My Hyundai Genesis Coupe, nicknamed “Suki,” is my first car, and the first vehicle I’ll be modifying for myself. Modification can be a daunting task, and one of the first and most important modifications you can do for your build is to upgrade your suspension. To make sure we did everything right, we trusted the experts at ISC Suspension to guide me through the process.

Ordering: Making the Choice

When I decided to make this next step in my build, I went to ISC Suspension's website. They had a few options for the Hyundai Genesis Coupe, which initially left me unsure. I daily drive my car, so I wanted to ensure I got the right suspension that would complement that driving style. I gave them a call and they guided me in the right direction. I decided on the V2 N1 Coilovers with the Front Triple S Spring Upgrade, Street Comfort/Sport Suggested Spring Rates and Street/Sport valving option. I also upgraded to the gold titanium hardware, and grabbed some coilover covers to protect the investment. The parts arrived quickly and I was ready to begin the install, as soon as we unboxed them on Tuning 365 TV.

Didn't catch the unboxing? Watch it here.

Installation Day: Learning as I Go

Then came the big day – installation. I'm not a certified mechanic. I've actually never done an install as big as this, but I was excited - and nervous - but mostly eager to learn. First I unpacked the ISC coilovers. First impressions are important, and ISC did not disappoint. The black and gold combo gives off a premium vibe, and I had opted for the titanium hardware, which was a nice touch. When you're modifying your car, the small details count. Even though no one is going to see my hardware or the coils themselves, ISC still decided to make these coilovers beautiful, which I appreciate.

With a friend's help, we raised the car and got to work.

Getting Help When Needed

Overall, the front coilover installation went smoothly. A few bolts were removed, we pulled out the stock suspension and slipped in the new coilovers. Easy. However, we hit a small snag when we couldn't figure out which coilover was meant for which side. ISC to the rescue! A quick FaceTime call later, and we were back on track. It was reassuring to have the manufacturer's support at our fingertips.

Fine-Tuning and Adjustments

Moving on to the rear suspension, we faced the typical hiccup – stubborn bolts that just wouldn't budge. That's par for the course during an install like this. One of the things ISC mentioned when we FaceTimed them was to adjust the rear dampening before installing the rear suspension. We missed this step initially, because - well, you know how installs go. Since the Genesis Coupe doesn't have any trunk access to the rear suspension, we had to remove the rear suspension again to adjust the dampening. Frustrating, but a good lesson learned.

Aesthetic Upgrades: Wheels and Fitment

Alongside the coil-overs, I had Toyo Proxes Sport Tires (235/35/19 front and 265/35/19 rear) and Niche Essen Wheels (front 5x114.3, 19x8.5 35mm, and rear 19x10 40mm) from Wheel Pros. These additions significantly changed the car's look, performance, and fitment. I wasn't just lowering the car on stock wheels, I was lowering the car on an aftermarket wheel and tire setup and trying to figure out a whole new fitment. With this entirely new set up I needed to get some spacers. I ended up using 25mm on the front and 20mm on the rear to achieve a flush look that I'm really happy with.

We did a couple height adjustments, maybe 3 or 4 times, to get ride height to a place where I was content. I had to keep in mind that the suspension was going to drop at least a quarter of an inch over the settling period. I set it to a height that I was 90% happy with, then once it fully settled I knew I'd get that extra 10%.

The Reward: A Better Drive, a Better Look

After the installation, it took a month of driving to feel the full benefits of the coil-overs. The ride felt very different from the stock suspension – in a good way. On regular roads, the ride is smooth and planted when taking corners. Of course bumpy roads are less forgiving, but that's the trade-off for the improved handling and aesthetics of the car. For daily driving, this setup is perfect for me.

