It’s finally happened. After all the testing, events, street miles, and races, Project Evo IX’s heart has given out. We’re all bummed here at OR that we’re going to have to rebuild an engine using a budget that we don’t have in the first place but our 4G63 engine has lived a long life.

Photo by Duane Uyeda

This particular Lancer Evo 9 was born as a Sport Compact Car magazine project car. From those days on, this trusty Mitsubishi saw the skidpad, figure-8, drag strip, road course, autocross, track days, and time attack competition. All the while, it was a daily driver and saw regular street miles. It’s lived a good life. Let’s just say this, if it was a rotary–powered RX-7 or E46 M3, the engine would have exploded in grand fashion about 30,000 miles ago.

The road to our failure began at the 2009 Super Lap Battle finals event. Fresh off of an overall victory at the Evo vs. STI Shootout, we stayed at the beautiful Motel 6 in Buttonwillow, California and awoke the next day for the Super Lap Battle time attack event.

Stickers needed changing, tires needed swapping, and brake fluid needed to be bled out. From all the commotion in the pits, it was obvious that we weren’t alone. As the biggest time attack event of the year, the Super Lap event attracted the likes of Sierra Sierra Enterprises, FXMD, AMS, Hasport, Evasive Motorsports, Robispec, TEIN, KW, StopTech, and Crawford Performance. Everyone was busy doing a morning concoction of wrenching, swearing, and waking up.

Photo by Duane Uyeda

The previous day, at the Evo vs STI Shootout, Project Evo 9 showed some serious speed. Fastest time of the day for us was a 1:59.3. We drove our AWD terror to the track, slapped on our 340 treadwear Continental tires, and demolished the Porsche 911 Turbo’s lap time. Since our last outing at Buttonwillow, we made the switch to KW 2-way motorsport coilovers, a Carbonetic rear limited-slip differential, TTech 600 turbo, and a Gruppe-S ACD ECU.

With the weather nearly identical to the previous day, we were eager to switch to our 200 treadwear Nitto NT05 tires and see how faster we could go. Our early predictions were that Project Evo 9 would be running in the 1:57 range with a high 1:56 possible if we got our adjustments just right.

In case you haven’t noticed, that’s flying folks. We’re talking about a full weight, full interior, street legal car on genuine unshaven street tires being able to keep up with a supercar level machine like the Nissan GT-R. Even we didn’t think it was possible until we hit the track.

Many street shocks or coilover setups only adjust rebound or adjust rebound and compression together, especially cheaper Asian dampers. If the shocks are custom valved or tested to have the correct damping range, they can work great on the street and the track.

We’ve had great success in the past building street and weekend track cars using off-the-sheld shocks from brands like Koni, Tokico, and TEIN. But when it comes time to split hundredths in real competition, having independent compression and rebound settings is a major plus. Just take a look at Koni and TEIN’s upper level products, such as the 8611 and SRC, respectively.

Project Evo 9’s KW motorsport coilovers allowed us to soften the compression for the NT05’s stiffer sidewalls without compromising our rebound settings. Vice versa, if we wanted to adjust our rebound damping, we didn’t have to sacrifice the car’s body roll resistance. Our only gripe is, after about the third time crawling underneath our blazing inferno of a car with a tiny hex key in hand, we wish the compression adjuster was easier to reach.

With tire pyrometer, lap timer, and pressure gauge in hand, we were ready for Russ after the first session. We had spent most of our early practice playing with shock settings and tire pressures and Russ reported back that the car felt great, even faster than the previous day. The lap timer read that we were now 0.5-seconds slower than the previous day. An easy win refused to drop right into our lap. Surprising.

Photo by Duane Uyeda

The results were puzzling. Russ reported back that the Nitto NT05s seemed to display much more grip than the Continental ExtremeContact DWs and the car’s balance felt great throughout the course. No issues with braking, curbing contact, turn-in, or corner exit. The car just felt better and went slower.

As we were in the midst of adjusting Project Evo 9, one of competitors came by to pay a visit. Jon Drenas from HB Speed had showed up to the Evo vs STI Shootout and decided to stay for the Super Lap Battle event, since he had already driven himself two hours into the dusty California desert.

With only the Continental tires left on his Lancer Evo X, he was unable to place higher than 5^th. Drenas spotted our practice set of Nitto NT05s sitting in the sun and asked to use the set for his next run session. Since Project Evo 9 had run faster on the same Conti tires, we were interested in seeing how his car would respond to NT05s.

After a few laps, driver Billy Brooks, from Mode Racing, was able to drop the HB Speed Evo X into a 1:57.6 lap. This turned out to be more than 4-seconds faster than the Evo X had been running all morning, putting the HB Speed team into second place and bumping us off the podium into 4^th. With the compression on our KWs softened up, Russ headed out with Project Evo 9. In just a few minutes, he came coasting back into the pits. The outlook was bad.

Russ reported a sudden loss of power and a puff of smoke out the back of the car. He wisely shut off the engine and coasted Project Evo 9 all the way back into the pits. Luckily, he was nearly in front of the pit entrance when the failure occurred.

Photo by Duane Uyeda

After inspecting for gushing oil and odd holes in the engine block, we tried to fire up Project Evo 9. After one crank, the oil dipstick shot 6-feet into the air and oil blew out of the dipstick holder. Our day was done – we would end up in 4^th place Street AWD at the Super Lap Battle Finals. We haven’t tried to fire up our Mitsubishi project car to this day.

In honor of their elevation to 2^nd place, Billy and Jon agreed to tow the stricken Project Evo 9 back towards Los Angeles. The HB Speed Evo X, which was towed to the track, would be driven back by Jon himself after a full topping of E85 fuel. Billy would then be able to help tow us back inside the Mode Racing trailer. At least it all worked out in the end.

A later diagnosis by Tuning Technologies revealed zero compression in cylinder four and a missing spark plug electrode. Our 4G63 engine is kaput. For now, Project Evo 9 has been sidelined, the first time that it has ever sat off the road. We’ve been bouncing around ideas with Tuning Technologies as to what direction we want to go from here. The engine will either need to be swapped out or rebuilt. We’re obviously leaning towards new internals but haven’t arrived at our perfect formula. For now, we’re just saving our pennies.

Sources

ENGINE
Tuning Technologies – TTech 600 bolt-on turbocharger, custom ECU flash, engine parts installation labor
(909) 783-1200
www.tuningtechnologies.com

GReddy – SP2 catback exhaust, PRofec B-spec II electronic boost controller
www.greddy.com

Works – O2 housing, downpipe, high-flow catalytic converter
(415) 226-2500
www.worksevo.com

K&N Engineering – Oil filter
(800) 858-3333
www.knfilters.com

AEM – CARB-legal cold air intake
(800) 992-3000
www.aempower.com

SUSPENSION
KW Automotive – 2-way motorsport coilovers
(800) 445-3767
www.kw-suspension.com

M1 Fabrication & Development – chassis setup, alignment, carbon fiber front splitter, harness bar, brake lines
www.m1fd.com

WHEELS
5Zigen – 18×9.5” +35 offset FN01R-C wheels
(310) 608-5575
www.5zigenusa.com

TIRES
Nitto – 265/35/18 NT05 high-performance street tires
www.nittotire.com

BODY
INGS – N-Spec Hybrid Aero front bumper, side skirts
www.ings-net.com

APR Performance – Rear carbon fiber wing, carbon fiber diffuser
(909) 594-3796
www.aprperformance.com

DRIVETRAIN
Carbonetic – carbon rear limited-slip differential
(310) 635-3555
www.carbonetic.net

Gruppe-S – ACD ECU flash
www.gruppe-s.com

INTERIOR
Buddy Club – Super Low Down Seat Rails
(909) 923-9188
www.buddyclub.us

Continue to Project Evo 9 – Part 13

Evolution is instinctual and unstoppable. Just when you think the zenith has been reached, something clicks and the breed gets better. The turbocharger had been lingering in plateau mode until Borg Warner changed the game at the 2010 SEMA Show with its EFR line of highly innovative turbochargers. More revolution than evolution, Borg Warner engineers have literally reinvented the wheel and, with the EFR’s clever integration design, taken the turbo to never-before-seen levels.

83S75 Compressor Map

REINVENTING THE WHEEL

The EFR features trick titanium-aluminide turbine wheels. This highly advanced, extremely difficult to cast alloy results in turbine wheels that are roughly half the weight of the typical inconel turbine wheel. This reduction conjures improved low-end response, higher boost levels at lower engine speeds, and higher wheel speeds. On the cold side, forged aluminum, fully milled wheels pump out the boost. And with Borg Warner’s Extended Tip Technology, aerodynamic optimization efficiency in all areas is improved. The EFR line features compressor wheels ranging from 62mm to 91mm.

INTEGRATE, ASSIMILATE, INCORPORATE

Borg Warner has changed the game further by incorporating ancillary turbo system components into the body of the turbo. The hardest hitting of these integrations are compressor recirculation valve (CRV) ports and mounting. The CRV is plumbed to the low-pressure area, just before the compressor housing, which helps keep the turbine wheel spinning between gears.

The CRV will allow users who need a traditional blow-off valve to simply install a valve and a boost line, eliminating the tedious task of bung welding from the equation. The CRV does expand the turbo’s dimensions and in applications where it causes fitment problems, Borg Warner offers a close-off plate that eliminates the CRV.

EFR turbos are also fitted with integrated boost control solenoid mounting pads and optional integrated wastegates to further streamline the installation process. Borg Warner uses swivel-valve style wastegates available in three different canister/spring combinations with 31mm or 36mm ports. Lastly, each EFR turbo has a pilot hole for a wheel speed sensor probe predrilled.

