Toyota's 2JZ-GTE Versus General Motor's LS2

Japan, home to the most technologically advanced culture, has several of the largest automotive manufacturers in the world. High standards of quality control, reliability, affordability and efficient engineering have led Japanese manufacturers to be a dominate force in the global automotive market. In this article, a comparison will be made between Japan's modern engine-design methodology to use smaller-capacity, high revving, turbo charged engines, and that of America's tradition of using large-capacity, low-revving, naturally aspirated engines. Japan's most technologically advanced performance engine, the 2JZ-GTE, will be compared against America's newest high performance engine, the LS2. The 2JZ-GTE engine manufactured by Toyota is a 3 litre (2997 cc), dual overhead cams, inline 6 cylinder powered by two sequential turbos and found in the Supra. Manufactured by General Motors, the LS2 is a 6 litre (5967 cc), 8 cylinder (v-configuration) pushrod engine found in the Corvette.

When comparing performance engines, the main thing that matters is the amount of power and torque the engine produces, right? Err...well yes, and no. There are many factors to consider when comparing engines. However, first, let's take a side-by-side comparison of the power and torque figures for each engine. General Motors' LS2 puts out an impressive 400 horsepower at 6000rpm, and 530nm of torque at 4400rpm. Toyota's 2JZ-GTE makes a modest 320 horsepower at 5600rpm, and 440nm of torque at 3600rpm. From inspection of these figures, it looks like we have a clear winner. The LS2 makes more power and more torque, so why do I believe the 2JZ-GTE is a superior performance engine? An important factor rests on the size of the engine, the LS2 is exactly double the size of the 2JZ-GTE, yet the power and torque figures are not even 25% greater. Why the high level of inefficiency?

The problem with the LS2 is that the engine possesses several fundamental design flaws and relies on outdated technology. The LS2 is of a pushrod design, technically speaking, this means it is a type of piston engine that places the camshaft below the pistons and uses pushrods to actuate lifters or tappets above the cylinder head to actuate the valves. Pushrod engines are an old technology, which have largely been replaced by overhead cam designs in Europe and Japan.

Pushrod design is plagued with several problems. Firstly, pushrod engines suffer from a limited capacity to rev compared to overhead cam designs. This is due to their larger rotational mass, susceptibility to valve "float", and a tendency for the pushrods themselves to flex or snap at high rpm. The LS2's redline is at 6500rpm, compared to the 2JZ-GTE's higher 7200rpm redline. Secondly, pushrod engines have limited valve flexibility. Most pushrod engines only have two valves per cylinder (such as the LS2). Overhead cam engines, however, often use three, four or even five valves per cylinder to achieve greater efficiency and power. The 2JZ-GTE has four valves per cylinder, making a total of 24 valves for the engine. The LS2, with its two valves per cylinder, has a total of 16 valves for the engine.

In the form of twin sequential turbo chargers perhaps the biggest innovative feature of the 2JZ-GTE compared to the LS2 is its use of forced induction. Due to the 2JZ-GTE having a low compression ratio, it allows turbo chargers to be run. A turbo charger is a device that compresses the air flowing into the engine. The advantage of compressing the air is that it lets the engine squeeze more air into a cylinder, and more air means that more fuel can be added. Therefore, you get more power from each explosion in each cylinder. Turbo charging is perhaps the most efficient way to get power out of an engine - both small and large.

By using turbo chargers on smaller capacity engines Japan has been able to create extremely light, high-revving engines that are easily modified and have excellent fuel economy. Simple modifications on turbo cars allow for huge performance gains, especially in comparison to naturally aspirated engines. As an example, the 2JZ-GTE with an aftermarket exhaust, front mount intercooler and running a higher boost setting puts out significantly more power than the LS2. If one spends more money, the gains can be enormous. To extract power from a naturally aspirated engine is significantly more work. Firstly, if you are chasing big power, you really need to open the engine and do internal modifications for extra power, unlike a turbo engine that can be modified effortlessly, without opening up the engine. Power is often extracted from naturally aspirated engines by modifying the camshafts and doing work to the head of the engine. These modifications are both expensive and significantly alter the 'street friendliness' of your car. That is, produce a rough idle, have a tendency to stall and poor fuel economy.

