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this is one of the cars I want a Nissan 350z!
This is a Mitsubishi Eclipse And it is AWSOME!!
This is a celica with wing doors
This is a Tahoe with wing doors
I love this Escalade w/ vertical doors
A Honda Civic w/wing doors
2005 Dodge Viper this car can go 220 mph!!!!
2005 Lambergini Gallarodo this car can go 210 mph!
2005 spider Ferrari this car can go 200 mph!
Dodge Ram quad cab 3500 a car I want
A 2005 Mustang
2005 Dodge Ram special addition viper engine
A Dodge ram 3500 quad cab duely desiel
A restored 1966 Mustang
2004 double cab Tundra
2003 Infiniti 635
this is a Chrysler Prowler
2005 Dodge Magnum
2005 Dodge Durango
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REVIEWS
| Straight Shooter Nissan 240SX Text by Michael Semira |
4/20/2005 | |||||||||||||||||||||||||||||||||||||||||||||||||
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| As one of the pioneering shops of SR20DET performance on the East Coast, Enjuku Racing has always been pushing the envelope of Nissan 240SX performance. Long before the drifting scene exploded in North America, the dedicated group of enthusiasts that run the Winter Park, FL operation has been making huge power with SR20DET-swapped 240s. Just a glance at the shop’s first dedicated racecar, a drag-prepped S13 hatchback, is an obvious sign that these guys just don’t talk about performance, they breed it. This 1993 Nissan 240SX, a project spearheaded by Ken Harrison, is Enjuku Racing’s first foray into the drift scene and has already been causing a ruckus up and down the Eastern seaboard. Like the shop’s drag car, Harrison decided to use the very popular fastback version of the 240SX. But unlike the drag car that uses an offshoot of the original Enjuku Racing bolt-on turbo upgrade that produces 393whp, the drift S13 was going to be outfitted with something a little tamer. Once the red-top S13 SR20DET was dropped in, the team’s focus turned to developing a turbo kit more suited to the twists of a drift course than the straight-as-an-arrow drag strip. A switch to a log-style, top-mount manifold less prone to cracking and slight modifications to the T3/T4OE turbocharger resulted in the quicker turbo response necessary for drifting. The kit also features a TiAL 38mm wastegate and GReddy Type S blow-off valve to regulate turbo pressure. Ambient air is sucked into the 2.0L by the mushroom-shaped filter of a GReddy Airinx intake. A set of Tomei 550cc injectors dumps fuel into the combustion chambers, where the volatile mixture is ignited. The monoxide races through a three-inch Enjuku Racing down-pipe and test pipe before it finally exits via the GReddy TR EVO 2 exhaust. The stock side-mount intercooler that the SR20DET was equipped with in Japan was far too tiny to use, so Harrison integrated the GReddy V-SPL front-mount unit to cool the intake charge. Other than the custom 1.18mm head gasket to reduce compression and the ARP bolts to secure the head, the JDM engine remains bone stock. Thanks to the expert tuning of local SR20DET tuning guru Scott Avoy, the setup spins the 18-inch Volk Racing Gram Light 57 Pro wheels and Nitto NT555 rubber to the sweet tune of 369.3whp at 19psi. After sorting through the tons of products available to upgrade the S13’s handling, Harrison opted to go with the JIC FLT-A2 coil-over suspension. Featuring an inverted-shock piston design with full ride height and damping force adjustability, these coil-overs are perfect for tearing up the track. Supporting components in the form of Tanabe tension rods up front and Cusco rear upper arms, toe control arms and traction rods enable Harrison to dial the suspension exactly to the driver’s specs. An A’PEXi strut tower brace up front and a Mazworx roll cage inside helps reduce chassis flex as the hatchback slides from side to side. Adding spice to this already-potent package is the Lexus SC430 red paint and gang of JDM aero pieces. A pair of S15 headlights sits in the place of the old flip-ups courtesy of the Masa S13 to S15 front-end conversion. The GP Sports G4 front bumper originally made for an S15 and ViS carbon fibre hood complete the S13.5 facelift up front. The rest is all Chargespeed, as Harrison fitted new side skirts, widened rear fenders and the lightweight carbon fibre hatch to the finish the exterior. Though the S13.5 has earned awards like Best JDM, most of its appearances are restricted to drift events only. You might have caught a glimpse of it on the Spike network’s Redline TV and JDM Option DVD coverage of the D1 Driver Search in Miami, FL earlier this year. The vehicle is quite an achievement for Harrison and Enjuku Racing, and if the team is able to transfer its success on the drag strip to the drift course, the East Coast drifters are going to have another heavyweight contender in their corner. |
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| Cherry Bomb 2003 Nissan 350Z Text by Michael Semira |
4/12/2005 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| When Minho Kim, a Silver Spring, MD resident and avid enthusiast, felt it was time for a new project vehicle, he certainly did his research before selecting a tuner-friendly 2003 Nissan 350Z as his starting point. Kim is no stranger to creating a full-fledged performance car, as he formerly owned a supercharged, custom-painted Honda Prelude. Kim planned to take his new 350Z project above and beyond the level of his previously modified ’Lude. Inspiration for the build-up came in the form of VeilSide’s display at the Tokyo Auto Salon, providing Kim with the JDM theme he was desperately searching for. Fortunately for Kim, he had plenty of help in piecing together his Z. Fellow Team Emotion member Harry Nguyen and Ken Nhan of Car Trenz in Rockville, MD were at his side to help make his dream vehicle a reality. Both Nguyen and Nhan built incredibly successful show cars before, and their experience would prove to be invaluable