TOP 5 OVERHEATING CARS ISTHEYOURS

LIST?
ON
P.58

I M P O R T T U N E R . C O M

PROJECT
INSIDE RE–AMEMIYA’S NSX
STREET–PREPPED 593 WHP
11.4 SECONDS
GT–R KILLER WE’RE JUST GETTING
STARTED.
P.16
HOW MUCH
HP ARE YOU
LOSING WITH
A/C?
P.30
FORMULA D
DIARIES.
IT’S BACK.
P.40

NISMO 380RS
MARIE
KIM

ULTRA-RARE AND TURBOCHARGED

$5.99 U.S. / $6.99 CAN / AUGUST 2010

SUPER-CLEAN
EAST COAST EVO IX
 CONTENTS AUGUST2010 COVER SHOOT
PHOTO:
CARTER JUNG
STYLING:
MACK PHOLSINA
MAKE UP:
TONY RIVERO

68

34 40 48

78 58 86 30

#137
FEATURES THE USUALS
34 DAMAGED DAILY 06 INITIAL TIMING
’06 EVO IX MR IT ALL STARTS HERE

40 FORMULA D DIARIES 08 UNDER THE HOOD

DRIFTERS IN THEIR OWN WORDS INSIDE THE INDUSTRY

48 NISMO RARELADY Z 12 GOING POSTAL PRODUCTION/DISTRIBUTION/INFILTRATION

’07 NISSAN FAIRLADY Z TYPE 380RS YOU SHOOT US, WE SHOOT BACK
IMPORT TUNER (ISSN#1528-0845) VOL. 13 NO. 08 IS PUBLISHED
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4 / impo r t t un e r.c o m
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© 2010 Honeywell International Inc. Printed in the U.S.A. THE DIRT STOPS HERETM
 INITIALTIMING
NEW YORK MINUTE
Working in publishing, there are slow days between deadlines and there are crazy
ones. While more latter than former, when announcements were made that Scion
was dropping the new iQ and tC at the New York International Auto Show, a last
minute redeye flight and hotel booking later resulted in one of the longest days in
recent memory:
12:01 a.m. (Times are all Eastern Standard):
After standing in a check-in line so long that it
extends out of the terminal, twenty five minutes
have passed and I’m still not even in the build-
ing. My flight leaves in 39 minutes and I have to
check in two bags of camera and lighting gear,
not to mention lug around my two carry-ons.
12:06 a.m.: I receive text from Eddie: “At bar
by our gate. Where u at?”
12:07 a.m.: I text back: “In line. Not looking
good.”
12:10 a.m.: A host from Delta asks me
whether I’m on the JFK-bound flight and
whisks me to the front of the line. He makes
magic happen but the lady at the desk asks
for $60 to check in two bags. Freaking
airlines. Correction: $150. Stupid Pelican
case is overweight, tacking on an extra $90
in fees. Should’ve flown United where I have
Premier status.
12:25 a.m.: Make it through security and
meet up with my boys Eddie and Gordon.
Flustered and sweaty, I find out our flight’s de-
layed. Good thing I ran like a Kenyan through
the terminal. On the bright side, at least now
we have time for shots at the bar.
1:15 a.m.: In plane, tired and about to take
off. Seated in the dreaded “bitch” middle
seat, I try to sleep to make it through the rest
of the day.
1:16 a.m.: ZzzZzz
1:59 a.m.: Stupid window passenger needs
to pee and decides she needs to smack my
right thigh to wake me up.
2:12 a.m.: Thanks to Ms. Window Seat, I’m
still up. Exhausted, but can’t sleep. This sucks.
6 / impo rtt u ne r .c o m
AUGUST 2010 ISSUE #137
2:34 a.m.: Still awake. This really sucks.
4:01 a.m.: Sucks times infinity.
6:10 a.m.: We land and get off the plane. I
slept an additional 45 minutes, tops. Today is
going to hurt.
7:22 a.m.: Everyone gathers their luggage—
even my extremely late bags made it—and
we make our way to limo service. It’s mother
f’in cold. Weather report last night said
mid-50 degrees with some rain. Feels much
colder. Should’ve packed heavier.
8:10 a.m.: Our driver gets pulled over by the
NYPD. Apparently, he wasn’t supposed to go
straight at the previous light.
8:25 a.m.: I call my hotel room to see if I can
check in. It isn’t going to be ready for a few
more hours, so we check into Gordon’s hotel,
the W in Times Square. Baller. From his view
in the 31st floor, I can see the temperature
displayed in LED lights on an adjacent build-
ing: 34 degrees Fahrenheit. Weather.com
was off by 16 and now Manhattan is in for a
treat: pert Asian man-nipples.
9:15 a.m.: We’re at the restaurant at the
bottom of the hotel and I order an omelet. It
comes out and I ask the waiter for Tapatio or
Cholula hot sauce. He asks where I’m from.
I reply L.A. He retorts that he knew it. Con-
fused, I ask why. He says only people from
California and Texas ask for those brands of
hot sauce. Eddie and I concoct an East Coast
hot sauce distribution idea. [Note to non-Cali
and Texan residents: must find Tapatio or
Cholula. Tabasco is so 1800s]
9:52 a.m.: Gordon, Eddie, and I take turns
defiling the bathroom. Luckily for us and our
olfactory nerves, Gordon brought matches.
FEATURES@IMPORTTUNER.COM FOR FEATURE CARS
MODELS@IMPORTTUNER.COM FOR ASPIRING MODELS
10:42 a.m.: I call the Sheraton again to see if
my room is ready. It is. Gordon has to take off
for a meeting at his office, so Eddie and I hop
in a cab and head to my hotel.
10:59 a.m.: Holy crap! The Sheraton is more
crowded than Times Square! It’s practically a
fire hazard. Check-in line, thankfully, is short.
11:45 a.m.: After unpacking and sorting
through my camera gear, not only do I find
my ring flash cracked in four places, but
with all the freezing rain in the morning
when getting out of the limo at the W, I
realize I left a bag full of stands and tripods
behind. Crap! Eddie finds the number and I
make contact. The driver is out with a client
but will call later in the afternoon.
12:35 p.m.: Eddie and I meet up with Gordon
and his coworkers for lunch. They’re a great
group of guys.
1:42 p.m.: Eddie, Gordon, and I are in a cab on
the way to PM Models’ office to meet with the
two models I’m supposed to shoot this Friday.
Think interview, only hot chicks. I get a phone
call on my cell. It’s the limo driver who is now
in front of the W hotel. I tell him we already left
and ask if he can meet us at the PM office in
ten minutes. We synchronize watches.
1:52 p.m.: We get to the office just as the
limo driver pulls up. He gives me my bag and
I give him two twenties for his effort.
1:58 p.m.: In the office and talking to Kim
and her models: Melanie, Marie, Bess, and
Mack, the fashion stylist. With all the running
around and lack of sleep I can’t remember
three-fourths of the conversation, but we prep
for the video interview with Melanie tomorrow
with the new Scions, and discuss wardrobe
options for the photoshoot on Friday.
2:32 p.m.: In a cab heading to Jacob K.
Javits Convention Center, the venue for the
New York International Auto Show.
2:48 p.m.: Walk to Scion booth only to find
out the iQ and tC are under wraps until the
reveal the next day. Crap, I was hoping to
find some info to think of stuff to talk about
the next day. Instead, we walk the show and
shake hands with some of the PR people.
3:55 p.m.: Gordon built a sick IS C for Lexus’
booth. It needs some finishing touches and
Eddie and I help.
9:46 p.m.: After going back to our hotel
rooms to freshen up, we meet up with Ray—
an old friend of Gordon and Eddie—at the
bar inside the W hotel. Two drinks later, we’re
in a cab heading to Lexus’ reception.
9:56 p.m.: Late, the bouncer at the door is
holding the line. Gordon manages to convince
the bouncer that he’s talent (Jackie Chan’s
stunt double?) and all three of us get in.
Sarah Silverman is on a makeshift stage de-
bating “green” stuff. Strange. Not so strange
is the open Patron bar. Shots!
10:26 p.m.: After realizing we skipped the
meal portion of the evening and went straight
to a liquid dessert, we hit up Carnegie Deli
for a late dinner. Langer’s here in L.A. owns
Carnegie, hard. Two days later I would find
that Katz’s Deli pwns all.
11:46 p.m.: Stomach insulated, we head
back to my Sheraton a block south and hit
up the bar. Tipsy, I order a round of Jamison
shots and tell the bartender it’s Ray’s birth-
day, a complete fib that only I find hilarious.
The bartender brings the drinks, wishes Ray
a happy birthday and says it’s on the house.
Feeling guilty, I drop a twenty.
11:57 p.m.: I get a text from Kim: “What r u
guys doing?” I reply: “Not much.”
11:59 p.m.: Kim texts: “Want to all meet
up?” I reply: “Sure.”
The end. For you guys, at least.
EDITOR
CARTER JUNG
carter@importtuner.com
facebook.com/carterjung
 Tame the Road

Awaken your passion for the open road. When you’d rather take
the road less traveled, there is nothing Hankook tires can’t handle.
Now who’s in control?

© 2010 Hankook Tire America Corp. 1450 Valley Road, Wayne, NJ 07470 1-800-HANKOOK
 UNDERTHEHOOD INSIDE THE INDUSTRY

CARB EXECUTIVE
ORDERS UNDER FIRE
Fix-it tickets, hefty fines, and even getting your car impounded seem to be a common
trend for many of us in the import world. How about racial profiling? We won’t even go
there. California legislators have their heads so far up their asses that the faintest sound
other than an OEM exhaust hum puts them in an all-out scramble to concoct questionable
emissions rules. For an exhaust to be CARB legal, the law states it must emit less than 95db
in the state of CA, but according to police officers who put themselves above us and the law,
any aftermarket muffler is illegal if the cop says it is. Period. California has the strictest emis-
sions laws, so if it’s legal anywhere else in the nation, chances are it’s illegal in California. If
it’s shiny, has a big exhaust tip, and looks nicer than the OEM unit, it’s just a matter of time
before a cop pulls you over and harasses you as if you just committed murder. Shouldn’t
they be using our tax dollars to be arresting the real felons or suspects intent on causing
harm to others? Last week I was pulled over by local police as I was minding my own busi-
ness cruising to work. Just as I passed the black-and-white I looked into my rearview mirror
and noticed the cop come to an abrupt stop, peel out, and spin the car 180 degrees in one
swoop to pull up beside me. I caught a glimpse of his beady eyes scoping out the WRX as he
trailed me for more than two miles before finally firing up his lights and sirens. I pulled over
and asked him what the problem was, careful not to make any sudden moves and become
a statistic on the front pages of the LA Times. “Your white car with its black trunk (carbon fi-
ber, dumbass) looks like a cop car so I pulled you over,” snarled the cop. I was thinking, “WTF
is that lame excuse?” Long story short, he pressed me for more than five minutes on how my
car wasn’t factory turbocharged and how the A/N fittings in the engine bay were in direct
violation of emissions codes, then threatened to impound my vehicle. I sat on the curb like
a criminal for over 30 minutes while the cop and his rookie sidekick went over my car with
a fine-tooth comb. In the end he fined me for a questionable modified exhaust ticket which
required a visit to the referee station to dismiss. In the end I wasted time attending court,
paying a hefty fine, and visiting the referee station, which certified the exhaust as legal for
the street. Was it worth it in the end? You bet it was. If I ever cross paths with that cop again SENIOR EDITOR
I’ll nonchalantly hand him my state referee certification and tell him better luck next time. SCOTT TSUNEISHI
scott@importtuner.com

LIVING
RIDING SHOTGUN WITH THE EDITORS

’96 NISSAN 240SX SE

Normally, this section is where we talk about new stuff we’ve pur-
chased for our project cars or progression thereof, but in this case,
it’s the exact opposite. After two-plus years of fallowing on public
streets, depreciating the neighbors’ property value, I’ve finally got-
ten rid of my S14. Originally purchased as my “track” project car,
the only track it’s seen is that of cobwebs and paw prints. Now,
in the hands of Elliott “Mr. Super Lap” Moran, the project will con-
tinue (more like start) and hopefully the Nissan will see the light of
(track) day. The plot thickens: Vanessa Lam, our new web girl with HAPPY BIRTHDAY TO ME!
loads of circuit experience, also rocks a modified S14. Look for a A few weeks ago, my significant other surprised me with a 26-gallon air compressor as a birthday present. Having
a girlfriend who’s as passionate about cars as me rocks! Rated at 160psi, the 26-gallon Craftsman air compres-
showdown, soon.
EDITOR sor was a major upgrade from my previous 20-year-old hand-me down, but even the new unit was missing one
CARTER JUNG important item every air compressor should use—an inline air filter. When compressing air, a concentration of
particles and moisture increases, creating an abrasive mixture that can cause air-tools to malfunction and paint
guns to emit contaminating water droplets. A quick run to the local Sears and I had a heavy duty air-line filter and
fittings to finagle onto the compressor.
SENIOR EDITOR
SCOTT TSUNEISHI

’94 ACURA INTEGRA

As the Miata remains jack-st(r)anded in my driveway, awaiting major driveline
modification, I promised myself I’d leave the DC2 alone so I wouldn’t miss
work on account of owning two down project cars. That was before Kevin
from Buddyclub shipped me these new billet P-1 rear lower control arms.
Saving weight, boasting urethane bushings and severely upping the race-
prepped “bling” factor, I just had to call in sick one morning and put them on.
What can I say—I’m serious about my commute!
TECH EDITOR
LUKE MUNNELL

8 / impo rtt un e r.c o m

So what if you took millions of years to that’s funny, don’t you? It’s not. Chips,

form. You’re just a rock. A silly, dents and dings are never funny.

useless rock. And we don’t like you. We can only hope that one day, some

We especially don’t like you on our roads. little girl finds you, paints you purple, sticks

In full-on attack mode. Poised and waiting to little googly eyes on you and names you Sally.

kamikaze yourself onto our cars. You think That would be such sweet justice.
 EDITORIAL ART DIRECTION AND DESIGN ADVERTISING
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ADVERTISING INFORMATION. Please call IMPORT TUNER MAGAZINE Advertising Department, 949/705-3100. Related publications: Classic Trucks, European Car, 4-Wheel Drive & Sport Utility, High
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http://privacy.sourceinterlinkmedia.com/submissions.html.
 PENCILY SANCHEZ
Hey guys, whatzup? I’m Carlos, from Dominican Republic, and I like rides a lot. I
have lots of drawings on my blog site that I want you all to check out, if you have
a li’l moment to do so. Thanks!
http://csdesignrd.blogspot.com
-Carlos Sanchez,
Santo Domingo,
Dominican Republic

Not bad at all. We’re a

little sore that there’s
some Euro trash serving
as the banner (no matter
how nice the rendering
may be), but we’d be
willing to overlook that
fact if you could send
us an original piece . . .
BIG DOGG maybe of a past Import
Hi, Tuner feature vehicle?
I love imports and was wondering how I can get my car Autographed to the 2NR
in your magazine—Reader’s Rides or even a front cover Staff? Yes??
picture. It’s fully custom, so I think it’s time to go big-dogg
status. Please let me know.
-Kevin DOWN WITH SUCCESS!
via postal@importtuner.com Hey guys, I was wondering if you could settle something that’s been bugging me:
Volk wheels are the shit, right? I mean, 90 percent of the cars you feature are rocking
At first we were going to ignore this one and hope it would RE30s or TE37s. They’re sweet-looking wheels—I get that—but isn’t the point of this
go away . . . but then: scene to have a ride that’s unique? In my opinion, Volk should be hit with an anti-trust
suit. This is ridiculous.
Hi, -John,
I was just wondering what was going on. I sent pictures of Rochester, NY
my ride to you guys a few weeks ago, to try to get it in the
magazine. I didn’t get any feedback or anything. I was just So let us get this straight. You: 1. Have it in for Volk wheels for the simple fact
wondering if it was going to get in the mag or not (it was that they’re popular, 2. Feel their success at making a quality product somehow
the black and purple Civic). violates the tenants of our free market society, 3. Feel import tuning culture ex-
-Kevin ists solely out of a collective urge to be different (with no regard for function or
via postal@importtuner.com performance), 4. Understand that Volks look “sweet”, but fail to see the benefits
of rigidity, light weight, and increased cooling their original designs bring, and the
Looks like Kevin’s not quitting until he gets feedback. extensive R&D that goes into creating what so many others strive only to copy.
Rather than send him ours (and in all likelihood, lose a John, the nicest thing we can think to say to you in this situation is: Keep reading
reader), we’re going to run your feedback to Kevin in a Import Tuner.
future issue. What do you think? Hot, or definitely not?

