Import Tuner 2010-07 08.pdf

ON TOP 5 OVERHEATING CARS ISTHEYOURS LIST?

P.58

I M P O R T T U N E R . C O M

PROJECT NSX 593 WHP

INSIDE RE–AMEMIYA’S STREET–PREPPED GT–R KILLER

11.4 SECONDS

WE’RE JUST GETTING STARTED. P.16

HOW MUCH HP ARE YOU LOSING WITH A/C? P.30

FORMULA D DIARIES. IT’S BACK. P.40

NISMO 380RS ULTRA-RARE AND TURBOCHARGED SUPER-CLEAN EAST COAST EVO IX

MARIE KIM $5.99 U.S. / $6.99 CAN / AUGUST 2010

CONTENTS

AUGUST2010

COVER SHOOT PHOTO: CARTER JUNG STYLING: MACK PHOLSINA MAKE UP: TONY RIVERO

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THE USUALS 06 INITIAL TIMING IT ALL STARTS HERE

’06 EVO IX MR

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FORMULA D DIARIES

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NISMO RARELADY Z

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UNDER THE HOOD

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GOING POSTAL

INSIDE THE INDUSTRY

DRIFTERS IN THEIR OWN WORDS

RUN WITH THE DEVIL

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MODEL

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QUESTION IT

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WIDGETS

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POWER GEAR

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AUDIO GEAR

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LONGSHOTS

ERIC HSU FIXES WHAT YOU BROKE

MARIE KIM

TECH 30 FACT OR FICTION

DAMN, THESE ARE DOPE FOR YOUR RIDE

DOES A CAR’S ELECTRICAL SYSTEM HURT POWER?

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TOP FIVE OVERHEATING RIDES

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POWER PAGES

FOR YOUR EYES AND EARS

AND WHAT YOU CAN DO TO KEEP THEM ALIVE ’05 HONDA S2000

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FOUR ONE ONE YOU FOUND OUT FIRST

RE-AMEMIYA FD3S RX-7

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#137

PRODUCTION/DISTRIBUTION/INFILTRATION

YOU SHOOT US, WE SHOOT BACK

’07 NISSAN FAIRLADY Z TYPE 380RS

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FEATURES 34 DAMAGED DAILY

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DO YOU HAVE WHAT IT TAKES?

IMPORT TUNER (ISSN#1528-0845) VOL. 13 NO. 08 IS PUBLISHED MONTHLY BY SOURCE INTERLINK MEDIA, LLC., 261 MADISON AVENUE, 5TH FLOOR, NEW YORK, NY 10016. FOR SUBSCRIPTIONS, ADDRESS CHANGES AND ADJUSTMENTS WRITE TO: IMPORT TUNER P.O. BOX 420235 PALM COAST, FLORIDA 32142-0235. SUBSCRIPTIONS: U.S. AND U.S. POSSESSIONS $29.97 FOR 12 ISSUES (1 YEAR). CANADIAN ADD $12.00 POSTAGE (INCLUDES GST) AND ALL OTHER COUNTRIES ADD $24.00. PAYMENT IN U.S. FUNDS ONLY. ALLOW 6-8 WEEKS FOR DELIVERY OF FIRST ISSUE. COPYRIGHT © 2010 SOURCE INTERLINK MAGAZINES, LLC. ALL RIGHTS RESERVED. THIS MAGAZINE IS PURCHASED BY THE BUYER WITH THE UNDERSTANDING THAT THE INFORMATION PRESENTED IS FROM VARIOUS SOURCES FROM WHICH THERE CAN BE NO WARRANTY OR RESPONSIBILITY BY SOURCE INTERLINK MEDIA, LLC. OR THE PUBLISHER AS TO LEGALITY, COMPLETENESS AND ACCURACY. PERIODICALS POSTAGE PAID AT NEW YORK, NY AND AT ADDITIONAL MAILING OFFICES. CANADA PUBLICATIONS MAIL AGREEMENT NO. 40612608 AND GST NO. 129791596RT0001. RETURN UNDELIVERABLE CANADIAN ADDRESSES TO BLEUCHIP INTERNATIONAL, P.O. BOX 25542, LONDON, ON N6C 6B2 CANADA. POSTMASTER: PLEASE SEND ADDRESS CHANGES TO IMPORT TUNER, P.O. BOX 420235, PALM COAST, FL 32142-0235

YOUR OIL PROTECTS YOUR ENGINE

BUT WHAT’S PROTECTING

YOUR OIL? 3X ENGINE PROTECTION*

FRAM® EXTRA GUARD® DELIVERS 3 TIMES THE ENGINE PROTECTION BASED ON THE AVERAGE OF LEADING ECONOMY FILTERS.* When your oil breaks down, damaging dirt and particles can threaten the life of your engine. A FRAM Extra Guard oil filter delivers advanced engine protection with specially blended glass and cellulose filter media. FRAM Extra Guard traps 95% of dirt and harmful particles, and holds them until your next recommended oil change. Don’t cut corners — go with FRAM. To learn more about advanced engine protection, go to fram.com.

*Based on testing of models equivalent to PH8A 3387A and 6607 under ISO 4548-12 for particles > 20 microns. Engine protection is the measure of a filter’s ability to not just trap dirt, but hold it for the life of the filter.

© 2010 Honeywell International Inc. Printed in the U.S.A.

THE DIRT STOPS HERETM

INITIALTIMING

AUGUST 2010 ISSUE #137

[email protected] FOR FEATURE CARS [email protected] FOR ASPIRING MODELS

NEW YORK MINUTE Working in publishing, there are slow days between deadlines and there are crazy ones. While more latter than former, when announcements were made that Scion was dropping the new iQ and tC at the New York International Auto Show, a last minute redeye flight and hotel booking later resulted in one of the longest days in recent memory: 12:01 a.m. (Times are all Eastern Standard): After standing in a check-in line so long that it extends out of the terminal, twenty five minutes have passed and I’m still not even in the building. My flight leaves in 39 minutes and I have to check in two bags of camera and lighting gear, not to mention lug around my two carry-ons.

2:34 a.m.: Still awake. This really sucks.

12:06 a.m.: I receive text from Eddie: “At bar by our gate. Where u at?”

7:22 a.m.: Everyone gathers their luggage— even my extremely late bags made it—and we make our way to limo service. It’s mother f’in cold. Weather report last night said mid-50 degrees with some rain. Feels much colder. Should’ve packed heavier.

12:07 a.m.: I text back: “In line. Not looking good.” 12:10 a.m.: A host from Delta asks me whether I’m on the JFK-bound flight and

whisks me to the front of the line. He makes magic happen but the lady at the desk asks for $60 to check in two bags. Freaking airlines. Correction: $150. Stupid Pelican case is overweight, tacking on an extra $90 in fees. Should’ve flown United where I have Premier status. 12:25 a.m.: Make it through security and meet up with my boys Eddie and Gordon. Flustered and sweaty, I find out our flight’s delayed. Good thing I ran like a Kenyan through the terminal. On the bright side, at least now we have time for shots at the bar. 1:15 a.m.: In plane, tired and about to take off. Seated in the dreaded “bitch” middle seat, I try to sleep to make it through the rest of the day. 1:16 a.m.: ZzzZzz 1:59 a.m.: Stupid window passenger needs to pee and decides she needs to smack my right thigh to wake me up. 2:12 a.m.: Thanks to Ms. Window Seat, I’m still up. Exhausted, but can’t sleep. This sucks.

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4:01 a.m.: Sucks times infinity. 6:10 a.m.: We land and get off the plane. I slept an additional 45 minutes, tops. Today is going to hurt.

8:10 a.m.: Our driver gets pulled over by the

NYPD. Apparently, he wasn’t supposed to go straight at the previous light. 8:25 a.m.: I call my hotel room to see if I can check in. It isn’t going to be ready for a few more hours, so we check into Gordon’s hotel, the W in Times Square. Baller. From his view in the 31st floor, I can see the temperature displayed in LED lights on an adjacent building: 34 degrees Fahrenheit. Weather.com was off by 16 and now Manhattan is in for a treat: pert Asian man-nipples. 9:15 a.m.: We’re at the restaurant at the bottom of the hotel and I order an omelet. It comes out and I ask the waiter for Tapatio or Cholula hot sauce. He asks where I’m from. I reply L.A. He retorts that he knew it. Confused, I ask why. He says only people from California and Texas ask for those brands of hot sauce. Eddie and I concoct an East Coast hot sauce distribution idea. [Note to non-Cali and Texan residents: must find Tapatio or Cholula. Tabasco is so 1800s] 9:52 a.m.: Gordon, Eddie, and I take turns defiling the bathroom. Luckily for us and our olfactory nerves, Gordon brought matches.

10:42 a.m.: I call the Sheraton again to see if my room is ready. It is. Gordon has to take off for a meeting at his office, so Eddie and I hop in a cab and head to my hotel. 10:59 a.m.: Holy crap! The Sheraton is more crowded than Times Square! It’s practically a fire hazard. Check-in line, thankfully, is short. 11:45 a.m.: After unpacking and sorting through my camera gear, not only do I find my ring flash cracked in four places, but with all the freezing rain in the morning when getting out of the limo at the W, I realize I left a bag full of stands and tripods behind. Crap! Eddie finds the number and I make contact. The driver is out with a client but will call later in the afternoon. 12:35 p.m.: Eddie and I meet up with Gordon and his coworkers for lunch. They’re a great group of guys. 1:42 p.m.: Eddie, Gordon, and I are in a cab on the way to PM Models’ office to meet with the

two models I’m supposed to shoot this Friday. Think interview, only hot chicks. I get a phone call on my cell. It’s the limo driver who is now in front of the W hotel. I tell him we already left and ask if he can meet us at the PM office in ten minutes. We synchronize watches. 1:52 p.m.: We get to the office just as the limo driver pulls up. He gives me my bag and I give him two twenties for his effort. 1:58 p.m.: In the office and talking to Kim and her models: Melanie, Marie, Bess, and Mack, the fashion stylist. With all the running around and lack of sleep I can’t remember three-fourths of the conversation, but we prep for the video interview with Melanie tomorrow with the new Scions, and discuss wardrobe options for the photoshoot on Friday.

the next day. Instead, we walk the show and shake hands with some of the PR people. 3:55 p.m.: Gordon built a sick IS C for Lexus’ booth. It needs some finishing touches and Eddie and I help. 9:46 p.m.: After going back to our hotel rooms to freshen up, we meet up with Ray— an old friend of Gordon and Eddie—at the bar inside the W hotel. Two drinks later, we’re in a cab heading to Lexus’ reception. 9:56 p.m.: Late, the bouncer at the door is holding the line. Gordon manages to convince the bouncer that he’s talent (Jackie Chan’s stunt double?) and all three of us get in. Sarah Silverman is on a makeshift stage debating “green” stuff. Strange. Not so strange is the open Patron bar. Shots! 10:26 p.m.: After realizing we skipped the meal portion of the evening and went straight to a liquid dessert, we hit up Carnegie Deli for a late dinner. Langer’s here in L.A. owns

Carnegie, hard. Two days later I would find that Katz’s Deli pwns all. 11:46 p.m.: Stomach insulated, we head back to my Sheraton a block south and hit up the bar. Tipsy, I order a round of Jamison shots and tell the bartender it’s Ray’s birthday, a complete fib that only I find hilarious. The bartender brings the drinks, wishes Ray a happy birthday and says it’s on the house. Feeling guilty, I drop a twenty. 11:57 p.m.: I get a text from Kim: “What r u guys doing?” I reply: “Not much.” 11:59 p.m.: Kim texts: “Want to all meet up?” I reply: “Sure.” The end. For you guys, at least.

2:32 p.m.: In a cab heading to Jacob K. Javits Convention Center, the venue for the New York International Auto Show. 2:48 p.m.: Walk to Scion booth only to find out the iQ and tC are under wraps until the reveal the next day. Crap, I was hoping to find some info to think of stuff to talk about

EDITOR CARTER JUNG

[email protected] facebook.com/carterjung

Tame the Road

Awaken your passion for the open road. When you’d rather take the road less traveled, there is nothing Hankook tires can’t handle. Now who’s in control? © 2010 Hankook Tire America Corp.

1450 Valley Road, Wayne, NJ 07470

1-800-HANKOOK

UNDERTHEHOOD

INSIDE THE INDUSTRY

CARB EXECUTIVE ORDERS UNDER FIRE

Fix-it tickets, hefty fines, and even getting your car impounded seem to be a common trend for many of us in the import world. How about racial profiling? We won’t even go there. California legislators have their heads so far up their asses that the faintest sound other than an OEM exhaust hum puts them in an all-out scramble to concoct questionable emissions rules. For an exhaust to be CARB legal, the law states it must emit less than 95db in the state of CA, but according to police officers who put themselves above us and the law, any aftermarket muffler is illegal if the cop says it is. Period. California has the strictest emissions laws, so if it’s legal anywhere else in the nation, chances are it’s illegal in California. If it’s shiny, has a big exhaust tip, and looks nicer than the OEM unit, it’s just a matter of time before a cop pulls you over and harasses you as if you just committed murder. Shouldn’t they be using our tax dollars to be arresting the real felons or suspects intent on causing harm to others? Last week I was pulled over by local police as I was minding my own business cruising to work. Just as I passed the black-and-white I looked into my rearview mirror and noticed the cop come to an abrupt stop, peel out, and spin the car 180 degrees in one swoop to pull up beside me. I caught a glimpse of his beady eyes scoping out the WRX as he trailed me for more than two miles before finally firing up his lights and sirens. I pulled over and asked him what the problem was, careful not to make any sudden moves and become a statistic on the front pages of the LA Times. “Your white car with its black trunk (carbon fiber, dumbass) looks like a cop car so I pulled you over,” snarled the cop. I was thinking, “WTF is that lame excuse?” Long story short, he pressed me for more than five minutes on how my car wasn’t factory turbocharged and how the A/N fittings in the engine bay were in direct violation of emissions codes, then threatened to impound my vehicle. I sat on the curb like a criminal for over 30 minutes while the cop and his rookie sidekick went over my car with a fine-tooth comb. In the end he fined me for a questionable modified exhaust ticket which required a visit to the referee station to dismiss. In the end I wasted time attending court, paying a hefty fine, and visiting the referee station, which certified the exhaust as legal for the street. Was it worth it in the end? You bet it was. If I ever cross paths with that cop again I’ll nonchalantly hand him my state referee certification and tell him better luck next time.

SENIOR EDITOR SCOTT TSUNEISHI

[email protected]

LIVING

RIDING SHOTGUN WITH THE EDITORS

’96 NISSAN 240SX SE Normally, this section is where we talk about new stuff we’ve purchased for our project cars or progression thereof, but in this case, it’s the exact opposite. After two-plus years of fallowing on public streets, depreciating the neighbors’ property value, I’ve finally gotten rid of my S14. Originally purchased as my “track” project car, the only track it’s seen is that of cobwebs and paw prints. Now, in the hands of Elliott “Mr. Super Lap” Moran, the project will continue (more like start) and hopefully the Nissan will see the light of (track) day. The plot thickens: Vanessa Lam, our new web girl with loads of circuit experience, also rocks a modified S14. Look for a showdown, soon. EDITOR CARTER JUNG

HAPPY BIRTHDAY TO ME! A few weeks ago, my significant other surprised me with a 26-gallon air compressor as a birthday present. Having a girlfriend who’s as passionate about cars as me rocks! Rated at 160psi, the 26-gallon Craftsman air compressor was a major upgrade from my previous 20-year-old hand-me down, but even the new unit was missing one important item every air compressor should use—an inline air filter. When compressing air, a concentration of particles and moisture increases, creating an abrasive mixture that can cause air-tools to malfunction and paint guns to emit contaminating water droplets. A quick run to the local Sears and I had a heavy duty air-line filter and fittings to finagle onto the compressor. SENIOR EDITOR SCOTT TSUNEISHI

’94 ACURA INTEGRA As the Miata remains jack-st(r)anded in my driveway, awaiting major driveline modification, I promised myself I’d leave the DC2 alone so I wouldn’t miss work on account of owning two down project cars. That was before Kevin from Buddyclub shipped me these new billet P-1 rear lower control arms. Saving weight, boasting urethane bushings and severely upping the raceprepped “bling” factor, I just had to call in sick one morning and put them on. What can I say—I’m serious about my commute! TECH EDITOR LUKE MUNNELL

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So what if you took millions of years to form. You’re just a rock. A silly, useless rock. And we don’t like you.

that’s funny, don’t you? It’s not. Chips, dents and dings are never funny. We can only hope that one day, some

We especially don’t like you on our roads.

little girl finds you, paints you purple, sticks

In full-on attack mode. Poised and waiting to

little googly eyes on you and names you Sally.

kamikaze yourself onto our cars. You think

That would be such sweet justice.

