FD2 Type R by Access, ricer?

Will be presented by Honda Access in the upcoming 2008 Tokyo Auto Salon...well, a bit ricer to me...prefer the stock FD2 anytime.

Pic source : Nihon Car

The stock M5 was not fast enough for you?

At 322km/h, G-Power (a tuning firm) has taken their own iniative to produce a much faster and exciting BMW M5, dubbed as the Hurricane, with the application of twin force induction system resulting a staggering 703hp, over the stock 503hp. Such 50% power increase was achieved with only 0.5bar of pressure, and 800hp version has been planned with uprated boost of 1.0bar.

FD2 Civic - Tuned by INGS

Another variant of the infamous FD2 Civic was done by INGS of Japan.Although been considered as new in the Japan's extremely competitive tuner market, INGS continuosly managed to establish their name ever since.

This FD2, noticeably with its INGS bodykit has also been fitted with a staggered INGS Sports TS06 rims (18 inches) and Bridgestone POTENZA RE-01R tyres (255/35/18 F - 225/40/18 R). The relevant to the staggered wheels is to maximise grip to the front (as it is an FF car).

No performance data provided but expect no much improvement in power.

Source:NihonCar

Mercedes Benz R550 by MIM - SEMA 2007

This pimped out Mercedes Benz R Class, was created by Marketing in Motion (MIM), was presented at MTX Audio stand at the recent SEMA 2007.

Equipped with huge 24" NC Forged wheel, lowered suspension, MIM bodykit, this nice looking MPV (dubbed as 'Shot Caller') has also fitted with a large 32" TV to compliment the MTX Audio system.

Well done to MIM and we always welcome more of such pimped ride in the feature.

Fancy a Ferrari Theme Park?

Well, the construction of the first ever Ferrari theme park has officially started at Yas Island, Abu Dhabi. A joint project between Ferrari and ALDAR properties PJSC, the 250,000sqm park (80,000sqm overed) will be a host a series of attractions, including Ferrari automotive displays and participatory learning centres as well as food and entertainment. Also featured will be a variety of sophisticated driving schools both for children and adults, rollercoasters, and other family fun rides.

When completed, this park will certainly be another great tourist destination alongside the F1 races which will be inaugurally organise by Abu Dhabi in 2009.

Mazda3 MPS Extreme - 281hp Beast

Sydney Motorshow 2007 - Mazda Australia showcase their version of what an extreme Mazda3 should be, churning out 281 horsepower and 313 lb-ft of torque, as a result of ECU reprogramming and few tweaking to its original 2.3 litre turbocharged DISI engine.

One of Australia's reputable tuner, Murray Coote has given few tricks of his into this Mazda3 MPS especially on the suspension.

Other goodies includes 19" BBS alloys, larger all-round discs and of course the aggressive exterior. Thats what we call Zoom-Zoom!! And sorry guys, its only available in Aussie....

Photos hosted at autoblog

Now It's Official - Mitsubishi Evolution X

Tokyo, October 1, 2007 — Mitsubishi Motors Corporation announces today that it will launch the Lancer Evolution X high-performance 4WD sedan, newest of the company's legendary vehicles, on October 1 at dealerships throughout Japan. Featuring a new platform, engine, and exterior and interior designs, the totally redesigned 2.0-liter model will carry a tax-inclusive price tag ranging from 2,997,750 to 3,750,600. Models fitted with the Twin Clutch SST transmission are due to be launched towards the end of November.

The legendary 4G63 engine has been phased out to give way for the all new 4B11-type 2.0-liter 4-cylinder 16-valve DOHC MIVEC unit, churning a higher torque at 422 Nm (43.0 kg-m)/3500 rpm as well as better response than its predecessor. The 4B11 is also 12 kg lighter thanks to the die-cast aluminium block.

The GSR is available with the new Twin Clutch SST 6-speed automated manual transmission that eliminates the need for a clutch pedal and provides slick, smooth shifting. Twin Clutch SST puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts each with its own clutch and, through tight cooperative control with the engine, switches between these clutches to realize seamless and lightning-fast shifting for feel-good acceleration.

Other spec includes:

• titanium-aluminum alloy turbine wheel and aluminum alloy compressor wheel


• aluminum roof panel, front fenders and the rear spoiler frame structure.


• rearward facing exhaust manifold layout has, as well as improving exhaust efficiency, allowed the engine to be mounted lower, lowering the center of gravity


• S-AWC (Super All-Wheel Control), to exert high-precision control on drive torque and brake force at each wheel to enhance cornering and stability under all conditions.


• 18" Enkei or BBS lightweight alloy with 245/40 R18 rubber all around.


