24th Sep2012

Underdog

by Michael Chandler

Say you’re out one night, driving around in your whatever it is. You pull up next to a black Cobalt at a traffic light. You look over and you see a skinny kid behind the wheel, and he has a grin on his face. Perplexed, and angered, you slide it into first and wait for the light to change.

Green light.

You both take off. He’s right there with you. Into second, and he’s still there. Then he starts pulling away. Try as you might you aren’t catching him. Until the next light. And there he is, grin and all. This is what happens when you meet 300whp and 400lb/ft crammed in to an unassuming package.

 

Does Nick, the guy who owns this Cobalt SS, do this? Beats me, but it made for a good intro for this story. While the events might not be true, the numbers this thing lays down are. At JDP Motorsports it put down 304whp and 405lb/ft of torque. And it didn’t take a lot to get there.

 

Starting with a stock Cobalt SS, Nick added a chunk of the ZZP Performance catalog to the engine bay. The OEM charge pipes went in the dumpster, along with the catted downpipe and the intercooler. ZZP pieces replaced all of them. Behind that catless downpipe is a three inch straight pipe exhaust, which sounds so very mean. A ZZP blowoff valve relieves pressure from the stock turbo, and a K&N Typhoon intake feeds air to that hair dryer. JDP Motorsports strapped it to their dyno and worked their tuning magic on the Ecotec.

 

The only things on the exterior of this car that would lead you to believe that you’re dealing with anything beyond an econobox are the front mount intercooler, the eyelids, the Brembo calipers and the gold, 9.75” wide XXR 527’s.

 

This thing is very understated. And even listening to it you wouldn’t think it’s about to blow your doors off. Tommy didn’t. Then Nick offered to take Trent, Tommy and myself on some 2nd gear pulls. Sh*t gets real when this thing hits the top of 2nd. Tommy stopped calling it a Slobalt after his ride.

 

So if you ever pull up next to a black Cobalt SS coupe on gold XXRs with a skinny kid behind the wheel, you might want to think twice about racing him. You wouldn’t want to be embarrassed by a Slobalt would you?

Words and Photos by Michael Chandler

*Article, photos and video are copyright of CAMautoMag.com and their respective owners. Images and words may not be re-posted, re-distributed, modified or copied without expressed written consent from CAMautoMag.com

13th Sep2012

Semi-Retired 2005 STi

by Michael Chandler

 

This STi has a history. This car was owned by a guy who tracked it here and there. It had the prerequisite big wing and decals, but now it’s retired. But retired doesn’t mean it left it all at the track. Oh my no, it left nothing at the track…

Staring at you from within the bumper is a massive APS 525 front mount intercooler. That is 314 square inches of intercooler hanging out there! AND it’s good for 525 horsepower, but this car isn’t making 525 horsepower. No, it’s making 340 horsepower at the wheels on 91 octane. E85 in the tank brings that number to 380. Impressive considering this car was rated at 305 crank horsepower seven years ago. Behind that giant intercooler is a big Koyo radiator. Cooling is key everybody.

A Garrett 3076 ball bearing turbo sends hot, pressurized air through that massive intercooler core and into the two and a half liter mill. An AEM 3-Bar MAP sensor monitors the incoming air and dictates how much fuel the massive 1000cc Deatschwerks fuel injectors to spray into the cylinders. Those big injectors are in an Aeromotive fuel rail, and there’s an Aeromotive fuel pressure regulator between the fuel rail and the 255lph Walbro fuel pump. Not all that fuel gets used, but more on that later…

All of the air the turbo pressurizes isn’t used either, so a Tial blow off valve releases the excess air. The car is tuned at 20 lbs of boost, and a Tial wastegate helps keep boost levels stable.

17×9 Enkei NT03’s are sitting at all four corners, as are the Brembo calipers that came bolted to the car. Inside those calipers are Stoptech pads, and Stoptech lines feed Motul brake fluid to those pretty, gold calipers. The rear rotors are OEM, but the fronts are slotted Stoptech pieces.

This thing has some serious suspension pieces, being a former track car. JIC Magic coilovers hang at all four corners, and COBB sway bars are at either end. Also keeping the chassis flex to a minimum are a Cusco strut tower bar in the back and a Fuji Heavy Industries (Subaru’s parent company) strut tower bar in front.

