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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.

For GREAT deals on a new or used Nissan check out Mossy Nissan Kearny Mesa TODAY!

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.

2013 MTM audi r8 RS R8 LMS badge 03

2013 MTM audi r8 RS user interface 04

2013 MTM audi r8 RS BBS centerlock wheels 05

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.

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.

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.

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.

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.

When you write songs it is all well and good to sit in your bedroom or basement and record them for your ears and your ears only. But wouldn’t it be fun to get other people to hear them too? If you’re at that level and you want your music to be heard by more than just you and your family, it’s time to take the show on the road. A lot of people think that in order to tour you have to wait for the major record label to come knocking on your door, but that simply doesn’t happen anymore. It’s a sham. So what you have to do is put your money where your mouth is and hit the road. It’s easier to do than you think.

The only difference between a touring musician and non-touring one is the touring one is booking shows for themselves and doing it. It’s really that simple. If you have some basic recordings, you can contact venues (start small, of course – coffee shops or small indie venues) and see if you can play. You’ll be surprised how often they say yes. Not always, and in fact a 10% success rate of booking is pretty decent. But when you have someone say yes, by gum, you’re touring. Then you can route a tour around that and you’re in business. This will be not only be fun but also will get your name out there and start the process of becoming a successful musician.

It’s also important to think about what kind of wheels you’re going to use. You can’t just take anything. You need something that’s reliable, road weary, and good on gas. Especially when you are doing it solo, you need to maximize every penny. So before you go out on the road, head to a place like san juan capistrano jeep and get something that will be good for the long haul up and around this great country. Start scoping out a good car at OC Auto. If you have something that will get you to the next gig, you’ll be in business.

Merchandise is really important. You may think the Compact Disc is dead, and it is, since people can download your music and almost everyone listens on Mp3 on their computer now, or if they’re true music lovers, on vinyl, which is difficult to get when you’re at the very early stages of a career. But when you’re on the road, the CD is still very much alive and well. People who hear you will want to support you, and they will buy your CD, especially if you offer to sign it. Same with any other merch you can get, like beer koozies. If you give them something to buy, they will buy it, and you will get more gas in your tank. It may seem like a gimmick, or you may feel guilty selling stuff like that, but you needn’t – that’s the way it’s done these days. The money is actually made on the road.

Two worlds are colliding in Japan, creating a controversial but exciting sort of breed; the ones that are slammed and can also dominate the drift circuit. As cool as it might be to see on a common basis, the truth is that they blend about as well as oil and water. If you want it to handle right, track fiends know that dropping cars down to the ground causes it to be difficult to drive on the daily, especially. After that, you have to think wisely regarding how you change your car’s frame and suspension, not to mention tedious hours of employment spent learning how to improve on these parts, that may only be done over time with a willingness to make mistakes. But that’s where these new-school drifters come in and discover the challenge as an opportunity to rise beyond and above the norm.

From the southern region of Japan, specifically Hiroshima, there are a lot of serious enthusiasts who are hardcore with regards to modifying their cars. One crew, Team Bad Quality, is the stuff of legend, and is widely respected due to one of its members, Shuichi Nakagawa. He loves to drive hard and possesses what might be one of the lowest RPS13s in the united states. Though if you saw his ride (like us and countless others on the Internet) simply at an event like Slammed Society, you’d have mistaken it as being another non-functional accident waiting to happen. Allow this to be the point where the shit talking stops.

Nissan 180sx rps13 engine

Nissan 180sx rps13 fuel cell

Nissan 180sx rps13 steering wheel

Nakagawa is a master of DIY and the proof is in this RPS13; the elite of your shakotan (super low cars that sport deep-dished wheels) world realize this. Actually, his mission in life continues to be to produce the world’s greatest shakotan 180SX, something he’s been focusing on since June 2012, and wishes to go as wide and low as possible for any drift car. The fender arches have already been cut as far as the hood yet the car still performs as if it were at a more normal height, something that’s normally impossible to accomplish at this low of a height. In comes the cycle fender, meaning the inner fenders have been widened to a drum shape. So, while the car sits this low, Nakagawa can still shove fat tires (we’re talking 215s in advance and beefy rear 245s) into the wheel wells while being able to retain the steering and suspension perfectly dialed in. It offers enough clearance to achieve an outrageous counter-steering angle as well as the tires won’t hit one particular thing as it bumps and drifts around. But don’t think this can be a simple weekend project: Nakagawa took the top end frame, cut a lot of it out and fabricated entirely new parts to help maintain or raise the rigidity from the chassis. That’s how Nakagawa likes it, though outward appearances alone are deceiving; one couldn’t tell how extreme its modifications are. Fat tires, light camber and proper alignment all mean a proper handling drift car.

