Joe’s RX-7: Long Time Coming

Joe didn’t let fear keep him from starting his love affair with the rotary engine quite young. After a fling with a CRX, he picked up his first RX-7 at 17. This Turbo II, the first of eleven second-gen RX-7s he would go on to own, was a surprisingly swift car that earned him street cred he never asked for. “I once beat this girl’s boyrfiend in a drag race. He had a new Mustang Cobra and I’d just turned the boost up. She came to school the next day telling me about how her brother wanted to kill me. I didn’t get it — it was just a street race.”

He came a long way from teenage antics just as quickly as he got started in cars. The second-gen RX-7 would carry him first into drifting with Nor Cal Drift Academy back in 2004, where he was able to start getting his speed fix in a pro-social manner. Four years later, he picked up a third-gen RX-7 and jumped into track days with the intent of building a dedicated race car, but life intervened.

When his financial predicament forced Joe to take a break, he considered a more cost-effective hobby, but his love for racing won out and pushed him to find a better-paying job. Shortly after selling a lot of Gamestop stock, he put together enough money to purchase a mint third-gen. The only modifications were a set of coilovers, an exhaust, and a v-mount intercooler.

After flying to San Diego to inspect the car, he had to roll the dice. “I knew it was a gamble, but I decided to drive it back to the Bay Area. Not something anyone would do with a thirty-year-old rotary car, but this one was nice enough to convince me it’d probably make it. As soon as I got home, I replaced the OEM suspension — I mean every piece — with adjustable or track-focused parts.”

Along with a set of Tein Flex-Z coilovers, Enkei RPF1s wrapped in 275-section NT01s, and Hawk Blue brake pads, he had made his first step towards making this pristine car into a full-on race car.

Sadly, he’d have to wait longer than he anticipated to experience the RX-7s potential on track, since, after a year of enjoyable, issue-free canyon driving, it failed his first time out on track. “First time to Thunderhill in this thing, and it gave me one full session before it went bang,” he laughed.

With the car back on the track without an engine in its bay, Joe pondered his predicament for a while. As he’d rebuild the motor for more reliability and leave no stone unturned in the process, he figured he’d go ahead and make the cosmetic and aerodynamic changes he’d initially planned for a step much further down the road. Along with a Racebred splitter, he added a Battle Aero wing and both a diffuser and a widebody kit from Shine Auto, as well as their carbon hood.

As he knew what the odds of an engine failure were, he’d planned for the worst and had already picked up a Mazda crate motor, complete with an old-school Turbonetics single kit.

To spare himself any frustration, he had to adopt modern ways. “I went from having a hot rodder’s mentality to a twenty-first-century tuner’s,” he added. After picking a Haltech 1500 ECU, largely for the failsafes it offered him, he had it tuned conservatively by DK at a modest twelve pounds of boost. With a rich mixture and a healthy 300 horsepower at his disposal, he’d have adequate power and some peace of mind the next time he took the car to the track.

“I rely on a heavy premix ratio: two-stroke oil and 101 octane fuel. That’s one of the best precautions you can take.”

All the preparation paid off. During his shakedown at Thunderhill, the water never got above 180 degrees — the v-mount setup and large Fluidyne radiator doing their jobs. The oil, however, was hovering around the 215-mark most of the day. To remedy that issue, he installed a set of thirty-row oil coolers. He’s confident that the car in its current state can handle the next few track days without issue, so he’s moved from focusing on the car and addressed the loose nut behind the wheel.

“The plan for ’25 is to visit all the NorCal tracks, work on my driving, and start competing in Speed SF Challenge. There are other things I’d like to do to the car: a wider widebody, 315s at all four corners, Bosch ABS, and traction control through the Haltech. The plan is to get the car running at its best before I can dump any more money into it.

Wisely, Joe decided to throttle the power output until he’s grown accustomed to big turbo power. Once the next round of modifications is installed and operational, he’ll turn the boost up a bit, but he won’t go crazy. As much power as a tuned 13B-REW can provide, is known first for its handling, and that’s what Joe’s prioritizing alongside reliability. 

His thirteenth-ever RX-7 has been an emotional investment as well as a financial one, but it seems that twenty-odd years of working with rotaries has taught him what the platform can do when all the proper precautions are taken, including the necessary TLC, fueling, and oiling to keep things copasetic.

Cory’s C6 Grand Sport: Safe Not Sorry

He’d spent several years finding his feet in a Mustang, but after his friend was kind enough to let him try their Corvette Z06 at a track day, Cory Smetzler knew he had reached a junction, and although it would cost more, the prudent thing to do was to take a left turn.

The C6’s shape stimulated his imagination, and the performance was already so much more than what he’d been accustomed to; the Z06 in near-stock trim could already outperform his highly-modded Mustang. It was clear that it was time for a major change.

But Cory is a practical person, and making an expensive shift could not be justified by the C6’s soft, curving lines and wide arches alone. Pretty as it was, it was the performance package which convinced him to shell out some more coin, since its improved weight distribution, roomier wheel wells, and dead-reliable engine package promised much more fun and fewer headaches.

A set of American Racing headers bumps output to 470 horsepower and 470 lb-ft of torque at the wheels.

And pragmatism kept him from buying the same model, too. Instead of taking a chance with the Z06’s LS7 motor and its propensity to swallow a valve, he instead opted for the mid-tier Grand Sport, which loses the special motor and the aluminum frame. In their place, the Grand Sport comes with a more pedestrian LS3 and a steel frame, but for the price of less power and more weight, Cory purchased peace of mind.

Though the LS3 isn’t quite the motorsports-grade product the LS7 is, the improvements already made to this particular motor helped Cory forget about lost potential. The previous owner had installed a Dewitts radiator, a FAST 102 mm intake, a Nick Williams throttle body, as well as Doug Rippie Motorsports differential and transmission coolers.

The powerplant ran smoothly in the sweltering summer heat, though the engine lacked that zing and top-end that the other Corvette had, the mid-range torque of the mildly tuned LS3 was plenty exciting.

Mated to a TR6060 six-speed transaxle, the torquey LS3 and its 400-odd horsepower could get the car to GT3RS-speeds surprisingly quickly, so Cory wasted no time giving his new track car the stopping power and safety modifications that it warranted. He doled out the big bucks for an AP Racing Essex front brakes with 372mm rotors and inch-thick pads which guaranteed stopping power, consistency, and long pad life. No sense in taking shortcuts when stopping a heavy, powerful car.

Its accessible mid-range torque is exploitable on shorter courses and still strong enough to reach similar top speeds on faster ones. Surprisingly, the wonderful spread with the right combination of wheel size and final drive make it effortless to keep the engine humming along without the need for many shifts. This is a large part of what makes it so effective at tight tracks.

A 3,300-pound Corvette shows its shortcomings on tighter tracks. The poor motion ratio of the rear leaf springs pushed Cory to double the rear spring rate, which allows for the car to break away more progressively, and the resulting confidence from this predictable sliding helps Cory drive the car with more slip angle than he has with any other car.

The willingness to push a tail-happy car hard in the butt-clenching corners takes more than just progressive breakaway. Cory added a Nine Lives Racing single-element rear wing, mounts, endplates, front tunnels, and a homemade birch splitter added the stability he needed to trust the Corvette in fourth-gear sections at faster tracks like Sonoma.

The current setup isn’t perfect, but it’s nearly there. There’s the matter of weight to deal with, and he’d still like the rear to be better settled, but it is reliable and relatively kind to its tires, and so he’s been able to put in plenty of hassle-free track miles without going through too much rubber. Low maintenance and lots of seat time has been his credo since the start, and he’s hired Joe McGuigan to help put his philosophy to good use. With a little coaching, he’s been putting down impressive times after just a couple visits to Sonoma.

Since his recent move from the Pacific Northwest to Southern Oregon, Cory’s been able to enjoy the temperate weather and make it to track days with more energy and regularity. Seeing as how he’s been able to set impressive laps at circuits that are new to him, it’s certain he’ll be a force to be reckoned with in our Challenge series very soon. We’re happy to have him.

Alex’s FL5 Type R: Best of Both Worlds

For Alex Peysakhovich, living in NYC had its perks, but easy access to track days was not one of them. When he relocated to Los Altos and found himself with a backyard and a garage, he decided it might be time to purchase that car he’d always wanted and take advantage of California’s temperate weather and multiple tracks within a few hours’ driving distance.

His heart was always with Honda, but the then-current FK8 Type R was too boy-racer for his liking. “I really loved the car, but thought about some things you have to do with your only car, like go to a business meeting or drive in a funeral procession, and I couldn’t really imagine doing those in an FK8.”

So instead he began tracking with an ND Miata. Heavy modification made it a capable cornering machine, but its impracticality became a constant pain; it needed a trailer for long drives and couldn’t be used to take his dog and his girlfriend on weekend trips. He thought about getting an electric daily that he wouldn't track or modify, but that idea didn't last long. “What’s the point of buying a car you’re never going to take to the race track?” he asked himself.

Enter the FL5 Civic Type R, which debuted after a couple years of tracking the Mazda. The new Civic traded its predecessor’s divisive looks for more subdued styling, so Alex had to check it out for himself.

“I used to think Type Rs were a little overhyped, but after seeing it in person, I recognized why the car has a cult following,” he said.

He appreciated the way Honda’s engineers made this fifty-grand Civic feel unmistakably upmarket. But more than presence or build quality, it had real-world usability going for it. On longer trips, the comfortable seats were a welcome upgrade from his Miata’s race buckets. The interior space, the fit and finish, and the performance made the FL5 a great candidate for a daily driver-come-sleeper, and once the premiums started to shrink, Alex pulled the trigger and brought one home.

Before his first track outing, he made a few adjustments. He’d learned enough to know that a ~3,200 pound front-driver would wreck its Pilot Sports fairly fast, so he ditched those for a set of 265-section Bridgestone Potenza RE-71RS tires wrapped around Apex VS5-RS wheels. Along with a set of eccentric lower ball joints to increase negative camber at the front axle, he replaced the stock pads with a set of Ferodo DS3.12s to help clamp the factory two-piece rotors.

He broke it in over 600 miles then took it to Thunderhill West for its shakedown, where he was pleasantly surprised. The steering was quick, despite a dead spot at twelve o’clock, and the gearbox was, well, Honda. If the interfaces were lacking in any way, it was the position of the throttle — as he put it, “in another zip code.” Thankfully, the auto-blip function facilitated heel-toe shifts despite the awkward pedal placement.

Being a front-drive car, he had expectations for how it might handle on a damp morning. Those were dashed on his first fast lap after mounting the dorito at Turn 3, when it hung the rear out in a big way.

“As far as a car that can pack a weekend of camping gear and do great times around Laguna, it’s a hard car to beat.”

