Holiday Buyers Guide - Aftermarket Parts

Holiday Buyers Guide - Aftermarket Parts

Stage 1 - Under $100

E3 DiamondFire Spark Plugs
With so many performance-enhancing upgrades on the market, it's hard to decide what a car really needs. Sometimes the simplest act, like changing spark plugs, can increase overall performance. E3 spark plugs with DiamondFire Technology delivers the most powerful spark available. The geometry of the E3's design provides optimized spark paths well into the plug's useful life, having long-term effects on engine performance. Horsepower gains are a claimed four to six percent, depending on engine size. Backed by a five-year, 100,000-mile warranty.
MSRP: Varies by application
www.e3sparkplugs.com

Hella Xenon Headlight Bulbs
Hella's High Performance Xenon Blue Bulbs produce a brighter, whiter light that is closer in color temperature to actual daylight than standard halogen bulbs, and provide increased visibility during night driving with less eye fatigue for the driver in all conditions. Correct filament alignment assures maximum light output. The blue glass provides a crisp white beam pattern. Features on-road, DOT-compliant bulbs in all popular base types, as well as higher-wattage off-road-use bulbs.
MSRP: Varies by application
www.hellausa.com

Faze Automotive Guages
Vehicle enthusiasts can upgrade the look of their interior while keeping a close eye on critical systems with CompetitionEL performance instruments from Faze Gauge. The meters feature a white face set against blue electroluminescent backlighting, so reading them is easy, even at night. And thanks to a proprietary pointer hub design, light leakage is virtually eliminated. CompetitionEL instruments incorporate vibration-proof air-core meter movement, ensuring the pointer responds rapidly to system changes and sweeps fluidly across the gauge face for accurate readings at all times. Encased in HIPS (high-impact) plastic.
MSRP: $49.95 to $79.95
www.fazeguage.com

K&N Oil Filters
With a one-inch easy-on/easy-off nut, K&N takes the frustration out of changing oil filters. Its heavy-duty canister construction and premium filter media ensure quality filtration at a competitive price.
MSRP: Starting at $10.99
www.knfilters.com

Impact Racing M/T Driving Shoe
This mid-top design provides comfort and support in a strapless ankle/collar design. The M/T provides the same features from Impact's high-top, including a padded tongue and ankle collar for comfort and support, plush-knit fire-resistant interior with complete footbed anatomical support, velour suede exterior for a soft comfortable fit and an aggressive sole design, giving positive pedal control and feel with grooved bypass channels that allow air to pass under the sole. A dual lacing system (speed or standard) provides a precision fit for narrow or wide feet. Sizes range from men's 7 to 13. Available in black, blue or red.
MSRP: $105
www.impactraceproducts.com

Takata Shoulder Pads
These 'shock absorbing' shoulder pads are constructed with high-density foam and a Velcro closure. The shock absorbing properties and design limit the gap between the driver and the harness for improved restraint and exceptional comfort.
MSRP: $89
www.takataracingproducts.com

Hondata Heat Shield Gasket
Hondata has developed a special high-temperature insulating gasket which replaces the stock intake gasket. Bypassing several heat sources reduces heat transfer from the head to the intake, giving up to a claimed five percent more power. Turbocharged cars benefit even more since the underhood temperatures are so great.
MSRP: From $50
www.hondata.com

Eibach Pro-Spacers
Eibach Pro-Spacers will help fine-tune a car's track width for optimum handling balance. Equipped with the correct Eibach Pro-Spacers, a car takes on a wider, more aggressive stance, with the tires filling the wheel arches perfectly. High-strength, aircraft-aluminum Pro-Spacers are available in thicknesses from 5mm to 45mm, positioning the wheels with precision.
MSRP: $89
www.eibach.com
(800) 507-2338

King High-Performance Bearings
Made from an Alecular Silicone material that has proven itself under harsh racing conditions for many years. Features include increased rod-bearing crush height to protect against bearing spin and greater eccentricity for superior oiling at high revs. Honda and Acura high-performance rod and main bearings are available for 1986 to 2005 models, along with many other sport compact applications.
MSRP: Varies by application
www.kingbearings.com
(800) 772-3670

Corbeau Retractable Harness Belts
Corbeau three-point retractable harness belts are comfortable and stylish. They use an inertia reel to allow the harness belt to function like stock belts. This allows more freedom of movement, but the belt will lock with any sudden actions. A knob function changes the belt from retractable mode to full-time harness mode.
MSRP: $99
www.corbeau.com
(801) 255-3737

Stage 2 - $100 to $500

5Zigen Chassis Reinforcements
Chassis tuning is key to cutting down lap times. That's why Team 5Zigen's race engineers have developed these chassis reinforcement parts. By increasing the strength of the chassis, the suspension can work better and allow the tires to provide maximum grip. As a result, the driver gets better feedback and more power is transferred to the ground. Unlike a full roll cage, the Proracer braces increase chassis performance while making minimal sacrifices in comfort.
MSRP: $120 to $290
www.5zigenusa.com

Bridgestone Potenza RE50A Tire
The Bridgestone Potenza RE050A Pole Position comes with race-inspired technology: UNI-T for outstanding wet and dry traction, a tread pattern that promotes rapid water evacuation, variable dimensions in the tread blocks and a smooth shape to reduce noise. An asymmetrical tread increases surface contact to enhance acceleration and cornering.
MSRP: Varies by application
www.tirerack.com

Enkei J10 Wheel
The Enkei J10 offers a unique 10-spoke style in a one-piece aluminum wheel. It is offered in a silver powder coat with a glossy finish and a machined lip, or matte black with a machined lip. Available in 15-inch to 18-inch sizes, it fits most front-wheel-drive vehicles.
MSRP: From $113
www.discounttiredirect.com

Yokohama S.drive Tire
The S.drive is designed for high-performance cars, incorporating technological advances such as nanotechnology, which enables the creation of micro-flexible compounds. These micro-flexible compounds conform to surface irregularities and maximize contact between the tire and the road. Additionally, the S.drive has large shoulder blocks that optimize road contact for confident cornering, four wide circumferential grooves for superior wet traction, an unbroken solid center rib for a better on-center feel, plus groove-in-groove technology and angled groove walls that work together to reduce uneven wear.
MSRP: Varies by application
www.yokohamatire.com

Odyssey 34-PC1500 Battery
This high performance battery employs a unique thin-plate, pure-lead (TPPL) technology to provide two essential performance characteristics in one battery: maximum cranking power and true 400 deep cycles to 80 percent depth of discharge. The battery is 12 volts and provides 1500 cranking amps for five seconds and 135 reserve minutes, with superior deep cycle and charging capabilities to provide repeatable power for a long service life. It will perform at its five-second cranking power in temperatures as low as minus 40 degrees F (minus 40 degrees C). Will fit most cars that accept a group size 34 battery.
MSRP: $297.63
www.oddysseybattery.com

Endless CC-X Brake Pads
These dual-purpose street and track CC-X pads feature a compound blend that is rotor-friendly, works at low temperatures, and has good front/rear balance. Their best characteristic is a direct pedal feel. The feedback allows easy brake modulation, inspiring confidence while driving.
MSRP: From $400 per front and rear set
www.endless-brake.info

Injen Technology Cold-Air Intake for Mazdaspeed3
Injen Technology introduces the new SP6062 intake for the turbocharged 2007 Mazdaspeed3. The SP6062 is constructed of aerospace T6 6061 grade aluminum. Utilizing the patent-pending Mega Ram Technology process, Injen claims gains of 33bhp and 35lb-ft of torque. The intake also features a calibrated MAF sensor housing, reusable cotton air filter and either a mirror-polished or black powder-coated finish.
MSRP: Call for pricing
www.injen.com
(866) 944-6536

Hotchkis MX-5 Sport Anti-Roll Bars
The new Mazda MX-5 has more power, more room and more amenities. These add up to more weight, inducing body roll and speed-robbing understeer. Hotchkis Performance seeks to redress that problem with the new 2006 to '07 MX-5 Sport anti-roll bar package, claiming razor-sharp handling and a more secure, balanced feel. Designed specifically for autocross, track and high-performance street use, the package features a 27mm three-position adjustable front bar and a 21mm three-position adjustable rear bar. The front bar has three settings, 520 lbs/in (115 percent stiffer than stock), 615 lbs/in (155 percent stiffer) and 735 lbs/in (205 percent stiffer). The rear bar is also adjustable to 390 lbs/in (595 percent stiffer), 470 lbs/in (745 percent stiffer) and 580 lbs/in (940 percent stiffer).
MSRP: $342
www.hotchkis.net

Unorthodox Racing Pulley for 07+ Honda Fit
The new Honda Fit pulley system utilizes the same weight-reducing design found in other Unorthodox Racing products. Gains of 2.7hp are claimed for every pound shaved from the weight of the crank pulley. Additional gains can be realized by underdriving the accessories. UR accomplishes this through the use of a lightweight aluminum two-piece kit that can be installed with simple hand tools in just under three hours.
MSRP: $259.99
www.unorthodoxracing.com

Fidanza Performance Clutches for Mitsubishi
Fidanza clutches are available in four different levels, from mild to wild, to complement driver habits and the vehicle's performance level. They are specially made-not taken from original equipment stock. As a result, Fidanza's Level One clutch is comparable to most stage two clutches. All Fidanza clutch kits come with everything required for installation, including pressure plate, disc, throw-out bearing and pilot tool.
MSRP: Varies by application
www.fidanza.com

ST Suspensions Anti-Roll Bars for 2006-on Honda Civic
These bars replace the 2006 Civic's stock hollow bars with solid items-one inch at the front-while the 0.45-inch stock rear bar is replaced with a 0.625 equivalent. Anti-roll bar forces are increased 205 percent on the front axle and 155 percent at the rear.
MSRP: $408 per set
www.stsuspensions.com

DeatschWerks Fuel Injectors
DeatschWerks is a fuel injector shop producing high-performance drop-in injectors for top tuners and car enthusiasts. Each injector is flow-tested for optimum efficiency. All sets are matched to within two percent or less. Flow reports are shipped with injectors, as well as all required O-rings, spacers and seals. All DeatschWerks injectors come with a comprehensive 12-month warranty.
MSRP: From $200 per set
(405) 415-6862