Support from ISC: Priceless

Throughout this journey, ISC Suspension's support was constant. From helping me make the right decision on product, pre-installation tips and tricks, to troubleshooting in real time, they were there every step of the way. In the end, my experience with ISC Suspension coilovers wasn't just about upgrading my suspension. It was a journey of making mistakes, learning, and gaining the confidence to work on my own car. ISC Suspension's dedication to quality and customer satisfaction made this transformation not only possible, but also incredibly rewarding.

Back when we first laid eyes on Garrett's new G25 series as a prototype, we were already impressed. The surprisingly small frame turbos could produce much more power than you might think, largely thanks to cutting edge engineering by a team that truly cares about their final product. At the time, it was just a 3D-printed prototype that got us excited about the future of Garrett Advancing Motion, and we were making jokes with the team from Garrett about sticking one of these bad boys on the SR20DET in my Project Reverse Entry 240sx. Soon enough, they weren't just jokes - Garrett allowed us to build a G25-550 turbo to our own desired spec, and sent it over for unboxing on Tuning365 TV, as well as an install in the 240sx.

The final product as seen here is the G25-550 with 0.78 A/R, no internal wastegate, and V-band connections for everything - the perfect turbo candidate for and SR20DET with an external wastegate.

BACKGROUND

If you're unfamiliar, The Reverse Entry Project 240sx was built with the idea of taking a track-beaten 240sx and turning it into a proper street car - the culmination of comfort, performance, and of course style. Therefore, the upgraded turbo setup would follow the same principles, obviously with an emphasis on performance for this particular install.

If you're not already in the know, the 240sx in question has an SR20DET engine swap from an S15 Silvia Spec R - the best of the best factory SR20DET engines with some major improvements over early models, namely a factory metal head gasket and forged internals. It has never been opened, meaning all internals are stock, but that's more than good enough for what we're after here. Supporting modifications include a new and improved fuel system thanks to AEM Performance Electronics' fuel pump and pressure regulator, as well as freshly serviced Nismo 750cc injectors.

INSTALLATION

To install the turbo, an entirely new hot side was required because of the V-band connections on the turbo, a departure from the OEM 4-bolt flange. Not wanting to cut any corners, I opted for a Mazworx top-mount exhaust manifold with provisions for a Tial 44mm external wastegate. If you're going to put a state-of-the-art turbocharger on a car, make sure you go the distance wth the supporting modifications. I should note that the G25-550 is also available in different configurations, sans-V-band inlet and using a T25 flange instead, but you will only have that option with 0.49 A/R. Either way, your turbo outlet will be V-band with the G25-550, so a fabricated downpipe will be required. In my case, the more V-band the better. The ease of access with the top mount, and the less likelihood of anything coming loose are nice bonuses.

Once fitted, which was a breeze thanks to that Mazworx manifold, it was as simple as hooking up oil and water lines to the integrated water jackets and oil passage. Garrett is nice enough to include a -4AN oil restrictor fitting which provides the turbo with its recommended oil pressure, and two -6AN water fittings just for this. We mated their provided setup with some freshly made braided lines, and our friend Mike Catell at GT Custom Exhaust Oshawa whipped up a custom downpipe and dump tube for the external wastegate.

Once installed, thanks to some fabrication work from a good friend at GT Custom Exhaust Oshawa, we were able to get the first listening session. Wow. You can immediately tell that the turbo is going to be super responsive, as it sounds like a jet engine spooling even at low RPM - and this was before a proper tune!

FINE TUNING

I got the car to the tuning legends at Dynamotorsports, and told them to keep me on the "safe side" but to make some good power. Boy, did they deliver. With my old OEM S15 turbo, we had managed 301 whp and 308 lb-ft of torque at 20 psi, tuned on an A'PEXi PFC. This time, even Tony and Henry at Dynamotorsports were impressed by the setup when it made 400 whp and 363 lb-ft of torque at 21 psi - and this was on the safe side!