Inside the cabin the US spec seats have been replaced with JDM STi Version 7 seats. Still OEM, and comfier than the stock seats. Thats a win/win situation. Behind those seats is a Sparco harness bar, but no harnesses to speak of at the moment. The old shift knob was taken off, and replaced with that stylish white Beat Rush unit.

This car was a track car, but it left none of its track capabilities behind when it became a street car. A fact that became very apparent when we went out for some rolling shots. Throw some BFG R1’s on this bad boy and it’ll do some work out at Miller.

 

Words and photos by Michael Chandler.

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com
12th Jul2012

Less is More: Track Day STi

by Trent

 

Subaru WRX STi track car feature on CAMautoMag from CAMautoMag on Vimeo.

 

 

“Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere”

-Sir Colin Chapman

 

Colin Chapman founded a small car company based around this philosophy. They made street and racing cars following this mantra, and most of the time it worked brilliantly and didn’t kill anyone. People (not necessarily the people who are running his company) still subscribe to his now legendary philosophy. Greg Valdez is one of those people.

Starting with an already modified 2005 STi, Greg did what Sir Chapman would approve of: he proceeded to rip heavy things out of it. All of the doors have been gutted. The glass windows in the rear doors have been replaced by acrylic, and the front windows are non existent. There is a, singular, Prodrive by Sparco racing seat (from his old race car) and a matching red Corbeau 5 point harness. A 353mm black suede Sparco steering wheel replaces the stock unit (and its pesky, heavy airbag), and a Splash short hub adapter and a WORKS Bell quick release make the wheel work. The interior is so spartan the controls for the center differential have been left hanging out next to the Kart Boy short throw shifter.

The car was already fairly modified when Greg bought it. The cage was already in there, the Stoptech ST60 big brake kit was already installed along with the Hawk DTC-70 pads in the front and the Pagid RS 14 pads in the rear. The APR extended wheel studs and Kics lug nuts were there too; however, the massive 18×10.5 Enkei RPF1’s and Pirelli race slicks were additions made by Greg. They fit under the Karlton fender flares rather nicely, and the flares accentuate the Cusco lip.

 

This car was known for it’s track ready suspension setup. A setup that never saw any real track time. The car has TEIN Super Racing coilovers at all 4 corners, with 16k spring rate springs in the front and 14k in the rear. Theres a GT Spec subframe brace, and a Carbing front strut tower bar and a tow hook up there too. The tow hook doesn’t work too well, so Greg added the pair in the front and another in the rear. There is also a mess of Cusco parts, including: a center brace, T brace, H brace, 22mm front AND rear sway bars, rear subframe brace, trailing arms and lateral links. Kartboy front and rear endlinks replace the OEM units. The roll center adjuster comes from Whiteline as does a racing version of their anti-lift kit. All of this does wonders, but is pushed aside when you notice the 30 POINT WRC SPEC ROLL CAGE. Let me say that again: A 30 POINT WRC SPEC ROLL CAGE. Serious really doesn’t begin to describe the cage. Most of the bushings have been replaced: Kart Boy shifter, transmission, and rear crossmember, TIC rear differential, and Beatrush propeller shaft bushings all occupy the places the old bushings.

 

The interior is non-existent, and the suspension is beyond serious. The motor has to be some crazy stroked out, big turbo monster right? Nope! Ladies and gentlemen, the very fast white Subaru is powered by what is essentially a COBB stage two tuned motor. It has a full turbo back Turbo XS exhaust, a COBB version 1 Accessport, a SPT short ram intake (with a very clever, homemade NACA duct feeding it), an APS equal length Ti header (that has been wrapped), a Koyo aluminum radiator and a 13 row Mocal oil cooler. This thing runs on 91 octane pump gas for crying out loud!

