Old Vs New School: 2014 Porsche 911 Carrera Vs 2015 BMW i8


If you’re going to build a sports car, you have to be prepared to have it judged by the benchmark in the category: the Porsche 911. So, when BMW brought its exciting new BMW i8 hybrid to California, we had a Type-991 Porsche 911 50th Anniversary Edition Coupe hidden around the corner. So when nobody was looking, we fired within theincludes a pedigree that’s half-a-century old and personifies the German sports car, the BMW i8 is the new-kid-on-the-block. It promises driving fun without depleting the world’s resources. It’s also around the cutting edge from the very latest technology, while the 911 is desperately trying to hold onto its glorious past.

2014 BMW i8 interior

2013 porsche 911 50th anniversary edition interior view

2014 BMW i8 interior view 02

At 7am on another perfect SoCal day, the cream-coloured 50th Anniversary Porsche 911 was already basking in the early morning sun in Malibu. It was receiving plenty of admiring glances from early morning joggers, but what would you expect? Fifty years of development have matured the 911 into the iconic sports car, and the current 991 variant is arguably among the finestconcerns rest a few yards away.

We feel tradition and convention falter. The familiar rules of power, displacement, acceleration and noise are starting to implode. Joggers stop dead within their tracks as all attention is focused on the newcomer.

2014 BMW i8 trunk

2013 porsche 911 50th anniversary edition rear view 1

2013 porsche 911 50th anniversary edition wheel

Suddenly, the previously sleek Porsche looked like yesterday’s news. And while the palm trees might still reflect in the 911’s nose and voluptuous fenders, after the i8’s scissor doors take the blue sky, all was lost.As opposed, the BMW i8 is defined upon by swarms of people. In a culture that appreciates new and shiny, the i8 is top dog. It’s cool by default and dozens of phone cameras are pointed our way, snapping photos that will instantly be posted to social media.

2014 BMW i8 front three quarters 07

2014 BMW i8 side profile 02

2014 BMW i8 rear three quarters 05

The BMW i8 looks so similar to the original concept car that most people couldn’t think it was already in production and would soon hit showrooms.

The i8 is the best sports car on the planet at this time if the primary task of the sports car is undoubtedly an extension from the owner’s personality; a means to convey themselves to the world.If you’re predisposed to making a grand entrance, this is the ideal car, more than this. After setting up a silent entry under powerThe sole snag is trying to remain dignified while clambering over the wide carbon fiber sills. Practice will inevitably help but ladies might choose to consider the length of their skirt…

The BMW i8 not only looks squeaky clean, it drives doing this too. As long as you don’t have to ascend steep hills, the first 22 miles can be covered silently and emissions-free in the eDrive mode.

Even when three of the-cylinder turbocharged motor kicks into charge the batteries or offer some assistance, it is possible to still cruise while sipping the same as 94mpg due to theNormally, the i8 consumes about 50 % as much fuel as a conventional sports car inside a comparable driving test, explained project manager, Carsten Breitfeld from BMW. When you don’t concentrate hard in actual world driving, the i8 might find it difficult to match the advertised numbers, although we merely had a relatively short time to evaluate it, as with most cars.

While the rear of the Porsche packs the normal 3.8-liter flat-six engine with 325 and 400hp lb-ft of torque, the i8’s output comes from two separate motors. Capability to the front axle comes from the eDrive electric motor that produces 129hp with everything from 64- to 369 lb-ft torque, depending on gear, charge, speed and loadA three-cylinder 1.5-liter motor produced by the Mini powerplant drives the rear wheels through a six-speed automatic gearbox. Except it was actually tuned into a healthy 228hp and 236 lb-ft thanks to a compact turbocharger. Additionally, there’s a 2nd, smaller motor unit that behaves as aThey spent lots of time seeking to reduce weight in other areas, because BMW crammed lots of technology into the i8. So, like the i3, it features an aluminium/carbon fiber chassis with a carbon fiber body, dropping the body weight to a reasonable 3270 lb.While this is impressive for any plug-in hybrid with two engines and hundreds of batteries, it’s only average to get a high-performance sports vehicle. With all the weight penalty of its PDK transmission, tips the scales at 3313 lb, whilst the Porsche, by way of example, using conventional steel and aluminium construction.

Obviously, Porsche also has a hybrid sports car: the impressive 918 Spyder. With an production of 887hp, it’s more than double that of the i8. The Spyder may also reach 215mph, travel 19 miles in e-drive and return a complete consumption of 78mpg. We’re not comparing apples with apples, however. The 918 also has a price tag almost six-times greater than the i8. So because respect, considering the jaw-dropping theater the BMW delivers, its $135700 price seems almost a bargain. It’s also competitive with the $121400 911 Anniversary Edition, which explains whyresult in motion

2014 BMW i8 rear three quarter in motion

2014 BMW i8 rear side in motion

2014 BMW i8 rear interior seats

2014 BMW i8 e Drive screen

2014 BMW i8 cluster

2014 BMW i8 interior view 03

2014 BMW i8 front three quarters in motion 06

2013 porsche 911 50th anniversary edition in motion

2014 BMW i8 front three quarters 05


Mulholland Drive or Latigo Canyon in Malibu is where petrolheads like Jay Leno or Magnus Walker come out to play. Hollywood’s high society shows off its automotive jewelry. This is where arriving within ausing a -60mph time of 4.2sec. Nevertheless the i8 can live with serious sports cars, and its -60 is identical. Both cars will also be limited to 155mph.

With its battery pack in the middle of the floorpan, the i8 has the lowest center of gravity (18) of any BMW. And the cooperation of its electric and petrol motors offers a traction advantage. That said, every sports car must be good from the bends, as well as for a car using this type of intent, the i8 is immediately handicapped by its relatively narrow 20×7.5 and x8 wheels wrapped in 215/45 and 245/45 tires, respectively – even though these are standard equipment in the USis more appropriately shod with 20×8.5 and x11 wheels, wrapped in sticky 245/35 and 295/30 rubber, rather than the low-resistance Bridgestones on the BMW. The Porsche feels as if it was actually born to hug the curves on our hillside test course, effortlessly sweeping around every bend such as a well-developed thoroughbred as such.

Captain Future starts to feel away from his depth here. Even during Sport mode, with its active damping working overtime, the skinny tires screech as well as the ESP light flickers similar to a demented disco ball. The i8 protests at being asked to keep to theThis really is frustrating because the rest of the car is so good. It feels as if the engineers avoided the temptation to make the i8 handle like a proper sports car, but they did have a lot more to think about…

Whatever the reason, the Porsche won that round by a country mile, although maybe canyon roads are merely too old fashioned for the BMW, and not a high priority for the New Age machine.to the interior, with all the 911 dashboard exactly what you’d expect from a modern interpretation of a classic design. If you need to find something quickly at speed, it has big analog instruments and a plethora of individual buttons that can be fiddly.