FIRST IMPRESSIONS

I'll preface this by saying my frame of reference for the performance of turbo cars is pretty small, and I can count the boosted vehicles I've driven on both hands, but I know my 240sx pretty well at this point. I can confidently say, in the simplest terms, it is a lot faster than it was. That much is obvious, right? A jump from 301 to 400 whp and more than 55 lb-ft of extra torque is nothng to scoff at in a lightweight car.

Perhaps more important than power numbers is how the power is delivered. The impressiveness of Garrett's new compressor and turbine aero is on full display with this application, as evident by the attached dyno sheet. The torque curve is very linear, and the boost is on early and strong. Peak torque comes in early - around 4400 RPM, and barely tapers off as the revs climb. The difference between this and my old setup is night and day. One of the most noticeable changes is the distinct lack of lag. Thanks, small frame turbochargers!

All in, the new Garrett G25-550 provides more power, and a much quicker response, with so much less turbo lag it surprised us all. The smooth delivery of the added power is something my engine and drivetrain will surely thank me for in the long run. If you're looking to learn more about the G25-550, or any of Garrett's new state of the art turbocharger options, be sure to visit for more.

I attended an  event at and had a chance to test out a set of tires in a 245/40/17 size, installed on a set of 17X9 wheels on a 2017 Mazda MX-5. First of all, I have to say that the tires look aggressive and grippy, honestly if they perform half as good as they look I knew that I would be in for a treat. The AD08Rs are considered a 200 Tread Wear Extreme Performance Summer Tire and are available in 37 different sizes ranging in wheels sizes from 15 inches to 19 inches. Let’s dive in.

My first time putting the AD08R’s to the test would be right at the track as they were installed and brand new upon my arrival to PIR. For the first few laps I took it easy as I wanted to make sure any initial grease or residue left over from any stickers and shipping wore off, so that the tires could warm up and so that I could get to know the track a bit as it was my first time driving PIR.

After the initial few laps the tires warmed up nicely and I decided to give them ten tenths. Simply put, the tires performed extremely well - they gripped lap after lap and at no point had me wondering what they were doing. The tires maintained grip throughout the three twenty-minute sessions that I participated in and remained extremely predictable. I decided to start the tires off at 34 PSI and maintained roughly that number throughout the night by releasing air as the tires warmed up. I would need more time with the tires to find the exact PSI that I would consider perfect for them, but I have to say that I strongly believe 34 PSI must be in the range and close to the perfect spot as I had no issues. Lap after lap, the tires didn’t complain and gave me the grip and feedback that I needed to get faster lap after lap.

At the end of my track day, the tires showed obvious wear as all tires would after a track day but they looked to wear evenly, and looked to wear at a more than acceptable rate for the amount of driving they were put through.

At the end of the day, I can comfortably say that the Yokohama Advan Neova AD08R’s are excellent tires on track and that I thoroughly enjoyed them. I would definitely take them out to the track again. Hit up to check them out.

Photography by courtesy of Wagner Tuning

It can be a little overwhelming upgrading your intercooler - even more so if it’s your first time shopping for an intercooler alongside your first taste of forced induction.

How do you know you’re getting an upgrade? What design or size of core should you be after? What even goes into an aftermarket intercooler that makes it an improvement over an OEM unit? These are all important questions to consider when moving onto something cooler - pun intended. As such, I spoke to Henry Bueno of Wagner Tuning about the company and their famed intercoolers, as well as their new “Build Your Own Custom Race Intercooler” online system to make universal application shopping that much easier. In addition, we’ve thrown in some helpful tips to cool your brain off.

HOW IT WORKS

After air is taken in by the intake, that cool air is then heated when the turbo has compressed/charged it. If that hot air made it to the engine after that, the heat soak would be real, and so would the decrease in the engine’s efficiency and its ability to make power. This is where an intercooler comes in. Cooling that charged air (why they are sometimes called “charge air coolers”) from the turbo cools intake and exhaust temperatures, which makes your engine and turbo last longer, as well as makes your engine more efficient at making power, therefore increasing horsepower and torque!

