IMPORT PERFORMANCE & TECH MAGAZINE

480 WHP MONSTER +

7,600 PEAK RPM

Contents

IMPORT PERFORMANCE & TECH MAGAZINE

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Contents

Publisher Michael Ferrara

Managing Editor Arnold Eugenio

Technical Editor Michael Ferrara

Feature Editor Richard Fong

Contributing Editors Dave ColemanAaron EusebiPete FalconeKevin GillespieNat InsumranMike KojimaAllan H. LockheadAiko MakinoTim McDermottVinh NguyenAric ShenAidan SpraicJames Stephens

Art DirectorsPaul LaguetteMitsuko Tajima

Operations Director Troy Miyamoto

Sales Director Tobin Honda

Marketing Director Vinh Nguyen

Marketing Associate Aiko Makino

Subscription Manager Jeren Walker

Newsstand Executive Adriel Marra

Artwork DesignerDanny Murphy

Distributed in the USA byCurtis

A Publication of HARD MEDIA, Inc.11231 Young River AvenueFountain Valley, CA 92708714.593.0280 fax: 714.593.028866.270.4372 toll-free USA & CAN

DSPORT is published monthly by HARD MEDIA Inc. 11231 Young River Avenue, Fountain Valley, CA 92708. Copyright 2013 by HARD MEDIA, Inc. All rights reserved. Reproduction of all or any part of this publication without specific written permission is strictly prohibited.

www.DSPORTMAG.comwww.IMPORTDRAG.com

Switzer Ultimate Street Edition GT-R

Weekday Warrior

Los Angeles Auto Show

A Nissan that is too quick for your average joe.

The feature of this weeks issue. An astonishingly quick & street legal beast.

A insight into what well may be the future automotive industry.

Switzer UltimateSTREET EDITION GT-R

Switzer Ultimate

What would you give up to have a 1,000 horsepower, 9-second street car? Would you concede to having a stripped out interior? Would you surrender the A/C, heater or stereo system to save weight? Would you be okay with forking out big bucks to only fill up with race gas? Would you sacrifice boost response for the top-end power needed to put up the number?...

Ten years ago, a die-hard performance enthusiast would have had little choice in the matter. If he wanted that performance level, sacrifices would have to be made. Today, that same level of performance can be obtained without any of those concessions. Now, it is possible to have a 1,000 horsepower, pump gas, daily driver that can run 9-second quarter miles on radial tires through a full exhaust system and endure bumper-to-bumper traffic without complaint.

Meet the Switzer Performance Ultimate Street Edition GT-R. This GT-R delivers over

1,000 crankshaft horsepower on pump gas, clicks off 9-second quarter-mile times and

includes all of the original creature comforts installed by the factory. Tym Switzer sums up

the philosophy behind the vehicle in these words, “For those who want a 1,000+ horsepower car

that they can drive comfortably every day, to the track, to the office or the grocery store, on the highway

or in bumper-to-bumper traffic, we’ve built this car.”

WORDS BY ARNOLD EUGENIO ARTWORK BY DANNY MURPHY

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SWITZER ULTIMATE

While doubling the original output of any engine would usually require a myriad of performance parts, the Switzer Performance Ultimate Street Edition upgrades consist of only the parts needed to get the job done. As strong advocates for the exceptional engineering behind Nissan’s VR38DETT engine, Switzer Performance only upgrades the parts that have proven to fail at 1,000 crankshaft horsepower. In the short block, you will not find aftermarket sleeves. “The VR38DETT isn’t a B-series Honda engine that needs to be cut apart and sleeved to handle boost.

The VR38DETT is the best-engineered turbo engine to ever come from Japan. We’ve realized an exceptional level of reliability and performance by simply removing the few weak links,” says Tym. The weak links in the VR38DETT are replaced with custom Carrillo forged steel connecting rods and Mahle forged-aluminum pistons. These simple upgrades along with a careful blueprinting of the entire engine assembly provide the strength to allow the block to handle 1000-horsepower operation with OEM reliability.

