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About Me


I have been writing on here for several years now and I figured I owe you all a proper introduction; a bio of sorts and a bit of background about how I got where I am now. A proper introduction starts at the beginning, of course, so that's exactly where I'll start.

The first birthday gift I can remember was a black 1:18 scale Lamborghini Countach. I was 4 at the time. While other kids collected cool bedroom wall posters, I collected model cars and raced them on the floor. The word "video game" for me was nearly synonymous with Need For Speed while I was growing up, until it turned into some sort of Fast & Furious franchise. I shifted my focus to Gran Turismo and then Forza after that. Trips to amusement parks always frustrated my friends. Everyone wanted to go and ride at least once on every fun ride. I just wanted to wait in line for go-karts all day.

By the time I was 11, I was taking my dad's 1.0 litre, 3 cylinder Opel Corsa for drives around a private industrial park... off-road, so it was technically legal. I used to find puddles of standing water so I could do burnouts. Dad wasn't happy when he found that out, in case you're curious. For as long as I can remember, I have been crazy about cars (well, the ones that matter anyway). Naturally, that meant I decided I wanted to make a living working on cars at a young age.

With a great interest in suspension and powertrain systems, I knew I wanted to become a mechanical engineer before high school. I didn't know much else at the time but that plan never changed until I graduated high school. As a result, I did end up going to university and studied mechanical engineering. I graduated in 2011 with my degree, but life called with a local job offer that I had to take. I called back, however, and said: Hey life, I'm not done with cars. I will drive, race, and write about them. I dipped my toes in high performance driving once in 2011. I was hooked. I came back a couple more times in 2012. It was nowhere near enough.



I came back every chance I got every year after that. By 2016, I was racing with a local VW race team - Vantage Motorsports; a humble but very exciting 95 GTI SCCA IT-B spec car. I shared the car with team mates who had been instructing and racing longer than I have been driving so I learned far more in a couple seasons of racing than I could have done on my own in years. By 2017, I was instructing high-performance driving. But living in Canada means there is no track for nearly 7 months out of the year during the track off-season so I’ve just picked up a car to get into Rallycross this season. Enough is just never enough if you catch the track bug and I am severely inflicted.

My personal track car is currently a 2012 Mustang Boss 302 and has been since I bought it in the summer of 2012. I’ve done a few thoughtful mods (you know the ones; camber, control arms, Watt's link, wheels & tires, etc.). This made me somewhat of a "Mustang guy," it seems, because I have had four different High Performance Driving Education (HPDE) students with Mustangs since, one with a 525 hp Saleen. None of them crashed. Everyone in the paddock was accounted for - and standing up - as those Mustangs left the track (sorry, YouTube). But actually, that last little bit speaks a lot more for those drivers’ lack of stupidity rather than my teaching or driving skills, but hey, I have a blog and they don’t, so I’ll take the credit.


I enjoy writing reviews/tests (ideally, on track), performance tech features/articles, and a bit of interesting car news. I don’t have access to manufacturers’ press fleets, so I’m at the mercy of good opportunities for test drives. Thankfully, I have good friends that let me drive interesting cars and write about them from time to time. I write about my HPDE students cars as well, if I learn enough about them in the few laps I take in each. One day, I hope to test a lot more - especially on track - with access to press fleets. I’ll also share cars and stories I come across. If you like what you find, make sure to subscribe (top of the page) and follow me on Facebook or Instagram (below). There’s always something coming!

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Comments







Does An Aftermarket Grille Really Increase Airflow?
I put a Saleen S281 grille to the test to answer that question.

Stock Suspension S197 Mustang With Square 305/30/19's
What you need to fit a proper size square tire setup.

How Limited Slip Diffs Make You Faster on Track
What you need to know about how they put power down and pros and cons.

Can Telemetry Explain Schumacher's Talent?
A comparison between Schumacher's and then team mate Herbert's data.






