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

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The invasion of the 500hp all-wheel drive rallycross cars continues in the US. Following up on an exciting run at X-Games 16, rallycross hit the New Jersey Motorsports Park (NJMP) for the first ever RallyCar Rallycross competition.

Formerly known as Rally America, RallyCar is the organization behind much of the American rally racing scene. If it involves racing sideways on dirt, sludge, mud, or ice, RallyCar probably runs it. One of the new innovations that they are pushing this year forward is the introduction of an American RallyCross series.

Combining rally racing with wheel-to-wheel road racing, RallyCross is a spectator-friendly race that involves six cars on course and multiple surfaces. RallyCross cars face fewer restrictions than their rally counterparts, with 450-500hp engines, all-wheel drive, and extreme body work allowed.

Drivers are seeded and then see a start and finish flag just as in a standard road race, as opposed to the rally standard of timed stages. 23 drivers showed up to the inaugural event and ran the 1.3-mile Lightning Racetrack setup, who’s surface was 85% tarmac and 15% dirt.

“This is an excellent racing format and I see so many excited spectators,” said NOS Energy Drink’s Andrew Comrie-Picard, “and the cool thing is seeing so many excited drivers. You could see it when Dave Mirra and I immediately caught up with each after our Heat race to discuss what happened out there!”

Travis Pastrana acknowledged the enthusiasm the crowd’s intense enthusiasm, “I could literally hear the fans cheering from inside my car!”

Tanner Foust used his rally racing and European rallycross experience to take the win in a Ford Fiesta, repeating his success in the recent X-Games segment. Foust was challenged early on by Andrew Comrie-Picard (Mitsubishi Lancer Evo 9), Ramana Lagemann (Ford Fiesta) and Subaru Rally Team USA’s Dave Mirra and Travis Pastrana.

Pastrana nearly flipped his Subaru WRX STI during the main five-lap race, bringing out the red flag and causing a restart. Starting at the back, Pastrana drove a hard race to finish in second.

He was unable to catch Foust out in the front but finished ahead of teammate Mirra, who had been battling with ACP for third. In the end, two of the top three finishers were driving Subaru STIs and all three were on BFGoodrich rally tires.

“The sport is a perfect fit for US audiences and it was awesome to come out on top at the very first one,” said Foust. “Competing in the European Rallycross championship has been great preparation for US Rallycross and the X Games.”

Contact
RallyCar
www.rally-america.com

- Click to play and select “720p” to watch in full HD

You’ve seen them on TV, broadcast for hours at a time, and in magazines the world over. They’re high-end car auctions, the discerning gentleman’s counterpoint to buying cars on Ebay Motors and Craigslist.

Contrary to police impound auctions, which often move salvaged husks and chalk-outlined specials, high-end car auctions cater to the enthusiast and collector communities. This means well-restored, rare classics that are meticulously cared for and boast lengthy histories in the public eye.

While in Monterey, California for the Rolex Monterey Motorsports Reunion, we stopped at the downtown Portola Hotel & Spa for the 2010 Sports & Classics of Monterey, put on by RM Auctions.

A multi-faceted company, RM is an automotive auction house, restoration company, in-house magazine publisher, and operator of the RM Classic Car Exhibit. While in Monterey, RM posted $67 million in auction sales and took its fourth “Best of Show” award at the Pebble Beach Concours d’Elegance with a 1933 Delage D8S de Villars Roadster.

A worldwide company, RM has a nationwide program of auctions, as well as events in Monaco and London. Their specialty is very high-end machines and ultra-rare pristine restorations. If you’re looking for a flamed Dodge Stealth or Fire Chicken, look elsewhere.

Photo by Aaron Kupferman - Motorsportlens.com

RM sold five cars in Monterey for more than $2 million each with the top spot 1938 Talbot-Lago T150-C Lago Speciale Teardrop Coupe going for a cool $4.6 million dollars. Even if you’re paying by the letter, that’s a good stack of cash. To put that into perspective with a more modern machine, a 2007 Ferrari FXX Evoluzione went for “just” $1.9 million dollars.

“We are thoroughly pleased with the results from the weekend’s sale. They build upon RM’s seven previous successful sales this year, including the record-breaking inaugural Monaco event, and are a reflection of the hard work and dedication of the entire RM team,” says Rob Myers, Founder and Chairman, RM Auctions.

Taking over prime real estate in the heart of Monterey, RM Auctions is a well-oiled auctioning machine. From an outdoor viewing and inspection lot (each car is individually covered at night), cars are driven, in order, inside the hotel and on to a rotating viewing platform.

Registered auction bidders are given a pamphlet outlining each car’s specific history and containing a glamour shot of each. Mysterious and oversea bidders also get the opportunity to bid with on-site agents linked via phone. Once on the stage up front, cameras shoot multiple rotating images of the cars on to giant projection screens. Some of the cars even get professionally produced introduction videos on par with TV commercials.

Photo by Aaron Kupferman - Motorsportlens.com

The auctioneer does his best to vividly describe each vehicle and lighten the mood with quips and jokes but his primary purpose is all business. The furious pace of the auction requires constant attention and a second by second pace that forces bidders into split second decisions. This level of impulse and reflex is the draw and excitement of the car auction and makes each purchase a relieving battle won.

Although we didn’t spot too many cars that we could afford, or any to tell the truth, there were some true gems on hand. A John F. Kennedy “bubble top” Lincoln shared the weekend with a real Shelby Cobra USRRC roadster, Ferrari 250 GT LWB, Shelby GT350, an entire collection of Ford concept cars (including a beautiful $101,750 Lincoln MK9), 1928 “Al Capone” Cadillac, Ferrari Enzo, Ferrari 512 BB/LM Competition Berlinetta, and a cute 1970 Subaru 360 police car.

There was even a Porsche 911 GT3R racecar at the bargain price of just $96,250. Lightly pre-owned from what we heard. In this crowd, that just happens to be a steal.

