Road, Bike, Brakes – The hottest cars and auto articles

There’s power that pushes you firmly to the seat, like you were being stamp-pressed in the backrest, and after that there’s the launch control on the Porsche 991Turbo S…

While the Type-991 Turbo S feels like any supercar under hard acceleration, from a standstill it pins you to the headrest before the tires start scraping the asphalt.Nobody, certainly not TAG Motorsports owner, Alex Andonian, is complaining, although it’s an uncanny sensation, one who doesn’t jibe with what our senses expect. Knocking out sub-3sec runs to 60mph isn’t something he does regularly, generally keeping the auto in Eco Mode while driving, but he’ll indulge himself occasionally, just to remind him what type of Porsche weapon he drives.

His Porsche 991 Turbo S will be theThe TechArt parts were pre-production prototypes from the German tuner’s first show car, although not only was the automobile new.

The TechArt kit included a fresh front lip, which won’t interfere with the Porsche speed-activated spoiler. There wereIn accordance with TAG Motorsports, the Tech Art pieces fitted precisely, adding a dose more aggression without diluting the stock car’s core design.

Inside, the stock steering wheel has got the TechArt Paddle Shift Upgrade kit, which alters the downshift action from a push to a pull motion, like most other paddle shifters.

Underneath are TechArt coil springs to support the stock electronic dampers. Tag Motorsports also opted for TechArt’s front lift kit that raises the nose as much as 65mm at the touch of a button to achieveWhenever you enter a Porsche 991, you realize just how far the current car has come looking at the older siblings; how it no more looks or feels like a regular 911. Featuring its wide center console, you could be in a Cayman or Panamera. But familiarity returns after you fire the 3.8-liter flat-six and listen to it settle into its trademark drumbeat idle.

The TAG Motorsports Porsche 991 Turbo S was designed with an AWE Tuning exhaust system that flows superior to stock, making all the right sounds and moving the needle about theIt now pulls a whole lot harder all the way to redline, even though andonian, that knows the difference between stock and tuned engines better than anybody said, “The engine behaves very similar to stock. It offers a harder start working the pants, especially with a 60-130mph roll.”

To lay across the extra power, TAG Motorsports replaced the stock 20″ with a collection of forged, 21″ HRE P101 centerlock wheels (21×9″ f, 21×11.5″r). There is a dark tinted brushed were and finish mounted with all the latest Pirelli P Zeros (255/30 f, 325/25 r).

You know prior to selecting “D” with the PDK that the 991 is actually a noticeable improvement over the Porsche 997 chassis; not just because you’ve see the reviews but you trust the badge about the bonnet.

The more time wheelbase, wider track and weight distribution should create a more stable chassis, and that’s confirmed after a few clicks onnew clothing. The front-end still feels light but less so than before. And it doesn’t succumb to lateral forces as easily, thanks to the wider front track, revised front suspension and, in this case, wider Pirellis.

The TechArt coil springs lowered the car 30mm for flatter cornering at little expense to the ride quality.

You may feel the engine in the back but it doesn’t throw the weight around such as the older cars. The purists will say it’s a lesser 911, but such is the price of progress.

And forward progress in a Turbo S can’t be wrongly identified as the acceleration of any other car. With improvements for the VTG turbos and seven cogs inside thechallenging to redline. However, you won’t require it on regular roads, the location where the lower two-thirds of the rev range try to devastating effect.

What you will should use is all your attention. You have to think two steps ahead because warp drive arrives in a nanosecond.

Fortunately, the updates to the chassis and improvements from the minor modifications are making the Porsche more composed than ever. Which means you need to push harder to discover anything approaching the car’s limits, by which point you’re in lose-your-license territory.

