The pile keeps getting bigger. Each day brings no less than a dozen new products promising to make our cars faster, our hair fuller, our love lives hotter. Obviously, we're particularly interested in the stuff pertaining to cars and the people who love them. Sexy hair and hairy sex are great but it's not going to make your ride any happier.
Each issue we feature a collection of products that have piqued our interest. We typically test the gear ourselves, usually on our own vehicles. Some of it is pretty damn good. Some of it is not. The stuff on these pages is great, the best of the best, the gear that sets the standard for excellence. Chances are, if it made it to this top-ten list, it's in use right now on a staffer's ride.
The criteria is slanted towards quality and effectiveness. While cost is important, it's more about the value-per-dollar ratio. Some of this gear is expensive yes, but is also makes us happy. As far as we're concerned, that's money well spent.
Neuspeed Short Shifter for MkIII VR6 Golf, Jetta and Corrado SLCAlthough there are many elements that make a car sporty, one of the most critical is the way the car shifts. Your first real contact with a car is its shifter. And just like meeting someone for the first time, a clammy, limp-wristed handshake doesn't make for a good first impression. Same thing with a car.
Neuspeed is pretty much the Tag-Heuer of the Volkswagen aftermarket, providing a product line that would make the crew at Wolfsburg proud. Neuspeed's short shifter for the VR6 MkIII and Corrado SLC is hands down the best of its kind, relying on solid German hardware and Neuspeed's clever ingenuity. Unlike a standard shifter, VW's design for the VR6 utilizes a pair of cables that attach to the shifter and snake down to the transmission itself. One cable controls left/right movements and the other forward/back movements. A large part of the gear selection duties are preformed within the shifter mechanism and transmitted to a relay lever with an actuating arm and a gear-selector lever. It's a complicated bit of engineering, and all but the bravest tuners have attempted to improve it. Neuspeed starts with a brand-new shift mechanism from Volkswagen, disassembles it and modifies (reduces) the fulcrum point length on the shift rod for a 30- to 40% reduction in shift throw. The shifter is then reassembled, re-lubed and ready for use.
The brilliance of this program is two fold: 1) by starting with a new shifter you're assured all the bushings, springs and links are in perfect working order; and 2) while it is possible to shorten the shift rod yourself, you'll be hard-pressed to find the correct length and re-weld the rod. Neuspeed's beaded welds are stronger than VW's simple tack welds so this short shifter is actually better than a standard factory unit.
The smoothness and precision of the Neuspeed short shifter gives it a sizable advantage over the stock shifter. There's just enough resistance during gear changes to keep you fully informed of what's happening but it's not so tight as to mis-shift. The closest analogy we can give is the shift action on the Porsche 996 C4S.
Bidrawn installed Neuspeed's short shifter on his beloved Corrado, and we haven't seen him since. Suffice to say he's pleased with its performance.Neuspeedwww.neuspeed.com
VF-Engineering Supercharging SystemsPerhaps the most common question we get is: Which is better, supercharging or turbocharging? The usual, evasive answer is they're both effective and each system has its distinct advantages.
However, if asked to recommend a reliable, aftermarket forced-induction system, the majority here would go with a supercharger, specifically one designed by VFE.
At first glance, a VFE supercharging system appears fairly simple. There's the Vortech blower, a few intake pipes and pressure relief valve, Samco fittings, brackets, a serpentine belt, and a GIAC ECU. A mechanic of average skill could most likely install a VFE supercharging system in a weekend and enjoy a car that is 35- to 40% more powerful come Monday morning. That's the beauty of the VFE system. It is the easiest and most cost-effective method way to reliably increase performance.
The key word here is "reliable." Yes, you may get more power with a turbocharger but, overall, they tend to be problematic. We've yet to drive an aftermarket turbo car with a factory-correct power curve. Bidrawn installed the VFE supercharger in Stage II trim (8 psi) on his Corrado SLC and is extremely pleased with its performance. He drives his VW pretty much every day-in both busy L.A. traffic and on serpentine mountain roads-and hasn't had any problems. Given the way he drives (psycho), it's quite a testament to VFE's reliability.
There are several factors that make the VFE such a great buy, the main one being the supercharger itself. The Vortech blower is a virtually indestructible chunk of metal assembled in the U.S., thus ensuring a good support network. Fitment is another VFE strong point. Each particular application has been thoroughly researched and fabricated to easily fit within its designated space. Moreover, the VFE bracketry is very tough stuff and ensures the system is free from the effects of constant vibration and engine movement.
And while the components of the VFE supercharger are excellent, the lion's share of its performance belongs to the GIAC software within. Garrett and Andrew of GIAC have done a great job with code, combining superb power with everyday driveability.
A VFE supercharging system is one of those deals you can recommend to friends and rest assured they'll be happy down the road.VF Engineeringwww.vf-engineering.com
Turner Motorsport E36 Rear Subframe/Chassis Reinforcement KitApplications: 1992-1998 318, 325, 328, M3 (E36 3 Series)Notwithstanding wonderful engines, brakes, handling and interior appointments, BMW's E36 3 Series has a dirty little secret: Sometimes-okay, rarely-they crack apart. In rare cases the rear suspension literally rips out of the floor around its mounting points. The sheetmetal in the rear floor area around the mounting points for the rear suspension carrier actually breaks, allowing the entire rear suspension to basically dangle. This upsets the rear suspension geometry entirely, and, if it happened at high enough speeds, could result in loss of vehicle control and/or a collision.
According to BMW, rear floor failures are caused by additional stresses resulting from aftermarket suspension modifications, wider tires, T-compound tires and competition use.
