Miles’ BRZ: Holistic Approach

Like so many of the Gran Turismo generation, Miles Kodama got his first taste of motorsports through the Playstation console, and then later through the mediums of television. After spending his high school years watching Top Gear, he had put an idea together of what his first performance car ought to be.

Miles’ first purchase, an E46 330i, might’ve been a higher mileage example, but it introduced him to the local BMW community. Some familiar names encouraged him to sign up for his first track event, which Miles duly did, but getting sideswiped by a drunk driver on I-880 prevented him from using the BMW on his track day foray.

“I got off OK, but the other guy crashed into the wall and ran off from the scene Oakland-style.”

The problem was that the car needed some work, and as he’d already paid for a ticket to Sonoma that wasn’t refundable, he had to improvise. Thanks to the kindness of his mother and a few carefully chosen words, he borrowed her convertible Mini Cooper – then with just 8,000 miles on the odometer – and used it to turn his first laps on track. The unavoidable consequence of thrashing a front-drive car surprised both the Mini service advisor and his mother, who couldn’t understand why driving to spectate at a race event would ruin her car’s front tires. Again, picking the right words makes all the difference when making a plea.

Still being a college kid with limited funds, Miles had to put his new interest on the back burner for some time until his finances improved. Sadly, that lull lasted a few years, during which Miles had to sell the BMW and instead drove a friend’s Astro van to school and later work.

Shortly thereafter, his dedication paid off and his well-deserved pay raise put him in a position to pick up where he left off. Earning a respectable salary put him in a position to pick up a newer, quicker car to make a concerted stab at track driving and fulfill the wish he’d been holding for the better part of a decade.

The year was 2016, and the interest rates played a large part in his decision. Between buying the two cars which fit his budget, an E46 M3 or a new BRZ, the latter’s appealing APR was what helped him choose. “I had to finance the car, so the manufacturer’s interest rate was the option that was kindest to my wallet. Additionally, I wouldn’t have to worry about old car problems; I’d fixed plenty of E46s to help pay my way through city college, and I was through with replacing rod bearings.”

One fortuitous offering left Miles utterly convinced that the BRZ was the way to be. At the time, Subaru offered a Performance Package for just $1,400. This consisted of bigger Brembo brakes, 17x7.5 wheels, and special Sachs dampers. The 2017 model also had a mid-cycle update with updated styling, more power, a higher ratio differential, a reinforced engine block, and a nicer interior.

Suddenly, all was progressing with a momentum of its own. After suffering through the break-in period, Miles’ colleagues invited him to join in on a track weekend. After so many years waiting, he was able to exercise that desire to drive, and his friends gave him several rabbits to chase.

However, their cars were so unlike his, he couldn’t help but wonder how he was stacking up as a driver. To get a better basis for comparison, he enrolled in the 86 Challenge.

Encouraged by its simple rules and one accepted model (at the time), he felt he’d be able to prove his mettle as a driver in this competitive series. Not surprisingly, the standard of competition was humbling, but rather than sulk, Miles took the opportunity to better himself and his machine.

“They were just fast! To be fair, I was running in the wrong class (Street) due to my aftermarket rear control arms, but even the guys in Stock class were way quicker than me.”

Even at that stage, his commitment couldn’t be questioned. Miles ran every event in his first season 2019 and placed fourth at the end of it. Being so close to standing on the podium stuck in his craw, though, as this was the position he’d found himself finishing in past go-karting races and robot combat matches. If he had a say in this new venture, he would work harder to ensure he finished at the sharp end of the pack.

“I’d finished fourth too many times – I had to win.”

To address his vehicular shortcomings, he made sure to make better use of the points allotted to him by installing a set of 17x9” WedsSport TC105X wheels wrapped in 245-section GT Radial SX-2s, Pagid RSL29 pads, as well as a set of Annex Clubspec Pro coilovers.

These mods alone would not make the difference, however. The simulator now played a daily role in his life, as did cycling sessions. Whenever a friend or a coworker suggested a few laps at K1 Speed, Miles was in. He monitored his diet, lapped as frequently as he could, and even enrolled in a few Drift SF classes to grow more comfortable with oversteer. Driving was no longer some confusing rubric; he’d grown comfortable enough to push and simultaneously assess his performance. Well, an AiM Solo helped a little in that regard, but the mental bandwidth had been freed up from learning the basics and now, fitter than ever and nearly 30 pounds lighter than when he started, he was ready to compete.

