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Jack Of All Trades - Tanner Foust

A Celebrity Among The Ranks

writer: Ryan McKay
photographer: Henry Z. DeKuyper

If Import Tuner had an award for being an all-around, kick-ass racecar driver, Tanner Foust would probably win it. Not only does this well-rounded driver and 32-year old from Steamboat, Colorado race rally cars, drift cars and compete in just about any other type of racing you can imagine, he does them all very well. So well, in fact, he has his hands in just about every pot in the automotive industry. He's so deep in the fold that he crashes at Rhys Millen's multi-million dollar pad while pursuing a career as a stunt car driver. Having driven for "Fast and the Furious: Tokyo Drift," and "The Dukes of Hazard" movies, Foust's latest endeavor into stunt driving is already blossoming.

Getting to where he's at wasn't an overnight affair, though. Being able to switch from racing off-road rally cars to road racing and drifting takes lot of skill. It's all about learning to master the art of car control. Do that, and you can drive just about anything well at the limit. Foust learned the ropes of car control teaching ice driving in Colorado-and in our opinion-there are few better ways to learn how to control your car than on the frozen slippery stuff.

While Foust fell in love with drifting cars across ice, it's no surprise he's made the shift to drifting on the paved stuff. His drifting foray has been a successful one, with Foust racking up wins in Formula D and D1 drift events in this wicked Nissan 350Z. Foust may drive the 350Z, but the keys to the wheels under Foust's drifting passions belong to AEM. A premiere aftermarket manufacturer in the import world, AEM has the manpower and resources to build some of the baddest cars out there. But this one wasn't built solely for Foust's pleasure-it was built to showcase AEM's products.

The folks over at AEM tell us the car was built over a 12-week period and cost an undisclosed amount of money to build (obviously a lot). They tell us the Nissan hits the track about twice a month, campaigning in Formula Drift and D1 events. As a testament to the ability of AEM, the 350Z and Foust, the team took the win at Formula D Atlanta-in the car's second race ever. Pretty impressive indeed.

Although it weighs in at a svelte (for a 350Z) 2900 lbs., it still takes some serious motivation to get this thing sideways down the track. With 450 hp at the rear wheels, this car has no problem lighting them up on demand. The VQ35 engine required some tweaking, however, and the twin Garrett GT25R turbochargers are the backbone of the engine mods. While the 3.5-liter Nissan mill retains its stock bore and stroke, the bottom end still received its fair share of work.

Benson Automotive Machining, in Costa Mesa, Calif., handled the machining, while the prepped and measured parts were carefully assembled in-house at AEM, with their man Stephan Papadakis doing the honors. The VQ now sports the stock forged crank, 10:1 compression JE pistons, JE rings, and off-the-shelf Eagle connecting rods. The oiling system is still stock, other than an APS oil pan. With the shortblock together, AEM shifted its attention to the VQ's cylinder heads, doing nothing more than adding a set of Jim Wolf valve springs.

A pair of turbos are responsible for getting enough air into the Nissan mill to make 450-wheel hp, but they aren't doing it alone. An APS cast-iron exhaust manifold was used to join the twin Garrett ball-bearing turbos to the VQ's aluminum heads, and the spent gasses exiting the turbos are routed into a custom, 3.5-inch stainless-steel exhaust. With the engine build in the bag, lining up some good engine management was next on the list.

Like we said, AEM built this car to showcase their products, and that's exactly what its done. This 350Z rocks AEM's best, including a universal AEM EMS, an AEM fuel-pressure regulator, and an AEM Gauge-type UEGO controller (wideband O2 sensor). The EMS works in conjunction with a set of six APS/Bosch 500cc/min fuel injectors, an AEM adjustable fuel-pressure regulator, and a tank full of 110 octane fuel to make sure the engine gets enough gas to match the massive quantities of air the Garrett huffers blow into the VQ's stock intake manifold. AEM's contributions to the Nissan's electronics didn't stop there, though. The car rocks an AIM dash that communicates with the AEM ECU, and an AEM Serial Datastream Gauge. Pretty sweet, huh? We think so.

