Even though my name may be new on the SCC blogs, I have a history going back with the magazine almost 10 years. I know some of you have been with the magazine that long or longer. I know Larry Saavedra, one of the early editors of Sport Compact Car, personally. I did several freelance articles for him in my earlier days.

I also went to college with Josh Jacquot, the former editor. So I have a little bit of history with the magazine. Tenuous, yes, but history nonetheless. Which is why my current position as Senior Web Producer for the Truck Group is all the more ironic. I've never owned a truck in my life, nor do I particularly care to. Granted, if I had a house with a side yard and the space for one, I'd like to have one as a workhorse, or better yet, as a tow rig for a weekend track car. (See, there is a use for trucks after all!)

I've been a Sport Compact guy for about as long as I've had a driver's license. My first car was a '93 Nissan Sentra XE. Nope, not even the zoomy SE-R, just the plain-vanilla XE. At least it had air conditioning, a tape deck and cruise control...basically, all the essentials for long road trips, which the car did repeatedly taking me back & forth from my home in Northern California to college in Central Texas, and then again from Texas to Tennessee for grad school, and then all the way from Tennessee to So. Cal for my work. That car had seen some miles.

I've got some grainy pics of it somewhere. If I can dig them up, I'll post them. After that, I briefly left the Japanese fold and was seduced by a hot little German, a 2000 VW GTI VR6. I loved that car...when it was running. I spent about as much time in the service lounge as I did behind the wheel. I vowed "never again" to VW.

Today, I have an '03 Mazda Protege5. Aside from having my doors routinely blown off by minivans, Tahoes and Camrys, I love the car. In many ways, its simplicity and straightforwardness remind me of my old Sentra. As nice of a car as the Mazda3 is, (and as much as I'd like to own a Mazdaspeed3) the P5's successor lost some of that trusty, simple charm that the Protege had.

But I don't want to get all misty-eyed about the "good ol' days" of fixing anything on imports with a metric ratchet set. Like it or not, those days are over, for the most part. But innovation in the Sport Compact segment is alive and well, from both foreign and domestic brands. I'm actually pretty excited at the prospect of the Chevy Cobalt SS Turbo with the new LNF 260-horse direct-injected turbo from the Solstice GXP.

Say what you want about Chevy's, but that car is going to be one substantial contender in the sport compact segment. I'm still leaning toward the Mazdaspeed3, personally, but I'm willing to give the Chevy a look. I know you may not all share the same sentiment, but you should be happy that sport compact enthusiasts have more choices now than ever before.  

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The track - Buttonwillow Raceway #13CCW (sorta...). The driver - John Heinricy, GM Performance Division and multiple SCCA national champion. The car - the 2008 turbocharged Chevy Cobalt SS.

This is an in-car lap of Heinricy driving the new Chevy Cobalt SS (w/factory optional LSD) around BW during the press intro event. This is a closed off, private event at a sanctioned racetrack, don't try this at home!

To all SoCal natives, you will notice that there is a chicane right before Lost Hill and many other cones sitting on the course in places they would not normally be placed.  This was purposely setup to keep the speeds lower on course and keep the day safer for all the journalists driving on that day. Although Heinricy is cleared to drive through the full course and take the front straight, journalists were required to enter the hot pits (where a speed limit was enforced), instead of taking the front straight for another lap. Keep an eye out here at sportcompactcarweb.com for our own video review of the 2008 Cobalt SS.

I've had the same conversation with several enthusiasts, and have seen posts on many sites about the subject. Even though direct injection is becoming more and more common on cars, many enthusiasts are saying it's "untunable."

The conventional wisdom is, unlike port injection, in which you can simply add higher-flow injectors or an auxiliary upstream injector for forced-induction applications, direct injection inherently limits the maximum fuel flow at high RPMs.

I will preface whatever I say in this post by admitting I'm not an engineer, and I don't purport any of my observations to be technically accurate. However, just a few points I'd like to bring up.

All modern diesels are direct-injected, and the aftermarket tuning scene has taken to them with a vengeance. It is not at all unheard of to get gains of 100 horsepower and more than 200 lb./ft. of torque on the big 3/4-ton diesels with just a little chip tuning and a few bolt-ons. Granted, there is a huge difference in fuel pressure between GDI (gasoline direct injection) and DDI (diesel direct injection). Gas DI systems are around 1,200-2,000 psi, whereas diesel systems are between 24,000 and 29,000 psi.

Also, interestingly, direct injection has some limitations that are not a factor with conventional port injection. The RPM capability of direct-injection engines is directly proportional to how many cylinders they have. The highest-revving DI four-cylinders that I'm currently aware of redline at right around -- or just under -- 7,000 rpm. However, Audi's RS4, with a direct-injected V-8, revs freely to 8,250 rpm. Per crank revolution, there are twice as many combustion events as with a four-cylinder, and therefore half the number of duty cycles per injector.

