1965 Chevrolet symbol because people wouldn't know if it was a GM or Chev. The emblem gives a nostalgic feel and also answers some questions."
With that taken care of, Miljevic added the 20-by-8.5-in. rear and 17-by-8-in. front Epic Marquis wheels and surrounded them in low-profile Kumho Ecsta 712 rubber.
"A Street Beat sliding rag top was installed to vent the truck on summer cruises, and I created a custom fibreglass panel to house a pair of LED taillights. The panel is activated by the air suspension and, when the truck goes down, everything disappears to create a killer back end."
With the body mods done, Miljevic handed the truck over to Chris Ray, who spent several hours prepping and painting the truck in the gorgeous hue seen here.
Power comes from the original 2.5-litre four-cylinder engine, which was rebuilt entirely and features a ported and polished intake, with a 2.25-in. custom exhaust system to help it breathe.
...low rider enthusiasts had been around for decades...
For continuity, the colour theme was carried inside the cab where a custom fibreglass dash with white face Auto Meter gauges is one of the main focal points. You'll also find custom door panels by Pickering's Premiere Auto Salon and an upgraded audio system, as well as the controls for the air suspension. The tank is located in the bed.
"The seats were regular racing buckets bought at a local speed shop," explains Miljevic, "but instead of wrapping them, Chris Ray and the owner spent many more hours sanding them to perfection so they too could be sprayed with House of Kolor Sunrise Pearl."
"The majority of work was done by myself with the help of some friends," says Miljevic. A member of the Sinfull Creations custom car and truck club, special thanks go out to Allan Lake at Pickering Tire, Lloyd at Ultimate Customs, Mike, Rich, Jeff, Justin and especially Traci, Madison and his parents "for putting up with the last four years of mods."
The Mod Squad is proud to have featured this truck before anyone else, however, the S-10's official coming out party takes place this weekend at the annual Speedorama show in Toronto. If you're in the area, drop by and check out Miljevic's truly exemplary showpiece in person. You're sure to be impressed!
[TOP]
Wackiest mods
TUNERS GO to great lengths to show off their originality when it comes to modifying their vehicles. Whether the end result is good or bad is a matter of opinion, but sometimes tuners can take it too far.
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A few months ago, I published a picture of a rearview mirror that had been converted into a working audio head unit. It was shown to illustrate the fact that, even in moderation, car customizers know no bounds. But in fact, this mod was done in a competition/show vehicle, yet it raised the eyebrows of some Mod Squad readers who wrote in to say how absurd it was to "hang the radio control in front of a piece of safety equipment."
...professional shops should know better...
The same guy said, "I bet those geniuses could build speakers to cover up the outside mirrors as well." Evidently he was onto something, yet I played it coy and chalked it up to an imaginative enthusiast simply expressing his creativity.
Fast forward a few months and wouldn't you know it, both the New York Times and CNN recently ran stories about crackdowns on two popular car makeover T.V. shows. The Times reported that Pimp My Ride, a MTV reality-based show affiliated with West Coast Customs in Long Beach, Calif., was fined $16,000 US by federal regulators who were unimpressed with their breed of mods.
The article by Danny Hakin cited that West Coast Customs "was fined for removing front air bags in cars to install video screens in steering wheels." It also stated that Uniondale, NY-based Unique Autosports "was fined $5,000 for a similar offense" while in production for another upcoming reality show on the Speed Channel, Unique Whips.
The National Highway Traffic Safety Administration (NHTSA) called the fines the beginning of a "larger crackdown on car customizers who were disabling safety equipment," which are there for a purpose, not for your entertainment.
NHTSA spokesperson Rae Tyson said, "It's not only a bad idea to disable the air bag, it's against the law." Of course, this is a U.S. law that's upheld in many states besides California and New York. "If you have a DVD player there instead of an air bag, it's not going to protect you in a crash."
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Some OE car makers offer video monitors as optional or standard equipment, and some can be seen from the front seats although they cannot be operated while the vehicle is in motion except when their function is to display navigation information. Yet, in-car electronics is certainly one area where tuners often go overboard with modifications to their road-going vehicles.
I've seen screens just about everywhere, including the head liner, sun visors, rear view, dash console, glove box and, yes, on the steering wheel. It's pretty scary when you know the DVD player or game console is only a few feet away, which is too tempting for some. But while I haven't seen side mirrors "monitorized" yet, I have found screens mounted, facing outward, in the rear quarter windows on some vehicles, which, for no other apparent reason, were installed to distract other drivers from their daily commute.
Don't get me wrong; if these are mods you've done or are thinking about for your show/demo or competition vehicle, be my guest. In fact, you can create a lot of buzz with creative mods like these. But, it you're going to install these on your road-going vehicles, a word to the wise: keep them turned off when driving because there are already enough idiots on the road to watch out for. Why be one of them!
There are laws south of the border to combat this worrisome trend and it's a matter of time before the law cracks down in Canada. Of course, it is illegal to operate a video monitor in the front seat here, but what safety items those monitors and other modifications have replaced has so far gone uncontested.
Besides the potentially dangerous mods I've just discussed, the most memorable head-scratcher was a Hummer H1 I saw at a U.S. show not too long ago.
It's not that uncommon to see these and other SUVs with wheels and tires anywhere from 22 to 28 inches. This I don't have a problem with as the brake systems are upgraded to handle the load. But the H1 in question was actually "laying chassis" (frame on the ground) with a set of 24-in. spinner wheels tucked up inside the fenders. Thoroughly unimpressed at the H1's lowrider stance, I thought to myself, "What's the point?" After all, the Hummer was designed to tackle mountains, glaciers, forests and rivers, yet this one wasn't even driveable. If you want to build a lowrider, start with a more suitable project vehicle, perhaps an old T-bird, Caddy or even a small pickup truck. I would have been very impressed seeing tank tracks on this H1 instead of the mockery of mods its customizers performed.
Another borderline mod was one I saw on a BMW where the front license plate holder had been turned into a mock missile launching system that revealed itself at the push of a button. While not a direct threat to anyone and obviously done for value, this shocking James Bond type mod could be more trouble than what it's worth if the law spots it.
Professional shops should know better, but individuals may find it hard to tell when a mod has gone too far. With so many potentially distracting aftermarket technologies available for cars these days, until there are consistent and categorized Canadian laws that clearly show what is and isn't acceptable on road-going vehicles, a tuner's best defence is their own discretion.
[TOP]
Dealership drifting
AFTERMARKET MANUFACTURERS know that demo vehicles are the way to an enthusiast's heart. These are vehicles that are built to showcase products or highlight the possibilities of customization in unique ways.
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One of the best examples of creativity and product integration in a demo ride is that of the underwater-themed Alpine Electronics Mini Cooper S by esteemed car builder Chris Yato. Using the latest Alpine technologies and cutting-edge custom fabrication and airbrushing, Yato transformed the Mini into a submersible concept vehicle complete with a centre-seat cockpit, yoke-style steering column and numerous digital data displays. The car, airbrushed all over in a stunning aquatic theme, features a chopped, open top with a curved mini windshield and hydraulic rear end that houses amplifiers and a sub enclosure resembling thrusters. For demo vehicles, it doesn't get any better than this!
A handful of OEM carmakers have also taken advantage of the demo vehicle phenomenon to influence younger buyers, but you're likely only to find these at a SEMA or CES (Consumer Electronics Show) in Las Vegas. Dodge and GM regularly commission one-off vehicles for use in trade shows, and Honda has teamed up with names like Mugen and RO_JA Motorsports to show off its vehicles in various tuner trims.
One place you don't normally associate with tuner demo vehicles is new car dealerships, but at Oakville Nissan in Oakville, Ont., you'll find a bronze 350Z Roadster with parts from renowned Nissan tuner Stillen and a few custom parts (totalling about $12,000) sitting in the front window. It begs your attention with a Stillen supercharger helping put down 350 hp at the rear wheels, a body kit and a carbon fibre hood and badges.
...demo vehicles are the way to an enthusiast's heart...
A wonderful showcase of dealer-supported modification, this roadster can even be purchased with a $400 extended warranty to cover the engine and transmission for three years. But, the 350Z will soon take a backseat to another important project by the Woodchester Auto Group at Oakville Nissan's 30,000-sq.-ft. retail/service facility.
In fact, there's a 1991 Nissan 240SX that's slated for a complete overhaulin' at the hands of the staff from Oakville Nissan and Woodchester Collision in Mississauga, Ont. Their goal is to do a body-off build-up of a S15 Silvia drift/street/show car that will bring young buyers into the dealership while it showcases its enthusiasm toward the tuner segment.
By the time you read this, the interior should be completely gutted with disassembly of the engine and other major components underway. Although it has just officially begun, the project's wheels started turning after a trip to SEMA last November.
Having toyed with the idea of building a demo car before, Sandy Liguori and Moe Sahakian, co-owners of the Woodchester Auto Group, attended last year's SEMA with a few of their staff to see firsthand the types of demo vehicles that are all the rage in tuner circles. They were impressed with many of the cars they saw, which made it easy for them to commit to this project -- a first of its kind for Canadian dealerships.
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Upon returning from SEMA, "it was almost like fate," Liguori says. "I went up to my office one day and looked out the window and there was this 240 that had just come in on a trade." This was the vehicle platform he'd be looking for, and a sign that moving forward with the project would be "a good morale booster and social thing for the company."
I recently sat in on a planning meeting for the 240 and learned that a budget has not yet been set, although it could cost upward of $50,000. The plan is to install a complete JDM S15 Silvia front end, which will not only consist of the front clip, but also the fenders, wiring harness, headlights and engine.
Replacing the 240's 2.4-litre KA24DE powerplant will be a potent Nissan motor familiar to most performance tuners for its ability to handle up to 500 hp or more in turbocharged trim: the 2.0-litre 16-valve DOHC SR20DET. This will be turbocharged and tuned for torque and throttle response with a smooth power band and, with major modifications to the suspension and drivetrain, the car will have full drifting potential.
It hasn't been decided if the car will ever compete, however, because NISMO parts are now available in Canada through some dealerships, I'm fairly certain it will feature some competition-bred parts from Japan's Nissan Motorsports (NISMO).
Under the leadership of parts manager Jamie Wilson, the man responsible for the Stillen Z, mechanical work on the 240 will happen at Oakville Nissan with master techs Dave Small and Ian Roy taking the lead. They will be supported by some of the other on-site techs before a rolling chassis is handed off to Woodchester Collision for the chassis and body work. Jakob Pospieszynski has already proved his worth by sourcing the front end as well as doing a ton of research that will inevitably help the rest of the team of volunteers.
With support from the dealership and body shop as well BASF, Bob Sanderson and Paul McFarland at East Hamilton Radio and Woodchester Auto Glass (interior), Liguori says, "We have an unlimited number of resources that can help us professionally get this thing done."
A finished product is still months away, but if all goes to plan, Woodchester will have a high-quality demo ride that could eventually find its way back to SEMA where the seed was originally planted. The Mod Squad will keep you up-to-date on any big news. Until then, stay tuned!
[TOP]
A tuner evolution
DURING THE past year, the Mod Squad has received much attention from readers across the country. Many of you tuners have sent in pictures and descriptions of your modified vehicles in hopes of being featured right here.
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For my part, I've been able to show off a few of the many impressive reader rides I get weekly.
This latest pair comes from Winnipeg by way of Troy Toews, whose history of getting into the sport comp tuning scene started innocently enough in 1996.
"I used to live in Moose Jaw, Sask., and when I was younger my dad took me to Gimli Motorsports Park in Saskatoon to watch drag racing," Toews recalls. "One day, we got there and I was mad because the Winnipeg Sports Car Club (WSCC) was having their crappy road racing with mostly little, junky import cars."
Not immediately sharing his dad's enjoyment of many types of motorsports, a teenaged Toews watched in disgust.
"That day changed my life," admits the import sport comp enthusiast. "We were in the pits and my dad was asking Al Marcoux (a local driver I still get excited about) some questions about his car. He was working on it at the time and offered to take us out for a few laps in his '90 Civic when he finished racing."
After experiencing the superb handling and g-forces in corners, and the speed of the tuned Civic on straight-aways, Toews was irreversibly hooked on import performance.
At 16, Toews owned a couple of beaters while he saved up for a red '91 CRX Si, which over the next two years received some minor bolt-ons and a fresh paint job. "It was lowered and I was having a blast doing autocrosses with the WSCC," says Toews, but, in the summer of 2000, the car was T-boned and written off in an accident.
...Toews was irreversibly hooked on import performance...
"I bought a Nissan NX2000, which was a lot harder to find performance parts for," he says. However, knowing this relationship wasn't going to work out, he located another '91 CRX in 2001 to turn into a racecar for WSCC. It has been a slow-moving project the past few years.
"It's now 2005 and I still haven't driven it," admits Toews, "but it has a freshly rebuilt B16 motor from Japan ... I just bought a condo, so before I even get to drive it, it will be up for sale this summer."
Recently married to wife Beverlee, Toews is reluctant to part ways with a car he's longed to race in for so long. But all was not lost.
"In 2003, I bought a black '99 Civic SiR with very low kilometres," he says. To this day, it still has fewer than 25,000 kms and has never been winter driven. It has all the major bolt-ons, and "since buying this car I have gone through a few sets of rims and tried many different kinds of suspension."
"I'm going for a JDM look and it has quite a few JDM parts on it, but I am not a JDM purist," adds Toews, whose goal is to have a clean, simple-looking car. With a shaved antenna and rear emblems, the SiR features JDM Integra Type R brakes installed on the factory 16-in. five-lug wheels from a Japanese Honda Integra.
Beverlee had a green '99 Civic EX that got many of the hand-me-downs from the SiR project before it was recently traded in for a 2004 Subaru Impreza WRX.
The Subaru was lowered right away and got the same 18-in. O-Z/Prodrive P1 wheels Peter Soldberg uses in World Rally Championship tarmac rallies. "The only difference is that we went with gunmetal grey instead of the WRC gold."
Having remained loyal to the Honda Civic for so many years, Toews was ready to make the switch, citing that "Honda isn't making anything interesting nowadays. They seem to be able to sell cars just on the Honda name and are taking things away from their cars that made them great in first place."
I agree, but to a point. The fact is that Honda is still making waves with its potent VTEC engines, especially the latest K20 series 2.0-litre DOHC powerplants found in the Honda Civic Si and Acura RSX, and excellent suspensions. "You could probably argue the S2000, but for $50,000 I believe the WRX STi is much more of a car," says Toews.
"We've only had the WRX for five months, but it's starting to go somewhere with some minor breathing mods." Tops on the list is a new turbo blow-off valve because "it just sounds cool" and some new side skirts from a friend who owns Toews' latest dream machine, the WRX STi.
The black Civic and white WRX were shown at the last Sport Compact Nights show in Winnipeg inside the Speed Factor booth. "Matt Factor (Lowen), the owner of Speed Factor, has always treated us fair and is a good friend," so it made sense.
Troy and Beverlee's latest projects are wonderful examples of the tuner evolution. Over time, vehicle preferences change along with the types of modifications and overall style and goals of customizing. For true tuners, one thing never changes: modifying a vehicle is much more than a hobby; it's a commitment and lifestyle that these two have embraced wholeheartedly.
Keep sending in your stories and photos! This is what the Mod Squad is all about.
[TOP]
News flashes and crystal balls
Photos by Antonio Alvendia (ciphermediagroup.com)
2004 HAS finally come to a close and, with it, the latest chapter in sport comp tuning has been written. With plenty of drag racing milestones and hundreds of custom vehicle masterpiece, season two of drifting and the inaugural JGTC race on North American soil complete, tuners will find it hard to say goodbye to one wild year!
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After crowning the first ever North American drifting champion (Mopar's Samuel Hubinette) and seeing the colourful Eiji "Tarzan" Yamada dominate much of the action at the JGTC GT Live event, including the time attack, Formula Drift demo and JGTC All-Stars GT 300 race, on Dec. 18-19 (just a couple of 2004's biggest highlights), it's hard to imagine what I expect will be an even bigger, ground-breaking year for the sport comp industry and its followers.
When it came to winning in the (Formula D) drifting arena, the most commonly referenced nameplate was that of the Dodge Viper. And, although only two were competing, it's hard to argue that Hubinette's Competition Coupe and Tarzan's Benihana GTS-R stole the show on numerous occasions. Whether it was the Swede's flat-out, aggressive style or Tarzan's calculated slide attacks, these two drift pilots were tops on many 'o nights.
Mopar is not releasing any plans for 2005 just yet, but if the chop-topped SRT-6 drift car it displayed at SEMA in November was any indication, it plans to give any and all competitors a run for their money.
But, with Ford putting the revamped 'Stang GT into the hands of several drift teams, the Viper's reign atop the North American drifting ladder may be in jeopardy. With Ken Gushi, who formerly drifted a private Nissan 240SX, behind the wheel of a new Mustang backed by Ford and Toyo Tires, and Vaughn Gittin J.R., who's swapping his Falken Tires-sponsored 240 for a new 'Stang, it will be tough for Mopar to stand alone.
With import manufacturers still on the fence about whether to get involved in drifting, which is unlikely to change in 2005, watch for these two domestic leaders to battle head-to-head all year long in Formula D and other spin-off competitions. Oh, and don't forget about Rhys Millen's Pontiac GTO either! It's a few tweaks away from being a championship contender.
The JGTC took the industry by storm a few short weeks ago with its "All-Stars" exhibition race at the California Speedway. Even with new names and faces for us to learn, the action-packed, high-speed series is one that's destined to become a hit over here!
To quickly recap, Toshihiro Kaneishi and Erik Comas won the GT 500 All-Star race in the G'ZOX SSR Hasemi 350Z turbo after 87 laps (200 miles). In GT 300, it was Tetsuya Yamano and Haruki Kurosawa's M-Tec NSX taking the checkered flag.
...watch out NASCAR, there will be a new game in town...
In their Eclipse Taisan Advan Viper, Tarzan and Patric Vanschoote had strong showings in the All-Star and Sprint races while Tarzan alone took the top three spots in the tuner car time attack (Bozz Mitsubishi Evolution VIII - 1:00.632; Signal Auto Skyline GT-R R34 - 1:01.224; and the XS Engineering Skyline GT-R R34 - 1:01.543). In 2003, he won the JGTC's GT 300 class with the Viper, the only North American vehicle to ever compete in that series.
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The event just passed was only an invitation-only exhibition race that displayed the series' top teams, drivers and racecars. It's hard to predict whether the JGTC will make an official tour stop in the U.S. in 2005; however, its globalization is underway and I do expect the buzz around the JGTC to stay alive and well over the course of the next 12 months.
Do I see another exhibition race over here? Perhaps, but I'm pretty sure the organizers would much rather bring us the real thing. If that happens, watch out NASCAR - there will be a new game in town!
JGTC and its personalities will become some of the most searched automotive items on the Internet as we North Americans try to get tuned-in before the 2005 season takes flight in a few months. Unfortunately, the late night television coverage will also have to wait to ramp up again.
On the sport comp drag racing front, the off-season's biggest news thus far is that Lisa Kubo is going from Saturn Racing, which is pulling out, to GM Racing and will be driving a Pro RWD Chevy Cobalt in 2005.
Strangely, however, this has left the 2004 Hot Rod champion Marty Ladwig short of a drive after he was not offered a contract extension by GM. I believe someone will sign the former national speed and E.T. record holder, but what class he races in is still a big question mark.
Scott Mohler is also parting ways with longtime Mopar teammate and friend Darrell Cox. He will seek a new sponsor to back his record-setting Neon in 2005. In another bold move, Scott Kelley's turning in the keys to his '69 VW Fastback for a new All-Motor Corolla XRS with TRD and Toyo Tires.
Aside from the Pro RWDs setting new records by hitting the 215-220 mph mark with low to mid sixes, and the Pro FWDs running in the high sixes, the upcoming drag season will undoubtedly be marked with numerous outstanding achievements. With a bunch of new cars and some new faces, whom these performances will come from is anybody's guess.
I suspect that 2005 will be the most exciting year yet for sport comp tuners. I'm so sure of if that I didn't even bother taking out my crystal ball this year. Stay tuned!
[TOP]
Miattitude
Photos provided by AlbertaCars.net
EVERY SO OFTEN you hear about owners who wrap their cars around poles or trees. Whether a Civic, a Caravan, a BMW or Ferrari, it does happen and, as unfortunate as it is, the outcome is usually not good at all.
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So, when I heard Calgarian Roy Oh's backwards tale about the time a tree wrapped itself around his 1991 Mazda Miata, I just had to see what was up.
