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01 AFE Power
Magnum FLOW air filter
These air filters are designed with deep rounded plates for maximum flow and filtration surface area. The frames are constructed of soft urethane with progressive bump seals that provide a leak-free seal, as well as never losing their shape. The 30-10130 is a Pro 5R filter that utilizes five layers of progressive oiled cotton gauze media for maximum airflow, and the 31-10130 is a Pro Dry S filter that utilizes three layers of progressive synthetic media that require no oils for maximum filtration. Expect increased airflow, improved throttle response and better fuel mileage.
afepower.com

So you’ve completed the basics: a set of dedicated track wheels and tires, along with some track-capable brake pads and high-temp brake fluid. You’ve been lapping, honing your craft and have probably completed a track day with coaching or even a racing school. What’s next? How do you get the most from your car and continue to lower your lap times, aside from more seat time and coaching?

One of the biggest ways to improve your car’s cornering power both on and off the track is choosing the right tire for your application. As we’ve all experienced firsthand, the more traction or grip a tire produces, the faster your car will be able to go around corners. It’s also well understood that every tire has a finite amount of traction it can provide before it starts to slip, which is the part where you end up in the ditch and have to dig out your AAA card. But what exactly leads to that moment when traction turns into slip (experienced as understeer or oversteer) and you find yourself scrambling to stay on the road? There are many factors that determine a tire’s grip level — starting with how soft and sticky the compound is — but other design elements like carcass construction, sidewall stiffness, tread block design and tire pressure and temperature also play key roles. When you start to look at all the elements and moving parts in a tire, suddenly what seem like simple rubber donuts become incredibly complex and highly sophisticated pieces of rolling engineering.

Key Features

Life often presents interesting opportunities. Sometimes you take them, and sometimes these opportunities turn out much better than you might have initially expected. Take, for example, the Compass360 Racing (or C360R) team. What is now a multiple-championship-winning operation began quite humbly.

My normal drifting job is setting up the chassis to make Dai Yoshihara’s Discount Tire/Falken Tire S13 do its thing on the Formula D circuit. For the pros there are a lot of tricks and engineering going into making those cars go sideways, changing directions and maneuvering with lighting-fast precision. Quite possibly the fastest growing motorsport, drifting is getting more and more popular on the grassroots level. Although your local drift day can sometimes attract hundreds of enthusiastic beginning drifters, the scene is mostly lacking even a basic knowledge of how to properly set up a car for drifting.

When it comes to improving the performance characteristics of nearly any car, suspension and drivetrain are the best places to start. Check out some of the latest offerings in the suspension and drivetrain tuning department; different cars respond well to different modifications, so make sure to research what you specific ride needs before jumping in wallet first.

Test Mule

Scion xB R/C Car

Send your feedback to dpratte@modified.com

Test Mule

’08 Mitsubishi Lancer Ralliart

01. Aeromotive
340 stealth fuel pump
This high-output, in-tank electric fuel pump fits most popular EFI applications. The Aeromotive 340 is a compact, lightweight pump that bolts into many existing hanger assemblies. Compared to a typical 255-lph pump at 40 psi, the Aeromotive 340 boasts 340 lph at the same pressure, providing over 30 percent more flow. The 340 stealth pump is available in most common inlet/outlet configurations.
aeromotiveinc.com

We’ve received quite a few emails lately asking us to explain what the advantages are of cross-drilled and slotted rotors, as compared to the blank rotors most cars come standard with. We’ve also had requests to explain why many slotted rotors these days have curved or J-hook shaped slots, rather than straight slots. Rather than giving you the Wikipedia answer, we went right to the source by once again contacting Mark Valskis at Brembo North America (some of you will recall his contribution to the big brake kit Tech Talk story in the May ’11 issue).

Key Features

The word aerodynamics can conjure up bad images in many sport compact owners’ minds. Visions of nasty, ill-fitting body kits and obnoxious, oversized wings remind us of days past — bad days we wish we could forget about. But all aerodynamics parts are not for looks alone. Check out a few of these functional and aesthetically pleasing aero parts available for a wide variety of cars.

