In part 5, I wanted to spend the time to take care of parts of the body that needed TLC to bring itself back to “new” like condition. The areas I focused more on where the under body, engine bay, wheel wells, and interior. I also wanted to add something different to the car that isn’t noticeable until the hood is popped. Can you guess what I did?
Yeah I know, it’s not really a “Jun” motor, but it really doesn’t matter. The new paint scheme looks nice and different, which is a big plus.
Moving into the interior section, I got a little suede happy and decided to cover the dash with suede. I also purchased brand new black carpet to match the dash. Overkill? Maybe, but in the end I think it will definitely look nice with Recaro Evo seats installed.
In the next part, all the mechanical elements will be installed. Hopefully we will be able to start the beast soon… Check back for an update!
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.
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
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.
Video:
Gallery:
Lexus IS F 2008
camera: Canon EOS-1DS aperture: F10 focal_length: 175mm ISO: 100 shutter_speed: 1/100 created_timestamp: 2007:09:22 15:22:36
There’s no one in the world that can come up with a good enough excuse as to why they changed a perfectly good body part with a carbon fiber piece. Why did we do it? Our reasoning is that Carbon fiber is an addictive narcotic that seems to grab a hold of any logical reasoning a person may have and make them do things that a non Carbon Fiber junkie wouldn’t do. But if you get the right (well made) Carbon Fiber piece it will convert any non Carbon Fiber junkie into an addict, which is what happened to us.
Our front fenders didn’t need to be replaced but just the idea of having carbon fiber front fenders seemed like a cool idea. The stock fenders are extremely light to begin with, but very flimsy. Going with a good set of CF fenders wouldn’t provide a significant weight reduction over stock, but will prove to be much stronger (dent resistant). With several manufacturers available to supply anyone with a replacement piece, we went to RaceOnUSA for their OEM style fenders to maintain the original bodyline and complete our carbon theme. Fitment is the biggest issue when it comes to CF replacements and was a big worry for us. Luckily our worries went out the door the day we installed the new fenders. The build qualities on these are extremely nice. The edges and mounting points are strong with a good finish, the CF weave is straight without noticeable imperfects, and the clear finish is smooth enough to be show ready. The fenders really hold true to the “OEM” title. Installing was a snap and a little adjustment was made to make sure everything fit perfectly. One thing to note is the holes for the corner lights may need to be dremmelled a little due to thickness of the CF fenders, but nothing major. Once we got everything lined up and installed we sat back to find any imperfections. After examining every square cm, we were happy to see no significant gaps or any other fitment issues, fitment was flawless.
Once we finished test fitting the new pieces we decided to take them off and get them painted to match the rest of the car. Yes we do realize it seems to defeat the purpose of getting a CF replacement part if we are going to just paint over it. The truth is we had a set theme for the project car that we needed to maintain (more on this coming soon in future articles). The CF fenders took about 2 days to get them finished up and they were back on the car for another test fitment. With the two fenders painted and on the car, it was pretty difficult to notice a difference between the stock fenders and the new CF replacements. We added a bit of exposed carbon fiber within in the paint scheme (as you can see in the pictures) to give it away.
Overall we couldn’t be any happier with RaceOnUSA’s CF front fenders. The quality and fitment of fenders are wonderful. If you are looking for change and want to get a set of CF fenders, check out RaceOnUSA’s selection.
Special Thanks:
RACEONUSA INC. http://www.raceonusa.com
1898 S Carlos Ave Unit #7
Ontario, CA 91761
(866) 304-5464
Bigger is not always better and to prove that statement we decided to try out CBRD’s new lightweight and very slim radiator. Made from a Delphi core (used in ALMS and Champ Car), the radiator was designed to be small, light, and provide maximum efficiency. Since the radiator was going in our project car, we wanted something that could be used on a daily basis as well as hold up on the track. The overall design of the radiator made our decision to install it a very simple one to make. Featuring a relocated upper neck that is positioned away from the manifold (which is a very good idea in our opinions), new silicone hoses, and a slimline fan, this radiator looked very promising.