The FL5’s mechanical LSD and brake-based stability control system do a commendable job getting the middleweight to rotate. What was less than impressive were the thermal problems which have been associated with the turbocharged Type Rs. Though not catastrophic, the heat causes the motor to pull timing by the end of a long session, but never puts it into limp mode. “I think there’s only so much you can expect from a turbocharged two-liter making over 300 horsepower,” Alex added.

Fortunately, these issues are not new to the Type R lineup and the FL5 was designed to make them easier to address than its predecessor ever allowed. The ducting routes have been established from the factory, along with a functional hood vent. Honda laid the groundwork, but more needs to be done for hot summer days. “It isn’t imperative, but it could use a bigger radiator and an oil cooler. I’ve got those sitting in my garage in anticipation for the summer.”

“The designers cared about the experience of the car; they wanted it to feel special, even when parked.” Alex added. Credit: Tokumeigakarinoaoshima CCA-SA 4.0.

Beyond that, any remaining mods are far from necessary. The FL5 is well-balanced out of the box and does not need much more power. “The engine is certainly strong. If it could use something to make it feel a little sportier, it would be an exhaust — it’s too quiet.”

That subdued exhaust note is part of what makes the car so versatile, and its wide repertoire comes at a premium. Besides requiring pricier fuel, the turbocharged front-driver is hard on its front brakes and tires, and it goes through consumables far faster than a lighter, better balanced car like a Miata.

There’s no denying the running costs are too high to track a Type R regularly — multiple track days per month will continue to be the Miata’s job — but the Civic will be doing daily driving, mountains, longer trips, and rear its head at Laguna and Thunderhill East a few times a year.

Four years ago, Alex thought fifty thousand for a Civic was steep, but he’s changed his tune as of late. “I know that sort of money for a Civic sounds crazy, but you really need to try it. It’s tough to think of something similarly priced that handles so many different tasks as well as the Type R. If I could only have one car, this would be it.”

Thomas' Corvette: In Good Company

Finishing out his senior year of high school, Thomas DiGioacchino listened to a friend’s suggestion and scrounged the money together for his first track day. Crap tires, decent weather, and a near-stock Mustang GT were all he needed to find that thing that’s been steering his life for the last five years.

Thomas decided to pursue the mechanical side of things and enrolled in Ranken Technical College’s High Performance Technology course with a focus on Chevrolet LS engine design.

That emphasis allowed Thomas to build a motor for a car he hadn’t yet bought. It began with an iron-block LQ motor and LS1 heads, and as the LQ block only displaced 5.3 liters, he bored and honed it out to 5.7 liters to fit the LS1 head. With forged pistons and rods, oil pan baffles, and the other pieces that made it a 500-horsepower workhorse, he unknowingly set the tone for the rest of this build.

The car itself came next. During his final year at Ranken, he found himself a base 2002 Corvette within his price range and tucked it away in his side yard until graduation, when he loaded up his truck with his furniture, his motor, and began his drive from Missouri to his hometown.

Back in San Mateo, he reached out to his then-limited network for car parts and, with some luck, gainful employment as well. As he’d relied on Elite Performance to direct him towards a few bolt-ons for his Mustang, they were the natural resource to consult. One day, while speaking to Elite’s Melody Cannizzaro about getting his Corvette aligned, she provided up with a job opportunity. He didn’t have to think twice.

Working with Elite gave him access to one longtime customer who happened to be offloading some go-fast bits from their recent Corvette build. Thomas was able to grab a set of Titan 7 T-S5 wheels for peanuts, and then came big brakes, bushings, and a bucket seat. Soon, the plans for keeping the Corvette tame and civilized went out the window.

Wisely, he went for safety equipment next, and decided that this car would only help him become a truly quick driver if it was reliable first and fast second. “I knew that seat time would be the priority if I was going to run with guys like Gary Yeung,” he said.

That said, it would be silly not to make use of the big motor sitting in his parent’s backyard. Soon, it found a new home in the Corvette’s engine bay, and Thomas took the half-built C5 to its first track day, where it ran without a hiccup. It ran well the second day, too, as well as the third. Clearly, he’d paid attention in class.

Aside from the minor repairs any twenty-year-old car needs, it was the epitome of dependable. His focus was on learning to drive the car better, but, to his credit, a C5 on stock suspension does leave a lot to be desired. It would lean excessively, and under trail braking, it had a habit of snap-oversteering.

After several months of saving, Thomas bought a used set of JRZ two-ways. While he was at it, he pulled and refreshed the entire drivetrain, then upgraded the springs and clutch packs in the OE LSD. Those modifications made the Corvette much more progressive at the limit, regardless of whatever cheap tires he happened to be running.

When he found the time to fine-tune the suspension, he increased the rake to increase rotation at corner entry. A square 295-35/18 setup was the cost-conscious tire option, and he stretched every set until the cords showed. Still, the car was mostly neutral with a hint of understeer in the faster stuff thanks in part to his APR GTC-300 wing.

As his confidence grew, he started to recognize that driving around on worn rubber was no longer the training tool it had been, so he sprung for a set of AR-1s and turned his first sub-two-minute lap at Buttonwillow 13CW. “I had to fight it the whole way around, but I got 1:58. A sloppy 1:58, but still,” he said.

Good tires helped, as did having a hare to chase. With Gary Wong driving his S2000 off into the distance, Thomas was able to see where he could push harder than he believed was possible. It’s a huge help having an experienced driver luring your outside your comfort zone.

Logging that first milestone lap gave him the confidence to try the Speed SF Challenge the next weekend at Thunderhill’s five-mile configuration. He did his homework and studied several record laps, focusing on curb usage. With Gary Yeung giving him some basic feedback the day of, Thomas saw his lap times fall by as much as four seconds. In the end, he was able to clinch third place in S2 — just half a second behind Kevin Schweigert in his BMW M2.

That success turned Thomas into a sponge. His subsequent lapping days have been spent studying data and having the experienced drivers like Joe McGuigan critiquing his onboard videos. “Joe’s been a huge help; giving me pointers on which gears to use so I can put the power down more easily.” The result of this traction-conscious approach to driving is evident in the footage below:

He’s also benefited from picking a short list of prime parts. In fact, he’s never bent his Titan 7 wheels or broken any suspension parts, despite hammering curbs and dropping wheels regularly. Maybe it has something to do with emphasizing robustness with this build—a tip he picked up from his mentor, Gary Yeung.

‘I’ve learned a decade’s worth of motorsports knowledge in the last two years. Everyone’s been so supportive, and I owe my progress to all of them. They’ve pushed me to improve as a driver and a builder—especially Gary. Watching him work inspired me to raise my game, and I think it shows. My Corvette’s overbuilt, so I can push it all day. Like Mango, my Corvette is a workhorse that’s made it possible to attend almost every Speed SF event in the last two years. All I do now is change the fluids and try to find out where I can go faster.”

Parts

• JRZ motorsport coilover conversion

• Titan 7 T-S5 wheels 18x10.5”

• Trackspec hood vents

• Dewitts radiator

• Spal fans

• Improved Racing oil cooler

• Improved Racing oil pan baffles

• Prothane polyurethane bushings

• APR GTC-300 wing

• APR splitter

Fenton's Integra Type S: A Change of Heart

“I used to be the biggest hater of FWDs,” he started. Despite his introduction to cars coming in the form of a Civic, he rapidly transitioned into rear-drive platforms when he took up track driving. After a pair of S2000s, he moved onto Porsche Caymans, 911s, and, most recently, a Subaru BRZ. What they all had in common was their rear-drive layout, which cemented in Fenton the belief that all other drivetrain configurations were beneath consideration.

Lately, he’s had a change of heart.

It was an unexpected decision to sell his BRZ. Oil starvation issues concerned him, but he had also owned the car for eighteen months and was starting to wonder what decent replacement was out there—something new, fun, and practical between fifty and sixty grand.

Actually, he was a little more particular than that:

1) It had to be track-capable.

2) It had to have been endorsed by Throttle House, savagegeese, or TheTopher.

3) It had to be at least as practical as the BRZ.

4) It couldn’t break the bank in the event of an incident.

Not much in that price range met his requests, but the faster Hondas, despite driving the wrong axle, were fairly close. But it was more than the drivetrain that deterred him at first.

“I remember when the base Integra was first announced, I thought Acura was disrespecting the Integra name. It looked like a boat; it had no resemblance to the DC2 or the DC5 and, I believed, was probably an overpriced Civic.”

A few months later, the Integra Type S was announced, and Fenton found himself torn. “I started to love the way it looked. Even though the general shape was the same, they tweaked the right areas to make it look like a driver’s car. This had proper flares, an aggressive rear diffuser, a vented hood, gaping intakes—it was unique and purposeful.”

“The Integra wasn’t really on my radar until, one day, I was bored at work and decided to configure a car on the Acura website. I specced out my ideal Type S, and figured I’d add my email to their list—why not?

The next day, Acura of Pleasanton, just seven miles from my house, contacted me and offered that exact car at MSRP plus $1,000 of non-negotiable dealer add-ons. One prospective buyer had backed out and my name came up on their list.”

At the time, he’d been considering the FL5 Civic Type R, though the markup was significant. Plus, the car has a number of creature comforts and tuning differences over the Civic that makes it a better daily. An Integra-specific re-tune of the K20C1 engine, shared between the two, provides much more mid-range torque. Additionally, the Integra’s electronic dampers benefit from new tuning to make it a more supple road car.

The case in favor of FWD was growing, but he still had his bias to overcome. “I used to believe that, if you cannot powerslide it out of a corner, it’s not a sports car.

However, he couldn’t find anything else under $60,000 that is spacious, has a backseat, has a manual transmission, is track-capable, and is rear-wheel drive. I realized that, in order to hit my price point, I’d have to make one or two concessions.

I figured I’d at least give the Integra a try. In person, it looked fantastic, and it felt like a $50,000 car inside. It was something I could live with on a daily basis. The shifter is nearly as good as a Honda S2000’s, the ride quality is phenomenal; with the dampers in comfort mode, it rides almost as well as a luxury car. It has minimal torque steer and phenomenal brakes. After driving it around the block, I was sold.”

He bought it that day.

Since then, he’s beaten nearly all of his previous bests. At Laguna Seca, Thunderhill East, and Thunderhill West, he’s beaten his bests in the BRZ by 2 to 3 seconds. Some of that has to be down to Integra having twice the torque, but, as Fenton’s learned, a FWD car might be easier to come to terms with.

“I can lean on the car more confidently, whereas the BRZ would break away more abruptly. I know that, on turn-in, it’s going to understeer, and while that might sound boring, it means I can get up to speed a little bit faster, especially on cold mornings.”