The BMW’s cockpit could be identified as either stylish or sterile, depending on your taste. Yet whoever designed the dashboard got carried away with digital displays. All lit up, it’s like a xbox game with confusing graphics. Initially, it requires some effort to get and interpret the information you need. With each driving mode, not just the color but also the contents of the screens changes.

2014 BMW i8 side profile

2014 BMW i8 side profile in motion

2014 BMW i8 rear three quarters 04

Fortunately that the BMW controls, such as the electric power steering, feel connected and alive rather than like a simulator. In fact, we were surprised the diminutive three-cylinder motor inside the rear sounded as throaty and charismatic as it did.

2013 porsche 911 50th anniversary edition rear three quarters view

2013 porsche 911 50th anniversary edition interior

2013 porsche 911 50th anniversary edition in motion

Due to its sound and layout generator adding to the basic engine note, the turbo motor is reminiscent of Porsche’s flat-six within an odd way. The Porsche motor is the more vocal and authentic of these two by far, particularly if you press the button to open the exhaust bypass valve.

Predictably, these two sports cars use a few negative features in common, like the meager luggage space, almost pointless rear seats and plastic panels denying owners a look atSo which car is the winner? Is it the old school favorite or the intergalactic ambassador through the future?

With only a morning to compare and contrast both cars, the reply to the question was far away from easy…

Above all, the BMW had far more presence on your way, and was more relaxing to use for regular driving. But add a challenging road into the equation and, besides the abundant torque that launches the i8 from bends, the accolade for driver’s choice sits squarely with the Porsche 911; the paradigm of a traditional German sportscar.

Nevertheless that’s certainly not the answer either, because both of these cars tend to be more than the sum of their parts. The Porsche is undoubtedly an emotional delight. It matches your enthusiasm and encourages you to push a little harder, rewarding the motoristmay offer rapid transportation that’s adept in all situations but maybe doesn’t master the important areas. It is probably not the car you’d pick for any Sunday morning canyon carving session, nevertheless it would probably become the one you’d choose for nearly every other situation. It’s stylish, well made, technologically advanced, fascinating within its complexity yet breath-taking in its application. It’s no slouch, although it permits you to go green inside the city and go wild in the country – not quite as wild as being the 911, admittedly.The diehard Porsche fans probably won’t give the i8 another thought, although we’d recommend everybody test drive this car to experience how far plug-in technology has come. Porsche has admitted a hybrid will be section of the next generation 911 range. So, if Stuttgart is able to make improvements to Munich’s fascinating combination of electricity in a sports vehicle, before long we are able to see.

Our vote narrowly will go to the BMW i8 as being like hardly anything else on the road toda, as for which of these sports cars we’d takey.

Touring Tips for the Newbie Singer Songwriter

Within this day and age it’s extremely hard to make money being an independent singer songwriter. A lot of people think it’s actually physically impossible although the truth of the matter is the fact that there is a way. And it’s not as difficult as you think, you need to simply know what to do and how to undertake it. Many people think they can’t tour and then make money until they have label support – but that’s an old construct that is simply not realistic anymore. you need to show that you can make tour and money successfully before any label can even take you on. So what do you need to know?


First, and foremost, you have to actually carry on tour. No one’s going to do it for yourself at first. You won’t be able to get any sort of quality booking agent before you can book your own independent tour all on your own. So, just start booking a little mini tour. Shoot some emails out to places along the routing that you choose. Go for a little long weekend run. Alternatively, do 2 weeks out. The point is to hold going out and starting. Have a look at coffee shops, places where may not pay you a lot, but will let you play on other days each week other than Saturday and Friday nights. If you just get started, you can expect to eventually have the capacity to work towards you up. You don’t even need to be that good – you just have to give your very best, keep at it, and be cool to create friends in the process.


Then you got to get the right wheels for the job. You need something reliable that will be able to enable you to get there and around the country, without sucking down gas, rather than being a very obvious touring vehicle. If you’re in something that looks obviously such as a musician’s car, you’re planning to set yourself up for being robbed (particularly if you go to St. Louis). Check out the used cars in San Bernardino, there are going to be some very nice options for the newbie singer songwriter. It won’t just be Nissans at that place, cause they take trade ins from other car manufacturers. And if all else fails, head to Metro Nissan Redlands since they can get you some good deals on cars that will definitely allow you to move about the country easily and freely.


Since you won’t be able to command huge guarantees in your first few months and years, you’re gonna want to get some merchandise to sell. Even if you make $20 from a cafe in NowheresVille USA, it is possible to at least sell a few CDs, or beer koozies or any other such merchandise to the people there and get money for that gas tank. There are a lot of options for cheap merchandise that will really make a significant difference for you and definately will make that tour successful instead of utter and total failure.

672hp Mercedes-Benz CLK63 AMG Black Series – Wild Ride


The teaching profession isn’t renowned for its selection of vehicles. Educating a class of students doesn’t lead many to want, or perhaps to afford, exotic transport. Nevertheless there should always be the exception, and Joseph Galante from Seattle, WA is the rule-breaker with the 2008 Mercedes-Benz CLK63 AMG Black Series the truth is here.

Although he’s a school principal, Joe has belonged for the modified car scene for several years, tracing his participation to the early events of Hot Import Nights and being involved ina small role in F&F: Tokyo Drift.

For his next project, Joe knew he wanted something equally as rare and similarly performance focused. Although the show scene was always about vehicle aesthetics and presentation, I usually had a performance mindset, Joe explained. So, despite never taking his previous cars near a track, each of them had the capability to perform.insane and scarce vehicle, he vowed to keep it stock. Yet in the time it took him to find one, a set of wheels and suspension had somehow come into his possession.

With few CLK63 AMG Black Series cars available, they were being snapped up fast. He only found this example after hitting refresh on his web browser. Because brief moment, a dealership in Santa Barbara, CA posted the car and a flight was booked.

Only getting two speeding tickets on his way home was seen as a success by Galante, who clearly enjoys his driving but confirmed the lunatic trustworthiness ofa number of mild mods included Vorsteiner carbon pieces,wheels and exhaust, etc. I had no idea it would get out of hand, Joe laughed as he recalled the early days.

Having built many show cars, Galante had secretly fostered a desire to create his own race team. I had developed the notion that I dreamed of being a racecar driver, he explained. He wanted an auto that could compete for time attack and autocross trophies, rather than simply Best Paint or Best Wheels – the Mercedes CLK63 AMG Black Series was that car.

