Justin's Moore's Mustang GT: Practicality Pays Dividends

In its earliest state, Justin had wrapped the Mustang in highlighter yellow.

Justin Moore figured this time around, he’d save himself a little misery. Exchange some sentimental attachment for peace of mind, keep your ass in the seat, and drive the wheels off it. What is it? “It’s a piece of expendable athletic equipment,” he declares. That’s the way he feels about his 2011 Mustang GT. Not quite the passion project his big STI was, this Ford has proven to him that there are other aims in motorsport outside of manifesting the vehicle he saw in his teenage dreams.

The Mustang wasn’t the first dependable track vehicle he bought. Prior to this, he’d been autocrossing a 987.1 Cayman S with a few minor tweaks. Though the two got along beautifully, the thought of an IMS failure or a big crash in the Porsche left him feeling a little tense. 

Rather than risk it, he sold the Porsche and consulted the knowledgeable Tony Rodriguez. “I wanted something that was fast, fairly cheap, fun, and fuss-free.” Basically, the costs had to be restricted to consumables for the platform to work. There were a few possibilities, but Tony and Justin agreed fairly quickly on the Mustang.

Most of the chassis modifications he’s chosen are second-hand, including the homemade splitter and the APR rear wing. 

Soon enough, there was a new car in his driveway. With Tony’s guidance, the put together a fairly lengthy list of modifications: big wheels and tires, a few aero pieces, and a set of pads. The S3 rules at the time limited the tire width, but he learned to drive around the resulting understeer and got on with getting regular seat time. 

Though the mechanical grip wasn’t really satisfactory, the combination of that and the aerodynamic download ended up ruining a motor. Oil starvation is never fun, but Justin didn’t sit with his head in his hands. Instead, he contacted Mark Luton and laid out a very basic plan for the replacement lump. 

For Phase 2, Justin shed the yellow wrap.

Justin calls it “Stock Engine-Plus,” but that doesn’t really paint much of a picture. MMR made sure that the motor could handle track abuse and lateral loading. Included in the parts list is an expanded oil pan, an Accusump, and all the ARP hardware to make the motor more resilient. Of course, a few bolt-on modifications and a tune by Ed Susman helped raise the power output to a respectable 480 horsepower at the rear wheels. It’s also held up to all the abuse Justin’s put it through in the past two years.

After the motor came back, the rules changed. Now the SpeedSF Challenge rules allowed wider tires and the option of slicks without a big points hit, so Justin moved on from his 285-width Nankang AR1s to a set of Hoosier A7s measuring 315, and the handling balance shifted dramatically. “I used to deal with the understeer, which made me angry. Now, it’s neutral, forgiving, and much faster. Wider tires were exactly what this car needed.”

Getting the handling balance right also required leaning the front tires in some—about 3.6 degrees of negative camber. There’s not much one can do to improve the solid rear axle in that respect, so he dropped the rear as much as he could without scraping. Along with a Watts Link and a soft enough setup has given him enough grip and predictability to get airborne and continue attacking.

This handling balance and reliability allowed Justin to grow along with the car. “It was never scary—and not just on the track. There wasn’t a need to ever worry about much, and so I could relax and focus on the driving side of things.”

That approach paid off. Currently, Justin’s leading the S3 Championship and hoping to secure the title. All he’s had to do is build a motor—not a meager expense, but still a simple fix. Well, there were the modifications he had to make to his air-oil separator, but that’d have to be classified as a minor annoyance rather than anything that could turn hair gray. The rest has been sweet and simple.

Times

• Thunderhill Cyclone: 1:57.465 (Speed SF record)

• Thunderhill Bypass: 1:56.494

• Thunderhill West: 1:20.610

• Buttonwillow 13CW: 1:54.516

• Laguna Seca: 1:36.938

Modifications

• ST Suspension coilovers

• Whiteline Watts link and front bar

• Forgestar wheels 18x12”

• Kooks long tube headers and x-pipe

• C and J intake

• custom air-oil separator

• custom hood vents

• Ford Performance crate motor with MMR-built bottom end.

