Boots are on the ground as we bring you coverage of the 2014 edition of the SEMA Show from Las Vegas. This years show has not disappointed with heavy hitters from the industry displaying the fruits of their labor with sick build after sick build. Since the show is not open to the public, Revvolution will continue to bring you the most impactful builds to inspire and new products that you should put your hard earned dollars towards.
With much anticipation, Honda will make their return to Formula One in 2015 as the official engine/power train supplier for McLaren. To say Honda has enjoyed success as an engine supplier in the highest echelon of motorsports would be a gross understatement. Their success was most evident in the 1980s as they exploited the limits of turbocharging, as well as emerging as the front-runner of normally aspirated technology after a rules change in 1989. During a special exhibition at the Twin Ring Motegi circuit in Japan (conveniently also the location of the Honda Collection Hall Museum), Honda resurrected three of the most important Formula One cars of that era and shared the videos of their runs. Turn your speakers up!
Bucket lists. Everyone seems to have one. Things you want to do before you die: sky diving, bungee jumping, climbing Everest, running a marathon, some experience you want to have before you kick the bucket. For automotive lifestyle fanatics, we have something you need to add to your list: the Monterey Classic Car Week.
Throughout the past few articles you’ve learned about the improvements we’ve made to the strength of the engine, and beefing up the fuel and cooling systems. This install we reveal why all of those modifications were necessary: forced induction.
One of the biggest let downs about the BRZ/FR-S was the lack of a turbocharged option. It seemed so simple, just pull the motor from the WRX and, voila, boost! Instead we were left with a car that, while well balanced, just wanted enthusiasts begging for more. Thankfully there is a healthy aftermarket that was practically frothing at the mouth at the opportunity to add forced induction.
As you recently read, we’ve completed modifying the cylinder heads and valve train to make sure the FA20 has sufficient and efficient breathing ability. In this installment, we’re going to pull back the curtain on what was done to modify the cooling, lubrication and fuel/spark systems to withstand the power and reliability we expect to achieve with this build.
With the 2014 Pikes Peak International Hill Climb still fresh in our minds, some sick media from the event is starting to hit the web to make sure we don't soon forget it. Case in point is this short by Radical Media showcasing Jeff Zwart behind the wheel of the 700 hp, BBI Autosport-prepped Porsche 911 GT3 Cup Turbo Hill Climb Special. It was shot in stunning 4K, and if you have the means to view it with the appropriate equipment, we highly recommend it.
Welcome back; it’s been a while! We’ve been hard at work getting down to business with our Pikes Peak Airstrip Attack and the Pikes Peak International Hill Climb, both part of the Pikes Peak Speed Week. While we were running around losing our minds, SCR Performance was hard at work making great progress with the BRZ build. Last time, we covered what it takes to build a bottom end stout enough to handle our power demands. This week we’re diving into the cylinder heads to see how SCR improved the breathing capacity of the FA20/4U-GSE.
The first time you hold an event in a new location, there is always the concern of if the fans will enjoy it and, more important, will they show up? Those fears were allayed for Shift-S3ctor and Revvolution as more than 3,000 spectators poured through the gates at the inaugural Pikes Peak Airstrip Attack by OB Prestige Auto. Featuring half-mile roll race and trap speed competitions, we knew it would attract a lot of attention–not only from the spectators, but also from enthusiasts and the race community as well. With over 90 competitors (per day) averaging more than 750 hp, we knew this was going to be a killer event.
Monday starts the week with a mid-day tech inspection, but Tuesday through Friday feature practice and qualifying sessions that begin at 5 a.m., necessitating wake up calls well before 3 in the morning to ensure they are on the mountain and ready to run. The days don’t end after practice as the teams continue to tweak their settings for optimum performance, sometimes even hitting up local dynos for last minute tunes that can last well into the night. Yeah, those other racing series really have it easy!
It takes a different breed of racer to tackle this mountain. You must be prepared to push yourself mentally and physically to overcome challenges not found on regular racing circuits. Focus must be on the road ahead and not the alpine trees or the sheer drops just feet away. As the heart races traversing the switchbacks, air is constantly disappearing making the physical exertion that much more challenging.
The alarms were set for the wee hours of the morning. Not that it mattered, though. Sleep was hard to come by with so much anticipation coursing through our veins of what we were about to witness after daybreak. After a long week of early mornings, late nights, a fan fest downtown and two days of high horsepower beasts tearing up the airport, it was finally time for one of the most storied races in North America: the 92nd running of the Broadmoor Pikes Peak International Hill Climb.
