1992 Porsche 964 Carrera 2 – Fresh Kicks


It might shock some faithful SS readers, but we have a Porsche from Japan that isn’t built by Rauh-Welt Begriff.He plans to expand into other markets and his personal Porsche is just one example of how he’s going to get there, although miyamoto-san admitted to us his top customers are mostly Honda and Nissan guys.

1992 porsche 964 carrera GT2 body conversion
1992 porsche 964 carrera 2 tire tread
1992 porsche 964 carrera 2 barramundi design

Miyamoto-san’s 964 has a simple spec list, so simple we decided not to even print it. It’s slammed at just the right ride height via custom 40-way adjustable steel-body coilovers. The exterior of the Carrera 2 is more or less bone stock. You’ll recognize the 993 GT2 body conversion that bolts straight on the 964 if you know Porsches.beautiful and classic car stock, and for Miyamoto-san it provides the perfect platform to show off what matters most… its fresh kicks.

Top Tier Vehicles for the Professional Musician

There are a lot of things that go into being a professional musician. Let’s put aside the years of tedious practice, striving to be the best at an art form that so few people appreciate. So many people who are inferior both musically and technically than you are at your very same instrument are making millions off it yet you are struggling. It doesn’t seem fair. And it isn’t fair. But aside from all of that, what else goes into being a musician? There is the logistics side of things and when it comes to logistics, one of the most important things you can consider is how to get around town for your gigs, both in town and out of town. You’ll need a car that is great for both. So what’s the best cars for your musician life style?

Honda Fit


The Honda Fit is one of the more versatile cars that we can think of that a busy gigging musician should consider. First of all, it’s a hatch back so you can get your upright bass, or your drum kit, or you 1000 pound guitar amp in there no problem. That alone makes it a fantastic car for anyone and everyone. Add into that the fact that it’s a Honda, so it’s got reliability going for it as well. Also, the Fit is a nice looking car, so if you roll up to the venue, no one’s going to mock you for having a gramma car or some sort of vehicle that will repel the ladies away. The Honda Fit is a fantastic choice and we couldn’t recommend it more highly.

Honda Odyssey


Then there’s the ladies favorite, the Honda Odyssey. What makes the Odyssey such a great car for the musician? It’s a comfortable mini van for one and you also know it’ll be able to hold all the gear you could ever want unless you have some sort of elaborate light show, but by then you’ll be on a fleet of buses anyway. Also, if you’re going to do some runs outside of town, the Odyssey can house all the gear and the band, and also not kill you at the fuel pumps. This is truly the best car for someone who is going to take this career seriously. Also, again, like the Fit, it’s a Honda, so you will know it’s gonna last and get you there without issue.

Nissan Cube


I know what you’re thinking: you wouldn’t be caught dead in a cube. And you’re not wrong, these things are top tier ugly. But when we first saw the Cube at Nissan Fontana after our initial laughing in hysterics, we took it for a drive and were pretty impressed with not only its comfort, but also how well it handles on the highway. It’s amazing that they would design this vehicle to be so horrendously unattractive, but because of that, its cost is lower than what might otherwise be and so you will get those savings. Take a test drive today at Downtown Nissan.

1995 Honda Civic – Foe Tha Love Of $


So maybe we’re generalizing, but have you ever enjoyed a girlfriend who didn’t take notice of either a Tiffany shopping bag or a stack of hundred dollar bills? Imagine one yet? Probably not, which is where Ronysn Barrett developed the inspiration to build his show-stopping Honda Civic hatchback. It’s not built for the track or with all the dopest JDM parts. It was built to get a girl’s attention–plus it works!

Now 19 years-old and a full-time mechanic, we caught up with Ronsyn after seeing his EG blow-on the Hawaii show circuit. The ’95 hatch started bone-stock but quickly transformed into show ready form by using a built B16A swap, T3/T4 turbo setup, SSR and coilovers MK1 wheels. The motor was adequate for 250 whp on race fuel. From there, the time had come for Ronsyn to get crazy. His dad helped paint the body Tiffany blue excluding an added gold tint. Next came the engine bay…Ronsyn put together the idea by just joking around with his friends. No-one took his money-filled engine bay seriously so a couple of weeks later; he shocked his friends, and the whole community. Naturally, we were curious if he actually used real money and thankfully he didn’t. Nah, it’s not real. I would personally have rather given everything money to charity! he told us. Before eight coats of clear were used on give the bay its nice finish, the hunnids were printed from photo paper and then placed into the bay.we’ll and EG even admit, some of the staffers listed here are a little weary of its theme. But it’s something new, which we definitely have to give the teenager props for, and we can’t imagine a girl we realize who wouldn’t look twice at something that’s Tiffany blue and filled with money.