First Impressions
One phrase that sums up our first impression is “excellent build quality”. The welds and overall craftsmanship of the product is amazing. A radiator doesn’t need to look this good but CBRD went the extra distance to make this thing nice. Our radiator came preassembled with the slimline fan, which made it easy to prep for install.
Once we pulled our old radiator out, we decided to weigh each to see what the overall weight difference was. The stock radiator with fan weighed in at 19 lbs while CBRD’s radiator weighed in at 9lbs with fan. 10lbs of total weight difference may not be too dramatic to most, but to us it was perfect. The other benefit was the amount of room this radiator opened up compared to the stock unit.
Installation
Installation was very easy. Basically drain out the coolant from the old radiator, unhook existing radiator hoses, and undo the harness to the fan. Pull out the old radiator and pop in the new one. That’s basically it. The radiator fits perfectly.
Street Impressions
There’s not too much to say about our street impressions. The radiator did it’s job keeping temps very cool. We did notice a 6 degree difference in temp, but it may not be a direct result from the radiator. With more street miles put down, we will know better if the radiator is actually cooling more then the stock unit during street driving.
Track Impressions
This is where the radiator was really put to work. Using a special blend of Water Wetter and distilled water (we used the same on our stock unit), we saw an immediate 16 degree cooler reading from the CBRD radiator compared to the stock unit after 15 very hard laps at VIR (Virginia International Raceway). This is very impressive coming from something so thin. We ran a total of 32 laps and temps stayed consistent throughout the day and we didn’t experience any leaks or drop in fluid levels.
Conclusion
This radiator works, bottom line. It has many benefits including better cooling efficiency then the stock unit and perfect fitment. A negative is the price, primarily because it’s more expensive then most aftermarket radiators, but in our opinions it’s worth the extra dough. Racers and street drivers diving in hot climates would really benefit from this part, especially those who race on tracks in the dessert. As more miles are put on the car, we will see how the radiator will hold up to different climates and conditions. We will post followups as we get them.
Before we get into this review, one thing needs to be said upfront so everyone is on the same page. The stock rear control arms have nothing wrong with them. They are perfectly sufficient for the average Evo owner. This review isn’t intended for you to go out to replace a perfectly good stock part if you don’t need to.
Now with our disclaimer out of the way, we can now get down to the review. So why did we replace our stock rear control arms with the Agency Power Rear Control Arms. For some reason the rear camber in our project car wouldn’t go past -1.2 degrees. The car was experiencing some rear sidewall rub on our tire when going through tight portions of certain tracks. The goal camber setting we were looking to get was -2.0 degrees and we were definitely not going to get that out of our current setup. Trying most of the suggestions posted on the forum without any luck we decided to find another solution. With a little research we came across Agency Power’s Rear Control Arms. Each arm comes in two pieces, which gives its ability to be adjustable (a rod end mated with the main portion with 2 bushings). It was very intriguing and at this point we were willing to try anything.
With any new aftermarket part there are always pluses and minus. A minus that should be mentioned is by adding these new arms won’t save weight but rather add more (9 ounces more per arm with the 2 pieces assembled). This is primarily due to the rod end portion of the arm. It’s made with heavy gauge metal in order to maintain strength. The main portion of the arm not only has 2 urethane bushings, but it’s also extremely light in weight. Made from a very thick aluminum (6061 aluminum) and reinforced with steel sleeves, the chances of the arms ever failing are pretty slim. The plus side with these arms is obvious; we can now get more camber! Weight savings is important but 9 ounces per side wasn’t going to kill us.
Installation was very simple and with the right tools on hand it can be done in about an hour. After installation, we headed straight to the alignment machine to get everything dialed in. The following was our initial setup (Keep in mind we still run stock sway bars):
- Front: -2.5 degrees of camber with 1/8th toe out
- Rear: -2.0 degrees of camber with 0 toe
The car was setup and ready to hit the track. Luckily Car Guys was holding a track event at Shenandoah a few days after we installed the arms, so we signed up and patiently waited for the weekend. The weekend finally arrived and we logged in our first few sessions. On some of the tighter corners, the car seemed like it needed some more camber on the front (slight push during corner entry). With a few more changes to the camber in the front we went out again. This time the car felt much better. The rear felt very planted and didn’t have the usual instability experienced on the straights when running too much camber. Turn in was crisp and responsive. The car had a tendency to push from the apex out, which wasn’t too bad because it made the car more predictable. With more track time, we could definitely iron out the small issues.