With all the praise I have been giving the 2JZ-GTE it may seem that the LS2 engine is a poor performance engine. This is certainly not the case, one only needs to look at the stock power figures to realise that straight out of the car dealership this engine is seriously fast, with neck-snapping torque. Its design may be old-fashioned and its fuel economy poor but there is no doubt about it. If you are after the V8 rumble many Australians long after, then you will definitely be happy with the LS2. The LS2 is very 'street friendly' with 90% of its torque available just off idle. This equates to effortless towing, overtaking and a pure adrenalin rush every time you tap the throttle. Furthermore, the LS2 does have some advantages over the more advanced 2JZ-GTE engine. The LS2 is a far less complex engine, and as such, when something goes wrong it is much easier to identify the cause and solve the problem. More so, because the LS2 is naturally aspirated (unlike the 2JZ-GTE) there is far less stress placed on the internal components of the engine and thus, you would expect a longer engine life than the 2JZ-GTE.

Currently with fuel prices reaching an all time high, it is important to make sure your engine has the optimum balance between performance and fuel economy. Yet again the 2JZ-GTE outperforms the LS2. This is due to the capacity of the engine, with the Toyota being 3 litres and the GM engine being 6 litres in capacity. With exactly twice the displacement, unsurprisingly the LS2 uses more petrol. However, this is not by any means saying the 2JZ-GTE has good fuel economy. Unfortunately, power does come at a cost and both engines discussed are not economical.

The 2JZ-GTE has numerous features of intelligent design, which contribute to its strength and robustness as a motor. Two of its most advanced features are the use of sequential turbos and VVT. VVT stands for Variable Valve Timing and it is an advanced technology in overhead cam engines where, a mechanical device is used to swap over between a 'small' cam for low and medium revs and a 'big' cam for high revs. This allows good drivability at low revs and excellent high-powered acceleration at high revs. However, the 2JZ-GTE's prime feat of engineering is its use of sequential turbos. Having twin turbo chargers allows a small primary turbocharger to spool up early and give excellent boost response at low revs and then a secondary turbocharger to be phased in further up in the rev range for incredible top-end power. By having this setup, it allowed Toyota to create an engine with phenomenal response anywhere in the rev range and also leave the way open for serious modification potential.

To conclude, size definitely does not matter as far as performance car engines are concerned. Japanese performance engines are using new technologies such as turbo charging and VVT to obtain phenomenal power and torque figures similar to that of engines double their size. The 2JZ-GTE from a technical and engineering design perspective is far superior in every aspect than the outdated technology featured in the LS2.

The HHO Gas Car Modification

With the increasing trend in fuel prices not giving up, we have no way but to hope for some alternate fuel technology to save us. The predictions indicate that $4 per gallon for gas is not so far. One technology that has made the news recently is the HHO gas car modification, and it seems to have paid off, its one technology that is found to be working! Fox News and many other channels reported of such inventions and it is sure gaining popularity. The report from the inventor himself has intrigued many drivers across the world and thousands already have got the kit.

The main features that make the deal advantageous for us are:

1. When you convert your car to burn water, you are guaranteed with a increase in gas mileage of around 40 - 100%. Sound unbelievable, but all those who have tried it report that its indeed amazing.

2. Increase fuel efficiency, no longer you have to have the poorly designed engine use up only 20% of the fuel. When you add the hydrogen on demand system you get up to 100% fuel efficiency.

3. The horse power of the car is increased and the carbon dirt that might be in the engine are cleaned up. So you have smoother drives and enhanced engine life.

4. All these come to you at an amazingly low cost. Spending $100 for all these advantages is no big deal! If you want ready made kits, they cost you several hundreds from store but you can design your own kit for less than $100.

Given all these facts another important thing about the kit is that it is easily installed and can be easily removed too, with no traces of it being attached to the car at all.

Jaguar Reinvents XJ220 As Stunning New R8 Beater

Exciting news for Jaguar fans this week, as Britain's Auto Express magazine revealed that the company is planning to reinvent the legendary XJ220. The magazine, well-regarded for its new car scoops, claims a dramatic new mid-engined sports car is being developed by Jaguar as a rival to the Audi R8.

While the concept is denied by Jaguar, the magazine claims that the car will make its debut at a major international motor show within the next 18 months - indicating that plans must already be well advanced. In a nod to the marque's iconic E-Type, the two-seater is tipped to be badged the XE, heralding a return to a more raw, sporting side of Jaguar's heritage.

However this isn't the first Jaguar concept thought to be set for the badge. Last year it was speculated that it would adorn a Porsche Boxster-rivalling baby coupe-convertible that would sit below the XK in the range.

Plans for an R8 rival would mark another big step in the company's revival of its dated model range.

XFR breaks record

The revelation comes as the sports version of Jaguar's new XF model has smashed the company's speed record.

In a graphic demonstration of the progress made in car design and engineering since the 1990s, an uprated four-door XFR saloon hit a top speed of 225.675 mph at the Bonneville Salt Flats, going even faster than the 217.1mph record set by the XJ220.