• Bilstein single tube shock absorbers and Eibach coil springs


• Rockford Fosgate premium sound system
  

More info and pics at Nihon Car

Classics: Lancia Delta Integrale Evo

The rally legend, which reign the rally competitions around the world extensively throughout 80's to early 90's has long but never forgotten history.

The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team.
The new Integrale retained the four wheel drive layout: an epicyclic centre diff with torque splitter (47% to front, 53% to rear), Ferguson viscous coupling and Torsen rear differential.

The engine, although technically the same as the earlier 16V cars, was remapped to give 210 bhp (157 kW) at 5750 rpm in order to compensate for the slight increase in weight and increased frontal area. This kept the performance figures virtually unchanged.
The above improvements were aimed at, and did change, the cars' handling potential, whith the new car being able to travel 5–6% faster over rally sections both tarmac and gravel. The result was even greater driver confidence when driving in normal road conditions.

Integrale Evoluzione II
The 1993 edition of the Delta HF integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe.
The engine developed a maximum power output of 215 bhp DIN (158 kW) (against 210 bph on the earlier uncatalysed version) and maximum torque of 32 kgf·m (310 N·m) (formerly 31 kgf·m or 300 N·m).
In order to underline the even more advanced engineering and performance of the 1993 version, the new Integrale was also given a cosmetic and functional facelift.
Briefly:
new 16" light alloy rims with 205/45 ZR 16 tyres for better brake cooling and enhanced dynamic vehicle behaviour especially in lateral roadholding terms.

HF integrale "Evo1"
Displacement : 1995 cc
Output : 210 PS (207 hp/154 kW)
Torque : 300 N·m (221 ft·lbf)
0-100km/h : 5.7 sec
Top speed : 220 km/h (137 mph)

HF integrale "Evo2"
Displacement : 1995 cc
Output : 215 PS (212 hp/158 kW)
Torque : 310 N·m (229 ft·lbf)
0-100km/h : 5.7
Top speed : 220 km/h (137 mph)

Thunder by Hamann - E92 with Steroids

Press Release

Is the 3-Series coupe not sporty enough? Too unspectacular? Engine too weak? HAMANN, one the most experienced and competent references for the challenging BMW tuning takes a crowning moment with its BMW E92 modification program for the coupe, that changed both exterior and interior design as well as underneath the hood beyond recognition. The awe-inspiring coupe answers to the perfectly matched name “Thunder“!

Most powerful through potent V10
HAMANN thought wherever a V8 engine can fit, a V10 can fit in as well and look, voilá it fits! The BMW 3-Series coupe comes with a whole array of series-produced engines. The most powerful series-made of these is the M3. When it rolls off the assembly line, it has a 4-litre engine, 420 hp and 400 Nm torque. Whoever wants to top these performance characteristics, receives from HAMANN not only the “normal“ V10 out of the BMW M-program, but an advanced performance version with 560 hp /412 kW (at 7.750 U/min) as well! Featuring an impressive 574 Nm of torque at 6.100 U/min, it delivers a surge of power through a seven-speed manual SMG transmission resulting that most passengers are shocked groping for something to hang on to during acceleration. The sprint takes 4,3 seconds from 0 to 100 km/h. Only upon reaching top speed of 335 km/h does this transmission begin to meet its limitation in compulsion to move forwards.
HAMANN sport catalysts provide one with a clear conscience. A HAMANN four-pipe sports rear muffler with four round tailpipes bears the right to the perfect name “Thunder” matching acoustically. The four stainless steel pipes, each 76 mm in diameter, make the rear end of this coupe even more attractive and create a goose-bump producing sound.

M3-look plus HAMANN components
Such a power-operated modified 3-Series coupe can linger as an understatement or embark enroute directly to HAMANNs aerodynamic department. There this muscle car receives a complete M3-look kit including a carbon car roof. A HAMANN front spoiler reduces lift even more effectively. In back the same is accomplished with a HAMANN rear diffuser.

Sports brake system – just in case
Whatever looks tremendously fast, generally is driven tremendously fast. As HAMANN takes safety close to heart, each “Thunder” receives a sports brake system front and back. It consists of two slotted and ventilated brake disks (front 405x43 mm / rear 380x28 mm), 2 HAMANN fixed brake callipers (six-piston front, four-piston rear) and special brake pads.

