2015 Ferrari 458 Speciale – First Drive

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2015 Ferrari 458 Speciale Details:

More power, lighter, better handling
605 hp, 400 lb-ft | 14:1 compression ratio | 9,000-rpm rev limit
Ferrari’s most powerful engine of its kind
1-min., 23.5-sec. lap of Fiorano

2015 ferrari 458 speciale driver side view 03 Photo 2/31 | 2015 Ferrari 458 Speciale – First Drive

Technology Underbody flaps produce downforce or reduce drag as needed | Faster gear shifts than ever before | LaFerrari carbon-ceramic brakes

Electronics Side Slip Angle Control is perfect drift aid

+ Pros Lower weight | Better handling | More power | Awesome brakes | Drift control

– Cons Nothing we could think of…
2015 ferrari 458 speciale steering wheel 04 Photo 3/31 | 2015 Ferrari 458 Speciale – First Drive

One point five seconds: While driving in traffic on your way to work, this small segment of time takes longer to describe than actually experience. Yet at Fiorano racetrack, Ferrari hallowed home circuit of, 1.5 seconds is an eternity.

Ferrari originally built Fiorano in 1972 to give the company a benchmark for development and testing. The 1.86-mile circuit has 12 curves, and it takes a good driver in a very good car to lap 1.5 seconds quicker than the established class lap record.
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Officially clocked at 1 minute, 23.5 seconds around Fiorano, the 458 Speciale was exactly 1.5 seconds faster than the standard 458 Italia, and 1.4 seconds faster than the legendary Ferrari Enzo.

2012 Ferrari 458 Spider – First Drive

There’s not much wrong with the 458 Italia to start with, and the improvements Ferrari has wrought for the Speciale are in the same vein as the 360 Challenge Stradale and 430 Scuderia. They are derived from the classic trifecta of increased power, less weight, and better handling.
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The Italia’s naturally aspirated 4497cc flat-plane crank V8 motor has been heavily revised, turning it into the most powerful engine of its kind that Ferrari has ever produced.

Boasting a specific output of 135 hp/liter, the engine features a new crankshaft, pistons, rod bushes, combustion chambers, camshafts, and a host of mods that strengthened the internals. With its incredible 14:1 compression ratio and 9,000-rpm rev limit, it demands a strict diet of top-quality fuel.

The result is a power hike from the Italia’s 570 hp to 605 hp at 9,000 rpm. Torque also improved across the board, even if the peak of 400 lb-ft at 6,000 rpm remains unchanged.
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Acceleration always felt strong, but in the Speciale it feels almost explosive. And the enhanced seven-speed F1 dual-clutch gearbox now fires 20 percent faster upshifts and 44 percent faster downshifts.

Between the first three ratios, the rev counter needle races around the dial so rapidly, the eyes and brain are grateful for the red warning flashes that arrive a split second before the rev limiter arrives.

Quite frankly, shift speed is now at the point where any further improvement is only of academic interest, but it all helps, and full noise through the gears delivers 0-60 mph in 2.8 seconds.

At the other end of the scale, the 398mm front and 360mm rear carbon-ceramic brakes the engineers say are almost straight from LaFerrari bring a new meaning to the phrase “”throwing out the anchor””!

They work so well, it feels as if the standard- fit four-point harnesses are going to leave a permanent impression on your shoulders. Mean-while, the steering is so direct and precise, it makes the remarkable 458 Italia’s responses feel relatively sedate.

Aerodynamic fine-tuning reduced drag and increased downforce. Depending on speed, one horizontal and two vertical flaps in the front end move to increase radiator airflow at low speeds and reduce lift above 105 mph.

The larger rear spoiler increases downforce over the rear axle at speed, while active underbody rear flaps are adjusted as required to either produce more downforce or reduce drag by stalling airflow to the rear diffuser.

In the cabin, non-essential items such as the glovebox, leather interior trim, door panel armrests, and the standard center console were removed. Even the sound insulation was replaced with thinner, lighter materials. Lightweight race seats and thinner rear glass added to the list of weight- pruning measures.

The weight saving trail even led to the more effective air intake system, cutting 17.6 pounds off the 458 Italia intake. The result was a total weight reduction of 198 pounds and a much more intense soundtrack for occupants, even if the external levels remain EU regulation-friendly.

In Sport mode, the re-calibrated magnetorheo-logical frequency-dependent damping is noticeably firmer than the standard 458, but Comfort mode can be used to dial some semblance of normality back into the ride when you’re sauntering along. The Comfort setting also retards the engine and gearbox reflexes back from Defcon Two, lowering your adrenalin rush at the same time.

Race mode is like Defcon One. Too edgy for most public roads, its natural environment is the racetrack, where full throttle and full braking-with little else in between-is the order of the day.

While Pirelli continues its long-standing partnership on most Ferrari models, the Speciale’s 20×9-inch and 11-inch forged wheels wear 245/35 and 305/30 Michelin Pilot Sport Cup 2 rubber. This is the very first time track day tires have featured on a production, street-legal Ferrari-with these allowing the Speciale to pull 1.33 g of lateral acceleration.

While some rival manufacturers are adopting similar footwear for their limited edition lightweight models, Ferrari has always been wary of the reduced tread depth that makes hydroplaning more likely if the driver pushes too hard in wet conditions. However, the Italians were finally convinced that Michelin’s latest Cup 2 tires won’t relinquish their grip within the bounds of common sense. So Ferrari adopted the bespoke rubber to maximize the car’s steering response, handling, and grip.

In my experience, track day rubber is worth a second or two a lap, so I was frankly surprised that the performance trifecta didn’t actually produce an even larger gap between the two 458 variants. Looked at another way, rather than being an indictment of a more expensive Speciale, it’s actually a testament to how good the standard Italia is, more than three years on.

It also shows-and you’ll only realize after driving both cars-that the extra money isn’t for purely empirical improvements against the stopwatch. Your cash pays for the more visceral experience that reaches out to you through the steering wheel, grabs the seat of your pants, and hammers at your eardrums when you’re in attack mode.

