Subaru Impreza WRX STI

There were six versions of the STi. The different versions were marketed with consecutive numbers. Another way to tell the version of a WRX STi was to look at the chassis code. Sedan STi Model Codes were GC8, Coupes were GM8 and Station Wagons were GF8, followed by a letter from A to G. There was a GC chassis version of the RS released in 2001 as well in the United States.
One common misconception is that every Impreza between 92-01 were "GC8's". The code breakdown is as follows; G - stands for Impreza, C - sedan, M - coupe, F - station wagon, The 8 stands for the 2.0 L turbo motor. So really, there are many combinations. A coupe STi would be GM8, sedan GC8, wagon GF8. Also, the code for the coupe American 2.5RS's was GM6 (6 standing for the 2.5 L N/A motor)
A JDM Sti Coupe has the code GC8. For example, a version 4 STi coupe has the code GC82DD, with the 2 representing 2-doors.

Japanese-spec

Version I (10/92 – 08/94) - GC8A/B

The first STi was known simply as WRX STi (there was no "version" moniker added to the name until the version II). 100 Imprezas per month were produced starting from February 1994. In March, production was stabilized to 100 STis a month. It had 250 PS (184 kW; 247 bhp) at 6500 rpm and 31.5 kgf·m (309 N·m, 228 ft·lbs) at 3500 rpm and weighed 1230 kg (2,710 lb). Before the STi, the highest trimline of the Impreza was the WRX and the WRX RA, first manufactured in November 1992. This version of the STi was the only version where the standard cars were taken at the end of the assembly line and replaced by STi parts. After this version, the standard STi was built alongside the WRX on the production lines.
The WRX STi Type RA (marketing has made usage of the RA acronym in various ways; Record Attempt^[6] is the current usage. "R = Racing, A = Group A, FIA the racing class the WRC Impreza competes in" has also been confirmed by Subaru of Japan; the correspondence can be seen on the discussion board for this article) produced 275 PS (202 kW; 271 bhp) and 32.5 kgf·m (319 N·m, 235 ft·lbs) of torque. This version of the WRX STi was a stripped out car that had no sound-deadening, radio or air-conditioning. It came sparsely equipped as it was to be sold to racing teams that would throw out the cheap parts for racing parts. This version of the WRX came with a Driver Controlled Center Differential (DCCD). This device was an electromechanical differential that could lock the differential. The DCCD would be beneficial to people who used it in various rally conditions.

Version II (09/94 – 08/96) - GC8C

The regular STi's engine output stood at 275 PS (202 kW; 271 bhp) and 32.5 kgf·m (319 N·m, 235 ft·lbs) of torque. This was the year that STi started painting the intake manifold red. The car weighed 1,240 kg (2,734 lb) and had gold wheels like those on the World Rally Championship Impreza.
The V-limited STi edition was produced. It was a limited edition that was often used to celebrate a Manufacturer or Driver title award to Subaru's World Rally Team. The interior is colored blue on the seat inserts and carpeting. The WRX Type RA STi received a radio and air-conditioning in the V-limited form. 1000 WRX STi Version 2 V-limited were produced. 555 (the cigarette brand that was the premier sponsor of the Subaru World Rally Team and became synonymous with the Impreza WRC livery) WRX Type RA STi Version 2 V-limited were produced.

