ViewMyGarage.com – The Ultimate Car and Motor Sports Blog

Most of us start in a very early age to take on a hobbyist liking to differentobjects and characters, and desires. Our company is presented something new and fresh almost constantly throughout our everyday lives and much of the things we latch onto are temporary. Considering the variety of distractions within our busy schedules, stimulation from a multitude of sources, and influences from every angle, it’s often difficult to choose a solid path. Many often proceed, knowing the likelihood of failure in pursuing the completion of a project. I admit, I’m guilty. I can be impatient; it occurs. While many of us have the luxury of jumping ship and moving on the next good thing we’re thrown, others commit and roll with the punches no matter what degree of pain is inflicted. This Civic coupe was created in part because Ivan Rodriguez said no towards the new train set. He explained no to Stretch Armstrong, and he definitely swatted away the monster truck made available torelying on Hot Wheels and other fast four-wheel machines as time went on, Ivan knew functional aero and flamboyant color combos of Porsche’s peaked his interest. Not born into a royal family, Ivan makes due with the econoboxes we love a great deal. The 9-to-5 grind with a sheetmetal fabrication shop and the immense influence and assistance of his olderJuan and brother, allowed this car’s four-year build time and energy to bring this business to the local tracks and streets of Modesto, CA.

Ivan, like many West Coasters, was in contact with great builds and had the opportunity of a lot of support locally, from shops to meets to friends acquired along those paths. It keeps one motivated and keen to stepping correctly. That is exactly the formula that created this track-inspired EJ1 on the neck-breaking flare it so gracefully uses and wears. Ivan admits that younger enthusiasts not inside the know laugh and point, and disgracefully label the vented Chargespeed fenders as flea market finds. If these naysayers only knew what he had brought it from from what you see today, they would likely be jocking the initial teal body and 17-inch chrome wheels . . . but what are you going to do. Ivan followed an aesthetic he knew he loved, not what anyone else wanted. He obtained the car from the trade; his mainly stock Integra DA was offered up in support of the poorly modified Civic coupe. Yes, the car had debatable styling and an engine stuck in limp mode (limiting to 3,000 rpm and 55-mph top speeds), but what it did offer is normally overlooked from the typical Honda tuner, a straight OEM body. Having a game plan already brewing, his vision of the final result was vivid.

1993 honda civic coupe EJ1 skunk2 intake manifold 13

1993 honda civic coupe EJ1 nardi classic steering wheel 09

1993 honda civic coupe EJ1 theshedbuilt 14

An automobile that could provide the ability to get from point A to point B was the real key feature he kept in mind. This car needed to be everything he imagined, while firing up everyday to stack the cheese required to outfit the vehicle properly. Ivan knew that the car was old enough to purchase cigarettes. He satisfied the craving by stuffing some Energy Suspension bushings into both ends of control arms. The chassis is further refreshed by adding Skunk2 Pro-C coilovers, front strut bar, and Cusco rear upper. To combat the typical trait most front-wheel-drive Hondas have, the turn in and rearend rotation was increased with an ASR rear sway bar and endlinks. What really holds all this madness to the tarmac are the staggered bright red Volk TE37’s. The brilliant wheels contrast the ever-clean earth tone provided by BMW; Space Gray metallic covers the out and inside. This must be the calling card for the Nsidius car crew that Ivan belongs to; it makes sense suit to Jorge Sandoval’s hatchback which we featured in February, Spoon Twin Block calipers sitting behind Volk’s in rare colorways. A greatis definitely the main contributing factor in providing a reliable and healthy heart for the soon-to-be-abused track beast. Ivan along with his girlfriend were on their back from the food store and traveling through a sketchy part of town. Downshifting to your stop sign at a corner full of harassing thugs, Ivan’s transmission had found the appropriate burial grounds for itself and let go harder than Leonardo DiCaprio in Titanic. Without much hesitation he found reverse and utilized its synchro-less beauty to trek the 30 minutes home. Ivan had enough of the drag-built 85mm LS/VTEC and let that minor up in horsepower be a valuable lesson for all practical purposes. Understanding that Honda factory knew best was crucial, by now he desired a motor that could safely spin back and forth from track events and returning to work the following morning. A GSR long-block mated to your ’98 Integra Type R transmission designed for a setup that was greater than usable and placed a stop to any possible future gangster altercations. That’s right boys and girls, nothing too fancy here. The inner workings, as many of yourself know, are only right inside these factory VTECs; they merely work. Using the minor breathing additives, including the Skunk2 Alpha intake manifold and throttle body and the excavation of gases handled by the Mugen header, the motor sings properly from theIf you’re the type of person who truly goes out there and enjoys a spirited drive, you need to understand how key a quality and well-fitting bucket seat is always to focusing on the value of steering management. Buddy Club super low rails sandwich the proven and gorgeous Status Ring buckets while being wrapped up in the ever familiar Takata harnesses. As soon as the speeds and limits of the car are being tested, Julian at Top1 stepped in to provide the splitter and fabrication of the wide heightened and mounted Buddy Club rear wing. The brake cooling is also supplied by Top1. The ducts fit perfectly into the Chargespeed front lip, wait, did you observe that splitter! ? The complete functional aesthetic is brought together nicely with classic Japanese club racer styling. For some reason, as long as the car is well rounded in this fashion, I never tire of your safety tape on glass and tire stenciling of true JGTC style. I think we can easily all agree, Ivan was able to bring this once half running and seemingly hopeless car back around into a very well put together and multifunctional car.

