Tomei has released its latest titanium exhaust system, this time for the 2002-2007 GDB-chassis Subaru Impreza WRX and WRX STI. The exhaust carries a MSRP of $1,390 in the US and is a complete exhaust. Add in your own downpipe and you’ll have a complete turboback WRX exhaust system.

Made of titanium, the larger diameter Tomei exhaust cuts 22.93-lbs from the heavy stock exhaust, weighing in at just 11.24-lbs total. The heavy diet comes from the material choice, 3-piece pipe design (which eliminates a bit of hardware required), and loss of mid-pipe silencers. Needless to say, this system will be louder than stock; Tomei includes a removable tailpipe silencer plug for street use. The system is recommended for “off-road use” only.

Kit Contents:

MAIN PIPE A (x1)

MAIN PIPE B (x1)

SILENCER ASSY (x1)

STOCK FRONT PIPE GASKET t=4 (x1)

STOCK FRONT PIPE FLANGE BOLT M8 L=35 (x2)

STOCK FRONT PIPE FLANGE NUT M8 (x2)

AFTERMARKET FRONT PIPE GASKET t=2 (x1)

AFTERMARKET FRONT PIPE FLANGE BOLT M10 L=35 (x2)

AFTERMARKET FRONT PIPE FLANGE NUT M10 (x2)

CLAMP BAND (x2)

SPRING (x4)

SILENCER BAND (x1)

SILENCER BAND RUBBER (x1)

FLANGE BOLT M8 L=25 (x1)

FLANGE NUT M8 (x1)

FLANGE BOLT M8 L=55 (x2)

FLANGE NUT M8 (x2)

SOUND REDUCER (x1)

BUTTON BOLT M6 (x1)

ALLEN KEY (x1)

BOLT SMOOTH PASTE (x1)

EXPREME Ti STICKER (x2)

TOMEI STICKER (x2)

WARRANTY CERTIFICATE (x1)

INSTALLATION MANUAL (x1)

USDM  WRX/WRX STI 2002-2007

MSRP $1,390.00 (USD)

PART NUMBER: 440006

Contact
TOMEI USA
(949) 855-6577
www.tomeiusa.com

The 2011 RallyCar series kicked off in Atlanta, MI with the frigid Sno*Drift Rally and held quite a few surprises. More than living up to its name, Sno*Drift Rally is the only winter rally on the RallyCar calendar and sees ambient temperatures as low as 0-degrees during night stages. This meant that competitors drove the entire race on ice and snow, sliding sideways and churning powdered clouds of ice dust when blasting through every corner. If there’s one way for any driver to improve his or her car control and technique, it has to involve ice and sliding – there’s a reason why Finland is able to mass produce so many great rally drivers.

Temps reached as low as 0-deg at night

The majority of the stages took place in the frost-covered forests of northern Michigan, almost four-hours north of Detroit. Aside from a couple of more spectator-friendly Super Special stages held on the second day of competition, rally racers were faced with high snowbanks, slight hills, and quick, tree-lined forest roads. Add in the complete darkness of night stages and you’ll quickly realize how the Sno*Drift Rally event separated the different levels of driving talent.

Early bets were on that the large, sponsor-backed teams were going to dominate the rally. Powerful, fully-prepped Open Class cars, multiple crew members, and reputable driving talent led many spectators to expect a battle between Rockstar Energy Rally Team’s Antoine L’Estage/Nathalie Richard (Lancer Evo X) and Subaru Rally Team USA’s David Higgins/Craig Drew and Dave Mirra/Marshall Clarke (Subaru WRX STI).

Beyond the RVs and large, covered pit areas, the Open Class leaders also featured impressive driving resumes. L’Estage and co-driver Richard are the 2010 Rally America Champions, Higgins was the 2002 SCCA ProRally Champion, and BMX rider Mirra was the 2008 Rally America Rookie of the Year.

Showing just how tough rally racing really is, and how even the best fortunes can turn in racing, L’Estage’s Rockstar Evo X overheated on the first day during Stage 4. We know how it sounds but yes; it’s possible to overheat when racing in the cold, even when daytime temperatures don’t peak over 20-degrees. Subaru Rally Team USA then looked to capitalize on the podium until Stage 6, when Higgins and Drew were taken out by a mechanical failure.

2WD Sparco Scion xD

This then left the door open for many of the Super Production competitors, who drove minimally modified, all-wheel drive, turbocharged machines with responsive torque curves and solid traction.

Travis Hanson and Terry Hanson would eventually claw their way to the overall rally victory in their Super Production Subaru WRX STI, edging out Dave Mirra and Joseph Burke’s Open Class cars. As privateers, Hanson Motorsports pulled off an early season upset, showing how important driver/co-driver talent is in rough conditions.

Sno*Drift Rally also held a special category called the Sno*Attack, a sort of “rally within a rally” for two-wheel drive competitors. The 2WD’ers included 2010 2WD National Champions Chris Duplessis/Catherine Woods (Scion xD), 2009 2WD National Champions Dillon Van Way/Jake Blattner (Ford Fiesta), Wyatt Knox/Verena Mei (Mazdaspeed3), and Chris Greenhouse/Phil Marsh (Plymouth Neon).

With the field filled with the usual WRX STI and Evo racecars, many of the relatable 2WD rally cars became instant fan favorites. Hondas, VWs, and the all-new Scion xD drove against the turbocharged Mazdaspeed3 and 2011 Ford Fiesta. There was even a Ford Aspire and boxy Volvo 242 mixing it up on the snow.

Duplessis and the Sparco Rally xD team took the early lead, despite having brought out an all-new, untested car which previously was used mostly at auto shows. A flat tire and fuel shortage put Duplessis behind at the end of the first day and despite attempting to make the most of the xD’s nearly stock engine setup, the Scion would finish in second place behind Van Way’s Ford Fiesta. Greenhouse/Marsh’s Neon would finish out the 2WD podium.

2011 RallyCar Sno*Drift

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Proclaiming themselves the “King of the Tuner” (don’t believe us, check the license plate – Ed.), Tommy Kaira is a complete car tuning shop that is notorious for not being cheap – both in quality and on the wallet. Subaru Impreza WRX STI and 350Z models tuned by Tommy Kaira have, in the past, been heavily altered and then sold under a different model name, ala Saleen and RUF. Needless to say, the parts weren’t cheap and neither were the completely prepared turnkey cars that they produced.

The R35 Nissan GT-R is Tommy Kaira’s latest platform of choice and they had two different models on display at the 2011 Tokyo Auto Salon car show. One was a metallic red, Jersey-themed show car with vertical doors – we’re not going to talk about that one here. The other was this GT-R, the famous Ebbrezza-R demo car built by Tommy Kaira.

The Ebbrezza-R is a R35 Nissan GT-R tuning package built and sold by Tommy Kaira. The parts are available separately and include a serialized silver number plate with the purchase of a full kit. The Ebbrezza-R is also sold as a complete car, tuned and built in-house at Tommy Kaira and then delivered to the end customer. Buying a complete car includes a serialized gold number plate and a few carbon fiber trim pieces that are otherwise unavailable.

If you’re the lucky international businessman that can afford an Ebbrezza-R complete car, you’ll discover the GT-R devoid of any actual “Nissan” or “GT-R” badging. Tommy Kaira has so heavily modified the car; they believe it to be a completely new animal and deserving of an exclusive new name, similar to Saleen and RUF.

But while Saleen and RUF usually tune the engines in their turnkey car packages, Tommy Kaira’s R35 GT-R is curiously stock in terms of power. There is an amazing and lightweight titanium exhaust installed but no camshafts, ECU tuning, or turbocharger upgrades. It doesn’t seem right to us to claim the title “King of the Tuner” for yourself without bringing it under the hood as well. Mine’s had an 800hp street car GT-R and it didn’t even have a $10,000 body kit. It did have a $30,000 engine though. Being the king isn’t cheap.

SPECS

Engine (VR38DETT): Tommy Kaira 01TR Heat Blue titanium exhaust system

Drivetrain: Stock

Suspension: Tommy Kaira Super Sports suspension

Brakes: Tommy Kaira monoblock six-piston big brake kit

Wheels: AVS F15, 21×9.5-inch +40 (F), 21×10.5-inch +20 (R)

Tires: Continental, 255/35/21 (F), 285/30/21 (R)

Exterior: Tommy Kaira front bumper, lip spoiler, under diffuser, side ducts, side steps, rear under spoiler, under diffuser, trunk spoiler, rear wing, +20mm rear fender arches, front fender finishers, carbon front fender ducts, LED lights, and carbon outside door handles

Interior: Tommy Kaira-edition Recaro RS-G seats

Ford Abu Dhabi World Rally Team recently debuted the livery and look for its 2011 WRC competitor, the Fiesta RS World Rally Car. The blue, green, red, and white machine drew lots of attention upon its unveiling and now we have the entire scoop on what lies beneath the sheet metal of the rally racer.

