Brandon’s Alfa 4C: Inconspicuous Exotic

Brandon Hitchman’s car collection runs the gamut. His affinity for motor vehicles and an innate ability to wrench prompted him to become a buyer and seller even before he got his license. In those formative years, his business dealings put him in touch with some folks who could help him realize some of his racing ambitions.

After linking up with a vintage racer in his hometown, Brandon began attending track days with said racer, who was kind enough to lend him the keys to their Shelby GT350 race car. The two went on to try vintage racing, and from there on, Brandon’s life revolved around racing and fixing cars of different genres, makes, and vintages.

“I always had a soft spot for Italian cars. My first car was an Alfa ‘74 Spyder, actually. I took a break from the Italian stuff to go through my muscle car phase and raise a family, and once the kids were out of the house, I was given a chance to reunite with my past — the 4C was released. The timing couldn’t have been better, really,” he recalled.

Thrilled at the idea of a mid-engine Italian exotic without the price or the attention, he had to start looking at buying one for himself. At the time he was racing Spec Miata, but Brandon was then in his late forties and unsure whether wheel to wheel held any allure for him anymore. “If I’m being honest, I wasn’t the type to ever red mist it. A lot of guys are willing to put it on the line, and I couldn’t see the sense in it any longer,” he admitted.

“I also enjoy the build process, and spec racing does not allow for much creativity. That’s when the idea of doing time trials came along. Let’s be honest: time trials in a Spec Miata aren't that exciting,” he declared. So, he considered his options. He’d already been through his Porsche phase and had grown to find them a little anodyne, and though the newest Supra was a performance bargain he couldn’t deny, he wanted to take a less-traveled path.

So he bought a 4C and was immediately delighted. The turbo response, the theater, the sense of occasion, the shape, and the interior were all wonderful. “It smelled exactly the same as my old Spyder inside — that took me back thirty years,” he said.

Soon after, he began tracking it. The stability of the suspension, the destabilizing shove of the turbo motor, and some of the ergonomics proved themselves less than track-worthy. A pretty performance car, sure, but not exactly one meant to turn fast laps consistently. “I loved its looks, but it comes with a small assortment of problems which keep it from being as functional as I wanted it to be.”

The factory seats are beautiful, gorgeous Sabelts, but they offer the support of a bench seat in a 1980s Bronco,” he began. In their place, he installed a set of seats typically used in another pint-sized machine, the Tillet B5s as used in the Lotus Elise.

Visibility is good, width is good, though for Brandon, whose ape index is quite high, the fore and aft are not great.

Though the aftermarket for this car is somewhat limited, there are a few dedicated advocates who’ve seen the shortcomings in the 4C and made the necessary improvements available for a premium price. Closer inspection reveals a tightly-packed MacPherson rear arrangement — one of the compromises made to make a carbon-tubbed car priced at $80,000.

“It didn’t have the stability to handle the change under load — the dynamic toe-out under braking was an issue,” he added.

Rudi Gale of Gale Motorsports is a Slovenian who dedicates himself to hill climbing and racing his 4C. Though his car doesn’t boast much in the way of power mods, its suspension issues have been addressed, and Brandon followed suit. “I’ve pretty much copied Rudi’s setup because it’s proven and there’s no need to reinvent the wheel. I bought his rear control arms and then his front control arms, which both feature a spherical bearing setup and are much stronger. They also use the same factory attachment points.Now the quality of the rear is more aligned with the dual wishbone front suspension.

Then he installed a set of GMS swaybars specced to run with the Nitron coilovers and the arms, then corner balanced it. “I just started buying more and more suspension stuff — pretty soon it snowballed,” he recalled.

It was in dire need of an aggressive alignment. “The car has no power steering from the factory, but it also has no caster. I think probably Alfa’s engineers wanted it to be this raw sports car, but one of the marketing guys mentioned, “The average buyer of this car is in their fifties, and not many will be able to turn it.” The lack of caster didn’t help the steering self-center, toe-out made it wander.