There aren’t many future plans for this car, other than a J’s Racing hood and a never ending execution of wheel whoring. Ivan has recently become a father and, as we discussed earlier, priorities shift and new experiences are presented. However, there are no talks of this new life stopping his tuning. In fact, it can be quite the opposite. This car is now going to become his son’s, which will allow Ivan to move on to another project. We look ahead to seeing the next build.

Everybody has heard one or more horrific (and probably funny) story about people being led into tricky or dangerous situations after blindly following their GPS navigation system… in fact most of us have got a horror story of their own. A number of these stories are in fact too dangerous to be funny… well, to normalcy people anyway. Before petering out completely with nothing but a sheer drop getting closer and closer and nowhere to transform round whatsoever, i mean what’s funny about being led up the side of a mountain on a track which gets narrower and narrower? Okay, don’t answer that question, it kind of depends who’s in the vehicle I suppose.

Anyway, this poses one enormous and very important question – can GPS navigation systems be trusted? Lots of modern motors have these gadgets built in (browse the choice at Nissan West Covina) but are they really reliable enough to help you get from A to B safely? I mean, are you ready we all threw away our maps completely, or should we leave them in the glove compartment just in case?

Well, the government insists that civilians have access to the identical accuracy and data which helps the military to discover its way around, along with the government can invariably be trusted to tell the simple truth, right? It’s the other 5% we need to probably all be worrying about, though apparently we can blindly follow out GPS navigation systems knowing that they are no less than 95% accurate.

GPS navigational systems are entirely reliable in themselves however it is external forces which really throw a spanner in the works. The quality of your receiver, atmospheric effects and sky blockage can all inhibit the reliability and accuracy of this type of system. Another potential problem is nothing to do with the GPS system itself, it’s the data it is actually reading which happens to be way out of date.

Surely some of those mountains have been in place since a long time before the data was gathered to the first systems , even though okay, so we can all forgive a GPS system which doesn’t have the correct data to recognize a whole new road lay-out so sends us through the town rather than on the quickest route. . . I am talking about, they’ve been there for millions of years haven’t they?

A Few Basic Facts about GPS

GPS receivers may seem extremely exciting and new however they are actually quite simple in real terms – the receiver calculates the exact position of acar and person, plane or boat by timing the continual flow of signals which are sent between the GPS satellites orbiting high above the earth and the receivers. These monitor the some time and position of the transmission message to calculate your exact position on the surface of your earth.

By their very nature you are doing need a clear passage for that signal traveling from the satellite to the receiver. If you stop to think about the level of data that is installed in these gadgets it will start to blow your mind. In the event you simply punch in the area code or address of Downtown Nissan as an example, the chances are your GPS navigation system is going to take you straight to the door, and it won’t matter where worldwide you started your journey.

Wow, I don’t know about you but I learn that pretty mind boggling. There’s no wonder that the GPS systems get it wrong occasionally could there be? If you kind of know that you’re going an unacceptable way, Don’t throw out your maps yet and don’t follow the instructions blindly.

JP Edition Hyundai Genesis Details:

Set to debut at the 2013 SEMA event

Painted having a custom BASF Atlantis Blue

Metal flares designed by Jon Sibal

Audio system built by BP Auto Sound using Alpine Electronics

We wouldn’t dare modify a Hyundai in fear of being laughed at, let’s be realistic before the Hyundai Genesis came out. When word spread about Hyundai creating a rear-wheel drive car it spread like wildfire. But leave it as much as tuner John Pangalinan to turnover the already impressive Hyundai Genesis into something even cooler – he made it happen to a Veloster

The JP Edition Hyundai Genesis Coupe will debut during this year’s SEMA Show on November 5th-8th in Las Vegas. The initial thing you’ll notice about the JP Edition Genesis Coupe may be the custom-developed BASF Atlantis Blue exterior color applied by Auto Explosion. John Pangilinan is really a creative genius colored development, especially in his capability to blend color with specific vehicle concepts like the JP Edition Genesis Coupe, said Scott Margason, director, product planning, Hyundai Motor America. We’re excited to see the last concept turning heads in our booth with the SEMA show.