RM Auctions’ 2010 Sports & Classics of Monterey $1 Million Dollar+ Sales

Lot 359: 1938 Talbot-Lago T150-C Lago Speciale Teardrop Coupe – $4,620,000

Lot 351: 1954 Ferrari 375 MM Berlinetta – $4,620,000

Lot 353: 1949 Delahaye Type 175 S Roadster by Saoutchik – $3,300,000

Lot 360: 1959 Ferrari 250 GT LWB California Spyder – $2,612,500

Lot 347: 1955 Jaguar D-Type – $2,090,000

Lot 365: 2007 Ferrari FXX Evoluzione – $1,925,000

Lot 335: 1959 Ferrari 410 Superamerica Series III Coupe – $1,760,000

Lot 345: 1933 Packard Twelve Coupe – $1,622,500

Lot 346: 1958 Ferrari 250 GT Series I Cabriolet – $1,622,500

Lot 255: 1964 Shelby Cobra USRRC Roadster  - $1,595,000

Lot 342: 1954 Ferrari 500 Mondial Berlinetta – $1,567,500

Lot 341: 1933 Duesenberg SJ Riviera Phaeton – $1,430,000

Lot 349: 1966 Ferrari 275 GTB/6C Alloy Berlinetta – $1,155,000

Lot 339: 1966 Ferrari 500 Superfast – $1,127,500

Lot 246: 1948 Tucker 48 Sedan – $1,127,500

Lot 363: 1967 Ferrari 275 GTB/4 Berlinetta – $1,045,000

Contact
RM Auctions
www.rmauctions.com

Since we have a dedicated motorsports section, you’re probably wondering why this racing event coverage has been filed under “tuned cars” – a place where you’re more likely to see a behind-the-scenes car feature or track test.

Photo by Aaron Kupferman - Motorsportlens.com

The answer is simple, the Rolex Monterey Motorsports Reunion, formerly known as the Monterey Historics (whew – Ed.), is more than just a road race at Mazda Raceway Laguna Seca. It’s a weeklong celebration of all things vintage, auto, and expensive.

Framed around the historic road races at Mazda Raceway Laguna Seca, the Monterey Peninsula Reunion Week kicked off with a celebration in downtown Monterey. What followed after was a near endless assault of wine tours, concours, auctions, street cruises, and gatherings.

It’s obvious to say that these events aren’t designed for the young or the poor; our Lancer Evolution X was the only car we saw in the lot with a turbo and for sure the only one with a wing. These happenings are all dressed up with an air of elegance but the events can be deconstructed as simple meets, auctions, and shows.

Photo by Aaron Kupferman – Motorsportlens.com

At their essence, the events that make up the Monterey Peninsula Reunion Week are designed for the relaxing weekend racer and car enthusiast. They’re not very fast paced or intensive, instead relying on an atmosphere of camaraderie and culture.

With million dollar cars on track and in the concours shows, some going for up to four million dollars in the auctions, enthusiasts show up to Monterey in waves. Some come to show off their high-priced machinery, cruising the streets in Ferrari F430s, Porsche 911 GT3s, and BMWs by the handful. But most come simply to watch the atmosphere and catch spectacles like two Ferrari F40s and one F50 in a train down Highway 68, just in front of the Mazda Raceway Laguna Seca entrance.

Highlighting the weekend is the Rolex Monterey Motorsports Reunion, an invite-only road race with more categories, classes, and cars than your normal club race. Spanning four days, more if you count the Pre-Reunion event the week prior and the familiarization day, the Rolex Monterey Motorsports Reunion stretches out practice, qualifying, and two races for nineteen different run groups.

The cars entered fall into categories like 1966-1972 Trans-Am, 1981-1989 FIA Manufacturer Championship & IMSA GTP cars, Bugatti Grand Prix, and 1966-1983 F1. Even more impressive is the fact that each car has been restored, rejuvenated, and rebuilt for the Rolex Monterey Motorsports reunion. This is the annual Mecca for vintage racers and each team present is sure to have their racecars looking good enough for the Pebble Beach Concours d’Elegance.

With some of the racecars costing more than a million dollars each and boasting some amount of “historical relevance”, i.e. rarity, the race organizers are both careful and strict with the rulebook. Cars and drivers have to apply to race and are selected based on background history, construction, and driving resume. Bring a common Porsche 911 with a reputation for black flags and you’ll be promptly shown the exit.

We don’t blame them either. Some of the cars on hand included a Porsche 962C, Tyrrell P34 Formula One six-wheeler, Porsche 935, 1928 Bugatti, Shelby GT 350, and original Ford Boss 302 Mustang. These are all cars that are legends and rare sights on their own, much less gathered in a group and racing on track with up to thirty other cars at the same time.

The massive difference in driving talent, experience, car year, and model type also leads to a few discrepancies. Even with Lewis Hamilton behind the wheel, a 1976 Shadow F1 car will have trouble going toe-to-toe with a 1983 Williams. And not a lot of drivers on Earth are Hamilton.

Each race group is spread apart by anywhere from 15-seconds to nearly a minute per lap as the cars all follow a different pace. This translates into an action-packed start and a spread that steadily grows as the 10-lap races wear on. Even if the mere engine notes are enough to captivate you, the top five cars in each group are usually evenly matched and put on a good, tight no-contact race.

If you ever had a reason to make the trip out to the Rolex Monterey Motorsports Reunion, it should be to relive and re-imagine some of the greatest road races in history’s past. Can-Am, Trans-Am, and IMSA GTP battles take place at Mazda Raceway Laguna Seca once a year and they’re not exactly cars that you can catch on the tube very easily. We’re sure of one thing, after hearing the Formula One cars scream by with 1:24 average laptimes, you’ll be hooked.

Although filled with trains, planes, naval displays, and an entire German submarine, the museum has only a handful of vintage cars on display. This could be due to cost or availability of donations but the ones they do have are gems. This is a 1972 Lola-chassis/Foyt-engine Indycar that was driven by Wally Dallenbach, father of NASCAR driver Wally Dallenbach, Jr.

Just by looking at the body can we see how far we’ve come. The difference in aerodynamics is dramatic, as teams and manufacturers were just beginning to wrap their minds around ground effects and jet fighter-style aero.  This 1972 has a multi-plane wing, low 3-inch ground clearance, and channeled body lines but also an uncovered rear and large areas of disturbance. The car makes 900hp from a V8 engine and uses a Hewland four-speed gearbox. The Lola also uses just 10-inch diameter brake rotors to go with the massive slicks and 900hp.

This model is a 1978 Lola chassis, Cosworth engine Indycar. Campaigned by Chaparral’s Jim Hall and driven by Al Unser, Sr., this racecar held an average speed of more than 160mph to win the 1978 Indianapolis 500 race. The T500 racecar shows an improvement in design and aero function over the 1972 Lola. The body features more sculpted panels with less drag and fewer seams for air to hit.

The T500 used a 2.8-liter turbocharged Cosworth DFX V8 engine, with a honking big turbo sticking out the back of the car. As is obvious, the team subscribed to the thought that the best exhaust of a turbo engine is no exhaust. Using methanol fuel, the engine produced about 900hp.  This car also used a Hewland four-speed transmission to hold the power.  The T500’s DFX V8 was the first Cosworth engine to ever win the Indy 500 race as well.