Unfortunately since it was our first time at Shenandoah, we didn’t have a base line time to compare to. What we can say is the car did feel very response and gave us more confidence to push the car more, which is based on our driving style. The nice part about having these arms is the fact that the rear camber settings can be adjusted very easily for quick changes, which was a big time saver in-between sessions.
With the track results out of the way, it was now time to talk about the project car’s street experience. Since we drove the car to and from the track we got to experience how the car felt on the street. In reality it didn’t feel very different. The only time we could tell a difference was when the car hopped through road bumps. The rear felt very light while it was going over the bumps but very stable. Purchasing these arms for just the street would not be recommended because there really wouldn’t be a need to run aggressive camber (aggressive camber settings will shorten the life of your tires dramatically). We feel that the arms would be better suited for the track junkie or possibly the car show participant. What ever the case may be, if more rear camber is needed and it can’t be accomplished with the stock setup, then give the Agency Power Rear Arms a try. Stay tuned for more follow-ups and long term results!
Special Thanks:
Vivid Racing http://www.vividracing.com
465 East Chilton Dr. Suite #1
Chandler, Arizona 85225
(866) 44 – VIVID
The Beatrush under-panel was in our Install bin for way too long, and now that we finally have it on our project Evo, we regret having not put it on earlier. The car was suffering from front-end lift at the last VIR driving school event. The stock under-panel has been off for some time now because we grew tired of removing it every time we get the evo strapped to the dyno.
A while back, we ran the car at Summit Point Raceway with and without the stock piece in place to make sure that there wasn’t any noticeable aerodynamic difference. The mistake we made was running the test when the car was completely stock. Now that the project car has a lot more power, a significantly stiffer suspension, and wider stickier tires, it became increasingly obvious that we made the wrong choice in ditching the under-panel and we’ve regretted it since, until now.
Instead of refitting the stock piece, Kami Speed had a solution for us: Beatrush’s under-panel. The under-panel is lightweight, features more aerodynamic efficiency, and promotes more down-force than the stock unit. Installation was the only tricky part because of the multiple screws, bolts, aero pieces, and instructions only in Japanese. However, everything slowly came together with a bit of trial and error. The best feature of the under-panel is that once it’s on, it’s not only easy to take it off, but there is also a removable hatch that offers easy access to the front tow hook for dyno pulls.
Once the panel was all bolted up, it was time to perform a road test. The highway was the only public area we could perform an immediate test of this modification at higher speeds. We couldn’t legally get going fast enough to show the true potential of this product. At 65mph, the road noise did seem slightly reduced, and lane changes felt a bit more precise.
As soon as we got the car on the track, the Beatrush under-panel really showed its race function and design. At higher speeds the car’s nose felt planted and the lift was eliminated. The new modification instilled the confidence to take the project car hurdling down the straights at a higher rate of speed. This as well as the decreased lift and consequently increased cornering ability ultimately shaved down our lap times.
To be fair, we had to ask ourselves if the under-panel really provided all these changes we were experiencing on track. To test the effectiveness of the panel, we decided to do one session with the panel on and one without. During the first session we were able to pull a best lap time of 1:29 (Summit Point Main Track). For the next run, we put the panel back on and ran the car. Best lap time out of the second session was 1.26. (Keep in mind that during these sessions, that there are other cars out on the track (traffic), which can obviously affect lap times.) Three seconds is a very substantial improvement and considering other factors we could safely say that the panel decreased lap times by one or maybe two seconds. The biggest source of improvement was the increase in straight-line speed, which was 15 mph faster than without the panel.