With more driving aids than ever before (rear steering, e-diff, active sway bars, etc), there’s a cyborg quality to the Porsche 991 Turbo S which makes you wonder if it’s you or artificial intelligence running the show. Futurists call the point when machines start to think faster than humans as “The Singularity.” And this Turbo S, caused by endless data crunching by Porsche’s supercomputers and tweaking by German tuners, may signal the startSport, Track and Normalslow and inaccurate3 years since McLaren introduced its 12C supercar, and yet the British company has learned a lot because short period. Officially, the 12C remains on sale alongside the new2015 McLaren 650S, but it’s unimaginable that anybody would choose it over this new derivative.

In a ideal world, you can get away with residing in the city rather than have to have a car at all. That’s the dream for you New Yorkers. But, the truth is, lots of people find it impossible to live in the city and give in the car life altogether. That’s okay, there are plenty of options for cars for you city slickers who just can’t give up all of your wheels. There are a number of things that you must take into consideration when considering the best car for your so you needs with your big city life. Let’s look at the what exactly you need to consider when you are looking for an auto.

Versatility

Living out in america and you tow and farmplow and tow, then you need a 4×4 truck and that’s just about all. But if you’re in the city you need a thing that get you out and about and also out in the country. Something like a Subaru Outback or perhaps a Nissan Xterra. Your car needs to get you through traffic safely and comfortablyalso and safely be road ready when you take the long road trip to your in-laws. Look at metronissanredlands.com and look for the kind of cars which will be both very easy to get around in and also ready for the long hauls you no doubt would want to go on.

Size

It will likely be the envy of the others when you’re trying to squeeze into that a person spot left in the Trader Joe’s parking area, even though a reduced car is going to be less manly and will be quicker mocked by the country-living friends. If you take a look at http://metronissanredlands.com you’ll see there are many big cars but the smaller ones are harder to come by. That’s for the reason that smaller cars are significantly more desirable. You will realize them out and about because frankly it doesn’t matter everything you drive you need it to be gas able and efficient to narrowly fit through all the hoops and stuff coming from a big city terrain. You may impress with the family reunion, or impress at the pump and at the parking lot, you will be making the call.

Buy Used

Also, who cares if there’s a scratch on your car? If you drive a brand new Mercedes, you will. Instead, get a used car that has a few scratches already, that method for you to be much less anal, and thereby be a lot more fun to be around, if you get something that you don’t ought to baby. Sure it may be somewhat of a bummer to operate a vehicle something a bit banged up, but a greater portion of a bummer is spending all that additional money on a nice fancy new car you are aware is going to face its share of dings and bumps because you chose to live in the metropolis. Simply take a chill pill, ease up, and get something that you don’t have to worry about.

Kipp Farrin certainly isn’t your average Volkswagen enthusiast, and that’s just one of the reasons we love to him… Kipp’s somebody you must meet in person to fully appreciate his style and personalitystainless exhaust

He was raised and born in Boothbay Harbor, the best-known town in the great state of Maine. It’s a picturesque tourist town that exemplifies the state – rocky, damp, green and cold welcoming.

Modified Volkswagens, however, might be the least popular vehicle in Boothbay where you aren’t cool if you do not drive a truck. Needless to say, that never bothered the Kippster, who built the Mk3 exactly howAnd this is what a 1.8T engine swap will work for you!

At the age of 16, Kipp’s first car was this bone-stock Volkswagen Golf Sport. He definitely didn’t rush in to the creation, preferring to take his time, never imagining it would one day have an engine swap and OEM styling. Actually, he took a really long time, but that’s fine since the outcome was worth and gorgeous the wait.

Kipp’s vision changed drastically over time. Yet he remained consistent about his passion for aggressively wide wheels. For many years, the auto was provided withinstruments and seats bring a touch of class

He wanted something that couldn’t be topped and his patience eventually paid off when some 17 Fikse FM5 wheels were located on a Porsche Forum. The price was right, though they had been used on a 996 track car and were pretty rough!to find the desired sizing; 17×8.5 front with 2.5 outers, and 17×9 rear with 3 outers. Additionally, they decided Audi Avus Silver paint to the FM5 centers would provide more contrast to the polished lips, even though this gave the existing school look he was after. Kipp understood wheels can make or break a car and, in our opinion, the FM5s definitely work their magic.