• ARP hardware

• Ford Performance oil pump

• Accusump

• MMR baffled oil pan

• Ford Performance trans cooler

• 3.55 final drive and rear end fluid expansion reservoir

• lightweight radiator support subframe connector

• APR GTC300 rear wing

• Custom birch splitter

• Boss 302 lower front fascia for brake ducts

• Brembo Performance Package brakes

• DBA brake rotors

• Fidanza clutch assembly

• steel braided clutch lines

• Hawk DTC-60 brake pads

• Holley dual fuel pump upgrade

Rich Bonem's BRZ-Camaro Dilemma: Speed Costs Money

Years of construction work meant his hands weren’t what they used to be, but that only meant that Rich Bonem had to find a new outlet. That and a few objections from his loved ones was why he switched from lapping crotch rockets to time trials in Subaru BRZ which, even in stock trim, was already a fantastic driver’s car. Light, agile, and encouraging, his 2017 BRZ Performance Pack served him well that first year, during which he squeezed in twenty track days—and all he did to ensure the car ran well was add a Mishimoto oil cooler.

The modifications came the following year. With a set of Enkei RPF1s wrapped in 255-section Bridgestone RE-71s, the BRZ was surprisingly capable of near-factory footwork. To make the most of that improved stance, he used SPC’s rear control arms and their toe arms to dial in a track-specific alignment. With 3 and 2.5 degrees of negative camber front and rear, respectively, the car could be leaned comfortably, generate the needed mid-corner stick, and oversteer predictably—just what the underpowered BRZ needs for fast times.

Although power wasn’t its forte, the BRZ was able to be livened up some. Rich tried what he could to squeeze a little more from the FA20 with UEL headers, a JDL high-flow cat, an Invidia N2 exhaust, as well as an OpenFlash Tune. It wasn’t groundbreaking horsepower, but 180 horsepower at the wheels in a 2,700-pound car qualifies it as quick.

With a set of Verus brake ducts topping off the short list of mods, Rich had himself a competitive car he could take to 86 Challenge. “What’s really cool about the 86 Challenge is the fact you can take a completely stock car and compete. Every event has had a great turn out, and when you’re ready to add some more upgrades, there’s a group for you, no matter how modifed your car is,” Rich says.

This car and this competition provided Rich with the realization it sometimes takes eager track rats years to learn. “When you’re competitive in motorsports, seat time is the best upgrade. In just one year, I went from being a complete noob to being one of the fastest guys at the track, and this was due to regular lapping days and the way I gained confidence so quickly. Every lap you push a little harder, brake a little deeper, focus on more advanced techniques, and study the features on the track that are so hard to notice when you’re new and uncomfortable.”

Still, that challenge could only last so long. Eventually, he felt like he hit a wall. No matter what he tried, he couldn’t improve upon his personal bests.

Looking into the cost of getting more power from the temperamental FA20 seemed silly; a little research into Kevin Schweigert’s experience with his supercharged BRZ wasn’t encouraging; things started to break things once past the 350 horsepower-mark. For that reason, Rich decided to leave the underpowered lightweight behind and move onto a new platform.

In addition to brakes the size of medium pizzas and a motor over three times the size of the Subaru’s, the Camaro SS 1LE represented a new challenge to Rich. It was bigger and harder on consumables, but unlike the Subaru, it had a robustness and, crucially, a warranty which made tracking it relatively easy on his conscience.

Not surprisingly, Rich was staggered with the car. The braking performance was stunning—seeing a measured 1.3 G in the heavier braking zones was a big surprise considering the additional half-ton of weight. “I felt my soul leaving my body,” he reflected.

The interior offered plenty of space, the gearbox was sweet, and the general reliability was impressive, too. Therefore, the ease of transition was more than just calming—it was inspiring. “The Camaro really made me feel like a superhero,” he added.