Version III (09/96 – 08/97) - GC8D

. It developed about 300PS but output was reported at the then-established gentlemen's agreement power limit of 280 PS (210 kW; 280 hp). Torque peaked at 4000 rpm with a value of 35.0 kgf·m (343 N·m, 253 ft·lbs). In standard form, this version has a top speed of over 240 km/h. The car gained 10 more kilograms and weighed at 1,250 kg (2,756 lb). The STi shared the same face lift that the rest of the Impreza line received.
With Version III came the start of the coupe version of the WRX STi. It is called the WRX Type R STi. The coupe was chosen by Prodrive for use in the WRC because it was lighter and stiffer than the 4-door version, although it carried the same exterior dimensions. It was essentially a 2-door version of the WRX Type RA STi meaning it had DCCD, minimal sound insulation, close-gear ratios and hardened gearbox. This car also has a water-spray nozzle to dampen the top of the intercooler. The water will then evaporate, taking heat away from the intercooler and cooling the intake charge. This car was produced on an order-only basis.
Also, there was a WRX STI type RA (4-door) available in Version III. These have the same motor, gearbox and R180 diff as the Version III WRX STI Type R, including DCCD, aluminium bonnet and front guards, no sound deadening and thinner glass. The ECU is also an exclusive tune. The Type R tends to be a bit stiffer and weighs 1,190 kg (2,600 lb). The DCCD has been known to bite new drivers in the wet. The RA gets a roof vent instead of map lights, and wind up windows, although electrics are an option from factory.
Also available was a WRX Type R V-limited, in version III. It has a WRX motor with no forged internals like the STI, and it misses out on the 4 pot front brakes as they are to be installed by rally teams. It has a roof vent and is lightweight, making a good base for a rally car.
Version III STI runs a VF23 IHI ball bearing turbocharger while the JDM non-STI gets a VF22.

Version IV (09/97 – 08/98) - GC8E

Power remained at 280 PS but torque was raised from 253 lbs./ft of torque to 260. Forged pistons were also added.
The interior and the cockpit were changed into a newer design along with the new "White color" gauges. (white faced)

Version V (09/98-08/99) - GC8F

The power stayed the same as the previous version 280 PS . The engine layout and design was made cleaner and was dubbed as the Boxer Phase 2 engine. The facelift the rest of the Impreza line had was also applied to the STi. The WRX STi weighed 1,270 kg (2,800 lb). There were 1000 WRX Type RA STi Version 5 Limited cars and the WRX Type R STi Version 5 Limited cars had a 4 month waiting period for each order. The interior was also changed slightly from the Version 4 including seats and steering.This model was also produced as a 555 limited edition.
In 1998, Subaru of Japan produced a widebody, 2-door, Impreza called the 22B STi. The 22B was used to commemorate both Subaru's 40th anniversary as well as the 3rd consecutive manufacturer's title for Subaru in the FIA World Rally Championship. On the release of the sales, all 399 sold out from 30 minutes to 48 hours, depending on the report.^[7] The cars had the starting VIN code of GC8E2SD. Another 25 were produced for export markets - see the 22B Type UK below.
The 22B had the EJ22 engine as opposed to the regular EJ20 engine. (Note internal Subaru material states the block comes from a V3 EJ20G NOT the EJ22G as most think. Also the intake manifold and heads were from the V4 EJ20K) This means the displacement was increased from 1994 cc to 2212 cc. The block is a closed-deck design. The heads (valves, valvetrain and such) were lifted from the STi Version 4 engine. It produce 350 PS (260 kW; 350 hp) at 6000 rpm and 363 N·m (267 ft·lbf, 37.0 kgf·m) of torque at a lower engine speed of 3200 rpm. The redline was lowered from 8000 rpm to 7000 rpm. The compression is an 8.0:1. The turbocharger is an IHI RHF 5HB (the internal company usage code is VF23).
This car was given a unique color of blue and had fender flared widebody taken from the Peter Stevens designed WRC car, thus widening the width by 80 mm (3.15 inches) for a total of 1,770 mm (69.7). During assembly, a WRX Type R chassis was taken off the line. The fenders were replaced with the 22B STi fenders. The car's curb weight is 1,270 kg (2,800 lb). The suspension is provided by Bilstein. The brakes were standard 4-piston/2-piston brakes. However, the color is red and the Subaru name cast on the brake calipers and painted white. The wheels were increased in size from the standard WRX Type R STi from 16x7" to 17x8.5" BBS Elektra wheels. The car is shod with 235/40 ZR17 Pirelli P Zeros. The clutch was upgraded to a sintered twin clutch with a ceramic disk. The transmission ratios are the same as the standard WRX Type R, but the gears were shot-peened for added reliability. The car has a unique hood, a WRC-inspired front bumper and a unique adjustable rear wing.
The 2011 model year Impreza WRX STI will be offered in the 4 door Sedan bodystyle once again after a three year absence from the STI line-up since the introduction of third generation model. The new WRX STI Sedan is built as "wide body" with flared fenders, front skirts, and rear valance, while the Hatchback model also come with similar treatments. The most noticeable feature on the STI Sedan is a large rear wing, characteristic of the last generation Impreza STI Sedan. With the new front bumper, the 2011 Impreza WRX STI is more aggressive compared to 2008-2010 models. The 2.5 flat four turbocharged engine with 305 horsepower is carried over, while tweaks in suspension will improve handling. The 2011 model year STI has stiffer spring, bigger anti roll bar, and new pillow ball bushings on the front lower arms. Also, US dealers are now requiring synthetic oil for 2011 models. It will now do 0-60 mph in 5 seconds and the quarter mile 13.7 seconds It should also be noted that, in Japan, the WRX STI models lack the Impreza name. They are officially referred to as the Subaru WRX STI 4-door and Subaru WRX STI 5-door.
Australia also received the 2011 model year Impreza WRX STI as 4 door Sedan and 5 door Hatch in the regular STI and luxury STI spec.R. Electric sunroof, Leather seats, Navigation system, and BBS wheels are standard on the STI spec.R, while Recaro seats are optional.