In order to accommodate the wide wheels, the fenders had to be pulled and rolled just before the Mk3 VW was re-sprayed. It was at this stagetowards the bodywork and stance

Other exterior additions included Rieger M3-style side skirts as well as a Dietrich rear bumper. Yours truly would later provide Projektzwo-style custom mirrors for the build, although it was finished with a shaved tailgate.

Is first to admit the car wouldn’t be what it is today without the help of friends like Jake Winslow at Rennen Performance, though kipp prides himself on doing the Mk3 work himself. He had a big hand in the engine conversion that startedalways a good idea when utilizing a manual boost controller

After testing the limits of this combination at the local New Hampshire drag strip, he walked away craving more. So a 1.8T 20v turbo engine swap was conducted with Jake’s help. But, naturally, it wasn’t any old 5v – the pair chose to fit a ported visit improve flow for the hybrid T3/T4 60-trim turbo that runs on Unitronic software and sits on VF mounts. There’s yet anothernothing but a Sunday cruise with girlfriend, Elizabeth – who’s supported his tuning adoration for years. That’s just as well because after getting paid to play with bulldozers and big trucks for hours on end, he wants to go home and focus on a project or two; whether it’s certainly one of his ’64 Beetles, ’83 GTI or possibly the ’82 Volkswagen Caddy he’s been restoring.Actually, Kipp’s living proof you must love the things you do, and do the things you love. And nobody can replace the enjoyment he gets driving the automobile he built and everyone else admire.

While his loved ones are able share in his enthusiasm, sadly Kipp’s mother passed away before we could get these photos into print,. That is the only bittersweet caveat. She was always very supportive of her son and is missed by all her family.

In 1972, at just 18 years of age, Edwin Scott became the proud owner of his 1st car: a ’71 Plymouth Road Runner dubbed Old Blue. What started out as being a daily driver was soon converted to somewhat of a showpiece, regularly attending cruise nights and show-‘n’-shine events. The build caught the attention of an editor and Edwin’s joy and pride would eventually grace the pages of Car Craft magazine. Fast-forward 16 years and in 1988, things changed dramatically to the young builder. He’d taken the skills acquired over the years and put them to good use. He also opened his own business, EZ’s Hydraulics, which produced some heavy hitters that showed up in magazines, videos, even commercials, while not only had he continued building his very own cars. Oh, and one other life-changing event that occurred that same year as Edwin began his journey into the entrepreneurial world, he alsoAs you might expect, the moment Donnie was old enough to produce his strategy to the garage, he was right next to his father day in and day trip, learning trade secrets about fabrication, wiring, and everything in between. Because he entered his teen years, Donnie spent his summers working at the local Dodge dealer where his mother was employed. Although I wasn’t old enough, I got paid. I saved my money and purchased my first Honda-a little ’90 CRX from a local junkyard, Donnie recalls. Using the car in their garage, Donnie got right to work along with it running within a couple weeks. The funny thing was, he wasn’t even old enough to drive yet. In fact, he wasn’t old enough to get a driver’s permit. He adds, I had to rely on others taking me into town, usually it was my dad. I wanted to construct my first motor with my dad, we hung out with the locals and before long. I was 14 at this time. That first CRX is still around and Donnie admits that while he wanted a race car, it ended up being more of a show car. With his father getting the itch to build a Honda, the father-and-son team decided they’d get a new shell and acquire their hands dirty with a true race car.