The Speciale delivers a level of involvement few cars at any price can match, and in an accessible way, even if you’re only piloting this low-flying machine at two thirds of its ability.

An extra setting on the familiar Manettino controls a new function with addictive potential. Ferrari’s rather tortuous name for the system is Side Slip Angle Control (SSC). It allows you to drive sideways under power with the ESP fully engaged by balancing the interplay between the ESC stability control, third generation E-diff, and engine torque. Unofficially, it’s the perfect drifting aid.

The high-resolution sensors and ECU mapping were designed to differentiate between a situation in which the car is running out of grip, and one in which the driver is deliberately provoking oversteer.

In the latter situation, the sensors ascertain the optimum steering angle, throttle position, engine revs, and tire slip for a given point in a bend. As most drivers tend to apply too much throttle when a car begins to lose adhesion at the driven wheels, by reacting in milliseconds, the system removes exactly the right amount of throttle as required, while adjusting the E-differential’s locking action to help you achieve the most suitable cornering attitude.

Working seamlessly, you never feel the SSC is intrusive or abrupt like some traction control systems used to be. Smooth and progressive, it makes an average driver look good, and a good driver look like a hero.

Of course, you can still turn everything off, but then you’re on your own with a good chance of spinning if you overcook things.

While electronics play a major role in the Speciale’s dynamic makeup, making them transparent and ensuring they support the car’s immense speed, excitement, and driver involvement is a major achievement. Retaining the user friendliness and driving ease of the basic Ferrari 458 is another. The Ferrari 458 Speciale is certainly well named.

City Slickers’ Dream Cars: The Best Cars for the City Dweller

In an ideal world, you can get away with living in the city and not have to have a car at all. That’s the dream for you New Yorkers. But, the truth is, many people find it impossible to live in the city and give up the car life altogether. That’s okay, there are plenty of options for cars for you city slickers who just can’t give up all four of your wheels. There are a number of factors that you must take into consideration when trying to figure out the best car for you and your needs in your big city life. Let’s look at the things you need to consider when you are looking for a car.

Versatility

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If you live out in the country and you farm and tow and plow, then you need a 4×4 truck and that’s pretty much all. But if you’re in the city you need something that get you around town and also out in the country. Something like a Subaru Outback or a Nissan Xterra. Your car needs to get you through traffic comfortably and safely and also be road ready for when you take the long road trip to your in-laws. Check out metronissanredlands.com and look for the kind of cars that will be both easy to get around in and also ready for the long hauls you no doubt will want to go on.

Size

NissanMay2015-9-2

A smaller car will be less manly and will be more easily mocked by your country-living friends, but it will be the envy of the others when you’re trying to squeeze into that one spot left in the Trader Joe’s parking lot. If you look at http://metronissanredlands.com you’ll see there are plenty of big cars but the smaller ones are harder to come by. That’s because the smaller cars are way more desirable. You will see them out and about because frankly it doesn’t matter what you drive you need it to be gas efficient and able to narrowly fit through all the hoops and stuff from a big city terrain. You can impress at the family reunion, or impress at the pump and at the parking lot, you make the call.

Buy Used

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OLYMPUS DIGITAL CAMERA

Also, who cares if there’s a scratch on your car? You will if you drive a brand new Mercedes. Instead, get a used car that has a few scratches already, that way you can be a lot less anal, and thereby be a lot more fun to be around, if you get something that you don’t have to baby. Sure it may be a bit of a bummer to drive something a little banged up, but more of a bummer is spending all that extra money on a nice fancy new car that you know is going to face its fair share of dings and bumps because you chose to live in the city. Just take a chill pill, ease up, and get something that you don’t have to worry about.

Garage G-Force Mitsubishi Evolution X – A Kaizen Evolution

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In Japan, sometime around the mid ’70s, an idea arose regarding the streamlining of production in the manufacturing industry. This idea soon progressed into a well-known methodology and was quickly adopted by nearly all leading companies, and has since become a standard in a variety of industries. The 5S Methodology, since it was known, centered around five concepts: Seiso, Seiri, Seiketsu and Seitonand Shitsuke. These five Japanese words roughly translate into English as: Shine, Systematize, Standardize and Sort and Self-Discipline. These concepts had become the framework of a system made to increase efficiency, remove unnecessary items, lower impediments, maintain clean workplaces, and create the greatest standard possible. The beauty of this system is that it may be translated over from a manufacturing perspective to just about any other industry; and that is certainly exactly what Tazawa-san at Garage G-Force did with the thought of his twin-charged Evo X.inside the Evolution tuning domain, Garage G-Force has become making a term for itself in the past decade since the number-one Evolution tuning company in Japan. Backed by its owner Naohisa Tazawa, G-Force continues to be involved in a large number of high-end builds throughout all Japan, along with internationally. Tazawa-san has been tuning cars for the better a part of 30 years, until he decided to branch off on his own. Together with the opening of Garage G-Force, he lay outFlash-forward to 2014 and the journey that Tazawa-san had set out to accomplish is nothing short of achieved, and when there is any tangible proof of that, it is held within his latest creation. When we first arrived at G-Force, the car we set out to capture was resting in the driveway ahead of the shop. When we entered, we could feel the resoluteness of the workers weigh on us like they had sensed a disruption in their objectives. The shop was quiet, extremely organized, and the workers displayed a kind of unwavering steadfastness in their expressions and movements-all of which made us increasingly uncomfortable. We were relieved when Tazawa-san appeared from his upstairs office to greet us. We spoke briefly of current events and a bit concerning the shop, after which decided to shoot the car within the garage.

