The Ford Motor Company was really onto something with the introduction of the first Ford F-Series pickup truck in 1948. The 1948 F-Series truck, also known as the “Bonus-Built”, featured innovative styling cues and cutting-edge optional equipment for its time. The first-generation F-Series was available with options such as a foot-operated windshield washer system as well as an optional passenger-side taillight and sun visor.

AEM Cold Air Intake System for 2010 Ford F-150 5.4L – 41-1101P

Over the past 60 years, the Ford Motor Company has continually improved the F-Series lineup of trucks. As a result of their untiring effort, the Ford F-Series has been America’s best-selling full-size pickup truck for well over 30 years. Now in their 12th generation of the F-Series, the F150 pickup truck offers a variety of engine choices in addition to high-tech optional equipment such as an in-dash computer that connects to entertainment sources for news, traffic and sports updates.

So how can performance enthusiasts make America’s best-selling truck even better? With the addition of AEM’s new Cold Air Intake System for the 2010 Ford F150 with 5.4-liter V8 engine (part number 41-1101P for polished and 41-1101C for Gunmetal Gray).

The first order of business in designing the 41-1101 cold air intake system was to flow test the F150′s factory intake system. Several flow bench studies determined that the OEM equipment was highly restrictive. To rid the F150 of the restrictive factory components and enhance the airflow into the 5.4-liter engine, AEM engineers opted to use a massive 4-inch diameter inlet pipe with a 4×7-inch DRYFLOW air filter. AEM then chose to utilize the latest in Electronically Tuned Intake (ETI) technology to optimally tune the inlet pipe. By using an ETI module, AEM was able to place the F150′s mass airflow sensor (MAF) inside of the included powder coated heat shield, which substantially reduced inlet air temperatures. With the inlet tube diameter, air filter size, and MAF location optimized, the AEM ETI module (included) was calibrated to adjust the air density readings. This allowed the intake to provide a smooth flow of dense air needed for horsepower and torque gains while keeping the computer system within its ranges.

AEM estimates a 2010 F150 pickup with a 5.4 liter engine and this intake will gain 16.6 HP at 4,600 RPM. AEM testing shows peak horsepower is also improved significantly with the intake in place. Torque is also improved. See dyno chart for estimated torque gains.

The massive increase in performance is also coupled with outstanding filtration through AEM’s DRYFLOW performance air filter. For the 41-1101P and 41-1101C intake systems, AEM elected to use the 21-2257DK air filter. The 21-2257DK air filter’s construction consists of an flange inside diameter of 4-inches (102mm) and a height of 7-inches (178mm). AEM DRYFLOW air filters are reusable, washable synthetic air filters that have been designed for the optimum combination of airflow, filtration and performance. DRYFLOW filters utilize oil-free filtration media that offers extremely easy cleaning, durability and longevity. Installation is simple with AEM’s fully illustrated installation instructions.

For added filtration, AEM offers Filter Wraps that are manufactured from durable micro-screen materials that are pretreated with a proprietary hydrophobic process. AEM filter wraps repel water splashes and extend the filters service life. For the 41-1101 air intake system, AEM Filter Wraps are available as a separate accessory (Part Number: 1-4007).

“Timing is everything” is an age-old adage that often rings true. In 2010, timing was definitely on Kia Motors’ side. With a stale reputation of being the manufacturer of inexpensive vehicles, Kia had been behind the scenes in the sport compact community for years. With the recent release of the Soul however, Kia has completely revamped its image. With that being said, the 2010 Kia Soul couldn’t have come at a better time for Kia Motors.

Adding to a growing lineup of box-shaped economy vehicles such as the Honda Element, Nissan Cube and Scion xB, the Kia Soul brings with it a unique style and plentiful list of features. The Soul, designed in Kia’s California-based Design Center, blends a combination of boxy shape and curvy bodylines to create an unusually attractive vehicle. In addition, the Soul is available with a slew of enthusiast “must-haves” such as steering wheel mounted audio controls, Bluetooth hands-free compatibility, auxiliary input jacks and much more.

One aspect of the Kia Soul that has left enthusiasts wanting more however is in the horsepower department. In an attempt to remedy this issue, Kia has offered the Soul with the choice of either an economical 1.6-liter engine or a more powerful 2.0-liter four-cylinder powerplant. For horsepower-hungry enthusiasts that sprang for the 2.0-liter equipped Soul, even more horsepower is now available with the release of AEM’s Axle-Back Exhaust System (part number: 600-0100).