With all those items addressed, he no longer had to constantly work the brake and the throttle to balance the car. “Everything was well integrated; the damping and the spring rates made it very driveable. It could handle curbs, has a pointy front and a stable rear to complement it.

Now comfortable with the car and pushing harder, Brandon found the 4C would snake slightly under hard braking. Fortunately, Rudi bought a carbon fiber decklid and a wing specifically for the 4C at just that moment — the timing couldn’t have been better.

Of course, this shifted the balance rearwards; forcing him to trail brake more. As luck would have it, Rudi had just released his own 3” splitter to even the aero balance.

The footwork sorted, he shifted his focus to the motor. The emphasis was not on bringing much more power into the picture, but making the stock powerplant more tractable and consistent. It had been heat soaking quite badly — even on the street. By installing a Scara 73 motorsports intercooler, he only experiences minor dropoff towards the end of a mid-summer session at Thunderhill Raceway Park.

“I’d like a little more aero in front with an open hood which the radiator could vent through. Currently, the hood is vented, but the factory radiator setup vents underneath the car,” he noted.

I started from the ground up trying to solve some of those issues. For such a low production car, I was amazed how much aftermarket support there is. Now, it’s not cheap, and I’m buying everything out of Europe — suspension parts from Slovenia and coilovers from England — but I was able to upgrade the car to solve the problems as I went. I tried to do it wisely; I didn’t just throw a bunch of upgrades at it hoping they’d solve my problems; I focused on one issue at a time.

Now, he’s mostly content learning to drive the car at its limits. It’s been rock-solid and repeatable, but traction is an issue, even with only 320 horsepower and 350 lb/ft of torque. “I’ve been struggling to put the power down, so I tried running a gear higher. I only use third and fourth at Thunderhill West, actually, and I short-shift a lot to keep it in the mid-range. I’m getting close to a 1:20 there but I’m still so late to throttle. I figure there has to be a second or so on the table just from that.

Looking back, I realize I could’ve bought a Supra, saved some time and money, and made it much faster than the 4C, but I wanted to do something a little different. No matter how many bits and bobs you throw at a regular car, they don’t make it special. I, for one, like improving a special car, one which nobody is doing much with, and taking it to the next level. Plus, it’s not a car that attracts the wrong kind of attention. I’ve owned Porsches and a Ferrari, and they tend to elicit a negative reaction. The Alfa doesn’t get much hate – no weird feelings at all.”

Sure, it’s got its quirks, but that’s what gives it its charm. The quirks and styling set it apart, and I did what I could to make it more functional. Most importantly, I’ve been able to make it mine and get something more out of it. I see a few good years ahead with this car.

Speed SF Goes Karting: A Thank You to our Coaches

Photo credit: Rachael Hairston Photography

Speed SF’s tiring schedule relies on the enthusiastic support of volunteers, and in an attempt to thank our most dedicated instructors for their time and energy this past season, we decided we’d sponsor them in a special kind of race that gave back to the community.

Miles Kodama, Nate Hackman, and Matt Misencik put in an incredible number of hours this past year, and when asked if they’d be interested in participating in a karting event at Sonoma Raceway, they agreed without hesitation. For all but Nate, this would be their first time racing on Sonoma’s one-mile outdoor karting track.

They’d also get to feel like charitable citizens while they got their jollies. The Sonoma Raceway chapter of Speedway Children’s Charities (SCC) organized the Karting for a Cause event, which donated its proceeds to local children and families in need. Since 2001, the Sonoma chapter has distributed more than $6.8 million to qualified Sonoma County youth groups.

But being good Samaritans was only a small perk in comparison to the pleasure of driving alongside old friends at a top-tier venue in the Saturday sunshine.

Sonoma Raceway’s karting center had recently upgraded their rental kart fleet with new Tony Kart-stickered machines. These nine-horsepower karts weren’t exactly groundbreaking in terms of straightline performance, but being brand new, they generated enough grip to make hustling them on hard tires a bit of a workout in the June heat.