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It’s hard to deny the presence this car creates wherever it may be, mostly in part on the catalog of Varis parts that adorn its exterior; the most prominent being the ultralight carbon doors, of which, the rear windows are replaced by carbon in their entirety. Varis had been a main partner in the buildup, and, as a result, a variety of other carbon parts are also scattered about the Varis widebody. Thehood and trunk, rear wing, front aero package, and side strakes all substituted with their carbon counterpart. Each piece flowing to another, transforming the car’s stock body lines to create an all-new, aggressive look akin to that of a purposed time attack car. Aside from looking the part, the diet that Varis position the hefty Evo X on brings its curb weight down to justAs well as Varis, Garage G-Force built this car in conjunction with Sunbeam, who was brought onboard to handle suspension tuning. The custom-valved coilovers are supplied from Spirit by having an increased spring rate of 16k up front and 14k in the rear. Set at an optimal height, allowing the fenders to cradle the 295/35/18 Advan A050’s which are wrapped around the bright red TE37 RT’s. Hidden behind the six red spokes of the RT’s is surely an Endless brake package. The leading six-pot Endless calipers handle the majority of stopping power, while the four-pot rears make up for any residual braking needed. Braking that is very necessary with the incredibly unique powerplant that lies under thea challenging task to discover a modern engine that embodies the spirit of efficiency more than Mitsubishi’s 4B11. The very first ever die-cast aluminum block in the Evo series, a square bore and stroke (86 mm), redesigned intake and exhaust ports to enhance volumetric efficiency, and the incorporation of MIVEC on both the intake and exhaust cams, which all pose a robust improvement across the previous 4G63. With all with that being said, there was still much to be gained with Mitsubishi’s newest offering; and if there is one important thing Tazawa-san knows, it’s steps to make power. In this case though, high-end numbers weren’t the goal, more so than how that power was created. In turn, he began to check out the possibility of twin charging the engine so that you can combat the low torque numbers that most high-power, four-cylinder turbocharged engines are plagued with; the result is as you see here. The revamped engine in the G-Force was rebuilt with Tomei 9.: 1 SR20 pistons mated to Cosworth connecting rods and crankshaft, within the now 2.3L block, effectively enhancing the bore to 87 mm and stroke to 94 mm. Custom Garage G-Force camshafts, made in part by HKS, replace the OEM counterparts in the newly polished and ported head. Supplying many of the power is actually a quite large GT3240 turbine from HKS, actually exactly the same unit which had been on the car before the development of the HKS GTS8550 supercharger. Air is inducted from the Colt Speed carbon intake, while fuel is supplied by way of a custom SARD setup which is fed to custom G-Force/SARD 1,000cc injectors with the HKS ECU. Exhaust is expelled from a G-Force full titanium 90mm exhaust that exits just above the Varis rear diffuser. Twin-charging remains a concept which not many tuners have experimented with. Sure, it’s still few and far between, though it has existed for quite a while. Tazawa-Garage and san G-Force have recently made it a top priority to explore this path of tuning further, and want to advance their efforts from the coming years. If it’s any consolation with their efforts, this Evo X pumps out a cool 750 hp, and also to date carries a best time at Tsukuba of 56.784-undeniably fast.from the Evo further carries the theme of efficiency of your build mainly because it embodies an incredibly minimalistic environment. The driver occupying the single Recaro bucket seat will be treated to an unobstructed view of the Racepak IQ3 data dash and logger unit taking the place of the stock cluster, supplying all the important information while on circuit. Also available towards the driver is the ability to adjust the center differential using a custom bias controller on the Nardi wheel. The entire interior is stripped, leaving an extremely cavernous shell that surrounds the driver inside a Cusco six-point, bolt-in through dash rollcage as he sits comfortably lower in the Recaro Profi bucket seat. It’s safe to say that lightweight is the name from the game here.

There is absolutely no telling where he can advance this concept of twin-charging in the following couple of years if Tazawa-san’s progress up until this aspect has proved to be this successful. If he adapts the same methodology he’s used thus far, we can expect more great things provided by Garage G-Force.

2005 Noble M400 – Noble Intentions

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Aaron Yee had taken his ’05 Lotus Elise about with regards to he could, with a long list of mods that included a supercharger, carbon seats, more robust brakes, and a set of Nitron coilovers. It wasn’t practically being done or bored. How will you get sick and tired of 260 hp propelling 2,000 pounds? He hadn’t. He just saw an all-natural transition towards thethe first to realize that cars perform better with less mass. He just immortalized with the famous quote, Add lightness to travel faster. The ethos of striving toward favorable power-to-weight ratios can be a British tradition Chapman could easily take credit when you look whatsoever the manufacturers who came during and after his time as well as adhered to the mantra. Companies such as Ginetta, Radical, Ariel, TVR and Marcos and Caparo certainly fit the mold.

To this list, you can even add Noble, which was founded in 1999 by designer and engineer Lee Noble. His first car, the M10, was much like Toyota’s MR Spyder and didn’t sell very well. But his second car, the M12, made others take notice. It’s mid-engined like the M10 but bigger and powered by a twin-turbo 2.5-liter Ford V6 (and later a 3.-liter version). It wore some swoopy, yet purposeful, fiberglass bodywork that was neither groundbreaking nor behind the times. The company continued to improve upon the car and in the end created a track version from the M12 renamed the M400.

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Yee said his M400 is one of about 220 Nobles that have been imported to the Usa, 100 of these being M400s. Nobles are imported as kit cars exclusively by 1G Racing, which started in Ohio and is also now situated in Florida. The cars are imported without engines or transmissions along with the buyer has to acquire the drivetrain from a separate supplier so that you can qualify like a kit car in the eyes of the feds. 1G eventually bought the rights to the M12/M400 and now produces a newer version of the car called Rossion.

Yee has owned his for nearly 2 yrs and in that time, he’s expanded its envelope with thoughtful, functional upgrades. He said the mods aren’t aimed at creating the most-powerful M400 around, as that would probably end up hurting its driveability. Instead, he chose proven bolt-on parts. Yee has received almost all of the tuning done by TurboHoses ofLivermore and California, that hasYee said a stock M400 dynos at 350 whp, and his car measured 400 whp before the exhaust and intercooler were installed. With some fine-tuning of the ECU, he’d expect to see 425-430 whp. So, plug in the 2,337-pound weight Noble claimed for the car and you’re looking at under 5 pounds for every horsepower at the crank. That explains why a stock M400 can clock -60 mph from the low-3-second range and scoot down the quarter-mile in around 12 seconds, give or take a few tenths.