 

This combination of weight reduction (the car weighs just over 3000lbs with Greg in it, while a stock ’05 STi weighs just shy of 3300lbs WITHOUT a driver), heavy suspension modification and tuning (courtesy of the guys at Innovative Garage) and light power additions (that idiot kid who ALWAYS wants to race you in his STi? Stage 2 crew) have turned this “could be” track day terror into a car that laps the 2.2 mile East Course at Miller Motorsports Park in the mid 1:40’s. Less truly is more

Words and Photos by Michael Chandler, Video by Trent Bray

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

06th Jul2012

Grown Up Project: Porsche 911 C4S

by Trent

996 Porsche 911 C4SSome of us grow up, others don’t. It’s a part of life. But it’s not always black and white. A grown up car doesn’t have to be a Camry or Accord. For Darrick, the owner of this 996 Porsche 911 C4S, this is his project that he’s still a kid at heart, but a kid with class.

[func-shun] Episode 8: Porsche 911 C4S Feature from [func-shun] on Vimeo.

Darrick caught the modding bug early on. He had a Mitsubishi Eclipse that he modified. His dad didn’t want him modifying any more cars and found a nice 1983 Rabbit for sale for $500 that he thought Darrick couldn’t modify…he was wrong. Darrick went to college in that Rabbit, and after a short time, he came home on a break and it already had Porsche wheels and H&R Springs.

Northwest Porsche 996

Many VW’s, mainly Passat’s have passed through Darrick’s hands over the years, but after getting an Audi S4 and starting to modify it, he looked over his “To-Do” list for his car and realized he could afford a Porsche with all he would put into the Audi. And with that, he sold his Audi and began looking for a 996 C4S. He specifically wanted the C4S for it’s wider fenders, Turbo front bumper, and Turbo brakes.

Carrera 4S

That would satisfy many people, but Darrick immediately called up Rotiform and ordered a set of 3-piece TMB wheels measuring 19×9.5″ in front and 19×12″ in back! The wheels have a machined face, with mirror polished pockets, and color-matched to the Porsche logo bolts. The detail is stunning!

Rotiform TMB on Porsche 911

Hugging over those wheels is a set of JIC Coilovers. But don’t get it wrong, these coilovers are meant to perform. Darrick plans to track this car and has installed an Agency Power roll cage to support that notion. This P-Car also has a set of adjustable sway bar end-links.

3-piece Porsche wheels

This is a Porsche, but seeing that this isn’t a turbo model, a little extra power was added with a Fab Speed exhaust and shifts shortened with a B&M unit with an EVOMS billet shift linkage upgrade. Darrick claims to be done for now with the car, and his wife is seeing to it. She wants Darrick to modify her Infiniti FX35 before he can touch his cars again.

Track Stance 996 911

This car is simple, elegant…grown up.

Words and Video by Trent Bray, Photos by Michael Chandler

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

06th Jun2012

Impostor!

by Michael Chandler

 

I know some of you are going to just look at these pictures. I’m ok with that. What I’m not ok with is the odd chance that you’ll mis-label this base model RSX as a Type-S or a Type-R clone. It’s neither of those. It’s better than those.

 We’ve been following this car for a few years now. We used to see it at Supremacy Racing a lot, but we never really followed the build in detail. We would just ask “How is Ryan’s DC5 coming?” and Frank or Kel would say “It’s going good” and that was that. As you can see here, it has become very good.

 

Now, back to dispelling those Type-R/S myths: outside it’s sporting some, SOME, JDM ITR pieces such as the front bumper, red H badges and the Integra badge on the back. The fenders are just plain old JDM pieces, along with the sidemarkers. It’s sporting a full VIS Type R lip kit (front and rear lips and the side skirts), which accentuate the fine lines this RSX already has, and a TopOne splitter sits below said lip to help this thing move alone smoothly. A Buddy Club hood with Aero Catch hood pins round out the exterior modifications and keep the beating heart of this thing out of site, but not out of mind.

 

Much like the Telltale Heart, the motor lies out of sight. Tormenting those that attempt to cross it. That heart is a K24A2 with an RBC intake manifold and a SSR Race header, which dumps into a three inch K Teller exhaust. It might not seem like much, but like the red Civic from our Odd Couple article there’s not much to this car. That 2.4 liter mill resides in a wire-tucked engine bay (courtesy of Alex Prasop) and is held in place by a set of Innovative motor mounts. A RyWire millspec wiring harness connect, among other things, the Hondata ECU to the necessary bits of the engine. Necessary bits like the fuel injectors, which are attached and fed via a Golden Eagle Pro Series fuel rail. That jet black fuel rail sits in front of the trademark Wrinkle Red ITR valve cover, which sports a matching ITR spark plug cover.

