With fines for tampering with emissions equipment on diesel trucks becoming more common, demand for emissions-friendly performance parts has risen sharply in recent years. DPF-back exhaust systems that leave the diesel particulate filter undisturbed, high-flow DPFs and CARB-compliant tuning have all been brought to market. Thanks to the latter, enthusiasts are learning that an extra 150hp can be unlocked from each of the Big Three’s diesel workhorses with the emissions systems still intact—and with very few (if any) negative side effects. However, if you want to wring every last drop of horsepower out of what a modern day common-rail fuel system is capable of producing, you’re going to need more airflow (i.e. a larger turbo).

To keep power hungry late-model Ford owners street-legal, Fleece Performance Engineering came up with a drop-in turbo option that adds as much as 50hp to 6.7L Power Strokes that’ve already been tuned. Called the 63mm FMW Cheetah, it’s a direct, bolt-in replacement turbo for the factory unit. The air intake, EGR and CCV systems, and even the downpipe, remain completely stock. This is because the Cheetah is based on the Garrett GT37—the turbocharger that came on ’15-present Fords from the factory. By retaining the GT37’s variable geometry technology, no drivability or bottom end torque is lost down low, and thanks to the Cheetah’s larger compressor and turbine wheel you can knock on the door of 600rwhp up top.

For the lowdown on one of the diesel industry’s hottest products—and how easily you can install one on your Super Duty—keep reading.

The Cheetah

Known for its Cheetah line of turbochargers, which improve upon the factory Garrett or Holset units found on Cummins, Duramax and Power Stroke mills, Fleece Performance Engineering’s 63mm FMW version for the 6.7L Power Stroke is designed for the daily driver, the heavy-hauler and the racer. By sticking with the factory VGT platform, throttle response isn’t sacrificed in order to gain more top-end power and a simple turbo swap is all that’s required for installation.

63mm FMW Compressor

The 63mm FMW Cheetah gets its name from the 63mm (inducer) forged milled wheel compressor it uses (vs. the factory 61mm on ’15-’19 trucks). The proprietary, seven-blade compressor design moves enough air to support as much as 650rwhp. Its ideal operating range is between 40 and 45 psi of boost. As a bonus, the 63mm inducer makes the Cheetah legal in Work Stock type truck pull classes, where 2.5-inch (63.5mm) inducer or stock-appearing rules are commonly observed.

100-Percent Bolt-In

Thanks to making use of the factory GT37 Garrett’s exhaust housing, the Cheetah bolts right up to the factory turbo up-pipes that feed the engine’s exhaust gases into the inducer side of the turbine wheel. Additionally, the factory “Cobra head” downpipe still bolts directly up to the exhaust housing, which eliminates the need to run an aftermarket downpipe or exhaust system.

Turbine Wheel Upgrade

Because the factory turbine wheel runs out of efficiency around the 600-620rwhp mark—and due to the fact that the folks at Fleece wanted the Cheetah to support mild fueling upgrades—the turbine wheel was also upsized. In place of the 62mm (exducer) 13-blade stock turbine, the Cheetah utilizes a 66mm wheel with a 10-blade design. In addition to the extra 40-50hp it frees up, the Cheetah’s combination of a larger compressor and turbine wheel also results in cooler EGT for the end-user—a very good selling point for Super Duty owners that tow.

360-Degree Thrust Bearing

With the GT37 turbo’s factory turbine shaft being retained yet having a larger and presumably heavier compressor wheel hanging off of it, Fleece outfits its Cheetah with a 360-degree thrust bearing assembly. Located within the center cartridge, a 360-degree thrust bearing allows the layer of oil that the turbine shaft rides on to completely encircle the shaft, rather than 75 percent of it like the factory 270-degree bearing does.

Swapping Pedestals

Once the factory GT37 charger has been pulled, the turbo pedestal has to be removed and swapped over to the Cheetah. This presents an opportune time to clean up the cast-iron piece and hit it with a fresh coat of paint. If you’re installing the Cheetah on a ’17 or newer 6.7L Power Stroke, make sure that you reinstall the small oil filter that sits in both the turbo’s center cartridge and pedestal.

Tight Quarters

Although it’s no quick task to gain access to the turbocharger on a 6.7L Power Stroke, once you get there the Cheetah installs seamlessly. With its close proximity to the cowl limiting maneuverability, every technician has his or her own way of finagling a 6.7L turbo into place. Some mechanics prefer to install the turbo and pedestal together as one complete assembly, while others prefer to bolt the pedestal to the block first, followed by setting the turbo.

No Need to Buy a New Downpipe

Because Fleece does nothing to alter the exhaust housing outlet flange, the factory downpipe integrates perfectly and reuses the OEM V-band clamp. Just be careful not to damage the factory downpipe clamp during its removal, and don’t be afraid to ask for a spare set of hands when you reinstall the factory downpipe. Space behind the turbo is very limited, especially between the engine and firewall, so a pair of hands up top as well as down below will ensure the reinstallation goes smoothly—and that no downpipe rubbage occurs anywhere afterward.

Factory Up-Pipes

As with the downpipe (and as previously mentioned), the factory turbo up-pipes are reused. Here, the passenger side up-pipe has been reinstalled. While some technicians opt to pull both the passenger and driver side up-pipes during a turbo swap, the driver side unit can be left in place, albeit loosened. No matter what, the passenger side up-pipe requires removal. It’s also good practice to start with fresh up-pipe nuts (and especially gaskets) any time the up-pipes are broken free from the exhaust manifolds.

A Total Sleeper Mod

With everything reinstalled on the top of the 6.7L Power Stroke engine (namely the upper intake manifold), it’s impossible to tell that the Cheetah has even been added. As you can see in the image above, the factory air intake and EGR system haven’t been altered in any way, or removed. The only thing that really changes is the custom PCM calibration that’s required to glean the most performance out of the larger turbo.

40-50HP Gains

On the chassis dyno, a bone-stock, 6.7L-powered ’15 or newer Super Duty will put down roughly 390hp at the wheels, along with approximately 850 lb-ft of torque. Add aftermarket tuning and things jump up to 540hp and somewhere in the neighborhood of 1,100 lb-ft. During Fleece’s in-house testing, its ’18 F-350 dually laid down 384hp stock, 538hp tuned and 579hp with the 63mm Cheetah in the mix (and we’ll note that a 50hp gain was realized on the company’s single rear wheel truck). Add a stroker CP4.2 or a second high-pressure fuel pump to the mix and you’re well over 600rwhp with this turbo.

1,200+ LB-FT

Thanks to optimized tuning, the 6.7L Power Stroke’s torque curve is widened up with the Cheetah onboard. Peak twist checked in at 1,220 lb-ft on this F-350 test mule—enough to hardly notice when a tandem axle livestock trailer is attached.

Looking to improve the power of your 6.7L Ford on a budget? Check out these modification recommendations.

It’s always a treat to revisit the many builds, motorsports and adventures in Driving Line’s Photo Annual. From the one-of-a-kind Chupacabra, to Formula Drift Long Beach and driving to Alaska in a Jeep JL on the Alcan 5000, there was so much we did and saw this past year.

Take a moment to look back on some of our most gorgeous shots and be reminded how automotive enthusiasm makes our world a little bit more beautiful—and lets us get out there to see that beauty for ourselves. We also want to thank you for coming along on the journey with us. Here’s to another year of sending it harder than the one before.

If you weren’t out at Automotive Enthusiast Day this year to pick up your copy in person, don’t worry. You can always view the magazine online for free. Happy reading!

Not a subscriber yet? It’s free!

There’s so much new talent in Ultra4 these days that it’s become harder and harder for the old guard to fend them off. Wayland Campbell, Josh Blyler and Vaughn Gittin Jr. seem to always be in the mix or on the podium at each race. That said, woe be to the one who declares the end of the original Ultra4 drivers just yet. Derek West showed that the old guys still have a lot left in the tank, winning the 2019 Holley EFI Clash at Cross Bar Ranch on his Nitto Trail Grapplers.

The race course at the Cross Bar Ranch in Oklahoma was split up into three laps and two loops that intersected on the short course. While the elements surrounding the race were not a factor, with only light rain that dried before racing got started, rocks on the racecourse became a problem for a number of drivers. Both Derek West and Levi Shirley broke wheels, with Shirley getting knocked out of the race entirely. What started out looking like a more subdued weekend ended up being as daunting as ever.

Setting the Tone

Qualifying set the tone for a tough race to come, with three separate rollovers on the short course. There were a lot of tight turns, and drivers who were careless were punished. When all was said and done, qualifying looked a lot like the finish of the race last year, with Loren Healy on top. Following him was JP Gomez, Vaughn Gittin Jr. and Shannon Campbell, the only Campbell racing 4400 with Bailey in a UTV.

Bailey only qualified in seventh in the UTV class, however, with Dustin Robbins, Jamie McCoy and Ryan Rockhold taking the top three spots. In 4500, Dan Fresh qualified first, with Jimmy Jack and Shawn Rants right behind him. 4800 only had four racers participating, and while Casey Gilbert was in his usual spot up front, his car had a number of issues, opening the door for Trevor Fults and Shaun Rajski to overtake him in the race. The 4600 stock class qualifying ended with Jon Schaefer in first and Chris D’Auria and John Snell behind him.

Underclassmen Action

Racing on Saturday started with the underclassmen and UTVs. Bailey Campbell had a great race, clawing herself from seventh all the way up to second. Cole Clark finished in first and Travis Zollinger rounded out the podium in third. With defending champ Vaughn Gittin Jr. now racing 4400, Dan Fresh took the win in 4500, but the story was still the same for Jimmy Jack—finishing second. Jesse Oliver came in third. Only three drivers were able to finish in the 4600 stock class, with John Snell finishing first, Chris D’Auria second and Jon Schaefer third.

Unfortunately for Casey Gilbert, he was not able to work out the problems that had plagued him during qualifying, including a broken throttle body. He was able to complete the race, but his streak of victories came to an end with Trevor Fults finishing a full lap ahead of him. However, since the other two drivers could not finish, he still finished second. Randal Holmes finished third, having completed a lap more than the fourth place driver before not being able to continue.

Charging to the Front

With the underclassmen done, it was time for the main event. Loren Healy roared off the line first with JP Gomez, but that order didn’t hold for long. Overheating problems quickly developed for Healy, and by the time the cars came through loop B, Vaughn Gittin Jr. was in first, followed by JP Gomez, Shannon Campbell and Josh Blyler.