Wheels in 20-inch
Wheels in 20-inch size match best to modified “Thunder”. HAMANN offers this size with design “Edition Race”. The appearance of this three pieced, ultra-lightweight, forged rim in cross-spoke design with black spider is characterized by 9 main spokes, each branching outwards into two further spokes. Next to this striking, exciting design the titanium bolts are particular attention getters. Icing to the cake is the elegant looking high-gloss polished rim flange. Applied in front, this wheel comes in 8,5Jx20 with tires in 10,5Jx20-inch. Rear end of the 560 hp “Thunder” is carried across asphalt in tires 325/25 ZR20.
HAMANN equips the “Thunder” with S1 EVO high performance tires from technology partners HANKOOK.

Racing atmosphere in Cockpit
With its interior design too, HAMANN leaves no question of its bond to motor racing sports. During high speeds around the corners, the driver is comfortably supported with light-weight constructed racing sport seats. With a HAMANN sports steering wheel designed in carbon components, Formula 1 feelings come through. The complete sports racing look is finished with a total carbon interior décor design providing a race track ring atmosphere.
All listed modifications from engine changes, to aerodynamics, brakes, wheels and interior designs are undertaken by HAMANN for all gas engine 3-Series coupes starting with 325i, 330i, 335i through the M3 .

Source:Hamann Motorsports

Gone in 10 Minutes - Mugen RR

That's right, the highly anticipated 'ultimate' Type R, the Honda Civic Mugen RR has been sold out within 10 minutes. On September 14th at 9:00 AM local time in Japan, reservations for Mugen's ultimate Type R officially began being taken. By 9:10 AM, according to the Japanese enthusiast site, Carview, the 300th reservation was placed.Too bad...

Brabus Bullit - V12 W204

Yet another impressive masterpiece by the well known tuner, Brabus. This time around it was based on the new W204 C-class.

PRESS RELEASE:BRABUS BULLIT

The Ultimate Wolf in Sheep's Clothing with V12 Biturbo Engine, 730 PS (720 hp) / 537 kW, 1,320 Nm (974 lb-ft) of Torque and a Top Speed of More than 360 km/h (224 mph)

Over the past three decades BRABUS has perfected the art of transplanting large and extremely powerful engines into the bodies of small cars. That path led to numerous world records and entries into the Guinness Book of World Records.

The BRABUS BULLIT, built in small-series production based on the new Mercedes C-Class sedan, celebrates its world debut at the IAA 2007 as the ultimate wolf in sheep's clothing.At the heart of this supercar BRABUS placed the BRABUS SV12 S Biturbo displacement engine. It was originally designed for the world's fastest sedan, the BRABUS ROCKET. The implantation of the 6.3-liter (385 cu. in.) engine into the confines of the W 204 series body is yet more proof for the superiority of BRABUS know-how.The BRABUS SV12 S Biturbo engine is produced entirely in-house in the state-of-the-art BRABUS engine building shop. Displacement of the twelve-cylinder three-valve engine is increased with the help of a larger cylinder bore, special pistons and piston rods. The conversion further includes re-machining the cylinder heads and fitting them with special camshafts.The BRABUS engine specialists further developed an entirely new turbocharging system with two larger chargers and more efficient intercoolers. The BRABUS SV12 S Biturbo displacement engine also breathes more feely thanks to metal catalysts with low back pressure and a stainless-steel high-performance exhaust system custom-tailored for the C-Class body.New engine electronics ensure the perfect combination of maximum power yield and running smoothness. The use of custom mapping and the on-board diagnostics system result in low exhaust emissions that meet stringent Euro IV limits.

The BRABUS BULLIT features state-of-the-art traction and stability control systems such as ABS, ASR and ESP.The turbocharged twelve-cylinder engine – lubricated like all BRABUS high-performance engines with ARAL Synthetic motor oil – delivers 730 PS (720 hp) / 537 kW of superlative power and 1,320 Nm (974 lb-ft) of superlative peak torque. The latter is limited electronically in-car to 1,100 Nm (811 lb-ft). Power is transferred to the rear wheels via a massively modified five-speed automatic transmission and a BRABUS rear locking differential with a locking rate of up to 40 percent. It is available with two different final drive ratios.

The performance figures for the BRABUS BULLIT place it into pole position in its class:

The car sprints from 0 – 100 km/h (62 mph) in just 3.9 seconds, reaches 200 km/h
(124 mph) after just 10.49 seconds and shatters the 300-km/h (186 mph) barrier
after a mere 24.5 seconds. Top speed is more than 360 km/h (224 mph).