The Beatrush under-panel is well worth your money if you are having issues with front end lift. It also looks better then stock and allows for much easier dyno setup, so if you want form, function, and time savings then this is a great mod to get.
Giro Disc’s new brake piston spreader is all about saving time. Its sturdy build and purposeful design make it everything a well build tool should be. It’s perfect for use in driving schools and for those competing in time trials, where changing brake pads under a time constraint has always been an issue. The race-orientated Brembo calipers found on the Evo already facilitate the process of changing pads, but dealing with both hot and very worn pads was still a nuisance. It’s easier to forgo burnt and scraped hands; on track days there are plenty of far more important issues to worry about.
This tool provides a cost effective and time saving solution to the age old problem of changing brake pads. Brakes work by pistons in the caliper pushing against the pads to provide stopping power. As the pads see use and wear down, they get thinner. As a result, the piston must push out farther to compensate and maintain a constant travel distance between the pad and the rotor. When a worn pad is changed, the piston needs to be pushed back in order to fit the new pads into place. Before, this was a difficult process, but with this new tool, the whole job is completed in the same time it used to take us to change the pads on only one side of our project Evo.
The Giro Disc piston spreader is made from steel and is powder coated for durability. The slider is cadmium plated, and the pivot bushings are all made from nylon and will ensure a smooth life-long action.
The spreader was engineered around the popular Porsche 4-piston and GT2/GT3 6-piston setups as well as most 4-piston Brembo, Wilwood, AP, Alcon, and many other performance oriented calipers. To help accommodate almost any caliper, the amount of throw on the spreader is adjustable and has three settings. For wider 6 piston calipers, the spreading plates can be inserted, and then the whole unit can be turned 90 degrees and the plate sides for 4 piston calipers will push all 6 pistons in.
Any enthusiast who does their own brake work should consider adding one to their toolbox. After the first use, the Giro Disc piston spreader will have paid for itself.
Welcome to round two of our Lancer review. This time we’re playing with the new Mitsubishi Lancer GTS. The test car came fully loaded and was ours for a whole week. Be sure that we took all opportunities to push every button, kick the tires, and make sure that the GTS met and exceeded expectations.
First Impressions
The striking blue color of the GTS is reason enough to love this car, but if the review stopped there it wouldn’t be very convincing. The sporty rear wing, beefier front end, larger alloy wheels, and sportier suspension all play a crucial role in giving the GTS its appeal. The styling is aggressive but surely toned down from its bully sibling, the upcoming Lancer Evolution.
An important point to note is that most cars in this price segment come from the factory with a few notable exterior styling flaws. Whether it’s ugly amber lights or a spoiler that’s simply out of place, enthusiasts in this market often change these small details soon after purchase. As far as we’re concerned the Lancer GTS doesn’t fall into that category, and this step can be easily omitted.
The interior of the GTS gets even better. The clean styling of the aluminum accented dash is a phenomenal improvement over the previous lancer models. Our car was equipped with a navigation system, which is integrated with the impressive Rockford Fosgate sound system. Also included with the Nav package is a 30 gigabyte hard-drive that facilitates the storage of around 1200 songs. If you’re a technology junky and don’t think that’s enough, add an Aux input for an iPod or other mp3 player, a SIRIUS Satellite Radio, and Bluetooth compatibility to complete the lineup of cutting edge features.
Mitsubishi’s dedication to contemporary technology matches its commitment to safety. Standard Anti-lock brakes with electronic brake-force distribution, a fully redesigned and reinforced chassis, a pedestrian crumple zone, and seven airbags help the driver to keep the car in control and offer modern protection in the case of an accident.
For peace of mind the GTS comes with Mitsubishi’s 5 year/60,000 mile bumper to bumper warranty. All this and more makes the car a bargain that can be had for somewhere in the low $20,000 range.