The 350's stock transmission has held up to the torture of 450 hp and the rigors of drifting so far, with only mods to the drivetrain being the addition of an ACT 6-puck, single-plate clutch, a lightened OEM flywheel and a Nismo 1.5-way clutch-type LSD. The workhorse clutch and strong LSD have proven their ability to get those horses to the ground without any fanfare. Good news for boosted 350Z owners who like to abuse their toys.

A race car with gobs of horsepower and fitted with a good drivetrain is useless without a good suspension. This holds true even to racing in a straight line (check out the suspension on a full-blown drag car), and is even more important in drifting. The 350Z's OEM suspension setup is good enough for a daily driver, but this racecar needed a little more. In search of the perfectly balanced Z, AEM fitted theirs with what they dubbed the "AEM Racing/Tokico" suspension kit. Up front, the bastard suspension consists of Tokico dampers/springs and JIC tie-rod ends, while out back, the same spring/damper combo was used. Stillen adjustable anti-roll bars were added front and back to keep the car flat and stable while sliding across the racetrack.

Brakes are important, too. If you doubt that, try driving your car down a steep mountain road without using the brakes or downshifting. AEM didn't need us to tell them that, though. They must have gotten the memo, because they went ahead and made a few mods to the stock brakes to help keep the car out of the tire wall. The OEM braking system was good enough that with the addition of Axxis brake pads and Motul fluid, the braking system was deemed sufficient. And if you think you see a linelock on the brake lines, you are correct. Now pat yourself on the back. We guess Foust likes to do big, smokey burnouts.

Good brakes may be able to help Foust avoid any stationary objects, but collisions are inevitable, and Foust is no stranger to crashing. As a teenager, he rolled his Honda Civic end-over-end seven times. So it's no surprise he wears a ton of safety gear. In addition to the three-layer fire suit, fire-resistant nomex socks, shoes, gloves and helmet he wears, the 350Z has its own accessories to keep the driver in one piece. A rollcage, fire suppression and countless other pieces of safety equipment are requisite items on a racecar. The rollcage was custom-built by Steen Chassis, and Foust can now strap himself tightly into his Sparco seat and harness. Safety first!

With the interior and drivetrain finished, AEM got to work on the exterior. The bodywork was tackled by MOB Works in Orange, Calif. MOB installed the front Seibon fenders, Versus body kit, Seibon hatch, Rotora wing, custom MOB Works rear fenders and covered the whole shebang in Lambo yellow in less than 3 weeks. Not bad, considering we've waited longer at the DMV. Finally, AEM picked a set of Motegi Touge wheels to fill out the fenderwells of the Z, measuring 18x9 up front and 18x10 in the rear. Shod in 235/40/18 and 285/40/18 Toyo T1-R rubber, the 350 is sitting pretty.

Teaching people to drive on ice may be an uncommon way to learn to drive race cars, but as we can see by Foust's huge success in drifting, rally, and stunt-driving, it may be one of the best ways to learn. Expect to see Foust behind the wheel of this killer machine in the winner's circle at a drift event near you

Audi's R8 goes racing with RWD and 500 hp. And YOU can buy one!