2008 mercedes benz CLK63 AMG black series cantrell motorsports rollcage 07

2008 mercedes benz CLK63 AMG black series cantrell motorsports rollcage 08

2008 mercedes benz CLK63 AMG black series cantrell motorsports rollcage 09

Stainless steel cage meets NASA regulations and includes aluminum driver protection zone

Fluid MotorUnion

He admits to getting caught up in the dream, going so far concerning contact Fluid MotorUnion (FMU) in Plainfield, IL. He wanted an exhaust system and, after seeing the company’s work online, flew co-owner/founder OJ Lopez to Seattle to go about the project.

The criteria were simple: he wanted something better and unique than currently available. Even though FMU was working on simply that, Joe got word that Mobil 1 would exhibit his car at the SEMA Show.

This took everything up a notch and that led to the hue change, swapping its silver hue for JG Grey Pearl paint. JG represents Joe Galante, with the custom mix named in his honor. It was developed by BASF, a firm he’d dealt with on numerous builds in past times, and this wasn’t some fast solution. With the AMG Black Series engine and interior stripped, the car was painted inside and outsidecare of Fluid MotorUnion, a company with the enviable track record of imaginative custom builds, OJ Lopez simply instructed the car’s owner, Trust me, I have a great idea…

The Mercedes-Benz has continually evolved within the three years of ownership, even though the idea was really a version of what you see here. It started with a stage 2 supercharger from Weistec Engineering based upon an M156 2.3-liter twin-screw compressor. The kit included an aura-to-water intercooler, cast aluminum inlet manifold and throttle body inlet, new fuel rail, mounting brackets, serpentine belt and software.

Stage 2 was meant for cars using a high-flow exhaust system, which FMU took care of with its custom headers, X-pipe and exhaust system. It has a bypass valve, activated with a switch around the console labeled silence and violence, creating the project’s name in the process.

With the ability to be uncorked to scare small children, dogs, etc, though the idea ended up being to allow the exhaust to be muted to meet racetrack noise regulations.662 and 672hp lb-ft, and Joe reports seeing around 600hp at the wheels on the dyno. In the past I used to pay attention to every horsepower but now I’m happy with enough, he laughed.

As for the stock seven-speed transmission, it wasn’t designed for motorsport applications so the crew discussed a manual conversion. Weistec came to the rescue with its rebuilt 722.9 auto transmission that uses a hardened gearset and internals, an uprated clutch pack and valve body along with revised control software that features rev-matching for downshifts.

The stock 500hp CLK63 AMG already enjoyed a reputation as being an untamable animal, so the extra horsepower didn’t calm it down any. And as if to provoke the beast further, FMU stripped about 500 lb of weight by discarding the air-con, interior panels, insulation material, and radio/nav head unit (now replaced with a panel labeled Genuine Cardboard Fiber).

It never experienced a lack of power either, though The car still weighs about 3400 lb, Joe proclaimed, so it’s not really lightweight. It’s definitely a fewset of ADV.1 wheels – another company Joe had worked with closely in the past, in addition to Pirelli,Moton and Brembo, etc. All these brands would be involved with the CLK63.

ADV.1 supplied a collection of its a different one-piece 10.1 SL Super Light Track Series wheels, designed to shed pounds but maintain strength. Although only 20 lb per corner, the team had planned to fit 18s to access a broader array of track tires, but they wouldn’t fit throughout the enormously expensive Brembo GT-R motorsport brake kit: They were about $17000 and ridiculously expensive! Joe declared.

Using six-piston calipers up front and four-piston rears, the 15 and 13.6 rotors, respectively, demanded clearance. Fortunately, Pirelli was able toto include even more downforce

Keeping the rubber glued to the road are several carbon fiber aerodynamic upgrades that include a Vorsteiner DTM front spoiler and Varis Euro GT rear wing on carbon mounts. However, the FMU adjustable diffuser takes the cake. It’s actually a Formula One-style blown diffuser that utilizes the hot exhaust gases to contribute to its aero efficiency. Our basic math calculated the diffuser contributes about 20 lb of downforce on both sides, our school principal explained.

Moton had never built suspension for your Black Series before, so FMU dispatched the stock dampers to Holland and received some two-way adjustable, remote reservoir dampers in turn. These were matched to Swift Racing springs and Moton front upper pillow ball mounts, while FMU created adjustable rear control arms to help with suspension geometry.

The final task of establishing the car traveled to Cantrell Motorsports in Bellevue, WA. They optimized the geometry and fabricated a six-point welded-in rollcage, as an experienced racecar preparation center. Constructed from 1.75 diameter 304-grade stainless steel, the job took a couple of weeks as they experimented with bracing and arranged several fitting sessions for Joe. There’s also an aluminum driver’s side impact-suppression structure, which Justin Elin at Cantrell confidently expects to pass any NASA tech inspection in the event it finally reaches the racetrack.

Is the project finished? It’s as complete as I’m willing to bring it, Joe explained. It’s now time to utilize it. It’s a chance to smell the flowers.

Since I’ve done some local training, I needed more seat time to get comfortable with the automobile. My goal is to find time and energy to enter a couple of events and ultimately create the race team I’d always thought about.

2006 Acura RSX Type S – K24 Drag Build


It goes without saying that speed is the motivating force behind many an automotive hobbyist. The euphoria that it produces is unmatched and like just about anything good, it keeps you coming back for more. Once you experience that high, you discover yourself addicted. The good thing about speed is that you can always go faster, depending, of course, on how much you’re willing to do to get it. You’re really only limited by the restrictions presented through your chassis (which you could continue to alter), the depths of one’s pockets, along with the willingness to place everything in danger for the sake of speed.

Drag racing has, and continues to be, a staple in your community. For every single car show and meet that you encounter, there are equally as many import drag racing events occurring throughout the nation. It will continue to evolve because going fast simply never goes out of favor. Not every run-of-the-mill schmuck can do it; it needs hard work and dedication. That’s another big plus with being fast. Before them could muster, fortune favors the brave plus some reach heights that none. The beauty of competitive (and sanctioned) drag racing is that it offers a numerical value in the form of time that then creates a precedent for racers to strive toward. These periods then turn into goals for a lot of and records for the select few. They are saying that records are meant to be broken and thisa few things about going fast. In fact, he might own the fastest (complete) DC5 chassis anywhere in the world. Though his record is unofficial and met with a bit of controversy, JR stands alone as the first RSX street car to interrupt into the 9s. Some would question if it particular RSX is truly a street car, but it truly does fulfill each of the requirements to classify it as a a full-bodied street vehicle. The 9-second pass isn’t a fluke by any means either. It’s documented on video and JR has made multiple, consistent passes in this car.

