Slick Performance Tips for Automotive Enthusiasts

Your car is quick. It handles well. It performs better than most cars on the road. But you still find yourself asking how it can be better. Can you squeeze a few more horsepower out of your engine? Can you shave a few tenths of a second off of your zero to sixty time? The answer to these questions is yes. With the right modifying parts, almost any vehicle can be made into a performance vehicle.

You can start at the back. Modifying your exhaust system can reduce strain on your engine and improve your power output. Most factory standard exhaust systems come equipped with mufflers designed for one thing: to keep your engine quiet. But you don’t really care about that. In fact, you would much rather hear the beast under your bonnet roar free. A smaller, lighter, less intrusive performance exhaust system will remove the bottleneck and boost your engine power.

But that’s only what comes out of the engine. What about the input? An engine can only go as quick as the air it takes in. Naturally aspirated performance engines have become legends, but their massive weight and bulk can turn any quick sports car into a rubber eating, turn ignoring beast. Artificially aspirating your engine can lend to a significant boost in power without pinning your car to the pavement under a ton of metal.

One way to accomplish this is to add a supercharger. This is an air compressor, driven by your engine’s crank shaft, that pumps greater volumes of air into your engine, thus increasing power output. Superchargers have become the standard for many different kinds of racing, and can be found sprouting from the bonnets of classic muscle cars.

The other form of artificial aspiration is the turbocharger. This is another type of supercharger, but instead of being powered by the crank shaft, it is driven by an exhaust turbine. The engine pumps its exhaust into a turbine to power the compressor, which, like a conventional supercharger, forces more air into the engine. Smaller and light, turbochargers are usually found in long distance forms of racing, such as rally.

When choosing between these two, it is important to ask what you want your car to do. Superchargers, powered immediately, can immediately boost your acceleration, giving you the advantage in drag racing or short distance circuit racing. Turbochargers are lighter, but since their power comes from the engine’s exhaust, they take longer to start pumping air into the engine and are susceptible to “turbo lag” if not tuned properly.

With the right tuning, any car can be a performance vehicle. Get your custom parts and start seeing how you can make your vehicle quicker.

Why Is It That Automotive Personnel Get Trained Differently in the Modern World?

Why is everybody under the impression that automotive staffs don’t get proper training in the modern world? It is not only automotive staff who don’t get proper training in the modern world, as this phenomenon is happening in nearly every trade you can think of, but is more serious in some trades than others.

Nobody gets trained the same way as ten years back, as all trends around the work places have changed lately, especially in the automotive trade. The whole automotive industry has changed due to the modern technology which was implemented into cars. In the past anybody who wanted to become part of the automotive staff sector had to undergo intensive training, before they could became part of the bigger automotive picture.

But in the modern world people get trained by doing a few different courses in a field and get taken up into the automotive work force, where in the past they had to undergo training in a specific field over a few years. They had to start as apprentice by doing theory courses and technical courses before they could write their final exams.

In the modern world this process hardly gets followed anymore in many countries, people get to work in a car dealership without attending these special courses or without any form of earlier training. It became a case of on the job training without a leading hand as was the case in the past. This phenomenon is not only occurring amongst automotive personnel in dealerships it is happening throughout the automotive trade and in all walks of life.

People get conditioned in this new work system just to do a certain job not realizing they become slaves to the greater need in the society. Just look around you and you will realize due to all the systems, people have lost their individualism and become slaves.

If you talk about automotive personnel just take note next time when you want to buy a new car, you get told this is how things work without any options. That is not true at all as you as the customer still have a lot of options if you know how to apply a few principles and rules of your own. All of the universal laws and rules are still in place and there for us to use as people, even if we get told that it doesn’t work like that anymore.

See the Lancer Family at Mitsubishi Dealerships

Mitsubishi dealers around the world will be no doubt showing off their latest addition – the Lancer Sportback. You’ve no doubt seen the advert on television where a little boy asks his dad “where did I come from?” Unlike my dad, the on-screen one has the Sportback to help him explain the birds and the bees in graphic detail whilst showing off the curves of the car. “That’s so cool” replies his son. “My friend Tommy only comes from Scotland”. Oh the hilarity.

Yet the Sportback is most definitely part of the Lancer family and I reckon it sits somewhere in the middle. The Mitsubishi Lancer has been around the longest and has seen it all. It is subtly styled, drives sensibly and is reliable. It knows exactly what a customer that doesn’t agonise over torque steer and turbo-lag wants and delivers it impressively whilst being, well, unimpressive and unassuming. Without doubt it is the granddad of the family.

Next up is the Sportback. Fittingly in the commercial a father is driving it and this is the role the car takes within the Lancer family. Everything is a bit sleeker, performance punchier and the ride sportier without ever being uncomfortable. Crucially it still retains the practicality of the Lancer and still does everything a family saloon should.   Finally there’s the snarling, raucous, fire-eating Lancer Evolution. Currently in its tenth incarnation, this car takes fuel economy, soft suspension and subtle styling and runs them over, reverses and dos it again just to make sure. This is the car that is worshiped by anyone will a large wallet and the inability to grow facial hair. Unfortunately I only fall into the second category. With 0-60mph coming up in 4.1 seconds, many a Ferrari has been left embarrassed and this is despite the Evolution having four doors and the same boot as its granddad. Yep, you’ve guessed it; the Evolution is the son that ran away from home, has some scrapes with the police for speeding and ended up mixing with the wrong crowd on the rally circuit. No wonder there’s no mother in my Mitsubishi Lancer family tree.