The paint is only the beginning of the exterior modifications Pangilinan has done. To highlight the rear-wheel drive powered Genesis coupe, proportions are staggered with ultra-wide custom metal fender flares from TS Designs, designed by the talented Jon Sibal. The graphics in the car were taken care of by S&A Design.

An APR carbon-fiber splitter and Seibon carbon fiber side and rear lip kits have been fitted to improve aerodynamics and to aid in weight reduction. The massive 19-inch MORR VS52 concave mono-forged wheels sit perfectly with the KW Variant 3 coilovers. Together with perfecting the stance and the body-to-wheel suspension Whiteline sway bars as well as an ARK Performance strut bar were added.

The engine modifications have been made with an entry-level tuner mindset. Basic parts happen to be fitted including an AEM cold air intake, an ARK Performance exhaust, turbo downpipe, and friction-reducing Lucas Oil.

Last, but not least is the interior design and entertainment. Inside the JD Edition cabin you’ll find Recaro Cross Sportster as Pangilinan’s range of seats. The inner has a heavy emphasis on entertainment. The sound system was built by BP Auto Sound and includes the Alpine INE – W927HD head unit, the SPR-60C component 2-way speaker system, SWR- T10 10 thin subwoofers, MRX-M55 mono power amp, and the MRX-F35 4/3/2 channel power amp. Scosche electronics helps in accessories adding an Accumat HyperFlex sound deadening kit, EFX Elite Series braided multi-core interconnects, speaker wire, amp power kit, and ground distribution block. All the electronics are powered through a Kinetik power battery and provide.

Hyundai has definitely stepped up their game in the tuning industry. But with John Pangilinan’s awareness of detail and fresh style, the two combined make a lethal force in the SEMA grounds.

It’s amazing to think just how far the Scion brand has arrived in only decade. From the beginning, they knocked us, enthusiasts and consumers alike-right off their feet with the oddball xA and xB, introducing our country to the concept of Kei cars that are certainly popular and commonplace in Japan due to their size and affordability, all while supplying the features most all of us want, and now expect, from a new car. They paved the way in which for a specific niche with some other makers releasing small cars of their own, all of these helped to generate the B-segment. A few years later, it only made sense for Scion to turn more than a new leaf by bringing something sportier to their roster, a front-wheel-drive coupe designated “tC”, an automobile that was unlike its econo-friendly siblings in lots of ways (actual power, with an optional supercharger in that case desired; decent handling) but very much so like its econo-friendly siblings in others (affordably priced with great mass appeal). Other models followed, including the space-conscious iQ, an updated/bigger xB and also the xA’s replacement, the xD. And need we remind you of Scion’s greatest feat in the past year: the debut of one of the biggest game changers to come along in years, all while adhering to the realm of being nearly everything one would want from a reasonableas the main attraction at this year’s New York International Auto Show following the announcement of the Scion 10 Series (a limited-edition roll out of all five Scion models in the premium color and specific features found only on this release), Scion pulled the cover off the restyled ’14 tC. As you can already see, it’s a more aggressive step up looking at the predecessor with a lot more angular headlamps, LED accents paired into the foglight area and a good refresh for your front/rear bumpers; overall it maintains that familiar tC silhouette. The rear bumper actually draws some inspiration from the FR-S, so if you noticed that, give yourself a pat on the back. Inside, the girthy steering remains, the front seats will slide back into the last place you had it in before your friend got in the back and you receive a very cool 6.1 touchscreen head unit, which comes standard and includes the standard essentials like HD radio, Bluetooth connectivity and iPod/USB/aux jack inputs. Fork out an additional $1,198 and your stock unit is upgraded with BeSpoke/aha, which gives you navigation, one shot address entry (voice commandable, even while driving), POIs that come as you approach them, aha Radio stations (check out Scion’s own AV channel) and it isIn the arenas of performance, there aren’t any major highlights since the car comes with the same 2.5L as the previous generation. You could complain regarding this, a total of 179 and 172lb-ft, all a consequence of tighter emissions controls, though you probably won’t notice the 1hp loss. While the 6-speed manual is a more pleasant driving experience overall, the car transmission is still really good-and extremely high tech. Being equipped with an Artificial Intelligence ECU, it “learns” your driving habits and adjusts to them by smoothing out shift transitions. Like the FR-S, it also has Dynamic Rev Management, that can effectively blip the throttle on downshifts. Scion also went in and improved chassis strength and tuned the suspension for a more sporty feel thanks to additional improved and bracing anti-sway bars. Perhaps the FR-S is responsible for receiving the tC to up its game inside the performance category? Not a bad thing!