However, we've heard of unmodified, street-only cars that suffered the failure, too. In any event, we've been installing aftermarket suspension parts, autocrossing and participating in driving schools in BMWs for more than 30 years, and no other models have suffered rear floor failures. The average BMW CCA member's 2002 is modified hundreds of percentage points beyond design specification and they never have this problem. This leads us to conclude that E36 rear floor failures are simply the result of weak E36 rear floors, due to some design deficiency or manufacturing defect.
Turner Motorsport explained: "These are BMW factory chassis-reinforcement plates that came on the late E36s. The kit is a set of four plates to reinforce the rear subframe chassis mounts. The stock mounts are basically a flat plate with an internally threaded tube welded to the chassis. The flex of the rear subframe causes the threaded tube and mounting bolt to act as a lever arm at the point where the flat plate is welded to the chassis, weakening the surrounding sheetmetal. Due to the directional torque applied by the drivetrain on the subframe, the first mount to rip out is the passenger's side front mount, followed by the driver's-side rear mount. Having these plates welded to the underside of the chassis significantly stiffens the mounts and stops the weakening process."
Drivers should be aware this is not a simple installation; the entire exhaust system and rear suspension, including the differential, must be removed from the car. You can't just weld up the floor and spray goopy black tar "undercoating" all over everything. Patching may or may not be required, but you'll have to grind the welds, etch the metal with zinc phosphate, use specific zinc primers, seam sealers, factory-specification "underbody schutz" (we prefer Wurth products-www.wurthusa.com) and then paint the repair area body color. This repair is more in the nature of automotive restoration work than just bodywork or welding.
Are these reinforcements a guarantee against failure? No. But they are your best defense short of a rollcage tied into the rear suspension mounting points.Turner Motorsportwww.turnermotorsport.com
Pioneer's Audio/video and Navigation SystemTechnology blows! Just when you think you've purchased the latest, greatest electronic widget, a new, improved version hits the street rendering yours obsolete. It's a waiting game finding the best technology, only you can't afford to wait.
Just as today's cellphones have evolved into multi-faceted workhorses, so too have in-car electronics.
Enter Pioneer's all-inclusive Audio/Video and Navigational system. The revolutionary AVIC-N1 is an industry first, merging entertainment, information and vehicle dynamic technology into a singular dash-mounted DIN product.
The system features a fold-away 6.5-in. LCD monitor and offers simple touch-panel or more advanced voice commands, letting users simultaneously access memory navigation information (route guidance, electronic mapping, points of interests, etc.), entertainment (audio entertainment for front-seat passengers, DVD-video entertainment for rear-seat passengers) and vehicle dynamics (speed, acceleration, lateral g-force, angular velocity, slope, angle, etc.).
For the first time consumers can obtain route guidance information, listen to AM/FM/XMsatellite radio, play DVD movies and monitor the performance of the vehicle, all at the same time. Pioneer has priced the AVIC-N1 to be competitive with a factory-installed unit. The only difference is that you can do more with Pioneer's system. Ain't technology great?Pioneerwww.pioneerelectronics.com
AWE Tuning Performance ExhaustA great idea is only as good as its execution. While many so-called tuners have good ideas, only a handful have been able to effectively translate them into steel. AWE Tuning has been at the forefront of Volkswagen and Audi performance tuning and now aimed its sights at Porsche, the 996 Twin Turbo in particular. With the brilliant craftmanship of race-car builder Kenny McNeil, AWE has developed a sport exhaust that couples superb quality with sound, long-lasting performance.
AWE started with a clean sheet of paper and designed its exhaust to meet stringent performance, noise and emissions factors while shedding 21 lb in the process. It managed to eliminate the part-throttle drone between 2000 and 2800 rpm, a common problem in other Porsche performance exhaust systems.
Also unique to the AWE unit is its 300-cell metal-substrate catalytic converters that ensure long-term emissions compliance and no pesky check engine lights. Although 100-cell cats are the rage and are optional on this system (for hardcore racers), AWE has found they provide a paltry 1-psi reduction in backpressure (equivalent to 3 hp) and are subject to rapid deterioration-not exactly ideal for a street car. Each AWE/McNeil Competition muffler has an O2 sensor threaded bung before the driver-side catalytic convertor for easy and painless installation of a wide-band air/fuel sensor. Each system also includes new mounting straps, exhaust nuts and all necessary gaskets.
The AWE Competition exhaust has been dyno-proven to provide a 28-hp gain over the stock system. Its build quality is brilliant and although it ain't cheap, it is quite possibly the best Porsche exhaust on the market.AWE Tuningwww.awetuning.com
Work VS-XX WheelWe all like choice, and are often told that more equals better. But when it comes to selecting wheels for your car, the vast array of wheels on the market can be downright daunting-and even intimidating. After narrowing down the field of say, oh, a few hundred-typically by appearance-the important factors come in to play: construction method (forge vs. cast, one-piece vs. two- or three-), weight, fit and finish.
European car staffers just went through such a conundrum in choosing wheels for our new long-term Saab 9-2X. We wanted something a bit different, but high-quality and light weight, too. We narrowed our selection down to something from Work Wheels. Work Wheels has been building high-quality performance wheels since 1977; various motorsports teams in Formula 3 have discovered its products.
The VS-XX is a modular three-piece wheel consists of a high-pressure cast inner disk mated to forged outer units. This process gives the wheel optimum strength and design balance
The VS-XX is quality constructed and ideally tailored for European fitments with a wide variety of sizes, offsets and applications for Audi, BMW, Mercedes, Ferrari and others. Sizes currently come in 17- to 19-in. diameters, with widths varying from 6.5 to 13 in., depending upon the disk style (Standard, Deep Rim and Big Caliper). In addition, the VS-XX can be custom ordered to allow for special brake clearances and other specifications.Work Wheelswww.worksuperwheels.com