Last week we gave you a behind the scenes look at the magic SLVA was conjuring up with the creation of the wide-body for our BRZ. In this installment, we change our focus to the drivetrain build as we’ve had lots of inquiries into what will motivate this beast.
Last week we introduced the wide-body components and our overall objective for the exterior. We wanted to go after an appearance that nobody has yet to complete, and yet is attainable for anybody who wants an aggressive, track-oriented look. At the same time, we want the finished product to have a fit and finish that appears to come straight from the factory. To achieve that level of perfection, we knew Paul Silva and SLVA Automotive Studio would be the company responsible for all the bodywork and exterior modifications. All of which brings us to this week’s installment where we discuss the processes that SLVA employs to mold in the body kit and create the unique and clean look we require.
For this week’s installment, we take a look at the transformation the exterior of the car is currently undergoing. To take the exterior of the BRZ to the next level, we turned to our friends at SLVA Automotive Studio to help dial in the overall look. Their experience speaks for itself, so we knew they’d be the best to set apart the BRZ from the rest of the crowd.
With a bit of a lull as we wait for a few parts to show up for Project BRZ, we wanted to give a little extra insight into some of the processes employed by our partners during the build of the car. In this case, we got some great details on what SCR Performance does during the teardown and rebuild of an engine, specifically in regard to their experience with the Subaru EJ-series engines, which heavily applies to the FA20 / 4U-GSE.
And we’re back! Though Mother Nature didn’t cooperate for TX2K14, it didn’t dampen our spirits because we knew back home some good things were happening with Project BRZ. We’re back into the mix with our weekly documentary of the progress. To bring you up to speed, the engine is off to the machine shop where they can work their magic and we’re waiting on the remainder of the build’s components to arrive, including the widebody parts that we just finished up sourcing.
In this installment we crack open the box of our new Air Lift Performance Digital Combo Kit suspension and let you know what we found, compare and contrast to the stock suspension, and provide an initial assessment.
Every week this build gets more and more interesting as we dive deeper into the inner workings of the BRZ. For this installment, we peel back the layers of the engine to understand what we have to work with, and where it can be improved in relation to our initial build objectives. As with any good build, you define an objective based on what you have to work with. In order to properly understand what we had to work with first hand, it was necessary that we dive into the platform’s heart. This time, we turned to SCR Performance because of their intimate knowledge of Subaru drivetrains, as well as their reputation as top engine builders. We knew they would give an accurate assessment of what areas we’d need to address as the build progresses.
Last week, we introduced the Revvolution.com Project BRZ, and outlined the partners involved and our overall build objectives. As you will recall, the goal for the Revvolution Project BRZ is a progressive performance build that is oriented toward high-performance street driving and moderate track applications. This week we will dive into the project with hands-on feedback as we outline our first objective: strengthening the chassis.
We’ve mentioned it a few times before, but consider this your formal introduction to the 2014 Subaru Revvolution build! You may have noticed during our platform overview series that we mentioned getting our hands on a BRZ of our own to play with; and now we want to make sure we share our vision for the build, and introduce all of the partners involved in this massive undertaking.
Welcome to the fourth installment of our Subaru BRZ / Scion FR-S platform review. So far, we’ve gone over the platform as a whole, and provided our initial impressions with our BRZ project car. Now, we start to pick the car apart in greater detail as we address the strengths and weaknesses of the various components that make this platform what it is. We’ll take our analysis to a greater level of detail with our upcoming documentary series revolving around our BRZ build, but we used the following generalized data points to help guide the direction of the Revvolution BRZ.
Now that we’ve introduced the Subaru BRZ/Scion FR-S platform and procured a brand-new BRZ of our own to build up, we thought what better way to finish breaking it in than at the track! We practically rolled the odometer past 1,000 miles as we pulled through the gate at Pikes Peak International Raceway (PPIR) in Colorado Springs, Colorado. With temperatures in the upper 50s, not a cloud in the sky, and the track practically to ourselves, we knew we’d have a great opportunity to push the limits of the BRZ and get an idea of what makes this car so great.
As 2014 kicks into full swing, we’re excited to start a new series featuring some of the hottest platforms available on the market today. The series will be broader than a strict “build guide,” as we want to present an overview of the platform, our initial impression behind the wheel, its strengths and weaknesses, and present feedback from tuners who have already had their hands dirty with these vehicles. We hope it will inform both purchasing decisions as well as what direction to take your car in once the keys are in your hand.
