S3 Magazine // Issue 45

ISSUE 45

Caution: We bite! 

EDITORIAL 

THE INTEGRATION GAME 

EDITORIAL + DESIGN 

Editor 

Director of Operations 

Jonathan Wooley 

jwooley@s3mag.com 

Yousef Alvi 

yalvi@s3mag.com 

Art Director 

Assistant Editors 

Graphic Design 

Web Editor 

Contributors 

Director of Advertising 

Guy Haynie 

ghaynie@s3mag.com 

Joe Gustafson 

jgustafson@s3mag.com 

Ross Huber 

ross@s3mag.com 

Alexander Grant 

agrant@s3mag.com 

Joe Coville 

jcoville@s3mag.com 

Ron Baugh 

Eric Chang 

Jaron Cole 

Andy Eineichner 

Clayton Hooker 

Brady Lankford 

Leonard Mayorquin 

Sinh Nguyen 

Conner Norris 

David Otero 

Paul Runge 

J. Tony Serna 

Danny Spittery 

Brian Wagner 

Jonathan Walker 

Ben Whiles 

Rob Wilkinson 

ADVERTISING + SALES 

Mike Sanders 

msanders@s3mag.com 

S3 MAGAZINE 

P.O. Box 1536 • Loganville, GA 30052 

s3mag.com 

OF THE 

COMPOUNDS FOR STREET, TRACK, OR RACE 

Here’s something to think about. 

Electronics USED to be an easy & independent thing. Right? 

They weren’t all integrated. 

Back in the 80’s for example, if you had a boom box, that thing would bang out 

beats until the speakers blew… or until your mom backed over it with her car. But 

in most scenarios, we’re talking decades! Heck - I bet most of your parents STILL 

have an old 80’s/90’s radio, humming along in the garage or basement. 

That boom box delivered music. Pure, enjoyable, epic, music… nothing else. It 

was a one-solution device, to satisfy one desire. 

It had nothing to do with your cordless phone on the wall. It had nothing to do 

with your damn TV, or your camera… or your encyclopedia, or your map, or your 

thermometer, or your calculator. It didn’t count your friggin steps. 

It didn’t run off a world-wide network. It didn’t require updates. It didn’t talk to 

the stars. 

It just… played music. 

But now, as we’re approaching the 3rd decade of the 21st century, just look at the 

way we’ve all FREELY given up our FREEDOM to technology. 

These days??? 

These days technology controls us… we no longer control it. 

And that’s so real… that the younger people reading this mag can’t even relate 

to what I’m saying. 

The big players in the tech world have figured out how to make consumers totally 

DEPENDENT on their devices. Manipulation. The play is in full swing at this point, 

and we took our eye off the ball. They have integrated everything. To the point 

where… 

Apple creates a new phone. 

They charge $1000 for it. 

People who barely make over $1000 per month… buy it. 

They remove - a headphone jack. 

And now, you’re stuck HAVING to buy new bluetooth devices, iHomes, headphones, 

cases, ‘dongles’ (wtf), car adapters, etc, etc. 

Apple/Android sends ‘an update’, which inevitably becomes ‘a required update’. 

And poof, the update mysteriously crashes 25% of the phones on the spot, another 

25% suddenly can’t hold a charge… and the rest of the people realize they now 

need to go buy a new computer or it’s never going to sync with their ‘updated’ 

phone again. 

Oh - and the new phone WATCHES you. That’s not creepy. 

Oh - and you pay $80/month to use it. 

And keep in mind, NONE of this was broken. None of it! But it just all became 

obsolete at the snap of a finger. Inoperable trash after a year or 2… because 

Apple/Android made a change. 

Listen, I know this is a give & take 2-way street, and it’s true that we’ve gained so 

much more than we’ve lost. But I feel like what we’ve lost, is critical. People don’t 

‘look up’ anymore. The power has transitioned from the ‘wallets-of-the-people’… 

to the manufacturers. And it can be argued, that they’re abusing that power, and 

dubbing it ‘innovation’. 

Innovation is great, but it should be fostered… not forced. 

And yeah - we can also argue that “Nobody’s making anyone buy a phone." 

BUT - we have created a consumer-driven environment where it’s next-toimpossible 

to socially function without one. 

Our phones are astounding devices. But they’ve also been hugely blinding. 

Because - what are we trading it all for?! We’ve chained ourselves, willingly & 

unsuspectingly, over just a couple decades. And tech is in our pockets so deep, 

that there’s hardly anything left over to enjoy the real world. (Flip to read Mike’s 

take on it.) 

SUBSCRIPTIONS & BACK ISSUES 

www.s3magstore.com 

SUBSCRIPTIONS ADDRESS CHANGE 

store@s3mag.com 

JONATHAN WOOLEY 

EDITOR // JWOOLEY@S3MAG.COM 

DBA 4000 T3 Slotted 

DBA 5000 T3 Slotted 

#DBAequipped 

S3 Magazine (ISSN 1543-1428 is a quarterly published, independent 

magazine. Our contact address is PO Box 1536, Loganville GA 

30052. US subscriptions are $20 for 12 issues. Single copies 

are available on our website (s3mag.com) for $4.95. Unsolicited 

photos and manuscripts become the property of S3 Magazine 

LLC. Copyright 2017. All rights reserved. Reproduction in 

whole or in part without prior written permission is prohibited. 

4 WWW.S3MAG.COM ISSUE 45 :: 2017 

DBA high performance brake pads are engineered to maximize braking performance when 

paired with DBA rotors. DBA pads are available in 4 compounds to match every vehicle 

and driving style. 

DBA, your complete braking solution. 

DBAUSA.COM 866.477.7071 

ISSUE 45 :: 2017 

WWW.S3MAG.COM 

5

EDITORIAL 

Wooley laid out some pretty nice points there. Technology in general may make 

life super convenient, but is it really all worth the outrageous costs and little 

inconveniences that come along with it? The knee jerk reaction to this question 

for most people is probably a resounding “YES”, but take a seat and think about 

it for a minute. In fact, let’s just take a quick gander at the most common reasons 

you DO need a hand-held Google machine in your pocket: 

• I can work from my phone, so it makes me a more efficient and harder 

worker…….. True, but it also turns most people in workaholics. I actually 

had dinner last night with 2 people who literally could not stop checking their 

emails while we were out for a nice meal. 95% of the time, that shit can wait 

until the morning. Relax and enjoy the company of friends. 

• It’s where I get my news………. Yea, about that. It may take you 5 seconds 

to get the breaking news (or opinion), but it will take you much longer to fact 

check it to be sure it’s legit. 

• I use it to stay in touch with people and to share things with friends and 

family members…….. I get it, you’re able to mass communicate with the 

world at your fingertips. But I think that we can all agree that this type of 

communication only goes so far. A text message or social media post is 

just not as important or good as a phone call. Here’s a rule of thumb: If 

you are able to efficiently perform other tasks while you are communicating 

with someone that you care deeply about, then you are really half-assing it 

through that relationship. 

Granted, these are only a few quick examples, but I think that you probably see 

where I am going with this. Technology is great when used in moderation. The fact 

of the matter is that it is quickly taking over our lives and in many cases, forcing 

people to create a secondary persona. There is the physical you, but now we 

have managed to create a “social media you”. Social media you is better looking, 

smarter, more worldly, caring, giving, stronger, and just overall better. There is 

only 1 word that comes to mind to truly describe social media you……… FAKE. 

You’re a big fat phony. The honest fact is that there are just not enough hours in 

the day for this to actually be a part of our lives. We work (or go to school), eat, 

sleep, and connect with other members of society (family, friends, strangers, etc.). 

But when you constantly have your face buried in the phone working on your own 

personal highlight reel, that time has to be taken from somewhere. Sadly, this 

digital masturbation typically replaces our personal interactions. This is exactly 

why our relationships are not as strong as they once were. 

I don’t do this very often but I’m going to get real with you guys and gals, and 

personally open up for a minute. A friend of mine committed suicide last week. 

He’s not the first either. This is the 3rd one of my good friends to go out this way. 

These funerals are never easy, and if you haven’t had to experience one yet, I 

hope you never do. We all say that we are going there to celebrate their life, but 

that’s just not true. Funerals for suicide are always filled with way more confusion, 

questions, sadness and anger than anything else. And everyone always says the 

same thing: “I should have called” or “I should have gone to see him”. You’re 

damn right you should have! A depressed person shouldn’t have to cry out to 

loved ones in order to get a true personal interaction. That was just part of daily 

life in the past, but it seems to be taking a back seat to tweets and posts now. I 

think that we can all agree that suicide is a real problem in the world, and that 

it is getting worse all the time. I’m no scientist, but I can tell you with certainty 

that this has a lot to do with the fact that suicide rates are rising every year. Just 

like we all need food, water, and shelter, human interaction is a necessity to our 

lives. We NEED each other. Let’s put our phones down and get back to some old 

school communication and physical embrace. I guarantee it will help, and we will 

all be better for it. Look, I want my friend back, but it’s too late for that now. Don’t 

let this happen to you. Pick up the phone and have a meaningful conversation 

instead of sending a text. Go visit that old friend instead of tagging them in a 

video. Remember, 'social media you' is a careless asshole, so stop letting him 

run your life. Believe it or not, those actions do affect others. 

MIKE SANDERS 

DIRECTOR OF ADVERTISING 

MSANDERS@S3MAG.COM 

8 WWW.S3MAG.COM ISSUE 45 :: 2017

STAYING FLY 

TECH 

WHAT TO LOOK FOR IN A FLYWHEEL 

WITH FIDANZA PERFORMANCE 

Running a stick shift car at the drag strip is a total blast, and for many, there’s 

simply no other way to do it. Selecting a quality flywheel will help make every 

pass not only more fun, but it’s also a great way to unlock more horsepower in 

your driveline. 

Fidanza’s Matt Polena explained the differences between lightweight steel 

flywheels, aluminum flywheels, and what situations they work best in racing. 

All flywheels aren’t created equal so it’s important to do your research so you 

know which is going to work best for your specific application, as Polena shares. 

A lightweight steel flywheel is going to be lighter than OEM, but heavier than 

aluminum, can be resurfaced at least once, and will allow for enhanced airflow 

for improved clutch cooling. The aluminum flywheel is going to be 40-50 percent 

lighter than the stock unit, have a replaceable ring gear, and has a replaceable 

friction plate. 

Polena goes into some detail on when the steel flywheel is a good choice for your car. 

“A steel flywheel is good for drag racing and daily driving because they handle 

quite a bit of abuse, and the additional weight compared to aluminum will help get 

a car off the line. Heavy cars with lower power can benefit from some additional 

rotational mass to help propel the car while shifting. Also, a heavier flywheel such 

as lightweight steel will not allow RPM to drop as quickly between shifts compared 

to an aluminum flywheel.” 

The aluminum flywheel comes into play for racers as the best choice under a 

different set of circumstances. “Racers with forced induction will see benefits of 

a lightweight flywheel very easily. A lighter flywheel will reduce turbo lag and 

increase the efficiency of a supercharger due to less drag on the crank. Naturallyaspirated 

racers will also see a benefit as the flywheel is easier to turn, and they 

will see an increase in mid-range torque,” Polena says. 

When it comes to selecting your flywheel, Polena has this last bit of advice you may 

want to consider. “Lightweight flywheels will also reduce the amount of energy 

spent by the engine to move other components, in turn improving a vehicle’s 

horsepower and torque. That being said, the lighter the flywheel the larger the 

reduction of parasitic loss and an increase in available horsepower and torque.” 

You can learn more about flywheels and how they can help your car on the street 

or track on Fidanza’s website: www.fidanza.com 

BRIAN WAGNER 

LOWER STANCE. 

BETTER HANDLING. 

LOOKS TO KILL. 

ST XTA coilover kits satisfy your need for control, thanks to KW suspensions 

damping technology that lets you adjust the suspension depending on your 

preference. These technically advanced coilovers are packed with features you 

usually get with more expensive systems, such as; 

Aluminum adjustable uniball top mounts with scaled camber adjustment 

16 click adjustable rebound engineered by KW suspensions 

Hardened chrome piston rods 

Polyamide composite spring perch with steel inserts and hardware 

ST XTA’s are a complete solution that includes matched struts, linear race springs, 

and elastomer compression bump stops. To find a dealer near you, call 

800.445.3767 or visit STSUSPENSIONS.COM to order. 