PUMP’NPOWER

DOUBLE UP

Giant turbos, high boost pressure levels and high-octane racing fuels are a proven formula for high peak horsepower numbers. Unfortunately, that combination is usually best for a dyno queen. For an actual daily-driven vehicle looking to maximize performance from pump gas, it takes some careful selection of turbocharger designs, internal engine improvements, fuel system upgrades and engine management solutions to deliver an exceptional power curve.

Keeping the GT-R on the road are a set of 7 spoke wheels. They weigh in at an impressively light 25 lbs. at the front and 27 lbs. in the rear

DSPORTMAG.COM 7

The quality of the power curve delivered by the Ultimate Street Edition GT-R is phenomenal. Over 500 lb-ft of torque are on call at 3,700 RPM, 600 lb-ft at 4,000 RPM, 700 lb-ft at 4,400 RPM, 730 lb-ft at 4,700-to-5,200 RPM and over 600 lb-ft of torque until the 8,000 RPM redline. The downward sloping torque curve from 5,200 RPM to redline provides “automagic” traction control as the reduction in torque output as engine RPM climbs won’t induce wheelspin. If you have traction at 5,200 RPM (which is a factor of grip level, gear selection and boost level), you’ll still have traction

stainless-steel manifolds and billet-compressor wheel, ball-bearing turbochargers. The wheel and housing selections for the turbochargers are the result of SPI’s development program to realize maximum efficiency from the VR38DETT engine with the SPI performance camshafts in place. The turbocharger system delivers an OEM fit and requires no hacking of the vehicle. The increased airflow and fuel delivery provided by SPI’s upgrades fall under the control of a Cobb AccessPort which is programmed to deliver optimized fuel and spark delivery.

at redline. Thanks to the close-ratio nature of the GR6 transmission in the GT-R, shifts from the 8,000 RPM redline always fall above 5,200 RPM, ensuring “automagic” traction control is in effect. The 920-plus peak wheel horsepower (1,050+ flywheel horsepower) is produced on 93-octane fuel at over 25 PSI of boost.

The exceptional power curve is the result of optimized boost response and volumetric efficiency from the custom Switzer Ultimate Street Edition turbocharger system and performance camshaft upgrades. The turbocharger system features SPI’s specially cast

BOOST & RESPONSE

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DSPORTMAG.COM 9

WORDS BY ARNOLD EUGENIO ARTWORK BY DANNY MURPHY

When Edwin Diaz needed something with four doors to replace his heavily-modified RX-7 project, he turned to one of the most potent import performance sedans on the planet, the EVO. “I needed a 4-door family car that was comfortable enough to take my daughter Bella anywhere without any reliability issues,” he remarked. Diaz decided the turbocharged 4B11T engine mated to Mitsubishi’s smooth-shifting Twin Clutch Sporttronic Shift Transmission (TC-SST) was the answer to his daily family-transportation question.

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Weekend Warrior

After replacing the modified RX-7 with the 2008 EVO MR here, Diaz missed the admiration he previously received in his “fast-looking” car. In response, the initial round of modifications to the EVO MR focused on aesthetic upgrades. “I built toward a JDM look. Not because I think it’s the best there is or because

it’s JDM’. I simply like the styling,” he explains. To that end, Diaz installed several Varis carbon-fiber aero pieces including a vented hood, front lip spoiler and rear diffuser. He added Chargespeed carbon fiber side skirts and a roof-fin vortex generator to round out the aero enhancements.

Looking The Part

DSPORTMAG.COM 11

The EVO wore several wheel and tire sets during Diaz’ search of the perfect combination for street and occasional track duty. Currently, 19x10.5-inch Volk Racing TE37s carrying Nitto NT-555 drag radials fill the wheel wells. JIC-Magic FLT-TAR coil-overs control the wheels and tires over the bumps. These coil-overs offer individual corner height adjustments to allow the EVO to be properly corner-balanced after setting the desired ride height. The 15-way mono-tube dampers also feature 15 response curves allowing for “softer” street friendly settings or

“harder” track settings that sacrifice ride comfort for performance. Diaz’ considerably low stance preference for his EVO x created a number of issues including errant suspension geometry and an increase in bump steer. A set of MoonFace roller center adjusters (modified tie rod end links) correct the geometry, subsequently reducing bump steer. Cusco sway bars and end links reduce body roll while a Cusco ender brace and Beatrush strut tower bars minimize chassis flex. This flex reduction improves both ride quality and suspension efficiency.

