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SEMA Show 2008 Special

2008-11-11T07:38:43Z

The Driving Sports Team survives yet another SEMA Show in Las Vegas. This new episode features clips from the show floor as well as the after-hours action.

Audi's Conservation Cannonball

2008-10-28T21:24:52Z

What is it about a long road trip that makes people's eyes light up? Surely it's not the prospect of roadside food, long hours struggling to find a decent radio station, or the inevitable stiff back - at least not for those of us who have attained a certain age.

North of Las Vegas, the highway quickly narrows to one lane in each direction, and you share the road to Reno with Semi trucks and Harleys. But shortly we diverged and descended to the lowest point in North America - Death Valley, at 269 feet below sea level. We stopped there for lunch, and then began the long climb, glancing anxiously at the fuel gauge every few miles. If you had to stop to refuel, you'd break the seal the IMSA officials had placed on the filler and you'd be disqualified. Drafting the big Semis (which were now few and far between) was the order of the day.

We reached Mammoth in the deepening twilight, skirting the beautiful yet lifeless Mono Lake - a relic of the region's volcanic past, Mono is too salty and alkaline to support visible marine life. But a fine dinner and a comfortable bed waited for us, and provided enough rest for the giant bobsled run that awaited us.

Mammoth is almost at the crest of the Sierra Nevada mountains. We began the following morning by climbing the rest of the way to Tuolomne Meadows at the summit, and then entered Yosemite National Park. Yosemite is among the most spectacular places on Earth, with volcanic and glacier-formed rock faces unlike any others. We dropped from 11,000 to 4,000 feet on the valley floor and were treated to lunch at the exclusive Ahwahnee Hotel, with the park's famed Mule Deer grazing right outside the classic lodge.

Then the competition for fuel economy took hold. The route from the valley floor to the great Central Valley of California is a roller coaster ride - up and down, but trending downwards all the time. For those who weren't afraid to use the Audi's legendary handling, it was a bobsled run that stretched for 50 miles. Building speed on the downhills, and coasting up over the gentle rises, the A4 made it down to Manteca (yes, a City named "Lard" in Spanish) using almost no fuel at all.

Getting across the great California Basin was an exercise in drafting the big produce trucks and coasting up to stop lights. But eventually we had to climb and crest the coastal hills and drop on into Monterey. We were rewarded with our first sight of the Pacific Ocean - a notable goal for those who last looked on open water from the tidal basin in Washington D.C.

In Monterey, we lodged at The Clement, a 5-star hotel located on the town's famed Cannery Row shopping district. Yet we barely found time to shower and change before we boarded the shuttle to take us up above the city to Tehama, a gated resort overlooking Monterey and the bay.

Tehama is a sprawling Californio-style building, with a Spanish-style central atrium surrounded by the main house. Red tile roof and stucco walls completed the picture. There we sat, sipping the finest regional wines and enjoying the sunset into the Pacific, when there was a small commotion near the door. Turning, it was easy to recognize the tall figure who joined us for dinner - it was Clint Eastwood, former Mayor of Carmel and part-owner of Tehama. He welcomed us to town and invited us in to dine on the local seafood and Salinas valley beef.

As if all this wasn't enough, the next day provided a new and different highlight. We took a break from driving and instead traveled just a few miles to Laguna Seca raceway, where the final round of the American Le Mans Series was scheduled. Of course, Audi provided hats, flags, and all necessaries for us to properly cheer on the team: a pair of Audi R10 prototype racers. The same cars and teams won this year's 24 Hours of Le Mans back in June, and to seal the year, came in 1-2 after 4 hours of racing on the historic California circuit.

One more night on Cannery Row and we were ready for the last leg. By the way, I won the competition for fuel economy across California. On the big bobsled run, I averaged 41.3 MPG, arriving in Monterey having used only 6.8 gallons since Mammoth.

