2012 Porsche 911 Turbo S Edition 918 Spyder – Edition 918


The 911 Turbo S edition 918 spyder (yes, it’s a mouthful) is a car you might not know of but it certainly has an interesting story. Anybody purchasing the upcoming, Porsche 918 Spyder hypercar has the option to purchase this special edition 911 Turbo S.

Just like the 918 Spyder, the exclusive Turbo S model is limited to 918 units. At its roots, it’s a “”regular”” 911 Turbo S, but it gets carbon trim inside and out, plus upgraded leather, along with the 918’s Acid Green paint on the brake calipers, illuminated sill plates, interior stitching and instrument needles.

This $160700 option is a beauty, no doubt, and its exclusivity means you’ll probably never get to own one. Yet lucky Hawaiian resident, Ken Kobatake, actually managed to locate one at a Midwest Porsche dealership.

It turns out, a 918 Spyder buyer no longer wanted his Turbo S, so Ken purchased it for a marked up $175000 with 1200 miles on the clock.

Sight unseen, he had the 911 delivered to BBi Autosport in Huntington Beach, CA. He wanted the car massaged and tuned, but not overdone. “”We just made it more of a visceral driver’s car,”” said Betim Barisha, owner of BBi.
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Starting with the motor, they gave the Turbo S the stage 2 package, that included a full BBi turbo-back exhaust with HJS 200CPSI HD cats and quad tips, as well as a large IPD Y-pipe and plenum plus BBi’s pump-gas ECU software.

Ken’s 911 musters 545hp at all four wheels, with a contact-patch decimating 585 lb-ft of torque at 17psi whenever the Sport+ button is pushed.

Of course, there’s no other way to drive this car than with that button illuminated. The exhaust becomes louder, more raw and exotic, throttle response is sharper and more immediate, and the car is a goddamn freight train.

I’ve driven high horsepower cars in many forms; naturally aspirated, turbocharged, supercharged, nitrous-equipped, but this motor was unlike anything before. It accelerated with explosive violence, and when the boost hits you feel as if your intestines were left in another dimension.

I’m the guy who hates automatic transmissions, too, but the Porsche PDK is phenomenal. When mated to a motor like this, it’s the only thing I’d want between myself and the next gear.
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Pulling away from traffic by rolling onto the throttle at 70mph means you’re doing 130mph in less than 5sec. While this is fun, launch control is where the giggles live.

With Sport+ activated and traction control disabled, place your left foot on the brake and mash the gas. The revs hang around 5000rpm and there’s a whistle and flutter from two Borg Warner turbos coming to life, mixed harmoniously with timing retardation and wasted gas; things are about to get exciting.

Release the brake, the radar detector flies off the windshield, my sunglasses lift off my face, flipping over my head and I’m straining my fingers to keep hold of the steering wheel; this is, hands down, the most intense acceleration I’ve ever felt. The sprint to 60mph takes 2.5sec in this calibration. It’s ridiculous, highly addictive and borderline painful.

At BBi, $10,000 in parts will give you this type of performance. Yet the real prowess of this 911 chassis is noticed when you enter twisty sections of Angeles Crest Highway, slicing through Southern California’s mountainous National Forest.
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The suspension on Ken’s Edition 918 Spyder is what transformed his Turbo S into a nimble track dancer.

BBi used the 997 GT3 for inspiration in what is called the Street Cup kit. It replaced all the rubber bits, along with new ERP upper rear control arms, rear adjustable bump toe-links, plus Porsche Motorsport lower control arms front and rear. A pair of 997.2 sway bars were also installed with adjustable drop-links to fine-tune the car’s behavior. But the heart of this setup is undeniably the Ohlins Road & Track coilovers with Eibach springs.

Paired with BBi’s wide track front package that pushes the wheels out 10mm on each side, the only hint that this 911 is all-wheel drive is its face-distorting traction out of corners.

Understeer is nonexistent, turn-in is precise and the car is stable. The Michelin Pilot Super Sport rubber is up to the task, measuring 245/30 front and fat 325/25 rear, mounted on BBi’s favored Motegi Racing TechnoMesh wheels.
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The factory Brembo ceramic brakes are always there, complete with the lurid green paint. They work effortlessly and you barely detect a hint of hot friction material in your nostrils, even when hauling the heavy coupe to a stop from high speed. The car was built to impress, and it’s done so effortlessly.