So in a sense, the power delivery on the new breed of direct-injected, turbocharged 4-bangers will be more diesel-like, in that more of the power will be delivered at a lower RPM. Again, in a segment used to 8,000 rpm or higher redlines, this might be somewhat of a cultural adjustment. As well, with the wider adoption, increased focus, and increased research & development into direct injection, expect the duty cycle limitations to continue to decrease, and the rev limits continue to increase.

Much like fuel injection back in the day when carburetors ruled the streets, I think the declarations of direct injection being untunable are more from unfamiliarity and ignorance. Ignorance...such an ugly word. I mean it in the nicest possible way, in that many tuners simply don't know enough about it to do much with it yet. In time, just like with fuel injection, emissions-controlled engines, The Gen-III GM small-block, and all other new & unfamiliar things, tinkerers will find their way to squeeze more power out of this new-fangled technology.

Shown at SEMA and the LA Autoshow, the Toyota Matrix Rally concept looked pretty sweet.  It's good to see Toyota trying to be appealing to the enthusiast once again.  Even though this won't see production, it's nice to know Toyota has us in the back of their mind.

Although I didn't spot a rear differential, the hardware on this Matrix is pretty sweet.  I liked the wheel / brake combo and I especially liked the front mount intercooler keeping the supercharged 2.4 liter cool.  Stripped and caged too.

I have the fortune and opportunity to have experience in a variety of areas of the automotive enthusiast scene. As I alluded to in one of my previous blogs, my "day job" is overseeing nine truck enthusiast sites, one of which is a diesel-only enthusiast site.

There's absolutely no doubt that there is a significant and growing population of diesel truck enthusiasts out there. Whether you look at it empirically or anecdotally, the diesel truck crowd is growing by the day.     

But I wonder if the enthusiasm for diesels will translate from trucks to passenger cars in the U.S.? There's an active diesel tuning scene in Europe, and there has been for the better part of a decade.

Take Honda for instance...Some of the engines have factory redlines of 8,000 or even 9,000 rpm! How willing will those drivers be to give up high-rev thrills for a loping 4,500 rpm redline, but more than 300 lb./ft. of torque?  

Granted, driving a car at high revs on the track makes you think you're an F1 Driver, but with proper gearing and driving techniques, a diesel can be a very competitive performance car, as amply demonstrated by the Audi R10's LeMans victory.

It's just a very different feeling between going fast in a diesel and going fast in a tuned gasoline-powered car. Diesels seemingly devour the road with their engines revving lazily at between 3,500 and 4,500 RPM at wide-open throttle, pushed along by a tsunami of torque, whereas high-performance gasoline cars rely on high-RPM horsepower to deliver the goods. Is one method better than the other? I guess it's as subjective as whether you prefer chipotle or habanero salsa, or spicy tuna rolls or eel sushi.

But the prospect that you could get this level of performance with an average fuel consumption of around 40 miles per gallon -- or higher, in some cases -- is a pretty compelling case. I know I'll be one of the first to start snooping around these new clean diesels when they finally come rattling off the container ships in a year or so.  

Hyundai just introduced its Genesis Coupe at the 2008 New York Auto Show. I almost hesitate to even talk about it in this blog, because it stretches the very definition of "compact." With a 111-inch wheelbase, Hyundai's new sports coupe is just behind Infiniti's not-so-small G37 coupe which stretches 112.2 inches between its axles.

So this car is clearly not a revival of the AE86 Corolla or even the Nissan 240 SX, two dearly-departed RWD import funsters. It seems Hyundai's aiming for sirloin sizzle on a burger budget with this car. Its size, styling, and dimensions (if not status) clearly put it in the same realm as the Infiniti, and its price point of low-to-mid 20s puts it in the ring with the Ford Mustang and upcoming Chevrolet Camaro and Dodge Challenger.

But it remains to be see exactly what the demographic of the typical buyer will be for Genesis. If there's one thing I know about traditional musclecar fans, it's that they're fiercely brand and country-loyal. I really don't see many Camaro, Mustang, or Challenger intenders crossing over and buying a Hyundai.

I think this car could possibly get some 240 owners that are still hankering for a affordable rear-drive sports car, don't care for the Nissan Altima coupe, and can't afford the G37. Or even some guys that would buy the latter if they could afford it but are willing to settle for something almost as good (at least on paper.)

In terms of what's going to be under the Genesis' hood, the two engine choices will be a 200+ horsepower (from the typically vague early-introduction press release) 2.0L turbo four-cylinder, or a 300 horsepower 3.8L normally-aspirated V6, both offered with a choice of a 6-speed manual or automatic transmission. Many are already expecting that the turbo four will be the favorite of tuners, with the V6 attracting those looking for a buget luxo-coupe.

What are your thoughts? Do you think this car could stoke the revival of the RWD tuning scene?