Moving away from the Focus nameplate used in the past, M-Sport (who has built Ford’s WRC cars for years now) has developed a completely new car that’s designed to work within a brand new FIA rulebook. The new 2011 car is about more than just working with a smaller chassis; it also has to comply with new engine and chassis rules. The biggest change is the new 1.6-liter turbo engine, which produces 300hp and 332 lb/ft of torque. Since the engine is forced to breathe through a tiny 33mm air restrictor, limiting the power output, M-Sport raises the boost level and plays with the torque output of the engine.

WRC interior

M-Sport and Ford also took development time to shave the body weight down to 2,646 lbs including cage, all-wheel drive system, 18-inch tarmac wheels, and turbo engine setup. We’ve always been fans of full-tilt WRC racecars and the new Fiesta RS doesn’t disappoint. It’s flared and vented body looks downright scary in tarmac trim, riding just inches above the ground, ready to spit sidways out of turns and scramble for traction.

Ford Abu Dhabi World Rally Team technical director Christian Loriaux was in charge of the team that developed the 2011 Fiesta RS WRC. Here, the 44-year-old Belgian talks about some of the key issues surrounding the development of Ford’s 2011 WRC challenger.

OR: Was it simply a matter of developing a new engine to turn the Ford Fiesta S2000 into the Ford Fiesta RS WRC?

CL: No. The Fiesta S2000 rally car provided a great base with which our engineers could work, but there was more development to undertake than just the engine.  We had to ensure we were happy with the suspension and chassis, as well as developing the transmission.  Essentially we had to be confident that the carryover parts from the S2000 would be strong enough to cope with the extra speed and power of a new-generation World Rally Car.

OR: What were the biggest challenges in developing the Fiesta RS WRC?

CL: Developing the 1.6-litre Ford EcoBoost engine was a massive undertaking.  Working with this engine and direct injection for the first time was complicated – it was a completely new animal for us.  Other areas that were big tasks were the transmission, the gear ratios and fitting the cooling package around the engine.  The new rules stipulate a 1200kg minimum weight limit and it has been difficult to get down to that figure.  We received great support in the entire process from the product engineers at Ford of Europe and many of their suppliers.

300hp 1.6-liter turbo engine

OR: Was the development of the engine the biggest challenge of all?

CL: Yes.  Direct injection is a complex beast and we worked closely with Ford’s road vehicle engineers and our engine tuner, Pipo Moteurs, in France, to make the best of their expertise.  Because the new regulations demand forced injection for the first time, it was the first occasion that many of us had the opportunity to work with this in a competition engine.

OR: Are the engine regulations for 2011 taking the sport in the right direction?

CL: Downsizing was most definitely the correct route to take, from both a manufacturer and a competition perspective.  And retaining turbocharged units was also the way forward.  These engines require drivers to use more revs and from a spectator’s viewpoint they sound faster.  Engine noise is an important part of the spectacle and these cars sound better.

OR: How many parts are common to both the S2000 and the RS WRC?

CL: We obtained plenty of data from the S2000, which competed in the S-WRC and other championships last year.  We re-evaluated every area and if we thought certain areas could be improved, we went ahead and did so.  Apart from the roll cage and chassis there aren’t too many parts that the Fiesta RS WRC shares with the S2000.  Plenty of parts may look similar, but they have been modified to be lighter, stiffer or whatever we felt would bring an improvement.

OR: The Fiesta RS WRC is visibly different to the S2000.  Why?

CL: Together with Ford of Europe’s design team, we carried out a full restyling of the car to incorporate as many aspects as we could of Ford’s kinetic design styling cues that are an integral part of the company’s road vehicles.  There are some necessary compromises for aerodynamic reasons, but both Ford and M-Sport are delighted with the car’s appearance.

OR: Is the Fiesta RS WRC more difficult to drive than the Focus RS WRC?

CL: The new regulations require ‘back to basics’ rally cars.  In terms of chassis they are similar, but some of the technology we used in the Focus RS WRC has been banned.  There is no active central differential, no launch control and no paddle shift gear change.  That demands more driver skills.

Reiger dampers and Brembo brakes

OR: So the car rewards the better drivers?

CL: Previously at the start of a stage the driver pushed a button that operated the clutch and the launch control.  Now it is down to the guy behind the wheel to judge traction, the operation of the clutch and the manual gearc hange in order to leave the start.  It means they have more to do.  That’s a good thing because if a driver wants to be world champion then he needs to be capable of moving the car from a standing start without technology doing it for him.

OR: Did the banning of certain items of technology mean less was required of your team’s engineering skills?

CL: Not really. When a high-tech piece of kit like the paddle shift gear change was outlawed, then we turned our attentions and resources to development in other areas where we could use our skills and expertise.

OR: Was it annoying to have to toss out already developed engineering tech?

CL: It’s a little frustrating not to be able to use technology that we previously developed for the Ford Focus RS WRC.  But reduced technology brings down the cost of competition and this has generated interest from new manufacturers, so it was the right decision.  The new era of WRC is a compromise between affordability and eliminating waste.  High-tech kit will live on in the Focus RS WRC in different levels of rallying but not in WRC.  The new Fiesta RS WRC is high-tech and affordable and we have sold several to customers already.

Fiesta RS production at M-Sport

OR: How much testing have you completed with the Fiesta RS WRC?

CL: We started by putting the 2.0-lite Focus RS WRC engine into the Fiesta S2000 in March.  That was our first Fiesta RS WRC.  We didn’t do much more testing until August when we installed the 1.6-litre prototype (without direct injection) into the car.  Since then we’ve tested on gravel in Britain, Portugal, France and Spain.  We tested in Britain, Spain and France on asphalt and in Sweden on snow and ice.  We have covered more than 11,000km in total.

OR: Which drivers have carried out the testing?

CL: The early work was done by guys like Henning Solberg, Matthew Wilson, PG Andersson and Andreas Mikkelsen.  Even [M-Sport boss] Malcolm Wilson took the wheel briefly!  All the recent work, which has concentrated more on perfecting the set-up, was done by Mikko Hirvonen and Jari-Matti Latvala.

OR: Do you believe the Fiesta RS WRC will be fully competitive in the FIA World Rally Championship this season?

CL: That’s the target every person in the team has set themselves.  We believe we have developed a great rally car, but we have no benchmark with which to compare it.  Before, we were able to compare new versions of the Focus RS WRC with the previous car.  Because the regulations are new we have nothing like-for-like with which to make a comparison.  So we will only know how competitive we are at the end of the first proper stage in Sweden.

2011 Ford Fiesta RS WRC Specs

Engine (300hp at 6,000RPM, 332lb/ft at 4,000RPM): Ford EcoBoost 1600cc direct injection engine developed by Ford, M-Sport and Pipo Moteurs. Four cylinders, 16 valves. Bore 83.0mm x stroke 73.9mm. Cosworth electronic engine management system, Garrett turbocharger (with FIA required 33 mm inlet restrictor), air-to-air intercooler, catalytic converter, and full Cosworth chassis and engine data acquisition (for in-event diagnostics and performance development)

Drivetrain: Permanent four-wheel drive. Mechanical front and rear differentials and a clutch disconnect fitted to handbrake, M-Sport / X-Trac six-speed sequential gearbox with mechanical shift, M-Sport / AP Racing twin disc clutch, and power-assisted high-ratio (12:1) 1.5 turns lock-to-lock steering rack

Suspension: Front and rear MacPherson struts with Reiger double-adjustable external reservoir dampers, fully adjustable fabricated steel suspension links, front and rear anti-roll bars and machined aluminum uprights

Brakes: Hydraulic handbrake, adjustable front/rear bias valve, Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four- piston monoblock calipers. Asphalt (front and rear): 355mm (maximum) Brembo ventilated discs with Brembo four-piston monoblock calipers.

Wheels: Gravel / Snow: 7in x 15in (aluminium) wheels with Michelin 650mm tires. Asphalt: 8in x 18in (aluminium) wheels with Michelin 650mm tires

Exterior: Aerodynamic rear wing, unique front ‘bumper’ treatment

Interior: Unitary construction, unique composite side panels, welded T45 steel safety roll cage, and FIA FT3.5 80-liter centrally-located fuel tank

Dimensions: Length: 3963mm. Width:  1820mm. Wheelbase: 2480mm. Weight: 1200kg minimum.

2011 Ford Fiesta RS WRC

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Ford’s newest World Rally Championship (WRC) competitor, the 1.6-liter turbo Fiesta RS, is set to debut this week with FIA homologation approval. Ford WRC drivers Mikko Hirvonen and Jari-Matti Latvala will enter the Fiesta RS in its first WRC round in early February, Rally Sweden.

From Ford:

Ford’s all-new Fiesta RS World Rally Car is set to receive final clearance for its FIA World Rally Championship debut this week when motorsport’s governing body gives it the seal of approval to compete in Rally Sweden next month.