800.445.3767 | STSUSPENSIONS.COM 

©2017 KW automotive, North America, Inc. All rights reserved.

The Dan & Kevin duo goes all the way back to 6th grade. Their love for cars was the common thread even back then. 

But it was freaking Gran Turismo that exposed these American suburb kids to the outrageous, flamboyant Japanese 

car culture. From there - it was on! They used school laptops to research makes, models, and tuning styles from 

shores beyond. And as they came of age, they traded out the video game controllers for the real deal. 

12 WWW.S3MAG.COM ISSUE 45 :: 2017 ISSUE 45 :: 2017 WWW.S3MAG.COM 

13

The young grasshoppers became adult grasshoppers. They 

worked together at J-Spec, a Japanese auto + parts importer. 

Follow me here… because all the JDM names get jumbled. 

But in 2013, Dan left J-Spec, and opened a shop called Japan 

Parts Service. Japan Parts Service is located next door to an 

existing business called Japanese Classics. And the owner 

of Japanese Classics, Chris Bishop, was Dan’s new business 

partner in the Japan Parts Service endeavor. They brought in 

old-friend-Kevin to run the shop. 

So to recap: 

Japanese Classics is the CAR importer. 

Japan Parts Service is the PARTS importer. 

So within yelling range, one would theoretically have access to 

buy & modify an authentic, registrable JDM car from the ground 

up. And that exactly what Dan & Kevin did. 


15

NISSAN SKYLINE R31 GT PASSAGE (HR31) ‘88 

RB20DET Red Top ECCS 

RB25 45V4 turbo 

HKS wastegate, filter, elbow, downpipe 

RS*R 3 exhaust 

Fortune Auto 500 Series coilovers 

SSR MK2 wheels (15”) 

Endless NS97 brake pads 

GTS-R front lip 

ADThree roof spoiler, rear spoiler 

Livery by Andy Vasconcellos at Auto Graphics LLC 

Nardi 350mm deep corn steering wheel 

Mr. Grip shift knob w/ matching cig lighter 

Purple “Pato light” 

Kenwood headunit & speakers 

Carrozzeria 8” subwoofer & amplifier box 


TOYOTA CRESTA (GX81) ‘91 

1G-FE 

Trust header 

Lightweight flywheel 

JIC coilovers 

SSR Formula Mesh Wheels (15”) 

Rear bumper delete, custom taillights, longnose front 

Twin “star” fog lights (as headlight) 

Roadracer side mirrors 

Recaro confetti front seats 

Mr.Grip shift knob and matching cig lighter 

Nardo 360mm steering wheel 

Purple “Pato light” 

Godfather horn 

Stickers made by autographicsllc.net 

All bodywork + livery painted by Andrew Clarke 


ORACLE LIGHTING 

“DEMON EYES” PROJECTOR ILLUMINATION KIT 

$34.95 

ORACLE’S Demon Eyes allow you to illuminate/backlight your projector lenses. By using an ORACLE ColorSHIFT 

controller, you can change colors at will. Installation is relatively simple, and can be completed using zipties or 

hardware (your choice). The bracket on the ColorSHIFT ‘Projector Illumination Kit’ matches perfectly with any 

H1 style projector, however, this kit can be installed into any style projector. 

LED SPOTLIGHT & FLOODLIGHT PODS 

STARTING AT $19.95 

ORACLE® LED Floodlight & Spotlight Pods use powerful 1W CREE LEDs to produce brilliant BRIGHT light from a 

very small & concealable device. Unlike some competitors who use brittle & degradable plastic housings, these 

pods use a rugged aluminum housing. These are an excellent light source for illuminating any detail of your 

custom project: trunk lights, amp lights, under-hood accents, or even underbody lighting. 

4,000 LM LED HEADLIGHT 

BULB REPLACEMENTS 


These high-output LED headlight bulbs create a 

4,000Lm blanket of light! The Philips Luxeon ZES 

chips allow for the increased lumen output, while 

still drawing less than 1/2 the power of the factory 

headlight bulb. These smaller chips also have 

excellent heat dissipation characteristics, making 

them extremely reliable even in harsh environments. 

The new internal driver components were designed 

by Samsung, and offer excellent performance in 

a smaller package. Plus the new adjustable heatsink 

is reversible, allowing you to mount it outside 

the headlight back-cap… making fitment issues & 

frustrations a thing of the past. More illumination, 

more reliability, and easier installation. 

FLEX LED 

STRIP REEL 


ORACLE Flexible LED Reels are a 200 linear-inch 

top quality LED strip, delivering unsurpassed light 

output & brilliance. The flexible & weatherproof 

design makes the strip ideal for either interior and/ 

or exterior use. And yes, it can be cut-to-fit… with 

clearly marked ‘cut-points’ that make it a snap to 

trim down to your needed size. And install is easy, 

with genuine 3M Self-Adhesive. 

They’re available in a wide selection of colors, 

including ColorSHIFT. 

AND - they’re backed by a Lifetime Warranty. 

FLEX ACCENT 

DRL STRIPS 


ORACLE’S DRL Strips let you design & shape LED 

daytime-running-lights to any vehicle. The translucent 

rubber outer membrane is UV resistant, and provides 

a smooth continuous flow of light. The flexible design 

allows almost limitless installation options. And - the 

weather-proof construction allows this product to be 

installed inside or outside of the vehicle’s headlight 

housings. These are sold in pairs… in 18", 24" & 34" 

size options. 

Available in white, blue, red, and amber. Also available 

in a ‘Switchback’ version, that changes from white to 

flashing-amber when the turn signal is used. 

800-407-5776 - WWW.ORACLELIGHTS.COM - @ORACLELIGHTS 



21

SUPERCHARGER INSTALL GUIDE 

6TH GENERATION CHEVROLET CAMARO 


WWW.VORTECHSUPERCHARGERS.COM 

Remove shroud for supplementary radiator and passenger 

side brake duct. 

Install Vortech provided transmission cooler mount bracket, and then the 

Vortech charge cooler is now ready for installation 

Mount the charge cooler to the factory bumper support. 

Begin the installation by removing the factory airbox and inlet ducting. 

Remove the factory front fascia to allow the installation of the front 

mount air-to-air charge cooler. 

…Another angle of mounted charge cooler. 

Reinstall factory bumper support. 

Remove hardware securing driver’s side headlight. 

…Front view of charge cooler mounted + bumper support reinstalled. 

With charge cooler mounted, you can now begin installing the supercharger. 

Remove the driver’s side headlight to enable 

proper routing of discharge ducting. 

Remove bottom clip securing 

transmission cooler shroud. 

Remove transmission cooler shroud. 

Install A/C line bracket, moving it closer to the frame rail to ensure proper 

supercharger mounting clearance. 

Install ‘Mounting Plate A’ with spacers to the driver’s side cylinder head. 




23

6TH GEN CHEVROLET CAMARO 


Install the tensioner pulley for the secondary drive using the provided hardware and spacer. 

…Closer view of Mounting Plate A installed. 

Apply Blue Loctite on cylinder head bolts securing Mounting Plate A. 

Install ‘Mounting Plate B’, which will hold both the supercharger and the 

secondary drive jackshaft in place. 

Install 20mm cog belt, and tighten down tensioner pulley. This will apply 

tension to the belt, as well as increase the belt wrap, providing additional belt 

contact surface area to the drive pulleys. 

Install ‘Discharge Tubes A and B’, along with the ‘Maxflow Race Bypass Valve’ 

with corresponding coupling sleeves and clamps, connecting the supercharger 

to the inlet portion of the charge cooler. Driver’s side headlight can now also 

be reinstalled. 

‘Mounting Plate C’ can now be mounted and attached to Mounting Plate B. 

Install the V-3 Si supercharger onto Mounting Plate B. 

Finish installing the V-3 Si supercharger with the 

hardware provided. 



When reinstalling driver’s side headlight, take care to ensure headlight 

does not come into contact with discharge ducting. 

From the exit of the charge cooler on the passenger side, install ‘Discharge 

Tube C’ with corresponding silicone coupling sleeves and clamps. 

Reinstall supplementary radiator shroud and brake duct. Mount the Mass Air Flow Meter into the housing on the exit tank of the charge cooler. 

Install Mass Air Meter using provided hardware. 

Tighten hardware to secure Mass Air Meter in place. Then, connect 

‘Discharge Tube C and D’ with corresponding bump hose, and then 

connect discharge elbow from ‘Tube D’ directly to the throttle body. 

The discharge routing is now complete! Reinstall transmission cooler shroud with 

new Vortech supplied bracket in place. 

Remove engine cover and install new MAP Sensor. 

Reinstall engine cover. 



27

6TH GEN CHEVROLET CAMARO 


Ready to install the air inlet filter and heat shield. 

Install the air inlet heat shield and then install the air filter directly to 

the inlet of the supercharger. 

Time to program the PCM, and then release this newly boosted 6th-gen out on the streets! 

Reinstall the factory front fascia. 

You can now celebrate however you see fit. If you are Jesse, 

you strike a pose and throw shakas 

The installation is now complete! 


mcleodracing.com 

mcleodracing.com




33

Here’s the breakdown: 

Each Exo is designed uniquely to reflect its owner’s 

personality & intentions. So - no two cars will ever 

come out the same! Even if separate customers start 

with the exact same chassis, the finished product will 

be of little-to-no resemblance. 

Krowrx braces the vehicle to retain strength & 

geometry. Then the cutting tools come out, and parts 

fly. A custom 6-point cage goes in. Customers may opt 

for a full spec cage, if the car will see track use. 

As mentioned, Krowrx works with you throughout the 

process, to design the car based around your own 

styles, hobbies & core personality traits: 

Beach buggy. 

Camping vehicle. 

Drift missile. 

Bike/kayak hauler + ‘canyon carver’ in one. 

Uber. heh. 

Imagine all the components you could include for gear, convenience, and 

customization. A surf-Exo with the spare on the roof, and 4 boards mounted 

diagonally on the back. An air-cooled VW bus, Exo’d… with a standing platform on 

the roof. Imagine a supercharged Mini Cooper, or hell, even a minivan! See where 

this is going?? It unravels & gets deep - real quick. 

Krowrx currently offers 150 colors to choose from. 

You can usually expect to see about 250lbs of cage/bracing added in for strength & 

safety… and the amount of weight that comes OUT, is entirely based on the vehicle 

going under the knife. For example, on a 5-series BMW, 3,300lbs were removed! On 

a lighter FWD chassis like this teal Integra, expect more like 1,300lbs. Turnaround 

time on one of these little monsters is around 4-5 weeks and they offer 3 levels of 

craziness, all of which are priced and outlined on their website. 


35



39

I used to be (and still am) really into modified Subarus 

and BMWs. It’s always been about being low, loud, 

and fast. 

But in 2013, a friend took me off-roading in his Jeep. 

The Jeep was mostly stock; the location was Aetna 

Mountain in TN; and it was my first time off-road. 

I was instantly hooked! 

It flat-out AMAZED me, at what these Jeeps could do 

- even in such basic form. It was the whole package: 

You’re out there in the wilderness, dealing with 

whatever may come around the next bend. Roaming & 

exploring. No speed limits, no rules, just your own best 

judgement. I never pegged myself as a ‘Jeep guy’. But 

as a ‘car enthusiast’… I was all about this new twist 

on car culture. 

It wasn’t until 2014 that I finally got my first Jeep of 

my own. It was a ’99 Cherokee (XJ). I started riding 

with some guys on the weekends, and quickly realized 

it wasn’t light bars that I needed… but instead… a 

far beefier & more capable suspension. That XJ went 

from stock to BUILT in a matter of a year. Long armed, 

locked, the whole nine yards. I beat THE CRAP out of 

that thing, and loved every minute of it! 

I began working at Southern Offroad in late 2015, and 

realized that with most of the employees having TJ 

Wranglers, I was going to need to change my style 

up a bit & get a new ride. The LJ Wrangler is a little 

bit longer than the regular TJ, it’s a bit different & less 

common, AND it gave me extra room for my dogs… 

so LJ it was! I had done a few things to it here & there. 

A small lift and some 35s, but nothing too major. Then, 

she rolled on me! It mangled a lot of the body, and 

demolished the hood & fenders. 

