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.

Pristine, perfect and powerful-these were the buzzwords racing at Matrix-like speeds through Mike Miranda's mind as he contemplated the beautiful red '95 Supra. He knew he wanted it for himself and he knew it was too fine of an example to go full tilt on. Mike and his shop, e-Shift Performance of Key Port, N. J., constructed a number of wild, high-horsepower rides. This time around though the game plan was to make the car a weekend warrior and instead of a street/strip drag car this Supra would be part daily driver and part road racer.

Mike knew he only needed moderate amounts of power and that with the venerable 2JZGTE it would be easy to tap into a few extra ponies. From square one he knew the suspension would be the biggest hill to climb.

The block is stone stock because the 2JZ's internals have been known to stand up to 800 whp when done right and Mike's goals are lot less lofty than that. Mike did see fit to perform a mild battery of upgrades on the head. A pair of 264-degree HKS cams is on call to work with the turbo upgrade. HKS adjustable cam gears add a bit of advance to fine-tune airflow through the head. Mike also swapped out the stock valves in favor of Manley valves that are built to endure the long durations of full-boost blasts often seen in road racing situations.

Mike decided to step it up with a single-turbo conversion featuring a Turbonetics T66, or more precisely a T-series HP66. This turbo is quite a bit smaller than some of the monsters we see on four-digit 2JZs. It sports a Turbonetics 65-trim F1 turbine wheel and a 66mm compressor wheel in a responsive .58 A/R housing. A TiAL Sports 44mm wastegate keeps boost in check on the hot side while an HKS blow-off valve fends off compressor surge on the cold side. The Supra runs an HKS front-mount intercooler. The engine is super clean and looks like it just rolled off the assembly line, with the exception of the heat-wrapped piping, the polished compressor housing of the single-turbo conversion, GReddy Airnix filter and custom radiator setup.

A pair of Walbro pumps feed the fire via a SARD fuel rail and 1,000cc injectors. Tuning is a tad old-school with an HKS VPC running the show with the help of an A'PEXi AVC-R boost controller. Mike's tenacious tuning regime saw the Toyota strapped to the rollers with the regularity of a dairy cow being strapped to a milking machine. Instead of 2 percent Lowfat, Mike was coaxing pure power from the 2JZ and after numerous runs on e-Shift's dynojet the T66 provided a healthy 679.8 whp. Torque is also of prime importance for a road racer and the Supra has 603.6 lb-ft at peak, but from 4,700 to 5,900 rpm there is590-plus on tap.

Nailing apexes is about generating g-forces and not merely pumping out brute power so the suspension is much more critical for this weekend warrior then in traditional street/strip propositions. Mike bolted on some HKS Hipermax coilovers with all the goodies, like camber plates and pillow-ball joints. Dialing the setup in was the biggest challenge in the build phase. This was overcome by outsourcing the suspension setup to Kurt Omenstetter of Phoenix Auto Center in Palm, Pa. There it was corner weighted and underwent camber correction and overall suspension tuning.

The Supra rolls on 19-inch Enkei RPF-1 wheels wrapped with Yokohama rubber. The Enkeis frame huge Rotora brakes setup for the repeated hard stops and torturous heat cycles that can be unleashed on the road circuit. The Rotora setup features 14-inch rotors in front and 13.5-inch rotors in the rear with four-piston calipers all around.

"In addition to the end result of the suspension," Mike says, "my favorite mods on the car are the turbo and brakes because of the extremely fast spool and the equally fast stopping power on the road course. The Supra is more than fast enough on the road course. The suspension has achieved that difficult balance between being stiff enough for racing but comfortable enough for the streets everyday."

We're not sure about the future plans for the car because Mike says it's a done deal but we've heard that before from seemingly satisfied owners only to find the car unrecognizably transformed just a few months later. Considering the pristine condition of the specimen, the tasteful (Read: subtle) level of modification and reliability of the combination we hope Mike sticks to his guns and just drives the wheels off the Toyota at Redline Time Attack and NASA events.

1995 Tpyoto Supra
Power Output:679 Whp&603 Lb-Ft Oftorque

Engine
Stock Bottom End
Hks 264
Manley Valve
Manley Keepers
Hks Cam Gears
Turbonetics T66 Turbo
Tial Sports 40mm
Hks Fmic
Hks Bov
Greddy Airnix Intake
A'pexi Avc-R Boost Controller
Custom 3-Inch Downpipe
Two Walbro Fuel Pumps
Sard Fuel Rail
1,000cc Earls -6 Fuel Line
Hks Twin Fire Ignition
Hks Vpc
Suspension
Hks Coilovers

Brakes
Rotora 14-Inch Rotors Front, 13.5-Inch Rear
Four-Piston Calipers

Driveline
Rps Clutch
Rps Flywheel

Wheels & Tires
Enkei Rpf1 19x9 Front, 19x10.5 RearYokohama Tires

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

Many people in the business reckon this Subaru is the best the UK has to offer-and with good reason. The facts and figures speak for themselves. This car won the '07 TOTB-the UK's prestigious handling, top speed and dragstrip competition- the Scooby Shootout Handling competition and finished second overall at the '07 Time Attack. It produces 605 bhp at the wheels or 722 when the gas is switched on; so figure on about 800 at the flywheel. To build, the car cost 150,000 and has reached 194 mph and a recorded 9.59-second quarter-mile. Despite that multitasking competitive pedigree, it's still road legal and immaculate enough to be entered in concours.

"The whole concept for the car was that it had to be a show car, a race car and a drag car," says Roger Clark Motorsport's Matt Clark, who built the car. "We wanted to build an all-round car, which could do anything." That's a great description of the Subaru and the results confirm it. Bear in mind, however, that the car runs in basically the same spec regardless of what the event is, so some kind of compromise is inevitable.

The car is the result of four months of Matt's hard work and is an "Evo" version of an earlier customer's car that produced 800 bhp and was the first Subaru in the world to clock a 9.8-second quarter-mile with a manual gearbox.

"We wanted to stick with an old Subaru shape because it's still the car that everybody loves, especially with those wide arches," he says. "Those arches are a '99 WRC kit and so are the bumpers and boot spoiler. We had to add strengthening struts to the wing regarding midrange power. And because it was bigger than the GT35 it replaced, it didn't need to work as hard." He says the twin scroll helped to cancel out any extra lag.

A lot of this car was fabricated to meet Matt's specifications, and he's especially proud of the six-speed sequential gearbox that he had designed and built. You can now buy one from RCMS with the same spec for 18,000.

"It's reliable, fast and very strong," Matt says. "The big turbo cars are frantic once they get going and the engines are high strung. With a dog box, you can change into any gear at any speed and it blows your engine in the process. It's happened to a couple of people I know this season, but you can't do that with our box." The car is also fitted with an optional paddle shift system for when the driver-Olly, Matt's brother-is too busy to take his hands off the steering wheel. Although, he hasn't really had enough practice to feel comfortable using it.

So what does Olly make of the car his brother built? "It's been built in the ruthless pursuit of perfection," he replies. "If it's not absolutely perfect then Matt won't compromise and the whole car reflects that." Despite a successful rally career, following in the footsteps of his late father, Roger Clark, Olly has limited experience on the track but, as results show, he has adapted quickly and been a consistent front-runner.

So what's the car like to drive? "It's impossible to describe how fast that car is," Olly says. "It did 194 mph at TOTB from a standing start and since then we have added some more ignition at the top end, so it should be good for 200 mph now." He also says that the car is still docile enough to take your granny to the shops. Although, that would be a waste of its impressive potential. "It's absolutely brutal when the power kicks in between 4,500 and 5,000 rpm," he says. "And then it keeps pulling all the way round to 8,500." He describes the suspension as "awesome with some understeer," but admits that is an area that they plan to develop further.

Early teething problems with the nitrous bursting alloy boost pipes was resolved by switching to a direct-port system with individual jets for each cylinder, which has been successfully used on the dragstrip and the long straights at Silverstone.

For the 2008 season, Matt is hoping to trim a further 60kg from the weight and increase the power to around 750 at the wheels. Those two improvements alone, combined with Olly's increased experience on the car and the circuits should ensure that it will be the front-runner that the rest of the pack will struggle to keep in their sights.