At Laguna Seca, he drove the tires off his car—literally. Underinflating the PS4S tires to try and keep them in their ideal range seemed sensible, but during turn-in to Turn 6, the front-right tire debeaded. “I only stopped a few feet from the wall. It taught me not to track 30-profile tires with soft sidewalls any longer.”

If there was one issue beyond that, it was the lack of support from the stock seats. “The OEM seats are inadequate for track driving; they are the same design as the base Integra with very little bolstering. The OEM FL5 seats are supportive and soft enough for daily driving and track duty. I’d happily exchange the Integra seats’ heating and electronic adjustability for the FL5’s greater versatility.”

And so he started adding the first round of modifications, beginning with a set of 18 x 9.5” + 45 Apex VS-5RS wheels wrapped in Kumho 265-35 V730s (the same as he had on his BRZ for fair comparison), as well as a set of Ohlins Road & Track coilovers.

The Road & Tracks have a reputation for being more road than track, but the Integra-spec 6kg front and 10kg rear springs are much stiffer than what’s normally offered. “The spring rates have helped a lot with tucking the nose. You can get consistent mid-corner rotation with a lift-off the throttle.”

Along with those mods, he added some Castrol SRF fluid and a set of Endless ME20 pads from RHD Japan since the yen is weak now. Their torque rating is much higher than the standard pads, which were at least resilient enough to run sessions at Laguna without fade.

With the first round of modifications in place, he took it to Thunderhill West and ran a 1:24 in his second session—some 2.5 seconds faster than he ever went in his hardcore S2000 on Federal tires. “It felt adjustable; it wasn’t a battle against understeer in every corner. You can transfer weight with the inputs and rotate the car in small, measurable increments. That’s something I find a modern GTI just won’t do.”

Most recently, Fenton ran Thunderhill East Bypass for a day that he found encouraging, if not a little frustrating. After spinning in the first session and getting the black flag, he found himself without traffic in the second session and logged a 2:01. “I believed I could find another one to two seconds in the third session, but one of the flaws of the car held me back.”

In order to completely avoid fuel starvation, the tank needs to remain above half-full. After dipping below the middle hash five minutes into his third session, he spent the remainder dealing with fuel cut. He couldn’t leave too miffed; he’d only had one real session to push the car, and with that 2:01 indicated on his Garmin, he’d already gone three seconds faster than he ever had in the BRZ.

Considering he’s only done three modifications and is already three seconds faster than the BRZ, he has no regrets. “I might not be powersliding it everywhere, but it’s taught me that there are other, subtler ways of manipulation.”

Beyond all this, I can drive to and from the track in complete comfort. With radar cruise control, lane-keep assist, blind spot monitoring, heated seats, a premium ELS sound system, and even a sunglasses holder—I’ve never been so comfortable on my way to and from the track before. Going from a partially gutted S2000, to my mostly-practical BRZ, to this, I’ve experienced three distinct improvements in comfort. Plus, I can ferry people around. There is plenty of space for four adults—roughly the interior space of an Accord from fifteen years ago.”

It’s still a little too quiet to hear with his helmet on, so he’s planning on upgrading to a modest exhaust that should make it easier to gauge where he is in the rev range, reduce backpressure, and find a little more grunt. That said, it’s not lacking in that department; it has more than enough torque to run third gear through most of Thunderhill West. Oh—it could use more front camber.

In Fenton’s eyes, it deserves to be seen as Acura’s flagship sports sedan—it’s a deserving successor to the DC2 Integra Type R. “It’s a compromised car at the end of the day, and yet they have kept all those compromises from adversely affecting driving enjoyment. To me, it’s the perfect compromise.”

Blake's M4: Friendly Firepower

Lead photo credit: @danielbooty

He could look past one letting go, but when the second EJ motor blew, Blake Titus’ honeymoon phase with his WRX officially ended. Though there was an opportunity to rebuild for the third time, Blake sensed a better platform might help him make an easier transition from autocrossing into track days. He was half-right. 

The Subaru’s successor, an S52-swapped E30, held some promise, and for a while, it seemed like he’d found a way to get his jollies with half the headaches. That wasn’t to last.

As it turned out, the S52’s head had cracked somewhere on the way to his first track day at Thunderhill West. After pulling his oil pan’s plug, a milkshake poured out, and Blake considered throwing in his helmet. 

Thankfully, there was another car sitting in Blake’s garage. His F82 M4 was far from track-ready, and the predicted running costs made him wince, but it was operational and still covered under warranty.

His first outing at Laguna was successful; a 1:42.10 is an encouraging time for a heavyset grand tourer with more torque than traction. Sure, it floundered around on stock springs, but that time in an intermediate’s hands proved beyond a doubt that the F82 platform had potential. He knew it wouldn’t be easy on his wallet, but out-of-the-box performance like that can make people do silly things.

Curious where he could start tweaking the car to find some more cornering speed, he got underneath it and studied the intricately arranged layers of structural stiffeners meant to help the big BMW belie its weight.

“You just have to look around and marvel at how much structural bracing there is. After a while, you start to ask yourself, ‘How could I improve upon this?’”

Thankfully, not much is needed to get this car ready for the racetrack. The first round of basic bolt-ons consisted of a staggered set of Apex EC7s wrapped in Toyo R888Rs, GLoc R18 and R10 pads, Castrol SRF fluid, and a set of Girodisc two-pieces—the factory rotors would warp after a few track days.

That simple setup served him well for the first year of tracking the car, but after he’d gotten properly acquainted with the M4, he sensed the weight wasn’t being managed as well as it should be. 

To hasten weight transfer and provide a little more body control, Blake picked a set of Swift Spec R springs measuring 5K and 13K front and rear, respectively. These were a grand compromise; they were chosen so that he could retain some semblance of comfort on his drives to and from the track. Mainly, they allowed him to keep using the factory EDC dampers.

“I’ve kept it full weight for now. I thinks it’s pretty easy to turn a nice dual-duty car into an uncomfortable POS,” Blake admitted. 

The rubber began to feel like the limiting factor after some time, so Blake bought a new set of tires that promised more consistency. The Nankang AR-1s delivered in that respect, and they helped him chop two seconds off most of his best times. 

They would fade fast, though no faster than any other tire he’d tried. Its heft was undeniable and, unfortunately, virtually unmovable. Most of the strippable weight sits around the rear axle, which shouldn’t be removed. Even in stock trim, the M4 needs more weight over the driven wheels; it always struggles to administer the S55’s power without wheelspin. 

In the name of improving traction, he decided to try to force the rear into the pavement with Bimmerworld’s GTMore wing. It made a considerable difference—he chopped his time at Buttonwillow 13CW by four seconds the first time out. However, the front hadn’t been balanced aerodynamically and the resulting understeer made it even easier to fry the fronts. Bimmerworld’s rep recommended he try a track-oriented set of shocks, so Blake bought a set of MCS two-ways and turned a few knobs.

Few things have helped settle the rear like Bimmerworld’s dry carbon GTMore wing.

He might not’ve known precisely what he was doing, but he was relieved to see the rep had Blake’s best interests in mind. The resulting compliance made a world of difference—particularly at the bumpier tracks he frequented. At Buttonwillow 13CW, Blake could drop his best time by nearly three seconds—a 1:55.8. Quite an improvement from a set of shocks adjusted and an educated guess. 

Credit: CaliPhotography

He figured that then would be as good as any time to throw a front splitter into the mix, so he tried cutting his own Alumalite piece and bolting it to his front, but it folded at the end of Thunderhill’s front straight. The replacement, Turner Motorsports’ MC2P splitter proved more resilient and effective, though it still cannot match the downforce generated at the hinteraxel. To find an agreeable balance, Blake had to reduce the wing’s angle of attack.

By this stage, Blake was pushing the car hard enough to test the powertrain’s thermal resilience. After one frustrating leak from the charge air cooler, he replaced the factory item with one of CSF’s, and swapped the standard heat exchanger with a Koyo unit. Since then, it hasn’t been fazed by August heat.

A square set of Yokohama A055 slicks mounted on narrower APEX VS5-RS wheels gave him the grip and neutrality he’d been seeking for some time, and with the elements cooperating, Blake went back to Buttonwillow and logged a 1:54.3—his best yet.

Blake’s still searching for a 52, but he feels that the M4 needs to diet or get its footwork finely tuned by a master before that’s possible. As mentioned earlier, pulling weight isn’t his idea of a good time, so he’s decided instead to buy the every one of Turner’s adjustable suspension arms as well as their differential bushings for perfected body control. If all goes to plan, he won’t have as much difficulty putting down the power—which he’s recently increased with a Bootmode BM3 CS tune. As much.

While the F82 M4 doesn’t change direction like a true sports car can, it compensates with unbelievable power—enough to spin at seventy in a straight line. Where it’s at its best is in the longer, faster corners; the long wheelbase and accompanying stability make it easier to trust in these bends. At this point, it’ll just take a little bit of tweaking to make it a nimble thing in the sections where traction and rotation take precedence.

Credit: @ariesphoto7

If Blake’s experiences have taught him anything at this point, it’s that “the torque is always trying to kill you, so you have to be very quick with your hands and be confident in your skills; you have to drive with all the nannies off. MDM will kill your lap times and too many people rely on these systems. Then the first time they turn the traction control off they send the car to Copart.

The F82 is an amazing platform that still lacks in some of the aftermarket support that have made the E92, E46, and E36 such appealing track cars. Still, the potential is there to make the F82 a real contender once the rest of the world catch on. I can’t wait to see what other companies offer in the future to keep improving on the platform.” 

Legend's Supra: Big Brain Move

Legend Brandenburg’s ND Miata served him well during his track day foray, but he quickly got serious about the business of turning quick laps and decided he wanted to build his skills with a platform with more tuning potential. Mainly, he wanted more motor.

Not that the ND’s engine is anemic, but it’s not what you’d call a rocketship. He considered the E92 M3, but its ~350 horsepower at the wheels couldn’t compare to what some of the modern turbo cars could offer. After running the numbers, he concluded a 2021 GR Supra’s value, especially when considering the potential for power gains with minor bolt-ons, was unbeatable.

Fast enough to fly.

The chassis felt fun enough for the time being, too. Wisely, rather than opt for a whole catalog of suspension parts before he’d really spent much time driving it, Legend left the Supra semi-stock for the first year. Aside from adding CSG brake pads, Motul RBF fluid, and a set of SPL front control arms for more camber, he didn’t alter the car in his first twelve months of ownership. Instead, he spent his money on learning to drive it. Wise man.

First, he enrolled in a FastSideways course to hone his car control skills. Then he picked a competitive time trials category to put some fire under his ass. Without a hare to chase after, it’s very hard to push beyond what’s comfortable.

You’ve gotta get the bit between your teeth before you worry about setup-related tenths.