I used up all my favors and connections within the 

industry to get a few companies behind me for big 

overhaul. A 3.5-inch Rock Krawler long-arm kit, Yukon 

4.88 gears & locker, 37in Toyo M/Ts on Method 105 

beadlocks, and JCR Offroad body armor. 

The car guy in me wanted an attention-grabber. But 

Jeeps are so widely & heavily modified… that they’re 

actually a VERY hard group to stand out in. I was going 

for something BUILT & HIGH-PROFILE… but also LAID 

BACK & FUN. 

Purple! You don’t see too many tough Jeep guys 

out there choosing purple for their accent color! The 

galaxy-wrapped 1/2 doors didn’t come till later, right 

before Jeep Beach. We were thinking, “What can we 

do to really wow the people… something poppy… 

something beachy.” Boom… Galaxy doors!! 

I guess it’s just the ricer in me. I’m drawn to build 

something that’s polarizing against the environment 

surrounding it. And that holds true, whether it’s 

a modified car, screaming-out amongst all the 

commuters, or a flashy Jeep, covered in filth. 


41

SUSPENSION / DRIVETRAIN 

EXTERIOR 

Rock Krawler 3.5” X-Factor long arm stretch kit 

2” Teraflex coil spacers 

Rear axle stretched 4” back 

Bilstein 5100 shocks 

Teraflex front & rear bar pin eliminators 

Adams driveshaft 

Synergy ball joints 

Artec front truss (armor) 

Artec ‘C’ gussets (armor) 

Rustys over-the-knuckle steering 

Yukon 4.88 front & rear gears 

Yukon Grizzly locker in rear 

JCR Hi-Line Mauler narrow front fenders 

JCR inner fender kit 

JCR Crusader mid-width rear fenders 

JCR rear corner armor 

JCR Crusader rock sliders 

JCR Mauler Stubby Deluxe front bumper 

JCR steering skid 

Poison Spyder hood louver 

Daystar hood pin kit 

Warn Zeon 10-S winch 

Factor 55 ProLink 

50” Seward offroad light bar 

4” Rough Country cube lights 

High Beam Offroad XL4 headlights 

Method 105 Beadlock - 17x9 -38 

Toyo Open Country M/T - 37x13.50R17 

Spidertrax 1.5” spacers 

ONE BAD-ASS 

BATTERY 

Celebrating 20 years of ODYSSEY ® batteries. 

Twenty years ago, EnerSys ® introduced the revolutionary ODYSSEY ® battery, 

giving hardcore drivers everywhere the power to push their machine to the 

limit. Since then, racers and off-roaders everywhere have relied on ODYSSEY 

batteries to drive them across the finish line. 

SPECIAL THANKS 

The ODYSSEY battery – it’s just built different – like you. 

Rock Krawler Suspensions 

Yukon Gears 

JCR Offroad 

Method Race Wheels 

Alloy Wheel Repair Specialists 

Factor 55 

See what makes ODYSSEY ® batteries different at SEMA Booth #24875. 

www.odysseybattery.com 


© 2017 EnerSys. All rights reserved. Trademarks and logos are the property of EnerSys and its affiliates except Jeep, which is not the property of EnerSys. 

Subject to revisions without prior notice. E.&O.E.

Touch Up 

paint-matching made Easy 

AUTOMOTIVETOUCHUP.COM 

PHOTOS & TEXT: WOOLEY 

Well it doesn’t have to be that way - jerk! HA! 

AutomotiveTouchUp.com is your resource for this tragedy. 

This website has practically every shade of paint by every 

manufacturer. Not only that, but they tell you exactly WHERE to 

find the paint code for your year/make/model, so there is no 

uncertainty. (Usually the door jam, trunk, firewall, glovebox… 

but not always). 

Really?! Just do yourself a future-favor and buy a little bottle 

every time you purchase a car. It’s designed to have a long shelf 

life, so you’ll have touchup paint ready WHEN you need it… 

instead of ‘frustration’ building on top of ‘frustration’. 

Also - get a bottle of the clear coat too, because it’s designed 

to seal the color-matched paint from contaminants, fading, etc. 

Don’t shortcut this. 

And - get a few of those tiny ‘chip’ brushes (pictured)… 

absolutely perfect for dabbing rock chips without leaving any 

brush marks. 

AUTOMOTIVE TOUCH UP 

TIP - when fixing small scratches 

& rock chips, mark the area with 

a little piece of painter’s tape. That 

way, you’ll know where to go back 

with the clear coat. It’s especially 

helpful when you’re fixing a few 

areas at one time. 

Aerosol-style cans are also 

available for larger projects, with 

nozzles specially designed to 

replicate a true/professional paint 

gun - giving DIY-ers the best 

results possible from a can. 

350 Z LSX SWAP MOUNTS 

350 Z LSx SWAP HEADERS 

Here’s the way it goes down: 

Phase 1 

-You get some scratch or chip in your paint. 

-It bothers the HECK out of you. 

-It’s all you see when you look at the car. 

-The car might as well be on fire! 

Phase 2 

-You’re not havin’ this! 

-You vow to fix it IMMEDIATELY. 

-You make a call to one of your painter buddies. Voicemail - because 

he knows you only call when you want something. 

-You go to the local auto parts store & stare at the 50 shades of 

General Motors gray… as the goofy employee ‘fat-thumbs’ through 

all the inventory for a color you already know they don’t have. 

(Repeat this step at 3 other auto parts stores.) 

Y - PIPE 

HIGH FLOW CATS 

Phase 3 

-Finally, the aggravation of DEALING WITH the problem…. becomes 

more annoying than the actual problem. 

-Inevitably, you give up, accept fate, and just live with the blemish. 

-Maybe you put a sticker over it. Even though you hate guys who 

do that. 

EP DUAL EXHAUST 

350Z REAR ARM SET 

NOW OFFERING A FULL LINE OF 350Z PERFORMANCE PARTS 



47

This goes back to ’98. Happenstance - that it’s also 

the 1st year the Altezza was released in Japan. In 

1998, Martin Cabrera was a young Marine from 

the Bronx… recently stationed in Okinawa Japan. 

Culture-clash for sure, but Marines are trained for 

that. What Martin was NOT trained for, was the outright 

intensity of Japanese car culture in ’98. And he 

was dropped into ground-zero, during the glory years 

of import tuning. ‘98 was arguably the pinnacle. Back 

when technology was still our friend, not our foe. 

When the lines of Japanese sports cars spawned from 

passion & adrenaline, not computer analysis. 

When buyers/enthusiasts were willing to give up 

amenities (and backseats) in the name of ‘sport’. 

When horsepower numbers coming out of Japan 

were COMICALLY underrated. When forced induction 

engines whipped off in crisp, midnight mountain air. 

When we ANTICIPATED how even-more-awesome 

the next-generation Supra, Z, RX7, 3000GT, etc would 

be like. (Poof, where’d they go.) And when traction 

control, paddle-shifting, laser detection, & stricter 

government regulation was just hypothetical paranoia. 

It’s been 20 years. Think about that… a 5th of a century! 1, 2, 3, 4, FIF. Yesterday’s 

ricers are pushing 40… some have done pushed it. And today’s ricers probably won’t get 

the ‘FIF’ reference. So many of us were hooked & influenced by that time period. Even 

guys reading this issue who weren’t yet BORN in ’98, are still patiently waiting on the 

next Supra or RX7, hoping alongside all of us, that it’s not some neutered version of its 

predecessor. Predecessors that have become ‘classics’ during the amount of time we’ve 

been waiting. (Here’s to hoping they’re not 100k). 

Even though Martin’s moved on… a part of him never has. Many of us share that with 

him. When you look at his car, you see that high-profile, flamboyant Japanese/JDM tuner 

styling. You also see some VIP & NYC roots, with touches of flash & class. You see the 

2JZ block, upgraded with Supra/GTE pistons & rods. You see a hands-on R154 manual 

transmission swap. You HEAR that unmistakable HKS exhaust & blow-off combo… tied 

to a precision turbo & wastegate. It’s the same sound that hooked him all those years ago 

when his feet landed on Japanese sidewalks… and it’s still got its grips on him today. 




49

Ultimate Performance Cooling 

WHEN YOU 

WANT TO BE 

THE COOLEST 

ENGINE 

2JZ-GE engine, GTE pistons, rods & head gasket, 

ARP head bolts, XS Power front-facing intake 

manifold, Ross Machine Racing 90mm throttle 

body, M&S Performance custom piping and catch 

can by Master Goku, CX Racing intercooler, turbo 

manifold and down pipe, HKS exhaust, Precision 

6266 turbo, Precision 46mm wastegate, HKS 4 

blow-off valve, Mishimoto radiator, FAL dual fans, 

Aeromotive fuel pressure regulator, Walboro 455 

fuel pump, AEM V2 by Dezod development, Fuel 

Injector Development 1000cc injectors, Driveshaft 

Shop shaft, Clutch Masters fx400 clutch kit, 

SupraSport short shifter 

EXTERIOR 

JDM TRD Neo v2 front bumper, JDM Modellista 

Qualitat rear bumper, Lexus L sport line side 

skirts, Elixir roof wing, Altezza Modellista power 

folding mirrors & head lights, Altezza Gita door 

visors, Altezza Neo fog lights, Custom carbon 

fiber battleship hood, Ascura Garage riot V2 wide 

body, Carbon fiber door handles, gas lid, and 

trunk by Carbon Fiber Element in NJ, One-off 

splitter, diffuser, & trunk-mounted wing by Galvez 

Customs 

INTERIOR 

Recaro front seats, Custom rear seats with 

Recaro fabric, Recaro wrapped door panels, 

Carbon steering wheel, AEM gauges, Pioneer 

double-din head unit & speakers, Memphis amp, 

Kicker comp 10” subs (x2) 

CSF's new universal all-aluminum half-size 

radiator w/ included 12-inch SPAL fan & shroud. 

Complete with installation kit with option for 

slip-on hoses or -16 inlet/outlet connections 

"Direct-fit" mounting kit for 92-00 civic & Mitsubishi Evo 7/8/9 

Introductory price of $449 (CSF #2858X) 

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SUSPENSION / BRAKES / WHEELS 

D2 air struts with Airlift 3p management, Figs 

caster arm & lower control arm bushings, Front & 

rear lower braces, Eibach front & rear sway bars, 

Supra Mk4 front brake conversion, Front & rear 

cross drilled rotors, CCW D110 Type 3 


Race Proven, Daily Driven. 

Everything You Need for the 3.0T 

1. Silicone Intake Hose - FMINDS5 

2. Super Charger Reduction Pulley - FMSCPS53T 

3. Chargecooler Radiator and Expansion Tank Upgrade - FMCCRADS53T or FMCCRAD1-4 

4. Boost Tap Manifold - FMBGKS53T 

5. Oil Cooler Adapter Plate - FMOC3 

6. Wheel Spacers - FMWS11BB 

7. Big Brake Kit -FMBBKB8S4 

8. Super Low Adjustable Coilovers - FMSUS-B8S4 

www.forgemotorsport.com

IT’S PURIST 

SEASON 

TEXT: WOOLEY 

PHOTOS: J. TONY SERNA 


55

PURISTS 

We love ‘em like family. But you gotta know when it’s 

time to send ‘em packing. 

Because purists can be the great stiflers of the 

automotive world. The 2nd-guessers. The doubtinstillers. 

The DMV of custom/aftermarket fun. 

They’re also…. sometimes right… which makes the 

whole thing even more confusing haha. 

Purists come in all sorts of opinionated shapes & 

sizes. And like debt, a purist-mindset is easy to fall 

into… and much harder to get out of. 

No make & model is exempt. From Pintos to Porsches 

- they’ve got purists lurking somewhere. 

The good news is: We need these guys! 

And the even-better news is: We don’t necessarily 

need to be ONE OF them!! 

Purists are your walking Wikipedia. They’ll tell you 

“how it was’ and ‘how it needs to be”. 

But should you restrain & limit yourself, because of 

some invisible fence that a purist put up….. on YOUR 

property? 

Maybe yes, maybe no. 

It really boils down to: What works FOR YOU? 

Motor Werks Racing picked this car up years ago, 

as a bare shell. At the time, they had no official plan 

for it… but they knew one day, plans would reveal 

themselves. 

When that time came, the team at MWR made a 

deliberate decision… a plan-of-attack… that they 

would build the car for its FUTURE rather than its PAST. 

