Does anyone know any reputable car rebuilders in Tampa Florida? or anywhere in the US. I wanted to know if they could help me restoring a car for track use ONLY. I don't really care much for driving it on public roads. I was thinking of buying either an Audi R8 or a McLaren mp4-12c off of copart just for the track.
Any recommendations or know someone who can do a job to only make it track worthy?
Hellowwww fellow quarantiners, and welcome to another edition of "tuning for fun and profit"! As usual you can find these tunes under the Gamertag "MetaSomma" and they're all called "Hive something".
Okay that wraps up Spring for this series. Have fun, and let me know if you're having trouble with a particular race, I can build a car that will make it easier for you.
Wash your damn hands, and cheers!
Hellowwww fellow quarantiners, and welcome to another edition of "tuning for fun and profit"! As usual you can find these tunes under the Gamertag "MetaSomma" and they're all called "Hive something".
Okay that wraps up Spring for this series. Have fun, and let me know if you're having trouble with a particular race, I can build a car that will make it easier for you.
Wash your damn hands, and cheers!
Hellowwww fellow quarantiners, and welcome to another edition of "tuning for fun and profit"! As usual you can find these tunes under the Gamertag "MetaSomma" and they're all called "Hive something".
Okay that wraps up Spring for this series. Have fun, and let me know if you're having trouble with a particular race, I can build a car that will make it easier for you.
Wash your damn hands, and cheers!
The first time I ever drove a Subaru WRX was back in October of 2001, on the day I bought a black bugeye wagon. I started out trying to buy an Audi S4 Avant, but no one at the Audi dealer would even look at me. A month or so earlier, Automobile named the scrappy little Japanese, turbo-boxer-engined, AWD rally jawn its Automobile of the Year, and Jamie Kitman had been waxing poetic comparing the WRX to a Porsche 911 4S, of all things. And so I drove my Jeep Grand Cherokee a few car lots over to the Subaru dealer and traded it in. Joke’s on me, as I currently own an Audi wagon. But, hey, as I tell Subaru constantly, my other car is a Ford Fiesta ST because Subaru stopped making the WRX wagon.
That particular WRX got rear ended on Thanksgiving evening by a drunk teenager in downtown L.A. Once it came back from the shop, my “Rexer,” as I called it, never felt the same—some suspension parts were new, some weren’t—so back to the same Subaru dealer it went, where I swapped it for a 2006 WRX wagon in Subaru Rally Blue. Since then I’ve driven almost every version and variation of both the WRX and STI that Subaru’s offered for sale in the United States. (Including the lousy 2008 model that was rebadged a year later as the Impreza 2.5GT.) So I consider myself well-versed. Now, are there approximately 70 billion special-edition WRX STIs for the Japanese and U.K. markets I’ve never touched? Yes. But it was still difficult to narrow my favorites down to just seven.
My old car. Subaru managed to fit two face-lifts into a four-year range, and the third iteration of the second-generation WRX was the best one (we never got the first-gen WRX or STI—like the legendary 22B—in the States). New for 2006 was a bump in displacement from 2.0 liters to 2.5, going from the EJ20 to the EJ25 family of engines. Power barely rose (from 227 horsepower to 230) on paper, but the detuned STI motor (with AVCS—Subaru’s active valve-management system) made more power than advertised. Bigger and better brakes helped improve things, too.
Shame about the B9 Tribeca front-end styling, except that it’s aging better than expected and looking about 30 times better than the model that came next doesn’t hurt. Powerful, great handling, and blessed with some of the best steering I’ve ever experienced—plus wagon!—it’s hard to believe these could be had for under $25K not so long ago. Also: wagon!
Limited to 1,000 units, this was a MotorTrend long-term car. Looking practically perfect with its shiny blue paint and gold wheels (at first—the wheels were swapped out at least twice), I loved this thing. A touch tamer than the STI it replaced, its grip was up, its performance was up, and it just looked so much cooler. Especially on those golden wheels. Great car with tons of performance potential that we eventually untapped. Just one of those cars that pops into my head from time to time and makes me smile.
I’ve never taken the 2020 WRX STI S209 on a track. Two owners and the Subaru people assure me I’d like the car better on a smooth racetrack. Probably. But on Angeles Crest Highway, one of the world’s greatest roads, the fabled S209 is just alright. Yes, power is up to an impressive 341 horsepower and 330 lb-ft of torque, but because of new gearing it’s slower to 60 mph than a regular, 310-hp STI. And I can’t really go much further without stating that the thing costs $64,880. Right? To be fair, S209s are taken off the line and heavily modified by hand, and only 209 examples will ever be sold. The car is a bona fide collector’s item.