"It's funny sometimes how you can look back and pick out that one moment that changed your life," the 29-year-old says, referring to that fateful summer day in '99 when a large tree blown over by strong winds landed on his car.
What could be considered a total write-off by most insurance companies transformed Oh's unassuming Miata into a platform for him to express his creativity. The true sport comp performance enthusiast he is, he had been in the process of saving for a turbo kit, "but that money went into getting the car repaired and repainted at National Collision Works."
Since his car was already undergoing cosmetic surgery, Oh went ahead and ordered a slick VIS Racing Type RE body kit complete with a new front and rear bumpers and side skirts to enhance the look of his car. NCW painted the car fire pepper red pearl, but not before the factory side mirrors were replaced with Honda CBR 1100XX motorcycle mirrors.
"I wanted my car to stand out even more, so I looked into vinyl graphics." Unmoved by the offerings on the market at the time, he took it upon himself to design some of his own in what was a sign of things to come.
The Miata's renovation was completed in time for its first planned showing at the now-defunct Canadian Import Nationals. Oh recalls, "I didn't take home a trophy, but my eyes were opened to what calibre of car takes home first prize."
Oh graduated from Grant MacEwan College a year later with a diploma is visual communications and decided to extend his design skills into a new graphics business called Silent Rage Design. At the same time, it was time to get more serious with his car.
In-car entertainment is an area that most tuners address at some point and, for Oh it was that time. "With help from Vision Electronics, a Clarion in-dash screen was added along with two Clarion five-inch headrest monitors," he says. It must be pointed out that while there is no backseat for passengers to enjoy the view from, these are situated perfectly for entertainment purposes at car shows where Oh and friends can enjoy some gaming and DVD action thanks to a Sony PlayStation 2 installed in the glove box.
For sound reproduction, Alpine Type R component speakers were installed to tackle the high and mid frequencies. Bass comes through loud and strong via a pair of JL Audio 10-inch subs, which flank a JL Audio amplifier that's mounted in a custom fiberglass sub enclosure inside the Miata's tiny trunk.
"I wasn't quite ready to compete so the interior was gutted and refinished in a red and silver colour scheme that was chosen to complement the exterior," explains Oh. National Collision and Silent Rage went to work by wrapping the dashboard and door panels in silver vinyl. "Whatever couldn't be wrapped was painted with the same fire pepper paint used on the body," to highlight the center dash console and gauge cowl. Oh finished off the interior with a MOMO steering wheel and Tenzo R silver carbon fiber shit knob.
Replacing the 17-inch Enkei wheels Oh's Miata previously wore, 18-inch Racing Hart S15 rims were bolted on around the same time an adjustable aluminum APR Performance mini drag spoiler was added to achieve a more aggressive look.
After Oh put the finishing touches on the Mazda's graphics package, which he can change whenever his mood swings by the way, "Red underbody lights were installed to draw attention at the shows and, to finish off the visual aspect of this car, my girlfriend Anh Au designed a decal for my car and we called it 'Solace.'
"These modifications earned me second place Mazda at Import Showoff 2003 in Calgary, which wasn't bad considering I had virtually no engine mods." But Oh still wasn't satisfied. He wanted first!
Realizing his car's shortcomings in a fiercely competitive Canadian show scene, it wasn't long before a GReddy turbo kit was installed to wow the judges as well as provide some added fun while at the wheel. He concedes "That I now had the horsepower, but it wasn't getting to the wheels."
To cure this condition, the stock 1.6-litre flywheel was exchanged for a "beefier" 1.8-litre flywheel along with a stage three race clutch from Pro Clutch. These modifications finally paid off at the 2004 VUB shows in Calgary and Edmonton where Oh took home first place in the Mazda class.
As with most tuner projects, this car has a future that could include a colour change to metallic gold with a matching interior, plus more engine work in the form of a Turbo XS intercooler, blow-off valve, chrome valve cover and possibly more. So far, Oh's invested around $25,000 into it, plus the $12,000 purchase price.
"I know there's a lot of work for me before I can take home the most coveted best of show award, but I'm happy and proud of how far I've come considering where I started. Thank God for that tree!"
[TOP]
Sport comps get caught in the Net
FOR DIEHARD Canadian tuners, a once-a-week dose of Mod Squad's sport comp news and insight is barely enough to get through the week, let alone the day... even for me. And, with the full onslaught of winter just around the corner, many Northern tuners are resigned to the fact that it's time for our rides to go into a long hibernation (read: storage) period as we wait out the snow and ice with turbo kits and body mods on the brain.
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Yes, it's that time of year when Mother Nature has her way with automotive enthusiasts as we bus it, train it, hike it, bike it, or even dare the daily commute in our low-budget, barely certifiable winter beaters. Few have access to a heated garage to keep pimping our rides up and, if you just can't get your mind off that new set of 19s or the latest and greatest exhaust system, where can one turn?
Even when car shows are practically non-existent and race tracks closed for this wicked season - skiers and snowboarders, who must endure spring, summer and fall, can sympathize - there is one place that never sleeps, where sport comp addicts can get their fix. The World Wide Web is that place.
Whatever you're into and no matter what you drive, the Internet is one of the best places to get information on the hottest cars, models, products and enthusiast organizations.
From tuner e-zines to forum sites, and show-off sites to the thousands of aftermarket parts manufacturer websites, you can find it all on the Net.
For starters, there are countless vehicle and/or model-specific sites that contain more information and pictures of your favourite brands of vehicle than you will ever know what to do with. Some are virtual encyclopedias of tech articles and step-by-step installs while others cover industry news and events from a tuner perspective. Some popular ones are dsmtuners.com (for owners of Mitsubishi Eclipse and Eagle Talons), FreshAlloy.com (a Nissan/Infiniti portal), FocalJet.com (Ford Focus), vtec.net (a.k.a. Temple of VTEC for Honda/Acura tuners) and DomesticTunerz.com, which caters to Chevy, Dodge and Ford sport compact car owners. All of these sites offer large discussion forums as well as countless other resources for modders; signing up for a free membership is encouraged. Of course, if your brand of choice wasn't mentioned, all it takes is a few tries on the Google and Yahoo! search engines.
...pull up a chair and shift your fingers into gear...
If you're a JDM freak and can't read Japanese websites, check out WorldLingo.com for its free and easy-to-use website and text translation features. I find it more powerful than AltaVista's Babel fish translator, which I've used haphazardly for years, and it produces better results.
For the Canuck car audio buff, a great place to visit is canadiancaraudio.com. Here, hobbyists, rookies and competition pros get together and swap stories and tech on the latest I.C.E. (in-car entertainment) technologies on the ever-growing forum. If you need help installing a head unit or hooking up an amplifier, or want to debate the merits of sound pressure levels versus sound quality, you're sure to find some interesting conversation in here.
Canadian car enthusiast clubs make up a small portion of online auto club sites. TeamEvolutionConcepts.com, Son240SX.com, CivicEvolutions.com, NeonCanada.com and J-Body.org are a few worth checking out. It varies from organization to organization, but some of the benefits of joining a club - online or not - could include easier access to sponsors, discounted group buys and possible coverage in top magazines.
If you've ever wondered how people modify their sport comps on "the Rock," or even if there are modified sport comps on the Rock, nftunerz.com will answer that question. With more than 30 unique members, NFtunerZ has been home to the first import and domestic sport compact car club in Newfoundland and Labrador since 2002.
My favourite sites, however, are the online car shows where users post pictures and a description of their vehicle(s) to get voted on by visitors. Of course, your competition can vote against you, but if showing off is in your bag of tricks OnlineShowoff.com and RankMyRide.com are worth scoping out. These are good places to check out what everybody else is doing and, while you might not always win a prize or take home a trophy, if you score enough votes you'll certainly earn the respect of your peers. CarDomain.com has been around the longest and offers the most space for users to post their rides.
From the creators of the Sport Compact Nights national show tour comes SportCompact.ca, a site dedicated to Canadian tuner content. From features of beautiful cars and local models to coverage of the latest events and more, many tuners consider this a regular stop in their online travels. SportCompact.ca has a great links directory that can take you to dozens of different clubs across the country as well as the industry's most important media sites. This is also a great place to find out when the next SCN show comes to your town.
So, the next time you look outside your window and see the snow piling up, instead of getting down on the weather and not being able to work on your baby, boot up the ol' computer, pull up a chair and shift your fingers into gear. The sport comp scene thrives on the Internet and these sites are some good starting points. It's up to you to map out the rest and navigate until your heart's content.
[TOP]
So you say: Mod Squad does it by the letters
THE MOD SQUAD mailbag is overflowing with comments, questions and criticisms. Some are humourous while others are sharply written and all business. I receive everything from challenges and rebuttals to product pitches and picture portfolios from import models, which are as much a mainstay of the sport comp tuning culture as are the cars and parts.
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Given the many types of feedback Mod Squad regularly gets, I was taken aback after recently receiving an e-mail from Peter MacGillivray, VP of marketing for the Specialty Equipment Market Association (SEMA).
"Thanks for the props in your recent column, "The Italian Job." We really appreciate the recognition," he wrote. "The SEMA team is just back from Essen where our president, Chris Kersting, signed a first-ever memo of understanding with the VDAT (a German coalition of tuning manufacturers) leadership that includes the very same type of legislative work your column mentioned."
A day or so later, I got the official press release outlining the agreement to promote increased co-operation between these two key associations and their members. It basically says that under the agreement, SEMA and VDAT will:
1) become members of each other's association;
2) exchange market and other information of mutual interest to members;
3) work together on legislative and regulatory developments affecting the industry in both markets;
4) meet regularly to promote closer relations between organizations.
In addition, SEMA will exhibit as part of the VDAT booth at the Essen Motor Show and VDAT will have a booth at the annual SEMA Show.
"We will work together with this powerful trade organization for uniform and clear regulations for the approval of tuning products," said Hans-Joerg Koeninger,VDAT general manager, in the release.
SEMA, founded in 1963, represents the $29-billion specialty automotive industry of 5,727 member companies. It is an authoritative source for research, data, trends and market growth information for automakers and the automotive specialty industry.
Established in 1991, the Duesseldorf, Germany-based VDAT e.V. (Verband Deutscher Automobiltuner e.V.) authoritatively represents its 90-plus members including many of Europe's most respected tuners, by promoting quality in the tuning sector. The easily identifiable VDAT Seal of Quality is furthermore a source of moral and practical support for the end buyer.
...I can foresee more Euro-spec parts making their way over here
This agreement is certainly a step in the right direction and, as a result, I can foresee more Euro-spec parts making their way over here, much like the influx of Japan-spec parts we are currently experiencing.
On a different note, Paul from Toronto recently wrote:
"I really enjoyed your recent article on Need For Speed Underground 2. I'm a first-person-shooter type game person mostly, but I picked up this game and stayed up all hours playing it. I was mainly writing to you in response to the last comments you made regarding your Miata and its specs, saying 'Think you can beat that? Try Me;' How's this?"
"Peugeot 206 - 261hp @ 7,000rpm, 225 lb.-ft. @ 5,300rpm, 0-60mph in 3.97 sec., 0-100 in 10.77 sec., top speed of 183mph (set up for Street X); SE-R Spec V - 317hp @ 7,200rpm, 262 lb.-ft. @ 4,400rpm, 0-60 in 4.42, 0-100 in 11.36, top speed of 189mph (set up for Circuit); Supra - 423hp @ 7,550 rpm, 338 lb.-ft. @ 5,650rpm, 0-60 in 3.78, 0-100 in 8.59, top speed of 204mph (set up for Drag)."
"Most of these will beat your Miata. Keep writing good articles and I'll keep reading them - if I can pull myself away from NFSU2 that is!"
You got me there Paul! Thank goodness I don't have Xbox Live for you to make a fool out of me. Stay tuned for more tuner game reviews.
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Geoff from Winnipeg wrote in again:
"Thank you for the excellent article on the JGTC, lots of info I didn't already know, I'm impressed! I just got my tickets; now all I've got to do is book off work for that week. Also, I have attached a photo of my Mitsubishi 3000GT. It has some unique features such as the only Mercury Silver Volk GT-Us in North America (according to Mackin Industries)."
According to Geoff, some other unique parts include the only GTPro Pure Form front bumper on a first-gen 3000GT in Canada as well as the only 3KGT carbon fibre hood in Canada. The Chameleon Sapphire paint from House of Kolor is fairly uncommon too.
"I still have a few more details to complete, like the one-off JGTC-style wing I'm making," says Geoff.
Still a work-in-progress, the engine has been modified with an HKS intake, three-inch turbo-back exhaust, extra boost, ground wire kit and a Blitz blow-off valve.
"There's loads more I can do, but I've always felt the key to a great car is balance and the vehicle is right on the edge of being uncontrollable. Just enough power to let the tires loose until the AWD kicks in, but not so much that it becomes unreliable."
Your car sounds pretty cool! Keep working on it and I'm sure you'll get it where you want it, but it sounds like you might want to consider experimenting with some suspension mods.
Thanks for your letters. Keep them coming. Mod out!
[TOP]
Tuners go deep
THE MOD SQUAD has been fervently test driving various racing games in an effort to crown one of them the "top tuner video game" out there. For the latest audition, I rounded up a copy of Need For Speed Underground 2 from my local Blockbuster and ran home to give it a whirl.
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Need For Speed goes underground again
NFSU2 was released a few short weeks ago, but there's already a significant buzz about it. As the sequel to last year's NFSU1, EA Canada's NFSU2 delivers the goods. It actually portrays the life of an underground tuner quite well. I wouldn't call it totally accurate, but logical, yes.
Upon loading the game in my trusty Xbox (it's also available for Playstation and PC) one of the first screens is one where a digitized Playboy celebrity model and former Wild On host Brooke Burke introduces herself as street racer Rachel Teller and gives you the rules of the road.
There are several choices from the main menu including career, quick race, two-player split screen and Xbox Live game modes as well as customize, profile manager and options. After tweaking the plentiful audio, video, gameplay, player and controller setting, it's time to select a mode.
You'll catch up with Rachel by going into career mode where the story begins six months ago.
Your Skyline GT-R R34 has been getting a lot of attention in the media and on the streets. Things are going well and your unbeatable ways get you noticed by the Underground Racing League. But before embarking on a journey of winning and cult stardom, an evil man with the number "7" tattooed on his right hand gets in the way of your plans, nearly killing you in a serious car wreck that was no accident.
After a long recovery, Rachel asks you to join her crew and offers you a private five-car garage where you can start over. After picking out a car with your insurance payout money (more than 30 are available throughout the game), the quest for underground sport compact supremacy begins.
Before heading out in to the streets to earn some money racing in circuit, drag, drift, sprint, street X and impromptu outrun races, the performance dyno tuning facility should be your first stop. NFSU2 is built on modifications and driving on the game's virtual dyno is the only place you can establish baseline performance. For instance, the stock Mazda Miata I originally chose put down 128 hp at 6,650 rpm and 109.5 lb. ft. of torque at 5,800 rpm (0-60=7.73 sec.; 0-100=21.27 sec.; top speed=201.2 km/h), but these will change later depending on your upgrades and custom tune up. More on that in a bit!
...the closest I've come to recreating the total tuner experience...
When you're ready, it's time to explore the large free-roaming environment -- similar to the Grand Theft Auto series of games -- where you track down competitions to win money and increase your reputation.
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Aided by a world map with GPS and a cool SMS (short messaging system where your tasks and game tips are accessed via the controller) sponsored by Cingular wireless, you drive around looking for action. Different coloured icons denote different contests (circuit, drag, drift, etc.) and you can even initiate an outrun race by tracking down one of the moving orange icons that mark other street racers. Of course, you need to win these contests, which vary in difficulty, length and competition in order to earn money and advance through the game.
But even with more than 150 race events and 180-plus tracks, racing is only one aspect of NFSU2 thanks to a myriad of built-in customization options for everything from the body, engine and tires to custom paint, vinyl and audio upgrades. And, since you can mix and match, there are millions of different permutations for each car.
Body kits, spoiler, roof scoops, mirrors and rims are a few of the body items that can be custom painted. You can lay down four layers of vinyl graphics and come up with a unique decal package, and, if you get good enough -- or play long enough -- you'll even unlock carbon fibre and wide body kits. Items not available in NFSU1 include vertical doors, spinners, I.C.E. systems, custom gauges, split hoods and hydraulics.
Performance upgrades are available as individual parts or in staged street performance kits. Engine, ECU, transmission, suspension, nitrous oxide, tires, brakes, weight reduction and turbo components are the name of the game here. With more than 50 parts to throw on your car, most of which require unlocking, the fun never seems to stop.
The detailed performance/dyno tuning area allows you to custom tune over 20 different settings for springs, shocks, sway bars, ride height, turbo, brake bias, ECU, tire grip, N2O and gear ratios with the ability to perform countless dynos as well as access the test track. Throughout the game you can switch cars and upgrade parts at any number of performance, body, graphics or specialty shops. You'll need to do this to find the right combination to win in the Underground Racing League. My only qualm with NFSU2 is that you can't sell individual parts off cars to earn money for other upgrades.
With an amazing soundtrack featuring a remix of Riders on the Storm by Snoop Dogg and The Doors, NFSU2 is the closest I've come to recreating the total tuner experience in a video game. And, after only a few hours, with all street package No. 1 upgrades done (there are three stages), my Miata is pumping out 175.3 hp at 7,100 rpm and 140.6 lb. ft. of torque at 6,200 rpm (0-60=6.12 sec.; 0-100=15.15 sec.; top speed=255.9 km/h). Think you can beat that? Try me.
[TOP]
Body movin'
IF YOU'VE EVER pondered the correlation between performance and style -- that is, how well a car performs compared to how it looks -- you know that one does not depend on the other. You can have a butt-ugly naturally aspirated CRX Si that's covered in black primer and duct tape with 14-in. rusty steel wheels that consistently brings in 11-second time slips at the track. At the same time, your buddy's tricked-out older all-motor Neon has the wildest of body kits, a superb set of wheels plus a decadent paint job, yet it can only manage 15-second quarter-miles.
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You can have your cake and eat it too, but herein lies the dilemma faced by thousands of tuners each year who are thinking about starting new projects. Do I go "show" or "go"?
On the performance side of the equation, the cost of copious amounts of engine work and mods such as forced induction, engine management and even suspension can add up quickly if your goal is to put the big hurt on your cohorts at the track. When done correctly, however, a properly set up tuner car can offer amazing performance found in vehicles costing 10 to 50 grand more while still being streetable. It's not impossible for a done-up Civic, RX-7 or 240 SX, for example, to become the envy of those around you as you drive circles around them.
Another way to capture the attention of the fast and furious crowd is to create a car that gives the illusion of performance by means of a body kit, paint job, spoilers or numerous other exterior accessories. If all you and your crew do is lounge around in the sun at show and shines, who really cares if your neighbour's SUV can outperform your amazing looking ride?
Like anything else, cosmetic upgrades aren't cheap either, but they can greatly improve a vehicle's appearance as well as create an entirely new sex appeal for the person sitting behind the wheel.
While practically every tuner wants a performer as much as a looker, the reality is that you have to start somewhere as tackling both simultaneously will invariably lead you down the bumpy path of financial heartache.
To avoid some of the headaches associated with a full-out performance build-up, a stylish makeover will not only lay the foundation for future power uppers, it could also save you hassles from blown head gaskets, slipping clutches, electrical systems in tangle and dozens of other gremlins. At least until you're ready to deal with them.
...a body kit is a good place to start...
A body kit is a good place to start and, thankfully, the aftermarket offers hundreds of makes and styles for all of the popular tuner cars out there. Designed to supplement the original factory look with a new, more aggressive appearance, body kits can be bought as complete kits as well as in individual pieces to achieve a truly unique style.
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Front and rear bumpers, hoods, side skirts and spoilers are the main components of most body kits, but more extreme wide body and front end conversion kits and/or add-on fenders are available along with gull-wing doors and accessories such as side mirrors, air ducts and bumper canards.
Body kits are made with an assortment of materials from plain old fibreglass to FRP (fibreglass reinforced plastic), urethane and the ultra-expensive -- and tuner favourite -- carbon fibre. Each material has its own benefits and downfalls. Aside from the overall quality and fit, some things to consider include resistance to stones and other road debris (how easily will it chip or crack?) as well as the reaction to temperature changes (will it deform with the changing of the seasons?). It's best to do your own research, but don't overlook the fact that tons of people have already bought and installed similar products. You can likely find them at shows as well as online in forums where you can ask about company reputation, quality of the kit, ease and type of installation (bolt on or glue on) as well as the overall look.