EDITORIAL Editor Technical Editor Senior Editor Managing Editor Staff Photographer

Carter Jung Luke Munnell Scott Tsuneishi Drew Farrington Henry Z. DeKuyper

CONTRIBUTORS Stephen Rhim Eric Hsu RC Faderoga Colin Ryan Scott Kanemura Scott Steinberg Chris Jue Devin Lefevere Eric Tong Brendan Moran Andy Hope Jon Domingo Jeff Creech Odessy Barbu Tatsunori Tsuchida Sean Crawford Matthieu Lambert Steve Chung Kenta Ogawara Tomoya Watanabe Eric Kieu Dino Dalle Carbonare

DIGITAL/MARKETING/EVENTS Sr. Events Manager Elliott Moran 310/531-9185 [email protected] NATIONAL SALES OFFICES New York Office 212/915-4000 Los Angeles Office 310/531-9900 Detroit Office 248/594-5999 Chicago Office 321/396-0600 Texas Office 214/904-9811 Florida Office 813/675-3500

ART DIRECTION AND DESIGN Art Director Gene Coo THE PERFORMANCE AUTOMOTIVE GROUP ON THE WEB www.europeancarweb.com www.importtuner.com www.hondatuningmagazine.com www.eurotuner.com www.superstreetonline.com www.modified.com SUBSCRIBER SERVICES [email protected] call: 800/876-9414 international: 386/447-6385 Or write to: Import Tuner P.O. Box 420235 Palm Coast, FL 32142-0235 Please include your name, address, and phone number on any inquiries

ADVERTISING Group Publisher Maria Jamison 949/705-3149 [email protected] Advertising Operations Coordinator Melinda Villegas 949/705-3357 [email protected] Sr. Account Manager Glenda Elam 626/695-5950 [email protected] Account Managers Greg Yamamoto 310/531-9892 [email protected] Derrick Yee 949/705-3182 [email protected] Willie Yee 310/531-9182 [email protected] Operations Assistant Jennifer Gonzalez 949/705-3145 [email protected]

PERFORMANCE AUTOMOTIVE GROUP SVP, Group Publisher Doug Evans VP, Group Publisher Howard C. Lim VP, Sales & Sales Operations Warren Kosikov Group Editorial Director Jason Mulroney Group Art Director Ti Tong Group Operations Director Amy Diamond Senior Operations Director Pauline Atwood

SOURCE INTERLINK MEDIA, LLC. Chief Operating Officer Chris Argentieri SVP, Chief Creative Officer Alan Alpanian SVP, Chief Revenue & Marketing Officer Brad Gerber SVP, Business Development Jacqueline Blum SVP, Manufacturing & Production Kevin Mullan VP, Finance Colleen Artell

OFFICERS OF SOURCE INTERLINK COMPANIES, INC. Chairman Gregory Mays Chief Executive Officer Michael Sullivan President & Chief Operating Officer James R. Gillis President, Source Interlink Distribution Alan Tuchman Chief Financial Officer Marc Fierman Chief Legal Officer Cynthia L. Beauchamp

DIGITAL Chief Technology Officer, Digital Media Raghu Bala SVP, Digital Marketing Craig Buccola SVP, Digital Product Development Todd Busby SVP, Digital Product Development Binh Tran VP, Digital Product Development Dan Hong CONSUMER MARKETING, SOURCE INTERLINK MEDIA, LLC. SVP, Single Copy Rich Baron CONSUMER MARKETING, ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC. VP, Consumer Marketing Tom Slater VP, Retention & Operations Fulfillment Donald T. Robinson lll

Copyright© 2010 by Source Interlink Magazines, LLC. All Rights Reserved. ADVERTISING INFORMATION. Please call IMPORT TUNER MAGAZINE Advertising Department, 949/705-3100. Related publications: Classic Trucks, European Car, 4-Wheel Drive & Sport Utility, High Performance Pontiac, GM High Tech Performance, Hot Bike, Hot Rod, Lowrider, Lowrider Arte, Lowrider Girls, Mini Truckin’, Muscle Mustangs & Fast Fords, Off-Road, Popular Hot Rodding, Street Rodder, Super Chevy, Surfing, Truckin’, Vette, and other specialty magazines. REPRINTS. Contact Wright’s Media @ 877.652.5295 (281.419.5725 outside the U.S. and Canada) to purchase quality custom reprints or e-prints of articles appearing in this publication. To order back issues, log onto www.simbackissues.com, or write to Source Interlink Media Back Issues, 2900 Amber Lane, Corona, CA 92882. Cost: $7 each, plus $3 shipping and handling. Please specify which magazine and issue date. If this is not specified, your check/money order will be returned to you. Allow 3 to 4 weeks for delivery. Editorial contributions are welcomed but editors recommend that contributors query first. Contribution must be accompanied by return postage and we assume no responsibility for loss or damage thereto. Manuscripts must be typewritten on white paper, and all photographs must be accompanied by captions. Photo model releases are required of all persons in photos. Import Tuner reserves the right to use material at its discretion, and we reserve the right to edit material to meet our requirements. Upon publication, payment will be made at our current rate, and said payment will cover the author’s and contributor’s rights of the contribution. Contributor’s act of mailing contribution shall constitute and express warranty that the material is original, and does not infringe on the rights of others. Mail contributions to: Import Tuner, 1733 Alton Parkway, Irvine, CA 92606. This magazine is purchased, by the buyer, with the understanding that the information is from various sources from which there can be no warranty or responsibility by Source Interlink Companies or the publisher as to the legality, completeness and accuracy of said content. Occasionally, our subscriber list is made available to reputable firms offering goods and services that we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and note requesting to be excluded from these promotions to Source Interlink Media, LLC., 831 S. Douglas St., El Segundo, CA 90245, Attn: Privacy Coordinator. Any submissions or contributions from readers shall be subject to and governed by Source Interlink Media’s User Content Submission Terms and Conditions, which are posted at http://privacy.sourceinterlinkmedia.com/submissions.html.

PENCILY SANCHEZ Hey guys, whatzup? I’m Carlos, from Dominican Republic, and I like rides a lot. I have lots of drawings on my blog site that I want you all to check out, if you have a li’l moment to do so. Thanks! http://csdesignrd.blogspot.com -Carlos Sanchez, Santo Domingo, Dominican Republic

BIG DOGG Hi, I love imports and was wondering how I can get my car in your magazine—Reader’s Rides or even a front cover picture. It’s fully custom, so I think it’s time to go big-dogg status. Please let me know. -Kevin via [email protected]

At first we were going to ignore this one and hope it would go away . . . but then: Hi, I was just wondering what was going on. I sent pictures of my ride to you guys a few weeks ago, to try to get it in the magazine. I didn’t get any feedback or anything. I was just wondering if it was going to get in the mag or not (it was the black and purple Civic). -Kevin via [email protected]

Looks like Kevin’s not quitting until he gets feedback. Rather than send him ours (and in all likelihood, lose a reader), we’re going to run your feedback to Kevin in a future issue. What do you think? Hot, or definitely not?

GO IMPORT TUNER! There’s a lot I want to say about your magazine, like how great Power Pages, Formula D Diaries, Fact or Fiction, and the model interviews are, but I don’t think I need to boost your ego any more than I just did. So, I’ll just say you guys have a great magazine that I love. P.S. Formula D 2010 – GO DAI!! -Mario Garcia via [email protected]

Thanks, Mario! We’d retort with a comment about how awesome our readership is, but we’d rather not boost your egos anymore than printing your letters already does. Thanks for reading! Oh, and BTW: Flip to page 40 for the return of Formula D Diaries! 12

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Not bad at all. We’re a little sore that there’s some Euro trash serving as the banner (no matter how nice the rendering may be), but we’d be willing to overlook that fact if you could send us an original piece . . . maybe of a past Import Tuner feature vehicle? Autographed to the 2NR Staff? Yes??

DOWN WITH SUCCESS! Hey guys, I was wondering if you could settle something that’s been bugging me: Volk wheels are the shit, right? I mean, 90 percent of the cars you feature are rocking RE30s or TE37s. They’re sweet-looking wheels—I get that—but isn’t the point of this scene to have a ride that’s unique? In my opinion, Volk should be hit with an anti-trust suit. This is ridiculous. -John, Rochester, NY

So let us get this straight. You: 1. Have it in for Volk wheels for the simple fact that they’re popular, 2. Feel their success at making a quality product somehow violates the tenants of our free market society, 3. Feel import tuning culture exists solely out of a collective urge to be different (with no regard for function or performance), 4. Understand that Volks look “sweet”, but fail to see the benefits of rigidity, light weight, and increased cooling their original designs bring, and the extensive R&D that goes into creating what so many others strive only to copy. John, the nicest thing we can think to say to you in this situation is: Keep reading Import Tuner.

YOU FOUND OUT FIRST

’11 Scion tC At long last, Scion introduced a completely refreshed tC, now equipped with a larger 2.5L engine capable of 180 hp and 173 lb-ft of torque— an improvement of 19 hp and 11 lb-ft. Despite the increase in power, the new tC will see an improvement in fuel efficiency, a trait most likely attributed to its new six-speed manual and auto transmissions. What hasn’t changed is the tC’s signature panoramic moon roof, but the car will now come with 18-inch alloy wheels, massive 16-inch brakes, tuned audio, supportive seats, a sport-tuned suspension, electric steering, and a flat-bottom steering wheel—perfect features for a car that boasts the industry’s youngest average buyer age.

’11 Scion tC Five Axis Concept

2010 NEW YORK

What Scion debut would be complete without a wild concept version from Five Axis? This is Five Axis visionary Troy Sumitomo’s wide body take on the new tC, complete with the Five Axis wheel and matte tail lamp treatment. His influence? The Samurai warrior. Check out his interview on importtuner.com for more.

INTERNATIONAL AUTO SHOW The world’s OEs debuted some of their latest and greatest in New York; here’s our pick of future showroom faves:

’11 Subaru WRX STI Sedan In an “oh-no-you-didn’t” NYIAS moment, Subaru dropped a four-door sedan version of the STI, adding a trunk-popping option to the hatchback. Power output is unchanged, but thanks to the return of the wing, coefficient of drag is cut to 0.35, down from the hatchback’s 0.37, improving stability and top speed. Both the sedan and hatch will see an upgrade in suspension with slightly stiffer bushings, thicker stabilizer bars, stiffer spring rates, and lower ride height, quelling naysayers who claim the GR-chassis STI lost some its edge over the GD-predecessor.

Lexus CT 200h

’11 Mitsubishi Outlander Sport

Making its North American debut was Lexus’ hybrid 1.8L four-cylinder CT 200h. The somewhat sporty compact wagon will feature a CVT transmission with four modes: EV, ECO, Normal, and Sport.

The House of M displayed its all new crossover for the urban market. A shrunken version of the Outlander, the Outlander Sport is said to have a 148hp 2.0L fourcylinder paired to a CVT trans.

’11 Nissan Juke While styling of the new crossover might be dividing, what the Juke has unequivocally going for it is its new motor: a 1.6L direct-injected four-cylinder that’s—gasp—turbocharged! Capable of 180-plus hp and 170-plus lb-ft of torque, we Americans may have been shafted of the turbo I-4 SR20DET in the past, but let’s hope this time around we don’t get Juke’d. 14

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’11 Scion iQ Available in Japan under the Toyota brand, the iQ will be the fourth addition to the Scion family and will be the baby of the group—both figuratively and literally. Standing at 59.1 inches tall, 66.1 inches wide, and 120.1 inches in overall length, the iQ is slightly bigger than the Smart Fortwo, but has rear seating enough for two [watch video at importtuner.com]. Stuffed with a 90hp 1.3L four-banger and CVT transmission (Scion: manual trans, please), mpg will be in the high 30s. And if you’re wondering whether the diminutive Scion will be safe, it comes with stability and traction control (not like our readers will need it), ABS, and 10 airbags standard, including the first-ever rear window air curtain. Like all Scions, the iQ comes wellappointed with 50/50 flat-folding seats and six-speaker audio.

’11 Scion iQ Five Axis Concept This tiny titanium-tunedcreation from Five Axis proves big things can come in small packages. Similar to their take on the tC, Five Axis wrapped the sheet metal with a one-off widebody kit, added wheels, and a host of TRD parts.

TO SEE WHAT AN IMPORT MODEL THINKS OF THE NEW SCIONS, CHECK OUT EXCLUSIVE VIDEO ON IMPORTTUNER.COM

MAX OUT YOUR ADRENALINE SUPPLY. IT’S MORE THAN JUST OIL. IT’S LIQUID ENGINEERING.

®

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Have you ever been burned? Not physically burned, but more along the lines of Murphy’s Law, where despite your best efforts, something completely unforeseen went wrong and ruined your whole game? Maybe it was when you spent months studying for an exam, days preparing for it, only to sleep through it because a power outage took out your alarm clock the night before. Maybe it happens when you visit the DMV with all your papers in order, carrying cash and a debit card, but lacking the one form of payment they actually accept: a personal check (it’s 2010—will they ever get with the program?). Even worse, if you’re like us, you somehow always manage to go on that one Friday of the month they’re closed. Kind of like going to the bank after 5. Or on weekends. Yes, we’ve been burned quite a few times. But none in recent memory have stung as bad as last year’s Castrol Syntec Top Car Challenge (think of it as America’s Next Top Model, but with cars instead of models, and drag strips, road courses, dynos, etc. instead of the catwalk), when, in a field of seven cars backed by your favorite tuning magazines (Super Street, Modified, Honda Tuning, eurotuner, Lowrider, and 5.0 Mustangs), the 510whp, 11.54-second, 1:53.620 (Buttonwillow CCW13 lap time) EVO X we competed wasn’t awarded points in three categories of the competition due to a “technicality”, placing us in Fifth, overall. The past, they say, is the past, so we’ll leave it there. The truth is that even if things had gone our way, we were still pretty far off taking out the 688whp, 10.45-sec winning EVO IX of AMS owner Martin

Musial. Everyone was. And as much as that knowledge soothes the pain of defeat, we’re truly bummed that winning last year’s event makes Martin’s EVO ineligible for competition this year. We were really looking forward to taking it out with the NSX we’re backing this time around. Jim Cozzolino’s NSX, that is. Hailing from Phoenix, AZ, a retired career racer, it seems that after a lifetime of owning/racing nine Porsches, two Ferraris, two Lambos, three Panteras, and a handful of formula Fords as a pastime (one that’s earned him the role of NASA instructor in his region), Jim turned to tuning imports for something more “competitive.” This is Jim’s third NSX and boasts 700+whp, 10-second 1/4 mile capability, hella fast lap times, and trap speeds, braking performance, etc. to match. He’s owned and tuned it for three years, and has taken it to the track nearly every weekend. He knows every inch of his car, and having driven it every mile of the way (including on the streets to and from the track), it’s a safe bet he knows how to drive it better than anyone, too. We’ll save the full technical specs for a future issue, but make sure to check out the official Top Car Challenge website (given above) for exclusive video driver interviews, build progress, rules, and a list of contenders. Log on, too, for your chance to win $10K from Castrol Syntec by voting for us to win. We’ve seen the competition, and the only reason we won’t come right out and promise we have this one in the bag is because it wouldn’t be polite. That, and with a champ in our garage and a winning battle plan on our table, the only thing we’ve got left to worry about is Karma burning us again. www.SyntecTopCarChallenge.com

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411

YOU FOUND OUT FIRST

XDC DRIFT/REMIX, LOS ANGELES

THE

ORIGINAL THE BEST PROTECT ENGINE PARTS= EXTEND LIFE Thermo Sleeve Battery Wrap Heat Shield Starter Heat Shield Aluminized Heat Barrier

WWWTHERMOTECCOMs   Call for a free catalog or a distributor near you. 18

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In the not-quite-pro drift leagues, XDC/ Remix recently threw down their debut event at Los Angeles’ Toyota Speedway at Irwindale—AKA the “House of Drift”—and let’s just say it went off miles better than some had anticipated. In the wake of NOPI Drift’s foreclosure and D1GP USA’s problematic 2009 season, amateur-league drifting was left without a national representation until XDC picked up the reigns (along with XDC piggyback show series Remix, in the absence of HIN’s seasonopening L.A. presence). Adopting organizational and judging strategies from Formula D and D1GP Japan, and after searching high and low for talented amateur competitors, XDC’s official emergence was as exciting, in good ways, as anyone could’ve hoped for. Top 16 tandem competition looked near-pro, with vets like Alex Pfeiffer, Forrest Wang, Quoc Ly, Jeff Jones, Chelsea Denofa, and Dave Briggs qualifying. And come final-round competition with Dave Briggs besting Quoc Ly, we were experiencing some serious déjà vu of previous years’ FD Finals! As for the Remix show gala— check importtuner.com for full coverage of hotties, imports, DJs, vendors, etc., etc., etc., www.xtremedriftcircuit.com

DIAGNOSING A COOLING PROBLEM If the sweet aroma of radiator coolant fills your nostrils every time you drive, it’s likely your cooling system has sprung a leak. Pressure testing the cooling system is a simple process to determine where a leak is located, and is done by attaching a cooling system pressure tester in place of the radiator cap. After installing the gauge, pump the system to 15 to 20 pounds of pressure (or more if indicated by the radiator cap), and begin to look (and listen) for leaks in the system. If the pressure drops more than a couple of pounds in two minutes, there is likely a leak. Because there is often more than one leak in the system, it is necessary to continue pressure testing and fixing leaks until the system holds pressure. Common trouble spots include hoses, water pumps, heater cores, where inlet and outlet fittings connect to end tanks, where the radiator support brackets attach to the radiator, or—in the worst case—around cylinders from a blown head gasket (check for water/coolant in the engine oil to diagnose this one).