in a project as encompassing as this Z. The first aspect the trio had to tackle was the exterior. Of course, with images of JDM creations stockpiled on his PC, it was obvious that Kim had a serious dose of “VeilSide-on-the-brain.” The order was quickly placed for the complete VeilSide Version 2 kit and Version 3 over-fenders. To complete the facelift, a set of massive VeilSide Andrew Racing 5 wheels sized at 19 by 10 inches (front) and 19 by 13 inches (rear) were also to be placed in the same shipment. Only the excruciating four-month wait time stood between him and his wide-body monster. In the meantime, with the bulk of the appearance modifications addressed, attention was turned to improving the Z’s already-capable suspension. Nhan strongly suggested that Kim opt for the all-around performance and convenience provided by the Tein Flex coil-over system and EDFC unit. More suspension hardware comes in the form of sway bars from Nismo to reduce body roll, while a carbon fibre JIC strut brace, Cusco rear lower tie bar and GT Spec front under-brace solidify the Z33 chassis. When it came time to increase the pony count of the VQ35DE, the trio turned to Jeff Shi at Evolution Autosports. Shi mentioned that he was able to get his hands on the Vortech supercharger kit released at the time, and Kim would be the first Z on the East Coast to have it. Without Shi having to utter another word, Kim went ahead and had the centrifugal-based blower installed, along with a GT Spec header and Invidia cat-back exhaust. Nitrous Express’ EFI wet nitrous setup was also added. With the VeilSide gear finally ashore and waiting to be installed, Kim left the fitting and installation duties to Rick Wells of Absolute Auto in Frederick, MD. Fitting was a little tricky, as the over-fenders needed to be massaged to fit the Version 2 pieces. Instead of riveting the over-fenders to the body, the factory fenders were cut and the new fenders were moulded to create smooth, flowing lines. The stock paint was sanded away and the entire vehicle was draped in Wells’ custom Desert Sand Pearl. The Z’s stock antenna, rear wiper blade and emblems were removed to create a clean surface. Authentic VeilSide emblems and a carbon fibre Varis front air scoop were added as the final JDM touches. A big brake upgrade from Wilwood was installed up front before the Andrew Racing 5 wheels and sticky Dunlop rubber were bolted on. Pag from Competition was then called upon to replicate VeilSide’s cherry blossom graphics. The show-stopping Z was almost complete. The cabin and hatch area were the last to receive the treatment, and are arguably the best aspects of the vehicle. On the functional side of things, a pair of Bride Ergo reclinable seats and Nismo harnesses keeps Kim and his passenger securely in place. A Defi BF Series gauge helps keep tabs on the 3.5L engine, while an A’PEXi S-AFC II unit fine-tunes the air / fuel mixture and is fitted in the custom fibreglass dash console. A VeilSide shift knob, dry carbon sun visors, Nismo floor mats and reupholstered door panels, roof liner and rear panels complete the list of interior changes. The multimedia system is where Kim really went over the top. Working hand-in-hand with Tom Bostic of Excessive Audio and Beyond in Rockville, MD, this ride features one of the wildest installs we’ve ever seen in a Z. Sitting at the head of the system is the Alpine CVA-1006 head unit / LCD monitor that controls most of the system’s functions. Video source units come in the form of the dash-mounted DVA-5205 DVD player and glove box-mounted PS2. With no less than 12 LCD monitors, visuals are aplenty. Three Icon-TV units are mounted in the passenger-side dash board, two in each sun visor, two in the quarter panel windows and three more in the custom monitor pod attached to the rear trunk lid. The final two screens are mounted on the steering column and display the visuals provided by the cameras installed inside the VeilSide mirrors. Sonic reproduction is handled by an array of Polk / MOMO and Alpine hardware. Six MM104 10-inch subwoofers provide the teeth-chattering bass using a mono-block Alpine V12 MRD-M1000 amplifier to supply the power. Mids and highs are handled by three sets of Polk / MOMO MM6 6.5-inch separates that are set in motion by both the Alpine MRV-F540 four-channel and MRV-T420 two-channel amplifiers. The three amplifiers are mounted on a motorized amp rack that rises from behind the Z’s signature rear strut brace. Two sets of the components are installed in custom kick panels up front and an enclosure in the hatch to ensure that imaging is impeccable. A variety of LEDs from Street Force illuminate the cabin to create an awe-inspiring display while the Z is showed off at each event. Finally complete, Minho Kim’s 350Z was unleashed on the national show circuit, taking home 12 Best of Show awards (at the time of writing). Kim would like to extend his gratitude to all of those involved in the project, including Harry Nguyen, Ken Nhan, Team Emotion, Absolute Audio, Tommy Kustomz, Competition Graphix, Dunlop Tire, Evolution Autosports, The Glosser, Ignited Performance, Nitrous Express, Polk Audio, Shinning Monkey, GT Spec, Invidia, Street Force, NCCA, Absolute Imports, his brother Yongmin and last but certainly not least, his parents. Other 350Z owners beware, as Kim plans to continue his search for products and develop new concepts that will take his car to an even higher level. |
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| La Familia 2001 Mazda Protégé 5 Text by Michael Semira |
1/17/2005 | |||||||||||||||||||||||||||||||||||||||||||||||||