This is a street car that meets all the rules to classify it as that, JR says. My RSX isinsured and registered, and driven about the street with all the current original body panels intact. Every other RSX that has run 9s is basically just a shell with tube-frame chassis, one-piece fiberglass front ends, and something-off suspension components. They are ‘Pro Stock’ vehicles, mine can be amanaging a personal best of 9.76. High horsepower, heavily modded Civics and Integras breaking into 9-second territory are pretty common these days, but an RSX with full interior that weighs in at approximately 2,650 pounds? Not so much. Never mind that, the frequency of which do you even see a DC5 drag car at all? All things considered, JR’s accomplishments using this heavy, unpopular drag chassis are incredible to say the least.

The DC5 platform wasn’t his original choice, even though jR had always had his sights set on being involved with FWD drag racing. As I was originally looking for a car back in 2005, the first one I looked at was really a Chevy Cobalt SS, as he informs us. It didn’t really spark my interest that much and so the next car was this Vivid Blue Pearl RSX Type S. After I testdrove it, I was sold. It was the very last production year of the car and the dealership only had two blue ones left so I immediately bought it. It wasn’t among those cases where I really started out adding parts mildly and caught the bug or anything-I went in it knowing I was going to start modifying the automobileas well as an AEM intake. No time was wasted before he took the car on its first quarter-mile run, which yielded sub 14-second passes. Dissatisfied, JR found himself researching turbo kits, which led him to Honda engine specialists InlinePro. One of their turbo kits was purchased and quickly went onto his stock K20. Off and away to the track he went where he was able to power the RSX down the 1320 into the 12s. It was a 2-second improvement over his previous setup but it just wasn’t enough to satiate his hunger for more.

Boosting the stock motor definitely helped make the car faster, but I came to the conclusion that we really was required to tear the whole thing apart to essentially get the low e.t.’s that we wanted. During this whole process, I used to be still driving the car daily and it had air conditioning, power steering, and all sorts of other amenities. Tearing the engine apart would obviously make driving it a little less convenient nevertheless it was necessary, JR says.

The factory 2.0L was pulled and never a similar again as InlinePro stepped in and reworked his setup completely from the inside out. The factory K20 block was removed and also in its place was a larger InlinePro race-prepped K24. Their block was filled with their signature connecting rods, billet crank, CP Pistons, ACL race bearings, and everything needed to withstand the pressures of forced induction. This too saw the complete InlinePro treatment, although up top, the cylinder head remains a K20 unit. A return-style fuel system was installed with dual Bosch 044 pumps to supply plenty of fuel to the freshly built motor. To obtain the power to the pavement, a Pfitzner Performance Dog Box was installed along with a custom final drive. His upgrades proved to be worthwhile as he could claim the title because the first street RSX to destroy into the low 10s. As you may would expect, even that wasn’t enough to meet his level of satisfaction-he wanted more.go on a toll on JR however. The emotional highs of breaking their own personal best times in conjunction with the lows of being displeased soon after led JR to your three-year hiatus from racing. There were some health issues that needed attention as well as surgery and recovery. His RSX lay dormant throughout that period but he was still adding parts to rework his setup. A 10-point rollcage was fabricated plus a parachute mounted for added safety. To maximize efficient power production, he had Full Race create a one-off sidewinder manifold. The centerpiece to this latest arrangement is really a 67mm Precision turbocharger. In 2012, JR Hurley made his return. Still weighing in with a stout 2,650 pounds, the RSX made its way off the trailer and blasted along the quarter-mile at 9.77 seconds.

It was actually the happiest day of my life up to now! To break the 9-second barrier was almost unbelievable. It wouldn’t fit his character if he wasn’t already looking at illusive number eight, though the car still had traction issues and even we thought it might have been a fluke until we backed it up with another 9-second pass. Nines were cool. I got to give the need, man. Maybe I’ll try a larger turbo change and manifold little things to discover where it requires us. I’m already the very first RSX street car from the 9s; why not shoot for 8s?

Touring Tips for the Newbie Singer Songwriter

Within this day and age it’s extremely hard to make money being an independent singer songwriter. A lot of people think it’s actually physically impossible although the truth of the matter is the fact that there is a way. And it’s not as difficult as you think, you need to simply know what to do and how to undertake it. Many people think they can’t tour and then make money until they have label support – but that’s an old construct that is simply not realistic anymore. you need to show that you can make tour and money successfully before any label can even take you on. So what do you need to know?


First, and foremost, you have to actually carry on tour. No one’s going to do it for yourself at first. You won’t be able to get any sort of quality booking agent before you can book your own independent tour all on your own. So, just start booking a little mini tour. Shoot some emails out to places along the routing that you choose. Go for a little long weekend run. Alternatively, do 2 weeks out. The point is to hold going out and starting. Have a look at coffee shops, places where may not pay you a lot, but will let you play on other days each week other than Saturday and Friday nights. If you just get started, you can expect to eventually have the capacity to work towards you up. You don’t even need to be that good – you just have to give your very best, keep at it, and be cool to create friends in the process.


Then you got to get the right wheels for the job. You need something reliable that will be able to enable you to get there and around the country, without sucking down gas, rather than being a very obvious touring vehicle. If you’re in something that looks obviously such as a musician’s car, you’re planning to set yourself up for being robbed (particularly if you go to St. Louis). Check out the used cars in San Bernardino, there are going to be some very nice options for the newbie singer songwriter. It won’t just be Nissans at that place, cause they take trade ins from other car manufacturers. And if all else fails, head to Metro Nissan Redlands since they can get you some good deals on cars that will definitely allow you to move about the country easily and freely.


Since you won’t be able to command huge guarantees in your first few months and years, you’re gonna want to get some merchandise to sell. Even if you make $20 from a cafe in NowheresVille USA, it is possible to at least sell a few CDs, or beer koozies or any other such merchandise to the people there and get money for that gas tank. There are a lot of options for cheap merchandise that will really make a significant difference for you and definately will make that tour successful instead of utter and total failure.

2009 Porsche Cayman S – Unleashed


Veteran club racer Steve Floyd didn’t restrain when he showed me the lines through Chuckwalla Valley Raceway’s 17 turns. There wouldn’t become a warm-up lap or turn-by-turn descriptions of braking, turn-in, and track-out points, in addition to one warning about a blind off-camber right-hander. Floyd had the Yokohama Neovas sliding by the second corner, making small corrections to the steering angles as the tires danced back and forth over their limits on the broiling desert asphalt.

Given the speed and the ease in which he tossed throughout the car we were in, you’d think Floyd knew the automobile inside out. Was that was the very first time he’d been on a track in the heavily fortified Cayman S by using a 3.8-liter Carrera S engine he built for owner Dave Petty, although the reality.with some serious power, the kind of capability to scare away from the 911, the type of car even Porsche admitted it couldn’t build without upending the pecking order.