Visiting family in Alabama, the Scotts came across a white CRX located on jackstands in someone’s yard. Approaching the owners with regards to a possible purchase, they were told that the car wasn’t available for sale. This time it was definitely for sale, though just a few weeks later, as Edwin surfed through Craigslist in search of a suitable shell, he came across that same exact car. The vehicle was immediately purchased and without hesitation, the build began. Donnie adds, The swap started as a stock H23A ‘blue top’ with a few bolt-ons and B16 cable transmission. The 1st time out [at the track] was June 2012 in Steele, Alabama. We ran an 11.95 at 115 mph. A fantastic start for your duo but after running into shifting issues, a hydraulic transmission with a Hush Performance hydro conversion kit was installed and consistency began to emerge. A corner balancing session and some additional weight included in the front in the car plus a new Tilton release bearing for smoother shifts produced an 11.58 at 117-mph timeslip.

1988 honda CRX HF edwin and donnieson and father wrenching together.

Feeling that the car was setup well, they knew they could throw more power at it and bring home even faster times. A sleeved H22 block with H23 crank was sourced, bored to 89 mm, and filled with custom 13.5: 1 CP pistons and Carillo Pro A rods. Even though the bottom end was being machined, the pinnacle was also sent for a port and polish and once both ends arrived home, both father and son got to work checking clearances and reassembling the engine. One of the more unique components of their H Series drag puzzle is the custom plenum from Owens Engineering. Using the lower one half of an H22 manifold that was heavily gutted and ported, Owens constructed a top plenum that’s fed directly by way of a massive, 90mm Accufab throttle body. The very first visit to the dyno didn’t bring back the numbers they wanted, and Donnie and Edwin saw that it might be the custom header they designed for the setup. Donnie says, Luckily a local friend, Michael Jones, experienced a larger step tube header that he said we could borrow because he desired to see an H Series go 10s first in Georgia!

With power eclipsing the 300-whp mark, the Scotts turned to lightening the chassis and building their own custom rear suspension with a mixture of ’84-87 Prelude rear spindles and some homegrown fabrication. With the entire to-do list complete, it was time going to the track. Donnie adds, The first time by helping cover their the setup at Honda Day Orlando, it didn’t run like we wanted. After a lot of testing and tuning to be effective the bugs out, we went to a test and tune night and ran consistent 11.0s. Not entirely disheartening when considering the hard work had led to a faster car, but still, these people were hungry for your 10. Not long after, at Import Showdown in the fall of 2013, they reached their goal with a 10.99, then improved upon it with a 10.82 at 125 mph during IFO Montgomery, and eventually, a 10.77 at 125 during Honda Day’s Atco, New Jersey event. Don’t think that both of these are taking any vacations, as Donnie adds, There is more to come, we can’t wait to get back to the track! They discovered the car had a slight fuel pressure problem and had run a little lean but it’s been rectified and those two aren’t taking any vacations. Donnie adds, We didn’t get to go any faster, but in the next race season, there is certainly more ahead. We can’t wait to get back to the track!

For 17 years, Mark Real’s been nullifying the warranties of whatever it is he’s been driving. Lowriders, VIPs, Hondas, Nissans; none has escaped the wrath of modification. And no matter what he was behind the wheel of, Nissan’s 240SX has long remained a special car for Real. “I’ve loved [the 240] even when I went through my Honda phase,” he says. “I like the fact that it has so much potential and the ability to be versatile.”
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The number of Honda fanboys turned Nissan converts are many. That’s mostly because, like Honda, parts interchangeability between the brand’s most performance-minded sports cars and some of its more sobering sub-compacts is rampant. And like Honda and its B-series, Nissan’s factory-turbocharged SR20DET has the ability to make its way underneath the hood of more than a dozen Nissan chassis—a virtue nobody has to tell Real about and a swap he completed early on that’s since culminated into 463hp past the rear wheels.