As the day went on, Derek West kept picking of driver after driver, working his way up to right behind Vaughn Gittin Jr. who was in physical first for nearly the whole race. As stated earlier, he was last year’s champ in the 4500 class, and as he was still looking for his first 4400 class win, it would be a major statement to go back to back in Oklahoma, albeit in different classes. At last, the top three cars finished, with Vaughn Gittin Jr. coming across the line first, Derek West second and Josh Blyler third. Then, like all the best Ultra4 finishes, the waiting began. Had Derek made up enough ground to pass Vaughn on time? Or was Ultra4 about to crown a new 4400 champion?

After what felt like forever, the times came in. Derek West was crowned champion of the 2019 Holley EFI Clash at Cross Bar Ranch! Congrats to him and his team for running a great race, coming from a ninth place qualifying position to the victory. While Vaughn may have come up less than a minute and a half from the win, he will undoubtedly be victorious sooner rather than later. His first season in 4400 has been a total success, and there surely are more podiums to come.

“It was epic,” Vaughn said after the race. “It’s brutal. Every race I’ve done here is brutal. You’re on the limit of being ok or disaster the whole time.”

After the top two, Josh Blyler finished third, JP Gomez fourth, Chip MacLaughlin fifth, Shannon Campbell sixth, Rusty Blyler seventh, Michael Feagins eighth, Zandy Willems ninth and Chris May tenth. Congrats to all the drivers on a great race!

Keep it tuned to Driving Line for coverage of every Ultra4 race all season long!

There’s no other feeling like it. Arriving at some far-off, wilderness destination, devoid of civilization for miles in any given direction, equipped with nothing more than what you can fit in the bed of your truck. While the idea is nothing new, truck camping has been refined over the years as technology has advanced us into a new age of recreation. At the forefront of this innovation is a company that has been there all-along, from the very first days of serious off-road camping: Four Wheel Campers.

From the Beginning

Since 1972, Four Wheel Campers (FWC) has been manufacturing pop-up truck campers to fit a wide range of trucks and SUVs. But the secret to their sauce has always been their ability to produce a product that can handle the hardcore abuse of off-road travel. Currently, FWC offers five slide-in models, and three flatbed models, available for trucks and beds of all sizes from compact to heavy duty. Each slide-in model has several floorplans to choose from, leaving it to the customer to decide which best suits their needs. Their incredibly useful website allows prospective buyers to build out their camper, leaving every element of customization to the customer. The site even provides the physical weight of every option and a total weight of the package—something extremely useful and necessary for anyone who is serious about their off-road travels.

Last month, we were invited to FWC’s headquarters just outside Sacramento, California and got a full tour of their manufacturing facility, where every last component of these campers is built and assembled. After the tour, we were handed the keys to FWC’s premier show vehicle, a 2016 RAM 3500 built by AEV (American Expedition Vehicles), featuring a Hawk model 6.5-foot bed pop-up camper in black aluminum. We wanted to see what it was really like to live out of one of their campers for a week while traveling the Southwest United States, and this was the perfect opportunity.

The Truck

But first, let’s talk about the truck itself. AEV is an aftermarket vehicle builder, known for their Jeep and RAM conversions. The Prospector model is based on a 4WD RAM 3500 with a 6.7L Cummins, in the crew cab, short-bed variety. The truck is set on taller suspension with Bilstein shocks, features a heavy duty steel front bumper with a Warn winch, LED light bar, heat reduction hood, snorkel and many more options. Keeping the Prospector rolling is a set of AEV offset-correct wheels wrapped in 37-inch Nitto Ridge Grapplers, including a full-size spare. Front and rear ARB air lockers were installed to keep all four tires moving together. Because this truck was meant to travel long distances both on the highway and in the dirt, the Ridge Grappler was the obvious choice for a smooth, comfortable ride without sacrificing any off-road performance.

The Camper

While there’s no doubt this RAM is a formidable off-road machine, capable of everything from rocks to sand to mud and snow, it doesn’t make much of an overland vehicle on its own. In the bed of the truck is a Four Wheel Campers Hawk model pop-up camper, designed for a 6.5-foot bed. The camper really catches your eye, thanks to FWC’s smooth black aluminum paneling with silver accent. Walking around the camper, you can easily see a few details that make it a dirt-worthy camper. LED lighting all around, including flood lights and floor lights, let you see and be seen at night. Sealed propane tank storage containers keep dust and rain out. An outdoor shower, water fill and drain plugs allow for easy access. A full aluminum frame and paneling is lightweight, yet incredibly strong. Adjustable turnbuckles, cleverly hidden in the bed and accessible from the inside, keep the camper in place even on the roughest trails.

On the inside of this camper, you can find an ergonomic floor plan, consisting of a sleeping platform for two adults, a front dinette (which can be converted to an additional sleeping platform), two counter tops, Dometic brand sink and two-burner stove, large fridge/freezer, heater, two overhead vents and more storage cabinets than you can fill. Most remarkably, all of the above fits in the 6.5 foot bed, and you still don’t feel crammed in it. We found the camper had plenty of headroom when opened up (6 feet and 6 inches). The sleeping platform even slides out to the first cabinet, nearly doubling the amount of space up there.

The Specs

Let’s lay down some of the specifications before getting into our thoughts on the camper. At a base model dry weight of just 1100 pounds, the camper is extremely lightweight for how sturdy it feels. Both while driving and staying in the camper, you could feel how solid it really is. But more importantly, it’s what you don’t feel that’s the most important in an off-road rig. Unlike other pop-up campers we’ve driven around with it off-road, we barely felt the Four Wheel Campers Hawk model behind us even on heavy inclines, declines and side-to-side movement in the dirt. The camper holds 20 gallons of fresh water, which we found to be plenty for a week’s travel, unless you plan on showering every day. You can find a full spec sheet here.

The Test

We took this truck and camper combo from Sacramento to Moab, Utah, then down to Lake Powell, and on to Death Valley, California before returning home to SoCal. We totaled nearly 4000 miles, most of which was highway, but still a significant portion of the trip was on dirt. Our off-road travels spanned from graded fire roads to rock obstacles such as Baby Lion’s Back in Moab. Whether we were moving fast across lake beds or slow over the rocks, the truck and camper handled the abuse with ease. It almost seemed too easy to off-road and camp out of this setup. Although the winch and lockers were readily available, we couldn’t see ourselves getting into enough of a bind anywhere with this truck to really need it, especially in the beautiful, dry weather we had that week.

The Verdict

After spending a week in one, we can say with confidence, these campers truly are remarkable. When it comes to designing and manufacturing camping solutions for off-road vehicles, there’s usually compromise; whether it’s weight, durability, space, ease of use, simplicity or cost. But Four Wheel Campers has found a way to meet the strictest demands of the modern overlander, all the while walking the very fine line between function and form the same way it always has, since 1972.

While everyone’s definition of overlanding may be different, if your goal is to comfortably spend extended periods of time off the grid in a rig that you’re confident in, there’s no better option than a well-outfitted 4x4 truck with a Four Wheel Camper in the bed. But don’t take our word for it. Just ask the thousands of FWC customers who are traveling all across the globe in theirs. We can’t wait to try out one of their flatbed models, which just sounds like the perfect rig to get us down to the tip of Baja and back. Road trip anyone?

It's been over a year now since it was first announced that a Fast & Furious animated series would be coming to Netflix, and those of you have been itching for more of the franchise will be glad to know the series is scheduled to debut on the streaming service later this year.

Titled, Fast & Furious: Spy Racers the series will feature Dominic Torretto's teenaged cousin Tony as the protagonist who has been hired by a government agency to take down some bad guys, which should sound quite familiar to anyone who has watched the recent Fast & Furious films. Speaking of Dom, Vin Diesel himself is on board the project as en executive producer.

Aside from a few action clips shown in the teaser trailer we still don't know exactly what the tone of the series will be, but in terms of cars it looks like there are using fictionalized vehicles rather than real life models.

The teaser features just two cars as they race each other through a concrete riverbed, one that looks to be mix of Ford Mustang and Dodge Charger and another that looks like a Porsche/Datsun 240Z love child.

An exact release date wasn't given, but a date of "later this year" was promised. At any rate we'll be looking forward to binging this thing once it's released, and in the meantime, you can check out the short teaser above to get an idea of the show's animation style.

We'll never be able to forget these 10 best Fast and Furious quotes.

Our Truck Editor, Matt Moghaddam, earned his nickname "DesertChief" from all the excursions he's completed across the vast expanses of the Southwest. It was no surprise that when Four Wheel Campers handed him the keys to this awesome AEV Prospector RAM 3500 with a Four Wheel Campers Hawk in the bed, Matt had an epic adventure mapped out. His tour took him through Moab, Utah during Easter Jeep Safari, down through Arizona and back to Death Valley, California. Matt checked out some iconic American Southwest wonders, traveled through the red rocks of Moab and even linked up with his dad, whom he credits for his adventurous genes, for a trail ride through Titus Canyon. Ride shotgun with him as he tests out this fully-kitted overland rig riding on Nitto Ridge Grapplers through the elements and various terrain!

Catch up on Matt's adventures by watching him blow up the Lunch Truck in episode two!

So you saw coverage of our six favorite drift moments. You read up on our five fastest street legal cars. Now it’s time to broach the heart and soul of Gridlife—the core of the movement. Racing.

There’s a reason Gridlife’s Track Battle competition is fast becoming the time-attack series in the U.S., why it’s HPDE sessions are some of the best anywhere, for anybody and why they’ve just announced an all-new wheel-to-wheel series that’s off to an impressive start. They’re just so darned good at racing events!

We loved every moment of on-track shenanigans at Gridlife, but here’s a short list of what impressed us the most:

1. Professional Awesome EVO

If there was an award for most dedicated team in time attack, it would have to go to these guys.

Record-setting competitors have come and gone over the years, and Professional Awesome and their EVO have been up there with the best of them, all the while.

These guys trek their world-class race machine all across the country in a modest trailer, with a crew of a few good friends. This year, their effort and dedication was good enough to earn them not only the Unlimited AWD class win, but the overall quickest time of the weekend (a blistering 1:24.485)—all while facing down rain, mechanical gremlins and some formidable competition (see below).

2. K-Tuned Cars (The Canadians)

As much as it pains our red, white and blue hearts to say this, we really like what's been happening in Canada these past few years.

While time attack competition has cooled off here a bit, it only continues to heat up north of the border.

Leading the effort is William Au-Yeung, whose ninth-gen Honda Civic is currently North America's fastest time-attack machine, bar none.