There are only a very few super sports cars in the world that can hope to match these numbers. Such performance places special demands on aerodynamic properties, suspension and brakes. The sedan body was optimized for runs beyond 300 km/h (186 mph) in the wind tunnel.The BRABUS BULLIT front apron was designed to provide maximum cooling air supply for radiators and front brakes while at the same time minimizing aerodynamic lift. For a perfect aerodynamic balance the four-door features a three-piece rear spoiler and a rear apron with integrated diffuser. Front and rear spoilers are manufactured from especially lightweight yet high-strength carbon fiber, baked in an autoclave. A special aluminum hood with ventilation slots is more than just a visual cue; it also contributes to the thermal health of all components under the hood. BRABUS rocker panels smooth the airstream along the sides and with their integrated entrance lights make entering and exiting the vehicle safer under low-light conditions.

The slightly understated sporty appearance of the supercar is further characterized by aluminum fender flares front and back, seamlessly molded to the stock body.

Measurements:

• Length 4.590 mm 180.7 in.
• Width 1.830 mm 72.0 in.
• Height 1.402 mm 55.2 in
• Curb weight 1.850 kg 4,079 lbs

Engine:

• BRABUS SV 12 S Biturbo displacement engine based on Mercedes 600V12-cylinder 3-valve light-alloy engine with twin turbochargers
• Displacement 6,233 cm³ (380 cu. in.)
• Compression ratio 9.0 : 1
• Rated power 730 PS (720 hp) / 537 kW at 5,100 rpm
• Peak torque 1,320 Nm (974 lb-ft) from 2,100 rpm (electronically limited to 1,100 Nm – 811 lb-ft)
• Fuel: Super plus (98 octane)
• Motor oil: ARALBRABUS

Drivetrain

• Rear-Wheel Drive
• Reinforced five-speed automatic transmission
• Gear ratios: 1st gear 3.592nd gear 2.193rd gear 1.414th gear 1.005th gear 0.83
• BRABUS locking rear differential with 40 percent locking rate
• Final drive either 2.65 : 1 (top speed 315 km/h – 196 mph) or 2.24 : 1 (top speed 350 km/h – 217 mph – electronically limited).

Suspension:

• Independent suspension front and rear with height-adjustable BRABUS coil-over suspension.
• Front axle:Three-link, anti-dive geometry. Height-adjustable BRABUS struts with coil springs and gas-pressure shocks featuring ten settings each for bound and rebound; BRABUS sport sway bar.
• Rear axle:Five-link, anti-dive and anti-squat geometry. Height-adjustable BRABUS struts with coil springs and gas-pressure shocks featuring ten settings each for bound and rebound; BRABUS sport sway bar

Wheels:

• BRABUS Monoblock S light-alloy wheels with YOKOHAMA ADVAN high-performance tires.
• Front: 9.5J x 19 H2 with 265/30 ZR 19
• Rear: 10.0J x 19 H2 with 285/30 ZR 19

Brake System:

• Dual-circuit brakes with Brake Assist and BRABUS high-performance brake system.
• Front: BRABUS 12-piston fixed aluminum calipers with vented and grooved 380 x 37 mm (15 x 1.46 in.) steel brake discs.
• Rear: BRABUS six-piston fixed aluminum calipers with vented and grooved 360 x 28 mm (14.2 x 1.1 in.) steel brake discs.

Performance

• 0 - 100 km/h (62 mph): 3.9 sec
• 0 - 200 km/h (124 mph): 10.49 sec
• 0 - 300 km/h (186 mph): 24.5 sec
• Top speed: more than 360 km/h (224 mph)

Classics; Renault F1 Espace

The versatility of minivan @ MPV for being able to carry more people and load as compared to saloon cars has always compromise it performance, at least during early years.

Hence, in 1990's some smart dude in Renault thought that it would be wonderful if they could have their best selling Espace (J63 body reinforced with lightweight carbon fibre instead of the glass fiber of the standard model), retrofitted with a 800hp V10 motor...derrived straight from their F1 machine!

The Renault-Williams engine powered it from 0-200 km/h in 6 seconds, and helped by the carbon brakes, it did 0-270 km/h and back to 0 in under 600 meters

Unfortunately, this monster being developed only as a concept car, as to commemorate 10 year anniversary of the Espace and Renault's involvement in Formula One racing.

Following video may help you experienced it further.
http://www.youtube.com/watch?v=fEDwfk8EYR0

TRD Aurion

This is how TRD (or Toyota Australia to be exact) inject few dosage of style, passion and performance to the current Toyota Aurion (aka Camry in few other countries).Apart from the outlook uprgrade,it was also given few tweak in the motor itself. Performance wise, it will sprint from 0 to 100km/h in 6.1 seconds and is speed-limited to a maximum of 250km/h.

Thanks to the tweaked motor underneath, powered by a supercharged version of the standard Aurion 3.5 liter V6, producing 241kW (323 hp) and 400Nm of torque at 4000 rpm. The engine has been developed by Eaton and is mated with a six-speed automatic.

