I get a ton of PM’s (private messages) on the forums and even emails from people asking how they could start their own community forum.    My response back is usually asking what the forum is for (subject/theme).  95% of the time it’s a vague answer.  What they are mostly interested in is the income potential, which really doesn’t surprise me.

Why am I not surprised?  Well mainly because I had four popular community forums and I recently sold them off.  Why did I do it?  Simple answer: I needed change.  Money wasn’t everything and to me there was more to life then being stuck with something you are not passionate about anymore. To me passion is what makes you successful in life.

Notice how I didn’t mention money?  Money is great, don’t get me wrong but I think the way online community forums are being looked are more money machines then passion for what you love.  You can see that with some of the forums that are out there currently.  More people are spending the time to create the forum,  trying to get traffic, and eventually bailing out because they are not making the money they want (also not realizing the amount of work that it takes to keep one running).  It’s a shame really.  Why can’t people just build forums they are passionate about.  There’s nothing wrong with making money, but don’t let it be your only motivation.

I know some will call me a hypocrite but I guess starting from scratch again has really opened my eyes a bit.  I now realize that once you build something to put on the net you have a responsibility to make it good and keep it good for as long as you are running it (commit to it), otherwise it’s a waste of everyones time.  The only way to make a site good is to actually love the subject/theme you are working with.  Your industry will appreciate it and so will your users.

Thanks for reading my rant!!

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“Which camera is best to use on track?” A common question asked by many track junkies looking for a flexible solution to capture their track experiences to watch, not only for entertainment purposes, but as an effective learning tool to improve the driver. Not many solutions are available that allow for easy mounting anywhere on the car, external microphone support, and the ability to plug into external data feeds (like hooking up to a AIM Sport Dash), until we found a company called ChaseCam.

Who is ChaseCam? ChaseCam has been around since 1981 serving as a product engineering company for military, telecom, and biomed technology companies. Using their extensive experience, they came up with a camera system that has been effective for many forms of racing (Baja 1000, Darkar Rally, Formula 1, IRL, Grand Am, and many more). With a resume like that there is no doubt that amateur racers like us shouldn’t be a problem to support.

Our basic need was this: Have the ability to mount 2 cameras on our car with the flexibility of choosing if we wanted to have individual full screen views or the ability to integrate two views together to create a split screen view of action. Next step, call a ChaseCam rep to recommend a package for us. After a pleasant one-hour conversation, here’s the break down of our package:

2 – PDR100 Recording Boxes with mounting plates
2 – Lipstick cameras
2 – 4 gig Flash Memory Cards
1 – Suction Cup Mount
1 – Roll Bar Mount
8 – Rechargeable Batteries With Charging Kit

Now we got the list, it’s time to explain how this all works. ChaseCam systems are not set up like your traditional handheld camcorder. First you have what they call a Recording Box (PDR100), a box that has a digital readout display that shows mic levels, recorder settings, flash memory card, and recording functions (basically the brains of the operation). The recording box has a built-in mic that works pretty well, but we suggest getting an external mic. The lipstick cameras are separate units that can be placed anywhere on the car where you can easily mount it (we do mean anywhere!) and it supports widescreen modes. 4 gigs of memory supports about an hour and a half worth of recording time under high quality video settings, which is plenty (if you want more recording time it’s as simple as getting a larger capacity flash memory card). It all sounds complicated, but we assure you, it’s not.

After a few days our packaged arrived. What stood out the most was the quality of the products. The recording boxes felt like it would be able to take a bullet (not literally) as well as the lipstick camera being able to get hit with almost anything. ChaseCam really has very well built equipment, which is something of a rarity with electronics these days. Any doubts as to whether or not this cam set-up will be able to hold up on track is basically diminished. With all the positives, there was bound to be one draw back. Fortunately it had nothing to do with the actual system itself, but with the camera mounting. The suction cup mount is a 3 suction cup mount that is held in place once the unit is pushed down. We prefer a push pump type suction system to make sure the unit will never move (a push pump is available at ChaseCam).