Introduced for the 2008 model year, the new R8 is Audi's first supercar, pitting the Ingolstadt automaker directly against the likes of Ferrari and Porsche. With a 4.2L, 420-hp V-8 and an exquisitely sorted chassis, the mid-engine coupe rockets to 60 mph in just 4.1 sec and is an excellent companion for canyon carving. Yet given its impressive attributes, when the R8 hit showrooms some enthusiasts were disappointed they couldn't buy a racing version and lobbied the company to build a model solely for competition at the track. Well for those fans, the wait is finally over -- saying "ever since the R8 was unveiled we've been inundated with enquiries about a race version," today Audi Motorsport head Dr. Wolfgang Ullrich unveiled a new, specially designed racing R8 meeting all production-based GT3 regulations. Previously Audi created an R8 for use as a safety car in the 2008 DTM touring car series, but the new racer codenamed "R16" sports a far more significant list of upgrades. With a bump in output to over 500 hp, power is now channeled solely to the rear wheels (GT3 rules don't allow all-wheel drive) with the help of a new, six-speed sequential gearbox. And though the racer's suspension is mostly stock, a new front end has been added along with a large rear wing to improve downforce. For those wondering if these additions will hurt the R8's signature compliance, however, Ullrich claims that while it offers "high-caliber technology" for the track, the race car "is nevertheless easy to handle." Available in the fall of 2009, the R8 racer will be eligible for entry in competitions around the world, and its first test runs are scheduled for the 2009 European racing series season. Factory and logistics space needed for the Audi AG customer program will be set up in the next few months, with locations in Ingolstadt, Neckarsulm, and Gyor, Hungary, so if you're eyeing an Aston Martin DBRS9 or 911 GT3RSR for your race team, you may want to wait and check out Ingolstadt's new offering, too. Source: Audi

Spider Bite

The answer is yes, you bet your ass it is!
Photography by: Dan Chavkin

Bloody knuckles, agonizing tears and a cardboard-box bed might describe some transient who walks the streets. But this also describes Richard Tang of Hacienda Heights, Calif. Calling the office home for two weeks and getting a total of 10 hours of sleep, Tang burned the midnight oil to prepare his 1991 240SX for the 2004 SEMA convention. With his buildup deadline merely two weeks away, he worked around the clock. Despite knowing the pains of procrastination, Tang, like many SEMA exhibitors, began working on his project vehicle, dubbed JDMRICE3, only days before the big event.

Two months prior to SEMA, Jiro Adachi of Tanabe USA was looking for a candidate to build an S13 with Kazama's suspension products and Nagisa Auto's (NAMS) chassis products, which were recently made available in the States under Tanabe's More Japan division. It seemed Adachi's search had finally come to an end: There was no one more qualified than Tang for the buildup. He had already built one sick-ass S13, dubbed JDMRICE2, for the 2003 SEMA show; this car eventually graced our cover in December 2003.

There was one daunting task: Tang was asked to create an exact replica of the Kazama S15 that Manabu Orido drove to set a record lap time of 59.45 seconds at Tsukuba Circuit in 2003. "I knew it was going to be a hard project to build, but I still accepted the offer and was determined to take on the task headfirst," stated Tang.

While waiting for the body kit and suspension components to arrive via air from Japan, Tang disassembled his 240 fastback. He drove it to G-Dimension located in the City of Industry, Calif., where the stripping process began. With the aid of James from G-Dimension, Tang and a friend removed the perfectly running stock KA engine with plans to install a SR20DET. After removing all the wiring and engine components, they towed it to P.J. Bonifacio for prepping and painting. Prep work included removing the factory panels to keep the interior design simple. After scraping sound-deadening material from the interior, the body was then stitch-welded over a grueling two-day period.

Recaro Profi SPG XL buckets and Takata MPH four-point harnesses add some JDM flavor while keeping the driver out of harm's way at all times. A Nardi steering wheel attached to an NRG quick-release hub enables Tang to enter and exit without re-aggravating his hernia. In place of the factory shifter resides a C's short shifter attached to a Kazama shift knob. A matching Kazama spin-turn release knob completes the interior transformation.

Audiophiles might shed a few tears knowing the factory head unit compartment has been overrun with HKS's newest meter lineup. The black face RS DB 60mm boost, oil temp and fuel pressure meters are custom-mounted in a carbon-fiber plate allowing Tang to use the meters' warning, peak hold, simultaneous display and playback to their full potential.

Only Kazama offers a publicly available, S13 to S15 front-fender conversion kit, which enables any consumer to implement the coveted S15 front face. Using a set of limited-edition silver S15 headlights, the Kazama front bumper was attached using corner-mount fasteners and then topped off with a Seibon S15 AB-style vented, carbon-fiber hood. With blister fenders out front, the rear quarter-panel needed wider hips.For two days straight, Tang and his fellow employees at P.J. Bonafacio Auto Design meticulously molded a set of M-Sport wide fenders to the skin. The rear bumper and side skirts are also M-Sport issues, which were purchased through Renova Auto. Superior Nissan came through for Tang with a set of 180SX late-model Type-X taillights. In the rear, a Rotora 3-D GT wing channels downforce to the rear tires when sliding through the turns.