The holistic approach paid off, and at the end of the 2021, he finished second in the standings behind Tor Anderson. Being so close was bittersweet, but the result only strengthened his resolve.

For 2022, he committed to maxing out his available points with headers, a small wing, and E85 – all mods used by Tor the year before, minus the fuel. “It started to seem easy, if I’m being honest,” he admitted,” though I couldn’t rest; Timur Iskhodshanov kept me on my toes and was usually just a few thousandths behind me.”

At the end of the season, Miles finished first in the standings with seven first-place finishes and Timur behind with six second-place finishes. After three years of trying, Miles brought home the trophy he’d coveted for so long.

The competition was tougher the following year, with Timur now trading firsts with Miles and a new entrant, Quanli Xing, keeping everyone honest. Despite that, Miles prevailed again.

For 2024, he shifted his attention to a lingering worry in the back of his mind. With so many of the second-gen BRZs’ engines failing, he had to wonder if his number would be pulled in the near future.

Although his car had then performed 63 DEs without any real issues aside from blowing out his catalytic converter, he decided to safeguard himself from an expensive and embarrassing afternoon, he pulled the motor and inspected it. Much to his relief, it showed no wear, save for a few seeping points. Nevertheless, he took the opportunity to rebuild the bottom end with forged components and raise the compression ratio to 13.5:1 for another 10-20 estimated horsepower.

For the 2025 season, Miles aims to rejoin the 86 Challenge, but this time run in Touring class, where he can mix with his old sparring partner Tor Anderson and add a real aero kit to his car.

“Taking a Subaru BRZ or Toyota GR86 to the track reminds us it isn't about having the fastest car, but mastering what you have and growing as a driver. Modifying cars is part of the fun, but when combined with being humble, learning from others, and challenging yourself to be better, competing in the 86 Challenge became one of the most rewarding things I've ever done,” Miles concluded.

To follow Miles’ progress, visit his IG here.

Fenton's BRZ: The Dependable Workhorse

He had started his quest for the perfect street-track hybrid with high standards. The tactile response of his first S2000—yes, even with vaguer steering—had Fenton smitten with raw cars that bristled with energy and urgency. Then there were a couple Porsches—a pair that taught him about all the bliss and all the frustration that comes with owning a German sports car pushing two decades. He’d set out to try and get something supercharged with emotion, but later realized that there’s usually a high price to pay for that sort of zing.

As time went on and his priorities changed, he realized that it might make sense to try something new. He didn’t want to give up on his quest for a usable sports car, but he was willing to accept that a warranty and back seats meant just as much as speed and immersion. It could be quick and capable, and even if it didn’t have that undiluted feel that some of his older cars did, the compromise would be better for what he, a casual track day driver with a need for a practical daily, was looking for.

Versatility: A Sign of Experience

His search for a great all-rounder coincided with the release of the second-generation BRZ. It seemed like fate: more torque, more room than his S2000, and a warranty that granted him some peace of mind, it seemed to have most of what he was after. The rash of outrageous markups had him calling dealers within a thousand-mile radius to find someone who wouldn’t gouge him. A few days later, he booked a flight to Oregon and made one his own.

It looked fast in World Rally Blue, and fitted with a six-speed as well as an LSD, it had all the performance options he wanted for track duty. However, its real-world usability still had to be determined. Fortunately, he had an 800-mile trek back to the Bay Area to fully experience that side of the new BRZ.

Civilized, Capable, Comfortable

His trek along the coast only confirmed his suspicions: the BRZ was an excellent road car with the sort of manners one wants from something they’ll spend their morning commute in.

“Visibility is excellent—far better than my Porsches or an S2000 with the top up. NVH can be a bit high on freeway journeys, but that's the price you pay with a 2,800-pound car. Even so, it beats my previous cars and the older BRZ in that respect.”

Because of its good ergonomics and easy ingress/egress, it doesn’t morph into an iron maiden during long distance drives or irritating hours in traffic.

“The seat has plenty of lateral bolstering for the torso, but not quite enough to secure my thighs when driving fast. That’s not ideal for the track, but it does make the seat easier to get in and out of. For now, I don’t have any plans to get a bucket seat.”