He was able to clock a fast 1:25.077 at Gridlife this year, giving the Pro Awesome team a run for their money before facing irreparable mechanical problems. When that happened, rather than sit on the sidelines, he jumped into the driver's seat of the King (engine bearing specialists) DC5 Acura RSX and competed in some GLTC wheel-to-wheel racing (more on that later).

If that’s not enough, the K-Tuned team of James Houghton and Chris Boersma gave Will and the rest of the time attack field hell all weekend, earning third overall and second in Unlt’d RWD (James, in the K24-powered DC2 Acura Integra with a 1:27.249), and tenth overall and second in Track Modified FWD (Chris, with a 1:35.209 in his B-series EJ6 Civic Coupe).

3. Suzuki Swift

Chris Boersma is pretty fast. So, just who beat him in Track Modified FWD competition? This guy right here: Andrew Stittle in a Suzuki MF-ing Swift. “A Swift! What in tarnation…?” you may be asking yourself. Yeah, we don’t know either, except that it’s Honda K-powered and unbelievable fast.

Andrew clocked a best 1:33.206 early in competition, and in true time-attack fashion, didn’t drive the car again, since he didn’t have to. By the end of the event, that was more than two seconds quicker than Boersma in second place, which really has us wanting to see more of this car in action in the near future.

4. FT-86 Speedfactory 86

Des Moines, Iowa: capital city, home of the one-million-strong Iowa State Fair, and the city where Ozzy Osbourne infamously bit the head off of that bat. Des Moines is also home to FT-86 Speedfactory, creators and purveyors of go-fast bits for Toyota/Scion/Subaru 86 vehicles.

There's no question that they're proving their mettle in the form of this unlimited RWD-class Toyota 86.

An all-new entrant into the world of competitive time attack, it seems to have all the makings for a class leader, if not an overall challenger. It got off to a cautious start at this year's Gridlife Midwest Festival, clocking a quick 1:37.828 lap with driver Jeremy Boysen at the wheel. But we’re expecting that to be improved upon very soon. This is one to watch out for.

5. “Beastie” EG Civic

This thing is a powder keg waiting to explode—and hopefully in the good sort of way!

Powered by a J32A2 Acura TL Type-S V6 (and turbocharged, of course), wearing huge, 335-diameter slicks and more aero than we’ve ever seen on a Civic (yes, even those time-attackers), it’s just waiting to get fully dialed in before setting the record books on fire.

Owner/builder/driver Cody Loveland (a Michigan local) built it primarily for Pike’s Peak International Hillclimb duties (to take over where he left off with his NSX in 2013, before manning the Enviate Hypercar program), but that’s not to say he won’t parlay that into some track-based time-attack competition as well…when he’s ready.

His not-really-trying 1:39.381 at the Midwest Festival was a good start, and we can’t wait to see what’s in store next for this beast.

6. Honda’s First Road Race Car

Long before Honda began exporting cars to the U.S., Bob Boileau Jr. was one of a handful of Americans hired by Honda Motor Co. to learn the market and find the best footholds for the Japanese brand on our shores.

Bob was also a speed junkie, and when this 1974 Civic 1200 went up for sale at a nearby dealer in Memphis, Bob wasted no time converting it into a race car, to compete with Toyota, Datsun and other big brands on the performance front.

“Honda Bob,” as he’d become known, and the Civic earned success and notoriety in the SCCA, commonly screaming its tiny engine out to 10,500 rpm and becoming the world’s fastest Civic after hitting 146.698 mph at Talladega. Not many people know this today, but Adam Jabaay and the Gridlife crew do—which is why they talked its new owner into bringing it out to Gridlife (for display only), to celebrate the competition debut of their GLTC series.

7. The GLTC, and the Hondas

This year’s Midwest Festival also saw the debut of Gridlife's newest on-track initiative: the Gridlife Touring Cup (GLTC)—genuine wheel-to-wheel racing open to just about any vehicle.

A concise yet effective ruleset and spec sheet help balance competition among a wide range of vehicles, and the excitement of adding racecraft to overall speed was awesome to see at Gingerman.

Better than 35 cars took the grid for four points races throughout the weekend, led throughout early qualifying and competition by the no. 82 EG Honda Civic of Eric Kutil and the immaculate no. 6 CRX of Ryan Kristoff.

Just when the duo seemed to have the event in the bag, another duo—Justin and Tiffany Kelly, in the no. 680 AP1 Honda S2000—won three straight sessions, before ultimately falling to Mr. Kutil and the EG by the scantest of margins.

8. TCR Cars

Another pleasant surprise from the Gridlife crew was three full race machines from World Challenge TCR competition: two VW Golfs from FCP Euro and one Honda Civic from LA Honda World.

Offering racers a turn-key competition vehicle (complete with race engines, air-shifted dogboxes and aero) for as little as $50K, the TCR program has gained huge popularity overseas and seems to be doing the same here in IMSA and World Challenge racing. Seeing them share the track for exhibition runs ahead of (and occasionally, behind!) time-attack machines was something I’d been hoping for since the program was announced.

So now you've seen the best of drift and track happenings at this year's Gridlife Midwest Festival. You only need to do a few more things to really understand just how awesome this annual gearhead spring break is: take a peep our gallery below, follow Gridlife and Driving Line on the web and social and join us next year!

See our 6 favorite drift builds and 5 fastest street legal cars from Gridlife!

Ever since Ford unveiled the 2020 Mustang Shelby GT500 at this year’s Detroit Auto Show, the question that’s been on everyone’s mind is “how much power will it have?” At the time of the debut, final horsepower and torque numbers hadn’t been confirmed, with Ford simply stating that the GT500 will make “more than 700hp."

Today we finally found out exactly how much power and torque the GT500 will produce, and the numbers are nothing short of impressive. It’s supercharger-fed 5.2L V8 will make 760hp and 625 lb-ft of torque when the GT500 arrives later this year.

Not only does this make the GT500 the most powerful road car Ford has ever built, but it shoots right toward the top of the American performance car power rankings. At 760hp, the GT500 tops not only the supercharged V8s in the Chevrolet Camaro ZL1 and Corvette Z06, but the flagship Corvette ZR1 as well.

In fact, the only current American machine that tops the GT500 in terms of power output is the 797hp Dodge Challenger Hellcat Redeye, but that car is not only heavier than the GT500, it’s aimed toward a different type of driver.

It feels like the late 1960s all over again with these horsepower wars, and while the aforementioned Camaro ZL1 might be a little down on power when compared to the GT500, its lower weight should make for a great showdown once the GT500 arrives.

Now the only things left to do are to to find out the GT500’s MSRP and brace for the inevitable dealer mark up that’s going to come with it. That aside, this is one more sign we are truly living in a golden age of high performance cars.

In the mood for more Shelby? Don't forget to watch the trailer for the upcoming film Ford v Ferrari.

Sometimes serious horsepower can be a drag. No, really: The faster a car accelerates, the more resistance pushes back from the mechanical force, which puts a damper on the driver reaching his or her next best track time. If you are craving more speed without having to mess with your engine or tune, aerodynamic experimentation might be for you. 

There’s a science behind aerodynamics. The less drag there is, the faster a car can accelerate, but the consequence of less drag is the loss of valuable grip in the corners. Increasing the car’s ability to cut through air while at the same time creating negative lift (downforce) ups the traction, which heightens a car’s capability to handle more speed. Integrating aero parts such as front splitters, canards, rear diffusers and rear wings is how the most advanced race cars slice through the air and transform the otherwise resisting forces into downforce. Follow along as we take a deeper dive into seven of #GRIDLIFE's aero cars.

The Fastest in the Pack

Professional Awesome’s Mitsubishi Evo took first place overall during the #GRIDLIFE Midwest track battle. If you take just one look at this car, the combination of wide diffusers and angular aero screams "fast." The rear triple-element wing is from APR performance and the rest of the aero was developed in-house by Professional Awesome Racing. They built the underbody and rear diffuser from alumalite and the front splitter and large diffusers from plywood. Also on the car are custom titanium skids and Professional Awesome’s off-the-shelf fender vents. The team installed 13,000 lb rated front springs and 15,000 lb in the rear with a combination of bump stops to handle the aero load.

It’s a Beast

Here's the funny thing about downforce: Too much could require more suspension upgrades, and after that, it may be tempting to add even more power. It's a vicious cycle. Somewhere underneath the Beastie Hatch’s outrageous aero is a Honda Civic. Its aero concept is based on the CFD-designed and real-world proven front and rear wings from Cody Loveland’s Enviate Hypercar program. A lot is going on here. Loveland, the owner of Affinity Aero, fabricated an entire carbon fiber aero package that, at first glance, includes a grass-trimming splitter, rear wing, side skirts and fenders with wheel well vents. A look underneath reveals a rear diffuser and belly pan that minimizes friction.

Loveland utilizes 1,450 lb rated springs in the front and 1,110 lb rated rear main springs paired with a tunable elastomeric bump stop spacer system to handle the downforce. A recent upgrade to RPS carbon brakes resulted in even stronger downforce-induced braking, which bent an upper control arm during his time on track at #GRIDLIFE Midwest. Loveland plans to add a second element to the rear wing to improve stabilization, and 2,200 lb rated springs are already on the way. 

The Evolution of Aero

Michael Puglisi’s DMN Racing Mitsubishi Evo threw down some blistering times with its home-brewed aero kit. Puglisi took ideas from Voltex and the Tilton Evo and watched Kyle Engineer's Youtube videos to better understand what each piece does. He made the massive front splitter, side skirts and diffuser from 10 mm alumalite sheets. An off-the-shelf Kognition chassis-mounted wing covers the rear and is a part that is now near impossible to find. On the body is a mix of Voltex front fenders and APR racing 35 mm wide fenders.

Puglisi has learned a few tricks on how to test the functionality of the car’s aero. “As silly as this sounds, I've used a pressure washer because it makes a fine mist and you can see the vortices and how it acts on the car,” he explained. “We also use the yarn test and a camera to help us." After a recent test, he learned that the rear diffuser was angled too high. It either needs to be angled downward, or strakes need to be added. Puglisi expressed that the build, like most innovations, has been full of trial and error.

Get a Grip

James Houghton’s Acura has seen around 15 different aero configurations since late-2011. Today, the car is held steady by 2,700 lb of downforce. “We had to upgrade to K-Tuned K2 three-way shocks and made drastic changes to the spring rates to handle the amount of downforce,” he explained. Nearly doubling the original spring rates, the car now runs with 1,900 lb rated front springs and just over 1,200 lb in the rear.