Though the FR-S still reigns supreme because the key Scion model, the tC still earns my respect like a very close runner-up. The tC was Scion’s highest selling car, with 31% versus the FR-S’ 16% in 2012 sales. Updated with a new Pioneer head unit, a sportier “feel” and even an alternative to grab a restricted 10 Series edition, the 2014 tC will have no problem maintaining its status because the leader of the pack.

Getting your first real job means that there are some purchases that you need to make. While some things may not be that fun, you will not regret having some items in your collection before starting working. Here are three smart purchases if you are just starting out.

1. A Reliable Car

You need to have something more reliable if you are just starting out, though having a junker of a car may have worked in high school graduation or college. Your job will expect you to have a car that will get your t work every day. This does not mean you need to have a brand new car, however. Whenever you buy used cars in San Bernardino from a reputable dealer, you can rest assured that you are investing in a car which will be reliable yet still make you look great. For a wide selection of used cars that may meet any need, visit Metro Nissan Redlands.

2. A Suit

A necessity both for men and women when they are interviewing for new jobs is to have a nice suit Avoid the trends and choose something using a classic, tailored look. Employers are expecting you o show up to interviews looking professional and well put-together. Before you start interviewing, the easiest method to do this is to invest in a number of really nice suits.

3. A Great Resume and Cover Letter

To obtain an interview in the first place, you need to have a great resume and cover letter. Although colleges offer resume writing assistance, they may not really be giving you the best advice. Do your homework on a number of different blogs and publications on the market to find what jobs are really looking for with regards to cover and resumes letters. Understand that what worked for your parents years ago fails to work now. Make sure you make the best first impression that you can.

The summer sun doesn’t quite set in Latvia. Not until you’re there, looking at your iPhone map to pinpoint your current location, do you realize you’re almost in Russia… And you then realize Russia is gigantic.

The country is vast, largely uninhabited and has a seasonal anomaly called white nights where the sky never actually becomes dark at night. Russia shares this phenomenon with Latvia, and both countries like to live on the wild side. Therefore the car scene was unlike anything we’d ever witnessed before.

For the trip, I’d be accompanying friend and professional Formula Drift driver, Ryan Tuerck, on his quest to compete in Round Three in the Eastern European Drift Championship (EEDC), which mayprobably the most insane BMWs in the world along with invited Ryan to drive one in the EEDC. If you want to be cool, and we found out that a BMW is the only car to get in Latvia. The E36 and E46 M3 is to the Latvian drift scene just what the Nissan 240SX is to Japan’s drifting roots.

However, Ryan wouldn’t be driving a normal M3. HGK’s owner, driver and master of speed, Kristaps Bluss, had given him a special car with a custom tube chassis that was built in-house.

A customer told us he wanted the craziest car ever built, laughed Kristaps. So we desired to do something really special.

The tube chassis wasn’t according to anything whatsoever. It was an experiment that worked out very well! he continued.

Despite its obvious drifting potential, the car wasn’t originally built for the sport, but eventually HGK realized it would be excellent for some sideways action.With the popularity of BMW platforms, they decided the project would look like an E46 M3, but that is the only real similarity between this and the BMW product, aside from its BMW Motorsport limited-slip differential.

The body panels were made out of fiberglass and can be removed in four pieces, including the doors. It was designed along the lines of the BMW Motorsport M3 GTR and molded at the HGK workshop in Riga.

The tuner then developed the front and rear suspension, using Sachs Racing shocks all around. For drifting, the steering angle can reach 67° in order to maintain lurid slides around tight turns.

The car sits with a 50/50 weight distribution and tips the scales at only 2160 lb. So, you can imagine how stupidly agile and quick it is by using a big ol’ LS3 Chevy V8 beneath the hood. It cranks out a healthy 516 and 505hp lb-ft with relatively few modifications made to it.

HGK motorsport kit car ryan kristaps and tuerckowner and car builder Kristaps Bluss

Although this might seem like overkill, the energy is needed to spin the wheels, maintain speed through the turns and put on a good show. Remarkably, HGK didn’t think it was actually fully as much as the task: It needs more power to spin 18 wheels, so we run 17s instead, Kristaps explained.