Real had planned on keeping his S13 relatively stock. After all, he was already building a race car. As it turns out, though, there hasn’t been a place to race on the island of Oahu, where Real lives since ’04, which led to the whole idea of turning his 240 into what he says is the ultimate street car. Real started on all of this in earnest in ’10 after taking a two-year hiatus from modifying anything in an effort to pay off a student loan. “The hardest part was relearning and getting the hang of things,” he says about getting back into the groove. It wasn’t just the two-year break that impacted Real’s progress, though. “With a family now, I had to learn to be patient and buy wisely,” he says. “I no longer have the luxury of blowing money aimlessly.”
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As such, every change made was purposeful and calculated. Knock-off muck courtesy of Chinese trading company riffraff you won’t find here. Instead, Real pursued upgrades that have been proven, like the Tomei cams and Garrett GT3071R turbo that bolts up to a Full-Race exhaust manifold and complements the 2.0L engine swap yanked from his race car. According to Real, although the car may have been a spur-of-the-moment purchase, none of its modifications were.

Ask Real and he’ll tell you that aside from another potential wheel swap, the four-year-long build is finished. It isn’t the daily driver he thought it would be, but according to Real, it gets him to work and back every now and then and is even put to use on the weekends. Real admits he’s got an affinity for all sorts of Japanese sports cars of the ’90s, but it’s the S13 240SX that’s captured his attention the most and is exactly what’s delivered him from hiatus to creating something so special.
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Tuning Menu
1992 Nissan 240SX SE

Owner Mark Real

Hometown Makakilo, HI

Occupation respiratory therapist

Engine SR20DET engine; Eagle connecting rods; Arias pistons; GReddy oil pan, underdrive pulleys, intake manifold, 750cc injectors; Blitz oil cooler; Tomei 260° Pro Cams, solid lifters; Ferrea valve springs and valve retainers; ATI dampener pulley; Edelbrock 70mm throttle body; Garrett GT3071R turbocharger; Full-Race twin-scroll exhaust manifold; dual TiAL MV-S wastegate; A’PEXi GT-R intercooler; Walbro 400lph fuel pump; Aeromotive fuel filter and fuel pressure regulator; Autronic SMC engine management system
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Drivetrain one-piece aluminum driveshaft; OS Giken TS2B twin-disc clutch; KAAZ two-way limited-slip differential; JDM differential cover; B&M short shifter

Footwork & Chassis TEIN Super Drift coilovers, tie rods; Peak Performance tension rods, rear upper control arms, rear pillow toe rods, traction links; Energy Suspension steering rack bushings; DiF solid rear differential bushing

Brakes 300ZX brake conversion; Brembo rotors; Hawk pads; custom steel-braided lines; S14/300ZX five-lug conversion

Wheels & Tires 17×9″ +12 front, 18×10.5″ +12 rear Gram Lights 57DR wheels; 215/40 R17 Falken FK-452 front, 235/35 R18 Ziex ZE-912 rear tires
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Exterior M-Sports hood; 20mm front over-fenders; GT-1 replica front bumper, side skirts, and rear bumper; JDM 180SX front position lights, side markers, taillights and rear spoiler

Interior Bride Zeta III driver and Ergo II passenger seats; MOMO Competition steering wheel; NRG Innovations quick-release steering hub and short hub adapter; JDM 180SX gauge cluster; Safety 21 rollcage; Bride upholstery; JDM 180SX manual seatbelts; Prosport gauges; A’PEXi AVC-R boost controller

Thanks You my wife and family for encouragement and support; Dylan Nakashima; Barry Higa at AP Garage; Aaron Tokuda at Autotechnics; Justin Izumi at Izumi Racecraft; Jspirit; Speed Syndicate crew; everyone else who’s helped with this build
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Like any performance-minded Japanese car of the 1990s, Nissan’s 240SX overseas counterpart had a whole lot more going for it, most of which can be retrofitted onto any North American-spec model that’d been duly turned down for American car buyers. All of this is most obvious underneath the hood, where early Japanese models featured the factory-turbocharged CA18DET that was indicative of the car’s name. Later on, the 1.8L engine was superseded by naturally aspirated and turbocharged 2.0L powertrains, but the 180SX name remained. Both turbo engines bettered the standard-issue, naturally aspirated American versions, yielding 167 hp and as high as 245 hp, respectively. Features like factory-equipped intercooling and some of the stoutest four-cylinder engine blocks known to the small car market make more power easy to come by on either engine.