411

HELLAFLUSH 4 . . . AND 5?

Fitsters Fatlace have been busy recently, throwing the fourth iteration of their now-famous Hellaflush meet in Hawaii, just before taking over the show portion of Formula D’s Round 1: Streets of Long Beach festivities. Whereas SoCal’s growing old-school, race-prepped, and/or rough-aroundthe-edges-and-proud-of-it rides dominated Long Beach pavement, Hawaii tuners repped the VIP style hard, as everything from traditional bigbody Lexus and Infiniti sedans to slammed/lux’d 240SXs, EVOs, and xBs made the show en masse, despite periods of torrential downpours and sweat lodge humidity. After attending each event, we’re not sure which we like more: Old-school Toyota wagons courtesy of SoCal’s P.J. Bonafacio and co., or the ultra-clean whips of Hawaii’s Revision Audio . . . or both scenes’ ratted-out Roadsters! www.fatlace.com/hellaflush

HONDA DAY AT ATCO, NJ

Just weeks after all the SoCal/oceanic craziness put on by the HF/XDC crews, our boys at V Race Works, Import DPS, Yosolo Racing, and Drag Cartel held yet another of their annual Hondaday celebrations at Atco Raceway, this year with a 14-class judged show event, nearly every category of drag racing imaginable, and all the East Coast craziness you’ll have to visit importtuner.com to see. www.hondaday.com

EVENT CALENDER 06.18 06.19 06.24 06.25 06.26-27 07.02-03 07.08 07.09-10 07.11 07.16-18 07.18

MIR Midnight Madness, MD XDC, WV Atco Import Nights, NJ Club Loose: Wrecked Moves, E-town, NJ E-town Summer Slam ADRL, KS Atco Import Nights Formula D/Remix, WA Import Face-off, MD Atco Pan-Am Nationals IFO, CO; Spocom, Long Beach, CA

QUESTION

FIXING WHAT YOU BROKE

ERIC HSU FACTS: Who is Eric Hsu, and what is he doing answering your tech questions? Most of you will be familiar with the HKS CT230R time-attack EVO VIII, and its standing Buttonwillow lap record of a 1:43.523, clocked at Super Lap Battle Finals in ’07, which the likes of Tomei/Voltex, Cobb, AMS, and FX Motorsports have been unable to beat. Well, Sierra Sierra’s infamous EVO VIII, stuffed with Cosworth schwag and tuned in part by Eric Hsu, recently ran an “unofficial” lap time of 1:42. around Buttonwillow, in the practice session of an unrelated event. It’s a safe bet he knows how to answer that question you have about Civic engine swaps. [email protected] ERIC HSU WWW.BEYONDTHEDYNO.COM/BLOGS/ERIC

HUNGRY FOR HORSEPOWER

I own an ’06 Subaru Impreza 2.5i, but recently I’ve been considering trading it in for an ’05 WRX. Before I do so, I was wondering if there are any upgrade parts for the 2.5i that will add horsepower that might persuade me to reconsider? -Demetrius Rosa Lansdale, PA

Bolt-on components like exhausts, intakes, etc. have potential to make some horsepower, but there’s nothing like a turbo. Don’t mess around with your naturally aspirated Impreza. Trade up to a turbocharged WRX and just get straight to the point.

DRIVE-BY-WIRE ADVANTAGE

I currently own an ’04 Honda S2000 and can’t figure out why Honda decided to update the car to a drive-by-wire (DBW) system in ’06. I previously owned an ’07 GTI which used a DBW system, and despised the horrible delay when stabbing the accelerator. I know there are a few aftermarket companies offering support for DBW systems to improve throttle response time, but I’m more interested in the actual benefits. -Jon Wolek via importtuner.com

From an OEM standpoint, the benefits of using a DBW system are decreased cost and build time, due to the reduced number of components used. There’s no throttle cable or throttle linkage, and factory workers don’t need to install a cable through the firewall on the production line, or adjust the throttle cable, pedal, and linkage—all of which helps speed up production. Another added benefit, from the OE standpoint, is that the throttle can constantly be adjusted by the ECU so that the car will not require service adjustments at the dealership. From a tuning standpoint, a DBW throttle has zero benefits with an un-tunable stock ECU, but with a powerful stand-alone ECU, like a Motec M400 or Pectel SQ6, a tuner has complete control over the throttle and can tune it to provide better drivability, increased traction, and reduced boost lag on a turbo engine. You may hate it now, but if that project car of yours ever gets really serious, you may learn to love it. 22

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SHAKE, RATTLE, AND ROLL

I own a ’95 240SX with an SR20DET swap that sits at home while I serve in Iraq. The car currently has a Greddy intercooler, Blitz intake, HKS SSQV blow-off valve, Circuit Sports three-inch exhaust elbow, and Greddy Ti-C three-inch exhaust. The car is currently having the infamous VVT rattle on start-up. What’s the best long-term solution for this problem without sacrificing the benefits of the VVT? Does Nissan have an update for this problem? I’ve searched a lot of forums without finding a definitive answer to this problem. -Major Bill Overseas

Have you tried using heavier viscosity engine oil? The thicker oil may help cure your rattling problems if your engine’s internals are showing wear and tear due to high mileage. Another component that may help is an oil filter that uses a high-quality check valve, such as OE Nissan or Purolator oil filters. If those don’t fix the problem, check your engine’s valve lash. Worn valve train components, such as bad hydraulic lifters, can also be the culprit of VVT noise.

WIDGETS

DAMN IT THESE ARE DOPE

EVO 4G 01 Enter the first Android smartphone that’s compatible with both 3G and 4G (even higher-speed) wireless networks. Boasting a 4.3-inch multi-touch display, 8MP digital camera, video recording capability, and options to briskly download music, video and photos, it may be just the trick for increasingly impatient users. Also capable of serving as a WiFi hotspot connectable to eight additional gadgets, the device is betting big on breezy Internet access and quicker download times. However, access to 4G networks is limited, and it remains to be seen how network coverage performs once the handsets are actually in thousands of users’ grubby paws. HTC / www.sprint.com / $TBD

03

02

01

04 02 iMM190

APP STATION

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04 ALAN

WAKE

Great, just what we need—another nagging pain in the ass urging us to get out of bed in the morning. Then again, there’s no denying the usefulness of this thing: an iPod dock that also doubles as an alarm clock with weather updates when you download the App Clock program from iTunes. On the bright side, built-in speakers do give you reason to roll over without fists swinging, since you can also use it to blast favorite tunes and videos as well. iLuv / www.i-luv.com / $89.99

Feeling paranoid? It’s a common sensation in a town where, as a psychologically tormented suspense novelist, your own nightmares leap off the pages and come to life. Fear the shadows: That’s the lesson taught as you stroll, flashlight in hand, through gloomy glens and over creaking floorboards, waiting for creatures hidden in the darkness to strike. While its blend of taut suspense and underwear-filling scares won’t be for everyone, this harrowing adventure nevertheless manages to qualify as worth a peek, if only to satisfy your morbid curiosity. Microsoft / www.microsoft.com / Xbox 360

03 MPRO

05 RED

150

Got a burning desire to carry a portable projector around with you and screen the latest “art” films for all your single buddies? Rejoice, for hope has arrived in a mobile unit that measures up at just five inches and 5.6oz, yet features 1GB of built-in memory, microSD card support, and integrated stereo speakers, letting you view documents, spreadsheets, presentations, photos, video, and more. Carry it along on your next trip to present to clients, then relax with impromptu viewings of Pride and Prejudice on your hotel wall. 3M / www.3m.com / $395 26

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DEAD REDEMPTION

Offering a tip of the ten-gallon hat to Grand Theft Auto, this sprawling Western transports familiar open-world action/adventure archetypes to America’s uncharted frontier. Hoofing it on foot or horse as former outlaw John Marston, it’s off into the sunset you go, traversing lifelike badlands filled with rampaging grizzlies, runaway trains, and ramshackle towns. From stagecoach chases to saloon shootouts, expect an epic tale of greed and gunplay that’s guaranteed to satisfy even those who gag at the thought of a visit to Golden Corral. Rockstar Games / www.rockstargames.com / PS3, Xbox 360

FACTORFICTION The summer season is here, and for those of us behind the wheels of tuned imports, that means our driving enjoyment shares the road with three serious considerations: keeping power and torque at a maximum, keeping money shelled out for over-inflated gasoline prices to a minimum, and staying cool while doing it all. Keeping engine and driveline temps down will always be the priority among gearheads (flip to page 58 for more), but should high performance come at the cost of decreased comfort to you and your passengers? Should staying cool cost you at the pump? We know that running the air conditioner (A/C) causes parasitic loss that decreases a car’s power output to the wheels—most manufacturers will say so outright. But we’ve never heard to what degree this happens. And following suit, does powering electrical devices like headlights, stereo equipment, and the interior fan/heat cause the alternator to drag on an engine’s output even more? To put an end to these perpetual ponder-

DEBUNKING TUNING MYTHS

TESTING, TEXT AND PHOTOS BY LUKE MUNNELL

ings, we commandeered Managing Editor Drew’s ’07 Subaru 2.5i and headed over to the Mainline Dyno rental facility of Mavrik Motorsports in Fullerton, CA, for some back-to-back testing.

DOES A CAR’S ELECTRICAL SYSTEM DECREASE POWER? 120

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60

50

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TEST 1 BASELINE

SAE (HORSEPOWER & TORQUE)

To find out just how much alternator and A/C compressor drag may be affecting power and torque output, we baselined our test car, keeping the operation of electrical components to a minimum. This meant we disconnected its twin electrical radiator fans and daytimerunning lights by pulling their respective fuses under the hood. All other electrical accessories were kept off, along with the A/C, and the Subie churned out a threerun average of 114.0 hp and 117.1 lb-ft of torque through its wheels.

114.0WHP 117.1TQ

A/C OFF; ALL ELECTRICAL ACCESSORIES OFF

30

20

RPM (x1000)

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

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7.0

120

To test the amount of parasitic loss inflicted on the Subie’s drivetrain by alternator drag, we reconnected its daytime running lights and radiator fans, blasted the heat and stereo (Bus Driver blaring over Drew’s bone-ass-stock system), and switched on the headlights, high beams, and interior lights. Hazards and windshield wipers were kept “off” due to their pulsating actuation which could erratically impact results, and although we were tempted to ask Mavrik owner Teddy to hold in the horn during testing, we didn’t—sitting in 120-degree heat throughout testing had annoyed him enough. A/C was kept off for this test, too.

110

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TEST 2 ALTERNATOR DRAG

SAE (HORSEPOWER & TORQUE)

60

A/C OFF; ALL CONSTANT-STATE ELECTRICAL ACCESSORIES ON

111.7WHP 2.6% 114.0TQ L

LOSS

30

20

2.O0S% S

RPM (x1000)

1.0

1.5

2.0

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3.0

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6.0

6.5

7.0

120

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TEST 3 A/C DRAG

SAE (HORSEPOWER & TORQUE)

After our three-run average of testing alternator drag confirmed that using electrical components does, in fact, weigh negatively on engine output, we were really looking forward to testing the A/C system. We can all attest to how much slower a stock Civic will ascend a steep hill with it’s A/C on as opposed to off; naturally, we were expecting monster losses. But when the first two runs with blasting A/C (in addition to the electrical accessories left on from the previous test) returned virtually the same numbers as before, we were confused. As it turns out, Subaru had the foresight to build in an override which disengages the A/C compressor under full-throttle, enabling full power to be applied to the wheels should the situation call for it. Once we figured out how to bypass this rather welcome feature (by engaging A/C after the throttle had been pressed, as opposed to before), power and torque took a dive throughout the entire rpm range.

A/C ON; ALL CONSTANT-STATE ELECTRICAL ACCESSORIES ON

102.5WHP .4% 104.9TQ 10 L

LOSS

30

20

10O.1S%S

RPM (x1000)

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

5.5

6.0

6.5

7.0

THE VERDICT: Our dyno testing was only recorded during full-throtttle blasts, and only peak power and torque numbers are given here. But it stands to reason that the percentage by which those numbers decreased at full throttle is the same by which they would decrease at any amount thereof, making your car slower all around.

Fuel economy wasn’t tested this time, but any allaround power loss means you’ll need to apply more throttle to maintain comparable speed and acceleration, which in turn will cost you more at the pump. In a naturally aspirated Subaru 2.5i, 11.5whp might be a small price to pay for comfort. But with a 10.1percent loss in power translating to over 50whp in our RWD, 450whp 370Z (June, ’10 cover) . . . we may be willing to suffer the heat!

HOTBOX

MAVRIK MOTORSPORTS (MAINLINE DYNO SERVICES) 714.523.1896 WWW.MAVRIKMOTORSPORTS.COM

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TEXT BY LUKE MUNNELL PHOTOS BY ERIC TONG

’06 MITSUBISHI LANCER EVOLUTION IX MR

DAMAGED . . . with scars to prove it. 34

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AUGUST2010 / ISSUE#137 IMPORT TUNER MAGAZINE

From now on, any and all email inquiries we receive regarding the requirements for a car to be featured in Import Tuner—from freelance photographers, perspective car owners, curious outsiders, and the like—will be replied with the oneline URL of the page on importtuner.com where Najeeb Faridi’s EVO IX MR is featured. Unless you’ve been in solitary confinement, banished to some northeastern corner of Siberia, or tooling away on the International Space Station for the past three years, you’ll know we’ve made a practice of featuring the cleanest, performance-prepped street cars known to man. And the daily driver seen here just might epitomize those qualities better than any so-called examples before it. 10. 08. 2nr

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NAJEEB’S EVO IS HIS ONLY CAR. NO BONE-STOCK SUV OR ENCLOSED TRAILER SITTING CURIOUSLY IN HIS DRIVEWAY; JUST THIS SHOW-QUALITY, 11-SECOND, 450WHP COMMUTER.