“The steering is telescopic and height adjustable. The steering feel is not anywhere as good as my 997.1’s, but it is quite good. I’d rate it a 7/10; as far as electric racks go, it has a good amount of weight and feedback, it’s not vague around the center, and it’s fast. It only takes a tiny bit of steering input and the car darts.”

There’s also real headroom and enough space in the footwell to keep his legs from cramping. For a man of average height and build, the second-gen’s cabin is a genuinely comfortable place to sit for extended periods—even some of his taller friends agree with this.

Performance Pickup

If the new BRZ has something which helps both its real-world versatility and its on-track performance, it’s the increase in displacement over its predecessor.

“From a performance standpoint, the second-gen is better in every way than the first-gen. The torque dip is not a significant problem, it doesn’t feel underpowered.

True, it doesn’t sing at the top end like an F20/22 will, it doesn’t have the same narrow powerband. The FA24 makes good torque from 3,500 revs and just barely plateaus past 7,000 rpm. “Actually, it’s a pretty rev-happy engine. It isn’t electric at the top of the rev range, but it likes to be revved out,” he adds.

Fortunately, the BRZ’s famously wonky throttle response is less noticeable on track. At speed, it feels linear and natural.

Mostly Unmolested

While it’s fun and focused enough in stock form to provide real pleasure on the track, Fenton wouldn’t be doing his fanbase much good if he left it totally factory. However, as this car is meant to be more dependable and economical than it is fast, he’s shaped some of his tuning approach around cost savings and reliability to ensure his weekends go smoothly. No matter how quick and engaging it could be, it’s more important that it’s running on Monday morning when he needs to start his commute.

He put reliability first—just the bare minimum. To keep the car happy during a ten-lap session, he had to first address the car’s oiling issues. “An oil cooler is an absolute must—the OEM cooler is useless,” he added. It required a little custom bracketry, but his Colorfittings aftermarket cooler went in easily.

The OE oil isn’t really up to track demands and needs to be flushed—a realization he had after trying one track day with it. The factory 0W20 spilled out thick, black, and opaque. Thankfully, it’s not a picky car which only sips the finest; he skipped the primo Motul oil and settled on the more accessible Pennzoil Platinum 5W30.

However, the good stuff is circulating through much of the drivetrain. Fenton flushed the OEM diff and transmission fluids and replaced them with Motul 75W90. Better heat resistance, reduced wear and tear, and improved peace of mind.

Only Minor Modification Needed

After ditching the stock pads for a set of Raybestos ST45s, he addressed some shortcomings in the factory suspension. The most significant handling benefit as of yet comes from a little more camber. Just upper and lower bolts helped him achieve -2.6 degrees of camber and only set him back sixty bucks.

An affordable set of Enkei TS10 wheels have allowed him to bump up his tire sizes without stretching his limited budget. “I don’t care if anything happens to them—it’s nice having a disposable/expendable wheel and hop the curbs carelessly,” he adds.

Currently, he’s been tweaking a set of prototype Annex Clubspec Pro coilovers—and his car is the test mule. Most importantly, the car has to be comfortable. Both he and Annex have been searching for a spring rate that suits daily driving.

Why it Works

Despite its imperfection and its semi-compromised nature, the second-gen BRZ still delivers on the track—though Fenton has adopted a new philosophy when it comes to thrashing this car.

“I definitely get a buzz from its handling and all the options it gives me. If I want to get the car to step out mid-corner, it only takes a stab of the throttle. You can throttle steer the car in most corners with medium-grip tires,” he relays happily.

“If I get a drift just right, it pays off and I’m pleased. However, I’m never dying to wind the engine out or double-downshift to get that perfect gear change like I am with the S2000. With the BRZ, it’s only exciting at the very limit.”

“When I want an emotional drive, I take my NSX out. Even sitting in that car at a stop light evokes some feeling. The BRZ may not get my heart pumping in the same way, but it is the reliable workhorse that’s happy to be abused—or just used like a conventional commuter car.

Not having to lift the hood often compensates for any lack of excitement.

In the Under-$40,000 category, it might be the best dual-purpose car I know of—as long as you don’t need big back seats. Still, the storage space is decent. You can fit a whole set of wheels and tires in the back—that’s something I never could do with my S2000.

“For me, this car is a tool—it’s not an emotional object. As long as it helps me become a faster driver and gets me to work comfortably, then it’s served its purpose.”