While 918 units mean this particular 911 Turbo S is about as rare as they come, Ken can sleep at night knowing his example is rarer than just a carbon package and green paint. BBi has molded the car into a straight-up warrior, making us think differently about automatic transmissions and heavy all-wheel drive 911s.

Totaling about $22000 in parts alone, we’d be hard-pressed to say you could build or buy a better road-rocket with such sex appeal and duality for under $190,000.

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2012 Porsche 911 Turbo S Edition 918 Spyder

Ken Kobatake
The Big Island, HI

Engine 3.8-liter H-6 DOHC 24v with BBi stage 2 ECU tune, exhaust with HJS 200CPSI HD cats, IPD large Y-pipe and plenum

Drivetrain PDK seven-speed automatic
2012 porsche 911 turbo s edition 918 spyder IPD intake plenum 06 Photo 9/11 | 2012 Porsche 911 Turbo S Edition 918 Spyder – Edition 918

Brakes stock six-piston Brembo calipers, 15″” drilled carbon-ceramic rotors f, four-piston, 15″” r

Suspension BBi Street Cup package Öhlins Road & Track coilovers, Eibach springs, MODE spherical upper mounts, BBi front wide track package, 997.2 GT2 sway bars, Tarett adjustable drop-links, BBi rear sway bar adapter kit, ERP upper rear control arms and rear adjustable bump-toe links, Porsche Motorsport lower control arms front and rear

Wheels & Tires 20×8.5″” f, 20×12″” r, Motegi Racing TechnoMesh forged wheels, Porsche black centerlock nuts, 245/30 R20 f, 325/25 R20 r Michelin Pilot Super Sport tires
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Exterior stock Edition 918 Spyder with smoked corners, Wrap Works clear bra and ceramic tint

Interior stock

Contact bbiautosport.com



How To Cope When The Alarm Bells Won’t Stop Ringing

Alarms are designed to give out a warning signal whenever they are being tampered with or there has been a breach of security. Just like some house alarms go off so regularly that the neighbors simply turn a deaf ear and try to ignore them instead of calling the police or even taking the time to investigate, so some car alarms appear to like the sounds of their own voice.


Don’t get me wrong – car alarms are a great invention and can be a great deterrent to any would-be car thieves or anyone who is tempted by the lap top on the back seat, but they can also be a form of utter embarrassment if they insist on going off at all times during the night or day, particularly if they won’t shut up again.
So what’s the best way to deal with a wayward car alarm? How can you make sure that your alarm only gives a warning signal when there is really something to give warning about?
Here are a few tips:
• Check the batteries in your key fob. Okay, so this might not actually stop the alarm from sounding but if the batteries in the key fob are flat or faulty you won’t be able to switch it off. If the alarm refuses to be silenced until you have opened and closed the doors a couple of times or pressed the button until your thumb is ready to drop off, you can bet your bottom dollar that the batteries need attention.


• Check out the owner’s manual when you first buy the car. This should give you a clue about how the alarm works and which buttons can switch it on or off. Many of the new cars at Downey Nissan are fitted with perfectly functioning alarms; you just need to know how to work them.
• If you can’t silence the alarm with the remote button you might have to use the key to manually unlock the driver’s side door. That should restore peace and tranquility to the neighborhood. If the door is unlocked and the alarm is still ringing you should try locking and unlocking the door a couple of times. That should sort it out.


• Starting the car engine will sometimes quiet a badly behaved alarm. Many modern cars are programmed to switch off the alarm when the engine starts, just so long as the alarm hasn’t affected the immobilizer as well.
• If you really aren’t having any luck at all then it may be time to take drastic measures. Check in the manual for the location of the fuse which connects the car battery to the alarm and remove it. This should be classed as a strictly temporary measure however; disabling an alarm is not a very wise thing to do in the long term. Pull the fuse and get your car alarm fixed as soon as possible.
• If all else really has failed you might have to disconnect the car battery as a very last resort. Disconnecting the negative terminal will bring the sound of silence to the air as well as cutting off the electrical system to the entire car. A little bit like re-booting a computer – wait for 30 seconds or so before reconnecting the battery and hope for the best.
At Downtown Nissan they’ve got lots of different new and used motors available, and if you have any trouble with the alarms you can simply take them back for their professional mechanics to sort out any sorts of problem once and for all.