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/ DAMAGED DAILY

Unlike other car owners who can technically claim street legality with current registration, plates, etc., Najeeb’s EVO is his only car. No bone-stock SUV or enclosed trailer sitting curiously in his driveway; just this show-quality, 11-second, 450whp beast of a commuter. On the official spec sheet we had Najeeb fill out prior to assembling this feature, he expressed two goals he’d had for this car since buying it new: He eventually wanted to see it featured in a magazine, and he wanted to make sure that each part he added would flow with the rest, and serve only to enhance its performance and drivability. Hence, why you won’t find a crazy-flush wheel fitment, ultra-low stance, roll cage, or a sea of fiberglass audio enclosures. What you will find is a 50-trim AMS turbo and manifold, a Sean Ivey-tuned factory ECU, a full Buddyclub/Cusco/ Carbing suspension, ultra-rare Volks, an eclectic collection of rare/JDM exterior components (you know, the kind that are expensive as hell but actually fit), a pair of reclineable Brides, and just enough audio to make the drive more enjoyable—all with the dings, dents, rock chips, scratches, wear marks, and oxidation that comes with driving rough northern East Coast city streets all year long . . . oh, and a room full of First- and Second-place trophies in Najeeb’s house, from shows to which he drove his EVO to win. Don’t think all this JDM-infused, high-hp goodness fell off the back of the UPS truck one part at a time, paid for by mom and dad’s credit card. This particular EVO is three years in the making. The number of years building cars before one finally landed a feature: eight. Najeeb’s first car was a V-6 Accord he used to putt to and from high school at the age of 17. He invested every salvageable dime from his minimum-wage gigs transforming it into the cherry-red, kitted-out show car it eventually came to be—one that earned a reputation for being the fastest in the tri-state area, too. In its final stage, Najeeb spent an hour every night for two months hand-polishing its pièce de résistance, a Comptech supercharger, only to have the car totaled by a careless driver the week before it was to be installed. Car number two was a new TSX, paid for with insurance money and proceeds from parting out the Accord,

but after a few months of getting spanked on the street by Altimas, Camrys, and even V-6 Mustangs, the decision was made to trade up to a base-model EVO VIII. With only bolt-ons and tuning, it eventually became known as the “Ferrari Killer”, due to a Youtube video of it taking out a 360 Modena which quickly garnered a few thousand views. But once it too was involved in a crash (admittedly, the result of bald tires and the choice to go too fast around a nasty bend), the decision was made to trade up, again, to the EVO IX before you. A few months after taking ownership, Najeeb had added a carbon fiber lip, hood and sideskirt accents, a JDM rear bumper, and wheels. And just as it was starting to look right, the inevitable happened: it was hit. This time, sandwiched between two SUVs while waiting at a stop sign, by a 16-year-old girl without an affinity for paying attention to the road. The car spent the subsequent winter at a body shop, and Najeeb spent the months working overtime to pay for its mix of Ings+1/C-West/Voltex/JDM Mitsubishi exterior components, and Bride/DEFI interior bits. Just one day after the re-applied Wicked White’s clearcoat had been sanded and buffed, the EVO was taken in for its Pioneer DVD/navigation and JL Audio/Kicker/Polk/Momo audio. And the day after that, it was out for the go-fast bits: the aforementioned AMS upgraded turbo and manifold, along with supporting mods from HKS, Greddy, ARC, and others; fuel courtesy of Walbro and Precision Engineering; driveline reinforcement thanks to Cusco; and even some modest Hawk brake upgrades, before being shipped off to EVO/DSM guru Sean Ivey for a custom reflash of its stock ECU. “Maybe the only reason it wasn’t in an accident during that time,” laughs Najeeb, “is because I didn’t give it enough time!” Now, having lived out both of his dreams with this car, he’s not sure what’s next. With projects like this, he says, the temptation is to either re-do them completely, or move on to something else. He’s definitely looking for a daily driver he won’t strain to take such good care of. “The next challenge,” he says, “is going to be for me to keep it stock!”

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DAMAGED DAILY / head to the message boards at www.importtuner.com to chat about this feature vehicle

BEHIND THE BUILD NAME. NAJEEB FARIDI AGE. 24 HOMETOWN. SUFFOLK COUNTY, NY OCCUPATION. ASSISTANT E-COMMERCE MANAGER BUILD TIME. THREE YEARS FEEDBACK. [email protected] HOBBIES. PHOTOGRAPHY, INTERIOR DESIGN, BUSINESS QUOTE. “I’VE ALWAYS DREAMED OF BUILDING A CAR FOR THE WORLD TO SEE!”

HOTBOX NEW IMAGE MOTORSPORTS WWW.NEWIMAGEMOTORSPORTS.COM TRI-STATE EVO WWW.TRISTATEEVO.COM EAT SLEEP RACE WWW.EATSLEEPRACE.COM VOLK RACING (MACKIN INDUSTRIES) 562.946.6820 WWW.MACKININDUSTRIESCOM AMS 847.709.0530 WWW.AMSPERFORMANCE.COM BRIDE USA (TEE’S) WWW.TEES-USA.COM

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’06 MITSUBISHI LANCER EVOLUTION IX MR OUTPUT: 447 WHP / 410 LB-FT OF TORQUE ENGINE AMS intake, turbo manifold, 50-trim turbocharger, lower intercooler piping; JDM EVO bypass valve; Tial 38mm wastegate; HKS EVC-6 boost controller, DLI-2 ignition module, Circle Earth grounding system; Precision 780cc injectors; Walbro 255Lph fuel pump; ARC titanium gradient spark plug cover, silver oil cap, radiator cap; Samco radiator hoses; FAL radiator fans; Greddy titanium exhaust; custom test pipe, Ferrari wrinklered painted valve cover, polished A/C lines; Sean Ivey reflashed ECU DRIVETRAIN Cusco twin-disc clutch, flywheel SUSPENSION Buddyclub coilovers (front and rear); Cusco rear sway bar; Carbing front upper strut tower bar; GT Spec rear upper strut tower bar WHEELS/TIRES 18x9.5 +15mm offset Volk Racing CE28N Limited Edition Formula Silver wheels (2008 special finish); 245/35-18 Yokohama S-Drive tires BRAKES Hawk HPS stainless steel braided lines; ATE Super Blue racing fluid

EXTERIOR Ings+1 front bumper, side skirts, front canards; JDM EVO IX rear bumper, headlights, taillights, side markers, window wind deflectors; Voltex carbon fiber diffuser, rear wing, carbon fiber B-pillar trim; C-West hood; AMS carbon fiber roof; Ganador side mirrors; Wicked White paint; Fender Benders bodywork; vinyl by GrafX by Nicky INTERIOR Bride Vorga front seats, signature Gradient upholstery; custom-wrapped silver carbon fiber dash panel; JDM Ralliart Edition shift knob; custom white Willans harnesses; Broadway mirror; Defi BF-series gauges (boost, EGT, oil

temperature, oil pressure), hoods, Control Unit V2; Apex’i FATT; AEM UEGO wideband O2 gauge; RMR carbon fiber steering column gauge pod ELECTRONICS Orbital Performance doubledin dash kit; Pioneer AVIC-D3 head unit; JL Audio 500/1 amplifier; Kicker ZX650.4 amplifier; Polk/Momo MMC650 co-axial 6.5-inch speakers, cross-overs; Monster wiring; Stinger one-Farad capacitor; Dynamat sound deadening GRATITUDE Allah; family (mom, dad, brother Nabli); friend and better half Sadia; Ali and Majid; TSE (Tri-State-EVO) family; NIM (New Image Motorsports)

Get More for Your Ride! Summit Racing Equipment has more of what you want! You get guaranteed low prices on millions of in-stock parts from over 700 brand name manufacturers, fast delivery, and no-hassle special ordering, plus expert advice from the industry’s largest tech staff and the best customer service on the planet.

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A DAY IN THE LIFE OF A DRIFTER TEXT BY CARTER JUNG & THE DRIFTERS PHOTOS BY STAFF

CHAPTER 1: LONG BEACH, CA

With Formula D kicking off their seventh season, Formula D Diaries is back for its third, where instead of reading about each round of competition from a third-hand perspective, we have the drifters tell you, in their words, what went down over the race weekend. Every metal-crunching crash, heart-breaking mechanical woe, and door-skimming tandem battle is described, first hand, as if you were there . . . with the mind-reading mutant powers of Professor X. Geeky comic book references aside, there have been some slight changes to our format. This time around, instead of following a cast of characters throughout the season, we have the winning driver of each round recant his fight to the top of the podium. Offering a differing perspective will be a second guest scribe from the FD series talking about his experience. For Chapter 1, the hard-charging Vaughn Gittin, Jr., in his newly sponsored Falken Tire/Monster Energy Drink Mustang writes about his crazy week in L.A., and Dai Yoshihara spills the beans about his completely redone Falken Tire/Discount Tire S13.

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FORMULA D DIARIES: LONG BEACH, CA

Vaughn Gittin Jr If we had to pick one drifter to best represent the U.S., it would have to be Vaughn Gittin, Jr. Big and burly, loud and proud, quick to wear his emotions on his sleeves, speaking with a slight Southern twang, and rocking a Ford Mustang, he’s as red-blooded American as apple pie, baseball, or Waffle House. When homeboy farts, he stands legs apart, knees bent, head up in a grimace, fists pumping, while the air resonates the Star-Spangled Banner. The 2010 Formula Drift season started off like a dream for me. It all still seems surreal, and I cannot express how good it feels after an insane off-season for everything to come together like it has. The Wednesday before Round One, we had a huge party at Rob Dyrdek’s Fantasy Factory to officially announce Monster Energy as a new partner to our program and to reveal my new 2011 competition Mustang. The turnout was insane; over 600 people showed up! Being part of the Monster team was something I wanted for a while. I have always respected their athletes and how they promote and treat them. The Monster Energy guys have proved to be a passionate crew, and everyone I work with is just as excited as I am to have them on board. Going out to the track on Friday, I could not wait to get into the Mustang and tear up the streets of Long Beach. Autosport Dynamics did an amazing job with the build of the Monster Energy/Falken Tire ’11 Ford Mustang. Hands down, this is the best drift car I have ever driven! During practice, we focused on getting the car dialed in for the Long Beach course and I was able to find a drift line that put me right up against the walls. With the new Falken RT-615Ks, we actually had to loosen the car up because it had so much bite. Going into qualifying with 60-plus cars, I ran the same line that I had practiced all day and was able to put down a score of 84.7 on my second run, putting me in Third. Saturday was a sold-out event and you could tell by the amount of spectators who filled the stands and walked the pits. There was huge fan and media interest about the Mustang and the new sponsorship. Dean, my mechanic, calls me “TV Gittin” and busts my chops about whether I’m going to have time to drive at FD events. After battling it out with Dennis Mertzanis in the Top 32, and Tony Brakohiapa in the Top 16, I made it to the Great 8 only to go up against my Drift Alliance bro and good friend Ryan Tuerck. I knew this was going to be a very tough—yet clean and fun—battle, as Tuerck and I are both very aggressive competitors. On my lead run, I was running at 110-percent and Tuerck was keeping up very well into the first zone, but I was able to create a decent gap through the long sweeper. When following, I knew it was still anyone’s match. I applied as much pressure as I could and focused on the task at hand. Tuerck misjudged the first zone, going a bit too hard and straightening up. I stayed on the throttle and kept the pressure on. It was an awesome battle and I was awarded the win, but damn, he was good! We would have gone One More Time if he had not made that mistake. I was matched against Fredric Aasbo and his Supra in the Final 4. He was hands down the biggest surprise of the weekend—killing it, 42

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and with such style, too! I knew I had to go super hard as the judges and crowd were impressed by his awesomeness all day. When leading, I threw the car as hard as I could into the first zone and stood on the throttle all the way through the sweeper. I was able to pull a decent gap and made sure to put the car up against the wall to get an advantage with the judges. When it was my turn to follow, I knew we were both running similar lines with deep angle and good speed. The only way to win was to stay glued to him, which I made sure to do. We both ran a near-perfect run, but my toss into the first zone and the gap I created when leading was what sealed the deal and I moved on to the finals. Hats off to Aasbo—I look forward to running with him again in the future! The final round put me up against Rhys Millen. We’ve had two match-ups in the past and he is the only top FD driver I have never beaten. I knew he was very fast, so I softened my rear shocks more than I had all weekend to give a bit more traction to keep up. Entering the first turn, Rhys was 7 mph slower than he had been all weekend. This curveball put me in a really weird place for the first zone. The added grip and slow speed started to straighten me out. I kicked the clutch and caught it just in time (I found out afterwards from Rhys that the slower entry was due to him making a mistake and almost spinning, not foul play). I ran with it and kept the pressure on. Rhys was a bit slower going into the hairpin, too, and went wide. In order to avoid straightening again by slowing so much, I just put the hammer down and passed him, giving him a little kiss during the power move. I’m not saying it was the polite thing to do, but he left me no choice. He was obviously pissed off that I passed him, and brought out some of his stunt driving skills and gave me a nicely executed pit maneuver after the finish line, which I turned into a stylish 360. Going into my lead run, my crew chief Ian called over the radio, “Run the deepest line you can! I don’t care if you rip the back off the car!” And run it deep is what I did. Rhys clipped the wall, straightened up, and backed it into the tires. When I hit the hairpin and Rhys was nowhere to be seen, I knew we had just won Round One. I cannot even explain what was going through my head. When I came back onto the track I started going crazy, doing donuts, screaming, and fist pumping harder than the Jersey Shore crew. I was so excited I even climbed the fence in front of the main grandstands, which starting falling down on me, but I didn’t care! I haven’t felt the top step of a podium since 2008, and boy, did it feel awesome! What an amazing week this all was. First with the announcement of my new partnership with Monster Energy, then the reveal of our new competition car at the Fantasy Factory, and to top it off, winning Round One of FD! Everything has fallen into place after months of hard work, and with the season starting on such a good note, I can’t wait until Atlanta. Thank you all for the support; you are an integral part to my success and I sincerely appreciate it! FALKEN TIRE WWW.FALKENTIRE.COM

MONSTER ENERGY WWW.MONSTERENERGY.COM

FORD RACING WWW.FORDRACING.COM

FORMULA D DIARIES: LONG BEACH, CA

Daijiro Yoshihara Coming off the ’08 Red Bull World Championship as the Second-ranked driver, Dai Yoshihara went into the ’09 FD season flying high—he was now part of the Falken team, had access to a bigger crew, and a new Lexus IS to drift. But as it is with most new race cars, there were development issues that lead to a rough 2009 start with poor finishes, culminating in a crash during practice at Round 5 at Monroe, WA, which totaled the IS. This year, Dai’s back in an S13 built from the ground up, ready to tackle the podium and regain his status as one of the world’s best drifters. 2009 was the worst season I’ve ever had. I’ve finished in the top five since Formula D started, but I didn’t even make it into the top 10 last year. I finished 11th. I really wanted to get back to where I was before, so I was anxious to start fresh. Now that I’m back in an S13, ’10 will be my comeback season! I’ve driven an S13 for the first three and a half years in Formula D, so I’m very familiar with it. The Schassis is a very good platform for drifting and I feel like I’m going back to my roots. From my first practice session, the Falken Tire/Discount Tire S13 felt great and with seat time I should be able to drift it well. My first run was OK during Qualifying at Formula D Long Beach, and I received a decent score. I tried to go more aggressive on my second run for a higher score, but I traced the wrong line at Turn 9 which made me mess up the rest of the run. I ended up qualifying 12th. I wasn’t really happy about it, but at least I was in. After the second practice session, I was getting more comfortable with the S13 and I felt myself getting better.

For the Top 32 round, I went up against John Russakoff. Because he is a privateer, it’s difficult for him to participate in all the Formula D rounds, but he is a really good driver and I knew he wasn’t going to be easy to beat. We both had good runs and the judges called for a “One More Time”. I was able to follow him a little bit closer than he was able to follow me, and I moved on. In the Top 16 round, I went up against Tanner Foust. Our team knew his car was very fast, so we set the tire pressure 5 psi lower to try and gain some more traction. It worked and I was able to follow him, but I got too close right before the transition from Turn 9 to Turn 10 and had to correct a little . . . WTF!? When it was my turn to lead, I focused on making big angle and taking a good line rather than going fast—I knew he would keep up with me no matter how fast I ran. I did my best and I think I had a pretty good run, but the judges didn’t pick me. I ended up finishing in 12th place. It wasn’t a great result, but at least it was better than last year. I’m getting more used to the car every time I drive it, so I will be able to do better next time. We still have six more rounds to go, so I’m super excited about the season. Hopefully, I will be back as a top-ranked driver soon! FALKEN TIRE WWW.FALKENTIRE.COM

DISCOUNT TIRE WWW.DISCOUNTTIRE.COM

KW SUSPENSION WWW.KW-SUSPENSION.COM

Round 1 Results Long Beach Podium 1. Vaughn Gittin, JR 2. Rhys Millen 3. Tanner Foust

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Overall Standings 1. Gittin 2. Millen 3. Foust 4. Aasbo 5. Tuerck

6. Hubinette 7. Mordaunt 8. Dean 9. McNamara 10. Forsberg

Set the fastest autocross time. Win a Lancer Evolution. This is your chance to push the Mitsubishi Lancer Evolution to the limit while becoming a more skilled driver. Track and autocross exercises focus on the advanced car control needed to succeed at Time Attack events, or to better handle your own high performance car on the road. The day wraps with a timed autocross competition, and at the end of the year, the driver with the fastest time gets the use of a Lancer Evolution for a full year, courtesy of Mitsubishi Motors North America.