As well as the straight-line performance, Nobles have also been lauded for his or her handling. Yee said his M400 feels just as precise and flickable as the lighter Elise, but because it weighs 300 pounds more, furthermore, it feels more stable. By looking at 245/40-18 Nitto NT-10 and 01s mm for the rear with 275/35-18, he added 20 mm of width to the contact patches on the front corners. Handling was further optimized having a corner balance and alignment from theAs much as he likes the car’s blistering acceleration and scalpel-sharp handling, Yee also likes being the only Noble in the many car shows he attends within the Bay Area, which oftentimes ends with him taking home the trophy for best exotic. With that exclusivity also comes the trouble of getting parts. Noble stopped making replacement parts for the M400, and Yee heard that all the old stock has since sold out. The owner’s stuck with having the part fabricated if anything from a body panel to some window regulator breaks. That’s why he decided to preserve it rather than changing excessive.

That hasn’t stopped him from putting miles on it. Mostly in the twisties around the Bay Area, where’s he’s not afraid to cane it without mercy, even though yee said he usually drives it 5 times a week, sometimes to work or for quick errands. It’s pure and rawfree and pure of computer-controlled minders that only detract in the experience. Maybe instead of the 3M matte blue, Yee should’ve wrapped it in a shade of green, for envy.

City Slickers’ Dream Cars: The Best Cars for the City Dweller

In an ideal world, you can get away with living in the city and not have to have a car at all. That’s the dream for you New Yorkers. But, the truth is, many people find it impossible to live in the city and give up the car life altogether. That’s okay, there are plenty of options for cars for you city slickers who just can’t give up all four of your wheels. There are a number of factors that you must take into consideration when trying to figure out the best car for you and your needs in your big city life. Let’s look at the things you need to consider when you are looking for a car.

Versatility

NissanMay2015-9-1

If you live out in the country and you farm and tow and plow, then you need a 4×4 truck and that’s pretty much all. But if you’re in the city you need something that get you around town and also out in the country. Something like a Subaru Outback or a Nissan Xterra. Your car needs to get you through traffic comfortably and safely and also be road ready for when you take the long road trip to your in-laws. Check out metronissanredlands.com and look for the kind of cars that will be both easy to get around in and also ready for the long hauls you no doubt will want to go on.

Size

NissanMay2015-9-2

A smaller car will be less manly and will be more easily mocked by your country-living friends, but it will be the envy of the others when you’re trying to squeeze into that one spot left in the Trader Joe’s parking lot. If you look at http://metronissanredlands.com you’ll see there are plenty of big cars but the smaller ones are harder to come by. That’s because the smaller cars are way more desirable. You will see them out and about because frankly it doesn’t matter what you drive you need it to be gas efficient and able to narrowly fit through all the hoops and stuff from a big city terrain. You can impress at the family reunion, or impress at the pump and at the parking lot, you make the call.

Buy Used

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

Also, who cares if there’s a scratch on your car? You will if you drive a brand new Mercedes. Instead, get a used car that has a few scratches already, that way you can be a lot less anal, and thereby be a lot more fun to be around, if you get something that you don’t have to baby. Sure it may be a bit of a bummer to drive something a little banged up, but more of a bummer is spending all that extra money on a nice fancy new car that you know is going to face its fair share of dings and bumps because you chose to live in the city. Just take a chill pill, ease up, and get something that you don’t have to worry about.

“2012 Fiat 500 Abarth – Road Race Motorsports M1 Package “

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Santa Fe Springs in Los Angeles sounds romantic. In reality, the spot is an industrial area southeast of L . A .. But that doesn’t mean something romantic isn’t going onThe result is distinctly Italian-American, which is hardly surprising, as the godfather of Road Race Motorsports is likewise Italian-American: Rob Tallini. We’re the first company in North America to make and develop performance parts for that 500, says Tallini, a person who has spent 30 years racing many machines on many surfaces against other cars and the clock. Parked just outside is a fully prepped Mitsubishi Evo that looks able to tackle the Monte Carlo Rally at the moment’s notice. Inside the shop is a 911 GT3. RRM has worked with several manufacturers to create special projects.

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The automobile we’re most interested in right now is the Fiat 500 Abarth. Tallini is collating and refining a package he calls M1, though once on the RRM shop, it’s a somewhat open-ended list of modifications. It definitely needs to be wide-bodied and reach a sufficient level of chassis and power tuning. The M stands for macchina, which is Italian for machine. In these pictures are two of the first four M1 builds, the black car getting a touch more attention compared to white one. These parts are all built towould you like to do with it? When that question is answered, it will dictate how the car is fettled. But Tallini has his very own template: a setup appropriate for tarmac rallying. He says it’s the one that will give you the most satisfaction therefore making you most likely to operate a vehicle it.

Once the commitment is made, there’s no going back. Sections of the fenders are cut away to make room to the wider wheel/tire combination, topped off by carbon-fiber flares. RRM receives raw alloy wheels and finishes them according to the customer’s wishes. Inside the shop can be a black, chromed set that appears super-cool in person, although the anodized red versions photograph well.

On virtually every RRM vehicle are Toyo Proxes tires. Tallini has used them extensively in his racing career and finds them consistent with their ability to provide grip and resist wear.

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There’s actually a lot of carbon fiber on an M1, from side mirror caps to the aerodynamic kit towards the vented hood. They all come from the shop’s own molds and therefore are the shop’s own designs. Tallini feels that carbon fiber is just one of his operation’s strong suits. Note the way the side skirts expand once the doors, making them less apt to be trodden on, and for easier entry and exit.

RRM doesn’t bother trying to remove the original Abarth rear wing; it’s too destructive. Instead, a specially designed carbon-fiber piece slips onto it.