““I built toward a JDM look.

I SIMPLY LIKE THE STYLING

best there is or because it’s JDM. Not because I think it’s the

The EVO MR’s distinct look is enhanced by the vented Varis carbon-fiber hood and complemented by Chargespeed carbon-fiber side skirts

Fancy Footwork

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Weekend Warrior

2. Volk Racing TE37’ (19x10.5 inch)

5. MoonFaceroller center adjusters

3. JUN Auto264 - degree camshafts

6. Cusco sway-bars

1. Nitto Tires NT - 555 Drag Radials

4. Forced PerformanceFP RED turbocharger

7. Automotive Racinghead studs

PARTS OFTHE PUZZLE

2.

3.

4.

5.

1.

6.

7.

DSPORTMAG.COM 13

When it came to adding power, Diaz reminded himself of his original intention, grocery getting and transporting his daughter. “The goal was to keep it simple and reliable,” Diaz states, “but, being a chronic car enthusiast, minor modifications started happening here and there. The car soon looked more track-inspired than street car.” While trying to follow the spirit of his original intention, Diaz reasoned that any engine performance upgrades would be in the name of improved efficiency and reliability, not extreme performance.

Factory head gaskets and head bolts are not designed for the prospect of enthusiasts doubling the factory horsepower output. When turbo engines are pushed hard, the factory head gasket may fail due to a lack of adequate clamping force. Looking to avoid this issue, Diaz opted to upgrade the factory head bolts to ARP head studs to increase the clamping force on the head gasket. Once the cylinder head was secured to the block, Diaz next upgraded the cams. Camshafts are the conductors of all valve events, The lift, duration, ramp profile and timing of the camshafts influence power output, fuel economy, emission and the width and location of the engine’s power band. To increase the efficiency and expand the power band of the 4B11T, Diaz replaced the factory cams with a set of Jun Auto 264-degree camshafts. Diaz installed high-rate valve springs and titanium retainers to properly control the return of the valves to the seats.

Add-on Head SeeingAddiction Honcho Red

Since Diaz would drive the car on the street 99-percent of the time, he narrowed his turbocharger choices down to stock-replacement or “sport turbo” selections. These turbos would bolt in the factory location while supporting faster spooling characteristics and increase power at street-level RPM ranges. After some research, Diaz selected Forced Performance’s Diaz selected Forced Performance’s FP RED turbocharger. This turbo spools fast while producing more power than the stock turbo. A ball-bearing center section and twin-scroll configuration allows the FP RED to deliver the goods.

safety, drivability, and ride comfort as theTHE 480 WHP MONSTER

IS DAILY DRIVEN“Diaz paid special attention to the EVO’s

”

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Weekend Warrior

Boost NeighborsWith a new turbo taking the lead, a new supporting cast was in order. A complete ARC-branded intake charge air system consisting of front-mount intercooler, matching intercooler piping and aluminum air box replaced the factory units. To meet the fuel requirements of the larger turbo, Diaz employed a host of HKS and SARD fuel components. With all the components in place, Diaz’ EVO registers 480 whp at its 7,600 RPM peak on a Mustang Dyno all-wheel-drive dynamometer on a diet of 93-octane pump gas. A stock EVO MR on the same dyno delivers 240 whp for comparison. To validate the goal of making a true street car, Diaz’ component selections and corresponding engine-management tuning allow the EVO to produce its peak 368 lb-ft of torque at a very usable 4,900 RPM.

15DSPORTMAG.COM

To increase the efficiency and expand the power band of the 4b11t, Diaz replaced the factory cams.