With the ChaseCam system we wanted to really take our time to test it out and put it through any condition we could. We mounted the cams on different cars, under different conditions (track and street). On track this system is awesome: Completely stable under all conditions thrown at it (hopping candy stripes, etc), superb video quality with various lighting conditions, and decent sound from the internal mic (could have been much better with a external mic). On the street the ChaseCam system performs the same as it did on track. One issue we did experience on both, a short battery life (special note: this may have been due to a bad batch of rechargeable batteries. Easy fix would be to contact ChaseCam to get it sorted out). Our recommendations to solve the issue are to bring back up batteries, plug the unit via the car adapter, or hardwire it. Overall a wonderful camera system that could handle anything we put it under and able to record very high quality video. What more could you ask for?

Conclusion
Make no mistake, this system isn’t cheap if compared to a standard handheld camcorder. The system is ideal for those serious about a camera set-up that works on track. For the money, this system offers a feature packed list that rivals anything like it. Flexibility, durability, and high quality are the best way to describe what this unit has to offer. See the difference for yourself:

Standard Camcorder

ChaseCam:

Gallery:

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Logitech’s G25 Force Feedback Steering Wheel is by far one of the best force feedback wheel I’ve ever used.  The game I choose to play with the G25 was “Formula 1 Championship Edition” on PlayStation 3.  The combo of the wheel and the intense graphics from the game, gives the gamer the feeling of driving the real thing.  Any car enthusiast looking to get the real experience of driving without having to leave the comfort of your home should really try using this wheel.

One of the biggest surprises after opening the box is the excellent build quality of the wheel.  The wheel itself feels like it came straight out of a high end super car as well as the feel of the paddles.  My previous experience with gaming steering wheels are the flimsy materials used.  This is probably why the G25 is so popular.

So what are the down sides to this wheel?  One downside is having a way to setup the wheel.  With force feedback, the G25 can’t be placed on top of a table without supporting it.  The real issue is even if you find a table to support the wheel, getting the placement of the wheel and pedals becomes a task on its own.  The easiest solution to this is to purchase something like a Race Seat.  The second item on the negative list is the lag experienced after playing the game for a long period of time.  The initial fix was to reset the wheel by unplugging it to get it back to center again; however, a new fix has been developed to correct the lag issue.

Other then the two negatives (wheel setup and lag) this wheel couldn’t be more perfect.  Very simple to use once you get the perfect setup.  Once you start using this wheel, there’s really no going back to the standard joystick.

Lag Fix
Briefly said steering lag means there’s a delay between your actual steering wheel controller
and the game. Some people say there’s no lag in RBR but if you don’t notice it, it doesn’t
necessarily mean it isn’t there. Doing this fix is recommended and it works for every wheel.

1. Note: If you don’t have Logitech wheel skip this and move to point 2.

First of before you even start to fix this lag issue, you should start using the proper
FFB settings for RBR. Go to the Logitech Profiler FFB effects settings and set
“Damper Effects Strength” to 0%. This is essential to do because RBR does not use
these forces (RBR head physics coder has confirmed this). You can use whatever
settings you prefer for “Overall Effects” and “Spring Effects” but “Damper Effects” should be 0%.

This doesn’t apply to other games so maybe you want to create a new game profile for RBR so
it’s easier to switch between games. Check the Logitech Profiler manual on how to create profiles.

2. Start RBR and go to the Options – Controls – Filter Settings – Steering.

Turn “Saturation Speed” off.

“Maximum Fade” off = completely linear steering / full = non-linear steering

That is mostly a personal preference but it also depends on your wheel’s steering range.
If you have no idea what this means you probably want to set it full.

Put “Fall Rate” and “Rise Rate” to Instant.

Do these all settings mentioned above for both menus (“Axis” and “Digital Button” menus).

4. Find ‘PC_InputFilter.ini’ from your RBR folder and delete it or rename it to something else.
RBR doesn’t need this file anymore.