So that’s what this Porsche is, a functional 

Frankenstein of sorts. 

The body is a 1974. 

But it has been reskinned as a 993 (1995-98). In a 

way, that’s a ‘best of both worlds’ scenario, because 

993’s are sexy, but have a complicated & sometimes 

fragile rear suspension design. 

The car has a powerful 964 engine upgrade (1990- 

94), which is the same 3.6L as the 993, except 

with mechanical lifters - which are better for race 

applications than the hydraulic 993’s. It’s modern, but 

not ‘too’ modern. 

It has a 996 (1999-04) cable-shift gearbox, chosen for 

its clean & predictable shifting feel. Plus - the shifter 

can be positioned higher & closer to the driver, within 

his/her peripheral. 

Matthew jokes that the older 915 gearboxes are like 

slot machines. You ‘pull the lever’, and you never 

really know where it’s gonna land. 4th? Reverse? Who 

knows? And when you’re on track, full of adrenaline 

& banging through gears with 2-3 other maxed-loud 

cars on each side of you… ‘predictability’ can save 

your engine AND your car. 

Also, the 996 tranny is affordable! Which makes it 

expendable & replaceable - great for a track car! On 

the contrary, a $15,000 ‘purist approved’ transmission 

failure can put the car down for seasons. And through 

Matthew’s experience, it can ALSO ultimately force a 

customer to walk-away all together. That’s NOT what 

you want in a race car. 

The brakes are the ‘Big Reds’ from a 996 twin turbo. 

The bumpers, hood, fenders, doors, 1/4 panels, and 

deck lid are all composite. And all panel hinges are 

CNC aluminum, made by Motor Werks. The car has 

been lightened-down to the meticulous point where… 

no bolt even sticks out past the nut it’s threaded to. 

(not even any ‘unused thread’ weight) 

The car weighs 1960lbs with fluids, and makes 335 

horsepower. 

Purity is great. And purity has its place, especially with 

Porsches. But there’s no raincheck for ‘purity’ at the 

racetrack. 

And consider for a minute, that Porsche was historically 

never a purist-driven brand. That was never their deal. 

They stuck motors in the BACK of cars for crying out 

loud! And then they went out there & won! They MADE 

history… doing what worked FOR THEM. 




57

BODY 

1974 non-sunroof 911 chassis 

Seam welded 

6-point roll cage 

3.8 RS wing 

Composite bumpers, hood, fenders, quarters, 

deck lid, flares & rockers 

Lexan front/rear windshield + quarter windows 

1965 lbs 

INTERIOR 

Sparco head containment seat 

6-point Schroth harness 

Motec CDL3 dash 

Quick release steering wheel 

Motor Werks Racing custom shifter & raised 

shifter box 

Spa electric fire system 

Light weight race battery 

DRIVETRAIN 

964 3.6L air-cooled flat six 

12.5:1 compression 

Elgin cams, Aasco titanium retainers & race 

valve springs, beryllium bronze valve seats 

Custom flywheel with Tilton 7” clutch 

Motor Werks Racing custom adaptor plate 

996 cable-shift gear box 

SUSPENSION 

& BRAKES 

Bilstein threaded body 934 shocks 

Adjustable camber plates 

Adjustable sway bars & drop links 

4-piston 996 twin turbo front brakes 

996 Rear brake calipers 

17 x 8.5 Fikse wheels w/ 245/40 R17 Hoosier R7 front 

17 x 10 Fikse wheels w/ 275/40 R17 Hoosier R7 rear 


Gridlife 

south 

GRIDLIFE SOUTH 

AUGUST 25-27, 2017 

ROAD ATLANTA - BRASELTON, GA 

PHOTOS: CLAYTON HOOKER & WOOLEY 

gittin gettin' it 

tandem all the things! 

jason owens fit - r.i.p. to a tree 

during irma - new shell coming soon. 

chris lova lova 

Gridlife is rewriting the book, and the automotive 

world has no-doubt taken notice of the name. 

Now - it’s full steam ahead. 

But make no mistake, Gridlife’s impression on the 

world is not happenstance. It’s the result of an 

exceptional group of people… highly organized, 

coordinated, diversified, and dedicated. 

With hearts firmly rooted in the aftermarket/ 

motorsports culture. 

The MO is to bring different corners of the 

automotive backgrounds together - with an open 

door and open mind. 

To instruct, to coach, and to cheerlead. To take 

the anxiety and/or intimidation out of ‘getting on 

track’. 

And as event organizers… to lead this twisted & 

growing tribe by being transparent, humble, and 

uber-inclusive. 

To entertain & involve people on multiple layers 

& platforms. 

And to blur the lines between ‘participant’ and 

‘spectator’. 



NEW Touch Screen nDash Display 

• Fully configurable touch screen display. 

• Combined signals from OBDII and add on sensors. 

• Shows and logs up to 16 channels of performance 

sensors from two Zeitronix Zt-2s plus additional OBDII. 

• Diagnose and clear check engine codes. 

• Dual AFR, EGT, RPM multiple pressure and temperature 

sensors together with optional OBDII data. 

if it ain't a type r then it ain't a tyte car 

breathing intensifies 

thatdudeinblue - parked with Injected Engineering 

Visit us at 

booth 24523 

ECA Kit with Flex Fuel Sensor 

• Displays fuel ethanol content and temperature 

• Two analog outputs: Ethanol % and Fuel Temperature 

for use with datalogging 

or a standalone EMS 

nemesis5.0 

Dual AFR Display on Single LCD/Gauge 

• Peak and hold values • Aluminum enclosures 

• Sensor values from the Zt-2 can be displayed on 

one or more ZR-2 Gauges, LCD Displays and software 

Zeitronix Data Logger Software 

givin' it the beans 

• Real-time display and datalogging of up to 8 Zeitronix 

Zt-2 and Zt-3 Widebands. 

www.ZT-2.com 

sales@ZT-2.com 

(310) 328 1234 

QUALITY FIRST ! 

nuclear fusion 

The worlds most advanced collection of carbon fiber wheels. Plus ultra light weight 

forged aluminum and magnesium wheels. 

www.litespeedracing.com instagram/facebook: @litespeedracing email: patrick@litespeedracing.com


NRG gave away 250 water guns to provoke an inevitable water war. 

ready to rock 

JST PERFORMANCE 

savanna little - enjuku racing 

fire emoji x4 



65


when the bass drops 


SOL PATROL 

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grip royal scott 

garage moon power



wabi-sabi 

Kendall Samuel - you can be my wingman anytime 

top garage 

that's pretty neat 

hert's twerk machine 



71




73

Wanna know a cheat-code to going fast? Go race 

motorcycles, and then transition to cars. Once you 

realize you can’t fall off the car… you’re lap times 

go way down. 

Yep, that’s pretty much what Thruxton Booth did. 

Trucker never really cared much for Hondas in the 

past. He didn’t grow up around ‘em like a lot of us 

did, so he never had 1st-hand experience as to what 

all the fuss was about. He was a motorcycle racer… 

and the SON of a motorcycle racer. Hondas were just 

‘cars’ that ‘for some reason’ a lot of people liked to 

‘make loud’. 

To this day, he STILL can’t recite all the Honda engine 

& chassis codes. And he damn sure can’t rattle off the 

cutesy JDM brands. 

But a while back, he rode in a friend’s K-swapped 

car… and it clicked! He couldn’t believe how quick… 

nah DOWNRIGHT FAAAST…. the little thing was!! 

It was a blast!! 

- It had a K. 

- He liked the K. 

- He bought someone’s K project & finished it. 

- Simple as that, right? 

From there, he just used his racing-smarts to build an 

intelligent, fast, & durable race car. 

This Honda just ran a 1:33.5 at Road Atlanta during 

Gridlife South in August, setting a FWD Track Modified 

class record! 

K20A2 – Stock Internals, Rotrex C30-94 Blower, Innovative Mounts swap kit, TMB Fab 

modified RBC intake manifold, Injector Dynamics ID1050X injectors, Hybrid Racing 

72mm throttle body, fuel rail & pressure regulator, TMB Fab radiator with titanium hard 

lines, intercooler & piping, Moroso oil accumulator, PLM header, 3” straight-through 

exhaust, K20 Z3 transmission, Hondata Kpro tuned by SujaOne 

Fortune Auto 500 coilovers, TMB Fab adjustable FLCAs, adjustable RLCAs, compliance 

bushing delete, rear sway bar, upper control arm brace 

15x9 Konig Helix wheels, Maxxis RC-1 tires, Afco F88 calipers, TMB Fab caliper 

mounts, Wilwood master cylinder, Wilwood proportioning valve, Booster delete 




75

For Your Driving Pleasure 

For Your Driving Pleasure 

Sparco Circuit seat, 5-pt harness, Hybrid Racing Z3 no-cut shifter, OMP carbon 

formula wheel, Autometer gauges, Custom Concept Motorsports switch panel, TMB 

Fab shifter mount, solid seat mounts, floor plate, 1.5”x.105” 6-point bolt-in roll bar 

Evasive Motorsports S2000 on Super Racing Dampers 

series 

series 

TMB Fab splitter with canards, fender cutouts, hood louvers, side skirts, wing mount, 

and diffuser 

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16-Way Damping Adjustable using 

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16-Way Damping Adjustable 

Includes exclusive upper mounts (for 

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starts at $450 starts at $550 starts at $800 

*EDFC compatible on select applications 

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Individually tested and developed for every application. 

Proprietary 2-layer/1-bake powdercoating and rust proofing for superior all-weather durability. 

Patented ZT coating on threaded bodies for smooth height adjustability in all conditions. 

ADVANCE NEEDLE technology (for damping force adjustable coilovers). 

Backed by TEIN’s 1-year manufacturers warranty. 

Replacement parts and dampers available. 

High Peformance Suspension Made Affordable by 

9798 Firestone Blvd. Downey, CA. 90241 

Phone: 562-861-9161 Fax: 562-861-9171 www.tein.com 

: @teinusa 

: teinusa : @TEIN_INC_E 


Final Bout 3 

team tandem fest 

FINAL BOUT 

JULY 15, 2017 

USAIR MOTORSPORTS - SHAWANO, WI 

PHOTOS: ANDY EINEICHNER 

richard fisher - supercharged ls boss s14 - risky devil 

hert's twerkstallion - hoonigan 

team tracker 

mike hahnen & rad mike - drift team gleam 

twincharged 1jz rx7 - villains drift 

team sha dynasty 

animal style 


FINAL BOUT 

FINAL BOUT 

sha dynasty 

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Buy ONLINE or from your favorite performance store or order at Autozone. 

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FINAL BOUT 

FINAL BOUT 

drift team gleam 

derrick king's r33 

villains drift tandem 

garage moon power 

villains drift 

daring partners 

ilia - team proceed 



83


85

WheElS & 

suSpeNsion 

Rays Gramlight 57D wheels - rare Luminous 

Pink finish - 18x10.5 +12 squared 

25mm bolt-on spacer in the rear 

Federal 595rsr - 285/30/18s 

BC Racing br coilovers 

Axle spacers 

Alright Honda fans, gather around & listen up. I have 

some upsetting news. 

Honda Tuning brainwashed you… before it went 

under. The Chronicles, NWP, all that fap-crap ya’ll read 

on your tablet after your mommy tucked you in tight - 

it’s BS. Fanboy propaganda. 

The follower’s guide to Honda-building. 

It’s time I tell you the story of our ancestors. 

Once upon a time, long-long ago in the 90s, there 

was a REAL group of import tuners that emerged. 

And those guys back then, would snap around & give 

you BOTH middle fingers if you tried to tell them how 

to build their car. They understood what it was all 

about… nonconformity. NON… conformity. 

And that sort of attitude fueled a generation to come. A 

generation that INVADED the automotive aftermarket, 

and made it’s mark in a positive, AND PROFITABLE 

way. 

These guys lived by a very spoken rule… that your 

car didn’t count, if it wasn’t outside in the parking lot. 

They understood that a sport-compact was NOT a 

freaking museum piece. 

The import lifestyle spawned & thrived off an 

unapologetic retaliation against generics, preps, and 

posers. 

Your street car = your show car = your race car. 

Every damn day. 

HI! MY NAME IS: RICER! 

AND THEN - the oppressors (I’m sorry, ‘influencers’) 

came in and mindf*cked the internet-gen kids into 

thinking they were some kind of purists. They tried to 

attach ‘status’ to an aging sport-compact. 