Stage 3 - $500 to $1000

DC Sports Header
DC Sports' 4-2-1 two-piece header systems deliver the same performance as its one-piece systems, but in a two-piece design for easier installation. Dyno-tuned and tested to outperform comparable systems, DC Sports header systems are precision bent on CNC mandrel benders. Flanges are CNC machined and flange mating surfaces are machine-ground to ensure a leak-free seal. Available in 304-stainless steel and in mild steel with a proprietary temperature- and corrosion-resistant ceramic coating.
MSRP: From $545.88
www.aempower.com

5Zigen ProRacer ZR+520 Wheel
To commemorate its 20th anniversary, 5Zigen introduces the ProRacer ZR+520 high performance wheel, with all the features required for motorsport: low weight, high strength and ample clearance for larger brake calipers. Available in three different finishes: Ceramic Bronze, Hyper Gunmetal and Chrome Silver. Sizes range from 17x7 to 18x9.5.
MSRP: Varies by application
www.5zigenusa.com

Corsa Cat-Back Exhaust
System for 2005-on Chevy CobaltCorsa Performance Exhaust claims improved horsepower and torque with its bolt-on cat-back performance exhaust for the 2005-on Chevrolet Cobalt 2.2L, 2.4L and supercharged 2.0 models. Featuring the company's patented Reflective Sound Cancellation (RSC) technology, which eliminates drone and remains quiet at cruising speeds, the system still sounds bold under acceleration. US-made from premium grade stainless steel, it has a single rear exit with either 3.5-inch (standard) or four-inch (for SS models) Pro-Series tips.
MSRP: $872.99
www.corsaperformance.com

Edelbrock Fuel System Plumbing Kit
Edelbrock introduces this new Russell fuel system plumbing kit. It includes everything necessary for upgrading the plumbing between the OE-style fuel filter to the fuel rail on a B-series-powered Honda or Acura. Includes a high-volume, hard-anodized PRO-FLO EFI fuel rail, an adjustable Edelbrock EFI fuel pressure regulator, an assortment of straight, 45-degree and 90-degree fittings, installation brackets and hardware. Available in stainless steel Pro-Flex or Pro-Classic black nylon fabric -6AN or -4AN size fuel hose.
MSRP: From $595
www.edelbrock.com

AEM F/IC Boost Controller
The F/IC is ideal for enthusiasts who require engine control but do not need a standalone EMS. Designed for late-model OBDII vehicles with aftermarket turbos and upgraded factory turbo vehicles, the F/IC modifies the factory computer's timing pattern (eliminating the need to set up crank/cam position), allows sensor recalibration and works with variable cam timing.
MSRP: $552.50
www.aempower.com

Wiseco Sport Compact Pistons
New for 2008, a revised skirt coating material has a higher adherence factor than previous moly coatings. The new mechanized application process ensures perfect thickness from piston to piston. Another innovation standard for 2008 is a 'brushed' dome on sport compact pistons. This smoothes the top of the piston, reducing hot spots and reduces the time an engine builder spends when prepping parts. Included are a Nitrided top ring and Napier second-ring package, plus turbo-spec pins for increased power and durability.
MSRP: Varies by application
www.wiseco.com

Stage 4 - $1000 and up

M2 Race Systems Cylinder Head for Supra Turbo
M2 Race Systems' cylinder head for the Toyota 2JZ-GTE turbo in-line six engine features fully CNC-ported intake and exhaust ports, precision-honed magnesium-bronze valve guides, a competition hand-blended four-angle valve job and a superfine deck finish. Also available fully assembled from M2 for an additional cost.
MSRP: $2081
www.m2race.com
(732) 751-1902

AP Racing Brake System for 350Z and G35
AP Racing claims a massive increase in stopping power, giving confidence when running the canyons or participating in track days. Designed to perform with the factory OE master cylinder, this system is also fully compatible with factory ABS subsystems. The factory parking brake is retained for vehicles that spend time on the street as well as on the track. The front set-up comprises six-piston aluminum calipers with 14.25-inch cross-drilled and slotted two-piece rotors. These can be paired with four-piston aluminum calipers with 13-inch cross-drilled and slotted two-piece rotors in the rear. Included are caliper mounting brackets, DOT-compliant stainless steel brake lines for both front and rear, high-performance Mintex Xtreme brake pads, and all the necessary high-grade installation hardware. Available in two colors: red calipers with black script or black calipers with yellow script. Other applications are also available.MSRP: Varies by application
www.brake-pros.com
(800) 711-4123

Stillen Supercharger Kit For 2007 350Z/G35
Stillen claims 410hp and 380lb-ft of torque with its supercharger kit for the VQ35DE engine (Stage Three with the Stillen dual path exhaust). The kit is CARB approved and eligible for optional three-year/36,000 mile warranty coverage (Stage Two only). The foundation of this kit is the same twin-screw supercharger used by OEMs around the world, chosen for excellent peak power coupled with superior low end and mid-range. The internal high-efficiency air-to-water intercooler design allows for more power and torque via a greatly reduced inlet charge temperature. This design also eliminates complex and cluttered intercooler piping. An internal bypass valve minimizes parasitic loss, resulting in a claimed 30 to 66 percent increase in useable power. An electronic control box is factory set to each vehicle and an auxiliary injector supplies extra fuel. With the Stage Three kit, more fuel is supplied via a high-volume in-tank fuel pump. Kits ship complete with all the necessary parts.
MSRP: Call for pricing
www.stillen.com
(800) 711-0310

Skunk2 PRO-C Coilovers
Skunk2 PRO-C coilovers for Honda EG, DC and EK platforms have advanced shock technology and a precision-designed damping curve to improve handling. Features include an adjustable monotube design with an oversized, micro-polished, hardened steel shaft and piston, plus a precision-honed internal bore and low-friction triple seal. Each has 12-way adjustable valving and a one-piece forged shock body for added strength and reliability. Bodies and shafts are shortened to maintain proper suspension travel on lowered vehicles and are adjustable without affecting pre-load. Included are either CNC-machined camber plates with spherical bearings or top mounts with polyurethane bushings (depending on application).
MSRP: $1423.10
www.skunk2.com
(951) 808-9888

H&R Premium Performance Coilover System
H&R introduces a new line of premium performance coilovers featuring aluminum front struts. Unsprung weight is reduced 30 to 40 percent over stock struts, thereby improving suspension articulation and resulting in optimized performance and ride. Available in black hard anodized and suitable for popular applications.
MSRP: $1590 to $1650
www.hrsprings.com

Flyin' Miata Turbo System
After a year-long redesign, the Flyin' Miata turbo system is back. The company claims that power numbers are up, fit has improved and prices have come down. Systems start with the non-intercooled Voodoo Turbo, which uses Flyin' Miata's Voodoo Box fuel management and produces a claimed 150 to 170 wheel-hp.The next step up is the intercooled Voodoo II, which bumps power levels to a claimed 160 to 200 wheel-hp.
MSRP: $2820 to $4995
www.flyinmiata.com

KW Coilovers For 2007-On Mini Cooper
KW offers three variants of coilover suspensions for the 2007-on MINI Cooper which allow the vehicle to be lowered 1.2 inches to 2.2 inches on the front and rear axles, while retaining enough travel to handle maximum weight and dynamic driving loads. Variant 1, with its preset damping rates, permits customized lowering of the suspension. Variant 2 allows modifications in ride height and rebound dampening. Variant 3 permits adjustable (and independent reacting) rebound and compression damping with height adjustability.
MSRP: $1225 to $1825
www.kw-suspension.com

Jackson Racing Supercharger Kit For 2006-on Civic Si
Naturally aspirated, the Civic Si produces 171 wheel-hp and 126lb-ft of torque. But Jackson Racing claims 234hp and 171lb-ft of torque measured at the wheels, using the stock airbox, header and exhaust. At the time of writing, however, this kit is not CARB approved.
MSRP: $3795
www.mossmotors.com

Photo Gallery: Holiday Buyers Guide - Aftermarket Parts - Sport Compact Car

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Cobb Tuning Accessport For Lancer Evo VIII/IX

Cobb Tuning Accessport For Lancer Evo VIII/IX

Tuning should never be taken lightly and not everyone lives within driving distance of a dyno and a reputable tuner. That's why companies like COBB Tuning offer safe mail order ECU reflashes for complex modern platforms like the Evo and WRX. The COBB AccessPORT system is basically a hand-held unit that communicates with the ECU via the car's OBDII port, allowing you to 'tune' your car in the driveway.

In addition to reprogramming the ECU with pre-existing high-performance tunes (downloadable from COBB's website), the system comes with multiple functions like DTC code scanning and real-time logging of engine operating parameters. Unlike a generic code reader, the AccessPORT allows much faster communication with the ECU at rates far exceeding the OBDII standard 2Hz refresh rate.

The temperature was 110 degrees F on our test day, which no turbo car likes, but our test car baselined at a corrected 254 wheel-hp and 243lb-ft of torque on the all-wheel drive Dynojet of Tuning Technologies (a southern California Evo shop). This falls right within the ballpark we anticipated for a stock car on this dyno. It takes under 10 minutes to copy a car's original map onto an AccessPORT and sync it with the car. Each AccessPORT 'marries' itself with the ECU and can only be used with one car. Once the factory calibration is stored in memory, the new tune can be flashed onto the ECU's permanent memory. You can easily revert to the original ECU program for trips to the dealership.

The AccessPORT programming also requires re-plumbing of the vacuum lines between the stock electronic boost solenoid and wastegate actuator. To better control boost, some pressure restriction orifices have to be bypassed, which allows for less boost oscillations with proper tuning. With just the California version of the Stage 1 software, we measured a peak of 270 wheel-hp, while torque remained almost the same, since most of the increase was well past 5252rpm. From what we could gather from the logs, most gains came from increasing boost by 1psi, while retaining the same profile and just slightly leaning out the mixture by a meager two-tenths of a point throughout the powerband. Since this was a conservative beta version of the final map, we think there will be more power to be made with more aggressive ignition timing and leaner mixtures.

To get a clearer picture, we had Tuning Technologies install the COBB air intake and turboback exhaust, and put the boost control plumbing and software back to stock, to see what gains hardware alone could make. The intake is a simple open-element cone filter with integrated venturi that adapts to the stock airflow meter. The three-inch COBB exhaust is quiet enough to pass on the street, but will get noticed at WOT. The increase in flow alone was good enough for a peak of 277 wheel-hp with the same torque and a mild gain in boost with a leaner mixture. Overall, the power and torque curve showed consistent and noticeable gains from as low as 5000rpm.