Rumours are that the minor developments to the showroom XFR that boosted the car to the record will debut on the road as a hotter XFR S model.

With a price that will undercut significantly the BMW M5, the flagship XFR is set to be a tough package to beat at the top of the executive saloon sector.

Looking ahead

Jaguar had a mixed year in 2008, launching the widely-praised new XF model and seeing UK sales rise by nine percent while many other luxury car brands faced a sales slump.

But this success was overshadowed by news towards the end of the year of extended shut downs at the company's Castle Bromwich plant and job losses. With the company's current focus on developing its new XK and XF models, as well as launching an all-new luxury XJ saloon due in 2010, the XE is not likely to be seen in the showrooms before 2012.

Ferrari - The Can-Am Experience

Ferrari. A name that is synonomous with winning. Over 50 years of racing heritage; a heritage which includes several Formula One titles, as well as overall victories in Sports Car Racing at some of the most difficult race circuits known to exist. Tracks like Spa, the Nurburgring, and the great French classic held every year at Le Mans. Nearly every challenge the Prancing Horse of Maranello has undertaken in the last 60 years has resulted in victory. One series however was not intimidated by Italy's best. That series was the Can-Am Challenge, held between 1966 and 1974 in North America. The Can-Am, as it would become known, was perhaps the most exciting road racing series the planet has ever seen. Governed by the Sports Car Club of America, the series was run in accordance to the FIA's Group 7 rules for Sports Racing Cars. Group 7 rules were rather unlimited in many ways, which led manufacturers of all levels to run free with creativity and build some of the most technically advanced cars of their time.

In 1966, the Can Am's first actual season, the European factories had little interest in a series that only lasted from September to November and was comprised of just six events. Most of the entrants were independent teams. Teams like McLaren and Surtees, both headed by Formula 1 Champions that saw the Can Am as an opportunity to build their reputations as manufacturers. Ferrari already possessed a championship winning reputation. However, a young Mexican driver by the name of Pedro Rodriguez would fire Ferrari's first shot in what would soon become the hottest road racing series on the planet.

Bridgehampton, New York was the second round of the inaugural Can Am Series. The 2.85 mile course located in eastern Long Island would be the first time that a Ferrari would race in a Can Am event. Pedro Rodriguez was entered in a Dino 206S Coupe that September weekend. The young Mexican driver was able to achieve 22nd position on a grid filled with open-top sports racers powered by thundering American small block V-8s. The race would result in the little Ferrari not finishing due to the loss of a wheel. Rodriguez would appear again at Laguna Seca with the Dino, this time with a 18th place overall to show for his effort.

By early 1967, the Can Am was already being viewed as a fabulous series by many of the top names in North American road racing. The series caught the attention of Luigi Chinetti, the man at the helm of N.A.R.T. (North American Race Team), Ferrari's factory-backed team of choice in the United States. Chinetti would send one of N.A.R.T.'s P3/4 prototypes back to Maranello early in 1967 for modification to run in that year's Can Am Series. While at the factory, the P3/4 would receive several modifications to assist it in moving from Group 6 to Group 7 rules. The car was lowered and lightened, though the headlamps were retained. Provisions for a boot and spare wheel were eliminated, as there were no need for such luxuries in Can Am racing. The P3/4 also received a strengthened roll bar.

Ferrari's would be absent at the opening race held at Elkhart Lake, Wisconsin in 1967. Though Chinetti and the N.A.R.T. team would arrive for the season's second race at Bridgehampton. Lodovico Scarfiotti was selected to drive the P3/4 that September weekend and he achieved a grid position of 16th place. Scarfiotti, a Formula 1 veteran, would go on to drive the P3/4 to a 7th place finish in the race.

Scarfiotti would again pilot the P3/4 a week later at Mosport, one of the fastest tracks the Can Am Series raced at. The N.A.R.T. P3/4 would start from the 12th position on the grid. The weekend would result in a DNF for the Ferrari due to a crash.

The fourth race of the 1967 Can Am season was to see the most powerful sports cars in the world visit the beautiful Laguna Seca Raceway on the coast of Central California. This race would mark the appearance of two new Ferrari Can Am cars in the form of P4s. Now equipped with full glass-fibre bodies, a huge rear spoiler, and a larger 4.2 litre engine, it looked like there was a serious effort brewing from Italy's top name in racing. Chris Amon and John Williams were recruited to perform the driving duties. Amon, being the seasoned driver he was, performed well at Laguna Seca driving the number 23 Ferrari P4 from 16th on the grid to a 5th place finish. Williams also scored well on the weekend by completing 99 laps and capturing 8th place. Two weeks later, at Southern California's incredible Riverside Raceway, the Amon and Williams duo would again attempt to bring victory home for Maranello. This time the results were not as promising as Laguna Seca, with Amon finishing 3 laps down in 8th place and Williams crashing out. The final Can Am event of 1967 was held at Las Vegas. A dusty track in the Nevada desert, Vegas was known for wreaking havoc with both racers and their machines. Amon would put the P4 in 13th place on the grid, while Williams scored the grids 18th spot. Williams race was short, as a stone was ingested on lap 1, locking the throttle and leading to the retirement of the number 27 Ferrari. Amon would wind up with a DNF as well due to a crash. Despite mid-pack qualification times, the P4s proved capable of obtaining podium results.