5. Open ‘RichardBurnsRally.ini’ and delete a whole line that says ‘ConstantForceMultiplier’.

6. Done!

(7.) <– This is OPTIONAL

This is the “last thing to do” if you STILL notice lag. This is optional because
you’ll change the original physics files – but it doesn’t affect the handling,
specs of the cars or anything else, just the FFB strength.

Go to the ‘Physics’ folder, find ‘physics.lsp’ file and then open it in Notepad (remember to backup!).
Find “MaxFFTorque” line and change the value to 90.0 or 80.0 (original value is 135.0).

Note: If you don’t have a folder called ‘Physics’ in your RBR main folder, extract ‘physics.rbz’ file.
Then rename ‘physics.rbz’ something else because now the game uses files from that ‘Physics’ folder.

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Many have speculated that the 911 spied at the ring is in fact the new 2010 911 GT3 RS. To me it looks like the the 2010 911 GT3, not the RS version. The car doesn’t have that wide profile that the RS is known for. I could be wrong but either way it’s still cool that at least a GT3 will be in production for 2010.

While searching on the net, I found an article on Automobile Mag that many have probably already seen but for those who haven’t, it gives some ideas of possible specs:

Source: Automobile Mag
By Evan McCausland

If you were holding out for a next-gen 911 GT3 that was radically different than its predecessor, you may be out of luck. We’ve just received photos of the new 2010 Porsche 911 GT3, and from what we can glean, it’s certainly evolutionary.

Perhaps most evolutionary is the GT3′s exterior. While our spies report the front fascia differs little from the current GT3, changes at the aft end are equally miniscule. Most visible are the new upswept taillights (introduced on the 2009 Porsche 911), as well as a smooth rear bumper, now devoid of scoops or flared surfaces. These prototypes also wear a smaller rear spoiler, which resembles the single-plane wing of the Porsche 911 GT3 RS.

Those changes are hardly earth-shattering, but those beneath the surface may be. We’re expecting to see direct fuel injection, introduced with the 2009 Porsche 911, added to the next GT3. Although early reports suggested the new fuel delivery system would be fitted to the current GT3′s 3.6-liter flat-six, rumor has it Porsche’s looking at a high-horsepower version of the larger 3.8-liter flat-six out of the new 911. Either way, look for the new GT3 to produce significantly more power, perhaps in the neighborhood of 440 hp.

Speculation still surrounds the implementation of PDK, Porsche’s dual-clutch seven-speed transmission. Although early speculation suggested mating the PDK transaxle with the GT3′s 3.6-liter engine posed numerous headaches, new reports suggest those issues were solved by switching to the 3.8-liter engine.

While the 2009 Porsche 911 will slowly make its way to dealers this fall, look for the 2010 Porsche GT3 to be unveiled at either the 2009 Geneva or Frankfurt motor show, and reach dealers by early 2010.

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I know, not car related but I couldn’t believe what I saw when I went searching for the reason behind my ceiling leaking water…

Background Info:
My house is about 2-3 years old and had minor issues early in its life, such as insulation issues, electrical, minor gas leak in and outside the house, exterior brick work missing, and pluming issues. The problem started when the shower drain was slow to drain the water. Instead of using a chemical de-clogged (not sure if that’s a real word), I decided to use a plunger, which many basic DIY guides tell you to do. Well after plunging the drain a couple of times, the clog went away but I developed a new problem… The ceiling underneath the shower started to leak water.

Why was there a leak?  Simple short answer is, construction error:

What you are seeing is the result of a drill going through the PVC pipe caused by the original plumbers that worked on the house during its build.  Luckily the drain pipe isn’t a high pressure pipe or else I would have been knee deep in water. The funny thing is, this wasn’t the first time we found something like this.  The same thing happened by electricians but instead with the drain pipe for the sump pump.

What makes me mad is this issue was obviously in the house since day 1 and probably was leaking very slowly for a couple years.  Beazer wouldn’t repair the problem since we were outside our original 1 year warranty, which in some cases I agree with.  But when you look at something like this that is clearly a construction error from the start, why would you not honor some time of assistance to help rectify the issue.

