JP Cariño shares with us the sights of Osaka Automesse 2011 through his lens.

[Show as slideshow]

1234...678►

Now you can alter the camber settings on your car, anytime, anywhere, whether for street or track use.

Camber Basics

Before we begin, let’s give a rundown on what camber is and how does this affect your car’s overall handling. Remember that camber angle is made by the wheel that exhibits itself either as, positive or negative. More specifically it is the angle between the vertical axis of the wheel and the vertical axis of the vehicle when viewed from the front or rear.

Positive camber is achieved when the top of the wheel is further out than the bottom.

Negative Camber is when the bottom of the wheel is further out than the top.

Negative camber as this diagram suggests is typically found on vehicles that are set up for track/autocross.

Camber angles alters the handling qualities of any suspension design, in particular negative camber improves grip when cornering, at the expense of premature inner tire wear. However in most cases, it is usually desirable to have the car adjusted for neutral steer, so that it responds quickly to a turn of the steering wheel, like the settings on production cars where car manufacturers tend to err towards positive camber to deliberately instill understeer onto its handling as this is deemed safer for inexperienced drivers.

The most common handling problems are:

Understeer

This is the condition when the front tires experience a loss in traction during a cornering situation, thus causing the car to head towards the outside of a corner.

Oversteer

This is the condition when the rear tires experience a loss in traction during a cornering situation, thus causing the rear end of the car to head towards a corner.

Bodyroll

This is the condition when the car’s body leans towards the outside of a curve, whereby this situation can cause the wheels on the inside of the wheel to be loaded with less tire grip that will contribute to an over or understeer situation.

Camber Angle                   Reduce Understeer                               Reduce Oversteer

Front camber                Increase negative camber                 Reduce negative Camber

Rear camber                  Reduce negative Camber                  Increase negative camber

Adjustable Camber Plates

These plates replace the topmost portion of your McPherson strut or coil-over.  Located on its center is what is called the pillowball mount. This allows the strut to move in such a way that it can be adjusted for different camber settings.  There are 2 Allen head type bolts on either side, that when loosened will enable one to move the strut inwards (Positive) or outwards (Negative) along with the plate.  Also located on the pillowball mounting plate is a graded mark that signifies how many degrees and if it is either negative or positive with 0 as the center. Simply line up the marker with the one on the plate with your desired camber setting and then tighten up the 4 Allen head bolts and that’s all there is to it.

The Objective

Don’t expect a dramatic improvement in handling by simply dialing in way too much camber.  Remember that in order to achieve the proper camber angle, the initial camber setting must be sufficient enough to compensate for camber lost due to body roll and suspension design. High performance settings normally dictate more negative camber and more positive caster. This is because both of this will help keep the wide tires more upright during cornering, thereby maximizing the tire’s contact patch on the pavement. However, camber angles greater than 3 degrees negative will affect transient handling (Takes too long for the tire’s sidewall to roll over and flatten out) and is indicative of that one should make suspension changes elsewhere. Bottom line here is that the interaction between driving conditions and suspension limitations dictates compromise.

Pros

No more inconsistent handling

Improved turn-in feel

Keeps the contact patch wider on the pavement

Perfect for vehicles that see autocross and track days

Enhances overall steering feel

Cons

Bit costly, but effective.

Too much negative camber will result into increased rolling resistance.

New Tech

Adjustable Camber Bolts by H&R

H&R’s new Triple C camber adjusters are a simple, yet very effective means of removing excessive camber, adjusting your vehicle’s camber settings, or even correcting small side-to-side camber variations for precise alignment. Consisting of a pair of specially-designed bolts, H&R’s patented Triple C camber adjusters replace the original upper fastening bolts on all McPherson strut applications. As the bolt is turned, a small cam eccentric alters the vehicle’s camber, allowing adjustments from 0-3 degrees, positive or negative. Installation takes only minutes with readily-available hand tools, and benefits include increased tire life, improved tracking and the ability to dial in more camber for weekend track events.