 

BMW CAR CLUB CAPE TOWN: EVENTS 2010/2011

EVENT.............DATE..............PLACE

1. Breakfast run........................18 July 2010................Phesantekraal

2. Women's Day/Amazing Race......8 Aug 2010.............................TBC

3. Defensive Driving Course...........27 Aug 2010......................Killarney

4. Spring Day Run.....................5 Sept 2010.................South Coast

5. BMW National Club Fest...........24 – 26 Sept 2010................Welkom (Bloemfontein)

6. BMW Charity Drive..................10 Oct 2010.....................Helderberg

7. Track Day.............................31 Oct 2010...................KillarneyTBC

8. Winelands Getaway.................13 Nov 2010.....................Winelands

9. Family Picnic..........................5 Dec 2010...................Kirstenbosch

10. 4x4 Trail...............................TBC...................Koopmanskloof Hills

11. Bimmerfest............................1 - 2 May 2011..............Cape Town

K&M auto parts

If you require any parts please call Michael on 073 742 4793
or mail kylec5673@gmail.com

Me and my dreams of a RSi

Well lets just say it started of on a good note, checked the Ad out on Gumtree and as a Toyota fan was very interested. Called the guy to check if it was still available, and guess what? It was.

The next day I called the guy to arrange to meet and it was all good, I was very excited! I mean what guy wouldn’t be. We met as his place and checked the car out, first time I saw it in person I loved it! It was like seeing a naked woman for the first time LOL. We talked and talked, until we came to a agreement and both were happy with the price. I then had to get my finance sorted out so that’s what I did, got to the place and that’s where all the bad news started.

I couldn’t get the finance I need so I called my dad to see if he could maybe arrange something, While that was going on I called the guy to ask if I could test drive the car and he said yes. We then met at a local garage and actually saw the car driving for the first time, the car was so low you had to lock the wheel when you go over a speed bump. Wow the day I was waiting for! To test drive this thing.

Got in the car and went up the road, but like a normal person would. Turned around about 500 metres up the road and was on my way back to the garage. He then told me to open the car up,  when I heard that I had this big smile on my face! Like really BIG.
Pulled away in 1st taking the car to about 8 000rpm then snap into 2nd, lots of wheel spin when changing into 2nd and still even more power in 3rd. that’s the gear you can really drag the car out and see the speed of it, got back to the garage and was extremely happy with everything.

Only to find out 2 days later that my father was also declined for finance because he was still paying he’s car off, DAMN! Maybe one day in the future.