2014 Porsche 911 GT3 – First Drive


It has a 9000rpm rev limit. Let that sink in for a couple of seconds… With peak power developed at 8250rpm, the 3.8-liter flat-six in the new GT3 is the highest revving Porsche production motor ever built.

The 997 RS 4. had the very last incarnation from the Metzger engine, and so a heavily tweaked version of your current 9A1 direct-injection flat-six motor takes the baton and runs with it within the 991 GT3.

A long list of lightweight reciprocating and rotating parts within the engine reduce inertia, while new manufacturing processes and coatings ensure robustness.

The big numbers are 475hp at 8250rpm, with peak torque of 325 lb-ft at 6250rpm. This equates to specific output of 125hp per liter in a car weighing 77 lb more than before, translating right into aHaving an open road in front of you, the latest engine screams round the rev counter from the intermediate gears, while the brilliant seven-speed PDK transmission ensures the 475 able-bodied horses provide an uninterrupted push inside the back.

The deep baritone roar from your twin central exhaust outlets is overlaid by a fearsome battle cry of valves, induction and high-lift cams running ever faster because they convert air and fuel into forward motion like never before in the road-legal naturally-aspirated Porsche motor.

Yet the most deeply impressive aspect of the new GT3 will be the province of the seven-speed PDK, completely revised from its Carrera roots for this particular highly focused application.

Upshifts are so fast and seamless you just hear the motor drop its voice slightly while rapid forward motion continues unabated. The system also blips the throttle perfectly going down the ‘box, leading you to sound like a racer to onlookers.

Importantly, should you choose to utilize the gear lever instead of the paddles, the shifter now works correctly in manual mode; forward to get aareas of an automatic inappropriate to a hardcore sportscar have been edited out. One is kickdown, the other is the tendency to shift down if you short-shift, but then head to full throttle, giving you power over your gear selection.

The purists are screaming from the rooftops about the manual gearbox being the last link between the car and driver, but Porsche now considers them relics of the bygone era. In fact, GT model chief, Andreas Preuninger told us the PDK was just chosen late in the development and, as a purist, he had to be personally convinced beyond doubt.

During an in-house test it emerged that the dual-clutch trans was worth 4sec per lap on the Nürburgring, which is substantial. Ultimately, the GT3 is all about going fast, and PDK makes it faster, period.

To underline its superiority versus the stopwatch, Porsche test driver, Timo Gluck, recently set a benchmark time of 7min 25sec on the Ring – 7sec faster than the 530hp twin-turbo 997 GT2 and legendary Carrera GT. It’s also 2sec faster than the outgoing 500hp GT3 RS 4., and 6sec better than its RS 3.8 predecessor. And the 991 GT3 lap time was achieved having a 475hp production engine powering the 3152 lb car.

None of that more weight is in the wrong places, with all the extra 44 lb of your PDK compensated for by removal of a similar amount from the engine.

Are best left for the racetrack, although the PDK Sport button on the center console is tempting, as is the firmer setting to the PASM active damping. Sport is generally too trigger-happy for public roads and the firmer suspension is commonly appropriate for smooth roads or perhaps the racetrack. It also activates the dynamic engine mounts that tighten for optimum cornering, however.

2013 porsche 911 GT3 chassis support

2013 porsche 911 GT3 performance gauge

2013 porsche 911 GT3 cluster gauge

If you turn the GT3 steering wheel you notice it’s by far the very best iteration from the 991’s power steering, moving the car with unerring balance and stability. It benefits from electro-mechanical rear-wheel steering that enables the rear wheels to move about 1.5? , shortening the effective wheelbase at low speeds for increased manoeuvrability, and lengthening it for enhanced stability when you gain pace.

Under 30mph the machine moves the rear wheels inside the opposite direction from the steered fronts, making the car more agile at parking speed.

Above 50mph, the rear wheels turn within the same direction as the steering, pre-loading the back tires and removing their latency, where the rear often takes longer to adhere to the front.