SPEEDLAB
HONDA POWER PACKAGE

Looking for more power through bolt ons? The SpeedLab Honda Civic Power Package is complete system guaranteed to give you up to 20% more power over stock. First is the SpeedLab K&N short ram intake system that removes the stock and restrictive airbox, allowing more airflow for the engine. Next is the SpeedLab stainless steel header and midpipe, this replaces the undersized and convoluted stock exhaust piping, allowing exhaust gases a speedier exit freeing up even more power. And finally there’s the Unichip piggyback fuel and ignition timing computer. By adjusting the optimum fuel delivery and when the spark plug fires, the Unichip can optimize your engine’s combustion process giving you more power, better throttle response, faster acceleration as well as improving fuel consumption. Log on to www.speedlab.com.ph to view the dyno charts.

For Inquiries:
SPEEDLAB
871 Quezon Ave. Quezon City
(+632)3764648/3764651
E-mail: speedlab@speedlab.com

RECARO
Sportster CS

The ultimate sports seat – in hybrid construction – developed for true motor sport fans who do not want to compromise functionality and comfort or those who seek the latest technology packaged in a
sleek and elegant sports seat. RECARO’s latest sports seat, the ‘Sportster CS’ is available with an integrated universal side airbag – safety and sporting flare for a perfect combination of a racing shell and a sport seat.

This luxurious ‘comfort seat’ was aimed squarely at the “frequent driver” target group, offering them the latest technology in road safety. RECARO’s Stuttgart-based engineering team used the synergies and experience gained from “ergonomics” and “motorsport” to maximum effect, developing the world’s most technologically advanced and comfortable sports seat, effectively a reclining racing shell.

For Inquiries:
Excellar Enterprise, Inc.
73 N. Roxas corner Banawe Sts.
Quezon City, MM., 1114, Philippines
(+63 2) 712.5373 to 74 / 712.5379 to 80
Web: www.excellar-auto.com

Slime Smart Spair™ Tire Repair Kit
REPAIR FLAT TIRES IN A SNAP

As hundreds of thousands of motorists hit the roads, flat tires should be the furthest thing from their minds—and can be made possible—with Slime’s Smart Spair tire repair kit. This handy tire repair kit comes with a powerful 300 PSI air compressor, a 16-ounce bottle of Slime Super Duty Sealant and a complete air valve tool kit, the Smart Spair tire repair kit is a must-have for road trips.

The Smart Spair tire repair kit fixes at least 85-percent of all flat tires. The compact kit replaces the spare tire, jacks and tools that help lower the overall weight of the vehicle and free up valuable trunk space.

The portable, 12-volt air compressor boasts 300 PSI of power and plugs directly into the vehicle’s cigarette lighter, significantly reducing the time it takes to fix or change a flat tire. In this simple process, there is no need to remove the tire or jack up the car. Slime sealant is inserted into the tire through the tire valve stem, and the compressor is used to inflate the tire while the driver waits safely inside the car. Within minutes the puncture is sealed, the tire is completely inflated and the car is ready to hit the road again. The estimated time the motorist will spend fixing the tire is less than ten minutes. Smart Spair tire repair kit is available at all Blade outlets and Hans Tools.

For Inquiries:
Hart International, Co.
322 Santolan Road, Brgy Little Baguio
San Juan
Telefax: 632-744-5875
Website: http://www.HARTINTL.com
Email: Hart_Intl@yahoo.com

BORLA
Boomer Mufflers

BORLA Boomers are full-blown, high-tech, dyno and race-proven mufflers for the street or track. These eye-popping, fully polished mufflers utilize BORLA’s patented race-winning technology. They boost horsepower levels from 7% – 10% while adding that distinct head-turning sound. Available in a variety of sizes and universal-fit styles, BORLA Boomers are made of aircraft-quality high quality stainless steel and include a Million Mile Warranty.