'07 TIME ATTACK (Overall Runner-up)
Round 1: Donnington Park (Second overall)With no real testing before the event, the car still put in a solid performance straight out of the box. "It was pretty surprising that we were so much on the pace," Olly says. "We hadn't put much time into the suspension setup and it was a bit of trial and error to establish a starting point."

Round 2: Silverstone (Second overall)
Aside from a few minor tweaks, the car was in the same spec as the opening round. "We didn't want to do anything too drastic and upset the apple-cart," Olly says. The car was on pace and second on a power circuit against a pack of more powerful cars, which was a good result.

Round 3: Knockhill (Second overall)
"My rally experience must have been a help because it taught me to drive on ever-changing surfaces," says Olly when asked about his experiences on Knockhill's tight and twisty circuit-on road-legal tires in the rain.

Round 4: Brands Hatch (Fourth overall)
A win for Olly would have secured an overall victory in the series. So how did he do? "It went pretty well," he responded. "There was nothing wrong with the car but I struggled to get to grips with a track, which was new to me. That first bend is just so deceptive. Every time you drive it you think you can do it faster next time, but self-preservation then kicks in!"

Subaru Impreza
Power Output: 605 Bhp, 722 Bhp (Including Nos)

Engine
2l 16v Quad Cam Ej20 Engine
Closed-Deck Subaru Block
Wrc R-Profile High Wrap Cam Belt System
Modified Oil Pump
Wrc S10 Inlet Manifold, Eight Injector Kit
72 Mm Throttle Body
5.5-Liter Alloy Sump
Oil Catch Tank And Breather System
Subaru S202 Oil Cooler
Goodrich Braided Vacuum Hoses

Internals
Extreme Arrow H- Section Rods
Steel Billet Crankshaft
Omega Ceramic-Coated Flat-Top Pistons 9.75:1 Compression
Parted Sti 4 Cylinder Heads Modified For Lobe Clearance, Fitted With Wrc/Rcms A-Ring Head Gaskets And Gas Rings
Rcms Camshafts Exhaust 270-Degree 1o.5mm Lift,Inlet 290-Degree Duration And O.5mm Lift
One-Piece Nimonic Exhaust Valves
One Piece Stainless Inlet Valves
Uprated Valvesprings
Plasma Nitrided Titanium Spring Caps
Wrc Main And Big End Bearings

Induction
Garret Gt40/88 Twin Scroll Turbo Running 2.1-Bar Boost
I.C.E. Adjustable Boost (1.2 To 2.1 Bar)
K&N Air Filter With 100mm Inlet Trumpet
Rcms High-Flow 100mm Thick Front-Mount Intercooler With Twin-Tube Core 70mm Stainless Steel Intercooler Pipework
Wizards Of Nos Direct-Port Nitrous Kit Set For 100bhp Increase

Fueling
8 X 700cc Injectors
Blueprinted Bosch 044 Fuel Pumps (200-Liter Per Pump)
Sx Fuel Regulators Set At 4-Bar Static Pressure
Goodrich Fuel Feed Pipe
Goodrich Fuel Return Pipe
Rcms Fuel Distribution Block
Fia Spec 28-Liter Rubber/Kevlar Bag Fuel Tank In Aluminum Cover
Vp120 Race Fuel

Engine Management
M800 Motec Ecu With Traction Control, Nitrous Control, Anti-Lag, Paddle Shift Control And Full Data Logging

Exhaust
Wrc Short Runner Ceramic Coated Exhaust Manifold
Tial 45 Mm External Wastegate
3.5-Inch Unsilenced Stainless Steel System With Ceramic Coated Downpipe

Drivetrain
R180 Sti Rear Axle 3.9:1 Cwp And Plated Modena Lsd Differential
Gkn Rally Driveshafts
Torque Line Carbon-Fiber Propshaft
Rcms Six-Speed Subaru Gearbox Casing Modified For Sequential Gearbox System
Six-Speed Modena Gear Kit
Subaru 3.9:1 Front Cwp
Rcms Paddle Shift System
Plated Center Differential With 1:1 Uprated Output Modena Gears
Plated Front Modena Differential
Rcms Spec Triple-Plate Os Giken Clutch And Flywheel
Rcms Hydraulic Light Pressure System

Brakes
Front Ap Racing 355mm Discs And Six-Pot Calipers
Rear Ap Racing Gpn 270mm Discs And Four-Pot Calipers
Ds3000 Racing Pads
Rcms Hydraulic Carbon Hand Brake
-3 Stainless Steel Goodrich Pipe Work And Quick Release Fittings
Bias Pedal Box With Dash-Mounted Adjuster
Quick Change Brake Bias Adjuster On Center Console
Quick-Release Dry Brake Fluid Connection

Suspension
Wrc Spec Exe-Tc Fully Adjustable Dampers WithHigh- And Low-Speed Bump And Rebound Adjustment
350-Pound Front Springs And 325-Pound Rears
Sti Rose-Jointed Rear Lateral Links
Sti Rose Jointed Rear Trailing Links
Exe-Tc Bottom Rose Jointed Upright Bushes
Sti Alloy Front Arms
Sti Quick-Steer Steering Rack
Rcms Adjustable Rose Jointed Arms Front And Rear
Rcms Fully Adjustable Top Mounts

Wheels & Tires
8.5x18 Dymag Carbon/Magnesium Alloys
245/40-18 Michelin Pilot Sport Cup And Toyo R888 Tires

Exterior
Wrc Steel Arches And Skirts
Wrc Front And Rear Bumpers
Wrc Carbon Rear Spoiler With Additional Wing Supports
Sti Alloy Bonnet With 22b Vents
Rcms Carbon Vent
Wrc Front Vent And Rcms Gas Struts
Heated Front Screen
Wrc Non-Heated Lightweight Rear Screen
Modified Front And Rear Inner Arches
Semi-Tubbed Front Arches
Semi Seam-Welded Chassis
Carbon-Fiber Race Mirrors
Motec Data Logging Transponder Mounted In Drivers Wing Mirror
22b Alloy Wing Badge On Front Grille

Interior
Fia Gpn T45 Multipoint Welded-In Rollcage
Motec Digital Dashboard
Defi Turbo/Fuel Pressure Gauges
Carbon Kevlar Recaro Spa Pro Seats
Sabelt Six-Point Harness
Wrc Roller Bearing Single-Piece Steering Column
Momo Steering Wheel
Rcms Sequential Gear Stick With Reverse Lock Out Mechanism
Rcms Steering Wheel Mounted Paddle Shifters
Full Plumbed-In Fire Extinguisher System
Rcms Carbon-Fiber Door Cards

These days it's hard to be original and stand out from the crowd. With the import culture moving toward the drift scene, more rear-wheel-drive cars are being custom built, like the Nissan 240SX or the Toyota Corolla GT-S. So, how do you get your car to stand out from the rest of the group? Simple: Get one delivered from Japan. That's what Ming Hang Ng did with his Nissan Silvia S15. The body style of the S15 is rare, since Nissan stopped producing the American version (240SX) in 1998. With this in mind, Ming had a great platform to create something original that the Midwest had never seen before.

It isn't foreign for Ming to have rare cars-his previous sled was a fully built Top Secret WRX GC8 that had JDM parts slapped all over it. About a year after completion he sold the car for his new project, the Silvia. With his connections he was able to get one shipped stateside. What rolled out of the shipping container was an orgasmic pearl white Nissan Silvia Spec-R. Every tuner's dream is to have a car drop shipped from Japan. The combination of right-hand drive, 250hp SR20, six-speed, helical limited-slip differential and HICAS (High Capacity Actively Controlled Steering) is something that us "mere" Americans will probably never have.

Ming's previous car was a showstopper with its fancy paint job and a wild D0-Luck body kit. For his next feat he wanted something more streamlined and clean. He called up his contact once again and had them ship him a full Vertex aero kit and a Nismo wing diffuser. With a more aggressive look, the car appeared to be moving when it was actually standing still. Adding to the exterior modifications, Ming replaced the stock taillights with Origin LED taillights and swapped out the heavy stock hood for a more practical and lightweight carbon-fiber one that he painted to match the car. Everything that was replaced or added gave the car a push toward his goal of having a one of a kind Silvia.