On the Sierra Sierra Enterprises Lancer Evo time attack car

Borg Warner fashions the EFR turbine housing out of cast stainless steel, a material that provides the benefits of low weight, excellent crack resistance, and smooth inner surfaces but requires intricate investment casting techniques. The big accomplishment here is optimizing the casting process to handle mass production.

PROS AND CONS

Geoff Racier of Full-Race has been in on the development of the EFR line. He has been holed-up fabricating EFR kits and knows more about their real-world capabilities than anyone else. Here are some of his quick insights.

Pros:

• Ultra light gamma-Ti turbine wheel improves spool-up

• Advanced compressor and turbine wheel blade aero (Borg Warner Extended Tip Technology)

• Dual Row Ceramic Ball bearing w/ M50 races and metal bearing cage

• Does not require an external BOV or wastegate (application specific)

• High boost setups still have the option for external wastegates

• Multiple A/R ratios to choose from, and all B2 turbos are easy to change from twin-scroll to single-scroll

Cons:

• The bearings are extremely robust and strong, so this also means BIG. Hence the length of the turbos makes it difficult to fit in some custom applications with transverse engines and air conditioning (ie: B/D/H series Honda, Evos, VW, etc)

• Most existing turbo manifolds are not compatible with EFR turbos, so you may need to purchase an EFR-specific manifold if retrofitting an older turbo kit

FULL RACE KITS

Full Race is ahead of the game, developing kits before EFR production has hit full stride. Applications currently in the Full Race development pipeline and slated for March release include Mitsubishi Evo X, Porsche 996/997, Honda S2000, Honda CRZ, and Subaru WRX/STI.

SR20DET with EFR turbo

The Subie kit will be offered in single-scroll and twin-scroll configuration. “This kit spools faster and generates more torque and midrange power than a single-scroll,” says Full Race’s Geoff Racier. “It’s based on the Full Race twin-scroll lower manifold/twin-scroll up pipe set-up that has long been proven on the track and is used by GST’s legendary time attack Subaru, as well as Yimisport’s STi. For an autocross application, the 7064 will give the fastest spool and response. For a street or weekend track car set-up, we recommend a twin-scroll 7670. For a dedicated time attack build, the 8374 makes a lot of sense. We recommend the 9180 for drag racing.”

“The single-scroll Subaru is designed to be an affordable way to put an EFR turbo on your Subaru,” relates Racier. “It uses the stock lower manifold, or any aftermarket two-bolt lower. A single-scroll EFR 7670 or 7064 is the call here. If you already have a rotated T3 kit and want to put an EFR turbo on without changing your header or old setup much, this is a good way to do that. This kit holds the turbo in the same location as our twin-scroll kit, so it can easily be upgraded to a twin-scroll set-up later on by simply swapping the hot-side components.”

The EFR has great potential. Tuners can use larger wheels and housings without paying the piper on the spool-up and top wheel speed fronts – which is always a good thing. The EFR is much more than a turbo; it incorporates other turbo system components and features tip-of-the-spear technologies in wheel and housing designs, which should be remembered when comparing prices to the proverbial eBay special turbo. How much of a game-changer will the EFR turbo be? We are not sure yet without conclusive back-to-back dyno testing but the potential is certainly eye opening.

SOURCES
Borg Warner Turbo Systems
www.borgwarnerboosted.com

Full-Race
(602) 437-2101
www.full-race.com

Borg Warner EFR Turbocharger

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Throughout the years, there have been various engine oil additives that have had claims of increased engine power or better gas mileage. Everyone knows that some products are simply gimmicks that only apply to primitive engines, ones that are designed inefficiently from the factory in the very beginning. These manufacturers are now very careful in how their products are represented, taking special care not to mislead consumers by using false claims in their advertising. But how will an engine oil additive, that supposedly contains modern NASA technology, adopt to a commercialized automobile powerplant?

Fresh oil change before testing the RAN UP

That was the claim behind RSR’s RAN UP oil additive; one that we had to put to the test.

As RSR tells it, nano technology is basically a dispersion of certain elements to a nano scale level by lasers and chemical reaction methods. Enthusiasts in the automobile industry may be familiar with ceramic applications, such as HPC coating and its high heat barrier characteristics, but the base ceramic element also serves a different benefit when broken down to a smaller nano scale particle form. NASA has utilized this ceramic powder technology in their robotics field as a substitute for lubrication, since liquid forms are not compatible in space. It may sound cliché, but it’s literally modern space age technology.

RAN UP

Tuning parts manufacturer RSR has just released their engine oil additive, called RAN UP, containing this modern nano-ceramic technology in a powder and liquid mixture form. In appearance, RAN UP is similar to milk. The ceramic particles, with a high dispersion rate, mix very well with the engine’s oil and are able to get inside the rotating metal components to reduce frictional energy loss. Nano particles are smaller than the standard flu virus, and can even be compared to the size of a human cell.

Supercharged 2003 Ford Mustang Cobra test car

For immediate results, RAN UP can be applied to any kind of engine that has a high vibration rate such as air tools, compressors, motorboats, and motorcycles. It’s not entirely new to the motorsports industry; RSR claims that some Super GT cars have been using it in Japan for some time now. Of course, the RSR team has also adopted the juice in their Formula D Scion tC’s turbocharged race engine all season long. RSR claims these benefits:

• Increased engine power and torque output
• Increased response
• Decreased engine noise and vibration
• Extends engine oil change intervals
• Promotes fuel efficiency
• Reduces C02 emissions output

THE TEST

To reveal the true nature of the RAN UP ingredients and its effects on an engine, we teamed up with SR Motorcars of Gardena, California to perform a comparison test on their two-wheel drive dynamometer. A supercharged 2003 Ford Mustang Cobra was chosen as the test vehicle, lightly modified with bolt-ons. Due for an oil change, our plan was to baseline the car on its old oil, dyno right after an oil change (to show the effect of fresh oil), and then dyno after adding in the RAN UP (to show the difference the additive made).

Our Cobra’s first baseline (using old oil, due for a change) logged in at 445.41 HP and 446.07 lb/ft of torque via Dynojet. After changing the oil, we ended up with 440.66 HP and 444.40 lb//ft of torque. We were surprised to see a large 4.75whp loss but multiple runs proved consistent in the results.

For the test to remain as neutral and fair as possible a controlled environment was created, attempting to standardize such variables as the starting outside air temp, humidity, engine operating temp, and supercharger surface temps for the back-to-back pulls.

The RAN UP additive was simply added to the crankcase of the 4.6 liter V8 following the baseline power tests. RSR did recommend that the RAN UP be shaken thoroughly before being added, to stir up all particles, and that the receiving car be given a 30-minute break-in with RAN UP added for maximum results. This allows the RAN UP additive to filter throughout the engine. With a 4.6-liter displacement, the Cobra was given two bottles of RAN UP. RSR recommends one bottle for 2.0-liter range four-cylinder compacts and two bottles or more for larger V8 engines.

RESULTS

The result presented some astonishing numbers, a 12.91 HP increase and 11.26 lb/ft of torque improvement. A 12whp gain may not seem to be a substantial gain to some folks but in the world of motorsports, a few horsepower can potentially mean the difference between a podium finish and a loss. This is especially important for drag racers, club racers, or autocrossers, who are all looking for easy, undetectable gains in power. Considering the environmental factors were kept similar for the comparison, these numbers are pretty solid. Also, according to the owner’s testimonial, the Mustang’s engine seemed quieter and smoother in operation during a real world test drive.

The results can clearly be seen on the dyno graph. The power and torque output is increased consistently throughout each powerband.

The MSRP for a bottle is still pending, but since it costs about 6,500 yen in Japan, the US price can be anywhere from $50 to $100 per bottle. We realize that this product won’t be for everyone, especially when you factor in the price and the fact that regular additions are necessary with oil changes. But for the racer who needs every edge that he can, stealthily gaining 13hp without breaking out the toolbox is always worth something.

SOURCES
RSR USA
130 E. Dyer Rd.
Santa Ana, CA 92707
(714) 424-0686
http://www.rs-r.com

SR Motorcars
115 E. Gardena Blvd, Suite 1A
Gardena, CA 90248
(310) 516-1003
http://www.srmotorcars.com

RSR RAN UP Oil Additive Dyno Test

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When discussing the spool-up and high-end flow characteristics of a given turbocharger, the term “wheel trim” may pop up. If you’re in the market for a turbocharger upgrade, comparing new units, or are planning your own backyard DIY turbo kit, you’re bound to run across wheel trim.

It’s a real term and its mission is to establish the relative size of a compressor (cold/intake side) or turbine wheel (hot/exhaust side). In simpler dummy-like terms, a turbo wheel is the blade-like spinning fan inside a turbocharger. The turbine wheel is spun by exhaust gases and is connected to the compressor wheel, which compresses (duh – Ed.) intake air for the engine.

The often-overlooked aspect of this term is that it is used to compare wheels within the same turbo family. So the trim size can be, and often is, mistakenly used for comparison between turbo families.

Some turbo manufacturers, such as Turbonetics, have inserted extra letter designations into their turbo line-up. Turbonetics’ GT-K turbo series has P-trim and S-trim designations and its T3/T4 lineup has Stage I, Stage II, and Stage III trims. Such designations camouflage the numeric value of wheel trim and often add to the confusion that surrounds the term.

TRIM MATH

First, understanding the mathematical calculation that creates the wheel trim number will help us crystallize the meaning of the term.