Driving Impressions
After driving the ES our GTS test-car felt more disconnected from the road. This is simple to explain. Unfortunately, the GTS was equipped with a CVT transmission. Most customers will find that the CVT doesn’t belong in this car. Still, those in the market for an automatic with a manual shift mode should look no farther as the CVT more than adequately fills that role. However, if you are looking for a better driving experience and prefer three pedals to two, then do yourself a favor and opt for the 5-speed manual. That being said, the CVT was very smooth and quite comfortable around town or on the throughway. The CVT’s Manual mode is fun to play with especially when using the paddle shifters, but can make driving feel more like a video game than most people would appreciate.
When busy running errands, the car preformed without a hitch. There’s plenty of room to store most items, we found no annoying day to day quirks, and the gas mileage is awesome (33 miles per gallon average). Especially in traffic you’ll never find yourself saying, “I can’t find any good music.” The aforementioned AM/FM Radio, CD player, Aux/iPod input and SIRIUS subscription offer a truly staggering array of acoustic options.
Getting five adults in the modestly sized Lancer isn’t a gymnastics routine and all passengers reported being quite comfortable. Power was readily available from the 2.0 liter, 152 hp MIVEC engine. Highway driving was smooth as mentioned before in our ES review, and the car was composed at all speeds, feeling more Autobahn ready than other similarly priced Japanese cars. Handling characteristics were clean and precise. While the ES model had noticeable body roll, the GTS’s sportier suspension and tire setup helped make it much more stable and controlled. Still, it was not so firm as to be considered harsh over rougher portions of road.
Conclusion
There isn’t much more to do or say then give the usual praise given for a car that exceeds our expectations. The price is fair and the GTS is by far the best version in the current model line up. Choose a manual or CVT wisely, and enjoy great standard features while picking from phenomenal options. Overall the Lancer GTS was fun car to drive for a week and if this is any hint of what to expect from the Evolution X, then Evo fanatics get on that waiting list!
Introducing the 2007 Mitsubishi Outlander XLS 4WD. It’s no lancer, but it certainly takes several cues from the recently upgraded and longtime popular sedan. Think of it as sizing up, but not in the typical SUV sloppy handling, vague feedback sort of way. The new and improved Outlander provides enough space to haul 7 passengers and their belongings to any destination.
First Impressions:
The new Outlander is a handsome and modern looking crossover. It combines clean design with great functionality. Although not flashy, subtle styling cues do present themselves in certain areas of the car hinting at it’s off-road capability. At the same time, the modest ride height makes it functional and easy to use around town or on the freeway. The somewhat controversial clear LED rear lights may not be our cup of tea, but they did seem to blend well with the test car’s anthracite color. Two chrome exhaust tips tidy up the back end. While the Outlander is certainly not flashy, the EvoLander Concept shows potential for this chassis.
The interior is above expectations. The location of all controls and instruments are perfectly placed for easy accessibility. The dash is almost identical to that of the new Lancer. Cup holders and small storage compartments seem to be in endless supply which is especially useful for those with kids. When the need arises for extra seating, you simply pull a small tab and a bench seat folds out of the floor that’s big enough to fit two adults. This fold-away third row seating is cot-like in appearance, and less luxurious than the rest of the interior, but nonetheless is a standout feature for a car of this size. It should be noted that all back seats easily fold into the floor to create extra room for when you really need it.
Another unique feature is the split lift gate to accommodate different types of cargo. This plays very nicely with the overall utility feel of the Outlander. The sound system and blue tooth features are very nice options to have in this vehicle. The optional 650 watt Rockford Fosgate sound system is well worth the added cost and with a large subwoofer tucked neatly into the cargo area, everyone but the fanatic audiophile will be right at home.
Driving Experience:
Customers coming from a smaller car needing to upsize will be pleased with the practical features as well as the car-like handling and ride. The ride feel is more like a large sedan than a SUV. Mitsubishi really hit a home run when it came to crossing the boundary between car and SUV.
In the week of testing our Outlander encountered both rain and snow to see how it stood up against the elements. In both less than optimal conditions the Outlander preformed flawlessly. It was very stable and had an almost “German” feel to it. Even with a few inches of snow on the ground switching it into 4WD and getting out of the driveway was effortless.
