Project 997 TT started life already classified as an exotic car.Yet we've still managed to make it significantly better. The words that come to mind when driving it are: "This car isn't fair." It feels like it can out-handle and stop faster than anything, ripping off the line in a sport-bike fashion, followed by a top end akin to the performance of a $1 million supercar.

Many years ago, when I was but a boy, this magazine started a project that apparently has no end. Editor Bidrawn leveraged the power of family and their associated check books to 'team buy' a 1997 Porsche Boxster. The goal was to make the best Boxster in the world. Apparently there's some sibling rivalry within the Bidrawn clan. Being an editor for a car magazine, this was his chance to get something stuck on the proverbial family fridge.

At just under 3,300 pounds and with an honest 330 hp under the hood, the Z4 M Coupe is already a fast machine. In parts two through four, we improved handling and braking, but now it's time to add more power to this highly competent chassis. In keeping with the original premise, I endeavored to do this without voiding the factory warranty and to back up power improvement claims with further track testing and thorough dyno work.

Project 997 TT started life already classified as an exotic car.Yet we've still managed to make it significantly better. The words that come to mind when driving it are: "This car isn't fair." It feels like it can out-handle and stop faster than anything, ripping off the line in a sport-bike fashion, followed by a top end akin to the performance of a $1 million supercar.

It's time to say goodbye to my most extensive project yet. I pushed the envelope in some areas and definitely learned from a few wrong turns. But that's all part of the experience. In the end, I can say this was a success, as anyone who's ridden in it can attest.

In response to joy or sorrow, Arabic women share a common response. They semi-cover their mouths and make quick, rhythmic elaa-elaa-elaa sounds.

It's been a while since my 1973 Triumph TR6 graced the pages of this fine magazine. I'm pleased to report the time away has been well spent. Since the last installment (ec, April 2006), I've fixed most of the TR's perennial problems. And of course, added more power.

In part two, the initial handling upgrades were an OEM strut tower brace and a widened, lightweight wheel and tire set. These pieces greatly improved cornering confidence, something borne out by Traqmate's GPS telemetry. But being a track junkie, I want even more corner-gobbling prowess from Project Z4M.

I must admit, Project 951 was taking forever to get going with its motor swap and, after it was ready, we were running into issues that kept slowing things up. Thankfully, Precision Motion-the guys behind the project's recently rebuilt engine-got the gremlins worked out.

Throughout this project, the goal was to take a Porsche 996 Carrera 2 and transform it into a GT3 replica, using factory and Tequipment components. The car has turned out excellent, offering near-GT3 handling and fooling even trained eyes, aesthetically. After that success and a couple of track sessions, we decided to go to the next level in handling and braking performance.

In the project introduction, we witnessed an easy 20 wheel-hp gain from a simple Fabspeed turbo-back exhaust, taking us from a 429 all-wheel horsepower (AWHP) baseline to 449 (ec, May '07). The exhaust features free-flowing chambers and high-flow cats, and all testing was done on Imagine Auto's all-wheel dynamometer using 91-octane pump gas and stock software.

What do I know about BMWs? As editor of a sister publication at Primedia, I've tinkered with nothing but Japanese platforms for the past 15 years. And, for various reasons, never wavered. Call it loyalty, stubbornness, making a living, whatever.

Roughly two months ago, we introduced our new Audi A3 2.0T, talked about how much it kicks butt, and outlined where we want to see it go. The focus is two-fold: one, to make a great street car even better, and two, help Penske Audi promote its new dealership in West Covina, California.

Over the past few months I've been scheming, scoping, and saving for a new project car purchase. The first big decision was to choose between a new BMW Z4 M Coupe or a Porsche Cayman S.

When offered the chance to start up Project 997 TT, I jumped all over it. No, it's not my car and yes, I'm still enjoying my soon-to-be-slow-by-comparison Project M3. So let's get right to it.

A numerically higher differential has often been referred to as the poor man's supercharger. In the case of E36 M3s with stock gearing (3.15 for 1995 models and 3.23 for 1996-on and M3 Lightweight models), a popular upgrade is a 3.46 or a 3.64 rear end. The end result is a peppier engine that sees its sweet spot sooner and more often.

Ever play Cars? Although there are no real guidelines, playing Cars has a few unspoken rules.

I'm in love with this car all over again.My apologies for those awaiting an update on Project M3 the past several months, but we had to overcome some serious hurdles throughout 2004 and 2005. I am pleased to report that all is now well.

Following changes to the interior and undercarriage, we finally address the most visible GT3 aspect: aerodynamics. Of all 911 models, the GT3 is the most recognizable. Its ground-effect appendages provide visual cues, but the dead giveaway is the tabletop bi-wing.

After our project 911 received its first dose of GT3 refinement in our last segment (October 06), we turn our attention to the interior, where our project car is equipped with a number of Tequipment sport enhancements, including a short-throw shifter assembly.

Since the introduction of Project Carrera > GT3 (August 2006), the transformation from bone-stock 911 to GT3-inspired performer is well under way. When complete, it should be very difficult to visually tell the car apart from the real deal. The car will also perform better with the addition of various bolt-on performance enhancements. Lighter GT3 body components planned later in the project will also aid in performance.

OK, I was extremely embarrassed and not at all pleased with the dyno testing results of my R28 presented in Part Three of this project car series. The awesome Advanced Motorsports (AMS) four-wheel MAHA dyno beat me fair and square. Sadly, I still have 'My R32 Blues'. Perhaps I was asking a bit too much of the little 2.8L VR6 24V (with cams, chip, and numerous bolt-ons), to put out power and torque numbers approaching the 3.2L R32 engine. Anyway, after such a defeat I felt it was time to go back to the drawing board. It did not, however, take me long to determine that my next plan of action was to go all out. No more modest gains with bolt-ons. This time I would open my wallet for some real performance. That is, to a performance level well beyond even the factory's mighty R32. I reckoned an extra 150bhp or so would turn my lightweight R28 into a lethal track weapon, while still maintaining desirable sleeper status. The time had come for forced induction, and the name of the game was Turbo.

More than six years ago I was fortunate enough to be one of the first journalists to drive the new generation E46 M3. The previous E36 M3 was perhaps the most balanced and inspiring car in the world; I thought BMW could never better it. I thought wrong.

Since replacing the venerable 911RS as the ultimate Porsche road and track car, the 996 GT3 has gained phenomenal appeal. Few cars are as readily equipped for club racing than this lightweight factory-prepped racer. It's the car you can competitively track all day and then drive home afterward. Produced between 1999 and 2005 worldwide, only 960 examples were offered in the United States beginning in 2004 and all were immediately snatched up, usually fetching more than the $100,000 sticker price. This is a ride to kill for.

"You bastard!"
Not exactly the greeting I expected from my beloved sister. With a trembling upper lip she tells how I ruined yet another family get-together.