With boost control plumbing returned to COBB's configuration and Stage 2 software uploaded via the AccessPORT, we made a final pull to the tune of 302 wheel-hp and 265lb-ft of torque. Most of this power came from the healthy-but-safe 12:1 air/fuel ratio (that stretched all the way to redline) and roughly 21psi of boost. There was also a boost spike at 3500rpm that helped skyrocket power, right as the turbo got huffing, which trickled down to 15.5psi at redline to keep the engine safe.

While we see more room for power with this beta version of COBB's California 91-octane calibration, the end result of the Stage 2 package is still a healthy 300 wheel-hp made throughout the powerband. More than adequate for most street and track applications.

As the ECU maps are updated online, we're sure the Stage 1 and 2 re-flashes will find still more power.

If that's not enough, you can always flash the 100-octane maps onto your ECU's temporary memory, top off the tank with some race gas and go satisfy your ya-yas. Just make sure you switch back to the stock map when you put the pump swill back in.

MSRP
AccessPORT:	$695 (estimated)
Turbo-back exhaust (w/high-flow cat):	$1095
Turbo-back exhaust (w/test pipe):	$985
SF air intake:	$115
Heat shield:	$135
WEIGHT
Downpipe:	6.25lbs
Test pipe:	3lbs
B-pipe:	12lbs
Muffler section:	16.25lbs
Hardware/gaskets:	1lb
Total turbo-back exhaust:	38.5lbs

Photo Gallery: Mitsubishi Lancer EVO VIII IX Cobb Accessport- Sport Compact Car

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Project Toyota Corolla AE86

Project Toyota Corolla AE86

In the last installment of Project Corolla, we dialed in a set of custom Ground Control coilovers, then figured out spring rates and ride height adjustments to make the suspension work on the track. We chose 6kg/mm springs in front, in conjunction with specially valved Koni twin-tube dampers and 4kg/mm rear springs, mounted on monotube shocks. While we've had some issues with the overall amount of suspension stroke, we've made the setup acceptable-for the time being.

Roll, Squat And Bind
One trend among tuned Corollas is the tendency to lower them by too much. Even with spring rates sufficiently high to enable proper suspension function with such a short stroke, there are severe alterations to the stock geometry. What little stroke there is becomes confined to one extreme of each control arm and link's arc of motion. Also, when the springs are stiffer than the chassis, the chassis does all the flexing.

Fixing geometry problems in most modern cars with independent rear suspension is a matter of modifying the bushings or pick-up points to make the stock camber and toe curves work. Corollas are anything but modern and independent. Ironically, we had to steal tricks from muscle car and truck gurus to make our live axle stick and turn.

With a live rear axle, lowering the car does two critical things. First, the pinion angle is changed, so that, in static state, it's already pointing down. It does so even more when the car squats under acceleration (assuming it has enough power for the job). This means more resistance at the differential input shaft when the driveshaft yoke is contorted. More importantly, most cars are like the Corolla and have unequal lateral links. The anti-squat reaction from these links is further increased, since the lower link is now nearly parallel to the ground, while the short upper arms point up at a steep angle, pushing the instant center far below the center of gravity.

There really isn't a good fix for this without whipping out the welder and acetylene torch, but we're trying to solve it with an assortment of adjustable links, bars and brackets from Whiteline Automotive. It seems the AE86's popularity has stretched to Australia and Whiteline has invested a good deal of time developing and racing the platform, as well as writing papers on proper set-ups for it. Based on this experience, the company has developed a range of products that allow a Corolla to be adjusted for a variety of purposes.

To correct the pinion angle and reduce anti-squat reaction, we replaced the stock unequal-length lateral links with adjustable units. These are steel pieces with polyurethane bushings inserted in each end, which keep out some noise and vibration (unlike a heim joint). The lengths of the arms are adjusted with a threaded center section and jam nuts. There are many ways to screw this up when fiddling with the lengths, so we kept it simple. We put the lower links at the stock length to preserve the original wheelbase and adjusted the upper arms to force the pinion angle parallel to the ground. Depending on how far a car is lowered, there's a chance the upper arms will contact the axle housing under compression, so we had to move the axle through its range of motion to double-check. Otherwise, there would be suspension bind issues.

Adjusting the lateral link arm's length to control pinion angle also has an added benefit of altering anti-squat characteristics. Since the upper arms are at such an extreme angle and are at the upper range of their arcs, any extension will lessen the angle between the top and bottom links noticeably. This helps to reduce binding resistance and anti-squat. But there is a limit-extending the upper arms too much will push the pinion angle up, as well as increase the likelihood of axle contact. We could take out more anti-squat by shortening the lower arms (which allows the upper arms to be extended further without compromising pinion angle), but then there would be changes to the wheelbase, which we're not ready to play with yet.

Anti-squat is not always a bad thing. Drifters take advantage of it to help aggravate the car and break the rear tires loose to initiate a slide. This method is obviously more useful with greater grip and power. If we were drag racing, we'd leave it at a slight downward angle, so as the car reaches full squat from launch, the pinion lines up with the driveshaft. But we aren't drag racing and we have no power.

For those with power and/or drag racing aspirations, Whiteline also makes a set of brackets for the axle side of the lower lateral links, which allow the back end of the lower link to be remounted at two even lower positions. By lowering the pick-up point, the angle between the arms increases, adding more anti-squat without altering the pinion angle. We installed these brackets to each axle end, but kept the stock end-link position, so we could at least keep the lower link parallel to the ground if we decide to lower the car more in the future and change the pick-up points.

We also replaced the front and rear anti-roll bars. Although the stock bars worked well enough, the added roll stiffness is a good thing when running fairly soft springs, it helps with faster transient response. But a lot of roll resistance isn't necessarily desirable. As the car now sits on Hankook Z212 street tires, we wanted a limited amount of roll resistance since street tires have less traction. Too much would overload the outside tires in a turn, while not allowing the inside tires to provide maximum contact, causing the car to slide prematurely.

Whiteline offers two rear bars and three front bars-all solid. The rears are 18mm in diameter (with and without adjustable blades), while the fronts are 24mm (with or without adjustable blades). And there's also a monster non-adjustable, extra-heavy duty 27mm bar that looks more appropriate for something bigger-like a 240SX. We're not sure why such an item is available. Even on race tires, a large front bar should make any car push severely. We opted for the adjustable fronts and rears, adjusted to the least resistance for street tires (and decided to save the monster front bar for testing, when we have a lot more rubber). Both bars have Whiteline end-links with polyurethane bushings and reinforced body mounting brackets. For this particular application, the well thought-out brackets offer two attachment points for the end-links.

Depending on which of the four adjustment settings chosen, you can use a different attachment point to avoid end-link bind and body contact. We have noticed that, depending on how much twisting resistance there is, the front bar might have clearance issues with the frame rail on severely lowered cars.

The main advantage of all this is a greater range of adjustability as we progress through different levels of power and grip. We still have enough adjustment to better dial in the car for the characteristics and driving purposes we have in mind.

Power Steering Is For Little Girls
That's really not true. If anything, it's the other way around, since there's a good reason why manual steering is all but extinct. Anyone who insists on manual steering over power is still living in the Dark Ages. Only mid-engine sports and race cars still use manual steering, as there's little weight sitting on the front axles and it requires less hardware and space. We just didn't have an option-Project Corolla came equipped with power steering, but all the hardware was cannibalized long ago. All that was left was a sloppy power rack with fluid gushing everywhere. Bang for buck and weight, it was cheaper to go with a manual steering conversion, although there are drawbacks on track and in everyday use.

The swap to manual steering is a double-edged sword. It offers more steering feedback, giving a driver immediate information on how the front tires are loaded, without the buffering benefits of power steering. But a manual system will kick back through the steering column just as immediately and violently. In most cases, a lack of power-assisted steering also means that manual cars have a higher steering ratio and thus slower steering, making steering effort easier for the driver.

We didn't want to do the standard conversion and end up with sloppy econobox steering. So we opted to update our manual rack with a Quaife Quick Steering Ratio (QSR) rack-and-pinion kit made specifically for left-hand-drive AE86 Corollas. The kit replaces the internals of the Corolla's stock manual rack with a lower steering ratio, from 3.5 turns lock-to-lock down to 2.5. This is done by changing the diameter of the pinion and modifying the teeth on both parts.

However, the conversion isn't simply a matter of bolting in a new manual rack-and-pinion. Most parts are too costly to buy new and almost impossible to pillage from junkyards.

On the AE86, there are several differences that need to be addressed. The manual rack itself is somewhat rare in the US, as most Corollas came here with power steering. And the only other vehicle to share the same part was the first-generation MR2. We were able to locate one through Df Power Rebuilding in Buena Park, California, which specializes in rebuilding steering racks and CV joints. Diego Figueroa at Df Power was able to locate and rebuild a manual rack with the Quaife QSR components within a couple of days. That was the easy part.

Finding the rest of the bits and pieces was the hard part. We took Project Corolla down to Diamond Bar Auto Care to help us deal with dropping the front subframe, pulling the steering column and the modifications needed to make a manual steering car. Power rack housings have a larger diameter and use different mounting brackets and bushings on the passenger side, so it can't just bolt in.

We replaced the driver-side bushing with a polyurethane unit from Prothane, while the passenger- (right-hand) side bushing was replaced with a CNC-machined Derlin bushing from Techno Toy Tuning (T3), made specifically for a power-to-manual steering conversion, since Toyota has discontinued the bracket and bushing parts.

The T3 bushing instructions require a bead of weld to be laid down along the rack housing to keep the bushing from sliding around on the rack, but we just drilled some holes and inserted pins into each half of the bushing to keep it in place. Our concern for the difference in stiffness of the two materials wasn't noticeable in steering feel, since the stiffer Derlin bushing was so much thicker and had more material to deflect.

Manual steering cars also use a smaller-diameter spline on the end of the pinion gear. This is by far the biggest issue with the manual swap-locating steering yokes or U-joints with the right sized female splines on both sides and extending the steering column to reach the new rack takes endless scouring of junkyards and forums. Two parts are needed, the actual yoke with the same smaller-diameter spline on both the pinion and column side, and the longer version of the male spline, stuffed into the steering column with an interference fit. The longer male steering column spline is necessary as the pinion box on the power rack is significantly taller.