So with a new car under his control, Ryan had a steep learning curve to be competitive in Latvia, having to drive eleven-tenths if he wished to win.

Showing up to a local track, mixing with drivers who’ve known each other for a long time was undoubtedly nerve-wracking for Ryan. Yet the locals treated him just like a celebrity, so he was signing autographs, shaking hands and taking photos with both the fans and even other drivers. And even though he planned to enjoy the experience, it simply put more pressure on him to perform well and dominate the field.

After several practice runs, Ryan looked fast and smooth. It felt like alock and leaving a dense smokescreen behind him, thanks to his Maxxis tires, that have been in plentiful supply because of his sponsorship agreement using the company.

Returning to the pits for adjustments was a spectacle in itself. All of the HGK cars were equipped with air jacks – something normally restricted to touring cars or Le Mans racers. Once the air line was connected, the vehicle was raised unceremoniously on its jacks. Adding to the sight was the ease of access for the crew, who could actually strip your body panels in less than a minute gain access to the car’s main components.

Once the rear wing was removed, the rear body panel was effortlessly lifted off. Similarly, the one-piece front-end was set aside, even though the doors lifted off their hinges. Stripped naked, the HGK kit car was menacing, its innards exposed, and to view it drifting within its bare form was very specialthese folks fabricated such an epic machine in a small Latvian workshop was baffling, particularly if it performed flawlessly and drew attention like no other.

In a field of quite well-built cars, which wouldn’t look out of place from the larger, better financed American drifting scene, Ryan surely could battle his way to second place on the podium for that weekend after having a close finish.

I ran perfect for hours on end, Ryan noted. In the finals I was matched with Gvido Elksnis but his car broke, so he drove a friend’s car. The organizers allowed him a practice lap and he finished up narrowly beating me, nevertheless i really think they should have gone another time…

Despite the obstacles, second place is a testament to Ryan’s skill behind the wheel and, of course, to HGK Motorsport’s amazing tube chassis. Unfortunately, regulations mean a vehicle like this (or like many of the drift cars in Eastern Europe) would not be able to compete in the US, nevertheless it was fascinating to see how our European cousins approach the sport.

Starlet. Nothing sounds more testosterone lacking, feminine adolescent, or even mildly stripper-esque than this expression. If anything, it might be considered form of cute once we absolutely must give credit to its creator–the Toyota Motor Corporation. Time was definitely irregular back in the ’80s, but, checking out the big picture, little has changed. According to the country of allocation Automakers still decide each model’s name. In certainty, they continue to let an intellectual employee decide on the names after careful consideration of social trends and linguistic slangs for each market. The predecessor in the Starlet model was bestowed a fresher name, the Toyota Publica, ending and starting its antiquated reign from 1961 to 1978. The Starlet’s successor received a much cooler name that was perfectly aligned with its era of production, called the Corolla FX16 in 1985. As usual, no other cooler Starlet models besides the KP series ever made it to U.S. shores. Despite the bubbly Starlet’s estrogen-smothered surname, it was actually a solid platform that was highly praised by many automobile-loving enthusiasts all over the world in several genres of motorsports.

Eugene Garcia ofRosemead and CA, was one of these brilliant fanatics who genuinely appreciated the classic nature of the KP61 Toyota Starlet. He finally acquired one and preserved it in a safe house in excess of 15 years.

Instead thoroughly improvised for its extensive customization and strategized due to its timely revival, although don’t misunderstand Eugene’s actions, this vehicle has never been forgotten nor neglected through its slumber. In a more conflictive sense, it was in guerilla mode, collecting formidable armaments and crouching as an assassin waiting for retaliation against modern adversaries of present automotive technology. Everyone, particularly the domestic crowd, knows that a classic car designed with a modern powerplant and computers are the influential bunch of the packFor all those enthusiasts who had been clever enough to realize this affordable Toyota subcompact was one of the last front-engine rear-wheel-drive-configured automobiles the automaker would release, one didn’t think twice to snatch them up and store them away. In spatial aspects, the Starlet didn’t really take up much storage space either. The 91.5-inch wheelbase is so short that in extreme cases one can manage two Starlets in a single parking space. So, a whole decade following the millennium, Eugene finally received a spiritual calling in the Japanese classic car gods to impede hibernation and begin building the vessel for salvation. Full restoration of Eugene’s ’84 Starlet took over a year with an abundance of investment, combined with the aid of the supreme knowledge of a seasoned classic Toyota shop, Racetoys in Diamond Bar, CA. Moreover, the key to the success of this amassed intricate automobile machinery functioning harmoniously was patience.