The Fédération Internationale de l’Automobile (FIA) is ready to approve homologation of Ford’s challenger for the 2011 championship after the car successfully cleared tough technical inspections to ensure it complies with the sport’s new cost-effective regulations.

This means that Ford Abu Dhabi World Rally Team drivers Mikko Hirvonen and Jarmo Lehtinen and team-mates Jari-Matti Latvala and Miikka Anttila will put the Fiesta RS WRC through its paces for the first time in the WRC when the 13-round season begins in Sweden (10 February).

“We worked closely with the FIA throughout the development of the car to ensure our understanding of the regulations was aligned with that of the governing body,” said Ford of Europe’s motorsport chief, Gerard Quinn.  “We expect the paperwork to be finalised this week, and everyone involved with the programme is looking forward to an exciting season ahead, with the action beginning over Sweden’s frozen roads in 10 days.”

Ford’s road technology powers Fiesta RS WRC

Ford’s four-wheel drive WRC challenger is derived from the best-selling Fiesta road car.  It was developed from the 2010 Monte Carlo Rally-winning Fiesta S2000 rally car by the Blue Oval’s long-term British-based partner M-Sport, with support from Ford of Europe.  It forms part of a new era in the World Rally Championship, for which a revised cost-effective formula is introduced this season.

The WRC is acknowledged as the toughest form of motorsport for production-based cars, which battle for world titles in such diverse and demanding conditions as the barren, frozen countryside of Sweden and sweltering temperatures and boulder-strewn roads of Greece.

M-Sport, together with Ford’s engineering team, undertook a varied and structured development programme with the Fiesta RS WRC in readiness for the 2011 season.  Work will continue, with the car shortly due to be taken to the Environmental Testing Laboratory at Ford’s Dunton Technical Centre in the UK to evaluate and optimise engine performance.

Ford Abu Dhabi technical director Christian Loriaux said the team had not compromised on anything.  “We obtained plenty of data from the standard Fiesta road car, and the S2000 which competed in the S-WRC and other championships last year.  We re-evaluated every area and if we thought certain areas could be improved, we went ahead and did so,” he said.

“Apart from the roll cage and chassis there aren’t too many parts that the Fiesta RS WRC shares with the S2000.  Plenty of parts may look similar, but they have been modified to be lighter, stiffer or whatever we felt would bring an improvement,” added Loriaux.

Ford of Europe’s design team played a key role in the look of the Fiesta RS WRC.  Its input ensured that the car visually reflects the successful ‘kinetic design’ styling cues synonymous with Ford’s line-up on the road.

“Together with Ford of Europe’s design team, we carried out a full restyling of the car to incorporate as many aspects as we could of Ford’s kinetic design styling cues that are an integral part of the company’s road vehicles.  There are some necessary modifications for aerodynamic reasons, but both Ford and M-Sport are delighted with the car’s appearance,” said Loriaux.

1.6-litre Ford EcoBoost technology

The 1.6-litre turbocharged direct injection engine that powers the rally car draws on the knowledge of Ford’s advanced EcoBoost technology, used in its latest production cars.

Quinn said: “Ford’s EcoBoost road engine represents a new generation of downsized, high-efficiency, petrol engines.  Developed by Ford engineers in Europe, the four-cylinder EcoBoost production unit combines high-pressure direct injection, advanced turbocharging and twin variable valve timing to maximise combustion efficiency.  Different displacements are already available in Ford road vehicles around the globe.

“The knowledge accumulated during the design of the EcoBoost road engine proved invaluable during development of the rally car unit.  Technology transfer usually switches from rally cars to road vehicles, but in this situation we’re delighted it has taken the opposite route,” he added.

Engine tuner Pipo Moteurs took responsibility for the development of the Fiesta RS WRC’s power plant.  The French company, which has developed a strong relationship with

M-Sport and Ford in motorsport in recent years, worked closely with engineers from both companies throughout the process of developing the competition unit.

Ford provided key support in this task via its global engineering facilities, including its Powertrain Research and Innovation Centre in the United States, its Engine Research Centre at Dunton in the UK and its Research & Advanced Engineering Centre in Aachen, Germany, to evaluate performance.

The most challenging task was to implement direct injection technology, which is relatively new in motorsport, and Loriaux admitted the engine development was a huge task.  “It was a massive undertaking.  Direct injection was a complex beast and it was the first time many of us in the team had the opportunity to work with forced injection in a competition engine.  The engine was the biggest challenge of the whole project,” he said.

Under the skin of the Fiesta RS WRC

The Fiesta RS WRC’s 1.6-litre EcoBoost power unit has turbocharging from a Garrett system, which is fitted with a 33mm inlet restrictor, as required by FIA regulations.  The unit is managed by Cosworth’s electronic engine system.  Cosworth also provides chassis data acquisition.

The four-wheel drive transmission contains mechanical front and rear differentials, with a clutch disconnect system fitted to the handbrake.  The M-Sport / X-Trac-built six-speed sequential gearbox is operated by a mechanical shift, using a twin disc clutch built by

M-Sport and AP Racing.

Both front and rear suspension comprises MacPherson struts with Reiger external reservoir dampers, which are adjustable in bump and rebound.  It contains fully adjustable steel links and the uprights are made from machined aluminium.

Brembo ventilated brake discs with four-piston monoblock calipers provide the stopping power on both loose and sealed surface roads, with the braking system adjustable to provide either front or rear bias.

Michelin’s 650mm tyres will be used on all surfaces, allied with 7in x 15in aluminium wheels for gravel and snow and 8in x 18in wheels for asphalt.

Fiesta RS WRC racks up testing kilometres

The Fiesta RS WRC has covered more than 11,000 kilometres of testing on gravel, asphalt, snow and ice in preparation for its WRC debut – the equivalent of more than two full seasons of WRC competition.

The team began by installing a 2.0-litre engine from a 2010 Focus RS WRC into the Fiesta S2000 rally car in March last year.

Testing was stepped up significantly in August when a 1.6-litre prototype engine (without direct injection) was installed for the first time.  Since then the car has been trialled on gravel roads in Britain, Portugal, France and Spain and on asphalt in Britain, France and Spain.  Snow and ice tests have taken place in Sweden.

“We’re encouraged by both the car’s performance and its reliability over thousands of kilometres of testing, and we’re confident we can transfer that into competition.  But the true test will come during the opening round in Sweden next week,” said Ford Abu Dhabi team director Malcolm Wilson.

“It was a challenging test programme.  Matching the car to the tyres of our new supplier, Michelin, was a demanding process.  We’ve made excellent progress but I believe Mikko and Jari-Matti will learn more about the way the tyres behave as we encounter new conditions on different rallies,” added Wilson.

Taking on Citroen and Ford’s World Rally Championship programs in 2011 is another brand with rallying history, Mini. With the 1960s Monte Carlo Cooper still plastered over garage walls the world over, Mini is entering with the modern MINI WRC.

Based on the production Mini Countryman, the MINI WRC is a 1.6-liter turbocharged, all-wheel drive rally car. At first glance, the racecar looks like nothing more than a slightly widened Mini Countryman with more coolers up front. Compared to Ford’s super-aggreso Fiesta RS WRC, the MINI WRC looks high, narrow, and close to stock. Not much of an inspiration for WRC rallying fans anywhere. Fear not, this car is still in testing form. In full WRC trim, the Mini will have more than enough flares, vents, scoops, and low-slung bodywork to look the part.

Underneath the test car’s skin lies the touch BMW Motorsport and Prodrive. With success in F1, WRC, Le Mans, and ALMS (to name a few), Prodrive is one of the most famous racing prep and engineering houses on Earth. Their Subaru WRC program, Aston Martin Le Mans program, and Honda-powered F1 team pretty much became iconic efforts for their respective brands. The reason was simple; Prodrive put in really good work and finished where it counted.

With Mini, they hope to do the same. The MINI WRC is powered by a special BMW Motorsport-built 1.6-liter Garrett turbocharged (2.5-bar maximum boost) engine. Mini Countryman models come with an option for all-wheel drive but the production system has been dumped in favor of a Xtrac six-speed sequential transmission and new all-wheel drive setup. The body remains fairly close to stock (for a WRC car), although Prodrive themselves fit each with a FIA roll cage. Prodrive is also responsible for the custom valving, specs, and setup of each Ohlins 3-way damper setup.

Mini’s driver line-up for 2011 consists of Kris Meeke/Paul Nagle, 2009 Intercontinental Rally Challenge champions, and Dani Sordo/Carlos del Barrio. Sordo has been Loeb’s teammate and a Citroen factory driver for a few years now. The MINI WRC is currently undergoing testing and isn’t to be officially debuted in competition trim until the launch at the Oxford Mini factory on April 13, 2011.

MINI WRC: Technical specifications.