02 1995 honda civic SSR Mk1 wheels

05 1995 honda civic steering wheelPassion For $

View Photo Gallery (6) Photos

Location Pearl City, HI

Occupation Mechanic

Engine Rebuilt Golden Eagle B18C GS-R bottom end; B16A cylinder head; 70mm throttle body; Garrett T3/T4 turbo; 450cc injectors; Blitz blow-off valve and intercooler; billet motor mounts; Brian Crower stage 2 cam; ARP head studs; AEM fuel rail; Godspeed header; MSD Blaster coils; wire and brake line tuck; relocated battery; money bay

Drivetrain GS-R five-speed manual with limited-slip differential; Type R axles; Exedy stage 2 clutch and flywheel

Engine Management AEM standalone

Footwork & Chassis CX Racing coilovers

Wheels & Tires 15×8 SSR MK1 wheels with 165/45R15 Federal tires

Exterior Carbon-fiber duckbill spoiler and side mirrors; Password: JDM corner lenses; painted Tiffany blue with gold sequence; pulled fenders

Interior Integra LS black cloth seats; red cloth door panels; gutted rear

Thanks You Ronald Barrett, lory Barrett, Ryan Barrett, Rachael Barrett, wifey Tyla Barnett, Joshua Alayon, Hiapo de Jesus, Team Mansu Hawaii, Xtreme Soccer, my neighbors for not calling the cops, Ass & Titties clothing brand, 808 Kustoms, Sums Auto, Inside Original

2013 Honda Civic Si – Driven


Fact: We have driven virtually every version in the Civic, with the exception seeing the first and 2nd gen CVCCs–essentially in the ’87 model and up, I’ve put enough seat amount of time in each one to securely say that each new model outperforms the past. I still get excited when a Si comes with better yet equipment compared to the one before it, whilst the EG and EF chassis still remain my most favorites. And forget the times past where power required you to swap an engine out–the Si’s so good now that all you really need to do is fill it with gas and pop VTEC (woo! ).

Honda’s latest revision to the entire Civic lineup comes just two short years following the last major refresh, a move that was implemented after receiving several consumer complaints about how bad the interior treatments looked and felt-not even areas of the exterior was safe from harsh criticism. Because I had been always more preoccupied with the actual driving and fun the Si provides instead of worrying about things like dashboard design, though this never seemed to bother me. Speaking of which, it still looks pretty damn cool and with all of its space-age accents–like VTEC and shift lights, Intelligent Multi-Information Display–that should have you ever beyond distracted, they surprisingly don’t. They hang in your peripheral line of sight.

01 2013 honda civic si front fascia

02 2013 honda civic si rear view

03 2013 honda civic si passenger side profile

Planted inside the Si’s seats, I felt nothing else which had been out of place. They felt familiarly Honda, as always; it fired up normal, like a Honda always does; and wants to be driven at full force–and quite often; that’s what you do with a car just like the Si. With gears that short, the rpms jump quickly–a stern reminder that this is much from the ’90s-era Civic I actually have parked during my garage in your house. Thankfully, Honda left that part of the formula alone; the K-series still delivers the same 201hp along with a very modest 170lb-ft, plenty good but it’s also an engine that can generate more in the event you build upon it. And as you can tell from the remainder of the cars we’ve featured within this special Honda issue, making power can be something you should do and might do quite easily.

With the older Civics, enthusiasts were able to count on their Japanese counterparts in terms of being able to source JDM performance and styling parts, but sadly, within the U.S., it’s still not any longer the case–that is, until Honda decides to 1 day provide you with the car again, which is unlikely. Europe still sells the really awesome Civic Type R, a variant that’s so far removed from whatever we get here that it’s almost saddening to think of what could’ve been. And yet, the Si is constantly deliver on all levels. Fast, superb handling, all the amenities in order to satisfy the everyday commuter–also could you demand? Oh, right, a Civic Type R! Just kidding, Honda, we’ll still use the Si. (For now.)

04 2013 honda civic si shifter

05 2013 honda civic si steering wheel

06 2013 honda civic si front seats

That New Car Smell

2013 Honda Civic Si

The Sticker Starting from $17,965 (coupe) and $22,715 (sedan)

Engine 2.4L DOHC i-VTEC K24Z7

The Power 201hp at 7,000rpm; 170lb-ft at 4,400rpm

Scale Tipping 2,943/2,966 (with navigation); 2,967/2,992 (with navigation)

Layout Front-engine, front-wheel-drive

Transmission 6-speed manual transmission

Footwork & Chassis Front MacPherson struts, multi-link rear suspension, 21mm front sway bar/18mm rear sway bar

Wheels & Tires 17 alloys; 215/45R17 all-season tires

With The Pump 22/31/25 (city/highway/combined)

Your Competition Scion FR-S; Subaru BRZ

Deep Thoughts 40 years and counting, the Si remains as one of the last standing performance cars in Honda’s lineup. Grab one of these just in case it goes the way in the S2000, Integra Type R, NSX…

Know Your Stopping Distances – It Could Save Your Life

Everybody has to learn about stopping distances before they take their drivers test to get their license, but how many drivers on the road can actually remember what they are?
Stopping distances are a combination of two things:
• The thinking distance – the length of road travelled from when you see something which will need you to stop and actually hitting the brake pedal
• The braking distance – the amount of road travelled from first applying the brakes to actually coming to a stop