So when Petty met Floyd, whom, in addition to racing his ’68 911 in POC events, is likewise the owner of Desert Performance Motorsports in PalmDesert and California, plus a Porsche technician since ’71, it didn’t take long so they can decide to build what they like to call a Cayman “RS.”They first considered getting the stock 3.4-liter bored to make it a 4. liter, but Floyd didn’t believe the cylinder walls were thick enough. After they nixed that idea, they began the search for a Carrera engine, eventually finding a 2011 factory re-built, Carrera S 3.8-liter with zero miles from Los Angeles Dismantlers in Sun Valley, California.

Floyd said the engine bolted right in without modifications to the engine mounts, but it wasn’t as straightforward as that. The 3.8’s intake plenum extends straight out and bumps up against the top edge of the Cayman’s engine bay.

To protect yourself from Petty, Floyd and cutting contacted IPD about supplying them with a curved intake plenum. IPD, who makes higher-flowing Y-pipes and intake plenums for a long list of water-cooled engines, sent Floyd a number of plenums to check for clearance.

2009 porsche cayman s cayamn r front lip 10

2009 porsche cayman s cyaman r front lip spoiler 13

2009 porsche cayman s rear spoiler 15

Eventually, two different plenums were used, each of which needed to becut and welded, and reshaped to create the throttle body remove the transmission’s bell housing. The welding and powdercoating were performed by B&J Powder Coating. The top section of the intake plenum butts up against the engine cover’s seal, as you have seen from the photo.

Attached to the 3.8’s throttle body is a Fabspeed Stage 1 cold-air intake. Floyd and Petty had the pipe wrapped in a hand-stitched, heat-shielding blanket to help keep it from absorbing the temperature in the engine bay. In the exhaust side, FVD Brombacher sport headers and 200 cell cats connect to a Fabspeed exhaust system. Softronics then wrote ECU code, taking into consideration all of the upgrades. Petty estimates the engine now produces 420-430 hp and 350-380 lb-ft of torque compared to the stock engine’s 385 hp and 330 lb-ft. The extra power eventually ate through the stock clutch, so Floyd and Petty installed a stronger Aasco full-race flywheel/clutch using a six-button flat-drive plate. It chatters a lttle bit on idle, which is a trade-off Petty was more than happy to live with.

Additionally, it requires extra revs to get off the line, as I found out when I pulled out of the pits. The throws in the stock Cayman S gearbox have already been reduced having a B&M short-throw shifter, so grabbing anotherThere are actually few better cars to accomplish this than a 987 chassis since it communicates very well and forgives your small mistakes when you have to learn a track and get a feel for a car at the same time. While I took it relatively easy in the first lap, Petty’s Cayman “RS” tell me there was plenty of grip left unexploited.

The aforementioned Yokohama Neovas measure 235/35-19 in front and 295/30-19 in back, which provides it the same width of tire in the front and an extra 30 mm in back when compared to a Cayman S. They’re placed on 19×9-inch and 19×10.5-inch three-piece BBS race wheels with the forged centers painted black. The car sits a bit lower on a set of Bilstein PSS9 coilovers, set at the 5 position. GT3 front control arms and tie-rod ends were supplied by Tarret Engineering, as were the rear adjustable toe links and thicker sway bars. The shock towers are tied combined with an FVD Brombacher strut brace, and FVD’s Clubsport rollcage tells you the car has serious intentions. Once all the new suspension parts were in place, Petty and Floyd corner-balanced the car to optimize handling.

After the warm-up lap, I began to probe the limits with a little extra speed to the corners, a feeling more throttle on the exit, and near-redline shifts in the two long straights. The engine responded to the increased demands if you take deeper breaths through the Fabspeed intake, emitting unfiltered, feral screams since itsince the chassis lets you know exactly what you’re doing wrong or right. Small mistakes are easily corrected with a littlethrottle and brake, or steering, along with the chassis stays stable throughout. It feels flat from the corners, with only a smidgen of lean to let you know you’re getting close to the limit. Every corner is actually a quest to feel that magical neutral feeling where both front and back tires are working equally hard at hanging on.

They did start to feel greasy after five laps, even though the tires held up well however the track temperature was easily more than 130 degrees. Floyd and Petty installed an OS Giken limited-slip differential to increase grip plus it locks in immediately and helps guide the rear through the turn when requested power.

And there is never not enough propulsion. The 3.8 never feels restrained since it shoots the automobile from corner to corner and on the straights. The ability curve feels progressive and linear, building continuously to redline. The car accelerates without resistance, like a speed skater with cartoonish quads powering toward the finish line, an ideal fusion of velocity and fluiditySteering Wheel 12

To rein it in in the triple digits I mentioned the Petty, straights and Floyd replaced the stock brakes with front Brembo calipers and rotors from a GT3. These were so effective that I never had to inquire about all that they had to give, nor did they fade after many laps in high desert heat.

Shortcomings were hard to find in Floyd and Petty’s “RS.” It took everything without feeling sloppy or overwhelmed, beautifully tuned to handle the extra power and high-cornering loads. Around the fastest of Chuckwalla’s sweeping turns, there may be enough grip and speed to make you question your skills and sanity.

Just before driving Petty’s Cayman, I had suggested getting a Cayman R to compare it to. Petty said it could be no contest and thought a GT3 would be a better comparison. After just someHondas, Lowriders and VIPs Nissans; none has escaped the wrath of modification. And irrespective of what he was behind the wheel of, Nissan’s 240SX has long remained a unique car for Real. “I’ve loved [the 240] even though I underwent my Honda phase,” he says. “I enjoy the fact that it offers so much potential and the ability toThat’s mostly because, like Honda, parts interchangeability between the brand’s most performance-minded sports cars and some of their more sobering sub-compacts is rampant. And like Honda and its B-series, Nissan’s factory-turbocharged SR20DET has the capacity to make its way below the hood of more than a dozen Nissan chassis-a virtue nobody has to tell Real about as well as a swap he completed early on that’s since culminated into 463hp beyond the rear wheels.

Real had planned on keeping his S13 relatively stock. All things considered, he was already creating a race car. As it turnsout and though, there hasn’t been a place to race in the island of Oahu, where Real lives since ’04, which led to the whole thought of turning his 240 into what he says will be the ultimate street car. Real started on all of this in earnest in ’10 after taking a two-year hiatus from modifying anything in an effort to pay back a student loan. “The hardest part was relearning and getting the hang of things,” he says about getting back into the groove. It wasn’t only the two-year break that impacted Real’s progress, though. “With a family now, I needed to learn being patient and purchase wisely,” he says. “I no longer possess theAs such, every change made was purposeful and calculated. Knock-off muck courtesy of Chinese trading company riffraff you won’t find here. Instead, Real pursued upgrades that have been proven, like the Tomei cams and Garrett GT3071R turbo that bolts to a Full-Race exhaust manifold and complements the two.0L engine swap yanked from his race car. According to Real, although the car may have been a spur-of-the-moment purchase, none from the modifications were.