The final day was both predictable and a fitting capstone to the journey - straight down California's astounding Pacific Coast Highway. Well, straight isn't the right term. It's a winding, climbing, falling route with stone on your left and a sheer plunge into the ocean on your right. The coastal hills of Big Sur fall straight into the sea, while Sea Lions and Elephant Seals cavort on the rocks below.

After lunch at a working winery in San Luis Obispo, we skirted Santa Barbara and settled in for the run through Malibu to our destination: the pier in Santa Monica. You've seen it a million times in movies and on TV, with its signature roller coaster and amusement park built out over the water.

When we had gathered at the pier, we proceeded in formation - with LAPD escort, no less ¬- to a street party in the heart of Santa Monica. One more dinner party, this one less restrained than the others, and one more night in a fine hotel, and the winners were announced at a bleary-eyed breakfast. I'm sorry to say I didn't win the overall mileage competition. That honor went to my friend Jaime Gabaldoni, who won Day 1 and Day 3, but I finished a strong second.

I wouldn't want to leave you thinking this trip was all about posh hotels and grand vistas and great food. I mean, it was, but it was also about making the case for diesel, and that required Audi to make a big - really big - statement with this road trip.

Demolishing Diesel's Demons

Diesel cars have had a bad reputation in the United States - and it's generally a fair rap to say that they've been dirty, underpowered, and no fun to drive. Part of that is because American #2 diesel has been a dumping ground for the gunk and schmutz left over from the petroleum refining process, but part of that has been the fair market evaluation of previous generations of diesel-powered cars.

That history means there's an uphill battle to win hearts and minds for diesel in America. But it's a battle that De Nysschen is ready and eager to fight. He repeated his argument in every city on the trip: "I believe that now is exactly the right time to bring clean diesel technology to this market. Audi clean diesel engines consume about 30% less fuel than gasoline engines of equivalent power. They produce about 25% less carbon dioxide, and Nitrous Oxide emissions are reduced by 90%, while particulate emissions are reduced by 98%. So it's a compelling message, for the individual and for the environment."

Audi achieves these remarkable figures by means of precise fuel injection control and the AdBlue system, in which a small amount of a light carbonic acid solution is sprayed into the exhaust system just ahead of the catalytic convertor. The nitrous oxide in the exhaust mixes with the AdBlue and generates ammonia, which breaks down into nitrogen and water vapor. The AdBlue reservoir is topped up by Audi at every service interval - you never have to worry about it.

Additionally, J.D. Power & Associates projects that diesels will jump from 3 percent of the U.S. market this year to 14 percent by 2017. Working the math, if every one of those diesels was a TDI, drivers would save more than 29 billion gallons of fuel and reduce their carbon emissions by over 250 million tons over the lifetime of their vehicles.

De Nysschen has the environmental stats to please the angel on your left shoulder, but what about the guy in the red cape on your right? What has Audi got for the little devil who's whispering in your ear about how much fun it is to lay into the fast pedal on your S4?

Plenty, as it turns out. Another benefit of taking the new TDIs for a 5,000-mile test drive is that writers like me can look you in the eye and say "Your next Audi is going to be a diesel, and if you don't believe me it's just because you haven't driven one yet."

If it weren't for the fact that I watched them pump the car full of rattle juice from the green pumps, I'd never have guessed I was driving a diesel. Throttle response on the TDI is instantaneous, courtesy of diesel's native torque, Audi's direct injection, and a quick-spooling turbo. There's an astonishing amount of power under your foot, and an amazing amount of quiet in your ears. The 3.0-liter V6 TDI common to the Q7, Q5, and the A4 delivers 240 horsepower and a highly motivational 368 pound-feet of torque. That translates to 0-60 in about 6 seconds. The 2.0-liter TDI in the A3 lays down an impressive 170 horses and 258 pound-feet.

Audi and the EPA say the A4 TDI gets 34 MPG in combined city/highway driving. I found that number to be about right. I drove an A4 north from Las Vegas down to 200 feet below Sea Level in Death Valley and then up to 11,000 feet at Mammoth Lakes, then across California to Monterey and down the Pacific Coast Highway to Los Angeles and averaged about 37 MPG. Now, I was trying to win the mileage competition, but it's not like I didn't have any fun.