The 1968 season would be a pivotal one for Ferrari. Pedro Rodriguez would once again take the wheel of a Ferrari at Bridgehampton. Gridding the P4 in 11th position, Rodriguez would have an off course excursion early in the race leading to a DNF in a race which saw heavy attrition. Ferrari was going through a battle with the FIA over rule changes made during the off season. As a result, Ferrari did not enter any sports car races as a factory effort in 1968, except one; the Stardust Grand Prix of Las Vegas. The car was the all-new Ferrari 612P, chassis number 0866. Bill Harrah, Ferrari's west coast importer, supplied the funding and the factory assisted the operation with total technical support. Mauro Forghieri was the man largely behind the design of Ferrari's first, true Can Am competitor.

The first generation 612P utilized a trellis frame which was reinforced with riveted and bonded sheet metal. The body was of total glass fibre construction, while the suspension was independent at all four corners. The 612P used a wing mounted just rear of the cockpit. The wing incorporated 2 flaps that were hydraulically operated by a pedal in the cockpit to assist the car in braking. A nose mounted air brake was also incorporated to work in conjunction with the flaps via the pedal. This system of hydraulically actuated flaps proved complex and was not friendly to the over all weight of the car, which tipped the scales at nearly 1700lbs. The real center-piece of the 612P was the engine. At a 6,222cc displacement, it was the largest engine ever constructed by Maranello up to that point in time. The engine was a dual over-head cam design using 48 valves and sporting a 10.5:1 compression ratio. Lucas indirect fuel injection was used to supply the mighty 12 cylinder with fuel, and a dry sump oiling system made sure that all the vital components were supplied with the proper amount of oil. The 612P used a 4 speed gearbox which helped the car put its 620 horsepower to the rear wheels.

Many thought that the rumor of such a large Ferrari was just that, a rumor. The factory sighted the delay of the 612P's debut on the German head gasket manufacturer which was having problems producing the proper gaskets for the largest V-12 to date. Once this was overcome, testing began at Modena where it was hoped the car would break the 50 second barrier. This did not occur, however the 612P did achieve a 50.8 second lap at Modena, enough to satisfy the team and prepare for the race at Las Vegas.

The Ferrari's debut at Las Vegas was nothing short of spectacular. At nearly seven feet wide, and with it's 6.2 litre V-12 producing a raw mechanical sound like nothing else in the field, the 612P was hard to miss to say the least. The factory took this effort very seriously, appointing Franco Gozzi as team manager, Mauro Forghieri as race engineer, and Giulio Borsari to the chief engineering position. Three mechanics were also sent to accompany the car. Chris Amon was appointed the driving duties at Stardust, were he was able to obtain 9th position on the grid with a lap time of 1:32.2. Unfortunately, the weekend would end dismally, for the 612P would suffer clogged injectors leading to a DNF for its debut race.

The Ferrari 612P would reappear in 1969 to do battle in the Can Am, however the Ferrari effort was headed by Kiwi driver Chris Amon with Maranello playing a support role. The first appearance would be at the Watkins Glen Can Am race held in mid-July. Gone were the complex hydraulically-actuated high wing and nose-mounted speed brake. This, along with all new body work, allowed the car to shed some weight. The chassis and engine were the same as the 1968 Las Vegas race, but the weight loss enabled Chris Amon to qualify 3rd, just behind the McLaren M8Bs of Bruce McLaren and Denny Hulme. With such a high qualifying position, it looked to be a promising race for what would become known as the second-generation 612P. Amon remained competitive throughout the race remaining within striking distance of the two bright orange McLarens. The final result would be a 3rd place finish for the Ferrari; but more importantly, a shot in the arm to the Can Am Series which was beginning to suffer from Team McLaren's domination.