There are three ways to get these parts, get lucky and find the pieces (or entire steering column) from an AE86 or older manual-steering Corolla in a junkyard, from forums (along with the matching steering column spline. Gimp up a long yoke by taking two much more common power steering yokes, hack off the end of the small spline on one and weld it to the end of the big spline of the other), or take it like a man, bending over at the dealer and buying the parts. We went for option three. Welding together two cast pieces in a critical component didn't seem like the smartest idea-and we strongly advise against it. At the time of writing, Toyota only showed seven yokes left in America.

The last difference is in the steering knuckles at the bottom of the front struts. Manual-steering cars have a longer arm on the steering knuckle that the outer rod end attaches to. The trade-off is (again) slower steering for less work. We stuck with the shorter power steering knuckles that came with the car. Not so much because we wanted faster steering, but because the longer manual steering knuckles force the tie rods further back at an increased angle, which contributes to an on-center vagueness and minor bumpsteer issues. Our Frankenstein steering is down to almost two turns lock-to-lock and kicks back from surface changes hard enough to sprain the wrists of the unwary. Outrageous for an everyday street car, Project Corolla turns and rolls like a go-kart.

To make it even harder on ourselves, we dumped the flimsy stock two-spoke plastic deathtrap steering wheel for a much more solid 350mm diameter Momo Mod 07 dished item. It might seem vain, but the inch-and-a-half reduction in diameter and the more solid construction adds a lot to steering feel as well as placing the wheel in a better position. The smaller wheel does, however, require quicker hands and more effort, and will also kick back quicker.

Another side effect of the new steering hardware is the added steering angle, which now rubs the tires against the inside fender along the frame rail at full lock. We resorted to a temporary street solution by fitting a set of 14x7 Toyota Celica Supra Mk2 wheels. They're half an inch wider than the stock Corolla pizza-cutters, have slightly less offset, which pushes the wheel out a little more to stop the rubbing, and weigh almost as much as steel wheels.

Shop Corner: Diamond Bar Auto Care
While the shop looks like any other gas station repair shop from the outside, the array of Corolla, Starlets, JDM-swapped Soarers, RX-7s and 240SXs in the parking lot is just a hint of owner Ray Gonzaga's vast experience with eclectic Japanese rear-wheel drive. His prized 1983 400hp turbo Starlet race car is also an indication of how serious and crazy he is. But this is a good place to go for Corolla service and tuning. Gonzaga and his team will do anything from an oil change to the rare JDM engine change. He has over 20 years of experience racing and tuning Toyotas.

Diamond Bar Auto Care
2875 S. Diamond Bar Blvd.
Diamond Bar, CA 91765
(909) 861-3307

Photo Gallery: Project Toyota Corolla AE86 - Sport Compact Car Magazine

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Cobb Tuning Accessport For Lancer Evo VIII/IX

Cobb Tuning Accessport For Lancer Evo VIII/IX

Tuning should never be taken lightly and not everyone lives within driving distance of a dyno and a reputable tuner. That's why companies like COBB Tuning offer safe mail order ECU reflashes for complex modern platforms like the Evo and WRX. The COBB AccessPORT system is basically a hand-held unit that communicates with the ECU via the car's OBDII port, allowing you to 'tune' your car in the driveway.

In addition to reprogramming the ECU with pre-existing high-performance tunes (downloadable from COBB's website), the system comes with multiple functions like DTC code scanning and real-time logging of engine operating parameters. Unlike a generic code reader, the AccessPORT allows much faster communication with the ECU at rates far exceeding the OBDII standard 2Hz refresh rate.

The temperature was 110 degrees F on our test day, which no turbo car likes, but our test car baselined at a corrected 254 wheel-hp and 243lb-ft of torque on the all-wheel drive Dynojet of Tuning Technologies (a southern California Evo shop). This falls right within the ballpark we anticipated for a stock car on this dyno. It takes under 10 minutes to copy a car's original map onto an AccessPORT and sync it with the car. Each AccessPORT 'marries' itself with the ECU and can only be used with one car. Once the factory calibration is stored in memory, the new tune can be flashed onto the ECU's permanent memory. You can easily revert to the original ECU program for trips to the dealership.

The AccessPORT programming also requires re-plumbing of the vacuum lines between the stock electronic boost solenoid and wastegate actuator. To better control boost, some pressure restriction orifices have to be bypassed, which allows for less boost oscillations with proper tuning. With just the California version of the Stage 1 software, we measured a peak of 270 wheel-hp, while torque remained almost the same, since most of the increase was well past 5252rpm. From what we could gather from the logs, most gains came from increasing boost by 1psi, while retaining the same profile and just slightly leaning out the mixture by a meager two-tenths of a point throughout the powerband. Since this was a conservative beta version of the final map, we think there will be more power to be made with more aggressive ignition timing and leaner mixtures.

To get a clearer picture, we had Tuning Technologies install the COBB air intake and turboback exhaust, and put the boost control plumbing and software back to stock, to see what gains hardware alone could make. The intake is a simple open-element cone filter with integrated venturi that adapts to the stock airflow meter. The three-inch COBB exhaust is quiet enough to pass on the street, but will get noticed at WOT. The increase in flow alone was good enough for a peak of 277 wheel-hp with the same torque and a mild gain in boost with a leaner mixture. Overall, the power and torque curve showed consistent and noticeable gains from as low as 5000rpm.

With boost control plumbing returned to COBB's configuration and Stage 2 software uploaded via the AccessPORT, we made a final pull to the tune of 302 wheel-hp and 265lb-ft of torque. Most of this power came from the healthy-but-safe 12:1 air/fuel ratio (that stretched all the way to redline) and roughly 21psi of boost. There was also a boost spike at 3500rpm that helped skyrocket power, right as the turbo got huffing, which trickled down to 15.5psi at redline to keep the engine safe.

While we see more room for power with this beta version of COBB's California 91-octane calibration, the end result of the Stage 2 package is still a healthy 300 wheel-hp made throughout the powerband. More than adequate for most street and track applications.

As the ECU maps are updated online, we're sure the Stage 1 and 2 re-flashes will find still more power.

If that's not enough, you can always flash the 100-octane maps onto your ECU's temporary memory, top off the tank with some race gas and go satisfy your ya-yas. Just make sure you switch back to the stock map when you put the pump swill back in.

MSRP
AccessPORT:	$695 (estimated)
Turbo-back exhaust (w/high-flow cat):	$1095
Turbo-back exhaust (w/test pipe):	$985
SF air intake:	$115
Heat shield:	$135
WEIGHT
Downpipe:	6.25lbs
Test pipe:	3lbs
B-pipe:	12lbs
Muffler section:	16.25lbs
Hardware/gaskets:	1lb
Total turbo-back exhaust:	38.5lbs

Photo Gallery: Mitsubishi Lancer EVO VIII IX Cobb Accessport- Sport Compact Car

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Project Toyota Corolla AE86

Project Toyota Corolla AE86

In the last installment of Project Corolla, we dialed in a set of custom Ground Control coilovers, then figured out spring rates and ride height adjustments to make the suspension work on the track. We chose 6kg/mm springs in front, in conjunction with specially valved Koni twin-tube dampers and 4kg/mm rear springs, mounted on monotube shocks. While we've had some issues with the overall amount of suspension stroke, we've made the setup acceptable-for the time being.

Roll, Squat And Bind
One trend among tuned Corollas is the tendency to lower them by too much. Even with spring rates sufficiently high to enable proper suspension function with such a short stroke, there are severe alterations to the stock geometry. What little stroke there is becomes confined to one extreme of each control arm and link's arc of motion. Also, when the springs are stiffer than the chassis, the chassis does all the flexing.

Fixing geometry problems in most modern cars with independent rear suspension is a matter of modifying the bushings or pick-up points to make the stock camber and toe curves work. Corollas are anything but modern and independent. Ironically, we had to steal tricks from muscle car and truck gurus to make our live axle stick and turn.

With a live rear axle, lowering the car does two critical things. First, the pinion angle is changed, so that, in static state, it's already pointing down. It does so even more when the car squats under acceleration (assuming it has enough power for the job). This means more resistance at the differential input shaft when the driveshaft yoke is contorted. More importantly, most cars are like the Corolla and have unequal lateral links. The anti-squat reaction from these links is further increased, since the lower link is now nearly parallel to the ground, while the short upper arms point up at a steep angle, pushing the instant center far below the center of gravity.

There really isn't a good fix for this without whipping out the welder and acetylene torch, but we're trying to solve it with an assortment of adjustable links, bars and brackets from Whiteline Automotive. It seems the AE86's popularity has stretched to Australia and Whiteline has invested a good deal of time developing and racing the platform, as well as writing papers on proper set-ups for it. Based on this experience, the company has developed a range of products that allow a Corolla to be adjusted for a variety of purposes.

To correct the pinion angle and reduce anti-squat reaction, we replaced the stock unequal-length lateral links with adjustable units. These are steel pieces with polyurethane bushings inserted in each end, which keep out some noise and vibration (unlike a heim joint). The lengths of the arms are adjusted with a threaded center section and jam nuts. There are many ways to screw this up when fiddling with the lengths, so we kept it simple. We put the lower links at the stock length to preserve the original wheelbase and adjusted the upper arms to force the pinion angle parallel to the ground. Depending on how far a car is lowered, there's a chance the upper arms will contact the axle housing under compression, so we had to move the axle through its range of motion to double-check. Otherwise, there would be suspension bind issues.

Adjusting the lateral link arm's length to control pinion angle also has an added benefit of altering anti-squat characteristics. Since the upper arms are at such an extreme angle and are at the upper range of their arcs, any extension will lessen the angle between the top and bottom links noticeably. This helps to reduce binding resistance and anti-squat. But there is a limit-extending the upper arms too much will push the pinion angle up, as well as increase the likelihood of axle contact. We could take out more anti-squat by shortening the lower arms (which allows the upper arms to be extended further without compromising pinion angle), but then there would be changes to the wheelbase, which we're not ready to play with yet.

Anti-squat is not always a bad thing. Drifters take advantage of it to help aggravate the car and break the rear tires loose to initiate a slide. This method is obviously more useful with greater grip and power. If we were drag racing, we'd leave it at a slight downward angle, so as the car reaches full squat from launch, the pinion lines up with the driveshaft. But we aren't drag racing and we have no power.