Dimensions: Length: 4,110 mm, Width: 1,820 mm, Weight: 1,200 kg (FIA minimum weight)

Engine: 1,600 cc, four-cylinder direct injection petrol engine, Garrett turbocharger – maximum boost 2.5 bar, Dry sump

Transmission: Permanent four wheel drive, Gearbox: Xtrac 6-speed sequential, AP Racing sintered twin plate clutch, Plated limited slip (front and rear axle)

Steering: Hydraulic power assisted

Chassis: MINI Countryman bodyshell with Prodrive roll cage exceeding FIA regulations

Suspension: Prodrive Öhlins Macpherson strut, 3 way adjustable damper (front and rear axle)

Wheels/Tires: ATS wheels and Michelin tires, Gravel: 15” diameter, Tarmac: 18” diameter

Brakes: AP Racing – Gravel: four piston, 300 mm (front and rear axle), Tarmac: four piston, 355 mm (front and rear axle), Castrol brake fluid (SFX)

Lubricants and coolants: Castrol

Seats: Sparco race seats and safety belt system

From Mini:

The MINI WRC has been developed by Prodrive, based on the MINI Countryman. It is equipped with a 1.6-litre turbo engine derived from the MINI production models, which was developed by BMW Motorsport for use in series run according to FIA Super2000 regulations, including the World Touring Car Championship. As well as its works involvement with the MINI WRC Team, Prodrive is supplying the customer car to private rally teams, who will also run the car in the S2000 class of the World Rally Championship.

“The FIA World Rally Championship is the pinnacle of rallying, making it the ideal platform for demonstrating the competitive spirit of our brand,” says Ian Robertson, Member of the Board of Management, Sales and Marketing BMW Group. “Experience is a very important factor in motorsport. For that reason it is essential we learn as much as possible within a very short time, in order to make up ground on our rivals. The new regulations mean the gap to the top is smaller than it would have been at another time. We want to annoy the opposition as soon as possible.”

The MINI WRC Team will be putting its faith in experienced drivers when it faces up to the challenge of the WRC for the first time in 2011. Kris Meeke (GB) and his co-driver Paul Nagle (IR) have proven their ability in impressive style, listing the 2009 Intercontinental Rally Challenge (IRC) title as just one of their achievements. Daniel “Dani” Sordo (ES), who will compete alongside his new co-driver Carlos del Barrio (ES) in 2011, has many years of World Championship experience. Twenty nine podium finishes from 84 starts in the WRC just go to show the former Citroën works driver has what it takes to battle it out at the top.

Rallying is far from new territory for MINI. In the past, success in this popular motorsport discipline has played a crucial role in defining the brand’s image. Three victories at the Rally Monte Carlo in the 1960s made the MINI Cooper S a true legend.

The latest phase of developments for the MINI WRC are currently undergoing an intensive testing programme. The car to be used in the 2011 World Rally Championship will be presented at the official Team Launch on 13th April 2011 at the MINI Plant Oxford.

Prodrive, an experienced motorsport operation, was chosen as the partner in the quest to continue the brand’s success story. The company, founded by David Richards, is viewed as one of the most respected and successful in rallying. “This project is a truly passionate

opportunity,” believes Richards. “MINI is a cult brand which left a lasting impression during its previous motorsport campaigns. We are both extremely happy and proud to be on board as a partner when MINI returns to rallying. We aim to use 2011 as a preparatory year, amassing experience in order to ensure we are fully competitive from the start of the following season.

But let’s not underestimate the task ahead of us nor the stiff competition we will face on the way. However, our target is firmly set on winning the World Championship title again with MINI.”

Prodrive was founded in 1984, and has established itself as one of motorsport’s leading

independent teams. Currently employing about 500 staff, the company is based in Banbury (GB). Among other successes, Prodrive has to date won six World Rally Championships, five British Touring Car titles, and scored three class victories in France’s classic Le Mans 24 Hours.

“MINI powered by BMW Motorsport”: The heart of the MINI WRC is the 1.6-litre, four-cylinder Di turbo engine, which is also available in the MINI production models. The production engine was further developed by BMW Motorsport for the use in various categories according to FIA Super2000 regulations. The power transmission takes place via an Xtrac 6-speed, sequential gearbox. For its outings on the rally stages, the MINI Countryman chassis has been fitted with a roll cage developed by Prodrive, which exceeds the strict safety requirements of the International Automobile Federation (FIA).

Mini Countryman WRC

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Kris Meeke (UK) in the new MINI WRC (02/2011).

1. Travis Hanson/Terry Hanson – 2007 Subaru Impreza WRX STI

The privateer team pulled off a major win for working stiffs everywhere at Sno*Drift. Classed in Super Production, the father/son duo overcame all other competitors (even those in the Open Class) to take the overall event win, the first SP team to do so in RallyCar history. Their Subaru Impreza WRX STI is strikingly devoid of sponsor stickers, made even whiter by the lack of logos. Having been invited to the 2008 and 2010 X Games, the Hansons are no strangers to the underdog story. They’ve just managed to overcome it.

2.  Dillon Van Way/Jake Blattner – 2011 Ford Fiesta

Van Way drove his Ford Fiesta to a 2WD class win at Sno*Drift, beating more than a few turbocharged and all-wheel drive entries along the way.

3.  Charles Kothe/Don DeRose – 1981 Toyota Starlet

There’s nothing we love more than real cars being thrown sideways into snow and ice. This Starlet has stood the test of time on the rally circuit although it would eventually DNF from the event.

4.  Evan Moen/Daniel Victor – 2000 Acura Integra Type-R

As we’re about to embark on an Acura Integra project of our own, this yellow Type-R caught more than a fair bit of our attention. It may not be the most powerful or modern car in the field but it packed a supercharged version of the solid B-Series engine and sounded fantastic.

5.  Ian Topping/Jeff Secor – 1980 Volvo 242

Although rear-wheel drive kicks major ass for sliding and throttle steering in the snow, it’s not a popular choice for rally drivers. Front and all-wheel drive setups are much more popular on account of traction, speed, and cost. One of the few RWD entries at Sno*Drift was this Volvo 242, which also happened to be one of the most exciting to watch.

6.  Dave Mirra/Marshall Clarke – 2011 Subaru Impreza WRX STI

After the retirement of David Higgins, BMX superstar Dave Mirra was the last hope for Subaru Rally Team USA’s overall victory. His Vermont SportsCar-prepared Open Class WRX STI was one of the best cars in the field and was consistently near the top of the times. He would finish 2^nd overall at Sno*Drift 2011.

7.  Wyatt Knox/Verena Mei – 2008 Mazdaspeed3

The Mazdaspeed3 was one of the few Mazdas entered at Sno*Drift and could have been a serious contender in the 2WD class with its turbocharged engine. Still, it put in a solid 4^th place finish considering the icy surface and pairing of brand new co-driver Verena Mei.

8. Scott Rhoades/Scott Nickerson – 1993 Honda Prelude

Another real world fan favorite was the ’93 Prelude of Scott Rhoades and Scott Nickerson. The orange Honda surprised more than a few rally spectators, although it seems to be a solid choice to us. Last time we checked, rally cars hit rocks and stumps and Prelude body panels are cheaper than STI ones.

9. Richard Burton/Maxime Vadeboncoeur – 2007 Subaru Impreza WRX STI

Richard Burton’s 2007 Subaru Impreza WRX STI began its life as Internet sensation Ken Block’s Gumball 3000 road rally car. After finishing up its checkpoint racing and night partying duties, the STI would get a second wind in the RallyCar series as an Open Class racecar. Although it did not finish the Sno*Drift rally, this Subaru is now driven the way it should be.

10. Carl Siegler/David Goodman – 2004 Subaru Impreza WRX STI

Racing under the Ziptie Rally Team banner, this Open Class 2004 WRX STI sported a front end that looked like a cross between a veteran drift car and a punk rock haircut. Chicks dig zipties, right?

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

Mercedes-Benz’s compact AMG sedan has been restyled for the 2012 model year, sporting more fins, vents, and diffusers to go with its 6.3-liter V8 engine. Unfortunately still stuck with an automatic transmission (called the AMG Speedshift MCT 7-speed by Mercedes-Benz), the C63 AMG does push out a very respectable 451hp at 6,500RPM and 443 lb/ft of torque at 5,000RPM.

The naturally aspirated engine has enough grunt to push the hefty luxury sedan from 0-60mph in 4.4-seconds with an electronically limited top speed of 155mph. For those wishing for more speed (and who isn’t, when they’re buying an AMG – Ed.), there’s an optional AMG Development Package, which pushes power up to 481hp and cuts a tenth from the 0-60mph time.

More than just some uber-expensive bolt-ons, the AMG Development Package includes a new engine with SLS AMG forged pistons, connectings rods, and crankshaft. This cuts a massive 6.6-lbs of reciprocating weight out of the engine assembly, key for quick revs. The package also adds a painted variable intake manifold, different brakes, a carbon trunk spoiler, and AMG steering wheel.