Ask Real and he’ll tell you that apart from another potential wheel swap, the four-year-long build is finished. According to Real, it gets him to work and back every then and now and is even put to utilize on the weekends, though it isn’t the daily driver he thought it might be. Real admits he’s got an affinity for a number of Japanese sports cars of the ’90s, but it’s the S13 240SX that’s captured his attention the most which is exactly what’s delivered him from hiatus to creating something so special.Back Into The Saddle

Tuning Menu

1992 Nissan 240SX SE

Owner Mark Real

Hometown Makakilo, HI

Occupation respiratory therapist

Engine SR20DET engine; Eagle connecting rods; Arias pistons; GReddy oil pan, underdrive pulleys, intake manifold, 750cc injectors; Blitz oil cooler; Tomei 260° Pro Cams, solid lifters; Ferrea valve springs and valve retainers; ATI dampener pulley; Edelbrock 70mm throttle body; Garrett GT3071R turbocharger; Full-Race twin-scroll exhaust manifold; dual TiAL MV-S wastegate; A’PEXi GT-R intercooler; Walbro 400lph fuel pump; Aeromotive fuel fuel and filterDuring Thefamily and wife for encouragement and support; Dylan Nakashima; Barry Higa at AP Garage; Aaron Tokuda at Autotechnics; Justin Izumi at Izumi Racecraft; Jspirit; Speed Syndicate crew; all othersa lot more opting for it, the majority of which can be retrofitted onto any North American-spec model that’d been duly turned down for American car buyers. All this is most apparent underneath the hood, where early Japanese models featured the factory-turbocharged CA18DET that was an indication of the car’s name. At a later time, the 1.8L engine was superseded by naturally aspirated and turbocharged 2.0L powertrains, but the 180SX name remained. Both turbo engines bettered the standard-issue, naturally aspirated American versions, yielding 167 hp and as much as 245 hp, respectively. Features like factory-equipped intercooling and some of the stoutest four-cylinder engine blocks recognized to the small car market make more power easy to come across on either engine.

USTCC-Spec 2013 Scion FRS


The Nitto Tire United States Touring Car Championship (USTCC) is really a racing series where production-based hatchbacks, sedans and coupes compete at tracks throughout North America. Established in 2005, the series utilizes both a sprint race format of 30-50-minute races and an enduro format of contests up to 2 hours in length; both utilize a standing start, making the on-track competition intense from the 1stLas Vegas, Nevada native was born in to a family through which both her father and brother raced. At 15 years of age, she joined your family in its racing pursuits by joining an SCCA Autocross, and has since gone through to compete in numerous series. Partnering with Scion Racing in 2011 and piloting a tC chassis initially, Michele competed in the MotoIQ Pacific Tuner Car Challenge Series, where she was the first female to compete in and take the championship in 2012, as a rookie no less. She continued her partnership with Scion Racing in 2014 and was the initial driver to compete with a Scion from the USTCC, now utilizing the immensely popular rear-drive FR-S sports car against 11 other makes.

Read more about Michele to seeis really a National Auto Sport Association sanctioned series, with its set of rules working in conjunction with the NASA Club Codes and Regulations. Following these her, guidelines and Michele partners lay out to build a competitive vehicle to campaign throughout the year. The FR-S chassis was bought in February of 2014 with just a hair over 1000 miles onto it. Creating the most optimal power-to-weight ratio is crucial, just like any race car. As per the guidelines, The engines used need to have been on sale in that body, style, make and year and model by the manufacturer, so the team set out to maximize the power of the OE 2.-liter boxer-4 motor.the intake system function identically to the original system, so an AirRaid intake system channels air, while a set of JDL headers and a Berk Technology Full Race Dual Tip Exhaust provide the necessary outlet, with the combo given race optimization by Delicious Tuning. An OE application Mishimoto radiator and Direct-Fit Oil Cooler kit retain the AMSOIL fluid temperatures in balanceLightening the chassis as much as possible is vital when racing in a series limiting the modifications for the powerplant, although the FR-S was made to be a nimble vehicle in the factory. No sheet metal to be removed or deformed, except for the situation of the door panels, however the rules allow for all interior pieces including passenger seat and rear seats to get removed. This rule allowed for the team to eliminate the innards of your doors including power and glass window mechanisms. Here alone they could actually eliminate 33 pounds, whilst making room for the NASA-style door bars that were utilized incame up with OD Green vinyl with American Flag and sponsor decals to envelope the FR-S’s shell along with the Five: AD Aero Kit. In the front, an APR Performance Five: AD Splitter was used, protruding at most five inches from the front bumper, based on the rules. Additionally, an APR GTC-200 spec wing with 2.5 risers in the rear provides necessary downforce and keeps compliant by not being wider than the width of the chassis. When it stumbled on suspension duties, AST coil-overs prepared by MANN Engineering were bolted in at all four corners, and the team utilized numerous offerings from GTSPEC and Whiteline to deal with anti-sway, bump steer correction, and virtually infinite adjustability within the realm of camber, caster, and toe, all necessary to dial in a proper race car.

Sparco WTX 5W Off of thea number of amazing sponsors and support, Michele aims to higher herself behind the wheel and continue pushing the Scion Racing/Delicious Tuning FR-S to the limits. Finishing the 2014 USTCC season seventh in points, this trailblazer has already accomplished a lot, but we’re fairly certain she’s got a lot more from the tank – keep an eye on this particular one.

Things To Remember When Looking for a Used Car

There are lots of lovely shiny new motors all gleaming from the showrooms at santa monica fiat, but no matter what great offers and discounts they may have not everybody can afford to buy new. That’s okay, they’ve got a bit of great used cars too (check them out at OC Fiat) but some folks are still wary when it comes to getting a used car.

Used cars are holding their prices more and more today, particularly the smaller, fuel efficient vehicles and some buyers might find that they have a limited selection to choose from. This doesn’t mean that there aren’t some good deals available – just follow the following three strategies and you won’t go far wrong.


Sorting The Money

• The first thing you’ve got to do is to work through exactly what you can afford to invest in a new vehicle. Think about the re-sale value of your present car which you are selling, calculate how much additional cash you will require for an advance payment and a realistic amount which you may afford on the monthlies. A maximum of 5 year loan is suggested with the USAA for cars.


• Don’t forget to check out the insurance costs of cars you have on the radar. These will help you to determine the real cost of their ownership. Remember however that used cars will usually have lower premiums when it comes to things like collision and comprehensive cover.

• Seek out some low loan rates. You may be able to get a full financial package from the dealer but it always pays to check out the figures with banks and financial institutions too.