The test car was equipped with Mitsubishi’s new CVT transmission. Shifts were smooth and non intrusive. The driver has the option to switch the transmission into a manual mode and while this option probably won’t find much use in a car like this, it is still nice to have choices.
Driving the car around town and on the highway proved to be enjoyable. With a 3.0 liter V6 generating 220 horsepower and 204lb of torque, the motor has more then enough grunt to handle most situations. The Outlander cruised quietly and smoothly at highway speeds. Highway driving was an important focus area because it needed to be confirmed that the Outlander was not plagued with the undesirable steering wander typically found in SUV’s.
Conclusion:
Having the Outlander in the garage for a week was an excellent way to get a feel for the car. There was plenty of time to see what the vehicle was made of. Everyday errands, grocery shopping, weekend mall trips, and the occasional Home Depot excursion, proved the Outlander a perfect daily workhorse. Getting in and out of the car is easy for young and old alike, so leave your stepladder at home. If you are looking for a superb, all purpose vehicle then look no further the new Mitsubishi Outlander is the choice to make.
![[Ask]](http://www.aliallage.com/wp-content/plugins/bookmarkify/ask.png)
![[backflip]](http://www.aliallage.com/wp-content/plugins/bookmarkify/backflip.png)
![[blinklist]](http://www.aliallage.com/wp-content/plugins/bookmarkify/blinklist.png)
![[BlogBookmark]](http://www.aliallage.com/wp-content/plugins/bookmarkify/blogbookmark.png)
![[Bloglines]](http://www.aliallage.com/wp-content/plugins/bookmarkify/bloglines.png)
![[BlogMarks]](http://www.aliallage.com/wp-content/plugins/bookmarkify/blogmarks.png)
![[Blogsvine]](http://www.aliallage.com/wp-content/plugins/bookmarkify/blogsvine.png)
![[BuddyMarks]](http://www.aliallage.com/wp-content/plugins/bookmarkify/buddymarks.png)
![[BUMPzee!]](http://www.aliallage.com/wp-content/plugins/bookmarkify/bumpzee.png)
![[CiteULike]](http://www.aliallage.com/wp-content/plugins/bookmarkify/citeulike.png)
![[co.mments]](http://www.aliallage.com/wp-content/plugins/bookmarkify/comments.png)
![[Connotea]](http://www.aliallage.com/wp-content/plugins/bookmarkify/connotea.png)
![[del.icio.us]](http://www.aliallage.com/wp-content/plugins/bookmarkify/delicious.png)
![[Digg]](http://www.aliallage.com/wp-content/plugins/bookmarkify/digg.png)
![[diigo]](http://www.aliallage.com/wp-content/plugins/bookmarkify/diigo.png)
![[DotNetKicks]](http://www.aliallage.com/wp-content/plugins/bookmarkify/dotnetkicks.png)
![[DropJack]](http://www.aliallage.com/wp-content/plugins/bookmarkify/dropjack.png)
![[dzone]](http://www.aliallage.com/wp-content/plugins/bookmarkify/dzone.png)
![[Facebook]](http://www.aliallage.com/wp-content/plugins/bookmarkify/facebook.png)
![[Fark]](http://www.aliallage.com/wp-content/plugins/bookmarkify/fark.png)
![[Faves]](http://www.aliallage.com/wp-content/plugins/bookmarkify/faves.png)
![[Feed Me Links]](http://www.aliallage.com/wp-content/plugins/bookmarkify/feedmelinks.png)
![[Friendsite]](http://www.aliallage.com/wp-content/plugins/bookmarkify/friendsite.png)
![[folkd.com]](http://www.aliallage.com/wp-content/plugins/bookmarkify/folkd.png)
![[Furl]](http://www.aliallage.com/wp-content/plugins/bookmarkify/furl.png)