While the standard of kart used that day was nothing new to them, the track was. Sonoma’s outdoor track has been a draw for karters across the nation for the past twenty-odd years. Not only is it set in scenic surroundings; overlooking the full road course below, it remains one of the best designed kart courses in California. The one-mile track mixes technical sections and quick sweepers would make even slightly slow karts very exciting.

The format for the day played a large part in the lighthearted and unpredictable feel of the afternoon. Progression through the day’s six events, each lasting eight laps, was decided by elimination; the fastest four of every seven or eight-person grid would make it to the next race.

From the start, it was clear that Miles, Matt, and Nate had the talent to put them at the front, but despite most of the competitors there not having the same sort of skill, establishing the grid and kart choice through lottery kept things fresh, fun, and challenging. They’d have their hands full making their way through the pack after starting at the rear.

Miles took silver in the first event, Matt won the second, and Nate dominated the third. By the fourth, enough of the field had been eliminated to put the Speed SF drivers toe-to-toe. Matt’s talent for finding grip and managing slow-speed technical sections helped him pull ahead of Miles; the two finishing 1-2 in the fourth event. Nate won the fifth event outright, and for the final race, all three Speed SF drivers were gridded up along with the one threat to their dominance: a young stock car driver who’d flown in from North Carolina.

With the win on the line, the four forgot about driving like gentlemen and began stripping the karts of their new stickers. Unfortunately, the rising stock car driver pulled the mechanic-confirmed fastest kart in the fleet, so the Speed SF trio had their work cut out for them.

Matt started first, followed by Nate, their one adversary, and then Miles. Nate believed Matt would sail off into the distance as he’s proven himself capable of in the past, but Nate found his way past and put his head down to try and stretch a gap. With the stock car star following in his blind spot and taking every low-probability attempt, Nate had to get his elbows out himself to hold his spot. As the two continued to make contact in Man Maker, the course’s fastest corner, Nate decided he wasn’t going to let himself get pushed off and decided to go for broke.

In Man Maker, Nate had been edging towards taking it flat the entire day. On the penultimate lap of the final event, he finally found the confidence to try it. His Hail Mary attempt was matched by the NASCAR hopeful and the two touched at the exit of the corner. Fortunately for our 2023 Challenge S4 vice champion, his rival fared far worse and took a trip into the dirt, giving Nate the chance to stretch a lead over the final lap.

In the end, the Speed SF team came out on top: Nate, Matt, and Miles finishing first, third, and fourth, respectively. After a thrilling day with close racing and near-perfect weather, a trip to the top step of the podium was the icing on the cake. There would be no celebratory champagne on the rostrum, but they’d get a few glasses of grape juice soon afterwards.

After setting their new hardware aside, they relocated to dining space overlooking Turn 3, where they sat around white tablecloths and enjoyed a three-course luncheon with wine pairings from select local vineyards. If they didn’t feel like high rollers then, the view of the stock cars qualifying just feet away for the following day’s NASCAR race did.

Our instructors are the backbone of this business and their efforts have not gone unappreciated. We’re thankful for these three and all the others who spend their Sunday mornings driving to the track when they could be sleeping in, and for their long hours and considerable effort, treating them to a race and a meal was the least we could do.

Speed SF Challenge 2023 RECAP

Speed SF’s committed clan of drivers kept the Challenge season full of excitement this year. The competition was fierce throughout most of the classes, the fields were full, and the number of new course records — nearly a dozen — proved the rapid rate of evolution, both from car and driver.

In S1 and SX, Steve Melson was our standout. His more-is-better approach to track days; running his McLaren 765LT, his Audi R8, and his Mercedes GT S simultaneously, proved he knows how to make the most of his (seat) time.

Unfortunately, his busy schedule prevented him from attending the required number of events to qualify for a podium place, but his occasional appearances were filled with laps thanks to the triple-session approach he’s made his own. Still, even with relatively few appearances this year, Steven was able to set a new S1 record at Laguna as well as a new S2 record at Thunderhill West. We look forward to seeing him next year.