Trim = Inducer diameter divided by outer diameter, squared, and multiplied by 100

or

(in / out) ² x 100

So a compressor (cold/intake side) wheel with an inducer measurement of 51.7mm and an outer/exducer of 76mm is calculated like this: 51.7 divided by 76 = .6802631. Then .6802631 squared = .4627578. Multiply that by 100 and you get 46.27578 or 46-Trim. Easy, right?

Plugging in numbers is meaningless though unless one knows the turbo family’s entire range of wheel trims. In this case, the 46-trim wheel is from the T04E family. There are four wheel trims offered for the T04E – 46, 50, 57 and 60. The bigger the trim, the more the wheel will flow but it does so at a slight loss in efficiency. It should be noted that this comparison is within the T04E family and the compressor housing A/R ratio needs to remain constant.

The difference in flow has to do with the blade speed but issues such as the blade contour, swept angle, and surface area of the blades also impact the overall flow characteristics of the wheel in question.

When it comes to compressor wheel selection, lean towards a large trim rating in a smaller wheel instead of going to a larger wheel. Larger wheels are heavier and rotational weight equals lag.

TURBO TUNING

Basically, wheel trim is a fine tuning element once you have determined the proper turbo family for your application. Turbo proprietors often rate turbos by horsepower or flow (in cfm).

We find the cfm rating much better because it is easier to quantify. Will a 600hp turbo make 600hp with both a 2.0-liter four cylinder and a big block V8? We don’t think so. The use of a compressor map to pinpoint the flow characteristics is always the best way to go.

The turbine side (hot/exhaust side) of the wheel trim equation is a much murkier proposition. The calculations are non-issues because the manufacturers have kept their turbine wheel maps under wraps, making them harder to find than satisfied GM shareholders. Experience from the manufacturer, tuner, or fellow enthusiasts is the best bet. Luckily, wheel trim is not as critical to turbo performance as the compressor wheel selection.

A/R RATIO

In fact, on the hot side, the A/R ratio of the turbine housing is far more important as it dictates spool-up time, backpressure, maximum flow capabilities, and the part throttle responsiveness of the entire unit. The turbine housing can be swapped for a bigger or smaller size to optimize hot-side performance, whereas the turbine wheel is not interchangeable.

Area/Radius (A/R) Ratio is a numeric reflection of the size of a given housing gleaned from an equation that divides the area at a point in the housing by the point’s radius as measured from the shaft of the wheel.

The area of A/R is the area at a given point within the housing, where the compressed air moves from the inlet to the nozzle. The radius of A/R is multiple points measured from the shaft center to positions on the housing.

The formula takes all the area measurements and divides them by their corresponding radius measurements.

A1/R1=A2/R2=A3/R3=A4/R4 and so on

or

Area/Radius=Constant

While compressor housings have A/R ratios the measurement is most important on the turbine side of the turbo. The size of the turbine housing will be critical in determining the responsiveness and/or top-end flow of the turbocharger.

A responsive unit will have a lower A/R [.63, .78, etc] and will spool-up quickly but will sacrifice maximum flow and possibly cause backpressure in the system. Conversely, a big A/R housing [.93, 1.12, etc] will sacrifice responsiveness in order to flow more volume at the top end.

It is always best to go with tried and true turbo kits and choices that have proven track records in regards to power output and spool-up characteristics.

But it is still good to know the down-and-dirty details so you can make informed decisions, especially when you upgrade to a custom off-the-grid turbo or find yourself as the only person on Earth looking to turbocharge a Camry the right way.

Sources

Turbonetics
www.turboneticsinc.com

Tomei
www.tomeiusa.com

Garrett
www.turbobygarrett.com

After months of mental hopscotch you finally decide to go for the gold and turbocharge your car. You plan to hit it hard and do it right. Doing it right, of course, should include swapping to a turbo boost-capable piston.

There is a good deal of engineering attention showered on pistons, especially those specifically designed for turbocharged engines. Most turbo pistons provide a lower static compression ratio (about 8.5:1 to 9.0:1) than your OEM piston. Piston manufacturers will lower the compression ratio by adding a dish to the crown of the piston.

In addition, ring locations and crown thicknesses are adjusted to handle the increased stress brought on by forced induction. For most high horsepower applications, including turbocharging, forged pistons are recommended. OEM pistons, especially those in naturally aspirated engines, are usually cast to reduce manufacturing cost and machining time but lack the strength, design and compression ratio required to turbocharge your engine in a safe, reliable and power worthy fashion.

Almost all forged aftermarket pistons are manufactured from either 4032 or 2618 aluminum alloy. Both alloys have advantages and disadvantages depending on the application. Racing engines usually require the stronger low-silicon 2618 alloy, while less demanding applications favor the greater silicon content and tighter clearances of 4032 alloy.

If you’re looking for the strongest piston available, 2618 is right for you. Most racing engines use 2618 alloy exclusively. The primary disadvantage of 2618 is that it requires more initial piston-to-cylinder wall clearance so your engine may be a bit noisy when cold.

Wrist pins are another factor to consider. Wrist pins are probably the most overlooked component in the piston assembly. Wrist pins transfer the force between the piston and the connecting rod. This stress is very significant at the end of the compression stroke and beginning of the power stroke. It is important to select a wrist pin with sufficient wall thickness for your application.

A turbocharged engine will required a thicker wrist pin than a comparable naturally aspirated engine. Four cylinder engines with over 500hp should be using a wrist pin with a minimum of .170-inch of wall thickness. For higher horsepower and street applications, over .200-inch is recommended.

Other factors to consider in the proper selection and installation of turbo pistons include:

Piston-To-Cylinder Wall Clearance

Piston-to-cylinder wall clearance is the distance between the piston skirt and cylinder wall of the block. You can calculate this clearance by subtracting the piston skirt measurement (at the gauge point specified by the manufacturer) from the finished bore size. The amount of clearance needed depends on the bore size and application. Good piston manufacturers will include a spec sheet with their recommended clearance in the box.

Ring End Gap

The amount of piston ring end gap required depends on the ring material and engine application. Basically, the more heat, the larger the end gap. Turbocharged engines subject the piston and rings to more heat than naturally aspirated engines so more end gap is necessary. Insufficient ring end gap will lead to contact between the ends of the rings. This can damage the rings, cylinder wall, and pistons and potentially destroy your engine. When in doubt, call the ring manufacturer.

Piston-To-Valve Clearance

Piston-to-valve clearance is determined by cam lift, lobe separation, duration, valve margin, head design and milling of the cylinder head. Most aftermarket pistons are made with generous valve reliefs that are compatible with aftermarket cams.

However, always check your piston to valve clearance to be safe. This can be done by placing modeling clay on the crown of the piston, test assembling and then rotating over the engine. Minimum recommended clearance is around .100-inch on the intake and exhaust.

Deck Clearance

This is simple – don’t let the piston hit the head. Around .040-inch clearance or more is usually safe for engines with steel rods. Deck clearance is also important when trying to achieve a piston’s advertised compression ratio. More deck clearance equals a lower compression ratio.

Rod Bolt Stretch

Measuring rod bolt stretch is the most accurate method when torquing rod bolts. Rather than measuring torque, which is effected by friction and torque wrench calibration, you measure the amount the bolt has stretched before and after you have tightened it. The amount of stretch will tell you how much preload is applied between the rod and rod cap. Connecting rod and rod bolt manufacturers can provide you with their recommended stretch.

As always, when upgrading or building any engine, proper planning is key and investing in a set of aftermarket forged turbo pistons is wise. These new pistons’ reliability factor will bring peace of mind every time your boost gauge spikes and your tach arches for redline.

Sources
JE Pistons
www.jepistons.com

Tomei
www.tomeiusa.com

Cosworth
www.cosworthusa.com

Mahle
www.mahleclevite.com

Wiseco
www.wiseco.com

Sandwiched into a busy Tokyo city block is a fairly nondescript glass-lined building, the headquarters of Nissan Motorsports International, otherwise known as Nismo. Nismo’s Super GT racing team, Omori Factory customer service center, parts development team, and main office are all housed in this complex.

Photo by Chris Jue

From the industrial gray to the square, business-like architecture, Nismo HQ screams Japanese office professionalism. Aside from the Nismo logos, there’s little fanfare on the outside of the building to alert you to what lies within.

The simple title on the outside buoys a block that features such common Tokyo accoutrements as a train station, multitude of vending machines, twisting expressway and a series of restaurants, all featuring whimsically colorful and enticing menus. We’re sure that not a single soul bats an eye when the trucks come in to shuttle the Super GT racecars to their next race.

Stepping through the front door, we catch a glimpse of the current Nismo lobby piece, the #32 R390 that fought it out at Le Mans in 1998. Sitting in front of a wall adorned with Nismo’s racing medals, the R390 wears all of its battle scars still, a testament to the gritty, real world look that should be on any real racing machine.

Directly to the right of the R390 is the entrance to the Omori Factory. Open to the general public, the Nismo Omori Factory gains its name from this particular building’s location in the Omori district of Tokyo, the birthplace of film director Akira Kurosawa.

The Omori Factory is a full service maintenance, upgrade, and retail shop run fully by Nismo. You can bring in your Nissan vehicle for an oil change (with more Nismo Veruspeed oil than you’ll ever see sitting in one place) or a clutch upgrade and be sure that Nismo technicians did the work correctly.

During our visit, a new Nissan 370Z sat on a lift, shadowed by a limited run R34 Skyline GT-R Z-Tune.

Photo by Chris Jue

Customers wait for their cars in a simple, neatly appointed lobby area, complete with a large glass viewing window that allows them to scrutinize the Nismo mechanics at work. The lobby also happens to sell every manner of Nismo product. Silvia and Stagea-specific magazines sit next to shift knobs, turbochargers, gauge clusters camshafts and steering wheels.