His approach proved effective; after just one year of fighting in the S3 class of Speed SF Challenge, he finished fourth; just barely missing out on third. Considering he’d been fighting better-prepped cars on his stock rubber, his first-year effort deserved praise. He’d learned his Supra fairly well, and now was time for the next set of performance modifications.

His goals for 2022 changed with a change in the SF Challenge ruleset that allowed him to remain is S3 with a set of RC-1s a no-brainer. Wrapped around a set of Titan 7 T-S5 Wheels, and a set of HKS lowering springs to help fit the larger wheels and tires, he continued learning his occasionally-tricky Toyota.

“I recognize that there’s still a lot I can learn about the intricacies of this car, and maybe even more that I extract from myself as a driver.”

That year’s fraught S3 battle for second place with neck-and-neck with Joe McGuigan, who just edged Legend in the last event of the year.

So, after driving his Supra essentially stock trim for two years of S3 competition, what did he learn? “It requires a very delicate right foot—and quick hands!” he said. Provided you can keep up with the corrections, the middleweight rotates far better than its weight would suggest it could.

Only this season did he make a real step into track-only territory. “I’d always designated this car as a track-oriented build, but it’s been a strong street car up until I made this year’s modifications. I’ve driven it to and from the track every event without any issues whatsoever. Again, I don’t know if there’s another new platform on the market with the same sort of versatility, tuning potential, and performance.”

To get the heavyweight Supra to handle a little more to Legend’s liking, he installed a set of MCS 2-ways, the entire range of SPL arms—all fitted with spherical bearings. It’s crisper and more compliant now. “I don’t think any other change made as big a difference. The OEM suspension felt overdamped and undersprung, but now the car rides smoother, transitions faster and more confidently, and no longer feels like it’s reluctant to cooperate.”

Keeping all four in contact with the road surface has helped build trust between car and driver.

The car’s famously nervous rear was brought under control with the help of Elite Performance. The dynamic toe change was reined in with a set of SPL rear toe links that help keep settings within a narrower window. With additional static toe-in at the rear, power-down characteristics are improved and so is driver confidence.

Even though he’s felt the temptation to indulge in some easy power modifications, Legend’s keeping the powertrain factory for the moment. “I still have a lot to learn. Plus, it will run laps in 116F heat. Maybe it pulls a little timing, but it doesn’t overheat.”

The studious approach has paid off; in a short span he’s gone from noobie to front-runner. With the fundamentals understood, now he can take his analytical aptitude to the data-side of things, and begin making the myriad minor adjustments that will put him first in class. It’s only a matter of time.

Lief Storer's GT-R: Big Dreams, Bigger Numbers

Lief’s love for casual canyon carving, like so many track rats, set the stage for a serious foray into track days. Running the sinuous mountain roads near Oakland and sliding Tahoe powder in his 2009 WRX was enough to whet his whistle for a few years, but when the prices on his dream car entered the realm of attainability, he decided to take the leap and turn his cost-effective pastime into a full-time hobby. An Adobe-sponsored corporate track day at Sonoma made Lief absolutely certain he wanted to push a more powerful car in an environment where he could safely push the car’s limits.

His dream car was not a hardcore thoroughbred, nor was it super light, but Lief was convinced it was the ideal platform for an aspirational build. His 2009 GT-R had all the potential for quad-digit horsepower and a place at the top of any timesheet. He had grand dreams about turning this tech-heavy heavyweight into a standout.

Plus, much to Lief’s liking, the car was practical. “I could throw a set of race slicks in the back, drive it to the track, swap ‘em out, and then when I was done, drive home. It wasn’t just about the power or the grip—it was an everyday supercar I could live with.”

His aim of regularly competing in Speed SF Challenge and other time trials encouraged him to find that elusive happy medium: sharpening it while still retaining some streetability. For some time, Lief drove the car to and from the track without any problems other than a frightening tire bill. However, as the car kept getting faster, Lief eventually turned a corner and decided to change the car’s designation permanently.

Out of the box, the wet weight of the GT-R is over 3,900 pounds, so serious stripping was in order.

About three years into regularly tracking the car, he called on Tony Colicchio at TC Designs to weld in a full cage. “The night before sending it to TC, I got a little carried away. I stripped everything out of the car I could, and before I dropped it off the next morning, I realized that I was going to build this car solely for time attack.”

After a few more weight savers like polycarbonate windows and a titanium exhaust, he moved onto the fixes that a heavy, complicated sports car needs if it’s going to last longer runs. A Litchfield transmission cooler, a CSF radiator, and all the Trackspec venting to keep the VR38 and the braking system reasonably cool.

The next order of business was bringing the Nissan’s nose in-line. “Understeer out of the box is awful…it’s akin to a bulldozer plowing than a precision race vehicle,” Lief admits. “I wanted the car to follow my steering inputs, and so we went to town on the front end. Now, there’s a Nismo LSD up front, a set of widebody fenders, and custom Brypar knuckles that allow me to run a set of Advan GT 18x12” wheels and Yokohama A005 slicks set into perfect alignment with SPL arms. Paired with a large front splitter fabricated by Trackspec, the car can rotate in slow corners and still tuck the nose in for fast corners, too.

An Overtake rear LSD was added to reduce drivetrain temperatures, and it also improves rotation. Even after considerable weight savings measures, the heavy GT-R stopping distances aren’t the shortest, so Lief fitted 4-piston Brembo race calipers with endurance pads. The difference in pedal feel from the OEM Brembo 6-piston to the race-oriented 4-pistons is night and day. They also offer a much lower profile for improved cooling, and the 32mm pads that will run five track days without any noticeable fade

The car was pointy and precise, but the bump in front grip came at a cost. “I got a little carried away at Laguna one day and spun it through Turn 6 at about 90 miles an hour. The wall was about five feet away when I came to a stop.”

The need for a complementary rear end pushed Lief to buy the biggest chassis-mounted wing he could fit: a 78” APR GT-1000. The resulting balance put the car into a new performance window that helped him set a few of his best times. He’d found a consistent, capable car that wouldn’t bite his head off if he made a mistake. Even better: the motor wouldn’t overheat in the course of a fifteen-minute session. Its oil circulation was not as strong, however.

“In my opinion, Speed SF Challenge offers enthusiasts a unique balance of risk and fun, while ensuring competition among a range of participants of varying budgets. The feeling of the grid is racey and competitive, but you’re not overly concerned with swapping paint.”

After an auspicious Sonoma session in which Lief set a 1:42.4, the motor let go. “I hadn’t been checking the oil frequently enough, and I believe I starved it in Turn 11 and threw a rod. The motor had seen around 30,000 miles, 20,000 of which were track miles. Every dog has its day.”

The cost of consumables with this heavyweight had been hard enough to swallow, but an engine rebuild gave him a reason to panic. With the price of a VR38 long block pushing $25,000, he had to get creative with his financing and find a shop that could pencil him in without emptying his bank account.

The cost was so extravagant that cross-country shipping the entire car was a worthwhile endeavor. Check6ix offered him the most appealing deal of the notable GT-R shops he’d contacted, and that meant sticking it on a hauler en route to Georgia.

Eighteen months later, he flew out to Atlanta to pick up his rebuilt baby. Cicio Performance had fitted the head with upgraded valve springs and cams, then filled the block with forged Manley rods and pistons. The cam change had bumped torque to a respectable 630 lb-ft, and that’s with the factory turbochargers still in place. Retaining the stock snails is not something that someone who’s just fitted a MoTec C127 ECU to their motor usually does, but Lief felt they’d do the trick. “I just wanted it to run reliably and respond to my footwork. I also wanted to keep the car right at the limit for running in NASA’s TT1 class.”

Coincidentally, the completion of his new motor lined up with Global Time Attack at Road Atlanta, so he flew out East with his helmet and suit packed, and met with the Check6ix team in the pits.

The car, sitting on a set of old Yokohama A005s, was frighteningly fast out of the box. Lief clicked off a 1:29 in practice, and after a few setup changes and some familiarization with the course, he managed a 1:26.6. This was good enough for a 4th place in the Unlimited class, which was filled with builds boasting another 300 horsepower. Though he was outgunned from the get-go, Lief was forced to compete in Unlimited as the rules for the lesser classes require a dashboard of some sort, which was absent in this car.

Back on the West Coast, Lief’s been racking up the sort of lap times that make everyone purse their lips and nod. Best of all, he’s been doing it without chasing quad-digit power. Currently, with just 600 horsepower and a wet weight of 3,400 pounds, he’s been able to put a 1:27.8 in at Laguna Seca. He’s spent a pretty penny to get this far, and he’s debating whether it’s worthwhile spending more.

“I’m at a fork in the road where all I see are diminishing returns, and at some point I want to start another project. I keep saying that it’s done, but part of me thinks I’ll need to work a little harder to perfect it,” he says. “I still want to get some weight out of the car—I can try tubed subframes and some more carbon panels; weight reduction has made the car so lively. It’s been an amazing journey—both building the car and investing countless hours on the simulator. We’ve both come a long way.”

After going sub-30 at Laguna, Lief has his crosshairs on getting under the 1:40 mark at Sonoma and under 1:50 at Thunderhill East, “There’s something about those ten-second incremental milestones that makes every one of us track junkies completely elated. I hope there’ll be a few more on the horizon.”

He might not’ve gone for bigger turbos, but it’s clear Lief is a guy who likes big numbers—and he went about getting them in the smartest way possible.

Thunderhill Logistics: Where to Stay, Where to Eat, How to Beat the Heat

If you’re not suited to warmer weather, the propect of spending a day in the sun at Thunderhill Raceway Park can be a little intimidating. True, there are the fair share of summer days in the mid-seventies, but they’re hard to pinpoint, and unless you’re willing to wait until the winter when the weather is wonderful, you might find Thunderhill a bit too hot for your liking. However, if you can brave the heat, the reward is worthwhile.

Covered spots are plentiful at both East and West tracks, but make sure to get one early.

With an interesting variety of corners, two separate tracks that are conjoined occasionally (not often enough), great sightlines, and plenty of runoff, there’s a lot to like about Thunderhill.

While it might not have the amenities of nearby Sonoma Raceway, Thunderhill is accommodating. The nearby town of Willows features several decent restaurants, a Walmart, reasonable gas prices, and a selection of mid-tier hotels that make it possible to spend a weekend there in comfort.

Walmart

470 Airport Rd, Willows, CA 95988

While gloom and doom isn’t the right tone to set the stage for one of Northern California’s most popular tracks, there are a few temperature-related concerns that should be considered—even if you’re as cool as a Bedouin. Always prepare for the heat. Bring a cooler and lots of water. You can buy ice at the track. You want to stay hydrated,.

Stay and enjoy a solid lunch at the Thunderhill Grill.