Both of these things can be affected by a variety of outside influences and circumstances, all of which need to be taken into consideration when calculating the safest stopping distance and therefore the space you should leave between your vehicle and the vehicle in front of you.
Thinking Distance
Many factors can affect this, not just the speed at which the car is travelling.
• Tiredness / alertness
• Alcohol
• Drugs – legal and illegal drugs can have an influence
• Age – older drivers may have slower reactions which means a longer thinking distance is needed
• Distractions – like switching channels on the radio or fiddling with a cell phone
• Impaired vision – this can increase the reaction distance needed
Braking Distance
This can also be affected by many different factors, as well of course as the speed at which the car is travelling.
• The weight of the car
• The condition of the tires – the braking distance will be increased when tires are worn, particularly in wet weather
• The brakes – the condition of the brakes obviously has a big influence on the amount of stopping distance needed. Worn brake pads and discs will both mean that the car will need longer to stop
• Road conditions – it will always take longer to stop when the roads are icy or wet . . . so remember to take this into account when driving
• Road surface – the condition of the surface of the road and the quality of the road maintenance can also affect stopping distances. If a road is covered with gravel, mud or dirt the stopping distance will be increased


So how far does it take you to stop, what distance should you allow when driving along the road at different speeds?
Here’s a list to give you some idea, notice how much the stopping distances increase as you drive faster, it can be quite surprising. You should also remember that these distances are calculated for driving along in a well maintained car in good weather and road conditions so need to be increased if any of these factors are to be taken into account.
20 mph – The thinking distance when driving at 20 mph is 20 feet, the braking distance is about the same which gives a grand total of 40 feet stopping distance.
30 mph – When driving at 30 mph you will need 30 feet worth of thinking distance but 45 feet of braking distance, a sharp rise to 75 feet stopping distance.
50 mph – The faster you drive the more the stopping distances rise. When travelling at 50 mph you will need 50 feet of thinking distance yet 125 feet of braking distance . . . a total of 175 feet.
70 mph – Although the thinking distance remains pretty constant (you will need 70 feet of thinking distance at 70 mph) the braking distance increases to a whopping 245 feet . . . 315 feet in total.


It is essential that you give yourself the relevant amount of stopping distance to the speed at which you are travelling. At Nissan Montclair they’ve got some great cars with superb brakes, but you still need to heed the stopping distances. Check out the choices at Metro Nissan Redlands.

1995 VW Golf Sport – Kipp Farrin


Kipp Farrin certainly isn’t your average Volkswagen enthusiast.

Kipp’s somebody you have to meet in person to completely appreciate his style and personality. On one side, he’s an average Mainer, using one of the thickest New England accents you’ll ever hear.

He was raised and born in Boothbay Harbor; The ideal known town in the great state of Maine. It’s a picture perfect tourist town that exemplifies the state – rocky, cold, green and dampthe very least popular vehicle in Boothbay. That never bothered the Kippster; he built his car exactly how he wanted it, although unfortunately, you merely aren’t cool unless you drive a truck.

At age 16, Kipp bought his first car; A bone-stock Golf Sport from a used-car lot. He definitely didn’t rush into the creation. Instead, he took his time. Actually, he took an incredibly long time. But that’s OK, because the outcome was gorgeous Mk3 Golf Sport.

Kipp’s vision drastically changed over the years. One thing, however, has stayed consistent; his passion for aggressive, wide wheels. For many years, the automobile was built with a set of 16×9 Borbet Type T wheels, which looked great but something was still missing. He wanted wheels that screamed ‘top this! ‘ and his patience eventually paid off when a set of 17 Fikse FM5 wheels from your 996 Porsche 911 track car were found on a Porsche Forum. The wheels were pretty rough and needed serious love but the price was right.

Kipp’s friends at Independent Wheel sourced new polished outer lips and a pair of new inner barrels to find the desired sizing; 17×8.5 front with 2 outers, and 17×9 rears with 2.5 outers.

He decided on Audi Avus silver paint for the FM5 centers to provide more contrast. Kipp understood wheels can make or break a car, and also in our opinion, the FM5’s definitely turn this into one.

1995 VW golf sport dietrich rear bumper 06

1995 VW golf sport euro front bumper 02

1995 VW golf sport folger lip 05

In order to accommodate such wide wheels, Kipp had to pull and roll the fenders before getting the car re-sprayed. The front-end looks menacing, thanks to an exposed intercooler, tactfully placed in a smoothed fiberglass Euro bumper with molded in Folger lip.

Rieger side skirts (similar to E46 BMW M3 skirts), a shaved rear hatch plus a Dietrich rear bumper finished off the exterior. Although, custom mirrors that replicate Projektzwo parts and made by yours truly, would follow later.

Kipp prides himself on doing his work but is the first to admit the carwith an ATP turbo kit for the factory 2.0L 8v motor. He tested its limits on the local drag strip in New Hampshire a few times, and walked away craving more. So, a 1.8T 20v Audi motor was installed with help from Jake at Rennen. To be able to harness the power, Jake also installed a Peloquin LSD, Techtonics lightweight Southbend and flywheel stage 3 clutch and pressure plate, and.

He built the car for his own enjoyment. So, nothing please Kipp more than a Sunday cruise with girlfriend, Elizabeth – who’s supported his passion for VW tuning for some time now.

Kipp offers the life that every bored finance guy dreams about: He gets paid to play with large, dirt and bulldozers trucks all day long. Yet he always seems to have a project to be effective on; whether it’s one of his two ’64 Beetles, or ’83 GTI, which sits on H&R 13 and coilovers ATS Classics. He’s also currently restoring an ’82 VW Caddy.

Kipp’s living proof that if you love what you do and do everything you love, nobody can replace the joy you will get driving around in your personal form of expression.