And to put the argument right over the top, driving the TDI is patriotic. De Nysschen never tired of pointing out that the EPA estimates that if 1/3 of vehicles on the road in the U.S. were powered by clean diesel, we would save 1.4 million barrels of oil per day. That is exactly the amount of oil we import daily from Saudi Arabia. Europe is already doing this, and we're lagging behind.

"We can dream about discovering new oil fields to make this country less dependent on foreign oil, or we can embrace the technology that achieves the same result," De Nysschen says, before launching into an impassioned plea to contact your representatives and ask them to reduce the taxes on diesel fuel, which are substantially higher than the burden placed on gasoline.

OK, So How Do I Get One?

If you've got your checkbook out now, you might have to wait a bit. Audi's first TDI in the U.S. will be the Audi Q7 full-size SUV. They expect to have the big rigs in showrooms in early 2009. The rationale is that the greatest benefit in terms of reducing pollution and increasing mileage happens when people trade in large gas-guzzling SUVs in favor of greener alternatives.

But whispers along the road were that the next Audi TDI to make an appearance will be the A3 2.0 TDI, which achieved nearly 50 MPG on the mileage marathon. The Q5 and A4 3.0 TDIs are set to make an appearance sometime later.

After De Nysschen's repeated exhortations to call our legislators, he could hardly be offended if enthusiasts rang the phones off the hook at Audi USA asking for the A4, TT, and other TDI options to hit our market as soon as possible.

"Clean diesel makes it possible to create a car-lover's car without the guilt. Yet if they want performance, we can deliver that too," De Nysschen says.

Sounds like a plan.

Photos courtesy Audi of America and the Author.

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Tanner's Flyin' Finish

2008-10-22T23:23:09Z

One of the oldest traditions in racing and road-tripping is Targa competition. Invented in Italy in 1906 as the Targa Florio, a Targa is an extended road trip with speed competition sections mixed with transit and endurance sections. The "Targa" name comes from the Italian word for a crest, or plate -- the emblem traditionally bestowed on the winner. After the Targa Florio became famous, other nations took up the practice of high-speed races over public roads. Thus, the event was imitated in Britain, Mexico, Australia, Tasmania, New Zealand, and on the Canadian island of Newfoundland.

For a racing car, every ounce of weight counts, and you have to spend precious torque and horsepower dragging it around. So Tanner borrowed a page from Mazda's design team and went on his own "gram strategy" to reduce weight. This included gutting the innards of the lightest-weight dashboard he could find and eliminating 20 pounds of unused wires from the stock looms.

"I'm going through the car front to back looking for little places to save weight. There's more to come out of the dashboard as well despite the previous work. The 1991 dash is significantly lighter than the 1994 dash. It's difficult to say why. The only big difference between the two appears to be the thickness of the plastic," Tanner says.

One place where Tanner decided to add a little weight was in the frame rails. "The Flyin' Miata frame reinforcement kit slips over the frame rails and provides a surprising improvement in stiffness of the chassis. An added bonus for us -- beyond the fact that our 200,000+ mile chassis could use all the help it can get -- is that it also armors the underside of the car somewhat and allows us to use the entire length of the frame rail as a jacking point. It's an extra 14.5 lbs, but worthwhile. At least the weight is very low and centered between the wheels!" he says.

But even if you're looking for the last gram to take out of a race car, you have to remember that the Targa is run for a week in whatever weather the North Atlantic might throw at you. So creature comforts like a defroster and side windows are critical to getting the team through the event.

The Heart of the Matter
Forced induction is prohibited in the Miata's competition class, so Tanner has to make his power the old-fashioned way.

The engine is a 1.8 liter unit from a 1999 Miata, equipped with a better cylinder head than the one originally used on the 1994. Pistons weigh just 260 grams each and together with the extra stroke from the Flyin' Miata stroker kit, achieve 11.5:1 compression.