Move to the carbon-fiber rear diffuser and there’s a Formula One-style third brake light set in it, as well as the tailpipes of RRM’s own stainlessthe leading lip is actually a duct that feeds air to the front brakes-enough to keep them able and cool to address fade during track day torturing. The uprated braking system continues to be developed along with anchor aficionados StopTech. Pad compound is Tallini’s recipe.

Just by looking at this brake ducting, we appreciate the twin goals of lightness and coolness that pervade the build. Lightness obviously helps with balance and agility. A little Antigravity lithium battery, only a fraction of the load of regular lead/acid batteries, is one small step toward shedding the pounds.

Saving weight throughout means having the capability to pinpoint the location where the heavy stuff can go, like subframe braces and the hexagonal rear antiroll bar. The merits or else of a six-sided antiroll bar can be argued this way and this, but Tallini says a customer of his saw lap times improve substantially once an RRM Big Red antiroll bar had been fitted. He said it transformed the automobileuses a new in-house ECU, plus military-grade heatshields for the downpipe and turbo. The NACA vent and duct in the carbon-fiber hood contribute to keeping intake temperatures just 3 to 5 degrees higher than exterior temperatures. Forever measure, RRM also offers the choice of water/methanol cooling.

It’s always a positive sign when the invisible custom-made stuff looks good. RRM’s lightweight pulley is a wonderful piece of machined aluminum. Tallini may have gone for any smaller pulley, but learned that a fullsize unit is most effective.The factory turbocharger continues to be boosted around 22 psi, considered by RRM to be its sweet spot, having gone up to 30 psi in testing, but opting to back them back in the interests of reliability and civility. You can find no trade-offs at this point, Tallini says. No need for bigger injectors that drink more fuel. And we’ve not given up any driveability.

Tallini claims engine output is 250 hp at 5,500 rpm and 260 lb-ft of torque at 3,800 rpm, measured at the crank. The flatness in the torque curve between 3,000 and 5,000 rpm gives some idea of how sweetly driveable this engine is.

No transmission mods on these specific cars, but RRM does offer a limited-slip differential and its particular own carbon/Kevlar clutch components.

In virtually any car definitely worth the trouble, there’s always a little bit of German engineering. Here, it’s the Bilstein suspension, tuned in conjunction with RRM to provide compliance as well as grip on the track or the street. Ride height at the front is lowered by 1.5 inches from stock, 1.75 inches at the rear. It’s virtually the same equipment and setup used in the fleet of 500s driven by the Italian police. There’s no adjustability, but it’s all done perfectly, Tallini says. That’s because Bilstein and RRM handled this together for a whole year, only using RRM’s cars throughout the process.then when you sit in the Racetech sports seat and grab the RRM aluminum shift knob (that’s designed and machined to match neatly in your hand), you can fantasize to get a second that you’re by using a sequential ‘box.

Another technique for losing weight is to ditch the rear seats. Some customers do, some don’t. An M1 Abarth could be simply the thing for yourIt will take a donor car (a current 2014 500 Abarth starts at $22,195) plus somewhere between $30,000 to $40,000 for a serial-numbered M1. Or it’s easy to even get north of this amount, depending on how tricked out a customer would really like the car being. See how the white example has some smart leather upholstery with contrasting stitching. RRM also offers a complete roof transplant, taking off the metal one and replacing it with carbon fiber.

It’s taken around two years to bring together this collection of parts and then refine them. Tallini and his team are rightly proud of their M1 package and clearly loving the job involved. But inveterate racers never rest on their laurels. In Tallini’s case, here comes that Romeo name again. He’s looking forward to the Alfa Romeo 4C and what Road Race Motorsports can do for that car-which could bepads, calipers and rotors stainless steelharnesses and Rollcage

Thanks

Toyo tires, Bilstein, plus all our partners who have helped us (RRM) achieve the highest-performing Fiats around the continent.

“Favorite Super Street Feature Cars of 2014 – Staff Picks “

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Countless feature car submissions roll onto the Super Street HQ desk within a year but only a select amount reach print. The criteria for magazine feature encompasses much more than just just how much power a build puts down or how much cash it took to produce. Super Street strives to procure those tuner cars that break barriers, set trends, restore history and above all have that “holy sh**” factor.

What each of us think is the coolest is of course subjective though. So, below, in no particular order, you will find what us staffers selected as our 2014 favorites. Will you agree or disagree, let us know what you want to seearound the Gumball 3000, one of the best experiences of living! ”

1994 acura integra JDM front endFront-end 27

1994 acura integra RHD conversion 09

1994 acura integra shift sports DC2 front fenders 25

1994 acura integra K20A2 engine 19

Choice 2: ATS Garage’s 1994 Acura Integra

Issue: July 2014

Reason: “Probably one of the most cleanest and spectacular Honda builds during the last two years. Also, the story behind owner Ferd Natividad along with his 11-year journey towards finishing the car offers us encouragement to never give up oncan be used as a daily driver in thethis is a single-turbo equipped 2JZ-GTE swap makes it in my opinion, being the diehard 2JZ fan i am. But let’s bear in mind how clean the overall look is as well as the detailed fabrication. I’d love something like this in much more“Though I’m definitely not into trucks and this one was well before my era, this 2JZ-swapped Hilux would be cool to rock and awesome to roll-up to the races in. Each of the GReddy and HKS components in the build are also a testament to the passion, sweat, blood, tears, pride and money put intoto this car might be summed up in one simple equation: FR-S Rocket Bunny M Technica = dayum! I’m not a whole lot for the stanced look, but Hui’s striking Scion works it in the right ways.”to selectbe a part of this shoot with photographer Alex Bernstein. We piled in the back of the Moto IQ support truck while Steve Wong from Falken Tire ripped the truck around our mock Formula D Irwindale course at full speed. Yes it was dangerous, yes it was actually totally worth every pennyand that one simply so happens to have every single part on it that I’ve wanted since I was a kid. And to add to the badass-ness of the build, this car is DRIVEN In Thethe most powerful but its balance is fantastic -600hp and RWD, mean looks and massive numbers of grip…what else could you require? Best of all, owner/builder Kawato made it happenwithin an R34…what the f**k? ! Sounds like purist blasphemy but this 600hp Scandinavian backyard build is unlike anything I’ve experienced. It’s rough around the edges and the color is questionable but I’m 100 percent behind it’s message: Total street assault vehicle utilizing one of the best tuner engines and chassis ever created.”