According to Mercedes-Benz, more than 30% of all C63 AMG buyers opted for the AMG Development Package. We would too, if we had anything resembling AMG money.

From Mercedes-Benz:

The high-performance Mercedes-Benz C63 AMG sedan is now more attractive than ever thanks to restyling for the 2012MY. The C63 AMG sedan is complemented by numerous enhancements help maximize performance while significantly reducing fuel consumption. The sedan now features the award-winning AMG SPEEDSHIFT MCT 7-speed sports transmission with standard “Controlled Efficiency” mode along with a new power steering pump that helps reduce the combined fuel consumption by about ten percent (estimated figured for U.S. models pending). The output of the AMG 6.3-liter V8 engine is unchanged at 451 hp and can be increased to a maximum of 481 hp with the optional AMG Development Package. Agility, grip and ride comfort have been enhanced as a result of numerous measures to optimize the AMG sports suspension. New assistance systems and a new generation of telematics increase both safety and comfort. The U.S. market launch for the 2012 C63 AMG Sedan begins in autumn.

The 2012 C63 AMG sedan features a new radiator grille with a large Mercedes star and a single transverse louvre, as well as a new AMG front apron with a lower cross member painted in high-gloss black. Additionally highlights include special AMG daytime running lights and side air outlets which recall those found on the SL63 AMG high-performance roadster. New clear-lens headlamps emphasize the car’s distinctive, confident presence especially when equipped with the optional Lighting Package featuring bi-xenon headlamps. The wide front fenders with the “6.3 AMG” badge and the new 5 twin-spoke AMG light-alloy wheels — , finished in titanium grey. Good contact with the road is provided by the wide 235/40 R 18 and 255/35 R 18 tires at the front and rear.

The rear of the C63 AMG now features a new AMG rear apron featuring a distinctive, black diffuser insert with three pronounced fins.

AMG SPEEDSHIFT MCT 7-speed sports transmission from the SL63 AMG

Under the skin, the top C-Class model boasts a wealth of new technology including the AMG SPEEDSHIFT MCT 7-speed sports transmission – another advanced feature adopted from the SL63 AMG. This innovative transmission uses a wet start-up clutch in place of a traditional torque converter to deliver a much more efficient, agile and direct response. Fuel consumption and emissions have been reduced thanks to the “Controlled Efficiency” mode and a new power steering pump.

The AMG SPEEDSHIFT MCT 7-speed sports transmission impresses with its exceptional flexibility: with four driving modes as well as rev-matching and RACE START functions, it delivers comfortable shifts around town as well as instant response in high performance driving situations. The Controlled Efficiency “C” mode is programmed to provide smooth, comfortable upshifts while maintaining the lowest possible engine speed to help maximize fuel efficiency. The “S”, “S+” and “M” modes deliver increased agility through fast, responsive gear changes and higher revs. Gear changes in the “S+” and “M” modes take just 0.1 seconds.

The naturally aspirated eight-cylinder engine with its large displacement of 6,208 cc develops 451 hp at 6,500 rpm and attains a peak torque of 443 lb-ft. at 5,000 rpm. The 2012 C63 AMG retains its predecessor’s position as the top performing model in its segment with 0 to 60 acceleration in just 4.4 seconds while the top speed is 155 mph (electronically regulated).

AMG Development Package: technology transfer from the SLS AMG

Even more dramatic performance is available with the optional AMG Development Package offering 481 hp and a 0-60 mph acceleration time of 4.3 seconds. The Mercedes- AMG engine experts have achieved this increase in output thanks to a technology transfer from the SLS AMG with forged pistons, connecting rods and the lightweight crankshaft all coming from the gullwing model’s engine. The reduced mass inertia of the components – which are 6.6 pounds lighter than those of the standard version – allows the naturally aspirated eight-cylinder engine to rev up with even greater ease and agility. Models equipped with the Development Package can be identified by the variable intake manifold painted in titanium grey under the hood, the AMG high-performance braking system with two-piece front discs and red painted brake calipers at all four corners, a carbon-fiber spoiler lip on the trunk lid and the AMG performance steering wheel in premium leather with a unique grip area.

Optimized suspension, new steering system reduces fuel consumption

The AMG sports suspension includes a redesigned front axle, reinforced rear axle and wider front and rear track has undergone thorough modification and offers greater driving enjoyment and ride comfort at all times. The new stiffer elastokinematics, revised axle kinematics with more negative camber and new rear-axle anti-roll bar with a larger cross-section, result in higher agility and greater lateral acceleration. Additionally, new spring and damper rates have optimized both the responsiveness of the suspension as well as the road noise and tire vibration characteristics.

The AMG speed-sensitive sports steering with a direct ratio (13.5 : 1) has a redesigned power-steering pump which contributes to reduced fuel consumption. This new pump only requires energy when the driver is actually making steering movements. Reliable deceleration at all times is provided by the AMG highperformance braking system with internally ventilated and perforated discs all around.

High Quality Interior

Even a quick glance at the interior of the 2012 C63 AMG sedan reveals the considerable updates, such as the completely new dashboard design with an integrated screen. The new 3D color TFT display in the middle of the redesigned speedometer welcomes the driver upon entry with the AMG logo. The new threespoke AMG performance steering wheel – a feature adopted from the CLS63 AMG – is trimmed in premium leather and features metallic trim elements with a flattened top and bottom sections as well as grip areas which are specially shaped and trimmed in perforated leather for perfect steering control. Aluminum shift paddles facilitate manual gear changes.

Fine trim elements in brushed dark aluminum are found on the dashboard and doors. Situated in the center console surrounded by high-gloss black piano lacquer trim is the new rotary control for selecting the transmission modes C, S, S+, M and RACE START. The special AMG sports seats with integrated head restraints and adaptive backrests are available from launch with combined M-B Tex/DINAMICA black upholstery. (DINAMICA is a new type of breathable manmade fiber). The side bolsters of the AMG sports seats are covered in M-B Tex while the center panels of the seat cushions are also upholstered with DINAMICA.

Available as an option, designo leather appointments give the interior of the C63 AMG a very exclusive character: four single colors and three two-tone combinations are available. As a further option, these can be complemented with “extended black designo leather appointments” for the top section of the dashboard and the upper section of the door linings.

Five new driver assistance systems already established in the S-Class and CLS

The 2012 C63 AMG features five new driver assistance systems which are already established in the S-Class flagship model line and the trend-setting CLS. These assistance systems use the latest camera and sensor technology and are designed to combat common causes of accidents. They raise the safety of the C-Class to a new level by warning the driver of a hazard.

• Adaptive Highbeam Assist
• ATTENTION ASSIST
• PARKTRONIC including parking guidance
• Lane Keeping Assist
• Blind Spot Assist

New generation of telematics

The C-Class sees the debut of a new telematics generation which will gradually be introduced in other model series. Major new features include greater operating convenience, larger displays, telephone directory transfer via Bluetooth®, wireless music streaming and a USB interface in the center console.

The navigation system of COMAND Online also has added functions including a 3D display with virtual city views, eco-routes and the ability to add waypoints along your journey.

C63 AMG – fast-track to best-seller status

Launched in the U.S. in April 2008, the Mercedes-Benz C63 AMG rapidly established itself within the performance sedan segment. Over the past three and a half years more than 17,000 AMG enthusiasts world-wide have purchased the C63 AMG. The AMG Development Package has proven especially popular, with over 30 percent of all the C63 AMG models delivered in 2010 featuring this attractive option.

The U.S. market launch for the 2012 C63 AMG Sedan begins in autumn.

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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The new BMW 6-Series Convertible has been released in picture form and is set to debut with a twin-turbocharged 407hp V8 engine or a BMW TwinPower Turbo inline-six 320hp engine. Both are stuck with an eight-speed automatic transmission.

407hp V8 Turbo

One of BMW’s strengths with enthusiasts is its Honda-esque cross-platform interchangeability. The 6 Series, especially the convertible model, may not be the first model that spirited canyon drivers think of, unless they’re married to a forty-year older senator, but the new 2012 6-Series Convertible has its merits.

The 650i is powered by a twin-turbocharged 4.4-liter V8 engine, producing 407hp between 5,500RPM and 6,400RPM. Maximum torque, 443 lb/ft, comes in between 1,750RPM and 4,500RPM. 0-62mph is claimed to go by in 5.0-seconds, up to an electronically limited 155mph.

The 640i model uses a BMW TwinPower Turbo 3.0-liter inline-six engine, making 320hp at 5,800RPM and 332lb/ft of torque between 1,300RPM and 4,500RPM. Despite the confusing name, the 640i is not twin-turbocharged; rather the name refers to its use of a single twin-scroll turbocharger. 0-62mph is claimed in 5.7-seconds and the top speed is again limited to 155mph.