Houghton worked with Professional Awesome Racing for the car’s original aero package and made most of the components with his team’s help. Much of what is on the car today was designed by Stim Tech and Spage Sport and built by Spage Sport. The aero is a combination of carbon, alumalite and aluminum, and the setup certainly changes how the car handles. "It's tough to trust the grip at high speeds," Houghton said. "The heavy amount of grip feels unnatural, but on the other hand, at low speeds, the high spring rates reduce the amount of mechanical grip, so I have to be mindful when taking corners." Houghton concluded that the trial and error never ends. The team will continue to improve the setup's efficiency.

The Time Attack World Record Breaker

Everyone should recognize William Au-Yeung’s Vibrant-sponsored PZtuning Honda Civic with its surrounding aero bits that go as far as to wrap underneath the vehicle and vent air through the trunk. Au-Yeung took a few moments in between Pikes Peak testing to give us an overview: “We don’t have any credible data regarding the amount of downforce our setup creates today, but the overall evolution of our Civic has been immense, from a debut lap time of 1:30.2 at Road Atlanta in 2015, to a 1:19.5 overall Time Attack record lap at the same track in 2018! "

In five years of competing, the car has seen four different types of splitters, starting with plywood, then a flat carbon splitter from Wasp Composites, and then a PZtuning 3D narrow spec splitter. “As we’ve developed the car over the years, we’ve spent a proportionate amount of time on the aero,” Au-Yeung said. The Civic is now equipped with an APR triple-element rear wing, but the rest of the aero was made in-house at the PZtuning shop in Canada. “Our splitter was made back in 2017, and although we’ve had ideas on how to improve it, the current one just seems to work great,” he exclaimed. He also mentioned that they did indeed have to increase the spring and bump stop rates with all that aero, but not as much as some might believe: “Having a compliant car for low-speed situations is still very important in the balance of things.”

“Our whole program is more or less trial and error—we don’t use any real CFD in any of our aero, and the car has never been to a wind tunnel. Just good ol’ research and execution has been our primary focus. Some might think you just buy all the aero you can and magically set lap records, but it doesn’t always work out that way.”

He made a recent discovery after testing at Pikes Peak last weekend. “I’ve learned that the high elevation really affects overall downforce of the car, as there’s less air density at altitude,” he said. Despite the difference in air density, he confirmed that the car’s balance is still on par, and he doesn’t see any drastic aero changes in the near future. 

Mechanical Advantage in Aero

Grant Walker’s Mechanical Advantage Miata wasn’t always an aerocentric time-attack car. It began life as a daily driver until autocross became a gateway to high-performance road course racing. At around the same time that the Mechanical Advantage team tore it down and swapped a K24 engine under the hood, Walker was admiring the amplified aero modifications on other time-attack cars. “During the transformation, with all these thoughts of crazy aero cars in our head, we got some material and grabbed an angle grinder and started doing what we do best,” he said. “Trying to implement new things and make it ourselves is one of the drivers for this team.”

The team noticed the car’s enhanced performance as more aero was added, but more tweaks are still being made. Last year, Walker raced with a large front splitter and a smaller rear wing, but the setup was unbalanced despite suspension adjustments. In came more aero for 2019: Mechanical Advantage Racing took to designing and building a larger custom rear wing. The new MAR foam core, carbon fiber dual-element wing resolved the issue by shifting the downforce rearward, but now the team is tuning out a resulting understeer condition caused by the new weight transfer.“The car’s handling gets better and better as we continuously tune it,” Walker said. “The wing upgradeimpacted the car’s handling dramatically.”

The downforce was so effective, in fact, that if it weren't for the addition of a Borg Warner EFR 7163 turbo, the team’s top speed numbers would have dropped due to the additional drag, but the new combination increased the speed.

In addition to the added power and aero, Mechanical Advantage also adjusted the springs on their Fortune Auto Coilovers. In ideal conditions, the rear wing can make up to 1,400 lb of downforce at 150 mph. With its current setup and in real life conditions it is estimated to make around 1000 lb of downforce. Walker reported that the team may need to implement bump stops in the near future.

Mechanical Advantage Racing followed the general rules of thumb for DIY aero and hand-made the remaining aero components from 1/4-inch and 1/2-inch alumacore with aluminum support structures. They are working on getting the car programmed into 3D modeling software to run simulations and make calculated improvements. The ultimate goal is to create a predictable, balanced car. The team is chasing a 50/50 aero balance with the possibility of a tad more downforce in the rear.

Finding the Balance

After racing her built NB Mazda mostly aero-free for several years while she focused on performance, Darby Barber caught the aero bug and installed a mild set up. It includes a 66-inch Nine Lives Racing wing deck, R Theory Motorsports mounts, and wing endplates, side skirts, a splitter and canards that she made herself. “Right now, I’m finding the right balance between the rear wing and front splitter,” she explained. “It's a lot easier to make rear downforce compared to the front, but if you have too much wing, it'll cause the car to understeer on high-speed corners.” After minor adjustments to the wing’s angle, she found the car’s balance. “The car is planted, and I can take the corners a lot faster. My time without aero during The Speed Ring at the M1 concourse with no aero was a 1:16, which improved to a 1:13.9. That's more than a two-second improvement on a very short course."

If you want to stay grounded for a little longer, click through the photo gallery to see more aero cars from #GRIDLIFE Midwest.

Still not convinced that #GRIDLIFE is the coolest thing in motorsports? Read our recap of last year's event!

1. Toyota Supra

Talk about ultimate sleeper. From the original khaki-looking paint to the stock, skinny tires, there’s nothing about this car that looks fast, until you look very closely at it. Initially, this Supra came with a 2.6L SOHC 4M-E that produced about 110bhp. Not exactly the excitement machine that the Supra became in the ‘90s. Well, the owner of this car added a few upgrades that you’d never expect.

Note that there’s a V8 under the hood in the form of a Toyota 1UZ-FE. The 90-degree 4.0L all-alloy engine has been used in an assortment of Toyota and Lexus vehicles between 1989 to 2004. It has many similarities with a race engine with six-bolt cross mains and over-square configuration and pumps out between 256-300hp. That’s nearly double what the car came with so this car must be a lot of fun to drive.

Oh yeah, did we mention that it’s also got a fat bottle of NOS in the trunk? Think twice before racing this car if you see it at a stop light.

2. E39 M5

If you know cars, then the M5 badge is a dead giveaway that this car is no slouch on the freeway. This beautiful European machine sports a 4.9L V8 with almost 394bhp on tap with a six-speed manual transmission it is considered by many to be the zenith of BMW performance. Moto IQ took it beyond the ultimate driving machine with upgraded K&N intake and Corsa Performance exhaust, StopTech Sport Kit rotors, calipers and performance brake pads.

As you probably already know, a brake upgrade means nothing if the tires aren’t upgraded to function at the same level. They chose Nitto Invo tires for this M5, with 285/30R19s in the rear and 265/30ZR19 for the front.

3. Mustang GT 5.0

This 2015 S550 chassis pony was included in this list because it was simple and clean, with a hint of Star Wars thrown in for fun. While we didn’t get a chance to actually talk to the owner, it’s safe to say that he/she is into fast cars and sci-fi with an Instagram handle like @ghost.trooper_5.0.

We did find out that they're part of the LA Street Stangz Mustang Club. We’re looking forward to seeing more Mustangs and Nitto NT555 G2s from their group in the near future.

4. Chevy C10 Truck

Yes, we know this isn’t technically a car, but it is a lowered and designed for the street. While it certainly has a bed, it looks like it accelerates and handles like a car. So, we’re keeping it on the list.

The owner of this truck, Josh, has always been into old Chevy trucks. Believe it or not, this silver rocket is a daily driver and hides a Blueprint 383ci crate motor spitting out 420hp and dyno’d at 360hp to the rear wheels. He uses a set of Nitto NT450 tires to tear up the pavement when it’s time to go fast.

5. Dropstar Dodge Charger

Posting up with approximately 300hp in naturally aspirated form, the entry level Charger would never be called slow. Add a RIPP supercharger kit and suddenly there’s another 170+ hp available to play with. Bolt-on power is always a good thing, especially when it’s not obvious (which doesn’t apply here).

It’s a good-looking vehicle, slammed to the ground and riding pretty on 24-inch wheels. Yes, 24-inch wheels. Those wheel wells weren’t small to begin with and they had to fill them with something, why not big wheels and Nitto’s luxury Invo rubber?

Click here to see our list of the weirdest cars from LS Fest West this year.

Everyone loves a P-pumped 7.3L Power Stroke. They lope, they smoke, they make big power and they always rally the Ford fan base. Almost exclusively found in the truck pulling realm, this rare breed of engine bucks its original electronically-controlled HEUI system in favor of full-on, mechanical injection—and it all centers around a massive inline pump in the valley. While this kind of tractor technology is primitive, the amount of fuel a P-pump brings to the table is unmatched by any other means of injection. Combine the right amount of air with all that fuel and you can make some serious power, and in the case of the guys at Unlimited Diesel Performance, nearly 2,200hp!

In the P-pump 7.3L game for a handful of years now (and the 7.3L HEUI game for the past 15), Nate Bailor and Ben Burnworth—owners of the aforementioned Unlimited Diesel Performance—have been campaigning their 7.3L-powered ’81 F-350 in the Limited Pro Stock Diesel Truck class. Although turbo restrictions limit what their mechanical 7.3L is capable of doing in this nationally-sanctioned category, on occasion they’re able to bolt a larger turbo in place and effectively uncork the true potential of this beast of an engine. Recently, the pair did just that during a visit to the engine dyno. A larger, freer flowing turbo—along with a few tweaks on the P-pump—produced an insane 2,180hp and 2,821 lb-ft of torque.

To find out how Nate and Ben pieced together one of the most powerful 7.3Ls in history, read the whole story below.

Exotic Hard Parts

To survive big boost, immense cylinder pressure and nearly 3,000 lb-ft of torque, it all starts with a sound bottom end—and the foundation under Unlimited Diesel Performance’s 7.3L Power Stroke is second-to-none. A factory-based, internally-balanced stock stroke crankshaft is anchored in place within the concrete-filled, OE cast-iron block by way of a Hypermax bedplate. The crank swings eight forged-steel R&R Racing Products rods that are topped off with 0.010-inch over D&J Precision Machine FSR pistons. The 2618 forged pistons feature a forged steel top ring land for utmost durability in this extreme cylinder pressure environment. The camshaft was spec’d out by longtime truck and tractor pulling guru, Bob Holmes.

