Competition: The act of competing; rivalry for supremacy, a prize; blowing your adversary out of the water in a test of skill or ability. Late last year, Turbo magazine received some exciting news that Castrol Oil and our wonderful Source Interlink Media proposed an idea of running a "friendly" competition among seven of the top Source Interlink Media publications. The initial rules handed down to each of the teams during the preliminary stages were stated to be as simple, non-competitive event that editors could enjoy. The rules stated each team was to build an engine of their choice, produce the most horsepower and torque per liter, and last throughout the entire event without blowing up. Simple and to the point, right? So they thought. Corporate media had one idea of how to run a challenge and regulate us on how to even the playing field, but for us editors we were playing a completely different ballgame. Funny as it seems, they obviously underestimated the fact that we live and breathe in the automotive performance world and in that world, no one thrives better than us in competition--not to mention the amount of men jacked up on testosterone involved in this event. Elliott Moran, Source Interlink Media's events coordinator, jotted some simple guidelines to abide by as the Turbo magazine team quickly tore into poorElliott with a battery of questions a month before we finalized our engine and builder.

A few weeks after our eventful meeting, we received an updated rules list and a firm warning from our managing editor to take our competitive level down a few notches. Obviously we turned a deaf ear to what Elliott said. While the new interpretations of the rulings continued to have a series of gaping loopholes--which brought smiles to our faces--we searched high and low, finally narrowing our engine builder down to SP Engineering located in the City of Industry. SP Engineering and their knowledgeable staff are regarded as one of the most respected tuner shops in California. Over the past 10 years, SP has built their reputation on tuning and catered to some of the fastest and horsepower hungry vehicles to date. SP Engineering, known as one of the industries trendsetters back in 1996, owned the exclusive bragging rights to building and dynoing their first high-horsepower Supra 2JZ with a simple piggyback fuel management system. The vehicle owned by the now-infamous Ken Henderson laid down 666 whp using a HKS GCC and VPC management system. Eight years after the triple-six power figure, Ken's Supra made headlines on the Nov. '04 cover of Turbo, delivering an amazing 1,110 whp while periodically driven on the streets. SP set the standard again in 1997 using the GCC and VPC layout, delivering 700 whp on another customer's car using a slew of bolt-on products. "We accomplished this power level without even touching the engine internals or even lifting the heads. Back then crazy high-octane gasoline was nearly nonexistent," says Alex Shen, SP Engineering owner and hard-core performance enthusiast. In 2000, SP was up to their tricks once again, benchmarking the 2JZ power limits with 822 whp on a daily driven Supra with the aid of a simple piggyback fuel management unit.

From 1,100hp Supras to 1,000hp Skylines, there seems to be no limit to what Alex and his team of mechanics can accomplish. Our initial plans before talking with Alex was to initially build a 2JZ motor in hopes of eclipsing the 1,000hp marker on 100-octane fuel. The five-digit horsepower numbers were a realistic goal that have been tried and tested throughout the years. The 3.0-liter mill seemed to fit the bill for our build but we ran into a series of problems within the competition rules that would affect our winning outcome. If we decided to stroke the factory displacement to a 3.4-liter and were given the penalty of using a forced-induction setup by a multiple of two, we'd divide our target horsepower of 1,100 and get 161.7 hp/per liter. Not a bad number to work with but if our competitors decide to build a 4G63 or SR20DET engine, the 2.0L engine multiplied by 2 and divided by a target goal of 650 hp would net them 162.5 hp/per liter. Close to half our 2JZ horsepower figure but a better horsepower/per liter ratio, which would give them the winning edge.

So what is a team hell-bent on taking home the winning trophy and bragging rights to do? It's rather simple. We take our engine selection to the next level and build a noteworthy RB26DETT and decimate the competition. If high-horsepower 2JZ buildups are regarded as the staple within the SP repertoire, believe it or not, their knowledge of the RB26DETT comes in even stronger. If we target somewhere in the 1,000hp range and receive all the parts we have been talking about, its not hard to make this a realistic goal because in all truth, it's been done before. It's typical to see 1,300 to 1,400 hp cranked out from the RB26DETT. When we built my RB26 a few years back I didn't even go crazy on the engine so we weren't really pushing the engine. My R33 put down 980 whp and wasdynoed while running a hollinger transmission so I'm not even worried about having to push this motor. With a smile and look of confidence Alex continues by saying Hirofumi Kondo, our chief mechanic was working at Blitz Japan for eight years before he began full time at SPEngineering. Turbocharging, supercharging and computer tuning is Hiros specialty so I have full confidence in him. Hiros been installing and tuning the HKS V-Pro with exceptional knowledge because he's been there and done that for some time now with an advantage of over four years of tuning ahead of U.S. tuners.

While all details on the engine aren't finalized as this article goes to press, one thing we're certain is that the 2.6L mill will be stroked to a 2.8 displacement and for good reasons. The theory behind stroking the RB rather than going with the factory displacement comes down to thefactory crank. The crankshaft isn't fully counterweight, Alex says. When you buy a stroker kit it comes with a full counterweight crankshaft, but not from factory not like the 2JZ. That's the weak point of the RB. The powerband with the RB26DETT possesses a broader scale power range compared to the 2JZ powerplant at the same horsepower level. If you overlap a RB26 to a 2JZ dyno sheet it will become apparent the major differences with the power curve. The 2JZ powerband is so short; it's crazy in comparison to the RB26DETT. This becomes a major factor when determining the top point's leader in the Power Under the Curve category for the Castrol Syntec Top Shop Challenge.

One word of advice to our competitors: We're in it to win boys, so you best pack your bags now before it's too late. Stay tuned as we begin our RB26DETT buildup in the next issue.

wwwSyntecTopShopChallenge.com

Ask any guy what got him into cars and nine out of 10 will say his dad. Guaranteed, there's a gene swimming through your DNA right now that makes your palms sweaty at the sight of some slick piece of sheetmetal. Halfway between lust and terror lies a burning pull behind your ribs, roaring to life when the car finally catches on a hard launch and you get pressed into the seat. Lodged there by something primal, something passed down, it's what drives the automotive passion and makes normal guys do things like build twin-turbo beasts out of their daily drivers.

Derek Smit knows all about the gearhead gene. Growing up, his old man did everything from drag race down dirt farm roads in South Dakota to own Ferraris; automotive obsession was something Derek couldn't escape even if he wanted to. When his father died in 2001, he left his son a few coins for college and other things. Derek couldn't think of a better way to honor his memory than to build a ride that would've made his dad proud.

Unable to resist the sheer sexiness of Nissan's 350Z, he purchased a '04 Track Edition in 2005 without even taking it for a spin. With less than 2,000 miles on the clock and a previous owner who had an irrational fear of rain, the car was still factory perfect. He had the 350 for a day before ordering a full GReddy Evo 2 TT exhaust.

With the car breathing freely through dual 70mm stainless pipes, Derek's horizons opened up to a new world of modifying mayhem. This student at the University of North Carolina, Charlotte, took a baby step into forced induction with a Turbonetics kit sporting a single Garrett 60-1 unit. He dialed the boost up to about 9 pounds and bled 389 ponies out at the rear wheels. While the stock internals took the beating with little complaint, it wasn't long before he wanted more.