Adding to the uniqueness of the car, Ming picked up a set of Gram Lights 57S-Pro wheels with an aurora-colored titanium lip. With crazy offset in the rear, Ming had to pull the fender and adjust the camber to fit the 18x10 wheels with 255/35-18 Bridgestone SO2. Helping the car tuck the wheels, he opted for a set of HKS Hypermax coilovers. Not only did it help tuck the wheels but it also gave him a much more customizable setting on his suspension by corner weighting each side of his car.

With the exterior set up the way he wanted, Ming moved his focus toward the interior. Sponsored by Rockford Fosgate, the interior has everything from new replacement speakers to custom 6-inch woofers in the rear deck. Ming replaced the JDM radio because he couldn't pick up any Japanese stations here in the U.S. He decided to salvage some parts from his old car that he didn't sell but did replace the stock seats with a pair of tight-fitting Bride seats-complete with the signature gradient Bride logo. The door panels were reupholstered with Bride cloth giving the car a nice two-tone look inside with the red accents. Ming didn't stop there, he also swapped out the old headliner with suede. To put the icing on the cake, he added a pair of Takata harness belts for his occasional shenanigans and drifting.

Even though Ming replaced a majority of the cockpit, he picked out a lot of subtle colors to help blend the new with the old. Looking for a place to put his new Defi gauges, he selected a custom gauge pod to place on the dash. After rethinking this idea, he decided to skip the pods and make a custom holder inside the glovebox, where he put a Blitz boost controller right next to the gauges.

With the exterior and interior complete Ming's final task was the engine bay. He didn't want to go crazy with horsepower numbers since he was looking to drive the Silvia around town. After researching some rare parts and figuring out how much power he wanted to pump out on the SR20DET, Ming once again called on his connection to hook him up with exactly what he wanted. Sure enough, after a few e-mails and phone calls, a crate of hard goods was delivered to Ming's house. A large container of parts, from ARC to Nismo, was delivered and within two weeks Ming had the engine set up and ready to run. Baseline horsepower was now bumped to 350 hp thanks to the upgraded GReddy turbo that helped move plenty of air into the HKS front-mount intercooler. To help clear the exhaust from the motor, a GReddy downpipe and Espelir exhaust system was installed. With the help of the Mine's ECU and the Blitz boost controller, the car can now achieve Ming's planned goal safely. With the excess amount of torque now being thrown at the transmission, a Nismo clutch was needed to help transfer power to the rear wheels. As a final touch, Ming dressed up the engine with a few ARC hard goods.

Although just a few months from delivery, Ming has taken an already rare car and made it almost one of a kind. Ming isn't done just yet, he's still missing a few parts that didn't come in the last shipment. As for now he's satisfied with the outcome, but surely he's already sourcing out more rare parts-like custom Project Mu calipers for his big brake kit. Ming offers thanks to those who helped him build this one of a kind Silvia in just a few months.

Nissan Silvia S15
Power Output: 350 HP

Exterior
Full Vertex body kit
JDM Nismo wing
Origin LED taillights
VIS carbon-fiber hood (painted)

Interior
Bride Brix II seats
Bride seat rail
Full Bride rear seat
Bride wrapped door panels
Takata four-point harness
Suede-wrapped roof
Defi BF oil temperature gauge
Defi BF boost gauge
Defi BF exhaust gauge
Defi Link Control Unit II
Blitz SBC i-Color boost controller

Engine
10cm GReddy Turbo T517Z
Mine's ECU
HKS front-mount intercooler kit
ARC blow-off valve
ARC titanium gradation spark plug cover
Espelir cat-back exhaust
GReddy downpipe
GReddy hotpipe
Nismo oil cap
Nismo radiator cap
Powdercoated valve cover
Nismo clutch
Nismo LSD

Wheels & Tires
Gram light 57S-Pro titanium color
Front 18x9.5
Rear 18x10
Bridgestone S02 225/40-18
Bridgestone S02 255/35-18

Suspension
HKS Hypermax coilovers
Cusco rear camber kit

I.C.E.
Rockford Fosgate head unit
Rockford Fosgate amp
Rockford Fosgate subs
Rockford Fosgate speakers
Rockford Fosgate tweeters

On the island of Boost, officially known as Puerto Rico, Sporty Dyno is the turnstile to turbo power. The rollers in this "little dyno shop that could" have witnessed volumes of performance history pumped out one pony at a time. One of the latest wild rides to be strapped to Sporty's all-wheel torture chamber is the Tito Cam Degree Evo VIII. This Evo, owned and operated by Ricardo Cruz, was conceived to be a road circuit specialist-so extra attention was needed to ensure it would not just survive but thrive long, full-throttle blasts.

The key to longevity under boost is a stout foundation and a turbo that hits the spot, which in this case is a response of not so big numbers on the high end. Rafy Machine, of Sabana Grande, took possession of the block and head while Tito Cam selected a turbo kit and collected suspension pieces. Rafy line honed the block and prepped it for a JUN Auto stroker crank. The JUN billet crankshaft pushes displacement to 2.2-liters and sets the stage for forged JUN rods and pistons. Adding displacement allows the engine to ingest more air, make more torque and quicken turbo spool-up.

Team Rafy also worked its magic on the cylinder head matching the ports and polishing the runners to improve fundamental flow. Again UN Auto was called upon as the 4G63 runs a set of 272-degree JUN bumpsticks, retainers and springs in conjunction with Ferrea 1mm over stainless steel valves.

Once Tito Cam assembled the short-block it was time to address pressurization. The crew selected an AMS 50R turbo upgrade kit starring a T3/T4 50-trim turbo. The dual ball bearing gas and 500-plus on race fuel, sports a quickspooling .63 A/R turbine housing. A masterfully fabricated thick wall T304 stainless turbo header secures the turbo. Its split-entry flange and equal length design provide excellent pulse management and optimal wastegate placement. Tito Cam elected to upgrade the stock FMIC with an AMS unit. On the hot side a 4-inch downpipe connects to a 3-inch AMS exhaust system.

Fuel enrichment has been addressed with the Walbro 255lph in-tank pump, 1,200cc injectors and an AMS fuel rail. Tito Cam wired up an A'PEXi Power FC to run the big squirters while a Buschur Racing ignition system sparks the fire. On Sporty Dyno's four-wheel Dynojet chassis dyno the black bruiser belted out 522 whp and 511 lb-ft of torque. Tito Cam handled the tuning specifics, optimizing the power curve to keep the 4G63 in its sweep sport between shifts.

A trick Tilton clutch funnels the torque through an otherwise stock driveline. From here it's up to the suspension to ensure all that thrust is properly used. hlins coilovers outfitted with Eibach springs provide the Evo's fast footwork. Cusco anti-sway bars fend off lateral g's while a stout Alcon braking system generates negative g's. The brake upgrade features six-piston calipers up front and four-piston units in the rear. The Mitsubishi's considerable contact patch is provided by 285/45-18 Pirelli P Zero tires wrapped around 18x9.5 Volk Racing TE37s.

The body has been tweaked with a big mouth-style front bumper, Darth Vader headlight blackout treatment and an aggressive APR wing, which is key for dialing in downforce on the track.

The inside of the car has been enhanced for racing with an Auto Power rollcage, a purpose-built Cobra seat, Zeitronics air/fuel readout and an array of Defi gauges strategically located in the center dash.

"Everything began as a simple dream of getting myself started as a rookie in time attack and Solo Uno events," Cruz says. "In 2004, the first year of the PRRRA (Puerto Rico Road Racing Association), during the Solo Uno Championship the car took First Place. In 2005, we finished second and third with two cars. In 2006,we won it all again and so, in 2007, we stand first in points. One of our highlights came on Nov. 20, 2005 when we broke the track record, setting a mark that stood for two years."

Cruz says that his biggest challenge was to improve his driving skills so he could keep up with fellow drivers who had more experience. He also wanted to see if he could keep pace with the car since it was improved.