First, is first. The original kouki 4K engine came fuel injected, however it was quickly tossed for a 1.6L 4AGZE engine. The factory-supercharged 4AGZE is simply a low-compression motor equipped with beefier connecting rods to handle forced induction. The engine was torn down for a full-forged internal build, including 8.1: 1 Arias pistons, TODA piston rings, Carrillo connecting rods, and custom re-sleeved cylinders. The big-port head was assembled withTRD and HKS, and ARP products, which is a tried-and-true formula that has been proven to never act up in any way. Individual throttle bodies (ITB) are synonymous with old-school tuning, which run considerably more efficiently by having an ECU than an outmoded carbureted system. Eugene’s factory AE111 ITB system required a custom air intake surge tank–one that won’t leak any pressurized air from the turbocharger compressor. The HKS GT2540R turbocharger is actually a small T25 flanged unit, but it packs a powerful whirl of compacted air, effective at over 350 hp on a small-displacement four-cylinder engine. This turbo was mated into a custom-made exhaust manifold and pipes, with an HKS wastegate, Greddy intercooler, plus an ARC blow-off valve. Gases are spent through a custom exhaust system designed with a TRD muffler.

An Australian computer system, named the Stinger EMS, was implemented to give control of engine modifications made beyond that from the stock realm. A straightforward fuel compensation controller might have made the automobile run, however not to Racetoys’ high standards. A custom turbo setup combined with a minimal-compression internal rotating assembly required full tuning of custom fuel and ignition maps with an intricate level. ignition and Fuel spark are two essential factors to create an engine go suck, bang and squish and burp. Eugene decided, with a system that had been capable of uncompromising ignition spark and fuel supply, ideally to maximize turbocharger performance and produce torque. A set of Denso ignition coil-on packs were installed, to give full spark dedicated for each cylinder and mutually partnered with RC Engineering 550cc injectors. The Stinger EMS makes all of these overzealous modifications possible, given that it must be utterly capable of controlling advanced tuning mods. The end result is 301 hp at 6,000 rpm and 260 lb-ft of torque, using a power-to-weight ratio that will embarrass plenty of shiny exotics around.

Supporting drivetrain and suspension upgrades were also called for but not taken too over the top since, after all, this was a street assassin instead of a full-blown track terrorist. A totally rebuilt T50 transmission, composed of brand-new silky smooth Toyota synchromesh gears, engage the ACT and TODA lightened chromoly flywheel, transitioning the energy to the TRD rear limited-slip differential. Motul is the gear oil associated with preference, keeping temperatures and viscosity levels consistent to counter the increased heat applied. Who builds suspension coilovers for KP61 Starlets these days? Exactly. No one does. These older chassis receive little or no aftermarket support, thus custom fabrication is often required. A custom suspension coilover unit topped with Cusco upper camber plates were mounted to accomplish a lower center of gravity and stiffer lateral roll. Camber settings were returned to zero for the front and backis really as clean as it may get. The reupholstered dashboard with red stitching, done by S&L Top Shop, resembles an exotic Italian vehicle. A pair of red TRD reclining bucket seats was also planted to the frame with Wedgework brackets. The Autopower rollbar, used for chassis stiffening and safety factors just in case of your rollover, unfortunately limits rear passengers. Nevertheless, Eugene never intended to make this a normal passenger commuter car anyway. A flare for Italian design graces the steering wheel at the same time with a 330mm Nardi deep corn and matching red stitching mounted to a Bell hub. Considering the compact nature of the entire setup, from the door panels, carpet, and interior plastic was redone in immaculate excellence. The complete absence of a gaudy ten thousand-watt stereo system or even GPS and iPod hookup is the reason why this creation a true enthusiast car. The sound of the hissing BOV is sufficient for Eugene’s ears.

The body was reworked by none other than P.J. Bonifacio in-house of Kolors Beige. The Japanese reference the non-widebody nature of your exterior as narrow body, which exhibits a sleeper-like vibe. Individuals who choose to learn its identity will truly suffer a spanking. You must ask: Do I want to be embarrassed from a 1.6L street kart that carries the name Starlet today? Don’t permit the retro fender mirrors and JDM short fenders fool you, this is simply not a JDM fanboy-made car.

SSR MKII 13×7.5 front and 13×8 rear polished wheels strapped with Sumitomo tires hobble the body line of the Starlet. An 8-inch rear wheel provides plenty of traction, enough to snap the factory Toyota axleshaft if mistreated in any way. It takes a special type of driver to disengage and engage the clutch while babying the shifts at the higher rpm range for these classic cars.