Once a new skin has been decided on and it is installed, a paint job is usually in order. But, there's nothing worse than seeing new paint crack and flake off a freshly painted body piece, so your first duty is to find a reputable paint shop that will prep the car properly. Mixing a flex agent in with the paint should help reduce the chance of flaking or cracking, which will make you and the painter happy from only having to do it once.
New wheels and tires will accentuate the look even more and upgrades to the lighting package could follow, either by replacing the bulbs or full assemblies.
There are two factors that will determine how far you can take things: money and individual tastes. No matter how much you have of either, even minor cosmetic work can go a long way in giving your ride the look of speed and power. Keep at it and one day you should be able to back it up too.
[TOP]
Ion is red hot
THIS EDITION of Mod Squad takes a longer look at a car that left a lasting impression on me at last month's Car of the Year competition put on by the Automobile Journalists Association of Canada (AJAC). That car is the $27,060 (as tested) 2005 Saturn ION Red Line quad coupe. Why I didn't pick it as the winner of AJAC's sport compact category in my column two weeks ago is hard to pinpoint -- because on paper it won all three performance categories measured by the official Car of the Year testers. In fact, in 0-100 km/h acceleration tests, it was faster than the lot at 6.7 seconds and a full second quicker than my pick of the new sport comp litter, the Toyota Corolla XRS. The Red Line beat them all, going from 80-120 km/h in 5.1 sec. (the Mazdaspeed Miata did it in 5.3 while the XRS was slowest at 7.7 sec.) and had the best braking results.
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The fact remains that performance data is only part of the equation, but before you go off and start calling me a hater, at least consider the findings from my numerous on and off-track jaunts in Saturn's entry-level tuner car.
Powered by a 205-hp supercharged 2.0-litre inline four Ecotec engine with a Getrag five-speed manual transmission and shortened shifter, the pair of Red Lines I drove possessed outstanding passing acceleration and speed for highway driving.
Boosted to 12.5 psi, the Roots-type supercharger delivers power steadily throughout the entire powerband, but I found the motor a bit too torquey for starts and high-speed cornering on the track -- you could spin the tires all day long if you wanted -- where understeer was very noticeable. Given the car's 59/41 weight distribution, it wasn't that big of a surprise.
Taking corners at low to moderate speeds, the Red Line is more composed on its 1owered (by 10 mm) and tuned independent front struts and semi-independent rear torsion beam setup with fore and aft stabilizer bars. Still, those couldn't prevent the 215/45 Dunlop SP Sport 9000 Z-rated tires from breaking traction on faster corner exits, which require more liberal throttle input to avoid scrubbing too much momentum.
Saturn would be doing itself a favour by outfitting the Red Line with a good limited slip differential. In the meantime, tuners might consider installing a Phantom Grip LSD conversion kit, which serves as a disc-type limited slip during braking and cornering as well as locker in hard acceleration.
The Red Line stops confidently, thanks to 11.6-in. vented front and 10.6-in. solid rear rotors with oversized calipers and ABS.
Variable-ratio electronic power steering allows customized steering assist for different wheel and tire combinations and suspension levels. This is good because, while I liked the seven-spoke 17x7-in. forged alloy wheels, lower profile tires should offer better performance in conjunction with an even lower stance via aftermarket coil-overs, adjustable or not. Although the steering is improved for 2005, the resulting larger steering wheel diameter lack that performance feel.
You can't beat the Red Line's standard Recaro bucket seats. They're comfortable, supportive and sexy too! But I did find it odd seeing the same blue interior accents in both my Chili Pepper Red and Pacific Blue test mules.
Ion's unique instrument cluster is placed in the middle of the dash and angled toward the driver. While it may require some getting used to, the stylishly chrome-trimmed white face gauges are easy to read. Another positive is this layout means there's a ton of space where they're normally found, so adding your own collection of gauges and electronic monitors for things like boost and oil pressure, for instance, is straightforward enough. A monster tach with a programmable shift light might be a good investment in order to sustain boost levels during upshifts.
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With more than 800 changes made to the 2005 model, I was disappointed to not find aluminum-rubber pedals or a dead pedal.
...should run rings around the competition...
Giving it a racy appearance, the Red Line's long wheelbase (2,629mm/103.5 in.) and even longer overall length (4,699mm/185 in.) translates into a lot of room for back seat passengers. And, the unique rear dual access doors will give them and you plenty of accessibility. On the downside, this length can be felt on bumpy and/or gravel roads where even minor corrective steering input makes the back end feel sluggish as it catches up to point in the same direction as the front. It is only minor, but nonetheless noticeable.
Red Line's exterior scores high marks for an aggressive and integrated form that looks sufficiently mean for my tuner tastes. The front fascia features a large opening flanked by two smaller ones on either side to supply the intercooler with copious amounts of atmosphere. The side skirts are flared slightly at the front and the rear bumper blends the chrome exhaust tip nicely. Large head and taillights further the aggressive style that's punctuated by a rear spoiler. Meaty one-piece side mirrors offer a great field of vision, however, do produce some unwanted wind noise, but when you've got dent-resistant polymer body panels, it's hard to complain about that.
We'll find out if I'm a champ or a chump when AJAC releases the name of its sport comp winner in early December. I'm sticking to my guns, and predict the Red Line will finish a strong second. It's a sport comp impact car with performance attributes rather than a purebred high performance tuner car.
With a little more work and some more precise tuning by the GM performance engineers, this Saturn should run rings around the competition in years to come.
[TOP]
SEMA dazzles in Sin City
Photos by Ben & Greg Bodor
EVERY NOVEMBER, thousands of automotive aftermarket professionals converge on Las Vegas for the mother of all car shows. And every year the Specialty Equipment Market Association (SEMA) show gets bigger and better with more to see, touch and try. From testing new tires on BMWs and Nismo S-Tune 350s to sport comp drag and drift cars making their world premieres, the 2004 edition, held Nov. 2 to 5, was nothing short of spectacular for those lucky enough to attend.
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SEMA represents the $29 billion specialty automotive industry of 5,727 member companies around the world. And news from the two-million-sq.-ft. Las Vegas Convention Centre, which housed the show, came at a ferociously fast rate.
As winner of the inaugural SEMA Vehicle Design Award for most accessory-friendly vehicle, dozens of modified new 2005 Mustangs were scattered throughout the venue. Featuring examples from Steeda Canada, Roush Performance, H&R Springs and dozens more, Ford will enter the North American drift arena with several entries competing in next year's Formula Drift series. Toyo Tires will sponsor 18-year-old drifting phenom Ken "The Cali Kid" Gushi, who's giving up his S13 (240SX) to slide a supercharged version of Ford's latest horse. Vaughn Gittin will also drift a Mustang in '05.
Also on the drifting front, Falken Tires announced its support of no fewer than 12 Formula D drifters, including the aforementioned Gittin as well as Calvin Wan, who's switching to a G35, and fan favourite Chris Forsberg, who's traded his 350Z for a Nissan S15 (240SX).
Formula D enters its second season and shows no signs of slowing down with the addition of two more events (for a total of six) next year.
Not to be overshadowed by this hot new tuner sport, sport comp drag racing enthusiasts can rejoice as there was no shortage of news and cars debuting at SEMA.
Aside from the fact that veteran Stephan Papadakis will also be piloting a 350-hp turbocharged AEM/DriverFX S2000 drift car, the biggest surprise is that Lisa Kubo and husband Gary are leaving the seven-second Pro FWD Saturn Ion to chase sixes in a new, undisclosed Pro RWD car next season.
Texan Kenny Tran is also rumoured to be making a switch, possibly to a Scion, as Nitto Tires displayed an awesome Jotech Racing HKS-turbocharged tC with big Wilwood brakes and bigger chrome wheels.
As for new sleds, A&A Performance Motor Sports of New York unveiled a Pro RWD Dodge Stratus, which features a twin turbo Chrysler 3.2-litre V6 and custom pro stock tube chassis built by Unorthodox Chassis, which will be driven by team owner A.J. Berge. Having tenured as the transmission expert for the Mopar-backed Darrell Cox Racing drag team, Berge is anxious to show off his team's stuff when the season gets under way.
Long Island's Performance Motorsport debuted an all-new Pro RWD tube chassis 350Z with a twin turbo VQ35 said to make well over 1,500 hp thanks to tuning master and 2003 NHRA Pro RWD champ George Ioannou. Driven by 20-year-old Andrew Rubio, who drove PM's 8.3-second street tire class 350 in '04, this should be a highly competitive car with Ioannou fielding a second Z in an unnamed class.
We also know that Scion will pony up some rides to teams in various classes. Chris Rado will likely be in one of them along with the hot rod class Dragshotz tC.
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1,200 HP
A major contributor to those programs is the legendary Bob Norwood, who found time to develop a new modified class AWD Subaru STi for Easy Street Motorsports (ESX) owner/driver Ali Afshar that features a custom torque-splitting driveline to transfer more than 1,200 hp to all four wheels. ESX also filled a vacancy in the team's nine-second street tire WRX with 18-year-old Julie Steppan. A byproduct of ESX's Maximum Velocity female driver search, the Texas native is good to go having been immersed in drag racing since practically birth.
Drag racing's two main series -- the NHRA and NDRA -- both released next season's schedules. Visit www.nhrasportcompact.com and www.nopi.com for more details. NOPI, which runs the NDRA, also crowned its 2004 winners, giving away trophies and prize money to repeat champs Ara Arslanian, Lisa Kubo, Paul Efantis and newcomers Chuck Seitsinger, Gary White and Mark Brauning -- proof that a million bucks isn't needed to take home a championship and a fact that GM hopes to capitalize on with the new Chevy Cobalt.
In fact, GM's bid to capture tuners' attention was the introduction of its production-based Cobalt Phase 5 dragster, which features a 535-hp turbocharged 2.2-litre Ecotec, Hydra-Matic 4T65-E auto transmission and numerous upgrades from the GM Performance Parts catalogue. Expect to see this car racing in grassroots classes like the NHRA's new street stock class as well as the existing sport FWD division.
Countless new products were shown at SEMA -- so many we can only highlight a few. Of special interest should be a Turbonetics-developed front-mount intercooler and polished turbo blow-off valve for the Dodge SRT-4.
Other highlights included drift-spec tires from Falken, Toyo and Yokohama, and turbo kits for the RSX and 350Z by HKS and GReddy respectively.
AEM showed off a new universal plug-and-play engine management system while Pioneer demonstrated the updated capabilities of its AVIC-N2 audio, video, performance and navigation head unit.
But the gadget that really impressed me was the TurboXS Dtec, a new EMS that can data log, adjust fuel maps, control boost -- and more -- using the Game Boy Advance through a special array of sensors like MAP, EGT, intake air etc.
If SEMA is any indication of what's in store for sport comp tuners in 2005, then we're in for a real comfy ride. Power to the mod squad!
[TOP]
Sport comps turn heads at Test Fest
THE AUTOMOBILE Journalists Association of Canada holds its Car of the Year competition every year at this time, and I'm stoked after having attended once again. Held Oct. 27 to 30 in Shannonville, east of Belleville, Ont., AJAC's "Test Fest" is the ultimate proving ground for new Canadian cars and trucks. As I do road tests only on an irregular basis, I was not permitted to vote on the Canadian Car of the Year, but that didn't stop me from raising some hell on the track with a bevy of hot new sport compacts.
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The sport compact category, which AJAC started this year to keep up with the growing sport comp tuning trend, included the Ford Focus ST ZX4, Kia Spectra5, Mazdaspeed MX5 Miata, Saab 9-2X Aero, Saturn Ion Red Line, Toyota Corolla XRS and Volvo S40 T5. I joined the group of journalists putting these whips through their paces, looking at performance, style, dynamics, fuel economy, interior comfort/features, safety and market significance.
With an aggressive exterior with side skirts, fog lights and upper rear spoiler, the Kia Spectra5 Package 1, which gives you four-wheel ABS and a sunroof, features a 2.0-litre DOHC four-banger with 138 hp and 136 lb. ft. of torque. A stiffer suspension with aggressive spring rates hooks up the five-door with 16-in. alloy wheels and 205/50 Goodyears. A little underpowered for track duty, the Spectra5 did handle well with understeer barely noticeable thanks to a sport-tuned suspension and fore/aft stabilizer bars.
Many in our group noted how the look and feel of this Kia was much improved inside and out, with an interior finished off with sport cloth seats and MP3 stereo. More style-conscious tuners might want to check out some of the accessories, which include a chin spoiler, mesh grille, rear bumper valence and rubberized aluminum pedals. However, the aftermarket is already developing numerous enhancements, including body kits and a supercharger that'll boost power to about 200 hp. Starting at $19,995, this is a nice entry-level car for sport comp tuners.
Raising Eyebrows
Another car that raised eyebrows was the Saturn Ion Red Line Quad Coupe. The $27,140 price is a big jump from the $20,500 base Ion 3, but the differences are remarkable, including a 2.0-litre supercharged and intercooled 16-valve Ecotec engine that pumps out 205 hp and 200 lb. ft. of torque. The Saturn's dent-resistant body is adorned with a stylish air-gulping front fascia and side skirts while, inside, a set of Recaro racing seats offer great performance and comfort. A chrome exhaust tip, rear spoiler and polished 17-in. six-spoke wheels shod with 215/45ZR Dunlops complete the Red Line exterior, while performance springs, struts and sway bars enhance its footwork.
The Red Line handled well on the track, but oversteer and torque steer do become issues when pushing to the limit. Smoke billows from the tires out of turns as you try to finesse the throttle. It could certainly benefit from a limited-slip differential, but Saturn's highest performance model does deliver the power that tuners look for, and it has made numerous fixes over last year's model to stay competitive in the segment.
Saab's 9-2X Aero isn't as new as you might think. In fact, it's basically a Subaru Impreza WRX underneath its Scandinavian five-door body. It has the same 227-hp/217-torque turbo boxer engine and AWD system, which helped it perform admirably on both road and track. The transmission seemed smoother and the interior is an improvement over the WRX, but is the $37,735 base price low enough to lure buyers away from the $35,495 base WRX sedan or wagon? The aftermarket has embraced Subaru, so perhaps many of its parts will be transferable to the 9-2X.
Ford's Focus ST was well liked for its exceptional SVT-tuned handling package. However, at 151 hp and 154 torque, some found it underpowered despite the 2.3-litre Duratec DOHC 16-valve engine. For $24,995 (as tested), the newest Focus is a great bargain, but tuners interested in elevating its performance should check out the Fast Focus catalogue, which contains many Ford approved upgrades such as a 5.0-litre, 345-hp Ford Racing crate engine and RWD conversion kit.
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Most Surprising
Toyota's $24,185 Corolla XRS offered the most surprising ride since more than 700 parts were replaced for a variety of safety and performance reasons. Nonetheless, it exhibited exceptional track skills with a revised suspension featuring a Yamaha-developed gas strut-controlled front strut brace and 1.8-litre four with VVTL-i maxing out at 170 hp and 127 lb. ft. of torque. While the six-speed shifter requires some getting used to, XRS's 8,500 rpm redline makes it a screamer at the top end. Style nuts will appreciate the 15 mm lowered stance, stylish front bumper, side skirts, rear valance and LED brake light, but the aftermarket is also full of Corolla uppers from nose to tail.
The sport comp that left journalists with perhaps the biggest grins was the Mazdaspeed MX-5 Miata. With a turbo and intercooled 1.8-litre DOHC four (178 hp/166 lb. ft. of torque), the open-top thrilled with 17-in. gunmetal Racing Harts and grippy 205/40R Toyo Proxes R28 tires. Without a doubt, it was the best-performing car of the bunch, but its day-to-day impracticality may hinder its chances of winning.
It's going to take some more convincing from Volvo for me to consider the new S40 premium sedan a car to which sport comp tuners will flock. While the 2.5-litre turbocharged five-cylinder 218-hp engine is second to none in class and it has great looks, the $41,470 price tag, which includes the climate and sport package, is a hefty one for tuners on a budget.
I would have preferred the Ford Mustang GT take its place in the sport compact category simply because it's been a project car favourite since debuting 40 years ago. I had this bad boy on the track and was amazed by the smooth power delivery from its 4.8-litre SOHC V8. It handled very well, with or without the traction control engaged and, with killer interior and exterior looks, would have taken the sport comp title hands down. But since Ford put the new Mustang in the sports performance class, declaring a sport comp champion will be much more difficult. As it stands, I think the XRS will come out on top.
Already having earned several awards around the world, the 'Stang's got a great shot at becoming Canadian Car of the Year -- if it can win its Test Fest group! We'll have to wait for the 2005 Canadian International Auto Show to find out.
[TOP]
Doing it Colin's way!
IT'S BEEN almost three months since the Mod Squad featured a video game for car nuts. The search for the ultimate tuner game is still on, but after recently attending a World Rally Championship event in Sardinia, I've been looking for a game that recreates the experience as closely as possible so I could relive it whenever I wanted. Having seen how things play out on course and in the WRC service area, my high expectations left me wondering if such a game existed.
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So, when a friend recently told me to check out Colin McRae 2005 by Codemasters, I figured 'what the heck!' He warned me it was difficult to play, which is something I've known to be true of most rally simulations dating back to the first generation Colin McRae game (CM2005 is the fifth) for the original Playstation, but I just had to see for myself. I headed to my local Best Buy to purchase a copy for $39.95, which is a steal for any newly released Xbox game, let alone one of this calibre, and raced home to try my hand.
Realistic Environment
After creating a profile and selecting my nationality (Canadian, of course), I selected the 4WD 310 bhp Citroën Xsara and set off with McRae's former English-speaking co-driver Nicky Grist to 'challenge' the 14 other CPU competitors in time trial mode.
The Xsara is one six 4WD cars available in this mode along with the Subaru WRX, Ford Focus, Mitsubishi Lancer, Peugeot 206 and Audi A3, and is what Team Citroën and driver Sébastien Loeb recently won the 2004 WRC championships with. The VW R32 is available, however, it needs to be unlocked as do many other cars in the game.
With two preset controller configurations and the ability to select either auto, semi-auto or manual transmissions, I blindly set out on course (you can select from unlocked stages or rallies) with hopes of mirroring Loeb's performance only to discover that doing so was easier said than done.
Having mastered the controls for Rallisport Challenge 2 not long ago, I made several attempts in this mode while trying to feel out the game. As slow as my progress was, I began noticing just how realistic the game environment is. For instance, every time you hit a tree, leaves actually fall to the ground. And, when driving through tunnels or under bridges, the reverb from the engine and exhaust sounds frighteningly authentic. Crashing into too many inanimate objects such as boulders, sign posts or even bridge stanchions produces a variety of side effects, the sound of which is the least of your worries since your car can look like it's been through a mine field after only a few turns.
300 stages
As I began toggling through the five different view/camera modes (follow near and far, cockpit, hood and bumper), I noticed the different vantage points produced different sounds. With the cockpit cam, you can distinguish individual stones hitting the undercarriage and inner fenders while, with the bumper cam selected, this goes totally unnoticed with engine and wind noise drowning it out.
After punishing the Xsara to the max, I tried career mode, which features 23 individual rallies and more than 300 stages throughout the course of the game. You start at the bottom of the rankings and advance through events and series to vie for the championship. And, just like in the real WRC, your rally can be won or lost in the service area where you can capitalize on the performance of your car by making adjustments every two stages.
At the service area, you look at stage maps complete with weather, time of day, surface types and distances. Given this information, the next stop is the car setup menu where you tweak the specifics of your car to match the conditions of the two stages ahead. Critical rally parts like tires, springs, ride height, anti-roll bars, brakes, steering and the gearbox can all be modified here. Experimentation is necessary to find the right combination, which you will undeniably need in order to advance through the game quicker and unlock some of the other cars. Get it wrong and you may find yourself out of control and taking on heavy damage.
Damage is a reality of rallying, even in the game. And like in real life, you only have access to the service area every couple stages in order to make much needed repairs to the engine, turbo, cooling system, exhaust, wheels, suspension, axles and even body work. You're given a 60-minute time limit, but each repair is weighted differently so it's up to you to make the right decisions in order to survive the next section.
Once you get over the initial hurdles of getting your car to do what you want it to, Colin McRae 2005 is a game that tuners will come to love. There are no Skylines or RX-7s, but with one of the best physics engines around, it challenges gamers with realistic graphics, outstanding effects as well as solid game play.
You could literally spend days, if not weeks, driving all 34 cars in nine separate classes over 76 stages in the UK, Germany, Finland, Sweden, Spain, Greece, Australia, Japan and the U.S.