With many criteria in mind, AEM’s engineers tested several iterations of exhaust systems for the Kia Soul during the research and development stages. As data was collected and development continued, an axle-back version proved to offer the best combination of performance, sound and style. In this configuration, AEM concluded that 409 stainless steel tubing in a 2.5-inch diameter should be used to channel exhaust gases to a 304 stainless steel AEM muffler. From the high-flow muffler, a brushed stainless steel exhaust tip was welded with precision to mount in the factory exhaust exit location of the Soul’s rear bumper.

The new AEM Axle-Back Exhaust System for the Soul accents the Kia’s unique style appropriately. The system delivers a sporty sound while maintaining a comfortable drone-free cabin environment. On the dyno, the 600-0100 exhaust also enhances the Soul’s performance with additional horsepower and torque. A two horsepower increase was recorded at 5,500 RPM with the exhaust installed. Peak horsepower also realized an increase from 109 to 110 horsepower. Torque figures were increased by two ft/lb at 4,400 RPM as well. Additionally, peak torque increased from 106 to 107 ft/lb with the exhaust system in place. For an even bigger performance gain, AEM offers a Cold Air Intake System for the 2.0-liter Soul (part number: 21-691) that has been designed to complement the exhaust system. Testing of the air intake system revealed an increase of 6.67 horsepower at 6,500 RPM. The 21-691 cold air intake kit is available in either a polished finish (part number: 21-691P) or in a gunmetal gray finish (part number: 21-691C).

Since its introduction, the Hyundai Genesis Coupe has been subjected to several comparison-based reviews to higher-horsepower vehicles such as the Nissan 370Z and Ford Mustang. Despite the fact that the 2.0-liter turbocharged coupe generates a meager 210 horsepower, it has gone on to earn high accolades from performance enthusiasts. Additionally, the combination of aftermarket support and its tuner-friendly design has helped the four-cylinder coupe gain traction among its high-performance counterparts in the sports car market.

At the close of 2010, AEM had successfully released two components that greatly enhanced the four-cylinder Genesis Coupe’s performance. AEM’s 21-687C Cold Air Intake for the 2.0L Coupe was the first component to be released to the aftermarket community by AEM and it offered an estimated increase of seven horsepower, which is substantial. Following the availability of the Cold Air Intake system, AEM introduced a comprehensive bolt-in charge air intercooler system (part number: 26-2100C), which afforded a significant reduction in post intercooler air temperature for the turbocharged coupe.

To further embrace the “total tuning” concept, AEM now announces the release of its Turbo-Back Exhaust System for the 2010 Hyundai Genesis Coupe with the turbocharged 2.0-liter four-cylinder engine (part number: 600-0600). AEM’s all-new exhaust systems aim to provide an increase in performance and power along with a sporty sound while maintaining OEM standards in fit and finish.

For the 600-0600 exhaust system, AEM began construction by gathering high-quality components. Three-inch diameter 304 stainless steel mandrel-bent tubing was used throughout the system. Additionally, every connection utilizes OEM-quality 3/8-inch thick stainless steel flanges and O-rings. Even the four exhaust tips of the 600-0600 exhaust system are brushed stainless steel.

As for the actual layout of the system, AEM opted to retain the OEM routing paths in order to maintain OEM clearances to all critical systems. In doing so, AEM chose to begin the exhaust system at the turbo manifold. From the turbo manifold, the 600-0600 system includes a mandrel-bent downpipe with an integrated braided-steel section to ensure that any vibrations in the system are isolated from the chassis. Between the included downpipe and mid-pipe, the factory catalytic converter is retained. Following the mid-pipe to the rear of the vehicle, a single center-entry 304 stainless steel muffler was selected to vent the spent exhaust gases. Exiting the muffler are four OEM-quality brushed stainless steel exhaust tips.

On the dyno, the Genesis Coupe’s 600-0600 Exhaust System proved to enhance horsepower and torque output of the 2.0-liter turbocharged engine. The 600-0600 exhaust system showed an estimated maximum gain of 12 horsepower at 5,600 RPM. Estimated peak horsepower was also improved from the stock baseline of 157 horsepower to 162 horsepower at the wheels with the exhaust system installed. Estimated torque output gained 14 ft/lb at 2,700 RPM with the exhaust in place. While these dyno numbers reflect the performance gains of the exhaust system alone, even more power can be gained with the addition of AEM’s Cold Air Intake System (21-687C) and Intercooler Kit (26-2100) as AEM has designed the 600-0600 Exhaust System to specifically complement those performance components.