"The stroker kit from JUN was the first mod that separated our car from the rest of the pack," he says. "After that, the installation of the fully programmable A'PEXi Power FC helped us to wake up the aggressiveness of the car. Soon after that the magic was completed with the addition of the 50-trim turbo kit from AMS. From this point on it was all about suspension tuning."

Cruz and his cohorts were lucky enough to visit AMS and get a close look at its time attack car, which gave them some good ideas for 2008. "We are planning to have a lighter, faster, wider and more agile machine, keeping in mind that second place is the first loser and we intend to stay on top, " Cruz says. It would be interesting to see some of Puerto Rico's time attackers compete against America's best so we could get a bead on how far the island's road racing efforts have progressed.

Mitsubishi Evo VIII
Power Output: 522 WHP & 511 LB-FT Of Torque

Engine
Mitsubishi 4g63
Tito Cam Degree Block Assembly
Jun Crankshaft
Jun Rods
Jun Pistons
Rafy Machine Head
Jun Camshafts
Ferrera Valves
Jun Retainers
Jun Cam Gears
Ams 50r Turbo
Ams Turbo Head
Tial Sports Wastegate
Tial Sports Blow-Off Valve
AMS Fmic
Custom 4-Inch Downpipe
AMS Exhaust System
Walbro Fuel Pump
AMS Fuel Rail
Rc 1,200cc Injectors
Buschur Racing Ignition
Buschur Racing Plug Wires
A'pexi Power Fc
Greddy Boost Controller

Driveline
Tilton Cerametallic Clutch Set
Cusco Differential

Suspension
Ohlins Coilovers
Cusco Anti-Sway Bars
Alcon Rotors
Alcon Six-Piston Caliper

Wheels & Tires
18x9.5 Volk Racing Te37
285/45-18 Pirelli P-Zero

Interior
Cobra Seats
Defi Gauges
Zeitronics AFR
Autopower Rollcage

The Infiniti FX made quite a splash when it was introduced in 2003. The V-8-powered FX45 was being hailed as the fastest SUV in production, taking the crown from the AMG-spec Mercedes-Benz ML. The sleek space-pod styling also made a strong statement and the FX was an instant hit. Like most of Nissan's products these days, a fair deal of delving into the family parts bin took place in creating the FX, and it shares the familiar FM platform with the 350Z and G35. Because of this, it's not terribly useful on ground much rougher than tarmac, but its on-road manners left the competition whimpering. Rugged SUV? No, not really. Cool? Definitely.

While the 4.5L option certainly offers some temptation in the form of good ol' fashioned V-8 grunt, many buyers couldn't justify the premium price or the weaker gas mileage-at only 35 hp more than the V-6. Put aftermarket support in the mix and the much-loved VQ35 V-6 quickly becomes the obvious choice for the enthusiast.

It wasn't until Dec. 2005-after nearly two years of lusting over the FX-that Viet Nguyen of Westminster, Calif., was finally in a position to snag one. Sporting one of the most popular import engines out there, Viet knew he'd be making waves in no time with his new FX. The stock wheels were swapped for aftermarket rollers and, more importantly, the VQ motor was supercharged for some additional oomph. Before long, however, he earned the title of the first FX owner to blow a motor as a result of modifications. After this heartbreak, Viet decided to take this build seriously and started from the ground up.

As luck would have it, Viet was able to scoot his ride into Jim Wolf Technology to be the first FX outfitted with a prototype of their now acclaimed turbo kit. It was a pretty straightforward installation, as the VQ motor is no stranger to JWT. He soon pulled out of the shop sporting a pair of Garrett GT25 turbos force-feeding the motor through a front-mount intercooler.

While incredibly pleased by the lack of turbo lag and the nearly unchanged driveability, Viet now wanted to test its capability. He hustled to California Speedway, where he began participating in the monthly Street Legal Drags. After throwing on some stickier drag radials, he was able to lay down a 13.3, with a trap speed of 103 mph. While most people would be happy with this and call it a day, Viet wasn't satisfied. He didn't like the way the GT25 turbos were losing efficiency at the boost levels he wanted and decided it could be done a little better. The motor came out, yet again.

The first things to go were the S2 cams from JWT and in went C2 cams instead. The turbos were swapped out next, as a pair of GT28 turbos would be more capable of handling higher boost pressure. The new cams were working the valves with JWT springs and the valves themselves had just received a three-angle job. The rest of the head was ported and polished. The exhaust is routed through JWT 700BB manifolds into 2.5-inch test pipes from APS and exits through a GReddy Evo TT 70mm system. The engine internals were reinforced with forged Pauter rods and Arias pistons and rings. Fuel was brought from the stock tank with a Walbro 255lph pump and sent to Nismo 555cc/min injectors. HKS handled the ignition with their Twin Power DLI-II system. In the meantime, the internals of the auto transmission were upgraded to a Level 10 kit, the torque converter was swapped for one from Edge Racing and ATS Carbonetics handled the differential. Finally, a Rotora brake kit helps bring the vehicle to a stop, thanks in part to massive 15-inch front discs and 14-inch rears.

The car was now putting down over 500 hp to the wheels. It made a significant difference at the strip as well, with his best run now being a 12.7 at 110 mph-seriously fast for a vehicle like this.

Now satisfied with his car's ass-kicking abilities, it was time for Viet to work on the visual impact. He decided on a bespoke body kit and heard a lot of good things about Auto Explosion in Gardena, Calif. After analyzing the stock design and figuring out what needed to change, what needed to stay and what would present a problem, they were ready to begin the custom transformation. Although the stock color was retained, a layer of PPG blue pearl clearcoat was added to create a unique appearance. He also dressed up the engine bay with highly polished parts for everything possible.

During this time, Viet was busy taking care of other aspects of the vehicle. The interior remained fairly stock, except for some high-quality suede upholstery and an impressive sound system. For the suspension, HKS coilovers were imported from Japan, the rear bars were custom-sized GT Spec pieces and the endlinks are from SPL. The 22-inch HRE Performance 648R wheels also needed to be reworked to fill the widebody kit. A whole assortment of modifications were ready to be installed once the car was given a green light from the body shop. Viet hoped everything would fit without much hassle, although he knew he'd at least need a new exhaust to allow for the shorter rear bumper.

After 10 weeks of constant work and rattled nerves, the FX emerged from Auto Explosion as a drastically different animal-just in time to be entered into the summer auto shows. Immediately the car was a raging success and has taken home over a dozen wins to date, ranging from Infiniti-specific events to multiple Hot Import Nights competitions. All the while, it remains his everyday car, with a daily commute of nearly 100 miles.

Viet says this would never have been possible had it not been for his friends and online communities, and is especially grateful for www.infinitiscene.com, www.g35driver.com and www.my350z.com. He says that this is the most powerful FX to spin a dyno, as well as the one with the fastest timeslips. Sounds like a challenge...

2005 Infiniti FX35
Power Output: 507 Hp & 480 Lb-Ft Of Torque

Engine/Drivetrain
Jwt 700 Twin Turbo System (Garrett Gt28 Turbo-Chargers)
Jwt Twin Front-Mount Intercoolers
Jwt C2 Camshafts
Jwt Valvetrain
Jwt Oil Pan Spacer
Pauter Connecting Rods
Arias 8.5:1 Pistons
Arp Mounting Hardware
Unorthodox Racing Aluminum Pullies
Fluidampr Harmonic Crank Pulley
Motordyne Engineering Mrev2 Lower Collector
Pwr 56mm High-Capacity Radiator
Gt Motorsports Aluminum Radiator
Shroud/Elec. Fan
Circuit Sport Aluminum Coolant Reservoir
Cusco 9mm Oil Catch Can
Earl's External Oil Cooler
Earl's External Transmission Fluid Cooler
Aps Tallboy Upper Plenum
Aps 2.5-Inch Test Pipes
Greddy Evo Tt 70mm Exhaust
Walbro 255lph Fuel Pump
Nismo 555cc Fuel Injectors
Hks Twin Power Dli-Ii Ignition Amplifier
Ngk 1 Step Colder Iridium Spark Plugs
Split Second Engine Management
Technosquare L-Spec Ecu Flash
Greddy Prophecy B Spec Ii Boost Controller
Level 10 Performance High-Friction Transmission Internals
Edge Racing High Stall Torque Converter
Forged Performance Modified Valve Body
Nissan 3.7 Final Drive