2014 Bentley GT Speed – First Drive


Everyone knows supercars are a compromise. Sleek and low, they’re usually impractical and often uncomfortable. Most are also rear-wheel drive, which can be a liability in bad weather, where wide rubber and poor visibility become a handicap.

These were issues we considered cosseted inside Bentley’s second generation GT Speed. It kept us safe, warm and dry during aThe foul weather revealed a positive side from the GT Speed’s character as well as an ability we’d not previously seen, though rain is rarely welcome, especially when we’re attempting to appraise a powerful car.

The permanent four-wheel drive system perfectly distributed the Bentley’s massive torque to the tarmac, as other cars pick their path on the sodden surface. The peerless traction along with its 5114 lb mass was reassuring from the awful conditions. We quickly decided there wasn’t another car we’d rather remain in.

This first impression was bolstered in the hills, away from the busy coastal area. On empty roads, we picked up the pace. Yet as the route became a lot more twisty, the extent of your Bentley’s ability on wet tarmac became more apparent.

Using the full extent in the massive engine to sprint between bends soon felt instinctive, without any wheelspin or histrionics, the 616hp was effectively distributed to all four wheels.

The standard GT was always supremely competent but rather aloof. But the GT Speed’s firmer air suspension settings, harder bushings and uprated sway bars made you feel more connected, delivering more involvement without detracting from the overall comfort.

When negotiating a bend, the Bentley’s speed-sensitive hydraulic system was spot-on in terms of turn-in rate, feedback, weight and even the dimensions of the controls. So when pressing along a twisty road, it allowed you to make measured course adjustments effortlessly.capability to the rear, minimizing understeer and disguising the heavy W12 motor inside the nose. Again, you can feel the effect more readily on the slippery road, with the extra horsepower shunted rearwards to minimize understeer in the bends.

Torque is the key to effortless progress, or “waftability” as Bentley calls it. Using the 5998cc W12 further enhanced by large turbochargers and ECU software similar to the more robust Continental Supersports model, the important numbers for your GT Speed are 616hp at 6000rpm with a whopping 590 lb-ft of torque at just 1700rpm.

Because torque gives you acceleration while horsepower gives you top speed, the extra twist makes a bigger difference in daily driving than the extra 50hp towards the top-end, this represents 74 lb-ft more than the regular GT and. So, the GT Speed feels as though a musclecar, albeit a brilliant-refined one.

Up against the stopwatch, the GT Speed’s -60mph in 4sec puts it .3sec in front of the GT. However, the in-gear acceleration is far more noticeable, due to the closer ratios of the eight-speed ZF automatic, and its ability to block downshift, dropping from eighth to third gear if necessary.

Top speed has grown from 198mph to 205mph, making the GT Speed faster than many supercars, if you can locate an open stretch of autobahn.that is unique for the GT Speed, delivers a more inspiring growl under acceleration, particularly in Sport mode. Yet when you throttle back in Comfort mode, the aural signature fades to a deep whisper, revealing one other side from the car’s character. The car wafts along effortlessly, giving it a duality of character no supercar can match.

Visually, the Bentley gets 21 wheels, dark tinted mesh on the radiator grille and the huge, rifled exhaust tailpipes to distinguish the GT Speed from its lesser brethren.

Inside, the hand-finished cabin includes the Mulliner Driving Specification, which means diamond-stitched leather upholstery, drilled pedals and a unique shift knob. You can also have the ‘engine spin’ metal dashboard trim within a dark grey tint to fit the grille insert.

As an everyday conveyance, the GT Speed can be a practical alternative to a supercar, melding genuine 200mph performance with an exciting driving experience that might not be the last word in involvement, yet never ceases to amaze with its balance and refinement.AWD and Quickshifta youngster I fantasized about developing a car based upon my liking and imagination. It comes as no surprise once you get to know JM Yang of West Covina, CA, though i have got now made my childhood dream right into a reality.” Those are subtle yet strong words to come through the automotive enthusiast.

Once they become adults they simply look back and acknowledge their beginning in an over-all fashion, even though many enthusiasts say they developed their love affair with cars at a young age. But JM remembers specifically what sparked his passion, and it has stuck with him all this time. I’ll provide you with a couple of hints: It was a motion picture that had wild cars in it, and the title of the movie has two words within it that start with the same letter. Yea, I am aware, this is an easy one, right? Think you got it? No, it was not Fast & Furious. The movie I am talking about came long before F&F. I bought into cars at an young age, and as I remember Mad Max was the first car-related movie I watched and liked, he says. That’s right, Mad Max. What percentage of you remember that movie? If it doesn’t ring a bell, it wouldn’t be all of that surprising. For people who don’t know it, look it up and watch it. It’s kind of way out there and doesn’t even really have much to do with cars, even though that’s what many individuals seem to remember it for. In that sense, it is the same as F&F. Anyway, let’s reach the beautiful Evo X the truth isCome True

JM’s option to build an Evo X was based on logic. “I think it is one of the most capable cars on the market,” he says. There were some major changes that were made when Mitsubishi went in the famed VII-IX generation on the X-most notably with the introduction of the new transmission, even though “It can handlesnow and dirt, and also the track and at the same time be a dependable four-door, five-seater sedan for daily driving.” The history in the famed Mitsubishi Evo and also the accolades contained within will not need to be enumerated by me. The new transmission is known as TC-SST, which means Twin-Clutch Sport(ronic) Shift Transmission. This tranny uses dual clutches to change gears, allowing it to make shifts quicker than a driver could inside a conventional manual tranny in addition to quicker than an automatic tranny using a torque converter. It will this all while allowing no drop-off in engine power. Oh, and every one of this can be operated by magnesium steering wheel paddle shifters. Yea, I have to have one, too.