GO IMPORT TUNER!
There’s a lot I want to say about your magazine, like how
great Power Pages, Formula D Diaries, Fact or Fiction, and
the model interviews are, but I don’t think I need to boost
your ego any more than I just did. So, I’ll just say you guys
have a great magazine that I love.

P.S. Formula D 2010 – GO DAI!!

-Mario Garcia
via postal@importtuner.com

Thanks, Mario! We’d retort with a comment about how

awesome our readership is, but we’d rather not boost your
egos anymore than printing your letters already does.
Thanks for reading! Oh, and BTW: Flip to page 40 for the
return of Formula D Diaries!

12 / imp o rt t un e r.c o m

2010 NEW YORK
INTERNATIONAL
AUTO SHOW
The world’s OEs debuted some of their latest and greatest in New York;
here’s our pick of future showroom faves:
stability and top speed. Both the sedan and hatch will see an upgrade in suspension with slightly stiffer
bushings, thicker stabilizer bars, stiffer spring rates, and lower ride height, quelling naysayers who claim the
GR-chassis STI lost some its edge over the GD-predecessor.
Lexus CT 200h
Making its North American debut was
Lexus’ hybrid 1.8L four-cylinder CT
200h. The somewhat sporty com-
pact wagon will feature a CVT trans-
mission with four modes: EV, ECO,
Normal, and Sport.
14 / imp o rt t un e r.c o m
YOU FOUND OUT FIRST
’11 Subaru
WRX STI Sedan
In an “oh-no-you-didn’t” NYIAS
moment, Subaru dropped a
four-door sedan version of the
STI, adding a trunk-popping
option to the hatchback.
Power output is unchanged,
but thanks to the return of
the wing, coefficient of drag
is cut to 0.35, down from the
hatchback’s 0.37, improving
’11 Mitsubishi Outlander Sport
The House of M displayed its all new crossover for the urban
market. A shrunken ver-
sion of the Outlander, the
Outlander Sport is said to
have a 148hp 2.0L four-
cylinder paired to a CVT
trans.
’11 Nissan Juke
While styling of the new crossover
might be dividing, what the Juke
has unequivocally going for it is its
new motor: a 1.6L direct-injected
four-cylinder that’s—gasp—turbo-
charged! Capable of 180-plus hp
and 170-plus lb-ft of torque, we
Americans may have been shafted of the turbo I-4 SR20DET in the
past, but let’s hope this time around we don’t get Juke’d.
’11 Scion tC
At long last, Scion introduced
a completely refreshed tC,
now equipped with a larger
2.5L engine capable of 180
hp and 173 lb-ft of torque—
an improvement of 19 hp
and 11 lb-ft. Despite the increase in power, the new tC will see
an improvement in fuel efficiency, a trait most likely attributed
to its new six-speed manual and auto transmissions. What hasn’t
changed is the tC’s signature panoramic moon roof, but the car
will now come with 18-inch alloy wheels, massive 16-inch brakes,
tuned audio, supportive seats, a sport-tuned suspension, electric
steering, and a flat-bottom steering wheel—perfect features for a
car that boasts the industry’s youngest average buyer age.
’11 Scion tC Five
Axis Concept
What Scion debut would be com-
plete without a wild concept ver-
sion from Five Axis? This is Five
Axis visionary Troy Sumitomo’s
wide body take on the new tC,
complete with the Five Axis wheel
and matte tail lamp treatment. His
influence? The Samurai warrior.
Check out his interview on
importtuner.com for more.
’11 Scion iQ
Available in Japan under the
Toyota brand, the iQ will be
the fourth addition to the
Scion family and will be the
baby of the group—both figu-
ratively and literally. Standing
at 59.1 inches tall, 66.1 inches
wide, and 120.1 inches in overall length, the iQ is slightly bigger
than the Smart Fortwo, but has rear seating enough for two [watch
video at importtuner.com]. Stuffed with a 90hp 1.3L four-banger
and CVT transmission (Scion: manual trans, please), mpg will be in
the high 30s. And if you’re wondering whether the diminutive Scion
will be safe, it comes with stability and traction control (not like our
readers will need it), ABS, and 10 airbags standard, including the
first-ever rear window air curtain. Like all Scions, the iQ comes well-
appointed with 50/50 flat-folding seats and six-speaker audio.
’11 Scion iQ Five
Axis Concept
This tiny titanium-tuned-
creation from Five Axis
proves big things can come
in small packages. Similar
to their take on the tC, Five
Axis wrapped the sheet
metal with a one-off wide-
body kit, added wheels, and
a host of TRD parts.
TO SEE WHAT AN IMPORT MODEL THINKS OF
THE NEW SCIONS, CHECK OUT EXCLUSIVE
VIDEO ON IMPORTTUNER.COM
MAX
OUT YOUR
ADRENALINE
SUPPLY.

IT’S MORE THAN JUST OIL. IT’S LIQUID ENGINEERING.

®
16 / imp o rt t un e r.c o m
Have you ever been burned? Not physically burned, but more along
the lines of Murphy’s Law, where despite your best efforts, something
completely unforeseen went wrong and ruined your whole game?
Maybe it was when you spent months studying for an exam, days prepar-
ing for it, only to sleep through it because a power outage took out your
alarm clock the night before. Maybe it happens when you visit the DMV
with all your papers in order, carrying cash and a debit card, but lacking
the one form of payment they actually accept: a personal check (it’s
2010—will they ever get with the program?). Even worse, if you’re like
us, you somehow always manage to go on that one Friday of the month
they’re closed. Kind of like going to the bank after 5. Or on weekends.
Yes, we’ve been burned quite a few times.
But none in recent memory have stung as bad as last year’s Castrol
Syntec Top Car Challenge (think of it as America’s Next Top Model, but
with cars instead of models, and drag strips, road courses, dynos, etc.
instead of the catwalk), when, in a field of seven cars backed by your
favorite tuning magazines (Super Street, Modified, Honda Tuning, euro-
tuner, Lowrider, and 5.0 Mustangs), the 510whp, 11.54-second, 1:53.620
(Buttonwillow CCW13 lap time) EVO X we competed wasn’t awarded
points in three categories of the competition due to a “technicality”,
placing us in Fifth, overall.
The past, they say, is the past, so we’ll leave it there. The truth is
that even if things had gone our way, we were still pretty far off tak-
ing out the 688whp, 10.45-sec winning EVO IX of AMS owner Martin
Musial. Everyone was. And as much as that knowledge soothes the pain
of defeat, we’re truly bummed that winning last year’s event makes
Martin’s EVO ineligible for competition this year. We were really looking
forward to taking it out with the NSX we’re backing this time around.
Jim Cozzolino’s NSX, that is. Hailing from Phoenix, AZ, a retired career
racer, it seems that after a lifetime of owning/racing nine Porsches, two
Ferraris, two Lambos, three Panteras, and a handful of formula Fords as a
pastime (one that’s earned him the role of NASA instructor in his region),
Jim turned to tuning imports for something more “competitive.” This is
Jim’s third NSX and boasts 700+whp, 10-second 1/4 mile capability,
hella fast lap times, and trap speeds, braking performance, etc. to match.
He’s owned and tuned it for three years, and has taken it to the track
nearly every weekend. He knows every inch of his car, and having driven
it every mile of the way (including on the streets to and from the track),
it’s a safe bet he knows how to drive it better than anyone, too.
We’ll save the full technical specs for a future issue, but make sure
to check out the official Top Car Challenge website (given above) for
exclusive video driver interviews, build progress, rules, and a list of con-
tenders. Log on, too, for your chance to win $10K from Castrol Syntec by
voting for us to win. We’ve seen the competition, and the only reason we
won’t come right out and promise we have this one in the bag is because
it wouldn’t be polite. That, and with a champ in our garage and a winning
battle plan on our table, the only thing we’ve got left to worry about is
Karma burning us again. www.SyntecTopCarChallenge.com
10. 08. 2nr / 1 7
 411 YOU FOUND OUT FIRST

XDC DRIFT/REMIX, LOS ANGELES

In the not-quite-pro drift leagues, XDC/

Remix recently threw down their debut
event at Los Angeles’ Toyota Speedway at
THE Irwindale—AKA the “House of Drift”—and let’s

ORIGINAL
just say it went off miles better than some had
anticipated. In the wake of NOPI Drift’s foreclo-
sure and D1GP USA’s problematic 2009 sea-

THE BEST
son, amateur-league drifting was left without
a national representation until XDC picked up
the reigns (along with XDC piggyback show
series Remix, in the absence of HIN’s season-
opening L.A. presence). Adopting organiza-
PROTECT ENGINE PARTS= tional and judging strategies from Formula D
and D1GP Japan, and after searching high and
EXTEND LIFE low for talented amateur competitors, XDC’s
official emergence was as exciting, in good
ways, as anyone could’ve hoped for. Top 16
tandem competition looked near-pro, with
vets like Alex Pfeiffer, Forrest Wang, Quoc Ly,
Jeff Jones, Chelsea Denofa, and Dave Briggs
Thermo Sleeve qualifying. And come final-round competition
with Dave Briggs besting Quoc Ly, we were
experiencing some serious déjà vu of previous
Battery Wrap years’ FD Finals! As for the Remix show gala—
Heat Shield check importtuner.com for full coverage of
hotties, imports, DJs, vendors, etc., etc., etc.,
www.xtremedriftcircuit.com
Starter
Heat
Shield
Aluminized Heat Barrier

WWWTHERMOTECCOMs  

Call for a free catalog or a distributor near you.

18 / impo rt t un e r.c o m
DIAGNOSING
A COOLING
PROBLEM
If the sweet aroma of radiator coolant fills your nostrils
every time you drive, it’s likely your cooling system has
sprung a leak. Pressure testing the cooling system is a
simple process to determine where a leak is located, and
is done by attaching a cooling system pressure tester
in place of the radiator cap. After installing the gauge,
pump the system to 15 to 20 pounds of pressure (or
more if indicated by the radiator cap), and begin to look
(and listen) for leaks in the system. If the pressure drops
more than a couple of pounds in two minutes, there
is likely a leak. Because there is often more than one
leak in the system, it is necessary to continue pressure
testing and fixing leaks until the system holds pressure.
Common trouble spots include hoses, water pumps,
heater cores, where inlet and outlet fittings connect to
end tanks, where the radiator support brackets attach to
the radiator, or—in the worst case—around cylinders
from a blown head gasket (check for water/coolant in
the engine oil to diagnose this one).
 411

HELLAFLUSH 4
. . . AND 5?

Fitsters Fatlace have been busy recently,

throwing the fourth iteration of their now-famous
Hellaflush meet in Hawaii, just before taking over
the show portion of Formula D’s Round 1: Streets
of Long Beach festivities. Whereas SoCal’s growing
old-school, race-prepped, and/or rough-around-
the-edges-and-proud-of-it rides dominated Long
Beach pavement, Hawaii tuners repped the VIP
style hard, as everything from traditional big-
body Lexus and Infiniti sedans to slammed/lux’d
240SXs, EVOs, and xBs made the show en masse,
despite periods of torrential downpours and sweat
lodge humidity. After attending each event, we’re
not sure which we like more: Old-school Toyota
wagons courtesy of SoCal’s P.J. Bonafacio and co.,
or the ultra-clean whips of Hawaii’s Revision Audio
. . . or both scenes’ ratted-out Roadsters!
www.fatlace.com/hellaflush
HONDA DAY
AT ATCO, NJ
Just weeks after all the SoCal/oceanic craziness
put on by the HF/XDC crews, our boys at V Race
Works, Import DPS, Yosolo Racing, and Drag Cartel
held yet another of their annual Hondaday celebra-
tions at Atco Raceway, this year with a 14-class
judged show event, nearly every category of drag
racing imaginable, and all the East Coast craziness
you’ll have to visit importtuner.com to see.
www.hondaday.com

EVENT CALENDER
06.18 MIR Midnight Madness, MD
06.19 XDC, WV
06.24 Atco Import Nights, NJ
06.25 Club Loose: Wrecked Moves,
E-town, NJ
06.26-27 E-town Summer Slam
07.02-03 ADRL, KS
07.08 Atco Import Nights
07.09-10 Formula D/Remix, WA
07.11 Import Face-off, MD
07.16-18 Atco Pan-Am Nationals
07.18 IFO, CO; Spocom, Long Beach, CA
 QUESTION
DRIVE-BY-WIRE ADVANTAGE
I currently own an ’04 Honda S2000 and can’t
figure out why Honda decided to update the car to
a drive-by-wire (DBW) system in ’06. I previously
owned an ’07 GTI which used a DBW system, and
despised the horrible delay when stabbing the
accelerator. I know there are a few aftermarket
companies offering support for DBW systems
to improve throttle response time, but I’m more
interested in the actual benefits.
-Jon Wolek
via importtuner.com
From an OEM standpoint, the benefits of using a
DBW system are decreased cost and build time,
due to the reduced number of components used.
There’s no throttle cable or throttle linkage, and fac-
tory workers don’t need to install a cable through
the firewall on the production line, or adjust the
throttle cable, pedal, and linkage—all of which
helps speed up production. Another added benefit,
from the OE standpoint, is that the throttle can con-
stantly be adjusted by the ECU so that the car will
not require service adjustments at the dealership.
From a tuning standpoint, a DBW throttle has
zero benefits with an un-tunable stock ECU, but
with a powerful stand-alone ECU, like a Motec
M400 or Pectel SQ6, a tuner has complete control
over the throttle and can tune it to provide better
drivability, increased traction, and reduced boost
lag on a turbo engine. You may hate it now, but if
that project car of yours ever gets really serious,
you may learn to love it.
22 / imp o rt t un e r.c o m
FIXING WHAT YOU BROKE
ERIC HSU FACTS:
Who is Eric Hsu, and what is he doing answering your
tech questions? Most of you will be familiar with
the HKS CT230R time-attack EVO VIII, and its stand-
ing Buttonwillow lap record of a 1:43.523, clocked
at Super Lap Battle Finals in ’07, which the likes of
Tomei/Voltex, Cobb, AMS, and FX Motorsports have
been unable to beat. Well, Sierra Sierra’s infamous
EVO VIII, stuffed with Cosworth schwag and tuned
in part by Eric Hsu, recently ran an “unofficial” lap
time of 1:42. around Buttonwillow, in the practice
session of an unrelated event. It’s a safe bet he
knows how to answer that question you have
about Civic engine swaps.
questionit@importtuner.com
ERIC HSU
WWW.BEYONDTHEDYNO.COM/BLOGS/ERIC
HUNGRY FOR HORSEPOWER
I own an ’06 Subaru Impreza 2.5i, but recently I’ve been considering trading it in
for an ’05 WRX. Before I do so, I was wondering if there are any upgrade parts for
the 2.5i that will add horsepower that might persuade me to reconsider?
-Demetrius Rosa
Lansdale, PA
Bolt-on components like exhausts, intakes, etc. have potential to make some
horsepower, but there’s nothing like a turbo. Don’t mess around with your natu-
rally aspirated Impreza. Trade up to a turbocharged WRX and just get straight to
the point.
SHAKE, RATTLE, AND ROLL
I own a ’95 240SX with an SR20DET swap that sits at home while I serve in Iraq.
The car currently has a Greddy intercooler, Blitz intake, HKS SSQV blow-off
valve, Circuit Sports three-inch exhaust elbow, and Greddy Ti-C three-inch
exhaust. The car is currently having the infamous VVT rattle on start-up. What’s
the best long-term solution for this problem without sacrificing the benefits of
the VVT? Does Nissan have an update for this problem? I’ve searched a lot of
forums without finding a definitive answer to this problem.
-Major Bill
Overseas
Have you tried using heavier viscosity engine oil? The thicker oil may help cure
your rattling problems if your engine’s internals are showing wear and tear
due to high mileage. Another component that may help is an oil filter that uses
a high-quality check valve, such as OE Nissan or Purolator oil filters. If those
don’t fix the problem, check your engine’s valve lash. Worn valve train compo-
nents, such as bad hydraulic lifters, can also be the culprit of VVT noise.
 WIDGETS DAMN IT THESE ARE DOPE