Opel Corsa OPC - Outstanding Supermini

PRESS RELEASE
Corsa OPC Sets Circuit Record on Nürburgring Nordschleife

* Manuel Reuter sets new supermini record of 8m47.99 minutes
* Third record for Opel OPC model after Astra and Zafira

Rüsselsheim. The Nürburgring Nordschleife, nicknamed the "Green Hell", met its match today in the shape of a standard production Corsa OPC. After 20.8 challenging kilometers, the stopwatch showed eight minutes, 8m47.99 seconds – a new record for a supermini. Manuel Reuter set the officially confirmed circuit record during level four of Opel's popular motorsport initiative called "OPC Race Camp". The former Opel works driver and current head of the innovative racing driver talent search showed the candidates just what the 141 kW/192 hp top-of-the-line Corsa OPC is capable of. Reuter has already set class records on the legendary Nordschleife with the Astra OPC and Zafira OPC.

Manuel Reuter, who is involved with the chassis tuning and post launch modifications to OPC variants, said: "You can sense that this car had its final tuning here on the most demanding racing circuit in the world. The Corsa OPC reacts directly to driving commands and remains fully predictable even well into the car's physical limits." The Nürburgring, and in particular the famous Nordschleife circuit, is Opel territory, as development engineers from Rüsselsheim regularly test and optimize the driving dynamics of new models there.

The Corsa OPC, which has been on sale since March and already exceeded the planned annual sales target of 3000 units, also offers top class everyday driving fun away from the racing circuit. The sporty top version of the fourth-generation Corsa has a 1.6-liter turbo engine, which accelerates the car from zero to 100 km/h in 7.2 seconds. The Corsa OPC has a top speed of 225 km/h, and its maximum torque of 230 Nm can be temporarily increased by 15 percent via the Overboost function. The Corsa OPC's only conservative trait is its fuel consumption – just 7.9 liters per 100 km.

mtm TT Bimoto - 400km/h Beast!

Awesome! Well this is what you get from an Audi TT Quattro with 2 (yes..TWO) 1.8 litre engine turbocharged engine rated at 370hp each, two gearbox and other performance gizmos, enaough to blast for century dash in approx. 3.5 sec and top speed of 400 km/h.

In the morning of tuesday, 07/17/07, the mtm TT bimoto hit a new top speed of 393km/h on ContiSportContact Vmax tyres setting a new official record for the top speed on the test track in Papenburg. The more than 1000bhp strong 2 engine vehicle “Bimoto” was driven by the current champion of the Seat Supercopa 2006 Florian Gruber who is also currently driving in the Porsche Carrera Cup. The bimoto record ride was achieved in the second run of two trails, under windy conditions, partial rain and temperatures of around 20 degree Centigrade. The trials are intended as pre- tests for runs in Nardo/Italy where the Bimoto is set to beat the magic mark of 400 km/h

more info at http://www.bimoto.de/

Turbo Lag? Does It Still Exist?

This text hopes to describe what exactly turbocharger lag is, why it is getting such a bad reputation, and why that bad reputation is usually unfounded.

Turbocharger lag is, for practical purposes, the time it takes the turbocharger
to spin up and make usable boost pressure after you plant your right foot.

The turbocharger is driven by hot exhaust gases passing through the turbine side of the turbocharger assembly. Before the turbo can make positive boost pressure, that is pressure above atmospheric pressure, there must be enough exhaust energy to spin the turbine. The only way there can be a substantial amount of hot, high velocity exhaust gases passing through the turbine, is if the engine is under a significant load. Once that occurs boost pressure is created, more fuel can be injected, and hence more hot exhaust gases produced to spin the turbo even faster. What a wonderful cycle!

So why am I saying that this nonsense about turbocharger lag is unfounded? Well, in the old days of turbochargers, such as some of the first Porsche 911 turbos, large turbochargers (by today's standards) were used. These turbos contained heavier metals and hence took more energy to spin up. So, when test drivers got on the gas there was a significant delay before (BAM!) loads of power was produced. This was deemed undesirable and given the name turbo lag. These engines also had poor low end torque, because the turbo would not spool up to create usable boost until higher RPMs were reached. When magazine articles were written about cars using turbochargers, lag was 'driven home' to the engine designers as a very bad thing. So, back to the drawing board they went, and they came up with the idea of using much smaller turbochargers and eventually using much lighter materials to help eliminate lag. In my opinion they succeeded greatly. For whatever reason magazine editors, when they see that an engine is turbocharged, have to bring up lag as a negative issue, even if, in reality, it isn't at all.