Chassis / Suspension
Hks S Style F/R Coil Over System
Universal Air Suspension F/R Air Ride System
H&R Sport Springs (Drag)
Stiller Strut Tower Brace
Nissan Sway Bar (Awd Spec)
Spc Rear Toe Bolt Kit
Spc Rear Camber Kit (Custom Fit)
Spl Endlinks (350z)
Gt Spec Rear Lateral Bar (Custom Fit)
Gt Spec Rear Chassis Brace (Custom Fit)

Interior
Chui's Interior Works Two-Tone Suede Interior
Defi Bf Series Gauges
Innovative Motorsports Lc-1 Wideband Controller
Innovative Motorsports Xd-16 52mm A/F Display
Alpine Iva-D310 7-Inch Touchscreen Head Unit
Alpine Pxa-H701 Multimedia Manager
Alpine Nve-N872a Dvd Navigation System
Alpine Kca-420i Ipod Interface
Sirius Sir-Alp10t Satellite Radio With Nav Traffic
Mb Quart 216 6.5-Inch Component Speakers F/R
Zapco Dc1000.4 Digital Reference Amplifier
Zapco Dc1100.1 Digital Reference Amplifier
Image Dynamics Idmax12 Subwoofers
Vizualogic Dual 7-Inch Headrest Video Monitors

Exterior
Hre Performance 648r Three-Piece Wheels (22x10.5 Front, 22x12 Rear)
Pirelli Scorpion Zero Asimmetrico Tires (295/30 Front, 335/25 Rear)
Auto Explosion Custom Widebody Kit
Ppg Blue Pearl Clearcoat

440WHP
Most of us stopped believing in monsters at a fairly early age. But when we did, we believed they were real. We misguidedly suspected that they lived under our bed, inside our closet and in our basement. Never did we expect to find the monster hiding within.

In early 1994, Rob Fuller began his obsession with the Datsun 510. It wasn't long before he was buying, selling, fixing and occasionally breaking any 510 he could get his hands on. Soon, however, he discovered the car that would forever change his life and guide him on a path that could only be defined as destiny. In 1997, while driving down a back road in Georgia he spotted a '70 240Z in a driveway with tags that expired more than a decade earlier in 1986. The car was covered in pine straw and dirt but he stopped, turned around and pulled up to the house. Rob soon learned that the owner had the Z for a really long time and that it hadn't been running for years.

Rob, unable to afford the owner's price, could think of nothing else in the ensuing weeks. It was a bad case of the Z fever, experienced by a select few, which could only be cured by possession. After a desperate attempt at ownership involving offering to wash and detail the car, as well as bringing a car cover to keep it nice and clean until he had the money to tow it, Rob convinced the owner to sell it to him for $1,000. He towed the Z home that afternoon.

From the moment he got the Z home he went to work on it and within a day he had it cleaned up enough to get it started. After changing the oil and cleaning the carburetor he was ready to turn the ignition and crank the engine over for the first time. "I will never forget the moment I put a fresh battery in it and watched the antenna go up slowly as I turned the ignition to accessory," Rob says. The Z fired up but ran poorly. The engine was bad, but Rob wasn't disappointed, as he knew this Z was going to be the one.

In early 1998, Rob aligned his passion with work and got his first job where he was surrounded by Datsuns all day. Z Service Unlimited was a well-known shop on the west side of Atlanta. Just weeks after taking possession of his Z, another opportunity presented itself in the form of a customer's '71 240Z. It had been rolled but a built 2.8L engine and a five-speed transmission with other go-fast goodies could be salvaged. Rob, who was in Z heaven, swapped over all the goods and in March of 1998 the Z hit the road after hibernating for 12 years in the driveway.

By fall, Rob relocated to Northern California where he was offered a job at a local Z shop. Once the 240 was shipped over, it received another engine transplant in the form of a 3.1L stroker. Properly setup, this engine produced maximum torque from around 2,000 rpm all the way through the remainder of the rpm range. In 2001, the car was painted '70 Mopar Go Green by Williams Auto Body in San Mateo, Calif. And in 2004, Rob opened the Z Car Garage in San Jose, Calif. The business consumed most of his resources and time, so the Z sat dormant while a monstrous new vision was forming.

Rob purchased a '99 Skyline GTS front clip from Dan Gallmeister with 9,000km on the odometer. Preparations for the engine transplant marked the beginning of an ambitious project. Keeping in mind that others might be interested in this potent combination of modern turbocharged power in the timeless chassis of the 240, Rob used factory parts whenever possible while custom parts were made to be easily reproducible.

By July 2005, the swap was complete and that inner monster was finally out. "It is hard to describe on paper the feeling this Z monster produces," Rob says. At 19 psi, the Z lays down 440 whp and 380 lb-ft of torque at the wheels. The power is delivered using a T3/T4 turbo, Nismo 740cc injectors, GReddy intake manifold, custom Z Car Garage front-mount intercooler, C&R radiator, JWT (Jim Wolf Technology) aluminum flywheel and heavy-duty clutch. A Ford Lightning MAF is mated with JWT computer controls. A Z32 TT fuel pump with an in-tank basket supplies fuel and DEFI gauges bring vital information to the driver. Full Ground Control suspension with 5-way adjustable Tokicos endows the car with mechanical grip. Custom 993 Porsche brakes on all four corners quickly bring the Z to a stop when close to 9 inches of rubber makes contact with the ground. The 16x7 Panasport wheels are wrapped in 225/50/16 Kumho Victor Racer V700 tires. It's a tight package to say the least.

After a decade of teasing, the monster finally peaked out the tailpipe ready to partake in some action. With the enthusiasm of Rob and the crew at Z Car Garage, this monster is likely to have a good ol' time.

1970 Datsun 240Z
440 Whp 380 lb-ft @ 19 PSI
Engine:
1999 Skyline GTS Driveline
GReddy RB intake manifold
T3/T4 Turbo
Nismo 740cc injectors
Ford Lightning MAF 90mm
Q45 throttle body
TiAL BOV
TiAL 38mm wastegate
3.5" downpipe
3.5" into 3" mandrel-bent exhaust
Turbo Tom's megaphone tip
A'PEXi Super AFC
JWT ECU

Drivetrain:
JWT Aluminum flywheel
JWT HD clutch
Nissan comp R180 differential with 4:37 ratio

Suspension:
Tokico 5-way adjustable Illumina shocks
ST springs
ST front and rear anti-sway bars
993 911 brakes

Wheels & Tires:
16x7 Panasport wheels
225/50/16 tires

463WHP
Singapore's Allure For SpeedThe well-traveled enthusiast is oft infatuated by what those in other regions drive and how exactly those individuals' automotive cultures compare with their own. The lines are hardly blurred between USDM-destined Japanese or European makes versus said makes that remain in their respective homelands, which makes spotting the real deal, more often than not, a rare treat for the traveler. And this goes without saying when concerning those cars long unavailable to those stateside. Such admiration can be attributed to the U.S.' stringent automotive regulations, for outside our borders, manufacturers are freer to differentiate their products on a performance basis, which quite possibly makes such cars better candidates for tuning. When coupled with comparatively lax environmental protection and passenger safety laws, the models sold in other countries can be looked at as outlets for an arguably more enjoyable driving experience. Yes, driving and tuning practices can be quite the contrary to what we're used to when concerning countries in which its residents are less bound by automotive drama-laden legal mumbo jumbo.

Take Singapore for example, a bastion of contradictions, a city-state with just about the strictest rules for car ownership, but yet holds true to a genuine love for motorsports. Lofty customs duties on imported vehicles and pricey road-use charges make Singapore just about the most expensive place to own a car. Other regulatory obstacles make ownership even more difficult. A certificate of entitlement must be obtained from the government before one is able to purchase a vehicle in the first place. It takes more than money to get what you want in Singapore. Despite the challenges, Singaporeans have an insatiable appetite for cars. Recently, the government not only agreed to host the first ever nighttime Formula 1 street race, but the country's minister for community development also identified the motorsports industry as "a growth industry that will contribute to sports development and the economy." The aftermarket auto industry is quickly becoming a source of income and recreation for Singaporeans.