For those with power and/or drag racing aspirations, Whiteline also makes a set of brackets for the axle side of the lower lateral links, which allow the back end of the lower link to be remounted at two even lower positions. By lowering the pick-up point, the angle between the arms increases, adding more anti-squat without altering the pinion angle. We installed these brackets to each axle end, but kept the stock end-link position, so we could at least keep the lower link parallel to the ground if we decide to lower the car more in the future and change the pick-up points.

We also replaced the front and rear anti-roll bars. Although the stock bars worked well enough, the added roll stiffness is a good thing when running fairly soft springs, it helps with faster transient response. But a lot of roll resistance isn't necessarily desirable. As the car now sits on Hankook Z212 street tires, we wanted a limited amount of roll resistance since street tires have less traction. Too much would overload the outside tires in a turn, while not allowing the inside tires to provide maximum contact, causing the car to slide prematurely.

Whiteline offers two rear bars and three front bars-all solid. The rears are 18mm in diameter (with and without adjustable blades), while the fronts are 24mm (with or without adjustable blades). And there's also a monster non-adjustable, extra-heavy duty 27mm bar that looks more appropriate for something bigger-like a 240SX. We're not sure why such an item is available. Even on race tires, a large front bar should make any car push severely. We opted for the adjustable fronts and rears, adjusted to the least resistance for street tires (and decided to save the monster front bar for testing, when we have a lot more rubber). Both bars have Whiteline end-links with polyurethane bushings and reinforced body mounting brackets. For this particular application, the well thought-out brackets offer two attachment points for the end-links.

Depending on which of the four adjustment settings chosen, you can use a different attachment point to avoid end-link bind and body contact. We have noticed that, depending on how much twisting resistance there is, the front bar might have clearance issues with the frame rail on severely lowered cars.

The main advantage of all this is a greater range of adjustability as we progress through different levels of power and grip. We still have enough adjustment to better dial in the car for the characteristics and driving purposes we have in mind.

Power Steering Is For Little Girls
That's really not true. If anything, it's the other way around, since there's a good reason why manual steering is all but extinct. Anyone who insists on manual steering over power is still living in the Dark Ages. Only mid-engine sports and race cars still use manual steering, as there's little weight sitting on the front axles and it requires less hardware and space. We just didn't have an option-Project Corolla came equipped with power steering, but all the hardware was cannibalized long ago. All that was left was a sloppy power rack with fluid gushing everywhere. Bang for buck and weight, it was cheaper to go with a manual steering conversion, although there are drawbacks on track and in everyday use.

The swap to manual steering is a double-edged sword. It offers more steering feedback, giving a driver immediate information on how the front tires are loaded, without the buffering benefits of power steering. But a manual system will kick back through the steering column just as immediately and violently. In most cases, a lack of power-assisted steering also means that manual cars have a higher steering ratio and thus slower steering, making steering effort easier for the driver.

We didn't want to do the standard conversion and end up with sloppy econobox steering. So we opted to update our manual rack with a Quaife Quick Steering Ratio (QSR) rack-and-pinion kit made specifically for left-hand-drive AE86 Corollas. The kit replaces the internals of the Corolla's stock manual rack with a lower steering ratio, from 3.5 turns lock-to-lock down to 2.5. This is done by changing the diameter of the pinion and modifying the teeth on both parts.

However, the conversion isn't simply a matter of bolting in a new manual rack-and-pinion. Most parts are too costly to buy new and almost impossible to pillage from junkyards.

On the AE86, there are several differences that need to be addressed. The manual rack itself is somewhat rare in the US, as most Corollas came here with power steering. And the only other vehicle to share the same part was the first-generation MR2. We were able to locate one through Df Power Rebuilding in Buena Park, California, which specializes in rebuilding steering racks and CV joints. Diego Figueroa at Df Power was able to locate and rebuild a manual rack with the Quaife QSR components within a couple of days. That was the easy part.

Finding the rest of the bits and pieces was the hard part. We took Project Corolla down to Diamond Bar Auto Care to help us deal with dropping the front subframe, pulling the steering column and the modifications needed to make a manual steering car. Power rack housings have a larger diameter and use different mounting brackets and bushings on the passenger side, so it can't just bolt in.

We replaced the driver-side bushing with a polyurethane unit from Prothane, while the passenger- (right-hand) side bushing was replaced with a CNC-machined Derlin bushing from Techno Toy Tuning (T3), made specifically for a power-to-manual steering conversion, since Toyota has discontinued the bracket and bushing parts.

The T3 bushing instructions require a bead of weld to be laid down along the rack housing to keep the bushing from sliding around on the rack, but we just drilled some holes and inserted pins into each half of the bushing to keep it in place. Our concern for the difference in stiffness of the two materials wasn't noticeable in steering feel, since the stiffer Derlin bushing was so much thicker and had more material to deflect.

Manual steering cars also use a smaller-diameter spline on the end of the pinion gear. This is by far the biggest issue with the manual swap-locating steering yokes or U-joints with the right sized female splines on both sides and extending the steering column to reach the new rack takes endless scouring of junkyards and forums. Two parts are needed, the actual yoke with the same smaller-diameter spline on both the pinion and column side, and the longer version of the male spline, stuffed into the steering column with an interference fit. The longer male steering column spline is necessary as the pinion box on the power rack is significantly taller.

There are three ways to get these parts, get lucky and find the pieces (or entire steering column) from an AE86 or older manual-steering Corolla in a junkyard, from forums (along with the matching steering column spline. Gimp up a long yoke by taking two much more common power steering yokes, hack off the end of the small spline on one and weld it to the end of the big spline of the other), or take it like a man, bending over at the dealer and buying the parts. We went for option three. Welding together two cast pieces in a critical component didn't seem like the smartest idea-and we strongly advise against it. At the time of writing, Toyota only showed seven yokes left in America.

The last difference is in the steering knuckles at the bottom of the front struts. Manual-steering cars have a longer arm on the steering knuckle that the outer rod end attaches to. The trade-off is (again) slower steering for less work. We stuck with the shorter power steering knuckles that came with the car. Not so much because we wanted faster steering, but because the longer manual steering knuckles force the tie rods further back at an increased angle, which contributes to an on-center vagueness and minor bumpsteer issues. Our Frankenstein steering is down to almost two turns lock-to-lock and kicks back from surface changes hard enough to sprain the wrists of the unwary. Outrageous for an everyday street car, Project Corolla turns and rolls like a go-kart.

To make it even harder on ourselves, we dumped the flimsy stock two-spoke plastic deathtrap steering wheel for a much more solid 350mm diameter Momo Mod 07 dished item. It might seem vain, but the inch-and-a-half reduction in diameter and the more solid construction adds a lot to steering feel as well as placing the wheel in a better position. The smaller wheel does, however, require quicker hands and more effort, and will also kick back quicker.

Another side effect of the new steering hardware is the added steering angle, which now rubs the tires against the inside fender along the frame rail at full lock. We resorted to a temporary street solution by fitting a set of 14x7 Toyota Celica Supra Mk2 wheels. They're half an inch wider than the stock Corolla pizza-cutters, have slightly less offset, which pushes the wheel out a little more to stop the rubbing, and weigh almost as much as steel wheels.

Shop Corner: Diamond Bar Auto Care
While the shop looks like any other gas station repair shop from the outside, the array of Corolla, Starlets, JDM-swapped Soarers, RX-7s and 240SXs in the parking lot is just a hint of owner Ray Gonzaga's vast experience with eclectic Japanese rear-wheel drive. His prized 1983 400hp turbo Starlet race car is also an indication of how serious and crazy he is. But this is a good place to go for Corolla service and tuning. Gonzaga and his team will do anything from an oil change to the rare JDM engine change. He has over 20 years of experience racing and tuning Toyotas.

Diamond Bar Auto Care
2875 S. Diamond Bar Blvd.
Diamond Bar, CA 91765
(909) 861-3307

Photo Gallery: Project Toyota Corolla AE86 - Sport Compact Car Magazine

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Holiday Buyers Guide - Aftermarket Parts

Holiday Buyers Guide - Aftermarket Parts

Stage 1 - Under $100

E3 DiamondFire Spark Plugs
With so many performance-enhancing upgrades on the market, it's hard to decide what a car really needs. Sometimes the simplest act, like changing spark plugs, can increase overall performance. E3 spark plugs with DiamondFire Technology delivers the most powerful spark available. The geometry of the E3's design provides optimized spark paths well into the plug's useful life, having long-term effects on engine performance. Horsepower gains are a claimed four to six percent, depending on engine size. Backed by a five-year, 100,000-mile warranty.
MSRP: Varies by application
www.e3sparkplugs.com

Hella Xenon Headlight Bulbs
Hella's High Performance Xenon Blue Bulbs produce a brighter, whiter light that is closer in color temperature to actual daylight than standard halogen bulbs, and provide increased visibility during night driving with less eye fatigue for the driver in all conditions. Correct filament alignment assures maximum light output. The blue glass provides a crisp white beam pattern. Features on-road, DOT-compliant bulbs in all popular base types, as well as higher-wattage off-road-use bulbs.
MSRP: Varies by application
www.hellausa.com

Faze Automotive Guages
Vehicle enthusiasts can upgrade the look of their interior while keeping a close eye on critical systems with CompetitionEL performance instruments from Faze Gauge. The meters feature a white face set against blue electroluminescent backlighting, so reading them is easy, even at night. And thanks to a proprietary pointer hub design, light leakage is virtually eliminated. CompetitionEL instruments incorporate vibration-proof air-core meter movement, ensuring the pointer responds rapidly to system changes and sweeps fluidly across the gauge face for accurate readings at all times. Encased in HIPS (high-impact) plastic.
MSRP: $49.95 to $79.95
www.fazeguage.com

K&N Oil Filters
With a one-inch easy-on/easy-off nut, K&N takes the frustration out of changing oil filters. Its heavy-duty canister construction and premium filter media ensure quality filtration at a competitive price.
MSRP: Starting at $10.99
www.knfilters.com

Impact Racing M/T Driving Shoe
This mid-top design provides comfort and support in a strapless ankle/collar design. The M/T provides the same features from Impact's high-top, including a padded tongue and ankle collar for comfort and support, plush-knit fire-resistant interior with complete footbed anatomical support, velour suede exterior for a soft comfortable fit and an aggressive sole design, giving positive pedal control and feel with grooved bypass channels that allow air to pass under the sole. A dual lacing system (speed or standard) provides a precision fit for narrow or wide feet. Sizes range from men's 7 to 13. Available in black, blue or red.
MSRP: $105
www.impactraceproducts.com