An avid follower of the "go big or go home" philosophy, he decided that nothing less than a fully built twin-turbo setup would suffice. Unwilling to charge half-blind into some insane build, Derek researched his options. Careful scrutiny landed him with a built short-block from Forged Performance out of Atlanta.

Specializing in 350Zs and G35s, Sharif Abdelbaset and his team of minions cranked out an unstoppable VQ35. Using the company's specially designed Arias Extreme Duty pistons coupled to Pauter forged rods, Sharif's kids bored the block .020 over, helping to drop the Z's compression to 9:1 in preparation for serious boost.

Forged Performance used Cosworth bearings on both the main and the rods, cinching everything down with ARP studs. The finished product was a Forged Performance S2 block. After the Georgian crew placed their finishing touches on the new bottom end, Bobby Young and Matt Drouin at CIN Motorsports back in Charlotte took on the task of wrapping up the Z's new beating heart.

Young and Drouin plopped the Z's stock, refreshed heads down onto HKS gaskets, torquing the ARP studs down and turning their attention onto the car's turbo system. The UNC Charlotte student wanted a smoother power delivery than the Turbonetics single setup offered. For Derek, more power, plus better delivery equaled a GReddy twin 18G kit. Fed by an AAM aluminum oil pan spacer and return lines, the dual blowers were the last piece of his power puzzle. Between Sharif's beast block, GReddy's serious twisters and CINs master installation, the Z was going to have no problems meeting the his driveability and power demands.

The guys at CIN bolted the blowers in, complete with GReddy's RS blow-off valve to prevent any unwanted grenade action. AAM 3-inch downpipes were installed to dispense exhaust gasses after the turbos have had their fun.

While this Z breathes through essentially stock heads, CIN tackled intake restriction by swapping the stock plenum with a Crawford piece. Nissan's engineers sloped the Z's plenum to clear the stock strut tower brace-something Crawford claims restricts airflow to the front cylinders. Their aftermarket plenum sits considerably higher in the front, taking care of the problem. That extra height meant the removal of the 350's stock strut tower brace, but without serious track flogging its presence isn't missed.

With Derek's Z ready to rock, the CIN crew turned their attention to feeding the beast. A CJ Motorsports Stage 2 fuel system feeds RC 650cc injectors via a Walbro 255lph pump. The CJ kit reroutes the Z's fuel lines far away from any superheated exhaust pieces, helping to make sure the car breathes fire instead of catching it.

A Haltech Platinum EMS and GReddy turbo timer setup were used to coordinate the mechanical mayhem underhood. Dialed in at 12 psi for daily trips across Charlotte and 15.5 psi for when he's hit with a case of the Mondays, the Z cranks out 477 horses and 541 at the wheels, respectively (tested on DynoJet after motor broken in). Not bad for a pump-gas commuter.

Sucking down and spitting out 12 psi of boost on a daily basis does two things very well. First, you get acquainted with the local law enforcement in a hurry. Second, you generate heat. While CIN couldn't do much for the first issue, they handled the second with the massive GReddy intercooler that came with the kit and an ARC radiator cooling plate. The titanium piece directs air through the stock radiator to keep the car's blood pressure in check while it's ripping across town.

With the miracle mill in place, CIN focused on the rest of the car, installing an RPS six-puck clutch and Cyn-R-G flywheel to handle the extra ponies. With close to 550 of them on tap, stopping became a priority. Young and Druin solved that problem with a set of AP Racing two-piece drilled and slotted rotors in the front and one-piece drilled and slotted in the rear. All four are clamped by Mintex Xtreme HP pads pushed by G-Stop stainless lines.

With Charlotte's roadways paved in a combination of concrete blocks and crudely hewn boulders, a ber-stiff suspension wasn't on the top of Derek's wish list. Being a Track Edition, the Z was already a performance thoroughbred, so a set of Eibach Pro Kit springs, Hotchkis adjustable sway bars and Intense Motorsports rear camber arms fleshed out this ride's modest suspension upgrades.

While he won't outright deny any aspirations for show car glory, for now Derek's interior and exterior modifications remain mostly performance driven. Inside the cockpit, a Sparco Ring tiller and a set of Defi gauges round out the changes to the Z's otherwise stock appearance.

Outside, the car still sports its Pike's Peak Pearl paint set off with 19x9.5 front and 19x10.5 rear Workmeister gloss-black rollers. Wrapped in BFGoodrich KDW's, the Work Workmeister wheels are joined by a select few other tasteful changes, including an APR carbon-fiber splitter and blacked-out '07 headlights.

The finished product is one of the baddest 350Z's in North Carolina. It may not be the most powerful, the most outrageous or the fastest thing on street tires, but it is a daily driven 541whp hell-raiser.

"It's very streetable," Derek says. "I have no problem going out and beating on it at night and knowing it'll start right up in the morning when I have to get to work."

Dad would be proud.

2004 Nissan 350Z
Power Output: 541 WHP & 535 LB-FT Of Torque
Engine/drivetrain
Forged Performance S2 ShorT-Block .020 overbore
Arias Extreme Duty Pistons
Pauter Forged Rods
ARP Head Studs
ARP Main Studs
Cosworth Bearings
HKS Headgasket
Crawford Plenum
Cusco Oil Catch Can
Twin GReddy 18G Turbos
GReddy Blow-Off Valve
GReddy Intercooler
AAM Oil Return Line
AAM Oil Pan Spacer
70mm GReddy Evo 2 TT exhaust
AAM 3-inCH Downpipes
AAM Wastegate Dumps
CJ Motorsports Stage 2 Fuel System
Walbro Fuel Pump
RC 650cc Injectors
ARC Radiator Cooling Plate
Haltech Platinum EMS
GReddy Turbo Timer
NGK 1 Step Colder Plugs

Drivetrain
RPS SIX-Puck Clutch
CYN-R G Flywheel

Chassis/Suspension
Eibach Pro Springs
Hotchkis Adjustable Sway BarS
Intense Motorsports Rear Camber Arms

Brakes
Front: AP Racing Two-piece Slotted and Drilled Rotors
Rear: AP Racing One-piece Slotted and Drilled Rotors
Goodridge G-Stop Stainless Brake LinesMintex Extreme HP Pads

Interior
Sparco Ring Wheel with Splash Hub
Forged Performance CNC Shift Nob
Defi Link Control
Defi BF Imperial Boost Gauge
Defi BF Imperial Oil Pressure Gauge
Innovate Wideband A/F Ratio Gauge
HKS EVC Six Boost Controller

Exterior
Blacked-out '07 Headlights
APR Carbon-Fiber Splitter

Wheels & Tires
Front: 19x9.5 Work Workmeister Gloss Black S1 255/35/19 BFGoodrich KDW
Rear: 19x10.5 Work Workmeister Gloss Black S1 295/25/19 BFGoodrich KDW

There's a reason Mitsubishi's Lancer Evolution has the name it does. The car has been evolving as a rolling test bed for Mitsubishi since its inception in 1992. Rather than build a new car and re-badge it with each new model cycle, the company has simply added the next consecutive number after the now iconic nameplate, "Evolution." That's because historically, each new Evolution has essentially been the technologically improved version of its immediate successor. Consider this: The first six Evolutions were built on the same core chassis, practically defining them as a step in evolution.