So, with all the decision made, JM went out and got himself an Evo X. He wasted virtually no time and started modifying the auto within a week of purchasing it. “My goal at that time ended up being to do the basic upgrades to the X,” he says. Even at this early stage in the car’s development JM addressed multiple aspects of the automobile rather than working on just one, like aesthetics-the focal point of numerous newbies. He put on a Do-Luck carbon-fiber trunk, got an ARC Super Induction Box in addition to a Tomei Ti exhaust, and lowered the car with Eibach springs. For wheels, he selected a pair of Gram Lights 57G in Hyper Bronze initially, but ended up switching them out for a collection of Gram Lights 57D in Luminous Yellow. Precisely what is considered basic to some can be much more than this to others. Many enthusiasts would be more than pleased with an Evo X MR with those mods, but they proved to be insufficient for JM after only a short while, especially after spending time perusing reading and forums and studying automotive media, like magazines and blogs, as well as the major tuning shops from Japan.

2010 mitsubishi X MR CZ4A colt speed engine cover

2010 mitsubishi X MR CZ4A samco hoses

2010 mitsubishi X MR CZ4A colt speed hood prop

“There are a lot of people in the marketplace who I look up to, both locally and abroad. Jay of JDMEGO, Bill of JDMphasis, Ben of Bulletproof Automotive, and countless other builds have served as inspiration for me,” JM says. “They have been advocates of innovation over imitation, and that motto I actually have used as being a cornerstone inside my build philosophy.”

JM clearly does those individual’s names justice in his build. His choice of top-tier parts has created a beautiful Evo that will withstand the test of time and then make any JDM fanboy damn near lose his mind. For the exterior aero, Varis units were selected in conjunction with names, likeVoltex and CWEST, and Ganador, all of it flowing smoothly using the one-and-only Volk TE37SL wheels in the Pressed Graphite finish. Sitting behind the wheels is an Alcon big brake kit in the UK FQ400 model X. The red decals in the wheels tie the Bride Cuga seats and Coltspeed engine cover in perfectly. The combination of the colors and parts chosen in this build create a build that is about as close to perfect as you can.

When we asked JM what the purpose and goal of this build was, he stated, “To build a well-rounded car using reliable and quality products.” It is evident by his choice in top-shelf manufacturers that he stayed true not just in his goal but to the spirit of the builds of people who came before him and inspired him, and who provided the inspiration and credo that were your building blocks of his own perspective. Most importantly, the consequence of this type of perspective in a car build is satisfaction and contentment. That may not sound like much, but what number of us within our own build ever get to the point where we are truly content with your vehicle as it sits? “For now, it is reliable advice that I am satisfied with my current setup and that there won’t be any major changes happening soon. I wish to enjoy it since it is and it will act as my daily driver.” Congratulations, JM, you have achieved what many seek rather than find. And you get to enjoy it every single day.

The Fiat 500 Is 58 Years Young This Year

The Fiat 500 . . . loved by many Americans although many more wonder why is definitely still our favorite miniature Italian. Perhaps it’s because it shares the same birthday as the United States . . . 4th July . . . or perhaps it’s because it’s just a great little car which oozes with personality and charm.
The Fiat 500 Topolino was first unveiled in 1936 and, to be honest looked nothing like the range of Fiat 500’s you’ll see in the showrooms at fiat santa ana these days. It was much bigger and uglier than the compact pocket rocket of today but nevertheless proved to be a great success selling more than 500,000 models.


Fiat made the decision to ditch the bulky appearance of the motor in 1955 and go for something which was altogether more sophisticated and stylish, more Italian if you will . . . enter the Fiat 600, smaller and more attractive than the Topolino. It had smooth lines, round headlights and a quirky body and proved to be incredibly popular until it was finally removed from the market place in 1969. Even the best things come and go throughout history.
Anyway, all was not lost because somewhere along the line the fabulous Fiat 500 was born, first hitting the roads on 4th July 1957 . . . okay, do the math, 58 years ago. Out of the ashes of the 600 chassis they developed this brand new car – it wasn’t a variant but an entirely new concept. It had a two cylinder engine and a cloth roof . . . well, I did say that it was more than a little bit different.


The car became an instant success and quickly established itself as one of the most popular little cars in Europe but, by 1975 it’s popularity was usurped by the up and coming Fiat 126 and the 500 nameplate was put into retirement. How could they do such a thing? Whose idea was it to replace the splendid Fiat 500 with the 126.
All was not lost though and, in 2007 almost 50 years after hitting the original market place the Fiat 500 was once again hitting the streets of Italy and the rest of Europe, finally making its way across the pond in 2011 thanks to the new alliance between Chrysler and Fiat . . . the brainchild of Sergio Marchionne.