Replica Cylinder Heads

Factory replica, recast cylinder heads from D&J Precision Machine clamp to the block via 9/16-inch head studs from ARP. For utmost combustion containment, both the heads and block are cut to accept fire-rings, with 50 percent of each fire-ring protruding into the crankcase and the other half into the heads. The decision to pour a replica set of heads was made in order to optimize the location of the injectors, facilitate the use of huge, 2-inch diameter intake valves and also allow the intake ports to be as free flowing as possible (they flow 100-percent more air than the factory heads do). Beneath the valve covers, you’ll find Jesel roller rocker arms (and roller lifters beneath them), a pretty exotic rocker arrangement for a diesel.

Eight-Cylinder P7100

Without a doubt, the start of this show is the massive P-pump that all but consumes the lifter valley. Built by Mark Massey (a.k.a. The Pump Doctor), it sports 15mm plungers and barrels, a custom cam profile and an Ag governor. Custom bent injection lines route fuel to International-based, triple-feed mechanical injectors with billet bodies and massive five-hole nozzles from Scheid Diesel. The pump itself is from the Bosch P7100 family and is believed to have been sourced from a marine application. It is gear-driven off of the camshaft, concealed within a one-off billet front cover designed and machined by D&J Precision Machine.

Smooth Bore Turbochargers = Restrictor Plate Racing for Diesels

In Limited Pro Stock class trim, a smooth bore turbo with a 76mm (3.0-inch) inducer compressor wheel must be run (shown). In this situation, additional airflow cannot be gleaned from a map width enhancement groove, thereby limiting how deeply the 7.3L can fill its lungs. However, with a 4.4-inch charger from Wimer Fuel Injection & Turbo in the mix (and added fuel volume by way of a few wrenches turned on the P-pump to match the additional airflow), the engine is a completely different animal. In fact, with the massive 4.4-inch turbo feeding the engine nearly 1,000 more horsepower is on the table.

High-Flow Intake Manifold

An individual runner style intake manifold ensures each cylinder sees its fair share of boost. The billet-aluminum work of art was also produced by D&J Precision Machine who, as you might’ve guessed by now, played a major role in Nate and Ben’s engine. From machining the FSR pistons to performing the final hone on the block to providing key parts and pieces required to run the P-pump, D&J was there from start to finish. When everything was assembled, D&J even ran the engine on its in-house dyno.

Water-to-Air Intercooling

Part of the trick to making big horsepower requires that you are able to effectively manage it. Case in point, without an intercooler (and even with a traditional air-to-air intercooler) the engine could melt to the ground with the kind of in-cylinder heat that 2,200hp can produce. To keep intake temps tame and exhaust gas temperature at or below 1,600 degrees F, a water-to-air intercooler system is employed. The arrangement makes use of a PT4000 intercooler from Precision Turbo & Engine with a 4-inch inlet and outlet, a V-belt driven water pump and a water box that’s built into the truck’s front weight box. Highly efficient, the water-to-air system drops intake temps leaving the turbo’s compressor outlet from 600 degrees to 60 degrees by the time it enters the engine.

Dry Sump Oil System

To maintain the engine’s oil pressure requirements, a dry sump oil system based around an R&R Racing Products pump is employed. The system makes use of a one-off Moroso pan, four oil scavenge stages, two pressure stages and ensures that 130 psi is on tap when the engine needs it most. Coupled to the back side of the oil pump you’ll find a Waterman fuel pump, which sends 50-psi worth of fuel supply pressure toward the P-pump. As an additional safeguard, the engine, P-pump and turbocharger each have their own separate oil systems. This way, one component failure can’t take out another.

2,180HP and 2,821 LB-FT

Prior to the start of each pulling season, you can find Nate and Ben’s P-pumped 7.3L in this torture chamber at D&J Precision Machine, and this past May some impressive things happened here. With the aforementioned 15mm P-pump and the 4.4-inch turbo bolted in place, the engine belted out 2,180hp (at 4,600 rpm) and 2,821 lb-ft of torque. As far as publicly released numbers are concerned, this makes their engine the most powerful 7.3L on record. Encouraged by the big single turbo numbers, they plan to try an even larger, 4.7-inch charger on the engine in the future, if not a full-on Pro Stock tractor turbo (5.25-inch).

The Price of Pioneering

Unfortunately, during a follow-up pass after the 2,180hp dyno pull the engine began to run rough. Once the test was aborted, chucks of aluminum were discovered in the oil system and the guys at Unlimited knew they’d had a hard-part failure. When they tore the engine down, they identified a connecting rod (with two full seasons and countless dyno pulls on it) as the culprit. Despite the carnage, Nate and Ben plan to have the engine up and running again soon. Look for their truck, “Smokin’ Addiction,” to be running the Pro Pulling League’s Limited Pro Stock diesel truck circuit, along with select other exhibition or open class type events in the greater Ohio area this summer.

Curious as to how the 7.3L Power Stroke earned its reputation as one of the best diesel engines ever fitted into a pickup? Check out the full backstory here.

Auto Enthusiast Day never ceases to produce some amazing off-road builds. As it's such a diverse show, we often find jaw-dropping examples of trucks and 4x4s both new and classic, and built for both the street and dirt. The 2019 AED show was no exception. With an ever-growing off-road section of aftermarket vendors and race teams, it wasn’t easy to narrow down our list of eye-catching builds to just five. The following are examples of the diversity and level of craftsmanship you can find walking around AED.

1. Pizza Planet – Toyota Pickup

Anyone who’s a fan of Toy Story immediately recognizes this truck. The yellow Toyota Pickup made its cameo debut on the silver screen in 1995 and has often been replicated by enthusiasts. This example was pretty spot on, even sporting the details such as the Pizza Planet roof ornament and characteristic “YO” on the tailgate. 10 points for execution!

2. Nick Nelson – Ultra4 Race Car

Easily the fastest off-road vehicle at AED this year, Team Nitto driver Nick Nelson brought out his Ultra4 racer to show the crowd a good time drifting, jumping and doing some four-wheel burnouts on the skid pad. This Jimmy’s 4x4 two-seater chassis is powered by an 850hp big block with ADS shocks and 40-inch Nitto Trail Grapplers on each corner and is capable of pulling off a 360 degree drift at around 70 mph on the asphalt! If that won’t get your blood pumpin’, we’re not sure anything will.

3. Dual Spares – Toyota 4Runner

While the Toyota 4Runner was well represented throughout AED, one in particular stood out. This impeccable fifth-gen had a feature we haven’t seen before. On the rear of this SUV was a paint-matched Expedition One rear bumper with not one, but two, spare Nitto Ridge Grapplers. The dual spare setup looked almost like something off of a Trophy Truck. After speaking with the owner of the 4Runner, we found out that his rear bumper system is modular, meaning he can remove one spare tire and install a fuel can mount instead. Very neat!

4. Casey Currie – Jeep Gladiator

Last November, Jeep shocked the whole world with the reveal of their 2020 Gladiator. It didn’t take long before we started seeing them popping up on our newsfeeds, then in local dealerships and finally on our streets. One of the few modified Jeep Gladiators around SoCal belongs to none other than Team Nitto driver Casey Currie. This Jeep truck is lifted with Fox Shocks and running Currie Enterprises axles, KMC Wheels and Nitto Terra Grappler G2s.

5. Overlander – Toyota 4Runner

The OC Overland crew had some awesome examples of fully kitted builds in their corral, and one tan 4Runner in particular caught our eye. The aggressive-looking three-hoop bumper up front gave the SUV a menacing look, with TRD skid plate below to keep the drivetrain safe. This ‘Runner was rolling on Nitto Ridge Grapplers and Stealth Custom Series wheels, for a neo-classic look. But perhaps the centerpiece of this build was the Gobi roof rack and Autohome hard-shell roof top tent. It seems there are few places you couldn’t take this rig for a camping trip!

The innovation and individuality of the builds we see at Auto Enthusiast Day reminds us of why we’re car people in the first place. As this event grows each year, we’re constantly surprised by the talent and determination of the builders that bring these rolling works of art to the show. We can’t wait to see what’s in store for 2020!

See everything that makes Nick Nelson's rig so cool.

For many, the E46 M3 is one of the last of the modern, pure driver's cars—rear-wheel drive, manual, naturally aspirated inline-six with no driver’s aids. These days, a clean one is hard to come by. Andrew Lim’s M3 was no exception. Searching far and wide, spending nights online endlessly scrolling though forums and Craigslist looking for his perfect M3, Andrew eventually laid eyes on this highly desirable Alpine White on Cinnamon combo, six hours away from his home in Southern California. After exchanging a few emails, Andrew booked a one-way ticket to Arizona, picked up his M3 and his life has never been the same since.

Andrew Lim’s E46 started life as a daily driver, and at first he did his best to maintain it. The car spent most of its time putting along in SoCal traffic, but on nights and weekends, Andrew and his M3 would hit up the local canyon roads and track days.

The more he drove, the faster his lap times got. In his quest for that illusive PB, Andrew choose to do away with his rare cinnamon interior.

Gone are the creature comforts of power leather seats, the center armrest, door panels, back seat and even the sunroof. In its place are a pair of lightweight Sparco bucket seats and six-point harnesses, HARD Motorsport lightweight door panels, a carbon fiber center console, Autopower roll cage and rear seat delete that help keep weight down and keep himself strapped in his seat as the car grips the corners.

Andrew has personally tested several brake, suspension and wheel set ups. Currently, the M3 sits on MCS 1WNR coilovers, Stoptech front calipers and Porsche 996 Brembo rear calipers covering 18x10 ET25 Volk TE37 OG wheels wrapped in Nitto NT01s.

Andrew has found Nitto’s NT01 to give him the mechanical grip he needs to put down his personal best lap times, which he has done at Willow Springs, Auto Club Speedway and Buttonwillow.

Being a higher mileage chassis, Lim has gone through and replaced every part of the suspension to maximize grip and remove the sloppiness that can be found on a high mileage BMW. Lim has reinforced the rear subframe (a common E46 issue) with a HPF reinforcement kit, and every bushing and suspension mount has been refreshed with bits from AKG and Turner Motorsports.

Under the hood, the 333hp 3.2L inline-six doesn’t need much, so Lim kept things simple with a handful proven of bolt-ons. The S54 receives added power from an Eventuri carbon fiber intake, Evosport headers, Bimmerworld Race Exhaust, Tuner Motorsports pullies and Walbro 255lph fuel pump, all tuned for maximum performance with Lim’s signature B-Spec Tune for the E46 M3.