Thank goodness for Lamborghini. While other manufacturers display too little nerve and imagination, the Raging Bull keeps coming out with machines that couldn’t be mistaken for any other supercar, which make no apologies for their flashiness, with designs that are confident and comfortable with all the avant-garde. Cars like the Huracan.

This successor to the wildly successful Gallardo is the latest chapter of the story told in metal. The man responsible for its design is Filippo Perini, director of Lamborghini Centro Stile since 2006. While holding this post, he has also created the Reventon and Aventador. In one of his previous jobs, he came up with the Alfa Romeo 8C Competizione. So we’re looking at someone whose name could soon be mentioned with the same reverence as people like Pininfarina, Bertone and Gandini.

Just as the Huracan carries the Gallardo’s torch, Perini took the baton from Luc Donckerwolke, the guy behind the Murcielago. And then he has run with it. At this time, he’s the Usain Bolt of car design.

Have a head-on view for a greater appreciation of the creases inside the hood and also the symmetry from the shallow angles. Above the huge hexagonal air intakes are similar-shaped headlights containing LED strips in Y formations. Even the door mirrors get into on the six-sided action.

Studying the Huracan’s profile, it’s clear that the line traced from the road-kissing front lip only arcs up to the hood, roof and windshield as minimally as you can. Maybe just a little less than necessary, as if the standard ergonomic needs of humans are of little concern. Geometry goes three-dimensional for the cooling ducts and hooded C-pillars.

At the tail, things get cleaner and more elongated. Notice how either sides of the rear valance reflects the taillamps and how the quad exhaust tips keep to the rising line of the valance’s lower edges. Those lamps also have Y-shaped LED strips.

California is famed for several things; it is actually a beautiful portion of the World. It provides miles and miles of coastline, fabulous state parks with Giant Redwoods, mountains, everything and deserts else you could care to see on a leisurely drive.

At www.ocfiat.com they’ve got some superb cars just perfect for getting a scenic drive through the beautiful state of California.

17 mile drive – this can be definitely probably the most beautiful drives in the State. 17 mile drive and also forms a part of Highway 1 – nevertheless it is so fabulous that this deserves to be top of the list. The drive starts at Monterey and finishes at Carmel which is a terrific way to see the entire area around Monterey. You do have to pay a toll to enjoy this ride however its well worth the little bit of cash to experience such a beautiful trip.

Yosemite – is an additional fabulous spot to drive in California, there’s little wonder that it’s the most visited park in the entire State. The route is 64 miles of sub alpine meadows fill with beautiful wild flowers, glacial lakes, lush forests of Evergreens and those towering giant Sequoias (you’ll see those on the Avenue of Giants). Even if you don’t have the time and energy to spend visiting the park you can still enjoy the drive, its well worth it.

State Route 29 – is a less popular scenic drive through California which contours through the Napa Valley along to Calistoga. The drive meanders through sleepy Northern California consuming St Helena and several great state parks which provide the perfect opportunity to stop off and cool off for a swim. If you fancy parking up and taking a tour from the wine country there’s a fabulous Napa Valley Dinner trip to enjoy. You’ll also see Old Faithful which is found in Calistoga – one of the biggest sightseeing attractions in California.

Highway One – stretches for hundreds of miles throughout the Golden State right from the Northern Coast and Mendocino County to Southern San and California Jan Capistrano, Orange County. The best view of the Pacific Ocean is enjoyed while driving south since this is the coastal side in the highway. You’ll also pass the breathtaking Monterey Peninsula on your way in which the famous Monterey Aquarium is available as well as the splendid boardwalk and Monterey waterfront. However far or short your journey make sure that you take in no less than some of this fabulous scenic route.

A little to the south of Monterey are the incredible shores of the Big Sur stretching from Carmel all the way to San Simeon. Poetic types have likened this fog shrouded a part of Central Coast with those found throughout the pond about the coast of beautiful Ireland. You will marvel at the rocky cliffs and enormous boulders which emerge from the depths of the water.