Given that the sleeping Starlet has run out of its hibernation and on the prowl, we can easily safely point out that Eugene has fulfilled his calling. Classic Toyotas are increasingly becoming extinct in this world when one builds one to this caliber, it must be highly praised and recognized. Take extreme caution when you encounter this particular Starlet on the road, it is strongly advised to step aside to spot the intercooler and diagonal rollbar. It offers so much pent-up fury from its hibernation it will show no mercy no matter what freeways, straightways, or twisty mountain roads. You have been thoroughly warned.

If you’ve hung onto your car for decades, you’re bound to be in for some surprises when you start car shopping. The 1st, and maybe the most significant surprise, is when people usually start their car shopping process these days. Today, it is possible to potentially find out everything you need to know about a car without ever even setting foot on a car lot. Check out a dealer’s website, like fiat riverside, and you’ll quickly see that with some reading, you can find answers to everything you’ve been wondering, peruse their selection, and even become familiar with the workers.

Digging a little bit deeper, you’ll begin to see how much time you can save yourself by starting your shopping online. Have you been wondering whether you be eligible for financing? Fill in a quick form and you’ll know within minutes. Not sure if the dealership is open? You don’t have to call. Thehours and directions, and general information are typical available on the website. You’ll be amazed that you can actually scroll through their entire selection of cars. You can observe both new and used cars offered by OC Fiat in California. View the information on each car and narrow your search results based on what you’re seeking. Pick the color you like, the model, the year, even the amount of doors. Check out the wide variety and share your findings with your family without having to take everyone on a trip to the dealership. Once you’ve narrowed it down, then you can come in and spend some time to look at the cars in person. Sit in them; take the ones you like on test drives. You’ll know immediately whether it’s the right car for you and you will saved yourself lots of time on your search.

After finishing in the engine on the Project Si sedan, and with more wait time around the Project AP1, I thought I’d pick up a brand new build to start on for 2014. I needed my mind set on a second-generation Integra of the GS-R variety, and I was dead set on holding out until I found a teal or red version complete with its original B17 powerplant. Several months of searching and I located a 1992 Aztec Green Pearl model online, and just a few weeks later, it stole certainly one of my garage spots.

The Excellent

Clean title, 220,000 miles on the clock, original B17 still intact. Because of its age, it really runs pretty well.

The Not So Good

The body is at poor condition. , and a peeling clearcoat have plagued the 21-year-old body.Dents and dings The hood has a massive dent that requires replacement, along with the hatch is showing some paint bubbling that’s spreading. The brakes are almost non-existent and there are two different sets of tires, with all four in poor condition.

The Plan

The original B17 will remain as being the powerplant, nevertheless the engine will probably be torn down and rebuilt for turbo duty using aftermarket goods throughout. My vision is modern technology applied to the older B-series, and while I won’t be swapping the full engine out for something newer, the supporting cast will certainly be light years ahead of what was available during the early ’90s. Any thoughts of just bolting on an off-the-shelf turbo kit were left out pretty quickly when Jason Whitfield of Whitfield Racing offered to play a major role in the build. Whitfield has become involved with building cars, both import and domestic, for a few decades now and rather than slowing down, he seems to simply be speeding up. His shop is fully stocked with go-fast goods, a dyno, and that he offers their own line of products including headers, exhaust manifolds, cam gears and more, as well as top-notch custom fabrication. He asked that I bring the auto to his shop to begin the mock-up process around the turbo kit that he’d be designing. As a way to properly put the turbo involving the head and top area of the core support, though he offers a top mount B-series exhaust manifold for the later model Integra, space constraints on the DA/DB2 would require some changes to the design.A number of changes is going to be made to be able to clearance the turbo properly. Once complete, the ’90-’93 Integra manifold will probably be available to the general public via Whitfield’s website.

The Stockpile Begins

Before arriving to Whitfield’s shop, I ordered several parts that may have an effect on the available space under the hood of the DB2. Engine mounts for example, will place the motor in a slightly different position as the old, worn out factory mounts allowed it to sag. As usual, I contacted Hasport and so they supplied a set of their industry-standard billet aluminum mounts. These mounts will properly position the engine, fight engine movement, along within every project I take on; Hasport engine mounts

Also on the list of direct bolt-ons is the K-Tuned traction bar that we test fit and used as a guide for taking measurements for the custom radiator that might be on order once the mock up process is complete. The main bar is produced in chromoly steel, with the end plates created from steel. Everything is Tig and Mig welded together and powdercoated for longevity. The lightweight aluminum radius arms are fully adjustable and the entire unit bolted up perfectly-just like a factory piece. Also from K-Tuned is an adjustable short throw shifter. It comes with a height adjustable pivot ball and the upper portion of the shifter is actually offset, allowing you to set it up however you please. While it may seem far too early for this modification, its depth under the car can cause complications with exhaust piping clearance since we’ll probably be running larger, 3-inch piping.