Nakagawa’s SR20DET is fairly stock but carries a few bolt-ons to help push it up to 350hp, similar to a Kin Pro-modified CTS turbo, GReddy QUO and intercooler-NET muffler. The front crossmember was modified to raise the engine by 20mm and works along with the new cycle fenders. The intake and exhaust manifolds were murdered out for a more unique look and the bay has had all of its harnesses tucked for the epitome of cleanliness. Also, he installed the lowest-profile gas tank since ground clearance would become more important, so it not just was raised up and also replaced with an increased-temp, polyurethane; it also clears the twin-pipe exhaust that runs right below it.

Style reigns supreme for the shakotan, and so Nakagawa went for any custom-modified Rocket Bunny, his dream body kit, that he had hoped would be the first of its kind on a car of this caliber but Bensopra beat him to the punch. Painting the car in bright, two-tone fluorescent colors almost held him back further but his friends helped out with the bodywork, paint and interior customization to assist bring the car together. QUO-NET, the Hiroshima-based shop that’s responsible for a lot of the custom work to Nakagawa’s 180, says it cost well over $11K USD in fabrication to get it to his liking, and we’d agree that it is money completely well spent.

The way Nakagawa sees it, Skinny, stretched tires on fat wheels with lots of camber is a thing of the past. Going fat and low is the way to go! If his style catches on (we’re talking proper execution and design), the stance scene could see aLet Memuffler and surge tank; Toyota Altezza electric fan

Footwork & Chassis 326Power inverted dampers with 18kg/mm (front) and 16kg/mm (rear) springs; custom QUO-NET rear crossmember, stabilizer bars, front knuckles, front tension rods and subframe; floorpan integrated frame drop (channeling the back cross frame); 20mm bottom frame trimming; custom cycle front fenders; all frame joints re-welded and reinforced

Wheels & Tires 18×11 -3/18×12 -15 Work Equip wheels; 245/35R18 front Federal tires and 275/35R18 rear Nexen tires

Exterior modified Rocket Bunny body kit

Interior custom gas tank

WWW 326power.jp, tra-kyoto.com

Nissan 180sx rps13

Nissan 180sx rps13 cage

Nissan 180sx rps13 keys

Proper Stance: What Industry Pros Think

I think this is just what the industry must see. You may already know all of my current cars have a focus and are adamantly designed to be appropriate on the streets of LA, both coming from a performance aspect and usable end result. I have and believe been doing car stuff long enough to believe that any creative modifications, even with minimal budget should have a singular focus and functionality. For a guy to spend $11,000 on frame and chassis mods so extensive just to have an ultimate drop while functioning as a Pro-Drift car is a very commendable thing. It’s also a few things i had at heart when I secured a budget around $30K to start with an AE86 frame again to make my eighth AE86 project for Club4AG. As a Japanese enthusiast because the ‘70s, I am just sort of past the point where looks and copycat styling exercise isn’t my focus. Not to say I had my days in the ‘80s where I tinkered relentlessly to crash, bang, break and dysfunctionalize anything on four wheels, having said that i am with a point where I can plan well and begin with a lasting vision. This Nakagawa (at age 23) is absolutely impressive, with regards to creating something this cool. -Moto Miwa, founder of Club4AG

As both an owner and a driver to get a very race-oriented shop, it’s stupid whenever we see cars come in that were chopped up just to fit some ridiculous fitting wheels on, particularly when it’s a sports car. It’s completely ruined because of that. But here (with Nakagawa’s 180), since it’s engineered to function, it’s cool, whereas most stance guys don’t value suspension or performance. You can still have an auto that has good drives and stance well, so don’t lose sight of methods a car drives.-Mike Chang, Evasive Motorsports.

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