On your way, you don’t feel anything different and, should the sensors identify you’re intentionally drifting the car, it would actually assist you toAs was discovered during high-speed testing at Nardo in Italy, an additional benefit of the rear-wheel steer is less tire wear since they don’t work so difficult.

Even though the rear-wheel steering system is a tremendous factor in the GT3’s faster lap times, the new variable-ratio limited-slip diff also plays a role in handling consistency. Allowing a wide open diff in the overrun for improved stability, it apportions traction towards the individual rear wheels with greater accuracy than before.

Extra stability at speed is conferred by a 20% rise in downforce, or 265 lb at 125mph, with a drag coefficient of .33.

The damping is actually superb, absorbent at low speeds but anchoring body movement when you’re pressing on. Actually, it rides better than a normal Carrera – no mean feat when the GT3 sits on 20×9 and 20×12 forged wheels shod with 245/305 and 35/30 track-day rubber. These are the latest generation Michelin Pilot Sport Cup 2 tyres within a Porsche-specific compound.

The new 911 GT3 may be a road-legal homologation special as well as the best driver’s 911 ever, but it’s docile enough for daily use and throws the dynamic shortcomings of more expensive supercars into stark focus. It’s a stern warning to other carmakers that “exotic” is no longer an excuse for faults.

Dai Yoshihara Spec Subaru BRZ Drift Machine debuts at SEMA 2013


Round 7 of the 2013 Formula D at Irwindale Speedway was an emotional moment for both Dai Yoshihara closed out the season by bidding a final farewell to his 2010 Championship car for one last time. The loss was short lived since we caught news that quickly across the tuner world that Dai along with his team were not in vain and had already been prepping a new drift platform for your upcoming 2014 FD Championship season, although saying goodbye is never easy. With the help of current fabricator Scott Dodgion of SPD Metalworks based in Placentia CA. And the rest of the group, the team transformed a 2014 Subaru the monster you can seesomewhat plain but there’s a very good reason why. Falken Tires and Forza Motorsports recently disclosed to us that they are throwing down a competition to see that can design the most well liked livery. The winning graphic scheme will likely be placed on your vehicle for the entire 2014 FD season. . That’s how awesome?




Kei Miura, the guy who designed the legendary Rocket Bunny wide body kit played an integral part in offering his newest Version 2 kit for the exterior with the addition of DY Champion wheels and a few additional body modifications per Dai’s request. The “no frills” interior layout offers a roll cage and bucket seat along with all the necessary gauges to keep close monitoring of the engines vitals.

The vented hood is reminiscent of the Subaru WRX because it plays an essential role in order to keep engine temps to a minimum in addition to offering additional clearance for the soon to be installed V8 power plant, like the one that powered his beloved S13. With an estimated 800whp on tap, you can be sure that the high horsepower machine and its lightweight chassis is sure to evoke some fear in FD competitors the upcoming season.

Large Families Must Have These Three Things

Some people love having a huge family. With a huge family comes some trade-offs when it comes to what your family can have and what it may consider a necessity. There are some great ideas out there for every large family when it comes to saving money and still having fun.

1. A Car That Holds Everyone


The first thing on the list for every large family is a vehicle that can hold everyone and their stuff. A great car for this is the Nissan Quest from Nissan San Bernardino. This minivan can hold 7 people, meaning that you have room for everyone. With great gas mileage and a reasonable price tag, you can be rest assured that all of your money isn’t being poured into your car. Find out more about the Quest at Metro Nissan Redlands.

2. A Pop-Up Trailer

For many large families, planning out a vacation that involves flights and hotels can be way outside their budget. With a pop-up trailer, for just a few thousand dollars, you can have a lifetime of fun by taking road trips to places closer to you and also have your “housing” with you. Your kids will love the freedom available to them when you camp, especially if the campground you choose has bike paths or a swimming area. If you can’t afford a new one, look at the end of the season for people who may be selling their campers in order to upgrade next season.

3. A Great Collection of Board Games


While board games seem kind of basic, there’s no better way to get the entire family away from the TV and computers for some together time. Have a weekly game night where everyone has to be away from the electronics. It will be a great way for you and your family to enjoy some time together without spending a lot.