Here comes my rant. A while back I read an article about the 2002 Audi S4. This car comes with a wonderful 5 valve per cylinder twin turbocharged, intercooled, 2.7 liter V6 engine. It produces 250HP at 5800RPM, and 256lb-ft at 1850RPM. Now that's what I call low end torque! That's just off idle! Audi accomplished this by using two small sized quick spooling turbochargers. The down side in doing this is that top end power can suffer because of the smaller turbo placing a restriction on the exhaust. In any case, the magazine article complained about turbo lag with this engine! What turbo lag! It produces peak torque at 1850RPM! So, for the next year (2003), Audi ditched the wonderful twin turbo V6 and used a 4.2 liter V8 engine. This engine produces 340HP at 7200RPM, and 302lb-ft at 3500RPM. The same magazine praised this engine for its low end torque. While this engine is clearly more powerful, it cannot match the turbo engine for low end torque. They're just giving turbo engines a bad name! Shame on them!

Unfortunately most car manufacturers that are using turbo engines are using very small turbochargers to get away from the 'dreaded lag'. As mentioned earlier, this leads to excellent low end torque, but limits top end horsepower. Thankfully some are not giving in. Mitsubishi's Evo VIII MR uses a 2.0 liter engine with 280HP at 6500RPM and 295lb-ft at 3500RPM. This is almost the same amount of torque as Audi's 4.2 liter V8 and at the same RPM! Hurray for turbos! This engine is, however, highly criticized for its turbo lag. While it does have some lag, it is very marginal. In driving the car, boost pressure basically follows what your right foot does. I would say that this engine has minimal lag, but noticeable at very low RPMs. And there you have it - driving around in top gear at 30MPH wondering where the engine power is. For goodness sakes downshift! It is true that a turbo car must be driven differently than a normally aspirated car, but for the same size engine, you'll never get the power out that you can with a forced induction engine - particularly turbo engines. So does all this talk of turbo lag make any sense? You could have a 2.0 liter engine with 150HP and 130lb-ft or you could have a turbo 2.0 liter with 280HP, and 295lb-ft, but then you must put up with turbo lag, and gosh, who wants that?

And then there is Honda. Wow - what to say here! They take a 2.0 liter engine, spin it to high heaven and get excellent power out of it. Magazines, then criticize it because you have to rev it so high, but thank goodness it doesn't have turbo lag! So here are your choices:

*Low power, low torque normally aspirated 2.0 liter engine.


*High power, high revving, low torque 2.0 liter engine.


*High power, high torque (at a relatively low RPM), 2.0 liter turbo engine.

I know where my vote is going!

In my opinion peak torque should be achieved at roughly half the maximum engine RPM. So, for example, if redline is 6000RPM, peak torque should be around 3000RPM. I feel this leads to a well performing fun to drive car. Audi took it a little too far, in my opinion, with a peak torque at 1850RPM - and they still got hammered for turbo lag. You'll never see a normally aspirated gasoline engine (within reason) with peak torque so low.

I was worried there for a little while with respect to turbo engines, but am very happy to see cars today such as the EVO VIII, STi, WRX, Volvo cars, Saab cars, and SRT-4 using turbocharged power plants. Lag is over rated!

Drifting Explained

Drifting, D-1, Dori-dori?

Basically, drifting is getting your car sideways down a road. It doesn't sound very hard does it? Sounds a lot like power sliding huh? Well it isn't. It's much more complex. Instead of a drifter causing a drift and then countering to straighten out, he will instead over-counter so his car goes into another drift. That is the reason many drifters do it in the mountains, because there are many sharp turns strung together. So in essence a good drifter has the ability to take five or six opposing turns without having traction at any point in time.

How is it Done?

There are two ways to start a drift. The first is the clutching technique. When approaching a turn the driver will push in the clutch and shift his car into second gear. Then rev the engine up to around 4000-5000 rpm (it all depends all the model of the car being used) and then slightly turn away from the turn and then cut back towards it hard while at the same time popping the clutch and causing the rear wheels to spin. At this point the drifter has a loss of traction and is beginning to slide around the curve. Now comes the hard part. You have to hold the drift until the next turn. To do this you must keep your foot on the accelerator while at the same time adjusting your car with the steering wheel so you don't spin out. It's not as easy as it sounds. Then as the drifter reaches the end of the turn and approaches the next turn which is in the opposite direction he must cut the wheel in that direction and in some cases, if the previous drift was to slow and they start to regain traction, they must pop the clutch again to get the wheels spinning. And that is how you drift a rear wheel drive car.The second technique is used by a few drifters in rear wheel drives, but is the only way you can really drift a front wheel drive. You have to use the side brake. A front wheel drive can not whip it's tail out because the tires are being driven in the front as opposed to the rear. So when approaching a turn you pull the side brake to cause traction loss. And the rest is pretty much the same except that it's much harder to take more than one turn with a front wheel driver

Who Does It?