EVO 4G
01 Enter the first Android smartphone that’s compatible with both 3G and 4G (even higher-speed)
wireless networks. Boasting a 4.3-inch multi-touch display, 8MP digital camera, video recording
capability, and options to briskly download music, video and photos, it may be just the trick for
increasingly impatient users. Also capable of serving as a WiFi hotspot connectable to eight addi-
tional gadgets, the device is betting big on breezy Internet access and quicker download times.
However, access to 4G networks is limited, and it remains to be seen how network coverage per-
forms once the handsets are actually in thousands of users’ grubby paws.
HTC / www.sprint.com / $TBD

02 03

01

05
04

02 iMM190 APP STATION 04 ALAN WAKE

Great, just what we need—another nagging pain in the ass urging us
to get out of bed in the morning. Then again, there’s no denying the
usefulness of this thing: an iPod dock that also doubles as an alarm
clock with weather updates when you download the App Clock pro-
gram from iTunes. On the bright side, built-in speakers do give you
reason to roll over without fists swinging, since you can also use it
to blast favorite tunes and videos as well.
iLuv / www.i-luv.com / $89.99
Feeling paranoid? It’s a common sensation in a town where, as a psy-
chologically tormented suspense novelist, your own nightmares leap off
the pages and come to life. Fear the shadows: That’s the lesson taught
as you stroll, flashlight in hand, through gloomy glens and over creaking
floorboards, waiting for creatures hidden in the darkness to strike. While
its blend of taut suspense and underwear-filling scares won’t be for
everyone, this harrowing adventure nevertheless manages to qualify as
worth a peek, if only to satisfy your morbid curiosity.
Microsoft / www.microsoft.com / Xbox 360

03 MPRO 150 05 RED DEAD REDEMPTION

Got a burning desire to carry a portable projector around with you
and screen the latest “art” films for all your single buddies? Rejoice,
for hope has arrived in a mobile unit that measures up at just five
inches and 5.6oz, yet features 1GB of built-in memory, microSD
card support, and integrated stereo speakers, letting you view
documents, spreadsheets, presentations, photos, video, and more.
Carry it along on your next trip to present to clients, then relax with
impromptu viewings of Pride and Prejudice on your hotel wall.
3M / www.3m.com / $395
Offering a tip of the ten-gallon hat to Grand Theft Auto, this sprawling
Western transports familiar open-world action/adventure archetypes
to America’s uncharted frontier. Hoofing it on foot or horse as former
outlaw John Marston, it’s off into the sunset you go, traversing lifelike
badlands filled with rampaging grizzlies, runaway trains, and ramshack-
le towns. From stagecoach chases to saloon shootouts, expect an epic
tale of greed and gunplay that’s guaranteed to satisfy even those who
gag at the thought of a visit to Golden Corral.
Rockstar Games / www.rockstargames.com / PS3, Xbox 360

26 / impo rt t un e r.c o m
 FACTORFICTION DEBUNKING TUNING MYTHS TESTING, TEXT AND PHOTOS BY LUKE MUNNELL

The summer season is here, and for those

of us behind the wheels of tuned imports,
that means our driving enjoyment shares the
road with three serious considerations: keeping
power and torque at a maximum, keeping money
shelled out for over-inflated gasoline prices to a
minimum, and staying cool while doing it all.
Keeping engine and driveline temps down will
always be the priority among gearheads (flip to
page 58 for more), but should high performance
come at the cost of decreased comfort to you
and your passengers? Should staying cool cost
you at the pump?
We know that running the air conditioner
(A/C) causes parasitic loss that decreases a car’s
power output to the wheels—most manufactur-
ers will say so outright. But we’ve never heard
to what degree this happens. And following suit,
does powering electrical devices like headlights,
stereo equipment, and the interior fan/heat cause
the alternator to drag on an engine’s output even ings, we commandeered Managing Editor Drew’s ’07 Subaru 2.5i and headed over to the Mainline Dyno rental
more? To put an end to these perpetual ponder- facility of Mavrik Motorsports in Fullerton, CA, for some back-to-back testing.

DOES A CAR’S ELECTRICAL

SYSTEM DECREASE POWER?
120

110

100

90

80

70

To find out just how much alternator and TEST 1 BASELINE

SAE (HORSEPOWER & TORQUE)

60

114.0WHP
A/C compressor drag may be affecting A/C OFF; ALL ELECTRICAL ACCESSORIES OFF
power and torque output, we baselined
50
our test car, keeping the operation of

117.1TQ
electrical components to a minimum.
This meant we disconnected its twin 40
electrical radiator fans and daytime-
running lights by pulling their respective
30
fuses under the hood. All other electrical
accessories were kept off, along with the
A/C, and the Subie churned out a three- 20
RPM (x1000)
1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0
run average of 114.0 hp and 117.1 lb-ft
of torque through its wheels.

30 / impo rt t un e r.c o m
120
To test the amount of parasitic loss inflict-
ed on the Subie’s drivetrain by alternator
110 drag, we reconnected its daytime running
lights and radiator fans, blasted the heat
and stereo (Bus Driver blaring over Drew’s
100
bone-ass-stock system), and switched on
the headlights, high beams, and inte-
90 rior lights. Hazards and windshield wipers
were kept “off” due to their pulsating
actuation which could erratically impact
80
results, and although we were tempted
to ask Mavrik owner Teddy to hold in the
70 horn during testing, we didn’t—sitting in

TEST 2 ALTERNATOR DRAG

120-degree heat throughout testing had
annoyed him enough. A/C was kept off for
SAE (HORSEPOWER & TORQUE)

60
this test, too.
A/C OFF; ALL CONSTANT-STATE

111.7WHP 2.6%
ELECTRICAL ACCESSORIES ON
50
2.O0S%
S
L

114.0TQ
40

30
LOSS
RPM (x1000)
20
1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0

120

110

After our three-run average of testing alter-

nator drag confirmed that using electrical 100

components does, in fact, weigh negatively

on engine output, we were really looking 90
forward to testing the A/C system. We can
all attest to how much slower a stock Civic
80
will ascend a steep hill with it’s A/C on as
opposed to off; naturally, we were expecting
monster losses. But when the first two runs 70

TEST 3 A/C DRAG

with blasting A/C (in addition to the electri-
cal accessories left on from the previous
SAE (HORSEPOWER & TORQUE)

60
test) returned virtually the same numbers
A/C ON; ALL CONSTANT-STATE

102.5WHP .4%
as before, we were confused. As it turns out,
ELECTRICAL ACCESSORIES ON
Subaru had the foresight to build in an over-
ride which disengages the A/C compressor
50
10O.1S%S
L

104.9TQ 10
under full-throttle, enabling full power to be
40
applied to the wheels should the situation
call for it. Once we figured out how to bypass
this rather welcome feature (by engaging
A/C after the throttle had been pressed, as
30
LOSS
opposed to before), power and torque took a RPM (x1000)
20
dive throughout the entire rpm range. 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0

THE VERDICT:
Our dyno testing was only Fuel economy wasn’t tested this time, but any all-
recorded during full-throt- around power loss means you’ll need to apply more
ttle blasts, and only peak throttle to maintain comparable speed and accelera-
power and torque num-
bers are given here. But
tion, which in turn will cost you more at the pump.
In a naturally aspirated Subaru 2.5i, 11.5whp might HOTBOX
it stands to reason that the percentage by which be a small price to pay for comfort. But with a 10.1- MAVRIK MOTORSPORTS
(MAINLINE DYNO SERVICES)
those numbers decreased at full throttle is the percent loss in power translating to over 50whp 714.523.1896
same by which they would decrease at any amount in our RWD, 450whp 370Z (June, ’10 cover) . . . WWW.MAVRIKMOTORSPORTS.COM

thereof, making your car slower all around. we may be willing to suffer the heat!

10. 08. 2n r / 3 1
 TEXT BY LUKE MUNNELL
PHOTOS BY ERIC TONG ’06 MITSUBISHI LANCER EVOLUTION IX MR

DAMAGED

. . . with scars to prove it.

34 / imp o rt t un e r.c o m
 AUGUST2010 / ISSUE#137
IMPORT TUNER MAGAZINE

From now on, any and all email inquiries we receive regarding the require-
ments for a car to be featured in Import Tuner—from freelance photographers,
perspective car owners, curious outsiders, and the like—will be replied with the one-
line URL of the page on importtuner.com where Najeeb Faridi’s EVO IX MR is featured.
Unless you’ve been in solitary confinement, banished to some northeastern corner of
Siberia, or tooling away on the International Space Station for the past three years,
you’ll know we’ve made a practice of featuring the cleanest, performance-prepped
street cars known to man. And the daily driver seen here just might epitomize those
qualities better than any so-called examples before it.

10. 08. 2nr / 3 5

 NAJEEB’S EVO IS
HIS ONLY CAR. NO
BONE-STOCK SUV OR
ENCLOSED TRAILER
SITTING CURIOUSLY IN
HIS DRIVEWAY; JUST
THIS SHOW-QUALITY,
11-SECOND, 450WHP
COMMUTER.

36 / imp o rt t un e r.c o m

Unlike other car owners who can technically claim street legality
with current registration, plates, etc., Najeeb’s EVO is his only car. No
bone-stock SUV or enclosed trailer sitting curiously in his driveway; just
this show-quality, 11-second, 450whp beast of a commuter. On the offi-
cial spec sheet we had Najeeb fill out prior to assembling this feature,
he expressed two goals he’d had for this car since buying it new: He
eventually wanted to see it featured in a magazine, and he wanted to
make sure that each part he added would flow with the rest, and serve
only to enhance its performance and drivability. Hence, why you won’t
find a crazy-flush wheel fitment, ultra-low stance, roll cage, or a sea of
fiberglass audio enclosures. What you will find is a 50-trim AMS turbo
and manifold, a Sean Ivey-tuned factory ECU, a full Buddyclub/Cusco/
Carbing suspension, ultra-rare Volks, an eclectic collection of rare/JDM
exterior components (you know, the kind that are expensive as hell
but actually fit), a pair of reclineable Brides, and just enough audio to
make the drive more enjoyable—all with the dings, dents, rock chips,
scratches, wear marks, and oxidation that comes with driving rough
northern East Coast city streets all year long . . . oh, and a room full
of First- and Second-place trophies in Najeeb’s house, from shows to
which he drove his EVO to win.
Don’t think all this JDM-infused, high-hp goodness fell off the back of
the UPS truck one part at a time, paid for by mom and dad’s credit card.
This particular EVO is three years in the making. The number of years
building cars before one finally landed a feature: eight. Najeeb’s first car
was a V-6 Accord he used to putt to and from high school at the age of
17. He invested every salvageable dime from his minimum-wage gigs
transforming it into the cherry-red, kitted-out show car it eventually
came to be—one that earned a reputation for being the fastest in the
tri-state area, too. In its final stage, Najeeb spent an hour every night
for two months hand-polishing its pièce de résistance, a Comptech
supercharger, only to have the car totaled by a careless driver the week
before it was to be installed. Car number two was a new TSX, paid
for with insurance money and proceeds from parting out the Accord,
/ DAMAGED DAILY
but after a few months of getting spanked on the street by Altimas,
Camrys, and even V-6 Mustangs, the decision was made to trade up
to a base-model EVO VIII. With only bolt-ons and tuning, it eventually
became known as the “Ferrari Killer”, due to a Youtube video of it taking
out a 360 Modena which quickly garnered a few thousand views. But
once it too was involved in a crash (admittedly, the result of bald tires
and the choice to go too fast around a nasty bend), the decision was
made to trade up, again, to the EVO IX before you.
A few months after taking ownership, Najeeb had added a carbon
fiber lip, hood and sideskirt accents, a JDM rear bumper, and wheels.
And just as it was starting to look right, the inevitable happened:
it was hit. This time, sandwiched between two SUVs while waiting
at a stop sign, by a 16-year-old girl without an affinity for paying
attention to the road. The car spent the subsequent winter at a body
shop, and Najeeb spent the months working overtime to pay for its
mix of Ings+1/C-West/Voltex/JDM Mitsubishi exterior components,
and Bride/DEFI interior bits. Just one day after the re-applied Wicked
White’s clearcoat had been sanded and buffed, the EVO was taken in
for its Pioneer DVD/navigation and JL Audio/Kicker/Polk/Momo audio.
And the day after that, it was out for the go-fast bits: the aforemen-
tioned AMS upgraded turbo and manifold, along with supporting
mods from HKS, Greddy, ARC, and others; fuel courtesy of Walbro and
Precision Engineering; driveline reinforcement thanks to Cusco; and
even some modest Hawk brake upgrades, before being shipped off to
EVO/DSM guru Sean Ivey for a custom reflash of its stock ECU. “Maybe
the only reason it wasn’t in an accident during that time,” laughs
Najeeb, “is because I didn’t give it enough time!”
Now, having lived out both of his dreams with this car, he’s not
sure what’s next. With projects like this, he says, the temptation is
to either re-do them completely, or move on to something else. He’s
definitely looking for a daily driver he won’t strain to take such good
care of. “The next challenge,” he says, “is going to be for me to keep
it stock!”
10. 08. 2nr / 3 7
 DAMAGED DAILY / head to the message boards
at www.importtuner.com to chat about this feature vehicle

BEHIND THE BUILD NAME.