2013 MTM Audi R8 RS – GT3 Auf Der Straße


In the past of motoring, there was virtually no difference between road and racecars. You donned your leather jacket and goggles, drove your open-top Bentley or Bugatti to the track, competed against your opponents and drove home again.

The Jaguar C- and D-Types that won Le Mans in the 1950s, as an example, were driven from Coventry to the raced, driven and track home. Other than the dedicated F2 and F1 racecars that arrived on trailers, this was how sportscar racing remained till theEven though supercar manufacturers would like to think their machinery is as adept on the racetrack as it is on Main Street, any car designed to pamper to wealthy owners is, by definition, compromised. Meeting road emission and safety laws, providing creature comforts like electric seats, A/C and infotainment will keep today’s drivers happy but add complexity and weight.

Out of the box, the typical modern sports car is carrying approximately 600 lb more than a similar racecar, and the ride height is set to clear obstacles that will limit the usage of ground effect aerodynamics around the track. Consequently, no road-going supercar can match a genuine racecar, regardless of whether it has more power.With this thought, instead of going down the normal route of attempting to make an Audi R8 be more effective at track days, Roland Mayer, owner of Motoren Technik Mayer GmbH (MTM) in Wettstetten, Germany, made a decision to turn the argument on its head and make a real racecar street legal. Audi offers the R8 Clubsport for track days, which is founded on the R8 GT road car. But we chose to approach it from the other direction and acquire street homologation for the R8 LMS racecar. We can do this because we’re a certified car manufacturer in Germany, he explained fortunately.

We based the car on an FIA GT3-spec R8 LMS that we campaigned in the International Sprint GT Series, which is one of the DTM support races, Roland said. The motor is showroom stock, and limited to 550hp by an air restrictor. It normally operates on 18 BBS centrerlock wheels but, for the street, we use 18 front and 19 rear with Michelin Pilot Sport Cup tires, which works perfectly.

Put into the 2013 Tuner Grand Prix (an annual German event), the MTM R8 RS won convincingly against some much more powerful adversaries like 700hp supercharged Corvettes. Admittedly, MTM had installed its TuV-approved ECU upgrade, which can takeIt has a greater effect on performance when considering the R8 LMS weighs about 2800 lb, which compares favorably for the 550hp R8 V10 Plus, which tips the scales at 3450 lb, though we’ve driven the R8 V10 with this MTM conversion and can attest to its performance gains.

The highest power-to-weight ratio obviously improves acceleration but it also has a positive effect on handling, mechanical and braking grip.

It was piloted by professional race driver and former MTM mechanic Florian Gruber, though just like a fox inside the chicken coop, MTM seemed with an unfair advantage since it not merely had a racecar entered inside a tuner event. He drives the R8 in the Sprint GT Series, so had no problems in the Tuner GP. He’s been successful in various championships, using his skills as a pro driver and ace mechanic to aid him when setting-up his cars.

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On The Road

Clambering into the R8 RS driver’s seat required a fair measure of agility. You have to tackle the side intrusion bars of the rollcage and then wiggle down into the snug-fitting Recaro race seat with its extended head protection.

The lack of soundproofing in the cabin definitely adds to the visceral experience when driving the car at any speed, though the car’s weight is instantly felt under full acceleration.

The engine may be stock, however the paddle shift-operated Hor Technologie sequential transmission most certainly isn’t. Like the majority of competition cog-swappers, you use the clutch to select first and neutral, but shift up and down using the pedal flat on the floor. The single-mass flywheel and straight-cut gears whine like banshees while.

2013 MTM audi r8 RS controlsyour face. The stark cabin further amplifies the mechanical symphony, with the decibel level directly related to throttle position.

The Bosch DDU8 LCD instrument display relays information on gear, fuel, RPM, water, speed and oil temp and could also be used for lap times. In addition there are traction ABS and control settings, both of which are driver adjustable but the data on the small screen is simply too much to soak up on a hot lap, so most drivers only glance at the instruments on the main straight if they have a few seconds to breathe and take stock.

This is also why racecars use shift lights that flicker then, green and orange red to inform them from the approaching redline, allowing you to time your upshifts before the 8500rpm limiter as you focus along the track.