Cayman GT4 Track Review
The first Cayman with proper (911-challenging) power.

Is an EcoBoost Mustang any good on Track?
Two days at the track in a Mustang short 4 cylinders.

2016 BMW M4 DCT Track Review
It's quick (properly quick). But is it fun?

Can a stock Golf Diesel handle a Track Day?
Not your every day track beater.




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GTR vs Evo X vs STI: which has the best AWD system?

A few weeks ago, I made a post explaining  mainstream AWD system types and how they compare , pros and cons, etc. including some simple diagrams to show where the power goes and how much. As promised, this post will focus on specific cars and what AWD systems they use, especially ones that that have more or less been defined by their AWD systems, and the best place to start may be with a bombshell; the Nissan GT-R. Nissan GT-R (R35) The GT-R has built a reputation around having monster traction and very approachable performance, thanks to its AWD system - Advanced Total Traction Engineering System for All-Terrain (ATTESA) - and what it can do for you. But the GT-R doesn't actually use the most mechanically sophisticated type of AWD systems discussed in the previous article, namely a "true" AWD with a centre differential. Instead, it uses a clutch pack to transfer power. RWD-based clutch-type AWD schematic - Rams Eye The Track Guy © The R32, R33, and R34 Sky

How Limited Slip Diffs Make You Faster on Track

SADOKIST's (eSports Host) E46 BMW M3 GT3 Race Car - Kevin Doubleday © Over the years, I've found that limited slip diffs (LSD's) are some of the least appreciated performance parts you could get (or upgrade) for a car. LSD's make a big difference, though, because they can vastly improve how early you can get back on the power and, therefore, how good your corner exit is. That last bit is very important if you're driving on track and want to get a good lap. You don't have to just take my word for it, though. F1 royalty Sir Jackie Stewart puts an emphasis on the importance of corner exit. When Captain Slow was sent to him to cut 20 seconds off his lap time (Top Gear Season 8 - Episode 5), Sir Jackie told him: "the exit of the corner is FAR more important than the entry of the corner, with regards to smoothness." Sir Jackie Stewart coaching James May in a TVR Tuscan - Top Gear Season 8 Episode 5 You really need to nail the exit. And to get a

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Last year, I picked up a 2009 Lancer Ralliart to do a long term test with it as a dual duty track/daily. One of the first things I knew I was going to do was put a decent set of tires on it. The car came without OEM wheels which was actually good because I didn't have to hesitate about getting a good set of aftermarket wheels to support going wider. Thankfully, my friends at YST Auto Halifax  set me up with a great set of Superspeed RF03RR wheels. The Wheels I had never even heard of Superspeed but I trusted the good folk at YST Auto who mentioned some customer cars running on track with them. These wheels are rotary forged which is basically a prerequisite to be taken seriously in this market populated by companies like TSW and Fast Wheels. The wheels looked like a high quality, well finished wheel and each had a "QC" check sticker on. Just for appearances? Maybe, but I found no defects. The wheels seemed easy to balance (didn't need many weights) and at 18.1 lb. f

Limited Slip Differential Types Compared

BMW M2 equipped with an eLSD - BMW © A few weeks ago, I posted about traditional clutch-type limited slip diffs (LSD's) and how they work. You can read about those in the previous post: How Limited Slip Diffs Make You Faster on Track . But as you might know or have learned from reading the article, they aren't without their faults, which means engineers are always working to get around those limitations. You may not be surprised to learn that something like the Ferrari 488 GTB doesn't use a traditional limited slip diff, but it's not limited to super cars, far from it. Cars like the Golf GTI, the Civic Type R, various Mustangs, Corvettes, and BMW M cars, and even the Lexus RC F and GS F, all avoid a traditional limited slip diff in favour of one of these technologies. To keep things simple, I'll focus on two wheel drive vehicles. The vast (vast) majority of principles apply to all and 4 wheel drive vehicles, but there are some subtle differences that I'll