But it's obvious that the game has changed in 2008. Mitsubishi is going after a different demographic altogether, and they've changed more than a few things substantially to net the client they seek. That's fine and dandy, but what we want to know is whether this car is worthy of the "Evolution" badge-does it have that extra degree of "special" that made the old car so good?

He Said, Mitsubishi Said
Head developer Ryugo Nakao says, "...to date, the main thrust has been how fast we can make them ... But in our view things have now changed. Today's new generation of super high-performance machines need to deliver more than absolute speed; they have to wrap that speed in safety and in comfort." In a nutshell, Mitsubishi's goal is to go after the people who've grown up, bought the boring cars associated with growing up and misshauling ass.

As you might expect, the company intends to reconcile these opposing demands with a series of acronyms-the first, and perhaps most critical, is the Super-All Wheel Control (S-AWC) vehicle dynamics system, which is comprised of Active Yaw Control (AYC), an Active Center Differential (ACD), ABS with Electronic Brakeforce Distribution (EBD) and finally, Active Stability Control (ASC).

If that wasn't a mouthful, a dual-clutch Sports Shift Transmission (SST) takes the place of a six-speed manual in the Evo MR, and the 4G63 has been chucked in the dumpster, in favor of a new 4B11T engine. The new mill of course has a new turbo and, lest we forget, is bolted to an entirely new chassis.

Mitsubishi says we're looking at a car that can straddle the fence between performance and comfort. But don't panic just yet. Let's have a look at the systems before we judge, shall we?

Perhaps the single biggest difference between an Evo IX and an Evo X is the addition of a system that Mitsubishi calls S-AWC. In an effort to regulate the massive number of acronyms that have been accumulating in the Evo's repertoire, the company came up with one all-encompassing term to describe all of the systems at once.

The Significance Of Ayc As A Component Of The Big Picture
Easily the most important part of S-AWC is AYC. The Evo X is hardly the first Evo to have this tasty little system, though it will be the first America-bound Evo with the technology. The fact is that the Evo has been employing the AYC since 1997, when it was introduced in the middle of the Evo IV cycle. In a nutshell, AYC is able to distribute torque between the two rear wheels (torque vectoring) after it has been distributed by the center differential, to aid turn-in. Think of it as an understeer eraser.

It does this by using two hydraulic clutch packs, which regulate the torque on each rear axle. The system gained the word "Super" in the Evo VIII and "S-AYC" in the Evo IX, because the latest iteration used a planetary gearset, allowing a more aggressive torque split than previous systems.

All you really need to know is that AYC is the reason everyone who drives an Evo appears to drive like Tommi Makkinen, and Mitsubishi has finally deemed the car-loving citizens of the United States worthy of the system. That of the Evo X is considerably more advanced than in previous iterations, though. The new system will work in tandem with EBD (something more traditionally used to regulate vehicular yaw moment) to squash understeer. It does this using yaw rate sensors and by detecting brake fluid pressure in the lines.

The AYC brain now talks to the engine, too. Well, it listens at least-to engine torque and speed. Mitsubishi says this connection allows the system to determine what the driver wants from the car and provide that output quicker than earlier systems.

Picture a novice driver understeering hopelessly into a corner. His first reaction is to crank more lock into the wheel. Using a steering angle sensor, the system can tell what the driver is trying to do, and then assess whether the car is actually doing it. The electronics may be laughing at your crappy technique, but they'll get the car turned anyway.

S-AWC Modes
The options go unchanged from Evo IX to Evo X, but their effects have been expanded.

The Other Bits Of S-AWC
AYC wouldn't work at all, were it not for Mitsubishi's ACD, which works to control the speed differential between the front and rear wheels. But the term "center differential" is misleading, because the unit that controls this is actually inside the transfer case at the front of the car, not the transmission.

Two shafts protrude from the transmission, one inside the other. These send torque to the transfer case, which also houses the front differential. Bolted to the front differential housing is a ring gear, which connects to a pinion gear that then sends torque to the rear wheels. Confused yet?

Instead of a viscous coupling (as found on non-ACD Evo VIII's), there are hydraulically actuated clutch packs inside the transfer case. Depending on the ACD settings, these clutches try their best to make all four wheels spin at the same speed, even if it means locking the output of the center differential and creating a 50/50 torque split. These are what you're adjusting when you switch between "Tarmac," "Gravel" and "Snow." It's important to note that the center differential is actually open on an Evo, which means that there isn't a set torque split, per se. If the ACD is fully engaged when two wheels are on ice and the other two are on pavement, all four wheels will spin at the same speed. That means that power can be sent purely to the wheels that areon pavement.

Compare this open center differential to that of the Driver Controlled Center Differential (DCCD) on a Subaru WRX STI, which has a mechanical torque split. When you turn the dial, you can actually feel more torque being transferred to the rear wheels during driving. This is only possible by coincidence in an Evo-if the rear wheels have more grip than the front wheels, the ACD will send more torque rearward until all four wheels are spinning at the same speed.

In addition to the new AYC and ACD systems, the Evo X adds stability control-this system detects under or oversteer resulting from abrupt steering inputs and works to eliminate wheel slippage. A traction control element regulates wheelspin during acceleration. Both systems work in tandem with EBD to only silence the wheels thatare slipping.

Things That Make The Evo Go Fast
Even though Evo's VII through IX used the newer CT9A chassis, they still shared a key common element-Mitsubishi's venerable 4G63 engine. Like everything else in the Evo, it evolved, eventually ending up with MIVEC (think Mitsubishi's VTEC) and a titanium turbine wheel. But, as Mitsubishi explains it, an engine that returned excellent gas mileage and clean emissions was necessary to take the car into 2008.

If you're starting to think that means bad news, think again. The new engine is completely aluminum, netting a weight savings of 27.5 pounds over the 4G63, not counting intake and exhaust components. On top of that, it's aimed the other way around, with the turbocharger against the firewall and the intake on the radiator side. This allows for a 10mm lower engine mounting position (the exhaust doesn't have to go underneath it), which results in a lower center of gravity.

The pistons, fully floating and made by Mahle, sit inside cast-iron cylinder sleeves. In addition, bore and stroke are now equal, at 86mm for both. This is as opposed to 85mm and 88mm, respectively, in the Evo IX. Up top, MIVEC does its work on both camshafts (MIVEC was only on the intake cam of the previous car), and direct valve actuation means that there are no rocker arms. The manufacturer says that this alone is responsible for a 1kg reduction in engine weight.

The Evo X will have an ignition coil for each of its four cylinders, as opposed to the twin-coil system used on the Evo IX, where two cylinders shared one coil. This time around, the cylinder head and block use separate cooling chambers, resulting in more reliability and importantly, less mess when you turn the boost up too high.

The 4B11 isn't even loosely based on the 4G63. A timing chain replaces the belt of the Evo IX and there are no balance shafts in the new engine. A new aluminum short port intake manifold has an electronically controlled throttle body mounted further upstream-a first for any Evo. And don't bother with your gigabuck stainless steel manifolds, either; this thing's already got one. On top of that, the downpipe, which is much shorter, is now 65mm instead of the Evo IX's 60mm pipe.