Hanging off the engine is a six speed transmission from an RSX Type-S, which has been stuffed with oh so many goodies. An ITR limited slip diff has been added, along with the 5.0 final drive from a Honda CRV. The synchros have been upgraded to carbon pieces and the stock clutch has been tossed in favor of an Exedy piece.

The car rests upon a set of Enkei RPF1’s. The rears are 17×9 +22 with 235/45 Falken tires, while the fronts are almost the same, except they’re +35 and wrapped in fatter 255/45 Falkens. Behind those front split six spoke wheels is a Stoptech big brake kit and ITR control arms with PCI bushings. Behind the rear split six spoke wheels are Powerslot rotors and Hawk brake pads, Skunk2 control arms, a Beaks tie bar, an ASR subframe brace and a SPC camber kit. Tein Type Flex coilovers provide the stance, Stoptech steel braided brake lines provide the hydraulic pressure to reel this coupe in, and an Autopower 6 point roll cage keeps the occupants safe in case things go horribly wrong.

 

Speaking of the occupants, they sit in F1 Spec Type 3 seats and are held in place by Sparco harnesses. Course adjustments are made with the MOMO steering wheel, which is attached to an NRG adapter hub and quick release. Pertinent information is gathered from the Autometer Oil Presure and Water temperature gauges, the AEM UEGO wideband, and the Type-S gauge cluster. You perform your fancy footwork on a set of Mugen pedals.

 

This car started life as a ho-hum base model RSX, but after an infusion from it’s Type-R and Type-S brothers (and TSX and CRV cousins) this DC5 is better than the both of them.

Words and photos by Michael Chandler

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com
01st Jun2012

The Gentleman’s Hot Rod: 426 Hemi Chrysler 300C

by Trent

fatchance 2.0 Hemi 300C“Holy $#!* that sounds awesome!” Nick exclaimed as we walked up to see John’s Chrysler 300. He wasn’t exaggerating either, the Mopar exhaust on this thing set the tone for the photo shoot. I’d been waiting since November to get a chance to shoot this car. I spoke to John about his car at the SEMA Show, and this was the first time our schedule’s aligned.

fatchance 2.0
By the time I could park my car, a group of teenagers had gathered around the car to ask questions. This thing gets attention EVERYWHERE. We then hopped in the car and toured through John’s hometown of Huntington Beach, CA. The re-done interior is a comfortable place to be as we cruise down the PCH to the photo shoot location. We begin to talk about the car you see here, fatchance 2.0 and the first iteration fatchance 1.0.


You see, John is a pivotal member in the LX(Charger, 300, Magnum) Community as he hosts Spring Fest, a gathering of LX vehicles every year and in previous years he has shown off his newest mods on his original Chrysler 300. Well Chrysler took notice of the attention he was getting and approached him with the idea of building the gentleman’s hot rod.

426 Hemi Chrysler 300C
300C on the PCH
The starting point was a 2011 Chrysler 300C with the 5.7L Hemi V8. Not a bad starting point, but things were kicked up a notch with an aluminum 426 cubic inch Mopar crate motor with a powder coated intake manifold. This gave the beast the power boost it needed to take on the bravest of cars. Mopar also supplied the Cold-Air Intake, fuel rails, strut tower bar, and Cat-back exhaust. As if that wasn’t enough, they added a 3.91 rear gear set for good measure. Despite a conservative tune right now, it will still throw you into your seat back!

426 Mopar crate motor
LX 300C at the beach
Most cars we shoot have the looks that kill, but also the ride from hell. Not so, here. What car would properly crane necks without the right stance? Universal Air stepped in and put an air ride system on it before most dealers even got to see the 2011 Chrysler 300. Accuair provided the air management system with their E-Level remote. This thing rides smooth and lays flat out when parked making fatchance 2.0 the first bagged 2011 Chrysler 300.