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| Calgary, AB is home to the Rocky Mountains, natural resources and Flames hockey. Located in the quiet surroundings of Canada’s Northwest region, most people have no clue of the strong sport compact scene that has grown over the past couple of years. Our friends at Team SCP have made Calgary one of the stops on the Sport Compact Nights Tour for the past couple of years and have been pleasantly surprised with the turnout. The team at Speedtech Racing Development dropped us a line to tell us about this hidden gem, a 2001 Mazda Protégé 5 owned by Danny Yee. Yee, an Exploration Records Tech for Petro Canada, has kept a close eye on the Protégé5 crowd. He’s seen what his fellow P5 owners have been doing, taking note of styling cues and themes. However, it seemed like the North American scene was missing something. A few late nights browsing the web resulted in an epiphany – build his Protégé5 in the image of its JDM counterpart: the Mazda Familia. Enter William Ngan, Lance Lim and the rest of the crew at Speedtech Racing. They helped Yee source out the ultra-exclusive, first-on-these-shores aero kit from Mint Blue. The kit consists of the front bumper, side skirts and rear bumper. However, to complete the JDM-inspired transformation, Yee shelled out the extra cash for the rear wing, eyelids and front grill. Before the sport wagon was taken to Ramtech Enterprises in Calgary, AB for the Ocean Yellow tri-coat pearl paint job, the mouldings were erased, while the carbon fibre hood, JDM Familia taillights and badges were sourced. Black paint was sprayed on the roof to help set Yee’s Protégé apart. A set of Eibach lowering springs wrapped around the Mazda-issue dampers help set the body perfectly atop a set of 18-inch Volk Racing CE28N wheels. These Mercury Silver rollers feature forged construction for the ultimate in weight reduction and are wrapped in BFGoodrich KDW rubber for optimal grip. Grip is always a serious issue, but becomes even more so since the integration of a custom turbo kit into Yee’s setup. The development of this kit is a joint venture between Speedtech Racing and the Cambridge, ON-based Essential Speed. Using the extremely quick-spooling Garrett GT28R turbocharger, Yee does not become another victim of turbo lag as power is sent to the wagon’s front wheels almost immediately. Spent gases are propelled out of the system through the kit’s exhaust manifold, up-pipe and down-pipe. A GReddy EVO cat-back exhaust peeks through the rear bumper and acts as the final exit point for the combusted air. A Spearco intercooler is showcased through the open-mouth bumper and chills the intake charge before it is tossed into the motor. Boost level is maintained courtesy of the HKS SSV blow-off valve and TiAL 38mm wastegate. With boost successfully integrated into the system, the increased fuel demands are the responsibility of the Vortech FMU. The cabin was worked over and now features a pile of aftermarket goodies that help make the daily commute to work more enjoyable. A pair of extremely comfortable Sparco Milanos replaced the tired set of Mazda seats, while the rears received a visual facelift thanks to the addition of the custom black and yellow leather upholstery. Race-bred goodies from MOMO take the place of the factory parts, as the Flash steering wheel, shift knob and e-brake boot add the right mix of function and style. A Sparco three-point harness was installed for its added support and safety. Further adding the mobile home atmosphere is the complete multimedia installation. Featuring a Pioneer 6500 DVD head unit as the command unit and Focal speakers to reproduce the sound, Calgary can hear Yee coming from blocks away. A Dimensions Pro 3.2X amplifier was chosen to run the entire system, and powers the Focal 27H 10-inch subwoofer and Focal components flawlessly. Yee’s finished project has had quite a showing in 2004, taking home Best Protégé at SCN Saskatoon and Best Mazda at SCN Edmonton. A huge thanks goes out to BFGoodrich and his close friends at Speedtech Racing. Yee’s P5 is definitely one of the cleanest we’ve come across and we hope that he realizes that the long hours spent in front of his computer browsing the Net are finally justified. |
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| Phat Lip 1994 Toyota Supra Text by Michael Semira |
11/5/2004 | |||||||||||||||||||||||||||||||||||||||||||||||||
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| Every once in a while PAS comes across a vehicle that simply wets our pants. As you can tell by these pictures, Heru Gunawan’s 1994 Toyota Supra is one of them. It’s impossible to fathom how an insane automobile like this has never shown up on the industry radar before, so we did what we do best and quickly jumped on the chance to feature it for you, our dedicated readers. As a sales representative of Aero Distribution Inc. in Santa Ana, CA, Gunawan’s passion and profession revolves around bodykits and body styling accessories. His job is pretty simple: help his customers’ vehicles look better. With all of this body styling knowledge under his belt, selecting a bodykit for his Supra came pretty easy. Wanting to build his car in the image of the Supras that rule the JGTC Series’ GT500 class in Japan, Gunawan had his heart set on the Top Secret widebody kit. Consisting of a front and rear bumper, sideskirts and blister-like front and rear fenders, this kit is every Gran Turismo player’s dream come true. Using a three-stage Jet Black paint from BMW, the Supra’s Top Secret-outfitted exterior was sprayed with several layers and brought back to life. Gunawan’s choice of final add-ons stays true to the JDM theme, as a Top Secret carbon fibre hood and Do-Luck rear diffuser complete the look. With the Supra swollen to blowfish-like proportions, Gunawan wanted to capitalize by going with a set of custom wheels by Rays Engineering. Deciding on the two-piece design of the Volk Racing GT-C was only half the task, as the widened stance called for some outrageous sizing. Opting to go with a staggered setup, the massive 18- x 10.5-inch wheels up front are shod in 265/35 rubber and would easily be a welcome addition to the rear of any vehicle. The mammoth, hippo-like rear end is held