I think for future reference if you ever decide to buy a track home (mass construction communities), then I would make sure to hire a independent construction inspector that will watch the entire build from day 1 to make sure your house doesn’t run into these types of issues.  Anyways, thanks for reading my rant.

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I found the full version of the SNL skit with Tina Fey action as Sarah Palin while browsing on the net. Youtube didn’t have a full version yet, so in case anyone wants to watch it:

Tina Fey did an awesome job!

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Everything!!! The M3 is an iconic car for BMW enthusiasts and to my surprise this new M3 doesn’t seem to stray far from it’s original blood line. It’s definitely not as raw as the E30 M3, but it does make up for it by adding the ability for a more precise throttle, a more direct transmission, awesome brakes, and a lot of power. I think the best part about the car is the option to set the car to be more aggressive or tame via a steering wheel switch, “M Button”. I’m sure there a ton of other articles on this car and how it’s the greatest thing out there. I do have some complaints about it and some may agree with me and some will not (it’s definitely whining on my part. ). Don’t get me wrong, the complaint list is small and almost not worth mentioning but since this is my blog:

1. Weight – This thing is heavy. Maybe not as heavy as the other cars in the market, but definitely heavier then any other M3 made previously. Having more power does make up for the weight, but you can really feel the size of this thing while taking corners.

2. iDrive – Almost everyone complains about this so this isn’t anything new.

Other then that, the car is perfect. The roar of the V8 as it makes it way to 8200 rpm is a musical master piece.

M3 vs GTR

Since I’ve driven both the GTR (http://www.aliallage.com/general-yipyap/a-day-with-the-nissan-gtr/) and the 2008 M3, the most common question I get is “Which car is better?”. Really it comes down to driver preference. The GTR is a fast car but does not require much input from the driver to be fast. The M3 isn’t as fast on a straight line but does require driver skill and input to get it to respond to the best of its ability. The GTR is more expensive and offers less in the way of luxury items compared to the M3, but what it lacks in luxury it makes up in sheer performance. The M3 has the best of both worlds and can pass as a daily driver much easier then the GTR. Either way you look at it, you really can’t go wrong with either cars.

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2008 Lexus IS-F

Est. Price $58,000 Engine: 5.0 Liter, V8, 90-degree with aluminum block and cylinder heads, DOHC, 32-valve, Intake camshaft Electric Variable Valve Timing with intelligence (VVT-iE), Exhaust camshaft Hydraulic Variable Valve Timing with intelligence (VVT-i), 11.8:1 Compression Ratio, 6,800rpm redline Crank HP: 416 @ 6,600rpm Crank Torque: 371 lb-ft @ 5,200rpm DT/Layout/Trans.: Front engine, rear wheel drive, 8 speed Sport Direct Shift automatic/manual Weights: 3,780lbs curb, 54% front/ 46% rear Suspension (F/R): Front: Double wishbone with high mount upper arms, high-rate coil springs w/ bound stopper, monotube gas-filled shock absorbers, large-diameter hollow stabilizer bar Rear: Multilink with low-mount upper arms, high-rate coil springs w/bound stopper, monotube gas-filled shock absorbers, large-diameter stabilizer bar Brakes (F/R): Type: Four wheel power assisted disc brakes (Brembo manufactured for Lexus) with Anti-lock and electronic brake force distribution (EBD) and brake assist Front: 14.2in drilled rotors with six piston opposed aluminum calipers, high friction brake pads Rear: 13.6in drilled rotors with two-piston opposed aluminum calipers, high-friction brake pads Wheels: 19×8 front, 19×9 rear, 10-spoke forged aluminum (BBS) Tires: 225/40R 19 Front, 255/35R 19 rear

Dr. Jekyll and Mr. Hyde: A classic story of two personalities fighting for dominance. One side is calm and subdued, the other side, wild and unpredictable. Definitely a challenge for any car company to fuse two seemingly conflicted personalities into one car successfully. Lexus has stepped up to the challenge and produced what they believe is the best of the two sides with the new Lexus IS-F.