Modern Americans do enjoy a love affair with this little Italian motor, although not all of them will readily admit to it. You can’t imagine a car which is much further away from the generalized view of American motors – the American muscle – gas guzzling super cars and an important part of the All American Dream and the history of motoring in America.
This iconic little motor is the exact opposite – it’s small, it’s nippy, it’s very economical to run, it’s extremely economical to buy and you can even park it in the smallest of spaces. What’s not to love by the newer breed of environmentally conscious Americans . . . not to mention the financial benefits.
At OC Fiat they’ve got a great choice of Fiat cars, none Fiat cars, new cars and pre-owned cars . . . with a great deal on the iconic Fiat 500. These cars put the fun back into driving, they really are the ultimate “”pocket rocket”” and ooze Italian class, style and sophistication . . . albeit in a smaller package than we may be used to.

2013 BMW HP4 and Alpinestars Summer Clothing Review


We make no secret of our motorcycle passion here at european car Magazine, despite our focus on four wheels. We’ll always grab any opportunity to throw a leg over two-wheeled transportation whenever the necessity arises.

And also the need arose at the recent Pebble Beach Concours week, where the prospect ofavailable to us, allowing us to skip to the traffic and obtain more time with the events. Although we also decided to skip some events and spend more time about the bike, as it turned out…

The BMW HP4 is a exclusive edition based on the S1000RR superbike. Only 175 are in the country and that we had the opportunity wreck 2 of them each time a deer decided to make an unexpected appearance!

2013 BMW HP4 side view 07

2013 BMW HP4 side view 08

2013 BMW HP4 rear view 09

Why do they jump looking at noisy vehicles instead of running from them? Quite how it escaped up a 30ft vertical cliff face, we’ll never know but it really got our attention, for certain.

Priced from $20525, the HP4 gets the same 193hp engine as the bike it’s based upon, but an Akrapovic exhaust ensures it’s delivered with increased mid-range as well as an ungodly sound. We also found the power delivery velvet-smooth, without having hesitation, even at low RPM. I could be wrong but it seemed smoother than the stock S1000RR, allowing you to hold onto higher gears in tight turns onblue and white paint scheme, the HP4 can also be identified by lashings of carbon fiber goodness plus a build quality that marks out BMW in the other liter bike manufacturers.

The suspension was pretty stiff for your very poorly paved roads we threw the bikes down. I’ll admit we left it in Sport for most of the ride because of the speed we were doing, although even the Dynamic Damping Control was not able to compensate for the harsh bumps. The reward was one of the sharpest turning bikes we’ve experienced if you could endure the big bumps. The truth is, it was surprisingly user-friendly for such an uncompromising sports machine. Our bikes were fitted with BMW’s ABS and adjustable traction control, which gave you peace of mind while riding, but only our deer scare called any of them into action. Or I simply didn’t sense the traction control working while powering out of turns. Certainly the anti-wheelie electronics were doing their job pretty well, keeping a hectic front end mostly on the ground.

Having ridden the normal S1000RR many times, I’d arrived at the conclusion it was rather edgy, a little bit nervous for my needs – more extreme than my 2008 Yamaha R1 even. But the HP4 proved a much more usable machine that was a pleasure to ride, and helps to justify its high price tagwe had been attending the swanky Pebble Beach week and riding such an extraordinary machine, we decided to splash out on new riding gear – we didn’t wish to rock approximately an event where entry might cost more than my first car in scruffy old gear.

Preferring Alpinestars clothing to almost anything else, we visited a number of local stores and made our selection, with our priorities being protection, style and luxury. Stop being compromised if one of them knocked us from the bike, although we wished to mingle together with the wealthy!

2013 BMW HP4 alpinestars summer clothing review 19

2013 BMW HP4 alpinestars summer clothing review 20

2013 BMW HP4 alpinestars summer clothing review 21

So we started together with the Jaws leather jacket having an optional hard shell back protector replacing the foam that comes with it. This augmented the shoulder and elbow protectors already fitted. The leather itself is 1.3mm thick, allowing for good abrasion resistance.

It’s available in white and black but we opted for solid black using the white A/Stars logos. To help keep you cool, the leather panels around the front and back are perforated. There are also fabric panels on the front and sleeve section plus zipped openings allowing more airflow. With the quilted liner removed, the Jaws jacket has good air movement, keeping you comfortable in hot weather.

For practicality, it has two zipped outer pockets and three velcroed inner ones. It will also zip into Alpinestar pants and possesses neoprene collar and cuffsa pricey leather jacket should help you get past most bouncers about the door, deciding on a pants is much more crucial. We had been torn between a good overpant that we could wear over smart pants, or a set of Alpinestars denim jeans. After several days of indecision we opted for the Axiom denim pants with knee and hip protection.

The darker denim looked more classic and the cut didn’t suggest you’d ridden on the venue. In fact, they worked very well. The only real snag we encountered was the comical leg length, requiring about 3 to be cut off the bottom, causing difficulties withthis business, we strapped motocross-style knee protectors underneath, in place of the Axiom’s foam pads. They were both more better and resilient placed than the foam, ensuring better protection.