So the Sportback is aimed squarely at ‘cool’ dads who would consider the basic Lancer ‘boring’ and the Evolution ‘thirsty’. Why’s it cool then? Well for a start Mitsubishi dealers’ will have been told to say the front end is styled on that of a fighter jet. After all who hasn’t wanted to be a fighter pilot at some stage? I certainly wouldn’t get into the Sportback by mistake, rather than my F16 parked next to it, but you can see where they’re coming from. Think of it more like the new front end of the Audi range and you’d be closer.    The rest of the car is sensibly styled but found favour with me, even though I love more vents than a skyscraper on my cars. The interior is typically Japanese so what it lacks in flair, it more than makes up for in usability and the quality of materials used. That said, the Sportback certainly takes things forward from previous incarnations with the dials neatly housed in pods, and an on-board computer within easy reach (and one that’s much easier to use than BMW’s infernal i-Drive system). Rear legroom is good as is the boot which thanks to the Sportback being a hatchback rather than saloon like its other family members helps add far more capacity for your shopping.

On the performance front it’s not going to give you whiplash but is more than ample for the school run or motorway cruising. The 1.5 litre diesel takes you from standing to 60mph in 11.8 seconds and onto a top speed of 114mph. One thing that did worry me is that despite this sensible performance, fuel consumption isn’t great – 29.7mpg. Far more than an Evolution X I grant you, but only 4.7mpg better than the combined return a Mazda RX-8 gives you and that gives you whiplash AND rips your eyeballs out on acceleration. Yes it’s not anywhere near as practical so let’s move on.   If you have read this and are thinking “the Sportback is for me” then great, you’ll be pleasantly surprised with what you receive. If on the other hand you really like the Sportback, secretly want an Evolution but can’t afford it (that’ll be me definitely) then never fear as Mitsubishi are launching the Sportback Ralliart. Even sillier name, but it’ll essentially be a Sportback with rally pedigree that’ll fall nicely into the family between the Sportback and Evolution – step son? Cool uncle? Answers on a postcard please.

1950 Allard J2 – The Best of Mid 20th Century Euro-American Automotive Engineering

If you have been looking for a stunning sports car that exemplifies the best of English and American technological innovation and design the 1950 Allard J2 tops the list. These cars were produced during the 1950s and they were incredibly popular during this time period. What was even more amazing is that the cost of these cars was quite moderate. These cars enjoyed a popular appeal in both Europe and America when they were first produced and still today they are one of the most highly sought of older sports car models. This roadster was only produced as a limited series of 99 vehicles between the years 1950 and 1951.

The J2 Allard gave a driver an impressive amount of speed and performance and the handling was smooth enough to make them suitable for highly experienced or novice handlers. When the 1950 Allard J2 was put onto the racing circuit the sporty vehicle  quickly earned first place listings in race courses on both continents. Sebring and Bridgehampton were only two of the places where this little speedster earned its reputation. Today these well built coupes are perfect specimens to be used on road rally courses and of course the cars are highly desirable by people who only want them placed in show competitions.

One of the best known construction features of the 1950s Allard J2 is the split I- beam axle used in the front end design. This gave the cars that fiercely distinct elongated nose; but it also made it possible to attach the special telescopic shock absorbers and heavy coiled springs that created an exceptional ride. There was a track rod at the rear of the split axle design and it was fashioned from three separate sections. In addition there were two idler arms at the rear and two radial arms which were also attached to the axle beams. To give the vehicle  additional stability and suspension assistance there was a de Dion axle connected to the axle at the rear with the same style of coils and telescoping shocks that were used at the nose assembly. The incredible power of the J2 Allard in 1950 was made possible by a special Ford torque tube which was very much different from what other similar speedsters were using.

When the very first of the 99 1950  Allard J2 vehicle models were being rolled off the assembly line they were made with the souped up V8 Mercury flathead engines. These engines gave the cars incredible power and speed but as the racing legend of the Allard J2 models grew the increased need for even better speed was a must. This need was answered by installing new V8 engines in the Allard vehicle line including the Ardun OHV flathead and the Chrysler Company’s powerful Hemi V8 model.

The chassis of the original 1950 J2 Allards all had exceptionally deep sides and these were interconnected with four big bore tubing assemblies. The cars transmissions had more bracing than just the four large diameter tubes and this gave the vehicle  outstanding stability but still the overall weight was quite light. This made these roadsters one of the speediest sports car designs on the road.

The lightweight bodies of the 1950 Allard J2 sports coupes were constructed from featherweight aluminum sheets that were molded and then attached with specialized bolts and fasteners. The fasteners were designed for quick and easy release and together the bolts and fasteners made stripping the car easy and fast. This meant that if the cars needed to be worked on by a mechanic, upgraded, or repaired it could be done in the shortest time frame possible. Even road, in-house or mechanical testing on the vehicle was able to be accomplished in unusually fast turnover times due to the innovative engineering and design of the cars.

There were some specific 1950 Allard J2 vehicle models that were only built for competition on the racing circuit. These powerful workhorses were equipped with the strongest V8 engines and tanks designed to hold 40 gallons of racing fuel. You could always tell one of these cars because the place the spare tire is mounted is not at the tail end of the car but on the side midway between the driver cockpit and forward fender.

A J2 Allard in 1950 was an amazing machine with some superior statistics including a 331 cc Cadillac V8 engine. This powerhouse could knock out 300 horsepower without flinching, and remember this was almost 60 years ago. The automotive engineers were forward thinking and highly innovative when it came to creating power and speed for the 1950 Allard J2 cars. In addition to a 331cc engine the Allard used triple, double barrel carbs and meticulously designed camshafts that combined to deliver some of the most powerful roadsters of the mid 20th century. Sports car enthusiasts pay dearly whenever they have a chance to purchase one of these rare cars from the 1950s.