E63 AMG

They start off by cramming the world’s most powerful normally aspirated engine, a whopping 6.2-litre V8, under the bonnet. We’re talking about an engine that was voted Performance Engine of the Year in 2009, a beast that churns out 386kW and 630Nm of torque. It will do 0-100kph in 4.5 seconds and top out at a restricted 250kph, all accompanied by one the most spine-tingling soundtracks on earth.
Start it and the revs flare briefly before settling into a steady gurgle at idle. It will turn over menacingly at low revs, a throbbing reminder of the monster that lies beneath. Unleash it, push the revs past 6000rpm and it winds up like a Gatling gun, ripping and barking as it smashes through the air. According to Mercedes-Benz you’ll only use 12.6 litres of petrol on the combined cycle. There’s that Germanic sense of humour again. I suppose it’s possible but only if you use your little toe on the accelerator, which will defeat the whole purpose of owning a car like this. It would be like listening to Bohemian Rhapsody on the best surround sound system in the world, but only playing it through one speaker and not turning the volume past level one.
There used to be a time where motoring writers reviewing AMG’s would say something along these lines: ‘Awesome in straight line. Avoid corners.’ That’s simply not true anymore. Adjustable dampers (three-stage in this car’s case) have made a huge difference to modern AMGs. Even in the Comfort setting, where the ride soaks up bumps and undulations in the best Mercedes-Benz tradition, body control is still good. Shift to Sport and the suspension firms up noticeably. Save Sport Plus for those special moments on an immaculately surfaced and deserted mountain pass.
It’s a car that has many faces and facets. You like comfortable? It can do that. You like hard and fast? With pleasure. Choose your gearshift settings on the seven-speed AMG Speedshift transmission accordingly. Once again there’s a C for comfort (smooth and early in the rev range), S for Sport (it now shifts 20% higher up the rev range), Sport Plus and our personal favourite, M for manual.
Now you’re the boss. Use the paddles mounted on the steering wheel and each shift only takes 100 milliseconds. It will stay in gear even if you hit the limiter. There is to much power for one car and im loving it.