Hot feet could cause your body temperature to rise rapidly, so we tried several different riding boots, eschewing our usual GP-style calf-length boots for Alpinestars low-cut S-MX1 boots. These still cover the ankles, which can be vital protection for riding but were more comfortable when walking the show grounds. They offer hard shells for your toes and heels as well as fabric sections across the front from the foot. These provide amazing airflow that keep your feet wonderfully cool while in motion – uncertainThe last piece of protection was the Alpinestars SP8 leather gloves. These replaced the GP Tech gloves I usually wear but are challenging to get off very quickly. However, the slightly shorter SP8 still offered good wrist protection, third to fourth finger bridge, foam padding, polymer knuckle suede and protection palms for better grip.With all of this gear, heat remains a factor, particularly if stationary, so Alpinestars underwear has been a revelation. The Summer Tech T-shirt wicks away all of your sweat, keeping outer layers dry. In addition, i use the padded shorts, both for another layer of protection as well as moisture control. Finally, A/Stars’ selection of summer socks is a godsend. They wick away moisture and help prevent heat accumulation. But Alpinestars changed that, before I found these things I was very uncomfortable riding in the California summer.

Offering good protection for high-speed riding, the new gear was well ventilated for summer temps and looked smart both off and on the bike. So, we was able to pull off the impossible dream about avoiding the traffic around the events and mingling with all the other visitors without looking like scary bikers. Mission accomplished.

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@@@@@ Continue. Admit it. You’re surprised to see a Porsche 911 here, aren’t you? Hopefully so, because we want to surprise you from time to time, and hopefully in a positive way. That doesn’t mean we don’t appreciate a fine bit of German engineering, and we suspect you feel much the same way, even though we are, of course, diehard Japanese car lovers and constantly will be. True car enthusiasts tend to appreciate a wide range of machinery, regardless of geographic or brand allegiances, so expect to see more domestic and European brands sprouting up in this once JDM-everything magazine.

Aaron Ochoco, owner on this beautifully massaged ’05 911 Carrera, got his start like lots of us, tinkering with Hot Wheels and R/C cars and also making a yearly trip to the L.A. Auto Show with his car-crazed father. Everything I played with had to be modified. I remember coloring the windows on my Hot Wheels with a Sharpie to tint them. Even my R/C car was completely hooked up with upgraded carbon and motors fiber, so modifying real cars was actually a natural progression. I got to the car scene during high school graduation when The Fast and the Furious first became availableended up being to keep things restrained and clean, deciding on quality parts from Japanese tuning superstars including Volk, Tein, and GReddy. Just before you assume he’s yet another bandwagon jumper who has graduated to Porsches now that he’s in a position to roll a little deeper, you need to consider that Aaron’s first project was really an ’85 Mercedes-Benz 500SEC, which he modified in more of any classic hot rod style.

F&F wasn’t Aaron’s only movie influence, either. He actually credits his interest in Porsche 911s to the opening scene of the modern remake of Gone in one minute, where a 996 Carrera races a Civic on the street. Following that, I always wanted a 911, and a few years later, the 997 became available and I enjoyed a great ability to sell my tuned G35 for near to what I paid for this Porsche, according to Aaron. I went for it and do not looked back.

Given his early project cars and cinematic influences, you have to admit that Aaron’s 911 build actually makes perfect sense, allowing him to fuse his passions for Japanese-style tuning and modified German machinery in one of the world’s most legendary sports cars. And as you’d expect, Aaron’s stayed with his clean and subtle approach to modifications, drawing inspiration from Germany’s top performance divisions and also from Internet blogs and forums like Speedhunters and S2ki.com user Diez along with histo create the car with an ‘OEM Plus’ state of mind. I really like and respect what the ‘M’,’S’, and ‘AMG’ departments do forAudi and BMW, and Mercedes, and so that’s the theme I’ve gone with the recent years. I don’t like cars that are modded to the point that it’s very obvious that they’ve been modified. I love subtle mods that flow with the original design language from the factory and that accent the vehicle rather than completely changing it.

To begin with, Aaron used a healthy quantity of Alcantara around the interior surfaces, and he accented that with carbon fiber, like the DCT Motorsport Alcantara/carbon-fiber controls and Rottec CGT carbon-fiber seats. The steering wheel was custom built to appear similar to a Lamborghini Superleggera’s, and the piano-black console had been a design cue taken from the Aston Martin DBS. Aaron also equipped his 997 with a Porsche factory rollbar finished beautifully in stainless-steel, which should tip you off that he enjoys this car on the canyon roads near Los Angeles and takes it to the occasional track day,too.

The exterior of Aaron’s 997 has seen some high-quality ‘OEM Plus’ treatment, too, in the form of a Porsche GT3 front bumper, GT3 Cup front lip, and Porsche Motorsports carbon-fiber dive planes, along with a Precision Porsche GT3 Euro rear bumper, a ’10 GT3 rear wing, and dry carbon rear ducts. Aaron hasn’t ignored his JDM roots here, opting for an RWB-inspired list of Work Meister S1 three-piece wheels covered with Falken FK453 rubber along with JIC/Cross coilovers to set the ride height and improve road holding.

2005 porsche 911 carrera custom work meister wheel

2005 porsche 911 carrera m96 boxer straight 6 engine

2005 porsche 911 carrera carbon fiber cover

Aaron’s 997 isn’t practically aesthetics and stance, though. He’s done just bout everything easy to his Carrera’s 3.6L M96 Boxer engine to squeeze some additional naturally aspirated jam from it, including Borla headers, IPD’s competition plenum, and a Porsche GT3 82mm throttle-body. Since he tells us, I really loved the purity in the NA engine but wanted to make it sound better and work more efficiently. The exhaust has been completely swapped out, along with the current setup is the fourth iteration and my favorite-sounding version, plus it’s been modified to exit out the core of the GT3 rear bumper. EVOMSit then tuned the ECU to tie in all the mods I made to the engine.