Though a quick trip back into Willows isn’t ideal after you’ve arrived at the track, it’s only a ten-minute drive—not that there are too many reasons why you’d need to.

Food at the Thunderhill Grill is good, there are many covered parking spaces (as long as you arrive early), and the track seems intent on expanding the covered area. Thankfully, there’s an air-conditioned clubhouse to beat the heat on the worst days. Outside of the hottest months, camping at the track is an appealing alternative to the sometimes pricey hotels.

Lodging

In town, the lodging is concentrated within a couple blocks. Most consider the Holiday Inn Express to be best, though there are a half dozen alternatives when it fills, which is typical on the busier track weekends. If you’re on a tighter budget, the Super 8 offers a pleasant place to lay your head. Expect prices to nearly double on the busiest weekends.

Holiday Inn Express & Suites

545 N Humboldt Ave, Willows, CA 95988

Super 8

457 N Humboldt Ave, Willows, CA 95988

The rolling hills around Willows are a wonderful sight, especially in the spring.

Dining

For variety and ease, dining in Willows is your best bet. The Black Bear Diner has hearty fare, plenty of fast food, a Round Table Pizza, and, for a slightly nicer dinner, Casa Ramos is the preferred restaurant. It’s not a proper Thunderhill trip without a few margaritas at Casa.

While sound isn’t as stringent as it is at Laguna Seca., there is a 105dB limit in place most days. We would suggest bringing a backup muffler if you’re worried your exhaust isn’t compliant.

For those who want something more upscale, there are a few upscale options outside of Willows. Nearby Orland has two interesting spots: Farwood and The Hive. The former’s bar is definitely worth a visit. Thirty minutes away in Williams is a renowned restaurant called Granzella’s, as well as La Fortuna Bakery, which has exceptional burritos.

Casa Ramos

247 N Humboldt Ave, Willows, CA 95988

Black Bear Diner

246 N Humboldt Ave, Willows, CA 95988

Farwood Bar and Grill

705 5th Street @, CA-32, Orland, CA 95963

General Amenities

Being out in the country has its perks. Willows is relatively quiet and very safe. However, it does get quite dark early at night, and the lights turn off earlier than some expect them to, so if you’re planning on changing your wheels for the drive home, don’t wait too long.

For basic auto parts, there are two places to try in town: O’Reilly’s and NAPA. However, their in-stock selection is limited. Gas is slightly cheaper in town—a Chevron and an ARCO are popular spots—but a portion of the price paid at Thunderhill’s pump goes towards maintaining and expanding the circuit. In fact, the management has done an exceptional job in making sure the track is healthy and thriving, which is why it’s no surprise that its become one of the most popular circuits in the area with far more track days booked by any outfit than any other track.

Chevron

1250 W Wood St. Willows, CA 95988

Whether you’re going for a spartan day trip or a luxurious weekend, there are several approaches to take to suit your needs. As one of the more accommodating tracks in Northern California, Thunderhill Raceway Park is one that is easily enjoyed, and despite the warning about weather, visiting is rarely exhausting. Just make sure to bring a few gallons of water, and, on particularly hot days, some higher octane fuel (available at the track pump) might keep your car from pulling timing as hard.

Tailai's Supra: Keep it Simple, Keep it Sane

Started tracking in 2018 after moving to the States to study at UC Davis. Being an undergrad student, Tailai time was booked solid. Even so, he had an image of Sonoma Raceway, an image he’d had in his mind since playing Gran Turismo in his early teens, and he knew he’d have to find a way to experience it.

With no real knowledge of the trackday landscape, he booked a three-day advanced driving course at the Simraceway Performance Driving Center, where he was able sample the circuit and the strengths of his daily, an E92 M3. “I didn’t know anything then, so I kept the stock pads and went to drive. The only thing I added was a big wing, because it was cool.

The car was stable and forgiving, and the classes went off without a hitch. The subsequent visits to the track weren’t always failure-free, though. “Whenever I tried to push, something broke.” He endured the bills and, without much of a racing education, he started modding the car to make more power — something entirely predictable. He slapped on a VF supercharger and, after it was installed incorrectly, he blew the motor.

Disappointed, he sought out something reliable with more tuning potential. He didn’t like how American cars drove, so no Camaro. The atmospheric BMW engines weren’t all that interesting to him, but the potential of some of the turbo cars caught his eye.

“I first bought the Verus full aero, which I now see was foolish. I should’ve started with suspension, but the aero kit was too cool to ignore,” he laughed.

He didn’t exactly settle on another car from the same marque, but he wasn’t far off. After finding an impressive deal on a 2021 Supra, he pulled the trigger.

The first outing in it, he left it completely stock. Very capable already—capable of lapping Sonoma in the 1:53s. By this time, he’d started studying what would keep his ass in the seat and what would drop times the fastest.” I wanted the car to be reliable, so I didn’t touch the powerplant. There were more important things to change.”

Maybe the pleasure of seeing the car kitted out was the right move, because it wouldn’t let him down like his first set of coilovers would. The first set of KW Clubsports broke after a few days. Fortunately, his growing social media presence helped him secure a more track-oriented setup; KW reached out and offered him a set of Competition coilovers.

Then, seeing how easily he was squeezing noticeable performance from the package, he got a little smarter with his tuning approach. He hit the books hard and called on his years of building soccer robots for RoboCup Junior. With his analytical mind whirring away, Tailai could not ignore the way Supra’s weight was working against him. “Weight savings starts out cheap, but it gets pricey pretty quickly,” he admitted. Just by pulling the carpets, seats, adding a cheap Chinese fiberglass hood, and changing the battery, he trimmed an impressive 200 pounds from the car, and only spent an afternoon a few hundred dollars.

Less mass saves some strain on the binders, which don’t need too much help. Pads from CSG, stock rotors and calipers, a basic ducting kit, and even with Goodyear Supercar 3Rs and the aero loading, the brakes last an entire session without fade.

Mods were kept minimal. A set of SPL control arms for more camber and toe adjustment, a Sparco bucket seat, and a chopped exhaust rounded out the short list. Fortunately, the A90 just doesn’t need much help from the factory — just a sportier alignment:

With Jackie Ding’s advice, he increased front camber to -3 degrees, increased the rear to -2.8, set the front toe at 0, and, to minimize some of the bump steering, a smidge of rear toe-in. About 0.3 degrees, actually.

Tuning took some time to understand, but like his choice in modifications, he fumbled his way through it until he could learn enough to make the right decisions. “At first, I had the rear wing angle turned up to the max before adding the splitter, so at 8 at Thunderhill East, the car just went straight. That scared me. After that, I started to read up on aero balance.”

After adding a splitter and trimming out the rear wing, he found a sweet spot that gives him some reassuring push in faster corners. Combine that with a car that is easily rotated on throttle in the slower corners, and it’s not hard to see why he’s gone so much faster in the span of a year.

“As soon as I touch the throttle, I like it to rotate a little,” he explained.

And with that, he had a platform he could take to the track and run lap after lap. It’s super reliable. After forty-minute sessions at Thunderhill in 100F weather, the brakes and the engine remain cool. The Supra is happy to take the abuse.

His dedication to the craft, complemented by his studious approach and background in robotics helped him go from a total novice to someone fighting at the front of Speed SF Challenge’s S2 class in just two years. You don’t make that progress without cracking the books and being a little ingenious. Now pursuing his PHD in electrical engineering, he is confident he took the right path. “If you don’t have a budget to hire an engineer, you have to learn to do it yourself.”

Tailai has done most of the work in his garage. “From chassis tuning, I gained probably two seconds.”

And although he sees the importance in building a dependable, approachable, reliable car, he knows that racing is not just an engineering exercise. It takes practice, physical fitness, and coordination. So, after he adds the new Spage aero, the rest will come down to him. “There’s still a lot more potential there that I’m not getting. Honestly, I’m still a pretty bad driver,” he said.

For someone who’s currently lapping Sonoma in the 1:45s, but had no idea what an apex was a few years ago, that is a masterpiece of self-effacement. Not everyone advances this quickly in the sport, but Tailai’s taken the sensible approach and put track time first. If that isn’t a compelling case for reliability, I don’t know what is.

Justin's IS F: Rekindling An Old Romance

Photo: Nolan Muna

Justin had his first shot at track days back in 2003, but that one afternoon at Thunderhill East in his 7th generation Celica GTS would be the last time he’d set a tire on track for nearly twenty years. Still, he managed to set a 2:15 at that event, so at least he had demonstrated his chops in the process.

Then life intervened. Marriage, children, divorce, and other financial priorities forced him to put his racing aspirations on the back burner for the better part of two decades. During his seventeen-year sabbatical, he dabbled with motorcycles and a third-generation Mazda RX-7, but never took either to the track.

Once the kids grew up, Justin saw an opportunity to return to the track. Then the pandemic hit, and to make matters worse, he lost his job. For a bitter moment, his chance to return to tracking seemed to fall just out of reach. Rather than fall prey to despair, Justin began consulting, then went into business with a close friend. Fortunately, that career move proved lucrative.

So much so that he could suddenly consider several supercars. “I debated between an NSX and an R8,” he said, “until my fiance made a suggestion. She said, ‘Instead of dumping a lot of money into one of those, why not buy a cheaper car you can modify your own way?/”

Cogent question. Justin started considering the criteria he was looking for in a mid-tier car. Reliable, large displacement, naturally aspirated, and as he thought longer and longer, he grew to like the idea of a four-door. He cast his mind back to a stoplight-to-stoplight race during the time he was driving his RX-7. “I remember an IS F totally smoked me,” he recalled. Seemed like the big Lexus sedan fit the bill.

And so he started scouring the more reputable classifieds. There wasn’t much he’d find that seemed like a suitable candidate. Ironically, it was only after four fruitless months that he capitulated and started scrolling through the Craigslist pages, where he only spent a few minutes before finding the perfect car. Better yet, it was parked just a little down the street from Justin’s house.

With only 77,000 on the clock, one owner, and complete service records tucked neatly away in a binder, this immaculate machine held a lot of promise. However, Justin being a prudent guy, he had his friend at Magnussen’s Toyota inspect the car to be certain it was the gem it appeared to be. After performing the PPI, his friend told him, “If you don’t buy this car, I will.”

Justin didn’t give him the chance. With his new acquisition sitting pretty in his garage, Justin began researching what a track-ready IS F had over his bone stock example. At the very least, any set of performance shocks and brake pads would keep it from falling on its face. However, Justin being well connected in the industry, he splurged for the fancier stuff: Carbotech XP10 pads, Michelin PS4S, and HKS Hipermax coilovers.