True, some things needed improvement—he added an APR GT300 rear wing and some adjustable rear toe links, then dialed in a little more camber all around. Other than that, it was left stock, because it was more than he could fully exploit at the time of purchase.

If it had any flaws in its driving dynamics, it’s that it wasn’t’ not the chuckable thing that the BRZ was. Still, it compensated for the added size with real stability and, obviously, a lot more motor. He increased the front tire width to match the rear 305s, but in its current configuration, the 3,800-pound bruiser still lacks that urgency that he loved so much in his old car.

For Rich, the dependable, reassuring balance, great high-speed manners, and stress-free lapping were the outstanding traits—outstanding enough to forget about its few flaws.

Good manners and an extremely stable platform gave Rich the encouragement needed to push his expensive track toy.

Except one. That ease of tracking and the obvious challenge kept him from ever feeling stagnant or frustrated, but he couldn’t help noticing the damage done to his bank account. Between track day insurance, gas, tires, and brakes, Rich found he was spending nearly twice as much every weekend than he had with the Subaru. Speed and power were fun, but like Kevin Schweigert realized, they’re not everything.

Brake pads lasted only four lapping days, and the tires two—the massive weight wearing out the shoulders extremely quickly. Not surprisingly, he’d only managed half the number of track days in the Camaro over eighteen months than he had with the Subaru in one year.

For Rich, the Camaro is the simple solution that so many track guys are looking for. “It’s a tried-and-true platform that will work, but I find myself already feeling like I want more. I can make it faster, but to upgrade an already expensive car is just crazy. Now, I believe I’d rather start over with a stock BRZ and upgrade slowly to appreciate the differences each upgrade makes. Maybe a K24 engine swap in the future?”

This journey has taught him of all that which is really important in a track car, as well as the cost restrictions and practical limitations that the starry-eyed builder never really understands until they’ve sunk half their savings into a creation. To win requires practice, and to have fun requires a constant challenge and regular advancement towards that goal on the horizon. How does one balance that? That’s up to the driver and their tastes, finances, and abilities.

Simon's STI Wagon: Many Mods Spoil The Subaru

By the time Simon started tracking at age 33, go-karting was out of the question. His body hadn’t been calloused properly from driving those cost-effective but physically draining machines during his teens and twenties. Plus, being a proud Northerner, Simon wasn’t ever too eager to drive in hot temperatures, and not only does a kart puts its driver right in the middle of a heat sink, it requires them to wear a racing suit. He sought out something a little more comfortable to get his jollies with.

Always fond of the Subaru’s rally-inspired road cars, he grabbed an ‘06 WRX sedan and started autocrossing. Fearing the five-speed would shatter under the strain, he decided to upgrade to a new STI a few years later. This time, he’d have a stout six-speed, a little more power, and a fifth door. This wagon, with its softer lines and extra storage space, represented the best drive-to-the-track car for Simon.

His honeymoon phase was bliss. However, after learning a little more about the EJ257’s ringland issues, he had a little irritating voice to contend with every time he took his wagon to the track. Still, he made a few modifications, kept power outputs reasonably close to factory, and learned how to get the most out of this surprisingly swift and nimble hatchback.

Of course, his plan to remain conserative with power outputs was, well, a little idealistic. Even keeping power under the 400-whp-mark, he found that the engines kept popping. After a worrying but relatively ineffective fire during an autocross, he decided to splurge and get a fully built engine courtesy of IAG Performance.

This special lump included a parts list four pages long and a price tag not far from the cost of a stock STI. Clearly, he was committed to seeing just what the EJ257 could do when he threw everything at it. The big ticket items that might raise an eyebrow are an IAG Stage 3 Magnum EJ257 Subaru Closed Deck Short Block, IAG pistons and rods, a Supertech valvetrain, ID1300cc injectors, and a custom GTX2971R turbo that fattens the powerband sufficiently for the road course. The total power output: roughly 450 horsepower at all four wheels.