’06
NAJEEB FARIDI

AGE. MITSUBISHI LANCER EVOLUTION IX MR

24 OUTPUT: 447 WHP / 410 LB-FT OF TORQUE
HOMETOWN. ENGINE AMS intake, turbo manifold, 50-trim EXTERIOR Ings+1 front bumper, side skirts, temperature, oil pressure), hoods, Control
SUFFOLK COUNTY, NY turbocharger, lower intercooler piping; front canards; JDM EVO IX rear bumper, Unit V2; Apex’i FATT; AEM UEGO wideband
JDM EVO bypass valve; Tial 38mm headlights, taillights, side markers, O2 gauge; RMR carbon fiber steering
OCCUPATION. wastegate; HKS EVC-6 boost controller, window wind deflectors; Voltex carbon column gauge pod
ASSISTANT E-COMMERCE MANAGER DLI-2 ignition module, Circle Earth fiber diffuser, rear wing, carbon fiber ELECTRONICS Orbital Performance double-
grounding system; Precision 780cc B-pillar trim; C-West hood; AMS carbon din dash kit; Pioneer AVIC-D3 head unit;
BUILD TIME. injectors; Walbro 255Lph fuel pump; ARC fiber roof; Ganador side mirrors; Wicked JL Audio 500/1 amplifier; Kicker ZX650.4
THREE YEARS titanium gradient spark plug cover, silver White paint; Fender Benders bodywork; amplifier; Polk/Momo MMC650 co-axial
oil cap, radiator cap; Samco radiator vinyl by GrafX by Nicky 6.5-inch speakers, cross-overs; Monster
FEEDBACK. hoses; FAL radiator fans; Greddy titanium INTERIOR Bride Vorga front seats, signature wiring; Stinger one-Farad capacitor;
ILLEGALAKKORD@AOL.COM exhaust; custom test pipe, Ferrari wrinkle- Gradient upholstery; custom-wrapped Dynamat sound deadening
red painted valve cover, polished A/C silver carbon fiber dash panel; JDM GRATITUDE Allah; family (mom, dad, brother
HOBBIES. lines; Sean Ivey reflashed ECU Ralliart Edition shift knob; custom white Nabli); friend and better half Sadia; Ali and
PHOTOGRAPHY, INTERIOR DESIGN, BUSINESS DRIVETRAIN Cusco twin-disc clutch, flywheel Willans harnesses; Broadway mirror; Majid; TSE (Tri-State-EVO) family; NIM (New
SUSPENSION Buddyclub coilovers (front and Defi BF-series gauges (boost, EGT, oil Image Motorsports)
QUOTE. rear); Cusco rear sway bar; Carbing front
“I’VE ALWAYS DREAMED OF BUILDING A CAR upper strut tower bar; GT Spec rear upper
FOR THE WORLD TO SEE!” strut tower bar
WHEELS/TIRES 18x9.5 +15mm offset Volk
Racing CE28N Limited Edition Formula
Silver wheels (2008 special finish);
HOTBOX 245/35-18 Yokohama S-Drive tires
BRAKES Hawk HPS stainless steel braided
lines; ATE Super Blue racing fluid
NEW IMAGE MOTORSPORTS
WWW.NEWIMAGEMOTORSPORTS.COM

TRI-STATE EVO
WWW.TRISTATEEVO.COM

EAT SLEEP RACE

WWW.EATSLEEPRACE.COM

VOLK RACING (MACKIN INDUSTRIES)

562.946.6820
WWW.MACKININDUSTRIESCOM

AMS
847.709.0530
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BRIDE USA (TEE’S)

WWW.TEES-USA.COM

38 / impo rt t un e r.c o m
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 A DAY IN THE LIFE OF A DRIFTER
TEXT BY CARTER JUNG & THE DRIFTERS
PHOTOS BY STAFF

CHAPTER 1:
LONG BEACH, CA

With Formula D kicking off their seventh season, Formula D

Diaries is back for its third, where instead of reading about each
round of competition from a third-hand perspective, we have the
drifters tell you, in their words, what went down over the race week-
end. Every metal-crunching crash, heart-breaking mechanical woe,
and door-skimming tandem battle is described, first hand, as if you
were there . . . with the mind-reading mutant powers of Professor X.
Geeky comic book references aside, there have been some slight
changes to our format.
This time around, instead of following a cast of characters through-
out the season, we have the winning driver of each round recant his
fight to the top of the podium. Offering a differing perspective will
be a second guest scribe from the FD series talking about his experi-
ence. For Chapter 1, the hard-charging Vaughn Gittin, Jr., in his newly
sponsored Falken Tire/Monster Energy Drink Mustang writes about his
crazy week in L.A., and Dai Yoshihara spills the beans about his com-
pletely redone Falken Tire/Discount Tire S13.

40 / imp o rt t un e r.c o m
 FORMULA D DIARIES: LONG BEACH, CA
Vaughn Gittin Jr
If we had to pick one drifter
to best represent the U.S., it
would have to be Vaughn Git-
tin, Jr. Big and burly, loud and
proud, quick to wear his emo-
tions on his sleeves, speaking
with a slight Southern twang,
and rocking a Ford Mustang,
he’s as red-blooded American
as apple pie, baseball, or Waf-
fle House. When homeboy farts,
he stands legs apart, knees
bent, head up in a grimace, fists
pumping, while the air resonates
the Star-Spangled Banner.
The 2010 Formula Drift season
started off like a dream for me. It
all still seems surreal, and I cannot
express how good it feels after an
insane off-season for everything to come together like it has.
The Wednesday before Round One, we had a huge party at Rob
Dyrdek’s Fantasy Factory to officially announce Monster Energy as
a new partner to our program and to reveal my new 2011 competi-
tion Mustang. The turnout was insane; over 600 people showed up!
Being part of the Monster team was something I wanted for a
while. I have always respected their athletes and how they promote
and treat them. The Monster Energy guys have proved to be a pas-
sionate crew, and everyone I work with is just as excited as I am to
have them on board.
Going out to the track on Friday, I could not wait to get into the
Mustang and tear up the streets of Long Beach. Autosport Dynam-
ics did an amazing job with the build of the Monster Energy/Falken
Tire ’11 Ford Mustang. Hands down, this is the best drift car I have
ever driven!
During practice, we focused on getting the car dialed in for
the Long Beach course and I was able to find a drift line that put
me right up against the walls. With the new Falken RT-615Ks, we
actually had to loosen the car up because it had so much bite. Go-
ing into qualifying with 60-plus cars, I ran the same line that I had
practiced all day and was able to put down a score of 84.7 on my
second run, putting me in Third.
Saturday was a sold-out event and you could tell by the amount
of spectators who filled the stands and walked the pits. There
was huge fan and media interest about the Mustang and the new
sponsorship. Dean, my mechanic, calls me “TV Gittin” and busts my
chops about whether I’m going to have time to drive at FD events.
After battling it out with Dennis Mertzanis in the Top 32, and
Tony Brakohiapa in the Top 16, I made it to the Great 8 only to go up
against my Drift Alliance bro and good friend Ryan Tuerck. I knew this
was going to be a very tough—yet clean and fun—battle, as Tuerck
and I are both very aggressive competitors. On my lead run, I was
running at 110-percent and Tuerck was keeping up very well into
the first zone, but I was able to create a decent gap through the long
sweeper. When following, I knew it was still anyone’s match. I applied
as much pressure as I could and focused on the task at hand. Tuerck
misjudged the first zone, going a bit too hard and straightening up. I
stayed on the throttle and kept the pressure on. It was an awesome
battle and I was awarded the win, but damn, he was good! We would
have gone One More Time if he had not made that mistake.
I was matched against Fredric Aasbo and his Supra in the Final 4.
He was hands down the biggest surprise of the weekend—killing it,
42 / imp o rt t un e r.c o m
and with such style, too! I knew I had to go super hard as the judges
and crowd were impressed by his awesomeness all day. When lead-
ing, I threw the car as hard as I could into the first zone and stood
on the throttle all the way through the sweeper. I was able to pull a
decent gap and made sure to put the car up against the wall to get
an advantage with the judges.
When it was my turn to follow, I knew we were both running
similar lines with deep angle and good speed. The only way to win
was to stay glued to him, which I made sure to do. We both ran a
near-perfect run, but my toss into the first zone and the gap I cre-
ated when leading was what sealed the deal and I moved on to the
finals. Hats off to Aasbo—I look forward to running with him again
in the future!
The final round put me up against Rhys Millen. We’ve had two
match-ups in the past and he is the only top FD driver I have never
beaten. I knew he was very fast, so I softened my rear shocks more
than I had all weekend to give a bit more traction to keep up.
Entering the first turn, Rhys was 7 mph slower than he had been
all weekend. This curveball put me in a really weird place for the
first zone. The added grip and slow speed started to straighten
me out. I kicked the clutch and caught it just in time (I found out
afterwards from Rhys that the slower entry was due to him making
a mistake and almost spinning, not foul play). I ran with it and kept
the pressure on. Rhys was a bit slower going into the hairpin, too,
and went wide. In order to avoid straightening again by slowing
so much, I just put the hammer down and passed him, giving him
a little kiss during the power move. I’m not saying it was the polite
thing to do, but he left me no choice. He was obviously pissed off
that I passed him, and brought out some of his stunt driving skills
and gave me a nicely executed pit maneuver after the finish line,
which I turned into a stylish 360.
Going into my lead run, my crew chief Ian called over the radio,
“Run the deepest line you can! I don’t care if you rip the back off the
car!” And run it deep is what I did. Rhys clipped the wall, straight-
ened up, and backed it into the tires. When I hit the hairpin and Rhys
was nowhere to be seen, I knew we had just won Round One. I can-
not even explain what was going through my head. When I came
back onto the track I started going crazy, doing donuts, scream-
ing, and fist pumping harder than the Jersey Shore crew. I was so
excited I even climbed the fence in front of the main grandstands,
which starting falling down on me, but I didn’t care! I haven’t felt the
top step of a podium since 2008, and boy, did it feel awesome!
What an amazing week this all was. First with the announcement
of my new partnership with Monster Energy, then the reveal of our
new competition car at the Fantasy Factory, and to top it off, win-
ning Round One of FD! Everything has fallen into place after months
of hard work, and with the season starting on such a good note, I
can’t wait until Atlanta. Thank you all for the support; you are an
integral part to my success and I sincerely appreciate it!
FALKEN TIRE MONSTER ENERGY FORD RACING
WWW.FALKENTIRE.COM WWW.MONSTERENERGY.COM WWW.FORDRACING.COM
 FORMULA D DIARIES: LONG BEACH, CA

Daijiro Yoshihara
Coming off the ’08 Red Bull For the Top 32 round, I went up against John Russakoff. Because
World Championship as the he is a privateer, it’s difficult for him to participate in all the Formula
Second-ranked driver, Dai D rounds, but he is a really good driver and I knew he wasn’t going
Yoshihara went into the ’09 to be easy to beat. We both had good runs and the judges called for
FD season flying high—he was a “One More Time”. I was able to follow him a little bit closer than he
now part of the Falken team, was able to follow me, and I moved on.
had access to a bigger crew, In the Top 16 round, I went up against Tanner Foust. Our team
and a new Lexus IS to drift. knew his car was very fast, so we set the tire pressure 5 psi lower to
But as it is with most new try and gain some more traction. It worked and I was able to follow
race cars, there were de- him, but I got too close right before the transition from Turn 9 to
velopment issues that lead Turn 10 and had to correct a little . . . WTF!? When it was my turn to
to a rough 2009 start with lead, I focused on making big angle and taking a good line rather
poor finishes, culminating than going fast—I knew he would keep up with me no matter how
in a crash during practice fast I ran. I did my best and I think I had a pretty good run, but the
at Round 5 at Monroe, WA, judges didn’t pick me.
which totaled the IS. This I ended up finishing in 12th place. It wasn’t a great result, but at
year, Dai’s back in an S13 least it was better than last year. I’m getting more used to the car
built from the ground up, every time I drive it, so I will be able to do better next time. We still
ready to tackle the podium and regain his status as one of the have six more rounds to go, so I’m super excited about the season.
world’s best drifters. Hopefully, I will be back as a top-ranked driver soon!
2009 was the worst season I’ve ever had. I’ve finished in the top
five since Formula D started, but I didn’t even make it into the top FALKEN TIRE DISCOUNT TIRE KW SUSPENSION
10 last year. I finished 11th. I really wanted to get back to where I WWW.FALKENTIRE.COM WWW.DISCOUNTTIRE.COM WWW.KW-SUSPENSION.COM
was before, so I was anxious to start fresh. Now that
I’m back in an S13, ’10 will be my comeback season!
I’ve driven an S13 for the first three and a half
years in Formula D, so I’m very familiar with it. The S-
chassis is a very good platform for drifting and I feel
like I’m going back to my roots. From my first practice
session, the Falken Tire/Discount Tire S13 felt great
and with seat time I should be able to drift it well.
My first run was OK during Qualifying at Formula
D Long Beach, and I received a decent score. I tried
to go more aggressive on my second run for a high-
er score, but I traced the wrong line at Turn 9 which
made me mess up the rest of the run. I ended up
qualifying 12th. I wasn’t really happy about it, but
at least I was in. After the second practice session,
I was getting more comfortable with the S13 and I
felt myself getting better.

Round 1 Results
Long Beach Podium
1. Vaughn Gittin, JR
2. Rhys Millen
3. Tanner Foust
Overall Standings
1. Gittin 6. Hubinette
2. Millen 7. Mordaunt
3. Foust 8. Dean
4. Aasbo 9. McNamara
5. Tuerck 10. Forsberg
44 / imp o rt t un e r.c o m
Set the fastest autocross time.
Win a Lancer Evolution.

This is your chance to push the Mitsubishi Lancer Evolution to the limit
while becoming a more skilled driver. Track and autocross exercises focus
on the advanced car control needed to succeed at Time Attack events,
or to better handle your own high performance car on the road. The day
wraps with a timed autocross competition, and at the end of the year, the
driver with the fastest time gets the use of a Lancer Evolution for a full
year, courtesy of Mitsubishi Motors North America.

The Lancer Evolution Experience, $995. For complete details,

visit jimrussellusa.com or call +1.800.733.0345.
 TEXT BY BOOTSIE FARNSWORTH
PHOTOS BY CHRIS JUE ’07 NISSAN FAIRLADY Z TYPE 380RS

NISMO
48
RARELADY
/ imp o rt t un e r.c o m
 AUGUST2010 / ISSUE#137
IMPORT TUNER MAGAZINE

A limited production
I
n forty years, you will witness a televised auction on the Versus7 net-
work where a pristine, two-owner, unmodified ’97 Toyota Supra Twin
vehicle meets an Turbo 15th Anniversary Edition fetches $168,000 from a gray-haired,
Fu-Manchu-sporting Ken Gushi. The former drifting legend, factory racer, and
unlimited desire for Toyota dealership maverick will be quoted, “I’ve always wanted a Supra in green.
When turbocharging was popular, these six-cylinder engines were so strong on
performance. the streets. I had to jump at this chance to own one because I wanted to remem-
ber acceleration before electric cars and the end of the gasoline era”. Sounds
almost implausible, and yet there is a historical precedent.

10. 08. 2nr / 4 9

 THE 380RS IS A STREET-
GOING VERSION OF A
BALLS-OUT COMPETITION
CAR TOO EXPENSIVE
FOR SENSIBLE FOLKS.
No sage could have forecast the fat cash that would exchange hands for American
muscle cars 40 years after they left showrooms. The confluence of limited produc-
tion, high desirability, legendary performance, and the passing of time would trans-
form the way we viewed such clearly outdated technology. Take the ’70 Plymouth
Hemi Cuda. It originally sold for about $6,000, yet today transacts to well-heeled,
nostalgia–soaked baby boomers for about $180,000 or more in the right condition.
About 651 Hemi Cudas were built in 1970. You read Import Tuner, so you give a frog’s
ass about the Hemi Cuda, but their shitty ox-cart handling and single-digit fuel economy
mean nothing to farts old enough to remember when Playboy was good for spanking,
who still consider them the ultimate automotive wet dream.
And so it goes with classic Japanese iron of days past. The Toyota 2000GT sold
for $7,150 in the late ’60s, yet today surviving sport coupes of the 351 originally
produced (about 60 made it to the U.S.) can fetch as high as $225K. Like Toyota,
Nissan produced 420 copies of the lightweight, higher-output, race-focused Nissan
Fairlady Z432 and 432R for the Japanese market between 1969 and 1973. Selling
for about $4,000 and blessed with a plethora of lightweight parts and an advanced
DOHC in-line six, this is the most desirable and collectible early Z, today fetching
around $35,000 for really nice examples.
50 / imp o rt t un e r.c o m
In 2007, Nismo produced the Fairlady Z Type
380RS—a street-going version of a balls-out competi-
tion car too expensive for sensible folks. The street
version, which sold for about $45K, employed much
vital race-derived sexiness in the name of perfor-
mance: enhanced aerodynamics with an elongated
nose and rear diffuser, an improved suspension,
and a Nismo-built, 3.8-liter VQ engine rated at 345
naturally aspirated horses. Only 300 of these special
Fairlady models were produced, and all were sold in
Japan—making the Type 380RS more unique than the
Jurassic-era Fairlady or Toyota sports coupe. Such
limited numbers guarantee the Fairlady Z Type 380RS’
wild desirability and significant place in Z car history
as the meanest factory-built Z33, and anyone lucky
enough to own one would do well to leave it the hell
alone and allow its purity to command a fortune in a
few decades. Anyone who gives a damn about all that,

anyway. Turns out some of us would rather go fast
today than wait around for tomorrow.
The man responsible for this creation is someone
the masses just may hail as foolish and impatient 40
years from now, for the decision he made to turn his
slice of JDM heaven into what you see here. A golf-
club-swinging, car-lusting architect by trade (read:
baller), as the story goes, once this hottest version
of the Z33 was announced to the Japanese market, a
man known to us only as “Yamazaki” was left with no
doubt that he had to party in the exclusive hot tub of
Type 380RS owners. Attaining this rarest of Fairlady
specimens remains an automotive mountaintop for
many of us outside Japan, and after cresting that
peak in real life, Yamazaki-san was content to enjoy
this rare site from within the confines of his garage,
safe from the outside world. Until its rare motor took
a dump.
/ NISMO RARELADY Z
And thus, the pivotal moment in this 380RS’ saga. Its aforementioned powerplant
was produced exclusively for the car, meaning finding a replacement would be damn-
near impossible, if not just that. Rather than commit to a bank-account-be-damned
snipe hunt for OEM parts that may not even exist outside the other 299 running
380RSs, Yamazaki-san instead chose to spite the mongers of convention, and
embark on a bank-account-be-damned build-up of a unique, highly modified mas-
terpiece that would best the 380’s intended performance in every regard.
The simple desire to “make this car faster than it was” would be tested, as this
Fairlady Z Type 380RS became the subject of a focused, 13-month transformation
that would see the car assume a vastly more aggressive twin-turbocharged identity.
With the help of Kyoto-based specialty tuner/fabricator Phoenix’s Power, a painstak-
ing re-invention of the car’s engine was undertaken to ensure reliability and fantastic
output. The task of reinforcing the largest VQ35-based engine in existence (95.5mm
bore, 88.4mm stroke) and its limited numbers all but forced the acquisition of pro-
totype parts. With one-off Jun forged pistons, H-beam connecting rods and a forged
crankshaft, the engine was prepped to enjoy fat boost. It was balanced and carefully
assembled by Phoenix’s Power, and ported VQ35HR heads with stock camshafts were
called in to enhance airflow. An HKS GT-RS twin-turbo arrangement was fitted to the
10. 08. 2nr / 5 1
 Looking for that dream VQ swap into your 240SX? Well, you can rule
out the 3.8L mill of the 380RS right now; all were machined by Nismo
from 3.5L VQ35DEs especially for the 380 and nothing else. No worries
though—with 16 years’ worth of VQs varying in displacement from 2.0 –
4.0L, made available in FWD, AWD and RWD configurations, and in both
longitudinal an transverse orientations, you’ll be able to find what you’re
looking for. The high-revving power of the short-stroke, 2.3L VQ23DE?
The 4.0L VQ40DE’s monster torque? The high compression, high-flowing
cylinder heads of the VQ37VHR? A combination of the three, or more?
The possibilities are nearly endless.