Chris Amon would again deliver a spectacular show with the 612P at the following race in Edmonton, Alberta, Canada. The car was fitted with a new 6.2 litre engine for this event. This proved exciting as the engine is claimed to be why the Ferrari's gearbox broke during practice, but nonetheless, Amon would once again occupy third position on the grid behind the brilliant McLarens of Bruce and Denny. Shortly following the green flag, Amon was able to pass Bruce McLaren's M8B to snatch second position. This started a battle unlike that which the McLaren cars had ever seen. Amon and McLaren would swap second place for several more laps until the M8B's Chevy engine gave out. This left second position to the Ferrari, which it would retain for the remainder of the race.

Amon would continue his streak of podium finishes with the big red Ferrari at Mid Ohio. Despite a poor qualifying result of 12th place, Amon managed to bring the Ferrari up through the pack to finish third, one lap behind the McLarens. Elkhart Lake was the next race, and the Ferrari 612P arrived with a major new aerodynamic wing mounted on struts above the rear of the car. Bracing was used to support the wing struts off the car's roll bar. Amon and the Ferrari would start the race from seventh position, but a faulty fuel pump would lead to an early end for the New Zealand driver and the 612P. Bridgehampton would deliver similar results for Ferrari, as Amon gridded the car in P3, his race would once again be cut short due to a broken oil pump shaft. Pedro Rodriguez would save the prancing horse's reputation at Bridgehampton with his 312P endurance racer. Pedro qualified 11th and drove the 312P to a fifth place finish, some 4 laps down from the leader. Amon would take the big Ferrari to the races at Michigan and Laguna Seca, but engine problems would result in the car not taking to the grid at these two events.

Riverside Raceway, late October 1969, would provide the backdrop for the largest Ferrari V-12 to ever turn a wheel in anger. Still retaining chassis number 0866, the car that originally debuted at Las Vegas a year earlier, Chris Amon and his mechanics fitted a monstrous 6.9 litre V-12 engine to the big red car. Maranello was able to achieve the 6.9 litre displacement by stroking the original 6.2 litre engine. The addition of the larger engine to the 612P led to a new designation, that of 712P, indicating near 7.0 litres of displacement. Amon would use the extra displacement to overcome the Ti22 of Jackie Oliver for third fastest on the grid behind both McLarens. Ultimately the extra power would come to no advantage, as Amon retired the Ferrari after being black flagged by officials for receiving an illegal push start. Amon would appear one final time before departing for March in 1970. The final race of the 1969 season was held at Texas International Speedway. Amon used chassis number 0866 in 712P trim to qualify, blowing the 6.9 litre engine and thus having to run the race with the spare 6.2 litre unit. The big engine did the trick in qualifying, with Amon getting 4th on the grid. The smaller engine wasn't to last either as it too blew early on in the race, leading to yet another DNF. Chris Amon parted ways with Ferrari at the end of 1969, but he did manage to score 39 points in the Can Am Championship which was enough to put him in 6th place overall in the point standings.

The 1970 Can Am season would see Ferraris of various teams entered throughout the year. These cars were mostly Ferrari 512S models that were built to FIA Group 6 rules to run in endurance races like Le Mans and Daytona. Chassis number 0866 would return to the fight for 1970, this time being entered by its new owner's, Earle-Cord Racing. It wouldn't be until round 8 of the series at Donnybrooke, a track in northern Minnesota, that Ferrari's first true Can Am challenger would return to race. The several months between the 1969 season and it's late September return to the track were occupied by a change of ownership and a return to the Ferrari factory for refreshening. While at the factory, however, chassis number 0866 would be outfitted with a 5.0 litre engine similar to that which was run in the Group 6 512S and 512M. This made for yet another designation change to that of 512P.

The late September debut of the 512P was a promising one. Driving duties for the Earle-Cord Racing entry were handled by Jim Adams, who managed to qualify 6th for round 8 at Donnybrooke. Adams was able to pull off a 4th place finish in a race of low attrition. The next two races would fail to see the 512P take the checkered flag, as a gear linkage issue would retire the number 76 Ferrari at Laguna Seca and a crash would end the scarlet car's event at Riverside, the season finale.

The Can Am kicked off it's 6th season of racing at Mosport in June of 1971. Jim Adams and the Ferrari 512P were there achieving 8th fastest time on the grid and finishing 5 laps behind Denny Hulme's McLaren M8F Chevrolet. Chassis number 0866 would miss the race at St. Jovite, but return to qualify mid-field for the 1971 Can Am race at Road Atlanta. A connecting rod failure would end the 512P's race that weekend, but something much more spectacular was about to happen at Watkins Glen.