Just when we thought the C6 Z06 was the be all end all of American muscle, especially after breaking into the 10s on stock tires, Chevy has to one-up the Z06 and bring the ZR-1 back with a 620+hp, supercharged LS9.

Now I am not normally a fan of American muscle, but the original ZR-1 was always my favorite Corvette.  I'm glad the latest step up from the current Z06 will be named ZR-1 rather than "Blue Devil" or the over-used and abused "SS" title given to so many vehicles wearing the bowtie badge.

The heart of the ZR-1 is the all new LS9, the buffest thing to come in a Corvette.  Displacement has been lowered to "merely" 6.2 liters in order to beef up the block for boost, but it still puts out 100 plus horsepower per liter thanks to the Eaton roots blower putting out 10.5 psi.  There is even an air to liquid intercooler resting right on top to bring intake temps down 140 degrees F.  The cam has less lift and 27% less overlap, thanks to the use of a supercharger, which means idle is smoother, and daily driving at low speeds is easier (not sure why you would go slow in this car, though).  The Tremec 6060 six-speed gearbox has a 2.29:1 first gear ratio and 3.42:1 final drive which means 0-60 runs will take place in 1st gear alone.

With the new LS9 motor comes a bigger, badder Corvette.  With all the recent GT-R vs. Z06 business plaguing the industry, Nissan better be on top of its game when they come out with the V-Spec edition.  The competition just got a little stiffer.

The big thing on my mind, though, is what's going to happen when these motors are available to people looking to go with an LS swap?  This is SCC, after all.  With all the LS powered 240SXs and RX7s out there, I think we may see some ridiculously fast cars in the future.  A stock motor that puts out 620-650hp is just insane.  Putting it into a tiny, RWD 240SX or RX7 is just as crazy, but oh so much fun.

LS1 swaps?  Come on now, hold out for the LS9.

Out of all the debuts and exotics at the LA Auto Show, the one car that I left the show lusting over was almost 10 years old.  The legendary 22B STI.

Now if you aren't familiar with the 22B, do some homework.  It's one of the rarest, most badass cars to come out of Japan.  The production run was limited to 400 (#13 was used as Subaru's press car and there were a few others specially built for Colin McRae and Nicky Grist).

Before turbocharged awd cars made it back over to the USA, this car was it.  The closest thing to the WRC champion GC rally car that we could never drive.  Now EVOs and WRXs are everywhere you turn, but this car still stands strong.

Although it was on display at SEMA, I didn't really have time to check it out, thankfully it was shown at the LA Auto Show as well.  Sitting next to the 2008 STI, the 22B looks better than ever.  It's sort of weird, but last night I had a dream that I was building a GC up to replicate the 22B with all the OE body parts, wide fenders and all.  I guess that's what sort of sparked this blog.  There is just something so alluring about this car.  I guess it's like the jdm GT-R's cult following - wanting what you can't have.

Well after calling the DMV back after hearing information that I was only able to obtain through people who have experienced the same issue, I finally spoke with a decent human being.  This woman was actually awesome, very helpful.  She actually explained things, as well as provided options to fix this problem.

Here's the deal.  I never received a temporary license / extension because I renewed my license BEFORE it actually expired (the previous week).  I guess that's what I get for being on the ball and taking care of things on time.  All I need to do is go into the DMV and get an extension on my expired license and keep doing that until I am ready to complete the motorcycle license portion.  The DMV employee helped me reach this decision because she didn't want to see me have to re-start the motorcycle process by cancelling my existing permit (the whole reason behind this ordeal).  She was also the one who pointed out as to why I never received the extension / temporary license in the first place.

Now, I actually have an idea on what I am supposed to do.  I actually have a game plan.  The first lady I talked to didn't tell me anything at all, she just sat there silently and gave me incredibly rude replies anytime I would ask a question.  After going nowhere with the conversation, I basically told her off and hung up, remaining completely in the dark on the whole situation.  After speaking with the nice, helpful employee this time around, I know exactly what's going on.  I guess it all boils down to who you deal with since everyone is human.  I shouldn't say that I hate the DMV; I just absolutely hate the first lady I had deal with.  Oh well, at least I'm not driving around without a valid license anymore, and I still get to ride my Yamaha.
/end of my bitching rant.

Toyota Enthusiast site Club4AG is inviting sport compact enthusiasts to provide input on the potential spiritual successor to the legendary budget drift car, the AE86 Corolla.

The webmaster is claiming to have a close ear to some key people within Toyota Motor Corp. that could have some influence on future product developments. Whether or not that's true, it's a good opportunity to make your voice heard on what you'd like to see from Toyota, and it seems the rear-drive AE86 is one particular model that has an especially strong following among compact performance enthusiasts.

The common themes that seem to be coming from enthusiasts are:

• Lightweight
• Rear-Wheel Drive
• Four Cylinder