Outside, the car retains the classic silhouette of the E46. Lim has added an RS Future LM Wing, HARD Motorsport brake ducts, Buildjournal Race Splitter, Quick-Release Adjustable Splitter Mounts, ACS-replica lip, side skirt splitter and a Bimmerworld CF Diffuser to match the single exit Bimmerworld Race Exhaust.

Over time, Andrew and his M3 have both evolved. Just as the M3 has evolved from daily driver to track car, Andrew himself has progressed as a driver and DIYer. From basic oil/filter changes to addressing common E46 issues like reinforcing the subframe, rod bearings and VANOS issues, Andrew has done it all in his garage.

The car has been a test bed for almost every E46 M3 part imaginable, including many of the parts Andrew and the team at Buildjournal have developed themselves.

One of which is their signature B-Spec Tune, an e-flash tune that can add as much as 30whp with proper supporting mods, improve drivability and add features such as launch control.

Their R&D has paid off in continually faster lap times at tracks across California. See the Buildjournal M3 in action below.

Click here to see an E36 M3 take on an Integra Type R in our Driver Battles Series.

Photos courtesy of Andrew Lim & Jeremy Adajar

In the world of sports cars, it's easy to get caught up arguing spec sheets and performance stats. After all, the constant game of one-upmanship that is the upper echelons of the exotic world has trickled down to more affordable fare such that near 500hp sleds are no longer a rarity in dealerships across the country. Technology is the great equalizer, and in this respect it's never been a better time to be a gearhead.

Unless, of course, you're a fan of the Subaru BRZ. Often picked-on for posting modest horsepower and torque figures in an era of steroidal overindulgence, the compact coupe has stood pat in its segment as other two-door options have continued to oil up their beefy machinery. With a redesign looming, the somewhat-aged car seems like it would have a tough time snagging new buyers in the face of increasingly capable competition.

Until you drive one.

Keep Your Eye on the Ball

Numbers don't lie, but sometimes they can misdirect to the point where they obscure the truth. Such is the case with the 2019 Subaru BRZ, a car that demands seat time in order to make a proper evaluation not based on anything as clinical as engine output or lateral g's.

The secret to the Subaru's sauce is its sublime chassis. Modern sports cars have become increasingly reliant on the magical power of ultra-grippy tires to keep them feeling planted even as curb weights blossom. This is combined with the dark art of electronic stability control programs massaging the entire experience until it feels natural, if more than a little soulless.

The BRZ requires no such rubber compound trickery, nor the constant intervention of digital guardian angels. Instead, it relies on a fantastically balanced and lightweight platform that prizes feedback and poise over stickies at each corner. Yes, the electric power steering may attenuate what should occasionally be highlighted, but overall it's an amazing effort that eclipses the driving feel found in larger, lunkier coupes like the Ford Mustang and the Dodge Challenger.

The Subaru BRZ's rear-wheel drive layout also allows it to breeze past luminaries like the Honda Civic Type R and the Volkswagen GTI in terms of driver communication. Treat a two-lane or track with moderation, and the BRZ feels like a marble slotted into a tight groove. Push the limit with oversteer inputs, and it's a predictable dance that feels like you've both been partners at the Bolshoi your entire lives.

Where's the Beef?

It's all of the above that maintains the 2019 Subaru BRZ's status as a formidable weapon for turning in top-shelf lap times. Even after nearly seven years since its debut, its ability to hoard momentum like a treasure-seeking dragon and then unleash it through consecutive corners makes it a true pleasure to drive quickly.

Getting up to speed, however, is where the coupe faces its strongest criticisms. The Subaru's direct-injected, 2.0L flat-four hasn't changed much over the years, and when matched with its standard six-speed manual gearbox it puts out 205hp and 156 lb-ft of torque. Most of that grunt is in the upper reaches of the rev range, too, which means you'll need to wind out the BRZ to gather any kind of straight-line speed—and even then, you'll still be roughly a half-second slower to 60 mph than a current-generation Miata.

Still, we're talking about a car that weighs no more than 2,800 lbs, and while it might cower at the rumble of a Mustang's 5.0L V8, it is nearly 1,000 lbs lighter than most of its muscle car-cum-sports car competitors. No, you're not going to win a drag race, but if you're more interested in slicing off road course seconds than mashing the gas, you probably won't care once you've brought the BRZ's four-banger up to a boil.

Around town, the lack of low-end power is harder to disguise. With a shifter that's reasonably precise, you'll be swapping cogs fairly often to keep things in the sweet spot between traffic-friendly commuting and bogging down.

What Lies Ahead

With all of that on the table, the 2019 Subaru BRZ continues to come across as an honest driver's car. It may be out of step with its epoch from a power perspective, but its ability to shame lesser drivers in mightier cars remains intact.

The tester I piloted was a Series.Gray (or Raiu Edition, in Canada) model, a limited-production car featuring a unique Cool Gray Khaki paint scheme, numerous STI aero bits (front and rear spoilers, sills), an upgraded Brembo brake package and an STI short shifter.

It's one of several special versions of the BRZ that Subaru has marketed in recent years, and while it does include goodies like SACHS shocks and a limited-slip differential, it doesn't make any effort to punch up the ponies. Subaru (and partner Toyota, which markets the car as the 86) have been resolute in holding the line on horsepower, despite the former's history with turbocharged performance cars like the WRX and WRX STI.

It seems unlikely that this strategy will remain tenable for the second generation of the BRZ. The recent hot hatch onslaught combined with the continued reign of cheap muscle from the usual Detroit suspects should force the Japanese brand's hand and command a forced-induction upgrade. After all, neither the BRZ nor the 86 have a legacy like the Miata to keep feeding its production lines with a steady flow of buyers.

Breaking away from the crystal ball, the fact remains that for those who wish to drive themselves rather than tether their prospects to the digital ball-and-chain of carefully curated drive modes, the Subaru BRZ (alongside Mazda's icon) remains your best bet for less than $30,000. The dream might have faded somewhat, but it's still very much alive for that small cadre of enthusiasts more keen on honing their skills than papering over their on-track mistakes with a judicious jab of the loud pedal.

Can you build your own Subaru BRZ tS? We find out with this tuner car profile.

While you may not see a whole lot of them out on the road, one the most handsome, fun to drive and exciting vehicles currently sold in America is the Alfa Romeo Giulia sport sedan. Whether it’s in basic 2.0L turbo form or the BMW M3-fighting Quadrifoglio, it’s a proper driver’s car and one with more than enough personality to stand out in the crowded sport sedan market.

Reliability Issues

Even though the praise for the looks, interior and driving dynamics of the Giulia is wide-reaching, the car’s reliability hasn’t earned such high regards. In fact, reliability issues have sadly come to dominate much of the Giulia’s public perception.

Whether it’s accounts from owners or members of the automotive media, tales abound of electrical hiccups, gremlins and substantial mechanical failures that have caused some drivers to spend more time in service loaners than in their actual Giulia.

Couple with that with a small, inexperienced dealer and service network, and it’s not surprising that many who are otherwise excited about the car have been scared off by these potential headaches—to say nothing of the poor resale value that’s also been attributed to these factors.

Two Birds With One Engine

There may, however, be a way to improve the Giulia’s overall reliability and at the same create a new kind of Italian-American sports sedan that combines European styling with brawny, old fashioned horsepower—and FCA already has the parts to do it. I’m talking about borrowing one of the Hemi V8s offered in cars like the Dodge Challenger, Dodge Charger and Jeep Grand Cherokee SRT and dropping it into the Giulia.

Will a modern Hemi V8 fit it into a Giulia without heavy modification? It’d be hard to say without trying, but a V8 couldn’t take up too much more space than the twin turbocharged V6 that powers the Quadrifoglio model right now.

While the idea of a totally insane Hellcat-powered Giulia might be something to dream about, in reality the naturally aspirated 6.4L V8 would be the ideal choice. It makes 485hp and with a bit of honing could easily match the 505hp of the Quadrifoglio. At the very least, it'd be a serious upgrade over the turbocharged four-cylinder engine that powers most Giulias and also has been having its share of reliability issues.

Few Compromises

Purists would likely want a manual transmission option, but considering that the Giulia doesn’t have a manual version in the U.S., there’s no reason the tried and true ZF eight-speed automatic wouldn’t continue to be a willing partner for the big V8. Not that we'd turn away a stick, though.

What would a V8 Giulia lose? I suppose the lack of an exotic, Ferrari-developed twin turbo V6 would turn some diehard Italian car fans away, but an old fashioned V8 would be much simpler mechanically and far easier to get parts for. Then again, you could even offer both—the current Quadrofoio and something like a “Giulia 6400 Ti” with the big Dodge Hemi under the hood.

A theoretical V8-powered Giulia wouldn't just add some much-needed mechanical simplicity to the lineup, it would also match the proven Hemi engine with a lighter, more modern chassis when compared to the aging, heavy Chrysler LX platform.

V8 Giulia Needs to Happen

Realistically, it’s highly unlikely FCA would ever go through with this, given that the Giulia is a bit of a niche product. But there’s nothing stopping someone from trying it on their own. How cool would it be to buy a second-hand base model Giulia and pull out the stock engine for a Hemi crate motor? At the very least it’d be a fascinating experiment.

At one point, it was said that the current FCA LX platform would indeed be replaced by a version of the Giulia’s platform, but there’s also been speculation that those cars may continue on with an updated LX platform.

Whether FCA does eventually move its muscle cars and sedans onto the highly-praised Giulia platform or some renegade builder attempts it themselves, it certainly wouldn’t be the first time an American V8 has been matched with a stylish and athletic European platform—Shelby Cobra anyone? Most of all it would have the potential to become a modern classic with its athletic Italian chassis and big Hemi V8.

Want to hear about another parts bin special we'd like to see? How about the Subaru Crosstrek WRX?

I hop into my 1991 short-wheelbase diesel-powered Mitsubishi Pajero and take off into the woods. It’s partly cloudy, the sun filtering through tall pine trees that sway softly in the wind. The undulating terrain includes declines, off-camber turns and dips and hard-packed dirt, mud and rocks. Dense clay soil is intermingled with an endless sight of tree roots. This is the perfect place to test out my new Nitto Ridge Grapplers.