Colin McRae 2005 is a game well-worth buying simply because it's as close to the genuine rally experience as you can get without getting covered in dirt, dust, rain or snow.
[TOP]
All I want for Christmas is the JGTC
Photos provided by the JGTC USA
IF THERE'S one thing that's caught the undivided attention of sport comp tuners in Canada and the U.S. this year, it's that the JGTC is coming to America. Just in time for Christmas too.
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The All-Japan Grand Touring Championship (JGTC) will roar into California Speedway on Dec. 18 for two days of Japan-spec racing mayhem on alien soil. Not quite sure what that is? Well, suit up, get in and consider the following.
JGTC is where Supra, NSX and 350Z super cars go into hardcore battle mode in front of tens of thousands of screaming Japanese domestic motorsports fans. Since replacing the failed Japan Sport Prototype Car Championship a decade ago, the JGTC has since become the motorsport of choice and most successful sports car championship series in Japan.
The GT Association, JGTC's governing body, and various businesses in the automotive and racing industries jumped at the opportunity to establish a new, more fan-friendly series with cars with which the public could identify. To the delight of sponsors, it was a gamble that paid off as spectator attendance has steadily risen to 383,900 people in 2003 with an average live audience of 47,988 per race.
Not to be confused with their SPEED World Challenge or British Touring Car Championship counterparts, JGTC cars are quite simply the fastest touring cars on the planet. Capable of speeds in excess of 220 mph (354 km/h) in the upper GT 500 class, these are also some of the most expensive touring cars in this world, costing well over a million bucks per entry.
...the weight of the vehicles in both classes is strictly monitored to ensure a level playing field...
With extensive modifications to the bodies and frames, JGTC cars are clad in aggressive-looking wide body armour that's as aerodynamic as it is expensive. Wind tunnel testing, the carbon fibre treatment and usage of other lightweight materials like titanium and magnesium are used in abundance in a range of one-off custom parts to off-the-shelf stuff available for even North American consumers. This is the ultimate playground for OE and aftermarket parts research and development.
Motors for these four-wheeled rockets can come from other vehicle models within the brand family so long as they are homologated. Increasing engine displacement is allowed along with turbos and superchargers. Reinforcing the head and cylinder block is also permitted while the crankshaft and connecting rods modifications are unregulated along with intercoolers and exhausts. Variable exhaust systems, adding/subtracting or moving the camshafts or drive configuration are all forbidden.
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Below GT 500 is the GT 300 class, which is dominated by RX-7s and 8s, Celicas, Porsche GT3Rs, Ferraris and even a few Le Mans and GT2 rides, to name a few. These cars aren't quite as fast as their GT500 counterparts, but both types share similar rules, the most important of which is that engine horsepower is limited with the use of special air metal restrictors that govern the amount of intake air going into the engine. This essentially keeps the GT500s at 500 hp and the GT300s at 300 hp.
Each class has three championship titles to be won by the best pair of drivers (each car has two who change places during a race), team, as well as the engine tuners - a position with almost as much prestige and importance (arguably more) than the drivers themselves. With both classes running on the same track at the same time, the action can get pretty fierce in a hurry and accidents are quite common because, come rain or shine, the Japanese and European drivers let it all hang out!
The JGTC's most interesting rule is perhaps that the weight of the vehicles in both classes is strictly monitored to ensure a level playing field.
After a race, guidelines call for weights to be added for qualifying and/or finishing in the top three as well as setting the fastest lap in the race. The maximum total weight handicap for GT500 is 120 kg and 80 kg for GT300. The rules also state that if a car running a handicap finishes sixth, 10 kg is removed from the total in GT500 and 5 kg in GT300. Handicapped cars that finish seventh or lower will lose 20 kg in GT500 and 15 kg in GT300. Handicaps for qualifying and fastest lap cannot be removed.
With roots running deep into the heart of tuner culture, the JGTC's overseas migration has created a considerable amount of anticipation for motorsports junkies. Having grown along with its corporate sponsors and competing teams since day one, the JGTC is focused on the future growth at home and around the world. Its first race outside of Japan was in Malaysia during the 2003 season.
The countdown to the official launch of the JGTC's GT Live event is on. Don't believe me? Check out the official website jgtcusa.net to see how much time is left, and for information regarding tickets.
Along with numerous side shows, you won't want to miss the JGTC All-Star race main event featuring local entries and 25 of the world's fastest and most exciting touring cars invited from Japan. If you like drifting, just wait until you check out the JGTC!
[TOP]
Mopar stars come into their own
A FEW years ago, sport compact drag racing was called import drag racing. And, back when people first started racing their front-wheel drive four-banger imports, domestics were simply uninvited, even frowned upon.
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North Americans were already infatuated with domestic motorsports like NASCAR and NHRA drag racing, so these new age hot rod builders tried to remain exclusively import as the scene skirted the line between being underground and in plain view.
Used Hondas, Toyotas, Mitsubishis, Nissans and Mazdas were bought up by import tuners intent on modifying them for track as well as street use. Back then, the "domestic guys" used to laugh and joke about these front-wheel drive drag cars that needed wheelie bars in the back.
Likewise, import owners viewed the domestic big blocks as ancient technology being worked on by fools with closed minds.
Boy, how things can change in a decade.
Now, we can turn on the tube and catch NOPI TV on prime time and the NHRA sport compact drag racing on weekends where the domestics are a big part of the party.
And, Mopar, DaimlerChrysler's motorsport and aftermarket parts extension, has a trio of record-setting SRT-4s tearing up NHRA drag strips south of the border.
...you win some and lose some in drag racing...
Shaun Carlson is fastest in his GReddy T88-turbocharged 2.4-litre four-cylinder Mopar Dodge SRT-4 Pro FWD monster. However, his team's efforts at the recent NHRA fall nationals in Englishtown, NJ, were overshadowed by stellar performances from defending champ Nelson Hoyos and the GM Racing Pro FWD Cavalier.
The 30-year-old Carlson was on a roll after hitting 7.758 and 7.674 seconds in qualifying. Then, the rival domestic driver jumped ahead with a track record 7.549 seconds at 187.78 (302 km/h). After becoming the third member of the seven-second club in Texas not two months earlier - 7.906 at 180.67 mph (291 km/h) - the Mopar team was expecting great things from Carlson. So, in that respect, he has delivered! But after watching Hoyos become the first person in history to complete the NHRA's Advanced ET license in a front-wheel drive vehicle with two 7.4-second runs (7.407 and 7.406) and an average speed of 189.56 mph (305 km/h) in eliminations, you can't blame Carlson for being a "no-show" for the final race. It didn't help that his car was hurt in round one either, but he did earn second place and chalks it up as another learning experience.
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You win some and lose some in drag racing, that's how it goes.
Don't think for a split second that Carlson went home depressed over what could have been. He's not like that at all. In fact, the five-year pro racer barely finds time to sleep when not taking care of business at his aftermarket parts development enterprise NuFormz Racing in Ontario, Calif., which Carlson started when he was 19. NuFormz Racing was largely responsible for setting up the Mopar Dodge Viper Competition Coupe piloted by 2004 Formula D North American drifting champion, Samuel Hubinette. The full race fabrication shop also books time for the AEM/DriverFX Honda Civic Coupe of Stephan Papadakis.
This is where the first tube chassis sport comp drag car was built - a Ford Focus Carlson won the 2002 NDRA Pro Outlaw championship with - and also where he's spent years honing his engine building skills. He was the first FWD builder to run in the nines and eights. Already with a signature line of parts for the SRT-4, Carlson also develops aftermarket parts for the new Chrysler 300C and SRT-4 in conjunction with Mopar.
Scott Mohler of Littlestown, Penn., is Carlson's more consistent teammate. He campaigns a Dodge Neon ACR in the NHRA's ultra-competitive All Motor class. He won the Englishtown event with a run of 10.113 seconds at 132.75 mph (214 km/h) in the final over Puerto Rican RX-7 rotary (13B) driver Jesus Padilla (10.195 sec.).
Mohler has been taking down east coast rear-wheel-drive rotaries for several years with 16.5:1 compression 2.4-litre SRT-4 motors built by Darrell Cox Racing in Eden, NC. The Neon and SRT-4 specialist signed on with Mopar in '02 with two cars. The other is piloted by Cox's longtime friend Mike Crawford.
With only 310 hp and 220 lb.-ft. of torque at the wheels, Mohler's naturally aspirated assault weapon swallows 118 octane pro stock fuel and holds the NHRA national speed record at 136 mph (218.87 km/h).
The former 2001 rookie of the year captured the 2002 NDRA Pro Stock championship where Erick Aguilar's records - 9.99 at 133.95 mph (215.57 km/h) - have stood since June '03. This was the first time a naturally aspirated Honda Civic went under 10 seconds in the quarter-mile.
With only the world finals event remaining and approaching fast, Mohler is protecting a miniscule six point lead over Padilla (2002 all motor champ) in hopes of claiming his second consecutive title.
He pulled it off last year at the same track, but will he do it again.
Mopar's third SRT-4 is driven by the aforementioned Crawford in the turbocharged Hot Rod class. The former U.S. national speed record holder and 2002 runner-up winner took the season-opening race and currently sits fourth in the points, where he will stay.
With support from Mopar and their respective teams over the past couple years, Carlson, Mohler, Crawford and Cox have pounded on the SRT-4 harder than any human being ought to. It hasn't always been a smooth road, but they're now coming to form in a sport that, oddly enough, now sees many of its best performances coming from domestic vehicles.
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The Italian job
I RECENTLY got back from Italy where I toured the ancient city of Venice and exotic island of Sardinia. O-Z Racing had created the ultimate sales incentive trip for its top Canadian and American distributors Touchette Pneus et Méchanique in Montreal and the Tire Rack in South Bend, Ind. And I was along for the wild ride.
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I RECENTLY got back from Italy where I toured the ancient city of Venice and exotic island of Sardinia. O-Z Racing had created the ultimate sales incentive trip for its top Canadian and American distributors Touchette Pneus et Méchanique in Montreal and the Tire Rack in South Bend, Ind. And I was along for the wild ride.
O-Z Racing, which has manufactured and supplied wheels to F1, WRC and several other top motorsports over the past 30 years, led our VIP group on a tour of its headquarters/manufacturing plant in Padova, Ita., before moving on to Sardinia where we hooked up with the Subaru World Rally Team.
Upon arrival at Aeroporto Olbio Costa Smeralda, our group of 15 wheel and tire guys was pulled into the whole WRC experience. From getting just inches away from the cars on the shakedown course and attending the ceremonial start at nightfall to watching Petter Solberg blow past his rivals in his Subaru STi on the second stage and later in the service area, we were all like kids in one great big world rally candy store.
To ice the cake, the 30-year-old Norwegian driving sensation (Solberg) even won the event for Subaru - the fifth of the year and third in a row for the 2003 World Rally Champion and co-driver Phil Mills - and made current points leader, Frenchman Sébastien Loeb, look a little sluggish in his Citroën Xsara.
Unfortunately for Solberg, Loeb also has five wins and fewer retirements this season. Therefore, nothing in nature will stop him from getting just four points in the year's final three events to become the new WRC champ.
I would love to tell you everything that happened right here and now, but the full story and more photos from my amazing Italian adventure won't be available until the January 2005 issue of Modified magazine (on sale in December).
...like kids in one great big world rally candy store...
Upon my return to Canada, I began pondering something I never expected. That is, it became clear just how good North American automotive tuners have it compared to those in many foreign countries. Now, I've heard that Ferraris and Lamborghinis are more common in West Palm Beach or L.A. than anywhere in Italy, but I didn't expect to be skunked by both horse and bull the entire week. Well, that's exactly what happened.
Even more unsettling was the fact that, despite all of the excitement and distractions of our excursion, it was difficult not to notice an almost non-existent sport comp tuning scene. This baffled me at first because economy cars are in fact the dominating force on Europe's roads. Yet, it wasn't until the second-last day of our journey that I finally saw something buzz by with a big canister exhaust and tall aluminum wing. It was some sort of Fiat, I think.
The deregulation, liberalization and synchronization of European trade practices in the late '80s and '90s allowed TUV (a German standards company) to compete with other inspection agencies in foreign markets and at home. Subsequently, car tuners have been forced to deal with all kinds of headaches.
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International standards
Aside from establishing international quality and production standards, TUV (along with ISO9001, QS9000 or JWL and, more recently, VIA of Japan, which is regarded as the most stringent in the world) specifications decide what types and degrees of vehicle modifications are legal or not. The competition to improve public safety, quality and protect the environment is healthy and beneficial, however, TUV's progress has presented several stumbling blocks for automotive tuners who want to casa nova up their ride.
Aftermarket wheels are one area where there are heavy restrictions in certain European Union nations, especially in Italy and the UK.
Installing a wheel that's even one inch larger or smaller than stock, for example, would require owners to file applications not only with their local governments, but also with TUV. After waiting for months, some lucky owners might get a tag to attach to their vehicle ownership and insurance that proves the authenticity and/or legality of this mod.
Suspension is another area where Euro-based tuners can't just go and do anything they'd like to make their vehicle ride or look better. H&R Springs is one manufacturer that sells TUV-approved products to help curb the effects of tight regulations. Of course, this mod needs the proper paperwork and certification, similar to wheels.
Granted, image, quality and safety are all wrapped up in certifications like these, which is a big reason that North Americans have got it so easy. Here, there are very few limitations on vehicle modifications. Yes, local by-laws do exist and we are limited by trivial things like tire-to-fender gap, how much a wheel sticks out from the fender well and also mud flap guidelines. But, other than tires having to be DOT-approved, we are nowhere near as ensnared as other countries when it comes to modifying our cars. In fact, there are no North American standards governing the size, weight, materials, construction or the design of wheels, as in Europe, which makes it easy for anyone to pick up and slap a set of 20s on to whatever they'd like.
So, the next time you are deciding what new wheels your car will wear for the next driving season, remember organizations like SEMA (Specialty Equipment Manufacturers Association) are working hard to keep the restrictions out of North America. After all, this is a free market economy and tuners already have it tough enough when dealing with their car insurance companies. Keep modding!
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Readers write: Good to know you're paying attention
Photos by Antonio Alvendia (ciphermediagroup.com)
MOD SQUAD debuted earlier this year with the story of a Mississauga, Ont. aftermarket parts manufacturer (Vibrant Performance) taking part in Southern California's SEMA International Auto Salon. Every week since, readers have been getting inside stories about the sport comp tuner subculture.
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With profiles on tuner icon RJ de Vera and Formula D champion Samuel Hubinette, Mod Squad has covered numerous tuner bases like BPUs (basic performance mods), ICE (in-car entertainment) to factory tuner cars, drag racing, drifting and more.
Some time ago, I encouraged readers to send their comments and suggestions. After receiving numerous positive e-mails, it seems drifting is a hit with Mod Squad readers. And you certainly know your stuff!
Here's a sample, from Geoff Wright in Winnipeg:
"I've been a big fan of your articles, but I noticed several inconsistencies in your article "Do you catch my drift?" First-off, touge was misspelled togue and you referred to touge and drifting as being nearly the same thing when in fact they differ in several key aspects. You are correct in saying touge is a time attack battle on mountain switch-backs, but the emphasis is on GRIP driving - even Dori-Dori himself (Keiichi Tsuchiya) admits drifting loses time on most tracks. Drifting is raced on the same tracks as touge, but the emphasis is entirely on SLIDE driving - of losing traction yet maintaining control of the vehicle as you described.
"The Signal (Nissan Skyline) GT-R you mentioned is a Tsukuba/Gymkhana racer, a time attack, touge-style car and not at all conducive to drifting (not to say it couldn't be drifted), but like my car (a Mitsubishi 3000GT VR-4), the AWD set-up is not ideal for drift. The Signal Nissan S13s are entirely drift khana-ready cars and would likely suffer many losses in a professional touge battle as they are set up differently. Keep up the good work and might I suggest an article on the JGTC (All-Japan GT Championship), the less-hyped but more mature brother of the D1GP."
...keep those letters coming...
Thanks for your letter, Geoff. My findings indicate that touge, as you put it, and togue, as I use it, are used interchangeably by my fellow sport comp writers as well as forum fanatics, depending on their preference. Even though they're pronounced slightly different (to-ooj vs. toe-geh), they are one and the same.
Your next point regarding grip versus drift is another timeless debate amongst racing purists and drift enthusiasts alike. I agree with Keiichi Tsuchiya's assessment that drifting costs time on most tracks, however, that's not the case on ALL tracks. The Japanese time attack/togue courses are known to have incredibly tight corners where drifting a turn can be beneficial to keeping up exit speed and/or blocking an opponent's passing attempt. By the same token, drift khana-spec cars would quickly succumb to a time attack set-up on tracks like the Toronto or Vancouver Molson Indy street courses.
The Skyline GT-R isn't normally an ideal drift car, however, that's never stopped D1 clown Ken Nomura who has won numerous drift competitions in recent years with his drift-spec ER34. Yuuki Izumida is another top D1 pro that drifts an earlier RWD Skyline R32 model almost too easily. The GTS-T model is another solid drift candidate because of its RWD configuration, to which Nomura's car has been converted.
Watch for an article on the JGTC before it comes to North America this December.
Also from the mailbag comes this letter, from someone who signed himself simply as Sherlock:
"The article on drifting was very good, but it is an old practice I myself have done over the years in many vehicles like a 1950 Morris Minor at Pinecrest Speedway (outside Toronto), a 1950 Ford Coupe at an old sulky track in Woodbridge and, the most fun of all, a 1965 Chevy Short wheelbase van. It was sold in 1985 with 250,000 miles on the original engine and still runs to this day!"
Right on Sherlock! In an article I wrote earlier this year for Modified magazine, I even compared it to '40s-present World of Outlaws Sprint/Midget racing as well as motorcycle dirt/ice track racing. There are certainly similarities to other motorsports as well, rally being the most prevalent.
Harry Ashton of Sarnia, Ont. Wrote regarding the radio/mirror photo accompanying my "ICE is Nice" article: "What a brilliant idea to hang the radio control in front of a piece of safety equipment. I bet those genius's could build speakers to cover up the outside mirrors as well. Then the drivers of these vehicles could be totally unaware of the traffic around them and the general populous could enjoy the "music" emanating from the vehicle. Just when you think you've seen it all, something else comes along. Oh, and by the way… the local coffee shop wags were in an uproar over the mirror photo too."
Good point Harry. I selected that particular photo to illustrate the fact that there really is no limit to what you can do with an ICE installation. I share similar concerns about safety (or unsafety) when mobile electronics gear is used improperly or irresponsibly by drivers. People shouldn't watch DVD movies while at the wheel. The same goes for talking on cell phones without a hands-free device.
The photo showed the faceplate of a JVC head unit that was custom wired and molded into a trick, functioning rear view mirror display. The radio receiver was hidden from sight with a CD changer spinning tunes from the trunk. The installation, which is also judged along with sound quality, was done by an American IASCA (International Auto Sound Competition Association) competitor.
Thanks for your letters. Keep them coming. Mod out.
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Mazdaspeed zooms along
HAVING BEEN in tune with the import lifestyle for longer than most of its North American competitors have, Mazda appears to be tightening its grip on the tuner culture thanks to a dizzying array of present and past sport compacts.
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First, you must realize that people have been modifying the RX-7 for as long as it's been around. And, while you won't see too many of them on the road these days, the RX-7 thrives in enthusiast circles where it is considered an elite tuner car. They are hot commodities because of their still-revolutionary rotary engines, which date back to German inventor Dr. Felix Wankel's 1957 400cc single-rotor prototype and culminate in today's Renesis engine found in the RX-8.
After Wankel's 1958 revision became the platform for all future rotary experiments, the rotary engine is fundamentally the same now as it was then. Whereas traditional combustion engines use of piston-in-cylinder configurations, rotaries use trochoidal rotor housings with a triangular rotor inside to produce horsepower.
Whether a vintage 1979 RX-7 with a 1,146cc 12A two-rotor, or a third generation FD3S RX-7 with the twin turbo 236-hp 13BREW engine, or either with a three-rotor 20B engine transplant - a 700-hp R26B four-rotor helped a Mazda 787B win the 1991 24 Hour of Le Mans race -fanatics can't get enough of the rotary's genesis to perfection!
Just ask NHRA drag racer Abel Ibarra, whose Pro RWD Mazda RX-8 has more than 1,100 hp and goes under seven in the quarter-mile.
Combine this with today's enthusiastic approach to vehicle customizing - personalizing, if you will - and a plethora of tuning knowledge of the rotary experiments, and you get a winning package!