If you’re experiencing heat soak, you’re being robbed of power and hurting your engine. Upgrade stat!

COOL TIPS

When deciding on an intercooler, there are a few things to take into consideration before you can make the right choice for your application.

ROOM

How much room do you have for an intercooler? If you’re looking to upgrade to something bigger, look at two things: how wide you can go and how thick you can go. Wider and thicker intercooler cores are the most efficient at using air flow, so if you can’t go wide, go thick, and if you can’t go thick, go wide!

BLOCKAGE

Odds are, in most applications, the intercooler is going to sit in front of other cooling components, namely your radiator. If you cheaped out and got a brick of an intercooler or got something that doesn't measure up to the air flow you need, you could be blocking or stealing cold air from your rad and increasing coolant temperatures, which isn’t rad.

RATING

Pay attention to what the pressure rating is on your intercooler, and don’t choose something below your needs. If you’re trying to run more boost than what your unit is rated for, you’ll blow the welds on your endtanks.

Then no one is having fun.

BAR V.S. TUBE

When choosing an intercooler core, you’ll be met with two choices for design: bar and plate or tube and fin. The main differences between the two are the facial surface structure, a.k.a. the space between the vents that’s either flat (bar) or round (tube). When air hits the surface of the intercooler core, it slips through the vents, but then has to interact with the solid bar or tube in between. When air hits the bar, it’s hitting a flat surface head-on, so the air deflects, while a tube surface is extruded and rounded, which channels the air towards the vents and increases airflow. Both are good choices, but if you’re looking for that extra edge, a tube and fin core is the way to go.

WHAT’S THE STORY BEHIND WAGNER TUNING? HOW DID THE COMPANY GET ITS START AND HOW DID INTERCOOLERS BECOME ITS SPECIALTY?

Wagner Tuning originated out of a speed shop that father, Werner, and son, Carsten, Wagner started in 1994. After a period of time, Carsten Wagner started to venture into performance products for Audis. In 2002, Carsten established Wagner Tuning with his first intake manifold. From there, a series of exhaust manifolds followed and became sought after in the European market. In 2007, Wagner Tuning produced our first performance intercooler and is now  a leader of intercooler development in the performance aftermarket.

WHAT SETS WAGNER TUNING APART FROM OTHER INTERCOOLER MANUFACTURERS?

When Wagner Tuning started to have interest in the intercooler market, we decided to develop an intercooler for specific vehicles and design it to perform, removing all bottlenecks that would cause restriction. We produced an intercooler that works in conjunction with all other cooling elements of the vehicle, like radiators and A/C condensers. We also increased the size of the intercooler compared to the OEM intercooler, increasing the amount of air volume and facial cooling surface. Development is what we do!

HOW DOES A WAGNER TUNING INTERCOOLER GO FROM A CONCEPT TO A COMPLETED PRODUCT ON A CUSTOMER’S CAR?

First, we research the vehicle and its potential to perform. Most turbo vehicle’s restrictions are the OEM intercoolers not being large enough or efficient enough, so that’s where we start our research and development to design an efficient unit. We 3D scan the location of the factory intercooler and use all the space that is available to be used for a newly developed intercooler unit. After state-of-the-art testing, we produce a prototype and run a true vehicle test. After it has been proven to perform as developed, we start production and supply the market.

DOES WAGNER HAVE ANY EXCLUSIVE MANUFACTURING PRACTIĎ㽶ĘÓƵֱ˛Ą?

Wagner Tuning was the first to produce an intercooler using cast aluminum endtanks. This is one our first exclusive ways of producing an intercooler, and soon the competition followed. We also coat our intercoolers to protect them from the elements.

WHEN SOMEONE IS LOOKING TO ADD AN INTERCOOLER OR UPGRADE THEIR EXISTING SETUP, HOW CAN THEY TELL WHAT KIND OF CORE THEY’LL NEED FOR THEIR POWER LEVEL?