For Inquiries:
XENON-BULBS
20 G.Araneta Ave.
Quezon City
(+632)7160348/7131998

HKS
SSQV Blow-Off Valve Version-2

Highly distinguishable through its newly designed casing, this is the latest Blow-Off Valve from HKS. Unlike other conventional push type blow-off valves, the HKS Version-2 SSQV is a dual stage pull-type relief valve. This guarantees that it will not leak under any boost level because the boost pressure in the chamber keeps the valve closed against its seat. The SSQV releases excess boost when there is a pressure alteration in the chambers, and not by the rate of boost pressure or vacuum in the line. This ensures a quick valve response and complete closure during idle. For maximum performance, the HKS SSQV incorporates both a small primary valve for ultra quick activation, and a larger secondary valve for additional discharge capacity. The Version-2 features a unique finned design and is constructed from billet aluminum to ensure long-term durability and a high luster look. The triple-fin discharge port design produces a powerful, unique and aggressive blow-off sound. The HKS SSQV is available as a universal kit or vehicle specific kits.

For Inquiries:
Emperor Motorsports
#128 Ortigas Home Depot
Julia Vargas St.
Pasig City
(+632)914.0125
E-mail: emperor_motorsports@yahoo.com

SpeedLab
Honda Civic R18 Turbo Kit

SpeedLab introduces their first complete 100% bolt on kit for the new Honda Civic 1.8L R18 engines equipped with either an automatic or manual transmission. The kit contains everything and installs in a about 10 days. Dyno proven to deliver an increase of 70hp-90hp.

The kit consists of the following:
- GT28 turbocharger
- Cast iron turbo manifold & outlet
- Stainless steel pipings
- Silicon hose couplers
- K&N high flow filter
- Front mount intercooler
- HKS or Greddy BOV
- Oil supply & return lines
- 590cc Injector
- Unichip piggyback engine management
- Labor and installation
- Dyno tuning

For Inquiries:
Speedlab
871 Quezon Ave. Quezon City
(+632)3764648/3764651
E-mail: speedlab@speedlab.com

SpeedLab
Mazda 3/Ford Focus Header

Long runner design is designed to extract maximum horsepower from you Mazda 3 or Focus. Full TIG welded stainless steel construction will not rust. Our headers delete the catalytic converter and feature provisions for both primary and secondary O2 sensors. 100% bolt on installation with no cutting or welding. Dyno proven to give 10-15hp gains. SpeedLab headers will fit all Mazda 3 models (1.6L and 2.0L) as well as all Ford Focus models (1.6L, 1.8L and 2.0L)

For Inquiries:
Speedlab
871 Quezon Ave. Quezon City
(+632)3764648/3764651
E-mail: speedlab@speedlab.com

ULTIMATE DUSTER

From the same company who brought the ultimate cleaning cloths, Microtex now unveils their latest product which is their Ultimate Duster. With specially processed cotton mop strands coated with paraffin wax to maintain the vehicle’s luster and shine, the Ultimate Duster from Microtex is designed to offer excellent dusting capabilities and guaranteed not to scratch even the most delicate paint jobs. The Ultimate Duster is also maintenance free as it does not need cleaning or washing to maintain its efficiency.
For Inquiries:
Halden Galway Intl. Corp.
483 Barcelona St.
San Nicolas, Manila
(+632)2445538
E-mail: halden_microtex@emailaccount.com

DUPONT
CARNAUBA WAX

Maintain your vehicle’s paint job with DuPont’s premium Carnauba Wax to produce an extra long lasting glossy appearance while removing and protecting the paint surface against harmful road grime, bugs, grease, and dirt. Periodic use will also help fill in minor swirls and scratches from your paint to further beautify your vehicle. DuPont’s Carnauba Wax is easy to apply and contains no abrasive materials. Regular waxing is also recommended during the rainy season to prevent the buildup of harmful contaminants.

For Inquiries:
Highland Trading
124 Unit-4 Pelbell II Bldg.
Shaw Blvd. Pasig City
(+632)6355195 to 97
E-mail: highland@globenet.com.ph

The 2009 Tokyo Auto Salon kicked off last January 9 at the Makuhari Messe. Being the biggest custom car show in Japan, it attracted more than 600 car displays and dozens of exhibitors showcasing the latest in tuning and modifications.

Arguably the two hottest machines in the show were the world beating R35 Nissan GTR as well as the newly announced Nissan 370Z (Z34). Despite being barely two months old, several tuners were already on hand to display modifications done to the latest iteration of Nissan’s Z Car. Companies such as Fujitsubo, Sunline Racing, Impul, Cockpit, etc. all had their modified Z’s on display. Zele International had a pair of matching orange R35 GTR and Z34. The two cars were being sold by Zele in limited numbers as completely built, pre-tuned machines.