Monster RS

ALL CAR testers experience a pivotal moment when they realise how good a test car really is. Plain figures and facts are only part of the equation. Engine note and appearance are other factors, but there is an unquantifi able aspect that we can only feel through our butts, our palms and our built-in G-meters. In the case of the Ford Focus RS that moment came when we pointed it at the nearest mountain pass and gave it “the treatment”.
The RS may look exciting in print, but believe us there is a lot more to this car than an impressive spec sheet and a dramatic body kit. If you are the shy, retiring type, you’d best steer clear of the Focus RS. The stance, the multi-spoke 19-inch alloys, the WRC-inspired rear wing and the stunning paintwork draw attention wherever the car is seen.
Apart from vivid green, you can have an RS in less lurid white or blue, but you will still be ogled by every boy racer in the vicinity. The eye-catching styling isn’t just for show, though. The front bumper has been developed with input from the engine specialists in order to provide extra air for the upgraded cooling system and enlarged intercooler. The wheelarches house widened tracks and the black wing creates necessary downforce at high speeds. Even if its exterior packaging feels a little overdone, we think that the RS is one of the few hatches that can pull off the “muscle vest” look.
Ignore the racy styling, which really is a matter of personal taste, and what you are looking at is the most powerful and fastest Ford to fly out of a South African showroom. And the greenest car we have ever tested (sorry, we couldn’t resist). The mighty Sierra XR8 pumped out 161 kW from its five litres of Detroit iron, but even that sounds wheezy compared with this Focus. With a top whack of 263 km/h, not only is it Ford’s fastest production model on the local market, but also the fastest FWD car available from new – in fact, it eclipses its Mazda3 MPS cousin by a full 13 km/h...
That manic top speed is provided by a turbocharged in-line five. No high-tech, idiot-proof paddles/ twin clutches are employed. Instead, power is transferred to the front wheels via a six-speed manual gearbox. The basic description may appear similar to that of a Focus ST but the engine, gearbox and front suspension of the RS are significantly revised compared with those on its milder ST sibling.
Almost all aspects of the RS Duratec engine have been replaced or tweaked, including the pistons, con-rods, camshafts and cylinder liners. Attached to the block are a new exhaust manifold, intake system and a Borg Warner K16 turbo: there’s a re-mapped ECU, too. The new turbo unit provides 1,4 bar of boost pressure – double that of the ST engine. Thanks to all the mods, power output is up by 35 per cent to 224 kW and max torque has increased to 440 N.m – 40 more than a BMW M3!
One may think that delivering that much power AND asking the front wheels to steer would necessitate a driver with enlarged forearms. Remarkably, Ford engineers have managed to almost eradicate torque steer – that bugbear of powerful front-drivers. A patented lower front suspension system called RevoKnuckle reduces the distance between the wheel centreline and the steering axis, thereby reducing the moment that creates torque steer. The final component is a Quaife helical limited-slip differential, which helps to effectively transfer drive to terra firma, and the combination works brilliantly.
Plant the throttle in a straight line and one can paint the road with expensive Conti rubber as the front wheels bite in unison. However, standing starts require a delicate balance between revs and clutch release.The best acceleration time we managed from zero to 100 km/h was 6,09 seconds, which is only slightly slower than Ford’s 5,9-second claim. Keep your foot planted and the standing kilometre is dispatched in 25,65 seconds with a terminal speed of 206 km/h.
The RS is at its most impressive when on the move. The power delivery is flexible and strong throughout the revrange. It feels very much like a large elastic band – wind it up and let it go. In-gear acceleration is remarkable: 60-120 km/h in 5th gear takes 9,3 seconds whereas the same increment in the WRX STi takes 11,57. Maximum torque is produced on a plateau from 2 300 to 4 500 r/min and peak power arrives at 6 500 r/min.
When negotiating a mountain pass behind the fat-rimmed steering wheel, your hands and the Ford’s suspension are in constant communication. As mentioned, there is very little torque steer and a quick steering rack – just 2,3 turns from lock-to-lock – makes it easy to fall into a fast rhythm over a twisty piece of road. Thanks to Recaro bucket seats, occupants are not fl ung around the cabin when the driver explores the car’s dynamic limits. Grip levels are extremely high and resistance to understeer is near unbelievable for such a powerful FWD. If anything, a hint of oversteer is available if you are a keen driver who can make a car dance. Unsurprisingly for such a focused car (no pun intended) , the ESP system has been reprogrammed to intervene later and even then the intrusion is subtle.
Carry too much speed into an unfamiliar corner and there is reassuring arrest from the twinbooster brake set-up. The discs measure 336 and 302 mm front and rear, respectively. Our best efforts under braking from 100 km/h yielded a stopping time of just 2,73 seconds and the average over ten stops was an excellent 2,82.
Ford engine boffins insisted that the RS had to have a distinctive and enjoyable engine note and that all the ear-pleasing frequencies entered the cabin. Apart from the five-cylinder waaarrrrrpppp, there is also a very cool wastegate exhalation. Keep the RS in gear as you rush between corners and, when you do lift off, it does the most convincing Group B rally impression we have ever heard in a modern road car: waaarrrrrpppp tsssscccchhhh; and it’s addictive. There is even a loud pop from those 100-mm exhaust ends on the overrun.

Ford Focus RS

Work the shifter and you will find a short-throw and precise action that is meaty but not heavy.

A series

4A-F

A narrow-valve (22.3°) DOHC 16-valve carb-equipped version, the 4A-F, was produced from 1987 through 1990. Output was 94 hp (70 kW) at 6000 rpm and 95 ft·lbf (135 N·m) at 3600 rpm.

4A-F engine in AT171 Toyota Carina II.

Applications:

• AT171 Carina II 1987–1992 (Europe only)
• AE92/95 Corolla 1987–1992 (ex. Japan)
• AE95 Corolla 1988–1989 (Japan only)
• AE101 Corolla 1992–1998 (Asia, Africa & Latin-America)
• AE111 Corolla 1997–2001 (Asia, Africa & Latin-America)
• AT171/177 Corona 1987–1992 (ex. Japan)
• AE95 Sprinter 1988–1989 (Japan only)

[edit] 4A-FE

1st generation 4A-FE engine.