down thanks in part to a pair of insanely-sized 19- x 11.5-inch wheels wrapped in 295/30 Yokohama AVS tires to match the front. Needless to say, these wheels were made-to-order, with a lip deep enough to create an echo similar to those heard in the Swiss Alps. With the look complete, Gunawan then turned his attention to finding the right suspension to get his JZA-chassis Supra swiftly through the twisties. The choice was pretty simple for him, as he outfitted the vehicle with a Tein Flex coil-over system. The Flex system offers full adjustability with ride height, damping force and upper pillow mounts being customizable to Gunawan’s specs. The added chassis flex of the T-top is minimized thanks to the Stillen front and rear sway bars, GReddy front strut brace and a set of Stillen urethane bushings. The main reason Gunawan picked up a Supra was for the 2JZ engine that is famous for its bulletproof reliability and ability to produce in excess of 1,000whp. Though his aspirations weren’t to hit quadruple-digits, Gunawan still wanted to build on the factory-issued 300hp produced by the twin-turbo 3.0L. To achieve this, the stock twins were pulled in favour of a single turbo setup, featuring a custom-built T61 turbocharger, which was modified and upgraded with T62 turbine wheels. He’s also integrated an HKS Type S intercooler with custom four-inch piping to cool the intake charge and a custom-bored New Gen Turbonetics wastegate and HKS blow-off valve to maintain boost level. The head has been filled with a pair of HKS camshafts that are precisely dialed in by a matching pair of HKS cam gears. Dirty air escapes the Supra via a free-flowing exhaust system that uses a custom three-inch up-pipe, Stillen down-pipe and A’PEXi exhaust. The polished components in the engine bay add the perfect touch to this show-stopping Supra. A look inside the vehicle reveals the pair of tan Cobra Misano reclinable seats that feature carbon fibre construction. The seats work with Crow four-point harnesses to hold both the driver and passenger in place and follow the carbon fibre theme set out by the carbon fibre gauge pod, dash trim and door panels. The passenger air bag was removed and a custom triple gauge pod that houses GReddy boost, EGT, and Fuel Pressure gauges was put in its place. An HKS VPC fuel controller and A’PEXi SAFC-2 air / fuel controller unit both live in the center console alongside the Pioneer DEH9200 head unit. The Dynaudio 5.25-inch and 6.5-inch components and single JL Audio W6 subwoofer handle work with the 2JZGTE to provide Gunawan’s acoustics. Lightning Audio wiring sends power from the Rockford Fosgate mono-block and HiFonics four-channel amplifiers, with an Optima Red Top battery mounted under the hood to supply the power. Having just recently completed his Supra project, Gunawan is still getting used to the gawks and stares that a serious machine like this commands. He intends to use the Supra to help promote Aero Distribution, as he will begin to make appearances on the show circuit. Surprisingly, Gunawan completed the entire project without the help of any sponsors – although he would like to send a special shout out to the team at Aero Distribution. |
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| Sivilized 1999 Nissan Silvia S15 Text by Dave MacKinnon |
9/29/2004 | |||||||||||||||||||||||||||||||||||||||||||
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| Is there any car more sought after in North America than a Nissan Silvia? Perhaps there is, but there are only a few vehicles out there that are as rare as this 1999 S15 that was brought together by the horsepower determined maniacs at Nitrous Express. The Silvia is powered by the well-known and sought after SR20-DET 2L turbocharged inline four. This engine is a dream for most drifters, since its potent power is unleashed through the rear wheels. That might be more than enough for any regular sport compact enthusiast, but not for the NX crew. Their SR20 was transformed immediately into an SR22-DET, if that’s even possible. A Toda stroker kit that includes forged pistons, rods and a billet crank takes care of the displacement augmentation. When the tach moves towards the red zone, a new set of cams, new valve springs and cam sprockets keep the valve train running smooth. In addition, a high-flow fuel pump feeds the set of HKS 720cc injectors. HKS was also called upon to supply a GT3037 Pro S turbo, exhaust manifold, up-pipe, down-pipe, wastegate, blow-off valve, intercooler and an exhaust system. Timing control is provided by an FJO 341B Engine Management system that includes its own set of coils to fire the plugs. The engine is kept cool by a Fluidyne radiator. Harnessing the power of this mighty four is an Unorthodox Racing twin disc clutch and a transmission that is rowed by a B&M short shifter. The Nitrous Express catalog was raided for some additional power producing elements. The engine gets a blast of nitrous and fuel from a single-nozzle wet kit. The nozzle is located in the pipe that runs to the throttle body. An NX N-tercooler system sprays ice-cold nitrous onto the big HKS intercooler to further aid power production. Another nitrous system was installed in the trunk of the S15. Believe it or not, this custom dry system sprays nitrous onto the voice coils of a pair of Lightning Audio Strike-series 12-inch woofers. The woofers are mounted upside down on a painted fiberglass tub that engulfs the entire trunk. Two chrome nitrous bottles lie between the woofers. Powering the woofers is a Lightning Audio Storm X1.2000.1D amp that lies on an amp rack that replaces the rear seating area. Flanking the monster amp are two Lightning Audio Strike S2.400.2 amplifiers. One amp runs the mids and the other the highs. Mids and highs are reproduced by two sets of Lightning Audio 6.5-inch Strike components. The audio system is headed up by a Pioneer AVH-P6400 receiver and an XDV-P90 six-disc DVD player. A