Rewind to my earlier tires (which were mounted on my newly purchased Pajero), and they were mismatched, worn out and terrible. Although on-road ride quality was acceptable and kinda quiet, they had to go. After purchasing my new 4x4, as well as lifting it with upgraded Rancho suspension, I wanted a tire that offered the best of both off-pavement worlds: the quiet performance and four-season handling of all-terrains and the off-road capability and prowess of mud-terrains. Is that even possible? 

So, after much research, I got a set of Nitto Ridge Grapplers.

Nitto Ridge Grapplers

A hybrid tire, Nitto’s Ridge Grappler isn’t really a mud-terrain nor is it an all-terrain tire. It’s actually both. Nitto put tons of research and development into this tire. One of its unique features is its hybrid tread pattern. Not only does it have a multitude of tire-gripping features, like alternating tapered tread edges and step block edges to aid in better off-road traction, the Ridge Grapplers boast mud-terrain features like alternating shoulder grooves to help clear out thick mud and maintain grip.

Clearing mud out of tires while maintaining traction on wet terrain is particularly helpful in the wet and muddy Pacific Northwest (PNW). You can experience rock, dirt, mud and sand—all in the same day. I thought about Tillamook State Forest’s Brown’s Camp area, playing around in the central Oregon sand dunes or heading up to Mt. Hood and its forest service roads.

The PNW is essentially dry and desert-like in the summer (we jokingly say the “faucet” shuts off July 5) and has an endless array of rain in the fall, winter and spring. Mist, drizzle, rain showers, downpours and flooding, we get it all during eight months of the year. So, if you’re a true off-pavement enthusiast, off-roading in the rain—and mud—is a necessity. You'll run into snow, too, if you venture up into higher elevations.

First Impressions

I found my Ridge Grapplers incredibly capable off-road. Off-road testing began at the Tahuya State Forest in Washington. Recent rains gave way to a trail system filled with craggy, washed out areas and deep mud holes. Add to that hard-packed dirt with ruts and a plethora of oversized tree roots, and I found myself the perfect playground.

My 285/75R16 Nitto Ridge Grapplers dug hard into the dirt, aggressively climbed up and over rocks and surprisingly cleaned out thick mud from its tread pattern. My little Pajero turned into a mountain goat! Ridge Grapplers come with two different sidewalls: one with a traditional block pattern and the other with an aggressive alternating block design. I opted to have the more aggressive sidewall facing out. The sidewall pattern successfully grabbed the sides of several boulders and helped me get through gnarly trail sections.

So, what about on-road performance? Although my Pajero is a noisy diesel with a two-and-a-half inch straight pipe and resonator, I found the Ridge Grapplers remarkably quiet.

During my research, I discovered that Nitto carefully designed the Ridge Grappler tire with a variable-pitch tread pattern. What does that mean? Essentially, the tread pattern was designed using computer simulation and testing with the use of advanced sound equipment. This, in turn, creates a quiet and even tarmac experience—exactly what I experienced. That was an unexpected treat for me as I’m used to louder tires on-road. After Nitto tested the Ridge Grapplers against their other off-road tires, the Ridge Grapplers earned a similar score to the less-aggressive Terra Grappler and Terra Grappler G2 all-terrain tires. 

I’ll be sharing with you my 1,000 mile Ridge Grappler on- and off-road assessment after I complete my next trip.

Love off-road Mitsubishis? Click here to see how this one was lifted to accommodate larger tires.

Mitsubishi was once known for making fun to drive, high tech cars. Lancers, Galants and Eclipses with big wings, huge fog lights, hood vents, all-wheel drive and turbocharged motors roamed the streets and won on the track.

These days, Mitsubishi's lineup consists of mediocre CUVs and entry-level cars for people with bad credit. Let's reminisce about the good ol’ days when some of the coolest cars available wore the three-diamond emblem.

1. 3000GT VR-4

During the Japanese “Bubble Era” of the late '80s and early '90s, Japanese car manufacturers were coming out with their wildest cars. That era gave birth to cars like the R32 Nissan Skyline GT-R, FD Mazda RX-7 and Mark 4 Toyota Supra.

Being that this period was peak Mitsubishi, they responded was the 3000GT VR-4 (or GTO as it was called outside the U.S.). It was a two-door coupe equipped a twin turbocharged six-cylinder motor making up to 320hp, all-wheel drive and all-wheel steering.

Mitsubishi loaded up the 3000GT with all the technology they could throw at it: active aerodynamics, electronically controlled suspension and active exhaust modes. These features are commonplace in today’s performance cars but were very high tech for the early '90s.

Although the 3000GT VR-4 had the features and performance to compete with Japan’s finest performance cars, it has yet to achieve the iconic status of the R32, FD RX-7 or Mark 4 Supra.

2. Galant VR-4

The '89-'93 Galant VR-4 was Mitsubishi’s first high performance all-wheel drive sedan and the forefather to the Lancer Evolution. It was developed in the early '90s when Mitsubishi wanted to compete in the Group A class of the World Rally Championship.

In order to compete in Group A, manufacturers were required to produce at least 5,000 versions of a production car with a turbocharged four-cylinder and all-wheel drive. So Mitsubishi took the their midsized Galant family car and dropped a turbocharged 195hp 4G63 four-cylinder motor under the hood that sent power to all four wheels

The VR-4 did 0-60 in 7.3 seconds and ran the ¼ mile in 15.3. For comparison, a standard Galant took 9.6 seconds to get to 60 and 18 seconds to cross the quarter mile. 

There was even a hotter version tuned by AMG—yes, the same AMG known for their high performance Mercedes Benzes.

In 1994, the cars in Group A shifted to more a compact chassis to navigate the tight rally courses, so Mitsubishi moved on from the Galant and put the 4G63 AWD drivetrain into the smaller Lancer, creating the Lancer Evolution. The rest is history.

3. Delica Star Wagon 4x4

Like a Japanese VW Westfalia and similar to the 4x4 Toyota Van, the Delica was a cab over, mid-engined van with a truly capable 4WD system thanks to a two speed transfer case and sharing parts with the Montero SUV. This allowed it to navigate over nearly any terrain in the world. Coupled with its engine layout that maximized interior space, it naturally became a van of choice for overlanders.

The third-generation ('86-'94) Delica was sold in America as the Mitsubishi Van, but we never got the 4WD turbo diesel version, stateside. With it now qualifying to be imported into the U.S. and the popularity of the whole #VanLife thing, it has gained a cult following in the U.S. and Canada.

4. Pajero Evolution

Where the Montero (or Pajero as it was called outside of the U.S.) was built to take on the roughest terrain on Earth, the Pajero Evolution was created with one purpose in mind: dominate the grueling Paris-to-Dakar desert race.

When the FIA introduced the T2 production-based class to the Dakar Rally, Mitsubishi developed the Pajero Evolution to meet the homologation requirement of making 2,500 production versions of the race car to compete in the class.

In order to be more competitive, Mitsubishi took a two-door short wheelbase Pajero and gave it wider fenders, double wishbones and coil springs, a specially tuned transmission, new differentials and a 3.5L turbocharged V6 making 276hp. 

Inside, a pair of Recaros were added to keep you in your seat while you’re blasting though the African desert. I like to think of the Pajero Evolution as a '90s Japanese Ford Raptor.

No stranger to competing in the Dakar Rally, Mitsubishi had already established themselves with a few victories since when they first started competing in 1983, but Pajero took that off-road prowess up a notch. In its first year of competing, the Pajero Evolution dominated not only the T2 class but also the entire 1998 Dakar Rally. Over 25 years, they won 12 times and still hold the Guinness World Record for most Dakar Rally wins by a manufacturer.

5. Eclipse GST & GSX

A car that needs no introduction is the Mitsubishi Eclipse. In the early '90s it was the only sport compact available with a turbocharged motor and all wheel drive in North America. The GST packed Mitsubishi's legendary 210hp 4G63 turbo motor in two-wheel drive form, and the GSX had the same motor but sent power to all four wheels.

The Eclipse gained popularity in road, drag and rally racing. It claimed championships in SCCA, IDRC and NHRA racing, to name a few.

The Eclipse reached icon status when a second-gen ('95-'99) Eclipse was featured as the hero car in "The Fast & The Furious."

By the time the movie was released—and before Mitsubishi had any idea the effect that Paul Walker's green Eclipse would have on the world—Mitsubishi had already released the third-gen Eclipse that was no longer sporty and lacked all-wheel drive or a turbo. Fortunately, it wouldn’t be long until the Lancer Evolution would reach U.S. shores, picking up where the GSX left off.

6. Lancer Evolution IX Wagon

The Lancer Evolution is probably the most popular car on the list but one of the rarest (and greatest version) is the Evolution IX Wagon. The Lancer had always been offered in a wagon but not until the Evolution IX was an Evo wagon available. 

From the rear quarter panels forward, it's hard to differentiate the Evo Wagon from the IX sedan. The wagon features the same blistered fenders, 286hp 4G63, adjustable differentials and active yaw control of the Evo IX and adds more cargo room thanks to a longer roof and a rear end flanked by Volvo-like rear taillights.

The Wagon was also available in MR trim, which featured lighter Enkei wheels, retuned Bilstein shocks and parts available from Ralliart, Mitsubishi's in-house tuning arm.

Only 2,500 were made and sold within Japan. Unfortunately, the closest the U.S. got to the Evo Wagon was the front-wheel drive Lancer Ralliart Sportback, which was only offered for one year in 2004. I eagerly await 2030 when they'll be eligible to import and register in the U.S.

If you love Mitsubishis, then you need to get out to Mitsubishi Owner's Day.

It's no secret our Truck Editor, Matt Moghaddam, is a big fan of all things off-road. But did you know his daily driver is a Ford sedan? Sounds kind of boring right? Well, not exactly. See, it's not just any Ford sedan—it's the KING of sedans. His ex-black and white 2008 Ford Crown Victoria Police Interceptor had been a loyal steed to the Indio, California police department for most of its life, but now carries a new role in getting the Desert Chief anywhere he needs to go. In the latest episode of his vlog series, Chasing Dust, Matt shows us the top five reasons why the Police Interceptor is the best daily driver on the planet. Watch as he takes us through the history of the Crown Victoria, shows us why we need to buy one and demonstrates some of the P71's unique capabilities. You won't want to miss this one!

Follow Matt's journey from Moab to California in the ultimate overland camper in episode three of Chasing Dust!