His return to the track—Buttonwillow this time—after seventeen years away was comically carefree. “It’s just like riding a bike,'' he told himself. He set out brimming with pride and excitement, but he quickly realized just how tire technology had come in the last two decades—and how rusty he truly was. After dropping two wheels at the exit of Bus Stop, he reigned in some of his exuberance and started to drive much more sensibly. “It was eye opening and humbling, to say the least.”

A trip to Thunderhill West a few weeks later was not only humbling, but dispiriting. The IS F’s inability, so he thought, to handle the constant barrage of corners put him in a foul mood. In fact, he was considering abandoning the platform that day at a somber lunch.

Post-meal, he found a little more encouragement from the car and managed not only to stick in a respectable 1:33, but he executed a spectacular pass around the outside of Joe McGuigan, who was then riding shotgun in a student’s car.

Two months later, he had his 22/20k setup that convinced him to give the platform a fighting chance.

Joe, another proponent of the Lexus sport sedans, could see by the IS F’s bucking-bronco body language that the damping was insufficient for the workout Justin was putting it through. Following Joe’s recommendation, Justin reached out to Shaftworks and ordered a custom set of coilovers to suit the heavyweight.

“That’s when it spiraled,” he laughed. Along with those new coils, he picked up Ultra Racing chassis braces, FIGS arms and bushings, Sikky swaybars, and a few other items that stiffened the chassis to the point he could drive the car as aggressively and accurately as he hoped. Of course, the newfound cornering forces required some additional core support for the driver, so he threw in a Recaro Profi XL.

It didn’t take long before he had to fortify the platform again. With all the extra energy he was putting into his wheeling, the tires and brakes were struggling to keep up. “I tried RT660s, but they got greasy too fast. I spoke with a Camaro owner who recommended Goodyear Supercar 3s and figured I’d try ‘em.”

Now that the car’s sorted and sweet, he has to be careful not to overdrive the car. “It will do what you want, provided you keep it within a certain window,” he added.

Wrapped around a new set of Momo Catania wheels measuring 18x10”, he was thrilled with the newfound consistency these new tires provided him. “Once they’re warm, they remain at the same temperature for the rest of the day—it’s a little like cooking with a cast iron skillet.”

Naturally, the added grip strained the binders to the point of developing stress fractures and mirroring some. In their place, Justin added a set of GS F calipers, bigger OEM Brembo rotors, and a set of Carbotech XP12s to bring everything up to a dependable par.

Swept away by the rate of development and the improvements he was enjoying, Justin asked himself, ‘What could it hurt to have a little more power?’

With a custom tune from Tuned by LOI, full bolt-ons, and a tankful of E30, the 5.0-liter made a very healthy 438 horsepower and 401 lb-ft at the rear wheels. To make the most of this bump in grunt, he added a Sikky carbon driveshaft and an OS Giken 1.5-way LSD.

With the level of funding he’s put into this machine, Justin decided to make this former heavyweight into a svelte track-only sedan—and is leaving it to the pros to help realize its potential. Additional cooling, a welded cage, and some lightweight body panels are just a few of the additions Race Factory will be making this summer.

If all goes to plan, he’ll be trailering this beauty to several shakedowns next year before entering in Global Time Attack, where he hopes to make a splash in the Street Class. With the good luck he’s had thus far and the wise McGuigan to guide him on his way, he has a shot at making some waves with this (perhaps former) heavyweight.

“I just want to thank my family, friends, and the car community for being so supportive. Without all three, my return to motorsports wouldn't have been anywhere as fulfilling as it has been.”

Photo: Nolan Muna

Elie's E46 M3: Not Too Much, Not Too Little

For Elie Mansour, the E46 M3 is one of the most driver-friendly machines he’s ever driven—and he’s driven just about every trackday staple.

In 2003, Elie started tracking in the States with a fourth-generation Camaro, but to him, a man who grew up watching smaller vehicles hillclimbing in his native Lebanon, the Camaro seemed somewhat cumbersome.

“Everybody was driving the Subarus and Evos, S2000s, and a handful of E36s then.” His natural affinity for the capable E36 led him to buying one of his own, but its lack of power and regular maintenance left him wanting a little more. “For about six months, I considered swapping an S54 into my car, then my friend let me drive his E46 M3, and it just felt so much sturdier. When I factored in all the associated costs of swapping the new motor into the old car, I realized that I’d be better off buying an E46.”

Photo credit: Brett Smrz

Wisely, he avoided building one from the ground up. The Imola Red ‘02 he procured already had been partially stripped and fitted with an Autopower cage, big Brembo GT 355 brakes with Cobalt bads, and a set of Ground Control coilovers. As a precaution, he removed some of the failure points. Simple and effective, this platform needed nothing more than a set of solid mounts and bushings before Elie logged fifty events his first year with it.

Building Upon a Brilliant Foundation

Despite the running costs and the growing appetite for better parts, this busy first year didn’t tax him too much. The reliability of the car was astounding; changing the pads every dozen days and the oil about half as often. Then there was the ease of operation. “The E46 is one of the most driver-friendly cars I’ve ever owned; it has great headroom, great visibility, ergonomics, and it’s easier to drive than any other car at this performance level.”

Relatively simple operation, a moderate amount of weight, more that adequate power, a reasonably comfortably size, and—assuming one buys a good example—a manageable price. In so many ways, the E46 M3 is the ultimate Goldilocks car: not too much, but not too little.

Perhaps all this versatility came with one setback: weight. Being reasonably large and somewhat plush, the weight became more and more of an obvious hindrance the harder he pushed. Removing the sound deadening and carpet, then replacing the standard Getrag six-speed with a ZF five-speed allowed him to bring the weight down to 2,825 pounds.

It only followed that he would sharpen the chassis with whatever means readily available. After adding Ground Control swaybars, he sought out a set of revalved shocks to suit the lightened chassis. A knowledgeable friend practically gave him a set of used Motons that’d been collecting dust in a shop, but further inspection revealed the fronts were damaged beyond repair. At that stage, his friend admitted that he used JRZ parts to rebuild the other Motons he’d been given.

They shared a laugh, then took the expedient solution: using a set of JRZ RS Pro two-ways to replace the faulty fronts. With a little tweaking, he found the two brands to complement each other. “The two work well together, and the JRZs are so much easier to service than the Motons. It’s an unusual mix, but it was a no-brainer for us.”

With the footwork seriously improved, the slapped on a set of Pirelli DH crubs and began impressing the bystanders. His aggressive, tail-out driving style honed through years of messing around on gravel roads had to be tamed somewhat to go faster, but at least he was never limited by a lack of car control.

With the car handling well, he turned his attention to the powerplant. The S54 is, with the right sort of maintenance, a fairly robust motor that might get a little too much negative press. That said, it needs some uncorking before its sonorous scream can be fully appreciated. Along with an AFe intake, an eBay header, a Bimmerworld exhaust, and a BSpec tune, the motor made a healthy 323 horsepower at the rear wheels.

While the motor is stout, tracking can elevate temperatures to a worrying level. The iron block’s chances of overheating diminished greatly after he added a Bimmerworld motorsports thermostat and oil diverter, a CSF radiator, and a custom built electric fan, he’s been able to keep the iron block cool, even on sweltering summer days. “Don’t forget: a high viscosity oil is a must. During the summer months, I change the oil—usually 10W60—every three or four track days.”

With the motor fortified and the suspension sorted, the car was as dependable as any thoroughly thrashed track tool, really, and Elie prioritized seat time over all. Nearing his hundredth track day, he’d pushed the M3 to about as far as anyone was capable, and the few shortcomings in the car started to make themselves apparent.

Ready for a new challenge and a little more stability at speed, he decided to call on Trackspec Motorsports, who were then sponsoring him, and ask for a contribution in the form of a modest aero package.

The takeaway here was that he hadn’t simply reached for the biggest wing prematurely. He and Trackspeck went through a series of different combinations before settling on the G-Stream wing and their tegrid-constructed splitter, which was chosen for its durability. The result was, well, just watch the footage below to see the car in action:

Even Monkeys Fall From Trees

And then, perhaps as some sort of divine/cosmic payback for 180,000 miles of faultless operation, the motor coughed its last breath. He tucked the car away to the back corner of his garage and helped a few friends build their E46s with his two decades of knowledge,

It still sits in the corner, but another S54—again built for reliability—is almost finished. When the motor is implanted in its new home, he’ll address the two remaining flaws he’s noticed. “The OEM LSD acts like an open differential now; trying to get any traction out of Buttonwillow’s Turn 2 is futile.”

Besides that, it needs a few more safety modifications to move into the next realm of competition: NASA ST4. Trackspec Motorsports will likely prototype the cage, and along with a fire system, full window nets, and a restrictor to meet class restrictions, he should be ready for wheel-to-wheel. He’s got the car control and the courage, so the transition shouldn’t be too difficult.

Alex's AP1 S2000: Earning His Spurs

Though this AP1 wasn’t Alex Caruso’s first track car, it was the car with which he truly earned his spurs. A few years before buying this car, he got his feet wet with an NA Miata, then later an Integra GSR. Thesef two taught him about car control and patience with the right foot, but they lost their appeal with time. Eventually, he wanted to try something a bit more exhilarating. By then, Alex was no longer a student just scraping by, and he had a little more to spend on a special sort of car.

When this car popped up in his feed, he immediately checked his bank balance. Hardtop, great paint, totally stock, and basically a blank slate with which he could express his creative streak. There was one problem, though: he couldn’t quite afford it. Undeterred, Alex committed to finding the money. With the help of his supportive wife, he scraped together enough for a down payment and brought it home.

Not long after, he started leafing through those old lists of dream parts he’d scrawled away when he was a daydreaming, broke college kid. The first round of mods were intended to make the motor indestructible. Because the ‘01 models didn’t receive the piston-cooling oil squirters the following year’s motor did, he retrofitted those to fit his motor, careful not to crossthread anything down there. Following that, he added AP2 valve retainers, then sent his valve covers out to be drilled; the AP1’s valve covers need to be perforated to help move some of the blowby.

Though these drilled valve covers works with the stock PCV system, Alex added a catch can—one which doesn’t need emptying until the fifth track day.

With the powertrain bulletproofed, he started running his car to the 9,000-rpm redline and enjoying the honeymoon phase, spins and all. The AP1’s nervousness was thrilling, challenging, and hugely educational—even if he had to clean plenty of grass out of his wheel wells. “Once I started pushing, I looped that thing so many times,” he laughed.

Though AP1’s dynamic toe curve kept him busy and certainly accelerated his steering corrections, he felt it prevented him from totally trusting the rear. “It almost felt like the rear was taking two sets in every corner,” he explained. In an attempt to get closer to his car and predict its movements better, he started with the second round of improvements.

Wisely, Alex went for a full set of Blacktrax sphericals, Hard Race motor mounts, and solid LSD collars. The added responsiveness and transparency of the car grew in proportion to his confidence. However, there was one glaring shortcoming he still hadn’t addressed.