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SS Top Feature Cars 2014 16th annual gumball rally 3000 2JZ swapped IS 01 Super street gumball 3000 lexus 01

16th annual gumball rally 3000 2JZ swapped IS 04 16th annual gumball rally 3000 daytona international speedway 07 1994 acura integra JDM front endgreater than the car

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Rhenxi Dizon Villanueva

Rhenxi Dizon Villanueva from FacebookMar 4, 2015

I want a color like that!

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René-Paisit Laniel

René-Paisit Laniel from FacebookMar 4, 2015

Baby fat Vincent O’Sullivan

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Can Agtas

Can Agtas from FacebookMar 4, 2015

Marcus Schneider

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Alex Morales

Alex Morales from FacebookMar 4, 2015

don’t like how the front end will make it look top heavy. great nonetheless

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Emmy Johansson

Emmy Johansson from FacebookMar 4, 2015

Företagsnamnet? ? Joey Öhman

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Jared Fallsalot

Jared Fallsalot from FacebookMar 3, 2015

Victor Mannuel Check this homie

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Carman Ralón Moreno

Carman Ralón Moreno from FacebookMar 3, 2015

Oscar Perez

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Steven Lee

Steven Lee from FacebookMar 3, 2015

No clock cover = no JDM ! !! ! Thomas Wunk

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Thomas Wunk

Thomas Wunk from FacebookMar 3, 2015

Think he has the clock cover Steven Lee?

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Aditya Narayanan

Aditya Narayanan from FacebookMar 3, 2015

I’m fond of the silvias but dude seriously? ?have u seen a lawnmower : P

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Miguel Nadal Peris

Miguel Nadal Peris from FacebookMar 3, 2015

David Robles Sola ITR dc2 JDM te mola, eh?

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Syed Farrukh Kazmi

Syed Farrukh Kazmi from FacebookMar 3, 2015

Awesome

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Gerwin Schiphof

Gerwin Schiphof from FacebookMar 3, 2015

Ivo..!

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O-z Awwday

O-z Awwday from FacebookMar 3, 2015

Jonathan Macias lol bet he ain’t got no clear tail lights lol

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Liam Cliff

Liam Cliff from FacebookMar 3, 2015

Jake Sanjay Fogg

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Bryce Barker

Bryce Barker from FacebookMar 3, 2015

Joe Schmitt

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Barry K Hager

Barry K Hager from FacebookMar 3, 2015

Lol reminds me of grabber blue

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Barry K Hager

Barry K Hager from FacebookMar 3, 2015

I’m a mustang guy but this is a cool car always did like teggys

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Andy Lam

Andy Lam from FacebookMar 3, 2015

On point

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Andy Lam

Andy Lam from FacebookMar 3, 2015

Looks better then your 240

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Beonica Jinx Taylor

Beonica Jinx Taylor from FacebookMar 3, 2015

Jay Tee

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Juan Cabrera

Juan Cabrera from FacebookMar 3, 2015

Them Volks tho

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Viet Luong

Viet Luong from FacebookMar 3, 2015

Frankie Cheang praise Hawaii.

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Ray Rivera

Ray Rivera from FacebookMar 3, 2015

Javier Carrasquillo

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Daniel Pliszka

Daniel Pliszka from FacebookMar 3, 2015

Miko Roki

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Kaloyan Emkov Nikolov

Kaloyan Emkov Nikolov from FacebookMar 3, 2015

Tony Miku

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Thi Fub Xiong

Thi Fub Xiong from FacebookMar 3, 2015

Elvin Vue

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Danny Anastasia Matti

Danny Anastasia Matti from FacebookMar 3, 2015

Easy don’t blow your vtec bro

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Diego Parada Santos

Diego Parada Santos from FacebookMar 3, 2015

Anthony Kazan

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Chris Guerra

Chris Guerra from FacebookMar 3, 2015

Spring Iris Delacerda

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Joel ‘Sic’ Perez

Joel ‘Sic’ Perez from FacebookMar 3, 2015

Cool teggy

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Kenneth Boden

Kenneth Boden from FacebookMar 3, 2015

James Russell

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Manuel A Suarez

Manuel A Suarez from FacebookMar 3, 2015

Jasmine’ Arellanoo

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Stephen Wang

Stephen Wang from FacebookMar 3, 2015

Tim Fung let’s do up your car bro! !

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Can’t Stan Ya

Can’t Stan Ya from FacebookMar 3, 2015

Volks te37

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Raymond Jean

Raymond Jean from FacebookMar 3, 2015

David Jean ca frai bin pour cet ete : )

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Eder Alvarez

Eder Alvarez from FacebookMar 3, 2015

What year could this be DC

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Saul Garcia

Saul Garcia from FacebookMar 3, 2015

Manuel Gonzalez

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Luke Harris

Luke Harris from FacebookMar 3, 2015

tires look rediculous too

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Epifanio Dominguez

Epifanio Dominguez from FacebookMar 3, 2015

Angel Villanueva

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Andrew Farley

Andrew Farley from FacebookMar 3, 2015

Kreso Valentic

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Dylan Trombley

Dylan Trombley from FacebookMar 3, 2015

Tavien Brown

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Peter Chow

Peter Chow from FacebookMar 3, 2015

Tasha Haegl

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Ryan Parker

Ryan Parker from FacebookMar 3, 2015

John Laroche

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Jensen Santiago

Jensen Santiago from FacebookMar 3, 2015

De nada mi pana jajaja

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John Laumary Marrero Rivera

John Laumary Marrero Rivera from FacebookMar 3, 2015

Jensen Santiago gracias por hacerme sufrir lol

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Suka K Schultz

Suka K Schultz from FacebookMar 3, 2015

I only see a white and gold car?