Watkins Glen, New York was selected to debut the brand new Ferrari 712M, chassis number 1010. It would mark the first time since Las Vegas, 1968 that there would be an official Spa Ferrari SEFAC factory entry on a Can Am grid. The 712M was Ferrari's second serious attempt at producing a Can Am Championship winning car; the first being the 1968 612P, which had a disastrous debut in its' only factory supported race at Las Vegas. The 712M used a modified chassis from a 512S/512M endurance race car. The body was completely designed from a blank sheet of paper to produce as much down force as possible. The massive 7.0 litre V12 was based on the same block architecture as the 512 endurance engine, but with provisions made to accommodate an increase in bore and stroke. All new heads were designed using dual overhead cam architecture with 4 valves per cylinder. Horsepower was quoted to be in excess of 650. Ferrari located the radiators on the sides of car with large NACA ducts cut out a top the body work on each side of the cockpit to cool the giant red beast. Mario Andretti assisted the factory with its development efforts and was awarded the driving duties for the car's maiden race. With a 5th place starting position, Andretti just put the 712M ahead of Mark Donohue's Penske/Ferrari 512M, one of the Group 6 endurance cars that entered the Can Am race after competing in the previous days 6 hour race. Andretti stayed towards the top of field the entire race, finishing in fourth place behind Jo Siffert's Porsche 917/10 Spyder.While Ferraris would start the next three rounds of the 1971 season, these would be 512M models, and it would not be until Edmonton that one of the Ferrari Can Am Spyders would again appear.

Edmonton would see the return of the Earle-Cord Racing 512P, again with Jim Adams at the wheel. While Adams scored a sixth position in qualifying for the the event, the number 76 Ferrari would fail to finish due to problems with its ring and pinion. Mid-October's Can Am meet at Laguna Seca would see the Ferrari fair a bit better, with Adams driving the 512P to an eighth place finish from tenth on the grid. The grand finale for 1971 was held at Riverside, where Adams was able to qualify 13th fastest with the NGK Spark Plug sponsored Ferrari. Brake failure early in the race would lead to the red war horse failing to finish the event. Jim Adams would finish the 1971 season with 7 points, good for 25th in the Can Am point standings.

No Ferraris would be present at the first two Can Am events for the 1972 season. Round Three was held at Watkins Glen, and it would mark the second appearence of the 712M. This time the 712M was entered by N.A.R.T., initially with Sam Posey selected to drive the big Ferrari. Posey opted not to take the drive, and Frenchman Jean-Pierre Jarier was given the seat. The 712M was not noted to have the best handling characteristics, and little had been done to the car since it was last raced in 1971 to correct any problems. Jarier would make the best of it, driving the Goodyear shod car from the back of the grid to a tenth place finish, 12 laps behind the race winning McLaren M20 of Denny Hulme.

The 712M would not appear at Round Four of the 1972 season, held at Mid-Ohio, but would be present for Round Five run at Elkhart Lake, Wisconsin. Jarier would pilot the Ferrari to a tenth place starting position at the legendary track. The N.A.R.T. entry would go on to a 4th place finish, matching chassis number 1010's best finish from the previous season's solo outing at Watkins Glen. Jean-Pierre Jarier finished the 1972 Can Am Season with 11 points, good for 13th position overall. Ferraris would be spotted on Can Am grids periodically after this, but these were 512M models that were made obsolete by the introduction of a 3.0 litre displacement cap put in place by the FIA on all endurance sports cars for the 1972 season.

The last shot to be fired by one of the big-bore Ferrari Spyders would be at Watkins Glen in 1974. N.A.R.T. brought out chassis number 1010 for one last race. By this time, Porsche had come and gone with it's turbocharged 12 cylinder 917/30 Spyders, as did the McLaren team with its mighty big block Chevrolets. Shadow emerged as the team to beat for 1974, but the big red Ferrari would have one last go at the very track it debuted at two years earlier. The 712M now sported a rear wing that was elevated above the tail section of the car as well as a revised intake scoop that protruded above the roll bar to better feed the largest 12 cylinder engine Ferrari would ever produce. Sam Posey was offered the drive in the 712M, which he accepted, only to break his foot while driving the car in practice. Posey was braking on course when the pedal went to the floor of the 712M. The pedal effort applied by Mr. Posey was so great, he broke a bone in his foot and ended up handing the driving duties off to Brian Redman. Redman, starting from the back of the grid, ran a decent race until rear suspension failure would lead him off course. The final race for Ferrari's biggest, most brutal car would end in a DNF.