The Lancer Evolution Experience, $995. For complete details, visit jimrussellusa.com or call +1.800.733.0345.

TEXT BY BOOTSIE FARNSWORTH PHOTOS BY CHRIS JUE

NISMO

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’07 NISSAN FAIRLADY Z TYPE 380RS

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AUGUST2010 / ISSUE#137 IMPORT TUNER MAGAZINE

A limited production vehicle meets an unlimited desire for performance.

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n forty years, you will witness a televised auction on the Versus7 network where a pristine, two-owner, unmodified ’97 Toyota Supra Twin Turbo 15th Anniversary Edition fetches $168,000 from a gray-haired, Fu-Manchu-sporting Ken Gushi. The former drifting legend, factory racer, and Toyota dealership maverick will be quoted, “I’ve always wanted a Supra in green. When turbocharging was popular, these six-cylinder engines were so strong on the streets. I had to jump at this chance to own one because I wanted to remember acceleration before electric cars and the end of the gasoline era”. Sounds almost implausible, and yet there is a historical precedent. 10. 08. 2nr

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THE 380RS IS A STREETGOING VERSION OF A BALLS-OUT COMPETITION CAR TOO EXPENSIVE FOR SENSIBLE FOLKS.

No sage could have forecast the fat cash that would exchange hands for American muscle cars 40 years after they left showrooms. The confluence of limited production, high desirability, legendary performance, and the passing of time would transform the way we viewed such clearly outdated technology. Take the ’70 Plymouth Hemi Cuda. It originally sold for about $6,000, yet today transacts to well-heeled, nostalgia–soaked baby boomers for about $180,000 or more in the right condition. About 651 Hemi Cudas were built in 1970. You read Import Tuner, so you give a frog’s ass about the Hemi Cuda, but their shitty ox-cart handling and single-digit fuel economy mean nothing to farts old enough to remember when Playboy was good for spanking, who still consider them the ultimate automotive wet dream. And so it goes with classic Japanese iron of days past. The Toyota 2000GT sold for $7,150 in the late ’60s, yet today surviving sport coupes of the 351 originally produced (about 60 made it to the U.S.) can fetch as high as $225K. Like Toyota, Nissan produced 420 copies of the lightweight, higher-output, race-focused Nissan Fairlady Z432 and 432R for the Japanese market between 1969 and 1973. Selling for about $4,000 and blessed with a plethora of lightweight parts and an advanced DOHC in-line six, this is the most desirable and collectible early Z, today fetching around $35,000 for really nice examples. 50

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In 2007, Nismo produced the Fairlady Z Type 380RS—a street-going version of a balls-out competition car too expensive for sensible folks. The street version, which sold for about $45K, employed much vital race-derived sexiness in the name of performance: enhanced aerodynamics with an elongated nose and rear diffuser, an improved suspension, and a Nismo-built, 3.8-liter VQ engine rated at 345 naturally aspirated horses. Only 300 of these special Fairlady models were produced, and all were sold in Japan—making the Type 380RS more unique than the Jurassic-era Fairlady or Toyota sports coupe. Such limited numbers guarantee the Fairlady Z Type 380RS’ wild desirability and significant place in Z car history as the meanest factory-built Z33, and anyone lucky enough to own one would do well to leave it the hell alone and allow its purity to command a fortune in a few decades. Anyone who gives a damn about all that,

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anyway. Turns out some of us would rather go fast today than wait around for tomorrow. The man responsible for this creation is someone the masses just may hail as foolish and impatient 40 years from now, for the decision he made to turn his slice of JDM heaven into what you see here. A golfclub-swinging, car-lusting architect by trade (read: baller), as the story goes, once this hottest version of the Z33 was announced to the Japanese market, a man known to us only as “Yamazaki” was left with no doubt that he had to party in the exclusive hot tub of Type 380RS owners. Attaining this rarest of Fairlady specimens remains an automotive mountaintop for many of us outside Japan, and after cresting that peak in real life, Yamazaki-san was content to enjoy this rare site from within the confines of his garage, safe from the outside world. Until its rare motor took a dump.

And thus, the pivotal moment in this 380RS’ saga. Its aforementioned powerplant was produced exclusively for the car, meaning finding a replacement would be damnnear impossible, if not just that. Rather than commit to a bank-account-be-damned snipe hunt for OEM parts that may not even exist outside the other 299 running 380RSs, Yamazaki-san instead chose to spite the mongers of convention, and embark on a bank-account-be-damned build-up of a unique, highly modified masterpiece that would best the 380’s intended performance in every regard. The simple desire to “make this car faster than it was” would be tested, as this Fairlady Z Type 380RS became the subject of a focused, 13-month transformation that would see the car assume a vastly more aggressive twin-turbocharged identity. With the help of Kyoto-based specialty tuner/fabricator Phoenix’s Power, a painstaking re-invention of the car’s engine was undertaken to ensure reliability and fantastic output. The task of reinforcing the largest VQ35-based engine in existence (95.5mm bore, 88.4mm stroke) and its limited numbers all but forced the acquisition of prototype parts. With one-off Jun forged pistons, H-beam connecting rods and a forged crankshaft, the engine was prepped to enjoy fat boost. It was balanced and carefully assembled by Phoenix’s Power, and ported VQ35HR heads with stock camshafts were called in to enhance airflow. An HKS GT-RS twin-turbo arrangement was fitted to the 10. 08. 2nr

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Looking for that dream VQ swap into your 240SX? Well, you can rule out the 3.8L mill of the 380RS right now; all were machined by Nismo from 3.5L VQ35DEs especially for the 380 and nothing else. No worries though—with 16 years’ worth of VQs varying in displacement from 2.0 – 4.0L, made available in FWD, AWD and RWD configurations, and in both longitudinal an transverse orientations, you’ll be able to find what you’re looking for. The high-revving power of the short-stroke, 2.3L VQ23DE? The 4.0L VQ40DE’s monster torque? The high compression, high-flowing cylinder heads of the VQ37VHR? A combination of the three, or more? The possibilities are nearly endless.

VQ20DE BORE: STROKE: COMPRESSION: OUTPUT:

76.0 mm 73.3 mm 9.5-10.0:1 150-160 hp 137-145 lb-ft of torque ORIENTATION: FF AVAILABILITY: ’95-’03 Nissan Cefiro ’95-’99 Nissan QX

VQ23DE BORE: STROKE: COMPRESSION: OUTPUT:

85.0 mm 69.0 mm 9.0:1 171 hp 166 lb-ft of torque ORIENTATION: FF AVAILABILITY: ’03-present Nissan Teana ’04-present Renault SM7

VQ25DE BORE: STROKE: COMPRESSION: OUTPUT:

85.0 mm 73.3 mm 9.8-10.0:1 190–210 hp 174–195 lb-ft of torque ORIENTATION: FF, FR, FAWD AVAILABILITY: ’95-’98 Nissan Cefiro 00-’03 Nissan Cefiro ’96-’99 Nissan Leopard ’97-’99 Nissan Cedric ’04-’09 Nissan Fuga, Elgrand ’08-present Nissan Teana VARIANTS: VQ25DET - Turbocharged; 8.5:1 compression; 280 hp / 300 lb-ft of torque; ’01-’04 Nissan Stagea 250tRS VQ25DD - NEO-Di direct fuel injection; eVTC variable valve timing; 11-11.3:1 compression; 210-212 hp / 195-199 lb-ft of torque; ’99-’02 Nissan Cefiro; ’99-’04 Nissan Cedroc/Gloria; ’01-’06 Nissan Skyline V35; ’01-present Nissan Stagea VQ25HR - “High Response”; 10.3:1 compression; 220-222 hp / 194 lb-ft of torque; ’06-present Nissan Skyline V36; ’04-present Nissan Fuga

VQ30DE BORE: STROKE: COMPRESSION: OUTPUT: lb-ft of torque ORIENTATION: AVAILABILITY:

93.0 mm 73.3 mm 10.0:1 190-230 hp / 205-217 FF / FAWD ’95-’98 Nissan Cefiro ’95-’99 Nissan QX ’95-’01 Nissan Maxima ’96-’01 Infiniti I30 ’99-’03 Nissan Bassara ’98-’03 Nissan Presage

VARIANTS: VQ30DET - Turbocharged; 9.0:1 compression; 270-280 hp / 271-285 lb-ft of torque; ’95-’04 Nissan Gloria, Cedric; ’97-’99 Nissan Leopard; ’01-present Nissan Cima

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VQ30DETT - Twin-turbocharged; 470 hp; ’03 Skyline GT-R JGTC race car; ’04 Fairlady Z JGTC race car; ’05-’06 Fairlady Z Super GT race car VQ30DD - Direct injection; 11.0:1 compression; 230-260 hp / 217-239 lb-ft of torque; ’97-’99 Nissan Leopard; ’99-’04 Nissan Cedric, Gloria; ’01-’04 Nissan Skyline V35, Stagea

VQ35DE BORE: STROKE: COMPRESSION: OUTPUT:

95.5 mm 81.4 mm 10.0-10.3:1 228-298 hp 246-268 lb-ft of torque ORIENTATION: FF, FR, FAWD AVAILABILITY: ’01-’04 Nissan Pathfinder, Infiniti QX4 ’02-’04 Infiniti I35 ’02-present Nissan Altima, Maxima ’03-’06 Nissan 350Z, Infiniti G35 ’03-’08 Infiniti FX35; Nissan Teana/Cefiro, Prestige; Renault Escape ’03-present Nissan Murano ’04-present Nissan Quest ’06-’08 Nissan M35 ’00-present Nissan Elgrand ’01-present Nissan Stagea; Renault Vel Satis ’02-present Skyline V35 ’04-’07 Nissan Fuga ’05-present Nismo Fairlady Z S-Tune GT ’06-present Renault SM7 ’08-present Renault Laguna Coupe VARIANTS: VQ35HR - “High Response”; 10.6:1 compression; 297-311 hp / 268 lb-ft of torque; ’07-’08 Infiniti G35, Nissan 350Z; ’07-present Nissan Skyline V36; ’08-present Nissan Fuga; Infiniti EX35, FX35, M35

VQ37VHR BORE: STROKE: COMPRESSION: OUTPUT: ORIENTATION: AVAILABILITY:

95.5 mm 86 mm 11.0:1 328-350 hp / 269 lb-ft FR, FAWD ’08-present Infiniti G37; Nissan Skyline V36 ’09-present Infiniti FX37, EX37; Nissan 370Z, Nismo 370Z ’10-present Infinity M37

VQ40DE BORE: STROKE: COMPRESSION: OUTPUT: ORIENTATION: AVAILABILITY:

95.5 mm 92.0 mm 9.7:1 264-269 hp / 284 lb-ft FR, FAWD ’05-present Nissan Frontier, Xterra, Pathfinder ’09-present Suzuki Equator

motor, and in proprietary fashion, a Phoenix’s Power turbo-back titanium exhaust system was fabbed up to relieve them. The intercooler and associated intake piping were also fabricated by Phoenix’s Power, making for an extremely high degree of finish. The installation work included fabricated coolant tanks and an enlarged ARC radiator to help tame this engine’s heat. The fuel system was also vastly upgraded with a fabricated swirl pot and revised line routing in an effort to ensure that the 800cc injectors never run dry. Fine-tuning the engine is an HKS F-CON V Pro and Blitz SBC-iD boost controller, and tuning duties were handled by Phoenix’s Power. The re-invented 3.8-liter engine now produces 653 horsepower from its original dimensions, which is sent through an ATS triple-plate carbon clutch to the stock rear end. Phoenix’s Power also installed one of their custom-valved suspension kits to push handling capability beyond Nismo-designed limits, while lowering stance 3.5 cm and not sacrificing the car’s drivability. Stopping capabilities were also upgraded, courtesy of six-piston Endless monoblock brakes up front and fourpiston monoblock units at the rear. The vehicle’s exterior retains its original Nismo extended nose and rear diffuser, and the 380RS red leather-trimmed steering wheel, shifter, and Recaro seats inside. According to Yamazaki, he built the car to maintain its balance of comfort, utility and performance . . . just with elevated levels of each. The engine, brake, and suspension upgrades applied to this most unique Z33 Fairlady model completely transform its dynamic character. With its blown engine a distant memory, any owner/driver of this Fairlady Z will enjoy performance even more unforgettable than that which Nismo envisioned for the small clan of 380RS owners. It is this visceral experience, the feeling behind the wheel of such a finely tuned car, that seems the right antidote to potential controversy from modifying such a rare gem. No one can be sure how the future will react 40 years from now to a Fairlady Z Type 380RS, but that really doesn’t matter when the present is offering 653 horsepower and a willingness to use it.

NISMO RARELADY Z / head to the message boards at www.importtuner.com to chat about this feature vehicle

HOTBOX

BEHIND THE BUILD

PHOENIX’S POWER WWW.PHOENIXS.CO.JP

NAME. YAMAZAKI AGE. 35 HOMETOWN. KYOTO, JAPAN OCCUPATION. ARCHITECT BUILD TIME. 13 MONTHS HOBBIES. GOLF, FAST CARS (AND FAST GOLF CARTS) QUOTE. “DON’T OVERDO IT. ONLY DO WHAT YOU CAN.”

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’07 NISSAN FAIRLADY Z TYPE 380RS OUTPUT: 654.0 HP; 593.4 LB-FT OF TORQUE ENGINE 3.8L Nismo VQ35HR; custom JUN H-beam connecting rods, forged pistons, balanced crankshaft, head porting; custom Apex’i intakes; Amuse racing catalyst; Phoenix’s Power titanium turbo-back exhaust, front-mount intercooler, plumbing; HKS twin GT-RS turbo kit, F-CON V Pro ECU, 255Lph fuel pumps (x2); Trust type-RS blow-off valves; Blitz SBC-iD boost controller; ARC radiator, diversion panels; Samco hoses; Sard 800cc injectors (x8), fuel-pressure regulator;

DRIVETRAIN ATS triple-plate carbon clutch; flywheel SUSPENSION Phoenix’s Power customvalved coilovers WHEELS/TIRES BBS LM-R wheels (19x8.5 front, 19x9.5 rear); Yokohama Advan tires (245/40-19 front, 275/40-19 rear) BRAKES Endless monoblock six-piston front calipers, four-piston rear calipers EXTERIOR Nismo Type 380RS body kit INTERIOR Recaro Sport seats; Nismo 380RS interior package GRATITUDE Phoenix’s Power

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TECH KNOWLEDGE

TEXT BY SCOTT TSUNEISHI PHOTOS BY SCOTT TSUNEISHI AND MANUFACTURERS

TOP FIVE

OVERHEATING H CARS AND HOW TO KEEP THEM ALIVE

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ow many times have you caught yourself rubbernecking to watch someone pulled to the side of the road, hood up, steam billowing from their engine as they hope to flag down a tow truck? How about at the local racetrack, as a competitor sits helplessly in his overheated car, waiting for a tow back to the pits? The tragedy is that both scenarios could have been avoided if the cars’ owners would’ve taken some quick, easy steps to properly cool their vehicles. Heat kills, and proper cooling of engines, transmissions, and differentials is absolutely vital to their longevity. In this article, we list three popular platforms known for overheating in common circumstances, give some cooling tips for each, and expose some of the newest products designed to safeguard your engine and drivetrain during hot summer months both on and off the race track. Visit the “Tech” section of importtuner.com for two additional commonly overheating rides, and the best ways to keep them cool and making power. If your car’s on the list, you can’t afford to miss this.

AUGUST2010 / ISSUE#137 IMPORT TUNER MAGAZINE

SUBARU IMPREZA STI (GRB)

Subaru OE Radiator measuring 16mm (0.63-inch) in core thickness

Late-model (’08-’10) Subaru STIs are notorious for overheating in hot climates due to a number of reasons, starting with the factory hood scoop. Upgrading the factory top mount intercooler to a front-mount intercooler is a good step in cooling charge temperatures, but doing so allows incoming air to flow into the engine bay through the gaping, empty hood scoop rather in the front bumper’s inlet, where it needs to pass through intercooler and radiator cores for cooling. To remedy the problem, use a block-off plate or reverse cowl scoop to direct airflow outward, reducing coolant and engine bay temperatures. Latemodel STIs are also equipped with a much smaller radiator than any previous Impreza units, including the ’92-’00 GC8. Good friend and South Coast Subaru parts manager Ferdie Eng experienced the limitations of the smaller OE core firsthand, when lapping Buttonwillow Raceway caused coolant temperatures to spike to 225 degrees Fahrenheit. Looking for a solution to keep the EJ25’s temperatures in check, Ferdie contacted Koyo Radiators for their newest Hyper V Core, engineered specifically for the Subaru STI.