Only one description can truly give a picture of what it’s like to drift in the desert in the height of summer – it’s hot outside. Really hot. Hell bubbling up through the pavement hot.

Photo by Duane Uyeda

Formula Drift returned to the grand Las Vegas Motor Speedway for the fifth round of the 2010 season, entitled “After Dark”. With competition running past sundown and into the night, the event truly lived up to its name.

We’re sure that quite a few teams and drivers partook in the close proximity to Sin City and enjoyed some other “after dark” action but that’s a different story.

Competitors from all ranks made the trip out into the blazing heat and braved overheating issues to run under the sparkling lights of the speedway. “This event in Las Vegas is challenging for everyone involved with Formula Drift including the staff, teams, and sponsors, but at the end of the day the event exceeded all expectations with a sell-out crowd, amazing competition, and a tightening chase for the Championship heading into Sonoma,” said Jim Liaw, president and co-founder of Formula Drift. “The level of competition is at an all-time high and teams are setting the bar for the sport of drifting worldwide.”

Photo by Duane Uyeda

Beyond the Formula Drift pro drivers, the event also featured the up and comers in the Vegas Pro Am finals, Fatlace’s One of One Showcase car show, monster truck demos, and drag racing. Lifted trucks on giant knobby tires aren’t exactly drift machines but the Formula Drift team was dedicated to providing a good show for the crowds.

In the main event, the boiling weekend ultimately came down to a battle of the V8s. Making the final four for his first time, Tony Brakohiapa in the Cooper Tire / BSP Tuskegee Airmen Mustang went up against 2010 season points leader Vaughn Gittin Jr. in the Monster Energy / Falken Tire Ford Mustang for third place. Gittin gained the victory and still maintains the championship points lead.

The final battle for first and second place pitted Falken Tire teammates Daijiro Yoshihara in the Discount Tire / Falken Tire Nissan S13 240SX against Tyler McQuarrie in the Falken Tire Nissan 350Z.

Photo by Duane Uyeda

Mechanical problems forced Yoshihara to forfeit from the competition eventually; giving McQuarrie his first ever victory and moving him up the rankings into 9th place overall.

The all-Falken Tire podium brought big dividends for their intensive drifting program and, with only two events left in the 2010 season, the chase is on for Gittin to win a championship for Falken. “The Falken Tire Nissan 350Z was unreal in every practice and through qualifying. It was one of those events where I could just feel it,” said Tyler McQuarrie. “To get my first career victory here in Las Vegas feels incredible and for the Falken Tire team to get the second ever sweep in history is a milestone for the team.”

Contact
Formula Drift
www.formuladrift.com

Going quick for cheap is one of the tenants of The Octane Report. Our old Project Civic went up against Lancer Evos regularly at the track and our daily driven Project Evo 9 goes up against 600hp monsters at the time attack races. We’re all about trying to get the most out of our dollar and figuring out how to run with the big boys using a small boy budget. Sure, we and all of our readers could just go and buy 911 GT3s (um, actually we can’t – Ed.) but where’s the fun in that?

Everybody wants to build a Le Mans Prototype but has a budget to work with. Cue the birth of the project car. A project car is all about the cursing, over-your-head budget, and time spent under the hood. They’re bought used, worked on for countless hours, and then put up against competitors that cost more than twice as much. The classic David and Goliath story.

But don’t lose hope just yet. A rewarding and fun to drive machine can be built for less than $10k, if you know what you’re doing and where to look. Our list below, in no particular order, is merely to get your gears turning and your own dreams going. As most OR readers are inclined to roll up their sleeves and dig into their projects themselves, we aren’t factoring labor fees into these project car builds. Making this list wasn’t easy either, there are just too many choices out there. These are the kinds of projects that will cause your friends to gather in the garage for hours, so enlist their labor when you can. And, if you find that you don’t have any friends, these projects will prove to be so fast, you can smoke all those jerks that refused to help you in the first place.

1. Mazda Miata (LSx series V8 engine swap)

Still one of the most lightweight and fun to drive mass produced rear-wheel drive cars. They’re on the streets, horde like zombies at the track, and even pop up on the drifting circuit. Go to any city in the US and you’re bound to be able to find a good condition used Mazda Miata for cheap. And by cheap we mean anywhere from $500-$3000. Remember, Ebay and Craigslist are your crack-feeding friends. A quick search reveals about six very nice, affordably priced, manual Miatas within a half-hour radius of the OR office.

The only issue with the Miata, beyond the whole girly reputation thing, is a massive lack of power. We appreciate the low curb weight but seriously, the car is slow with the stock engine. Less than 100hp sucks. But V8 Roadsters has come up with an engine swap kit, sold by Flyin’ Miata. Any 1990-2005 Miata can use this bolt-in kit to fit an all-aluminum Chevy LSx (meaning LS1, LS6, LS9, etc.) eight-cylinder engine and six-speed transmission. One of the greatest things that American manufacturers have developed in recent years, the small block LS series is the classic pushrod V8 pushed to its modern limit. The Mazda gains less than 200lbs in the conversion with 1/3 of that weight on the rear wheels. Some will cry foul at the crossbreeding combination but 400hp and 2200lbs sounds pretty good to us.

Contact: Flyin’ Miata

Round 6 of the Super GT series, the 121 lap race at Suzuka Circuit, held some surprises for the 33,000-strong crowd. Longtime favorite ARTA came out on top again with the new Honda HSV-010 and the Subaru Legacy B4 took its first ever win in the series.

In the GT300 class the R&D Sport Subaru Legacy B4 (driven by Tetsuya Yamano and  Kota Sasaki) emerged the winner. Starting from 11th position on the GT300 class grid, the team worked up steadily through the pack and finally took the lead using faster work during the last pit stop.

Even more impressive, this is a team that made its GT debut part way through last season and skipped Round 4 of this season to make some major changes in the machine, changes which helped lead to this victory. For the team, this is its first podium finish and win.

“This Legacy made its debut in last year’s Pokka GT, but it was only able to run a lap time of 2 min. 15 sec. and I thought things would be tough. Now, a year later, I never would have thought that we would be the winners here at Suzuka,” said Tetsuya Yamano

Up in the GT500 class, having won the pole position in yesterday’s qualifying, the ARTA HSV-010 started from the front row with Yuji Ide as the first driver. A collision with a back marker in the early stages of the race, and the time it took to remove the damaged parts from the machine, dropped Ide back to 4th position at one point.