They’re at it again. It’s only going to be available in Europe, of course, but Volkswagen is building diesels once more—and this one promises to offer quintessential German engineering. Power will be refined and torque plentiful, it will have full-time AWD, four-corner pneumatic suspension and a fully digitalized cockpit. First showcased at the Geneva International Motor Show back in March, VW unveiled that its Touareg SUV will be configurable with a potent 4.0L V8 TDI under the hood. By potent, we mean 416hp and 664 lb-ft of torque will be on tap. Even though it’s rumored to be the last V8 diesel vehicle Volkswagen will ever produce, it won’t stop us from being excited about it. After all, what’s boring about a 5,000-pound SUV that can zip from 0 to 60 mph in less than five seconds?

Why It’s a Diesel and Why It’s a V8

Somehow, we just knew the Wolfsburg-born automaker couldn’t stay away. Diesel runs deep at Volkswagen, even despite the Dieselgate scandal that erupted in the fall of 2015 and its lingering after-effects. But even more importantly, VW (along with other manufacturers) needs diesel in order to meet the European Union’s CO2 emissions target of 95 g/km by 2021. Simply put, diesels emit less carbon dioxide than gasoline/petrol engines, but in light of all the bad press diesel has received the past few years most consumers have drifted toward higher (CO2) polluting gasoline-powered cars. With the world yet to be ready for full-on electrification, diesel is the sensible solution to the EU’s fast-approaching deadline. As far as the choice of a V8 engine, VW thinks the new Touareg will become a collector’s car, right out of the gate. When you get your fill of the data offered below, don’t be surprised if you feel the same way.

It’s Not the Old 5.0L V10 TDI—It’s Even Better

See that turbo hanging off the driver side exhaust manifold? If this 4.0L V8 TDI is anything like what’s already been used in the Audi QS7 and the late Bentley Bentayga, it’s got a friend. If it is indeed the same exact iron block, aluminum head power plant, the engine’s sequential turbo arrangement will promote great drivability. Not only that, a 48-volt centrifugal compressor (supercharger) will also be onboard to help spin both chargers up quick enough to avoid precious milliseconds being lost to turbo lag. Sequential (i.e. compound) turbo configurations are known to produce huge torque numbers, too, so it’s easy to believe VW’s claimed 664 lb-ft is being made at the same 1,000 rpm the Audi and Bentley versions achieved it at (as well as carrying it through to 3,250 rpm).

It’s Fast

Thanks to the lively 4.0L TDI’s abundance of low-end grunt, help getting off the line courtesy of 4Motion all-wheel drive and an optimal horsepower curve, the Touareg can sprint from 0 to 62 mph (or 0-100 km/h) in 4.9 seconds. With that kind of initial giddy-up, low 13s should be a cinch in the quarter-mile and at trap speeds in excess of 100 mph.

Conservative on Paper

Of course, VW has been known to underrate its diesel engines, so we wouldn’t put it past the Touareg V8 TDI to be a 12-second performer right out of the box. According to Car and Driver’s time behind the wheel of a 2018 Bentley Bentayga with the same engine, it listed the SUV’s quarter-mile elapsed time at 12.6 seconds—and that’s with a curb weight of 5,800 pounds. If that mid-12-second E.T. is legit, the V8 TDI in the Bentley was producing somewhere between 70 and 90 more ponies at the crankshaft than it was rated for. Even if the Touareg-destined version of the V8 TDI is less of an overachiever it could still creep into the 12s based on its lighter curb weight.

155 MPH Top Speed

As with the previous 4.1L TDI Touaregs, Volkswagen has electronically governed the 4.0L TDI version to 155 mph. The 12-inch wide gauge cluster makes for sound visibility and is part of VW’s larger Innovision Cockpit system.

Rated to Tow 7,700 Pounds

More than just a Cayenne-chasing luxury cruiser, the Touareg V8 TDI can hold its own in the towing department, too. It’s capable of lugging 3.5 metric tons behind it (or 7,716 pounds) and can be equipped with a matching optional towing bracket that both extends and retracts with the touch of a button.

Cutting-Edge Interior

In the cabin, VW’s Innovision Cockpit arrangement incorporates very few traditional buttons, switches or controls, although it does use them where it makes sense. A can’t-miss, 15-inch navigation screen is present in the center of the dash and features complete touchscreen functionality. Several driver assist systems are integrated as well, such as Volkswagen’s Night Vision (a thermal imaging camera that helps detect people and animals), Traffic Jam and Roadwork Lane Assist (partially automated steering and lane departure warning) and Front Cross Traffic Assist (reacts to cross traffic in front of you).

Trim Levels

Three trim levels are available on the Touareg V8 TDI. The standard trims are coined the Elegance and Atmosphere packages. In Elegance trim, metal and select color tones dominate the landscape. With the Atmosphere package, wood trim and natural tones are employed in an attempt to warm up the interior. The third option—and what VW had on display at the well-covered Geneva Motor Show—is the R-Line package. A sportier trim level (shown above), the R-Line option brings different exterior accents, a rear half-wing, available 21-inch wheels, a flat-bottom steering wheel and select other nuances into the mix.

Above-Average Standard Features

Standard options on the Touareg V8 TDI include the 19x8.5-inch Tirano alloy wheels shown here, along with 255/55R19 tires, an electrically opening and closing boot lid, stainless steel accelerator and brake pedals, LED headlights with daytime running lights and LED taillight clusters. Volkswagen’s Light & Sight package comes standard as well, which entails electrically-adjustable, removable and heated side view mirrors along with headlight control.

Spotting Them in the Wild

Volkswagen only began taking orders for its Touareg V8 TDI back in May, so no tangible sales figures are available to report as of yet. However, with just 20,000 total Touaregs moving off dealership lots per year in Europe, one shouldn’t expect to see them everywhere. The only real giveaway that you’ve come across a V8 TDI model is the subtle V8 badge present on the passenger side of the grille, with the exception of the R-Line trim (which carries special R-Line badging).

Need more speed? Check out the fastest VW TDI-powered vehicle on the planet here!

Versatility can be a boon for automakers seeking to maximize their investment in a vehicle's development. This is particularly true of performance cars, a class of automobile that traditionally sells slower than more practical fare, albeit often at a higher price.

Over the past few years the Ford Mustang has traveled a path similar to that of the venerable Porsche 911 before it in adding a number of variants designed to snag as many different customers as possible, all without straying from or diluting the pony car's image. Although the V6 model has sadly disappeared from the lineup, the introduction of several different turbocharged four-cylinder entries, as well as a pair of eight-cylinder hooligans over and above the linchpin 5.0, has created an EcoBoosted-assisted ecosystem to entice would-be muscle buyers.

Even the traditional V8 model itself has undergone an evolution in terms of setting expectations for sports car fans. It's no longer enough to simple tick the GT on the order sheet and expect to drive home in the most badass Mustang on the block. What's it like when you start exploring the GT universe? I spent a week behind the wheel of one of the coupe's most popular option packages to find out.

Mix and Match

One of the most cost-effective ways to inject some adrenaline in a vehicle lineup is to make select features from upscale family members available at a more moderate price point. To this end, the 2019 Ford Mustang GT has created a pair of Performance Packages, imaginatively named 1 and 2.

Despite their Seussian nomenclature, there's a lot of good stuff available from both of these in-house upgrades. Like so many modern, high horsepower cars, the PP packages rely heavily on big, sticky tires. You'll find 19-inch staggered summer units for the PP1, and a whopping 305/30/R19 in track-ready rubber for the PP2. Performance Pack 1 also includes a more focused suspension tune as compared to the base GT, as well as Brembo brakes.

Performance Pack 2 ups the ante with a magnetically-controlled suspension system, retuned stability and traction control, and different programming for the anti-lock brakes.

Pay More, Get More

There's a fairly significant price gap between the two cars, with Performance Pack 1 costing just under $4,000 on top of the Mustang GT's $35,355 MSRP, and the Performance Pack 2 adding a further $2,500 on top of that number.

Equally important is the difference in attitude between the two cars. The PP2 is unquestionably the more hardcore of the two, with its MagneRide setup programmed for apex hunting more than daily driving, and its massive 19-inchers informing every steering wheel input and transmitting even the most minor of road imperfections to the cabin.

The PP1 car, however, is just interesting enough to whet your appetite for your favorite back roads without punishing you during the morning drive. For many drivers, this is an ideal balance, one that allows for spirited driving that's a cut above stock without an attempt to mimic the more hardcore (and significantly pricier) Shelby GT350.

Even better is the fact that some of the PP2 car's gear—such as the MagneRide system, for example—can be added to PP1 cars as individual options. Although my vehicle lacked that particular feature, it did come loaded with adaptive cruise control, advanced safety equipment and leather Recaro seats, as well as a pair of sound systems (a Bang and Olufsen-branded stereo and an active exhaust). Don't go too crazy on the order sheet, however, as it's easy to add items to the Performance Pack 1's bottom line that boost its price to near-Shelby levels.

Cruise With Attitude

That ultra-loud exhaust is essential regardless of which version of the Mustang GT you choose to purchase. With settings ranging from Quiet Mode to appease your neighbors at start-up, to the otherworldly menace of Race, it's the soundtrack that the current generation of Ford's muscle machine has always deserved.

The raucous nature of its quad-pipe polemic is also a fair reflection of the Mustang's personality as a whole. Although light years ahead of where it once was dynamically, this is still a fairly heavy car that feels large at the limit, and the Grand Touring abbreviation across its rear deck lid is a good summation of its place in the sporty car spectrum.

The Performance Pack 1 is a car destined to cruise from stoplight to stoplight, hunting down unassuming luxo-badges and then dusting them off with its Drag Mode (and 11.9 second quarter mile time), before following them down the nearest two-lane road and holding onto their bumpers. Throwing the occasional track day into the mix isn't a bad idea, just don't expect to be setting FTD.

Real World Fun

With a roomy interior for forward occupants, slick-looking LCD gauge cluster available and solid infotainment system, the 2019 Ford Mustang GT Performance Pack 1 is a mature multi-tasker with a penchant for occasional line-lock shenanigans. It might not turn in lap times with the same alacrity as the PP2 car, but then again, you won't be shelling out mega-bucks for replacement tires every few months, either.

In the end, the best Mustang is the one you actually want to drive as often as possible, not the one that impresses in one specific department while ignoring the day-to-day realities of real-world traffic and road conditions. For some people a track toy never has to hit the street, as it simply rolls from the trailer to pit lane and then back again, making the PP2's manners a non-issue. For the rest of us, the PP1 bridges the gap between fantasy and reality.

Is the Mustang GT PP2 better than the Camaro SS 1LE? We compared them to find out.