There have been a lot of rumors and stories about the benefits of each core system. Wagner Tuning, being a developer and manufacturer with over 11 years experience in performance intercoolers, would like to share our knowledge on this topic. Basically, when it comes to core systems, there is no good or bad; there are only characteristics attributed to each version that have benefits or drawbacks for each given situation.

The BAR & PLATE core is a heavy system that’s "sluggish" in taking temperature. This is great for short, full-throttle situations you see on the quarter mile. For longer rides in the summer, on a hot highway or race track, the greater mass in material retains more heat over time that can't be released effectively. Manufacturing a bar plate core is uncomplicated and less expensive because there is no special tooling needed.

The TUBE & FIN core is lightweight system that absorbs temperature quickly. The maximum stock temperature is below the bar plate core. This core is not as efficient in performance on the drag strip, but is ideal for not holding heat on the highway or racetrack because it recovers much faster from full throttle compared to bar plate construction. Manufacturing a tube fin core is more complicated and requires special tooling, making it more expensive to manufacture.

There is no evidence that one or the other is more pressure resistant. Pressure resistance of both core systems relies on the build quality. Wagner Tuning’s tube fin core can handle over 100 psi, depending on the application.

We have two different series of intercoolers: the Performance Series, which is a bar and plate center core, and the Competition Series, which is a tube and fin center core. We originally started with the Performance Series, and as we progressively started to improve our product line, we developed a better solution to handle and create more power.

Each series is offered in an EVO1 or EVO2 intercooler. The difference is the size of core. A bigger core surface can receive and adapt to more air volume and heat. The EVO2 is always our recommendation when the turbo is running at its limit and producing very hot outlet temperatures, but you can also run an EVO2 system with light ECU tuning with the option to increase performance with a more aggressive tune in the future.

WHEN IT COMES TO THE INTERCOOLER CORE, IS BIGGER ALWAYS BETTER?

Yes, to a certain extent! Some builders think that because they have built a huge intercooler that it will perform better, but that’s not always the case. There is a point where being too big and having too much air flow can cause problems. There’s a certain air flow formula that needs to be considered to make sure that things like pressure drop doesn’t occur and the turbo isn’t working too hard to supply enough air flow to actually produce power.

WHAT LED WAGNER TUNING TO SETTING UP THEIR BUILD YOUR OWN CUSTOM RACE INTERCOOLER SYSTEM ONLINE? HOW DOES IT WORK?

From early on, we have always received calls asking about a certain application that we don’t produce and if we offered a universal intercooler. We have come up with a way to be able to build over 6,400 different versions of a custom intercooler. This includes our specifically-designed center cores in both Performance and Competition Series, cast aluminum endtanks with angle options, and several option sizes of inlets and outlets.

We have over 6,400 part numbers to choose from in our Build Your Own Custom Race Intercooler system and have created a design with every option possible so that the customer can choose what they are looking for. It starts with a customer determining where they will locate the intercooler, and then they will determine what type of design they want. Using this system, they can enter the specific designs of type of core, type of endtanks for each side, and the inlet size and outlet size. In the end, they’ll have an intercooler that’s ideal for their unique application!

Photography by Michael Nardi (@ironwrks) & Adam Gordon

Yokohama is a brand with a long and prestigious history in both the commercial automotive world, and in motorsport. While building my project 240sx, AKA , I was thrilled to know that Yokohama wanted to supply tires for the build. A legacy Japanese tire brand was the absolute perfect fit for my legacy Japanese car. They also happened to be a perfect fit for the overall goals of the project.

Since the project focuses on restoring a former track toy to its street-driven glory, one of the build chapters took aim at the car's overall comfort, and that's where Yokohama comes in as the perfect partner. Yokohama's S.Drive tires are an Ultra High Performance tire packed full of technological advancements to deliver extraordinary grip and handling, while still boasting features that make for a comfortable daily-drivable tire for any application - the perfect blend of practicality and performance in a comfortable package.