Parts that would require an eight-month wait in the US, and almost as much time to pay off, sit idly by for sale. Nismo employees, accustomed to seeing these parts day in and day out, don’t seem to understand when we explain to them the rarity of these pieces in the US.

The actual shop floor is small by American standards, featuring only a few two-posts lifts and little space for anything else. But, like many things Japanese, what available space there is has been maximized to the limit.

Snap-on roller chests are flanked by HKS and Nismo boxes, with bright lights overhead mirroring off of the ultra-clean epoxy floor. Multiple receptacles exist for every conceivable waste and not even a single stain or drop of oil can be found on the ground. If only such places existed in the US.

<<< Continue to Nissan Heaven – Nismo Omori Factory – Part 2 >>>

The desire to race is inevitable in any car guy’s life. Whether it starts on the street or wisely progresses to the track, competition is the yardstick by which we measure our car’s prowess and our own desire to win.

There are many different types of racing – drag, rally, drifting, wheel-to-wheel, go-karts, ovals, unhitched big rig haulers – but they’re all designed to fuse man and machine into mechanical gladiator. And none of them are dirt cheap.

B18C5 Type-R Engine

Unless you’re racing in the oddball LeMons series, which costs much more than $500 in reality anyways, competition costs a pretty penny. Even tiny go-karts require fresh tires and annual chassis upgrades to stay at the front of the pack. But nobody said you had to go out and field your own ALMS team.

By picking the right series and car for your style, you can still have a great deal of fun for your dollar. Greg Neuwirth found a way to do just that with his 1996 Acura Integra.

Neuwirth has been with the National Auto Sport Association’s (NASA) Southern California region for years, racing an Acura RSX initially. As the president of electronics and performance parts manufacturer AEM, Neuwirth has a multitude of cars from which he can choose to race for promotional purposes.

He has stuck with the Honda Challenge racing series for its combination of price, fun, and full fields. There are cheaper racecars to build than a Honda but not many can run in this lap time bracket for around the same budget. Much of that has to do with the seemingly limitless number of Honda/Acura aftermarket parts and cheap chassis pickings.

Honda Challenge is also a very popular class within NASA, with many regional races featuring large fields and the National Championship race even more so. With cheaper repair costs than a Porsche GT3 driver, Honda drivers are also competitive and aggressive, leading to great passes, close fields, and solid racing. Even so, Neuwirth has not had to carry out much body repair this year beyond a replacement front bumper and side repair.

Integra Interior

Neuwirth’s Integra slots into the Honda Challenge H2 class, which is primarily designed for stock, lower-powered, engine swapped Hondas. Neuwirth is the 2009 SoCal H2 championship runner-up. This Acura makes use of a B18C5 1.8-liter engine, lifted out of an Integra Type-R. As per H2 rules, the engine remains mostly factory stock.

The internals of the engine are completely stock with the cylinder head having received only a shave and valve job from Portflow Design. The rest of the engine mods consist of some fuel modification and intake/exhaust de-restriction courtesy of, you guessed it, AEM. The Integra runs on an AEM EMS standalone ECU, tuned by MP Tuning.

As one can assume, this Acura is racecar loud with a fairly open exhaust system. But the excitement in driving it is more than just in the audio. The key to having extreme amounts of fun in any front-wheel drive racecar is loose behavior and the ability to hit the gas all the time.

By taking a look at Neuwirth’s friction circle around Buttonwillow Raceway, we can see that his driving is skewed around cornering and accelerating. The data presents a triangle shape, with very little time on track skewed upwards towards braking. With not a lot of torque to upset the chassis and good balance, Neuwirth is able to carry speed through as many corners as possible, staying on the throttle for longer.

Friction Circle Data

Rothschild Engineering, responsible for the cage as well, spent time aligning and setting up the TEIN coilovers and SPC Performance alignments arms to provide the correct amount of off-throttle oversteer. By using the gas to balance the Integra, Neuwirth is able to avoid dreaded understeer and keep his average speed high throughout the track.

The “low” powered Integra hits right above 110mph on each straight but is able to hit 106mph before braking for Buttonwillow’s infamously tricky Lost Hill corner (section 5). A shorter 4.9:1 final drive ratio gear helps the torque-less 1.8-liter engine pick up revs quicker. This allows Neuwirth to hit the Talladega turn (section 7) at 100mph and continue through almost flat out.

With less than 200hp and an even smaller amount of torque, this Integra can honestly be considered a “momentum” car. Some track day or time attack drivers will brush off a Honda Challenge car’s lap time but this isn’t a 500hp 3-lap special. Neuwirth has built his Integra to go full-out, lap after lap, for the entire length of a club race. Factor in the longevity of the near-stock engine and you’ve got yourself a racecar that can run for a long while after being built. Now that’s bang for your buck.

Buttonwillow Raceway Integra Race Lap Data

ENGINE: Type-R B18C5, AEM adjustable cam gears, adjustable fuel pressure regulator, fuel rail, fuel filter, air intake, and EMS standalone ECU, Portflow Design cylinder head valve job, Skunk2 Pro Series valve springs and titanium retainers, RC Engineering fuel injectors, DC Sports header, custom AEM-built exhaust, Koyo aluminum radiator, Samco radiator hoses.

DRIVETRAIN: ACT clutch, pressure plate and lightweight flywheel, Quaife limited-slip differential, Driveshaft Shop axles, and 4.9:1 final drive ratio.

SUSPENSION: TEIN coilovers and EDFC, SPC Performance alignment arms, chassis setup by Rothschild Engineering.

BRAKES: Wilwood six-piston front brake kit, stainless braided brake lines.

WHEELS: 15×7, Volk Racing TE37

TIRES: 225/45/15, Toyo RA1

INTERIOR: Rothschild Engineering roll cage, Sparco seat, harness, and steering wheel, AEM gauges, AiM digital dash display, Baker lightweight battery, Cool Suit system.

EXTERIOR: Carbon fiber hood, front wind splitter, AfterHours Automotive rear wing.

Contact

AEM Performance Electronics
(310) 484-2322
www.aemelectronics.com

AEM Intakes
(800) 992-3000
www.aemintakes.com

TEIN
www.tein.com

Mackin Industries (Volk Racing)
(562) 946-6820
www.mackinindustries.com

SPC
(303) 772-2103
www.spcperformance.com

Motovicity Distribution
(248) 307-1570
www.motovicity.com

MP Tuning
(310) 753-5837
www.mptuning.net

ACT
(661) 940-7555
www.advancedclutch.com

Toyo Tires
(800) 442-8696
www.toyotires.com

SR Motorcars
(310) 516-1003
www.srmotorcars.com

Skunk2
(951) 808-9888
www.skunk2.com

Racing has a way of doing strange things to sane people. Some of the standard side effects include sleepless nights, bruised knuckles, empty wallets, and the tearing apart of a brand new car.

Dave Lemon, owner of Mazdatrix (a rotary specialist tuning shop in Signal Hill, California), knows the sweet sting of racing all too well.

Photo by Duane Uyeda

Lemon originally bought this Mazda RX-8 brand new in July of 2003. It served dutifully as Lemon’s daily driver for a number of years while also serving as the RX-8 test mule for Mazdatrix.

“During its ‘street life’ it had every speed part Mazdatrix sells test fitted and then dyno tested,” said Lemon. “We always try to test aftermarket parts before we sell them. It had about every exhaust system tested on it as well as intakes, turbos, and superchargers. Many different swaybars, shocks, and springs were also hung from the car. It had more than a few track days and dyno sessions during this stage of its life.”

And Lemon knows his way around a racetrack. He went through his SCCA driver’s school in 1971 and has competed in IMSA RS and Trans-Am. Today, at 62 years of age, Lemon is not planning on quitting anytime soon. In fact, Lemon still holds two different SCCA class records at AAA Speedway, one at Willow Springs, and a few at Buttonwillow Raceway.

In 2009, Lemon ran in the SCCA National Championship RunOffs at Road America, in Elkhart Lake, Wisconsin, behind the wheel of his E Production-class 1990 RX-7 convertible. When it came time for him to plan his 2010 racing schedule, Lemon looked at his daily RX-8 with new eyes. Racing had bit again.

Photo by Duane Uyeda

At around the same time, a slightly newer Mazda RX-8 with a blown engine became available at a good price. It could easily have become a race chassis but it dodged the bullet thanks to its pristine condition.

Lemon places a bit of the blame for his next decision on Kyle Mohan, a Mazdatrix engine builder and driver of the Kyle Mohan Racing FC3S RX-7 and the KMR Formula Drift RX-8.

Mohan said it went down something like this, “Dave, why don’t we just put a motor in the new car then put the supercharger back on the blue car and go time attack it? Thinking for about 1.5 seconds, Dave says ‘Okay’. Five weeks later we are on the track.”

The Mazda’s transformation may not have been as visually dramatic as those seen in the movies but the car went from sedate daily driver to aggressive time attacker in impressively quick fashion- just five weeks total for the entire build.

The Mazdatrix crew left the RX-8’s Renesis 13B-MSP internally stock but bolted on the aforementioned ProCharger supercharger kit with a front-mount intercooler and all the requisite plumbing. A Mazdatrix header and three-inch exhaust were also installed. For engine management, a Haltech ECU runs the show. Power is estimated to be near the 300hp mark.

Photo by Duane Uyeda

Having previously raced a supercharged, three-rotor, tube-framed RX-7 drag car, Lemon is itching for more horsepower. A street ported, WPC treated, and studded rotary engine, with ceramic apex seals, is already being built for the RX-8.