With the newfound fender space, oversized offset rims became a necessity. Tang opted for a set of custom J-Line wheels. New to the market, these 18x9.5- and 18x10-inch rims are laced with the newest trend in foot apparel: red chrome center spokes. Graciously sized Toyo Proxes T1-S tires, 235/40-18 up front and 255/35-18 in back, tuck within millimeters of the fender well. Replacing the underachieving factory brakes are a set of Brembo Skyline four-piston calipers in front and two-piston units out back. After completing the exterior, Tang's friends, James and Danny from S.I.X. Autoworks, paid a visit to help him install an office full of suspension product from Kazama, NAMS and Tanabe. Because the vehicle was a moving advertisement for the top three Japanese suspension companies, Tang sat under the car with a toothbrush in hopes of cleaning off the 14 years of dirt and oil that had accumulated in the wheel wells.

Kazama supplied its front tension rods, super tie rod ends, tension support bar, rear camber arms, rear toe arms, rear traction arms and sub-frame bushings. NAMS was also in the mix. Its top-selling Gacchiri fender brace and Shakitto strut tower plate, dramatically reduce body flex. Tanabe supplied its Sustec Pro Type II coil-over system, front and rear strut tower bars and--for added vehicle control--a set of front and rear sway bars.

With so much detail going into the suspension and body, it's a good thing Tang wanted an engine that would also set new standards. Enlisting the experts at Phase 2 Motortrend of Hacienda Heights, the crew rebuilt the SR20DET with HKS goodies. A set of HKS step two camshafts with a 264-degree intake and exhaust maintain extreme revs with the aid of a HKS rocker arm stopper kit and valve springs. Pressurizing the hot pipes, the enormous Type-S front-mount intercooler chills the intake charge while a Super Sequential blow-off valve releases excess pressure into the atmosphere. Spent exhaust is vacated though a Tanabe downpipe and finally terminates though a Super Medallion racing exhaust. Tang purchased a 1.2mm HKS head gasket and Power Enterprises Kevlar-lined Super V-belt. A Power Enterprise aluminum radiator and hose kit replace the notoriously inefficient factory radiator. A set of 660cc Power Enterprise injectors are given sufficient fuel through an HKS racing fuel pump. Dyno figures prove that older cars such as the 240 will benefit from an improved grounding system. The SR20 now sports a Sun Automotive Hyper ground system and Hyper voltage system. Transferring the power to the tarmac is an HKS single plate clutch. It delivers equal power to the rear tires though a NISMO two-way limited-slip differential.With body work and prepping done a week before the debut, the team worked in a frenzy to custom mix and match a color similar to the Kazama car using only sample photos and magazine clippings. Using a stage four derivative of Ford's E9 Laser Red Metallic paint, Tang produced a color strikingly similar to its predecessor. It is a blood red hue that suddenly changes to a luminous pearl metallic when in sunlight.

With the paint still fresh, the 240 was towed to Euphoic Designs in Gardena, Calif., where Jessie and his crew designed the graphics on computer by simply looking at the same photos used to match the paint. The final design speaks for itself. The intricate spider web design took 18 hours to complete. With the clock ticking away, Tang trailered the vehicle and sped off down the Nevada Highway. Lady Luck was on his side as he managed to deliver the Kazama replica car.

"Many consider this vehicle a completed project," said Tang. "I say it's a never-ending process and I still have a long way to go before I am truly satisfied with JDMRICE3." Tang plans to drive the car back to XS Engineering of Huntington Beach, Calif., to extract additional horsepower and fine-tune the HKS V-Pro for this year's Time Attack and drift events. So, watch out guys, JDMRICE3 is coming to a drift event near you!