One of the requirements for TuV approval on the car was a reasonable ride height for the road, and so the MTM R8 RS sits about 35mm more than the GT3 version. The fully adjustable race suspension can be softened and raised, and so the ride is nowithin a machine seems like this, a firm ride and near-apocalyptic soundtrack clearly include the territory. And since it’s not everyday you see a racecar in full livery driving down the road, the looks of astonishment we collected while driving the Audi R8 RS on the public highway were simply priceless.

As well as the graphics, the outside was festooned with aero aids like the front splitter, flics along with the huge rear wing. However, these aren’t there for show, although you need to be travelling at high speed to experience their full aerodynamic advantage. In fact, there’s a long sweeping curve near MTM’s HQ and while I may hesitate for taking it flat-out in a regular car, we could have the R8 RS actually hugging the tarmac as speed increased, foot flat around the board in fourth gear.

While the cornering ability could be even better using its ride set at the track height, it was actually already superior to any supercar of its dimensions. And the sticky Michelin tires contributed to the entire impression. Admittedly, they don’t have the grip of slicks, but straddle the line between road-legal and track tires. Importantly, they will work well relatively on a wet surface provided there’s littleIn the tighter bends, the car turned like a go-kart, its lower mass, smaller steering wheel and rose-jointed suspension removing any last vestige of road car vagueness. The typical racecar seating position put you nearly on the floor, giving you a direct connection to the path.

The driving experience is memorable, obviously. How frequently have you heard that cliche, whilst the problem is, it felt like a racecar on the road? With this occasion, it’s the only way to accurately describe the MTM R8 RS.

1991 Acura NSX – NSX STAT!


I spent several decades doing work for HT’s sister publication, European Car. Obviously, the title specialized in hardware from over the Atlantic: VWs, Audis, Porsches and Lamborghini’s etc. For the most part, they’re good cars, very good even. There were, however, a few exceptional examples, specifically those from Modena along with the crew at Ferrari. WhileBMW and Mercedes, and Audi offer a similar experience; one does not soon forget a Ferrari.

The NSX belongs in the same unforgettable file. Not sure if someone has ever actually described the NSX as a Japanese Ferrari but that’s what it really feels like … to me anyway.

That the NSX was years ahead in its design and construction is a popular fact. Although it’s been nearly decade since the last NSX rolled off of the assembly line, the car has was able to stay current, both in performance and appearance, turning heads with neck-snapping double takes. The vehicle on these pages does that too, only much faster. The exhale and inhale of forced induction will frequentlyneeded to make some intelligent decisions on his next project. The wife threatened profusely she would only tolerate an additional project car, recalled Viggianelli.

So I set out to find a low production vehicle that still had modification potential. It would have to be an import with a rareness factor; essentially, I wanted a thing that would get me pumped every time I saw it-the NSX fit the bill perfectly.

After studying the various versions from the car, Viggianelli decided on an earlier production model primarily for structural integrity. The fixed-roof model narrowed the search to ’91-’94 models. After finding a mint condition ’91 with low miles, Viggianelli refreshed its appearance having a 2002 conversion and a few tasteful aftermarket upgrades. After converting the car’s aesthetics, he focused on the suspension and brakes, both systems that his close friend and master mechanic Dustin Weinand was well-versed in. Weinand is a race car mechanic and fabricator by trade with a natural talent for thinking away from the box.

Weinand did not disappoint, developing a unique and fully custom Bilstein coilover kit. After owning several name brand kits, Viggianelli wanted coilovers primarily for street use but something which could perform when needed. Weinand designed and milled a coilover sleeve adapter to the Bilsteins that can use the OEM NSX Type S springs. The suspension was completed a race-spec STMPO rear strut bar, NSX Type R front sway bar, NSX Type S rear sway Cedar and bar Ridge non-compliance front clamps. Rolling stock includes gorgeous Advan RZ wheels measuring 17×8 and 18×10 respectively. Weighing belowSeeing that the underpinnings had substantially more performance, it was time to throw substantially more power at them.

Given the choice between power or handling, 9 out of 10 guys will opt for horsepower. While Viggianelli wanted the increased ponies around the next man, he also wanted to strike a balance with the chassis.

My requirements were simple, recalled Viggianelli.