Now, the S209 does drive very well. With all its go-fast kit, functional aero, cooling vents, sticky Dunlops, and carbon-fiber bits, it almost has to. Among my gripes is a serious case of bump steer. When you hit less than perfect pavement, the steering wheel is almost violently ripped from your hands. Not only is that disconcerting, but that’s exactly the opposite of the way a rally car is supposed to behave. An STI is supposed to seek out bad tarmac and eat up potholes. This one loses that. The steering is quicker, but that serves to make the car sloppier. It’s hard to carve a tidy arc around a corner, as you’re fighting the wheel. The model-specific Dunlop SP Sport Maxx GT600A tires are pretty good, but not as good as the Michelin Cup 2s found on another special-edition Subie (keep reading). Am I nitpicking? A little, but for the money Subaru’s charging for S209, I feel entitled to. Again, the S209 makes this list because it’s a very good STI. However, I’ve driven other high-performance Subarus that I like better.
The WRX is a better driver than the same model-year STI? Yes, it’s true. The new WRX showed up with a new engine. Dubbed the FA20F, displacement was down from 2.5 liters to 2.0. However, because of a twin-scroll turbo and direct injection, power rose to 268 horsepower and 258 lb-ft of torque. I’d argue that those numbers are (again) greater than advertised. The smaller engine mated perfectly to a new chassis that was simply better in every way. The WRX was once again a real driver’s car. One of the few on the road where you simply don’t need traction control.
I’ll never forget driving the 2015 WRX and STI back to back on the same road and coming to the conclusion that yup, little brother was the better driver of the two. Sure, the STI had more power (but not much—305 versus 268) but the character of the FA engine was so much sweeter than the decade-plus-old EJ25 in the contemporary STI. The power came on quicker and was more linear—less peaky, smoother, just better. Plus, the WRX finally got a six-speed manual. Combine the trick powertrain with the improved AWD system, the studly mechanical grip, and the lovely balance and poise, it all adds up to make the WRX a little giant killer. On a real curvy road, few cars will be quicker. Kinda almost good-looking, too. The best part? It’s still on sale right now, starting at $28,395.
One day while filming a Head 2 Head and once again running our wretched Toyota 4Runner*, Jethro Bovingdon turned to me and said, “Mate—we need a proper camera car.” I rang Porsche, “Hi, can we have a Panamera?” Porsche said no. I called Subaru, “Hi can we have a 2018 STI?” Subaru said, “Will next Friday work?” One Cobb tune, one matte-black wrap, one set of custom gold Forgiato wheels wrapped with Michelin Pilot Sport Cup 2 meats, two remote-control camera mounts, and one gold tooth later, STInister was born.
STInny, as the camera crews refer to the car, leads a charmed life. Chasing Lamborghinis on Tuesday, Porsches on Wednesday, McLarens the day after—what more could an STI ask for? And when the camera mounts are detached, the thing actually scoots around pretty dang good.
*There’s nothing wrong with a Toyota 4Runner, generally speaking. Our particular 4Runner is a cast-off project car from a sister publication, though, and little things don’t work, like the 4WD system. Also, it’s a slow pile.
This car got everything right. Yes, it cost $10,000 more than the standard STI. Totally worth it. The biggest reason why is the carbon fiber roof. Somehow that weight-saving, body-stiffening piece transformed the handling of the car from silly but fun to aggressive and sharp. So significant was the change that after driving the Type RA and a normal STI back to back, I kept asking Subaru engineers why they didn’t talk about the new steering rack in the briefing. Because it’s the same steering rack. The roof just transforms the car.
Plus, since the Type RA was limited to 575 units globally (500 units for the States, 75 for Canada), it’s pretty special. Isn’t the even more limited S209 (which also has this carbon-fiber roof) therefore even more special? it would be, if it drove better. I think the other suspension changes on the S209 lose the magic gained with the Type RA. The special Bilsteins found that magic groove between too firm and too floppy. And while the power bump was silly on paper (5 horsepower), the real story was that the new extra power was achieved by a strengthening of internal components, which helps bulletproof the motor when it gets (inevitably) tuned. I would have gone ahead and declared the Type RA the best WRX STI of them all, but then Subaru went and built a better one.
Despite the strange name, the 2020 STI Series.White is the best Subaru I’ve ever driven. Plus, it’s fun. Like, “I can’t stop grinning because the car’s making me feel so good” fun. Compared to the other limited-edition STIs, there’s something classic about the way this one motors. As if it’s not ashamed being an STI. Comfy in its own skin. Proud to be a Subaru. The Series.White isn’t trying to be anything else. Oh, and it comes standard with a set of Michelin Pilot Sport Cup 2s, because why the hell not? There’s also a nice set of Bilstein dampers (same ones off the Type RA) and some killer-looking bronze wheels. As for price, “Option Package: 04”—the internal designation for the Series.White kit—costs an extra $5700, making the out-the-door price $43,595. Money incredibly well spent, says me. Especially since about $2,000 of that can be accounted for in those magical tires.
I’ve participated in nine Best Driver’s Car competitions since I started at MotorTrend. A constant metric we use to determine the winner is how confident a given vehicle makes its driver feel. Full confidence right here with the Series.White. I felt secure, assured, and borderline fearless behind the wheel of this STI. Nothing could flap it. The result was one of the more memorable drives up Angeles Crest—a road that I drive weekly if not daily—I’ve ever had. Much more memorable, for instance, than the 2020 Acura NSX I took up the Crest the day before. Subaru got this one especially right.