Both engines are paired with an eight-speed automatic transmission. We’re sure that some enterprising individuals will be able to match up different transmissions and custom ECU programming in the future as these cars get older, cheaper, and ransacked for 3-Series engine swaps.

From BMW:

A sweeping bonnet, set-back passenger compartment, long wheelbase and flat waistline embody the hallmark proportions of a BMW convertible. The new BMW 6 Series Convertible combines these features with a classic soft-top roof in customary “fin” design. Powerfully contoured surfaces and the surging dynamism of its lines promise assured driving properties. The luxurious ambience of the interior is highlighted by the driver-oriented cockpit set-up and wraps the front passenger and rear passengers in a feeling of exclusive security. Nowhere is the high-class functionality of the interior underlined more prominently than in the redesigned freestanding Control Display of the standard-fitted iDrive control system.

320hp inline-six turbo

The new BMW 6 Series Convertible is available with two engine variants from launch. The eight-cylinder powerplant in the BMW 650i Convertible produces 300 kW/407 hp, while an exclusive variant of the six-cylinder in-line engine with BMW TwinPower Turbo, direct injection and VALVETRONIC –generating 235 kW/320 hp – has been developed for the BMW 640i Convertible. Both engines team up as standard with an eight-speed Sports automatic gearbox. Standard-fitted BMW EfficientDynamics features include the Auto Start-Stop function in the BMW 640i Convertible.

Chassis technology unmatched in its segment works in tandem with the cutting-edge engines to ensure even greater dynamic capability and a similarly discernible improvement in ride comfort compared to its predecessor. The new BMW 6 Series Convertible comes as standard with Drive Dynamic Control, which allows drivers to choose their own suspension settings, while the Adaptive Drive system is available as an option with electrically controlled dampers and roll stabilisation. In addition to the standard-fitted electromechanical power steering, another unique feature in this segment is the optional Integral Active Steering system.

The new BMW 6 Series Convertible also underlines its progressive character with numerous BMW ConnectedDrive features that none of its rivals can match. The selection of optional driver assistance systems includes a rear-view camera, Surround View, BMW Night Vision with pedestrian recognition and BMW Parking Assistant. The new BMW 6 Series Convertible is the only car in its segment to be available with a Head-Up Display. Making its debut in the new soft top, the latest generation of the system uses a broader palette of colours to create an even more detailed and sharper image.

The design: athletic elegance, natural sportiness and sparkling looks.

The luxurious yet dynamic driving experience of the new BMW 6 Series Convertible is reflected in the athletic elegance and sense-tingling sportiness of its exterior design. A long, sweeping bonnet, set-back passenger compartment, long wheelbase and flat waistline combine to create the proportions typical of a BMW convertible. The precise interplay of eye-catching lines and meticulously sculpted surfaces help to give the new BMW 6 Series Convertible its arresting looks.

Like the lines projecting out from the nose of the car and continuing along its full length, the harmoniously curved surfaces of the body take their cue from the movement of waves sent out by a the bow of a motor boat piercing the water. Continuing the theme, the waistline surface which leads the body into the interior mimics the character of a boat deck.

The interior: seats for four – and each one made to measure.

The new BMW 6 Series Convertible is designed to be a 2+2-seater. Its interior offers individually tailored seats for the driver, front passenger and rear passengers. High-quality materials, carefully coordinated colours and, once again, meticulously formed surfaces combine to produce an ambience defined by luxury, sweeping dynamism and stylish functionality. A hallmark BMW element of the interior design is the driver-oriented cockpit layout. The central section of the instrument panel, containing the iDrive system’s Control Display, the central air vents and the controls for the audio system and air conditioning, are all angled slightly towards the driver. Added to which, the gearshift lever and the buttons for the parking brake, roof operation and Drive Dynamic Control are located on a surface that opens out towards the driver and is set lower than the front passenger side of the centre console.

The front passenger area is bordered by a surface curving elegantly from the armrest over the side edge of the centre console, upwards and outwards into the instrument panel and then horizontally into the door trim. This provides a harmonious surround for the front passenger area, creating a feeling of exclusive security. The contour of the rear waistline surface, which extends slightly into the interior between the head restraints, highlights the individual seat layout of the rear.

Premiere: freestanding Control Display with flatscreen design.

The black-panel instrument cluster of the new BMW 6 Series Convertible combines the traditional sports car circular instruments with state-of-the-art display technology. The navigation system, telephone and entertainment functions are operated using the standard-fitted iDrive control system, whose Control Display boasts an innovative design. The on-board monitor takes the form of a freestanding display for the first time in the new BMW 6 Series Convertible. The standard 7-inch screen can be upgraded to 10.2 inches by ordering the optional Navigation system Professional, and the larger screen has a high-quality galvanised chrome surround. The minimal depth of the display gives it the character of a flatscreen unit. The new arrangement of the Control Display – which now reaches further into the passenger compartment – also influences the architecture of the instrument panel, which rises up steeply in front of the driver and front passenger in the style of a powerboat cockpit

This impression is further enhanced by the structure of the door trim panels. Their surfaces have a powerfully taut look and, like the black waistline surface, pull in and rise up to create a smooth transition into the instrument panel, giving the interior the effect of wrapping around the driver and front passenger.

Exclusive and distinctive: the fin roof.

The new BMW 6 Series Convertible again comes with an electrically powered soft-top roof with “fin” architecture. The multi-layer roof – which has been optimised once again in terms of its acoustic properties and structural rigidity – offers outstanding thermal insulation and thus enables the new convertible to be used comfortably all year round. The fins project out along the flanks of the 6 Series into its rear section, accentuating the car’s gracefully sweeping silhouette even more keenly than on its predecessor and giving it an unmistakable appearance. The upshot is that the transition of the roofline into the rear end flows as smoothly as on a hard-top coupé. The upright, heated, glass rear window is positioned directly behind the rear seats and can be lowered separately from the roof.

The automatic opening and closing operation for the roof is activated as standard using a button on the centre console. The Comfort Access option allows the process to be initiated using the remote control button on the car key. Opening the roof takes 19 seconds, the closing process 24 seconds. Both operations can be activated while on the move at speeds of up to 40 km/h (25 mph).

The fin roof of the new BMW 6 Series Convertible is available in three colour variants, including new Anthracite Silver effect, which adds a stylish lustre. Two non-metallic exterior paint finishes and seven metallic shades are available. As an alternative to the standard Dakota leather trim, customers can also specify the Exclusive Nappa leather variant which can be ordered in four colour options. As well as the instrument panel, the centre console and the upper sections of the rear door panel and side trim can also be lined with Exclusive Nappa leather as an option. Plus, interior elements covered with Exclusive Nappa leather can also be ordered with optional stitching in a contrasting colour. The double stitching stands out from the leather surface, lending a particularly elegant flourish to the design of the interior.

Newly developed lightweight seats, comprehensive safety equipment.

The new BMW 6 Series Convertible is fitted with newly developed lightweight seats with an integrated seatbelt system, and the seats are available in three variants. As an alternative to the standard items, customers can also order sports seats with integral head restraints or comfort seats with a wider range of adjustment. All seat variants come with crash-activated head restraints.

The range of standard safety equipment also includes front airbags, head-thorax side airbags integrated into the seat frame, three-point automatic belts for all seats, belt force limiters and front belt tensioners, ISOFIX child seat mounts in the rear and a roll-over protection system. The roll-over system further developed specifically for the new BMW 6 Series Convertible consists of two bars placed behind the rear head restraints. As soon as the central safety electronics register a danger of the car rolling over, the pyrotechnic release mechanism is activated, at which point the high-strength aluminium bars rise up from their rest position in a fraction of a second.

Carefully targeted advances in the use of materials and in the development of the car’s load-bearing structure have significantly enhanced the body’s construction in terms of the agility and safety it offers. Its static torsional rigidity is now around 50 per cent greater than that of its predecessor. In the interests of weight optimisation, the doors, bonnet and front axle spring mounts are all aluminium, while the front side panels, roof lid and boot are made from glass fibre composite.

Majestic power: eight- and six-cylinder engines with BMW TwinPower Turbo.

Instantaneous power development and majestic torque are the stand-out features of the two engines available for the new BMW 6 Series Convertible from launch. The V8 powerplant and six-cylinder in-line unit both have BMW TwinPower Turbo technology and direct injection, and combine their sporting character with outstanding smoothness and exceptional efficiency.