That pesky toe curve could only be truly changed by swapping out the old AP1 subframe for an AP2 subframe. The first weekend out, the car was predictable and encouraging in a way Alex had never felt before, and so the second honeymoon phase began.

Never once in his four-year relationship with the car has he felt bored with the car, but he has always wondered if the wear items would let him down. To give him peace of mind, he reinforced the flimsy spot where the front upper control arm connects with the chassis. While at it, he swapped all four hubs out for Karcepts items and rid himself of another potential nightmare.

Finally, after a year of tracking his stout and predictable AP1, he started searching for more speed. The first round of go-fast goodies consisted of Sake Bomb Garage’s brake kit, a set of JRZ RS Pros, and a few engine bolt-ons—the last chosen mainly for noise.

“The coilovers really transformed the way the car handles over rough or uneven pavement. I knew the stock suspension was already well-tuned by Honda, so I didn't want to skimp on coilovers that would ruin the handling characteristics the Honda engineers worked so hard to develop. After popping my right rear upper ball joint out of its control arm coming at Laguna Seca, I knew wanted to get something that could control the chassis better without bottoming out as frequently or harshly.

I happened to make a connection with a JRZ vendor and scored a deal on a set of RS Pros. Now, not only is weight transfer much more immediate, I don't have a second thought about the car unsettling over bumps, like the Dorito at Thunderhill West. Having two-way adjustable coilovers also opens up a whole new world of suspension tuning that I'm slowly learning about. The ability to adjust the handling balance at the track and the peace of mind that the dampers will soak up any bumps I throw at them make these coilovers worth their weight in gold.”

The focus on the foundation, the time spent learning an imperfect car, and the carefully chosen selection of performance modifications all paid off in the first session following. Running on the same set of Hankook RS4s he’d used the time before, he dropped his times at Thunderhill West by two seconds.

There’s not much more this dependable car needs. It’s lively, reassuring, and while it’s not the punchiest car in the field, it is one of the most agile. Because he prioritized predictability and transparency over any other performance trait, he might opt for an aftermarket differential—Seigo Ma’s shown him how important they are. Maybe a little aero in there for good measure, but beyond that, all he needs is good weather and the time to spend with his second love.

“With how much I’d dreamed about this car before buying it, I was worried that I would be disappointed with the S2000, but I can safely say it's lived up to all of my expectations and then some. It's been rewarding to work on, to fix, to push myself with, and it's the exact tool I needed to get comfortable on track.”

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

First Impressions: 2023 GR Corolla

A long and fruitful relationship with One Toyota of Oakland put Patrick Chio towards the front of the waiting list for the 2023 GR Corolla. Only 6,000 were made for this year, and at that dealership alone, the waiting list was 150 names-long.

As evidenced by the length of the hopeful would-be owners, the American market has been craving a true hot hatch from Toyota, and Patrick was fortunate enough to learn that the out-of-the-box performance more than justified the hype.

Though Patrick wanted the top-tier variant of this newest GR product, he could only get his hands on a “Core” base model within his preferred time frame. This particular car, finished in Ice Cap white, has none of the frills of the fancier versions, save for the optional Performance Pack and its Torsen limited-slip differentials front and rear.

In a paddock filled with supercars and winged track cars, the furor surrounded the subdued Corolla.

With very few visual cues to alert the observer, there’s really very little that sets this car apart from most econoboxes on the road nowadays. The bodyshape is ordinary, the exhaust is muted, and the absence of flashy badges and bright font won’t alert even well-trained eyes. Compared to the rally-inspired Evos and STIs of twenty years ago, it’s subtle. How times have changed.

Thirty years ago, “turbo” would’ve been pasted in bright colors across the side of the car.

A short wheelbase, 300 horsepower, a small turbo that spools immediately, and an adjustable chassis made its on-track foray at Thunderhill Cyclone exhilarating and impressive. It’s the last trait, its mid-corner adjustablilty, proved useful in long, tightening corners like Turn 2 and the direction change between Turns 5A and 6.

There’s only so much entry speed that can be expected from a stock alignment and OEM tires, but when the front axle was overloaded, all it required was a brief lift and the car would pivot in a progressive, predictable fashion.

Though a vehicle with such a short wheelbase would be expected to oversteer noticeably after such a throttle adjustment, the breakaway is very gradual and “more of a neutralization,” says Patrick. The car is soft-edged out of the box, but the potential for a very lively and pointy machine is clearly there. The combination agility and an ability to leap out of slow corners were what allowed Patrick to keep a decently driven AMG GTR within striking distance.

Of course, being a four-wheel drive car with a turbo, it helps to try and drive a different line which favors the corner-exit phase. Favoring a squarer line with a late, abrupt turn-in helps minimize the time spent loading the front axle. While this wears the rears a little faster, it does allow for a rapid exit without any front tire scrub slowing acceleration. With torque and traction in spades, it pays to prioritize the corner exit. Always play to your strengths.

For around $35,000, it seems like a bargain. It does have the shortcomings of most hatches—namely its build quality. Being a hot hatch, the suspension is not what most people would consider comfortable. “You feel every bump and surface feature on the road,” Patrick says. Thankfully, the supportive factory seats and comfortable ergonomics help soften that rough ride somewhat.

On the road, the 1.6-liter engine pulls like something three times its size from low revs. It is very usable on backroads and in city driving, but the small turbocharger runs out of puff at around 6,000 revs. For now, the shelf of mid-range torque—its 273 lb-ft are available between 3,000 and 5,500 revs—is appreciated exiting hairpins and while making mid-corner throttle adjustments.

The G16E-GTS engine makes 300 horsepower and 276 lb-ft of torque from just 1.6 liters. Not surprisingly, fuel economy is poor. “My C7 Z06 gets better consumption,” Patrick reported.

The motor stands to get a little tweaking in the coming months, though stateside aftermarket support is still limited. Some shops have already reported the factory ECU is crackable. That and a bigger turbo ought to provide a sufficient power bump until the rest of the country catches on with GR Corolla tuning, which will adopt some of the know-how tuners in the UK, Japan, and Australia have already used in their development of the GR Yaris. Considering the fervor surrounding the car, it shouldn’t take long.

Before the engine is touched, Patrick and Titan 7 will widen the footprint and improve the stance. Titan 7 has been working to spec a wheel for this new platform that both suits the car’s shape and fits nicely around the factory four-piston brakes.

Crucially, the tires can’t out-accelerate the engine development. “Even the stock tires were not giving up much,” Patrick acknowledged. The traction and poise offered by the factory 235s complement the power output and weight well. Because the stock tires aren’t easily overwhelmed by the factory power output or the weight, it makes sense not to get too big with the replacement rubber. Impressive considering the weight of the base Corolla with LSDs comes in at 3,262 pounds.

For the time being, a set stronger wheels, stickier 255-section tires, a few custom arms and bars, as well as a little weight reduction should help this long-anticipated Corolla squeeze into the position of supersleeper. If it leaves the factory with 100 horsepower per cylinder, makes good use of all that power, and handles the heat well, it has all the makings of something truly special.

Many thanks to One Toyota of Oakland for helping us acquire this vehicle and sparing us the outrageous markups that other dealers have tacked onto the Corolla’s cost.

Steven's McLaren 675LT: Hardly Fair Anymore

Four seconds faster. A whole four seconds faster after a couple sessions. That’s the amount of time Steven Melson cut off his previous best, set in a V10-powered R8, just after getting acquainted with his new car.

It was his coach who had been gushing about the McLarens he and his clients had been driving in recent months. Steven, though he hadn’t come close to purchasing a car of that caliber before, was beginning to wonder whether he should add one to his collection.

It took him over a year of maybes, mishaps, and genuine frustration—culminating in a trip to Texas to test one at COTA to get a feel before pulling the trigger. The car he was supposed to test, a Papaya Orange 675LT, was crashed by its owner just minutes before Steven was supposed to take it for a spin. Some would’ve given up on the idea then, but Steven’s coach had convinced him that one of these cars was worth holding out for.

A week later, the listing for another 675LT, this one finished in Chicane Grey, popped up in his inbox courtesy of a supportive friend. It didn’t take long before Steven made a decision.

At just 2,950 pounds, the 675LT is nearly a half-ton lighter than his Mercedes AMG GT and four hundred pounds lighter than his Audi R8 V10. Compared to the Audi, which now wears a set of Penske racing shocks, the McLaren is much more alert. “The weight difference is obvious,” Steven began.

Thanks to the carbon tub and the active suspension, the grip and lateral support is much better than the Audi’s, if maybe coming at the cost of a slightly duller feel. To improve matters, the McLaren’s quicker steering and sharper front end, as well as a more stable rear at higher speeds bolster Steven’s confidence and encourage him to push.

And its urgency is only part of its appeal. The power is savage, relentless, and genuinely shocking—I remember the first time I drove one, and I had to let out a few expletives after the boost hit. It can spin the wheels easily in third and sometimes fourth, yet the power is somehow controllable.

There aren’t many cars which will out-accelerate this surprisingly exploitable supercar.

Despite making the sort of power that few track cars can, the delivery is fairly linear and very controllable. “I don’t get the feeling of ‘Oh God, now the boost is on!’ Really, it’s not that intimidating,” he professed.

What does surprise him is the way which the McLaren decelerates. “The stopping power is amazing—so far beyond the Audi or the Mercedes. I’d usually overstep the mark in those two cars, but I haven’t found the limit yet in this. Every time I try to push the braking point later than what feels comfortable, it just stops,” he laughed.

And despite the systems providing him some form of safety net, the McLaren is exacting—so much so that he’s started augmenting a few mistakes the plusher, less demanding Mercedes let him get away with. “My coach told me to try and get back to the throttle earlier and earlier; it just takes it. In fact, it’s helped me work on my bad habit of coasting mid-corner,” he admitted. To get the rear settled early and softly has opened his eyes up to the dynamic differences between a hard-edged car like this and his relatively plush German machines he’d gotten used to.

To get a better sense of how these three differed, he took them all to the McLaren’s inaugural track day at the Thunderhill Bypass last December. After one day of familiarizing himself with the new car, Steven put in a searing lap of 1:51.5—four seconds faster than the best he’d managed in the Audi. That’s with an indicated 154 miles an hour on the front straight and a lot of mud on several parts of the track. If that’s not an indication of accessible speed, I’m not sure what is.

Being as quick as it is, he hasn’t really considered toying with the suspension much. He has, however, decided to extract a little more power from the M838 motor with a set of catless competition downpipes from Soul Performance and a tune from M-Engineering. On 100-octane fuel, these goodies should make another hundred wheel horsepower—another hundred wheel in a car which runs 10.3 in the quarter bone stock. “It’s probably all I’m gonna do for a while—I just wanna learn to drive it better, have fun, and beat some X records,” he admitted.