But the Motul Autech GT-R that overtook the ARTA car also hit a back marker and spun out. In addition, the Raybrig HSV-010 took a significant time loss due to prolonged pit work and the Epson HSV-010 dropped far back in the pack when one of its tires was not properly mounted in its last pit stop.

These mishaps allowed the ARTA HSV-010 to recover the lead and hold it to the end. The team’s third driver, Takashi Kobayashi, who had won the pole position for the team in Saturday’s qualifying, ended up not driving in today’s race and a tag team relay of ex-F1 drivers (Ide, Ralph Firman, Ide, Firman) completed the 700km race successfully to win their first victory of the season with a 22-sec. margin over the 2nd-place finishing Motul Autech R35 Nissan GT-R.

For the ARTA team, this was their first win since the final round of last season at Motegi. For the Honda HSV-010 GT, this was the third victory of the season, following wins at Round 2 at Okayama and Round 5 at Sugo.

Some people swap cars as often as the seasons. Sometimes it’s the looks that bother them, sometimes they run into more problems than they originally anticipated, and sometimes they’re just tempted by the proverbial fruit of another. Brad White is not one of those people.

The San Bernardino, CA resident has been a longtime third generation (FD3S) Mazda RX-7 enthusiast and has stuck with this 1993 project for years. An ardent fan of the platform since its release so many years ago, White bit the bullet after doing research with numerous magazines and books.

Much of his inspiration came from Japan, where the Mazda RX-7 is a popular competition-racing machine. Even to this day, despite its age, the third generation RX-7 enjoys a very large following among track day enthusiasts.

Never one to be satisfied with a “stock RX-7”, White began his adventure with simple modifications – a 1999 front lip, K&N air intake, custom exhaust and some Volk Racing wheels. But as any enthusiast will tell you, when the bug bites, it bites hard.

White daily drove his RX-7 to work and back, never wanting to miss a minute of the driving enjoyment. Two C-West body kits would come and eventually meet their fate to the harsh California roads. The engine also went after being upgraded with a RE Amemiya air intake, Tsudo downpipe, Pettit Racing ECU and HKS boost controller.

After an accident with the car, White decided that it was time to do things the right way. Although he briefly considered the roaring joy of a V8 engine swap, he decided to stick with the 13B-REW rotary powerplant. R&R Rotary Specialist rebuilt the two-rotor engine with 3mm apex seals and a street port. Inching closer to racecar territory, the Mazda’s emissions, power steering and air conditioning systems were all removed as well. The stock twin-turbocharger system was re-installed, converted to boost non-sequentially, but didn’t produce as much power as White liked. The final answer was a huge single GReddy T78 turbocharger kit.

Fed by a GReddy stainless exhaust manifold, the turbo then blows into a GReddy downpipe and out a custom 3-inch exhaust system. Compressed air is forced into a CXRacing intercooler, which is v-mounted with a Fluidyne aluminum radiator for more efficient airflow across the two heat exchangers. High oil temperatures on track, a known RX-7 problem area, are kept in check with dual CXRacing 25-row oil coolers. Boost is controlled using a GReddy 50mm external wastegate and an electronic E-01 PRofec boost controller.

Turbocharged rotary engines are known to be weak against heat and nothing gets things cooking quite like a bunch of hot lap at the track. With HPDE and track days on the menu, White knew that he had his work cut out for him. Massive 1300cc/min RC Engineering fuel injectors and a MSD ignition box help keep adequate fuel flowing and igniting, while the engine runs with a custom JRX Rotary-tuned A’PEXi Power FC standalone ECU. An AEM water/methanol injection kit is also on hand to help cool the intake charge with its fine mist.

Of course, at the track, power isn’t everything. Numerous corners link road courses and poise is just as important as horsepower. The third generation FD3S-chassis Mazda RX-7 is already a potent platform with aluminum suspension arms and a double wishbone setup. White added Tokico HTS adjustable dampers, which allow him to cruise softly on the street and also crank it up for the track. Racing Beat front and rear swaybars are also on board to limit body roll and fine-tune the balance of the car when on track. The factory brakes, already fit with front four-piston fixed brake calipers, are simply augmented with slotted Brembo rotors and EBC brake pads.

With bodylines that are still attractive to this day, the third generation Mazda RX-7 remains a highly sought after project car. Used car prices have stabilized at quite a high level for this car, speaking volumes about its current popularity and rarity. Following his accident with this RX-7, White decided to repair and rebuild the car instead of merely junking it. A Final Konnexion front bumper is mixed with Vertex side skirts and a Vertex rear bumper.

The updated look was then finished off with 1999 front marker lights and RE Amemiya projector headlights. Karmotion was tapped for the lightweight carbon fiber hood and hatch, which helped shave a few pounds, and APR Performance for the carbon rear wing, which is helpful at such high speed tracks as California Speedway.

Underneath the body kit, carbon hood and hatch, custom splitters and giant carbon wing lays a potent track machine. Just because this car happens to have style and looks doesn’t mean that it’s a slouch at the track. Besides the upgraded engine and stiffer suspension, this Mazda is sporting an Autopower six-point roll cage (with a removable front half), MemoryFab carbon bucket seats and five-point harnesses. It’s quite literally ready to get a fire extinguisher and kill switch to get ready for racing.

Working towards his goal of road racing and time attack with his Mazda RX-7, White has brought this car out to such local Southern California racetracks as Buttonwillow Raceway and California Speedway. Every car, especially a project car, has a few teething issues along the way. Brad White has stuck by his Mazda RX-7 through engine failure, accidents, numerous parts and the notoriously tricky maintenance of a rotary engine. And now he finds himself with a track-ready turbocharged Mazda RX-7. Sometimes obsessions do pay off.

ENGINE: 3mm apex seals, street porting, GReddy T78 turbo, 50mm racing wastegate, SUS turbo manifold, 3.5-inch down pipe, under drive pulleys and compression tube (throttle body elbow), HKS 50mm racing BOV, AEM water/methanol injection kit, CXRacing v-mount intercooler and dual 25-row oil coolers, Fluidyne radiator, MSD 6A ignition box, Cusco oil catch can, Carbing cooling panel, NGK plugs, Accel 8mm plug wires, custom 3-inch exhaust, Thermo-Tec turbo blanket and heat shielding, Amsoil lubricants.

ENGINE MANAGEMENT: A’PEXi Power FC ECU w/ Commander, 550cc/min primary injectors, 1300cc/min RC Engineering secondary injectors, 255lph Walbro fuel pump, AEM UEGO wideband O2 sensor, GReddy E-01 boost controller.