The 4.4-litre eight-cylinder engine in the new BMW 650i Convertible develops a maximum 300 kW/407 hp between 5,500 and 6,400 rpm, and puts its peak torque of 600 Newton metres (443 lb-ft) on tap between 1,750 and 4,500 rpm. This unique engine, whose turbochargers are positioned in the V-shaped area between the cylinder banks, produces an instantaneous and sustained wave of power, making it a feast for the enthusiast driver. The new BMW 650i Convertible completes the sprint from 0 to 100 km/h (62 mph) in 5.0 seconds, and the engine electronics eventually step in to halt acceleration at 250 km/h (155 mph). This range-topping engine also boasts extraordinary efficiency for a model in its output class, as average fuel consumption of 10.7 litres per 100 kilometres in the EU test cycle (26.4 mpg imp) and CO2 emissions of 249 grams per kilometre clearly show.

The six-cylinder in-line engine under the bonnet of the new BMW 640i Convertible complements its BMW TwinPower Turbo technology and petrol direct injection with VALVETRONIC fully variable valve control. All of which enables the 3.0-litre unit to develop a maximum 235 kW/320 hp at 5,800 rpm and maximum torque of 450 Newton metres (332 lb-ft) between 1,300 and 4,500 rpm. This engine propels the BMW 640i Convertible from 0 to 100 km/h (62 mph) in 5.7 seconds and on to an electronically limited top speed of 250 km/h (155 mph). Its average fuel economy in the EU test cycle comes in at 7.9 litres per 100 kilometres (35.8 mpg imp), while CO2 emissions are 185 grams per kilometre.

Eight-speed Sports automatic and BMW EfficientDynamics as standard.

The eight-speed Sports automatic gearbox fitted as standard in the new BMW 6 Series Convertible boasts a combination of sportiness, shift comfort and efficiency unmatched in its segment. Its minimal converter slip and rapid and precise gear changes set it apart from the crowd. An innovative gear set configuration allows this transmission to offer eight gears and a correspondingly wide gear range – which optimises the car’s sprinting power yet also allows the driver to save fuel by driving at low revs – despite its compact construction and low weight. The driver can also change gear manually using shift paddles on the steering wheel.

In addition to the efficiency of the engines and eight-speed Sports automatic, an extensive range of BMW EfficientDynamics measures also contribute to reducing fuel consumption and emissions. Technology such as Brake Energy Regeneration, Electric Power Steering (EPS), the need-based operation of ancillary components, intelligent lightweight construction and low-rolling-resistance tyres ensure maximum efficiency. Plus, the new BMW 640i Convertible is also equipped with automatic active air flap control and the Auto Start-Stop function. When the driver draws to a standstill at junctions or in a traffic jam the engine is automatically switched off. As soon as the driver releases the brake pedal, the engine starts up again. If the driver is using the Auto Hold function, the engine is restarted when the accelerator is depressed.

Advanced chassis technology including Electric Power Steering; Integral Active Steering available as an option.

Cutting-edge chassis technology gives the new BMW 6 Series Convertible the tools it needs to lay on sporty handling characteristics and exceptional comfort. Both the double wishbone front axle and the integral rear axle are made predominantly from aluminium. The chassis set-up is geared to the requirements of drivers with sporting intentions, although the dampers also respond sensitively to bumps in the road surface under high lateral acceleration. The optional Adaptive Drive system, which includes Dynamic Damper Control and the Dynamic Drive active roll stabilisation system, offers the driver even more precise responses. The electronically controlled dampers adapt to both the nature of the road surface and the driver’s style to prevent unwanted movements in the car body. The roll stabilisation system reduces factors such as body sway in fast-driven corners and sudden direction changes.

Electric Power Steering with Servotronic serves up the familiar BMW recipe of precision, comfort and efficiency, and is unique in the BMW 6 Series Convertible’s segment. Added to which, the new BMW 6 Series Convertible is the first car in its class that can be ordered – as an option – with Integral Active Steering. This system combines the Active Steering system for the front axle already available for the predecessor model with a steering rear axle, allowing the steering angle and power assistance to be controlled at both the front and the rear with the help of electric motors. Precisely harmonised wheel turns pave the way for extraordinary agility in dynamic driving situations. And Integral Active Steering also displays an impressively deft touch around twisty mountain passes and in city traffic.

Drive Dynamic Control allows a choice of suspension settings.

With Drive Dynamic Control the virtues of sportiness and comfort can take precedence as the situation demands. The driver can make his own choice of suspension settings in NORMAL, SPORT and SPORT+ modes using a button on the centre console. If the Adaptive Drive option has been specified, he can also make use of the COMFORT setting. In this mode, as well as adjusting the accelerator pedal progression, engine responses, power steering characteristics, DSC response thresholds and the shift dynamics of the automatic gearbox, Drive Dynamic Control also tweaks the damper responses and roll stabilisation settings. On cars fitted with Integral Active Steering, the basic steering set-up is also adjusted according to the mode selected, not just the level of power assistance. As a result, in SPORT and SPORT+ modes the car’s sporting responses are sharpened even further.

The lightweight floating-calliper brakes with inner-vented discs are easy to use with precision, and their effectiveness is reinforced by Dynamic Stability Control (DSC). This driving stability system brings together technology such as the Anti-lock Braking System (ABS), Dynamic Traction Control (DTC), Cornering Brake Control (CBC), Dynamic Brake Control (DBC), the Start-off Assistant, the automatic Brake Drying function and brake fade compensation. Standard equipment also includes 18-inch light-alloy wheels on the new

BMW 650i Convertible or 17-inch rims for the new BMW 640i Convertible, as well as runflat tyres and a runflat indicator.

Cutting-edge comfort-enhancing features and exclusive options from BMW ConnectedDrive.

Among the comfort-enhancing features included as standard in the new BMW 6 Series Convertible are 2-zone automatic climate control with convertible mode, a hi-fi audio system with CD player and AUX-IN socket, a multifunction steering wheel, electrically operated front seats with memory function and a rain sensor with integrated automatic driving lights control. Among the highlights of the optional equipment list are Adaptive Headlights, a heated steering wheel, active seat ventilation, active seats and the Navigation system Professional with a hard disk for storing maps and personal music collections.

The new BMW 6 Series Convertible is available with an even greater variety of driver assistance systems and mobility services from BMW ConnectedDrive. It can be ordered with technology such as the Lane Change Warning System, Lane Departure Warning System, Speed Limit Info, BMW Night Vision with pedestrian recognition, rear-view camera, Surround View and the BMW Parking Assistant. Innovative technologies optimise the integration of the Apple iPhone and other smartphones, as well as music players. And, in addition to internet access, BMW ConnectedDrive also allows email messages received on a smartphone to be shown on the Control Display as well as the use of internet-based services for navigation and entertainment.

What’s more, the latest-generation Head-Up Display – a unique feature in this class – is making its debut in the new BMW 6 Series Convertible. The system projects driving-related information onto the windscreen within the driver’s direct field of view. The graphics and symbols are now displayed using a full spectrum of colours, allowing traffic symbols, for example, to be realistically depicted.

The BMW 6 Series Convertible: exclusive driving pleasure and a unique heritage.

The new BMW 6 Series Convertible sees the world’s most successful manufacturer of premium cars building on an unparalleled tradition. The allure of exclusive driving pleasure in open-top BMW sports cars continues to hold a magnetic attraction after more than 70 years. The extraordinary history of BMW convertibles stretches from the legendary BMW 328 – which provided the basis for the winning car in the 1940 Mille Miglia – via the highly coveted BMW 507 of the 1950s, to the dynamic and groundbreaking predecessor to the new BMW 6 Series Convertible.

The new BMW 6 Series Convertible is built at the BMW plant in Dingolfing, Germany. Also rolling off the assembly line at the BMW Group’s largest production plant are the BMW 7 Series and BMW 5 Series models. The flexible and efficient processes at the plant combine state-of-the-art production technology with a standard of quality defined by meticulous craftsmanship in the manufacture of premium cars configured to customer requirements.

2012 BMW 6-Series Convertible

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The new BMW 6 Series Convertible - On Location (01/2011).

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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Drifting under the Middle East sun in 2011 took another step forward with the announcement of the driver/entry list for the Yas Marina Circuit invitational event. Taking place on the F1 track in Abu Dhabi, United Arab Emirates, the Formula D event will take place on February 25, 2011 and features an all-star line-up of drivers. The event will be streamed live via the Internet and promises to help raise the international field for both drifting and Formula D.

The accepted drivers, that will be shipped over to the UAE, include past Fredric Aasbo (Toyota Supra), 2009 Formula DRIFT champion Chris Forsberg (Z), Tanner Foust (Scion tC), Ryan Tuerck (Pontiac Solstice), Mike Whiddett (Mazda RX-8), Daijiro Yoshihara (Nissan 350Z), Ken Gushi (Scion tC), and Michael Essa (BMW 335i) along with Tony Brakohiapa (Ford Mustang) as the alternate driver.

From Formula Drift:

Formula DRIFT has announced the official entry list for the Inaugural Formula Drift UAE Invitational Competition at the Yas Marina Circuit in Abu Dhabi, United Arab Emirates on February 25, 2011.