"Flyin' Miata is using our car as a testbed for a high-end naturally aspirated powerplant, a change from the usual turbocharged beasts. This engine is going to sing," Tanner says.

Old school engine builders know that power is made in the head, so Tanner did all the right moves for the top end -- having the chambers relieved to unshroud a set of oversize valves and having all the passages ported and smoothed for maximum flow.

To actuate the valves, Tanner chose a set of custom cams. The big sticks are mated to adjustable cam gears for precise tuning. "The cams are designed for a good torque spread, and I will have the ability to wind out the engine to about 9000 rpm if it proves worthwhile," Tanner says.

Engine control is provided courtesy of a Hydra Nemesis standalone ECU.

"The engine has a 2001-05 main bearing support plate and oil pan, a 1999 1.8-liter block and head, 1990-93 cam angle sensor, hydraulic lifters from a 1990-97, valve keepers from a 1999-05, oil pressure senders from both a 1990 and a 1995, cams originally designed for a 1994-97, a 1994-97 valve cover, 1994 coils, a 1999-05 starter, and a 1994-97 alternator," Tanner says.

When push came to shove, Tanner decided to create a completely custom exhaust system to suit the unique engine. "I used pool hose to work out the basic routing, then improved on that with a header prototyping system from Icengineworks that I like to call "header Lego". It's 1-inch pieces of tube that snap together into whatever shape I need," he says.

When all this (and plenty more) is done, Tanner's Targa Miata engine should produce around 200 hp at the wheels on a car weighing about 2100 lbs, ready to race.

Keeping the Car off the Floor
Consistent with his gram strategy, Tanner chose the lightest possible wheels and tires to get the job done right, and put them under a well-designed, comprehensive suspension package.

Tanner chose a set of SSR wheels shod with Toyo RA-1 tires, and a set of shocks by AFCO, a U.S. company that has experience in both road and dirt track racing. "They're pretty exotic and have a number of features designed for maximum durability and traction. These shocks will become part of the Flyin' Miata lineup, and they are definitely a custom item built to the Miata's needs," he says. Maximizing wheel travel was a big priority, and the car has nearly 7" of travel in the rear.

With a pair of sways measuring 22mm in the front and 14mm in the rear, Tanner felt like he had his basic suspension needs covered. "The car feels great. It's got a very nimble feel and it just glides over imperfections in the road," he says. "The ride target was a set of Ohlins shocks, but with double the wheel travel."

Outfitting the Office
For anyone planning to spend a week in a car driving at top speed, interior comfort and functionality is a crucial consideration. So Tanner has carefully planned and executed the inside of the Targa Miata.

"I've planned on running a hardtop right from the beginning. While it would be fun to run as a convertible, I know what the weather in Newfoundland can be like in September," he says.

Corbeau has supplied a pair of seats and harnesses for the car. "I approached them because we found their seats were the most comfortable of all the ones I've tried -- and I've tried quite a few. The FX1 Pro seat is also very compact and will fit well in the small car while providing us the comfort and support we'll need for a full week of racing," Tanner says. Safety is provided by a Hard Dog cage originally intended for a Spec Miata.

Skin Deep
If you start a car from the most basic components and build it up yourself, you won't get away without painting it. And that's a good thing, because a car built this carefully deserves to be a head-turner.

Tanner had never painted a car before, but he was determined to learn and give this car an outside that was just as nice as its insides. The most amazing part is how little he spent on the project. The materials for the paint job totaled about $330, including a gallon of reducer, solvent for cleanup, a breathing mask, lint-free towels, 5 quarts of paint in various colors with hardener, and a quart of primer with its hardener. He used a pair of inexpensive Harbor Freight HVLP paint guns and a 60 gallon 3.2 horsepower Porter Cable compressor.
"At first, I figured that changing the color of a complete car was a tough way to start -- but really, it's a pretty good one. I can easily see where I've missed a spot or where coverage is uneven," he says.