DRIVETRAIN: Exedy Stage 1 clutch kit

SUSPENSION: Tokico HTS adjustable dampers, Tein springs, Racing Beat swaybars and front swaybar brace, TCS tower braces, Megan Racing rear trailing arms.

BRAKES: Brembo slotted rotors and EBC pads.

WHEELS: Work VS-XX, 17×8.5 (F), 17×9.5 (R)

TIRES: Yokohama AVS ES100, 235/40R17 (F), 255/40R17 (R)

BODY: Final Konnexion front facia, Vertex side skirts and rear bumper, Karmotion carbon fiber hood and hatch, APR Performance carbon fiber mirrors and rear wing, RE-Amemiya projector head lights and tail light cover, ‘99 spec front bumper marker lights, Carbon Creations carbon fiber canards, Sparco hood pins, Rennen tow hooks.

INTERIOR: MemoryFab carbon fiber S58 racing seats, MOMO Monte Carlo steering wheel, GReddy shift knob, Autopower 6-point roll cage, 5-point racing harnesses.

Sources
Tokico Shocks
www.hitachi-hap-la.com/TokicoGasShocks

VIP All Access Energy Drinks
www.vipenergydrinks.com

CXRacing
www.Cxracing.com

Momentum GT
(951) 402-9941
wwwMomentumGT.com

Route66.net

Biggheds Parts & Accessories
(760) 927-0469
www.biggheds.com

Japan is a funny place. The level of dedication to motorsports is so strong; a pristine museum on par with the best in the US is casually sandwiched between a teenager clothing shop and a McDonald’s. And it’s free.

Located within the same Odaiba/Tokyo shopping plaza, just across from Toyota’s Megaweb car showcase, lays the History Garage. If you walk through the nondescript shopping plaza, and don’t get distracted by the perfume or clothing stores on the way, then you’ll soon see an entryway that bears the words “History Garage”.

You wouldn’t know if from the shopping plaza’s outward appearance, but inside those doors lies one of the most meticulously prepared and in-depth vintage and racecar museums.

The History Garage museum is designed to honor production cars from the 1950s through the 1970s, as well as past racing machines. Some of the racing cars on display, such as the Toyota F1 car, are only a few years old. Others, such as the Corolla WRC car and GT-One Le Mans car, are rare sights at any museum. The displays are constantly rotating; so multiple visits will let you see different cars.

The top floor of the museum is devoted to vintage and classic cars. Although the History Garage is run and funded by Toyota, you’ll often see plenty of non-Toyota cars (Datsun, Chevy, Lotus, etc.) pristinely restored and on display.

The upper floor is also completely modeled to provide backdrops for each car. You might find yourself in 1960s Europe one minute and then looking at a fully functional 1950s American diner just a few steps down. Showing extreme attention to detail, each display area is meticulously prepared and the display cars are as fresh as the day they rolled off of the assembly line.

Towards the back of the top floor rests Grease and Bonnie’s Bar. Bonnie’s bar is a quick café that has been modeled to appear like a 1950s American burger stop, although the majority of what they sell is Japanese favorites like katsu curry and pasta dishes. Just a few feet away from that is Grease, which is more of a corridor than an actual shop.

Running almost the entire length of the top floor, this shop is filled wall-to-wall with more goodies than any car junkie could afford to buy. Replica models, DVDs, books, magazines and other collectibles appeal to whatever brand or car you may like – Aston Martin, BMW, Nissan, Porsche, Ford, Chevy, if it exists, they have it. It’s here that you can let your inner nerd loose.

On the lower floor rests the motorsports displays. Between the inside displays and the outside patio areas, you’re bound to see at least a few breath-taking Toyota racing machines. Lining the walls are racing images and display models, and another small shopping area exists downstairs that sells die-cast models of Le Mans, GT, and F1 machines.

In the center of the ground floor, sandwiched between the café and the model shop, is the restoration area. Behind a wall of glass lie vintage machines and historic engines, which are worked on by skilled mechanics before your eyes. Many of the vintage cars on display require upkeep and work, and the History Garage staff is more than happy to let visitors get a glimpse as the cars get worked on.

If you find yourself tired from walking or are too heavily weighed down with racing junk, there are multiple lounge areas setup around the History Garage. Of course, if you’re like us, we doubt that you’ll be interested in resting at all. There are so many details built into the History Garage, you won’t be able to do anything but stare.

Source
History Garage
www.megaweb.gr.jp/english/historygarage

The shows looks like a carbon copy of the British version, right down to the shooting style, format, and number of hosts. This is dangerous territory, the Australians did the same photocopy show to disastrous effect, and History Channel might be getting more negative feedback than from an episode of Top Shot. In England, Top Gear is a sacred show and it seems to run on BBC, BBC2, BBC54, and Channel 4 non-stop for hours on end. It’s an institution to them.

The American hosts, Adam Ferrara, Tanner Foust and Rutledge Wood, are going to be hard pressed to live up to the banter and chemistry of the British hosts and that is the make or break for the show’s success. Foust is a great driver (although not as loose on screen as he is in real life), Wood has on-camera experience hosting NASCAR sideshows, and Ferrara – well, we don’t think anybody really knows who Ferrara actually is. But with enough production value and interesting tests, it could work. Remember, the cars are the stars.

The Ford Mustang isn’t always the first car that comes to mind when you imagine a stripped down, road course ready factory special. Most gearheads go for the BMW M3, Dodge Viper, or Porsche GT3 first – can’t blame them.

The quintessential American pony car has seen road racing and even rally use over the years but it’s reputation to the general public remains rooted in the drag strip and on the street. Ford has decided to change all that wit the 2012 Ford Mustang Boss 302.

Debuted to coincide with the Rolex Monterey Motorsports Reunion (i.e. Historics) at Mazda Raceway Laguna Seca, the Ford Mustang Boss 302 attempts to connect the latest Mustang with the history of the Boss 302. You know, the one that Parnelli Jones used to win the 1970 Trans-Am race at Laguna Seca.

Based on the V8-powered Mustang GT, the recipe for the Boss 302 starts with a 302 cubic-inch displacement (duh) 5-liter V8 that pushes 440hp and 380 lb/ft of torque- 28hp more than a regular GT. Hotter camshafts and a Boss 302-emblazoned intake manifold are responsible for the power increase.

Ford then drops in a tougher clutch to the six-speed and beefs up the suspension to match new 19-inch wheels and tires. A Torsen limited-slip differential and Recaro seats are optional.