For a mere $39,995 (as tested), the 2004 Mazda RX-8 boasts a more fuel efficient 1.3-litre RENESIS two-rotor that produces 238-hp @ 8,500 rpm and 166 ft.-lb. at 5,500 rpm.
With a good clutch and six-speed manual transmission in my tester, the aluminum/rubber pedals and rotary-styled leather short shifter were easy and fun to use; especially with the traction control switched off, where the back end can walk out on you if you're being silly.
...I just can't shake the good vibes...
But, while the 166 ft.-lb. of torque might not sound like much, believe me, the RX-8 accelerates very fast to 100 km/h thanks to its 10,000 rpm limit and 225/45R18 tires.
With a leather-wrapped multi-function steering wheel, rear suicide doors and a comfy, yet spacious interior, what more could you ask for? An awkward back seat with little legroom and trunk space are my only concerns.
So, to appease its loyal buyers, Mazda took the rotary theme into the RX-8's design as seen inside, on the slick short shifter and head rests, as well as outside beneath the front and rear bumpers.
The RX-8 has a gnarly appearance with a large opening in the front bumper that's pronounced by large, sculpted front fenders. Overall, it's a nice look, but there are already a number of more personalized parts by a number of makers. The first one I'd consider is a spoiler.
Mazdaspeed, Mazda's Japan-based motorsports and aftermarket parts development extension, offers one for a hefty $1,040 USD. But, if you're going for the full Mazdaspeed RX-8 makeover, it's a requisite along with the bumper, side skirts and rear under spoiler.
Suspension components, wheels, a flywheel and exhaust are also available; however, Mazdaspeed and Mazda do have strict warranty policies cannot be ignored. And, since Mazdaspeed does not have displays in Canadian dealerships (available at some U.S. dealers) yet their parts can bought over the internet, there are likely many questions that need answers.
For instance, where should the work get done in order to qualify for Mazdaspeed's 12-month/12,000-mile warranty (whichever is longer) on its "blue" and "green" performance accessories? Unless you're in tight with your dealer and have some dough to spend, finding Mazdaspeed parts in Canada might not be that easy.
Mazda did a good job on the RX-8. It did an even better job resurrecting the rotary engine, which was as much or more anticipated than the return of Nissan's Z car.
Mazda continues to develop a RENESIS hydrogen engine that debuted in the 2003 Tokyo Motor Show; but, I do sure hope the designers find some time to make the RX-8 a convertible top. It will probably never happen, but I just can't shake the good vibes after driving the 2004 MazdaSpeed MX-5 Miata convertible roadster the entire week before.
As tested, the $34,395 2004 Mazdaspeed MX-5 Miata does not come with the Rensis, however, it is equipped with a potent turbocharged and intercooled 178-hp 1.8-litre DOHC inline-four. Rated at 166 lb.-ft. of torque, it comes with a Mazdaspeed-tuned suspension consisting of coil springs, Bilstein gas shocks with trick valves and front and rear stabilizer bars for added chassis stability.
With its low stance and torque-sensing rear LSD, the Miata took starts, stops and tight corners with great agility. In fact, with 17-inch Racing Hart wheels and Toyo Proxes R28 205/40R17 rubber, it adhered to the road better than the RX-8 did. Of course, there's a 50-hp gap between them, but the 8.5-psi turbo boost and smooth transmission make it almost a moot point.
Aero and cosmetic upgrades on this mighty Miata already include the Mazdaspeed chin spoiler, smoke headlights, rear deck spoiler and rear bumper valence, so there's no need to go hunting for these parts.
Last year, the RX-8 and Mazda 3 (named Canadian Car of the Year) impressed Automobile Journalists Association judges. At this year's AJAC competition, the Mazdaspeed Miata will make its debut and is most capable of bringing home some more hardware.
There are many things a Miata tuner could do to this car, but why would they? Mazdaspeed has pretty much taken care of all the basic enthusiast needs. Good looks, good power, precise handling and the overall fun factor give it the feel of many great English roadsters that came before it.
Three things enthusiasts might consider looking into include a larger intercooler (the foot wells do tend to heat up on long drives), a bigger turbo and a roll cage with safety harnesses.
Although transplanting a 13BREW into a Miata sounds like a good plan to me, the Mazdaspeed edition is well enough endowed for most.
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ICE is nice
DOES YOUR car stereo sound like the morning announcements on your old high school's public address system? Are the rotary knobs and buttons falling off from years of use? Still have a cassette player?
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If you said yes to any of these questions and you're a mobile music lover, what the heck are you waiting for? It's time for a system upgrade!
Granted, there's a lot that goes in to planning a standout audio system for your vehicle (it's a topic unto itself). Complicating things further is the fact that there are no longer limits as to what can be done on any given installation.
Aside from space, which is always a concern, and perhaps money, the sky is virtually the limit for today's tuners. So much so that the car audio industry even transformed itself into the mobile entertainment industry within the last few years.
Some time during this fundamental shift, the term ICE, which stands for In-Car Entertainment, was coined. Whether being done at home in the garage or at a local car audio shop, ICE has become a mainstay of tuner society.
Not everyone can spend thousands on a new system and not everyone wants or needs to. But, the aftermarket mobile technology industry deserves praise for keeping up with constantly evolving trends and technologies while maintaining price points; as well as for staying in step with the widening demands of knowledgeable consumers.
...A major factor to consider when looking at head units is expandability...
A "nice ICE" is only as nice as the source that produces it. What it really boils down to is figuring out what you want and setting a reasonable budget. Only you can decide which takes precedent.
Mechanized parts, video with 5.1 surround sound, cell phone integration, P4 wireless network computing (i.e. Bluetooth and satellite), amplifiers and speakers for every conceivable purpose; nothing is out of bounds for the truly dedicated.
In my opinion, head units are a good starting point when designing any ICE system. Not only will you get better sound, it will put more features and functionality at your fingertips.
Most aftermarket head units play standard AM/FM radio as well as WAV and more popular MP3 files on anything from CDs and DVDs to other portable and fixed storage devices like HDDs (Hard Disc Drives), Memory Sticks and Flash cards. Even Sony's Mini Disc resurfacing in the automobile, with satellite-ready products also becoming more common.
A major factor to consider when looking at head units is expandability. It's something you can't overlook if you think you'll ever want to add components to the system.
"The most important thing is to have a set of RCA outputs," says David McKinnon, Product Specialist for Clarion Canada.
That way, you'll be able to add things like another source, a CD changer, TV tuner, DVD player, game system, satellite receiver, sound processors, video monitors, navigation and all sorts of other goodies.
Considering these options, it's a great idea to plan ahead and take into account anything else that might be on your wish list.
"You can get an awesome head unit for under $300… and one that plays MP3s for under $200," adds McKinnon.
Two or three years ago, you would have paid anywhere from $100 to $200 or more for MP3 playback as manufacturers were still trying to figure out if the technology had staying power.
As you step up in price, head units not only gain more features and formats (DVD audio or video for instance), but the level of technology usually rises as well. You will start to see things like motorized faceplates, touchscreen controls plus bonus goodies like colour LCDs and built-in sound processing.
Clarion's lineup is a good illustration of this. Its entry level DB345MP ($230) plays AM/FM as well as CDs and MP3s stored on CD/CR-R/RW media. You get 200-Watts (4x50) of power, a blue negative LCD display, Magna Bass Ex and Z-Enhancer Plus sound controls, infrared remote as well as a four-channel RCA output.
Stepping up to its 212-Watt (4x53) Pro Audio DXZ845MC ($649) gets you everything in the DB345MP, plus six-channel RCA outputs, an auxiliary input, WMA support, 80-colour display, two-band parametric EQ, low-pass crossovers, motorized detachable face, ADF for compressed audio and Clarion's exclusive Music Catcher digital storage and CeNET Control.
Everything most people need is in the DB345MP, but there are lots of cool features on the DXZ845MC that make it a great value. Its built-in Music Catcher, for instance, allows users to rip and store up to six CDs worth of music for playback anytime. This is wonderful if you find yourself climbing over your entire music collection while getting in and out of your vehicle.
For those wary about altering the appearance of their interior, you can even get an OE replacement harness kit that fully integrates a new deck into your dash. BestKits.com and Scosche Industries make them for most makes and models of vehicles. Head units are foundation of any ICE system, so it's important to pick the right one for you. There are literally hundreds of great offerings available from companies like Alpine, Kenwood, Pioneer and more, but you'll need to get out there and put your ear to the ground to find one that fits your personal taste and budget to a T.
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The crazy Swede
Photos by Antonio Alvendia (ciphermediagroup.com)
WHEN THE organizers of Formula Drift first decided to bring a Japanese tuner sport called drifting to North America, chances are they never would have predicted its first champion would be a Swede driving an American car. You couldn't have put it past me either, but that's exactly what happened a few weeks ago at the Formula D final in Irwindale, Calif.
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Samuel Hubinette achieved sport compact superstar status when he drove the Mopar Dodge Viper Competition Coupe into the history books as the first person to win a national drift championship in a domestic vehicle.
After advancing past Chris Forsberg's SR20-powered Motorex 350Z in a controversial semi-final judge's decision, Hubinette faced off against New Zealander Rhys Millen in his Pontiac/RMR GTO drift machine. It was a close contest, but the judges felt that Millen had showed enough to earn the win.
Having inked his deal with Pontiac long before the Mopar team was even a blip on the radar, Millen fought hard to put a stop to the Swede's winning streak and got his first Formula D win.
But despite Millen's success, it was too little too late for anyone trying to catch Hubinette in the championship standings. He ended up with 320 points followed by Forsberg (230), Daijiro Yoshihara (220) driving the Pacific Rim Nissan 240 and fearless 16-year-old phenom Ken Gushi (213) behind the wheel of the Gushi Auto S13.
...the choice of Samuel to pilot our Dodge Viper was an easy one...
It all happened pretty quickly. Mopar waited until just three weeks before the season opener in Atlanta before announcing a team and driver at SEMA IAS. In fact, Hubinette only got a few crude practice sessions in the rented car - which is owned by the Las Vegas Dodge Viper Club president Marko Radosavljevic - before his first race in Atlanta.
"The choice of Samuel to pilot our Dodge Viper was an easy one," said Kevin Miller, senior manager, brand managing and strategy for Mopar, who was impressed by his performance at the 2004 D1 Grand Prix at Irwindale Speedway. Hubinette recorded a top 10 finish in a filed dominated by the Japanese, and was the best U.S.-based driver.
Hubinette was born and raised north of the Arctic Circle in a small town called Jokkmokk in the heart of Lapland. It was here, in the land of snow, ice and reindeer, where this crazy Swede learned to drive, er, drift - actually, it was both.
He moved to California in 2001 after nine years with Volvo where he worked as a product development test driver in Europe. He also raced touring cars for Volvo from 1997 to 2000 and found himself stunt driving in several TV commercials.
In an April interview with Hubinette, I recall his telling me there was only one police car for the entire county of 6,000 people. Even still, he did receive the occasional warning to take it far away from town, which he willingly and smartly did.
In stark contrast to his dad's old Mercedes 500 he learned to drift on frozen Arctic lakes and tundra as a teenager, the Mopar Dodge Viper Competition Coupe is a specially prepared modified 520-hp Viper SRT-10.
The Competition Coupe is heavier than most vehicles in Formula D, but an estimated 540 lb.-ft. of torque from a turbocharged 505 cu.-in. 8.3-litre V-10 package makes it very competitive. With a stock production motor and DOT approved Yokohama AVS Sport tires, Hubinette's ride has received suspension, chassis and steering system mods that increase its maneuverability and allow it to do pretty much anything he commands.
For a former Skip Barber Racing instructor that now specializes in smoking the hides on high speed sideways drivebys and making big, cloudy burnouts for crowds of enthusiastic spectators, Hubinette does put on a great show.
So too does the team behind him. Lateral G Racing consists of team manager/co-founders Russell Naftal and Terence Jenkins, videographer Todd Seligman and Andreas Svensson, race mechanic.
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These guys make it happen at the track and in the pits. From spotting duties up in the grandstand and trackside to relaying tips and info via radio to the cockpit, Lateral G doesn't get its name from idling!
"This win, this championship is huge!" Hubinette said after picking up his $7,000 winner's cheque from Formula D. "Drifting is a new sport in this country, and to win the first North American Formula D championship means so much to me. I've been working toward this my whole life."
NHRA racer and icon Shaun Carlson also played a major role in preparing the Competition Coupe for battle at his Ontario, Cailf., race fabrication shop NuFormz Racing. He and Hubinette are both sponsored by Mopar.
Victory is sweet for the 34-year-old pro; perhaps even sweeter for his sponsors and team from Mopar, Lateral G and NuFormz.
Teamwork and a positive attitude surely helped Hubinette and company get to the top of the North American drifting ladder in 2004. The Competition Coupe has a lot to do with it as well.
But, will things go as smoothly for Team Mopar next season? It's possible but unlikely because there's a bunch of young import drifters out there just itching to get some revenge on Dodge and Pontiac.
I expect several teams to have new and improved cars with more horsepower for next year in order to be competitive with the man also known as the Crazy Swede!
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WRX sizzles
THE SPORT compact tuning culture was abuzz when the turbocharged Subaru Impreza WRX came to North America a few years ago. Having found its place in the Canadian marketplace, today it is a common sight at tuner car shows, drag races and rallies across the country as well as in enthusiast video games.
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For 2004, the WRX features a 2.0-litre 16-valve DOHC horizontally-opposed turbo and intercooled four-cylinder boxer engine that produces 227 hp @ 6,000 rpm and 217 lb.-ft. of torque at 4,000 rpm.
Because that's quite a mouthful, hardcore enthusiasts more commonly refer to this stout bit of hardware as the EJ20.
This year, the WRX is more aggressive, more aerodynamic and boasts more curb appeal courtesy of new head and taillight assemblies, a functional hood scoop, side skirts and rear spoiler.
With a sizzling body redesigned by the Subaru World Rally Team and Subaru Technica International, many tuners have already fallen deeply in love with this potent platform.
Love it or hate it, the new WRX looks quite similar to its WRC cousin and STi counterpart. But, don't let that fool you because the Impreza WRX drives very differently from the 300-hp/300 lb.-ft. 2.5-litre WRX STi ($46,995 base).
Despite the big difference in performance, the tamer and less expensive WRX shares a similar appearance and is ideal as either a daily driver or project car. If you fall into the latter category, but want to keep your warranty in tact, consult with a Subaru dealer first.
Base price on the Platinum Silver Metallic model I drove starts at $34,495, but when you add things like the power moon roof, security system, winter mats and block heater, it gets up there pretty fast - as with most cars.
I can't say enough good things about the performance and safety features of Subaru's symmetrical full-time AWD system. Combined with a viscous rear LSD and sport tuned suspension, 16-in. aluminum wheels and 205/55R16 Bridgestone Potenza RE92 tires, wicked handling and traction is available whenever you need it. Variable Torque Distribution is also an option on WRX models.
Muscling along winding escarpment roads and highway entry and exit ramps, the WRX holds the line. When the boost pressure raises enough at wide open throttle, the WRX shoots off like a bullet able to pass pretty much anything stock on the street.
Engine speed sensitive, power-assisted rack and pinion steering delivers inputs precisely while four-wheel ABS with electronic brake-force distribution encourages drivers to push it to the limits.
Vented 11.4-in. rotors with two-piston calipers are found up front, with one-pot 10.3-in. rears in back.
My only qualm with the WRX is its five-speed manual transmission that is paired to a center LSD. Not only does this hearty drivetrain contribute to substantial power loss, it was also surprisingly cranky when really put to work.
...I can't say enough good things about the performance and safety features...
Don't get me wrong. The actual gear shifts are smooth and precise, but when stepping on the gas and shifting under hard acceleration you can just feel the tranny rock back and forth in its cradle via the shifter.
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When downshifting and then accelerating hard to pass or corner quickly, loud clunks can sometimes be heard when unknown components (presumably the transmission) bump against the undercarriage. On one occasion, I actually had to slow down and look behind me to see if anything had fallen off.
On starts, the car does tend to bog a lot if your timing is off. Oh, and the leather shift knob in my tester was loose enough to spin all the way round, which probably wasn't supposed to happen but, on the upside, should make it easy to remove and replace with one more your own individual style.
The Impreza WRX does come with a very nice four-wheel fully independent suspension and neutral balance. One of the hottest mods for this car, however, is the Praxis advanced suspension upgrade.
Utilizing Bridgestone technology, the Praxis system is an intelligent air spring suspension combo that allows the driver to select ride height, spring rates and damping for countless driving situations.
With simple in-cockpit controls and four strut-mounted adjusters, the spring-less design is controlled entirely by air.
Another popular upgrade for 2001+ Imprezas is the Australian developed DeltaECU reprogramming software and DeltaDash by EcuTek LLP. This technology enables map switching technology that allows selection of multiple performance levels from integrated dashboard controls. EcuTek is available in Canada through Four Star Motorsports, Lachute Performance, Neetronics, Rev Competition Products and Ultimate Racing.
Easy Street Motorsports in North Hollywood, California has become a leader in unlocking the WRX's performance secrets by forging a development path in sport compact drag racing, and strong ties with Subaru North America.
This outfit, owned by actor Ali Afshar, has built the world's fastest and first nine-second WRX at over 140 mph (225 km/h).
That's something that Team Subaru Rally drivers Petter Solberg and Tom McGeer must shake their heads at / marvel over.
Easy Street sells staged performance upgrade packages for the WRX and STi via its website (esxmotorsports.com). Many of its products are both CARB and DOT approved (by California's strict standards).
If the Mitsubishi Lancer Evolution VIII does come to Canada, one can only wonder how it will be received by a community of tuners that has already embraced the Subaru WRX with such excitement.
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Life in the really fast lane
THANKS FOR tuning in to this week's Mod Squad. Get in, buckle up and hold on for another wild ride!
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Last week, I wrote about a new tuner sport called drifting and how it's primed to make a successful jump into the greater North American motorsports arena.
I hinted that drifting would even steal a fairly large chunk of sport compact drag racing's loyal audience. Heck, even sport comp drag racing veteran Stephan Papadakis is fielding a drift car in this weekend's Formula Drift final! That alone says a lot about drifting's appeal.
Hold on, I have a call coming in - "What's that? Drag racers outraged over drifters taking the spotlight?" Not exactly your everyday newspaper headline, but after outstanding performances by numerous top pro racers at last weekend's NHRA Summit event at Gateway International Raceway in Illinois, I feel inclined to go to bat for legitimate drag racers.
Now, substitute outstanding performances for benchmark performances as you contemplate the feat Matt Hartford accomplished recently in his Summit/MTX/FRAM Air Hog Pro RWD Cavalier on Aug. 21.
Hartford uncorked a walloping 6.613-second E.T. at 211.46 mph (340.3 km/h) on his first qualifying attempt. It's not an Olympic gold medal, but it is officially the fastest ever quarter-mile by a sport compact drag car.
Mind you, Hartford's Cavalier has a race-prepped 1,500-plus hp twin turbocharged GM "High-Feature" V6 with a full tube chassis and 34-in. slicks on the rear axle. It's built like a missile!
The NHRA's up-to-the-minute online timekeeper told it best: "The pits have been buzzing for two races that the Summit Racing Cavalier was going to run REALLY well when Matt and the rest of the team got the "bugs worked out."
"They have. This run SHATTERS the current national speed and E.T. marks by a bunch, simply a monster pass, which stunned everyone here. WOW!"
By no means is this account exaggerated. The fact is that Hartford, a fourth-year pro, had a very special drive that morning and nobody in the drag racing industry was prepared for it.
In fact, Hartford bettered both ends (E.T. and speed) of the Pro RWD national records by considerable margins, leaving both series champions and record holders Stephan Papadakis and George Ioannou stunned and confused. Those records are 6.75 seconds and 207.13 mph (333.3 km/h) respectively.
Hartford's incremental times on his ground-breaking run were: 1.010 sec. (60 ft.), 2.810 (330 ft.), 4.284/167.43 mph (660 ft.) and 5.547 (1,000 ft.).
...to see this class so close on the heels of Pro FWD is scary...
To make either record official, Hartford needed a 6.679 E.T. and/or a 209.35 mph (336.9 km/h) on his next pass. Unfortunately, he came up just six-tenths short and was eliminated in round one on Sunday.
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Hartford's last visit to the NHRA winner's circle came two weekends earlier in Texas. He won the sanctioning body's 2002 Modified class championship driving a different Cavalier and has several "Wallys" to his credit.
Consider some other recent achievements by NHRA Summit series drivers. At that same event during eliminations, 2003 Pro FWD champ Nelson Hoyos reset the bar at 7.594 seconds in his class en route to his 10th career win (he has won four of the last five).