Boost
Mounted in between that sweet stainless steel manifold and the big downpipe is the sweetest turbocharger Mitsubishi has yet to offer on the Evo. This one's entirely aluminum-oh, and titanium. It's still based on a TD05H, but this one's called a TD05HA-152G6C-12T. A big part of the reason it's in place is the higher compression ratio of the new engine (9.0:1 compared to 8.8:1). For those nerdy enough, the Evo IX used a TD05HRA-155G6C-10.5T, and the Japan-only Evo X RS uses a TD05H-152G6-12T. That RS turbocharger has an Inconel turbine wheel (as compared to the titanium-aluminum wheel we just mentioned).

Getting The Power To The Systems
You're wondering why Mitsubishi decided to use a twin-clutch transmission in its high-end Evo MR. We all are. The only statement we could get out of product planner Ryugo Nakao was, "...it offers the convenience and effort-saving qualities of an automatic transmission."

The thing is we're not sure if you should be giving a damn about convenience and effort-saving qualities if you're out buying Mitsubishi Evos. Nevertheless, if you're going to buy a "flappy paddle" gearbox, this just might be the one to buy. Here's why.

For one, it's got two clutches so it shifts as quickly as say, an Audi or VW equipped with their "DSG" transmission. So the good news is that this close-ratio box couldn't be more different than irritating systems, like BMW's "SMG." How does it shift so quickly, you ask?

It's a rather innovative solution-rather than have every gear on one input shaft, the dual-clutch SST places odd gears on one shaft (that's one, three and five) and even gears (two, four and six, geniuses) on an additional shaft. Each of the two shafts has its own wet clutch to feed torque to the output shaft. Say you're driving in an even-numbered gear. The computer monitors vehicle speed and throttle position, and pre-selects either a higher or lower odd gear. The transmission then disengages the even-numbered gear clutch and engages the odd-numbered gear clutch.

As you're aware, there's an automatic mode, as well as manual mode that can be actuated with the shifter or by using the paddles mounted on the steering column. If you try to downshift in either mode when the rpm are too high, an audible alarm lets you know what a jackass you are, and the system prevents theintended downshift.

If your left leg is twitching at learning the above information, know this: The Evo X comes with a beefy five-speed transmission in GSR trim, which has been rumored to take the beating (and horsepower) that the dual-clutchSST can't.

And We've Just Barely Scratched The Surface
It's easily possible to spend another 20 or so pages discussing the aerodynamic innovations or the reasons that the new car is 64 percent stiffer than the old one. We could talk about the suspension, which is also stiffer, and the electronics that keep all of the complex systems in the Evo X working in tandem together. Or the instrument cluster-mounted display that shows you how it's all going down. Then there are the Brembo brakes, which have been re-engineered to maximize effectiveness behind the new 18-inch wheels. Did we mention that those wheels are an inch bigger than those of the Evo IX, too?

The takeaway message is that the '08 Evo X is a completely different car, from the ground up. For the first time in Lancer Evolution history, it's questionable whether this car should really be wearing the nameplate on the decklid at all-and that might not be a bad thing.

Behind The Wheel: Mitsubishi Lancer Evolution IX
We Test Slide Technology
It doesn't rain much in Arizona, and the dry asphalt at Firebird Raceway is making it all too easy to put Mitsubishi's new Evo X through its paces. In the first few hard corners, the most significant difference between this car and its predecessor makes itself abundantly clear. Ignore everything you've heard-that difference is called AYC.

You see, the things you've heard are true-the Evo X shares a chassis with the Dodge Caliber. It's gained more than 330 pounds, and its completely redesigned engine only makes about 9 more horsepower. But push a few buttons on the dashboard and those things don't seem to matter as much, as you're magically transformed into a rally driver. Don't worry about technique-in fact, do whatever you want-come in too fast, brake too late, even hit that apex early and wait for the understeer if you want.

But it's not coming. Instead, the nose tucks in and we fire out of every botched corner, electronics neatly covering up the mistakes we've made. Apparently, we've discovered firsthand the reason that the international press has been saying Evos make any amateur look like Makkinen since 1997.

Before we can have too much fun, the sky opens up, allowing water to crash down by the bucketful. The natives can't remember the last time it rained, and that means that the bubblegum-sticky track surface has turned cooking sheet lathered with Crisco. But Mitsubishi isn't waving us in and we're not about to stop now.

Kick the wipers on full and fire up those HIDs-squiggle back into the excellent Recaro seat (which is narrower than before, but still not as thin as those found across the pond) and let the S-AWC do the work. We're of course supposed to have switched the thing to "gravel" for this kind of driving, but why do that when "tarmac" allows the kind of hooligan shenanigans you'd be shot for attempting on public roads?

The word of the day is "oversteer," and we can't remember the last time track time felt so good. Fight the instinct to correct the slide-a trick easier said than done at first-and you'll look like a pro drifter in no time. On more than a few occasions, we were sure we'd be navigating through the rear wing, but we can't complain-we had the S-AWC on the wrong setting, after all.

Mitsubishi just happened to have an Evo IX on hand for comparison purposes. It's worth mentioning that, though the Evo IX is the road-going racing car, those 331 extra pounds went into making the new car a bona fide daily driver. Getting into the Evo IX after driving the Evo X was like belting into a time attack car.

1. Acceleration from standstill	ACD and ASC control the drive force and brake force to balance acceleration and road conditions. Powerful offthe- line acceleration is generated by superior control of wheel slippage.
2. Braking	ACD and ABS maximize the effect of braking force from all four wheels. The systems provide stable, controllable braking and quicker stops while preventing the wheels from locking up.
3. Entering corner	AYC brings cornering performance in line with steering inputs. Even with ABS engaged, AYC controls the yaw moment to deliver intuitive, follow-the-line cornering.
4. Pulling out of corner	ACD and AYC maximize torque on each wheel. By enhancing both cornering and traction performance, the system allows more aggressive acceleration out of corners.
5. Understeer	AYC and ASC work together, maximizing torque and brake force to keep the vehicle under control.
6. Oversteer	In emergency situations such as spins, ACD’s superior vehicle control, plus AYC and ASC, assist the driver to safely execute recovery maneuvers.

S-AWC Mode	Function
Tarmac	Weakens ACD control bias, strengthens AYC distribution
Gravel	Boosts ACD control bias, AYC effect is weakened for stability
Snow	Further boosts ACD and weakens AYC

I've dedicated much of my time and weekends tooling around in the garage with aspirations of building my '03 Subaru WRX into a competitive street car that any Subie aficionado would be proud to own. Even after experiencing two blown headgaskets, and an unfortunate case of spun bearings, the Subie I managed to put countless man-hours into still remains in my possession with no intentions of selling.