The Honda scene left the real word, and moved to a 

smartphone screen. 

The whole thing became a bit sad & comical to the 

outside world… but mostly sad. Kind of like watching 

people masturbate to themselves, the good guys got 

the hell out of dodge. 

AND NOW - most of the Honda ‘scene’ is upside-down 

& brainwashed. They either scavenge over used parts 

like vagrants. Or they follow brands & trends like 

teeny-bop girls - buying for the name & the hashtag. 

Are we serious here? 

Custom Galaxy Black Pearl paint 

Factory vented hood 

Shine ASM style front bumper 

Circuit Garage front flares 

ZG rear flares 

Toponemotors side splitters 

Aero Wolf front & side canards 

Battle Aero chassis mount wing 

Aero Wolf endplates 

Spoon hardtop 

ExterioR 


87

Stop LisTenINg To 

ThE InTErNeT! 

Konigwheels.com | @Konigwheelsusa 

They build a car that they can’t afford to drive. Then, 

they look to the internet gods for validation. Hoping 

they checked all the right boxes & pleased the master. 

All the ‘built’ Hondas look the same. And in short, the 

Honda Scene (errr what’s left of it), has turned into its 

own worst enemy - FOLLOWERS. 

You guys are cookie-cutter. Which is funny, because 

that’s the term we used for the Mustang guys back in 

the 90’s. The Ciiiiiiiircle of Life. 

But then, every once in a while you come across a car 

like Brandon Whited’s S2000, and it raises the hair on 

the back of your neck, and reminds you of the good ol’ 

days. It makes you want to STAND UP (Luda)… and 

not leave the Honda scene to the nerds. 

If we are to reignite the Honda culture, we must 

preserve its essence. That means - some of you still 

need to learn what it is! 

Hondas are fun… so have fun WITH them! 

They’re loud… so BE loud! Keep it in Vtec, and DAMN 

the oppressive expectations! 

Cut the shit. STOP LISTENING TO THE INTERNET. Stop 

trying to get acceptance and/or acknowledgement 

from people you don’t know. Stop hiding your Hondas 

in the garage like they’re delicate. And get back to the 

REAL Honda roots. 

There’s nothing wrong with building a perfect textbook 

Honda if that’s what tickles your little pickle. 

But if the damn thing’s not outside in the parking lot 

- it doesn’t count. 

iNterioR 

Deft Motion Burlap Shift Boot 

NRG Quick Release 

NRG Short Hub 

Fatlace X Vertex Steering Wheel 

EngiNe 

Ballade Motorsports Heavy Duty Tensioner 

Invidia 70Mm Test Pipe 

Invidia N1 Dual Ti Exhaust 

Black/White Powder Coated Valve Cover 

ULTRAFORM 

GLOSS GRAPHITE 

Ultraform 

Gloss Graphite | Gold 

17X8 | 17X9 | 18X8 | 18X9 

18X9.5 | 18X10.5 | 19X8.5 

19X9 | 19X9.5 | 19X10.5 

Hypergram 

Matte Grey | Race Bronze | Red Opal 

15X7.5 | 15X8.5 | 17X8 | 17X9 

18X8.5 | 18X9.5 | 18X10.5 


Chop Haus 

jcr dagger 'frame chop' front bumper 

FUNCTIONALLY, the result is… 

1) Improved approach angle, AND… 

2) Improved ground clearance! 

See - gaining either approach angle, 

OR ground clearance, is a good thing 

when you’re off-roading. But in this 

case, the Dagger Frame Chop bumper 

sucks everything in-&-up at the same 

time, gives you both ‘angle + ground 

clearance’… combining for exponential 

improvements!! No mall is safe. 

JCR FRAME CHOP 

DO IT FOR DALE! JCROFFROAD.COM 

PHOTOS & TEXT: WOOLEY 

The guys at JCR Offroad talked me into framechopping 

my Jeep. They said something ‘bout, 

“Metal don’t cry when you cut it.” 

…and kind of paused for a minute after 

saying it. 

Which is essentially like everyone chanting, 

“CHUG! CHUG! CHUG!” when I was in college. 

So I borrowed my momma’s saw & got to 

slicin’!! …Even got a blister. 

BUT SERIOUSLY, here’s the deal: 

With the front frame & crash bar 

cut free, JCR is able to design an 

appealing minimalist bumper. A 

slimmer design from all angles… 

tucking everything in tighter, and 

eliminating unessential weight & 

bulk. 


iTrack 

motorsports 

EXCITE GP SERIES 

TEXT: CONNER NORRIS 

Flash forward to today, and there are more events than 

any one person can feasibly attend. Georgia drifting 

came back from zero venues to nearly half a dozen. 

We’re back in Cordele. Atlanta Motor Speedway is 

open for drifting. Middle Georgia Motorsports Park 

seems to be a promising venue for more future 

events. Grassroots level drivers are able to shoot 

down the FD hill at Road Atlanta. Possible future 

events at Atlanta Motorsports Park. And perhaps 

most importantly… drifting has a home-base again 

at Lanier RacePlex. There’s nearly 5x more events, 

than my financial ability will even allow haha. And you 

know what? That’s ok! There are events for any & 

every skill level of driver, at nearly any time, all year 

around, Friday, Saturday, or Sunday. Atlanta drifters 

owe a BIG thank you to Matthew Brueck and iTrack 

Motorsports for seeing this through. 

JOHNNY PROFFITT, SEBASTIAN SAUZA, 

CONNER NORRIS, MARC ROSE 

HEY, IT'S ME! 

When I got my driver's license, life 

changed forever. Freedom was suddenly 

a key in my pocket. As someone who… 

well… let’s just say ‘didn’t have a savedspot 

at the cool-kid lunch table’, cars 

gave me an outlet to express myself. 

To FIND myself. In my final year of high 

school, I choose a senior project that 

took me miles outside my comfort zone. 

While the kid sitting next to me was 

decorating cakes, I put an SR20DET in a 

S13 240SX. Five years later, it’s still my 

functioning drift car. While (admittedly) 

not the most aesthetically pleasing car, 

it certainly gets the job done for a broke 

college student. It has a very stock S14a 

Kouki VVT SR20DET, and a full drift 

suspension setup. I’ve slowly built the car 

into a simple & reliable drift car… that 

I can load up, unload, drift all day, load 

up, go home, & repeat. Here’s the thing: 

You don’t need 500whp and a full raceprogram 

to drift. You just need to get 

out there. Overbuilt cars have become 

a cancer to the drifting world, and more 

often than not, these cars end up in a 

wall long before the driver ever learns to 

properly handle it. Seat time is far more 

valuable than any mod to a car. 

VINCENT MOORE JR & CHRIS WARD FROM TOP GARAGE 

NICK LABENNETT, NICK NOBACK 

& MICHAEL ELSEA 

GABRIEL CAILE 

Drifting in Atlanta has had a very peculiar timeline. In 

2012 Atlanta lost its premier drifting home. Access to 

Turner Field was lost to political legislation. For years, 

long before my time, this had been the home to the 

Atlanta grassroots drift scene. I was fortunately able 

to attend those last few events as a spectator. The 

crowd size, participation, and overall atmosphere 

was something not to be matched for quite some 

time. Unfortunately Turner’s shut-down coincided 

(not) perfectly with my entry into the drifting world. 

My father & I picked up the baton & began running 

events soon after, mainly at Watermelon Capital 

Speedway in Cordele (now regarded as a right of 

passage for a novice Atlanta drifter). The saying 

always goes “Everyone learned at Cordele.” The only 

other venue at this time was Atlanta Motor Speedway, 

which would soon be closed due to the reckless acts 

of 1. Tack on a few more years, Watermelon Capital 

Speedway is sold to new ownership, drifting is 

X’d… and the last affordable and reliable bastion of 

legal drifting is lost. Builds were forgotten, projects 

abandoned, crews scattered & grew apart, and my 

S13 sat for slightly over two years. For an extended 

period of time, the future of drifting was placed on 

the reopening of Lanier National Speedway. Many 

had lost hope, conspiracy theorists called it a false 

flag, but man was it worth the wait. 

DYLAN STILES & KODI GREEN 

BEN SHULER 

DANIEL KIEFER 

iTrack has put on a substantial amount of local 

events & has done an amazing job finding new 

venues, resurrecting old venues, and most 

importantly getting us all the seat time we’re 

looking for. iTrack has somehow found the 

happy medium between making drifting a safe & 

professional sport… while preserving the crazy 

scumbag atmosphere drifting delivers. Grassroots 

drifting in Atlanta is at an all time high, and will 

hopefully continue to grow for years to come. 

I can’t even fathom how a drift-day could be better 

than iTrack Motorsport’s Excite GP series. Nowhere 

else can I spend literally all day running door-todoor 

tandems with my closest friends from sunrise 

to sunset, then battle my way to 2nd place in a 

Top-16 of Atlanta’s finest drivers (whoa!), THEN 

spend the evening running intense tandem trains 

with a car covered in oversprayed champagne. The 

action never slows down with Excite GP. Neither 

does your heart rate. Whether it be breaking out 

the zipties to put Sebastian Suaza’s bumpers back 

on, re-seating Rahul Bakhda’s shifter, or shoving a 

screwdriver handle into my coldpipe where there 

was once a small plug… drifters will always go 

to the farthest extremes just to get back out there 

& keep the ball in play. iTrack has given me the 

ability to go out & prove myself in a competition 

environment, in a very basic & budget-friendly 

drift car… and battle against drivers I only ever 

wished (and feared lol) to line up next to. The 

whole experience is surreal & humbling. I couldn’t 

imagine drift culture absent from my life. And I 

certainly would not be here without the loving 

support of my friends, family, father, girlfriend, 

Assetto Corsa, and iTrack Motorsports. 

See everyone at Round 3! 




93


97

“Ron Baugh & I went to the same high school, same graduating class. 

It was a pretty prestigious/traditional private school, so there weren’t 

a whole lot of car guys hanging around… at least not the kinds that 

wrenched. Even back then, Ron had a 5-0. So yeah, you could say he’s 

always been a Mustang enthusiast. Me? I was definitely from the ‘import’ 

side of the spectrum. Same world… but different corners. 

But looking back over the timeline of the last 20-years of car culture, 

I think it’s pretty energizing that so many ‘import guys’ have started 

opening their minds to domestic chassis - like the new S550 Mustang 

for example. Likewise, we’re seeing guys like Ron (a.k.a. people who’ve 

never been too influenced by the Japanese car culture)… starting to 

appreciate & embrace the styles… and starting to ‘nod’ to some of that 

styling in their domestic builds. It really shines some new light on these 

old chassis. Maybe you even start to pick up on a beauty & attraction that 

you’ve been overlooking.” 

I work at Forgiato wheels, which as you know, serves a high-end clientele. Years 

passed since high school & college… and I had built a lot of cool, newer cars. But I 

missed the old-school purity of my fox. Cut the BS and/or ‘stigma’, and the fox has 

some pretty clean lines, iconic legacy, and great aftermarket ingredients. So the plan 

- was to get another fox body, and build an unsuspecting canyon carver/track toy… 

something that would surprise all the purist Porsche/Corvette/BMW guys. 

I had already purchased the built 351 motor-swap from a good friend… so I just 

needed to find the right car. After almost a year-long search, I found a 50k-mile 

white notch in Oklahoma. The car was super-clean with a supercharged 306, 5-lug 

conversion, and springs/shocks. 

I drove it for a couple months, acquiring all the parts for the 351-swap. Everything 

was more-or-less on plan & schedule… and then my girlfriend surprised me with a 

trip to the 2014 Tokyo Auto Salon!! 

It was a game-changer!! 

As I mentioned before, I’m the sales manager at Forgiato Wheels… and I’ve worked 

in the automotive aftermarket, designing & selling wheels since 2001. I’d been to the 

SEMA Show more than a dozen times already. I had been around the glitz & glam. I’d 

seen things, but I’d never seen this!! 

The quality of cars, the displays, and the INSANE attention to detail at TAS blew SEMA 

out of the water. I had never really had much JDM-styling influence in my life. But 

there, in Japan, at TAS ground-zero, it was assaulting ALL my senses… and coming 

down on me like a tidal wave! I loved it! 