For all the Mustang-hungry collectors, stock-class autocrossers, and showroom stock road racers, Ford also announced the launch of the Boss 302 Laguna Seca. Using the Boss 302 as a base, Ford goes even more hardcore by tossing the back seat, making the Recaro seats standard, covering the steering wheel in alcantara (911 GT3-style), stiffening the springs, using standard r-compound race tires, and adding in legitimate racing pieces like brake ducts and a huge front splitter.

“The Laguna Seca front splitter is really a Ford Racing piece we’ve lightly adapted for our purposes,” explains David Pericak, Ford Mustang chief engineer. “It’s been tested and refined for the last six months on the Boss 302R to perform exactly as required on the track; we just made a few changes so it could be adapted to the production Boss – though owners will still want to avoid speed bumps and parking blocks. The rear stabilizer bar is the largest we’ve ever installed on a production Mustang – including any SVT product. The rear spring rate was also maximized to work with the massive rear tires and balance the car for minimal lap times.”

That’s when you know you’re buying a hardcore factory car – when it comes with disclaimers and warnings. There’s no wet weather traction, curb clearance, comfort, and your steering wheel will get nasty from the natural oils in your filthy paws. But the Ford Mustang Boss 302 Laguna Seca sounds like a step in the right direction to us. We’ll see how the car and its street-legal track preparations stack up once the car is released but Ford has fired the first shot in the new age of Trans-Am road racing battles. When’s the Chevy Camaro version coming out?

Each group is packed to the gills – there’s more trailers, people, and cars than during the ALMS weekend – so we actually got to see more than just trophy wives and trailered supercars. Although there was plenty of that as well. We literally spied two F50s and two F40s in a train coming down the highway in front of Laguna Seca. So while there may have been car auctions, shows, and cruises scheduled for this week, we found everything interesting at the track. Keep your eyes peeled for a more detailed top 10 but for now, and in no particular order, here is our pick for the top three cars in the paddock.

Dan Gurney was the man of the hour at this year’s event and an entire tent was devoted to him, featuring numerous racecars that he drove over the years. Our favorite was this red Ford GT Mk IV, which won the 24 Hours of Le Mans in 1967. Gurney co-drove with A.J. Foyt that year and the Shelby-built car is still the only all-American winner of the event.

Trust/GReddy Porsche 962C. Twin-turbocharged and intercooled flat-six engine, carbon body, full aero, and big slicks. Very successful in endurance racing in the early 1990s. There were quite a few 962Cs at Mazda Raceway Laguna Seca and we would have picked any them but only one wears the logos of Project Evo IX’s exhaust manufacturer. Nuff said.

Mario Andretti’s John Player Special Lotus 77 Formula One car. Not the greatest F1 car ever created and not the most successful either. But it has one of the best liveries ever, was actually designed by Colin Chapman, and was driven by the last American F1 winner. Though it sounds kinda sad when you think that was more than thirty years ago.

In America, the biggest domestic racing series is the stock car oval known as NASCAR. Without a doubt. In Japan, the most respected racing drivers compete in the Super GT and Formula Nippon road racing series. And only one car manufacturer on Earth has ever had involvement in all these series at the same time.

As the de facto Japanese domestic giant, Toyota has had its hands in just about anything that uses pistons. As a celebration of that fact, Toyota runs the free Mega Web Toyota City Showcase in Tokyo.

If you ever find yourself in Tokyo, take the train out to Odaiba and pay a visit to what Toyota refers to as a “car theme park”. Odaiba itself is an interesting stop, a man-made island just across the breathtaking Rainbow Bridge, originally created as a waterfront defensive line. Now it mainly houses office buildings, a giant Ferris wheel, a miniature replica of the Statue Of Liberty and some shopping centers, one of which houses this Toyota gem.

Megaweb is part museum, part auto show, and part theme park. That sounds strange, especially to those used to American car museums, but it’s a pretty accurate description. Megaweb is a sprawling two-story enclave that dwarfs most auto dealerships. Inside you’ll find every single automobile sold domestically in Japan under the Toyota and Lexus brands. And we mean every, right down to the taxis and micro-commuters.

In typical auto show fashion, you’re able to sit in the cars and poke around them. If you find yourself absolutely smitten with the Wish or iQ of your dreams, you can actually register and take the car of your choice out for two laps on the Megaweb test course. A small fee is required for this portion though. There are also electric E-com cars that travel throughout Megaweb on elevated tracks and hybrid go-karts for the kids.

Because Toyota is so heavily involved in motorsports, Megaweb will often have racing displays and racecars on hand. The selection always varies and is constantly rotating; so multiple visits might prove to be different. During our visit (back when Toyota was still in F1 – Ed.), the biggest displays were for the Super GT and Formula One racing teams.

Toyota F1 was one of the last wholly factory Japanese manufacturer teams left in Formula One and their level of engineering is incredible. Being able to inspect a beautifully curved and merged F1 header or carbon brake rotor up close is something that doesn’t happen too often in your normal auto museum.

Before you leave, be sure to also check out Megaweb’s huge theater, which was designed solely to assault viewers with massive images of racing machines blasting around a track. It’s not what you’d expect from a car company who seems dead set on selling only Camrys and Corollas in the US but Megaweb is a little different than anything you’ll find in the US. Sometimes, that can pretty refreshing.

Source
Megaweb
www.megaweb.gr.jp/english

In the video below, you can take a closer look at the Cusco All-Japan Gymkhana Championship Lancer Evolution. It’s immediately obvious that their style of gymkhana is different from ours. While ours is all about entertainment, big smoke, drifts, and staying sideways, the Japanese form looks like pure autocross with a couple smoke-less spin turns thrown in. They even do course walks. There’’s mothing more “autocross” than walking a course. Except, maybe, picking up fallen cones.

Because each requires such different skills, it’s difficult to say which is more technical – the smoky fast drift style or the precise autocross style. It all comes down to how good of an autocross or drift driver are you. All we know is, the crowds here in the States are sure to love the smoky air.

Held for the first time in 1924, the 86-year old 24 Hours of Spa race is one year older than the Le Mans endurance race, although not as famous. The track itself, the legendary Circuit de Spa-Francorhamps, is known as one of the most technically tricky tracks on Earth, due to its fast and blind nature.

Much of the track’s reputation is derived from the Eau Rouge section, which is an incredibly fast and steep uphill left-right-left combination with a blind peak. A very long straightaway follows Eau Rouge and only the fastest drivers have the brass to keep their foot in it and maximize their straightaway top speed.

The winning car, inheriting the lead after the demise of BMW Motorsport, was the BMS Scuderia Italia Porsche 911 GT3 RSR. Driver Romain Dumas also won the 24 Hours of Le Mans this year, a feat which has not been done since 1949.