But this is not a car to be satisfied with a basic single-color paint job. What this project needed was something with panache!
"I'm a big fan of the classic Martini livery so I decided to make a version of it for myself. There is no standard Martini paint job anyhow, they were always designed to suit the car," Tanner says.

After spending uncountable hours in testing, masking and painting, Tanner spent more hours laying down the several colors in their parallel rows all the way around the car. After all that work, he stripped the tape and stepped back to appraise his results.

"Sex on wheels," he said. "I love the look, it's just what I'd hoped. The stripes just leap out at you. The shape works with the shape of the car and there are no major snafus. It's not perfect -- there are a couple of tiny little lines of colors that got through my masking, a few small rough edges and a couple of spots where the line width wavers slightly. But it's unlikely you'll ever see them and they give the car some personality. No soulless, computer-cut stripes here!"

Hitting the Road
After months of design, preparation, and assembly, the Targa Miata was ready for its first road tests. A few bugs are to be expected in any shakedown, and Tanner found his share, but overall, this Miata's hitting all the right notes.

"The car is conspicuously light. It's surprising just how much difference an extra 300 lbs can make to a car, but it will happily surge forward on even just a tickle of the throttle. In short, the car is a ball to drive. It's a reminder that it's not just a Miata with a cool paint job," he says.
After a couple hundred miles on the road, it was time to test the car's racing abilities. So Tanner loaded up and went to a series of track days to test the car at full speed. After working out a few more kinks, he's pleased with his progress.

"At first, the car was a handful. It would understeer on corner entry then light up the rear wheels and oversteer on the exit. It was a bit of a challenge. The one thing that did stand out, however, was the engine. It's a hero. Sharp throttle response, lots of torque from deep down and a killer top end," Tanner says. "Since then, the car's been given a Torsen and a lot of suspension tuning. It's come alive with a great handling balance and excellent adjustability. It can dance. The long suspension travel makes it amazingly stable regardless of the surface, which is really going to help on those battered roads."

But the stopwatch doesn't lie, and if Tanner expects this car to make it in Newfoundland, he'll have to do it on the clock.

"1:07.977 was my fastest time on the first day, and it was a pretty good one. By comparison, the fastest Miata was a turbo car with 225/45-15 Toyos (well scrubbed in) and the JIC shocks that turned a 1:07.119. Another turbo Miata was close behind with a 1:07.337. The Targa Miata was third, ahead of another 45 Miatas including a bunch of turbocharged and supercharged models. It was an excellent first day out, especially considering the car had an open differential and couldn't put any power down" He says.

You're Only as Good as Your Navigator
Janel Tanner is Keith's better half, and she'll be his Navigator on the Targa. The event will be her rally debut, and she's looking forward to seeing Newfoundland as much as Keith is.

"It took some careful consideration on her part. Personally, I'm very happy with her decision. Her organizational skills are far better than mine and she's good under pressure. In short, she has the potential to be an excellent co-driver. Both of us are excited about the prospect," Tanner says.

Beauty and the Beast
We chose Keith Tanner's Targa Miata as our feature car for the first issue of Forever MX-5 because it embodies the very best of the Miata world. It's a top-notch sports car, built for speed, handling, and all-around performance. And it's a beautiful work of art, painted and polished with care and attention to detail. Finally, it's a car built for a lively purpose -- running flat out on the open road, having the time of your sweet life with your best friend by your side.
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Who is the best 'car guy' candidate?

2008-10-22T17:42:06Z

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E85 vs. Methanol Injection

2008-10-21T21:28:16Z

Calibrations Compared for Premium Unleaded, Methanol/Water Injection, and E85 in a 2006 Subaru STI.
You can read about E85 anywhere. However, direct experience on a Subaru platform not only is the better story, but it provides more valuable information. We convinced the owner of the same 2006 Subaru STI featured in our earlier tuning exercise with water and methanol injection to volunteer his car once again to test with E85. For the best comparisons, we tuned the car on pump fuel, methanol and water plus pump fuel, and E85 during the same evening. This particular car is equipped with the stock Vf39 turbocharger, upgraded Walbro 255 fuel pump, Perrin Performance front mount intercooler, and larger 850cc Deatschwerks fuel injectors.

Critical to properly tuning this car for different fuels is the addition of an AccessPORT from Cobb Tuning. This device allows the owner to switch from one calibration for pump fuel to a totally different calibration with ignition timing, boost control and fuel parameters optimized for a specific fuel. AccessPORTs are preloaded with calibrations specifically designed for regional differences in pump fuel and accommodate popular bolt-on part configurations. If these calibrations don't fit the parts configuration or fuel, a nationwide network of authorized Cobb AccessECU professional tuners can create custom AccessPORT mapping (www.cobbtuning.com).

Methanol Injection
We started our tests and comparisons by first creating an optimized calibration for 92 octane pump fuel. This typical pump fuel tune yielded a conservative 320 wheel torque and 290 wheel horsepower (Figure 1). In this case, the torque and power output were maximized but limited to a reliable calibration for 92 octane fuel. We saved this map and moved on to create a calibration for use with a mixture of 80 percent methanol and 20 percent water. As was discussed in detail in the earlier article, we utilized more aggressive boost, timing and fuel strategies to take advantage of the added octane and heat reduction offered by the water and methanol injection system. These differences produced reliable power with realized gains of 35 ft/lbs of wheel torque and 10 additional peak wheel horsepower (Figure 1). The focus of this article is E85.

E85 Power Production
Maps specifically tuned for pure pump fuel, as well as pump fuel plus water and methanol injection, were saved to our AccessPORT. We drained the fuel tank by disconnecting the return line and attaching an extension that drained into an external fuel can. We let the car run for a few minutes, and the returning fuel now filling the gas can quickly depleted the remaining pump fuel from the tank. We poured in 10 gallons of E85 and did some quick changes to the fueling parameters to create a starting point map. E85 requires about 25-30 percent more volume in order to achieve a stoichiometric air-to-fuel ratio. After adding an average of 24 percent more fuel volume to our calibration, we were able to start, idle and drive the car under power with little to no drama.

Utilizing similar boost pressures as those for methanol injection, we now started to change fuel and timing parameters to best match the high-octane character of the E85. Surprisingly, additional ignition timing over that used for methanol injection did not heavily impact torque and power output (Figure 1, lower panels). However, the timing was higher than that used for pump fuel as we ran much higher boost (22 compared to 19 PSI), which normally requires a substantial drop in ignition timing. Added ignition timing that does not produce substantially more torque is dangerous. Even without the presence of detonation it is never a good idea to run ignition timing that is beyond the minimum required to produce maximum torque (MBT, or Minimum timing for Best Torque).

The lambda used for E85 overall was very similar to that used for pump fuel and pump-plus-methanol (Figure 2, top). E85 can be tuned as lean as 0.86 and as rich as 0.74 when on power. Over a period of several runs we found that lambda leaner than about 0.82 produced no extra power on this specific vehicle. Because richer fuel mixtures are always more conservative, we tuned for an average on power lambda of about 0.80 (Figure 2). Lambda is a reflection of stoichiometry. When comparing air-to-fuel ratios from the same data, it is clear that E85 requires much more fuel mass than does pump fuel (Figure 2, bottom).

E85: more fuel means larger injectors
Because of the greater mass of E85 needed to accomplish proper stoichiometric air-to-fuel ratios, the fuel system has to deliver a greater volume of fuel compared to pump fuel. We predicted that we would need at least 25 percent more fuel, that our 560cc stock fuel injectors would not be sufficient for E85. In fact, the stock fuel system on an otherwise stock STI is nearly insufficient for stock pump fuel calibrations. To allow some headroom in our fuel system, we changed our stock 560cc injectors for some high-flowing 850cc side feed injectors from Deatschwerks (www.deatschwerks.com). Using these injectors, our peak injector duty cycle was 80 percent when using E85 and approximately 67 percent for pump fuels (Figure 3, top). These injectors provided a comfortable margin, given the fact that our stock turbo is pumping its poor guts out and will not make more boost at higher engine speeds.