It's been months since I've managed to turn a wrench on the boxer engine as it now sits patiently in storage, awaiting a new transplant. Until that day arrives, I take to the streets in my $1,500 gas-guzzling '90 Lexus LS400. You know, the same car you take enjoyment in destroying on the arcade hit Street Fighter II. VIP pimp status you ask? I think not. Rolling around in a 3,850-pound deathtrap with blown suspension and suspect motor/tranny mounts is enough to tighten anyone's butt cheeks while traveling in excess of 80 mph. So when I see my girlfriend boosting away in her Evo IX MR while she sheepishly jaw jacks to me about the Evo's horsepower and obtaining the perfect wheel offsets without having to flare her fenders, well... I tend to get a little jealous-and for all the right reasons. Honestly, I drive a tank with a Lexus badge while she's boosting along on the streets. Can you feel the pain people? Subie owner I am, but there's no denying that I catch myself in admiration of the Evo IX and its superior handling, stout engine platform and appealing looks. It's a crying shame that the IX's production had to end. But with every death, there comes the birth of a vehicle that's poised to be greater and more improved than it's predecessor-namely the Evo X.

Less than a month ago, not much was known about the Evo X and the engineering that went into creating the new 4B11T powerplant. Some may argue that the 2.0L engine pales in comparison to the 4G63 while others say it's the best thing Mitsubishi ever engineered for the street. Upon analyzing some confidential information that Tomei Powered of Japan had reverse engineered the complete 4B11T engine assembly, our doubts were quickly put to rest. The detailed analysis of how the 4B11T was engineered in comparison to the previous 4G63 was a fascinating insight into how Mitsubishi had taken something good and made it even better. I still love my Subie but who says I won't press my luck at buying an Evo X.

Sincerely,Scott tsuneishiEditor

ARC International of Japan built their reputation within the automotive community as one of the top manufactures of high-performance products in motorsports competition, such as Formula Nippon, Super Taikyu and Super GT. Best known for their patented intercooler cores that allow for the most efficient temperature drop without loss of pressure, ARC recently shocked the motorsports world when they released arguably one of the most innovative yet controversial products to the market, the ARC Cool Fin. Designed by ARC engineers with a special high-thermal conductivity aluminum fin design, the Cool Fin can be affixed using the special 3M pad on temperature-sensitive areas like the oil pan, intercooler piping, differential and transmission (areas that are prone to excess heat and have no cooling system).

Before you come to the conclusion that ARC uses some typical run-of-the-mill foam padding that adheres to the Cool Fins, we did some investigative research on the 3M Web site and found some interesting information. The 3M pads provided by ARC are, in fact, a special thermal conductive interface pad made specifically to transfer heat. Used to dissipate heat, the silicone-elastomer sheet filled with thermally conductive ceramic particles offers flexibility and strength to hold products in place. In this case, the 1mm 3M thermal pads are supplied to securely attach the aluminum Cool Fins in place.

ARC representatives claim the technology and patent-pending design, which was recently debuted to consumers, was derived through race technology. While the theories of heat transfer taken from Rohsenow &Hartnett's Handbook of Heat Transfer states thermal conductivity of the aluminum is orders of magnitude greater than that of air. This means that heat transfer is going to depend entirely on the rate of airflow over your package surface and on its surface area. In essence, this theory backs up the claims of using the Cool Fin on areas like the oil pan, intercooler pipes, transfer case and rear differential that can subject that area and the fins to large amounts of airflow when driving at high-rated speeds as well as aid in thermal dissipation.

Equipped with a few sets of ARC Cool Fins, we took to the track in hopes of performing some before and after tests with the unit but experienced an unexpected sheering of the Evo's accessory belt, which sent us home packing in disappointment without any true numbers. Independent testing performed by various Japanese publications has shown the Cool Fins to work when installed on the vehicle. One test showed a drop in temp from 117 degrees C to 112 degrees when using the Cool Fin on their track-prepped DC2. While browsing the ARC Web site we found an independent test conducted using two heat detection monitors placed directly on a portable gas burner, one of which was encased with the Cool Fin while the other wasn't. After 14 minutes and 19 seconds, the non Cool Fin unit measured 155 degrees C on the pyrometer while the Cool Fin-encased unit was shown at an amazing 130 degrees C-a 25 degree difference in temp while exposed to direct heat. Look for a follow-up to this story as we take the Evo back on the track and test the Cool Fin to see if the hype is worth the wait!

In 2001, two years after the demise of the Skyline GT-R R34, rumors began to surface across the globe of a new GT-R being developed by Nissan's top engineers. As information of the new GT-R began to slowly trickle in (mostly rumors) the initial reports weren't looking promising. Immediately brought to attention was that the once proud Skyline name longtime associated with the GT-R family was rumored to be non-existent on the new R35. Would the removal of the "Skyline" badge spell disaster for the next generation or perhaps invoke a less performance-orientated vehicle? While rumors continued at a frenzied pace as Nissan kept tight-lipped on the development, another surprise twist began to spread of Nissan planning the use of a naturally aspirated 3.0L engine with an automatic transmission brought a sense of frustration among hard-core GT-R fans. And, who could blame them? The once proud Skyline owners and hard-core fans who relished the GT-R's monarchy within motorsports were stabbed in the heart by a shocking vision that Nissan relented to the pressures of the economy and developed a car that stressed comfort over performance. The new GT-R was looking less appealing with every rumor that spread.

The R34, known to be the last of the great GT-R family, paid a fitting tribute to the GT-R's 15-year dominance, winning numerous victories in the racing scene. The deadly combination of the RB26DETT engine, AWD platform and ATTESA E-TS Pro setup proved superior among Skyline owners and a virtual nightmare among those who dared to cross its path. In a fitting tribute to the R34, NISMO and Nissan developed the final production R34, known as the NISMO R34 GT-R Z-tune. The vehicle emerged in 2000 and was limited in production with only 20 produced in the world. Known as the cream of the crop within the GT-R family, the R34 GT-R Z-tune developed 500 hp from the factory and was brazenly dubbed "the strongest road-going car in the world." The vehicle enjoyed a short stint of fame before finally being put to sleep by Nissan-forever lost in the books of automotive history.

On Oct. 24 2007, all rumors were finally put to rest as Nissan Motor Co. Ltd. announced the launch of the new GT-R. Powered by a 3.8L twin-turbo mill, producing 480 ps brought a sigh of relief to the many who dreaded the thought of an N/A powered GT-R. Among the many GT-R enthusiasts and past owners was Shinichi Kobayashi, owner of Matchless Crowd Racing (MCR) located in the heart of Saitama-ken, Japan. Kobayashi-san is regarded as one of the top tuners among the Skyline community, offering his knowledge and services to Skyline GT-R owners who build everything from mild to wild. Perhaps the most infamous car within the MCR fleet is his red Skyline R34 GT-R. The all-purpose street machine uses an HKS 2.8L stroker and twin GT-RS turbines, propelling this beast to the tune of 650 hp. Kobayashi-san, no stranger to the world of circuit racing, is a seasoned racer who takes pride in building and driving his own demo cars at variousmotorsport competitions.