Pump gas, air cooled, and no cutting of the body. If it had gone the force-fed route.””, i needed something the factory might do””

There was hardly any NSX-specific facts about a front-mounted intercooler setup, so Dustin began studying established rear mount turbo kits (i.e., STS Turbo). He used two-inch aluminum tubing to run all the way up from the turbo to the custom-built Spearco intercooler. The size of the tubing allowed him to tuck the tubing through the AC tunnel under the car and over the steering rack with hardly any obtrusive low spots. Inspite of the overall entire tubing, its diameter helped maintain flow velocity while providing a specific degree of cooling as well (a contented accident). Due to the engine would retain all its stock internal bits, cooler equals better.

We had been stoked to find that only using the stock radiator cooling fan and minimal supplemental fans in the DYNO, the FMIC kept the air temps so low, we could run it back-to-back with basically noBefore settling around the Turbonetics GTK 450, We tested three different turbo sizes. This turbo had virtually no lag which was surprising considering the length of the piping.

To address the brand new oiling needs, Weinand made a baffling system for the stock oil pan. He then created a remote oil filter and thermo-fan controlled oil cooler kit. The fuel system was thoroughly upgraded with 440cc Bosch injectors, DeatschWerks fuel pump, high flow lines, Aeromotive fuel pressure regulator, and flow fuel filter. Boost pressures run conservatively between 5 to 7 psi.

Although it sounded awesome, a prototype muffler system was too loud for daily street use. Keeping the exhaust decibel levels to a minimum was tricky considering the possible lack of space for any muffler. Weinand came up with a unique solution that might keep the exhaust unrestricted as well as the decibels down. He took a rather expensive Borla X-R1 multi-core muffler and hacked off the outlet and inlet. A 3- to 4-inch transition is made from the turbo to the muffler. The exit pipe is 4 inches all the way to the finisher. after and before confirmed the exhaust system ended in virtually no reduction in power, Dyno pulls . To hold the engine secure in a vehicle, Weinand modified the factory engine mounts to incorporate the lightweight aluminum brackets which house a polyurethane flanged cylinder bushing.

We met up with the best doctor in Newport Beach, CA, where exotics sprinkle the landscape like numerous Starbucks. Despite being over a decade old, this NSX garnered neck-snapping double takes (nothing is funnier than watching rollerbladers skate through the bushes). Dr. Dustin and Joe managed to pull off an excellent balancing act; a car that dances regarding the edge of street car and track star. File this one unforgettable.

Pre-Loved Fiats


On any given day you might find that a fiat dealer Los Angeles has upwards of 150 used vehicles on their Fiat dealership car lot. They’ll be a plethora of models. You might be surprised by just how many there are, or that they’re there at all, when you thought you were going to a new car dealership. But you’ll find that these cars, for the most part, come from loyal Fiat customers who love the brand so much that they have decided to trade in their car for a newer model. And at OC Fiat, you’ll find practically new, pre-loved Fiats that you can purchase and save a lot of money on.


One of the greatest benefits of buying a pre-owned Fiat from the dealership, and not an individual seller somewhere, is that you can have real faith in the car you’re buying. Whereas an individual seller may not know everything wrong with a car when they’re selling it, at the dealership the car is required to undergo thorough testing before it’s ever put up for sale. If it’s found that anything is wrong with the vehicle than any necessary repairs have to be made before it’s sold. Further, all the information about the car’s history has to be disclosed to you when you consider buying it. Buying a used car from a large, affiliated dealership like this is one of the best ways to go about buying a pre-owned vehicle. You’ll know that it’s been looked over and assessed by experts who deal with Fiats every day in the dealership’s service center. And, you can even bring the car back to your own dealership to have routine maintenance and repairs done when the time comes. You’ll know that you’re getting a car in great condition.

1990 Porsche 911 Carrera 2 – Well Played


This minty green 911 Carrera embodies everything we love in regards to the Euro scene. It’s not an all-out show car but is driven on the regular and breaks necks similar to a supermodel with its smooth body, ultra-plush interior and hardcore stance. Simply put, this 964 is what clean Euro styling is all about!