So what does the “F” mean? To answer that we need to provide a little background info to bring everyone up to speed. “F” originates from an internal code named “Circle – F”. There are numerous meanings currently, but one that seems to stick is “Flagship”. “Flagship” is Lexus’s new performance division created solely to take current models within their original line up and develop a more performance-oriented car. A similar concept already adopted by Mercedes (AMG) and BMW (M), Lexus is hoping to follow suit. The original concept of the IS-F started in 2003 when chief engineer, Yukihiko Yaguchi, developed what was suppose to be “a car that drivers will not want to stop driving after 10 laps on a circuit course”. The first concept, built on the previous generation IS 300, boasted a 5.2 liter V8 engine (developed by TRD), reworked suspension, and sporty exterior styling cues. Unfortunately that model never made it to our show rooms; however, it did add fuel to the idea of a production vehicle for the newer generation IS.

With the introduction of the new IS, Yaguchi was on a mission to develop his original conception into the new body style. Receiving no budget help from Toyota, Yaguchi decided to take on the project during his spare time. Amazingly he was able to secure a small team of engineers who also were willing to work under the same terms. Pulling every trick out of his lucky top hat, Yaguchi was also able to source parts and development from other departments within Toyota, leading to the 8-speed direct sport shift transmission, aero kit, specially tuned suspension, and the enormous brakes (14.2 inch cross-drilled discs with 6 piston calipers). Everything was looking good up to this point, so Yaguchi decided to push his luck again by reaching out to Yamaha to help build the new motor for the IS-F, which was based on the existing v8 from the LS series. Yamaha agreed and thus ultimately provided much of the soul for the new car.

Dubbed as the “Yaguchi-Go”, the new IS-F finally emerged a reality. Knowing that the car had to live up to the expectations, it needed to be tested under various conditions. Yaguchi was serious about this aspect and to show it he created test programs on various racetracks around the world. Tracks including the legendary Nurburgring Nordschleife (no big surprise), Circuit Paul Ricard, Circuit Zolder, Laguna Seca, and Fuji Speedway, were all used heavily. Not only was the car to be the first of its kind within the Lexus model line it was also setting a mark. The IS-F was to become the first Toyota/Lexus production vehicle to be tested so intensely at a racetrack.

Now that history class is over its time to get down to the brass tacks, can this car live up to Lexus’s promises? With a long feature list that includes phrases such as “416hp V8” along with “VDIM (vehicle dynamics integrated management)” and topped off with “8-Speed Sport Direct Shift Automatic”, we honestly didn’t know what to expect. The biggest worry was with so many technological advances featured and the fact that Lexus never built a performance vehicle up to now, would the sports sedan feel like a real life Gran Turismo gaming experience. Coming from the Evo/STI AWD turbo 4 cylinder platform, the IS-F was foreign territory. Curious to see what the car was like, we were happy to accept an invitation to drive the IS-F around the streets of Monterey, CA and then later on track at the famous Laguna Seca Raceway.

The IS-F brings out the more aggressive nature of the original design by incorporating a new front fascia, fender flares, raised hood line, and a new rear bumper, which becomes harder on the eye to define when looking at a picture. In person, we found the package to be a nice balance of aggression without being over the top. The interior is simply Lexus, beautifully constructed and designed with a straightforward ergonomic mindset that the German rivals have not perfected as of yet. Our IS-F was heavily equipped with all the fancy options, which included the Mark Levinson sound system that was enjoyed throughout the drive. Seated in the supportive yet comfortable seats, the cockpit certainly gives you the sensation of a proper Lexus luxury car with a sporty touch. The streets of Monterey provided the perfect environment with varied terrain, incredible views, and winding passes. While the ride remains quiet and collected over most smooth roads, imperfections are met with a reminder of the beast lurking just below the surface. The power available from the V8 is more then enough for any daily commuter to maintain command in the fast lane without worry of a faster car encroaching. The voice-operated navigation was easy to use and very functional while driving, as well as the other features, including the sound system and climate controls. Throttle input under automatic transmission setting responded well during “normal” driving conditions, but it ultimately fumbled when there was a sudden need to floor it to make a pass. Switching to manual mode was the easiest solution. Having ultimate control when it came to gear changes made the drive more exciting. Telling the transmission which gear to be in seemed to work better then having the system figure it out. Shifts in both modes were very precise and extremely quick which is credited to the unique method of using a torque converter with a lock-up clutch. Exhausting every situation we could think of on the street, we finally came down to the last and most anticipated test … opening this thing up on track.