Breaking into the sevens seemed almost impossible at the beginning of the season in this class, but Hoyos already has low sevens in his sights. I can barely wait until Christian Rado debuts his Pro FWD NORAD Toyota Celica. That's when things could get really interesting.
Hoyos' teammate, Sunfire driver Marty Ladwig, also had a banner weekend with his ninth career win and new records on both sides - 7.973 and 182.38 mph (293.5 km/h) - in the four-cylinder Hot Rod class. To see this class so close on the heels of Pro FWD is scary!
Team Dodge MOPAR's Shaun Carlson filled in admirably for three-time Pro Stock world champ Darrell Alderman at the 2004 NHRA POWERade Series season opener earlier this year.
Not only was Carlson elated at getting his first drive in an NHRA Pro Stock, he shocked everyone by surviving the qualifying rounds and facing off against national champion Warren Johnson in round two where he posted a losing but inspiring 6.812 @ 203.46 (327.4 km/h) to Johnson's 6.758 @ 204.08 (328.4 km/h).
On May 5, 2002, Matt Scranton made the first ever 200-plus mph run in a sport compact when his twin turbo V8-powered Turbonetics Celica registered 202.55 mph (326 km/h) in a tremendous final round win at Englishtown, N.J.
Professional or amateur, drag racing is all about the numbers. Winners and losers are decided by thousandths of a second. It took two years and change after Scranton broke the initial mark for Hartford to take the giant leap over 210 mph (338 km/h) - an 8.91 second improvement.
At this level of competition, and at these speeds, a one-thousandth-of-a-second improvement might be attributed to 100 additional hours in the shop, and two weeks without sleep before a race.
What Hartford did is unheard of and those 8.91 seconds represent perhaps the most significant achievement in sport compact drag racing's history. Well, that and the monumental 6.61 E.T. that came with it! Way to go!
[TOP]
Do you catch my drift?
SPORT COMP DRAG racing has been fueling the small displacement import tuner revolution pretty well the past few years. Having grown ties with import lifestyle car shows and other tuner fodder, it has held its own in a highly competitive media environment flooded with countless magazines, websites, TV shows and DVDs.
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South of the border, drivers and teams competing in the NHRA Summit Series and Nopi Drag Racing Association (NDRA) have been wowing audiences with their increasingly fast high-horsepower quarter-milers for several years now.
Full tube chassis rockets like Stephan Papadakis' 6.75-second, 205 mph (330 km/h) AEM Pro RWD Honda Civic and Lisa Kubo's Saturn Motorsports ION Quad Coupe-the first Pro FWD car in the sevens-now have their own rightful cult followings and legitimate credentials.
What's that? Hold the phone! There's a new tuner sport in town and real enthusiasts ought to take notice.
If you caught my column on R.J. de Vera not too long ago, you might recall him mentioning the next (and final) Fast & Furious movie would be set in Japan. He didn't say, however, that instead of illegal street and drag racing under the microscope; a new tuner phenomenon called drifting will soon come into the spotlight via the silver screen.
Before Hollywood gets a crack at it, the mod squad is here to properly introduce you to this cool new motorsport.
Drifting was born in the mountains and countryside of Japan around Hakone, Nagano, Yokohama and other cities some three decades ago.
Small bands of highly-skilled and cocky young drivers challenged each other to spine-tingling races on these regions' winding, undulating and utterly intimidating roads.
...the goal was not only to get to the finish line first, but also to survive...
The goal of these two-, three- and four-car contests was not only to get to the finish line first, but also to survive the insane hairpin turns and scary narrow roads all while driving in total style.
These illegal runs known as the touge (pronounced toe-gey) called for specific driving styles to maintain high speeds through tight corners. As such, early drifters practiced rally techniques, most notably the power slide.
Drift cars are usually rear wheel-driven since slides are easier to induce with a bit of over steer. The Toyota Corolla AE86, Mazda RX-7 and Nissan 180/240SX have proven to be popular and competitive choices.
Arguably the greatest drifter of all-time is the recently retired 48-year-old Nagano-born Keiichi Tsuchiya, who drove himself to legendary status over his successful 26-year professional racing career in GT and other series' throughout Japan; and, for kicks in the long-running Japanese television show Best Motoring (now a DVD series).
Affectionately known as "The Drift King" by fans, Tsuchiya was instrumental in creating the first professional international drifting series in 2001. The Japan-based series showcases the extreme sport's best and most experienced pro drifters from Japan.
In drifting, instead of being a timed race, drivers race around a set course and are judged by the King himself and two cohorts in a number of areas. Points are awarded for things like corner entry and exit speeds, angle of attack, length and duration of a drift and completion of a manoeuvre.
Having expanded to the U.S. in 2003, the D1GP holds numerous driver search events in California where it currently has one stop on its 11-race schedule.
I've seen drift exhibitions with up to eight cars roaring and sliding by at 50 mph (80 km/h) just centimetres from walls and other cars.
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And, while it's quite insane to watch, the drift pilots are in total control the entire time. Many observers have likened drifting to automotive figure skating.
New this year, Formula Drift will in two weeks time be completing the last of four races in North America's first professional championship drift series. Having aligned itself with the SCCA Speed World Challenge, American Le Mans and IRL series', Formula D is poised to become the next big thing in motorsports.
Where is Canada in all of this, you ask? Frankly, we're behind, but Drift Nation (driftnation.com) has been leading the charge by holding DriftKhana sessions (lessons) designed to find the top Canadian drifters and prepare them for a possible 2005 Canadian Championship season.
Last September, Drift Nation succeeded in bringing the well-known drift team Signal Auto to Canada to perform an exhibition-the first drifting event in Canada. A drift competition for local drivers was also incorporated into the event attended by more than 2,000 Southern Ontario enthusiasts.
More recently, in June, they managed to bring Signal Auto back with its 1,000-hp Skyline GT-R R34 performing more demos.
Unfortunately, Drift Nation recently had to cancel its first 2004 Drift Battle "due to a lack of driver signups and increased insurance costs" at Mosport International Speedway.
Having seen the brutal portrayal of street racing and the import tuning lifestyle in previous movie attempts, I expect that drifting and it's largely underground history will ruffle a few feathers, which could be detrimental in its bid for acceptance in the motorsports arena. Attracting new fans and keeping sponsors will be a great challenge for drift organizations in coming years.
If I were to offer a prediction as to the future of drifting, I would say that watching Vin Diesel drifting Figure 8s in a Nissan 350Z Roadster will be funnier than hell!
[TOP]
Games people play
FOR THE PAST little while, I have been conducting some intensive research on a pair of relatively new Xbox games. My mission is to find the ultimate car game for mod-hungry enthusiasts.
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Having seen Xbox promotions at dozens of car shows and races in Canada and the U.S. the last couple of years, I know that car enthusiasts line up in droves to test drive the latest game releases. The try-before-you-buy mentality obviously works for new and used car sales, so why not video games?
It’s no secret that the video game console has made its way into the automobile. Heck that happened over a decade ago! These days, if your show car doesn't have at least one video monitor and something to watch or play on it, you might as well stay home. In a wicked twist of fate, you just might find yourself video games in the dark dreaming of the day when you'll own your own showstopper.
It's true that tuners hone their craft by working on improving their own rides, but the video game industry is now targeting this niche demographic more and more in hopes of cashing in on the lucrative tuner lifestyle industry.
Being put to the test in this edition of the mod squad are two titles from Microsoft Game Studios, Rallisport Challenge 2 and Project Gotham Racing 2.
I played both these games almost equally for the last month. They're both pretty cool, but very different. Trying to decide which one has more tuner appeal (an office buzz word these days) hasn't been so easy. Nonetheless, I’ve made my decision.
...these days, if your show car doesn’t have at least one video monitor and something to watch or play on it, you might as well stay home...
By my count, RC2 contains 43 cars in five different classes, including Rally Group A1 and B1, Ice Racing, Rallycross and Hillclimb. Less than half the included cars are familiar to all but the most knowledgeable rally followers; however, each car has a personality and purpose all its own. Tuner favourites include Mitsubishi Lancer Evolution VIII, the Subaru Impreza WRX and 22B STi as well as the legendary Pikes Peak Audi Quattro S1.
Each car can be modified before the start of any race. The RC2 car tuning menu breaks down into basic, advanced and suspension. In basic, you can choose from six tire types, toggle between auto and manual shifting, improve throttle response and change the gearing. Not bad for basics.
In the advanced menu, you can alter the brake stiffness and balance (bias), power distribution and also make adjustments to the toe in/out camber settings. If that's not enough to wet a gear head's appetite, figuring out how to best set up your suspension in the next menu can leave you scratching your head at times. The soft, medium and hard suspension presets do spoil some of the fun, but you can save your own custom settings for later use.
To change the appearance of any car in RC2 you must drive a predetermined distance in it to unlock a new skin. Each car has up to four different looks and while I would have liked the option of changing the paint colour or graphics more freely, the many tuning tips are helpful at bringing even rookies up to speed.
On the other hand, Project Gotham Racing 2 contains at least 94 of the world's hottest factory and race cars in 14 separate classes. Most of these require unlocking, however, it didn't take long to get the Nissan Skyline GT-R R34 in my garage. Tuners know this former five-time JGTC (Japanese Grand Touring Championship) winner – found in the Pacific Muscle Class along with the Impreza WRX STi, Toyota Supra TT and Mazda RX-7 – represents a landmark of Japanese performance that was clearly apparent in the game.
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In PG2, driving with style awards players kudos, which, in turn, increases their rank and fattens their wallet with tokens to use on new cars. You get extra kudos for things like air time, 360 spins, overtaking and drafting other cars, which when linked together as combos can equal big points and less waiting for a new ride. Kudos are also earned online via Xbox Live – another feature of both games.
Other notable PG2 cars include the JDM Honda NSX-R, Civic and Integra Type-Rs, VW R32, Nissan 350Z, Mazda Miata MX-5 as well as the Dodge Viper GTS, Mercedes-Benz SL55 AMG and Enzo Ferrari to name a few at the upper end.
The one big downside to PG2 is that, except for exterior paint, you can't modify the performance of the cars whatsoever.
Both games offered exceptional game play with a good selection of circuits or challenges. Good graphics and minimal loading times increase their playability, but, if I had to call one an exceptional game for tuners, I would be hard pressed.
If you're into hardcore racing games with lots action and car tuning options then RalliSport 2 wins it by a car length. But, if you're looking for a well-rounded driving game with access to many highly-acclaimed foreign performance cars, then Project Gotham 2 is probably more to your liking. The giant selection of cars is a huge plus too!
What both games are missing, though, are the styling and performance enhancements that new-gen car enthusiasts covet on their own rides - items like a trick body kit or a better engine, upgraded wheels, tires and suspension – to make them unique
A third version of either game would require some major additions and improvements that speak more directly to car enthused-gamer the way last year’s Need For Speed Underground did. There are some interesting games releases upcoming, but until then consider renting RC2 and buy PG2. Mod out.
[TOP]
This shark's got bite
MY WEEK with the 2004 Hyundai Tiburon Tuscani was one of surprise and utter enjoyment. In many ways it left me scratching my head because not only did it not feel like a Hyundai, it didn't act like one either.
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Some of the Tuscani's key features (included in the base MSRP of $27,195) are the traction control system (TCS), fully independent sport-tuned suspension with four-wheel anti-lock disc brakes and 17-inch aluminum wheels with P215/45R-17 Michelin all-season tires.
Also included are comfortable and supportive heated leather seats, door panel inserts and steering wheel, a power moon roof, 50/50 split folding rear seats, six-speaker AM/FM/CD audio system, brushed metal-look dash kit, remote keyless entry and security, cruise control and 13-button digital climate control panel.
Options on the Tuscani include red painted two-pot aluminum front calipers for $1,600 and a $125 metallic paintjob. My Hydrogen Blue tester had both.
Standard on all Tiburon models (base, SE and Tuscani) are the shark fin body mods, projector-type fog lights, chrome dual exhaust and a motorcycle-style fuel door. Hyundai nicely capped off the Tuscani with a cool badge that reminded me of Neptune’s lost continent, Atlantis.
Inside, the cockpit has a spacious and refined feel where even the Hyundai-badged audio head unit looks strangely in place. The modish layout, smart features and good functionality are all above average for the sport comp category, let alone a two-door sports coupe.
Three small gauges displaying torque output, fuel consumption and voltage that adorn the upper dash sets this interior apart from the base and SE models; but, what I really liked – and what they all share – were the sweet Le Mans style side mirrors that provide both style (outside) and purpose (inside). They sit closer to the driver's eyes than on most cars, which in turn equates to a wider field of vision and smaller blind spots, which can be problematic in some coupes with tiny rear quarter windows.
The compact back seat is not the most comfortable for passengers on longer journeys, but the 50/50 folding capability is off the hook! With easy access to the taillight bulbs, the trunk is nicely finished with a folding carpeted spare tire cover, removable rear deck and four-point bungee cargo netting.
When used for cargoing purposes, the Tib’s trunk affords enough space for two adult bicycles (with front wheels removed) or several large boxes. Since the rear seats in my personal '02 Spec V don't fold down to offer this extra space, I took the liberty of transporting some of the larger objects I'm not normally able to take in my car.
All this, and a superb warranty runs for $28,920 before taxes and delivery. For a sportier look, an optional rear wing can be installed at the dealership.
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Hyundai advertises its warranty as "Canada's best" with a three-year/60,000km bumper-to-bumper, five-year powertrain and anti-perforation warranties, as well as three years of 24-hour roadside assistance.
...the shark quietly goes from A to Z without so much as a quiet hum from the multi-port fuel injected V6...
A couple of things I would have liked to have seen are interior door lock controls, cup holders that don't interfere with the shifting arm (when relaxed or shifting) and a more accessible engine bay.
Upon lifting the sculpted metal hood, a huge cylinder head cover comes into view amongst a sea of plastic panels. Other than a massive cylinder head cover there's little to see as the V6 is surrounded by more protective panels than you can shake a stick at. While this may help keep the engine clean and perhaps isolate the cold intake airflow, removing the factory cladding could easily cost an hour's labour at the dealership or in the driveway just to change a battery.
I can see many owners opting to remove these pieces permanently, especially the more tuner savvy ones; however, I recommend inquiring about any warranty implications with your dealer before doing anything.
On the road, the shark quietly goes from A to Z without so much as a quiet hum from the multi-port fuel injected V6 sleeper. When paired with the smooth shifting six-speed manual tranny (with reverse lockout feature) and TCS feature, the peppy 172 hp 2.7L six-shooter propels the Tuscani effortlessly in both sport and comfort modes.
With the TCS turned on or off, the 2,939-pound Tuscani travels twisty rural roads and highways with an eerie silence. With it turned off, laying down long, hot patches of rubber is a simple feat. Heck, the engine is almost 3.0 liters, but what surprised me even more was how well balanced the car felt and how good it performed overall. It merges onto highways and completes passes with hair-raising ease.
When shifting hard in the red zone (limited at 6,900 rpm) the shark's nose does bob and dive a bit, but with the right foot planted it quickly settles back down. Understeer surfaces only when pushing high cornering Gs although a quick and precise steering system reacts promptly and accurately to the driver’s more subtle commands.
Hyundai's top-line Tiburon is calm, cool and collected. Kind of like a great white shark that's just devoured its last meal. Would I want one in my garage? Why not? With the Tiburon's popularity in the tuning scene on the rise, aftermarket parts support is only going to get better. If you can afford the 2.7L that only the Tuscani comes with, it's a definite contender in a sea flooded with imports, and a solid base for future modding.
[TOP]
From stock to shock
IF YOU'RE AN AVID sport compact enthusiast or saw the first Fast & Furious movie, chances are you’ve seen or heard of Rohan James de Vera.
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A tuner icon lives life in the fast lane
He was the geeky Asian kid in F&F’s first street racing scene, Danny Yamato that was playing Gran Turismo 3 in his Honda Civic as the other three racers (Vin Diesel, Brian Walker and Ja Rule) lined up next to him in a RX-7, Eclipse and Integra.
Of course, this is a movie and Danny just a character, but I assure you that the real R.J. is no geek. He is, however, a very lucky guy to be considered by many as one of the sport compact industry’s top lifestyle car builders and vivid personalities.
The baby-faced 27-year-old Los Angelean that played mild mannered Danny is better known by his friends as simply R.J.; and he made his name in the import car game long before that movie was even conceived. In fact, R.J.’s been stunning sport comp enthusiasts with his creations for several years now.
Life in the fast lane began in the mid-90s when he received accolades for his completely built Integra GS-R show / race vehicle. Today, his fingerprints are on dozens of hot project cars that are featured in magazines, music videos, advertisements and other media.
With his own signature line-up of RO_JA Motorsports wheels, strong ties with Motegi, a new partnership with Formula One wheel supplier Rays Engineering, writing for magazines and hosting automotive lifestyle T.V. shows mixed in with a little bit of consulting, it’s obvious that R.J. has to keep a tight schedule.
Through a steady diet of travel, little rest and more travel, his focus this time of year is on designing and building display vehicles for the SEMA show in November. Last year, he created the Valvoline Synpower 350Z, 2 Fast 2 Furious Suki Honda S2000, RO_JA Motorsports Supra and a whole bunch of other sick show cars for display here. He even built a Mistubishi Evolution VIII for Pepsi to give away.
For his own transportation purposes, R.J. prefers the upscale NSX. On the topic of show versus go, he offered, "I’ve always been about finding that equilibrium – it's neither one nor the other. If it’s my daily driver… it's got to be nice, clean and perform decently well."
He used his personal NSX, which puts down around 400 hp, as an example.
...there’s a huge trend towards a fusion of different car cultures right now...
"It's supercharged with a header and exhaust yet it's got a wide body, rims and suede interior. It's clean, dependable and has power when I need it, but at the same time it's not a total show piece with a whole bunch of chrome.
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"It's got a full suspension but not a full coil-over set up that's going to rattle your kidneys out of you.
"There's definitely a huge following (in Canada)," said R.J. of the Northern sport comp scene after expressing his sympathies over the poor U.S. exchange rate.
"A lot of Asian kids, especially on the west coast, are very much into the whole JDM (Japanese Domestic Market) movement and getting Spoon parts and stuff like that shipped directly from Japan."
In the east, he notes that enthusiasts tend not to be so heavily Japan influenced, but there is a good and varied crowd with a lot of excitement.
"There's a huge trend towards a fusion of different car cultures right now." For example, tuner culture and dub culture or European styling and tuner styling. "We're getting a huge mix because everyone is accepting all the different cultures and… adding their own twist."
R.J. gets to use only the best parts on his project cars; and, this year's lineup of de Vera signature cars will include a supercharged two-tone gunmetal VeilSide USA / Art N Motion 350Z with in-car entertainment will reflect that very well. Also currently in the works is a Mazda RX-8 with a VeilSide kit that's getting a new interior and stereo before GReddy's turbocharges it right before SEMA.
"I'm just starting a Neon SRT-4 and still trying to finish my drag car, which I'll hopefully get to race before the show."
"I roughly work on five to eight fresh cars a year," said R.J. The running project tally for this year's SEMA is five, including an Acura TL for the American Honda Corp.
One of the latest of those is some consulting on the third and supposedly final installment of the F&F movie sequels.
“I’ve actually worked with a script writer for the third movie and I'm very excited,” exclaimed R.J.
“It’s going to be set in Japan and I have given a lot of input… on the places I've seen and people I’ve met.
"They're saying they want to make it a lot more real than the first and second movie – I'll believe it when I actually see it – and they haven’t chosen a director, so that's going to have a big influence on how it’s done."
R.J. admits to wanting to make it work better than the first and second attempts and says, "It would be fun to be part of it again."
Keep your ear to the ground to find out more about de Vera's latest automotive projects. As one of the sport comp industry's most versatile figures, you never know what he'll do next. Whatever that may be, it's sure to be a showstopper!
[TOP]
Dark knight reborn
AS ONE OF CANADA'S largest and longest running lifestyle car shows, Darknights, presented by Toyo Tires, gets bigger and better every year. This year, the event’s sixth, was no exception.
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It was 11 A.M. The sky was foreboding upon my arrival at the gate on Sunday morning. My short drive took me through rain showers – but no thunder and lightning as predicted by several weather forecasts – and cop country. No tickets here. Wish I could say the same for the many modified car owners pulled aside for another routine inspection.
The lifestyle element to Darknights has become one of its biggest draws with live entertainment sets by Canadian artists Subliminal, MasiaOne and Tangie; DJs, breakers, pyros, stuntmen and models, all led to big crowds.