Herbert Mueller would pilot a 512M in the final Can Am race of 1974. The race was held at Elkhart Lake in late August and is noted as being the final Can Am race of the classic era. Mueller drove his 512M from ninth on the grid to a sixth place finish, one lap down to Scooter Patrick's race winning McLaren M20. By this time several factors led to the end of what most consider to be the greatest road racing series that ever was. Ferrari was well represented, largely by privateers, through out the 1966-1974 Can Am period. While the factory's only true Can Am contenders, the 612P/712P/512P (chassis number 0866) and the awesome 712M (chassis number 1010), did not enjoy stellar careers within the series; one must note that much was gained in the development of the massive V-12 engines that powered the mighty red beasts from Maranello. Only today, some 35 years after the 712M's final race outing in upstate New York, have we seen Ferrari build a car with a 12 cylinder engine in excess of 6.0 litres. The new FXX, boasting a 6262cc V-12 mounted a-mid ship with 800 horsepower, would have to be seen as a modern descendant of those massive 7.0 litre red monsters that once competed on the spectacular tracks of North America. To many, the Can Am Ferraris would be better off forgotten. But despite the red cars hardships in the North American series, the fact that Ferrari took the time and effort to build some impressive racers should be applauded. After all, it's tough to argue that a big Italian V-12 sounds anything but fabulous, no matter how fast it is.

Electric Car Modification Kit

When the global crude oil prices reached its peak at $150 per barrel, local gasoline prices soared to a historical level. Many car owners were unable to cope with the sudden hike on their energy expense bill. Those that could not afford have to abandon their vehicle at home and use the public transportation. Others have decided to find an alternative power source for their cars. One cheaper solution to fossil fuel for our automobile is electricity. Unfortunately, without the economy of scale, an electric vehicle (EV) is still quite expensive. The second best option is to convert an existing gasoline driven car to run on electricity.

The fastest way to retrofit a car into EV is via an electric car modification kit. Most kits will have all the parts and components needed for a Do It Yourself (DIY) project. In an electric conversion project, the objective is to remove the internal combustion engine and replace it with an electric motor. To transfer torque, the motor is connected to the existing transmission unit.
The new power system for an EV is quite simple. To power the motor, a series of deep cycle batteries are used. To control the speed of the motor, we will use a variable resistor controller and it will act as the accelerator paddle. All the components will then be linked to a central management unit.
All these parts can be purchased off the shelves of any hardware store. The challenge is to the find the right unit for your EV power system. By using an electric car modification kit, all the components are included. All you have to do is follow the instructions and start the retrofitting.

Are high gasoline prices burning a hole in you pocket? Why not consider using an Electric Car. Experience the cost saving benefits of an electric vehicle by exploring Electric Car Modification Kit
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Car Body's Kits

Car body kits allow car racers and car enthusiasts to modify the exterior of a car as per his/her liking. As evident by the name, car kits include customized parts of a cars exterior and help improve its appearance and making it run more smoothly. Auto's kits are ideal for car racers and enthusiasts who have always dream of buying a sports car but have not been able to afford one; it adds the wow factor to your car making your friends and family envy your wheels! Auto's body kits allow you the flexibility of choosing to modify only one or two parts of your car's exterior or give it a complete makeover. Employing a car body kit, you can totally modify your family car to give it the sleek look of a sports vehicle.

Some of the most common parts almost all car's kits include are hood, grills, spoilers, bumpers (both front and back), and roof scoops. It is critical to choose a kit or particular parts of the body kit you want very carefully because the wrong choice can negatively impact the looks and/or performance of your car by making it less fuel efficient, and increasing pressure of body. Be sure to ask your expert mechanic for recommendations before splurging on a kit. Thoroughly research and discuss functions of various parts of a auto's kit; bumpers are used to increase down force of your car to keep it firmly on the ground at turbo speeds and improve its aerodynamics. Similarly, hoods and grills enhance the flow of air to the car's engine to prevent overheating at turbo speeds.
Auto kits are available at most auto workshops and car showrooms. Most kits are fashioned in accordance with factory specifications to ensure an immaculate fit. Motorcar racers and vehicle enthusiasts also have the option of choosing the graphics of their choice to spice up the appearance of their autos. Vehicle kits of various themes are also available in the market. Although most racers and car enthusiasts prefer to spray the car body kit before installation, experts suggest spray painting it after installation for better results and performance.
Another common problem in finding and installing a perfect kit is to find one that matches the exact color of your car. Off the shelf car body kits may look appealing but are usually not the best option; firstly they do not fit the car perfectly and secondly they rarely match the exact shade of your car. Hence, instead of opting for a kit that deteriorates both the exterior and performance of your auto, browse the market for an option that is a better fit. The perfect body kit for your vehicle may cost slightly more and be a little less flashy but will be worth the investment.