Also incredibly popular were Mitsubishi’s new Evolution X and Subaru’s STI. Several companies were on hand displaying modifications available for the two rally-bred machines. One of the more interesting Evos was the HKS CZ200S Evo X. It actually wasn’t part of the Auto Salon itself but was displayed outside rather inconspicuously. The white Evo barely had any graphics on it but a closer look revealed just how much HKS has been able to squeeze out of the current Evo. Just a week before the Auto Salon, HKS took the Evo to Tsukuba and with Super GT driver Nobuteru Taniguchi behind the wheel, the car was able to hit the 59+ second barrier, making it the fastest Evo X in Tsukuba.

The Hondas also made a large showing in TAS 2009. Honda Motors Corp. brought out its Fit and S2000 Modulo concept as well a FD Civic Type R Super Taikyu race car. Renowned Honda tuner J’s Racing brought out their Fit (Jazz) and a nice widebody AP1 S2000 designed to commemorate the model’s 10th anniversary. It’s hard to believe that the S2000 is already 10 years old, with countless companies still churning out parts and modifications for it. Arguably the most impressive Honda at this year’s event was the Mugen NSX RR Concept. Outfitted with a full Super GT style widebody kit, Mugen pulled out all the stops, even replacing the standard 3.2 liter NA engine with a 2.4 liter supercharged one.

This year’s Tokyo Auto Salon also featured an “Import Auto Salon”, a separate event catering to mostly non-Japanese vehicles. Popular European cars such as the BMW E92 M3, Porsche 911 series, as well as supercars from Mercedes and Audi were all on display. Some of the more outstanding cars included the ASI equipped widebody Bentley Continental GT, the Rauh-Welt flat black Porsche 930, and two diamond-encrusted Mercedes Benz SL series convertibles.

The Tokyo Auto Salon has traditionally been the place where new cars from the most talented and popular drifters were unveiled. This year was no different as two of the most anticipated new machines were unveiled for the first time. Nobushige Kumakubo of Team Orange showed off his RWD Evolution X for the first time. The car was able to give a few demonstration runs outside to the delight of the crowd. Takahiro Ueno of T&E unveiled his BMW E92 M3, complete with a full widebody kit from T&E’s Vertice Design series. The car was a distinct departure from Ueno’s usual bright red Toyota Soarer drift car. However it wasn’t entirely different as the BMW has had its original 4.0 V8 engine replaced with a 3.1L 2JZGTE engine, similar to the engine used in his previous Soarer.

With all the news about the global economy and the losses incurred by most major auto manufacturers, the 2009 edition of the Tokyo Auto Salon seemed to bring some sort of good news. As the automotive tuning and modification industry proved to be alive and well.

[Show as slideshow]

1234...678►

How do you define Horsepower? A good way to effectively explain this word is to give a glimpse of history back to the time of the British inventor James Watt (1736-1819). It was Watt who coined the term “horsepower,” to increase sales of his improved steam engines. He had previously agreed to take royalties of one third of the savings in coal from the older Newcomen steam engines. This royalty scheme did not work with customers who did not have existing steam engines but used horses instead. Watt observed that a horse could turn a mill wheel 144 times in an hour, or about 2.4 per minute. Watt calculated that the horse pulled with a force of 180 pounds (just assuming that the measurements of mass were equivalent to measurements of force in pounds-force, which were not well-defined units at the time). So:

James Watt and Matthew Boulton later standardized the figure to 33,000 ft. – lbs. / minute, the figure we use today. Horsepower is defined as work done over time. The exact definition of one horsepower is 33,000 ft. – lbs. / minute. Put another way, if you were to lift 33,000 foot-pounds over a period of one minute, you would have used up one horsepower. Engine horsepower is the relationship between known engine torque at specific engine speed divided by Watt’s equivalent unit of one horsepower. Simplified, the equation is:

TYPES OF MEASUREMENT:

INDICATED or GROSS HORSEPOWER

This is the old process that American manufacturers used as a guide for rating their cars. It was in place prior to 1972. SAE gross horsepower also measured at the flywheel, but with no accessories to bog it down. This is the bare engine with nothing but the absolute essentials attached to it; little more than a carb, fuel pump, oil pump, and water pump. SAE J245 and SAE1995 define this measurement.