The Italian racing team is no stranger to the world of professional motorsport, having competed in Formula One during the early 1990s with such drivers as JJ Lehto and found success in both rally racing and touring car racing.

Going quick for cheap is one of the tenants of The Octane Report. Our old Project Civic went up against Lancer Evos regularly at the track and our daily driven Project Evo 9 goes up against 600hp monsters at the time attack races. We’re all about trying to get the most out of our dollar and figuring out how to run with the big boys using a small boy budget. Sure, we and all of our readers could just go and buy 911 GT3s (um, actually we can’t – Ed.) but where’s the fun in that?

Everybody wants to build a Le Mans Prototype but has a budget to work with. Cue the birth of the project car. A project car is all about the cursing, over-your-head budget, and time spent under the hood. They’re bought used, worked on for countless hours, and then put up against competitors that cost more than twice as much. The classic David and Goliath story.

But don’t lose hope just yet. A rewarding and fun to drive machine can be built for less than $10k, if you know what you’re doing and where to look. Our list below, in no particular order, is merely to get your gears turning and your own dreams going. As most OR readers are inclined to roll up their sleeves and dig into their projects themselves, we aren’t factoring labor fees into these project car builds. Making this list wasn’t easy either, there are just too many choices out there. These are the kinds of projects that will cause your friends to gather in the garage for hours, so enlist their labor when you can. And, if you find that you don’t have any friends, these projects will prove to be so fast, you can smoke all those jerks that refused to help you in the first place.

1. Mazda Miata (LSx series V8 engine swap)

Still one of the most lightweight and fun to drive mass produced rear-wheel drive cars. They’re on the streets, horde like zombies at the track, and even pop up on the drifting circuit. Go to any city in the US and you’re bound to be able to find a good condition used Mazda Miata for cheap. And by cheap we mean anywhere from $500-$3000. Remember, Ebay and Craigslist are your crack-feeding friends. A quick search reveals about six very nice, affordably priced, manual Miatas within a half-hour radius of the OR office.

The only issue with the Miata, beyond the whole girly reputation thing, is a massive lack of power. We appreciate the low curb weight but seriously, the car is slow with the stock engine. Less than 100hp sucks. But V8 Roadsters has come up with an engine swap kit, sold by Flyin’ Miata. Any 1990-2005 Miata can use this bolt-in kit to fit an all-aluminum Chevy LSx (meaning LS1, LS6, LS9, etc.) eight-cylinder engine and six-speed transmission. One of the greatest things that American manufacturers have developed in recent years, the small block LS series is the classic pushrod V8 pushed to its modern limit. The Mazda gains less than 200lbs in the conversion with 1/3 of that weight on the rear wheels. Some will cry foul at the crossbreeding combination but 400hp and 2200lbs sounds pretty good to us.

Contact: Flyin’ Miata

2. E30 BMW 3-Series (E36 M3 engine swap)

The newest 335i and E92 M3 BMWs are some of the most powerful and luxurious cars that we’ve ever seen. But they’re also some of the most complex and expensive – we’d take a classic E30 325is any day of the week. The older E30-chassis 3-Series cars have much lower weight, tail happy behavior, and iconic BMW looks. They’re also cheap to own, easy to fix, and junkyard repairable. They just don’t have modern horsepower.

Enter the S50/S52 engine swap. The 3.0-liter S50 engine powered 1995 US E36 M3s and packs 240hp, the 3.2-liter S52 can be found in 1996-1999 US M3s and still has 240hp, but with more torque. Either swap will fit into an E30, although the OBDII S52 has to be converted to OBDI to function correctly. This requires some induction and fuel system changes. Once finished, you’ll have E36 M3 power in a car that weighs hundreds of pounds less and costs less to purchase.

If you’re a California resident, the swap will also be emissions legal under the nazi-like CA system of rules, something that a homebrew turbo kit will never be. Just be sure to swap every single bit over to be compliant, right down to the last tank, valve, and line.

Contact: Bimmerforums

3. EF/EG Honda Civic (DOHC VTEC engine swap)

Photo by Duane Uyeda

Ah, the engine swap that caused an entire generation of “street racing” kids to sit up and take notice. And it’s still one of the cheapest and most prolific ways to go fast. Proof positive that very good engineering from Honda, high revs and low weight can combine to make a fun package.

The early 1988-1991 EF and 1992-1995 EG-chassis Civic hatchbacks are coveted because they are the lightest of the front-drive Hondas. Their short wheelbases also give them superb agility and serious autocross pace. Combine these cars with 160hp 1.6-liter B16 engines or 180hp 1.8-liter B18C engines and you’ll be feeling the VTEC in no time.

With curb weights hovering near the 2,000lb mark, the little four-cylinder engines are enough to propel the cars with ease. Simple induction and camshaft swaps are enough to dig solidly into the 13s. The swap is also incredibly easy as Honda intermixed engines and chassis though many model lines. HASport produces the largest selection of bolt-in engine swap mounts with stiffness ranging from soft rubber all the way up to tooth filling vibrator. Add in plug-and-play DC Sports exhaust parts, interchangeable harnesses, and no need for a custom driveshaft (front-wheel drive) and you’ve got yourself one easy job. With the vast popularity of this combo, mounts, exhausts, intakes, and info are plentiful.

Plus, as Project Civic and the Honda Challenge race series has proven, this combo can more than hold its own on track.

Contact: HASPORT, DC Sports

4. C4 Chevy Corvette

Rear-wheel drive V8 power, for under $10k, can be found with the “forgotten” Corvette. Before Chevy started blowing everyone’s mind with the Z06 and ZR1 models, there was the 1984-1996 C4 Chevy Corvette. We’re not going to lie, the C4 isn’t for everyone. The pre-1992 models didn’t break 250hp and the later models capped at 300hp. Plus, they’re not exactly timeless in appearance. But, because it’s a Vette, the C4 still has a large following and lots of aftermarket support.

The car has a lot of simple basics already built into it and can be easily equipped with forced induction and a good set of tires. This model won’t quite take the fight out of the box to 911s and Vipers but it’s cheap, it’s rear-wheel drive, and it makes hearty V8 noises. For hooliganism, sometimes that’s just about enough.

Contact: Corvetteforum

5. E36 BMW M3

One of the most solid project car choices for those who are on a budget but aren’t interested in swapping major components or doing a lot of custom work. Hell, we’re still on the look out for a good condition E36 M3 coupe to take home and call a project.