Contrary to popular belief, running a larger radiator doesn’t always mean improved cooling. The key to cooling is found in the design of the radiator’s fin pitch (number of heat-sinking fins per inch) and overall efficiency (how easily coolant passes through fins, and how much it’s cooled in doing so). The Koyo 36mm core, with its highdensity fin pitch, catches more air as it enters the core to maximize cooling. The newly offered radiator also comes with a 1⁄8-inch NPT plug welded on the upper end tank to fit an optional coolant temp sensor, so you don’t have to cut your radiator hose and splice one in. Upgrading to the Koyo V Core radiator improved coolant temperatures in the Subaru during a Buttonwillow Raceway track session in 116-degree track conditions. Coolant temperatures remained consistent at 189 degrees throughout the day, with the highest recorded temp momentarily reaching only 213 degrees Fahrenheit.

This Koyo V spec radiator cut-away (left) shows how its larger sized internal cooling tubes are designed flat, to increase capacity with a larger surface area to aid in efficient cooling, vs. the OE unit (right). Koyo uses a one- to two-inch or dual oneinch diameter tube (depending on manufacturer specs), compared to a 0.5-inch tube for most OE copper/ brass applications. 10. 08. 2nr

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TECH KNOWLEDGE

HONDA CIVIC

Honda engineers provided the Civic with an economical plastic and aluminum/copper/brass radiator that keeps the engine cool while still being lightweight. But over time, dirt, corrosion, and even bits of rubber from hose breakdown can lodge themselves in the radiator, causing the unit to become less efficient and eventually overheat. Equipped with the D-series engine, the Honda Civic uses a half-width, single-core, 16mm (5⁄8-inch) thick radiator— sufficient for the 102hp DX and 125hp EX, but less than ideal on Civics with engine swaps or turbochargers. Using the factory half-width radiator on a high-output engine at the track can be catastrophic if the radiator isn’t efficient enough to dissipate heat. Constant heat being built up in the radiator can cause coolant temperature to skyrocket and the engine to overheat.

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Some Civic owners prefer using a half-width radiator to reduce weight, save money, or make space for a custom turbo setup or equal-length header. Upgrading to an aluminum radiator like the Koyo R-Core, with its 53mm (2.08-inch) dual core, allows for better efficiency in dissipating heat from its larger coolant capacity. The Koyo radiator’s tubes, fins, end tanks, and brackets are brazed in a state-of-the-art Nocolok furnace, bonding all components to resist damage from vibration, oxidation, and road debris. Road-raced Civics require a much more stout cooling system, due to the extended periods of time spent under hard driving as opposed to the quick spurts of hard street driving or drag racing. For endurance drivers who require the best in cooling, we recommend upgrading the half-width unit to a properly engineered, full-sized radiator that offers more flow capacity and improved efficiency.

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TECH KNOWLEDGE

NISSAN R35 GT-R

On the track, the R35 GT-R is infamous for overheating issues with its twin-clutch transmission. When driven under extreme conditions, high temperatures switch the trans into auto mode, automatically up-shifting to Sixth gear until it has cooled off. After numerous laps around Japan’s Fuji Speedway, HKS engineers data-logged the factory R35 GT-R’s transmission oil temperature as it triggered a “fail safe” mode at 140-145 degrees Celsius (284 to 293 degrees Fahrenheit). Elevated clutch temperatures also caused the vehicle to automatically switch from all-wheel drive to two-wheel drive, even when the transmission

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oil temperatures were recorded below 140 degree Celsius (284 degree Fahrenheit). HKS’ recently released DCT (Dual Clutch Transmission) Cooler Kit effectively cools the transmission and keeps oil temperatures low even during prolonged circuit use. Integrated with the factory water-cooled transmission cooler, the DCT Cooler Kit also assists in reducing the GT-R’s overall engine coolant temperature. HKS designed the DCT cooler core to fit within the car’s front left fender, and sit enshrouded in a specially designed Fiber Reinforced Polymer (FRP) air duct which directs airflow into it. The transmission’s stock heat exchanger and HKS thermostat are integrated into the DCT Cooler, along with a specially designed oil outlet attachment that allows the cooler to stabilize oil temperature in a shorter amount of time than the OE unit. A set of -10 AN oil lines replace smaller factory lines to reduce resistance and increase flow, ensuring proper oil supply to and from the transmission. During testing at Fuji Speedway, water temperature was reduced by an average of five degrees Celsius (41 degrees Fahrenheit), enabling the GT-R to make continuous laps around the circuit while maintaining a constant oil temperature of 127 degrees Celsius (260 degrees Fahrenheit).

TECH KNOWLEDGE

RADIATOR SHOOTOUT: OEM VS. AFTERMARKET

TEMP (FAHRENHEIT)

Factory radiators were designed to perform well in daily driven conditions, but have a tendency to fail under strenuous heat cycling and endurance situations. To show the advantages of upgrading to an aftermarket radiator, we conducted a series of temperature tests with an EVO IX using its factory radiator versus a Koyo aluminum radiator to see if upgrading the radiator is a worthwhile investment for most owners. We headed down to HB Speed in Fountain Valley, CA, to make use of their Dynomite data acquisitions dynamometer to datalog coolant temperatures during test runs with each variant installed. Before testing, we set up four high-powered fans and retrofitted two HKS temperature adapters with K-type thermocouple sensors on upper and lower radiator hoses to monitor the temperature of coolant flowing into and out of the radiator. A thermocouple delivers a quicker, more accurate response to rapid temperature changes in comparison to common in-dash water temperature meters. The EVO was given four hours between each dyno run to completely cool off and was tested using only water, to maintain consistency. HB

RPM

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HB SPEED 714.378.DYNO (3966) WWW.HBSPEED.COM

Speed’s Jon Drenas assisted in data logging temperatures on the dyno, and ambient air temperature, cylinder head temperature, and idle temperatures were logged before and after each session. Pitting the OEM radiator against the Koyo R-Core aluminum unit, our first test commenced with a full-throttle dyno pull to redline. With an ambient air temp of 95-degrees Fahrenheit, the data graph showed the 53mm-thick Koyo aluminum unit displaying a clear advantage over the stocker. Both radiators began testing at 175 degree Fahrenheit, and comparative data between the two radiators showed the aluminum Koyo radiator maintaining coolant temperatures three to four degrees cooler than the OEM unit throughout testing. The final comparison was an endurance test in which the EVO was spun on the dyno at a constant 4,000 rpm at five pounds of boost for an elapsed time of 60 seconds to simulate a gradient uphill climb. With our Koyo radiator in place, coolant data collected from the upper radiator hose to the cylinder head ran about seven degrees cooler, and coolant entering the engine was four to five degrees cooler than stock. Remember, there are two more platforms to explore in the “Tech” section of importtuner.com. Is yours on the list?

KOYO RADIATORS 949.727.7054 WWW.KOYORADRACING.COM

HKS 310.491.3300 WWW.HKSUSA.COM

+24

HIGH-FLOW INTAKE SYSTEMS - Huge Power Gains - Better Engine Sound - Washable and Reusable - Easy to Install - Won’t Void Factory Warranty

MORE HORSEPOWER ON A STOCK 2010 MAZDASPEED 3 2.3L # 69-6012TS*

* Street legal in most states. Not legal for use in California or other states adopting California emissions standards.

POPULAR INTAKE SYSTEMS Honda Accord Honda Accord (SULEV) Honda Civic Honda Civic EX Honda Civic Si Infiniti G35 Coupe Mazda 3 Mazdaspeed 3 Mitsubishi Evo X Nissan Altima Scion tC Subaru WRX STi Toyota Camry Toyota Camry Toyota Yaris

1994-97 2004-07 2006-10 2001-05 2006-10 2003-06 2005-09 2007-09 2008-09 2007-10 2007-10 2008-10 2002-06 2007-09 2006-10

2.2L 2.4L 1.8L 1.7L 2.0L 3.5L 2.0L 2.3L 2.0L 3.5L 2.4L 2.5L 2.4L 2.4L 1.5L

69-1208TS 69-1209TS 69-1013TS 57-3513 69-1014TS 69-7080-1TS 69-6010TS 69-6011TS 69-6546TWR 69-7062TTK 69-8614TS 69-8005TTK 69-8609TTK 69-8610TTK 69-8612TFK

+5 hp +7 hp +5 hp +4 hp +7 hp +9 hp +5 hp +25 hp +21 hp +9 hp +8 hp +17 hp +6 hp +14 hp +4 hp

Part number and vehicle specific horsepower data shown, results will vary for other part numbers and/or other vehicles.

High-Flow Air Filters™ and Wrench-Off Oil Filters™ also available

LOOK UP THE EXTRA HORSEPOWER FOR YOUR CAR AT kNFILTERS.COM/IT 1.800.437.1304 ext. 2010 ©2010 K&N Engineering, Inc.

TEXT AND PHOTOS BY DINO DALLE CARBONARE

FD3S RX-7

RUN WITH

THE DEVIL You’re looking at RE-Amemiya’s new favorite car.

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AUGUST2010 / ISSUE#137 IMPORT TUNER MAGAZINE

F

or years now, the popular video series Hot Version has been pitting some of Japan’s most highly tuned cars against each other. Sponsored touge battles held at the narrow Gunsai roads have become legendary, as triumph here is every bit as much due to driver as car. Becoming “King of the Hill”—as is the winner’s title here—has become one of the most coveted accomplishments, and RE-Amemiya has always been one of the strongest contenders. After winning countless battles with their renowned baby blue FD3S, they’ve officially introduced a brand-new car, one they have named Maou. This retina-piercing, lime-green RX-7 grabbed the touge champion title in 2009, as documented in vol. 102 of Hot Version, and will be trying—like the previous blue machine which claimed Touge Max Champion status in 2006-2007—to dominate time-attack and drift competition in coming years. After seeing the car first hand under the lights of the Tokyo Auto Salon earlier this year, we tracked down Ken Amemiya for a one-on-one with the soon-to-be-legendary “King Devil”, as its name translates in English.

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IF A CAR IS FAST AT GUNSAI, IT IS FAST PRETTY MUCH EVERYWHERE, AND GETTING THE FINE BALANCE BETWEEN RESPONSE AND HANDLING IS WHERE THE SECRET LIES.

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/ RUN WITH THE DEVIL

As Amemiya-san explains, the most important quality to mind when building a car for the Gunsai touge is balance. Its narrow tarmac leaves little room for error, and tight turns demand a driver approach with caution and finesse, rather than simply flooring through them with excess power. It is because of this that the strongest competitors at Gunsai more often mimic modified street cars than all-out drift- or time-attack machines commonly found at circuits like Fuji or Tsukuba—don’t think it’s coincidence that RE-Amemiya built this car in a way to which owners of road-going RX-7s can relate when trying to modify their own cars. But let’s back up a bit, to a time before the green machine was given to the Hot Version team, comprised of the legendary Keiichi Tsuchiya, Manabu Orido, Nobuteru Taniguchi, and Akira Iida. It was Tsukuba where the car’s initial testing and shake-down tuning occurred. With feedback from Taniguchi, the car’s suspension was finely tuned and mapping of a tried-and-true Power FC ECU was developed to optimize throttle response and power delivery from the buzzing, side-ported, 400hp, freshly rebuilt and balanced 13B underhood. Surprising to some, the stock turbos remain; again, a product of a greater need for throttle response and mid-range torque than peak power. But a smaller turbo setup suffers in the amount of heat it generates, so RE-Amemiya elected to don the space in front of the FD’s compact twin-Wankel rotary mill with one of their signature V-mount setups, which positions a custom front-mount intercooler atop a custom radiator, opposed at angles to each other, and to the direction of travel. Incoming air is scooped in from the front bumper’s inlet, channeled toward each unit via custom carbon fiber ducting, and then exits the radiator under the car, and the intercooler via vents in the car’s hood, while ensuring the intercooler doesn’t warm airflow to the radiator, which would otherwise happen with a traditional front-mount setup. The remainder of the system consists of two Trust Airinx filters purify intake charges, and an RE-Amemiya signature Dolphin Tail titanium exhaust. Keeping demo cars road legal is very important to Japanese tuning shops, so a Sports Catalyst from the RE-Amemiya catalog was thrown in for kicks. And of course, the drivetrain had to be strengthened with a Sports Clutch Kit and limited-slip differential, also from RE-Amemiya. Touge, or “mountain passes”, are just regular roads—often roughly paved, with differing cambers and surfaces. As you can imagine, suspension choice and setup can make all the difference. While quadruple-adjustable Moton dampers and ultra-stiff Sprint springs may be the winning setup for Tsukuba cars, that’s exactly what you don’t want for stretches of road like Gunsai, where handling control is based heavily on stability over rough terrain. Which is why

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THE GENKI 7 RE AMEMIYA’S OLD FAVORITE CAR Wild as its avant-garde styling was, Amemiyasan’s predominant project last year was built for one practical purpose: to prove to the world that, 16 years after its introduction, the FD3S RX-7 should still be regarded as a contemporary, if not timeless machine. Its baby blue hues, dramatic widebody, controversial Lotus headlights, and atypical wheel covers gave it the appeal of a futuristic machine, but beneath all its showstealing aesthetic beat a heart of performance. This month’s green machine was built strictly with performance in mind (OK . . . maybe there’s a little flare mixed in), incorporating many of the power benefits developed for baby blue. The widened stance of today’s Greddy 3-clad car matches that of the Genki 7’s unorthodox rebody; the two cars’ carbon-infused V-mounts and tucked engine bays look almost identical, aside from the obvious change in hue; even the Dolphin Tail titanium catback, carbon rear wing and Enkei rollers seen in today’s car were present in the Genki 7 before it. But whereas the Amemiya team converted the Genki 7’s stock twins to a single Trust TD07H-25G turbo, they elected to retain them in the new machine, for even faster throttle response and more plentiful low-end oomph. And why switch to an all-new body kit if the Genki 7’s provided the same widened stance? Aside from the more traditional style of the Greddy 3, it was designed to unbolt in a hurry—perfect for Gunsai, where hitting the wrong pothole mid-turn might have you swapping intercoolers on the side of a very narrow road.

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DG5 was called in: to custom valve and pressurize their adjustable dampers according to Amemiya-san’s specifications, and then match them with the proper springs. Amemiya cars have developed a reputation for dominating the corners of Gunsai, catching up even to the most powerful machines. The FD chassis does have its advantages over others here, with its constrained curb weight and excellent distribution, but in the case of Amemiya-san’s latest machine, Brembo F50 calipers, two-piece Project Mu slotted discs, and high-friction brake pads make all the difference. His opinion is that allowing drivers to brake into turns later, and power out of turns earlier, sustains higher speeds throughout the course. Being an RE-Amemiya car, the “Devil King” sports a full Greddy 3 transformation, which drastically alters the car’s stock lines. The look may not be to the liking of everyone— especially its much-debated rear end—but there’s no denying the car looks mean and remains functional. The front end sports a much rounder contour, thanks to the bumper which also incorporates a built-in lower lip spoiler. The headlight conversion exchanges the factory pop-ups for HID IPF projectors, housed in a custom-built enclosure, for that allimportant GT look and aerodynamic. Wider front and rear fenders plump the stance of the car, and the carbon fiber aero hood and rear hatch shave considerable weight. The rear is all custom and replaces the stock trunk line with a whole new swooping bumper and hatch ensemble, which, with the kit’s bespoke light clusters, really loses the RX-7’s identity when viewed from the rear—we love it, some hate it, so Amemiya-san now offers a slightly less radical rear option. The carbon rear wing, like the front canards, is there solely to develop downforce at speed—there are, after all, fast sections of Gunsai. If you think the body color is a little over the top, then RE-Amemiya has achieved their goal: shock! This is a demo car, and the color was chosen for its ability to burn into the hippocampus of anyone who gazes upon it. The interior has been made only slightly less obnoxious, with the Bride fixed bucket seats quieting the stage. Red Sabelt harness keep occupants pinned down even through the most challenging twisties, but it’s the green carbon-effect panels and steering spokes that may bring some to tears. Remember: Demo car. M7 gauges on the passenger side and a boost controller can also be found here, along with a steering-columnmounted boost gauge joining a 300 km/h combination meter set, both from RE-Amemiya. With its lightweight Enkei GTC01s clad in ultra-sticky Yokohama Neova AD08 rubber, Taniguchi managed to lap Tsukuba with this beast in 1:02—a very impressive time for an FD running “only” 400 hp from stock turbos. With one Touge Max title to his name, Ken Amemiya is hoping to grab another title this year with Maou. Don’t call us devil-worshippers, but after seeing how much heart and soul the Amemiya crew has invested in this machine, we’ll be praying they realize their dream!