Nissan heritage runs deep within the blood of Kobayashi as he's driven, owned and built everything from track-prepped 400hp N/A powered Nissan 350Zs to 1,000hp Skyline GT-Rs. Kobayashi-san first entered the world of performance tuning and his passion of racing by wrenching on the Skyline known as the very first GT-R. The legendary KPGC-10 is called the "Hakosuka" in Japanese, which means boxcar for its square-shaped design. "I took my first Skyline to the track and from that point on I was thoroughly convinced that this was anything more than your average commuter car. I've owned more Skylines than I can recall but the engineering that went into creating those cars is just amazing. The R34's RB26DETT is an excellent platform from the factory but the great thing about this engine is the potential with a few modifications. From drag to circuit racing, all a weekend road racer has to do is simply add on an exhaust, put some quality suspension on the car and a set of good tires and he's clocking faster time than some of the more modified vehicles."

He added, "I've been waiting for the new Skyline since the first news of its release." Kobayashi-san says as he details about saving his money for the Dec. 2007 debut in Japan of the new GT-R. Within weeks of landing on the showroom floor, Kobayashi-san rolled into the dealership with $82,000 in hand and drove away with his pride and joy, a red (MCR trademark color) R35 GT-R. While spending time in Japan we had an opportunity to conduct a candid interview with Kobayashi on his thoughts on owning Japan's newest supercar. While the future of the GT-R is still too early to predict, the battle to break into the tuning world of the GT-R was evident at this year's Tokyo Auto Salon with MCR's top rival Mines Japan claiming to have the inside track on cracking the ECM codes for the VR38DETT engine. The official aftermarket parts racehas begun.

Turbo: We've heard from numerous tuners familiar with the car that the new GT-R is untouchable from the factory. From the suspension electronics tied into the ECU system to the GPS speed sensor limiting the car to 110 kph on the streets, do the restrictions cause a serious dent into thetuning capabilities?
MCR: (smiling) Breaking the code? That's something that's not even an issue. MCR has been working on some interesting research that's sure to revolutionize the new GT-R world.

Turbo: We've been told that MCR has taken the new demo car out to numerous tracks across Japan. How does the GT-R perform on the track?
MCR: I wanted to see how well a showroom-driven GT-R would hold up against some of the previous GT-R models so MCR decided to take the vehicle to the various circuits to see how the car would perform. We've managed to get some track time at Fuji Speedway, Ebisu and Tsukuba Circuit. The stock MCR R35 GT-R ran a 1:01:9 at Tsukuba in completely stock trim. Compare that to a stock R34, which clocked in at 1:06:5, nearly five seconds slower than the R35 and you'll come to appreciate the vehicle's potential. It's an amazing feat considering the GT-R Z-tuned, which comes with a sticker price of $170,000, and considered the best GT-R of the R34 family clocked a slightly faster time than the fully stock MCR GT-R R35. The R35 at Fuji Speedway tested at 1:56:6 and with simple modifications such as exhaust, suspension and tires, the R35 is sure to break the 1-minute marker at Tsukuba-that blows my minds.

While most shops are busy test-fitting body kits on the car, we at MCR already have some important data on the vehicle's handling and engine performance, which will be crucial when the time comes to begin developing parts. I took the car to the track to see firsthand what the strong points and weaknesses were within the GT-R.

Turbo: Can you briefly explain thosekey points?
MCR: If I had to point out any strong points within the vehicle itself it would have to be the transmission. The layout and feeling of the full sequential manual control and steering wheel-mounted paddle shifters feels really good. The transmission setup on the GT-R has a dual-clutch design that changes the gears in less than a second and decreases the work needed for the driver. Obviously the VR38DETT 3.8L engine is fantastic and delivers a more improved torque response compared to the RB26DETT engine. The new GT-R is definitely more capable of handling tighter circuit courses, but coming out of the turns you can definitely feel the effects of the heavier weight of the R35, as it tends to display more understeer.

Weak points would be the obvious, which would be the weight of the car. The R35 is longer, wider and heavier than all previous GT-R's, weighing in at 3,836 pounds. In comparison to the R34 (3,388 pounds), the new R35 GT-R weights approximately 500 pounds more. But even with the added weight, the handling is obviously much improved over the R34. I think this car would be excellent for most circuit courses in the U.S. With the R34 the power potential is nearly limitless but I'm sure within time the R35's VR38DETT has the same capabilities. As of how you can't compare the two engines because the time and effort in engine research with the RB26DETT give it the definite edge over the new 3.8L powerplant.

It's interesting that Nissan went with 20-inch wheels and tires combo on the GT-R. Currently, there aren't any high-performance tires designed in that size here in Japan. The MCR GT-R is currently running on Enkei GTC01 two-piece wheels with a 20x 9.5 +40 offset in the front and 20x10.5 +15 offset on the rear. The stock tires on the original wheels were removed and placed on the new Enkeis. The tire sensor Nissan placed on each wheel was found to be integrated with the tire valve stem. We found you can take the factory stems and use them in certain brands of aftermarket wheels since Rays Japan was the main manufacturer for the GT-R wheels.

Turbo: Has MCR begun any of their development on aftermarket parts for the GT-R?
MCR: Final production of our new exhaust has been completed. The MCR GT-R was used as a prototype vehicle by ARC Japan to create a new cat-back system. The exhaust displayed at this year's Tokyo Auto Salon show was the same unit designed on this vehicle and will be bolted on in a few days. With the new exhaust we will see a substantial increase of the stock-rated 480 ps to 530 ps or540 ps.

Turbo: Any plans for an air intake system?
MCR: Ahh... I wouldn't recommend an intake system in the early stages of development due to the computer not taking a liking to the new setup. The same goes for a downpipe setup since I don't think it's really necessary. Adding aero kit pieces such as canards, diffusers and a rear wing will improve downforce to the factory body. When you drive the car on the track, it doesn't feel fast at all but when you rocket through the turns, the GT-R displays some good lap times.

Turbo: Are there any things you see on the new R35 that are in need of upgrading?
MCR: First off is the exhaust system. Second is the suspension. The Bilstein's designed for the GT-R aren't good at all. The rear spring and shock setup is super stiff while the front is soft. Perhaps the development of the suspension using the German Autobahn had something to do with that. The car feels stiff when driving on your city streets but when you take it to the track, the car tends to display excessive body roll. The GT-R feels like your typical European car such as the Porsche. The suspension feels hard until you enter a corner on the track and it's too soft. By the end of February, MCR will have their custom lineup of suspension packages for the GT-R. The suspension was designed after months of testing and will be collaboration with Endless Zeal.

Turbo: Any final thoughts on the R35 GT-R?
MCR: The potential is limitless. Give it one to two years and I bet the new GT-R will have unimaginable speed and power that will kill any and all competitors. Until then, even with some light tuning this machine will be one tough car to beat.

For months on end leading to the debut of the newest Mitsubishi Evolution, anticipation ran high among automotive enthusiasts as they sat patiently licking their chops for their chance to purchase the new Evo x. when the time had finally arrived, interestingly enough the added hype we had seen within the past few months has been met with a flurry of mixed emotions and cautious buyers.

Green Giant
Word on the street had quickly risen that Evo x's new 4B11 powerplant used a smaller exhaust camshaft with less lift and duration. Adding to the troubling news was Mitsubishi's new outlook on going environmentally green that was relevant even on the new Evo, as they implemented environmentally friendly exhaust valves that eliminated the once sodium-filled valves found on the Evo Ix. These minor changes paled in comparison to the shocking news that Mitsubishi's cast-iron block, which offered exceptional durability in all previous models, was replaced with a more conventional open-deck aluminum-alloy setup.