Oiling and cooling proved to be the biggest problem for this engine, regardless of its level of modification. To keep the motor lubricated at high g-loading, he ran KillerB’s larger oil pan, baffle, and pickups; as well as Crawford’s air-to-oil separator. Adding a vented hood helped extract some of the heat from the bay, and a PTP Lava turbo blanket, Koyo radiator, custom 19-row Setrab oil cooler did the rest. Though he didn’t test the car in truly scorching temperatures, it proved to stay chilly in Laguna Seca’s dry heat.

“It’s a fun car when it works. I’ve had some thoughts about returning it to stock and just enjoying it for what it’s meant to be, but I feel I’m past the point of no return,” he laughed.

Of course, it wasn’t meant to excel only on straightaways. The biggest modification he made—one of hundreds—was surprisingly simple: chassis stiffening. Between the TC four-point rollbar and the CUSCO chassis bracing—mounted mostly on the underbody, gave the once doughy wagon a much more athletic character. “It wasn’t the motor or power that surprised me most—it was the CUSCO bracing. I had to relearn everything; it’d become so tail-happy overnight!”

That edginess was dialed out for a more Massive AP six-pistons clamp the front rotors and give the 3,200-pound wagon strong braking performance and repeatable trail-braking—a must in a middleweight four-wheel drive. The platform’s inherent understeer is mitigated somewhat by getting the most offered by the KW V3 two-ways and camber plates, but it’s something he prefers; the softer edges of a push-prone quell his nerves.

Thank Christ the footwork was sorted as well as it was, because now he’s dealing with a power downgrade and the wagon’s sharp handling is now its greatest strength. Why the downgrade? It’s recently been made smog-friendly and the only real power adder is a COBB tune. “It’s a little on the slow side, but at least I’m not going to worry about another engine bill anytime soon,” he said with a smirk.

If the lengths Simon went to trying to find the most this platform can provide taught him much, it’s that there’s some sense in staying stock. “Too much worrying detracts from the driving experience, and the more modified the car is, the more I worry,” he admitted.

For now, he’ll have to learn how to enjoy a machine with grip that vastly outweighs its power output—though it’s tough calling a 300+ horsepower turbo car a momentum car. For comfortable commutes and spirited backroad driving, he’s got an EVO X on hand that he’s committed to keep near-stock. He learned his lesson with this bewitching but fickle wagon that will undoubtedly remain the focus of his excessive side for years to come.

ENGINE
IAG Stage 3 Magnum EJ257 Subaru Closed Deck Short Block
Closed Deck Block Halves
Machined for Fire Lock Ring
Machined for 14mm Head Studs
IAG Spec JE FSR 99.75mm 2618 Forged Pistons
IAG Spec H-Tuff Connecting Rods with 625+ Rod Bolts
ACL Race or King Main and Rod Bearings
STI Nitride Crankshaft

Supertech Titanium Spring Retainers and Spring Seats
Supertech Valve Spring Kit (Exhaust and Intake)
OEM Valve Guides
R&R all Intake and Exhaust Valve Guides, 5 Angle Valve Job, Head Resurfacing
Grind and Polishing Spring Ends for titanium retainers
Bowl Blend EJ Heads
IAG 14mm Head Stud Kit for EJ

Subaru JDM 12mm Oil Pump Part# 15010AA310
Gates Racing Timing Belt
RPS MAX Series Clutch with Street Disc
ACT Streetlight Flywheel

KillerB Oil Pickup
KillerB Oil Baffle
KillerB Larger Oil Pan
Miltek Catback Exhaust (with custom Laguna Seca turn away tips)
Agency Power aluminum 3" Turbo inlet (with 3"->2.4" silicon adapter). DEI wrapped
Stock VF48 turbo
Cobb FPR
Cobb Flex Fuel Kit (fully installed but unplugged from the ECU)
DW300 Fuel Pump