Having been racing for a decade or so now, I’ve read just about every rulebook there is out there, from SCCA and NASA pro racing, right down to grassroots-level time attack and autocross. Despite all the so-called experts on the Internet spouting off about how bolt-in rollcages are illegal and how you’re going to bash your head against that rollbar you’re thinking about installing, there’s a surprisingly consistent set of rules out there with respect to rollbar and rollcage design, fabrication and installation; as long as you follow these guidelines, the end result should be a safe and legal rollover protection structure for just about any type of racing you’ve got in mind.

01 APM Racing
Two-piece directional brake discs
These complete OE-replacement two-piece front directional brake discs are lighter than standard one-piece brake discs, and APM Racing has reduced the unsprung weight and increased the cooling capacity by directing the cooling air through their directional rib design. This brake kit includes two 2-piece directional brake discs with billet aluminum hats.
apm-racing.com

Description
When it comes to Scions, there are few people who know them better than the team at World Racing. Chris Rado and his crew have been using and abusing Scions in all forms of motorsports since their inception. So what do you do when you’ve got years of research and development into turbocharging Toyota’s 2AZ-FE and its newest 2AR-FE engines? You take everything you’ve learned and develop a street-version of the turbo kit for Scion tCs and xBs.

When the decision is made to begin modifying that fancy new (or older) car you just bought, there’s a logical progression. The first and easiest way to get more power and a more aggressive sound from your vehicle is by freeing up the restrictive factory intake and exhaust systems by installing high-flowing aftermarket pieces. Easy breathing is the best way to make power, regardless of how modest or intense your intentions are, so why not start with one of the many featured products in this guide to uncork extra horsepower from your ride?

OK, I’ll admit it — I’ve become a bit obsessed with rotary engines, no doubt because of Project RX-8 and the Renesis 13B engine build we’re in the midst of. But no matter how much power we’re able to squeeze from our Renesis, as the saying goes, “There’s no replacement for displacement,” so I can’t help but fantasize about stuffing a 4-rotor under the hood of the 8 once we’ve fully explored the potential of the 2-rotor 13B.

Test Mule

01 DEI
Titanium Turbo Shield
Turbochargers generate a lot of heat and it can potentially affect under-the-hood components and overall turbo performance without protection. Now there’s a way to manage excessive turbo heat in the turbine housing and related radiant heat under the hood with DEI’s new T25/T28 Titanium Turbo Shield with LR Technology. Much like DEI’s T3, T4 and T6 shields, the T25/T28 handles direct continuous heat in the turbine up to 1,800 degrees Fahrenheit (980 degrees Celsius) and up to 2,500 degrees F (1,370 degrees C) of radiant heat.
designengineering.com

Any high-performance engine needs to be cared for and properly monitored. Sometimes, factory gauges can be inaccurate or simply not specific enough for a modified car, so take a look at these offerings from the aftermarket segment.

Chassis dynamometers (or what we commonly refer to as a dyno) have become an essential tool in the pursuit of maximum engine performance, regardless of whether you’re building a modified street machine or a full-on race car. Before the widespread use of chassis dynos, the street car crowd was dialing in its ignition and fuel timing on the street, a potentially dangerous and even illegal activity, given the need to make repeated wide-open throttle blasts to redline in third or fourth gear. Thanks to companies like Mustang Dynamometer, highly accurate chassis dynos are now able to simulate real-world driving conditions in a safe and controlled environment, making precise tuning of today’s highly advanced engine management systems a widely available and surprisingly affordable reality.

Any high-performance engine has specific needs that aren’t satisfied by the stock fuel and engine management system. Running an improper setup can result in decreased performance and possible damage to your precious motor. Remember that when upgrading the fuel delivery in almost any car, you’ll also need to adjust the ECU tune. Balance must be maintained, so upgrade fuel and EMS together!