Preliminary news for the Evo x was looking grim for Evo enthusiasts and those reporting on the findings. Or at least that was until we received exciting news that the 4B11 engine had been carefully reverse engineered by Tomei Powered of Japan. Tomei engineers have diligently studied the 4B11's internal design in order to fully educate themselves before even attempting to lift a finger in fabricating high-performance aftermarket products. Now that's what you call dedication, folks. From the valvesprings to the piston design, Tomei Powered has carefully analyzed and recorded every conceivable part on the engine to the minute detail with some positive results. Prepare yourself as the Tomei engineers spit knowledge and breakdown the newest Mitsubishi 4B11 engine while comparing it to the previous 4G63 powerplant in their official Evo x Technical Report.

The Obvious Difference
Following the public release of the Mitsubishi Evo x, Tomei Powered quickly acquired and disassembled the newest 4B11 powerplant to begin their research. Tomei's first step toward research proved crucial for the development of their own 4B11 products as it involved familiarizing and discovering the basic characteristics of Mitsubishi's new engine design. Another aspect of this research included a side-by-side comparison with its predecessor, the 4G63. This comparison was significant for the Tomei engineers as it provided further insight on how this engine is going to be modified and its potential capabilities. The first and most obvious change from the 4G63 to the new 4B11 was the rocker arm-type valvetrain being replaced with the 4B11's direct acting unit and the timing belt being replaced with a silent-chain setup. The MIvEC feature, which was only available on the intake side on the latest version of the 4G63, was now available on both intake and exhaust on the 4B11, offering a wider range in powerband while keeping eco-friendly with emissions was the general focus for Mitsubishi engineers when building the engine.

Bearings Adopted Onto Exhaust Side Cam Journals
Several devices equipped on this engine indicate that the engineers at Mitsubishi have paid particular emphasis on the 4B11's oiling system design. On the exhaust side camshaft, the No. 1 cam journal was equipped with bearings since it's furthest from the oil line. This bearing adaptation was implemented to increase reliability and decrease friction within the cam journals. Thicker oil lines were also installed to supply an increased amount of oil due to the existence of the MIvEC system.

Highly Efficient Cylinder Head Engineered For Low Emissions And Power
The cylinder design was well thought-out and engineered by Mitsubishi with balance in mind. The design included engineering an area where the piston top geometrically matches well with the combustion chamber design. By looking at the piston design, it doesn't resemble the conventional forced-induction profile, but looks to be designed to that of a low-emissions engine. The intake and exhaust ports have large-diameter ports for improved efficiency. The low-emissions-producing design was also made with the MIvEC feature in mind.

Bigger Valves And Plugs With Decreased Diameter
Upon measuring the cylinder valves, the 4B11 consists of 35mm intake and 29mm exhaust valves. The 5.5mm valve stems reveal that the new valves are definitely larger than that from the 4G63. with these increased factors, the spark plug size was decreased to optimize valve seat and spark plug hole clearance. Compared to an sR unit with the same bore, the intake is shown to be bigger by 1mm, while the exhaust valve is smaller by 1mm.

Exhaust Valve Designed With The Environment In Mind
The exhaust camshaft was found to have less lift and angle than the previous 4G63 model. The objective of the 4B11 camshaft was designed to produce a cleaner exhaust gas while exhibiting good power output with the help of MIvEC. The sodium-filled valves found in the 4G63 have now been replaced with standard surface-treated units, which were considered for environmental reasons. Tomei Powered engineers have reason to believe a drawback with the 4B11 exhaust valves may be prone to heat damage since the seat rings and valve guides weren't manufactured with copper materials.

Camshafts With No Rocker ARMS
The rocker arm setup was tossed aside for a direct acting configuration. This new setup means that there are less moving components needed for operation, allowing for a compact design with less mechanical trouble and friction, which the camshaft lobes benefit from the most. The camshaft specs measured in at 254-degrees intake with 9.4mm lift and 224-degrees exhaust with 8.2mm lift. valve lifters, which were measured at 35mm diameter and 23.9mm height, were combined with shims that allow valve clearance adjustments also found on the new 4B11 engine. For those who consider altering this area in the near future, Tomei engineers have found the lift can be raised 2mm and the valvesprings and lifter nose should clear-if the base circle has been kept standard.

Lightweight Valvesprings
The lifters, retainers and valves were noticeably different in design compared to previous engine models with the focus of lightweight engineering in mind. Tomei engineers found that the valves have plenty of room from bottoming out but the 4B11 spring rates are rated fairly low. Therefore, in terms of tuning aspects, these might need to be replaced to a stiffer aftermarket set depending on the camshaft profile and lift.

Mivec On Intake And Exhaust
The 4B11 was engineered with clean, environmentally friendly emissions while delivering a significant amount of power. The MIVEC feature (4B11 engine uses MIVEC on both intake and exhaust variable valve timing systems) is mainly responsible for this great balance of two opposite features. Even though the Evo Ix 4G63 was equipped with the variable valve timing on the intake side only, the 4B11 proves to have added improvements on low to midrange torque. The MIVEC is controlled with an ordinary vein that partitions two different chambers managed with two different pressures.

4G63 Timing Belt Replaced With Silent Chain
A silent chain instead of the traditional timing belt powers the 4B11. Chains are beneficial over belts due to the lack of friction loss and increased longevity. The front timing cover consists of a single unit not split into upper and lower sections, which create a problem when servicing or performing modifications such as head/block resurfacing or a headgasket change. Tomei engineers found that compression changes can be more troublesome when altering the 4B11 engine.

Metal Headgasket
The headgasket is measured at 0.9mm thick and consists of a five-layer laminated-metal type. due to the laminated headgasket design, proper head seating issues may occur after modifying the engine.

Stretch-Type Head Bolt Angle Tightening Method (Torque To Yield Torque Procedure)
The torque to yield method used elastic stretch-type bolts to tighten the 1mm length head bolts. since the engine has an aluminum block, the bolts are longer with increased torque specs. The washers on the bolts are fixed except for No. 1 for the ease of service and maintenance.

To be cont...
Stay tuned for part two as we move into the bottom-end cylinder block and turbo system and see what Tomei engineers have found when comparing the 4B11 setup to the 4G63.

Kaaz Corporation, manufacturer and supplier of limited slip differentials for street performance and racing across the globe, recently entered the world of automotive electronics with the debut of its visual data logging system dubbed the Race Monitor. The Race Monitor is designed as a true plug-and-play unit that allows the end user to capture video footage on the racetrack while recording data in real time. Although the Kaaz Race Monitor is deceptive in appearance with its simple box layout construction, this unique data logging system allows users to continuously monitor and record vehicle speed, engine revs, lap time, acceleration and deceleration and lateral g-force while driving or drifting on the track. The Race Monitor's video output source can even be connected to a car's TV or navigation screen, enabling the driver to view lap times without ever having to leave the comfort of the car.