And why wouldn't it? Few things cross international borders as easily as the passion for modified cars. Southeast Asia is an important beneficiary in terms of its geographic proximity to Japan, the second largest automobile market in the world. Fast JDM-spec turbocharged imports are common sightings on Singapore's high-priced expressways and draw large followings when it comes to their version of the illegal street race. Slews of Japanese tuners have set up distribution centers for their products in the region, greatly contributing to the performance industry's growth. It appears that motorsports enthusiasts have developed a language that can be understood worldwide, although in this case it would not be tremendously difficult, after all, Singapore's official language is English. Consider how much information can be gathered from the pictures alone. Place a few vinyl decals of highly recognizable tuning establishments on the exterior of any vehicle and observers can derive the most pertinent information about the products underhood. Mention Prodrive, Motec, HKS, Cusco, A'PEXi, ARC, Tanabe, Tomei or Cometic and a mental image surely forms.

Now introduce the high-performance all-wheel-drive Subaru WRX, simply one of the best dollar-for-dollar performance cars that, with a few thousand dollars invested, offers up something more on par with a world-class sports car. Gearheads worldwide favor the 2.0L turbocharged boxer platform, which offers a solid low-compression setup that's nothing short of responsive when it comes to modifications. This Charge Speed-inspired right-hand-drive world market WRX from Singapore belts out an impressive 463 horses with a little help from more than a few bolt-ons, as you'll soon find out. Based on the EJ205 derivative of the EJ20, all WRXs bound for export come standard with 227 hp as opposed to the Japanese model, which is factory tuned at a healthier 250 hp. The lower power output is attributable to a different ECU, cams and pistons that allow lower octane fuel operation when mixed with the sillwater that's U.S. gasoline. This may seem like bad news, but simply readdressing the aforementioned factory modifications yields power improvements that one could hardly scoff at.

The detuned setup impacted the midrange torque of our Singaporean model; most noticeable was the lack of power below 3,000 rpm. Advanced camshaft timing courtesy of Tomei solved this problem. The famed Japanese engine builder also provided the forged full counter crankshaft as well as the forged pistons and H-beam connecting rods. Designed to take full advantage of Subaru's Active Valve Control System, the Tomei Poncam Type A camshafts improve torque from low-engine speeds all the way to the top end. The installation of a Prodrive recalibrated ECU allows this WRX tuner to remap fuel curves, discarding Subaru's more conservative settings. Motec, manufacturer of versatile non-vehicle specific engine management, ignition, and on-board data acquisition systems, handles the capacitor discharge ignition system necessary to produce the extra power this EJ turbo engine's needs. Through the HKS GT2540R turbocharger upgrade and downpipe that eliminates the catalytic converter and thereby the bottleneck, the engine is finally able to breathe. While an APS turbo inlet pipe delivers the air to the compressor, ARC is aptly chosen to assume responsibility for the air-to-air cooling needs of the compressed air making its way through the intake system with their front-mount intercooler system. The suspension department is overseen by Tanabe's Sustec Pro coilover technology. Their most prominent street-friendly suspension system is designed to give the driver control, but with minimal sacrifice in comfort. Superior Cusco driveline technology delivers twin-plate carbon clutches for added heat resistance, increased durability and smoother engagement for high-powered cars like the WRX. The type RS limited-slip differential, also from Cusco, reduces slipping and improves throttle response by using a low-pressure oil system and proprietary RS springs. It would appear this particular WRX has got all bases covered.

When it comes down to owning and modifying fast turbocharged cars like this right-hand-drive Subaru WRX, Singaporeans are not much different from their American counterparts and are equally driven and proud of their accomplishments-even if they do have a tougher time getting things done.

Cracking the 1,000whp mark with a stock block street engine is the stuff of legend. You don't just fall into the four-digit Hall of Fame. Like a football team prepping for the big game, it takes three essential elements-scouting, a great game plan and flawless execution.

Anyone aiming to peg a dyno needs to know the inherent strengths and weaknesses of the chosen platform and how to best improve or enhance said platform. A keen knowledge of which parts and procedures will work as well as an understanding of turbo sizing and engine management are prerequisite qualities. Injected Performance's Greg Baker from Lexington, Ky., built a show car and hit the trail with Hot Import Nights all the while drawing up a few wicked plays to get his 350Z to reach his four-digit horsepower goals.

"We wanted to build a custom single turbo 350Z capable of 1,500 hp and truly push the limits of the VQ35 engine," Greg says. "We wanted to explore what was needed to make the motor bulletproof as well as a quick drag car. By testing off-the-shelf as well as custom parts, we were able to discover quite a bit about the VQ35 as well as the 350Z."

This isn't a stick on a turbo, dump fuel in it proposition. Such blocks must be diligently prepared for the abuse they'll see as they spin the dyno rollers to terminal velocity. Greg yanked the VQ35DE and sent it off to Robert's Precision Machine where it was honed and fitted with Darton sleeves and an Injected Performance billet main girdle. The shortblock was filled with CP pistons and Brian Crower rods resulting in a VQ with displacement bumped up to 4.2-liters.

The VQ is topped with Cosworth heads that feature extensive porting and polishing. Internally, Cosworth added its 1mm oversized valves (stainless intake, Inconel exhaust), titanium retainers and double valvesprings. The valvetrain is actuated by a set of 282-degree custom Injected Performance camshafts.

Once a fortified foundation is in place the tasks of moving the air and fuel necessary to make 1,000 hp at the wheels can be addressed. Injected Performance went big here signing up a Garrett GT4788R, the second biggest turbo in the Garrett lineup to the GT55. The GT4788R uses massive wheels, 88mm on the compressor side and 92.7mm on the turbine side, to move big air. A testament to the bigness of the turbo system is its use of two 44mm TiAL Sport wastegates, a 5-inch downpipe and a 4-inch exhaust system to move high volumes of spent gases. The large-frame turbo is secured via custom stainless steel turbo headers with 1.5-inch runners and meaty flanges. "There is very little room for a large single or large twin turbos to fit in the 350Z engine bay," Greg says. "We were able to overcome this challenge by building a custom front tubular radiator support to replace the stock fiberglass one. By doing so, we provided quite a bit of room to work around VQ accessories, a turbo that is able to withstand 1,500 hp and provide quick access to everything."

The cool side of the turbo system consists of a pair of TiAL Sports 50mm blow-off valves, a Precision Turbo FMIC and a pristine Crawford aluminum intake. The fuel side is anchored by a set of 1,680cc Injected Performance fuel injectors housed in custom Injected Performance fuel rails and fed by a Weldon pump.

The Z also runs a 75-shot nitrous system from Nitrous Express. At first glance a 75 shot is a drop in the bucket for an engine aiming for four digits. "We installed a 75 shot on the car just to bring it up on the converter at the dragstrip," Greg says. "I thought about increasing the shot as our goal is to make 1,300 whp, which the turbo can do on its own, but the car is launching so well with a 75 shot that I didn't want to change it."

Since Injected Performance is a big U.S. distributor of Haltech tuning gear, the Z was used to help develop the Haltech Platinum PnP EMS system for the '03-'06 350Z. The Platinum PnP features a 32x32 map, sequential fuel and ignition control, individual cylinder tables, datalogging, USB connectivity and an application-specific wiring harness. The 1,016whp tuning session went down on Injected Performance's DynoDynamic chassis dyno with boost set to 26 psi.

The driveline and suspension are indications of the car's dragstrip aspirations. A Bradco Powerglide automatic puts the power down via a custom 3,200rpm Bradco converter. The rest of the driveline is made up of chromoly axles and a custom driveshaft from the Driveshaft Shop. The Nissan runs Bogart D10 wheels and a slick and skinny combination from Dunlop to maximize 0-60 performance. A pair of Koni shocks and Megan Racing lowering coils are on call at the rear providing a stable contact patch. Up front, a pair of Megan coilovers keep the coupe on the straight and narrow.