DKN6's 650,000 sq-ft venue featured three performance stages – centre, lifestyle and interactive – for tuners to take in the bonus sights and sounds. Centre stage hosted the annual Miss Darknights bikini contest, which for the second straight year also included a fabulous lingerie show-off.
With more than 1,500 modified sport comps and 150 vendors on display, locals and tuners from across Canada and parts of the U.S. converged at the Markham Fairgrounds on July 17th and 18th. It is, after all, a great place to get noticed and gain notoriety from fellow enthusiasts.
Several of the most widely publicized sport comps in Canada have been on display at Darknights at one time or another. Keith Losier's Best of Show audio and performance enhanced 1995 Eagle Talon comes to mind. So too does Stephen Wall's rare 1992 Honda Civic EX-V sedan – a car I believe represented the Canadian car tuning scene very well in its prime – which previously took home a runner-up from DKN.
This year's BOS winner is sure to become an icon of the Canadian mod scene. But, I have to say, this car is on a whole different level!
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Remember Transformers? You know; 'robots in disguise?' Well, Tajai Das' Acurabot, which recently debuted at DKN6 after a 10 month overhauling at the hands of Phantom Car Audio, takes that idea to the max!
Phantom's custom installation experts, Cameron Gunn and Jeffrey Schwartz, completely gutted the 27-year-old's car and redid everything from scratch. A full fiberglass and carbon fiber interior ties in a stunning audio and visual presentation based on Autobot leader Optimus Prime.
The trunk and what was once the back seat has even been made to look like an actual Transformer in 'car mode' where a custom airbrushed sub enclosure, three Blaupunkt amps and four subs make for a convincing armored suit.
In the trunk, a second motorized amp rack – looking like two arms and defining the torso – opens up to display more electronic goodies and lighting.
Flanking the robot's 'seeing'’ head – a tiny video camera resides in each eye – are some cosmetic armaments that actually blow smoke. Fiber optic lighting, several video monitors and loads of speakers are everywhere.
Inside and out, this unique custom creation features some of the finest airbrushing anywhere by Dominque Designs. The exterior paint depicts the two warring Transformers factions, the Autobots and Decepticons, and upon opening the gull-wing doors, you're almost convinced they're shields belonging to an unearthly mech warrior.
...the lifestyle element to Darknights has become one of its biggest draws...
"Everything is working on the car, and the install is just 'working,' you know," said a satisfied Das before learning of his car's accolades.
"I'm out of smoke. I ran it all day… and people got a kick out of it!"
What makes this car complete though, is the engine bay. Not only does it look pretty, it's more potent than you'd expect.
"We put a Vortech supercharger and after cooler setup on it, but because it's an LS non-VTEC model we wanted to make sure that it was strong."
"We did new pistons and rods, stroked it to 2.0 litres, modified the ignition systems through Nology, and fuel system through AEM and Vortech Engineering."
Without the included NOS system, which serves mainly as a cosmetic piece in the audio install, Das told me the motor dynoed at 278 crank horsepower.
With significant support from sponsors like Blaupunkt and many others, and dedicated work habits from the project undertakers, something special has been born. Or, I should say "reborn."
With all kinds of makes and models represented at DKN, I was privy to all sorts of insane mods. Lamborghini style vertical door conversions, trick I.C.E. installs, turbo hybrid engine swaps, body conversions and a whole lot of wheels were in abundance, but Acurabot did it for me. I used to own an Integra. That is until some lady successfully transformed it into a roll-over write-off after running yours truly off the road one day.
With another Darknights done and gone and with little more than some clean-up administration left to close the books, planning for next year's show could very well be underway for next season's edition as you're reading this. Is someone brave enough to build a willing combatant for Acurabot? Tune into DKN7 to find out.
[TOP]
All show no go
BY NOW you have may have figured out that the Mod Squad is a regular feature in the Sunday Sun's Drive section. I hope you like it so far.
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The Mod Squad is much more than a two-dimensional view of the performance aftermarket tuning scene, it is a 3D sampling of what’s hot or not in the Canadian and U.S. sport compact car scenes.
From tuner test drives with factory-tuned rides to rating the latest car enthusiast video games, MS hopes to bring awareness to a unique industry and subculture where four-cylinder engines and body kits rule.
Tackling issues important to young car buffs and profiling industry up-and-comers as well as its veteran heavyweights, the Sun is going where no Canadian newspaper has gone before.
It's already mid July and show season is in full effect. I'm in Markham, Ontario this weekend checking out perhaps Canada’s largest and longest-running import and domestic outdoor car show, Darknights 6.
Try to forget DKN6 for a minute. I'll have that coverage in next weekend's paper. I have some tips for all you hardcore show goers that plan on attending an outdoor show this summer. Tips that will help make your crew's next appearance more fun with fewer headaches.
When the mercury soars into uncomfortable territory at a car show, it's easy to forget we're at the mercy of Mother Nature. Dehydration, sun stroke and potentially worse can wreak havoc on your body, let alone ruin a perfect day. It’s important to drink lots of water and keep cool by ducking in and out of shade as often as possible. Frozen treats also help when air-conditioned space is at a premium.
To help fend off troubles like those above and more, here's a checklist of tuner must-haves for the next outing:
Sunscreen, hat and shades: Why I still see beet red people walking around at car shows, I will never understand. Having seen second-degree sunburns up close, I can tell you they're not pretty, but they are preventable! Use SPF 30 sunscreen or above and reapply every hour is my advice. Your next best friend is a wide full brim hat, preferably one that breathes well and/or wicks away moisture. Unlike ball caps, bucket style hats (with sponsor logos) keep UV rays off the back of your neck without having to be turned around all the time. Sunglasses might leave you raccoon-faced, but your precious eyes will thank you.
Cash: Nothing is cheap at car shows. Whether two dollar bottles of water or double scoop ice cream cones, you'll definitely need some bank to get through the day. Don't forget to check the cost of admission.
Sharpie: A good traditional pen substitute is the Sharpie permanent marker, which are perfect for taking down numbers, leaving notes and pulling rude pranks. They come in many different colours, however, the number one reason to have a sharpie on hand is to get your favourite import model's autograph, of course. Hotties like Francine Dee, Rachel Sterling, Tila Nguyen, Natasha Yi and Tailor James are dying to charge you a few bucks for a John Hancock on their latest poster or calendar.
Camera: To take pictures of those lovely models silly. Oh, and to shoot your favourite cars at the show. Video or still photography, whatever suits your fancy.
Cell phone: An absolute must for road trips! But, also handy for calling up absent friends and telling them what a great time you're having at the show they couldn’t be at. You can also call a friend a friend pick up something or someone left behind.
... to help fend off trouble, use this checklist of tuner-must-haves when you attend an outdoor show ...
If you want to enter your vehicle into the show instead of attending as a spectator, here are some basic tips to showing your ride.
Wax and polish: After arriving at the show, use your favourite brand of wax and polish to bring out the shine on your freshly washed showstopper. Your car's outward appearance is as important to the judges as what you’re packing under the hood, or in the stereo. More importantly, don't forget to wash your car beforehand. Some shows do provide crude facilities (i.e. hose), but don't count on it. Better to secure a prime spot out on the show field.
Detailing supplies: Q-tips, toothbrushes, toothpicks, maybe even a bicycle pump are nice for cleaning the cracks in your interior. A good chamois can help dry up after a downpour and fine detailing cloths will eradicate water marks and finger prints in seconds. Tire foam will give that "new" look to your tires.
Fuses: If your ride has in-car entertainment (ICE = audio, video, computer, game consoles, etc.) and/or you want to enter the audio competition, an overextended electrical system will get you nowhere. Fuses can pop anytime, especially when subjected to heavy loads for extended periods. For audio amplifier fuses, check with your manufacturer. Be sure to have the proper sizes.
Chairs and umbrella: If you’re going to be at a show for an entire day, collapsible chairs should go without saying. The umbrella's functions, however, are twofold as both rain and sun shields. Looking for more shade? Step up to a screen tent or canopy and have room for everyone to chillax in the shade!
Whether you're looking for a good car show result or simply sights and sounds, being prepared for certain situations can help tuners beat the heat!
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Right place fast times
WORRYING about a new set of pistons not arriving on time; or having enough time to install them in your recently rebuilt Acura GS-R engine before the race this weekend, are not things a typical girl thinks about every day.
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While that may be so, it is now a reality for 21-year-old Jennifer Lee of Newmarket, Ont., who campaigns her Pro Stock Jen Racing Honda Civic in the popular NDRA (NOPI Drag Racing Association) Xbox Championship series south of the border.
Under the Jen Racing banner, Lee is blazing a trail as the first Canadian female to race professionally in a major U.S. sport compact drag racing series. The sport comp ladies club currently includes herself, the "first lady of import drag racing," Lisa Kubo as well as Leslie Durst, Lisa Feeheley, Stephanie Eggum and Angela Proudfoot, all of whom compete in either the NDRA or NHRA Summit Sport Compact drag racing series'.
Prior to breaking into the pro ranks south of the border, Lee spent the past two summers racing her turbocharged 2001 Acura Integra drag car in the CSCS (Canadian Sport Compact Series) and NCRA (National Compact Racing Association) series' in Ontario and Québec. Boyfriend Dov Aronoff, 25, is the team’s crew chief and mechanic.
How Jen got into this ride was pure coincidence though. Lee attended last year's SEMA Show in Las Vegas to find sponsors for a new racecar that was being built to replace the Integra.
Well, she did much better than that after meeting the former owner/driver of this car, Heather O’Connor of the now defunct championship-winning Venom Racing team, which campaigned this Civic in both NDRA and NHRA throughout 2003.
"Dov used to help out the (Venom) team before I met him," said Lee. "I had no idea they knew each other and I met Heather at SEMA and Dov was with me and she was like, 'Hi Dov!' How've you been?"
They all hung out together for a few nights in Vegas before Heather flat out surprised Jen later in the week with a sponsorship offer that included the car as well as product support. After sleeping on it for one night, it was an offer not to be refused.
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Shortly after SEMA, the five-car Venom team was reportedly withdrawing from its 2004 racing plans in order to refocus their efforts back on the family business, Venom Performance and Python Injection. Jen's good fortune is a classic case of being in the right place at the right time. The team’s hard work and dedication up to now has been first rate and Lee and Dov are content to endure the long hours and many miles of towing the Civic to tracks in the northeast and central U.S. as well as Ontario.
With very quick 0.002-second reaction times and solid driving abilities, Lee is quite comfortable and focused in the cockpit of her racecar. "I watch the (start) light like a hawk; don't take my eyes off of it," she said. "When I go to launch my car, it’s just like ready, go!"
The Jen Racing Civic posted a best time of 11.3 @ 117 mph just over a month ago (Heather's managed 11.1 last September). In the last year-and-a-half, the 250 hp naturally aspirated motor was subjected to a lot of abuse and neglect thoguh. The rebuild was necessary after finding that some of the valves were smashed, the piston rings and valve seals gone, the crankshaft was stuck, and the camshafts were for a street car.
If those darn pistons did eventually show up, Jen claims that "running 10s won’t be a problem" this weekend thanks to the rebuilt GS-R.
...no amount of safety equipment can prevent the unexpected...
All assurances aside, this is racing and no amount of safety equipment or preparation can prevent the unexpected from happening. Lee got a little taste of what I mean earlier this year when one of the front driveshafts broke during a run. She managed to keep the car off the wall and escape serious injury, but "the steering wheel threw my hand into the dash and I busted my pinky finger and sliced my hand open." It was pretty bad, but the problem has been fixed. Lee knows that it's all part of the game.
On an average race weekend, Jen Racing can tally up a two-person bill upwards of $1,000 U.S. (gas included) depending on the distance traveled. That's a lot of money for a part-time trampoline coach (Lee), but they seem to manage alright with Dov working as a mechanic for Vampire Performance in Bradford, ON. "I love coaching, but I wish I could race full-time," said Lee, a former national gymnast who now teaches seven- to 20-year-olds how to bounce.
Jen Racing's current sponsors include KW Suspension, Vampire Performance, Al Palladini Pine Tree Ford, ENJO, Magnus Motorsports, Reinhart Trailers, Venom Performance, Python Injection and Girl Poison.
Hopefully, Jen and Dov are making headway in Bristol, TN this weekend where the Jen Racing Civic is making its fourth of seven NDRA appearances in 2004. Today, Jen could be racing in her first ever elimination rounds of as a pro, perhaps right now.
Even though the fastest "all-motor" cars are already running in the low 10s, Lisa Feeheley, one of Jen's direct competitors, proved two weeks ago that you can be competitive and win with an 11.6. It helps when a 10-second car breaks, but you can bet that when Jen scores her first U.S. win, it won't matter how or where, only that it did.
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Dodge SRT-4 takes off
WHEN MY LEFT FOOT felt the weight of the clutch and I turned the ignition key for the very first time, I knew the SRT-4 was going to be fun to drive. My first shakedown run with Dodge's most potent Neon ever took place at last year's Automobile Journalists Association TestFest. I really liked it then; and I still really like it now. But, instead of only getting to take it for a 30-minute tour of the outskirts of Belleville, Ont., I have just spent the past week assessing it with a more tuned eye in a variety of conditions.
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Thanks to a 2.4L turbocharged inline-four high output DOHC 16-valve motor, the SRT-4 catapults from zero to 60 mph in just 5.8 seconds. Only the Viper can beat that, but who can afford one of those? Dodge conservatively rates the 2004 SRT-4 as having 230 hp @ 5,300 rpm and 250 lb.-ft. of torque from 2,200 to 4,400 rpm (at the crank).
Many '03 and '04 SRT-4 owners have 'dynoed' their cars to establish baseline horsepower and torque figures whereby the effectiveness of any and all future mods are measured against. A large number of these baseline pulls have shown anywhere between 216 and 224 whp (hp at the drive wheels). I would say it felt more like 200-205 from inside the car.
Visible through the front grill and tucked up under the SRT-4's abbreviated nose, the large intercooler provides cool air for the potent engine that produces one of the meanest and best sounding exhaust notes anywhere. Thanks to a mufflerless dual outlet exhaust system (a resonator is included), the SRT-4's bubbly low-pitched grunt (at idle) barely scratches the surface of what this engine is capable of.
My Flame Red test car came with all the standard SRT-4 cosmetic enhancements, including the Power Bulge hood, upgraded front and rear fascias, flowing side skirts and arched rear spoiler. Even though my model was missing the optional sunroof, the aggressive tuner package makes you almost forget the SRT-4 has four doors.
Where the SRT-4 gains a lot in power and acceleration, it gives up some in precision. Its shortcoming is understeer, especially when driving hard in corners. The 205/50ZR17 BFGoodrich g-Force KDW II tires, which did produce some unwanted tire noise at some speeds, are more than capable of keeping road and car connected thanks to advanced tread compounds. However, the 4's handling would become much more responsive and less likely to break traction with some stiffer springs dialed in with a few degrees of negative camber, a slight lowering job (one to two inches) and chassis and suspension bracing throughout.
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Getting the tires to hook up does require a bit of feathering to the clutch and throttle; but, tire chirps in first, second and third gear are one thing, finding traction when you need it is another. The Quaife limited-slip differential helps out in that regard, but it's effectiveness given the other weak areas remains in question. The SRT-4 could benefit from a different steering ratio to improve steering response; a smaller diameter steering wheel might also help to get rid of some of the delay.
...the exterior wins big style points for its aggressive yet wholesome appearance...
Whereas the exterior wins big style points for its aggressive yet wholesome appearance, the SRT-4's ordinary interior is more indicative of a lower priced domestic sport compact.
Pluses here include very comfortable bolstered cloth bucket seats, racing-inspired aluminum pedals, white face gauges and electroluminescent Auto Meter boost gauge, which was fun to watch day or night! I liked the simulated carbon fiber accents on the steering wheel and shift boot, and the stereo sounded surprisingly good. Bless the 60/40 split-folding rear seat as well.
On the down side, I didn't like the 40 km increments on the speedo and cosmetically challenged center dash console; the plump shift knob has to go because my right hand kept hitting the side of my seat when shifting into second. This could have been attributed to the forward seat position my 5'10" frame required to reach the pedals and might not even be an issue for taller drivers (3-5 inches taller I reckon). Even still, I might consider replacing the shift knob with one that has a slimmer profile and contouring for the thumb and pinky. Other than a slightly notchy and occasionally hard to get into second gear, I had no problems with the otherwise smooth five-speed gearbox.
Now for the best part! One thing I haven't mentioned about the SRT-4 is that Dodge fully backs its entire line of Mopar Performance products. From staged turbo upgrades, exhaust systems and intake / exhaust manifolds to suspension components, a short throw shifter and coloured valve covers, Mopar is hoping to catch the next big wave in the import game.
There's an excellent chance I'll be getting this car back once the Mopar Stage 2 turbo upgrade kit is installed. With a Stage 2 PCM (Power Control Module), 682cc fuel injectors, 3.0 Bar MAP and TIP sensors and Turbo Toys, this kit can achieve 265 hp and 280 ft-lbs. of torque on premium pump gas. I can't wait to check it out, but I'm also hoping the Stage 2 or 3 suspension upgrades will get done as well.
Know this: A 500 whp SRT-4 with stock internals is not a pipe dream! I know a couple of guys in North Carolina and Texas that have both done it!
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Tuning out the stereotypes part II
PICKING UP where last week's Mod Squad left off, I feel inclined to offer my opinion on "street racing" and how it's being handled, or mishandled, in parts of Canada.
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Young car enthusiasts, tuners in particular, are being stereotyped by the police, media and public and, quite frankly, they're tired of getting pulled over; tired of tickets for questionable mods; tired of court appearances; tired of bad and misleading media coverage; and, tired of cops filling their quotas by targeting their souped-up rides.
While police programs like PACER (Police And Community Educating Racers) and ERASE (Eliminate Racing Activities on Streets Everywhere) have been put into effect for the good of society, movies like the Fast & Furious have done more harm than good to the tuners image in the community.
To say that I am disconcerted at how police are dealing with street racing is an understatement. Dare I mention that the passing of Bill 241 would have only driven it further underground?
Street racing is a problem for law enforcement officers as well as the general public and those who actively participate in it. I do not condone it in any way. Unfortunately, it's showing no signs of going away anytime soon because of poor planning, a lack of officer training as well as questionable program execution by those who carry out the directives.
Calling every pair of young punks that rev up their engines and squeal away from a stoplight as street racers doesn’t help either (bearing in mind that most people assume every modified car is designed as a street racer).
PACER and, more recently, ERASE have had a minimal effect in getting the racers out to the track instead of on the streets, however, it is their fundamental ideology – that street racing is dangerous and illegal – that's being lost in the translation. As a result, impromptu contests of speed and ego can still occur anywhere at any time.
A big concern is the fact that Toronto Motorsports Park is more than an hour's drive from the GTA – and that’s in good traffic while St. Thomas Dragway is pushing two hours. To the East is Mosport's development track at just under an hour, however, it is used primarily by the Bridgestone Racing Academy, which also rents it out.
Through an industry-wide anti-street racing program called RASR (Racers Against Street Racing), our American neighbours are identifying, assessing and combating the problem better than we are, with education and prevention at the forefront of their offensive.
"Take it to the track!" or, "Time slips don't lie!" are a few of RASR's mottos, and, with NHRA sport compact drag racing stars JoJo Callos, Abel Ibarra, Lisa Kubo, Stephan Papadakis and many more taking the message public, RASR comes through loud and clear.
RASR "is a coalition of auto manufacturers, aftermarket parts companies, professional drag racers, sanctioning bodies, race tracks and automotive magazines devoted to promoting safe and legal alternatives to illegal street racing on a national level," according to EnjoyTheDrive.com.
...impromptu contests of speed and ego can still occur anywhere at any time...
The program's 109 partner facilities (tracks) in 16 states, including 17 in Alabama, 14 in California, 21 throughout Florida and Georgia, four in Hawaii and two in Alaska, is just the beginnings of a nationwide network of safe havens for racers. These are all safe, controlled supervised legitimate racing facilities where youths are encouraged to run whatever they drove there in.
RASR works with local police agencies and racers to bring better involvement and understanding from both sides.
"RASR strives hard to educate new drivers about the dangers of street racing and aggressive driving stunts that put them, and others, at risk of serious injury and death," said Christopher J. Kersting, president and CEO of SEMA. SEMA's Sport Compact Council oversees RASR.