Ah, Laguna Seca raceway. What better place to really see if the Yaguchi-Go will live up to its expectations. After a quick driver’s meeting, we let loose in the IS-F pounding lap after lap. At the end of each lap a new VDIM setting was selected to compare each mode. Normal VDIM mode (VSC, TRC, ABS, and LSD all activated) is defiantly not recommend on track because of the high yawn factor. The mode is very uneventful and should only be used if you have a heart condition. Sport VDIM was a different story. Having VSC and TRC off, the Sport VDIM setting provided a weight increase in the power steering assist, raised transmission shift points, and increased throttle response. Now things were starting to get interesting. On certain corners the rear end would want to come out to play, but the system still had it by the throat to maintain stability. While this wasn’t the way to really show off the V8’s true potency, it still got us to giggle in certain sectors. It was now time to bring out the big guns. With a few laps down and adrenaline at its very peak, the real laps were about to begin. Lexus made it a point to make the “VSC/TRAC OFF” mode somewhat of a process in order for the owner to have time to think twice before activating this selection. Not everyone can handle this much power and only true drivers dare attempt this. Of course since we are experts, there was no need to think twice about it… yeah right! Going through the magic process of having VDIM completely off, the metamorphosis began to take place. The feeling of Dr. Jekyll slowly leaving the scene to be replaced by non other then Mr. Hyde was very apparent by the warning indicator lights flashing within the gauge cluster. The lights seemed as though it was the system’s final attempt to plead with us to reconsider. By now it was too late. Mr. Hyde had been let loose. Approaching each corner was a gamble. There were no aids to correct any mistakes that should happen. After tip toeing through the first two corners, confidence was set at an all time high. Pushing the car in the second sector, the car wanted to understeer every chance it could. Too much understeer is a problem but fortunately it could be easily remedied with a judicious stream of V8 torque applied via the right pedal. After the second lap, the rear end was dancing around most corners, almost begging for more. Tires where getting hot and the motor’s enormous torque range tried to break them loose every chance it had. The stopping power felt extremely firm and produced little to no brake fade, which was very unusual for stock brakes on any street vehicle. Gear changes were direct and extremely quick, exceeding expectations. The enhanced throttle response in this mode was very effective. In certain cases a little too responsive, especially when too much throttle input was give on the last corner causing the car to drift. An issue did arise after the second session during downshifts on a particular sector on track. For some reason the transmission would perform a random hard down shift (similar to having a lower gear selected and followed by popping the clutch) at the top of the corkscrew under rapid gear changes, which would cause the rear end to squirm side to side. The squirm motion was very subtle and controllable but it did catch us by surprise.

Lap after lap the car kept its composure and showed us it was willing to do what ever we asked without skipping a beat. Finally Mr. Hyde was held by our reins and wasn’t about to run loose. Sadly however, Lexus had forgot to increase the 6,800rpm redline Achilles heel within the formula to create Mr. Hyde. What made it worse was the noise indicator that went off a few hundred rpms before redline was reached. Feelings of frustration similar to being woken up early on a cold morning for school is the only way to describe it. This motor had so much more in it but it wasn’t allowed to show it. It was more apparent on corner exits and long straights. Off track we were able to drive the car through a tight little slalom course to really test out each traction control mode. The results showed that faster times were produced with all traction control aids off, which is not entirely surprising. Times with the traction control on; however, came in very close. This really showed that the traction control wasn’t completely restrictive to speed and can come in handy for a novice driver.