Power is nice but track cars are all about footwork. Lemon’s Mazda runs A’PEXi coilovers and Racing Beat swaybars for tighter control. Keeping things simple for the street tire class, the RX-8 doesn’t make use of relocated suspension pick-up points or spherical bushings.

To provide consistent braking during sessions, massive 14-inch rotors and four-pot fixed calipers from StopTech are framed by 18×9.5-inch XXR rims. The car’s critical contact patch is provided by Nitto NT05 tires of the massive 285/35R18 variety.

Aero is also a big factor when on high-speed racetracks so the Mazda has been fitted with an AIT carbon fiber hood and trunk (for weight), TC Sportline rear spoiler, Mazdatrix front splitter, and undertray.

Lemon power-shifted the RX-8 to victory at AAA Speedway in January 2010 and he was leading the points chase in the Redline Time Attack Street Rear Wheel Drive class after the first few rounds. He is currently in second place, 19 points back to the leader, but like any racer, he is still planning on surging back and winning the class this season.

And, if the plans with this street legal racecar don’t work out, Lemon has a turbocharged, three-rotor, 800-horsepower Mazda RX-8 under construction for the top dog Unlimited classes in 2011. Racing does indeed do things to the mind. Good things.

ENGINE: Procharger supercharger kit, front-mount intercooler, intercooler piping, and air intake, Mazdatrix header, Racing Beat 3-inch exhaust.

ENGINE MANAGEMENT: Haltech ECU.

DRIVETRAIN: Quartermaster 4.5-inch twin-disc clutch, Mazdatrix 4-lb flywheel.

SUSPENSION: A’PEXi coilovers, Racing Beat front swaybar, Megan Racing rear links.

BRAKES: StopTech front four-piston big brake kit, 14-inch rotors, Raybestos pads, Mazdatrix brake lines.

WHEELS: XXR, 18×9.5-inch +38 (F/R)

TIRES: Nitto NT05, 285/35/18 (F/R)

BODY: Mazdatrix air dam, front splitter, and graphics, TC Sportline rear wing.

INTERIOR: Sparco bucket seats, Autometer gauges, custom roll cage, Mazdatrix custom rear wing mounts.

Sources
Mazdatrix
www.mazdatrix.com

Nitto Tires
www.nittotire.com

A’PEXi
www.apexi-usa.com

Sparco
www.sparcousa.com

StopTech
www.stoptech.com

TC Sportline
www.tcsportline.com

Can a guy who lists a ’63 Studebaker Golden Hawk among his past cars be cool in any way? The answer is yes – if you’re Kyle Mohan.

Photo by Duane Uyeda

Mohan works at Mazdatrix, a rotary-centric tuning shop in Southern California, building high-output rotaries while also working aggressive clip angles as a full-time Formula Drift driver. So yeah, he’s pretty cool.

Mohan’s Royal Metallic Purple 1991 Mazda RX-7 Turbo II is the longtime project car that he started drifting in, catapulted his career from the novice ranks into the full-time professional field. The ‘old timer’ is still a trusted friend and has been converted to become Mohan’s weapon of choice in time attack, where car and driver are currently second in points in the Drift class.

The Mazda was purchased as a burned roller, stripped, and then built to FD competition car specifications. Roll cage, interior, and bodywork were completed first, suspension and chassis modifications were second, and the drivetrain was last.

A serious 13B rotary engine is the heart and soul of the car. Mohan, an engine builder at Mazdatrix, pulled out all the stops when it came to the build. He knew that the engine would be subjected to track abuse and would need to stand up to the boost and heat.

After a regime of Mazdatrix in-house machine work, 1993 FD3S twin-turbo-spec rotors and housings were ported, polished, and studded. Mohan applied WPC treatment to all critical parts, balanced the rotational parts, and installed 2mm ceramic apex seals.

The Wankel is pressurized via a Turbonetics GTK 550 turbo that can support 475 to 625 horsepower. In its current trim, this FC Mazda RX-7 produces 490whp and 339 lb/ft of torque.

Photo by Duane Uyeda

The GTK 550 is a T3-based turbo with a .82 A/R hot side housing and F1-62 turbine wheel. The turbo features an aerodynamically efficient HP-61 compressor wheel.

A Turbonetics New Gen wastegate regulates the spool while a 12×28-inch Spearco front-mount intercooler regulates the cool. Mohan arranged the chiller and the car’s radiator in a V-mount configuration and custom boxed the Spearco unit to increase cooling efficiency. The GTK 550 dumps into a three-inch Kyle Mohan Racing (KMR) downpipe and then a KMR/Mazdatrix exhaust featuring a Racing Beat muffler.

A Haltech Sport 1000 engine management computer runs the show, overseeing a Haltech ignition system with 1000cc/min primary and 1600cc/min secondary RC Engineering injectors.

Once the rotary generates the horses, a well-sorted drivetrain puts them to good use. Mohan runs a FC gearbox with WPC-treated FD3S internals and a trick KMR shift linkage. An Exedy carbon twin-disc lightweight clutch setup puts the twist on a Kaaz two-way rear diff. The rear end works the contact patch created by beefy 275/35ZR-18 Nexen N9000s, wrapped around 18×9.5 XXR 006 wheels.

Photo by Duane Uyeda

Suspension and steering are key ingredients, especially for a successful drift-turned-time attack machine. Mohan covers these bases with a set of proven JIC FLT-A2 coilovers. Other key bits include EF1 Motorsports alignment plates and KMR-modified tie-rods and spindles. On the steering side, a Mazdatrix steering angle kit and KMR modified rack and pump ensure maximum angle can be achieved.

Thanks to an AIT body tuning ensemble the FC sports a wide and aggressive stance. Mohan says this part of the project was easy. “We just sanded everything and made a big mess, with my friend Mark Tora, then passed the body work over the Mazdatrix fence to Jose at Signal Hill Auto Body for paint and assembly.”

“This car was initially built by my father and I in our driveway,” says a prideful Mohan, “and although it had some improvements and some crashes, it’s still a lot of Saturdays with my dad and off the shelf parts.”

The car’s highlights include a fourth overall at the 2008 Formula Drift Long Beach event, competing in the Red Bull World Drifting Championships and battling in the 2010 Redline Time Attack drift division.

More recently, Mohan and his Mazda were spotted at the Gymkhana Grid Invitational qualifying event where the Mazda impressed as one of the faster RWD cars in attendance. Having gotten an addictive taste for the sport, Mohan is looking forward to the Gymkhana Finals later this year.

Gymkhana ‘hoonage’ with Ken Block? You have to be cool to do that.

ENGINE: Mazdatrix port and polish, studded, balanced, and side-cut rotors, WPC treatment, 2mm ceramic apex seals, race bearings, Turbonetics GTK 550 turbocharger and New Gen wastegate, V-mount KMR/Spearco intercooler and radiator, KMR exhaust, Racing Beat muffler, Mishimoto exhaust heat wrap, AEM dry air filter.

ENGINE MANAGEMENT: Haltech Sport 1000 ECU, RC Engineering 1000cc/min primary, 1600cc/min secondary fuel injectors, Aeromotive fuel pressure regulator, F&L 105 unleaded fuel.

DRIVETRAIN: WPC treated FD3S Mazda RX-7 transmission internals, Exedy carbon twin-disc clutch kit, KAAZ 2-way limited-slip differential.

SUSPENSION: JIC FLT-A2 coilovers, EF1 Motorsports front camber plates, KMR modified tie-rod ends and spindles, Mazdatrix steering angle kit, modified steering rack and pump.

BRAKES: Porterfield brake pads, Mazdatrix brake lines, and Neo Synthetic brake fluid.

WHEELS: XXR 006, 17×8-in. +20 (F), 18×9.5-in. +25 (R), 25mm front and 20mm rear wheel spacers.

TIRES: Nexen N9000 (F) and N3000 (R), 235/40/17 (F) and 275/35/18 (R).

BODY: AIT bodykit, KMR aluminum/carbon fiber undertray/splitter, KMR custom hood.

INTERIOR: Sparco bucket seats, Autometer gauges, custom roll cage.

Sources
Mazdatrix
www.mazdatrix.com

Mazda
www.mazdausa.com

Nexen Tires
www.nexentireusa.com

AIT
www.aitracing.com

XXR Wheels
www.xxrwheels.com

WPC Treatment
www.wpctreatment.com

Haltech
www.haltech.com

Mishimoto
www.mishimoto.com

Drop Engineering
www.dropengineering.com

TC Sportline
www.tcsportline.com

Endurance races are special events in the motorsports world. Not just because of their length or locale but because of their environment as well.

Photo by Aaron Kupferman

The legendary 24 Hours of Le Mans is notorious for its length, which pushes its human entrants through day into night and back into the day again, wrecking their non-existent sleep cycles. Similar races such as the Nurburgring 24 Hours and 25 Hours of Thunderhill exist around the world.

Worn out and in a zombie-state, crews and drivers at long endurance races can all easily agree that it takes a lot more effort than your standard road race.

Covering such long events is a special case as well. Standard races or events are only a few hours in length, typically involving daylight and standard conditions. But, at almost 10-hours in length, the 2010 Petit Le Mans race required something a little different.

Starting in the day and going into the darkness of night, Petit Le Mans is a lengthy run to the end of the American Le Mans Series championship. Cars from different classes all head out on track at the same time, battling to see who can come out on top in the darkness. As shooter Aaron Kupferman found, covering an endurance race at night is an interesting prospect. Racecars shine through the night, often with their headlights alone leading the way. Combine that with nighttime photography and fireworks, now you’ve got a race.