The cars that stood out to me the most were the early 70s Nissan Skyline GT-Rs 

(Hakosukas) and Celicas built in the Kaido Racer style. I surprisingly picked up on 

A LOT of crossover-style to 70s American muscle, but with awesome proportions, 

perfect stance, and cool/purposeful features like bolt-on fender flares, fender mirrors, 

deck lid spoilers and external oil-coolers. 

It hit me during TAS, that I wanted to go back & apply that raw, functional aesthetic 

to my fox. I started the motor swap in my carport in Summer of 2014, working nights 

and weekends. The 5.8-swap got blessed with a gnarly Vortech supercharger, and all 

the while, I was researching classic JDM styles, deciding how I was going to blend 

the East/West. 

Somewhere along the line, I named her Project Kitsuné, as kitsuné is ‘fox’ in Japanese. 

Once I secured the support of amazing sponsors like Baer Brakes, QA1, Cobra Seats 

and Toyo Tires, I kicked the build into overdrive. Again, in my exposed California 

carport. I bought some universal JDM-style fender flares, and cut/massaged them to 

fit. Then I cut, welded, and sealed the fenders so I could actually install the wheels/ 

tires, and set ride height with the QA1 coilovers. 

The wheels are Forgiato Formula Vintage series - wheels that I personally got 

to design. The Formula Vintage series utilizes 7000-series forged aluminum, 

which has much higher structural rigidity than the 6061 alloy most forged 

wheels utilize. This allows a much thinner/lighter forging - with greater strength. 

They’re sized at 19x10.5 front & 19x12 rear, and weigh between 20 and 22lbs 

each. The car has a different style wheel on each side, because I couldn’t make 

up my mind. And I didn’t have to. The FV1 wheel is inspired by the Ronal/AR 

wheel featured on Saleen Mustangs of the 90’s. While the FV3 is derived from 

Halibrand style wheels of the 60’s. 

From there, Hakosuka fender mirrors from Japan and a Mishimoto external 

oil-cooler added the classic JDM design elements I was looking for on my fox. 

Perhaps the most polarizing feature is the hood art. It’s part of a mural by 

my favorite artist, Takashi Murakami, who happens to be Japanese. It’s a print 

made by Spin Imaging in Long Beach, CA… from a 4K photo I took of the 

original piece at the Broad Museum in LA. 




99

351W (5.8L) swap, AFR 185 heads, Trick Flow R intake, Ford Performance F303 

cam, Vortech supercharger w/Anderson power pipe & Vortech race bypass, 

Mishimoto aluminum radiator & external oil cooler 

Build it. 

JDM-style over fenders, Forgiato Formula Vintage 3pc wheels, Toyo Proxes R888, 

Baer Racing Pro+ 6-piston brakes, QA1 ProCoil 18-way adjustable coilovers, 

Maximum Motorsports front k-member, torque arm, & panhard bar Scott Rod 

aluminum trunk panels and underhood panels, Boss Inc Cobra R hood: wrapped 

with Murakami print, Reproduction Hakosuka fender mirrors and rear spoiler 

Cobra Daytona sports seats, Sparco 777 steering wheel w/NRG quick release, 

Custom interior, Ring Brothers billet shifter/handle & anodized billet switches/ 

handles/hardware, Custom sound system by Pacific Stereo w/ iPad integration, 

Alpine amps w/ JL Audio components and 10” subs, Kdezines upholstered rear 

seat delete 

8.99 @ 170.5 MPH 

Built by ILL Garage 

SL46 ©AutoMeter Products 2018 

The perfect car is the one you build. It’s the car you pour your blood, sweat, 

and tears into. It’s the car you’ve held on to since high school. It’s the car you 

bought on a whim. It’s the car that was handed down to you. It’s the car you 

finally found after years of searching. 

It’s your car. Build that dream car. 

AutoMett.cc 



103

The generation that put import tuning on the map is 

now well into their 30s. That’s too old to be a ricer?? 

Think again! These were the original ricers. It’s in their 

DNA, locked away somewhere. 

Because when these guys were in their mid-20’s, 

adulthood kicked them square in the eyebrow 

ring. The kitted-out candy cars they built in their 

younger 20s began to crack, and require too much 

maintenance for commuting. Simultaneously, careers 

began to kick in, as did relationships, marriage, and 

children. Their peer-groups changed… they started 

hanging with ‘grown ups’, neighbors, and co-workers. 

They started bringing wine & finger-food to the 

parties, instead of kegs & funnels. The clothing went 

sleeved, mall-bought, and monochromatic. And the 

rice-burner cars were sold down the river for more 

‘socially acceptable’ choices. With a few exceptions, 

the ‘import scene’ fell into a decade-long slump. 

But now, 10-15 years later in 2018, the stage is being 

set for a major industry comeback. 

America has been building high-profile, BALLSY 

muscle cars again. The lines between ‘import & 

domestic’ have crossed. Ford is in the turbo game. The 

RS & Type-R are on American shores. The R32 Skyline 

is 25-years-old. There’s chatter of a Supra comeback. 

Motor swaps have become plug-&-play.… and this 

is all happening precisely when the original tuner 

generation is about to hit their mid-life crisis. 

It’s the perfect storm. 

These guys are into their careers a little bit, and 

they’ve had some career success. They’ve survived 

historically rough times, economically. Their 

confidence is up. They’re getting used to the flow 

of child-rearing. They’ve settled down a bit - they’re 

owning instead of renting. And they’re not moving 

every year. 

On top of that, there is a billionaire republican in 

the White House. Love him or hate him, be rational 

for a second, and realize that people with money to 

invest… TEND to feel comfortable with the current 

economical landscape. 

In short - the 30/40-somethings have a little extra 

money to throw down. And money makes the world 

go ‘round. 

ESPECIALLY the auto-aftermarket world. 

When these guys come back to the car game, it’s 

going to be heavy. In most cases, it’s going to be NEW 

cars with NEW parts. Or nostalgic cars with NEW parts. 

To put it bluntly, they’re not going to have time for 

the opinions of internet nerds and/or ‘influencers’. 

These guys are going to go straight to experienced 

professionals - the shop owners, the tuners, and the 

record-breakers. 

And that is going to put an influx of revenue & 

innovation back into the automotive industry & 

aftermarket… like we haven’t seen in 15+ years. 

Wait for it. 

With all that torque coming into the rear 

wheels, extra chassis bracing is certainly 

beneficial on the RS. 

TB Performance Products makes a 

triangulated 1-piece brace design, that 

picks up where the weaker OEM 2-piece 

stamped-steel bracket leaves off. It 

eliminates twist/deflection, and results in a 

tighter responsiveness to the rear end under 

load + cornering. This is one of the best first 

/ early mods for your RS. Install is quick & 

simple (4 bolts), and it won’t void warranty. 

TB RDU (Rear Drive Unit) Brace - $250 


105

EIBACH 

FOCUS RS 

ANTI-ROLL-KIT 

PHOTO COURTESY @RESUKAMEDIA 

PERFORMANCE 

SWAY BAR SYSTEM 

The Eibach Anti-Roll-Kit is designed, 

tested and manufactured in-house 

by our suspension engineers and 

ride control experts. Each system is 

specifically developed to complement the 

geometry and handling characteristics 

of the chassis, allowing for fine tuning 

of vehicle dynamics through our multiway 

adjustable rear bar. Immediately 

experience more-precise turn-in 

response, improved handling and 

enhanced cornering grip on the street 

and faster lap times on the track. 

MADE IN THE USA 

Cobb Accessport 

JST Performance custom tune (@Brian Tyson) 

Scorpion HFC down pipe 

Milltek exhaust with titanium tips 

ETS front mount intercooler 

Mountune intake pipe & charge pipe 

Turbosmart BOV, internal wastegate actuator 

Velossa Tech bigmouth ram air intake 

Mountune breather plate, rear motor mount, short 

arm shifter 

Stoptech rotors 

Goodridge stainless steel brake lines 

Massive front/rear end links, toe arms, rear camber 

arms 

Eibach lowering springs 

TB Performance Products RDU 4-point brace 

Pierce Motorsports 4-point traction bar 

Steeda rear swaybar 

SRP Racing pedals 

Anarchy Motive shift knob 

Wrap by Sirwraps 

Vossen LC-104 forged wheels 

Michelin Pilot Super Sport 

Anderson Composites aero kit 

eibach.com


109

DA PANDA PANDA PANDA PANDA PANDA 

Chris Bauer of Panda Motorworks is doing some 

serious groundwork on Ford’s Ecoboost engines. 

Located in St. Louis, Panda is producing 12-second 

daily Fiestas, a purpose-built DRAG Focus ST (in the 

works), routine engine builds, 2.3 heads on stroked 

2.0 blocks, rally Fiesta STs, even Raptor tunes. 

And this little ‘red-headed stepchild’ 08 Focus project 

of his may not look too fancy. The in-crowd might 

dismiss it. Hell - they probably dismiss S3 for printing 

it. 

But - this ’08 Focus is garage-swapped with a 2.0 ST 

Ecoboost. Which makes it a nasty little sleeper. Faster 

than most of the ‘stancers’ sitting here snickering at it. 

I’m telling you - there are so many parallels with 

what’s going on underground in the modern Ford 

Tuning scene… and what was going on 20-25 years 

ago when the IMPORT scene was building. 

The excitement is there. 

The enthusiasts are tight-knit, and knowledge-sharing. 

Hell - I know for a fact, that even ‘the competitors’ in 

this Ecoboost market, have private/closed Facebook 

pages, where they can share successes, failures, and 

breakthroughs. 

There’s a lot of under-dogging going on. Barriers 

are coming down. Motor swaps are coming up. The 

Ecoboost motors are PROVING to be strong. And the 

prices are low! 

$1,100 for a 2.0 Ecoboost with turbo. $500 for an 

engine core without accessories. 

text: wooley photos: jayson carey 

This is just the beginning; it’s only first grade. 

Now that this car is swapped & sorted, you’re gonna 

see it get bonkers-fast over the next year. And - you’re 

going to continue to see more Ecoboost-swaps 

emerge across different chassis. 

Chris is currently contemplating ‘swap guides’… 

with step-by-step instructions & how-to’s. He’s even 

thinking about creating ‘swap kits’, which would 

include all necessary parts for wiring & installation. 

This car probably isn’t up to current scene-kid 

standards yet. The wheels & wheel fitment might not 

be quite ‘on point’. But that’s not ‘the point’ here. 

The point is: This is an after-hours, budget build. 

A sleeper. And all these scene-kids, close-minded 

& bottle-fed by Instagram, have turned into The 

Predictables. They’ve been sold a phony version of 

what REAL tuner-culture is all about. 

…Tuning. 

You honestly think Honda dudes from 2-decades-ago 

gave a damn about fitting some mold. Heck no… they 

were breaking it. 

Those guys were pretty much concerned with 2 

things: 

1) H22-swapping their hand-me-down hatch, flooding 

it with nitrous, hitting the streets, and baiting some 

Mustang guy in front of his girlfriend. 

2) Steak ‘N Shake. 

Real hod rod stuff! If I have to explain it further… I’m 

talking to the wrong crowd. 


engine 

ST 2.0 Ecoboost, Panda Built Stage-2 Engine, MTX 

75 5-speed - out of 2008 Focus, Clutch Masters 

FX400 clutch, Ford Performance PCM & harness, 

Panda Motorworks configured swap harness, Electric 

hydraulic power steering pump, Panda Motorworks 

custom exhaust, Panda Motorworks ST intercooler, 

Mishimoto intake tube, Rebel Devil Customs passenger 

side axle mount, Massive 90 duro rear motor mount, 

Thanks to Steve from Tasca for sourcing/shipping OE 

Ford parts 

wheels+suspension 

Massive rear disc brake conversion, Lotek lowering 

springs, KYB Struts & Shocks, Whiteline front endlinks, 

New control arms front & rear with Whiteline bushings, 

Mevotech Rear endlinks, XXR 527 wheels - 17x7.5 

ET40, Toyo Proxes T1 Sport - 245/45/17 

exterior 

SES OEM black chrome grille, Smoked tail lights, 

Fender grille delete, Debadged trunk 



113

THE BACKGROUND 

2017 MUSTANG ECOBOOST WITH PERFORMANCE PACK 

WWW.CP-E.COM 

• CP-E was founded in 2003 by two engineering students 

at the University of MD engineering school, while they 

were still students. 