Here you will come to know about body kits and specially about bodykits

The Sport Compact Craze

I remember back in the early 1990's, it seemed that every lad under the age of 21 lusted after owning a sporty little Honda or Acura. Having the barebones "stock" car wasn't really enough, as the novelty of owning the basic car wears off pretty quick. We'd then pinch and save, to spend our hard earned cash on aftermarket goodies. Many of us were going through school, and couldn't afford much, but to modify them with supposed go fast parts, and "aesthetic" items were all the rage.
That was a long time ago to me now, and while modifying cars will never go away, as long as we are still using the internal combustion engine and have 4 wheels. Many of us still care about appearance and performance of our rides, but a lot of the "ricer" look has died down. While I won't go into what "ricer' technically means, I will say it carried a bad connotation, and few of us realized it then.
Modifying and "dressing up" sport compact Honda's and Acura, wasn't limited to only these Japanese imports, however. While they are held responsible for birthing this "ricer" stigma, it wasn't long before we saw Cavaliers, Sunfires, Sunbirds and Neon's rolling around with racing stickers and big wings on the trunk lids. Volkswagons were always a part of the sport compact craze and the GTI was perhaps the original "hot hatch," but the 'Dubbers liked to keep their distance and maintain a more dignified and refined look.
Typically a "riced" out Honda would have a body kit, which could include obnoxious, busy looking bumper covers, or replacement bumpers, rocker panel covers, replacement hoods and fender with aggressive flairs, and of course the quintessential oversized high wing on the trunk, to complete the shopping cart look. Lowering the vehicle was essential, to compliment the plus sized performance rims, which would be wrapped in low profile wide sticky tires.
Racing stickers were a staple add on, and we later joked that each sticker was worth X amount of extra horsepower. Typically the stickers (steal me stickers) were to proudly advertise which manufacturers parts were installed on the vehicle. Sometime, however, the stickers were used to make up for the lack of modifications on the car, I'm afraid I was guilty of that at the time. Lets not forget the sound systems, how often have we heard a driver's music half a minute before we even see his car go by?
Last, but not least, the staple "modification" on all riced out sport compacts was the fart can muffler. "Loud but proud" should have been the motto, as they did little to add performance to those tiny engines, all by themselves. All they really added was noise pollution as they sounded like a bucket full of angry hornets. To this day, they are still used, though I believe regulations are finally cracking down on these racket makers. On top of mufflers, we had intakes, bored out throttle bodies, ignitions, port work, headers, the list goes on. If you actually added up the horsepower increase claims from each manufacture, you could nearly double your factory rating. These claims we mostly puffed up advertising and lies.
It wasn't all bad though, and even now, tastefully modified sport compacts can still be found. A slight suspension drop with lowering springs or coilovers, slightly larger diameter wheels than stock, with matching performance tires. No body kits or aftermarket wings, but some JDM market goodies for Japanese imports always seem to look good. A larger piping exhaust, to complement any engine breathing modifications is still needed and welcome, providing the muffler is baffled, or at least chambered. Add to that, a tasteful classy colored paint job, or leave it original, and what we have is a slightly dressed up vehicle that does the brand justice.
Its not always about show though, legitimate go fast goodies were all the rage and will still be for a long time, for anyone who can afford it. Turbochargers, nitrous oxide, large lobed camshafts and port work, entire engine performance rebuilds and engine swaps.

Myself, being into Honda civics and Acura Integras, I was blessed to have the opportunity to satisfy my needs the plethora of direct "bolt in" engine swaps being available. Perfectly good engines were being shipped over from Japan by the boatload (and still are), and I performed more than a few of these swaps. Fortunately I didn't have the money to blow on ugly body kits and chrome rims and turbocharger back in the '90s. When I finally had the money, I had a more mature outlook and I developed a sense of wanting to keep things refined and simple. My favourite swap, which I swill own today, was a JDM Integra GSR engine swapped in to a '94 civic cx hatch. Bolt in low 14 second quarter mile swap, right there. While it was impressive as a mustang beater way back, it's nothing to brag about now as factory Neon turbo cars and Cobalt turbos can match that, and they're everywhere.
Fortunately the ricer phase seems to be dying off. Maybe partly because young people don't have as much money to throw around after paying their smart phone bill, but I think it's more than that. Cheap simple cars are gone, forever it seems. You can't just simply pop a new chip into your car anymore, modifying has become harder and more expensive. Most of the sport compact cars from the '90s era seem to be on their last leg and are rusting out. That's the image I see when I "hear" a rice rocket car from a bygone era go by. Mismatched body kit colors, fart can, cheap wheels, rusty quarter panels, faded paint. This is not to say that nobody will try to rice out a new model car, but I'm just not seeing it anymore. Where are all the stickers and the blacked out tail lights? Are we maturing? I hope so.

Purchasing car parts doesn't always have to be costly. Please see this advice about Purchasing Cheap Rims and Buying Used tires

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