Rams Eye The Track Guy

Last year, I picked up a 2009 Lancer Ralliart to do a long term test with it as a dual duty track/daily. One of the first things I knew I was going to do was put a decent set of tires on it. The car came without OEM wheels which was actually good because I didn't have to hesitate about getting a good set of aftermarket wheels to support going wider. Thankfully, my friends at YST Auto Halifax  set me up with a great set of Superspeed RF03RR wheels. The Wheels I had never even heard of Superspeed but I trusted the good folk at YST Auto who mentioned some customer cars running on track with them. These wheels are rotary forged which is basically a prerequisite to be taken seriously in this market populated by companies like TSW and Fast Wheels. The wheels looked like a high quality, well finished wheel and each had a "QC" check sticker on. Just for appearances? Maybe, but I found no defects. The wheels seemed easy to balance (didn't need many weights) and at 18.1 lb. f

Despite hearing and reading the rumours over and over again about the all-new, 5.5 litre, naturally aspirated high revving V8 Chevrolet was putting in the upcoming C8 Z06, I am still completely awe struck by what Chevrolet has done and sticking to a naturally aspirated V8 against all odds. Please take a moment to welcome the most powerful naturally aspirated production V8 the world has ever seen (at least mainstream production). The title previously belonged to the now dead SLS AMG, which had AMG's legendary 6.2 litre V8 making 622 hp and 468 lb-ft of torque. The New Z06 eclipses the horsepower figure with a whopping 670 hp at a scarcely believable 8,400 rpm (with an 8,600 rpm redline). Despite the high revving nature AND the smaller displacement (5.5 litre vs 6.2 litre for the Merc), torque hardly suffers with a healthy 460 lb-ft of torque, only 8 lower the the bigger displacement AMG engine.  At a time when AMG, BMW, and even Ferrari have abandoned naturally aspirated V8s, and af

No, it's not because it's called Mach 1 or the heritage that comes with the name, although that's pretty cool for Mustang fans. There are few cars out there that have the widespread track use of Mustangs. A combination of affordability, a decent RWD platform with endless aftermarket support and the potential to be competitive when properly set up makes them a staple in most track paddocks in North America. But being popular for track use comes with some headaches for manufacturers. It means that the car will be pushed hard by its customers and that will inevitably lead to discovering weak links .  The vast majority of factory main-stream performance cars have limitations on track when pushed to hot lapping pace. That's not to say they are all equal - some are, without a doubt, far more durable and dependable than others - but nearly all require modifications. Mustangs are no exception. And their popularity also means those weak links are discovered fast, and marketing d

I never thought I'd ever run Michelin Pilot Sport Cup 2's on my 2012 Boss 302. The cost is astronomical and they are supposed to last the least of anything comparable. So how did I end up with (nearly) fresh Sport Cup 2's? A complete fluke. I came across a lightly used set with only a few hundred miles and no track time; 305/30/19 takeoffs from a GT Performance Pack Level 2 (GT PPL2). I knew my 71R's were getting very worn before the season started and likely wouldn't last the whole season, even this short one. The price was far better than a new set of RE-71R's, a little more than half, and local Time Attack rules (Canadian Automobile Sport Clubs) recently made 180 and 200 TW tires equivalent, meaning no PAX or PIP point penalty for going with 180 TW tire like the Pilot Sport Cup 2's. I have been very curious about how PSC2's compare to RE 71R's but I stayed away due to their being painfully expensive and, up to last year, their 180 TW rating would

If you've been following me, it's no secret by now that I recently got a sponsored set of Pedders eXtreme xA Coilovers to test, thanks to American Muscle. I have been wanting to do something about the stock suspension on my 2012 Boss 302 for a while but budget didn't allow. When the opportunity came knocking, I couldn't be happier. The kit includes coilovers only up front to replace the stock struts but maintains the separate "divorced" damper (shock/shock absorber) and spring setup in the back, a common solution for plenty of entry level/budget coil over options as well as more established brands like KW and Eibach until you get to their flagship or race kits. Even the Maximum Motorsport (MM) JRi coilover kit - a package that is far from a budget or mild street option - retains the divorced spring/damper mounting. While a true coilover setup in the back would be better, it would be more expensive and at this price point, I think the money is better spent on