To illustrate the need for larger injectors when using E85, I transformed that injector duty cycle data to match those that we would have observed IF we had attempted these tunes with stock 560cc injectors. As predicted, 560cc injectors would have been statically open just above 4000rpm (Figure 3, bottom). When injectors are above 100 percent duty cycle (IDC) there is no more fuel. In other words, our E85 tune if attempted with stock injectors may have resulted in dangerously lean lambda and possible engine damage. This calculation clearly shows that larger injectors are required for E85 unless boost is lowered substantially.

E85, the Golden Egg?
Given the cost of fuel, the move toward E85 is motivated in part by its lower cost-per-unit volume. However, the energy density of E85 and its stoichiometry indicate a reduced fuel mileage. The national average difference in E85 cost vs. premium pump fuels is a 25 percent savings per unit volume. Our very short evaluation of E85 produced about a 15 percent reduction in fuel mileage compared to pump fuels. This negative impact on fuel economy makes E85 a small savings compared to premium pump fuels. The pure economic value may be different in your region, given variances in fuel costs. Furthermore, just like methanol injection, there is an investment associated with running E85. Larger injectors, engine management and a custom tune are a few of the major costs. However, for most Subaru enthusiasts willing to step up to E85, there is a rationale that transcends simple economics. High-octane fuels are the stuff of dreams for turbocharged internal combustion engines. E85 allowed our test Subaru to create a reliable, additional 55ft/lbs of torque and 18hp at the wheels when compared to pump fuel. Is E85 a value? If you value power, E85 is the deal of the century.

Please direct your tech questions to Timothy Bailey, Ph.D, at tbailey@subiesport.com

Key Product Suppliers

Cobb Tuning - AccessPORT Engine management
www.cobbtuning.com

Deatschwerks - Upgraded Fuel injectors
www.deatschwerks.com

Perrin Performance - exhaust, intercooler, methanol injection, dyno testing facility
www.perrinperformance.com

SurgeLine Tuning - AccessECU qualified Professional Calibrator
www.surgelinetuning.com]]>-->

Leno Talks Japanese Classics in Irvine

2008-10-17T03:32:38Z

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SC: How often do you drive this?

Leno: I drove it down here. Took an hour and a half to get down here. I mean I drive it, not every day, because I have a lot of cars, but I use it a lot. It's very dependable, it doesn't overheat... Americans get afraid of the 9500rpm redline, they're going down the road, looking at 8-grand at 65 or 70 and they think, "oh, I'm beating the engine up." But, your not. Here in America we're used to low torque. This is the exact opposite, and that's why I like it. It's a different driving experience. It's unique. There aren't any American cars that have a feel or sound like this, and they're so light. I mean it's only 600cc's the engine is less than the size of one piston in a V8, so... that's what makes it great fun.

And it's fun to see the history, when I meet guys that have the S2000, they don't realize this is the grandfather of their car, they come over and look at it. The similarities are really quite similar, you know, it's a high-revving engine, even though the S2000 doesn't rev as high as this one did, so that's kind of fun.

SC: This car and the Cosmo, beside those do you have any other Japanese classic cars?

Leno: No. My first car was a Datsun 1600 and I liked that a lot. I'm going to find another one of those some day.

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Prodrive UK Proving Grounds

2008-10-15T03:07:17Z

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Mazda Kiyora: Future Perfect?

2008-10-08T20:39:47Z

At the 2008 Paris Auto Show Mazda took the wraps off yet another vision of its future. This concept, latest in a long string of such contraptions, is small enough to be a Mazda2 replacement for the next decade.