With rain having settled into Road Atlanta early on, we were apprehensive at first about seeing a wet Petit Le Mans. While the lack of traction always brings out a display of driver skill and on-the-edge action, having rain would dull the all-out competition for the 2010 American Le Mans Series (ALMS) championship.

Photo by Aaron Kupferman

As the final stop on the ALMS calender, Petit Le Mans is a 10-hour or 1,000-mile endurance race at Road Atlanta in Braselton, GA. Run as the season ender for the first time since 2003, Petit Le Mans has this year become a significant game changer.

Causing teams to bite nails and incant hexes down to the last minute, Petit Le Mans is in itself a daunting task to finish. A road race car, already stretched to its limits for maximum performance, must be able to run at full throttle for a distance longer than the state of California.

And the teams will want to be able to finish. As the final stop on the calender, points at Petit Le Mans could mean winner or runner-up in the championship. And, as a bonus, the association with the legendary 24 Hours of Le Mans means that class winners of this race are automatically given entry into the French endurance race. There are just so many reasons to go all out.

One of the closest runs to the championship took place in GT2. Early bets were on Flying Lizard’s Porsche 911 GT3 RSRs but the BMW M3 GT2 and Ferrari F430 were looking strong as well. In the end, it would come down to Petit Le Mans.

Photo by Aaron Kupferman

Leading the race at the very end, the Risi Competizione teams miscalculated their low fuel load by just a hair, beaching their Ferrari F430 GT with just two turns left at the very end. Cruising by them for the win would be Oliver Gavin in the Chevy Corvette C6R.

Taking the season championship would be Flying Lizard Motorsports, who finished in 5^th place with Patrick Long and Jorg Bergmeister. “It’s definitely an unbelievable season. I would have never expected at the beginning of the year to win this championship. It’s my 3rd in a row with Lizards and 3^rd with Patrick. Its a shame we didn’t win the team championship because we wouldn’t be here without them,” said Bergmeister. Rahal-Letterman Racing’s BMW M3 GT2 would secure the manufacturer’s championship for BMW.

The overall race winner was Stephane Sarrazin in the Peugeot 908 HDi turbo-diesel LMP with co-drivers Franck Montagny and Pedro Lamy. Another twin-turbo 908 HDi would take second place with Audi’s R15 diesel in third place, two laps down after a tire puncture.

“Last year we proved we were fastest, we didn’t get to go to the end of the race but we really think and knew that we were fastest last year,” said Montagny, who set the fastest race lap Saturday. “The results we got last year we didn’t get to prove it. But this year, we had the same team, same car, and knew we could pull it out again.”

As the second day of thePetit Le Mans race opened, rain began to fall during the coveted afternoon practice sessions. With only a few sessions worth of time to get their setup just right, teams were looking forward to as much track time at Road Atlanta as possible.

Unfortunately for many, the clouds darkened up and the sky opened up over the undulating hills and corners of Georgia. With the sun only intermittently breaking out of the clouds, the track surface varied in traction from corner to corner and section to section.

Many teams decided to play it safe in the end, refusing to make an appearance on track to put wear and tear on their racecars for what would be unusable data come dry race day. The photos show at least one crashed Porsche GT3 Challenge car, caught out by the changing conditions.

Two teams that were sure to get some practice time, regardless of the conditions, were both fielding Porsches. Flying Lizard, in the hunt for the GT championship, put their 911 GT3 RSR out on track with the Porsche 911 GT3 R Hybrid. Looking for as much time with the new car as possible, Porsche had the KERS-like hybrid out to grab data on the hybrid power system and setup before the 10-hour race on Saturday.

At 10 hours and 1,000 miles in length, Petit Le Mans is one of the most famous professional endurance road races in the US. Imagine driving a prototype racer full out across a third of the Unites States. That’s endurance racing.

The race, held at Road Atlanta in Georgia, includes separate road races from the American Le Mans Series, Trans-Am, Skip Barber, Formula Mazda, and the GT3 Challenge. The supporting races already feature loads of action and numerous hopeful young drivers but the day-into-night ALMS race is what we’re after.

Our man on the scene, Aaron Kupferman, reports back here from the first day of Petit Le Mans. Featuring practice for all the support series and testing for the ALMS cars, today’s Wednesday action is the relatively low stress environment that all the teams need to set up in.

Porsche’s much talked about 911 GT3 R Hybrid is on the scene, along with Flying Lizard’s Porsches, which are vying for the championship in a very close battle.

Tomorrow features the first race for the Patron GT3 Challenge by Yokohama, the USF2000 National Championship Powered by Mazda, BFGoodrich/Skip Barber National Series presented by Mazda, and the Cooper Tires  Prototype Lites. The ALMS cars will also see their first night practice tomorrow, which should provide for more than a few fancy light-streaked images. Stay tuned here for more.

It’s been years since the last hot-hatch Ford Focus touched American soil. The first-generation Focus, already popular with enthusiasts, got a boost in street cred with the Ford Focus SVT in 2002. We’re just going to overlook the old ZX4 ST on account of it missing the mark so much.

The three-door SVT hatchback had a different 170hp naturally aspirated engine, 17-inch wheels, different bodywork, and a very smooth shifting six-speed transmission. It was instantly a success with autocrossers, club racers, and even rally drivers. Editor Leh even got a taste (did I? It blew up. – JL) of a turbocharged Focus SVT during his time at SCC magazine.

Pulling no punches nowadays, Ford is on the comeback with the new 2012 Ford Focus ST. Already pushing impressive factory power from the Mustang GT and incredible mileage from the Fiesta and V6 Mustang models, Ford has decided to make the new Focus an attention-grabber as well.

Debuted at the 2010 Paris Auto Show, the new Ford Focus production family range featured the new Focus ST. The top sport model in the new Focus lineup, the 2012 Focus ST is powered by a turbocharged 250hp EcoBoost 2.0-liter engine.

Launching globally in all markets from early 2012, the all-new Ford Focus ST will be Ford’s first high-performance model developed under its global Performance Vehicles strategy. The new Focus ST was revealed at the Ford stand in Paris by Alan Mulally, Ford president and CEO, and Stephen Odell, chairman and CEO, Ford of Europe.

The new Focus will be available in a five-door hatchback, four-door sedan, and wagon setup. The Focus ST will only be available in a specially modified five-door hatchback configuration.

A huge seller globally, the Focus has been available in sportier-than-US European variants for years. With the new global ST strategy, that could all change. With its shapely looks, seats, brakes, wheels, and turbocharged engine, the Ford Focus ST is one car that we’re looking forward to seeing here.

From Ford:

The next-generation Ford Focus range – including a new, high-performance flagship model – is the star attraction in Ford Motor Company’s display at the 2010 Paris Motor Show.

For the first time, the complete global Ford Focus line-up of three dynamic production-ready bodystyles – sporty five-door, elegant four-door and stylish wagon – are displayed together, providing customers with full insight into this significant new model before it goes on sale in Europe and North America early in 2011.

Ford is also delivering on its promise to introduce a global performance version of the new Focus with a world premiere for the exciting flagship of the range, the muscular 250 PS Focus ST.  The dramatic new ST will launch in early 2012 and will be revealed at the Ford stand by Alan Mulally, Ford president and CEO, and Stephen Odell, chairman and CEO, Ford of Europe.

First Global Product

The formal launch of the full production-ready Focus range in Paris is significant for Ford, as it signals the introduction of the first truly global product developed from the start under the company’s ONE Ford strategy.

The Focus is Ford’s most significant car range globally – and part of the world’s largest and most comprehensive vehicle segment. Developed at Ford’s Global Centre of Excellence for Small Cars in Germany and for sale in over 120 markets worldwide, the next-generation model is the most important Focus yet and is created from Ford’s new global C-segment platform, with up to 80 per cent parts commonality around the world. This platform will underpin at least ten vehicles around the world and account for some two million units of annual production by 2012.

With the complete range of three bodystyles on display in Paris for the first time – sporty five-door, elegant four-door and stylish wagon – show-goers will have an exclusive opportunity to see and experience the cars individual design and class-leading technology first hand.

Next-generation Focus promises to be the smartest car in the C-segment and is packed with more affordable technologies and features than ever before in this segment. It also offers customers the highest standards of quality and detailed craftsmanship, outstanding fuel economy and takes the legendary Focus driving dynamics to a new level.

Previewing the exciting new Focus ST

At the 2010 Geneva Motor Show, Ford Motor Company’s group vice president for Global Product Development, Derrick Kuzak, promised an exciting new performance version of the next generation Ford Focus.

At Paris, Ford is revealing an early preview model of the next-generation Ford Focus ST. Targeted for launch in all global markets from early 2012, the all-new Ford Focus ST will be Ford’s first high-performance model developed under its global Performance Vehicles strategy.

The new range-topping Focus – which features a unique 250 PS version of the
2.0-litre Ford EcoBoost engine – will be completely true to Ford’s ST heritage, offering driving enthusiasts exhilarating performance and handling accompanied by an addictive sound.

Visitors to the Paris display also cannot fail to notice the show car’s highly distinctive sports exterior, which is finished in ‘Tangerine Scream’, a dramatic new body colour that reflects the new ST’s exciting and energetic character.

Lower CO₂ Emissions Across the Ford Range

Ford is accelerating its efforts to minimise fuel consumption and CO₂ emissions across its product range, and two important new entries to the Ford of Europe product portfolio are being displayed at Paris – the new Ford Mondeo ECOnetic and the Ford Ka with standard Ford Auto-Start-Stop system.