Diaz enjoyed his well-thought-out horsepower increases and chassis and suspension upgrades for some time without incident. Soon, the desire to push the power envelope manifested in a lead foot that ultimately led to the demise of the original twin-clutch Getrag box. Undeterred by the setback and boosted by the feeling of being close to completing his build, Diaz opted to reinforce the replacement transmission before installing it. Where AWD transmissions at this power level are concerned, the clutch packs are usually the main point of failure, as was the case in Diaz’ TC-SST. An aftermarket upgraded clutch pack kit and transmission cooler were incorporated in the rebuild. The transmission cooler extends the life of the wet clutches by keeping the transmission fluid temperature in the temperature range that delivers the best protection.

SST Needs TLC

Weekend Warrior

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Bella’s Edition

The interior of this bad boy is decked out with a full roll cage and a digital speedometer that even reads quarter-mile times.

Diaz drives his EVO MR daily to commute and to transport his most precious cargo, his daughter Bella. “She has been my inspiration for everything I do. In fact, she is the one that convinced me to go with the Phantom Black and carbon fiber components because she likes how the combination looks, “Diaz explains. While the incremental performance additions have slowed down, Diaz still works on the vehicle’s appearance. Of course, each modification requires Bella’s approval. One day, Diaz hopes to throw keys of his EVO to his daughter, Until then, Diaz plans to enjoy each day that this 480-horsepower monster takes him and Bella out on the town.

DSPORTMAG.COM 17

VEHICLEYear / Make/ Model: 2008 Mitsubishi EVO MR

Chassis Code: CZ4A

Weight Bias (F/R): 58/42

Launch RPM: 5,000 RPM (Launch Mode)

Shift RPM: 7,500 RPM

Redline RPM: 7,900 RPM

Peak Boost: 32 psi

Fuel: 93-Octane

ENGINEEngine Code: 4B11T

Displacement: 1,998cc

Bore & Stroke: 86mm x 86mm

Peak Horsepower: 480 whp @7,600 RPM

Peak Torque: 368 ft-lbs @4,900 RPM

Dyno Type: Mustang Dyno

Camshafts: Jun Auto Springs w/ Titanium TypeType One Retainers

Cylinder Head Modifications: Port Matched,Port Smoothed

Head/ Main Studs: ARP Head Studs

Intake Manifold / Throttle Body: Ported OEMIntake Manifold

Air Induction System: ARC Air Box, Cobb 3-inch FP Inlet pipe

Fuel Injectors: HKS 800cc/ min Injectors (x4)

Fuel Delivery System: HKS Fuel Rail and Fuel Pump, SARD FPR, Custom braided lines

Engine Management System: Open Source EMS

Engine Management Tuner: Jack Cecil @ Horse-power Logic Inc.

Boost Controller: HKS EVC 6

Spark Plugs: HKS M Series

Exhaust Manifold: Full Race Pro-stock Equal-length Manifold

Exhaust System / Downpipe: AMS Wide-mouth Downpipe, MXP Test-pipe, JIC Magic Titanium Cat-back Exhaust

Wastegate: HKS GT Actuator

Blow-Off Valve: HKS SSQV bov kitIntercooler: ARC Intercooler andUpper Intercooler Pipe

Cooling System: Mishimoto Radiator andCoolant Hoses

Oil System: AmsOil Synthetic 10w40

Performance Electronics: ARK Design Multi-meter Display, Innovate Motorsports LC-1 Wideband UEGO

TURBOCHARGERTurbocharger: FP Red, Ported

Frame: TD05H

Compressor Wheel Specs: 76mm Major, 54.8mm Inducer

Turbine Wheel Specs: 67mm Major, 58.8 Exducer

Turbine Housing: 10.5 cm

CHASSIS & DRIVE-LINESprings, F&R (Make & Rate): JIC Magic Springs, 11kgf/mm, 14 kgf/mm

Shocks, F&R (Make & Rate): JIC Magic FLT-TAR Coil-overs

Additional Suspension Components: Cusco Sway Bars (F&R), End Links, Ender Brace, MoonFace Racing Roll Center Adjusters

Transmission Gearing (1-6): 3.655, 2.368, 1.754, 1.322, 1.000, 0.775

Final Drive: 4.062:1w

Clutch / Flywheel: SSP 500HP Clutch pack w/ Aluminum Deep Pan, AMS Transmission Cooler w/ Fan