TRC 15.1-inch flat panel monitor serves up video out back. The tunes were installed by The Audio Source of Wichita Falls, TX. Additional interior accessories include a six-point roll cage, MOMO Street Racer seats, steering wheel and shift knob and a set of Simpson Racing harnesses. The display for the engine management system was flushed into the top of the driver’s sun visor. HKS gauges replace the A/C vents in the center of the dash. The exterior of the car received a C-West front fascia that was coated in metallic silver paint to match the factory Nissan colour. Volk GT-C II wheels replace the stock aluminum spinners. Both the front and rear wheels measure 18 inches in diameter with the fronts at eight inches in width and the rears coming in at ten inches. Rubber is from Yokohama in the form of super-sticky AVS Sport tires in 235/40 and 265/35 sizes, front and rear, respectively. Tucked in behind the front wheels are 13-inch rotors from HP Racing while nine-inch rotors from Powerslot spin out back. The fronts are clamped by six-piston calipers and the rears by four-piston units. All use braided steel lines to contain the DOT5 brake fluid. Tein Type Flex coil-overs with an EDFC system control the car’s motion when it hits a bump or loads into a corner. A Nismo strut tower brace and both front and rear control arms help the suspension stay stable when things get heated. It was the intention of Nitrous Express to attract the attention of the sport compact crowd with this S15 monster creation. With the integration of some high-end power producers, subtle styling and a kicking audio system, we know they’ve clearly hit their mark. |
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| Top Down Tuning Nissan 350Z Convertible Text by Paul Rachwal |
4/20/2005 | |||||||||||||||||||||||||||||||||||||||||||
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| Driving along British Columbia’s curvy Sea-to-Sky highway is one of the most breathtaking and enjoyable drives any enthusiast can experience. Now, imagine how much better (not to mention faster) the drive would be from behind the wheel of this customized 350Z Convertible. The guys at the SR Auto Group who built this Z car certainly have our eternal envy, as blasting along the scenery of Highway 99 North in this roadster is all part of the daily commute. The creations that roll out of SR Auto Group’s garage never disappoint and are certainly no strangers to the pages of our magazine. They may look understated, but each ride comes together in a clean, cohesive, high-performance package that is flawless in execution. This 2003 convertible Z lives up to the strong reputation of SR Auto thanks to its low stance, big wheels, and sweeping body kit complete with a hard tonneau cover. The result is one heavy-hitting drop top that commands attention. Andy Chung, SR Auto Group’s owner, decided to keep the modifications subtle and relatively low-key. The Nissan VQ35DE motor is mostly stock, with only an Injen RD1985 air intake to help with breathing under the hood. Performance is further improved with a GReddy exhaust with dual mufflers hanging from underneath the car. Apart from the intake, the only other under-hood changes are the GReddy oil cap and solid GReddy strut-tower brace that helps stiffen the car’s open-cockpit structure. Helping carve up Northern Vancouver’s mountain roads are Espelir Sport Springs that lower the Z over its generously oversized wheel and tire combo. The machined and chromed Maya DTM rollers are a full 20 inches in diameter and sport a nice wide lip, just like JDM rides we’re used to seeing. It’s details like these coupled with the car’s flawless white paint that separate SR Auto from other shops. The contact patch is staggered front to back, with a 245mm wide footprint of Pirelli’s P Zero Nero up front and a 275mm patch in the back. Slowing the momentum of the car and these large rims is no simple task, so this trusted task was given to a Stoptech brakes upgrade to both the front and rear of the Z roadster. The slotted two-piece AeroRotors are sized 355 by 32mm all around and get squeezed by four-piston calipers in the front and rear. Not all 18-inch rims will clear these calipers, but of course with 20 inches of bling SR didn’t have that problem. The brake lines are stainless steel and provide a solid pedal feel should the curvy mountain roads ahead ever require immediate braking. The Z’s stunning body has also been further enhanced with GReddy’s Gracer body kit. The four-piece kit was expertly installed by SR Auto regular Walter Siu from No.1 Collision. Nissan’s lip spoiler adorns the trunk lid. Clear-lens parking lights from a JDM Fairlady Z now fill the front and rear bumpers. To cement that likeness, SR had Fairlady Z badges affixed to the rear end. Once the top drops on this clean ride, the interior is sure to draw plenty of stares. It’s also been tastefully upgraded, as the center console trim, from the base of the windshield down to the automatic gearshift and even door pull surrounds were all replaced with custom carbon fibre pieces. An innovative and original touch on SR Auto’s part was mounting Defi’s BF-series gauges in the doors, ahead of the door pulls, thanks to the custom fibre trim pieces. A Water temperature display sits in the driver’s door while the passenger has instant access to the thermal status of the engine oil. All other interior trim pieces were covered in a custom Titanium paint, greatly increasing the quality. Credit for the OEM-like fit and finish goes to Nim at Auto Sense Collision Ltd in Vancouver. The stock Nissan seats were re-upholstered by Dan Aspinall of Northwest Automotive Leather in blue and black suede/leather that looks and feels quite impressive. Clearly, Chung is a non-smoker, as the ashtray is now filled with an Ignited engine start button. Ensuring tunes are heard loud and clear even with the top down is a premium sound system composed of Focal and