RUN WITH THE DEVIL / head to the message boards at www.importtuner.com to chat about this feature vehicle

BEHIND THE BUILD NAME. RE-AMEMIYA AGE. YOUNG, JEEZY HOMETOWN. FLO-RIDA (Chiba, Japan) OCCUPATION. GANG STARR BUILD TIME. TOO SHORT FEEDBACK. www.re-amemiya.co.jp HOBBIES. JOCKIN’ THE B*THCES, SLAPPIN’ THE H*ES QUOTE. “PROTECT YA NECK!”

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FD3S RX-7 OUTPUT: 400 HP @ 5,000 RPM, 340 LB-FT @ 5,700 RPM ENGINE 13B side-ported engine; REAmemiya V-mount aluminum intercooler, radiator, piping, carbon fiber shrouding, Dolphin Tail titanium cat-back exhaust, aluminum pulley kit, oil catch tank, fuelpressure regulator, braided fuel lines, oil filler cap, oil filter, Sports Catalyst, wire tuck; GReddy Airinx air filters; Odyssey battery; Apex’i Power FC; HKS EVC; M7 Japan electronic boost controller DRIVETRAIN RE-Amemiya Super Plate Clutch, Super Racing LSD SUSPENSION DG5 coilovers, custom-valved and sprung for RE-Amemiya; GReddy front strut tower bar WHEELS/TIRES 17x9.5 +38mm offset Enkei GTC01 Racing Prototype wheels (front and rear); 255/40-17 Yokohama Advan Neova AD08 tires (front and rear) BRAKES Brembo F50 four-piston front calipers; Project Mu two-piece discs, pads, lines

EXTERIOR RE-Amemiya Super Greddy 3 complete kit (fiberglass front bumper, rear bumper, front fenders, rear overfenders, side skirts), carbon fiber hood, front canards, rear hatch, front lip, rear spoiler, Super Door Mirror, wiper arms, door handles, HID Type H11 headlight kit, Shark Fin antenna; custom brightass green paint INTERIOR RE-Amemiya white 300 km/h meters, boost gauge, column pod, carbon-look green trim, shift knob, leather shifter and hand-brake boots, carbon scuff plates; Bride Low Max bucket seats; Sabelt harnesses; Personal green carbon-look steering wheel; M7 Japan gauges (oil pressure, oil temperature, water temperature) ELECTRONICS Alpine MDA-W925JB head unit

HOTBOX RE-AMEMIYA WWW.RE-AMEMIYA.CO.JP DG-5 (DRIFTSPEED) 562.342.9000 WWW.DRIFTSPEED.COM BRIDE (TEES USA) 310.533.8856 WWW.TEES-USA.COM YOKOHAMA TIRE (USA) 800.722.9888 WWW.YOKOHAMATIRE.COM ENKEI 800.875.3100 WWW.ENKEI.COM ALPINE USA 800.421.2284 WWW.ALPINE-USA.COM

INTERVIEW BY CARTER JUNG PHOTOS BY CARTER JUNG

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MAKE UP: TONY RIVERO

STYLIST: MACK PHOLSINA

TOP AND BOTTOM BY MACK PHOLSINA

AUGUST 2010 / ISSUE#137 CZECH MATE / MARIE KIM

“Do you want me to sit up on the ledge for the next shot?” I barely make out Marie Kim’s question. We’re 44 stories high in Midtown Manhattan with stunning views of the Hudson River on one side and the iconic New York skyline on the other, and the afternoon wind is roaring across the roof top. Randy, the videographer, and I walk up to the rim of the building and peer over the edge into a sea of Yellow cabs and pedestrians hundreds of feet below us. Marie’s got balls. Big ones. In the figurative sense. Raised in a small town in the Czech Republic, her grandmother and mother made the trek to the States five years ago in search of new opportunities. And in that short amount of time, the Vietnamese, Czech, and German Ms. Kim seized every capitalistic moment, learning English on a fluent level, earning a scholarship to a college in Manhattan, posing in front of a camera or two dozen, and accidentally picking the modeling surname of a Korean. Hey, not everyone’s perfect. At least she has more stones than a pair of Angelinos used to life at lower altitudes. And why would Marie be afraid of heights? A statuesque 5’ 10”, and living the American Dream, all she’s done is kept climbing. A rising star, for now, we’ll keep her a few feet lower than she’s used to. 10. 08. 2n r

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Your last name’s Kim, the Korean equivalent of “Smith”, is that your nationality? No, actually my Vietnamese name is Kim Anh so I figured I’d combine it with my Czech name, Marie, for modeling. I didn’t know that it was the Korean “Smith” till I already started going by it. [laughter] Vietnamese and Czech, how did that combo come about? My mum actually moved from Vietnam to the Czech Republic and met my dad. The rest was history. Where in the Czech Republic are you from? Usti nad Labem! And I wouldn’t trade my experiences growing up there for anything. It made me who I am now. That’s a mouthful. Is that some sort of a village? [laughs] It’s a city! The ninth largest. Since you work with models, I should have you know that it’s famous for having some of the hottest girls on the planet. Who are some hot Usti nad Labemians? There are actually a few but the most famous is Karolina Kurkova, the Victoria’s Secret model. Hopefully one day I’ll get to work with her! When did you emigrate from the Czech Republic? A little over five years ago. My family and I moved to Stony Brook, Long Island in New York. What was the biggest culture shock? Hmm . . . probably that people in the U.S. are so religious? Czechs tend to party hard and not really think about the repercussions. My kind of peeps. And now you’re in Manhattan—did you move to the city to pursue modeling? Actually, I moved to Manhattan to make my grandmother proud and make something of myself. I finished high school in Long Island, and after I graduated, I received a scholarship to attend New York Institute of Technology for architecture. Architect? Wowsers! So can you design? Yes! I’m pretty good at it, too. My designs take cues from Italian and modern styles. So, uh, when it comes to, um, “buildings”, do you prefer short and girthy or tall and thin? Tall and thin. But they have to be interesting. [laughs] East Coast/West Coast beef: Golden Gate or Brooklyn Bridge? Brooklyn Bridge, baby. No other bridge in the world looks as gangsta! Have a favorite New York moment? The city is so alive at all hours and there are so many great moments, small and large. I can’t think of just one.

Take your pick. Well, it was my girlfriend’s birthday a few years back and eight of us girls . . . Eight girls? I like where this is going. [laughter] So we went to a club in the city to celebrate, but it got boring after a while so we hopped in a limo and took off to Long Beach [Long Island, NY]. When we got to the beach, we all took off our clothes and started playing in the water. Butt-ass naked? No! We still had our bottoms on. When did the CPR happen? Afterwards, in the limo, we were all wet and cold . . . let’s just say we warmed each other up. You should type up that story and submit it to Penthouse. You’d totally win a prize. Any other girls you would play tongue twister with? Adriana Lima. She has the juiciest lips on the planet. How about a fellow Prestigious Model? No way! They’re like my sisters. Which would make it even hotter. [laughter] On the subject of PM Models, how did modeling come about? It was really random. My friend asked me to come to a PM Models casting with her for support but I ended up getting picked. Have you been to a lot of car shows? I’ve modeled at a bunch of HIN events and a bunch of other car shows. I was also at the New Jersey round of Formula D last year. Are you into tuned cars? Yes! There’s just something about them that’s so hot!

When it comes to men, what do you look for? All a guy needs to be is funny. If you can make me laugh till my cheeks hurt, you’ll win my heart. That, and you have to be non-hairy!

What’s the first thing that draws your attention? The sound and the speed! The faster and scarier a guy can drive the more I get turned on!

How about a furry dude with access to industrial-grade shavers? [laughs] No, not even that. His hair will just grow back.

So when you’re not modeling, what do you like to do? I love hanging out with my close friends. Party or chill, it doesn’t matter. I’m pretty easy going and have fun no matter what I’m doing! I spend most time with my puppy, Baby Bear—she’s the love of my life! She’s a diva and she got it from her mamma! [laughs]

In L.A., we have fusion Taco Bell/KFC in one restaurant. Really? That’s hot. Fire-sauce-drenched-Mexican-Pizza hot. Besides architecture, have any other skills? I love to swim. I have a lifeguard certification, including CPR and first aid. So you’re like the Czech-Vietnamese Pamela Anderson. Only taller . . . and hotter! David Hasselhoff or Michael Phelps? Michael Phelps without a doubt. He’s the real deal. And with his herbal proclivity, would be totally down for the KFC/Taco Bell thing. Ever rescue anyone? I was at school when a classmate fainted in the halls. Everyone freaked out but I was able to help her . . .

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Have you ever given another girl mouth-tomouth? Are you asking whether I gave mouth-to-mouth or I got freaky with another girl? Is this a trick question? [laughs]

What about restaurant? I love sushi, so it would have to be Nobu.

Ok, so what if he was chimp hairy but Chappelle funny and took you to a really nice restaurant? Still a no. I’m a cheap date. Take me to Taco Bell or KFC and I can still fall in love with you.

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Ooh! Did you give her mouth-to-mouth? Unfortunately, for you, your readers, and my classmates, no. [laughs]

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CZECH MATE / MARIE KIM

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MARIE KIM Height: 5’10” Measurements: 32D-24-35 Ethnicity: Czechoslovakian-VietnameseGerman Birthday: January 1st Sign: Aquarius Hometown: Usti nad Labem, Czech Republic Website: www.msmariekim.com www.prestigiousmodels.com Thank you list: All my fans and friends who have supported me!!

To see exclusive behind-the-scene video and interview, log onto www.importtuner.com 82

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ENGINEERED AND BUILT IN THE U.S.A.

SPEC YOUR CAR

1.800.828.4379 + SPECCLUTCH.COM

SPEC offers a huge variety of products, all engineered to win: thousands of applications, seven stages of performance kits, up to eight stages of multidisc, stock appearing and billet lightweight clutches and the only flywheels on the market manufactured to a .001 machine tolerance.

SHIFT TO A HIGHER STANDARD.

POWERPAGES

THE DYNO DOESN’T LIE

’05HONDAS2000(AP2) DYNAMOMETER MODEL: DYNO DYNAMICS 450DS AWD TESTING FACILITY: ATX MOTORSPORTS INSTALLATION: MIKE MARKOWITZ TUNING: BRENDAN MORAN TEXT AND PHOTOS: BRENDAN MORAN

o Dyn

BASELINE

1

PROS In ’04, the Honda S2000’s manically revving 2.0L F20C engine was replaced with the 2.2L F22C. Although the peak horsepower output between the two motors remained at 240 hp, the F22C displays a broader torque curve, increasing output by 9 lb-ft to 162 lb-ft, thanks to a 6.7mm increase in stroke. Like earlier models, the ’05 S2000 possesses a hybrid monocoque body, high X-bone frame, and a near perfect 50/50 weight distribution, making it a favorite amongst track warriors and tuners alike.

200

180

74.0˚

Temp

L BA S E

160

BA S

INE H

P

TQ ELINE

140

CONS HP TQ

SAE (HORSEPOWER & TORQUE)

100

80

60

NOTES .0

40 )

1000

RPM (x

20 .5 2

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Although extracting power from a smaller displacement, naturally aspirated engine is always challenging, the F20C and F22C are notoriously stubborn in delivering gains. Using such a temperamental car for this particular Power Pages, we’ve selected parts that are guaranteed to maximize performance throughout the entire power band, particularly focusing on the 5,000 to 6,000 rpm range.

166.5 113.9

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5.0

5.5

6.0

6.5

7.5

8.0

8.5

We were a bit surprised by the lower-than-expected baseline numbers produced by our S2000. This particular car has seen more than a few track days, and is daily driven with over 60k miles on the odometer. Factoring in that we were testing on a Dyno Dynamics dynamometer, which has a reputation for being a heartbreaker, we more than likely had the reasons behind our low baseline readings. Don’t read too much into peak baseline numbers; power and torque differences will always exist between various dynamometers. The dyno should always be regarded as a tuning tool to monitor how an engine responds with modification.

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HarborFreight.com/Importtuner or call 1-800-657-8001

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See HarborFreight.com/Importtuner for additional SUPER COUPONS

90 AMP FLUX WIRE WELDER LOT NO. 98871/94056

Item 98871 shown

REG. PRICE $149.99

NO GAS 99 SAVE REQUIRED!

59

LOT NO. 91039/67408 REG. PRICE $99.99

SAVE $40

$60

HARBOR FREIGHT TOOLS - LIMIT 1

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MULTIFUNCTION POWER TOOL LOT NO. 67256

34

$

99

REG. PRICE $59.99

SCRAPE CONCRETE

17 DIFFERENT ATTACHMENTS AVAILABLE IN OUR STORES!

3 HP, 21 GALLON, 115 PSI CAST IRON VERTICAL AIR LOT NO. 94667 COMPRESSOR SAVE REG. 99$199PRICE $70 $ .99

129

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SAVE 50%

Item 32052 shown

2 PIECE VEHICLE DOLLIES LOT NO. 32052/67511

CUT METAL

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SANDING

INCLUDES: LOT NO. • 6 Drawer Top Chest 67421 • 2 Drawer Middle Section • 3 Drawer Roller Cabinet

8999 $13999 SAVE $160

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Item 91039 shown

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11 DRAWER ROLLER CABINET

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CUT PLASTIC

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POWERPAGES

’05 HONDA S2000 (AP2)

TODA “TORQUIE-KUN” 4-2-1 EXHAUST MANIFOLD PARTS Toda Header

TOOLS 10-, 12-, 14-, and 22mm sockets, 10-, 12-, 14-, and 22mm open-end wrenches, ratchet, extension and swivel socket, WD-40, PB Blaster

INSTALLATION TIME 90 minutes

PROS Toda’s new “Torquie-kun” exhaust manifold features a 4-2-1, equal-length, tubular design, which helps boost mid-range torque without compromising high-end power. The Torquie-kun header, like all Toda exhaust manifolds, is hand built at the Toda factory by the same team

GAIN .0 to 5.1 WER :0 SEPO 00 range 1.1 to 7.3 R O ,5 H : 0 to 3 00 range 5.3 to 13.7 0 ,0 2 : ,5 • range 0 to 5 • 3,50 to redline 0 0 ,5 5 •

that builds Toda Formula 3 and 4 race car components. The header’s horsepower and torque gains were evident in the mid-range once VTEC was engaged. Installation was effortless, thanks to precise fitment and craftsmanship. Since this manifold retains the factory catalyst and stock O2 sensor, it won’t throw any annoying check engine lights (CELs), keeping your S2K street legal in 48 states. The header also comes standard with an extra O2 sensor bung and plug—a nice touch if you plan on tuning with an aftermarket wideband.

power from the F22C is never easy. But due to the S2K’s diminutive curb weight, even small gains can easily translate to real-world performance.

NOTES We would have loved to install our headers on a lift, but one was not available at the time, requiring us to resort to floor jacks and stands for the install. With the chassis approximately 20 inches off the ground, it was surprisingly easy to remove the stock header and replace it with the Toda unit from underneath the frame, requiring neither great effort nor the removal of extraneous engine components. Although you can reuse the stock header gaskets, it’s never a bad idea to pick up new OEM replacements to eliminate the chance of an exhaust leak.