Sounds like a reasonable plan of action.

Adam's S13 Coupe: Silvias Do More Than Slide

Some might think that S13 coupes aren’t really suited to turning quick laps, but some know better. Adam Swan’s owned thirty-five different S-chassis cars, so he knows better than most. This particular car, bought before some of the JDM favorites were considered investments, only set him back a few grand. That would be a steal for a stock car nowadays, but this one had the running gear from an S15 Spec R.

That means an SR20DET, a six-speed transmission, and the viscous limited-slip differential in a body weighing around 2,750 pounds. It was immediately at home on canyon roads and shorter drift tracks, where Adam beat it mercilessly for the his first few years of ownership.

It even got the S15’s gauge cluster.

At the time, he was crewing for Valkryie Autosport/GOTO Racing, then running a Nissan R35 GT-R in various time attack series. Inspired by the challenge he was partaking in, he decided to take his recently acquired S13 and try the road course for himself.

Being light, moderately powerful, and rear wheel-drive, the S13 had the bones to become a track car. He called upon his experience and added some budget basics to free up a few horsepower and find some support.

For the power adders, he grabbed a trio of no-name budget bits: a 4” turboback, a front-mount intercooler, and a manual boost controller. Good enough for a healthy 220 horsepower at the driven wheels, which, after stripping the interior and stuffing a Joshua Sher half-cage in there, made for a pretty punchy machine. Great torque and a much wider powerband—one perk of the S15’s variant of the engine—propel this 2,600-pound car at a surprising rate. It’s not just about peak power, but mass, gear ratios, and available traction.

Forget Fancy Stuff

That last trait benefited from the first major handling improvement: 5Zigen FN01RC wheels wrapped in a staggered set of Toyo R888Rs—235s up front and 255 in the rear. To make the most of the wider footprint and improve support, he added Fortune Auto 500 coilovers, SPL tie rods, and a no-name front swaybar bought off eBay. Remember when an S13 was a budget sports car?

Even without primo parts, the package was enough for fast laps without any drama. However, it was nearly stock in other areas, and that became a problem when the factory S14 one-piston brakes would vary wildly from corner to corner, even with upgraded pads. Additionally, the VLSD’s tendency to peg-leg limited a lot of his corner-exit potential. Not perfect, but not too bad for what was essentially a stock car.

Life was stress-free a long time; going to track days without breaking the bank, running full laps without worrying, and putting in respectable times. As his confidence grew, Adam started to wonder if a few aero pieces might not make a massive difference. Adding an Alumalite splitter and an NRG rear wing spruced up the basic shape of the Silvia, but the aero change worsened his confidence.

Some inspection from the sidelines showed that the trunk was flexing under the pressure of the wing. This was due to a lack of trunk reinforcements, which, when added, made a huge difference. The balance went from being skittish at higher speeds to neutral with a hint of understeer in the fast stuff; something easier to lean on when learning the basics. It also helped cut about five seconds off his previous bests.

Adam recognized that what the car required was a little fine-tuning at this stage. Switching from Toyos to a set of Advan A052s proved to not only give him longer stints before the tires’ performance would dwindle, but after playing with pressures for a few lapping days, he found that he was getting much closer to that reassuring sort of balance he’d been after for some time.

By getting the preloads, ride height, and cambers correct, he was able to feel at ease while pushing. When the rear stepped out, his drifting experience came in handy. Even though the of the suspension wasn’t widely adjustable, he could get it to do what he wanted it to.

He took it to Global Time Attack twice, both times competing in the Limited Class—a best of 11th in 2020.

Resurrecting the Silvia

His business SwanSpeed has picked up in the last couple years, so the trusty Silvia has taken a spot in the back of his garage. Though the engine’s been plucked from the bay, it’s not a cause for dismay. The reason it’s gone is because he’s finally found the sponsorship needed to make the car a front-runner in Limited.

The body’s been widened with Origin overfenders to run wider tires; 275s at the rear—hopefully enough to harness the power the new motor will make. The heart of the new build, currently in progress, is a TEM Machine IndustriesM-built SR20 with forged internals, a quick-spooling turbo, E85 capability, and with any luck, a little over 500 horsepower.

The Silvia might not have the traction of some of its rivals, but it’s an underrated chassis in a grip setting. It doesn’t have much mass to push around, nor does it have many vices. Provided the brakes and differential are replaced for something a little stronger, Adam might be able to give his inconspicuous Silvia a fighting chance against the S2000s and GT-Rs. Not terrible for a car with less than ten grand invested.

A big thanks to Horsepower Industries for their endless support.

Near-Win at the 25 Hours of Thunderhill: Team Tazio Ottis Racing's Day-Long Battle

Four days before Friday’s Final Practice, Team Tazio Ottis Racing was treated to a reassuring practice at Sonoma Raceway with Speed SF Track Events. It had been the cherry on the sundae after a successful season in WERC E0.

The second year of competition had given Tazio and his team to sort out their FK8 Civic Type R. Their transmission, the FK8’s weak link, had been fortified with stronger third and fourth gears, which has served them well the whole season.

Concerned for the health of the drivetrain, they decided to cap the power at a healthy and reliable 300 horsepower and seek out more speed by reducing the total wet weight to 2,850 pounds with Seibon carbon parts and a titanium Remark exhaust. Along with that car, they had a team of four strong drivers: Tazio Ottis and Daniel Wu, the team’s regulars, aided by Patrick Chio (Speed SF) and Will Wattawongkiri (WRTeknica) for the 25.

Unfortunately, they seemed to have snagged a bad part. During final practice for the 25, third gear blew. After a successful season without gearbox issues, it came as a surprise.

The team was stretched thin hustling to repair the box with a used third gear—one with eighty race hours on it. The effort took them until 11:30 that night, and the delay had kept them from attending qualifying and relegated them to the last position on the grid. Thankfully, they had a long race ahead of them.

Rolling around to take the green flag in last, Will Wattawongkiri was feeling the weight on his shoulders. All of a sudden, the car wouldn’t move. It turned out the driveshaft wasn’t seated properly, so it came out and they brought the car back in the pits and lost six laps. Clearly they weren’t off the start that they wanted.

There was something to lift their spirits, though: the speed was there. Compared to their main rivals on the DIG Motorsport team, their pace was comparable and so their fuel economy was superior. Perhaps the Mustang’s dry performance was better, but things didn’t stay dry long enough for them to benefit much.

The weather was tricky; starting wet, staying wet, and eventually drying slowly, but the Honda was well suited to these conditions. An OS Giken differential and the added weight over the driven wheels helped when the track was slippery. All this was more impressive by the fact that the hasty gearbox repair kept them from getting a good alignment. As a result, they had to swap the fronts out every two hours.

With a prediction of thirty percent rain a little before midnight, they opted for their grooved Toyo RRs—their dry tires. “The difference in lap times was as much as twenty-three seconds, but it was a little risky to go to dries. The dry line was obvious, but it was extremely cold and wet off-line. Passing off the dry line would result in a massive loss of traction, so we had to pick their passes especially carefully,” Patrick said.

Thankfully, they gambled intelligently. In the slippery conditions, the Civic enjoyed a real advantage over the DIG Mustang, which struggled to put the power down. Additionally, the team’s overall pace—very similar across all four drivers— was not limited by the equipment. “We never had to soft pedal the whole race—we all pushed really hard,” Tazio noted.

TTOR were clawing their way back to the front of their race when the fuel started dropping to a worrying level and the fog rolled across the surface. When the fog was deemed thick enough to warrant postponing the race, they had to park the car on the front straight and leave it alone until the race resumed.

“We were catching up lap by lap until three in the morning when the fog rolled in. We were only two laps down when the race was stopped,” Patrick said.

Around 7 AM, the conditions were deemed acceptable for a restart. The team gathered around their new car and stuck Patrick Chio in the seat.

Their Type R had parked on the right side of the track and DIG’s Mustang had parked on the left. A prototype ahead stalled at the restart and boxed the left lane, though that hadn’t stopped the NASA marshall from continuing to wave the right line to move, resulting in a reshuffling of the grid that didn’t sit too well with the DIG team. However, the Civic needed to refuel and had to pit as soon as the green flag dropped. (Note: During a full course yellow condition, the pit lane is closed, prohibiting any team to do any work on their vehicles).

Around that time, DIG lodged a protest about passing during the restart, which Tazio and the team chose to debate initially, but did not persist in fighting the call. They accepted the compromise presented to them: a half-penalty drive through, which they served an hour afterwards.

Thankfully, they could make up for this minor setback. The similar pace among the TTOR drivers meant none of them had to double-stint. To improve matters, they could lap fast enough to push DIG’s fastest driver into running a triple stint and driving quite defensively. The Type R was catching up lap after lap and finally when, with Will Wattawongkiri at the wheel, they eventually passed the DIG Mustang in the twenty-third hour; giving them the class lead and a ninth-place-overall standing.

The actual action in some endurance races only lasts a dozen laps, but that was not the case here. Tazio enjoyed a multi-lap battle with DIG’s Michael Whelden. “Michael was making his car very wide and I was trying to get in his head by flashing my high beams. Honestly, that whole stint felt like a sprint race!”

Roughly one hundred minutes from the end, TTOR made their final pit stop. While stuck in the pits, the DIG Mustang regained the lead of E0, though they hadn’t yet pitted for refuel and we were aiming to repass them and lead the race til the end. They planned to pass; pace was still very strong—until third and fourth gear broke . They had to back off, using fifth in most places, minding the car, and watching their delta grow and grow.

Fifty minutes from the finish, they had to make a decision. “We could have continued running in fifth gear, but the transmission was making a lot of noise. We wanted to avoid blowing up the gearbox and leaving oil all over the track, so we decided to retire the car,” Patrick explained.

“It just made sense. Plus, we wouldn’t have been able to make up the deficit. It was the right thing to do at that point,” Tazio added.

“While we spent many hours in preparation for the race, picked great endurance components, hired a lineup of strong drivers, our team executed perfect pit stops, the 25 was not guaranteed—it never is. The mechanical failures during the last hour made our hearts sink, and we still feel the pain of losing—we were so close to crossing the finish line in first place,” Patrick reflected.

“We couldn’t have done it without our excellent crew and our sponsors. We’ve learned a lot about the car and the competition, and we’ll come back stronger next year.”

Thanks to all who supported TTOR:

Aventon E-Bikes

Honda Performance Development

Toyo Tires

Greddy

Seibon

Inozetek

Titan 7 wheels

Paragon Performance Brakes

Clutch Masters

Hybrid Racing

PTP Turbo Blankets

OS Giken

APR Performance

Remark Exhaust

Student Driver

Speed SF

WRTeknica