Parts List

• OEM Subaru crash bolts. OPC adjustable lower bolts, Annex Clubspec Pro Coils one-way adjustable 5/6K F/R

• Enkei TS10 wheels 17x8” with Kumho V730 tires

• Castrol SRF fluid, Raybestos ST45 front pads, Powerstop rear pads.

• AWE full touring exhaust

Kevin Schweigert's GR86: Back to Basics

Kevin Schweigert’s fondness for the little Toyobaru products has waxed and waned over the last decade. His first, a first-generation BRZ, gave him that feeling of involvement that had him hooked. The lack of power led him to supercharging its engine and pushing power near the 400-mark, which proved to be a backloaded decision; axles and gearboxes needed replacing soon afterwards.

Tired of dealing with the temperamental blown BRZ, he traded it for a stouter A90 Supra that could happily handle 500 pound-feet. However, the Supra’s heft, increased running costs, and softer edges didn’t excite him quite like the little BRZ once did. In fact, he even considered hanging up his helmet.

Despite big power and impressive lap times, the softer Supra didn’t excite him like his BRZ did.

Thankfully, he didn’t have to do that. After getting a shot at testing his friend’s GR86 last winter, he sold his Supra and sprung for another normally-aspirated, lightweight, visceral, and raw machine. This time, another .4 liters will have to do; Kevin’s done with boosting an FA motor.

Without the former cars’ power, the new GR cannot hope to compete on longer tracks, but its combination of a larger motor and low weight is keeping Kevin quite busy. Significant torque increases and similar gains at the top end mean it’s happy to dance around in third gear in a way that the previous BRZ pre-blower never could.

Though power adders aren’t a priority right now, he’s planned out a few bolt-ons to get the FA24 making something closer to 250 horsepower at the rear wheels. A few duels with a lightly tuned AP2 S2000 has proven that it’s not lacking any straightline speed—and that’s with just a Counterspace Garage Spec Touring exhaust bolted on. This was done mainly for the fact that he couldn’t live with the digitized noise piped into the cabin. “It just wasn’t right,” he said.

He’s made good use of his connections at Counterspace Garage to get his latest acquisition into fighting shape—not that it needed much help. His list of modifications is fairly short, but the effect is obvious. “I wanted more stability and sharpness via the coilovers,” he stated. Thankfully, the ones used didn’t cost him much—they were once the coilovers he ran on his GR. “I had them revalved for 2kg less spring rate since this car is driven to the track,” he added. These CSG Spec Tein SRC V3 (7kg F 8kg R) aren’t the only hand-me-downs—he’s also got an OEM 2013 rear sway bar. Two hand-me-downs and he had all the pointiness he was after.

Stopping also needed some work. For Kevin, the CSG Spec C1/C11 pads don’t fade, last forever, and offer great modulation. Of course, a wider set of shoes helps there, too. His car wears a set of tasteful 17x9.5” Volk TE37 TA +44, including a 10mm front spacer, shod in 255/40/17 Maxxis RC-1 R2.

At this early stage in its development, he’s been able to go sub-two at Buttonwillow CW13 without wings or slicks, and from the onboard footage, it’s not hard to see why. Assuming the angles are kept reasonably shallow, the car can be shimmied in on the brakes and wiggled through the middle of the corner—several times if necessary—to get through the corner quickly and stylishly. The straightline speed isn’t anywhere near as great as his Supra’s, which also likes to dance around in this fashion, but the GR’s low weight, moderate power, and greater communication makes it a more involving drive.

“It’s pretty much telepathic,” Kevin adds.

It’s got the right sort of rack as well as all the sensory inputs needed to keep an aggressive driver completely engaged and satisfied—straightline speeds be damned. An audible beep every time he nears redline, plus a rife bolt-like throw of the gear lever help the 2.4-liter motor stay in its ideal range. Again, this engine’s not a top-end screamer, but the added displacement means the ratios don’t need to be shuffled through so frequently, and that rear end will move around just a little more with some third-gear stabs of the throttle.

That willingness to rotate, plus some mild engine tuning and a few aerodynamic additions might make this GR a contender for the S4 title. Will Kevin take the crown? It’s hard to say, but it’s definitely in the realm of possibility. What’s certain is that he’s rediscovered his love for tracking—and that’s what matters.