While you rumble around your favorite track, the data-logged information is automatically processed through the Race Monitor and overlaid to a video camera (used as a recording device only) to replay at a later time. Although the Race Monitor isn't a true data logger system-it doesn't use specialized software and cannot be connected to a laptop or PC computer-its monitoring of real-time data through the Race Monitor and into your portable camcorder offers detailed information for drivers trying to improve driving technique or check the balance and condition of the car during heated runs. Included within the kit is a state-of-the-art Sony 27-megapixel CCD camera that works in conjunction with the video camera provided. The palm-sized CCD camera allows the unit to be mounted in virtually any area of the vehicle's cabin, ranging from the rollcage to a harness bar mount.

Obtaining a 12-volt source is as simple as plugging the provided power cord into the cigarette lighter. For the more hard-core enthusiasts who have removed their cancer-causing apparatus, they can use the direct connection method by cutting and splicing the power and ground cables on the cigarette plug cord to tap directly into the IGN or ACC power supply.

While the Kaaz Race Monitor has been successfully designed to work with factory ECM and a majority of stand-alone units, the only stand-alone system that poses any problems is the A'PEXi Power FC. The Power FC displays a different signal that renders the Race Monitor incompatible at the moment. Kaaz engineers are currently in the process of engineering the Race Monitor to make the two communicate. The Kaaz Race Monitor is sold as a complete kit that comes with the monitor unit, GPS antenna (used in cars without a speed input wire to the ECU), CCD camera, lap sensor, PLAP II/III adapter cable, zip ties, wires, connectors and detailed instructions.

Kaaz Corporation, manufacturer and supplier of limited slip differentials for street performance and racing across the globe, recently entered the world of automotive electronics with the debut of its visual data logging system dubbed the Race Monitor. The Race Monitor is designed as a true plug-and-play unit that allows the end user to capture video footage on the racetrack while recording data in real time. Although the Kaaz Race Monitor is deceptive in appearance with its simple box layout construction, this unique data logging system allows users to continuously monitor and record vehicle speed, engine revs, lap time, acceleration and deceleration and lateral g-force while driving or drifting on the track. The Race Monitor's video output source can even be connected to a car's TV or navigation screen, enabling the driver to view lap times without ever having to leave the comfort of the car.

While you rumble around your favorite track, the data-logged information is automatically processed through the Race Monitor and overlaid to a video camera (used as a recording device only) to replay at a later time. Although the Race Monitor isn't a true data logger system-it doesn't use specialized software and cannot be connected to a laptop or PC computer-its monitoring of real-time data through the Race Monitor and into your portable camcorder offers detailed information for drivers trying to improve driving technique or check the balance and condition of the car during heated runs. Included within the kit is a state-of-the-art Sony 27-megapixel CCD camera that works in conjunction with the video camera provided. The palm-sized CCD camera allows the unit to be mounted in virtually any area of the vehicle's cabin, ranging from the rollcage to a harness bar mount.

Obtaining a 12-volt source is as simple as plugging the provided power cord into the cigarette lighter. For the more hard-core enthusiasts who have removed their cancer-causing apparatus, they can use the direct connection method by cutting and splicing the power and ground cables on the cigarette plug cord to tap directly into the IGN or ACC power supply.

While the Kaaz Race Monitor has been successfully designed to work with factory ECM and a majority of stand-alone units, the only stand-alone system that poses any problems is the A'PEXi Power FC. The Power FC displays a different signal that renders the Race Monitor incompatible at the moment. Kaaz engineers are currently in the process of engineering the Race Monitor to make the two communicate. The Kaaz Race Monitor is sold as a complete kit that comes with the monitor unit, GPS antenna (used in cars without a speed input wire to the ECU), CCD camera, lap sensor, PLAP II/III adapter cable, zip ties, wires, connectors and detailed instructions.

Rev Speed invades the historic Tsukuba Circuit with their '07 Winter Time Attack Super Battle. My first impression of the participants at this event was, take the majority of the best tuner cars from last year's Tokyo Auto Salon and put them in a head-to-head battle to get the quickest time at Tsukuba. Unlike the Tokyo Auto Salon, where everyone's car is spotless and motionless, this event has everyone prove they're worthy of their reputation of being a tuning god by hitting the track. Also included in this Super Battle were a group of Aussies, who brought their best vehicles and drivers from the land Down Under.

The Rev Speed Super Battle was broken up into two categories: the Open Class and the Street Class. The Open Class included all-wheel drives, rotaries, rear-wheel-drive turbocharged front engines, RWD turbocharged mid-engines, RWD naturally aspirated mid-engines and front-wheel-drive front engines. Each vehicle in the Open Class had to run S tires or lower, a full rollcage and have a fire extinguisher system onboard. Street Category participants had to run radial tires, catalytic converters, retain a working air conditioning system, retain a working stereo system, retain a passenger seat, no acrylic windows, no carbon-fiber doors, no sequential transmissions and no major engine swap (a B16A to a B18C engine swap is OK to run in this class).

Each class was given three 20-minute open sessions to run their quickest lap times. For safety purposes and to make sure there wasn't too much impeding traffic everyone was separated into five different groups. The first group was the first part of the Open AWD and Rotary Class. This group included the infamous M-Sport R34 GT-R, which ended up smashing the competition by over a full second, running a 54.481-second lap time. The second fastest competitor in this group was the yellow Trial Mitsubishi Evolution that stopped the clocks with a 56:094 and a straightaway speed of 216.955 KMP. The naturally aspirated RWD Autobacs AMS Yokohama S2000 set another impressive time of 57.492.

In the second group of the Open AWD and Rotary Class was the super-fast yellow widebody Panspeed FD3 that managed to clock the second fastest time of the day with a 55:603-second run, which is very impressive considering it's not all-wheel drive. The Top Fuel S2000 was the first of three cars driven that day by Nob Tanaguchi. Nob and Top Fuel managed to put down a 57.506-second run with an impressive straightaway speed of 220.363 KMP. The J's Racing Honda Fit must've been experiencing some type of mechanical problems because it only reported to one out of three track sessions.

The third group included the Aussie brigade. Three of the five Aussies were able to break into the infamous Tsukuba sub-1:00 mark. The Aussie team had a very impressive display of vehicles with so much attention to detail given to each. It was also amazing to see how much manufacturer support the Aussies were getting at this event.

The Zero Sports Subaru Impreza with Tarzan Yamada at the wheel claimed the fastest time of 57.737 for the fourth group, which was expected since they were the only Open Class vehicle in this group. Prodrive Japan came in with the second fastest time for this group at 101.352 with their GDB Impreza street car. Knight Sports Engineering gave Prodrive some pretty close competition with their fastest time of 102.139 in their Street Class Mazda RX-7 FD3.

The fifth group was filled with just street cars, but they did have one competitor break into the sub-1:00 mark. This competitor was an Evo from MK Sports with, yet again, Tarzan behind the wheel.

It was amazing to see the cars from last year's Tokyo Auto Salon in action. Not only do they look really good, but these cars can also haul some serious ass. Another amazing aspect is how low these vehicles were setup for Tsukuba. The majority of the Open Class cars were setup so low that when they were making a few of the tighter turns their front diffusers were scraping the ground. The Rev Speed Time Attack Super Battle is very serious business here in Japan. There was so much manufacturer support from brake companies and tire companies to tuning companies-all with their key people out there tweaking their cars.