Since it began as a showpiece, the Z's become a real looker. "All the body and paintwork were done in-house," Greg says. "We envisioned the top of the car to be completely carbon fiber and finished off the paint with a Lamborghini Verde Mica paint job. The contrast of dark carbon fiber on the green paint really makes the car stand out. The carbon parts, lip kit and color gave the car an aggressive and sophisticated look without destroying the original lines and design of the Z."

Greg says the car has posted a best of 9.11 at 152 mph. "This pass happened on its fourth pass ever down the dragstrip," he says. "The first time at the strip, we made some soft runs to feel the car out and make sure the suspension was set up correctly, boost was holding steady, etc. We were then invited to the WOTM Invitational in Phoenix and the first pass off the trailer it went 9.3, then 9.1 at 152, then 9.2 at 155." Greg says he hasn't touched the suspension yet and the car still has quite a bit more in it. "We were not running the same boost as the 1,016whp dyno pull," he says.

Future plans for the Z include pushing it to higher horsepower numbers. "We designed and built this car to see what the limitations are of the VQ35," he says. "So far we have been to 1,016 whp and hope to push it beyond 1,300 whp. By going with a custom single turbo kit that is capable of 1,500 hp, we have the capability to do so." Greg says he will continue to hit the dragstrip and see how far he can go into the 8s with the stock type independent rear suspension and differential. "I believe the VQ platform is only going to get stronger and we will soon see many 800-1,000whp Zs on the streets," he says.

Nissan 350z
Power: 1,016 whp @ 26 psi
Engine:
4.2L Nissan VQ35DE
Crower Rods
CP Pistons
Darton Sleeves
Injected Performance Billet
Main Girdle
Weldon Fuel Pump
1,680cc Injected
Performance Injectors
Injected Performance Fuel Rail
Cosworth Heads
Cosworth Titanium Retainers
Cosworth 1mm oversized Valves
Cosworth double valvesprings
Injected Performance Camshafts
Injected Performance
Turbo Headers
Garrett GT4788R Turbo
Twin TiAL Sport 44mm wastegates
Twin TiAL Sport 50mm blow-off valves
Precision Turbo & Engine FMIC
Injected Performance 4-inch into 5-inch downpipe
Haltech Platinum PnP EMS

Drivetrain:
Bradco Powerglide
Bradco torque converter
Driveshaft Shop Axles
Driveshaft Shop Driveshaft
B&M Shifter

Suspension:
Koni Shocks
Megan Racing lowering coils
Megan Racing coilovers

Brakes:
Stoptech Brakes

Exterior:
Custom carbon-fiber Wald rear lip
Wald fiberglass front lip
Wald side skirts
Seibon carbon-fiber Hatch
Seibon carbon-fiber Hood
Mastergrade carbon-fiber roof and A Pillars
Varis carbon-fiber B Pillars
Craftsquare carbon-fiber mirrors
Injected Performance carbon-fiber
Front fender overlay

Interior:
Sparco Tek Seat
Pro 2000 Seats
Chromoly Rollcage
Safety Fuel Cell
Safecraft Halon System

Wheels & Tires:
Bogart D10 Wheels
Dunlop Direzza Tires
(Front: 26x3.5x15)
Dunlop Direzza Tires
(Rear: 28x10x15)

GT-S-the other Skyline. When it comes to Skylines the GT-R deservingly hogs the limelight. It's a racing legend with its twin-turbo RB26DETT, all-wheel drive and muscular body. However, the GT-S is nothing to sneer at with its single-turbo RB25DET, drift-friendly rear drive chassis and more JDM ambiance than you can shake a stick at.

Robert Gonzales' pride and joy is a '95 Nissan Skyline GT-S Type-M. The Type-M sports some upgrades not found on conventional GT-S models-namely body treatments, the biggest being a different rear wing and unique interior amenities. Robert, of Corpus Christi, Tex., is a member of Voodoo Racing, a local car club that rules the roost in the Lone Star State's gulf region. This small group puts out some serious rides. Fellow Voodoo clubber Josh Garcia built a number of high-profile imports, including a Datsun 240Z and an AE86 Hachi Roku. We asked Josh to give us the lowdown on the club: "Voodoo Racing is a group of hard-core automotive enthusiasts bent on pushing the envelope of all aspects of our vehicles' performance. Every member brings something to the table. We have aluminum welders, wiring gurus, fabricators, certified techs, tuning ninjas, machinists and some all-around bad dudes who step up whenever we need them." Established in 1998, Voodoo Racing is celebrating its 10-year anniversary, which is no easy feat for a car club.

In fact, Robert got this R33 from a fellow Voodoo clubber because the Nissan was thought to be vexed in some twisted way. "This poor Skyline was cursed," Robert says. "It had all manner of terrible things happen to it. Once there was something to do with the remote start system and a kamikaze slide into the porch, destroying an otherwise unobtainable front bumper. There was a garage attack while moving the car into the shop; it suffered a crushed FMIC, a trailer loading incident and many others." Robert has really brought the car to the next level. "Be gone, curse," Josh says.

The RB25 remains internally stock while the Voodoo crew bolted on a Garrett T70 turbo to pump out 16 psi on the street. The T70 is fed by a TiAL Sports wastegate and regulated via a GReddy PRofec B boost controller and A'PEXi blow-off valve. Josh pitched in by installing the GReddy intake manifold, which took some trial-and-error as the instructions were in Japanese. He also addressed turbo oiling and handled the XS Engineering front-mount intercooler fitment. The turbo's hot side leads to an Invidia 4-inch exhaust.

The R33's tuning scheme consists of an A'PEXi Power FC tuning computer running a six-pack of Sard 555cc injectors. The attention to detail in the engine bay delivers a clean look. We especially like how the RB's gold valve cover ties into the car's trick wheels, which incidentally happen to be Volk Racing GT-C Top Secret Edition wheels wrapped by Nitto 555 rubber. The front wheels measure 19x8.5 while the rears check in at 19x10-all are shod with 275/ZR30-19s.

The conservative GT-S body lines were brought up to GT-R spec with the addition of a Nismo front bumper, GT-R headlights, side skirts and rear spoiler-all painted the car's original Midnight Purple hue. The GT-R transformation continues in the cockpit with the addition of GT-R seats, suede headliner, shift boot and the pice-de-rsistance, a Nismo gauge cluster. "I really love the Nismo gauge cluster," Josh says. "It has a built-in LCD screen in the middle. I've never seen one before. It's pretty pimp to watch BMI videos ... and the backup camera feature is pretty nifty too." The remainder of the interior is dressed with a Razo shift knob and pedals, Schroth harnesses, A'PEXi multi-meter display, HKS turbo timer and an Eclipse double-DIN head unit with navigation that drives a set of Diamond Audio separates.

Since our photo shoot, Robert added a lip spoiler to visually bring the car lower to the road. He also says the car sees said roads three or four days a week, serving as his point A to point B transportation. An audio system in a car like this seems like a lost cause. What sounds better than the spooling and venting of a lively turbo?

The R32 GT-R, designed in every way to be a homologation model for competition, set the bar pretty high when it hit the track in 1989. The technological juggernaut dropped the hammer on all comers going 29 for 29 out of the gate in JTCC Group A competition, winning the championship from 1989 to 1993-even with weight penalties and the like. The R32 passed the baton to the R33, which also put up some monster numbers in the N1 Super Taikyu series, extending the GT-R championship run to 1997.

While it's hard to deny the super car credentials of the GT-R, Robert's GT-S packs credentials of its own. Bare in mind, this is one GT-S that just might be greater than the sum of its parts and is, undeniably, one supremely driveable JDM giant in its own right.