Audison components controlled by Kenwood. Apart from Nissan’s navigation system screen, there is another monitor in the form of Kenwood’s DDX7015 DVD receiver filling the double-DIN slot between navigation and HVAC controls. The 6.5-inch touch-screen integrates perfectly with the Z’s interior, and is more than capable of playing virtually any audio format through the car’s system. The install was entrusted to Tim at Richmond, BC’s Boyz Club Car Audio. Focal’s 6.5-inch Polykevlar component speakers sit in the front doors and along with the set’s satellite one-inch tweeters, have the front stage adequately covered. Popping the trunk lid reveals the real gem though, as there is a pair of Focal 27A 11-inch subs inversely mounted in a fibreglass enclosure. Signal amplification is handled by Audison’s LRX 1.400 and LRX2.500 amps. Both are loaded to 4Ù to produce 1 x 350W and 2 x 200W, respectively, and make for quite a vivid audio experience. Finally, guarding the Z is a comprehensive alarm system from CompuStart complete with a remote engine start feature. Andy Chung and the crew at SR Auto have certainly created a perfect blend of performance and luxury that turns heads whether in motion or not. This 350Z is certainly a welcome addition to the scenic landscape of beautiful British Columbia, as this pearl white roadster marks yet another well executed project from the SR Auto Group. |
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| Ztylin’ Nissan 350Z Text by Brandon Leung of JTuned.com |
2/24/2005 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| The Nissan 350Z is the latest incarnation spawned from the infamous “Z” lineage. Nissan has worked tirelessly to establish its niche market here in the United States and with over 40 years of Motorsports tradition, the Nissan gurus have churned out one of the hottest super cars ever to wear the esteemed “Z” badge. Dat Nguyen fell in love with the 350Z from the first time he laid eyes on one. Extreme measures were in order and parting with his beloved turbo Prelude to purchase his new ride was only one of the sacrifices that had to be made. Nguyen is no stranger to the world of aftermarket parts: by day, he is a mild-mannered employee at a well known audio company and by night he is one of the leading minds behind Speed Alliance. In case you’ve been out of the loop, drifting has become one of the most recognized extreme automotive sports known to man. The Japanese D1 Grand Prix series is known worldwide and most of the sideways sliders are clad in Vertex aero wear. Mr. Ueno, the president of Vertex Japan, actually competes in the professional D1 series with one of his many JZZ30 Toyota Soarers. Vertex makes some of the hottest kits around for Japanese imports and factory-backed drift stars regularly run their products. Speed Alliance has teamed up with Mr. Ueno and is the sole US distributor for Vertex products here in the States. While most JDM goodies can only be had in their respective country of origin, Speed Alliance has jumped through some major hoops to bring us the best gear Japan has to offer. From the moment Nguyen left his local Nissan dealership, he had already formulated a plan. “To build a great car, you must pay close attention to detail. If you don't, the car will look like anything else out there. Also, try to have a theme for the car and be as original as possible” says Nguyen. Using his newfound steed for the promotion of his own company, a quick detour to the body shop was in order. Pacific Coast Auto Body in Miramar, CA handled the arduous task of reshaping the exterior. Covered in the factory gunmetal hue, the sleek lines of this Z has been further enhanced by a full Vertex body kit replacing the front and rear bumpers accenting the matching side steps. Leering behind the gunmetal Volk GT-Ns are Wilwood six-piston calipers securing massive 14-inch rotors. Brake Zone stainless steel lines aid in the stopping power and assure minimal flex when coming to a halt. Don’t let the flash of the exterior fool you, this car is built for a purpose. The undercarriage has been completely overhauled with JIC FLT-A2 Magic coilovers, and adjustable solid tension rods which replace the soft OEM bushings. Nguyen is an aspiring drifter and has chosen this platform for its perfect weight distribution and fishtailing nature. With a heavy audio background, a clean sounding system was not just a luxury but more of a necessity. Nguyen built a simplistic package for his Prelude and pilfered from the remaining parts for his new vehicle. “All the custom work was all done by me. All of the equipment was from my old car. This just proves that you don’t need lots of money to make a bomb car system. I think the system follows a theme and although custom, looks like it belongs there. I definitely don't like the wild systems in cars. I like functionality over putting as many subs and TVs in the car as possible!” Nguyen states. An Alpine CDA 7809 head unit helms the JL Audio amps and subs which pump out over 800 watts of ear-bleeding power. Dat configured a custom IconTV screen into the dash with a beautiful brushed aluminum surrounding. The OEM seats were completely overhauled with rich leather and cloth and sport customized embroidery. The stock VQ35 engine has been completely massaged and now pumps out over 70+ more horsepower to the wheels. Dat was reluctant to release the specific parts or the tuner of this project but has the dyno sheet to back up all the claims. The ‘wizard’ behind this naturally aspirated monster revamped the OEM V6 with custom cams, ported head, and reworked throttle body. An Injen cold air intake is seen hiding in the front bumper and feeds this hungry beast with chilled air. Spent gases are relinquished through a one-of-a-kind A’PEXi exhaust system fed by a trick custom Y-pipe. All this engineering is hidden beneath a DG carbon engine cover which matches the SP Engineering radiator cooling plate to the tee. As if 310.7 horsepower to the wheels isn’t plenty, Dat plans to overhaul the engine with an HKS supercharger in the very near future. The 350Z was released with a shot heard around the world. The aftermarket community completely engulfed the latest Nissan with open arms and a plethora of hop-up goods. Nguyen has shown us that if done right, an overall show / track winner isn’t completely out of reach. |