These new models follow the significant new developments which have already been introduced during 2010, including the launch of the new high-efficiency Ford EcoBoost turbocharged direct injection petrol engine family and completely updated versions of the powerful yet highly fuel-efficient Duratorq TDCi diesel engines.

Ford is also moving forward with its European electrification program and will be displaying for the first time the technology destined to drive its C-MAX plug-in hybrid vehicle, which will be produced at the Valencia plant in Spain and is due to go on sale in Europe in 2012. A version will also be sold in North America.

Along with the wider introduction of low-CO₂ Ford ECOnetic Technologies such as Eco Mode and Smart Regenerative Charging, Ford of Europe is on track to surpass its goal of a 30 per cent reduction in CO₂ emissions from its new vehicles by 2020, relative to a 2006 model year baseline.

“The launch of the complete new Focus range, plus the global debut of the high-performance ST model, makes this Paris Show not only very exciting for Ford, but also highly significant,” said Stephen Odell, chairman and CEO, Ford of Europe. “With the all-new C-MAX also on the Paris stand, along with the latest Mondeo,
S-MAX and Galaxy models, it’s clear that the pace of change within Ford remains as aggressive as ever.”

Version 2 of the 2010 Petit Le Mans spotter guides have just been released. In case you aren’t familiar with them, the spotter guides are brilliant pieces of artwork that depict every racecar in the race, along with their numbers, team names, drivers, and drivers’ helmets. It’s literally everything you’ll need to, well, spot a car during the race.

With 45 cars now confirmed to enter the 2010 Petit Le Mans endurance race, you’ll do best to keep this guide handy and spot to your heart’s content. Our tip is to print one of these suckers out and keep it in your pocket during the race – it’s cheaper and easier to use than the race program that will cost you at least $5. Remember, that’s like half the cost of a 6-lb. turkey leg.

Get your own spotter guide and future guides at  SpotterGuides.com.

There always seems to be a battle or scandal going on in Formula One, ranging from crashes to Mosley-style Nazi sex. The current F1 battle is over the use of the Lotus name, which has a long history with the sport. As we reported earlier, Lotus Racing has gone to battle with PROTON, owner of Lotus Cars.

Lotus Racing has now released its own statement on the matter of it becoming Team Lotus for 2011 and beyond. As you can imagine, it defends its actions and states that PROTON knowingly has no rights to the name “Team Lotus”. The next stop? English High Court – where it will all be decided.

From Lotus Racing CEO, Riad Asmat:

This has been an incredible year for everyone associated with Lotus Racing. Last week we brought Team Lotus back to the Formula One grid when we announced that we had bought Team Lotus Ventures from David Hunt, and would be racing as the successor to one of the most iconic names in world motorsport. This year, we have established ourselves as the leading new team in Formula One as a licensee of Group Lotus, and, although we all dreamt of bringing Team Lotus back to where it belongs, we could not do so in 2010 because those rights were owned by Team Lotus Ventures. As Tune Group has now bought Team Lotus Ventures it means we can now use the Team Lotus name for 2011 and beyond. We are all delighted we can go into 2011 with total confidence in what we own, and what we can take to the track.

However, given that this is contested by Group Lotus we think now is the time to clear this matter up so there can be no further arguments. We have therefore today issued proceedings in the English High Court for a declaration that Team Lotus Ventures has the rights to use the Team Lotus name and everything associated with that brand in relation to Formula One.

Racing under the Team Lotus name from 2011 means our licence with Group Lotus has now come to an end. In reality, this has nothing to do with how we will go racing in 2011, as the ownership of Team Lotus has been clearly defined for many years. David was approached a number of times about selling the rights of Team Lotus Ventures, including one official offer of from Proton / Group Lotus themselves. That must have been tempting for David, as the rightful owner of the Team Lotus brand and its rights. Oddly enough, Group Lotus also recently tried to revoke the Team Lotus trade marks at a hearing at the Trade Mark Registry, but they were unsuccessful. I suspect David’s misgivings about their previous offer to buy were justified by that action.

The licence debate really is a non-issue. It was a simple licence, attached to a one year sponsorship deal with Proton for 2010 alone, and in fact for a tiny proportion of the amount invested by the shareholders into the team – approximately 1.5% of the total budget. Unfortunately we never reached the point where we discussed extending that one year deal. When we signed our licence to compete as Lotus Racing with Group Lotus, they were very clear that we could not make any reference to Team Lotus as they had no rights at all to the Team Lotus name or its rights. In fact, in the licence agreement between 1Malaysia Racing and Group Lotus the use of the Team Lotus name is expressly prohibited as they had agreed contractually, as long ago as 1985, that they had not rights to use that name. That was obviously something we had enormous respect for, and made no attempt to change until we could do so rightfully, and with a very clear understanding of what we had acquired in Team Lotus Ventures.

So now the licence we ran under this year has been withdrawn by Group Lotus, and while we accept that this obviously means we have reached the end of that chapter, it opens up a new and very exciting one for everyone in our team. There will have to be some discussions with Proton and Group Lotus about the entitlement to terminate the licence. Frankly, they are trying to say that some very trivial points, including T-shirt design approvals of all things, gave them the right to terminate, but we thoroughly reject this.

Now we look to the future. The details of what has been going on behind the scenes are now coming to light, and that’s good because it means the shareholders of Proton, the government, will now know the truth of what has been going on. However the important thing is to look at what we are doing to guarantee future success. We have already invested heavily in ensuring the Malaysian / ASEAN motorsports platform grows, something that cannot be said for our colleagues at Group Lotus. We created a world first when we ran Nabil Jeffri in our aero test earlier this year – the youngest ever F1 test driver. Fairuz has been gaining invaluable experience at the highest level by driving for us, and, through Tony and Din’s AirAsia Driver Development programme, we are giving young Malaysian / ASEAN talent the chance to reach the top. We are so proud to have laid the foundations for future success, and our fans acknowledge this every day. Personally I think it’s odd that our colleagues at Group Lotus have not embraced what we are giving them – a global platform for creating huge awareness and great value for their operations, all at no cost to them. In one year we have made huge strides in the growth of Lotus Racing, and now it’s all about Team Lotus.

Steeped in history, Lotus is one of the most revered car brands, known even to those that aren’t Formula One connoisseurs. But its parent company, PROTON (spelled in capitals like a robot killer – Ed.), is not exactly a household name in the US.

The largest auto manufacturer in Malaysia, PROTON owns and oversees all divisions of Lotus including Lotus Engineering, Lotus Cars, Group Lotus, and Lotus Cars Limited. The current Lotus Racing F1 team, headed by Tony Fernandes, is not owned by Lotus but rather licenses the name from Group Lotus. The team, which employs drivers Jarno Trulli and Heikki Kovalainen, has not fared so well in its debut year. Mixed in with the other rookie teams, Lotus Racing has yet to score a single championship point.

The news recently surfaced that Lotus was unhappy with its business partnership with Fernandes’ team and had cut him off from all rights to use the names Team Lotus, Lotus Racing, or any other variant containing the name “Lotus”. And this is where the confusion begins.

Before being bought by PROTON, Lotus encompassed two different companies, Group Lotus (road cars) and Team Lotus (Formula One). When the original factory team ceased in 1994, the rights to the name “Team Lotus” were purchased by David Hunt, brother of infamous F1 champion James Hunt.

As recently as this week, Fernandes bought the rights from Hunt and announced his intention to rename his team to Team Lotus for 2011 and beyond. We can only imagine his balancing the purchase cost versus licensing fees to PROTON. Seeing a conflict with of naming with their subsidiary, PROTON recently also released news that they were cutting off Fernandes from any use of the Lotus name in 2011 and that he would face legal action for his use of “Lotus”. They statement also claims that Hunt had no rights to the name “Team Lotus” and could not have possibly sold those rights.

From here, the battle is bound to bounce around in a legal court. The team apparently still has the rights to use the Lotus Racing name for 2010, so they will surely see out the remainder of the season. But will they line up to the grid in 2011? And, if so, with what name?

From PROTON:

PROTON’S CLARIFICATION ON THE PURCHASE OF “LOTUS” BRAND BY TONY FERNANDES

Kuala Lumpur, 27 September 2010 – There is and always has been only one Lotus, the Lotus started by Colin Chapman. From the beginning Lotus made road cars and raced racing cars. Until 1994, Group Lotus, the road car manufacturer and Team Lotus, which operated the Formula 1 team, were in common ownership with common directors. In 1994, Team Lotus failed and Lotus has not raced since. Since 1994, David Hunt has claimed to have acquired assets of Team Lotus, including its name, from the liquidator. He has never raced as Lotus. Mr. Hunt’s attempt to acquire the name Team Lotus was ineffective. Group Lotus is the owner of all rights in the “Lotus” automotive brand including those relating to Formula 1.

Last year, Tony Fernandes and 1 Malaysia Racing Team recognised this by taking a licence from Group Lotus to use the “Lotus” brand for the “Lotus Racing” team in the current Formula 1 season. With PROTON’s agreement, Group Lotus has now terminated its licence to 1 Malaysia Racing Team to use the “Lotus Racing” brand in the 2011 and future Formula 1 seasons as a result of the flagrant and persistent breaches of the licence by 1 Malaysia Racing Team, which were damaging to the “Lotus” brand.

Following that termination, neither 1 Malaysia Racing Team, nor any other company associated with Mr. Fernandes such as Tune Group Sdn Bhd or Team Lotus Ventures Limited, has the authority of Group Lotus to use any “Lotus” brand in the 2011 Formula 1 season. This includes the use of the brand “Team Lotus”.