Sure, maybe Aaron could have obtained a 997 GT3 with the money he’s committed to his Carrera, but as he says, Building a completely custom, bespoke vehicle that reflects my personality was worth every penny and hour wrenching on it. My crew, The Encore Collective, has been a big part in pushing the other person to build our cars to the next level, and my best friend, Aaron-Ross, and my brother Ace always produce input over a mod before it goes about the car. I believe now that it’s at the height of its build, it’s time and energy to just take advantage of the car as it is. Is it faster than a GT-R or cooler looking than the usual Rocket Bunny S13? Who cares? This can be Aaron’s 997, and we think his superclean fusion of Japanese and Euro influences makes it one of the mostconsole, dash and headliner shift knob/shift boot and e-brake handle; piano-black center console; carbon-fiber armrest and ignition ring; DCT Motorsport Alcantara/carbon-fiber controls; Porsche Motorsports rollbar; Rottec CGT carbon-fiber seats w/Alcantara center cushions; billet aluminum pedals; rear seat delete; Pioneer avic z110bt nav head unit and 4-channel amp; Apple 160gb iPod; Bose component speakers and subwoofer

Numbers 368 305 and bhp lb-ft at the flywheel

Special Thanks The Encore Collective; Robert at Falken Tire; Mike and Brian at RSS; Matt and Ian at EVOMSit; Jay at Speed Alliance; BMC Filters; AASCO Motorsports; Meguiar’s; my closest friend, Aaron-Ross; my loved ones, girlfriend and friends for their continued support

1992 Acura Integra GS-R – The Never Factor


While sifting through a file chock full of photos from a Honda Day event shot by long-time Honda Tuning freelancer Sean Bradford, I came across an auto that really stood out to me. Even though the high-powered drag cars and some spotless show cars certainly caught my attention, it was the virtually bone-stock, pristine condition, Acura Integra that stopped my clicking, and instead, had me zooming set forLower than 5,000 units produced for both the Usa and Canada, the 1992-93 Integra GS-R is considered by Honda enthusiasts to be a true classic. It was a standout amongst the influx of hot hatches and sport compacts that seemed to assault the U.S. market in 90s.

The vehicle in question was a 1992 Aztec Green Pearl Integra GS-R together with the only mods being a pair of OEM optional window and sunroof visors. The body was perfect, every little the paint shined to absolute perfection, even the engine bay was absolutely spotless. Having recently searched low and for this exact vehicle year and type to begin a new project, I had been taken back by how unnaturally the auto defied the laws of general aging. Instinctively, I thought to myself how nice it might have been to find that exact car during my long search, rather than the ragged, weathered version that I’d recently registered. Then reality stepped in and reminded me that this type of car should never, ever end up at the disposal of someone like myself.

There weren’t a lot of ’92 or ’93 GS-R Integras produced originally. In fact, figures are estimated at less than 5,000 units for both the U.S. and Canada. They still pop up on Craigslist and Autotrader from time to time, but as the years pass, the pickens have become quite slim. You’d be hard pressed to discover one that hasn’t been modified or slapped with the dreaded salvage title like a scarlet letter because of theft or damage, and also since they were so comfortable and reliable, mileage is rarely under 200K on the used market. The car pictured is truly a rare beast in that it carries the cliche cleaner than the day it rolled off the factory line appearance and even has its own original documentation. For a Honda enthusiast, it’s like owning a piece of history. For a nut job like myself, it might be the similar to holding a sheet of raw meat in front of a hungry lion. Listen, I have a problem with leaving good enoughyour third brake light into the GS-R models standard rear wing. With LS, LS Special, and GS models, the third brake can be found mounted on the rear glass rather than the wing.

If I would purchase this vehicle, it will remain in this type for exactly one week – just enough time to get a collection of coilovers as well as a rear sway bar installed and delivered. The showroom fresh 14in alloys could be stacked in the corner of my garage, making way for slightly larger and wider wheels and tires. That meticulously maintained engine bay? Well, its heart could be ripped out, completely disregarding the painstaking detailing method that probably included Q-tips and contorting other cleaning devices into all sorts of quirky shapes to free grime and corrosion from every nook and cranny. The engine’s block and head would be split, perhaps for the first time in its life, and a built bottom end would be about the agenda. Though Honda suitable for that B17 to scream savagely to redline in all of the of its naturally aspirated glory, I’d be inclined to look right the other way as I shopped for turbo that was neither too big or too small. That old school A/C with the good air could be removed along with the cruise control module and that jittery unrefined ABS along with it. Honestly, the above actions are essentially my to-do list on the haggard ’92 GS-R that I recently purchased and further proof that a car this nice, this well respected, should be kept far away from me.

Even though I have a lengthy road in front of me, I’m glad I stumbled upon a car which had been destined for more deterioration and possibly non-operational status rather than a true gem like the one the truth is pictured. Some quip that you should never say never but I’m likely to ignore that completely and admit that this type of car should never, be registered to someone like me.