Once I had the tires mounted (thanks, Akii Tire), I set off on my first drive on the S.Drive tires. The most immediately noticeable change was the reduction of road noise, and overall comfort of ride quality. In addition to the rubber compound, this is largely thanks to the solid center rib in the tire's tread design.

The design of the S.Drive's tread pattern is chock full of features that contribute to both comfort and performance for a daily-driven Ultra High-Performance tire. In addition to the solid single rib in the center, the tire features four parallel channels designed to shed water quickly and efficiently, promising grip in the wettest conditions.

Being the type of person who has to see everything for himself, I waited for a rainy day to prove Yokohama's claims. With the roads well-soaked in my area, I took the car for a spin - or rather, a lack of a spin. I was genuinely surprised how much effort it took for me to push the tire to its absolute limit, even in heavy rainfall. This test left me no doubt that the S.Drives would perform daily driving duties flawlessly in all conditions.

Of course, being an Ultra High Performance tire, not all features are strictly comfort-oriented, and since I will also be taking my "perfect street car" to the track on occasion, the performance features are just as important to me. Cornering performance receives a boost thanks to the S.Drive's variable angled groove walls. These angled walls not only optimize contact with the road, but also help keep traction while cornering.

With more than two months of street testing under my belt, I can confidently say that the grip provided by these tires is as good as advertised - maybe even better. Whether that is due to the angled groove walls or the silica-based rubber compound, or a combination of both, I'm not exactly sure, but I can attest to the fact that they both seem to work exceptionally.

With a perfect blend of comfort and performance qualities taken into consideration, Yokohama has created the perfect performance street tire with the S.Drive, and it works as a perfect fit for the project build. Once our harsh Canadian winter passes, I will be following up with a track review. I can't wait to test out the prowess of the S.Drive tires in a track environment.

Getting down with Grassroots Performance

There may be one thing worse than rolling on crap coilovers, and that’s suffering through the experience of driving around on broken ones. Unfortunately, that was my reality, as my three-year-old winter-driven coilovers had seized up, with at least one blown. You can imagine the ride quality. Not able to stand it anymore, I reached out to Grassroots Performance to see if their new line of coilovers were ready to go, and to my surprise, the first set of FR-S/BRZ/86 Type 1 coilovers were on their way over and they were looking for a car to test them on.

Before I agreed, I had to make sure that I wasn’t making the same mistake again. Here is what I was looking for after my experience with my last set:

Regular monotube design

My last set were monotube (great), but they were inverted (not so great). Having the damping adjustments under the coilover that could only be accessed with an allen key was an annoyance.

Better finish

Select parts of my previous coilovers were anodized, but other areas were left untreated, which made them prone to abuse by the elements. Even after coating them with protectants before each winter, the bare metal had rusted all the way from the threads to the camber plates, eventually seizing all four.

Something streetable

I have a minimum hour-and-a-half commute that I make almost everyday into the office, so I need my suspension to be able to handle the occasional bump or pothole that I miss steering around. Riding on something so stiff it shakes my car’s ball joints out isn’t something I’m game for.

Thankfully, after a talk with Paul Nigro, the man with the plan at Grassroots, all of my needs were met. Here’s how that went:

How did Grassroots decide to get in on the coilover game?

The main reason for Grassroots dabbling in the suspension game was, straight-up, the demand. I would get parts lists and, time and time again, I would see “coilovers.” They were a big ticket item that we were missing out on, so we set out to give the people what they wanted - affordable coilovers that put in work.

With so much out there, where did you guys start development when looking to produce a performance street coilover?

Over an 18-month period, we tested a handful of manufacturers’ coilovers and various component setups, and our findings were pretty black and white: the "affordable" line just didn’t cut it. Sure, it’s easy on the wallet, but they fall short on the performance and custom side. We also tried high-end top-of-the-line coilovers, and they were so responsive and so aggressive, but also just so expensive that they weren’t tangible or reasonable for a daily driver. So, we compared our findings and tried to combine the best of both worlds. "Type 1" was the creation.