2nd generation 4A-FE engine.

4A-FE engine sticker.

The 1987–1998 4A-FE is the descendant of the carbureted 4A-F.
The two generations of this engine can be identified by the external shape of the engine. The first generation (1987–1993) featured a plate on the head which read "16 valve EFI" and fuel injectors in the head. The second generation had a higher profile cam design in the head, a cam cover with ribs throughout its length, and fuel injectors in the intake manifold runners. Mechanically, the late-model motors received MAP load sensing and redesigned pistons, intake ports, and intake manifold. The second generation engine was produced from 1992–1998 (1993–1997 in the US).^[6]
Toyota designed this engine with fuel economy in mind. The 4A-FE is basically the same as the 4A-F (introduced in the previous generation of Corollas), the most apparent difference being the electronic fuel injection system as noted by the E. The engine was succeeded by the 3ZZ-FE, a 1.6-liter engine with VVT-i technology.

• Engine displacement: 1.6 liters (1587 cc)
• Layout: DOHC Inline-4 (Straight-4)
• Valves: 16, 4 for each cylinder
• Power: 105 hp (78 kW) @ 5800 rpm
  (Europe/Japan spec: 115 PS (85 kW; 113 hp) @ 6000 rpm)
• Torque: 101 ft·lbf (137 N·m) @ 4800 rpm
• Redline: 6300 rpm
• Fuel Delivery System: MPFI

Note: power and torque specs are from the 1988–1992 North American Corollas.
The 4A-FE is different from the 4A-GE in terms of performance and power. Although both have the same displacement and are DOHC, they were optimized for different uses. The first obvious difference are the valves, the engine's intake and exhaust valves were placed 22.3° apart (compared to 50° in the G-Engines). The second is that it employed a "slave cam system", the camshafts being geared together and driven off one camshaft's sprocket (both camshafts' sprockets on the G-Engine are rotated by the timing belt). Some of the less directly visible differences were poorly shaped ports in the earlier versions, a slow burning combustion chamber with heavily shrouded valves, less aggressive camshaft profiles, ports of a small cross sectional area, a very restrictive intake manifold with long runners joined to a small displacement plenum and other changes. Even though the valve angle is closer to what is considered in some racing circles to be ideal for power (approximately 25 degrees), its other design differences and the intake which is tuned for a primary harmonic resonance at low RPM means that it has about 10% less power compared to the 4A-GE engine. This engine design improves fuel efficiency and torque, but compromises power. Power rating varied from 100–105 hp in the US market. Late-model engines are rumored to make slightly greater power but still received a 105 hp rating.
Although not as powerful as the 4A-GE, both engines are renowned for the power they produce from such a low displacement relative to other engines. Toyota engineers had skillfully optimized the power and torque from the company's relatively low-displacement engines.

Drifting

Drifting refers to a driving technique and to a motorsport where the driver intentionally over steers, causing loss of traction in the rear wheels through turns, while maintaining vehicle control and a high exit speed. A car is drifting when the rear slip angle is greater than the front slip angle prior to the corner apex, and the front wheels are pointing in the opposite direction to the turn (e.g. car is turning left, wheels are pointed right or vice versa), and the driver is controlling these factors. As a motor sport, professional drifting competitions are held worldwide. Drift racing challenges drivers to navigate a course in a sustained sideslip by exploiting coupled nonlinearities in the tire force response.