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Jensen Santiago

Jensen Santiago from FacebookMar 3, 2015

John Laumary Marrero Rivera

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Arturo Chavez

Arturo Chavez from FacebookMar 3, 2015

Kristian Cappiello that blue tho \U0001f44c

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Some of the Most Scenic Drives in California

California is famed for many things; it really is a beautiful part of the World. It has miles and miles of coastline, fabulous state parks with Giant Redwoods, mountains, deserts and everything else you could care to see on a leisurely drive.

OCFIAT9-1

At www.ocfiat.com they’ve got some superb cars just perfect for taking a scenic drive through the beautiful state of California.
17 mile drive – this is definitely one of the most beautiful drives in the State. 17 mile drive and actually forms part of Highway 1 – nevertheless it is so fabulous that it deserves to be top of the list. The drive starts at Monterey and finishes at Carmel and is a terrific way to see the entire area around Monterey. You do have to pay a toll to enjoy this ride but its well worth the small amount of cash to enjoy such a beautiful trip.

OCFIAT9-2

Yosemite – is another fabulous place to drive in California, there’s little wonder that it’s the most visited park in the entire State. The route is 64 miles of sub alpine meadows fill with beautiful wild flowers, glacial lakes, lush forests of Evergreens and those towering giant Sequoias (you’ll see those on the Avenue of Giants). Even if you don’t have the time to spend visiting the park you can still enjoy the drive, its well worth it.
State Route 29 – is a less well known scenic drive through California which contours through the Napa Valley along to Calistoga. The drive meanders through sleepy Northern California taking in St Helena and a couple of great state parks which provide the perfect opportunity to stop off and cool off for a swim. If you fancy parking up and taking a tour of the wine country there’s a fabulous Napa Valley Dinner trip to enjoy. You’ll also see Old Faithful which is located in Calistoga – one of the biggest tourist attractions in California.
Highway One – stretches for hundreds of miles across the Golden State right from the Northern Coast and Mendocino County to Southern California and San Jan Capistrano, Orange County. The best view of the Pacific Ocean is enjoyed while driving south as this is the coastal side of the highway. You’ll also pass the breathtaking Monterey Peninsula on your way where the famous Monterey Aquarium can be found as well as the splendid boardwalk and Monterey waterfront. However far or short your journey make sure that you take in at least some of this fabulous scenic route.

California Highway One, Mendocino County, California

California Highway One, Mendocino County, California

A little to the south of Monterey are the incredible shores of the Big Sur stretching from Carmel all the way to San Simeon. Poetic types have likened this fog shrouded part of Central Coast with those found across the pond on the coast of beautiful Ireland. You will marvel at the rocky cliffs and enormous boulders which emerge from the depths of the water.
California was made for road trips and, to a large extent road trips were invented for California. The only things you need are a good, comfortable car (they’ve got plenty at http://www.ocfiat.com if you need something new), a map, a picnic, good friends and a sense of adventure.
Whether you are the sort of person who likes to meticulously plan and follow a route or just go wherever the road takes you, it is sure to take you somewhere amazing when you head off for a road trip in any part of California, particularly around the Orange County area. Enjoy the journey and don’t forget your camera.

1988 BMW E30 M3 – DTM Jager Bomb

CARPHOTO-3529

There are certain things Jägermeister-related we may or may not be grateful for, but the sticky liquor’s involvement in German Touring Cars (DTM) is certainly a plus. This combination of vivid orange livery on just about the most desirable cars in the world is really athe job of Christian Georg Besemer and his CG Motorsports shop. Based in Richmond, British Columbia (immediately south of Vancouver), Besemer says, our specialty is anything M. It didn’t start like thatI used to be a big Volkswagen guy during the day and wanted to just work at the local dealers, Besemer says. But my father already worked there and didn’t want me to have a job on the same place, just in case people thought there can be any favoritism. So I walked across the street on the BMW dealer and they hired me. This was in 1989. I stayed with them and got a journeyman license.

1988 BMW E30 M3 fikse profil 10 forged alloyw wheel 21

1988 BMW E30 M3 gauge cluster 17

1988 BMW E30 M3 jagermeister livery 22

This became also how Besemer grew to appreciate the many virtues of the blue and white roundel, although the VW habit was tough to kick. All the money I earned at BMW went into Corrados and Sciroccos. My true passion was performance. And being a tech, I’d see cars come intriggered setting up his very own shop in 1999. We originally did BMW and VW tuning, but eventually drifted away from VW. So, did my customers. Now we’re only BMW. We do a lot of servicing. BMW is building its cars very wella couple of M3s himself and has built four cars similar to this. In fact, client Ari Burstein (erstwhile H&R distributor in Canada and now a big man in the steel business) pestered Besemer regularly to sell him an M3. Finally, Besemer suggested that his shop build anyone to Burstein’s specs. So, they looked around for the ideal wheels. The hunt is regarded as the exciting thing, Besemer says. Incidentally, jäger means hunt in German.

1988 BMW E30 M3 hamann pedals 07

1988 BMW E30 M3 fikse profil 10 alloy wheels 06

1988 BMW E30 M3 fikse profil 10 alloy wheel 08

Burstein didn’t want to see any trace in the old paintwork when opening the doors or lifting the hood, though this car started off as a white E30. Thus it was stripped down completely for the full orange Monty. But what started as a DTM replica suddenly became an illustration of mission creep. Burstein wanted a rollcage (it’s an OMP unit) and the Euro-spec S50B32 engine from an E36 M3.