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| Domestic Drift Pontiac GTO Text by Dave MacKinnon |
11/8/2004 | |||||||||||||||||||||||||||||||||||||||||||||||||
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| If your father is anything like rally legend and hill climb champ Rod Millen and you grew up around some of the coolest cars in the country, chances are some of that auto racing passion is going to rub off on you. Rhys Millen, of San Juan Capistrano, CA, has been driving sideways for more than 10 years and is following in his father’s footsteps with his own performance parts company, Rhys Millen Racing (RMR). RMR creates go-fast parts for the Mitsubishi Lancer, Ralliart and Evolution, the Subaru WRX STi and the new Pontiac GTO. The GTO doesn’t exactly fit the trend of high-performance all-wheel-drive cars but it is the car Millen is racing in the D1 Grand Prix and the Falken Drift Showoff – and with much success. If you don’t know about the Pontiac GTO, then you might want to reconsider your self-proclaimed status as a car nut. The GTO is a re-badged Holden Monaro. Holden, if you didn’t know, is a subsidiary of General Motors down in Australia. Lucky buggers! Lurking under the hood of the stock GTO is a 5.7L LS1 V8 (just like in our North American Corvette) engine that cranks out a tire-smoking 350hp and 360lb/ft of torque. Also important is that the power is sent to the rear wheels and can propel this monster to 60 miles an hour in 5.3 seconds. Millen knew right away that this rear-drive, high-torque platform was the perfect tool to attack the drifting scene and show them that a big American car can do anything that the Silvias and RXs can. As impressive as the stock GTO is, it needed some work to make it drift-worthy. The car was completely disassembled and everything, including the wiring harnesses, fuel lines and brake lines underneath were removed. The only stock components that remain intact are the top of the dash and the shift knob. A Sparco Evo carbon fibre seat, a Sparco safety harness and a Sparco Monza steering wheel were added. Close inspection of the interior reveals that the body was seam-welded to improve rigidity and a roll cage was installed to keep Millen safe in the event something goes awry during his run. GReddy electronic water temperature and oil pressure gauges were installed in the dash so Millen can keep tabs on things. Located just behind the shifter is a custom fabricated brake lever that Millen calls the “Hail Mary.” It’s only used in the event Millen messes up the entrance to the drift, which doesn’t happen often, so the lever doesn’t see much exercise. The lever is connected directly to the rear brakes. In terms of regular stopping power, a proportioning valve from Tilton was installed to balance the force between front and rear binders. The brakes are from GReddy’s Grex line and feature 12-inch rotors and four-piston calipers out back and 13-inch rotors and six-piston calipers in the front. Millen installed Intrax coil-overs built to RMR specifications and topped them with a Tein EDFC that gives Millen cockpit control over damping adjustment. Adjustable RMR-spec front and rear sway bars, also from Intrax, keep the car flat when Millen drops the hammer and goes sideways. Providing the all-important contact patch are Yokohama ES100 tires. Rubber up front specs out at 225/40 and the rears at 275/35s. The tires are mounted on 18-inch Racing Hart CP-FTune R wheels from Dazz Motorsport. The front wheels are eight inches wide and the rears are nine. Getting to some of the drift-specific modifications, the RMR crew moved the mounting point for the front steering rack tie-rods closer to the pivot point of the steering knuckle. This lets the wheels turn farther than the stocker’s ever could, so that he can control the car when the action is on and bring the tail back in-line from the most extreme angles. The rear end now sports 3.91 gears and a Kaaz limited-slip differential. Power from the engine feeds through a lightweight Exedy flywheel and twin-plate clutch on its way to the factory close-ratio six-speed transmission. Real drift cars power-slide, they don’t use the parking brake or spray water or bleach on their tires to get the tails out. The big GM V8 in the RMR car was treated to a cam and set of heads from the GM Racing catalog. The factory ECU, which also used to control the air conditioner and definitely redundant traction control system, was replaced with a stand-alone system that GM uses in their crate engines. Just the bare necessities are required. Equal-length, RMR-spec Pacemaker heads and an RMR oval exhaust system allow the big beast to exhale just ahead of the passenger-side rear tire. The engine breathes in through a big K&N filter mounted just behind the driver’s-side headlight. RMR claims maximum output hits 540hp. Before you run out to the local dealership and order a GTO, know that there are several other subtle changes that RMR performed to allow the car to run reliably while sideways. The stock oil pan was replaced with a deeper unit to ensure the engine isn’t starved for oil. Also, a PWR aluminum radiator helps thing stay cool. These days, show is as important as go. The RMR team installed their own front bumper using Dzus fasteners. It happens, on occasion, that drivers need to replace the odd part or two on the front or back of their cars. A VeilSide carbon fibre wing was bolted to the rear deck to provide some downforce on the meaty Yokohamas. Completing the 800lb diet are lexan windows in all positions except the windshield. That puts the weight of the coupe at just over 3,000lbs. The RMR team is successful not only because of the car and driver, but due to the knowledge amassed by the team members. Expertise in suspensions, fabrication and tuning, combined with race experience in ProRally, Pikes Peak and Motorola Cup racing, just to name a few, combine to form an impressive knowledge base. Though most drifting fans don’t initially appreciate the brawn of the V8-powered GTO, they get on the bandwagon as soon as Millen drops the loud pedal, the Yokes go up in smoke and the tail steps out. Who wouldn’t? |