Only 500 STI Series.Whites are being built, making it collectible. And since the Series.White is likely the last special edition of the VA series before the new WRX debuts in about a year, well, that makes it all the more special. Best for last? Oh, yes. This Series.White is the best Subaru WRX STI I’ve ever driven. Even better, it’s still on sale.
The post The Best Subaru WRXs and STIs I’ve Ever Driven appeared first on MotorTrend.
We all know Ken Block by now. The former rally driver turned Hoonigan is responsible for some of the coolest videos to ever hit the automotive internet. His Gymkhana series shows off some incredible driving and genuine finesse from behind the wheel—but they also put some truly fantastic looking cars on display.
I’ve got something super rad I’m excited to show you all, but you’re going to have to wait for TOMORROW’s episode on my YouTube channel to see it. For now, set your alarm for 7:00 am (PST) – and leave a comment below if you think you know what it is! pic.twitter.com/ChPmTl9e1b
— Ken Block (@kblock43) April 29, 2020
Block has (literally) drifted the tires off of everything from a rally-ready Ford Fiesta to a widebody 1960’s Ford Mustang. Clearly, he’s a fan of the Blue Oval, as the cars he raced in while he was with the Monster World Rally team were all Fords. His next creation looks like it hails from Dearborn, too. He recently teased a few images in his Instagram that appear to be a Fox Body Mustang with a heap of carbon fiber.
Hopefully, this is the car Block will be tossing around some city somewhere in the next installment of Gymkhana. From the looks of it, the Fox Body has been given the full Hoonigan makeover, too. The carbon fiber arches are wider, and it sports exhausts that exit just in front of the rear arches, sweet-looking five spoke wheels, and some very wide Toyo R888R rubber stretched around them. We also see a massive hood scoop presumably feeding a blower that’s been fitted to whatever engine—a huge V-8, no doubt—Block and his team have hidden underneath the hood.
This looks fun. pic.twitter.com/8XjmJLi0vk
— Bozi Tatarevic (@hoonable) April 29, 2020
There are also vents and scoops galore, and that’s only what we can see. We’re sure clever stuff has been done to the chassis, transmission, and suspension components as well. We’re thinking it’ll be the next so-called Hoonicorn—because Mustangs are horses and Unicorns are too, get it? We can’t know what Block has in store for the new whip, but we’re sure it’ll be fantastic to watch. After all, he does have a penchant for abusing his cars—albeit in a very entertaining manner.
The post Is Ken Block Building a Carbon Fiber, Wide-Body 1990s Ford Mustang? appeared first on MotorTrend.
Enthusiasm for the third-generation F-Body has waxed and waned over time. At launch, it was a remarkable performance vehicle with a newfound focus on handling; svelter, and faster than ever before. But as time went on, it became easier to get hung up on the embarrassing base trims and their pathetic Iron Duke engine, or the archaic-seeming four-speed manual and three-speed automatic offered at launch. By 1985, the IROC-Z hit the scene and quickly became the must-have F-Body, and 35 years later it’s time to reexamine the mid-1980s Camaro with fresh eyes (and a new wave of ‘80s nostalgia, thanks to several seasons of Stranger Things).
This particular example, currently available on Bring a Trailer, even looks like it could easily be used on the set of a period TV show. It’s remarkably clean considering how many F-Bodies—as they depreciated—became irresistible teenager hoon-bait. This one is in the kind of shape that makes you think the 15,000 or so miles on the odometer are legit.
And just look at it! The straked hood vents, the inset headlights with black surrounds, the pinstripes between the ground effects and the sills, and the striped-and-faded IROC-Z graphic itself, which looks like it was etched onto the car by a state-of-the-art ’80s Cray supercomputer.
The IROC-Z was also the first Camaro to squeak under the seven-second mark on its way to 60 mph. It knocked it out in 6.9 seconds courtesy of its fuel-injected V-8 that was good for 215 horsepower and 275 pound-feet of twist. By 1990, the IROC-Z could do the deed in 5.8 seconds, thanks to the sneaky 1LE options package that deleted the air-conditioning and added heavy-duty Corvette front disc brakes, an aluminum driveshaft, aluminum spare wheel, unique shocks, and extra fuel tank baffling—plus an optional 5.7-liter V-8 that put out a wholesome 245 hp and 345 lb-ft of torque.
But 1990 was the final year for the IROC-Z, and the model ended as Chevy’s sponsorship of the race series lapsed. Despite its high profile in our collective memories, that makes the IROC-Z one of the shorter-lived of the Camaro variants. The first-year example you see here isn’t the most powerful or collectible, but it looks like the perfect moderately-priced, low-mile muscle car for an enthusiast looking for something special on a budget.
The post The 1985 Chevrolet Camaro IROC-Z Is Retro Muscle Perfection appeared first on MotorTrend.