• All of CP-E’s products are designed AND manufactured in 

the USA, in Beltsville MD. 

• 90% of the platforms CP-E works with are turbocharged, 

direct injection vehicles. 

INTAKE 

• The CP-E intake features a full 4" aluminum mandrel 

bent tube going directly into the turbo - the only of its 

kind. The tube is fed by a stainless steel airbox with a 

plexiglass viewing panel. The box is mostly sealed, and 

is fed by the factory intake ducting coming from the 

front grill instead of the hot engine bay air. The intake 

box uses a 4" oiled filter (dry filter also available). The 

airbox reuses the stock airbox mounting points & rubber 

grommets for OEM quality fit/finish. 

• The results from the CP-E intake combined with the 

COBB OTS Stage-1 tune were very pleasing. Up 24whp 

and 43wtq from stock on the COBB OTS Stage-1 tune. 

NEW NUMBERS = 245WHP AND 304WTQ 

The combination of the cold air feed and the large pipe allow 

very little restriction on the turbo. 

• Meanwhile, back to the stock tune (no COBB tune), the 

CP-E intake caused the ECU to ‘see too much air coming 

into the system’, and closed the throttle. This is a safety 

feature of the Ecoboost engines - which necessitates a 

tune, in order to keep the throttle open. 

• After reviewing the datalogs from the COBB-tuned run, 

the charge-air temperatures reached 173 degrees F, 

which caused it to pull a lot of timing & boost to protect 

the motor. The solution? …Intercooler. 

THE PLAN 

• Take a stock Ecoboost Mustang, and see what 

it does with full bolt ons: intake, exhaust, 

intercooler, and tune. 

• All runs are done in 4th gear on our in-house 

AWD Mustang MD500 AWD dyno. 4th gear runs 

take a long time & simulate high stress, allowing 

us maximum data-sampling, and yielding the 

best simulation of real world conditions 

• For baselines & comparisons, all runs were done 

with stock and COBB OTS (off-the-shelf) tunes. 

CP-E finished-off with a custom dyno tune by our 

in house calibrator, Mitchell Levy. 

THE PARTS 

• COBB Accessport V3 

• CP-E intake with Synoid filter 

• CP-E Delta Core Stage-2 race intercooler 

• CP-E Qckspl downpipe 

• CP-E Hotcharge charge pipe 

• CP-E Exhale cold-side charge pipe w/ Tial Q BOV 

• CP-E Austenite 3" mid exhaust system 

• CP-E Austenite axleback exhaust 

• 93 octane pump gas 

BASELINE NUMBERS 

Stock - the car put down 221whp and 261wtq. 

With the COBB Accessposrt and COBB Stage-1 offthe-shelf 

tune, it jumped to 230hp and 301wtq. 


INTERCOOLER & CHARGE PIPES 

• The stock intercooler on the Mustang is small. While it does 

okay on the stock tune, once we try and push more boost, 

especially in the high RPMS, the temperatures rise rapidly. 

With the new giant intercooler, this all changed. 

• CP-E offers two intercoolers, and several charge pipe options 

for the Mustang. For these tests, we used our Stage-2 race 

intercooler. This is one of the biggest cores on the market, at 

21"x17"x3.75" or 1339 cubic inches. For comparison, the 

stock intercooler is 5.5”x20.6”x3.25” or 368 cubic inches. 

This means our race intercooler has a 3.6 times larger core 

than stock! The smaller CP-E stock-fitment intercooler would 

have worked just fine for this test & allowed us to keep the 

grill shutters, but the owner of the car wanted to leave room 

for future upgrades. 

• This intercooler is 100% bolt-on. No cutting, drilling or 

permanent modification is needed. The intercooler fits with 

stock charge pipes, as well as aftermarket charge pipes. And 

it also has cast end-tanks with a very unique feature: If the 

customer wants to use larger charge pipes, they can simply 

cut the intercooler outlets, and STILL have full bead-rolled 

3" intercooler inlets and outlets. This is a feature unique 

to the CP-E race intercooler. Furthermore, with the casting 

process, we are able to incorporate internal diffusers. These 

diffusers make sure that the air reaches the whole core, 

minimizing turbulence and pressure loss while increasing 

cooling performance. With this system, the customer can use 

the stock turbo withOUT turbo lag issues… but can also be 

ready/prepared for larger turbo upgrades in the future. 

• CP-E has several charge pipe options. The Ecoboost Mustang has 

the factory electronically controlled bypass-valve located on the hotside 

charge pipe. We offer a factory replacement hardpipe, with a 

factory BPV mounting option. But for this build, we used the normal 

HOTcharge pipe, as we located the new blow-off-valve on the coldside 

charge pipe. CP-E offers 3 different cold-side charge pipes. The 

Exhale options offer both Tial Q and HKS SSQV options as well as the 

METHcharge, with no BOV flange. All three options have built-in meth 

ports allowing the customer to add a meth injection system if desired. 

All hardware is included to block-off the factory bypass-valve & run a 

manifold vacuum line to the blow-off-valve. 

• We did several tests with the new intercooler, to compare the chargeair 

temperatures. The intercooler was able to pick up 30whp and 

11wtq with zero tuning changes! 

NEW NUMBERS = 275WHP AND 315WTQ 

• The stock intercooler was really holding it back. Compared to the peak 

of 173 degrees of the stock intercooler, the new CP-E intercooler kept 

the peak temperature down at 90 degrees. Keep in mind, it was 83 

degrees in the shop! We also loaded the COBB Stage-2 tune as well, 

which is made to optimize a larger intercooler. It picked up a few more 

HP here. 

• We then went back and loaded the stock tune - just to see if there was 

any difference with the bigger intercooler on a totally stock tune. Even 

with the throttle being closed most of the run (due to the aftermarket 

intake), the car picked up 10hp in the top-end vs the stock baseline. 

This shows that even if you don't plan on tuning the car, the intercooler 

is still a worthwhile investment for efficiency, cooling, and power.

TURBOBACK EXHAUST 

• The CP-E turboback exhaust is made to work interchangeably 

with stock. Meaning - you can run the downpipe with the 

stock exhaust, or the midpipe with the stock downpipe. The 

downpipe comes with adapters for both 3" catbacks AND 

the stock 2.5" catback. We understand not all customers are 

buying a full turboback exhaust system at once so this lets 

the exhaust grow with the car. 

• The turboback is made of 100% 304 stainless steel, mandrel 

bent piping, hand tig welded with CP-E's custom mufflers 

and laser engraved 4" tips, and titan finish. The downpipe 

is offered catless, OR with a high-flow catalytic converter. 

The downpipe ditches the factory 2.5" doughnut gasket for 

a 3" flat gasket. Because - why use a 3" downpipe if it has 

a 2.5" entrance?! 

• It’s hard to describe the sound of an exhaust with words, 

but ‘radical’ would be a good start. ‘Spool’ would be another. 

You can hear the turbo the way it is meant to be heard. The 

exhaust is loud when you’re on the throttle, and silent when 

you're cruising. It's a perfect daily driver exhaust, so long as 

your neighboors don't mind the cold start. 

• We weren't expecting much in terms of performance from 

the catback, as the stock exhaust is not very restrictive. 

The downpipe DOES help the turbo spool faster, so we were 

expecting some low end torque gains. On the dyno, we saw 

a modest 5whp and 5wtq gain. 

AT THIS POINT WE’RE AT 291HP AND 347WTQ 

• Most people would be happy there - a 70whp gain and 

almost 90wtq. Furthermore - the car make all sorts of cool 

new noises, from the intake to the BOV, and the mean roar 

of the exhaust. 

CUSTOM TUNE 

• We realize that the COBB OTS tunes are really only a base, 

and are meant for COBB products. This put CP-E's calibrator, 

Mitch, up to the plate. If there’s more (safe & reliable) power 

left on the table, Mitch will find it. With the Mustang back on 

the dyno, and with COBB's Accesstuner software, Mitch went 

to work. Before the tuning process, the car was running about 

22 psi of boost peak, which tapered down as the RPM's went 

up. Mitch wanted to keep the boost safe and steady while 

optimizing the calibration, fuel mixture, and timing. 

• With the same ~22psi of boost, the final tune reached 

309whp and 379wtq. 

• A gain of 18hp and 32ft-lbs of torque over the OTS tune. This 

was also a conservative tune, that would let the owner use it 

everyday without risk of damage. 

• Overall Gains: 88whp and 118wtq. 

• CP-E tends to look at the numbers in terms of ‘percent gain’, 

as it’s a more comparable number. This nets a 40% jump in 

HP and a 45% gain in torque. 

• With full bolt on's you can see that the Ecoboost makes 

similar numbers to its big-brother Coyote (dynoed at 360/350 

on our dyno). 

2017 MUSTANG ECOBOOST WITH 

PERFORMANCE PACK 

3.55 gears, sway bars, suspension upgrades, brakes, gauges 

Other Modifications: 

• Anderson Composites Type ST Carbon Fiber Decklid 

• Relocated License Plate 

• In track pictures: 19" Fifteen52 R43 bronze wheels. 




119

BORG WARNER TURBO ACQUIRED THROUGH MOTOVICITY! 

BORGWARNER.COM - MOTOVICITY.COM 

BY: WOOLEY 

Do we want to make more power? Heck yes!! 

But repeat after me, “It’s NOT all about numbers; it’s NOT all 

about numbers; it’s NOT all about numbers.” 

That super-snappy OEM boost response is why I fell in love 

with the FiST. It’s the key ingredient for me. And I DO NOT 

want to lose that… to a ‘bigger’, but more sluggish turbo. 

Meaning - I don’t want to have to wait another 1,000 rpms, 

just to make ‘big power’ & blow the tires off the car. That’s 

the equivalent of gym muscles, and I want REAL muscles 

(even if they’re smaller haha). So….. 

Making more power is a goal. But it’s a secondary goal. 

The MAIN goal - is to hit boost EARLY & FORCEFULLY… take 

off… and carry the power ALL THE WAY through the rpm 

range. 

Because that = real world gains. That’s what’s going to pull 

you out of a corner (or stoplight) faster - while maintaining 

some level of grip. And that is what’s going to put car lengths 

on ‘more powerful’ cars. 

So THAT’S why I chose the Borg Warner 6258. Because 

the FiST doesn’t make enough power to waste any. EVERY 

RPM counts here… and Borg Warner’s components are 

absolutely top-notch! They spin up just a little faster, and 

they route air just a little better than the Garretts. 

With this car, the goal is not to impress people with how 

much horsepower it makes. The goal - is to blow their minds 

with how LITTLE horsepower it makes. And if that makes 

sense… then whew… I’m preaching to the right choir. ;) 

Install & results in the next issue. 

GOALS 

10% power increase. 

Full boost between 2,900-3,000 rpms. 

Carry boost to redline - spread that 

dyno chart over to the right!! 

Pull 5 car-lengths on current setup 

(might be lofty but WTH). 

After much consideration, and after triangulating 

the opinions of people much smarter than me… 

we went with the Borg Warner 6258 with .64 AR. 

This was also AFTER Matthew Forte from Motor 

Werks Racing took me in his engine room, and 

showed me the differences of a Garrett versus 

Borg Warner side-by-side. Nothing against 

Garrett, they make a great product for the price. 

But side-by-side, it is clear that Borg Warner 

makes the BETTER product. So I called up 

Motovicity, and ordered the Borg Warner. Here’s 

why it’s worth the extra investment: 

The Fiesta ST is such a fun car, because it comes 

with a LITTLE TEENY turbo from the factory (hear 

me out lol). 

That little turbo spools super-quick… and 

punches surprisingly hard! …Giving the FiST that 

‘dog pulling at the leash’ real world fun factor. 

Only problem is: That little turbo can’t flow well 

enough to hold the boost throughout the higher 

rpm’s. Basically - it hits full power by 3,000 rpms, 

hold for maaaybe 2,000 rpm, and then quickly 

starts gassing-out. So….. 


MUSTANG GT DYNO DAY 

ZENMOTORS.COM 

BY: MIKE SANDERS PHOTO: ERIC CHANG 

Well, I wish I could say that it did, but dyno day 

just did not go as planned. It started off great 

though, full of promise and excitement. The 

Vortech supercharger was whining and spinning 

up perfectly, the Evolved Injection injectors were 

firing at will, and the new Hooker headers and 

exhaust were menacingly loud, making it difficult 

to hear anything other than the dual trumpets. 