CONS Although the header performed well in testing, the cost-to-power ratio may simply be too high for S2000 owners to swallow, and as many veterans know, coaxing additional

13.4 5.3 to .9 AIN 6 UE G 00 range: o Q t R .7 O ,5 T :2 .9 0 to 3 range to 10 • 2,00 to 5,500 ange: 4.0 r 0 0 e n ,5 li 3 • ed 0 to r • 5,50

o2

Dyn

7if4fer.e2nc˚e p m Tmeperature drun: +0.2

200

Te us heit previo from es Fahren e r g de P

180

H LINE BASE INE TQ P L OLD HQ BA SE T MANIF AUST MANIFOLD H X E TODA EXHAUST TODA

160

140

GAINS PEAK ELINE BAS OVER HP TQ

120

80

60

4 . 2 7 1 124.8

SAE (HORSEPOWER & TORQUE)

100

TQ

6.0 5.5 40 RPM

0)

(x100

4.0

3.5 20 .5 2

88

/

+5.9 +10.9

HP

3.0

imp o rt t un e r.c o m

5.0 4.5

8.0 7.5 7.0 6.5

8.5

POWERPAGES

K&N

’05 HONDA S2000 (AP2)

FUEL INJECTION PERFORMANCE KIT (FIPK) INTAKE

PARTS Intake tube, air filter, hose clamps, brackets, cable ties, rubber trim, heat shield, filter adapter, mounting hardware

TOOLS Flat and Phillips-head screwdrivers, pliers, 10- and 13mm and 7/16-inch sockets, ratchet, long extension, masking tape and marker

INSTALLATION TIME 90 minutes

with a conical filter and cold-air box, this test proved there is still some power to be had by further improving air induction. We suspect the paper filter medium and an awkward airbox design hampered the breathing ability of the F22C. K&N addresses both these issues by employing a simplified airbox design that moves a free-flowing filter closer to the stock intake inlet, allowing the engine to ingest more cool air. Providing respectable horsepower gains throughout the power band and selling at a relatively low price, the K&N FIPK is one of the most cost-effective modifications for the S2K.

PROS The K&N FIPK intake is designed to increase power while remaining street legal in all 50 states. Although the S2000 comes equipped

GAIN to 2.3 WER nge: -1.1 6.4 ra SEPO HOR to 3,500 nge: 2.2 to 6.3 0 ra to • 2,00 to 5,500 ange: 3.9 r 0 • 3,50 to redline 0 • 5,50

CONS Installation of this kit was a bit more involved than your typical aftermarket intake, requiring

o 4.1 AIN nge: -3.2 t .1 7 UE G ra TORQ to 3,500 nge: 3.8 to 5.2 0 ra to • 2,00 to 5,500 ange: 1.7 r 0 • 3,50 to redline 0 • 5,50

Te us heit previo HP from es Fahren IFOLD TQ D T MAN degre

180

US ANIFOL E XHA M TODA EXHAUST A P TO D AKE H T IN IPK E TQ K&N FIPK INTAK K&N F

160

140

UST EXHA R E V O OLD MANIF HP TQ

120

80

60

176.2 129.0

TQ

5.5 40 RPM

0) (x100

4.0

3.5

90

/

7.0 6.5

6.0

20 .5 2

+3.8 +4.2

HP

SAE (HORSEPOWER & TORQUE)

100

3.0

impo rt t un e r.c o m

5.0 4.5

NOTES The step-by-step instructions to install the kit are quite comprehensive, with over 30 individual steps to complete. Be sure you completely read all the steps before attempting to loosen the first screw. As with all K&N products, the FIPK comes with a million-mile warranty and K&N’s consumer protection pledge.

o Dyn

7if5fer.e5nc˚e p m e Tmperature drun: +1.3

200

the disconnection of several vacuum hoses and fluid lines. Be sure to have masking tape and a Sharpie to label and secure all the disconnected lines, as this will greatly expedite the re-assembly process. Although the high-density polyethylene (HDPE) material of the intake tube provides improved airflow, it doesn’t exactly “bring the bling” to the S2K’s engine bay.

3

POWERPAGES

’05 HONDA S2000 (AP2)

AEM SERIES 2 EMS PARTS ECU, software, USB cable, serial cable, Velcro strips

TOOLS Windows-based personal computer, flat and Phillips-head screwdrivers

INSTALLATION TIME 45 minutes

PROS AEM’s Series 2 EMS is a giant leap forward over its predecessor, with an intuitive interface and features on par with stand-alone systems costing three times its price. Most impressive was how we were able to install, tune, and generate horsepower gains with our S2K in under an hour’s time. By utilizing the factory harness and sensors, installation was very straightforward, requiring no special skills or tools. Once in place, and the included S2K base

GAIN .6 to 6.4 WER :1 SEPO 00 range 1.2 to 5.3 R O ,5 H : 0 to 3 00 range 4.8 to 23.6 0 ,0 2 : ,5 • range 0 to 5 • 3,50 to redline 0 0 ,5 5 •

map uploaded to the EMS, our F22C fired up with no complaints. We altered the fuel, spark and VTEC parameters on our first dyno pass, which allowed the car to make massive gains in hp and torque through the midrange. Using our laptop, we compensated for the increased airflow provided by our new header and intake by increasing the fuel curve and altering VTEC engagement, and the F22C created copious amounts of torque.

the instructions for your vehicle’s initial startup are ample in detail, the documentation for AEM tuner software could be more comprehensive for those less experienced in tuning.

NOTES As great as the provided base map calibration is for the S2K, it’s just a starting point. For instance, none of the safety features—such as knock sensor control and fuel compensation— have been fully activated. In other words, don’t think you can just load the base map and hit the track; doing so would more than likely end with you in tears.

CONS Since this unit is “for off-road use only”, it lacks the emissions compliant programming needed to pass inspection checks in many states. Adding an EMS in your daily driver may lead to legal issues and/or stiff fines if you’re caught roaming the streets with it. Although

10.2 2.4 to .7 AIN 5 UE G 00 range: o Q t R .2 O ,5 T :1 .1 0 to 3 range to 21 • 2,00 to 5,500 ange: 3.2 r 0 0 e n ,5 li 3 • ed 0 to r • 5,50

o Dyn

73fer.e0nc˚e p m e T perature difrun: -2.5

200

Tem revious heit p from es Fahren HP degre TAKE

180

IPK IN E TQ K&N FIPK INTAK P K&N F MS H E 2 ERIES MS TQ AEM SERIES 2 E AEM S

160

140

GAINS PEAK TAKE IN OVER HP

120

80

60

+12.10TQ +10.

188.2 139.1

SAE (HORSEPOWER & TORQUE)

100

HP

TQ

8.0 7.5 7.0 6.5 6.0

5.5 40 RPM

0)

(x100

4.0

3.5 20 .5 2 92

/

3.0 imp o rt t un e r.c o m

5.0 4.5

8.5

3

POWERPAGES

’05 HONDA S2000 (AP2)

200

180

GAINS OVER BASELINE

188.2 139.1

160

HP

+21.7 HP AND

TQ

140

+25.2 TQ

120

SAE (HORSEPOWER & TORQUE)

100

80

60

BASELINE HP BASELINE TQ

K&N FIPK INTAKE HP K&N FIPK INTAKE TQ

TODA EXHAUST MANIFOLD HP TODA EXHAUST MANIFOLD TQ

AEM SERIES 2 EMS HP AEM SERIES 2 EMS TQ

40

20

RPM (x1000)

2.5

3.0

3.5

4.0

4.5

5.0

5.5

6.0

6.5

7.0

7.5

8.0

8.5

CONCLUSION Although peak gains may not impress the guys at the local meet, massive improvements to the torque curve are instantly appreciated on the street. The F22C doesn’t give up peak power easily, yet we’ve seen that with a little mechanical love in all the right places, overall improvements in horsepower and torque can be made a reality.

BANKROLL TODA “TORQUIE-KUN” EXHAUST MANIFOLD K&N FIPK INTAKE AEM SERIES 2 EMS MSRP TOTAL

CONCLUSION

94

/

HP Level

+HP

TQ Level

+TQ

BASELINE

166.5

TODA EXHAUST MANIFOLD

172.4

5.9

124.8

10.9

K&N FIPK INTAKE

176.2

3.8

129.0

4.2

AEM SERIES 2 EMS

188.2

12.0

139.1

10.1

FINAL

188.2

21.7

139.1

25.2

impo rt t un e r.c o m

113.9

HOTBOX TODA RACING USA WWW.TODARACINGUSA.COM K&N ENGINEERING WWW.KNFILTERS.COM AEM PERFORMANCE ELECTRONICS WWW.AEMELECTRONICS.COM ATX MOTORSPORTS WWW.ATXMOTORSPORTS.COM

$1,350 $299 $1500 $3,149

AD INDEX ANDYS AUTOSPORT INTEGRATED STR

32-33

BUYWHEELS TODAY.COM

66

CASTROL OIL

15

CLARION SALES CORP

75

CMI CLUTCH MASTERS

65

CONTINENTAL TIRE THE AMERICAS LL

C4

DESIGN ENGINEERING

93

DISCOUNT TIRE CORP

23, 24-25

EBC BRAKES USA INC

19

EMOTIVE

47

ENERGY SUSPENSION

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ESCORT INC

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FALKEN TIRE

63

FORMULA DRIFT HOLDINGS LLC

56

HANKOOK TIRE AMERICA CORP

7

HARBOR FREIGHT TOOLS

87

HONEYWELL

5

HYPERTECH INC

77

INOVIT INC

41

JE PISTONS

91

K&N ENGINEERING

65, 85

LUMINICS USA

89

MACKIN INDUSTRIES

83, 84

MAXZONE VEHICLE LIGHTING

76

MOBILE TECHNICAL TRAINING

93

MOTHERS POLISH CO

10, 11, 21, 55

MOTOVICITY DISTRIBUTION

89, 95

NIPPON THERMOSTAT OF AMERICA COR

89

PROLONG SUPER LUBRICANTS PRO MOTION DISTRIBUTING

27 43, 45, 23, 91

RPM EVENTS

67

SEIBON INTERNATIONAL

53

SPEC INC

84

SPOCOM

29

STEVE MILLEN SPORTPARTS INC

61

SUMMIT RACING

39

TENZO

73

THERMO TEC TSW ALLOY WHEELS

18 C2-3, 9

UBERWURX CAR CARE

85

UNIVERSAL TECHNICAL INST - LICN

C3

VIS RACING SPORTS

28

WHEEL WORLD

57

The advertiser index is provided as a service to Import Tuner readers. Import Tuner is not responsible for omissions or typographical errors in names or page numbers.

POWERGEAR

EXPOSING THE NEW HOTNESS

01 ROAR FILTER

New, from a company known for performance products handcrafted for high-end European exotica, comes a carbon fiber intake system for the Lexus IS F. Combining the heat resistance and light weight of carbon fiber with the proven airflow benefits of a velocity-stack-equipped cone filter, Roar Filter’s newest bolt-on kit replaces the IS F’s restrictive factory flat-panel intake filter and plastic intake box with a serviceable, poly conical element, carbon fiber heat shield and high-flow tubing, all finished in high-gloss, durable epoxy—providing the optimum balance of performance and protection. Roar Filter / www.roarfilter.com

02 UNORTHODOX RACING NISSAN R35 GT-R PULLEY SET Unorthodox Racing (UR) introduces a lightweight, three-piece, billet aluminum pulley set for the ’09-up Nissan GT-R. The kit includes pulleys for the crank, alternator, and power steering system, with a combined weight of only 1.75 pounds—the same OEM pulleys weigh 8.25 pounds. UR has tested this rotating weight reduction to be good for an additional 20 to 24 hp and 26 to 30 lb-ft of torque at the wheels of a stock ’09 GT-R. Unorthodox Racing / www.unorthodoxracing.com / 631.586.9525

03 TURBOSMART E-BOOST STREET

Turbosmart’s e-Boost Street electronic boost controller gives you total control over your vehicle’s boost curve using two available boost settings, easily selected via a “turn-and-push” button or external switch. The easy-to-read, three-segment display with adjustable brightness can be configured for PSI, KPa, or BAR, and includes a warning light to inform the driver of over-boost shutdown or rev-limit, allowing the unit to double as a boost gauge, tachometer, or shift light. Turbosmart’s e-Boost Street controllers can maintain up to 40psi of boost, and feature an auxiliary output that can trigger intercooler spray, methanol, or nitrous injection systems. Each e-Boost Street includes a control unit, installation kit, solenoid with mounting bracket, vacuum hoses, and hose clamps. Turbosmart / www.turbosmartonline.com / 909.476.2570

04 ARD ROADMASTER RIDE DRIVING SHOES

In celebration of 5Zigen’s ’09 Super Taikyu ST-3 class season championship win with their NSX, ARD, in collaboration with Asics shoes, has released the ARD Roadmaster Ride driving shoe. Available in black or silver, the Roadmaster delivers both form and function, and is perfect for daily driving, open track days, kart racing, or for (gasp) walking. The ARD Roadmaster Ride driving shoe is manufactured exclusively for ARD and is available for purchase though 5Zigen dealers, or online directly through 5Zigen. 5Zigen USA / www.5zigenusa.com / 310.608.5575

96

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imp o rt t un e r.c o m

EXPOSING THE NEW LOUDNESS

AUDIOGEAR

01 SONY XPLOD RECEIVER

The Sony WX-GT77UI double-DIN head unit features a two-line display and a stylish, circular-themed thumb control that makes navigating your favorite tunes simple. On the rear of the receiver is a USB port that enables the connection of an iPod, which can then be controlled directly from the head unit. The front has an auxiliary input that allows the connection of other audio sources such as MP3 players, smart phones, and other audio devices. The WX-GT77UI also features a built-in, three-band parametric equalizer with several presets so you can get the most out of your music, no matter what you’re listening to. Sony / www.sonystyle.com / 877.865.7669

02 JUICEBAR MULTI-DEVICE POCKET SOLAR CHARGER

Harnessing the power of the sun, the JuiceBar Solar Charger enables you to charge several different devices without toting around a ton of different charging units. This compact device is equipped with solar cells that begin to generate electricity immediately upon contact with light, providing up to 15 hours of usage on a single charge. The JuiceBar charger includes 12 of the most commonly used adapters for cell phones, iPods, MP3 players, portable gaming systems, and more. Cable Organizer / www.cableorganizer.com / 866.222.0030

03 Kicker CompVR SUB BOX

Kicker’s CompVR Sub Boxes take the reputation and reliability of dual-voice-coiled CompVR Subwoofers and combine them with sturdy wood enclosures blanketed with gray carpeting and a monogrammed carbon-fiber-look face. CompVR Subwoofers are designed with rigid injection-molded cones, extra back bracing, and extensive heat deterrents to endure the harsh demands of producing big bass. CompVR Sub Boxes feature a custom-designed combination vent/terminal cup, and oversized port space. Kicker / www.kicker.com / 800.256.5425

04 PIONEER REFERENCE SERIES COMPONENT SPEAKER PACKAGE Components of Pioneer’s PRS TS-C172PRS 6.75-inch speaker package use advanced materials and design to produce natural, yet dynamic sound, enabling them to deliver every musical note with accuracy and exceptional clarity. The TS-C172PRS tweeter and mid-woofer combine oversized diaphragms for extended frequency response, with neodymium motor structures for maximum speaker flexibility, to produce exceptionally rich sound. Pioneer Electronics / www.pioneerelectronics.com / 800.228.7221

10. 08. 2nr

/

9 7

GOOD EXPOSURE

Can you believe this year’s more than half over? We sure as hell can’t, as our project cars sit in the same spots—in nearly the same condition—as they have for the past year (decade for some, not naming names . . . cough, Carter, cough). In the event that we’re not the only ones in need of a little mid-year motivation, we have a trio of motion shots and the interesting perspective of one Honda roadster to reignite the project-car fire under our asses. Now get out there and enjoy the season! [email protected]

SHOT

OF THE

MONTH

Mike Boldt Alberta, Canada www.mikeboldtphoto.com

Anthony Mair Las Vegas, NV www.anthonymairphoto.com

Jurrie Vanhalle Malle, Belgium www.vjimages.be

Sam McCargar Edmonton, Alberta, Canada www.flickr.com/sammccargar 98

/

impo rt t un e r.c o m

Want to make a living doing what you live for?

Actual UTI students.

UTI IS THE ANSWER. At UTI, you can train to become an entry-level automotive technician in about a year. You’ll get hands-on training on a wide range of vehicles and automotive technologies, and gain the knowledge you’ll need for a successful career. In fact, many employers recruit our students on campus for immediate employment after graduation.

AUTOMOTIVE MOTORCYCLE MARINE DIESEL COLLISION REPAIR

uti.edu 1.800.314.8364

Programs vary by location. MSAT programs available to those who qualify. Financial aid and VA benefits available to those who qualify. UTI cannot guarantee employment. MSC: 800/835