A diverse selection of the top drivers from around the globe will showcase world-class drifting to the Middle East. The official roster of drivers include: past Scandinavian champion, Fredric Aasbo, 2009 Formula DRIFT champion, Chris Forsberg, 2-time Formula DRIFT champion and 3-time X-Games Gold Medalist Tanner Foust, top ranking driver, Ryan Tuerck, past New Zealand champion and Formula DRIFT USA & Asia competitor, Mike Whiddett, Formula DRIFT veteran Daijiro Yoshihara and Formula Drift regulars Ken Gushi, and Michael Essa along with Tony Brakohiapa as the alternate driver.

“Formula DRIFT is dedicated to providing the best drifting action to fans everywhere,” said Jim Liaw, president and co-founder of Formula DRIFT. “We are proud to showcase the best drivers from around the world to an international audience in Abu Dhabi at what is probably the most spectacular racing facility in the world.”

In addition, the event will be streaming live via the DriftStream on www.formuladrift.com. Fans will be able to catch all of the exciting action from the comfort of their own home. The live stream will air on February 25, 2011. For broadcast times visit the Formula DRIFT website .

For those that are interested in attending the live event, online tickets will go on-sale soon and can be purchased through this link – Event Tickets Tickets can also be purchased through the Yas Marina Call Centre at: 800-YAS-(927) or international number at +971 (0) 2 446 0384, which is open 7 days a week from 9 AM – 6 PM, local time. Tickets can be purchased directly at the Yas Marina Circuit at the East and West Entrance Gate Welcome Centre, Yas Hotel, and Ferrari World Abu Dhabi Yas Marina Circuit Kiosk. In addition, tickets may also be purchased at select Virgin Megastores within the UAE beginning January 25, 2011.

DTM has recently signed a three-year contract to make Hankook Tire the exclusive supplier for its series. After Dunlop pulled out of the series in late 2010, the series was left without an official tire for the 2011 season. With V8 engines, sequential transmissions, and some of the most dramatic and distinctive aerodynamics around, DTM racecars are known for being quick. It would be a complete crapshoot to leave DTM cars stuck on spec all-season rubber.

Eager to expand their brand and international presence (who doesn’t want pseudo-chic European appeal, right? – Ed.), Korean tire manufacturer Hankook recently signed on as the slick tire manufacturer for DTM. The 7^th largest tire manufacturer in the world, Hankook can now claim DTM along with its presence in Le Mans, the 24 Hours of Nurburgring, and time attack. Wait, does that sound right?

From DTM:

Wiesbaden. Effective immediately, Hankook Tire is the exclusive tyre supplier to the international touring-car series DTM. The contract recently signed between the tyre manufacturer and DTM umbrella organisation ITR is initially slated to run for three years. It takes account of both the current set of rules and regulations, valid until the end of 2011, and the future version, which is to apply starting in 2012, and covers the supply of equipment not only to the current teams, Audi and Mercedes-Benz, but also to other vehicle manufacturers as well (BMW from 2012 onward).

This exclusive partnership with the most popular international touring-car series heralds a new era in the motor sport activities of Hankook Tire, currently the seventh largest tyre manufacturer worldwide. In recent years, the company had focused its track racing motor sport activities on long-distance events, to resounding success in spectacular races including the 24-hours classics in Le Mans and on the Nürburgring. From now on the DTM will form the core of the international Hankook motor sport activities in the years to come.

Jin-Wook Choi, Executive Vice-President and European head of Hankook Tire: “The DTM is one of the most professional racing series around. Together with Audi and Mercedes-Benz, two of the world’s most successful premium car manufacturers, the DTM represents top-level international motor sport. That’s why we are very pleased at the trust and confidence that event organisers, vehicle manufacturers, and teams have placed in us and our brand, and we are proud to have been selected as the exclusive tyre partner for the years to come. Now we will focus all our efforts on bringing our motto ’Driving Emotion’ home to global fans of the DTM as well, and on demonstrating the superior quality of our products.”

Hans Werner Aufrecht, 1st Chairman of the Board, ITR e.V. (DTM commercial rights holder and promoter): “We are very happy with the long-term partnership with premium tyre manufacturer Hankook. During the negotiations prior to signing this contract, it already became apparent how motivated those in charge at Hankook are while dealing with the DTM project. The performance of the race tyres also convinced everyone involved right away. Personally, I am happy that we have found another international corporate group that is willing and able to keep our high pace and our quality standards as an exclusive supplier in the years to come. Hankook has everything it takes for that.”

Jamie Green DTM driver (Mercedes-Benz): “My first impressions of the new DTM tyres are all positive. Hankook has identified the requirements for a DTM tyre properly and managed to provide us with a tyre with high grip level and good load capacity right away. The first tests with the new tyres were great and I am looking forward to work with the new DTM tyre partner and to have exciting races in the coming season.”

The press release that went out this morning said it all without having to say a word – we rock, and you suck. As the only car company to appear on Fortune Magazine’s “100 Best Companies to Work For” list, Mercedes-Benz apparently was a kickass office space in 2010, having climbed from #49 last year to #15 this year. We thought that we had a good thing going on but apparently Mercedes-Benz upped the allowance for AMG-powered employee burnouts in 2010. Or maybe it was Nurburgring runs. That would make any company the best to work for.

From Mercedes-Benz:

Mercedes-Benz USA (MBUSA) announced today that for the second consecutive year, it has been ranked one of the “100 Best Companies to Work For” by FORTUNE magazine in its14th annual survey, which appears in the February 7th issue of FORTUNE, available on newsstands on Monday, January 24th, and now at fortune.com/bestcompanies. In its second year as an entrant, MBUSA’s 2011 ranking of No. 15 – up from No. 49 last year – is the sole automaker on the list and No. 8 among small organizations with less than 2,500 associates.

“While each milestone is impactful, this particular one is especially rewarding because it is based on employee feedback; the company forged ahead as a unified team to emerge from the current economic crisis into a leadership role,” stated Ernst Lieb, President and CEO, MBUSA. “It’s a reflection of what it is like to work at MBUSA – a community where associates feel a sense of belonging and kinship, literally embodying the slogan ‘the best or nothing.’ “

To pick the 100 Best Companies to Work For, FORTUNE partners with the Great Place to Work Institute to conduct the most extensive employee survey in corporate America. Three hundred eleven companies participated in this year’s survey. Two-thirds of a company’s score is based on the results of the Institute’s Trust Index survey, which is sent to a random sample of employees from each company. The survey asks questions related to their attitudes about management’s credibility, job satisfaction, and camaraderie. The other third of the scoring is based on the company’s responses to the Institute’s Culture Audit, which includes detailed questions about pay and benefit programs and a series of open-ended questions about hiring practices, internal communications, training, recognition programs and diversity efforts. Any company that is at least seven years old with more than 1,000 U.S. employees is eligible. The deadline for applying for next year’s list is June 15, 2011.

Porsche opened up their 2011 North American International Auto Show appearance with the debut of the downright awesome 918 RSR Concept. Using the 918 Spyder as its basis, the RSR uses an electric system similar to the GT3 R Hybrid and a tweaked version of the V8 engine from the RS Spyder.

It’s been four years since Porsche’s last appearance in Detroit and they were looking to make a serious statement. Matthias Mueller, President and CEO of Porsche AG said: “We are back in Detroit with a clear message: Porsche further extends its competencies when it comes to performance and efficiency. The Porsche 918 RSR impressively demonstrates the passion of our engineers and designers for developing the world’s most advanced and best looking sports cars.”

The racecar concept was created by taking every badass piece of racing machinery that Porsche had, and then putting it into a blender. The racecar is based on the new 918 Spyder, although there has been lots of massaging done to the bodywork and aerodynamics.

Powering the 918 RSR Concept is an “updated” 563hp, 10,300RPM V8 engine, based on the unit from the RS Spyder. Lifting technology from the GT3 R Hybrid, the 918 RSR Concept also uses regenerative electric assist on the front wheels, throwing in an additional 204hp, for a total of 767hp.

The result is a great looking piece of auto art that looks fast sitting still. It was not announced which series or class, if even, this could would race in the US.

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

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

The dentist office muzak-maker is starring as a “riot suppressor” in a luxury prison filled with old people. Audi’s 2011 A8 is the centerpiece of the ad, called “Release the Hounds”, and they say it “follows two pretentious inmates as they attempt to break out of a luxury prison. Challenging viewers to re-think luxury, the ad will feature a number of elements that recall the heyday of old lux. The multiplatinum sax man Kenny G was chosen for his unmistakable music, whose songs and stylings brings the audience back to a certain era.”

Unless the new A8’s target demographic is sleepy 90 year-olds, the concept itself already sounds off the mark. If the teaser video (below) is any indication, the execution isn’t going to be much better either. Hopefully the car jumps through a wall or Kenny G knows how to do a fat powerslide. Otherwise, it’s back to Truth in 24 for Audi fans.