We pushed it a little bit to include the E36 on this list but it’s possible. For under $10k, either the mileage will be high or the car will have a salvage title but E36 M3s are pretty much the last reliable M3s ever made. No extra electronics, rod bearings, or hydraulics to worry about. Just a strong 240hp straight-six engine, rear-wheel drive, and proper stick. Make ours a 3.2-liter, five-speed model please.

Due to the premium that gets slapped on to BMWs for the hell of it, forced induction and camshaft kits are pretty expensive. We’d recommend steering away from power adders on the E36 M3 and instead focus on suspension, LSD, and braking. These cars will go to 200,000 miles easy and will be at home on the street and the track. BMW replacement parts are not GM cheap but the E36 is simple enough that the usual maintenance items can be handled in the garage. This includes the radiator system, fan, water pump, rear trailing arm bushings, and rear shock mounts.

Contact: Bimmerforums

6. SN95 Ford Mustang GT

We mentioned the C4 Corvette above as a viable option for the domestic V8 lover but we figure that most would just pick up a Mustang GT and call it a day. The ubiquitous Ford Mustang is still one of the most popular cars in the US and you can do just anything to them. Drag, rally, road race, or drifting – whatever your flavor, the Mustang can be made to do it.

$10k will put you into a later model “New Edge” SN95-chassis 1999-2004 Mustang GT, which will pack 260hp, versus 215hp (1996/97) and 225hp (1998) for the older models, thanks to revised induction and heads. You’ll still have enough cash left over to supercharge the V8, which will easily push past the 400whp mark. The car pictured is a Bullitt model, a limited edition $10k+ GT that is different yet still pretty close in appearance.

The Mustang isn’t the lightest or most advanced car on the road, the interior ergonomics and plastic quality are disasters, but it’s a solid chassis that can withstand serious abuse. The five-speed transmission can take mountains of torque and the 8.8-inch solid axle rear end is practically made to launch from a standstill.

f you’re more of the road racing type then Griggs Racing will sell you a suspension kit, ranging from $2k to $13k, that will undo years of Ford cost cutting and let you beat up on M3s and 911s at the track.

Contact: Mustang forums, Griggs racing

7. S14 Nissan 240SX (SR20DET turbo or LSx V8 engine swap)

Although more famous in the drifting world than the road-racing world, the Nissan 240SX is still a solid choice. Depending on how far you intend to go with your project, we suggest starting with a late model 1995-1998 S14 chassis. The S14 chassis is stiffer than the older S13 chassis and the S14’s rear suspension geometry has been revised with less anti-squat, giving more rear bite. The S13 chassis can be modified to reduce or eliminate its drift-prone behavior but since the S14 is more solid and weighs less than 100lbs more, we think it’s a much better choice and worth the difference in price.

Even in street trim, the car’s weight can be put into the 2600lbs territory and the S14 will accept a multitude of easy drop-in engine options. The factory four-cylinder 2.4-liter KA24DE engine is both lazy and anemic, requiring lots of money and more effort than we believe is worth to make serious power.

The most popular swap option is the Japanese Silvia SR20DET 2.0-liter turbo engine, which can push more than 400hp on pump gas. Drop-in kits also exist to put LSx Chevy V8 engines into the 240SX, which would give much more bottom end power than the turbo engine could ever put out. It’s whatever suits your fancy but, either way, we highly suggest putting in stiffer rear subframe mounts, good dampers, and at least a factory viscous LSD.

Contact: Zilvia, SR Motorcars

8. SW20 Toyota MR2 (Turbo or V6)

The SW20 MR2 is one of the reminders of Toyota’s former madness, created back when they thought it was ok to make turbocharged rear-wheel drive cars (and mid-engine too, yikes! – Ed.) instead of staid variations on the Camry formula. The turbo model is getting harder and harder to find in good condition and all MR2 engine bays are tricky to work on but there are few options for a cheap, factory turbocharged, rear-wheel drive car in the US.

The Toyota MR2 Turbo packs the 200hp 3S-GTE engine and mid-engine rear-wheel drive fun. Bolt-on turbos and upgrades exist for the car, although cooling and engine access are lacking. Another popular option with would-be MR2 owners is to purchase cheaper, more plentiful naturally aspirated models and then swap in 1MZ-FE V6 engines, which were found in the Camry and Solara. These drop-in motors can be picked up in local junkyards for cheap, often with transmissions and electronics included. This swap gives plenty of torque for the lightweight chassis and much greater reliability than running a turbocharged setup.

Contact: MR2OC.com,MR2.com

9. Mazda Miata (Supercharged/Turbocharged)

There’s a reason why the Mazda Miata has shown up on this list twice, it’s one of the most obvious choices. If you want responsive handling, aftermarket support, a low price, rear-wheel drive, and track speed, the Miata is the most obvious choice. The factory four-cylinder engine packs less than 100whp but can be pumped up with some forced induction.

If you’re not interested in dropping in a V8 or doing an engine swap then forced induction is the way to go. Not all car owners are interested in changing engines, transmissions, or going down the custom route. Miatas are unable to make any real naturally aspirated power for cheap and numerous supercharger and turbocharger kits have been proven. These kits are all tested, bolt in, tuned, and can be installed in a weekend. Some are even emissions legal in California.

Popular options include Kraftwerks, Flyin’ Miata, FFS, and GReddy. With the Miata’s low weight, a mere 250whp will be more than enough and 400whp can be on hand for “crazy” moments.

Contact: Miata.net

10. Subaru Impreza WRX

You might be surprised to see a modern all-wheel drive turbocharged machine on this list but it’s possible. Prices for the early 2002 model 2.0-liter Subaru Impreza WRX have fallen and the car can be had for cheap. We’d be wary of the WRX’s reputation for abusive owners and jail-breakin’ good times but a proper inspection should be able to reveal any potential problems.

We’re sure that the affordable price of the early WRX is partly to blame on Subaru’s choice to upgrade the WRX engine from 2.0-liters to 2.5-liters in 2006 and partly on the fact that three facelifts have happened since 2002. Still, a cheap car is a cheap car.

Although the ’02 model won’t have the torque of the new models, it still has the grip of AWD and the ability to fit the millions of turbochargers, intakes, exhaust, and intercoolers that have flooded the market. The used market is a literal killing field for WRX bargains and deals.

Early WRX models are fairly reliable in factory trim but can be easily modified for more boost. Keep an eye out for spliced boost reference lines, cut or missing heatshields (indicating larger or swapped exhaust parts), and clunky transmissions. The five-speed gearboxes are notorious for failing to stand up to the abuse of harsh all-wheel drive drag launches.

Contact: NASIOC