On the average it is men in their early to late twenties, but more and more often you will see girls participating. There are some older men who do it such as Keiichi Tsuchiya (the drift king) who is in his fifties.

Common Drifters Machine



There are seven cars most commonly used for drifting. The first is the AE86 Levin/Trueno (referred to as a Hachi-Roku), because of it's rear wheel drive lay-out and the fact that it's relatively inexpensive it is probably the most common drifting car. The second and third are the Silvia S13 and S14, which come in two different models: the turbocharged K's and the non-turbo Q's. Because of their high horse power and free-revving enginges they are excellent drifting cars. The third is the 180SX, related mechanically to the Silvia, the only difference is in the body style and the fact that is lighter and has a better front/rear balance ratio. The fifth is the FC3S RX-7. I believe that this would be a more popular pick among drifters if it was not as problematic as it is. The Cefiro is another excellent drifting car. It has a powerful RB20DET engine and good handling characteristics. The last is the Laurel which is also powered by the RB20DET. . Another good drifting car is the Skyline GTS-T which you don't see very often. It has a rear wheel drive layout and boasts a 260hp engine. A car you also don't see very often, but is the epitome of a drifting car, is the Sil-Eighty. It is a hybrid of a Silvia and a 180SX, either with a Silvia S13 front end and a 180SX back or the opposite. Because of their rising popularity Nissan started manufacturing the Sil-Eighty last year.

BMW with S2000 Vtec Powerplant

Vids on how a Bimmer with Vtec performed

Mugen R R - The Beast Unleashed Further

The already-impressive R gets the full once-over from Mugen, and the result is the Honda Civic Mugen RR. Designed to be perhaps the ultimate front-engined/front-wheel-drive performance car, the Mugen RR sheds an additional 10kg (22 lbs) off the standard Civic Type R's weight, coming in at 2733 lbs.
In addition to the weight loss, the freer-breathing Mugen RR picks up 15 horsepower over the regular Type R. It's rated at 240 horses at 8,000 rpm and 160 lb-ft at 7,000 rpm. Complementing the added power and and decreased weight are a new bodykit, upgraded brakes all around, a retuned suspension, new wheels and tires, and logo-emblazoned Recaro sport buckets. Availability is limited to 300 cars, all in the Milan Red finish shown, and the pricing in Japan has been set at ¥4,777,500 ($38,750 USD).
Mugen's official website has a video of the car lapping Japan's Tsukuba circuit in 1:06:68, which is worth a look if you're interested in seeing it in action. http://www.mugen-power.com/street/RR/

More Photos here:
http://www.autoblog.com/photos/honda-civic-mugen-rr-jdm//

source : autoblog

Another tuned version for Golf GTi

More than 25 years ago VW introduced the first "pocket rocket" and started a niche market that is now a style statement for many car enthusiasts. The GTI is back and better than ever - more sophisticated - recapturing the essence of the original - a quick, aggressive 3 door with genuine sporty character. We wanted to build a car that let the best of the GTI and the best of the aftermarket kick asphalt!

The H&R Project GTI has something for all. It is subtle, but different. The tone on tone paint difference is not always noticeable, but the power and handling definitely is! The new GTI has an automatic built-in market. The young car guys who built GTI's 25 years ago can't wait to get their hands on this new car. The H&R GTI is the perfect cure for a mid-life crisis.
Who needs a Ferrari to relive their youth - the H&R GTI has it all!



Powertrain/Drivetrain Type & Modifications:
- 2.0l Turbo/DSG autotrans
- Super Sprint turbo back Stainless Steel Exhaust
- Computer Flash GIAC

Chassis Type & Modifications:
- 2 door
- H&R Street Coil Over
- H&R Front Sway bars 26 mm
- H&R Rear Sway bar 24mm
- H&R Trak+ Wheel Spacers
- OZ Ultraleggera Wheels in bright silver finish
- Bridgestone tires RE01R size 225/40R x 18
- Bremo brakes - front 12.5" with drilled rotors