1995 Skyline GT-S Type-M
Power Output: 16 PSI
Engine:
RB25DET
Garrett T70 Turbo
XS Exhaust Manifold
TiAL Sport wastegate
A'PEXi blow-off valve
XS Engineering FMIC
GReddy Intake Manifold
GReddy PRofec B boost controller
Infiniti Q45 Throttle Body
Z32 MAF
GReddy Airnix Filter System
Invidia exhaust
Sard 555cc injectors
A'PEXi Power FC
A'PEXi AFC

Suspension:
Tein HA Coilovers

Drivetrain:
Nismo Clutch Set

Wheels & Tires:
Volk Racing Top Secret Edition GT-C
(FRONT: 19X8.5)
Volk Racing Top Secret Edition GT-C
(REAR: 19X10)
Nitto 555 275/ZR30-19

Exterior:
Nismo front bumper
GT-R Side Skirts
GT-R wing
GT-R headlights

Interior:
GT-R seats
Nismo gauge cluster
Schroth Harness system
Razo pedals
HKS turbo timer
Eclipse head unit
Diamond Audio speakers

The worldwide popularity of the Toyota Supra isn't a matter of perspective, but a well-known fact among car collectors and casual enthusiasts. The fourth-generation Supra was undoubtedly one of the most well-rounded sports cars that hard-earned money could buy-until Toyota executives decided to retire the mold following the '98 model year. Since then, the car has only become more popular. Finding a low-mileage, collectable-quality survivor after an almost 10-year lull is becoming nearly impossible. Coming across Ted Nguyen's exceptional '97 Blitz-optioned MKIV Turbo is then, at the very least, cause for a double take.

950whpThe 950bhp Supra we speak of with such top-of-the-line modifications is, simply, astounding. Paying homage to the right-hand-drive Blitz Supra, which in 1998 set the fastest road legal production car lap time of 7 minutes and 49 seconds around the world famous 12.92-mile Nrburgring in Germany, this modified special edition European model has a rich history and more power than the record-breaking original.

Ted, who calls Texas home, has idolized the 606bhp record-breaking Blitz Supra like many other devoted fans. After months of searching he finally found the perfect candidate for some voodoo magic with only 30K miles on the odometer. Brought into the U.S. from Canada, the car is one of 69 extremely rare 15th anniversary six-speed, twin-turbo, Alpine Silver, targa top editions manufactured in 1997 for worldwide distribution. Importing and certifying the car for street use wasn't easy, but with the hired help of an importer the car was given Texas plates. Ted's ultimate goal to resurrect the legendary Blitz Supra was quickly becoming a reality.

Ted invested more than $126,000 into this project over the last two years, using only the best equipment and highly acclaimed professional labor. Primarily relying on Blitz performance parts, he modified the powertrain, suspension, body and interior to maximize everything that a Supra has to offer in terms of both power and style.

The sequential twin turbochargers, which were part of the original equipment with the 2JZ-GTE 3.0L six-cylinder powerplant, were replaced as part of the Blitz turbo kit installation. But this only served as an intermediate setup for Ted as he soon decided to upgrade to a larger Precision Turbo PTE 71GTQ medium-frame turbocharger. The Blitz turbo was a bit conservative with the dyno reading roughly 460 whp. It's well-known that the 2JZ platform is capable of handling more than three times the original power rating of 320 bhp, especially when built by Autobanh Motorsports. The larger turbo is based on the Garrett GT2871R ball bearing CHRA, but its turbine and compressor housings have different flow characteristics that facilitate big power for people who want to drive fast cars. The PTE turbine is optioned with a .86 A/R housing. Because the A/R ratio is used to adjust the flow capacity of the turbine, this size increase effectively reduces exhaust gas velocity, especially at lower engine speeds, resulting in a slight increase in turbo lag, but improves top-end power as backpressure is reduced and the engine's allowed to breathe. A massive 60mm HKS GT wastegate provides full resistance against the excessive pressure produced during high boost. These upgrades are a must for big power, but are most beneficial in time attack and road racing applications.

Elsewhere, the induction system is still of the Blitz design. The Blitz front-mount intercooler provides maximum cooling capacity and a minimum pressure drop of only 0.7 psi for every 17 psi of boost. A good intercooler is essential because in the process of turning out 950 whp the turbine is superheated producing high-temperature, reduced-density, compressed air that needs to be cooled drastically to eliminate power robbing and potentially damaging pre-ignition.

High-octane fuel delivery to the six 1,000cc RC Engineering injectors, which provide low-impedance connectivity to the AEM standalone ECU, is secured by an Autobanh fuel rail and XRP aluminum fittings coupled to braided stainless steel lines. The fuel system is pressurized by dual high-volume GSS341 Walbro fuel pumps. These pumps are pretty much standard issue for high-output applications, much like the Aeromotive fuel pressure regulator.

A Blitz exhaust manifold ensures that the leftovers leave the combustion chamber promptly and enter the turbine housing with the same efficiency. On the opposite side of the vortex, a Blitz Nr-Spec Race exhaust system awaits to set free the smoldering hydrocarbons so precisely burned by the HKS Twin Power ignition amplifier. In addition to providing maximum voltage output by incessantly monitoring the ignition coil, the unit also improves throttle response and maximum power output with its dual circuitry, which combines the capacitor discharge ignition and transistor ignition methods for short bursts of maximum voltage and extended spark duration.

In an effort to meet the demands of the powertrain, the driveline was outfitted with a six-speed SP-63 Getrag gearbox from the factory. A Blitz active twin-disc clutch, lightweight flywheel and C's short shifter were added to handle the additional power.

To the casual observer, however, the only visible sign of any modification is the stylish Blitz shift knob complementing the interior.

The immaculate interior sports a few upgrades as well. The Blitz i-Color LCD electronic boost controller that can be toggled between 12 data displays such as boost, tachometer, vehicle speed, oil/water temperatures and fuel/oil pressures, keeps the driver informed about the various systems. It is even equipped with a programmable sequential shift light system that prompts the driver to shift at the optimal time.

The Supra's exterior was outfitted with original Blitz body components, including front bumper, side skirts, rear skirt, rear spoiler and authentic Blitz vinyl decals and emblems. The wheels mimic the original Blitz Supra with 19-inch Blitz Technospeed Z1 rims and Bridgestone Potenza S03 Max Performance summer tires. These tires use F1 advanced compound technology to deliver driveability in wet and dry weather. Front and rear sizing is 245/35/19R and 285/30/19R, respectively. The forged three-piece gold and silver Technospeed Z1s in the 19x8 and 19x10 variety are tough to source as most dealers won't stock them and the trip from Japan can take up to eight weeks.

Tein RA coilover suspension components, TRD front and rear anti-sway bars, polyurethane bushings, Cusco underbody aluminum braces, cross bar and carbon-fiber strut bar help this Supra achieve the race car-like mechanical grip that allows the driver to remain in control at high speeds. Bringing the Supra to a stop is a set of world-renowned AP Racing differential-bore six-piston calipers gripping the two-piece 14.25-inch AP Racing rotors with Ferodo DS2500 racing brake pads, which feature predictable braking and improved pedal modulation. This upgrade required a custom brake booster and master cylinder brace that would stiffen the firewall in the face of the increased pedal forces.

When the work was called off the legend was reborn. Stronger than before, the Blitz Supra has returned for another day on the track and another hour in the spotlight.

1997 Toyota Supra
Power Output: 950 Whp
Engine:
AEM Plug-N-Play Engine Management
HKS Twin Power Ignition Amplifier
1,000CC RC Engineering Injectors
Dual Walbro Fuel Pumps
Autobanh Fuel Rail
Steel Braided Lines
Aeromotive Fuel Pressure Regulator
HKS Camshafts
Ported & Polished Heads
Precision Turbo PTE 71 GTQ Turbocharger
Blitz Exhaust Manifold
Blitz-Nr Spec Race Exhaust
Blitz FMIC

Drivetrain:
Getrag six-speed transmission
Blitz Active Clutch
Blitz Lightweight Flywheel
C's short shifter

Suspension:
Tein RA Coilovers
TRD Front and Rear Anti-Sway Bars
Cusco Underbody Aluminum Braces
Cusco Cross Bar
Cusco Carbon-Fiber Strut Bar

Brakes:
AP Racing Six-Piston Calipers
AP Racing 14.25-inch Rotors
Goodridge Braided Brake Lines
AP Racing Brake Fluid

Exterior:
Full Package Blitz Aerokit

Wheels & Tires:
Blitz Technospeed Z1 (19x8 Front; 19x10 Rear)
Bridgestone Potenza S03 Tires
(245/35/19 Front; 285/30/19 Rear)

Interior:
Blitz i-Color Boost Controller
Blitz Turbo Timer
Blitz Gauges
Sequential Shift Light System