![[Google]](http://www.aliallage.com/wp-content/plugins/bookmarkify/google.png)
![[Hugg]](http://www.aliallage.com/wp-content/plugins/bookmarkify/hugg.png)
![[Jamespot]](http://www.aliallage.com/wp-content/plugins/bookmarkify/jamespot.png)
![[Jeqq]](http://www.aliallage.com/wp-content/plugins/bookmarkify/jeqq.png)
![[Kaboodle]](http://www.aliallage.com/wp-content/plugins/bookmarkify/kaboodle.png)
![[kirtsy]](http://www.aliallage.com/wp-content/plugins/bookmarkify/kirtsy.png)
![[linkaGoGo]](http://www.aliallage.com/wp-content/plugins/bookmarkify/linkagogo.png)
![[LinkedIn]](http://www.aliallage.com/wp-content/plugins/bookmarkify/linkedin.png)
![[LinksMarker]](http://www.aliallage.com/wp-content/plugins/bookmarkify/linksmarker.png)
![[Ma.gnolia]](http://www.aliallage.com/wp-content/plugins/bookmarkify/magnolia.png)
![[Mister Wong]](http://www.aliallage.com/wp-content/plugins/bookmarkify/misterwong.png)
![[Mixx]](http://www.aliallage.com/wp-content/plugins/bookmarkify/mixx.png)
![[MySpace]](http://www.aliallage.com/wp-content/plugins/bookmarkify/myspace.png)
![[MyWeb]](http://www.aliallage.com/wp-content/plugins/bookmarkify/myweb.png)
![[Netvouz]](http://www.aliallage.com/wp-content/plugins/bookmarkify/netvouz.png)
![[Newsvine]](http://www.aliallage.com/wp-content/plugins/bookmarkify/newsvine.png)
![[oneview]](http://www.aliallage.com/wp-content/plugins/bookmarkify/oneview.png)
![[OnlyWire]](http://www.aliallage.com/wp-content/plugins/bookmarkify/onlywire.png)
![[PlugIM]](http://www.aliallage.com/wp-content/plugins/bookmarkify/plugim.png)
![[Propeller]](http://www.aliallage.com/wp-content/plugins/bookmarkify/propeller.png)
![[Reddit]](http://www.aliallage.com/wp-content/plugins/bookmarkify/reddit.png)
![[Rojo]](http://www.aliallage.com/wp-content/plugins/bookmarkify/rojo.png)
![[Segnalo]](http://www.aliallage.com/wp-content/plugins/bookmarkify/segnalo.png)
![[Shoutwire]](http://www.aliallage.com/wp-content/plugins/bookmarkify/shoutwire.png)
![[Simpy]](http://www.aliallage.com/wp-content/plugins/bookmarkify/simpy.png)
![[Slashdot]](http://www.aliallage.com/wp-content/plugins/bookmarkify/slashdot.png)
![[Sphere]](http://www.aliallage.com/wp-content/plugins/bookmarkify/sphere.png)
![[Sphinn]](http://www.aliallage.com/wp-content/plugins/bookmarkify/sphinn.png)
![[Spurl]](http://www.aliallage.com/wp-content/plugins/bookmarkify/spurl.png)
![[Squidoo]](http://www.aliallage.com/wp-content/plugins/bookmarkify/squidoo.png)
![[StumbleUpon]](http://www.aliallage.com/wp-content/plugins/bookmarkify/stumbleupon.png)
![[Technorati]](http://www.aliallage.com/wp-content/plugins/bookmarkify/technorati.png)
![[ThisNext]](http://www.aliallage.com/wp-content/plugins/bookmarkify/thisnext.png)
![[Twitter]](http://www.aliallage.com/wp-content/plugins/bookmarkify/twitter.png)
![[Webride]](http://www.aliallage.com/wp-content/plugins/bookmarkify/webride.png)
![[Windows Live]](http://www.aliallage.com/wp-content/plugins/bookmarkify/windowslive.png)
![[Worlds Movies]](http://www.aliallage.com/wp-content/plugins/bookmarkify/worldsmovies.png)
![[Yahoo!]](http://www.aliallage.com/wp-content/plugins/bookmarkify/yahoo.png)
![[Email]](http://www.aliallage.com/wp-content/plugins/bookmarkify/email.png)
). Don’t get me wrong, the complaint list is small and almost not worth mentioning but since this is my blog:
