This thread on the bimmerforums shows us quite clearly why you should keep up with your automotive maintenance.  It is estimated that this poor E46 BMW managed to go 60k+ miles without an oil change!!! I am not sure what’s more amazing: that someone neglected an oil change for 60k miles or that this car was still running.

Oil Change FAIL.

Most people assume because I drive a high horsepower car and do not own a radar detector that I get a lot of tickets.  I don’t.  I simply like to think that I do what is called smart speeding.  Being in no position to argue and without speeding ticket since I was 17 years old I took the ticket without any fuss.  So upon returning from a relaxing weekend, I set out on researching the intricacies of getting a speeding ticket in Merced County.

A brief google and some forum surfing revealed that the CHP is at the top of their game.  Patrol cars are equipped with radars at the front and rear of the vehicles with the ability to track cars in traffic and going in either direction of the cruiser.  My bigger concern was whether or not I was eligible for traffic school.  The rule of thumb is that as long as you’re not going 25 or more over the speed limit, you will be eligible for traffic school.  Do not try this in a School Zone, please.  I also learned that judges have granted leniency up to 30mph over and that ultimately it is the judge who can reduce your “sentence” and fine.

Finally, I wanted to know what kind of damage I did to my wallet on my brief pre-Bonneville test session.  This is where things get interesting and rather upsetting:

This information is buried on page 62 of the Uniform Bail and Penalty Schedule which can be found at the CA court info website.  You should be able to google this juicy information for any state in the union.  For California, the chart can be confusing.  The 10/10 above means $10 for every $10.  You would assume this means that at $10 for every $10 of a $35 base fine you might be assessed an additional penalty of $35.  NO!  The state rounds your 35 base fine up and 10/10 is charged on the rounded up amount.  Does this seem wrong to anyone else?

Moving on, from the chart above you can see that I have a base fine, which I find reasonable in my case, a mere $70.  After that the state charges a penalty amount at 100% of base, another $70.  $140, still a reasonable fine.  Then the county gets involved and charges 70% of base for a $49 fine.  $189 is my total.  So I have forked over a fine for my crime, a cut for the state and a cut for the county.  You would think what I can be fined ends there.  You would THINK.

Nope.  The DNA Identification Fund (which has what to do with my speeding ticket?!?!) takes 2/10 of base.  The Court Facility Construction penalty amount is $5 for every $10, even though I live 2 and a half hours away if not speeding and will be filing by mail.  Penal Code Section 1465.7(a) requires a 20% (not 2 for 10) surcharge just for the hell of it.  And finally, if the county you were caught in chooses they can levy 2/10 on an Emergency Medical Services penalty assessment.  I think the articles contained in this paragraph are rather confusing so for our sake I will simply rename them the Bullsh*t Penalty Assessments (BPA).  The BPA in my case is $77.

After all that there is a footnote that reads “A court security fee of $20 and a conviction assessment of $35 are charged in addition to the Total Bail for each offense”.  Highway robbery, quite literally.  Taking another $55 on top of a Bullsh*t Assessment certainly seems unusual to me and most would consider kicking a man while he is down pretty cruel.  And while I’d certainly like to fight for my 8th Amendment rights, I fear retribution from the powers that be.  Oh, the irony of democracy!

To set the record straight, I love America, even though all our car models get castrated before the manufacturers decide to sell them here.  Despite the above example of government sponsored extortion, we do live in a free country and I am certainly thankful for that.  So the moral of the story here is either take it to the track or pay to play.

“You can sleep in your car, but you can’t race a house…”

Cheers.

The raceway was built in response to the abandoning of the Pebble Beach Road Races, which were deemed too dangerous after a racer crashed his Ferrari in to a tree and died.  What followed is one of the most well known tracks in America, thanks to a slew of video games including the popular Gran Turismo and Forza Motorsports series.  Laguna Seca is home to more than just armchair racers, as the track is home to the Skip Barber Racing School as well as events such as the Rolex Monterey Historic Races.  The American Le Mans Series, AMA Superbike, and MotoGP series also make an annual trip to the track.

The Ultimate ArmChair Racing Test
In the 7th season of Top Gear, Jeremy Clarkson decides to put the realism of Gran Turismo to the test.

Clarkson pulls a 1:41 at the simulated track in Gran Turismo 4 in an NSX-R. Driving a real NSX, granted not an NSX-R, he only managed to muster up a 1:57 on the RealStation. Clarkson attributes the discrepancy in times to the ability to defy physics in the video game and his driving skill, or lack thereof.

The Circuit, named for the Sarthe River, incorporates public roads and was once known for a 6km long straight where driver’s would reach over 250mph. Its features are sponsored by the likes of Dunlop (Curve), Ford (Chicane), and Porsche (Curve). The former two make up part of the Bugatti Circuit, named for Italian coachbuilder Ettore Bugatti. Which begs the question, “where is the fellow countrymen Andre Citroen love”? Even in its current configuration most of the track is done at full throttle and accordingly punishes drivetrains and brake components.

The Legacy of LeMans
In 1955, tragedy struck the 24 Hours of Le Mans. 2 hours in to the race an Austin Healey 100 swerved in to the middle of the track to avoid a pitting car. The Austin’s driver did not notice two Mercedes-Benz 300 SLRs approaching from behind. The sloped rear of the Austin served as a ramp for Pierre Levegh’s SLR, causing it to fly in to the air. When the MB made contact with the ground it struck a mound which was meant to protect spectators from wayward cars. Instead of stopping, the SLR was sent somersaulting in to the stands.

The motor separated from the chassis and kept going at full speed. The fuel tank had also ruptured adding kindling to the ensuing fire. The bodywork was part magnesium, unbeknownst to emergency crews, so as they poured water on to the flames they only made the fire worse. The accident killed 80, making it the most deadly crash in auto racing history. Investigations after the incident led to a ban of motorsports in France, Germany, Switzerland, and many other European nations. To this day, the ban on racing in Switzerland still stands.

Tsukuba is probably best known to internet junkies as the home of the Best Motoring Lap Battles rampantly found on YouTube.  Aside from giving us state-siders some JDM carpr0n, it also hosts many local “tuner” events such as Time Attack and Drift.  In fact, Keiichi “Dorifto/Drift King” Tsuchiya holds the track record, but I have a feeling he was doing so with more “grip” than “slip”.

Tsukuba Circuit is part of the larger Japan Auto Sports Center (the Tsukuba web address is jasc.or.jp), in Shimotsuma, Japan, just outside of Tsukuba.  Time Attack and Drifting are a legacy of the original intention of the circuit, which was to attract a younger generation to motorsports.  Today, the circuit also hosts events for the Japanese superbike and touring car championships.

From the map you will notice a smaller 1km gymkhana track just to the east of the 2km main track. If only Infineon Raceway had one of those to host our local SCCA events. Aside from racing duties, Tsukuba also serves as a test track to Japanese OEMs. In fact, Honda seems to have built a Tsukuba replica in Ohio!

While there are certain characteristics that are unique to each individual car and chassis, there are a few basics that I believe carry across to all cars.

1. Know What You Are Tuning For
I believe a common mistake that many people make is thinking that buying the most expensive suspension that they can possibly afford is going to make for the perfect suspension for their situation.  In the end you may have spent a few thousand dollars and still not be happy.  Lay out your expectations whether it be:

Style + Comfort | ”Canyon Carving” | Autocross | Track Days/HDPE Events | Drift | Bling

External reservoir Ohlins may be complete and utter overkill on a show-only car, but what says “bling” more than coilovers that cost as much as a used car.  I have two sets of springs for my coilovers: a stiff set for autocross season, and what my co-mechanic calls a “neutered” set for the less than ideal city streets of San Francisco.  He also calls them neutered because I have two sets of springs because of my girlfriend’s complaints.  Above all is the idea that the individual parts you assemble each need to contribute to the goal.

Also remember there’s a give and take for each choice.  The hellaflush crowd goes for style, but to push the limits of offset and clearance without eating tires alive requires a very stiff car that may have your kidneys hating you if the roads in your area are less than ideal.

2. NVH
NVH: Noise, Vibration, and Harshness.  Your car came from the factory aiming for a level of NVH that can be tolerated by the general public, or at least a niche thereof.  This again goes with the idea of tradeoff.  Camber plates may help you reach your desired alignment, but they contribute a fair amount to negative NVH for daily driving.

Most enthusiasts seem to have a higher tolerance for loud noises coming from their suspension, however, harshness is an extremely subjective measurement.  What might be a tolerable amount of stiffness for your friend, may make you end up hating your car if installed on you’re own ride.  If you’re unsure about a setup and you drive a fairly popular car, try to find someone on a local internet board and ask for a ride, perhaps in exchange for a 6-pack.  Unless you drive a Neon SRT-4, most other car geeks are friendly people that like to help one another out (just kidding!).

3. Tires and Alignment
Before you go on an eBay shopping spree with your credit card, take care of the basics.  Bigger sway bars and fancy shocks are probably not best complimented by a set of Big-O Tire specials.  Sticky tires can go a long way on a stock suspension car.  To make the most of your modifications, it then makes the most sense to make a good investment with the only parts of your car that are (hopefully) actually making contact with the ground.  The heavier your car and the more crude your suspension geometry design, the more this holds true.  Every autocrosser knows that tire pressures are crucial to the way a car grips and rotates, so don’t forget the “free” mods.

Many people also over look the importance of a proper alignment.  Your relative suspension geometry “settings” such as camber, caster, and toe can potentially have a huge effect on the balance and handling of your vehicle.  Some can be adjusted by an alignment tech and others not so much.  If you have an adjustable ride-height suspension I consider this a very important factor in alignment as well.  Your ride height determines a plethora of things in terms of ride quality and performance, be it from shock travel or the way the front end can “bite”.

4. Research, Research, Research
The internet is a-m-a-z-i-n-g and does wonders for making informed purchase decisions.  There are a couple of important things to remember while doing this research: a) the credibility of the reviewer, and b) the end goal of the reviewer.  Your friend with the Pep Boys special taillights could tell you that they are the best mod for your car and add 10hp, but should you believe them?  Becoming a regular on enthusiast message boards is somewhat of a time suck, but after a while you can figure out who actually knows what they’re talking about.  It is important to keep in mind, no matter how credible the source, of what the reviewer has in mind for their car.  I can tell you my Vorshlag Camber Plates are awesome (they are) but I just might forget to tell you that outsized potholes might make your passengers think your car is falling apart.  As an autocrosser I choose to tolerate these sorts of things, but for someone who will never see more than a twisty backroad, they may have a lesser opinion of bone jarring shocks.  Research doesn’t just apply to quality and characteristics, but also price.  A little bit of shopping goes a LONG way.

Hopefully this lays out a foundation for our next series of posts for the modification path for Project Pignose’s suspension.  And if you have anything to add, be sure to leave a comment.

Project Pignose is an ‘06 WRX Wagon prepped for battling city streets and orange pylons.

The AE86 is to drifting, as the Miata is to autocrossing.  A well balanced lightweight car from the factory, that responds well to simple modifications.  The Toyota Sprinter was a variant of the Corolla line, the most popular being that of the AE86 chassis designation.  The “A” stands for the engine type (most well-known being the twin-cam fuel-injected 4AGE), the “E” stands for the Corolla model line, with “80″ representing the generation, and the “6″ being the 6th revision.  The nickname hachi-roku is simply japanese for “eight-six”.

In an era where cars of its type were all losing a driveshaft in favor of front-wheel drive, the hachi-roku kept its rear-wheel format (with an optional LSD!) and was powered by the aforementioned 4A-GE featuring Toyota’s Variable Intake System.  The car was offered in Levin and Trueno variants, the difference being between fixed and pop-up headlights, respectively.

CBY (Crystal Body Yokohama) AE86 Hachi-Roku

My gift to you on this Hachi Day is what is in my mind AE86 perfection.  The Crystal Body Yokohama (CBY) Levin features some fatty fender flares and some mint Panasports to fill them.  Some googling pulled up the following specs:

16×9 Panasport C8R
-6 offset front, -43 offset rear
225/45/16 Tires

I couldn’t find the tire model, but they look like Advan’s of some sort.  Any other tire would probably be sacrilege.  Panasports look so good on pre-90s cars, and the dish on these is simply amazing.  Happy Hachi Day everyone!!

P.S. Levin FTW!

Check it out.

And if you run across this… Kudos, Mr. Damon.

In the summer of 2005, my previous car was stolen, complete with many thousands in hop-up parts including a JDM Lip Kit, old school SSR Schumachers, and an E38 7-Series HID Conversion. So I should say my rice rocket was stolen. Insurance wrote me a handsome check just in time to purchase a car I had test driven about a year prior, only better.  The new ‘06 Subaru Impreza WRX got a .5L bump in displacement, bringing it to a 2.5L Turbo Flat-4.  The trade-off according to the Subaru community was having a face only a mother could love.

The timing couldn’t have been more perfect.  The 2.5L models were on a boat from Japan.  I needed a new ride.  I wanted something with more doors than my previous coupe, something I could take with ease to go snowboarding, and something that had enough power that I wouldn’t want to modify it.  The decision was easy given the parameters.  A 230hp compact sport wagon with a near equal amount of torque.  5 doors and a turbocharger, who could ask for more?  So with some aggressive dealing using my father’s proven automotive purchase tactics (more on this in a future post), I had the first 2.5L WRX Wagon to ever hit the streets of California, and perhaps the US for that matter.

As you can see from the pictures above, I did not keep true to my vow to keep the car stock.  Over the next few weeks we’ll take a look at the modification path taken for Project Pignose, some of the technical details of those modifications, as well as show off some of the new parts going on in the next week or two.  Of course there will also be constant updates as things get changed here and there.  This is how things stand for now:

‘06 Subaru Impreza WRX Sport Wagon
2.5L H4 DOHC 16V Turbo Intercooled

Power
Prodrive Cold Air Intake
TurboXS 4″ Catted Bellmouth Downpipe
OEM ‘06 WRX STi Axleback
OpenSource/ROMRaider Stage 2 ECU Tuning

Suspension
Ground Control Coilover Conversion
400lb Front/350lb Rear Spring Rates
Koni SA Sport Shocks
Vorshlag Camber Plates (Front)
STi Group-N Top Hats (Rear)
D-Rex Bump Extenders
Whiteline 22mm Wagon Front Sway Bar
Whiteline 24mm Rear Sway Bar
Whiteline Rear Strut Bar w/QR
Whiteline HD Endlinks

Shift
Kartboy Short Shifter
Kartboy Shifter Bushings
OEM Legacy GT Shift Knob

Stop
Hawk HP-S Brake Pads

Roll
Summer:
17×8 Volk Racing CE28 +44
235/40/17 Dunlop Direzza Z1 Star Spec
Winter:
17×7.5 SSR Competition +48
235/40/17 Kumho Ecsta ASX

There you have it. Some new brake parts are on their way as we speak, and I hope to cover OpenSource ECU Tuning in-depth. Stay tuned.