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Cheap Thrills: 1990 Miata Goes Turbo

2008-10-06T16:07:58Z

Bell Experimental Group and is an easy bolt-on for any first or second-gen Miata. The price is great, less than $2000 fully equipped. Ours came with the Garrett "Disco Potato" turbo and is managed by an AEM plug-n-play stand-alone ECU. Installation and tuning were handled by CarbConn in Kirkland, Wash.,]]>

2009 Subaru WRX Reviewed

2008-08-30T04:58:08Z

Fixed. If you needed one word to sum up the changes made to the 2009 WRX, that would be it. Subaru of America has done a fantastic job of distilling the needs and wants of the US-buyer and convincing their Japanese counterparts that America wants a real performance car and not a more "mature," economical performance car, whatever that is. The 2009 WRX: proof that if you cry loud and hard enough, someone just might listen and give you what you want. You wanted more power? Done. You wanted more aggressive looks? You got it. You wanted better handling and better tires? Your wish is a command. At least the internet is good for something.

Part of the power-delivery equation seems to be a strengthened transmission. The Subaru 5-speed has never been known as a monster gearbox and has continually been upgraded over the years. Once again it has received enhanced internals that will, hopefully, be up to the task of handling the added power. Although I am sure that side-stepping the clutch will still be the quick way to shredding your transmission.

The biggest change is in handling. It is hard to believe that this car is based on the same chassis as the 2008 WRX, so drastic are the improvements. And we are not talking huge changes either; re-valved dampers, stiffer springs and 1mm larger sway bars front and back. That is all. The steering rack was also revised a bit as well, but the changes are seemingly minimal. Also, the addition of Dunlop SP Sport rubber in 225/45 R17 makes a world of difference. No more blaming poor performance on the crap RE92s that Subaru has insisted on using on just about everything since... ever; this new tire is the final ingredient in a potent package.

The biggest help does come from the steering rack and the dampers. Even our brief 2008 WRX project car with springs, sway bars and tires, couldn't compete with the 2009 WRX.

Go into a sharp bend and flick the wheel and the car hooks and turns without protest. Where the old car would wallow and sea-saw back and forth on its suspension and fight quick steering inputs, the 2009 WRX feels planted and sure-footed. The stiffer dampers have done much to reduce the body lean and roll in the new car as well as the stiffer springs and sway bars. Over rough and undulating pavement (which in Canada, rough pavement is denoted with an orange sign with three humps on it) the car never felt rough or unstable. In fact, I marveled at how hard you could push the car over questionable surfaces without upsetting the balance. Like a car set up for tarmac rally.

Subaru was kind enough to set up a gravel stage just to prove how quick and well-thought-out the car is. And with the addition of a set of soft gravel tires, the WRX showed just how capable it is. When I say rally stage, I mean it. This was a loose-gravel road cut through the trees. On either side were pines big enough to give you a bad day, a swamp and then some boulders, just to keep you on your toes. Luckily, we did have some professional drivers that acted as our co-drivers with helpful ideas on when to brake and turn the wheel and where the road might be headed. I must confess that in my hands the car was no where near as quick as it was when the pros took over, but my god, what a ride! Sideways around a decreasing radius sweeper in a stock car while looking at trees fly by is one of those moments that I will never forget. In a proper rally car with a cage and racing seats, it's not such big a deal. In a road car with none of those safety features, it's a much bigger deal.

On the "track" (really a big autocross course,) the car is a delight. Fast, quick to turn in, stable through the corners and able to pull away from braking zones without hesitation, it sets the standard for what a sport-compact should be. Through the quick switchback sections of the course, I was able to fling the car at will and it never got tripped-up nor had that slogging feeling that the 2008 had. It was like I could go one direction really fast, and once something got in my way, I would turn and the car would do it; brilliant! There is still understeer. When I mentioned this last point to Subaru I was reminded that Subaru's have always pushed, it is the way they set-up the suspension to keep it safer for novice drivers and bad weather, which is where many of these cars end up being driven, through the rain and foul weather.

The car still has some little foibles. It does feel a bit cheaper still than the GD Impreza did. It in no way is the raw car that the older Impreza was and it still has the buffered feeling that all drive-by-wire cars seem to have. But this car captures the essence of what the Impreza was and is: A cheap, fast box that corners like a swinging ax, and accelerates like there is a rocket on your bumper.
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