Koyo Racing Radiator
Custom oil Cooller (19 row Setrab core, Mocal 200F Thermostatic Sandwich Adapter)
Crawford v2 Air-Oil-Separator
KillerB Radiator Shroud
Stock rear differential with Perrin cooling cover (holds more fluid as well)
COBB OTS Stage1 ACN91 NWG map (COBB AP v3 is included)

INTERIOR
OMP HTE-R Racing Halo Seat
OMP 6-point Racing Harness
OMP Seat Side Mounts
Sparco Seat Sliders
Planted seat base (customized by TC Design)
4 Point Weld-in Rollbar (Half Cage) by TC Design
Partially stripped in the back
Small leather FactionFab steering wheel
5v USB hardwired plug for the windshield mounted camera (under the rear-view mirror).
Strong (3 point) Rollbar mounted camera mount.

EXTERIOR
VIS VRS Style Vented Carbon Fiber Hood
Cusco Front And Rear Tow Hooks
Aerocatch hood latches

SUSPENSION AND CHASSIS
RCE Tarmac T2 Coilovers with 500/500lb Springs (9k/9k)
Whiteline Front adjustable 22mm rollbar
Whiteline Rear adjustable 22mm rollbar
Whiteline Adjustable (Front) Ball Endlinks
SuperPro Rear Endlinks
Vorshlag Camber Plates (front)
2011+ STI Front Lower Control Arms (LCA)
SuperPro Front LCA Front Bushings
SuperPro Front LCA Rear (no Caster ALK) bushings
SuperPro Roll Center Adjuster (RCA)
2015+ STI Fast Steering Rack (13:1 ratio)
SuperPro steering rack bushings
Cusco Steering Rack Bracket
SPT Steering Cooler
Super Pro Rear Trailing Arm Front Bushing
Super Pro Rear Trailing Arm Rear Bushing
Super Pro Rear Upper Control Arm Inner Bushings (non-adjustable)
Super Pro Differential Pinion Bracket Bushing replacement
Super Pro Toe Arms
Cusco Rear Adjustable Lower Control Arms (Links)
Whiteline Rear Subframe Bushing Inserts
Whiteline Differencial Bushing Inserts
Kartboy Pitch Stop
Kartboy Front Shifter Bushing
Kartboy Rear Shifter Bushing
Cusco Front Lower Arm Bar Type II (H-Brace)
Cusco Power Brace Floor Center
Cusco Power Brace Crossmember
Cusco Power Brace Rear Member Side
Cusco Power Brace Rear Lower
Tanabe Front Strut Tower Brace
IAG Competition Series Engine Mounts
GroupN Transmission Mounts
Whiteline Gearbox Mount Bushings (positive shift kit)

BRAKES
Essex AP Racing RadiCal 6-piston Front BBK (Ferodo DS UNO pads)
Custom Front Brake ducts with fog light covers as duct inlets.
OEM size rear Ferodo DS UNO brake pads
OEM size rear Stoptech Powerslot Rotors
Stoptech Rear Stainless Steel Braided Brake Lines
GrimmSpeed Master Cylinder Brace

WHEELS AND TIRES
Enkei PF01 18x10 ET35 wheels (no TPMS sensors!)
Motorsport-tech custom (wheel and hub centric) 3mm front spacers for better strut clearance
Yokohamas A052 (265/35-18)
APR Wheel studs all around

Ed Susman's 718 Cayman: Proving the Four-Cylinder's Potential

Caymans are a common sight at Northern Californian tracks, but not many of them make over 400 lb-ft of torque. Though the six-cylinder variants have a grander sort of appeal, Ed Susman, a Subaru tuner with a penchant for turbocharged flat-fours, saw the potential in the new 718 chassis with the 2.5-liter engine.

Now, with a seriously wide footprint and suspension upgrades to match the gains in grunt, his turbo Cayman has been proven as a particularly quick car on both quick and slow circuits. Even better, there’s still so much potential with the platform which Ed, an obsessive tuner, aims to unlock.