Takata Shoulder Pads
These 'shock absorbing' shoulder pads are constructed with high-density foam and a Velcro closure. The shock absorbing properties and design limit the gap between the driver and the harness for improved restraint and exceptional comfort.
MSRP: $89
www.takataracingproducts.com

Hondata Heat Shield Gasket
Hondata has developed a special high-temperature insulating gasket which replaces the stock intake gasket. Bypassing several heat sources reduces heat transfer from the head to the intake, giving up to a claimed five percent more power. Turbocharged cars benefit even more since the underhood temperatures are so great.
MSRP: From $50
www.hondata.com

Eibach Pro-Spacers
Eibach Pro-Spacers will help fine-tune a car's track width for optimum handling balance. Equipped with the correct Eibach Pro-Spacers, a car takes on a wider, more aggressive stance, with the tires filling the wheel arches perfectly. High-strength, aircraft-aluminum Pro-Spacers are available in thicknesses from 5mm to 45mm, positioning the wheels with precision.
MSRP: $89
www.eibach.com
(800) 507-2338

King High-Performance Bearings
Made from an Alecular Silicone material that has proven itself under harsh racing conditions for many years. Features include increased rod-bearing crush height to protect against bearing spin and greater eccentricity for superior oiling at high revs. Honda and Acura high-performance rod and main bearings are available for 1986 to 2005 models, along with many other sport compact applications.
MSRP: Varies by application
www.kingbearings.com
(800) 772-3670

Corbeau Retractable Harness Belts
Corbeau three-point retractable harness belts are comfortable and stylish. They use an inertia reel to allow the harness belt to function like stock belts. This allows more freedom of movement, but the belt will lock with any sudden actions. A knob function changes the belt from retractable mode to full-time harness mode.
MSRP: $99
www.corbeau.com
(801) 255-3737

Stage 2 - $100 to $500

5Zigen Chassis Reinforcements
Chassis tuning is key to cutting down lap times. That's why Team 5Zigen's race engineers have developed these chassis reinforcement parts. By increasing the strength of the chassis, the suspension can work better and allow the tires to provide maximum grip. As a result, the driver gets better feedback and more power is transferred to the ground. Unlike a full roll cage, the Proracer braces increase chassis performance while making minimal sacrifices in comfort.
MSRP: $120 to $290
www.5zigenusa.com

Bridgestone Potenza RE50A Tire
The Bridgestone Potenza RE050A Pole Position comes with race-inspired technology: UNI-T for outstanding wet and dry traction, a tread pattern that promotes rapid water evacuation, variable dimensions in the tread blocks and a smooth shape to reduce noise. An asymmetrical tread increases surface contact to enhance acceleration and cornering.
MSRP: Varies by application
www.tirerack.com

Enkei J10 Wheel
The Enkei J10 offers a unique 10-spoke style in a one-piece aluminum wheel. It is offered in a silver powder coat with a glossy finish and a machined lip, or matte black with a machined lip. Available in 15-inch to 18-inch sizes, it fits most front-wheel-drive vehicles.
MSRP: From $113
www.discounttiredirect.com

Yokohama S.drive Tire
The S.drive is designed for high-performance cars, incorporating technological advances such as nanotechnology, which enables the creation of micro-flexible compounds. These micro-flexible compounds conform to surface irregularities and maximize contact between the tire and the road. Additionally, the S.drive has large shoulder blocks that optimize road contact for confident cornering, four wide circumferential grooves for superior wet traction, an unbroken solid center rib for a better on-center feel, plus groove-in-groove technology and angled groove walls that work together to reduce uneven wear.
MSRP: Varies by application
www.yokohamatire.com

Odyssey 34-PC1500 Battery
This high performance battery employs a unique thin-plate, pure-lead (TPPL) technology to provide two essential performance characteristics in one battery: maximum cranking power and true 400 deep cycles to 80 percent depth of discharge. The battery is 12 volts and provides 1500 cranking amps for five seconds and 135 reserve minutes, with superior deep cycle and charging capabilities to provide repeatable power for a long service life. It will perform at its five-second cranking power in temperatures as low as minus 40 degrees F (minus 40 degrees C). Will fit most cars that accept a group size 34 battery.
MSRP: $297.63
www.oddysseybattery.com

Endless CC-X Brake Pads
These dual-purpose street and track CC-X pads feature a compound blend that is rotor-friendly, works at low temperatures, and has good front/rear balance. Their best characteristic is a direct pedal feel. The feedback allows easy brake modulation, inspiring confidence while driving.
MSRP: From $400 per front and rear set
www.endless-brake.info

Injen Technology Cold-Air Intake for Mazdaspeed3
Injen Technology introduces the new SP6062 intake for the turbocharged 2007 Mazdaspeed3. The SP6062 is constructed of aerospace T6 6061 grade aluminum. Utilizing the patent-pending Mega Ram Technology process, Injen claims gains of 33bhp and 35lb-ft of torque. The intake also features a calibrated MAF sensor housing, reusable cotton air filter and either a mirror-polished or black powder-coated finish.
MSRP: Call for pricing
www.injen.com
(866) 944-6536

Hotchkis MX-5 Sport Anti-Roll Bars
The new Mazda MX-5 has more power, more room and more amenities. These add up to more weight, inducing body roll and speed-robbing understeer. Hotchkis Performance seeks to redress that problem with the new 2006 to '07 MX-5 Sport anti-roll bar package, claiming razor-sharp handling and a more secure, balanced feel. Designed specifically for autocross, track and high-performance street use, the package features a 27mm three-position adjustable front bar and a 21mm three-position adjustable rear bar. The front bar has three settings, 520 lbs/in (115 percent stiffer than stock), 615 lbs/in (155 percent stiffer) and 735 lbs/in (205 percent stiffer). The rear bar is also adjustable to 390 lbs/in (595 percent stiffer), 470 lbs/in (745 percent stiffer) and 580 lbs/in (940 percent stiffer).
MSRP: $342
www.hotchkis.net

Unorthodox Racing Pulley for 07+ Honda Fit
The new Honda Fit pulley system utilizes the same weight-reducing design found in other Unorthodox Racing products. Gains of 2.7hp are claimed for every pound shaved from the weight of the crank pulley. Additional gains can be realized by underdriving the accessories. UR accomplishes this through the use of a lightweight aluminum two-piece kit that can be installed with simple hand tools in just under three hours.
MSRP: $259.99
www.unorthodoxracing.com

Fidanza Performance Clutches for Mitsubishi
Fidanza clutches are available in four different levels, from mild to wild, to complement driver habits and the vehicle's performance level. They are specially made-not taken from original equipment stock. As a result, Fidanza's Level One clutch is comparable to most stage two clutches. All Fidanza clutch kits come with everything required for installation, including pressure plate, disc, throw-out bearing and pilot tool.
MSRP: Varies by application
www.fidanza.com

ST Suspensions Anti-Roll Bars for 2006-on Honda Civic
These bars replace the 2006 Civic's stock hollow bars with solid items-one inch at the front-while the 0.45-inch stock rear bar is replaced with a 0.625 equivalent. Anti-roll bar forces are increased 205 percent on the front axle and 155 percent at the rear.
MSRP: $408 per set
www.stsuspensions.com

DeatschWerks Fuel Injectors
DeatschWerks is a fuel injector shop producing high-performance drop-in injectors for top tuners and car enthusiasts. Each injector is flow-tested for optimum efficiency. All sets are matched to within two percent or less. Flow reports are shipped with injectors, as well as all required O-rings, spacers and seals. All DeatschWerks injectors come with a comprehensive 12-month warranty.
MSRP: From $200 per set
(405) 415-6862

Stage 3 - $500 to $1000

DC Sports Header
DC Sports' 4-2-1 two-piece header systems deliver the same performance as its one-piece systems, but in a two-piece design for easier installation. Dyno-tuned and tested to outperform comparable systems, DC Sports header systems are precision bent on CNC mandrel benders. Flanges are CNC machined and flange mating surfaces are machine-ground to ensure a leak-free seal. Available in 304-stainless steel and in mild steel with a proprietary temperature- and corrosion-resistant ceramic coating.
MSRP: From $545.88
www.aempower.com

5Zigen ProRacer ZR+520 Wheel
To commemorate its 20th anniversary, 5Zigen introduces the ProRacer ZR+520 high performance wheel, with all the features required for motorsport: low weight, high strength and ample clearance for larger brake calipers. Available in three different finishes: Ceramic Bronze, Hyper Gunmetal and Chrome Silver. Sizes range from 17x7 to 18x9.5.
MSRP: Varies by application
www.5zigenusa.com

Corsa Cat-Back Exhaust
System for 2005-on Chevy CobaltCorsa Performance Exhaust claims improved horsepower and torque with its bolt-on cat-back performance exhaust for the 2005-on Chevrolet Cobalt 2.2L, 2.4L and supercharged 2.0 models. Featuring the company's patented Reflective Sound Cancellation (RSC) technology, which eliminates drone and remains quiet at cruising speeds, the system still sounds bold under acceleration. US-made from premium grade stainless steel, it has a single rear exit with either 3.5-inch (standard) or four-inch (for SS models) Pro-Series tips.
MSRP: $872.99
www.corsaperformance.com

Edelbrock Fuel System Plumbing Kit
Edelbrock introduces this new Russell fuel system plumbing kit. It includes everything necessary for upgrading the plumbing between the OE-style fuel filter to the fuel rail on a B-series-powered Honda or Acura. Includes a high-volume, hard-anodized PRO-FLO EFI fuel rail, an adjustable Edelbrock EFI fuel pressure regulator, an assortment of straight, 45-degree and 90-degree fittings, installation brackets and hardware. Available in stainless steel Pro-Flex or Pro-Classic black nylon fabric -6AN or -4AN size fuel hose.
MSRP: From $595
www.edelbrock.com

AEM F/IC Boost Controller
The F/IC is ideal for enthusiasts who require engine control but do not need a standalone EMS. Designed for late-model OBDII vehicles with aftermarket turbos and upgraded factory turbo vehicles, the F/IC modifies the factory computer's timing pattern (eliminating the need to set up crank/cam position), allows sensor recalibration and works with variable cam timing.
MSRP: $552.50
www.aempower.com