Exterior Modifications:
- Car - two tone paint- reflex silver with lower body Porsche GT silver
- Silver reflective stripe separates the two colors
- Euro Rear bumper, Euro Rear diffusers
- VW accessory front spoiler, Interior Modifications:
- Aluminum interior molding from R32 w/ machined accents
- GTI Leather Seats -Silver two tone color - with "machined" match piping - Head Rests have red GTI style accent
- Door panels - to match seats
- Dash accents matches exterior
- AWE Turbo Boost Gauge in custom pod Pioneer full Audio including:
- AVH-P6800DVD touch screen head unit
- TSD701P coaxial speakers
- TSD601P coaxial speakers
- TS-SW841P Compact Subwoofer
- GM03200T two channel AMP 300 watt
- GM06200T four channel AMP 600 watt
- XM Radio
- Ipod capable
- Custom ICE housing for the subwoofer, Four channel AMP, & the H&R FAST (DO
NOT OPEN)

Source:H&R

TRD'd IST

The oddly-named JDM Toyota ist was formally introduced this week, and as was the case with the Toyota Blade Master, another new arrival in Japan's Toyota stores, a range of TRD accessories was announced very shortly thereafter. They do the job of dressing up the rather bland ist, which is Japan's version of the USDM Scion xD. Naturally, there's a replacement grille, body kit, and new wheels. The look can be further augmented with branded scuff plates, TRD Sportivo suspension parts, and a TRD muffler. Hell, TRD even offers a red engine start button. The US-market Scions have always been pushed as being very customization-friendly, and really, it's no different for the JDM cars. The available accessories do a nice job of dressing things up

Source : Autoblog

Toyota to Resurrect their Exciting RWD

Autoblog.com reported last monday (July 30th) that Toyota is in the process of forming a special committee dedicated to creating interesting cars, mainly because Toyota has no sports cars left in their current line-up. Lexus is of course working on some good stuff, i.e. the IS-F and LF-A, but since the MR2 and Supra, Toyota has only been supplying the non-performance section of the market.
So the time has come for the resurrection of the AE86, a Corolla coupe from the 80's. Japanese car magazine Best Car (Japanese language site) has pried loose some initial specs of the AE86:

under 4m long,
approximately 1,7 m wide,
measuring 1,35m from the ground up,
target weight lies under 1000kg,
will most likely be powered by a 1,5 liter 2NZ-FE engine.

Toyota's new partner, Fuji Heavy Industries (or Subaru to most people) will be supplying the RWD drivetrain.
Like the Scion xD, which is branded as the Toyota ist in Japan, there is a good possiblity that the AE86 might make it to the USA as a new Scion tC, or as an entirely new Scion budget performance car. Toyota is aiming for a 1.5mil Yen (or $12,300 / under 10,000Euro) price tag.

The Physics of Racing

Wanna start auto racing seriously? Or just wanna fulfill your curiousity?
A very good read out and referrence. Read all about it, 'Brian Beckman's The physics of racing':
Part 1 - Weight Transfer
Part 2 - Keeping Your Tyres Stuck to the Ground
Part 3 - Basic Calculations
Part 4 - There Is No Such Thing as Centrifugal Force
Part 5 - Introduction to the Racing Line
More to be add on later...

Variable Turbine Geometry

Variable Turbine Geometry technology is commonly used in turbo diesel engines in recent years. It is primarily used to reduce turbo lag at low engine speed, but it is also used to introduce EGR (Exhaust Gas Recirulation) to reduce emission in diesel engines.

Here, we concentrate on the former advantage.Ordinary turbochargers cannot escape from turbo lag because at low engine rpm the exhaust gas flow is not strong enough to push the turbine quickly.

This problem is especially serious to modern diesel engines, because they tend to use big turbo to compensate for their lack of efficiency. A Variable Geometry Turbocharger is capable to alter the direction of exhaust flow to optimize turbine response. It incorporates many movable vanes in the turbine housing to guide the exhaust flow towards the turbine. An actuator can adjust the angle of these vanes, in turn vary the angle of exhaust flow.


Look at the following illustration:




At low rpm :The vanes are partially closed, reducing the area hence accelerating the exhaust gas towards the turbine. Moreover, the exhaust flow hits the turbine blades at right angle. Both makes the turbine spin faster.

Nice cars..

Few pics in my collection

1. K20a Honda Jazz/Fit
- This tiny little car (weighing approx. less than 1000kgs) is actually a decent 1.5l car with D15B motor. A K20a with its 6-speed tranny has been thrown inside the hood and it is up to you guys to imagine how this baby flies...

2. Top-Fuel CRX Dragster
- Came all the way from the land of the rising sun.

Honda Integra DC2-R

The ride belongs to friend of mine. Honda Integra GSR. Plonked in the legendary B18CR motor, the whole front clip as well as the interior and he get himself a Type-R!