• Pre-approval is a necessity, that way you know exactly what you really are up against once you start searching for the car of your dreams.

Finding The Right Car

• Compose a list of the features which you particularly like, remembering things like cargo space, engine power and style.

• Remember to keep your options open and be flexible. You should have several models in your mind which will suit both your needs and your pocket.

• Do a little research on your chosen market. Look at prices online at reputable car dealers as well as in motor magazines and even the local classifieds.

Due Diligence

• Make a thorough inspection of your car, and if you are certainly not experienced in cars then take someone with you who is. Inspect the model year, the mileage and tire tread to give you an idea about how long it will be ahead of the motor will be needing maintenance or replacement parts.

Young woman watching car for sale --- Image by © Drew Myers/Corbis

Young woman watching car for sale — Image by © Drew Myers/Corbis

• Take a test drive, this is the only way you can really tell if the car is performing correctly. Whether it handles since it should, take it for a drive and see the way feels, whether or not this makes any unusual noises and. If the vehicle is comfortable for you to drive, this also gives you the opportunity to see.

• Check-up on the history of the car. If you are buying your used car from your reputable dealer then this should all have been taken care of however it is incredibly important if you buy a second hand car coming from a private person. Make sure that the automobile has not been involved with any accidents etc.

And that’s just about all there is into it. If you have a mechanic friend then it’s a really good idea to take them along with you when you look over a second hand car prior to deciding to part with any of your hard earned cash.

BMW Hofmeister Kink Design – Behind the Lines


Next time you’re stuck in traffic, or strolling through a parking area, take a look at all the cars’ lowest corners on the rear passenger window. How exactly does the line along the bottom of the glass area intersect together with the descending C-pillar? Is it a stark, perfunctory angle? Or is there a little curve that kicks back toward the front? It holds a great deal of significance-for Bavarian designers in particular when speaking about the BMW Hofmeister kink, though this is not usually the place where an observer’s eye will fall first.

What goes on in this small space is as important an component of the company’s styling vocabulary as the famed double kidney grille. Here is whereOne of the big names in contemporary BMW styling is Ohio-born Chris Bangle, who created many influential lines between 1992 and 2009. Also, he presided on the looks of Mini and Rolls-Royce as he became group design chief in 2007. His thoughts on the BMW Hofmeister kink are enlightening.

It would be safer to use the German spelling ‘Hofmeister Knick’ not ‘kink.’ Less ‘kinky.’ It serves two purposes: one, it permits a reasonable-sized fixed glass triangle to give the back door window a stabilizing ‘straight’ drop guide, permitting it to be as far back as possible but still get the glass down completely. Secondly, it extends the daylight opening of the upper with its extra piece of glass and pushes the door’s opening line far back over the wheelhouse, allowing a greater entry/exit. It actually makes opening the door harder if it is too ‘pinched’ and extended. But beginning the curve in the opening around such a ‘knick’ is a sensible way to get a useful opening.

The Hofmeister knick (let’s obey Mr. Bangle) is named after Wilhelm Hofmeister, who worked at BMW from 1955 to 1970. He incorporated it into the ’61 1500 compact sport sedan and it’s been area of the corporate look ever since, within a styling team that developed the latest Class Neue Klasse of BMW cars. It suddenly kinks forward in the pillar’s base, as the C-pillar heads downward. This is supposed to highlight the car’s rear-wheel-drive configuration, another significant aspect of BMW’s core identity.

Wilhelm Hofmeister was one of the first design directors of BMW, Bangle says. And, like we all, passionate about what we do. He got his name mounted onhad been used before as early as 1951 on the Kaiser Deluxe, a united states car (regardless of the German name). Hofmeister was originally a mechanical engineer and had a greater portion of a reputation as a good manager than a creative artist. He was in charge of an in-house team but would also commission freelancers for example Giuseppe Nuccio Bertone, certainly one of Italy’s legendary designers.

Bertone’s studio-come-coachworks penned and partially built around 600 examples of the BMW 3200 CS, a coupe whose rearward side windows sported the telltale curve. Both the and this 1500 debuted on the 1961 Frankfurt auto show. So, perhaps Hofmeister’s legacy owes Bertone a sizable debt of gratitude, because the Hof was no doubt well aware of what was being produced by his outside contractors.

The plot thickens, however, when we learn that a certain stylist who may have since become another giant of Italian design, Giorgetto Giugiaro, was working for Bertone at the time. And then he might well have been involved with penning the 3200 CS. Looking into the historical past of the C-pillar corner, Bangle says, In my time, it evolved rapidly from a weld-and-fill rust generator of the 1960s and ’70s to the cut-and-paste weld seam of the Opel and Audi uppers, to the one-piece fully integrated pillar and rear quarter-panel we know today, beginning with the E34 5 Series.

I found myself at Fiat at the time so you had to be there to appreciate the shock the E34 had on all of us away from BMW circle when that C-pillar debuted…super-elegant, it set the tone for many such intersections to come. Even though there are no new ideas under the sun, that doesn’t stop other car companies from using the same good ones. The knick is now a part of a wider car design language.

One might think it an imposed restriction, Bangle says. But in reality, it is a reasonably help when designing cars to the brand. The Hofmeister knick-never a ‘dog-leg’-is really a wonderfully rich brand and motif icon. Tuning that curve and arguing over the chrome trim-‘Please, God, allow them to make it in just one piece’-and all that goes with it is the stuff that makes designing fun.

And personal. I would personally wager every ‘mother’ of a BMW feels only she or he could have made that knick just right. Principal designers with a car are usually the car’s ‘mothers.’ Those claiming to be the ‘fathers’ are far too numerous to mention and some even try to get their DNA in long after the ‘Conception Time is Over’ bell has rung.

Kinks, however, are certainly not necessarily sacred cows. Could there ever be a time when BMW might abandon its archetypal arc? Karim Habib, current head of BMW design since June 2012, says: So much of what influences design is constantly changing, from consumer tastes, social values, and trends to numerous regulations.

Certain BMW design elements, like the Hofmeister kink, are constants that act as anchors for us. While these elements evolve over time, they allow us to maintain that essential BMW design character which includes existed for 50 years.

Don’t hold your breath expecting a knick-less BMW, then.