Wow, that came out really poetic. Just like most 

poetry from the days of old, there always seems 

to be a hint of tragedy thrown in there. This case 

is no different. It seems that the stock FOMOCO 

(Ford Motor Company) clutch did not at all 

appreciate the newly found torque that coursed 

through it’s splines, and decided to exercise 

a form of protest whilst in the throngs of our 

session. 

Ok enough of that. Yea, so in short the clutch 

started slipping after only a handful of pulls on 

the dyno. You can definitely see it on the dyno 

chart and we could certainly smell that poor 

little guy being roasted alive as well. The car did 

pretty well in the few minutes of actual tuning 

time that we did have though. Remember this is 

on a Mustang dyno, so the numbers are probably 

showing a bit low. We made right around 550 

wheel horsepower and just over 500 wheel 

torque. This is a pretty sizeable increase from 

what the car made in stock form on the same 

dyno (346whp and 350wtq), especially when you 

consider the fact that we really didn’t even have 

any tuning time on it yet. 

It absolutely has more to give, but we are going to 

have to put her under the knife again before we 

give it another try. By the next issue we will have 

a new clutch installed and hopefully a successful 

tuning session logged. Then we can move onto 

the next project on our long list of exciting mods. 

Until next time…… 


BOOMBA RACING WING RISERS FOR FOCUS ST + FIESTA ST 

BOOMBARACING.COM - $145 

BY: WOOLEY 

Boomba has great step-bystep 

instructional videos for 

these wing-risers… making 

the install very clear, easy, 

and understandable. You 

can find the videos on their 

site under the ‘Installation 

Guides’ tab. Or just Google 

“Boomba Fiesta (Focus) 

wing riser install”. 

Boomba wing risers let you tweak-out your OEM Fiesta/Focus 

ST wing… in the amount of time it takes to order a pizza. 

I like how these utilize your existing ST spoiler. And I love how 

they make the OEM ST proportions look even more ‘jacked’ & 

battle ready. 

Plus - Boomba wing risers bypass all the headaches (and costs!) 

of buying, scheduling, and paint-matching an entire new wing. 

BEWARE of knock-offs. You can find cheaper-quality imitation 

products online (eBay/Amazon). However, they’re NOT what you 

want. The knock-offs do not reposition the wing as well. 




125

REVIEWS 

REVIEWS 

2017 FORD F150 PLATINUM 

I LIKE BIG TRUCKS AND I CANNOT LIE 

2017 FORD EDGE SPORT 

NEEDS MOAR EDGY 4 ME 

Initial Impression 

I’m initially LOVING the 2.7L twin-turbo engine in the 

Ford Edge. But I’m initially NOT loving the twitchy 

suspension/steering feel. 

I definitely like the bold/muscular take on crossover 

styling. But Im kind of disappointed by the interior… 

which to me, feels more like ‘cheapness’ than 

‘contemporary’. And that confuses me a bit, because 

Ford has come so far over the past few years in their 

materials & fit/finish. 

One Week Later 

Yeah - I’m pretty much left in a love/hate tornado with 

this car. 

Ford’s 2.7L twin turbo in the Edge is really potent! 

The car is giggly fast!! Ford went beyond expectations 

when they put this motor in this car - for sure! 

But for me - the suspension is just NOT up to the high 

expectations set by its engine. 


Everything about this F250 seems exceptional. … 

Except making right-hand turns in tight parking lots 

lol. But seriously, Ford does trucks very well… and 

they overlook NOTHING in this premium 77k Platinum 

model. I know a lot of y’all say you’d rather “Push your 

Chevy than drive a Ford.” Well… be my guest. 


The new F250’s aluminum body allows Ford to save 

significant weight on the overall vehicle (300+lbs), 

WHILE simultaneously adding strength to parts that 

matter - like the full boxed frame, tougher axles, etc. 

The Edge feels twitchy & buoyant. Magnifying that, 

is the long/cab-forward windshield, which seems 

to accentuate the feeling of body roll & super-light 

steering resistance. I may be going out on a limb here, 

but it seems as if Ford put big 21-inch wheels on the 

car to make it look aggressive… but then toned back 

(softened) the spring rates, to keep that ‘smooth’ ride 

American’s like. 

I did a little research, and read about the Edge’s 

‘Adaptive Steering’… and my dislike COULD just be 

the way I’m feeling/perceiving that Adaptive Steering 

in real world application. Meaning - it ‘could’ be a nice 

feature, that I’m just not taking nicely to. 

Steering/suspension on the F250 feel stable. The 

ride may initially seem stiff (compared to the F150 

for example), but that’s because the F250 is really 

intended for routine hauling & towing… it’s a work 

truck after all. Put weight in it or behind it, and the ride 

smooths out like butter. 

The 6.7 Power Stroke turbo diesel V8 makes ALL the 

power! 925 torque to be exact. 

It’s nothing short of mind-scrambling… how 

effortlessly & smoothly this giant vehicle gets up to 

speed. NOTE: The turbo on this engine, is located 

between the cylinder heads & on top of the block, 

which reduces unnecessary piping/routing, and adds 

to the engine’s responsiveness. 

The interior of the Platinum Edition F250 is spacious, 

accommodating, comfortable, AND durable. Ford 

really hits all the marks. The materials & colorpallets 

used in the Platinum, combined with the great 

visibility from the ‘drop' front window design & giant 

panoramic sunroof… make it a relaxing & satisfying 

place to be. It’s like Ford harnessed the feeling of ‘a 

job well done’, and immersed you in it. Haha sounds 

corny, but it’s real. There are a lot of intangibles 

working together in the new F250. 

When you take the effortless/smooth power, plus the 

great captain-like visibility, plus the quiet & soothing 

interior… it’s just a very relaxing & satisfying truck to 

drive. Like - you’d jump in it and drive 50 miles, just 

to bring your mama a postage stamp if she ran out. 

The interior is supposed to come across as a 

contemporary/sophisticated design. But to me, it just 

seemed cheap, dark, and scratch-able. I will say, the 

seats were supportive in all the right places. But the 

dash & console uses a lot of smooth (non-textured) 

black plastics, and gloss black plastics, that will most 

likely scratch via purse, cell phone, keys, children, etc. 

And if it does scratch, it’s going to be obvious. The 

round buttons on the dash seem misplaced & cheap 

to me. And there were gaps in the seams of the dash, 

that I could shine a flashlight through. Maybe I’ll chalk 

that last one up to ‘media car abuse’. 

The interior has a lot of cargo/carrying room in the 

rear. I've always been drawn to the Edge for that 

reason - you can pack a lot in there. 

The exterior styling is sharp, confident, & strong. 

And that energizes me, especially when a lot of the 

competition has turned into blobs and/or appliances. 

The 21-inch wheels on the Sport Model are 

awesome! The color of this test car was appealing 

& conversation-starting. The wrap-around tail light 

configuration is sexy! …Right up to the point where 

I realized the inside of the assembly was fogged/wet. 

C’mon Ford!! 

Again - I guess I’ll chalk it up to ‘media car abuse’, 

because sometimes, these are pre-production 

vehicles, etc. But if I was a customer who just dropped 

40K, and the taillights fogged like they were APC’s… 

I’d throw a shoe. Honestly. 

ALL THAT being said…. my wife & sister-in-law loved 

the car! They loved everything about it! The engine, the 

interior, the styling, the smooth ride, the conveniences 

(like automatic hatch)… everything!! SO I guess, as a 

picky/whiny enthusiast, I may just need to stop trying 

to make the Edge Sport into something that it’s not. 

Then again… wouldn’t it be cool if they made a Sport 

ST version with that same 2.7 Ecoboost… and with 

Recaro seats, an inch-lower suspension, and a firmer 

suspension & steering setup. Race Red? Envy Green? 

Just sayin’. Total soccer-dude car right there. 


127

DATA -IF YOU WANT TO WIN, YOU HAVE TO KNOW. 

REVIEWS 

REVIEWS 

2017 AUDI S8 

ROCKET-POWERED BARCALOUNGER 

Photo by Larry Chen 

X-SERIES GAUGES 

X-Series pressure and 

temp gauges make 

readability instinctive. 

Large center LED 

with sweeping 

needles, outputs for 

logging and ECUs 

and thin cup for simple 

mounting anywhere! 

SEE EVERYTHING 

LOG OBDII DATA 

FASTEST AFR 

605 horsepower, AWD, 4 doors, and carbon ceramics. 

That’s all you need to know on the 2017 Audi S8. If 

you can afford the price of admission, this is your car. 

There are no other alternatives that yield this level of 

luxury, refinement, speed, & stealth. It’s a literal rocket 

wrapped in leather… that happens to massage you 

on the way to the moon. 

If you’re expecting me to nitpick this car for the 

sake of edgy journalism - just stop here. I’m not like 

other journalists who quibble about the size of the 

infotainment screen. Piss off. 

Yeah - maintenance is probably expensive, worry 

about that later. Because right now, it does 0-60 in 3.3 

seconds and burns past the ¼ mile in 11.6 seconds. 

There is not ‘but’… there is no ‘ummm’. There is just 

this: This is the best car I have ever driven. 

If you can afford this, buy this. 

CD-7 & CD-7L (logging) Digital 

Dash has an available Plug & 

Play Adapter Harness for 2008- 

up OBDII vehicles and works 

with virtually any CAN bus 

device. Daylight readable, fully 

programmable and 7 total pages. 

Add a VDM or GPS Module for 

track mapping and lap times! 

The AQ-1 OBDII Data Logger logs 

channels from the OBD port on 

08+ vehicles, and reads/clears 

trouble codes! It is expandable 

through 11 additional inputs and 

AEMnet CAN bus. It includes a 

3-axis G-meter and serial input, 

logs at up to 1000Hz/channel and 

includes free analysis software. 

X-Series Wideband AFR 

Controller Gauge has patented 

100% digital technology that 

makes it the fastest responding 

wideband available! Available 

with OBDII CAN cable for adding 

AFR to programmer data logs. 

( I think he liked it. -Wooley ) 

Connect with us and Learn More! 

YouTube: AEMPowerTV 

FB: facebook.com/aemelectronics 

Instagram: @aemelectronics 

Web: www.aemelectronics.com 

2205 W. 126th Street, Unit A, Hawthorne, CA 90250 | 310-484-2322 | sales@aemelectronics.com 



129

REVIEWS 

2017 MAZDA MX-5 RF 

IT'S WHAT'S INSIDE THAT COUNTS 

REVIEWS 

MAKE 

WHEELS 

GREAT 


Oh rad!! *Runs to play with the roof* 


Ok first of all, the newest-generation ‘ND’ MX-5 is 

great. You can read our earlier review on the Club- 

Edition for the how-&-why… or you can read pretty 

much any other review by any magazine ever. 

Funny thing is: After I drove the new Fiat 124 Spider, 

I left convinced that it was the better car, with it’s 

turbocharged 1.4 engine. Now that I’m back in the 

Mazda… I’m not so sure. 

(again) 

(again) 

(again) 

Point is: Both cars are great, and the one you like 

better is probably going to be the one you drove last. 

But for Mazda, this targa, electric roof, ‘whatever-youwant-to-call-it’, 

RF Model, is the same great MX-5… 

with a different top. I think we can all agree it’s pretty 

‘neat’. And whether or not the RF model is the one for 

you, is up to opinion & taste. 

One on hand, the RF looks striking with it’s colormatched 

roof & unique silhouette. An icon with a little 

twist & rarity. A little more attention-getting. And it’s 

got the convenience of an electronic top. 

(again) 

On the other hand… is doesn’t get much more 

convenient than the MX-5’s mechanical soft-top. You 

can throw the soft-top down on the fly, at 25mph, in 

about 3 seconds. It’s hard to beat. So why complicate 

it with electronics? Also, the RF model is roughly 

100lbs heavier. Normally not a big deal, but the MX-5 

has a lightweight soul, and it’s simplicity/purity is 

what attracts a lot of it’s fanbase. 

(again) 

(again) 

The RF is fun to play with. It might strike up a little 

more conversation at the gas pump. Bottle or can: 

it’s your choice. And the goodness inside is the same 

either way. 

(again) 

READ THE REST, AND MORE 

ON S3MAG.COM 

www.vossenforged.com / www.vossen3d.com

S3 Magazine // Issue 45

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