After two days spent with the IS-F we started to realize the potential this car had. Lexus has stated that they are not directly competing with any other models with the IS-F, however, it is impossible not to consider the other obvious competitors including the new M3, CTS V, and the new C class AMG. Not having driven any of the competitor’s vehicles it would be hard to judge the IS-F’s true value. It is estimated that the Lexus will be cheaper then its competitors and will be 2nd within the horsepower scale, which isn’t bad. For now all that can be firmly said is Lexus has come along way to build a car like this, which is an achievement on its own. No other Lexus model has ever been this much fun to drive on and off track, however, getting one any time soon may be difficult. Limited production numbers and a long waiting list will prove to be a challenge for anyone wanting the buy the car now, so if you want one you better run (don’t walk) to your closest Lexus dealer.

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There are many tire choices out there and it’s always a tough decision to figure out which set to go with. Nitto was nice enough to send us a set of their new Invo tires to review on the Project Evo. Our size of choice, 255/35ZR -18, mounted on our SSR GT7’s. The original street tires we had on the project car were, Yokohama ES 100’s 255/35ZR – 18 that were used on daily basis along with a few track events. With the new Invo tires mounted and installed on the car, it was time to see how they perform.

Street Impressions
Street impressions is what we feel is the most important aspect when it comes to choosing a tire that can be used on a daily basis. Keeping that in mind, we exposed these tires to the same conditions we exposed our ES-100 tires, which included the following:

- Dry Conditions
- Wet Conditions

(Both tires are classified as Ultra High performance, However the Nitto carries a tread wear rating of 260 as compared to ES-100’s 280.)

Dry Conditions
Within the first 30 seconds of driving around town, we could notice a difference between the Invo and our old tires. The difference being noise. The Invo’s are surprisingly quieter compared to the ES-100 which is a plus if you drive your Evo on a daily basis. Turn in while going through an exit ramp is more precise and carries less of that “gummy” delayed turn in feeling we had before. Grip feels to be about the same but the better turn in gives the driver more confidence to push harder. Under heavy braking the grip is on par with the previous tires so nothing out of the ordinary, which was something we liked with the older tires. With traffic conditions being pretty light during our test on the highway, we decided to do quick lane changes (at highway speed limit) to get an idea of higher speed stability. The stability of the car felt noticeably better, again removing that “gummy” feeling we had with the older setup.

Wet Conditions
Our wet conditions test consisted of normal amounts of rain, heavy downpours, and light drizzles. During our test the Invo’s seemed to be lacking what the ES-100 could provide in wet conditions. The old tires had better stability at highway speeds and generally felt better in all wet conditions. Turn in was better, braking, lane changes, and even starts with the ES-100. The Invo did hold its’ own by being very close in performance but the ES-100 wet weather ability is likely due to it’s more wet condition oriented tread pattern.

Conclusion
The Nitto Invo is a good tire. Choosing the right tire to do everything is hard to do. We feel that the Invo had better performance in dry weather compared to what we had before. Wet weather conditions were still very good and never once did we feel that these tires couldn’t handle themselves. Icy/Snowy conditions was a difficult test to conduct because these tires are not at all intended for this use, but with an experience driver that knows how to handle slippery conditions, these tires worked as well as could be expected.

One point to mention is that these tires are not the cheapest set around but they are not the most expensive. When choosing a tire that can pretty much do it all, you do have to make some sacrifices for performance in certain conditions. Being that we care more about dry & wet conditions then anything else, we believe these tires are the way to go. Of course we haven’t tested all the tire options available out there with this specific category, but until we do we are sticking with the Invo.

**Special note to mention, the stock tires that come with the Evo are great tires but are in a different category of tire. The Advan’s are more of an extreme performance tire (low tread wear) that performs better in dry conditions then anything else. The tires we reviewed are more an all in one.

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