Now that Ed has gotten intimate with this force-fed, four-cylinder midship, he’s been able to give this car a dash of the old 911 Turbo ferocity that makes it a very different car to drive. Unlike the atmospheric variant, this Cayman requires the driver treat the throttle with extra concern. Does one sacrifice a little mid-corner speed with so much power available? Possibly, but if there’s a delay in throttle application, the straightline advantage makes up for whatever difference there may be—and then some. 

The factory output—365 horsepower and 309 lb-ft at the flywheel—is nothing to sniff at. More importantly for low-speed tracks, it’s the way the motor just pulls from zip that changes its character so much. from that of the high-revving atmospheric versions. A flatter mid-range and a screaming crescendo isn’t what this motor offers, instead, it pulls like a sled dog from virtually everywhere in the rev range. Because it makes its peak torque figure from 1,900 to 5,500 rpm, it really doesn’t matter which gear is selected. It’s this ability to keep the car moving forward at about any speed is something else which cannot be savored with the old naturally-aspirated motor.

Not surprisingly, those figures were a little on the conservative side—just as Porsche is wont to do. After Ed got his hands on the motor, all it took was a downpipe, an E30 blend of ethanol, and a little tuning on the factory ECU to extract serious gains.

Of course, it wouldn’t be possible without Ed’s magic. The motor now makes 460 horsepower and 440 lb-ft at the rear wheels. Even wilder, the powerband has been broadened some; pulling harder from 3,000 rpm to 7,500. As crazy as it might sound, there’s still more mojo available—it’s just that the fuel system needs a little beefing up before it’s accessible.

Since the peak figure is available just shy of 2,000 rpm, it makes the delivery a little less than linear. Depending on the tires he’s using, he switches between two maps on the Cobb Accessport to soften the mid-range torque. If he’s using A052s or Supercar 3Rs, he gives it the full enchilada. If he’s on street tires, there needs to be a slight softening of the gradient of the mid-range ramp in order keep the rears from spinning everywhere.

Regardless of compound chosen, Ed had to throw a set of 305s on the rear if he wanted any traction in the second-gear hairpins. Thanks to Apex Wheels for giving him a set of 19X9 and 19X11” SM-10s, he was able to get the desired amount of rubber within the the factory bodywork without any rubbing or rolling. Somehow, they fit underneath the factory bodywork. 

More than mere meat, the secret to its inspiring traction lies in his clever throttle tuning. Now, there’s a more linear throttle position-to-output to make that horse-kick delivery a little more manageable.

With the car making serious horsepower with relatively little work, Ed now had a series of figures he could attract a whole new slice of clientele interested in making their Cayman dust GT3s on the freeway. His work had only really begun, though. To get the car to do what it’s supposed to do best, he had to improve footwork to complement the free-breathing motor. 

The list of upgrades is refreshingly short. With a set of camber plates; SPL control arms, camber arms, and toe links; and Ohlins Street/Track coilovers, he’s been able to make the car much, much more manageable. “Where it was nervous, it’s now neutral,” he declared. 

The footage below definitely conveys the violence of the turbo motor—even if the muffled soundtrack doesn’t. Ed has to tread carefully, otherwise the turbo motor simply monsters the driven wheels. Still, there’s a real playfulness to it all. Clearly, the turbocharged motor suits the Cayman, but it changes the emphasis from rolling mid-corner speed to getting the thing pointed and administering that power. While he might not be able to lean on it like he might in a similarly sorted atmospheric variant; it still looks predictable and playful. 

The car still has a lot of work ahead of it if Ed’s going to be satisfied. The front end simply doesn’t cooperate as he’d like, mostly in the high speed sections, and so he’s planned a bit of aero and weight reduction to help this car point as he’d like it to. For now, he’ll keep himself busy improving the deftness of his right foot—his brilliantly tuned engine is still grunty enough to roast the rears in fourth-gear corners. 

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.