Steven’s McLaren is, without a doubt, the fastest stock car currently in our ranks.

In S2, George Brooks, a newcomer to our series, established himself as a front runner from the start. His potential was clear after winning the second event, and the combination of consistency and his C7 Corvette’s acceleration kept S2000-driving Champion Gary Yeung on his toes. George's early-season pace wasn’t a fluke, either – he proved himself quick at numerous circuits with front-running positions all throughout the season. In fact, George did not miss a single event this year.

His commitment paid off; culminating in a double-points victory at the season finale at Laguna. Though George’s effort could not beat Gary’s outright pace in 2023, we have no doubt George will give Gary and the rest of the S2 contenders hell this year.

A simple Corvette and good support helped Thomas find his potential quickly.

Newcomer Thomas DiGioacchino rounded out the podium. His C5 Corvette and his driving improved considerably over the course of the season, and his five podiums stand as testament to the fact that, even with relatively little experience, putting yourself in good hands can help you hone your craft quickly.

On top of the regulars, there were four reclusive geniuses making up the ranks this year — each of their one-off wins kept everyone guessing. Seigo Ma (S2000), Steve Melson (Mercedes GT S), Kai Anderson (Camaro ZL1), and Tailai Lihe (Supra) might not’ve been in attendance every weekend, but they didn’t need to be to stand at the top of the podium.

In S3, we saw the closest title battle among any of our classes. It was Spencer Kimball and his well developed E92 M3 who eventually took the crown, but Legend Brandenburg in his modestly tuned Supra kept most of us guessing. The title wasn’t decided until the season finale — where the difference between these two was a mere eight points. Legend took the win that day, but it wasn’t enough to offset Spencer’s dominant performance from February to December.

Spencer’s M3 has had all its issues addressed and now puts in remarkable times consistently.

Tailing closely behind, mainstay Joe McGuigan in his recently sorted IS-F made the last step of the podium, and, it should be said, kept Legend and Spencer honest throughout the season. Also worth a tip of the hat was Ken Cemo, who attended every event and drove his Camaro exceptionally well. His upbeat attitude and commitment slate him as a future podium finisher.

Sean’s tidy driving made him the dominant driver in S4.

The S4 field was by far the largest, with thirty-three competitors and a close battle between S2000s at the top three steps. Sean Win-Yepez followed the wise words of Aki at Blacktrax and kept his S2000 simple and the changes minimal. Additionally, Sean started running double sessions to maximize seat time. This allowed him to run most of his best laps in the Gold Open Passing group, which reduced the pressure and made it easier to set a hot lap. With seven wins and eight new lap records at the end of the season, Sean’s holistic approach had clearly paid off.

While Sean set the S4 standard this season, it was wildman Nate Hackman in his milder S2000 sliding close behind and providing the entertainment. His flamboyant driving style was not merely exhilarating to watch, it was seriously fast; his bests often just marginally behind Sean. Maybe Nate will max out his allotted points in 2024 and give Sean an even tougher time.

David Haro snuck in a solitary win — another gold for the S2000 clan. We anticipate the other S4 contenders — Scott Smith (987 Cayman) and Patrick Chio (E46 M3), winner of the S3 season finale — nipping at Sean and Nate’s heels throughout the coming season.

Patrick (M3) added a passenger seat in order to run in S4 for the final event and showed most of the class his heels.

In S5, the two heavy hitters in the lightest cars traded positions all season. In addition to setting a slew of records at Thunderhill, Tyler Packard took his RX-8 to the title, but that was not certain until the final few rounds. S5 is anyone’s game as long as they show up frequently, as Patryck Sworonski (NA Miata) proved with an equally impressive series of wins and seconds. In the end, Tyler attended one more event than Patryck, and that made all the difference.

We hope to see both new and familiar faces ready at Laguna Seca on February 18th, where this year’s Challenge will officially begin.

On a technical note, our Competition Director Scott Smith has made a few modifications to both base and modification points to further converge on competition parity.

To view our class calculator for the 2024 season, please follow this link.