California was made for road trips and, to a large extent road trips were invented for California. The sole things you need are a wonderful, comfortable car (they’ve got plenty at http://www.ocfiat.com if you need something new), a map, a picnic, good friends and a sense of adventure.

If you are the sort of person who likes to meticulously plan and follow a route or just go wherever the road takes you, it is sure to take you somewhere amazing when you head off for any road trip in any a part of California, particularly around the Orange County area. Enjoy the journey and don’t forget the digital camera.

There’s over the top, and then there’s this… You’re looking at what used to be a ’96 Nissan 200SX. Today, it’s a carbon-clad, Chevy-powered monster that’s won the web over. It wasn’t built in Japan or North America but by an unlikely band of American hot rod specialists from northern Italy. That is what you probably don’t know.On the list of the American car tuner’s recently completed work: a fuel-injection-converted, GM V8-swapped 1951 Mercury. Which isengine and owner specialist Enrico Sartori explains the whole thing: And we love time attack. He goes on to talk about the company’s E36 M3 drift car it assembled in 2008 before rationalizing the Nissan buildup, We love drifting: Three years ago, I bought the S14 chassis and decided to install an LS into it like a Formula D car. According to Sartori, the chassis will primarily be used for drifting, however, time attack hasn’t been ruled out. If anything’s capable of bridging the gap between import fanboys and domestic roughnecks, this is certainly it.work with the chassis right away as well as in the sort of way you’d expect any self-respecting northern Italian to-with the support of a bona fide Ferrari engineer. The help of Maranello meant the best chromoly infrastructure Euros could buy. Despite the craftmanship from one of Ferrari’s own, the rollcage and fab work are more World Rally car and fewerto the Winters Performance rear differential where it’s applied to the back wheels by a pair of strengthened axles.

No aftermarket aero kit does a whole lot for Sartori, so with chassis fabrication complete, he did exactly what you’d expect: ring up his pal at Lamborghini to whip up something entirely custom. Dry carbon fiber was hand-laid in-house, producing a near 7-foot span from side to side at the car’s widest point. Throughout, the S14 was updated to reflect S15 styling-for no other reason than due to Sartori’s preference toward the later-model body-as well as the guy from Lamborghini saw to it to put a Gallardo Super Trofeo rear spoiler into place-an entirely unnecessary addition with regards to drifting but a wink and a nod to what else this car might be capable of. To do this all, S15 body panels, such as the rooffenders and skin, and pillars were ordered only to be used as templates for carbon-fiber pieces before being chucked aside. And that they make themselves known just shy of 80mph, though sartori says the car’s aero mods weren’t for nothing. All told, the rolling chassis tips the scales at onlyback and forth. S15 components were retrofitted in place along with custom LED taillights, and because Sartori isn’t keen on S14 styling.

1996 nissan S14 200SX era 1 handbrake 12

1996 nissan S14 200SX GM LS3 engine 05

Brill Steel Nissan S14 200sx 17

Sartori is probably not fluent from the language of Japanese compacts, but he knows American V8s. Underneath the hood sits a completely rebuilt and nitrous-fed Corvette LS3 powerplant assembled as a result of Sartori which was all but mandatory to the build. The crew turned to the American aftermarket for LS upgrades that culminate into about 1,000hp when on the squeeze. In its 710hp naturally aspirated state, Sartori has a very important factor to say: I really tested the vehicle and it’s unbelievably fast! But Brill Steel’s S14 was created to drift, and although a buttload of torque could make just about any bucket slide and skid, a capable suspension is indispensable to doing it right. Changes are simple here and therefore are based off of little more than a set of Bilstein coilovers. Sartori and crew fabricated a one-off subframe out back to stiffen the chassis and offer the new Winters Performance rear-end a place to hang. Track Day Performance rear arms give the S14 the adjustability it requires and the company’s steering angle kit in advance.