Wiseco Sport Compact Pistons
New for 2008, a revised skirt coating material has a higher adherence factor than previous moly coatings. The new mechanized application process ensures perfect thickness from piston to piston. Another innovation standard for 2008 is a 'brushed' dome on sport compact pistons. This smoothes the top of the piston, reducing hot spots and reduces the time an engine builder spends when prepping parts. Included are a Nitrided top ring and Napier second-ring package, plus turbo-spec pins for increased power and durability.
MSRP: Varies by application
www.wiseco.com

Stage 4 - $1000 and up

M2 Race Systems Cylinder Head for Supra Turbo
M2 Race Systems' cylinder head for the Toyota 2JZ-GTE turbo in-line six engine features fully CNC-ported intake and exhaust ports, precision-honed magnesium-bronze valve guides, a competition hand-blended four-angle valve job and a superfine deck finish. Also available fully assembled from M2 for an additional cost.
MSRP: $2081
www.m2race.com
(732) 751-1902

AP Racing Brake System for 350Z and G35
AP Racing claims a massive increase in stopping power, giving confidence when running the canyons or participating in track days. Designed to perform with the factory OE master cylinder, this system is also fully compatible with factory ABS subsystems. The factory parking brake is retained for vehicles that spend time on the street as well as on the track. The front set-up comprises six-piston aluminum calipers with 14.25-inch cross-drilled and slotted two-piece rotors. These can be paired with four-piston aluminum calipers with 13-inch cross-drilled and slotted two-piece rotors in the rear. Included are caliper mounting brackets, DOT-compliant stainless steel brake lines for both front and rear, high-performance Mintex Xtreme brake pads, and all the necessary high-grade installation hardware. Available in two colors: red calipers with black script or black calipers with yellow script. Other applications are also available.MSRP: Varies by application
www.brake-pros.com
(800) 711-4123

Stillen Supercharger Kit For 2007 350Z/G35
Stillen claims 410hp and 380lb-ft of torque with its supercharger kit for the VQ35DE engine (Stage Three with the Stillen dual path exhaust). The kit is CARB approved and eligible for optional three-year/36,000 mile warranty coverage (Stage Two only). The foundation of this kit is the same twin-screw supercharger used by OEMs around the world, chosen for excellent peak power coupled with superior low end and mid-range. The internal high-efficiency air-to-water intercooler design allows for more power and torque via a greatly reduced inlet charge temperature. This design also eliminates complex and cluttered intercooler piping. An internal bypass valve minimizes parasitic loss, resulting in a claimed 30 to 66 percent increase in useable power. An electronic control box is factory set to each vehicle and an auxiliary injector supplies extra fuel. With the Stage Three kit, more fuel is supplied via a high-volume in-tank fuel pump. Kits ship complete with all the necessary parts.
MSRP: Call for pricing
www.stillen.com
(800) 711-0310

Skunk2 PRO-C Coilovers
Skunk2 PRO-C coilovers for Honda EG, DC and EK platforms have advanced shock technology and a precision-designed damping curve to improve handling. Features include an adjustable monotube design with an oversized, micro-polished, hardened steel shaft and piston, plus a precision-honed internal bore and low-friction triple seal. Each has 12-way adjustable valving and a one-piece forged shock body for added strength and reliability. Bodies and shafts are shortened to maintain proper suspension travel on lowered vehicles and are adjustable without affecting pre-load. Included are either CNC-machined camber plates with spherical bearings or top mounts with polyurethane bushings (depending on application).
MSRP: $1423.10
www.skunk2.com
(951) 808-9888

H&R Premium Performance Coilover System
H&R introduces a new line of premium performance coilovers featuring aluminum front struts. Unsprung weight is reduced 30 to 40 percent over stock struts, thereby improving suspension articulation and resulting in optimized performance and ride. Available in black hard anodized and suitable for popular applications.
MSRP: $1590 to $1650
www.hrsprings.com

Flyin' Miata Turbo System
After a year-long redesign, the Flyin' Miata turbo system is back. The company claims that power numbers are up, fit has improved and prices have come down. Systems start with the non-intercooled Voodoo Turbo, which uses Flyin' Miata's Voodoo Box fuel management and produces a claimed 150 to 170 wheel-hp.The next step up is the intercooled Voodoo II, which bumps power levels to a claimed 160 to 200 wheel-hp.
MSRP: $2820 to $4995
www.flyinmiata.com

KW Coilovers For 2007-On Mini Cooper
KW offers three variants of coilover suspensions for the 2007-on MINI Cooper which allow the vehicle to be lowered 1.2 inches to 2.2 inches on the front and rear axles, while retaining enough travel to handle maximum weight and dynamic driving loads. Variant 1, with its preset damping rates, permits customized lowering of the suspension. Variant 2 allows modifications in ride height and rebound dampening. Variant 3 permits adjustable (and independent reacting) rebound and compression damping with height adjustability.
MSRP: $1225 to $1825
www.kw-suspension.com

Jackson Racing Supercharger Kit For 2006-on Civic Si
Naturally aspirated, the Civic Si produces 171 wheel-hp and 126lb-ft of torque. But Jackson Racing claims 234hp and 171lb-ft of torque measured at the wheels, using the stock airbox, header and exhaust. At the time of writing, however, this kit is not CARB approved.
MSRP: $3795
www.mossmotors.com

Photo Gallery: Holiday Buyers Guide - Aftermarket Parts - Sport Compact Car

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Cobb Tuning Accessport For Lancer Evo VIII/IX

Cobb Tuning Accessport For Lancer Evo VIII/IX

Tuning should never be taken lightly and not everyone lives within driving distance of a dyno and a reputable tuner. That's why companies like COBB Tuning offer safe mail order ECU reflashes for complex modern platforms like the Evo and WRX. The COBB AccessPORT system is basically a hand-held unit that communicates with the ECU via the car's OBDII port, allowing you to 'tune' your car in the driveway.

In addition to reprogramming the ECU with pre-existing high-performance tunes (downloadable from COBB's website), the system comes with multiple functions like DTC code scanning and real-time logging of engine operating parameters. Unlike a generic code reader, the AccessPORT allows much faster communication with the ECU at rates far exceeding the OBDII standard 2Hz refresh rate.

The temperature was 110 degrees F on our test day, which no turbo car likes, but our test car baselined at a corrected 254 wheel-hp and 243lb-ft of torque on the all-wheel drive Dynojet of Tuning Technologies (a southern California Evo shop). This falls right within the ballpark we anticipated for a stock car on this dyno. It takes under 10 minutes to copy a car's original map onto an AccessPORT and sync it with the car. Each AccessPORT 'marries' itself with the ECU and can only be used with one car. Once the factory calibration is stored in memory, the new tune can be flashed onto the ECU's permanent memory. You can easily revert to the original ECU program for trips to the dealership.

The AccessPORT programming also requires re-plumbing of the vacuum lines between the stock electronic boost solenoid and wastegate actuator. To better control boost, some pressure restriction orifices have to be bypassed, which allows for less boost oscillations with proper tuning. With just the California version of the Stage 1 software, we measured a peak of 270 wheel-hp, while torque remained almost the same, since most of the increase was well past 5252rpm. From what we could gather from the logs, most gains came from increasing boost by 1psi, while retaining the same profile and just slightly leaning out the mixture by a meager two-tenths of a point throughout the powerband. Since this was a conservative beta version of the final map, we think there will be more power to be made with more aggressive ignition timing and leaner mixtures.

To get a clearer picture, we had Tuning Technologies install the COBB air intake and turboback exhaust, and put the boost control plumbing and software back to stock, to see what gains hardware alone could make. The intake is a simple open-element cone filter with integrated venturi that adapts to the stock airflow meter. The three-inch COBB exhaust is quiet enough to pass on the street, but will get noticed at WOT. The increase in flow alone was good enough for a peak of 277 wheel-hp with the same torque and a mild gain in boost with a leaner mixture. Overall, the power and torque curve showed consistent and noticeable gains from as low as 5000rpm.

With boost control plumbing returned to COBB's configuration and Stage 2 software uploaded via the AccessPORT, we made a final pull to the tune of 302 wheel-hp and 265lb-ft of torque. Most of this power came from the healthy-but-safe 12:1 air/fuel ratio (that stretched all the way to redline) and roughly 21psi of boost. There was also a boost spike at 3500rpm that helped skyrocket power, right as the turbo got huffing, which trickled down to 15.5psi at redline to keep the engine safe.

While we see more room for power with this beta version of COBB's California 91-octane calibration, the end result of the Stage 2 package is still a healthy 300 wheel-hp made throughout the powerband. More than adequate for most street and track applications.

As the ECU maps are updated online, we're sure the Stage 1 and 2 re-flashes will find still more power.

If that's not enough, you can always flash the 100-octane maps onto your ECU's temporary memory, top off the tank with some race gas and go satisfy your ya-yas. Just make sure you switch back to the stock map when you put the pump swill back in.

MSRP
AccessPORT:	$695 (estimated)
Turbo-back exhaust (w/high-flow cat):	$1095
Turbo-back exhaust (w/test pipe):	$985
SF air intake:	$115
Heat shield:	$135
WEIGHT
Downpipe:	6.25lbs
Test pipe:	3lbs
B-pipe:	12lbs
Muffler section:	16.25lbs
Hardware/gaskets:	1lb
Total turbo-back exhaust:	38.5lbs

Photo Gallery: Mitsubishi Lancer EVO VIII IX Cobb Accessport- Sport Compact Car

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Project Toyota Corolla AE86

Project Toyota Corolla AE86

In the last installment of Project Corolla, we dialed in a set of custom Ground Control coilovers, then figured out spring rates and ride height adjustments to make the suspension work on the track. We chose 6kg/mm springs in front, in conjunction with specially valved Koni twin-tube dampers and 4kg/mm rear springs, mounted on monotube shocks. While we've had some issues with the overall amount of suspension stroke, we've made the setup acceptable-for the time being.

Roll, Squat And Bind
One trend among tuned Corollas is the tendency to lower them by too much. Even with spring rates sufficiently high to enable proper suspension function with such a short stroke, there are severe alterations to the stock geometry. What little stroke there is becomes confined to one extreme of each control arm and link's arc of motion. Also, when the springs are stiffer than the chassis, the chassis does all the flexing.

Fixing geometry problems in most modern cars with independent rear suspension is a matter of modifying the bushings or pick-up points to make the stock camber and toe curves work. Corollas are anything but modern and independent. Ironically, we had to steal tricks from muscle car and truck gurus to make our live axle stick and turn.