One of the more recent RASR initiatives is educating new driver about the risks and consequences of street racing. This was accomplished by reproducing and distributing an episode of MTV's "Flipped" show. The episode, called Speed Demon, cost six SEMA-member companies $160,000 USD to reproduce the video and get it in the hands of 6,757 driving instructors at high schools throughout the United States and Canada. (Thanks, eh.)
Extinguishing street racing outright will be a next-to-impossible feat; however, it can certainly be reduced by making suitable facilities more readily available. Future anti-street racing campaigns ought to be more focused on proactively reducing the problem. These programs will also need better marketing support to get the word out. Support from the entire industry will also be paramount. Perhaps RASR would consider extending into Canada?
Until police decide to ditch the show-and-tell route for a more effective national approach to stopping illegal racing activities, I encourage you tuners and fellow car enthusiasts to keep modifying your rides! If you feel the urge to do something stupid, like engaging in a street race, play a video game instead.
Next week, I will have the inaugural 'Tuner test drive' where I take the potent 2004 Dodge SRT-4 through its daily paces and critique it from a tuners perspective.
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Tuning out the stereotypes part I
THE LAST installment of The Mod Squad looked at air intake and exhaust systems as good places to start following the road to owning a tuned and modified ride. You're probably wondering 'what's next?' right? Wheels and tires; a lowered suspension; maybe a short shifter and lightweight flywheel; headlights and taillights – they are all logical next steps. But, before diving head first into the next sequence of mods, you should know that you could be in for a bumpy ride ahead.
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I was not surprised when 'pulling up at the lights with the tunes blasting and loud exhaust roaring' was mentioned by Torontonians in a recent Pulse24 poll as things that get random drivers all peeved over.
While the purported noise violation scenario did account for only one percent of the poll outcome, it does raise some eyebrows because it is one of a growing number of stereotypes that people and the police commonly associate with modified import and domestic sport compact vehicles.
The notion that every modified car is designed to be a street racer is perhaps the most common and disturbing stereotype there is on this issue.
Police programs like P.A.C.E.R. (Police and Community Educating Racers) and, as of two-and-a-half weeks ago, E.R.A.S.E. (Eliminate Racing Activities on Streets Everywhere) have become a source of criticism for young car hobbyists because of police stereotyping and, subsequently, unfair treatment.
E.R.A.S.E. is a joint try by the Police Services in Toronto, York Regional, Peel, Halton, South Simcoe, the MTO and Ontario Ministry of the Environment as well as the O.P.P. to eradicate street racing in this province.
"Police officers are not given the proper training on performance modifications and use too much of their own judgement when giving out tickets," says Greg, an active GTA car show participant and tuner, referring to the type and frequency of violations tuners are penalized with daily.
"The Ontario Highway Traffic Act doesn't state any sort of standards about noise or for the composition of a muffler, for example," adds Greg, whose turbocharged 1995 V-Dub has been yanked to the side of the road more than a dozen times for various parts related inquiries by the police. More than half of these resulted in at least one ticket. He says that, "… more often than not, the police act unfairly and presume that all modded cars are street racers."
Fact is that it's not uncommon for souped-up cars to get pulled over regularly. Getting cited for fender and tire violations, excessive exhaust and stereo noise as well as too-bright headlights are a few of the popular ones.
"If it's not D.O.T. (Department of Transportation), then it's not legal!" said one fellow in an online forum about the police’s attitude about parts on certain modified street vehicles.
"There should be stricter guidelines set forth, such as in California," demands a heated Greg. The California Department of Motor Vehicles' 2004 Vehicle Code is not only up to date; it contains sections that describe in detail what modifications a motorist may or may not perform to their vehicle.
...the notion that every modified car is designed to be a street racer is perhaps the most common and disturbing stereotype...
With no clear guidelines in Ontario for enthusiasts to follow when modifying their daily-driven vehicles, how can the police, collectively or not, be expected to use anything but their own discretion when enforcing this sort of thing in this fast paced environment.
There's no doubting that P.A.C.E.R. and E.R.A.S.E. are being run by the police services with the best of intentions. And, it's hard to argue against public safety, but there is a problem with the message they're sending and they are losing the battle.
In the opinion of Mark from TorontoStreetRacing.com, the P.A.C.E.R. program is waste of taxpayer money. "They come to car shows and other events and promote taking (street racing) to the track, but last year they targeted big track events and showed up outside the venues to hand tickets out." He's basically saying that while one hand gives the other takes away just as fast.
"(Police) are doing a lopsided job by failing to lobby to the government and help build tracks closer to the GTA," offers Andy, who drives a 1993 Honda Civic with an Integra GS-R engine. Many of these alleged violations take place near tracks like St. Thomas Dragway near London and Toronto Motorsports Park, which is close to Brantford, of all places, where tuners are heading for some legitimate racing action. Many of those who get ticketed will just turn and walk away without ever rightfully setting foot in front of a judge.
With the sixth annual Darknights show (DKN6) a month away, chances are the police are preparing for a busy July 17-18 weekend. As in years past, expect the police to set up multiple vehicle inspection stops in the vicinity of the show. They have unfortunately become as much of a staple for the show as the bikini contest and show cars it attracts.
As Mark alluded to, this type of crackdown has become an all too familiar occurrence for the tuner crowd. So that you can avoid getting yourself all caught up in the midst of an unpleasant citation during the next little while, I am told there is a blitz on modified cars in Markham right now. So, watch your back, Jack!
Read the second part of 'Tuning out the stereotypes: Street racing edition' in next week's Sunday Sun. Until then, be smart and drive safe!
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More flow equals more go
ARE YOU READY to give that tired ride some more oomph? Tired of driving around in your momma's wimpy-sounding four-banger import? Ashamed of getting passed by people's grandmas driving in the slow lane?
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One of the first and simplest things a tuner can do to inject a bit more performance into their ride is to open up the breathing passages leading to and from the engine. Installing an aftermarket air intake and low-restriction exhaust system can do just that.
Better performing engines get better fuel economy and that's good news with the high price of fuel these days. A few extra ponies never hurts either.
Air intakes are one of the most popular aftermarket modifications because of their simplicity and low cost. Complete kits range anywhere from $150 to $600 (and probably more) depending on the make and model of the vehicle. At the heart of these kits are high performance air filter elements that induce more air and thus oxygen into an engine. When mixed with fuel and spark, the result is a cleaner, more thorough burn accompanied by a noticeable improvement in throttle response and a bump-up in power and torque throughout the power band.
The added oxygen won't usually affect the air-to-fuel ratio and most ECUs will "learn" the change without trouble; but I highly recommend installing a set of pricey Iridium spark plugs along with this mod. For optimum performance, never go below the engine manufacturer's recommended fuel octane rating. Although their effectiveness can vary greatly across brands and vehicle applications, performance air intake systems can make anywhere from two to 26 hp the moment installation is complete.
Washable and reusable air filter elements can help curb your investment over time and cleaned as often you like. K&N Engineering claims its Fuel Injection Performance Kits (FIPK) "… get better acceleration, instant power, and ease in lane changing and passing even while towing…"
With installation times under an hour, installing a complete kit, which usually includes transplanting the factory MAF sensor onto the new kit and attaching some new tubes, is a light workout for the automotive DIY'er. If you do perform the install yourself, be sure to tighten all bolts firmly at the end. Air leaks are bad, so if you're unsure head over to a reputable muffler shop, which should be your next stop anyhow, to get it checked out by a licensed mechanic.
...get better acceleration, instant power, and ease in lane changing and passing even while towing...
At the exhaust shop, you'll have two more options for some additional airflow enhancement. First is to replace the muffler canister with a freer-flowing aftermarket unit (not necessarily a direct OE replacement). But, a good exhaust system is only as effective as its weakest link and in most cases it's those crinkled, warped and restrictive factory bends that slow down the exhaust gases already bottlenecked up inside what's usually a hideously skinny one-and-a-half-inch main exhaust pipe. This is a bad habit the automakers need to eliminate at the factory!
Second - complete cat-back exhaust systems are more effective and while they do cost a couple hundred dollars more on average, they offer better performance by replacing everything past the catalytic converter. Aluminum is an excellent choice for harsh or varied driving conditions, such as in Ontario where salt is a main contributor to rust.
A good exhaust system will make use of mandrel bending - a way of shaping the main exhaust pipe so that only one length needs to be used; this promotes better airflow as the pipe's inner diameter is retained throughout its length even in 90-degree corners. Many aftermarket companies offer fully-equipped cat-back systems complete with a single or dual outlet muffler, main pipe and, sometimes, a resonator.
If you feel like splurging on a custom built exhaust system - a third, more expensive option - insist on mandrel-bent tubing to maximize the performance-to-dollar factor. The result will be an exhaust system that fits your car perfectly and one that's less prone to rattling against the floor panels. Cat-backs can cost as much as $1,000 or more for single exhausts, and more for dual applications.
Upgrading your exhaust is arguably the best 'bang-for-your-loonie' modification because honest gains of 10 or more horsepower and torque can easily be achieved at a fair cost. Combined with an aftermarket air intake system, the results will be exciting to say the least.
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Nitrous oxide is no laughing matter
SO, you've just bought yourself a new used car with the intention of modifying it. Congratulations, but now what?
Many of today's popular tuner cars were made during the early 1990s – with a five-year grace on either side. Cars that old usually don’t carry any type of warranty, except for maybe brake pads or some other readily available replacement part installed at your vehicle's last check-up.
Whether an import or domestic, North American, European or Japanese car, it's likely that your aging four-cylinder engine could benefit from a little bit of TLC; or, a few simple and relatively low cost aftermarket modifications. You start to wonder… 'Maybe it's time to consider replacing broken down parts with upgraded aftermarket parts?'
Believe it or not, there are people out there that will purchase a 10-year-old Civic, for example, and then modify the heck out of it. You might even know somebody like that, or have seen one of their rolling creations while out driving one day.
Now, whether you consider rolling on a sweet set of 19s with a body kit and exhaust cool or not, remember it’s not your prerogative; it's their way of expressing themselves. What are worse? Annoying drivers or bad drivers (of which there are way more of)? If your prerogative is to drive a smelly hunk of rusted metal on wheels then so be it, as long as your emissions are certified along with the vehicle!
Thank goodness that Bill 241 never got passed as it was originally presented on December 1, 2002 by former Minister of Transportation, Norman Sterling. Had it not been amended by parliament on May 5, 2003, the Ontario automotive specialty equipment retail and service market would have been crippled. Untold businesses would have immediately fallen into dire straights and thousands of jobs likely lost along with one of the West’s greatest freedoms – the freedom to modify your ride!
Originally, Bill 241 Section 172.2 (1) proposed that: "No person shall drive or permit to be driven on a highway a motor vehicle with a prescribed part, containing a prescribed substance or equipped with prescribed equipment in prescribed circumstances." Basically, this would have made almost every modification illegal in one way or another.
...thank goodness Bill 241 never got passed...
Heck, even Canadian Tire would have been affected by this vague piece of crap. An online petition with more than 12,000 signatures can still be found at www.petitiononline.com/sect1722 (a fun read), but it was definitely a large inflow of letters that tipped the scales.
The Ontario Road Safety Act, 2003, Bill 20 Section 172.2, an official amendment of the Ontario Highway Traffic Act, now states (in full): "No person shall drive or permit to be driven on a highway a motor vehicle equipped with a nitrous oxide fuel system unless the part of the nitrous oxide fuel system comprising the canister, bottle, tank or other store of nitrous oxide is completely disconnected from the other parts of the system, the disconnection can be observed by looking at the interior or exterior of the motor vehicle and the disconnected parts cannot be reconnected from the driver or passenger seats."
When injected into a vehicle's air/fuel stream, nitrous oxide (a.k.a. N2O, NOS, laughing gas) temporarily boosts the fuel's octane rating to above 100 just prior to ignition, which results in a hotter, longer burn and, in turn, faster piston velocity. Even on a 300,000+km engine can the instantaneous boost of horsepower (anywhere in the range of 25-200 on the most extreme setups) be easily felt.
At least the law is not vague; and I support it! Personally, I think it's pointless to have nitrous installed on a daily driven car because it comes with too much responsibility – responsibility that'’s sometimes too easy to forget. It will only get you into trouble not only with the law but perhaps with any number of unspeakable possibilities. It belongs on race cars and race cars belong on a track. Think about that.
With all this legislative brew-ha-ha now well behind us, the road ahead is open to many different kinds of vehicle modifications now and in years to come. At least until the next big gas hike brings the fun to a halt.
Alas, try not to let the price of gas get you down. Instead, get on with fixing up your ride in peace, reviving that 300,000+km engine. While you're at it, why not write letters to the latest Minister of Transportation, Hon. Harinder Takhar, if you're upset about either the nitrous regulations for the price of gasoline.
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Tuners take off
LET ME START by saying how thrilled I am that the Toronto Sun is now covering the automotive tuner market, or as I refer to it - the sport compact (performance and accessories) marketplace.
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As the senior editor of Modified magazine (and former senior editor of Performance Auto & Sound), I know a thing or two about this whole scene since I have been reporting on it full-time for the past five years.
During this time, the tuner market has really come into its own as well as blossomed into a multi-billion dollar industry in Canada and the U.S. Moreover, it has become a place where the OEM (original equipment manufacturers) have repeatedly visited in order to gather insight and information about what's hot and what's not in the world of aftermarket tuning.
Competition amongst the world's car manufacturers has never been fiercer and as the OEs continually try to outdo one another, reinventing the wheel every season has not only become more difficult but expensive as well, with new technologies replacing older, out-of-date technologies at every turn.
On the other hand, the tuner types (who have either bought directly from an OE or from a third party as a used vehicle) would rather attempt to improve the wheel on their own terms by replacing or upgrading common items with newer, better parts from the aftermarket.
The performance aftermarket has been around almost as long as the automobile itself. Today's car enthusiasts, however, know no bounds and because of increased technology, changing attitudes and the wide availability of parts (from all over the world), they can personalize their cars to the outermost limits of automotive sanity.
Whereas the main focus of car modifying in the 1950s through to the 80s was creating horsepower with little emphasis on appearance, modifiers of the 90s and 2000s still do focus on horsepower, but not at the expense of the entire package.
Centred in California, the car tuning scene really took off in the Southwest U.S. a decade or so ago. It has since grown to include several major markets across North America including Toronto, Montreal, Vancouver, New York, Chicago, Miami and many other cities. Its byproducts - usually "modified" import and / or domestic sport compact performance cars like the Honda Civic, Acura Integra, Toyota Celica, Mazda RX-7, Nissan Sentra, Subaru Impreza and VW Golf (a few of the popular choices) can be spotted on any given street or in every mall parking lot across the GTA at any given time.
Fact is that many of today's youths can pick up a good ride for a good price in the used car market. One of two things usually happens next: the new owner will drive the car to the ground and pay it little respect until death do they part; or, they will begin to modify the car so as to make it better-than-stock.
...fact is, many of today's youths can pick up a good ride for a good price...
In some cases that could mean a higher power-outputting engine while in others it could mean a complete body makeover (like the Integline - an Acura Integra and Nissan Skyline hybrid - I showed you in my International Auto Salon coverage from two weeks ago). Upgrading the factory audio system is another good example although that can range in price from $150 to over $10,000 (just like a paint job) depending on how deep your pockets are and how much you enjoy sound. It is not uncommon for an enthusiast, upon completion of their project, to state that the OE should have released their car this way in the first place!
Whatever their reasons and whichever their after-purchase path may be, the reality is that there is a new automotive market segment that didn't exist, say, 10 years ago.
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That said, many people go with all sorts of upgrades and extras from the performance (engine internals, turbos, exhausts, tires), accessories (wheels, seats, paint and body) and mobile entertainment aftermarkets. Why? Because they can!
Beside the fact that there is so much you can do to modify today's cars, the majority of people actually partaking in these activities (they are plentiful; there is an estimated 30,000 modified vehicles in the GTA alone) are young, smart, hip and more importantly, always on the go!
But the sport compact tuner scene is more than just modifying cars; it can be a whole lifestyle thing!
If you attended either of the last three Canadian International Auto Shows and made it over to the Skydome pavilion, then you should have noticed that the entire 100 level was occupied by numerous examples of modified vehicles from around the GTA as well as local aftermarket parts vendors.
This was by no means the fault of security, but rather the show's management group that dubbed this section of the CIAS the "Sport Compact Revolution."
By and large, the Sport Compact Revolution was created to attract a younger audience, which by no mistake happens to be part of that tuner community I've been trying to define. Unfortunately, that is perhaps the hardest thing to do because there are so many competing influences, opposing opinions and stark realities to consider. I'll do my best to become the mother of nurture.
In future writings of The Mod Squad, I will introduce Toronto Sun readers to tuner topics such as street racing, mobile entertainment, performance upgrades, tuner cars in the media and tuner motorsports and lifestyles. Until then, share the road - you don't own it!
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SEMA International Auto Salon West
WHEN PEOPLE think of Los Angeles, they usually think of movie stars and Hollywood, Rodeo Drive, sandy beaches and sun and smog, but when a young car junky pictures L.A. in his or her mind, it's a somewhat different story.
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It's not every day that even the most diehard Canadians can attend a high caliber car show such as the SEMA International Auto Salon. Thankfully I work in the industry and recently returned from the SEMA IAS West, April 2-4.
No, this is not the gigantic annual SEMA show that encompasses almost every facet of the automotive industry and takes over Las Vegas every November.
IAS West is instead where aftermarket sport compact performance companies go to show off their latest products and project cars. That these are some of the wildest and fastest sports cars on the continent is just another day in L.A. Ho hum.
The Los Angeles Convention Center was besieged by aftermarket performance brand names like AEM, APC, Edelbrock, Eibach, GReddy, HKS, MOPAR, NOPI, Recaro and Wings West. The tire companies - BFGoodrich, Dunlop, Toyo, Nitto, Falken, Kuhmo, Fuzion / Bridgestone - all had presences at this year's show.
Amongst the rows of exhibits was a 20-ft.-by-20-ft. spacce occupied by a Mississauga-based manufacturer of performance exhaust systems and related engine tuning accessories. Vibrant Performance, a division of Vibrant Power Inc., was more than 3,000 miles from home and exhibiting alongside heavyweights.
All sorts of modified vehicles were shown at IAS West - cars like the Acura RSX, Integra Type-R, Honda Civic and S2000, Nissan 240, Toyota Supra, Mitsubishi Lancer Evolution VIII and the Subaru Impreza STi, and assorted luxury performance vehicles to name a few of the favourites. There was even a 3-rotor Mazda RX-7 twin turbo on display in the Nitto Tires booth. Nearby was the blazing-fast carbon fiber-bodied HKS Mitsubishi EVO VIII TRB-02. With FWD drag racers, purpose-built drifting cars, rally cars, sound vehicles and the latest OE performance offerings from Dodge, Ford, GM, Honda / Acura, Mazda, TRD, exhibitors held nothing back.
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Back at Vibrant's booth, being showcased was the "Integline" - a street-drivable 1996 Acura Integra RS with complete custom Nissan Skyline GT-R wide body conversion. This thing was awesome, but even I was initially stymied after making a few passes by. Its owner, a Bakersfield, California resident, wanted "to build a Skyline-looking car (and) together with his body shop and with Ground Designs were able to make (the Integra) look like a Skyline," said Dino Rossi Jr., product manager, Vibrant Performance.
Under the hood is a Honda B18 four-cylinder engine that puts down about 200-hp to the wheels and although things like the A and B pillars give it away as an Acura, the Integline concept was modeled off a genuine Nissan Skyline R34 (never sold in North America) owned by a consultant on the first Fast & Furious movie.
It is true that Vibrant would have had to spend a small fortune to exhibit at the IAS, but it's a big opportunity when you consider that there are more cars in southern California than are in all of Canada.
"(We) decided to exhibit at IAS to basically let customers on the west coast know that we're open for business," clarified Rossi.
Fact is, if you're in the business of selling performance parts to the new-school car enthusiast and you're trying to run a successful business then you need to be doing something in California where the competition for market share is fierce.
Having just opened a warehouse in Portland, Oregon, Vibrant is now able to service the U.S. southwest, including California and Arizona, as well as its regular customers on the east coast and Canada. Getting in front of these potential customers is the number one goal for any company showing at the IAS; much to the chagrin of the media and consumers within 500 miles.
California is King when it comes to car craziness and the IAS was an excellent representation of the modern sport compact car enthusiast marketplace. It's an experience that even the inexperienced car nut can get into, so go ahead and book next year's vacation at Disneyland. Don't forget to fake a sprained leg at the hotel and bring plenty of storage space for taking pictures.
Road trippers might also want to check out IAS East at the Atlantic City Convention Center.