Putting an E36 engine into an E30 bay was fairly straightforward, Besemer says, with a modesty that doesn’t even hint with the ingenious usage of original BMW components. We didn’t must build anything fancy. We borrowed from your parts bins of various models, including the E21 (the first-generation 3 Series), E24 (’80s 6 Series), E28 (’80s 5 Series), E32 (’80s 7 Series), E46 (fourth-generation 3 Series), and E53 (first-generation X5). In case the techs at BMW had built one of these simple, they might well have done the exact same thing.turned to Active Autowerke. They’re a busy schedule-to guys for forced induction in BMW cars, he says. That they had a stage one tune all all set to go, but of course, Burstein wanted a stage two, which Active Autowerke had not developed up to that time. So that we transported the car down to their shop in Florida. And in went a methanol injection system also. Joining the right kind of Miami vice are CP low-compression pistons as well as a Walbro 400 liters hourly fuel pump.

1988 BMW E30 M3 headlight 15

1988 BMW E30 M3 hamann steering wheel 12

1988 BMW E30 M3 fikse profil 10 forged alloy wheel 18

The big hurdle was the intercooler, Besemer says. We modified everything in the kit to make all the pipes fit. Plumbing generally has been a challenge. Take the headers, for example. It’s best to have all six tubes the same length. We found the factory E36 headers were not only a beautiful design, but they also worked the best. We customized a mandrel-bent centersection and that would go to an Eisenmann muffler. In addition toand the limited-slip differential from a Z3M. It holds an extra liter of oil, Besemer says. And the fanned casing helps keep things cool.

This idea of cannibalizing later models to benefit a BMW from the past was repeated with the steering rack. It’s another Z3M component, chosen for its close-ratio gearing. And note the front fascia from an Evolution II M3, a variant that never came to america.

1988 BMW E30 M3 eisenmann muffler 11

1988 BMW E30 M3 active autowerke stage two supercharger system 20

1988 BMW E30 M3 sport evo rear wing 16

No go-faster build is complete without the ability to decrease. Besemer installed a Brembo big brake setup at the front end, with four-piston calipers biting on 13-inch one-piece cross-drilled discs with Hawk HPS track pads. The rears have 11-inch Brembo cross-drilled discs as well as the same Hawk pads.

Ground Control coilovers and Racing Dynamics antiroll bars (thankfully, an over-the-counter purchase that didn’t need any extra tweaking) collude with Toyo Proxes P1 tires on Fikse Profil 10 forged alloy wheels to deliver dynamics, traction, and grip. Which is the location where the real fun starts. The widest rear tire it is possible to fit with this M3 can be a 245, Besemer says. This car will light those tires up in Third gear. The energySomehow Burstein manages to drive it, whilst the dyno says 414 hp at a screaming 7,300 hp and 317 lb-ft of torque at a similarly busy 6,500 rpm, measured with the wheels, although almost. He sits in theon the way to Area 27 as soon as that project is finished. It’s a new racing facility in South Okanagan (apparently one of the warmest and driest places in Canada) with a track designed by former F1 racer Jacques .

It’s not just a straight-line machine, Besemer says. It has the power along with the handling. It’s the best of all worlds. Not really that we should ever think of this build as finished. Besemer says, This is the sort of car that will never be done.

Volvo 850 Tuning

CARPHOTO-3509

850 shows aerodynamics are not needed with lots of power!

Following success in the Touring car championships, Volvo carved out a name for themselves.

Today there are lots of tuning options and upgrades for the 850 and when you purchase them wisely you can have an amazing supercar chaser.

Volvo 850 Tuning

Handling modifications are usually the first port of call for the 850. We advise that you fit uprated suspension and lower the auto by 30-35mm. Larger drops require arch work – especially on models already equipped with sports suspension.

Tuning tips and articles

Our aim in 850 engine tuning should be to increase peak power and Torque at the top end.

Spending a bit money on the handling and engine will transform your car right into a very credible performer.

Smaller engines usually do not provide much of a return when it comes to power, so start with a bigger engine. Engine swaps are a wonderful option when you have a small engine size.

850 Engine Tuning Mods.

These modifications are often performed by our members, decide how far you need to go before you start.

Getting the right mods for your personal planned utilization of the car is vital. Stage 3 (competition) mods just don’t work well on the road.

Stage 1 mods: Exhaust, Panel air filter, Remap, lighter flywheel

Stage 2 mods: Fast road cam, polished and ported head, fuel injector & fuel pump upgrades,

Stage 3 mods: Engine balancing, forced induction (turbo/supercharger), Internal engine upgrades (pistons/head/valves), competition cam.

By raising peak power you maintain reliability and economy. A fast road cam is going to be one of the best power mod that can be done mechanically in your engine. Don’t forget to uprate the fueling when you find yourself increasing the power – it makes the car more thirsty. You will get more snappy acceleration by fitting a fuel pressure boost valve. To get sufficient fuel you might need to uprate the injectors in your engine. When increasing your fueling you will also should get a bigger fuel pump to deliver it.

Volvo 850 Exhaust and Intake.

The following area for modification may be the intake and exhaust. Maximum power gains result from a full induction kit. On small engines you will actually lose low down power so we suggest you use a panel air filter instead. Sports exhausts will certainly help air flow through the engine but do not go too large. Stay with 1.5 to 2.5 inches for best results.

Gas flowing the head will help you to maximise your air/fuel charge. Once you begin tuning your 850 you will notice that the standard clutch starts to complain so get an uprated clutch. Turbo engines are just begging to be custom remapped.You will notice big power gains on most turbo engined cars including diesels building a remap probably the most cost effective modifications.

Adding forced induction will discover big power gains but this is usually too costly to be cost-effective. Turbos are harder to add than superchargers. Turbos give improvement in exponential proportion to increasing engine speed and this can make mapping difficult. The nice steady boost to rpm characteristics from the supercharger cause them to easier to map. Adding forced induction will usually require a lower compression ratio or water injection.

Volvo 850 Wheel modifications.

The benefits of alloy wheels include a lower unsprung weight and more efficient brake cooling. It is worth noting that although they will look cool on the 850, big alloy wheels will actually reduce your performance. The greater you go the lower your top speed is going to be due to the change in your effective final drive ratio. Although some people have gone larger, we may stick to a 16 inch rim size as the maximum.