SAE NET HORSEPOWER

In 1972, American manufacturers phased in SAE net horsepower. This is the standard on which current American ratings are based. This rating is measured at the flywheel, on an engine dyno, but the engine is tested with all accessories and standard intake and exhaust system. Both SAE net and SAE gross horsepower test procedures are documented in Society of Automotive Engineers standard J1349. Because SAE net is so common, this is the standard we will use to compare all others. This is what most automotive manufacturers publish as SAE net horsepower. Because SAE gross ratings were applied liberally, at best, there is no precise conversion from gross to net. Comparison of gross and net ratings for unchanged engines show a variance of anywhere from 40 to 150 horsepower.

BRAKE HORSEPOWER (BHP)

Prior to electronic bench testing, horsepower was quantified as the amount of resistance against flywheel brake. Although the method is no longer used, the term remains an industry standard. Often road test magazines will measure as “bhp”. This is just another way to talk about SAE net horsepower.

DIN HORSEPOWER

This is a standard, DIN 70020, for measuring horsepower that very closely matches SAE net. The conditions of the test vary slightly, but the required equipment on the engine and the point of measurement (flywheel) remains the same. Because the test conditions are similar, it is safe to divide DIN horsepower by 1.0138697 (metric horsepower) to arrive at SAE net. This value is so close to equal that for all but the most technical purposes DIN and SAE net are interchangeable. However, be aware that DIN “horsepower” is often expressed in metric (Pferdestärke/ps) rather than mechanical horsepower.

SAE CERTIFIED HORSEPOWER

In 2005, the Society of Automotive Engineers introduced a new test procedure (J2723) for engine horsepower and torque. The procedure eliminates some of the areas of flexibility in power measurement, and requires an independent observer present when engines are measured. The test is voluntary, but engines completing it can be advertised as “SAE-certified”. Many manufacturers began switching to the new rating immediately, often with surprising results.

ADVERTISED HORSEPOWER

This rating is measured at the flywheel. The engine is tested on an engine dynamometer or engine dyno by the manufacturers based on SAE net standards. Those horsepower figures presented in advertising materials are often based on engine tests under ideal environment to be able to advertise the best results. These figures are merely a baseline figure taken from the most powerful engine tested or an average of the engines tested.

EFFECTIVE HORSEPOWER

In automobiles, effective horsepower is often referred to as wheel horsepower. Most automotive dynamometers measure wheel horsepower and then apply a conversion factor to calculate net or brake horsepower at the engine. Wheel horsepower will often be 5-15% lower than the bhp ratings due to a loss through the drivetrain.

The most common chassis dyno, the inertial dynamometer (popularized by DynoJet), measures the horsepower as delivered to the wheels – whether front (fwhp), rear (rwhp) or both (4whp). This kind of machine measures the horsepower produced by the engine and computes for the torque from the engine speed. In other chassis dynos like Bosch, Dynopack, etc., the torque output measurement is rather based on the relationship of horsepower and the wheel speed. That is why the torque figures in the first, second and third gears are completely different.

SURPRISE HORSEPOWER

Factory ratings are all well and good. But manufacturers, measure horsepower at the flywheel (test on an engine dyno in a controlled environment). Ironically many enthusiasts measure horsepower at the wheels (test on a chassis dyno), mainly because they are not interested in ripping the engine out of their car to have it tested on an engine dyno. And, to the surprise of many, the horsepower numbers presented in advertising and brochures aren’t always accurate.

The dynamometer is a measuring machine, in order to make a proper comparison, it should be made using the same type of measuring machine.

Well, without taking into consideration the circumstances under which it is measured, testing wheel horsepower (whp) makes it difficult to convert from what the dyno says to what the manufacturer says. All that equipment between the engine and the wheels – the transmission, driveshaft, differential, and axles – introduce friction and inertial losses summarized as “power train loss” or “parasitic losses”. The efficiency of the driveline can greatly affect the amount of the power train loss. Some may incur more power loss, some may incur less. It really depends on the design of the drivetrain and the weight of the parts. That is why there is no real formula for converting wheel horsepower to engine horsepower (contrary to popular belief).