The ’86-’91 rendition isn’t the quintessential RX-7 that you consider when considering Mazda’s three-generation-spanning sports car. But it must be. With the final three years’ models available with a 200hp turbocharged engine and RWD architecture, it’s never been easier to pounce on boy racers in Civics-all for around four thousand bucks.

A 1988 model in which much time and cash continues to be apportioned to, the most obvious which has gone toward the car’s 13B-RE engine transplant, despite the fact that brian Treffeisen knows this, which is precisely what led to his extensively modifying not the better predictable sequentially turbocharged third-generation version. Sourced from the ’90-’95 Eunos Cosmo-Mazda’s overseas-only, luxury line flagship car-the 235hp 1.3-liter marks the automotive world’s first sequentially turbocharged rotary engine boasting what are arguably the largest side ports among Mazda’s entire 13B engine family. All of this means that the 13B-RE can do very good things. Treffeisen knows this, too, and has gone on to eek out exactly 405hp from yourstarts with a single-turbo conversion based upon Garrett’s GT35R, which mounts up by means of a custom-built, equal-length exhaust manifold. Usually the one-off parts story doesn’t end there, though. I fabricated virtually any part for this vehicle, Brian says. Most aftermarket support for the RX-7 [lacks] quality, and there are a lot of individuals whose practices and theories disagree with my own. A couple of TiAL MV-S wastegates that really work alongside a MoTeC M800’s built-in boost control capabilities allow consistent and repeatable power, which was dialed in on his own. Brian didn’t just fabricate nearly everything on his RX-7, he tuned it, too, teaching himself how to do so as his build progressed, mainly because it turns out.

Little expense was spared with all of this, such as the MoTeC standalone that retails for more than most used cars. According to Treffeisen, he stopped counting after nearly $25,000 worth of mods. You would, too. The damage wasn’t as painful as you might expect it would be, especially since the longtime Mazda fan’s owned the car since 1997, smattering its upgrades out over the course of over a decade along with a half. Enough time spent making his RX-7 the car he knew it needs to be yielded lessons more valuable than whatever was used on doubling its horsepower. He could be the first to share with you how magical the internal combustion process free from pistons and connecting rods can be, brian chose the RX-7 because of what he says is his undying adoration for those spinning triangles. Often scowled at by piston purists or by those people who are easily shied away by the inner workings of rotary engines: The rotary engine is incredibly durable when operated within its mechanical and thermal limits. Operating within its limitations is about as important as not cheaping out on quality parts, which is partially why Treffeisen’s spent as much as he has. Don’t buy cheap parts, and spend your money where appropriate, he warns. Quality OEM engine parts where appropriate, good aftermarket apex seals, and the best, most accurate ECU you can afford. Ignition timing and solid fuel delivery are crucial to get aHave a look at the car’s fuel system and you won’t be able to accuse Brian of not taking his very own advice. Injector Dynamics 1,000cc/min. and two,000cc/min. injectors line up against a set of Guru and CJ Motorsports rails while an Aeromotive 340lph pump draws alongside an already impressive Denso unit. Running lean because of a scant fuel system isn’t very likely to do. The engine itself was also strengthened accordingly. Here, its rotors and plates were cryo-treated and more durable apex seals-the Achilles heel of rotary engines-were sourced from RX-7 Specialties and added. The 13B-RE’s air conditioning was also updated with a customized Griffin aluminum radiator, steel-braided radiator lines, and the later-model RX-7’s water pump and housing. He addressed potential driveline woes with a modified and re-worked six-speed RX-8 gearbox mated to a 4.3: 1 Torsen-style rear differential. An Exedy twin-disc clutch and Driveshaft Shop aluminum driveshaft complete the lion’s share of the RX-7’s under-hood mods. Brian’s affection for customizing his own parts doesn’t stop with what’s underneath the hood. One-off adjustable end links reside behind the 17-inch BBS rims and beskpoke bracing sit along each strut tower where pairs of Stance GR Pro coilovers can be obtained.

Mazda’s second-generation RX-7 isn’t necessarily probably the most sought-after in the nameplate’s two-and-a-half-decade lifespan, but it should be, and Brian Treffeisen’s 405hp example is here to know you as much.