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.

Joey's Yaris: Giving the Family Car a New Lease on Life

Joey Rassool was bitten by the racing bug quickly after buying an FR-S a few years ago. Being a deep thinker and someone who never does anything by half-measures, he decided to take an abrupt left turn. Not everyone would see the sense in making the FR-S his daily and the automatic Toyota Yaris the track tool, but he had his reasons.

“I recognized the reality of modifying a car extensively—something I really wanted to do—and so I figured I’d keep the FR-S untouched. I had the family Yaris to play with, and since my siblings were done with it—it was a first car for most of us—I wanted to give it a new lease on life.”

It wasn’t convenience alone that drove Joey to choose the Yaris. After watching an SCCA H-Production race at 2014 Runoffs, he saw that this underrated econocar had real racing potential. So, without much hesitation, he and his brother Sam started modifying the Yaris for autocross. Tein coilovers, 15x8” Konig Hexagram wheels, 205-section Hankook RS4 tires, and a set of Hawk HPS pads were all it needed. A mild dent in the wallet later, they had a machine that would rotate better than most.

If there was one thing holding them back on the cone courses, it was the Yaris’ automatic transmission. Over the winter of 2019, he and Sam threw in a five-speed with an ACT clutch, and while the subframe was removed, they added stainless steel brake lines and new control arm bushings. Sadly, the fruits of their labor wouldn’t be enjoyed for another year.

Cheap seats, sticky tires, and a few bolt-ons were all this featherweight needed.

When COVID died down at the beginning of 2021 and they could finally get back on the track, they took it to the Streets of Willow, where the nose-heavy Yaris revealed a few of its flaws. “I really wasn’t familiar with how it would transfer its weight,” Joey began. It’s not hard to understand why the little Toyota was too happy to spin in the first chicane on the second lap.

“I really hadn’t changed much in the car then—it was all trial and error. I had a Whiteline rear swaybar in place that made the car just a little too twitchy. I started sorting the car out there. In fact, the whole setup problem—not a lot of people track these cars—has been like that. To get my first pointers, I had to consult some of the Honda guys to get an idea of what a car like this needs to go fast.”

“I realized it wasn’t the perfect platform in terms of weight distribution, but at least the problems happened at lower speeds,” he added.

A little twitchiness didn’t keep Joey from diving in headfirst. That year, he ran four of the five events of the TRD Series. The competition there encouraged him to find an ideal setup quickly, and with a set of stiffer BC Racing coilovers, he was able to counteract some of the nose dive and keep the short-wheelbased platform from rotating too much.

The Yaris may only make 100 horsepower, but it’s light. He went to great lengths putting this car on a diet; scrapping lots of the superfluous bracketry, interior, and even the heater core. Now, it weighs a little under one ton sans driver.

To capitalize on the cornering potential of such a light car, he consulted Chewerkz and added a set of shims to the rear as well as some eccentric bolts up front to achieve the camber figures he was after. Aftermarket being what it was, he had to rely on homebrewed ingenuity.

The resulting agility means minimal braking—in fact, this is a critical part of driving. “From the Bus Stop through to Phil Hill, I’m basically flat the whole time. This is a car which forces you to conserve momentum; braking as little as necessary, taking a shorter line when possible, and minimizing tire scrub.”

He’s still aiming to improve the balance. An LSD might solve some of the inside wheelhop and a Scion XB final drive should make the car peppier if not quicker. Its cornering forces cause fuel cutting in the quicker bends, so he plans on adding a baffle kit.

That list of mods might help his performance, which is already impressive for someone with only a dozen track days under their belt. This year, he finished fourth in the TRD Series. Plus, he’s aware that, at this stage, he could do more by working on his driving technique.

“Figuring all this out without much aftermarket support has been challenging, but the car is cheap enough to justify the trial and error. It’s been enlightening, too. Now, I think I understand concepts much better than I used to,” he added.

With this Yaris build, there’s the right mentality and the right sentimentality—he’s driven this car since high school—which makes me think they should go far.

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.