Bagged Chrysler 300 at the beach
The car sets itself over a set of USW Forged Uprise wheels measuring 22×9.5″ up front and 22×10.5″ out back wrapped in Pirelli P-Zero tires. The lips on the rear seem to stretch to the middle of the car. And filling in those wheels are SUV-sized Brembo 6-piston calipers and 15″ rotors. The rear rocking an equally massive 14″ rotor and 4-piston caliper.

FC 2.0 300
The body kit was designed by Xenon specifically for this car and Lanzini Bodyworks applied the white hue. Rounding out the modifications is a plethora of Billet Technology underhood pieces, BF Xenon foglights, Samco Silicone hoses, and Hilco Fasteners. Nothing was left untouched on this car in pursuit of perfection. The result, a car in it’s own class.

Hemi 300 driving
Chrysler 300C Airbag setup
Special thanks to John, and to Nick for helping me out on this shoot. John would like to thank Brett, his build partner.

Slammed Chrysler 300
fatchance interior

Words, Photos, and Video by Trent Bray

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

Off
22nd May2012

Wicked Evo VIII

by Michael Chandler

CAMautoMag Mitsubishi Evo
  Engine roaring, drums turning, and exhaust spewing. We walk into the dyno area at Ziptie Dynowerks to see this Evo pulling at the straps holding it to the dyno. “Pop-pop”, the exhaust spits as he lets off the gas. This Evo had just pulled down a baseline run of 400whp on Ziptie’s Mustang Dyno. Not bad, but there’s more to be had and this wicked Evo ensures it lives up to its reputation.

Lancer Evolution
 Dan, the owner of this Evo, works on jets for his day job. Driving a mundane car isn’t what he wants. He wants the adrenaline, the speed. His parents told him he could have any car he wanted when he was 16, as long as it wasn’t fast. He showed them, he bought a Ford Ranger…then swapped in a 302 V8! This kind of attitude, led to this build.

600HP Evo
 This wicked Evo starts off with a .040 overbore with forged pistons and rods. The motor breathes life into the Buschur Racing forward-facing manifold which lets the air spin the HTA GT3586R turbo and Tial Wastegate. Combined with a massive set of 1650cc FIC injectors, AEM fuel rail and fuel pressure regulator, and Walboro dual inline fuel pumps, all controlled by an AEM EMS, you know this car means business. It is cooled off by a Frozen Boost air to water intercooler.

Weds Sport and Brembo
 This build has been a year in the making. While Dan was stationed overseas, BJ, the owner of the One of a Kind Galant built this motor for him. The bottom end was buttoned up, but a ported cylinder head and a custom Magnaflow exhaust would be needed. And getting the power to the ground is an MR transmission swap with an Exedy twin-plate clutch.

Buschur Racing Manifold
 Dan spent a lot of time on the dyno getting this car tuned. Unfortunately, he was moving to a new base and time was limited. With it strapped to the rollers, the car made 529HP and 430 lb. ft. torque to the wheels at 28psi. No small figure, but there is more to come. The head gasket blew on the dyno, but the tuner knows 600whp is there.

4G63 in Evo 8
 The power is there, and the looks are pure Evo. An Evo IX front bumper helps accentuate the front. A set of Tein springs bring the car closer to the ground and keep the car on the road. The wheels are Weds Sport and bring some style to the profile, while the stock Brembo brakes bring the car to a halt.

AEM Gauges in Mitsubishi Evolution
 Future plans for the car include re-painting the stock brake calipers, getting that 600whp, and just enjoying the car to its fullest potential. After seeing this car make some pulls on that dyno, it needs to be driven, even if it does bite back every once in awhile.

Evo on dyno

Words and Video by Trent Bray, Photos by Michael Chandler

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

25th Apr2012

Yes SiR: Honda Integra SiR-G

by Michael Chandler

 

We all face dilemmas: what am I going to have for lunch?  Should I put on pants today?  Whatever, but some of us have more unique problems.  Problems like: should I drive my VIP RL or my right hand drive Integra?  Omar had this problem, and he chose the Integra.

This Accord Integra comes straight from Japan, where we can only assume it lived a decent life.  It then came here, where dreams come true and everything is set up for the LHD life.  Not deterred, Omar began making this slightly used ’97 Integra his.