With a live rear axle, lowering the car does two critical things. First, the pinion angle is changed, so that, in static state, it's already pointing down. It does so even more when the car squats under acceleration (assuming it has enough power for the job). This means more resistance at the differential input shaft when the driveshaft yoke is contorted. More importantly, most cars are like the Corolla and have unequal lateral links. The anti-squat reaction from these links is further increased, since the lower link is now nearly parallel to the ground, while the short upper arms point up at a steep angle, pushing the instant center far below the center of gravity.

There really isn't a good fix for this without whipping out the welder and acetylene torch, but we're trying to solve it with an assortment of adjustable links, bars and brackets from Whiteline Automotive. It seems the AE86's popularity has stretched to Australia and Whiteline has invested a good deal of time developing and racing the platform, as well as writing papers on proper set-ups for it. Based on this experience, the company has developed a range of products that allow a Corolla to be adjusted for a variety of purposes.

To correct the pinion angle and reduce anti-squat reaction, we replaced the stock unequal-length lateral links with adjustable units. These are steel pieces with polyurethane bushings inserted in each end, which keep out some noise and vibration (unlike a heim joint). The lengths of the arms are adjusted with a threaded center section and jam nuts. There are many ways to screw this up when fiddling with the lengths, so we kept it simple. We put the lower links at the stock length to preserve the original wheelbase and adjusted the upper arms to force the pinion angle parallel to the ground. Depending on how far a car is lowered, there's a chance the upper arms will contact the axle housing under compression, so we had to move the axle through its range of motion to double-check. Otherwise, there would be suspension bind issues.

Adjusting the lateral link arm's length to control pinion angle also has an added benefit of altering anti-squat characteristics. Since the upper arms are at such an extreme angle and are at the upper range of their arcs, any extension will lessen the angle between the top and bottom links noticeably. This helps to reduce binding resistance and anti-squat. But there is a limit-extending the upper arms too much will push the pinion angle up, as well as increase the likelihood of axle contact. We could take out more anti-squat by shortening the lower arms (which allows the upper arms to be extended further without compromising pinion angle), but then there would be changes to the wheelbase, which we're not ready to play with yet.

Anti-squat is not always a bad thing. Drifters take advantage of it to help aggravate the car and break the rear tires loose to initiate a slide. This method is obviously more useful with greater grip and power. If we were drag racing, we'd leave it at a slight downward angle, so as the car reaches full squat from launch, the pinion lines up with the driveshaft. But we aren't drag racing and we have no power.

For those with power and/or drag racing aspirations, Whiteline also makes a set of brackets for the axle side of the lower lateral links, which allow the back end of the lower link to be remounted at two even lower positions. By lowering the pick-up point, the angle between the arms increases, adding more anti-squat without altering the pinion angle. We installed these brackets to each axle end, but kept the stock end-link position, so we could at least keep the lower link parallel to the ground if we decide to lower the car more in the future and change the pick-up points.

We also replaced the front and rear anti-roll bars. Although the stock bars worked well enough, the added roll stiffness is a good thing when running fairly soft springs, it helps with faster transient response. But a lot of roll resistance isn't necessarily desirable. As the car now sits on Hankook Z212 street tires, we wanted a limited amount of roll resistance since street tires have less traction. Too much would overload the outside tires in a turn, while not allowing the inside tires to provide maximum contact, causing the car to slide prematurely.

Whiteline offers two rear bars and three front bars-all solid. The rears are 18mm in diameter (with and without adjustable blades), while the fronts are 24mm (with or without adjustable blades). And there's also a monster non-adjustable, extra-heavy duty 27mm bar that looks more appropriate for something bigger-like a 240SX. We're not sure why such an item is available. Even on race tires, a large front bar should make any car push severely. We opted for the adjustable fronts and rears, adjusted to the least resistance for street tires (and decided to save the monster front bar for testing, when we have a lot more rubber). Both bars have Whiteline end-links with polyurethane bushings and reinforced body mounting brackets. For this particular application, the well thought-out brackets offer two attachment points for the end-links.

Depending on which of the four adjustment settings chosen, you can use a different attachment point to avoid end-link bind and body contact. We have noticed that, depending on how much twisting resistance there is, the front bar might have clearance issues with the frame rail on severely lowered cars.

The main advantage of all this is a greater range of adjustability as we progress through different levels of power and grip. We still have enough adjustment to better dial in the car for the characteristics and driving purposes we have in mind.

Power Steering Is For Little Girls
That's really not true. If anything, it's the other way around, since there's a good reason why manual steering is all but extinct. Anyone who insists on manual steering over power is still living in the Dark Ages. Only mid-engine sports and race cars still use manual steering, as there's little weight sitting on the front axles and it requires less hardware and space. We just didn't have an option-Project Corolla came equipped with power steering, but all the hardware was cannibalized long ago. All that was left was a sloppy power rack with fluid gushing everywhere. Bang for buck and weight, it was cheaper to go with a manual steering conversion, although there are drawbacks on track and in everyday use.

The swap to manual steering is a double-edged sword. It offers more steering feedback, giving a driver immediate information on how the front tires are loaded, without the buffering benefits of power steering. But a manual system will kick back through the steering column just as immediately and violently. In most cases, a lack of power-assisted steering also means that manual cars have a higher steering ratio and thus slower steering, making steering effort easier for the driver.

We didn't want to do the standard conversion and end up with sloppy econobox steering. So we opted to update our manual rack with a Quaife Quick Steering Ratio (QSR) rack-and-pinion kit made specifically for left-hand-drive AE86 Corollas. The kit replaces the internals of the Corolla's stock manual rack with a lower steering ratio, from 3.5 turns lock-to-lock down to 2.5. This is done by changing the diameter of the pinion and modifying the teeth on both parts.

However, the conversion isn't simply a matter of bolting in a new manual rack-and-pinion. Most parts are too costly to buy new and almost impossible to pillage from junkyards.

On the AE86, there are several differences that need to be addressed. The manual rack itself is somewhat rare in the US, as most Corollas came here with power steering. And the only other vehicle to share the same part was the first-generation MR2. We were able to locate one through Df Power Rebuilding in Buena Park, California, which specializes in rebuilding steering racks and CV joints. Diego Figueroa at Df Power was able to locate and rebuild a manual rack with the Quaife QSR components within a couple of days. That was the easy part.

Finding the rest of the bits and pieces was the hard part. We took Project Corolla down to Diamond Bar Auto Care to help us deal with dropping the front subframe, pulling the steering column and the modifications needed to make a manual steering car. Power rack housings have a larger diameter and use different mounting brackets and bushings on the passenger side, so it can't just bolt in.

We replaced the driver-side bushing with a polyurethane unit from Prothane, while the passenger- (right-hand) side bushing was replaced with a CNC-machined Derlin bushing from Techno Toy Tuning (T3), made specifically for a power-to-manual steering conversion, since Toyota has discontinued the bracket and bushing parts.

The T3 bushing instructions require a bead of weld to be laid down along the rack housing to keep the bushing from sliding around on the rack, but we just drilled some holes and inserted pins into each half of the bushing to keep it in place. Our concern for the difference in stiffness of the two materials wasn't noticeable in steering feel, since the stiffer Derlin bushing was so much thicker and had more material to deflect.

Manual steering cars also use a smaller-diameter spline on the end of the pinion gear. This is by far the biggest issue with the manual swap-locating steering yokes or U-joints with the right sized female splines on both sides and extending the steering column to reach the new rack takes endless scouring of junkyards and forums. Two parts are needed, the actual yoke with the same smaller-diameter spline on both the pinion and column side, and the longer version of the male spline, stuffed into the steering column with an interference fit. The longer male steering column spline is necessary as the pinion box on the power rack is significantly taller.

There are three ways to get these parts, get lucky and find the pieces (or entire steering column) from an AE86 or older manual-steering Corolla in a junkyard, from forums (along with the matching steering column spline. Gimp up a long yoke by taking two much more common power steering yokes, hack off the end of the small spline on one and weld it to the end of the big spline of the other), or take it like a man, bending over at the dealer and buying the parts. We went for option three. Welding together two cast pieces in a critical component didn't seem like the smartest idea-and we strongly advise against it. At the time of writing, Toyota only showed seven yokes left in America.

The last difference is in the steering knuckles at the bottom of the front struts. Manual-steering cars have a longer arm on the steering knuckle that the outer rod end attaches to. The trade-off is (again) slower steering for less work. We stuck with the shorter power steering knuckles that came with the car. Not so much because we wanted faster steering, but because the longer manual steering knuckles force the tie rods further back at an increased angle, which contributes to an on-center vagueness and minor bumpsteer issues. Our Frankenstein steering is down to almost two turns lock-to-lock and kicks back from surface changes hard enough to sprain the wrists of the unwary. Outrageous for an everyday street car, Project Corolla turns and rolls like a go-kart.

To make it even harder on ourselves, we dumped the flimsy stock two-spoke plastic deathtrap steering wheel for a much more solid 350mm diameter Momo Mod 07 dished item. It might seem vain, but the inch-and-a-half reduction in diameter and the more solid construction adds a lot to steering feel as well as placing the wheel in a better position. The smaller wheel does, however, require quicker hands and more effort, and will also kick back quicker.

Another side effect of the new steering hardware is the added steering angle, which now rubs the tires against the inside fender along the frame rail at full lock. We resorted to a temporary street solution by fitting a set of 14x7 Toyota Celica Supra Mk2 wheels. They're half an inch wider than the stock Corolla pizza-cutters, have slightly less offset, which pushes the wheel out a little more to stop the rubbing, and weigh almost as much as steel wheels.

Shop Corner: Diamond Bar Auto Care
While the shop looks like any other gas station repair shop from the outside, the array of Corolla, Starlets, JDM-swapped Soarers, RX-7s and 240SXs in the parking lot is just a hint of owner Ray Gonzaga's vast experience with eclectic Japanese rear-wheel drive. His prized 1983 400hp turbo Starlet race car is also an indication of how serious and crazy he is. But this is a good place to go for Corolla service and tuning. Gonzaga and his team will do anything from an oil change to the rare JDM engine change. He has over 20 years of experience racing and tuning Toyotas.

Diamond Bar Auto Care
2875 S. Diamond Bar Blvd.
Diamond Bar, CA 91765
(909) 861-3307

Photo Gallery: Project Toyota Corolla AE86 - Sport Compact Car Magazine

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