The mastermind behind the build is none other than Brian Henderson, one of the founders behind Rotiform. Four years ago Rotiform was nothing but a company idea; however, Brian together with longtime friend Jason Whipple have shaped the brand as among the coolest and well-known wheel companies in the scene. They’ve also been favored by the custom wheel crowd, rebuilding old wheels to pimp status-we speak from experience!

1990 porsche 911 carrera 2 MOMO controlsthis really is Brian’s baby. And unlike 99.9% of project cars in States, this Porsche is beyond this world-well, beyond North America no less than. While originally purchased and driven by Brian in California, the car endeavored on an epic journey to Europe. It was put on a shipping container and sent to the UK where it was received by Porsche tuner Milestone71 who took over as the caretaker for the build. In some weeks time, Milestone71 along with a few other partners would take the 911 from zero to hero. The goal was to debut the car at the annual Wörthersee Tour-a tremendous European car festival in Austria 950-miles away from Great Britain. You can think of everyone involved had their work cut out for them…

Milestone71 kicked things off by ensuring the aircooled 3.6-liter six could survive the long journey. Virtually every part in the motor was refreshed, plus they added headers and an exhaust to provide the car a little bit more growl.

But the exterior and interior are what really put Brian’s car on a level we haven’t seen in the Porsche world. It’s got a new-school Euro look with a slammed static drop on H&R coilovers, plus custom-built mesh wheels-Rotiform’s of course, duh! The fenders were smoothed and pulled while finer details like the license plate tow and recess hook holes were shaved. StyleHaus was liable forThe inside is just as juicy with everything through the dash, controls, RUF shift knob, door panels and carpet retrimmed by Plush Automotive. The full cockpit is actually a bed of leather and Alcantara-even the über-rare Recaro A8 seats and rollcage are reupholstered. We might just roll around naked in this car. Just kidding Brian, however, you guys receive the picture-this interior is flawless!

As soon as the build was coming to a stop, Brian hopped on a flight to London and made history. As a whole, he drove the car 2,400 miles across Austria, England, Germany, Belgium, Netherlands and France before it was loaded on a container and delivered back to Southern California. Oh yeah, we also can’t forget Brian pounded around the car on Europe’s finest roads which included two laps throughout the legendary Nürburgring and pushing the car 165mph on Germany’s autobahn.

What percentage of us can say we’ve done anything as cool or close to this? Slim to none. Well played, Brian.

2014 Acura RLX & RLX Sport Hybrid


Exactly what is the Acura RLX? I know manufacturer’s nomenclature of cars could possibly get really confusing when they begin using numbers and letters. So let me give you a quick history lesson so do you know what the RLX is and where it stands inside the Acura lineup.at that time and clearly became a legend. A decade later in 1996, the third generation Legend was rebranded since the Acura RL for Canada And America (still Honda Legend in Japan). Now this year, the RL has been superseded by the RLX. There’s a new halo car for Acura as well as at 377hp it’s the Honda’s most powerful production engine.

So why add the X to RL? No it’s not to emphasis the AWD system. The RL had the Super Handling All-Wheel-Drive (SH-AWD) for a long time. We can only assume the X was added to RL to emphasis the new Precision All-Wheel-Steer (P-AWS). Yes, this is something like the 4WS (4-Wheel Steer) we remember in the old third generation ’88-91 Honda Preludes. Before, just the new P-AWS is a million times a lot better than ever. Imagine decades a greater portion of technology advancement. The RLX is Acura’s flagship car targeting other luxury cars like the Lexus GS, BMW 5-series, Infiniti M, and Mercedes E-class. But when you drive the RLX things like the P-AWS give youWhenever you can afford it and you desire a luxury hybrid the RLX comes in a Sport Hybrid version. Now before you begin on that hybrid hater nonsense without a doubt. Don’t consider it as a hybrid car that may be luxurious. Think of it as a luxury car that has the added hybrid feature to gain a much better fuel economy. Just about every full-sized luxury car sips, no guzzles gasoline. So, why not have a perfect combination of hybrid mpg and luxury? Driving the RLX Sport Hybrid you would never know it was hybrid unless someone informed you. With 377hp in a 3.5L, this is Honda’s largest and most potent engine. This may not be your typical hybrid. It feels much more like a V8. We can’t wait to see someone VIP the shit out of this thing. Just look at those headlights.