The first thing you notice about this DC2, other than the steering wheel being on the wrong side, are the bright white 16×8 Gab Sports wheels.  Those white wheels have black Falken Azenis tires mounted on them, and the whole wheel/tire combo is mounted on 4×114 Integra Type R hubs!  Those hubs came with the brakes and all the other what-have-you you get (except for the lower control arms!  Those are BLOX pieces) when you pull them off of an ITR.  Holding the car up, or keeping it down, are a set of Raceland coilovers.  Rounding out the suspension set up is an ASR subframe brace, which stiffens the rear and looks mighty fine while doing so.

 

The next things you’ll see when perusing the car are the little body accents that have been fitted.  Small, hardly noticeable things such as the Backyard Special front bumper and Carbon/Kevlar lip or the replica Mugen generation two spoiler or the OEM Honda window visors, side skirts and rear valences.  These, minute details pale in comparison to the pronounced carbon fiber hood and Integra Type R headlights.  To be frank, if you didn’t know what you were looking for you would think that this is how they come stock.

 

 

So we have established that it looks pretty, but how does it get along?  Is it still rocking the B18C mill it brought with it on the boat ride over?  Does it have some obnoxious, straight pipe exhaust?  Is there anything else under the hood besides the vin tag and radiator cap?!?  Allow me to answer all these questions, starting with the last one: yes.

The 1.8L VTEC mill has been replaced with a new hybrid motor!  A K24 block has been fitted with a K20 head and has been jammed under the hood.  Air conditioning and power steering did not make it under the hood, but a Karcepts A/C and power steering delete kit did.  The OEM intake manifold and throttle body are being used elsewhere (doorstop?) because Skunk2 pieces have replaced them.  The old fuel rail has also been turned into a giant comb upgraded to a Golden Eagle piece.  An SSR header exits to a 3 inch APEX’i exhaust now for a few reasons, but mostly because this whole setup is more powerful and sounds better.  A pair of Drive Shaft Shop axles get the power to the wheels, allowing this whole thing to get to moving.

 

Inside the cabin is where the magic happens!  Or it would have if this shoot of ours didn’t get rained out.  While I cant show you, I can tell you.  You sit in red Recaro seats, while Takata harnesses hold you firmly in place.  You grip a Personal steering wheel attached to a NRG quick release hub, and you change gears with a Circuit Hero shift knob atop the stock shifter wrapped in an ITR shift boot.  Your feet, when not on the pedals, rest upon ITR floor mats.

 

And there you have it.  A man was faced with a dilemma, and after some coaxing, he made the decision to drive his other awesome car that day.  Now should I have a can of frosting for lunch?..

 

 

-Words and Photos by Michael Chandler, Video by Trent Bray

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

05th Apr2012

The Happy Couple: a pair of Subarus

by Trent

Couples do things together. Some buy matching outfits, others try to take an interest in the other’s hobby, and some build a pretty bad ass pair of Subarus. I’d like you to meet Sally and Shawn, and they are the latter.

Sally and Shawn have been coming out to Lap Battle from Wyoming for a little while now, and we’ve been able to see their cars change with each event. Sally drives the hawk-eye, while Shawn drives the blob-eye. While they do race together, they’re technically not in direct competition with each other; because, they’re in different classes. Sally has a legitimate car Shawn has a legitimate race car. Allow me to demonstrate the differences:

Under the hood Sally has a lot of bolt-ons you’d see on cars that never see track time. COBB Tuning intake and SF intake bring fresh air to the bigger VF39 turbocharger. A STi top mount intercooler (fitted with a Forge Motorsport blow off valve) helps cool down the pressurized air, while an Invidia cat-less downpipe channels the spent gasses into a Greddy Ti-C catback exhaust. A COBB Accessport watches over the whole operation, as a Walbro 255lph keeps the two and a half liter mill with all the fuel it needs and a Saikou Michi oil catch can gathers all the gunk and keeps it from screwing things up.

Shawn has gone with a different plan: build it better. He tore into the engine and tossed the OEM pistons, rods and bearings with offerings from Manly and ACL respectively. 1000Cc injectors from Injector Dynamics and a Bosch 044 fuel pump replace the smaller factory units, while the TGVs have been outright deleted. An 83mm KS Tech cold air intake feeds the AMS 900X rotated mount turbo kit. The compressed air flows through an APS front mount intercooler and into a ported and polished throttle body. Keeping the inside of this monstrous motor cool are a Koyo radiator, a custom oil cooler and an AquaMist water-methanol injection system. An Integrated Engineering surge tank ensures that there won’t be a fuel starvation issue, while a Fluidamper makes sure the engine doesn’t shake itself apart.

Harvey Epstein, of TheBoostCreepLTD, tuned both cars. Sally made 267awhp, while Shawn (who did everything except the tune and engine build) made 453awhp. What’s almost 200whp between boyfriend and girlfriend?

 

Both Shawn and Sally are on coilovers: Shawn with his BC Racing BR’s and Sally with her TEIN Monoflexes. Sally is packing a TEIN front strut tower bar to help stiffen up the front, and a Cusco piece out back to do the same. Kartboy subframe lockdown bolts and a COBB rear sway bar round out the chassis aids Sally has chosen to employ. Shawn is rocking a set of Whiteline swaybars, along with their Anti Lift Kit. Kartboy end links have been installed, and the knuckles have been converted to 05 STi units for good measure. Both cars had their race alignments and corner balancing work done at Innovative Garage

At first glance it would appear that the happy couple are on matching wheels, but if you look closer you’ll see that they’re just on similar sets. Shawn’s are a set of Work Emotion CR-Kais wrapped in Toyo RA-1s, while Sally is on a set of Drag DR-31s shod in Nitto NT-01s. Shawn’s are an inch bigger in diameter so as to fit the StopTech ST-60 big brake kit. A set of Carbotech XP12 pads fill the calipers and Motul 600 fluid runs through the stainless steel lines. Quantum brake ducts keep the massive brakes as cool as they can. Sally’s set up is no slouch: Hawk HPS pads out back are in the OEM calipers, and HP Plus pads are in the Brembo calipers she sourced in the front. Castrol SRF brake fluid provides the hydraulic boost needed to reel the car in.

Both cars have carbon fiber hoods, splitters and big wings; however, while Sally is rocking a STi rear wing, Shawn has a massive Kognition piece. Shawn’s hood is a Kaminari unit without a hood scoop (because of the front mount you see) and Sally’s is a Seibon OEM style piece, complete with big hood scoop (because of the top mount you see). Sally has an APR splitter and FUNKtion canards whereas Shawn has a custom splitter (made from a “Welcome to Wyoming” sign) and no canards.

Both interiors feature Sparco seats (Pro 2000 for Shawn, Evo for Sally) and six point harnesses. A set of Autometer gauges inform Shawn of all that is important, while an Innovative Motorsport vent mounted boost gauge tells Sally about how boost she’s cramming in to her motor.

 

They say that the couple that plays together, stays together and coming out to the race track once a month definitely counts as playing in my book. We look forward to seeing them at Lap Battle, and where ever else we run into these crazy kids and their pair of Subarus

 

-Words and Photos by Michael Chandler, Video by Trent Bray

*Article, Video, and Photos are copyright of CAMautoMag.Com and their respective owners. Images and words may not be re-posted, re-distributed, modified, or copied without expressed written consent from CAMautoMag.Com

14th Mar2012

Shop Feature: Innovative Garage

by Michael Chandler

Innovative Garage in Utah

There used to be a quaint little shop in Orem that had a reputation for setting up the suspensions on some fast cars.  Unfortunately that shop is no more…in Orem. Yes, as you have probably heard Jason packed up Innovative Garage and moved it to Cottonwood Heights. I swung by, shot some photos and video and drank the Rockstar he offered me.

Honda and Acura road race cars

They’re still getting settled in at their new location (1346 Fort Union Boulevard, Cottonwood Heights, UT), but they are still offering all their usual services: from routine maintenance to race/track car prep and storage to driver coaching and track support.

Road Racing Civic

 

Racing supply shelf

Whats left to do?  Finish up the store front, set up the lounge, paint and keep doing business

import race cars

Innovative Garage shop feature from CAMautoMag on Vimeo.

Words and Photos by Michael Chandler

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