Drag it out

Before each race (also known as a pass), each driver is allowed to perform a burnout, which heats the tires and lays rubber down at the beginning of the track, improving traction. Each driver then lines up (or stages) at the starting line. Informal drag races can be started by any means, including flag-waving and arm-dropping. These methods are more likely to be seen in an unorganized setting, being most popular with illegal street racing. Sanctioned races are started electronically, with a series of vertically-arranged lights known as a "Christmas tree" or just "tree". The Christmas tree consists of a column of lights for each driver/lane. In each column, the top two lights are small amber lights connected to light beams on the track, which when broken by the vehicle's front tire(s) indicate that the driver has pre-staged (approximately 7 inches (180 mm) from the starting line) and then staged (at the starting line).^[2]
Below the staging lights are three large amber lights, a green light, and a red light. When both drivers are staged, the tree is activated to start the race, which causes the three large amber lights to illuminate, followed by the green light. There are two standard light sequences: either the three amber lights flash simultaneously, followed .4 seconds later by the green light (a Pro tree), or the ambers light in sequence from top to bottom, .5 seconds apart, followed .5 seconds later by the green light (a Sportsman tree, or full tree). If the driver breaks the starting line beam before the green light illuminates, the red light for that driver's lane illuminates instead, indicating disqualification (unless a more serious violation occurs).
Some cars rely on traction bars to prevent the torque from twisting the axles under heavy acceleration,^[3] transferring the torque onto the whole body. Also, some cars rely on wheelie bars to keep the front end from lifting off the pavement and wasting energy that would otherwise propel the car forward. On front-wheel-drive cars, these are used not to prevent wheelstanding, but to pre-load more weight onto the front wheels, increasing traction.
Several measurements are taken for each race: reaction time, elapsed time, and speed. Reaction time is the time from the green light illuminating to the vehicle leaving the starting line. Elapsed time is the time from the vehicle leaving the starting line to crossing the finish line. Speed is measured through a speed trap near the finish line, indicating the approximate maximum speed of the vehicle during the run. Top Fuel Dragsters and Funny Cars are now running 310 mph (500 km/h) in a thousand-foot [1,000-foot (300 m)] race.
The winner is the first vehicle to cross the finish line (and therefore the driver with the lowest total reaction time + elapsed time) without breaking out (going faster than a dial-in) or redlighting. The elapsed time is a measure of performance only; it does not, per se, determine the winner. Because elapsed time does not include reaction time, a car with a faster elapsed time can actually lose. In practice, it is advantageous for the driver to launch the car during the split-second interval between when the yellow light goes out and the green light goes on. Once a driver commits a red-light foul, the other driver can also commit a foul start by leaving the line too early but still win, having left later. A driver who gets a substantial lead at the start is said to have gotten a "holeshot". A win where a driver wins a race with a higher elapsed time but lower reaction time is known as a "holeshot win".
It is also possible for a driver to be disqualified for other infractions, depending on the rules of the race, including crossing the centerline between lanes, touching a wall, striking a track fixture, failing to stage, failing a tech inspection, or running faster than expected/allowed for the assigned class. In boundary line violations, if the offending driver has made a clean start, and the red-light driver does not commit the violation unless forced by the offending car for safety reasons, the driver who committed a red-light foul wins.
In the common Eliminator racing format, the losing vehicle and driver are removed from the contest, while the winner goes on to race other winners, until only one is left. In cases where a driver has no opponent for a round, the driver makes a solo pass or "bye run" (in order to at least partially eliminate the advantage that would otherwise come from the engine having one less run on it) to advance to the next round. In most Eliminator formats, the bye runs take place only in the first round. On bye runs, some drivers may choose to drive slowly so as not to stress the car unduly, though choice of lane in the each round is often determined by time in the previous round, making this strategy possibly detrimental. Unlike the NHRA, many European events feature a consolation race where the losers of the semifinal rounds race for third place, the final spot on the podium, and standings points.
During drag racing events, vehicles are classified by various criteria that take into account the extent of modifications to the car. These criteria include engine capacity, configuration of cylinders, frame type, vehicle construction materials, wheelbase, horsepower (or displacement) to weight ratio, number of cylinders, whether or not power adding equipment (turbocharger, supercharger, or nitrous oxide) is employed, vehicle type (such as car, truck, or motorcycle), or even make and model for limited entry fields. The aforementioned divisions are in place to ensure cars are evenly matched during the race. Not all of these apply at once.)