[Show as slideshow]

From its humble beginnings in 1996 as a small paint shop to becoming a major player in the Philippine aftermarket industry, A-toy Bodykits has truly come a long way and achieved a level of success not common in the automotive aftermarket industry. It all began with Victor “Atoy” Llave’s vision of making cars look good. The idea of getting into custom body kits came after observing the different cars that were winning shows ten years ago. It was also this budding fascination that drove him to start the business now known as A-toy Bodykits.

Llave first took time to learn the basics of fiberglass manufacturing by researching and attending seminars. However, as he was a new player in the industry, the market didn’t really accept his creations immediately. It even came to a point where thought about giving up the whole thing at the end of 1998. But in 1999, he decided to give one last shot as he participated at the Trans Sport Show. Needless to say his entry was able to win a major award. This was the major turning point for the business, as his products garnered recognition and new customers began to come to him.

The year 2000 was his first recognition as a bodykit maker through winning the Best Bodykit award in the Trans Sport Show. It would not be the only one as he would win more and more awards in the next few years. It was after this that Llave decided to diversify and look into making wide-body modifications in 2001. And thereafter, Llave introduced several trends to the country like vertical doors, suicide doors, and full body modifications.

AI: Since when were you into cars?

VL: Ever since high school I was interested in cars already. But during college, I got more into it that I planned to start the shop during my last year of college.

AI: How long have you been in the aftermarket industry?

VL: Technically, it would be 10 years now for the shop which started in 1996. But I started with bodykits in 1997.

AI: What inspired you to get into this business?

VL: It started out as just a hobby for painting cars. But the idea of body kits came when I was inspired by Andy Cheng of Starbright Bodykits, who was quite successful already at that time despite his young age.

AI: Do you think the industry has gone a long way since you started?

VL: Yes it has, especially now, consumers are more demanding. Their needs have become more dynamic that car manufacturers actually consider additional body styling to sell cars. Even the media has been paying attention to the aftermarket industry.

AI: Do you see our industry growing still in the years to come?

VL: Yes. We have many good players and I want everybody, even my competitors to grow. I don’t want to monopolize things because the market is so vast.

AI: Would you consider yourself as a prominent part of the industry?

VL: I would not like to put it that way, as people have different opinions on that. I can say that I am a trendsetter in the car styling business.

AI: What’s your take on the carshows we have today?

VL: We have too many carshows already as of now, but we still do participate in the major ones. I have begged off joining the minor shows to give chance to small players and amateurs who might be discouraged if professionals came and overshadowed them.

AI: What do you classify as your best work so far?

VL: I would have to say, that my Japanese car customized to look like a European car. With it came many criticisms as well. I even got a complaint letter from the German car manufacturer and much more slack on the various Internet forums. But for me, it’s just the thought of making this a reality that mattered. It was more of a business card to show what A-toy Bodykits can do.

AI: What would you consider as your best achievement?

VL: Modesty aside, I would have to say that I am partly responsible for putting the Philippines in the aftermarket map right now. My designs are now well accepted by major Japanese car manufacturers, some of which are even approved by their principals in Japan.

AI: What are your future plans?

VL: I’m planning to diversify into mass production and investing in plastic forming to achieve this.

AI: Do you have any last words?

VL: With regards to competition, I don’t really take it personally that some of them copy my designs. But I would like to encourage them to make their own designs, because they might even turn out to be better. That way they can really feel their achievement. I really hope all of us can continue to grow, whether small or big shops, so that we can all better cater to the consumers.

I would also like to give credit to Andy Cheng of Starbright Bodykits who helped me out a lot back when I was starting. Even though we have this kind of competition between us, I think it’s all just about business.

And lastly, with the criticisms I have been receiving, good or bad, I just accept these as suggestions on how to better my products. Sometimes I even learn from these criticisms. I don’t claim to know everything just because I am part of the industry. I actually thank my critics for their contribution to my work.