VQ20DE VQ30DETT - Twin-turbocharged; 470 hp;

’03 Skyline GT-R JGTC race car; ’04 Fairlady
BORE: 76.0 mm Z JGTC race car; ’05-’06 Fairlady Z Super
STROKE: 73.3 mm GT race car
COMPRESSION: 9.5-10.0:1
OUTPUT: 150-160 hp VQ30DD - Direct injection; 11.0:1 compres-
137-145 lb-ft of torque sion; 230-260 hp / 217-239 lb-ft of torque;
ORIENTATION: FF ’97-’99 Nissan Leopard; ’99-’04 Nissan Cedric,
AVAILABILITY: ’95-’03 Nissan Cefiro Gloria; ’01-’04 Nissan Skyline V35, Stagea
’95-’99 Nissan QX

VQ23DE VQ35DE
BORE: 85.0 mm BORE: 95.5 mm
STROKE: 69.0 mm STROKE: 81.4 mm
COMPRESSION: 9.0:1 COMPRESSION: 10.0-10.3:1
OUTPUT: 171 hp OUTPUT: 228-298 hp
166 lb-ft of torque 246-268 lb-ft of torque
ORIENTATION: FF ORIENTATION: FF, FR, FAWD
AVAILABILITY: ’03-present Nissan Teana AVAILABILITY: ’01-’04 Nissan Pathfinder,
’04-present Renault SM7 Infiniti QX4
’02-’04 Infiniti I35
VQ25DE ’02-present Nissan Altima,
BORE: 85.0 mm Maxima
STROKE: 73.3 mm ’03-’06 Nissan 350Z,
COMPRESSION: 9.8-10.0:1 Infiniti G35
OUTPUT: 190–210 hp ’03-’08 Infiniti FX35; motor, and in proprietary fashion, a Phoenix’s Power turbo-back titanium exhaust
174–195 lb-ft of torque Nissan Teana/Cefiro,
ORIENTATION: FF, FR, FAWD Prestige; Renault Escape system was fabbed up to relieve them. The intercooler and associated intake piping
AVAILABILITY: ’95-’98 Nissan Cefiro ’03-present Nissan Murano were also fabricated by Phoenix’s Power, making for an extremely high degree of
00-’03 Nissan Cefiro ’04-present Nissan Quest
’96-’99 Nissan Leopard ’06-’08 Nissan M35 finish. The installation work included fabricated coolant tanks and an enlarged ARC
’97-’99 Nissan Cedric ’00-present Nissan Elgrand
’04-’09 Nissan Fuga, ’01-present Nissan radiator to help tame this engine’s heat. The fuel system was also vastly upgraded
Elgrand Stagea; Renault Vel Satis with a fabricated swirl pot and revised line routing in an effort to ensure that the
’08-present Nissan Teana ’02-present Skyline V35
VARIANTS: ’04-’07 Nissan Fuga 800cc injectors never run dry. Fine-tuning the engine is an HKS F-CON V Pro and
VQ25DET - Turbocharged; 8.5:1 compres- ’05-present Nismo
sion; 280 hp / 300 lb-ft of torque; ’01-’04 Fairlady Z S-Tune GT Blitz SBC-iD boost controller, and tuning duties were handled by Phoenix’s Power.
Nissan Stagea 250tRS ’06-present Renault SM7 The re-invented 3.8-liter engine now produces 653 horsepower from its original
’08-present Renault
VQ25DD - NEO-Di direct fuel injection; Laguna Coupe dimensions, which is sent through an ATS triple-plate carbon clutch to the stock
eVTC variable valve timing; 11-11.3:1
compression; 210-212 hp / 195-199 lb-ft VARIANTS: rear end.
of torque; ’99-’02 Nissan Cefiro; ’99-’04 VQ35HR - “High Response”; 10.6:1 com- Phoenix’s Power also installed one of their custom-valved suspension kits to
Nissan Cedroc/Gloria; ’01-’06 Nissan pression; 297-311 hp / 268 lb-ft of torque;
Skyline V35; ’01-present Nissan Stagea ’07-’08 Infiniti G35, Nissan 350Z; ’07-present push handling capability beyond Nismo-designed limits, while lowering stance
Nissan Skyline V36; ’08-present Nissan Fuga;
VQ25HR - “High Response”; 10.3:1 com- Infiniti EX35, FX35, M35 3.5 cm and not sacrificing the car’s drivability. Stopping capabilities were also
pression; 220-222 hp / 194 lb-ft of torque; upgraded, courtesy of six-piston Endless monoblock brakes up front and four-
’06-present Nissan Skyline V36; ’04-pres- VQ37VHR
ent Nissan Fuga BORE: 95.5 mm piston monoblock units at the rear. The vehicle’s exterior retains its original Nismo
STROKE: 86 mm extended nose and rear diffuser, and the 380RS red leather-trimmed steering
VQ30DE COMPRESSION: 11.0:1
BORE: 93.0 mm OUTPUT: 328-350 hp / 269 lb-ft wheel, shifter, and Recaro seats inside. According to Yamazaki, he built the car
STROKE: 73.3 mm ORIENTATION: FR, FAWD
COMPRESSION: 10.0:1 AVAILABILITY: ’08-present Infiniti G37; to maintain its balance of comfort, utility and performance . . . just with elevated
OUTPUT: 190-230 hp / 205-217 Nissan Skyline V36 levels of each.
lb-ft of torque ’09-present Infiniti FX37,
ORIENTATION: FF / FAWD EX37; Nissan 370Z, Nismo The engine, brake, and suspension upgrades applied to this most unique Z33
AVAILABILITY: ’95-’98 Nissan Cefiro 370Z
’95-’99 Nissan QX ’10-present Infinity M37 Fairlady model completely transform its dynamic character. With its blown engine
’95-’01 Nissan Maxima a distant memory, any owner/driver of this Fairlady Z will enjoy performance even
’96-’01 Infiniti I30 VQ40DE
’99-’03 Nissan Bassara BORE: 95.5 mm more unforgettable than that which Nismo envisioned for the small clan of 380RS
’98-’03 Nissan Presage STROKE: 92.0 mm owners. It is this visceral experience, the feeling behind the wheel of such a finely
COMPRESSION: 9.7:1
VARIANTS: OUTPUT: 264-269 hp / 284 lb-ft tuned car, that seems the right antidote to potential controversy from modifying
VQ30DET - Turbocharged; 9.0:1 compres- ORIENTATION: FR, FAWD
sion; 270-280 hp / 271-285 lb-ft of torque; AVAILABILITY: ’05-present Nissan such a rare gem. No one can be sure how the future will react 40 years from now
’95-’04 Nissan Gloria, Cedric; ’97-’99 Nissan
Leopard; ’01-present Nissan Cima
Frontier, Xterra, Pathfinder to a Fairlady Z Type 380RS, but that really doesn’t matter when the present is
’09-present Suzuki Equator
offering 653 horsepower and a willingness to use it.

52 / impo rt t un e r.c o m
 NISMO RARELADY Z / head to the message boards
at www.importtuner.com to chat about this feature vehicle
BEHIND THE BUILD NAME.
YAMAZAKI
AGE.
35 ’07 NISSAN FAIRLADY Z TYPE 380RS
HOMETOWN. OUTPUT: 654.0 HP; 593.4 LB-FT OF TORQUE
KYOTO, JAPAN
ENGINE 3.8L Nismo VQ35HR; custom
OCCUPATION. JUN H-beam connecting rods, forged
ARCHITECT pistons, balanced crankshaft, head
porting; custom Apex’i intakes;
BUILD TIME. Amuse racing catalyst; Phoenix’s
13 MONTHS Power titanium turbo-back exhaust,
front-mount intercooler, plumbing;
HOBBIES. HKS twin GT-RS turbo kit, F-CON V Pro
GOLF, FAST CARS (AND FAST GOLF CARTS) ECU, 255Lph fuel pumps (x2); Trust
type-RS blow-off valves; Blitz SBC-iD
QUOTE. boost controller; ARC radiator, diversion
“DON’T OVERDO IT. ONLY DO WHAT YOU CAN.” panels; Samco hoses; Sard 800cc
injectors (x8), fuel-pressure regulator;
54 / impo rt t un e r.c o m
HOTBOX
PHOENIX’S POWER
WWW.PHOENIXS.CO.JP
DRIVETRAIN ATS triple-plate carbon clutch;
flywheel
SUSPENSION Phoenix’s Power custom-
valved coilovers
WHEELS/TIRES BBS LM-R wheels (19x8.5
front, 19x9.5 rear); Yokohama Advan
tires (245/40-19 front, 275/40-19 rear)
BRAKES Endless monoblock six-piston
front calipers, four-piston rear calipers
EXTERIOR Nismo Type 380RS body kit
INTERIOR Recaro Sport seats; Nismo 380RS
interior package
GRATITUDE Phoenix’s Power

Sunlight, heat, cold, rain,
smog, and harsh chemicals
can accelerate the affects
of oxidation, dulling and
degrading headlights.
Or, you could just
drive around with yellow,
clouded headlights.
Introducing the newest member of the
® ® ®
Mothers PowerBall family, PowerBall 4Lights.
Designed to quickly and safely restore, maintain and protect
all types of plastic headlights to crystal clarity.
STEP 1: Prep. Works with STEP 2: Polish. With Mothers ® STEP 3: Shine. Buff clean
any cordless drill. PowerBall 4Lights,® headlight with microfiber towel. Enjoy
Apply a nickel-sized amount restoration is safe and easy. the crystal-clear results.
of PowerPlastic® Polish.
Yellow, Clouded Headlights
Restored Headlights
Not only is this an unsightly problem,
but lower light output also reduces your ability to
see at night, creating a serious safety concern.
mothers.com  detailguide.com
waxforum.com
Available at
 TECH KNOWLEDGE TEXT BY SCOTT TSUNEISHI
PHOTOS BY SCOTT TSUNEISHI AND MANUFACTURERS

TOP FIVE
OVERHEATING
CARS H
AND HOW TO
ow many times have you caught yourself rubbernecking to watch
someone pulled to the side of the road, hood up, steam billowing from
their engine as they hope to flag down a tow truck? How about at the local
racetrack, as a competitor sits helplessly in his overheated car, waiting for a tow
back to the pits? The tragedy is that both scenarios could have been avoided if
the cars’ owners would’ve taken some quick, easy steps to properly cool their
vehicles. Heat kills, and proper cooling of engines, transmissions, and differentials
is absolutely vital to their longevity. In this article, we list three popular platforms

KEEP THEM known for overheating in common circumstances, give some cooling tips for each,
and expose some of the newest products designed to safeguard your engine and

ALIVE drivetrain during hot summer months both on and off the race track. Visit the
“Tech” section of importtuner.com for two additional commonly overheating rides,
and the best ways to keep them cool and making power. If your car’s on the list,
you can’t afford to miss this.

58 / impo rt t un e r.c o m

SUBARU IMPREZA STI (GRB)
Late-model (’08-’10) Subaru STIs are notorious for
overheating in hot climates due to a number of rea-
sons, starting with the factory hood scoop. Upgrading
the factory top mount intercooler to a front-mount inter-
cooler is a good step in cooling charge temperatures, but
doing so allows incoming air to flow into the engine bay
through the gaping, empty hood scoop rather in the front
bumper’s inlet, where it needs to pass through intercooler
and radiator cores for cooling. To remedy the problem, use a
block-off plate or reverse cowl scoop to direct airflow out-
ward, reducing coolant and engine bay temperatures. Late-
model STIs are also equipped with a much smaller radiator
than any previous Impreza units, including the ’92-’00 GC8.
Good friend and South Coast Subaru parts manager Ferdie
Eng experienced the limitations of the smaller OE core first-
hand, when lapping Buttonwillow Raceway caused coolant
temperatures to spike to 225 degrees Fahrenheit. Looking
for a solution to keep the EJ25’s temperatures in check,
Ferdie contacted Koyo Radiators for their newest Hyper V
Core, engineered specifically for the Subaru STI.
AUGUST2010 / ISSUE#137
IMPORT TUNER MAGAZINE
Subaru OE Radiator
measuring 16mm
(0.63-inch) in core
thickness
Contrary to popular belief, running a larger
radiator doesn’t always mean improved cooling.
The key to cooling is found in the design of the
radiator’s fin pitch (number of heat-sinking fins
per inch) and overall efficiency (how easily cool-
ant passes through fins, and how much it’s cooled
in doing so). The Koyo 36mm core, with its high-
density fin pitch, catches more air as it enters the
core to maximize cooling. The newly offered radi-
ator also comes with a 1⁄8-inch NPT plug welded
on the upper end tank to fit an optional coolant
temp sensor, so you don’t have to cut your radia- This Koyo V spec radiator cut-away
tor hose and splice one in. Upgrading to the Koyo (left) shows how its larger sized
internal cooling tubes are designed
V Core radiator improved coolant temperatures flat, to increase capacity with a
in the Subaru during a Buttonwillow Raceway larger surface area to aid in efficient
track session in 116-degree track conditions. cooling, vs. the OE unit (right). Koyo
Coolant temperatures remained consistent at uses a one- to two-inch or dual one-
inch diameter tube (depending on
189 degrees throughout the day, with the high- manufacturer specs), compared to
est recorded temp momentarily reaching only a 0.5-inch tube for most OE copper/
213 degrees Fahrenheit. brass applications.
10. 08. 2nr / 5 9
 TECH KNOWLEDGE
Honda engineers provided the Civic with an economi-
cal plastic and aluminum/copper/brass radiator that
keeps the engine cool while still being lightweight. But
over time, dirt, corrosion, and even bits of rubber from hose
breakdown can lodge themselves in the radiator, causing
the unit to become less efficient and eventually overheat.
Equipped with the D-series engine, the Honda Civic uses
a half-width, single-core, 16mm (5⁄8-inch) thick radiator—
sufficient for the 102hp DX and 125hp EX, but less than
ideal on Civics with engine swaps or turbochargers. Using
the factory half-width radiator on a high-output engine at
the track can be catastrophic if the radiator isn’t efficient
enough to dissipate heat. Constant heat being built up in
the radiator can cause coolant temperature to skyrocket
and the engine to overheat.
60 / impo rt t un e r.c o m
HONDA CIVIC
Some Civic owners prefer using a half-width radiator to
reduce weight, save money, or make space for a custom turbo
setup or equal-length header. Upgrading to an aluminum radia-
tor like the Koyo R-Core, with its 53mm (2.08-inch) dual core,
allows for better efficiency in dissipating heat from its larger
coolant capacity. The Koyo radiator’s tubes, fins, end tanks,
and brackets are brazed in a state-of-the-art Nocolok furnace,
bonding all components to resist damage from vibration,
oxidation, and road debris. Road-raced Civics require a much
more stout cooling system, due to the extended periods of
time spent under hard driving as opposed to the quick spurts
of hard street driving or drag racing. For endurance drivers
who require the best in cooling, we recommend upgrading the
half-width unit to a properly engineered, full-sized radiator that
offers more flow capacity and improved efficiency.
FREE SHIPPING .com
BODY STYLING ENGINE PERFORMANCE EXHAUST SYSTEMS SUSPENSION BRAKES WHEELS & TIRES ACCESSORIES

MONDAY - THURSDAY 7am - 6pm PST

VISIT STILLEN.COM TO KEEP UP WITH OUR NEW PRODUCT RELEASES
FRIDAY 7am - 5pm PST SATURDAY 8am - 2 pm PST

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PRICES SUBJECT TO CHANGE
QUANTITIES OF SALE ITEMS ARE LIMITED
 TECH KNOWLEDGE
NISSAN R35 GT-R
On the track, the R35
GT-R is infamous for
overheating issues with
its twin-clutch trans-
mission. When driven
under extreme conditions,
high temperatures switch
the trans into auto mode,
automatically up-shifting
to Sixth gear until it has
cooled off. After numer-
ous laps around Japan’s
Fuji Speedway, HKS
engineers data-logged
the factory R35 GT-R’s
transmission oil tempera-
ture as it triggered a “fail
safe” mode at 140-145
degrees Celsius (284 to
293 degrees Fahrenheit).
Elevated clutch tempera-
tures also caused the vehicle to automatically switch from
all-wheel drive to two-wheel drive, even when the transmission
62 / imp o rt t un e r.c o m
oil temperatures were recorded below 140 degree Celsius (284
degree Fahrenheit).
HKS’ recently released DCT (Dual Clutch Transmission)
Cooler Kit effectively cools the transmission and keeps
oil temperatures low even during prolonged circuit use.
Integrated with the factory water-cooled transmission cooler,
the DCT Cooler Kit also assists in reducing the GT-R’s overall
engine coolant temperature.
HKS designed the DCT cooler core to fit within the car’s
front left fender, and sit enshrouded in a specially designed
Fiber Reinforced Polymer (FRP) air duct which directs airflow
into it. The transmission’s stock heat exchanger and HKS
thermostat are integrated into the DCT Cooler, along with
a specially designed oil outlet attachment that allows the
cooler to stabilize oil temperature in a shorter amount of
time than the OE unit. A set of -10 AN oil lines replace smaller
factory lines to reduce resistance and increase flow, ensur-
ing proper oil supply to and from the transmission. During
testing at Fuji Speedway, water temperature was reduced by
an average of five degrees Celsius (41 degrees Fahrenheit),
enabling the GT-R to make continuous laps around the circuit
while maintaining a constant oil temperature of 127 degrees
Celsius (260 degrees Fahrenheit).
 TECH KNOWLEDGE

RADIATOR SHOOTOUT:
OEM VS. AFTERMARKET

Factory radiators were designed to perform well in daily driven

conditions, but have a tendency to fail under strenuous heat cycling
and endurance situations. To show the advantages of upgrading to an
aftermarket radiator, we conducted a series of temperature tests with
an EVO IX using its factory radiator versus a Koyo aluminum radiator
to see if upgrading the radiator is a worthwhile investment for most
owners. We headed down to HB Speed in Fountain Valley, CA, to make
use of their Dynomite data acquisitions dynamometer to datalog coolant
temperatures during test runs with each variant installed. Before testing,
we set up four high-powered fans and retrofitted two HKS temperature
adapters with K-type thermocouple sensors on upper and lower radiator Speed’s Jon Drenas assisted in data logging temperatures on the dyno,
hoses to monitor the temperature of coolant flowing into and out of the and ambient air temperature, cylinder head temperature, and idle tem-
radiator. A thermocouple delivers a quicker, more accurate response to peratures were logged before and after each session.
rapid temperature changes in comparison to common in-dash water Pitting the OEM radiator against the Koyo R-Core aluminum unit,
temperature meters. our first test commenced with a full-throttle dyno pull to redline. With
The EVO was given four hours between each dyno run to completely an ambient air temp of 95-degrees Fahrenheit, the data graph showed
cool off and was tested using only water, to maintain consistency. HB the 53mm-thick Koyo aluminum unit displaying a clear advantage over
the stocker. Both radiators began testing at 175 degree Fahrenheit, and
comparative data between the two radiators showed the aluminum Koyo
radiator maintaining coolant temperatures three to four degrees cooler
TEMP (FAHRENHEIT)

than the OEM unit throughout testing.

The final comparison was an endurance test in which the EVO was
spun on the dyno at a constant 4,000 rpm at five pounds of boost for
an elapsed time of 60 seconds to simulate a gradient uphill climb. With
our Koyo radiator in place, coolant data collected from the upper radiator
hose to the cylinder head ran about seven degrees cooler, and coolant
entering the engine was four to five degrees cooler than stock.
Remember, there are two more platforms to explore in the “Tech”
RPM
section of importtuner.com. Is yours on the list?

HOTBOX HB SPEED
714.378.DYNO (3966)
WWW.HBSPEED.COM
KOYO RADIATORS
949.727.7054
WWW.KOYORADRACING.COM
HKS
310.491.3300
WWW.HKSUSA.COM

64 / imp o rt t un e r.c o m
HIGH-FLOW
INTAKE SYSTEMS
+24 MORE HORSEPOWER
ON A STOCK 2010
MAZDASPEED 3 2.3L
# 69-6012TS*
* Street legal in most states. Not legal for use in California
or other states adopting California emissions standards.

- Huge Power Gains

POPULAR INTAKE SYSTEMS
- Better Engine Sound Honda Accord 1994-97 2.2L 69-1208TS +5 hp
Honda Accord (SULEV) 2004-07 2.4L 69-1209TS +7 hp
- Washable and Reusable Honda Civic 2006-10 1.8L 69-1013TS +5 hp
- Easy to Install Honda Civic EX 2001-05 1.7L 57-3513 +4 hp
Honda Civic Si 2006-10 2.0L 69-1014TS +7 hp
- Won’t Void Factory Warranty Infiniti G35 Coupe 2003-06 3.5L 69-7080-1TS +9 hp
Mazda 3 2005-09 2.0L 69-6010TS +5 hp
Mazdaspeed 3 2007-09 2.3L 69-6011TS +25 hp
Mitsubishi Evo X 2008-09 2.0L 69-6546TWR +21 hp
Nissan Altima 2007-10 3.5L 69-7062TTK +9 hp
Scion tC 2007-10 2.4L 69-8614TS +8 hp
Subaru WRX STi 2008-10 2.5L 69-8005TTK +17 hp
Toyota Camry 2002-06 2.4L 69-8609TTK +6 hp
Toyota Camry 2007-09 2.4L 69-8610TTK +14 hp
Toyota Yaris 2006-10 1.5L 69-8612TFK +4 hp

Part number and vehicle specific horsepower data shown,

results will vary for other part numbers and/or other vehicles.

High-Flow Air Filters™

and Wrench-Off Oil Filters™
also available

LOOK UP THE EXTRA

HORSEPOWER FOR YOUR
CAR AT kNFILTERS.COM/IT

1.800.437.1304 ext. 2010

©2010 K&N Engineering, Inc.

 TEXT AND PHOTOS BY DINO DALLE CARBONARE FD3S RX-7

RUN WITH
THE DEVIL
You’re looking at RE-Amemiya’s new favorite car.

68 / imp o rt t un e r.c o m
 AUGUST2010 / ISSUE#137
IMPORT TUNER MAGAZINE

F
or years now, the popular video series Hot Version has been pitting some of Japan’s most
highly tuned cars against each other. Sponsored touge battles held at the narrow Gunsai roads
have become legendary, as triumph here is every bit as much due to driver as car. Becoming “King
of the Hill”—as is the winner’s title here—has become one of the most coveted accomplishments, and
RE-Amemiya has always been one of the strongest contenders. After winning countless battles with their
renowned baby blue FD3S, they’ve officially introduced a brand-new car, one they have named Maou. This
retina-piercing, lime-green RX-7 grabbed the touge champion title in 2009, as documented in vol. 102 of
Hot Version, and will be trying—like the previous blue machine which claimed Touge Max Champion status in
2006-2007—to dominate time-attack and drift competition in coming years. After seeing the car first hand
under the lights of the Tokyo Auto Salon earlier this year, we tracked down Ken Amemiya for a one-on-one
with the soon-to-be-legendary “King Devil”, as its name translates in English.

10. 08. 2nr / 6 9

 IF A CAR IS FAST AT GUNSAI,
IT IS FAST PRETTY MUCH
EVERYWHERE, AND GETTING
THE FINE BALANCE BETWEEN
RESPONSE AND HANDLING IS
WHERE THE SECRET LIES.

70 / imp o rt t un e r.c o m
 / RUN WITH THE DEVIL

As Amemiya-san explains, the most important quality to mind when building a car for the
Gunsai touge is balance. Its narrow tarmac leaves little room for error, and tight turns demand
a driver approach with caution and finesse, rather than simply flooring through them with
excess power. It is because of this that the strongest competitors at Gunsai more often mimic
modified street cars than all-out drift- or time-attack machines commonly found at circuits
like Fuji or Tsukuba—don’t think it’s coincidence that RE-Amemiya built this car in a way to
which owners of road-going RX-7s can relate when trying to modify their own cars.
But let’s back up a bit, to a time before the green machine was given to the Hot Version team,
comprised of the legendary Keiichi Tsuchiya, Manabu Orido, Nobuteru Taniguchi, and Akira Iida. It
was Tsukuba where the car’s initial testing and shake-down tuning occurred. With feedback from
Taniguchi, the car’s suspension was finely tuned and mapping of a tried-and-true Power FC ECU
was developed to optimize throttle response and power delivery from the buzzing, side-ported,
400hp, freshly rebuilt and balanced 13B underhood. Surprising to some, the stock turbos remain;
again, a product of a greater need for throttle response and mid-range torque than peak power.
But a smaller turbo setup suffers in the amount of heat it generates, so RE-Amemiya elected to
don the space in front of the FD’s compact twin-Wankel rotary mill with one of their signature
V-mount setups, which positions a custom front-mount intercooler atop a custom radiator,
opposed at angles to each other, and to the direction of travel. Incoming air is scooped in from
the front bumper’s inlet, channeled toward each unit via custom carbon fiber ducting, and then
exits the radiator under the car, and the intercooler via vents in the car’s hood, while ensuring the
intercooler doesn’t warm airflow to the radiator, which would otherwise happen with a traditional
front-mount setup. The remainder of the system consists of two Trust Airinx filters purify intake
charges, and an RE-Amemiya signature Dolphin Tail titanium exhaust. Keeping demo cars road
legal is very important to Japanese tuning shops, so a Sports Catalyst from the RE-Amemiya cat-
alog was thrown in for kicks. And of course, the drivetrain had to be strengthened with a Sports
Clutch Kit and limited-slip differential, also from RE-Amemiya.
Touge, or “mountain passes”, are just regular roads—often roughly paved, with differing
cambers and surfaces. As you can imagine, suspension choice and setup can make all the dif-
ference. While quadruple-adjustable Moton dampers and ultra-stiff Sprint springs may be the
winning setup for Tsukuba cars, that’s exactly what you don’t want for stretches of road like
Gunsai, where handling control is based heavily on stability over rough terrain. Which is why

10. 08. 2nr / 7 1

 THE GENKI 7
RE AMEMIYA’S
OLD FAVORITE CAR
Wild as its avant-garde styling was, Amemiya-
san’s predominant project last year was built for
one practical purpose: to prove to the world that,
16 years after its introduction, the FD3S RX-7
should still be regarded as a contemporary, if
not timeless machine. Its baby blue hues, dra-
matic widebody, controversial Lotus headlights,
and atypical wheel covers gave it the appeal of
a futuristic machine, but beneath all its show-
stealing aesthetic beat a heart of performance.
This month’s green machine was built strictly
with performance in mind (OK . . . maybe there’s
a little flare mixed in), incorporating many of
the power benefits developed for baby blue. The
widened stance of today’s Greddy 3-clad car
matches that of the Genki 7’s unorthodox re-
body; the two cars’ carbon-infused V-mounts
and tucked engine bays look almost identical,
aside from the obvious change in hue; even the
Dolphin Tail titanium catback, carbon rear wing
and Enkei rollers seen in today’s car were pres-
ent in the Genki 7 before it. But whereas the
Amemiya team converted the Genki 7’s stock
twins to a single Trust TD07H-25G turbo, they
elected to retain them in the new machine, for
even faster throttle response and more plentiful
low-end oomph. And why switch to an all-new
body kit if the Genki 7’s provided the same wid-
ened stance? Aside from the more traditional
style of the Greddy 3, it was designed to unbolt
in a hurry—perfect for Gunsai, where hitting the
wrong pothole mid-turn might have you swapping
intercoolers on the side of a very narrow road.
72 / impo rt t un e r.c o m
DG5 was called in: to custom valve and pressurize their adjustable dampers according to
Amemiya-san’s specifications, and then match them with the proper springs. Amemiya cars
have developed a reputation for dominating the corners of Gunsai, catching up even to the
most powerful machines. The FD chassis does have its advantages over others here, with its
constrained curb weight and excellent distribution, but in the case of Amemiya-san’s latest
machine, Brembo F50 calipers, two-piece Project Mu slotted discs, and high-friction brake
pads make all the difference. His opinion is that allowing drivers to brake into turns later, and
power out of turns earlier, sustains higher speeds throughout the course.
Being an RE-Amemiya car, the “Devil King” sports a full Greddy 3 transformation, which
drastically alters the car’s stock lines. The look may not be to the liking of everyone—
especially its much-debated rear end—but there’s no denying the car looks mean and
remains functional. The front end sports a much rounder contour, thanks to the bumper
which also incorporates a built-in lower lip spoiler. The headlight conversion exchanges
the factory pop-ups for HID IPF projectors, housed in a custom-built enclosure, for that all-
important GT look and aerodynamic. Wider front and rear fenders plump the stance of the
car, and the carbon fiber aero hood and rear hatch shave considerable weight. The rear
is all custom and replaces the stock trunk line with a whole new swooping bumper and
hatch ensemble, which, with the kit’s bespoke light clusters, really loses the RX-7’s iden-
tity when viewed from the rear—we love it, some hate it, so Amemiya-san now offers a
slightly less radical rear option. The carbon rear wing, like the front canards, is there solely
to develop downforce at speed—there are, after all, fast sections of Gunsai.
If you think the body color is a little over the top, then RE-Amemiya has achieved their goal:
shock! This is a demo car, and the color was chosen for its ability to burn into the hippocam-
pus of anyone who gazes upon it. The interior has been made only slightly less obnoxious, with
the Bride fixed bucket seats quieting the stage. Red Sabelt harness keep occupants pinned
down even through the most challenging twisties, but it’s the green carbon-effect panels
and steering spokes that may bring some to tears. Remember: Demo car. M7 gauges on the
passenger side and a boost controller can also be found here, along with a steering-column-
mounted boost gauge joining a 300 km/h combination meter set, both from RE-Amemiya.
With its lightweight Enkei GTC01s clad in ultra-sticky Yokohama Neova AD08 rubber,
Taniguchi managed to lap Tsukuba with this beast in 1:02—a very impressive time for an
FD running “only” 400 hp from stock turbos. With one Touge Max title to his name, Ken
Amemiya is hoping to grab another title this year with Maou. Don’t call us devil-worship-
pers, but after seeing how much heart and soul the Amemiya crew has invested in this
machine, we’ll be praying they realize their dream!
 RUN WITH THE DEVIL / head to the message boards
at www.importtuner.com to chat about this feature vehicle

BEHIND THE BUILD NAME.

RE-AMEMIYA

AGE.
YOUNG, JEEZY

HOMETOWN. FD3S RX-7

FLO-RIDA (Chiba, Japan)

OCCUPATION.
OUTPUT: 400 HP @ 5,000 RPM, 340 LB-FT @ 5,700 RPM HOTBOX
ENGINE 13B side-ported engine; RE- EXTERIOR RE-Amemiya Super Greddy 3 RE-AMEMIYA
GANG STARR Amemiya V-mount aluminum intercooler, complete kit (fiberglass front bumper, WWW.RE-AMEMIYA.CO.JP
radiator, piping, carbon fiber shrouding, rear bumper, front fenders, rear over-
BUILD TIME. Dolphin Tail titanium cat-back exhaust, fenders, side skirts), carbon fiber hood, DG-5 (DRIFTSPEED)
TOO SHORT aluminum pulley kit, oil catch tank, fuel- front canards, rear hatch, front lip, rear 562.342.9000
pressure regulator, braided fuel lines, oil spoiler, Super Door Mirror, wiper arms, WWW.DRIFTSPEED.COM
FEEDBACK. filler cap, oil filter, Sports Catalyst, wire door handles, HID Type H11 headlight
www.re-amemiya.co.jp tuck; GReddy Airinx air filters; Odyssey kit, Shark Fin antenna; custom bright- BRIDE (TEES USA)
battery; Apex’i Power FC; HKS EVC; M7 ass green paint 310.533.8856
HOBBIES. Japan electronic boost controller INTERIOR RE-Amemiya white 300 km/h WWW.TEES-USA.COM
JOCKIN’ THE B*THCES, SLAPPIN’ DRIVETRAIN RE-Amemiya Super Plate meters, boost gauge, column pod,
THE H*ES Clutch, Super Racing LSD carbon-look green trim, shift knob, YOKOHAMA TIRE (USA)
SUSPENSION DG5 coilovers, custom-valved leather shifter and hand-brake boots, 800.722.9888
QUOTE. and sprung for RE-Amemiya; GReddy carbon scuff plates; Bride Low Max WWW.YOKOHAMATIRE.COM
“PROTECT YA NECK!” front strut tower bar bucket seats; Sabelt harnesses;
WHEELS/TIRES 17x9.5 +38mm offset Enkei Personal green carbon-look steering ENKEI
GTC01 Racing Prototype wheels (front wheel; M7 Japan gauges (oil pressure, oil 800.875.3100
and rear); 255/40-17 Yokohama Advan temperature, water temperature) WWW.ENKEI.COM
Neova AD08 tires (front and rear) ELECTRONICS Alpine MDA-W925JB head
BRAKES Brembo F50 four-piston front unit ALPINE USA
calipers; Project Mu two-piece discs, 800.421.2284
pads, lines WWW.ALPINE-USA.COM

74 / imp o rt t un e r.c o m
 INTERVIEW BY CARTER JUNG
PHOTOS BY CARTER JUNG MAKE UP: TONY RIVERO STYLIST: MACK PHOLSINA

78 / impo rt t un e r.c o m
 AUGUST 2010 / ISSUE#137
CZECH MATE / MARIE KIM
TOP AND BOTTOM BY MACK PHOLSINA

“Do you want me to sit up on the ledge for

the next shot?”
I barely make out Marie Kim’s question. We’re
44 stories high in Midtown Manhattan with stun-
ning views of the Hudson River on one side and
the iconic New York skyline on the other, and the
afternoon wind is roaring across the roof top.
Randy, the videographer, and I walk up to the
rim of the building and peer over the edge into a
sea of Yellow cabs and pedestrians hundreds of
feet below us. Marie’s got balls. Big ones. In the
figurative sense.
Raised in a small town in the Czech Republic,
her grandmother and mother made the trek to
the States five years ago in search of new oppor-
tunities. And in that short amount of time, the
Vietnamese, Czech, and German Ms. Kim seized
every capitalistic moment, learning English on a
fluent level, earning a scholarship to a college in
Manhattan, posing in front of a camera or two
dozen, and accidentally picking the modeling
surname of a Korean. Hey, not everyone’s per-
fect. At least she has more stones than a pair of
Angelinos used to life at lower altitudes. And why
would Marie be afraid of heights? A statuesque
5’ 10”, and living the American Dream, all she’s
done is kept climbing. A rising star, for now, we’ll
keep her a few feet lower than she’s used to.

10. 08. 2n r / 7 9
 Your last name’s Kim, the Korean equivalent of “Smith”, is that your nationality? Ooh! Did you give her mouth-to-mouth?
No, actually my Vietnamese name is Kim Anh so I figured I’d combine it with my Czech Unfortunately, for you, your readers, and my class-
name, Marie, for modeling. I didn’t know that it was the Korean “Smith” till I already start- mates, no. [laughs]
ed going by it. [laughter]
Have you ever given another girl mouth-to-
Vietnamese and Czech, how did that combo come about? mouth?
My mum actually moved from Vietnam to the Czech Republic and met my dad. The rest Are you asking whether I gave mouth-to-mouth or I
was history. got freaky with another girl? Is this a trick question?
[laughs]
Where in the Czech Republic are you from?
Usti nad Labem! And I wouldn’t trade my experiences growing up there for anything. It Take your pick.
made me who I am now. Well, it was my girlfriend’s birthday a few years back
and eight of us girls . . .
That’s a mouthful. Is that some sort of a village?
[laughs] It’s a city! The ninth largest. Since you work with models, I should have you know Eight girls? I like where this is going. [laughter]
that it’s famous for having some of the hottest girls on the planet. So we went to a club in the city to celebrate, but it
got boring after a while so we hopped in a limo and
Who are some hot Usti nad Labemians? took off to Long Beach [Long Island, NY]. When we
There are actually a few but the most famous is Karolina Kurkova, the Victoria’s Secret got to the beach, we all took off our clothes and
model. Hopefully one day I’ll get to work with her! started playing in the water.

When did you emigrate from the Czech Republic? Butt-ass naked?
A little over five years ago. My family and I moved to Stony Brook, Long Island in New No! We still had our bottoms on.
York.
When did the CPR happen?
What was the biggest culture shock? Afterwards, in the limo, we were all wet and cold . . .
Hmm . . . probably that people in the U.S. are so religious? Czechs tend to party hard and let’s just say we warmed each other up.
not really think about the repercussions.
You should type up that story and submit it to
My kind of peeps. And now you’re in Manhattan—did you move to the city to pur- Penthouse. You’d totally win a prize. Any other
sue modeling? girls you would play tongue twister with?
Actually, I moved to Manhattan to make my grandmother proud and make something of Adriana Lima. She has the juiciest lips on the planet.
myself. I finished high school in Long Island, and after I graduated, I received a scholarship
to attend New York Institute of Technology for architecture. How about a fellow Prestigious Model?
No way! They’re like my sisters.
Architect? Wowsers! So can you design?
Yes! I’m pretty good at it, too. My designs take cues from Italian and modern styles. Which would make it even hotter. [laughter] On
the subject of PM Models, how did modeling
So, uh, when it comes to, um, “buildings”, do you prefer short and girthy or tall come about?
and thin? It was really random. My friend asked me to come to
Tall and thin. But they have to be interesting. [laughs] a PM Models casting with her for support but I ended
up getting picked.
East Coast/West Coast beef: Golden Gate or Brooklyn Bridge?
Brooklyn Bridge, baby. No other bridge in the world looks as gangsta! Have you been to a lot of car shows?
I’ve modeled at a bunch of HIN events and a bunch of
Have a favorite New York moment? other car shows. I was also at the New Jersey round
The city is so alive at all hours and there are so many great moments, small and large. I of Formula D last year.
can’t think of just one.
Are you into tuned cars?
What about restaurant? Yes! There’s just something about them that’s so
I love sushi, so it would have to be Nobu. hot!

When it comes to men, what do you look for? What’s the first thing that draws your attention?
All a guy needs to be is funny. If you can make me laugh till my cheeks hurt, you’ll win my The sound and the speed! The faster and scarier a
heart. That, and you have to be non-hairy! guy can drive the more I get turned on!

How about a furry dude with access to industrial-grade shavers?
[laughs] No, not even that. His hair will just grow back.
Ok, so what if he was chimp hairy but Chappelle funny and took you to a really
nice restaurant?
Still a no. I’m a cheap date. Take me to Taco Bell or KFC and I can still fall in love with you.
In L.A., we have fusion Taco Bell/KFC in one restaurant.
Really? That’s hot.
So when you’re not modeling, what do you like
to do?
I love hanging out with my close friends. Party or chill,
it doesn’t matter. I’m pretty easy going and have fun
no matter what I’m doing! I spend most time with my
puppy, Baby Bear—she’s the love of my life! She’s a
diva and she got it from her mamma! [laughs]

Fire-sauce-drenched-Mexican-Pizza hot. Besides architecture, have any other

skills?
I love to swim. I have a lifeguard certification, including CPR and first aid.

So you’re like the Czech-Vietnamese Pamela Anderson. Only taller . . . and hotter!
David Hasselhoff or Michael Phelps?
Michael Phelps without a doubt. He’s the real deal.

And with his herbal proclivity, would be totally down for the KFC/Taco Bell thing.
Ever rescue anyone?
I was at school when a classmate fainted in the halls. Everyone freaked out but I was able
to help her . . .

80 / impo rt t un e r.c o m
CZECH MATE / MARIE KIM

10. 08. 2nr / 8 1

 MARIE KIM
Height: 5’10”

Measurements: 32D-24-35

Ethnicity: Czechoslovakian-Vietnamese-
German

Birthday: January 1st

Sign: Aquarius

Hometown: Usti nad Labem,

Czech Republic

Website: www.msmariekim.com
www.prestigiousmodels.com

Thank you list:

All my fans and friends who
have supported me!!

To see exclusive behind-the-scene

video and interview, log onto
www.importtuner.com
82 / impo rt t un e r.c o m
 ENGINEERED AND
BUILT IN THE U.S.A.

SPEC offers a huge variety of products, all engineered

to win: thousands of applications, seven stages of
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 POWERPAGES THE DYNO DOESN’T LIE

’05HONDAS2000(AP2)
DYNAMOMETER MODEL: DYNO DYNAMICS 450DS AWD TESTING FACILITY: ATX MOTORSPORTS INSTALLATION: MIKE MARKOWITZ
TUNING: BRENDAN MORAN TEXT AND PHOTOS: BRENDAN MORAN

Dyn
o 1 BASELINE
PROS
In ’04, the Honda S2000’s manically revving 2.0L F20C engine was
200 replaced with the 2.2L F22C. Although the peak horsepower output
between the two motors remained at 240 hp, the F22C displays a
broader torque curve, increasing output by 9 lb-ft to 162 lb-ft, thanks to
180
74.0˚ a 6.7mm increase in stroke. Like earlier models, the ’05 S2000 possess-
Temp P
L INE H
BA S E es a hybrid monocoque body, high X-bone frame, and a near perfect
TQ
160 BA S ELINE 50/50 weight distribution, making it a favorite amongst track warriors
and tuners alike.
140
CONS
Although extracting power from a smaller displacement, naturally

166.5
120 HP aspirated engine is always challenging, the F20C and F22C are notori-
ously stubborn in delivering gains. Using such a temperamental car for

113.9
TQ
this particular Power Pages, we’ve selected parts that are guaranteed
100
to maximize performance throughout the entire power band, particu-
SAE (HORSEPOWER & TORQUE)

larly focusing on the 5,000 to 6,000 rpm range.

80
NOTES
8.5 We were a bit surprised by the lower-than-expected baseline numbers
8.0
60
.0
7.5 produced by our S2000. This particular car has
6.5 seen more than a few track days, and is daily driv-
6.0
40
5.5 en with over 60k miles on the odometer. Factoring
5.0
RPM (x
1000
)
4.5 in that we were testing on a Dyno Dynamics
4.0
3.5 dynamometer, which has a reputation for being a
20 .5 3.0
2 heartbreaker, we more than likely had the reasons
behind our low baseline readings. Don’t read too
much into peak baseline numbers; power and
torque differences will always exist between
various dynamometers. The dyno should always
be regarded as a tuning tool to monitor how an
engine responds with modification.
86 / impo rt t un e r.c o m
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 POWERPAGES ’05 HONDA S2000 (AP2)

TODA “TORQUIE-KUN” 4-2-1 EXHAUST MANIFOLD

PARTS that builds Toda Formula 3 and 4 race car com-
Toda Header ponents. The header’s horsepower and torque
gains were evident in the mid-range once
TOOLS VTEC was engaged. Installation was effortless,
10-, 12-, 14-, and 22mm sockets, 10-, 12-, 14-, thanks to precise fitment and craftsmanship.
and 22mm open-end wrenches, ratchet, exten- Since this manifold retains the factory catalyst
sion and swivel socket, WD-40, PB Blaster and stock O2 sensor, it won’t throw any annoy-
ing check engine lights (CELs), keeping your
INSTALLATION TIME S2K street legal in 48 states. The header also
90 minutes comes standard with an extra O2 sensor bung
and plug—a nice touch if you plan on tuning
PROS with an aftermarket wideband.
Toda’s new “Torquie-kun” exhaust manifold
features a 4-2-1, equal-length, tubular design, CONS
which helps boost mid-range torque without Although the header performed well in test-
compromising high-end power. The Torquie-kun ing, the cost-to-power ratio may simply be
header, like all Toda exhaust manifolds, is hand too high for S2000 owners to swallow, and
built at the Toda factory by the same team as many veterans know, coaxing additional
power from the F22C is never easy. But due
to the S2K’s diminutive curb weight, even
small gains can easily translate to real-world
performance.
NOTES
We would have loved to install our headers
on a lift, but one was not available at the time,
requiring us to resort to floor jacks and stands
for the install. With the chassis approximately
20 inches off the ground, it was surprisingly
easy to remove the stock header and replace it
with the Toda unit from underneath the frame,
requiring neither great effort nor the removal of
extraneous engine components. Although you
can reuse the stock header gaskets, it’s never
a bad idea to pick up new OEM replacements
to eliminate the chance of an exhaust leak.

13.4
AIN 5.3 to .9

o2
R Q UE G 00 range: t o 6
T O ,5 :2 .7

Dyn
0 to 3 range to 10
.9
• 2,00 to 5,500 ange: 4.0
0 0 e r
GAIN .0 to 5.1 • 3,5 ed li n
WER :0 0 to r
O R SEPO 00 range 1.1 to 7.3 • 5,50
H ,5 :
2 ,0 0 0 to 3 00 range 5.3 to 13.7
• ,5 :
0 to 5 range
• 3,50 to redline
5 ,5 0 0
•

7if4fer.e2nc˚e
200
m p
Tmeperature drun: +0.2
Te us
previo heit
180 from es Fahren
de g r e
P H
LINE
BASE INE TQ P
BA SE
L OLD HQ
MANIF T
E X H AUST MANIFOLD
160 TODA EXHAUST
TODA

140

120 GAINS
PEAK ELINE
BAS
OVER
100

.4 +5.9 HP
2
SAE (HORSEPOWER & TORQUE)

80 17 HP
+10.9
TQ

124.8
TQ 8.0
8.5

60 7.5
7.0
6.5
6.0
5.5
40 5.0
0) 4.5
(x100
RPM
4.0
3.5
3.0
20 .5
2

88 / imp o rt t un e r.c o m
 POWERPAGES ’05 HONDA S2000 (AP2)

K&N
PARTS
FUEL INJECTION PERFORMANCE KIT
(FIPK) INTAKE
with a conical filter and cold-air box, this test
Intake tube, air filter, hose clamps, brackets, proved there is still some power to be had by
cable ties, rubber trim, heat shield, filter further improving air induction. We suspect the
adapter, mounting hardware paper filter medium and an awkward airbox
design hampered the breathing ability of the
TOOLS F22C. K&N addresses both these issues by
Flat and Phillips-head screwdrivers, pliers, employing a simplified airbox design that moves
10- and 13mm and 7/16-inch sockets, ratchet, a free-flowing filter closer to the stock intake
long extension, masking tape and marker inlet, allowing the engine to ingest more cool
air. Providing respectable horsepower gains
INSTALLATION TIME throughout the power band and selling at a rela-
90 minutes tively low price, the K&N FIPK is one of the most
cost-effective modifications for the S2K.
PROS
The K&N FIPK intake is designed to increase CONS
power while remaining street legal in all 50 Installation of this kit was a bit more involved
states. Although the S2000 comes equipped than your typical aftermarket intake, requiring
the disconnection of several vacuum hoses
and fluid lines. Be sure to have masking tape
and a Sharpie to label and secure all the discon-
nected lines, as this will greatly expedite the
re-assembly process. Although the high-density
polyethylene (HDPE) material of the intake tube
provides improved airflow, it doesn’t exactly
“bring the bling” to the S2K’s engine bay.
NOTES
The step-by-step instructions to install the kit
are quite comprehensive, with over 30 individ-
ual steps to complete. Be sure you completely
read all the steps before attempting to loosen
the first screw. As with all K&N products, the
FIPK comes with a million-mile warranty and
K&N’s consumer protection pledge.

UE G
o 4.1
AIN nge: -3.2 t .1
o 3
Dyn
ra 7
TORQ to 3,500 nge: 3.8 to 5.2
0 ra to
• 2,00 to 5,500 ange: 1.7
0 r
GAIN to 2.3 • 3,50 to redline
WER nge: -1.1 6.4 0
SEPO ra • 5,50
HOR to 3,500 nge: 2.2 to 6.3
0 ra to
• 2,00 to 5,500 ange: 3.9
0 r
• 3,50 to redline
0
• 5,50

7if5fer.e5nc˚e
200

e m p
Tmperature drun: +1.3
Te us
previo heit
180 from es Fahren HP
IFOLD TQ
degre T MAN D
US ANIFOL
E XHA M
TODA EXHAUST
TO DA P
IN TAKE H
IPK E TQ
160 K&N FIPK INTAK
K&N F

140

UST
120
V E R EXHA
O OLD
MANIF
+3.8 HP

176.2
100
HP
SAE (HORSEPOWER & TORQUE)

+4.2 TQ

129.0
80

TQ
60
7.0
6.5
6.0
5.5
40 5.0
0) 4.5
(x100
RPM
4.0
3.5
3.0
20 .5
2

90 / impo rt t un e r.c o m
 POWERPAGES ’05 HONDA S2000 (AP2)

AEM SERIES 2 EMS

PARTS map uploaded to the EMS,
ECU, software, USB cable, serial cable, Velcro our F22C fired up with no
strips complaints. We altered
the fuel, spark and VTEC
TOOLS parameters on our first
Windows-based personal computer, flat and dyno pass, which allowed
Phillips-head screwdrivers the car to make massive
gains in hp and torque
INSTALLATION TIME through the midrange. Using our laptop, we the instructions for your vehicle’s initial start-
45 minutes compensated for the increased airflow provid- up are ample in detail, the documentation for
ed by our new header and intake by increasing AEM tuner software could be more compre-
PROS the fuel curve and altering VTEC engagement, hensive for those less experienced in tuning.
AEM’s Series 2 EMS is a giant leap forward and the F22C created copious amounts of
over its predecessor, with an intuitive interface torque. NOTES
and features on par with stand-alone systems As great as the provided base map calibra-
costing three times its price. Most impressive CONS tion is for the S2K, it’s just a starting point. For
was how we were able to install, tune, and Since this unit is “for off-road use only”, it instance, none of the safety features—such as
generate horsepower gains with our S2K in lacks the emissions compliant programming knock sensor control and fuel compensation—
under an hour’s time. By utilizing the factory needed to pass inspection checks in many have been fully activated. In other words, don’t
harness and sensors, installation was very states. Adding an EMS in your daily driver may think you can just load the base map and hit
straightforward, requiring no special skills or lead to legal issues and/or stiff fines if you’re the track; doing so would more than likely end
tools. Once in place, and the included S2K base caught roaming the streets with it. Although with you in tears.

10.2
AIN 2.4 to .7
R Q UE G 00 range: t o 5
T O ,5 :1 .2
0 to 3 range to 21
.1
• 2,00 to 5,500 ange: 3.2
o 3
Dyn
0 0 e r
GAIN .6 to 6.4 • 3,5 ed li n
WER :1 0 to r
O R SEPO 00 range 1.2 to 5.3 • 5,50
H ,5 :
2 ,0 0 0 to 3 00 range 4.8 to 23.6
• ,5 :
0 to 5 range
• 3,50 to redline
5 ,5 0 0
•

73fer.e0nc˚e
200

e m p
T perature difrun: -2.5
Tem revious
p heit
180 from es Fahren
degre TAKE
HP
IPK IN E TQ
K&N FIPK INTAK
K&N F MS H
P
2 E
ERIES MS TQ
160 AEM SERIES 2 E
AEM S

140

120 GAINS
PEAK TAKE
IN
OVER
+12.10TQ
HP

188.2
100
SAE (HORSEPOWER & TORQUE)

HP
80 +10.
139.1
TQ 8.0
8.5

60 7.5
7.0
6.5
6.0
5.5
40 5.0
0) 4.5
(x100
RPM
4.0
3.5
3.0
20 .5
2
92 / imp o rt t un e r.c o m
 POWERPAGES ’05 HONDA S2000 (AP2)

200

180

GAINS OVER
160
188.2 HP
BASELINE
+21.7 HP
140 139.1 TQ
AND
+25.2 TQ
120

100
SAE (HORSEPOWER & TORQUE)

80 BASELINE HP K&N FIPK INTAKE HP

BASELINE TQ K&N FIPK INTAKE TQ

TODA EXHAUST MANIFOLD HP AEM SERIES 2 EMS HP

TODA EXHAUST MANIFOLD TQ AEM SERIES 2 EMS TQ
60

40

RPM (x1000)
20
2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5

CONCLUSION
Although peak gains may not impress the guys at
the local meet, massive improvements to the torque
curve are instantly appreciated on the street. The
F22C doesn’t give up peak power easily, yet we’ve
seen that with a little mechanical love in all the right
places, overall improvements in horsepower and
torque can be made a reality.

BANKROLL
TODA “TORQUIE-KUN”
EXHAUST MANIFOLD $1,350
K&N FIPK INTAKE $299
AEM SERIES 2 EMS $1500
MSRP TOTAL $3,149

CONCLUSION HP Level +HP TQ Level +TQ

HOTBOX
TODA RACING USA
BASELINE 166.5 113.9 WWW.TODARACINGUSA.COM

TODA EXHAUST MANIFOLD 172.4 5.9 124.8 10.9 K&N ENGINEERING

WWW.KNFILTERS.COM
K&N FIPK INTAKE 176.2 3.8 129.0 4.2 AEM PERFORMANCE ELECTRONICS
WWW.AEMELECTRONICS.COM
AEM SERIES 2 EMS 188.2 12.0 139.1 10.1
ATX MOTORSPORTS
FINAL 188.2 21.7 139.1 25.2 WWW.ATXMOTORSPORTS.COM

94 / impo rt t un e r.c o m
AD INDEX
ANDYS AUTOSPORT INTEGRATED STR 32-33
BUYWHEELS TODAY.COM 66
CASTROL OIL 15
CLARION SALES CORP 75
CMI CLUTCH MASTERS 65
CONTINENTAL TIRE THE AMERICAS LL C4
DESIGN ENGINEERING 93
DISCOUNT TIRE CORP 23, 24-25
EBC BRAKES USA INC 19
EMOTIVE 47
ENERGY SUSPENSION 20
ESCORT INC 13
FALKEN TIRE 63
FORMULA DRIFT HOLDINGS LLC 56
HANKOOK TIRE AMERICA CORP 7
HARBOR FREIGHT TOOLS 87
HONEYWELL 5
HYPERTECH INC 77
INOVIT INC 41
JE PISTONS 91
K&N ENGINEERING 65, 85
LUMINICS USA 89
MACKIN INDUSTRIES 83, 84
MAXZONE VEHICLE LIGHTING 76
MOBILE TECHNICAL TRAINING 93
MOTHERS POLISH CO 10, 11, 21, 55
MOTOVICITY DISTRIBUTION 89, 95
NIPPON THERMOSTAT OF AMERICA COR 89
PROLONG SUPER LUBRICANTS 27
PRO MOTION DISTRIBUTING 43, 45, 23, 91
RPM EVENTS 67
SEIBON INTERNATIONAL 53
SPEC INC 84
SPOCOM 29
STEVE MILLEN SPORTPARTS INC 61
SUMMIT RACING 39
TENZO 73
THERMO TEC 18
TSW ALLOY WHEELS C2-3, 9
UBERWURX CAR CARE 85
UNIVERSAL TECHNICAL INST - LICN C3
VIS RACING SPORTS 28
WHEEL WORLD 57

The advertiser index is provided as a service

to Import Tuner readers. Import Tuner is not
responsible for omissions or typographical errors
in names or page numbers.
 POWERGEAR EXPOSING THE NEW HOTNESS

01 ROAR FILTER
New, from a company known for performance products hand-
crafted for high-end European exotica, comes a carbon fiber
intake system for the Lexus IS F. Combining the heat resistance
and light weight of carbon fiber with the proven airflow benefits of
a velocity-stack-equipped cone filter, Roar Filter’s newest bolt-on
kit replaces the IS F’s restrictive factory flat-panel intake filter and
plastic intake box with a serviceable, poly conical element, carbon
fiber heat shield and high-flow tubing, all finished in high-gloss,
durable epoxy—providing the optimum balance of performance
and protection.
Roar Filter / www.roarfilter.com

02 UNORTHODOX RACING NISSAN

R35 GT-R PULLEY SET
Unorthodox Racing (UR) introduces a lightweight,
three-piece, billet aluminum pulley set for the
’09-up Nissan GT-R. The kit includes pulleys for
the crank, alternator, and power steering system,
with a combined weight of only 1.75 pounds—the
same OEM pulleys weigh 8.25 pounds. UR has
tested this rotating weight reduction to be good
for an additional 20 to 24 hp and 26 to 30 lb-ft of
torque at the wheels of a stock ’09 GT-R.
Unorthodox Racing /
www.unorthodoxracing.com / 631.586.9525

03 TURBOSMART E-BOOST STREET

Turbosmart’s e-Boost Street electronic boost controller gives you
total control over your vehicle’s boost curve using two available
boost settings, easily selected via a “turn-and-push” button or
external switch. The easy-to-read, three-segment display with
adjustable brightness can be configured for PSI, KPa, or BAR, and
includes a warning light to inform the driver of over-boost shut-
down or rev-limit, allowing the unit to double as a boost gauge,
tachometer, or shift light. Turbosmart’s e-Boost Street controllers
can maintain up to 40psi of boost, and feature an auxiliary output
that can trigger intercooler spray, methanol, or nitrous injection
systems. Each e-Boost Street includes a control unit, installation kit,
solenoid with mounting bracket, vacuum hoses, and hose clamps.
Turbosmart / www.turbosmartonline.com / 909.476.2570

04 ARD ROADMASTER RIDE DRIVING SHOES

In celebration of 5Zigen’s ’09 Super Taikyu ST-3 class season championship
win with their NSX, ARD, in collaboration with Asics shoes, has released the ARD
Roadmaster Ride driving shoe. Available in black or silver, the Roadmaster deliv-
ers both form and function, and is perfect for daily driving, open track days, kart
racing, or for (gasp) walking. The ARD Roadmaster Ride driving shoe is manufac-
tured exclusively for ARD and is available for purchase though 5Zigen dealers,
or online directly through 5Zigen.
5Zigen USA / www.5zigenusa.com / 310.608.5575

96 / imp o rt t un e r.c o m
 EXPOSING THE NEW LOUDNESS AUDIOGEAR
01 SONY XPLOD RECEIVER
The Sony WX-GT77UI double-DIN head unit features a two-line display
and a stylish, circular-themed thumb control that makes navigating your
favorite tunes simple. On the rear of the receiver is a USB port that enables
the connection of an iPod, which can then be controlled directly from the
head unit. The front has an auxiliary input that allows the connection of
other audio sources such as MP3 players, smart phones, and other audio
devices. The WX-GT77UI also features a built-in, three-band parametric
equalizer with several presets so you can get the most out of your music,
no matter what you’re listening to.
Sony / www.sonystyle.com / 877.865.7669

02 JUICEBAR MULTI-DEVICE POCKET SOLAR CHARGER

Harnessing the power of the sun, the JuiceBar Solar Charger enables you to charge several different
devices without toting around a ton of different charging units. This compact device is equipped with
solar cells that begin to generate electricity immediately upon contact with light, providing up to 15
hours of usage on a single charge. The JuiceBar charger includes 12 of the most commonly used
adapters for cell phones, iPods, MP3 players, portable gaming systems, and more.
Cable Organizer / www.cableorganizer.com / 866.222.0030

03 Kicker CompVR SUB BOX

Kicker’s CompVR Sub Boxes take the reputation and reliability of
dual-voice-coiled CompVR Subwoofers and combine them with
sturdy wood enclosures blanketed with gray carpeting and a
monogrammed carbon-fiber-look face. CompVR Subwoofers are
designed with rigid injection-molded cones, extra back bracing,
and extensive heat deterrents to endure the harsh demands of
producing big bass. CompVR Sub Boxes feature a custom-designed
combination vent/terminal cup, and oversized port space.
Kicker / www.kicker.com / 800.256.5425

04 PIONEER REFERENCE SERIES

COMPONENT SPEAKER PACKAGE
Components of Pioneer’s PRS TS-C172PRS 6.75-inch
speaker package use advanced materials and design to
produce natural, yet dynamic sound, enabling them to
deliver every musical note with accuracy and exceptional
clarity. The TS-C172PRS tweeter and mid-woofer combine
oversized diaphragms for extended frequency response,
with neodymium motor structures for maximum speaker
flexibility, to produce exceptionally rich sound.
Pioneer Electronics / www.pioneerelectronics.com /
800.228.7221

10. 08. 2nr / 9 7

 GOOD EXPOSURE

Can you believe this year’s more than half over? We sure as hell can’t, as our project cars sit in the same
spots—in nearly the same condition—as they have for the past year (decade for some, not naming
names . . . cough, Carter, cough). In the event that we’re not the only ones in need of a little mid-year
motivation, we have a trio of motion shots and the interesting perspective of one Honda roadster to re-
ignite the project-car fire under our asses. Now get out there and enjoy the season!
longshots@importtuner.com

SHOT
OF THE
MONTH
Mike Boldt
Alberta, Canada
www.mikeboldtphoto.com

Anthony Mair
Las Vegas, NV
www.anthonymairphoto.com

Jurrie Vanhalle
Malle, Belgium
www.vjimages.be

Sam McCargar
Edmonton, Alberta, Canada
www.flickr.com/sammccargar
98 / impo rt t un e r.c o m
 Want to make a living doing what you live for?

Actual UTI students.

UTI IS THE ANSWER.

At UTI, you can train to become an entry-level automotive technician in
about a year. You’ll get hands-on training on a wide range of vehicles
and automotive technologies, and gain the knowledge you’ll need for a
successful career. In fact, many employers recruit our students on
campus for immediate employment after graduation.

AUTOMOTIVE
MOTORCYCLE
MARINE
uti.edu
DIESEL
COLLISION REPAIR
1.800.314.8364
Programs vary by location. MSAT programs available to those who qualify.
Financial aid and VA benefits available to those who qualify. UTI cannot guarantee employment. MSC: 800/835