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| Killer Clone A'PEX RX-7 Text by Michael Semira |
9/29/2004 | |||||||||||||||||||||||||||||||||||||||||||||||||
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| As the adage goes, looks can be deceiving. For example, to the untrained eye, the third-generation Mazda RX-7 showcased in these pictures looks to be the same one that won the Japanese D1 Grand Prix (D1GP) Drift Series in 2003. The white paint and unmistakable red A’PEX graphics were also seen last August competing in the US D1GP held at Irwindale Speedway in California. Most people would think the RX-7 spotted at these events is one and the same, but PAS invites you to take another look, because it is definitely not. Like most companies that build a reputation on the performance of their products, A’PEX has an entire fleet of demo cars for use in a variety of applications. Previous company projects include Honda EK9 Civic and DC2 Integra Drag cars, V-MAX R33 and R34 Nissan Skylines, a street version of the A’PEX GT-300 Toyota MR-S and a wide-body Hyundai Tiburon. But rather than going through the usual process of shipping demo vehicles across the Pacific or use customer cars, management and the R&D team at A’PEX USA (synonymous with A’PEXi, ‘i’ for integration) builds its demo vehicles from the ground up. This RX-7 is a prime example of the above, as instead of simply shipping over the Mazda that dominated the D1GP, the crafty guys at A’PEX USA decided to construct an exact duplicate of the Japanese version for use on American shores. The only major difference was that the driver would be piloting this rocket from the left side rather than the right. The A’PEX USA team was intent on building its drift vehicle as close to its Japanese counterpart as possible, right down to the smallest detail. Starting with a 1993 FD3 chassis, the A’PEX USA team immediately began the construction of the drift machine for a debut at the D1GP USA Driver Search in June 2003. This project quickly became the company’s top priority, with its construction eating up the marketing budget meant for the 2003 SEMA display. “We were faced with the decision to either build this RX-7 or display at SEMA in November. The choice was simple,” says Chris Moltz, A’PEX USA’s Marketing Representative. Of course, most people would attest there’s no better marketing tool than having a car that kicks ass on the track. With the team wanting to keep the entire project in-house, the A’PEX USA office in Orange, CA served as the shop of choice. Construction started with destruction. Wanting to truly start from the ground-up, the RX-7 was disassembled piece-by-piece, stripped of all the undercoating and sound deadening material to make it as light as possible. The chassis was then seam-welded for optimum rigidity and a roll cage was added before the shell was sent to the body shop for painting. The A’PEX USA guys also assembled the FD’s entire suspension, highlighted by the A’PEX N1 PRO dampers matched with 16kg A’PEX Spring II coils in the front and rear. Though the anti-roll bars up front and in the rear remain factory, a MazdaSpeed strut brace is bolted across the engine bay to solidify the chassis. Swapping out the stock suspension bushings in favour of special spherical-bearing type bushings from Original Box keeps the handling tight and responsive, just the way a drifter likes it. The 13B rotary engine that powers the A’PEX USA FD drifter was originally found in a JDM 1997 Mazda RX-7. Although the internals of the 1.3L remain relatively untouched, power output was greatly increased thanks to the full assortment of A’PEX products, including an A’PEX AX7582 turbo kit. At the heart of the kit is the AX75F82 ball-bearing turbo with ‘Airick,’ a patented design by A’PEX that ensures maximum turbo efficiency and output thanks to the special material embedded in the internal compressor housing. Cooling capabilities were seriously upgraded, outlined by the incorporation of the V-mounted A’PEX Drag intercooler core and A’PEX D1 SPL radiator setup. Boost levels are controlled and monitored with the AVC-R boost controller, while the entire system is tuned via an A’PEX Power FC ECU. As most of you may know, the US version of the A’PEX RX-7 competed very well at the inaugural D1GP event in August 2003, as it was one of the top finishers at the event, duking it out at the final rounds with the winning AE86 Corolla. In preparation for the new season, the A’PEX USA clan plans to beef up its FD a little more before it runs at the first round of the D1GP at Irwindale Speedway in February. Moltz says they plan to re-tune the car after the larger injectors are installed. Look for the new set-up to hit the 400hp mark, which is much closer to the power output of its Japanese counterpart. By the time this story runs, Round 1 of D1GP 2004 will be over. If plans went as A’PEX USA promised, drift fans were lucky enough to see the two A’PEX RX-7s (Japan and USA) side-by-side. So regardless of whether or not the A’PEX USA RX-7 is a copy, months of intense development and preparation by one of the industry’s most respected tuners went into the construction of this vehicle. And that fact alone makes it one of the ultimate drift vehicles on the planet. |
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