Group Lotus understands that Mr. Fernandes intends to rebrand the current “Lotus Racing” Formula 1 team to “Team Lotus” for the 2011 Formula 1 season. Mr. Fernandes indicates that Tune Group has acquired the rights to the name “Team Lotus” from a business formerly owned by David Hunt called Team Lotus Ventures Limited. Group Lotus believes these rights to have no proper legal foundation, a fact of which Mr. Fernandes was well aware when his company purchased them.

PROTON will support Group Lotus in taking all necessary steps to protect its rights in the “Lotus” name, including resisting any attempts by Mr. Fernandes or his companies, or any other unauthorised person, to use the “Lotus” name in the 2011 Formula 1 season.

Dato’ Sri Mohd. Nadzmi Mohd. Salleh, Chairman of PROTON Holdings Berhad and Group Lotus commented, “We believe the Lotus brand to be one of the most valuable brands in Formula 1 today. We are the owners of this brand, and will take all necessary steps to protect it. Tony Fernandes has no rights to use the Lotus brand in the 2011 Formula 1 season, and we will strongly resist any attempts by him to use our brand without our permission and will withdraw our sponsorship of the Lotus Racing team.”

“To put it simply, Group Lotus is everything Lotus. The fact that 1 Malaysia Racing Team entered into an agreement with Group Lotus to use the brand means that both Mr. Fernandes and 1 Malaysia Racing Team recognises and acknowledges Group Lotus’ rights,” he added.

About PROTON

PROTON, established in 1983, is Malaysia’s largest manufacturer of automobiles, and the only full-fledged OEM car manufacturer in South-East Asia. With operations in key markets from UK to the Middle East, and across South-East Asia and Australasia, especially in countries like China and Iran, PROTON produces cars to suit a range of consumer demands and preferences.

Its offerings include versatile and reliable four-door family vehicles, two-door hatchbacks for the young-at-heart, luxurious and stylish executive sedans, spacious and affordable multi-purpose vehicles, as well as the world-renowned sports cars from Lotus. Most importantly, PROTON models are now developed with Lotus Engineering, offering customers superior ride and handling experience in every drive.

PROTON’s inception as a key driver of national development has seen the brand accelerate its learning curve through technology transfer with strategic partnerships and technical collaborations. By listening to the needs of customers, PROTON cars are now steadily on track to achieve the mission for the future, with PROTON set to become a marque which builds cars with passion and soul; cars that are a delight to drive – and a pleasure to own.

About Lotus

Group Lotus is a wholly-owned subsidiary of PROTON Holdings Berhad. The main operating subsidiary of Group Lotus plc is Lotus Cars Limited, which has two operating divisions – Lotus Engineering and Lotus Cars. Lotus Engineering is an internationally recognised automotive engineering consultancy based in Norfolk, UK. Global facilities include those in Michigan (USA), Kuala Lumpur (Malaysia), China and offices in Germany.

Lotus Engineering provides comprehensive and versatile consultancy services to many of the world’s OEMs and Tier 1 suppliers, offering a full engineering service from initial concept and project design through development and integration of the complete vehicle to meet all worldwide markets and customers to full production. This includes third party ‘niche vehicle’ engineering and manufacture worldwide.

Lotus Cars builds world class, prestige, high performance sports cars for sale in 37 countries. These include the iconic Lotus Elise, and the Exige and Europa. Lotus’ latest model, the Lotus Evora, goes on sale from Spring 2009. Lotus is a global high-tech company, expanding rapidly and committed to driving forward technology for both Lotus Cars and its Engineering clients, spearheading research into such areas as hybrids, electric cars and renewable fuels.

Drivers like Michael Schumacher, Fernando Alonso, and Lewis Hamilton have made it to the top by dominating every racing series that they’ve competed in and making the right friends along the way. Money talks but you’ve still got to produce results to make it in F1.

World Champion Hamilton, Williams’ Nico Hulkenberg, and Red Bull star Sebastian Vettel all made their way through the Formula 3 ranks and that fact rests just fine with Italian driver Edoardo Mortara.

Mortara has recently taken the 2010 Formula 3 Euro Series driver’s championship with his team, Signature, taking the team championship as well. One of the highly competitive junior formula car racing series in Europe, F3 Euro Series uses 200hp spec chassis that weight about 1,200 lbs.

The series is highly restricted in terms of modifications and puts the focus on the drivers. With three races still to go in the 2010 season, Mortara has destroyed his competition, sitting 25 points above and out of reach of second place. Even German superstar Vettel can’t claim a F3 Euro Series championship.

Geneva-born Mortara is French on his mother’s side and Italian on his father’s but claims Italian heritage when racing, not Swiss. Contrary to most other racing drivers, he is also an educated man, having found time to have studied economics at Geneva University.

Just four years ago, the 23 year-old Mortara made his way up from karts to single-seater formula racecars. In 2007, he entered the F3 Euro Series, finishing the season in 8^th – the highest placing rookie.

The following year, Signature switched to Volkswagen power and Mortara improved his ranking to 2^nd in the championship. A move to the GP2 series in 2009 proved to be a disaster for Mortara, showing just how volatile racing can be.

Showing little for his efforts, Mortara finished in 11^th in the GP2 Asia Series and 14^th in the GP2 Series. Having stalled out and reached a dead spot in his resume, Mortara found himself in the dreaded position of so many aspiring racecar drivers. It was in his favor that his old team Signature called and offered him a race in the 2009 Macau Grand Prix – one of the world’s most famous street courses and important F3 races.

After taking the win, Mortara rejoined his old family and took Signature to its dominant maiden win in 2010. With the season not finished yet, Mortara has taken four fastest qualifying times and six victories in 2010 against some of Europe’s most talented young drivers. It’s only a matter of time before somebody tests Edoardo Mortara in a F1 car – keep your ears open for his name.

When other people are doing development for you, going fast isn’t cheap. An $800 DIY turbo kit sounds like a great idea on a late \’80s BMW E30 3-Series but most modern Porsche, Viper, and Corvette owners aren’t willing to go down that route with their more expensive machines. These owners are interested in fully developed, turn key power packages that are both civil and engineered. This has fueled the rise of such high-end tuning companies as Dinan and Lingenfelter.

Lingenfelter is infamous amongst the GM ranks, having built more than one Corvette that stacked up against a jet fighter. Their latest release is the Lingenfelter LS3 C6 Chevy Corvette Edelbrock E-Force Supercharged Engine Package. The package will run you a slick $13,845 and will give your Vette 670bhp and 565lb/ft of torque.

It generates this power using Edelbrock’s E-Force supercharger kit combined with Lingenfelter cylinder heads and a hotter cam. The package also includes necessary valvetrain and fuel upgrades. Installation takes a lengthy two weeks but includes all tuning as well. The cost of another, smaller car may seem like a lot to get to 670hp but you do get a warranty with this kit. For some people, that matters.

Full Press Release:

Lingenfelter Performance Engineering (LPE) once again delivers the ultimate performance experience to Corvette enthusiasts with its latest offering – the Lingenfelter LS3 C6 Corvette Edelbrock E-Force Supercharged Engine Package.  This newest package delivers a road-shattering 670 brake horsepower with 565 lbs. ft. of torque.

“Following Lingenfelter’s comprehensive engine and chassis dynamometer testing, we felt confident this new engine package offered a substantial power improvement for those C6 drivers looking for that added performance edge,” said Ken Lingenfelter, owner, Lingenfelter Performance Engineering.  “Our unique E-Force Supercharger package provides significant gains in horsepower and torque, while also allowing for the retention of the vehicle’s stock exterior look.”

Lingenfelter’s LS3 C6 Corvette Edelbrock E-Force Supercharged Engine Package can be purchased direct from Lingenfelter Performance Engineering and features:
* Edelbrock E-Force TVS2300 intercooled supercharger system
* Lingenfelter CNC ported cylinder heads
* Lingenfelter GT9 camshaft by Competition Cams
* Lingenfelter 160 thermostat

The system also includes a Kenne Bell Boost-a-Pump fuel pump voltage booster, properly sized fuel injectors and Competition Cams dual valve springs, titanium retainers and 10-degree locks.

Based on an OEM Eaton supercharger unit and allowing for installation with the stock C6 Corvette hood, the Lingenfelter LS3 C6 Corvette Edelbrock E-Force Supercharger is finished with black powder coat and CNC engraved Lingenfelter logo.

Professional installation by Lingenfelter requires two weeks with pre-scheduled appointments and includes PCM calibration and dynamometer testing both before and after the install.

Lingenfelter’s LS3 C6 Corvette Edelbrock E-Force Supercharger Package has a base price of $13,845, and comes with the company’s 3 year/36,000 mile warranty on the engine assembly, as well as the company’s signature certificate of authenticity.

5Zigen USA recently announced the debut of its newest exhaust system for sport compact cars, called the 5ZIGEN Super Lap exhaust system. The system is a performance unit based on time attack (also known as super lap in Japan – Ed.) R&D. 5Zigen promises that the exhaust is built for power and noise tone but says nothing about noise level. Expect this to be a loud, race-ready part.

The Super Lap is designed to successfully absorb the unpleasant range of muffler noise without losing efficiency by placing the escape hole, which has a unique angle and size, in the silencer instead of using a conventional punching mechanism.  Designed for all-out competition, it’s an exhaust system for racers in time attack, auto-cross, club racing, etc. All exhaust systems are made in-house in Osaka, Japan and meet JASMA standards quality.

Application: Acura RSX, Honda Civic, Mazda MX-5 Miata, Nissan 240SX, etc.

MSRP: $400.00 and up

Contact
5ZIGEN USA
(310) 608-5575
www.5zigenusa.com