When you combined the “best of both worlds,” which features made it to the Type 1 coilover?

We kept the most important features of high-end coilovers, such as adjustable camber plates with individual bolt slots, opposed to just grooves that could easily come out of tune, and we kept the thicker piston shaft and polyurethane bushings. We also decided to finish the coilovers in black powder coat for protection, not just anodized bits and pieces, and go with internal top-mount damping adjustments, which make for a more reliable setup with less chance of failure or defects. To finish it off, we calculated each spring rate in regards to our street and track testing to provide a sporty feel when tuned in a high-damping setting, and road-worthy comfort when damping is turned down for street use. The combination of these key points are what make up the Type 1 coilover.

Coilovers: What to look for

Monotube or Twin Tube

Monotube construction is the superior choice for performance, while twin tube construction is usually found in economy/comfort units. If you’re looking for a coilover that has a sportier feel through the bends and can handle the occasional track day if need be, monotube should be your aim. Coilovers are going to be stiffer than your OEM strut and spring combo regardless, but if comfort is your aim, stick with the twin.

Damping

How much do you want to fine-tune your ride? Some coilover kits come pre-valved, which offer no adjustment, so you better like your ride with those. Most others, like Grassroots’ Type 1, offer around 30 steps of adjustment. That’s 15 steps softer and 15 steps stiffer to get something perfect for you. More track-focused coilovers will offer around 40-way adjustability. Bonus points if you’re able to easily get to the tuning knobs on top.

Top Plates

Camber adjustment and pillow ball top plates are becoming standard on more and more coilover kits, which is great for those looking to dial in camber after lowering. With more on the market though, there are usually shortcuts, so be sure to stay away from any units with rough casting or lower quality top hats and poor hardware. You don’t want to dial out what you just dialed in.

Durability

Coilovers are an investment, so longevity and durability of your suspension should not be overlooked. Watch out for kits that are simply painted steel, as these tend to rust and get cruddy pretty quickly. Anodizing and powder coating are both better practices to protect against heating and cooling abuse from brakes and any dirt and debris the units may come into contact with. If you can get total coverage from both anodizing and powder coating, that’s even better. Coilover sleeves are also a great idea if you’re planning to drive on your coilovers through the rougher winter months.

Spring Rates

Spring rates are a huge deal on any type of coilover, since these will lay the groundwork for how your car will ride. What you should look for is something that’s specced for response under load and deliver comfort for city street driving. If you’re going to daily your car and want some type of decent ride, we’d stay under 10-kg for springs. If you’re tracking or being “stancy,” you’ll want to go over, but you’ll know what you need at that point.

An easy install process later, thanks to the experienced hands of master technician, Alex Frost, the only painful part was looking at the rusted coilovers coming out of my car, one of which was completely blown and had leaked its shock fluid all over itself. Technically, any coilover would be an improvement, but I’m happy to report that the Grassroots Type 1s are an even better upgrade.

Featuring a straight up-and-down monotube design with 30-way damping adjustments made on top of each coilover, high-quality, floating-piston gas struts with seven-kilogram front springs and six-kilogram rears, and what isn’t anodized in black is powder coated in black - the Type 1s checked off every wanted item on my list. They’re accessible for adjustments, set up for comfortable commuting and spirited driving, and coated to weather the storm that is Canada’s weather. On top of that, adjustable camber plates, pillow ball mounts and height adjustability allow for a completely tailored ride and look.

After setting them up conservatively, preparing for spring sag and the ride height to drop a bit, we were surprised to see that the Type 1s held their ground and their settings, which called for another round of adjustment to get to my desired look. My commute has vastly improved, as my spine no longer feels like it’s being compressed going over bumps, and I’m finally confident enough to start throwing my car into on-ramps and back-road corners without worrying that my suspension will shake itself free. The FR-S is back on rails, as it’s meant to be.