Wheels: Volk Racing TE37, 19x10.5-inch, +12 (F&R)

Tires: NITTO NT555, 265/30R19 (F&R)

Brake Calipers (F&R): Project Mu 6-Piston (F), 4-Piston (R)

Brake Rotors: Project Mu 2-Piece 355mm x 28mm (F), 345mm x 32mm (R)

Brake Pads (Front & Rear): Project Mu Type NR

Brake Lines: Project Mu Green Braided Lines

Extras: Beatrush Front/ Rear Strut Bars, Agency Power Rear End Links

INTERIORRoll Bar / Cage: Cusco 6 Point Thru-dash

Seats: Bridge Cugas, Gradation w/ Carbon Fiber

Harnesses: Takata 4-Point long harnesses

Steering Wheel / Quick Release: Works Bell Short, Hub, Works Bell Rapfix, Pop-ups, Sparco LE Steering Wheel

Gauges: Defi Boost Press, Oil Press, Fuel Press, EGT Temp & Multi-link Controller

Extras: Bride Custom Door Panels, Bride Custom Rear Seats (from leather OEM to fabric), ARC Titanium Shift Knob.

EXTERIORFront Bumper: Varis with Carbon Fiber Double Canards

Front Lip Spoiler: Varis Carbon Fiber

Front Fenders: Varis Carbon Fiber Fender Ducts

Hood: Varis Carbon Fiber Hood

Side Skirts: Chargespeed Ver. 2 Carbon Fiber sides

Rear Diffuser: Varis Carbon Fiber Diffuser

Spoiler / Wing: Voltex Type 5V Carbon Fiber Wing

Doors: Varis Carbon Fiber Door Pillers

Headlights: Custom Blackout w/ Real Carbon Fiber Inserts

Mirrors: Jun Auto Carbon Fiber Mirrors

Paint: Phantom Black (OEM)

THE NITTY GRITTY

AutO showPreviews pack the

L.A convention center

High output. Small displacement. Turbochargers. High efficiency. These technologies were in full force along with a record number of previews and concepts at the 2012 Los Angeles Auto Show. On November 28-29, automobile manufacturers unveiled their newest models and concept platforms to select media, indicating the direction of automotive trends. From high-efficiency subcompacts to high-performance sports cars, there was something for everyone.

Los Angeles

AUTO SHOw

WORDS BY RICHARD FONG ARTWORK BY DANNY MURPHY

ISSUE #12420

LOS Angeles AUTO SHOW

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Given the cost of fuel today, it’s no wonder that fuel economy and efficiency sit high on many consumers’ wish lists. As a result, small-displacement turbocharged engines have been gaining favor among manufacturers. There are now a number of vehicles delivering over 30 MPG highway efficiency while offering a forced-induction starting point for enthusiasts to build upon. Don’t be surprised to see all OEMs moving toward smaller displacement engines to meet stricter mileage standards while relying upon turbo charging to still deliver performance when the pedal meets the metal.

Honda announced its new Civic for 2013, including a top of the line Civic Sport Si. The Civic Sport Si will face some strong competition in the performance FWD arena. Adding to its European-inspired releases, Ford’s 2014 Fiesta ST will showcase a turbocharged 1.6-liter Ecoboost engine. The other Big Three manufacturers are also addressing the sport compact performance market. Dodge added a Rallye edition to its Dart family, while Chevrolet joined its domestic brethren with the turbocharged 1.4-liter ECOTEC engine powering the 2013 Sonic RS, as well as its concept cars, (the Code 130R and Tru 140S). These concepts fit into the same class as the MAZDASPEED3, Genesis Coupe, FR-S and BRZ. On the European front, Mini unveiled two new versions for 2013, the Paceman compact utility vehicle and the Clubvan micro-van. In response, Fiat launched three new models, including an Abarth convertible and a 500 Turbo that fills the space between the standard 500 and the Abarth. Like bugs? Volkswagen showcased two Beetle variations including the Beetle Turbo and the R-Line upgrades.

“ ”Straight roads are for fast cars, turns are for fast drivers