With that said, let’s introduce our first platform, the Subaru BRZ/Scion FR-S /Toyota GT86 (since Scion doesn’t exist overseas, it flies under the Toyota banner). It’s a car, or group of cars, that really needs no introduction.
When we first contacted Nico, we knew he was a special person. Not only is he the owner of one of the sharpest G35s we have seen to date, but he also embodies the modified lifestyle we promote at Revvolution. He understands that more is involved than just building a car that you’re proud of; it’s connecting with the community and building relationships that last a lifetime.
The import versus domestic car argument can get quite heated. The domestic guys tend to boast about their power and quarter-mile times, while the import crowd brings up turning left—and right—and things go downhill from there, but what about a compromise? Why not combine the best of both worlds—agility from the import side with brute force from the domestic camp? That was the question Alexander Gallardo had to ask himself when he came to a crossroads with the evolution of his 2003 350Z a few years ago.
On November 30, 2013, news quickly spread of a serious accident involving a red Porsche Carrera GT in Valencia, California, following a toy drive for charity. The story took a tragic turn when it was revealed that the crash had taken the lives of Fast and Furious franchise star Paul Walker and his friend and business partner, Roger Rodas. While details of the accident are still speculative at this point, the bottom line is that two families have lost loved ones, the automotive culture has lost one of its best representatives, and the world has lost someone who strived to help those affected by natural disasters.
One of the most popular platforms for tuners since its official debut in the States back in 2002, Subaru hopes to raise the bar of high performance per dollar yet again with the 2015 iteration of the WRX. Set to debut this week, Subaru did a good job of keeping official information leaks to a minimum but we were finally able to get a good look at what should hit the ground later in 2014 thanks to an official release from Subaru.
Our bags are packed, and the Team Revvolution crew is heading to Las Vegas, ground zero for the largest showcase of cutting-edge aftermarket parts and the latest creations from the most prestigious tuning houses. The big automotive manufacturers also join in the fun, as they have an opportunity to demonstrate they understand the direction of the car culture as they help inspire with in-house creations. It’s closed to the public, but we’ll be bringing you the latest and greatest right here at Revvolution.
As we get ready for the doors to open to pure automotive bliss at the Las Vegas Convention Center, we want to preview some of the hottest creations that will fuel the modified lifestyle in the coming year.
When Rush hits theaters nationwide on September 28, moviegoers will be seeing the dramatic tale of the 1976 Formula 1 season and the legendary battle between Nikki Lauda and James Hunt. Polar opposites both on an off the track, their differing approaches to racing and life cast a spectacular backdrop for a season that dealt with success, tragedy, and a literal return from the ashes.
To help educate racing enthusiasts who perhaps don’t know a lot about Formula 1, especially the cars from the 1970s, we would like to introduce you to the other stars of Rush: Ferrari’s 312 T2 and McLaren’s M23. Thanks to a more open set of regulations for racing back in 1976 (and designs truly conceived on paper), the cars really took on their own identity. Let’s take a look at what set these two legends of racing apart.
This mini-documentary touches upon that Bosozuku style – specifically a Japanese gangster in Kabukicho’s red light district known as Shinichi Moroboshi. His way of life is a perfect example of a lifestyle dictated by pure pleasure. ”I used to bousou (hoon) with a bike, I bousou with a Lamborghini now …. Through bousou, I am going to pursue and live the tale of a dream chaser.” This awesome piece of automotive cinematography could potentially raise the bar for everybody else.
The 2013 edition of the Pikes Peak International Hill Climb (PPIHC) is a race we won’t soon forget. We saw records shattered, unpredictable weather, redemption for some, scary crashes for others, and a huge audience both on and off the mountain (and around the world). There was also a feeling of great expectation for the future, but we’ll get into that a little later.
The 10-minute barrier stood for a long time, like a carrot dangling in front of those competing in the Pikes Peak International Hill Climb. In the Unlimited Class, it taunted Rod Millen and Monster Tajima for years, letting them get within seconds ever since Millen posted a 10:04 in 1994. Finally, in 2011, Monster finally broke through with a 9:51 run in his extreme Suzuki SX4. What’s most significant about this record is that he broke the barrier before the course was paved.
On June 30, more than 150 drivers and riders will take to the Pikes Peak Highway for the 91st running of the Pikes Peak International Hill Climb (PPIHC). Before them are 156 turns winding up a 12.4-mile road that cuts through dense Ponderosa pines, then up above the tree line to sheer granite cliffs. Let's take a moment to reflect on the past 91 years and what this race means today.