“Check Out Top 10 Nissan Skyline GT-R Features “


For a start, there’s a pathetic corpse that took some wrangling to obtain. This Skyline got here in the 1980s, Pat recounts. An exotic-car importer ended up with it on a container for some reason. It had been a mistake. From the ’80s, the Kenmeri Skyline was only a $500 car, in the event that, and it might cost more to ship it back than to make it. Therefore, they kept it. Its history after that was imprecise, but not pretty. The owners thrashed upon it from ’85 to well into the ’90s. It was painted three or four times, it was given three different engines, and in the end they sold it to someone who just let it sit for half a dozen years. It just sat in some house builder’s driveway, in the weeds. The windows were smashed in, the dog owner had bricks lying in addition to it, it merely looked abandoned. By the ’00s, the owner wanted it gone, and so he put an advertisement online. After the post was out, there was an all-out race to get it. A friend of mine got there first and didn’t hesitate to get it; he was happy to have it. By ’06, it had changed hands multiple times and now sported a completely incorrect SR20DET driveline, complete with all of the custom fabrication work needed to make that specificto get a Skyline of any variety out from Japan. I went to Japan for two years, and half the reason I went was to get a Skyline of my. Turns out, they don’t wish to sell Skylines to just anyone. There can be interest on the telephone but when I turn up, suddenly the car isn’t available anymore. And so it was ’06, and Pat was stateside when he got his mitts in the car the thing is here. The last owner got his mitts on another Skyline, which made this one available. It had surface rust underneath it, and the SR conversion wasn’t even complete. This didn’t matter to Pat. The concept of owning a Skyline and bending it to his will kept him up for nights; Pat wasn’t intending toa fundamental GT-R clone, he says. Just wheel flares and Watanabes, and that i would be happy. But while i rebuilt more, and as my skill level progressed, I discovered that Itells us, and I continued with the SR20 swap. But after I blew that engine for your third time, I said screw it, I’m done. I was happy to get it going, but it kept blowing up. The auto was rejecting the transplant. And so as Dr. Frankenstein installed new vital organs into the creature’s body, Pat installed new components on his Skyline. I got a great deal on an engine that a friend of mine had been focusing on, an RB26DETT out of an R33 GT-R. It was included withAll sorts of crossmembers had to be designed to support the SR20DET and the transmission that were in a car, but I needed to undo all of that, position the engine, and then make my own crossmembers and engine mounts, and my own transmission crossmember. I just had the entire driveline on blocks and i also started welding everything around it. To suit the RB25 transmission, I had to cut out pretty much the entire trans tunnel and make a another one. The core support for that radiator had been cut out from a previous owner-therefore i made my core support and cover. A Z31-era R200 limited-slip differential lives in back now. Pat says it’s good for 700 hp, however theJust as Doctor F. used theories of galvanism to harness the power of lighting in efforts to give his creature the breath of life, so too did Pat require electricity to give his beast to life. There is no wiring in the car at all…you’re gonna laugh, but all of the bulbs and stuff and wiring originated an ’89 Nissan Sentra in the junkyard. It’s funny, nevertheless it all fits. Sometimes you have to return a million times to find applications that will fit, but now I just got lucky. Oh, and I suck at wiring, so my buddyfor three-quarters of a year. Absence makes the heart grow fonder, etc. The Navy had me out on tour for more than eight months, and therefore really helped. I had simply time to browse around online for parts with no other strategy to spend my paychecks. It’s funny how theI like the mild bosozoku look, so I went that route. The Techno Phantoms were originally 14×6 but I got them re-barreled, and they really go with the design of the car. And simply by coincidence, as I started looking for wheel flares, I found a guy who had started reproducing them for the Kenmeri. Cue Pat’s surprisedwife and Sterling, who was wondering precisely where all of these parts were gonna fit. I purchased home where there were each one of these parts everywhere. I told my wife which theyon the local Pick-Your-Parts for the intangibles-clips, wires and hoses and more. Luckily, lots of Datsun 510 and 280ZX parts fit. The modern realm of the Internet also helped in this regard. Friends knew what I was up to. I had to source the rear glass from Fiji, and another friend found every one of the side glass in Nz. The headlight buckets originated a Toyota pickup. No person makes a rear coilover setup for this car; a friend discovered that some Camaro application would fit. I actually needed to hand-carve some bushings to have ’em to function. This thing was actually in the dumps and I did anything I was able to do to have it going and on the road, and within my budget. A great deal of guys who buy Skylines, they buy them clean, and so they drive ’em and are happy. But with something similar to this one, starting fromaccustomed to it being low…the coilovers feel great than cut springs did back in the day when you had no money and just wanted the right stance. I like to have the road. And so he does: Pat’s logged up to 1,000 miles per weekit has now are only to get it working. More suspension work-increased adjustability, make the rear adjustable, adding more caster…these old cars not have much caster. And, of course, I’m always searching for more horsepower…it’s a big whirlwind. I’d like to update the inner-something within the guidelines of being traditional, nothing unmanageable. A stereo would be nice! The engine actually isn’t that loud-the Six carries a nice hum to it, and also the turbo muffles things a bitand having finally got the Adam of his labors to a place where he can drive it reliably, Pat will not be about to let thisas the Ken & Mary (or, Kenmeri) Skyline. The joy from the Skyline was that it was just a simplecoupe and sedan, or wagon that could perform feats that belied its formal style. It was stealthy, save to the all-out GT-Rs, with their gigantic wheel flares and 160hp, DOHC twin-cam four-valve inline-six engines. And really, C110 GT-Rs were few and far between: Just 197 were built from September ’72 to March ’73. The vast majority of Skylines had 1.6L or 1.8L Prince-designed Fours; only the top-echelon models, such as the GT-X within thesemay be the essence of the a Japanese car could be, the height of the genre’s potential within its own tome…yet in the event it was presented in Japan, this generation of Skyline was Nissan’s take on an American car. Automatic transmission prominently featured in the initial TV ads. A footprint which was larger than many Japanese cars of the day: Skyline C110 was physically greater than just about anything Nissan was selling in those days, short of the Cedric/Gloria or the President limousine, and American cars were better known for their generous proportions. Styling cues like the twin round taillights, a motif that sporting Chevrolet models had employed for the better a part of a decade. The fastback roofline, which had experienced vogue during the last half of the 1960s on everything from Mustangs to Marlins, Fairlanes, to Firebirds. And the Skyline’s surf line, a body line that extends up through the rocker panel and forms the top of the back-wheel openings en route to the rear of the body, surely tried toOn Television and in Mary, print and Ken were the characters the new Skyline’s ad campaign would center around; the Kenmeri name (abbreviated and Japanized) is taken from both of these beloved characters. Tall, exotic Ken, played by actor Jimmy Zinnai, who was half-Russian, half-Japanese; curvy, adorable Mary, played by all-American teenage girl Diane Krey. Together, they toured rural Japan in their lovely Skyline 2000 GT-X, getting back to Beautiful Nature, Nissan’s pro-environmental slogan at the time. It would are in position to reason that the individuals in the ads should also be American-if not, not so very Japanese. Ken and Mary took Japan by storm starting in late 1972. (Play with the names Ken and Mary a bit and you wind up with Mary Ken, or American.)