Gone are the days of bolting on an intake system that just sits there and does nothing while the computer does all the work. AEM’s new 41-1403C Electronically Tuned Intake (ETi) system work’s with the Toyota Corolla’s computer to produce attention getting performance. With a majority of today’s air flow performance add-ons, the vehicle’s computer must adjust and compensate for the changes in air flow; however at times, the computer may be unable to completely adjust. With most modern vehicles, the mass air flow sensor reports the air flow properties to the computer, which in turn makes adjustments to the engine, transmission and fuel system to compensate and to keep things running smoothly.

To make sure the computer can compensate for these changes, the air flow must stay within a specific parameter. When the air flow goes outside this parameter, the computer can no longer adjust and in some cases a check engine light comes on. To combat this situation, many intake systems incorporate some sort of air flow modifier that either changes or restricts the air flow at or near the sensor to keep the air flow within the computer’s parameters.

Once again AEM is raising engineering standards with an all new series of innovative air intake systems. With its revolutionary ETI module and fully integrated design AEM has eliminated the need to restrict or stage an intake tube diameter as it crosses the MAF sensor.

AEM’s ETI intake system adjusts the sensor electronically to read proper air density instead of using physical tube designs intended to “trick” the MAF reading. This results in an efficient design with large horsepower and torque gains.

AEM decided to engineer an ETI cold air intake system for the 2010 Toyota Corolla with 1.8 liter engine because it is a great selling vehicle that could use some extra power and performance. Sure it is rated to get 34 miles to the gallon on the highway but it could use the extra boost an ETI air intake provides when passing and when the driver needs it.

Designed, tuned and dyno-tested specifically for 2010 Corolla models with a 1.8 liter engine, this easy to install intake comes with a lifetime limited warranty. AEM testing estimates a power gain of 6.9 HP @ 5700 RPM and a torque gain of 7.64 ft-lb tq @ 4400 RPM. See Dyno Chart for details. Actual results will vary depending on the condition of the vehicle, mileage, weather and other variables. Installation is relatively simple and is accomplished using basic tools.

Not only does the 41-1403C ETi intake system add quite a bit of horsepower at the wheels, it is also easy to install as seen in the iinstallation instruction sheet. The 41-1403C ETi air intake system has a durable gun metal gray powder coated finish and it comes with an AEM Dryflow air filter that is washable and reusable. AEM Dryflow air filters offer great filtration with little restriction and they don’t require oil. For wetter climates AEM also offers a water resistant filter wrap, part 1-4000, to help resist splashes of water.

Order here: 41-1403C

Product Specifications
Product Style: AEM Cold Air Intake System
Estimated Horsepower Gain: 6.9 HP @ 5700 RPM
Color: Gunmetal Gray
Replacement Filter: 21-202DK
Street Legal In All US States: No
TUV Approved (Europe): No
Weight: 7.6 lb (3.5 kg)
Product Box Length: 20.25 in (514 mm)
Product Box Width: 12.25 in (311 mm)
Product Box Height: 12.25 in (311 mm)

AEM Electronically Tuned Intake (ETI) Systems

The Next Generation of Intake Technology
Once again AEM is raising engineering standards with an all new series of innovative air intake systems. With a revolutionary ETI module and fully integrated design, we have eliminated the need to detune or stage an intake tube diameter as it crosses the MAF sensor. The sensor is electronically adjusted to read proper air density instead of using physical tube designs intended to “trick” the MAF reading. The result is bigger horsepower and torque gains.

TECH TALK:
Most modern fuel injected cars use a Mass Air flow (MAF) sensor to determine the air flow rate into the engine and meter fuel according to input from the sensor. The relation between the voltage output of the sensor and mass air flow is adversely affected by a shift to a larger diameter intake tube because the airspeed is reduced. This causes the MAF sensor to “under report” air flow causing a lean condition or triggering a Check Engine Light. To accommodate MAF sensor reporting, many intake systems reduce the diameter of the intake tube near the MAF sensor to stock or near stock size because of the need to maintain the correct air speed for the sensor to report the correct flow rate to the ECU.

AEM’s ETI Intake Systems use an alternative design approach that allows the intake tube to maintain its diameter, resulting in more air flow into the throttle body. The ETI Intake System allows AEM to tune an engine for even more power by avoiding any tube down-sizing that will reduce overall airflow and horsepower. Instead, the ETI electronically communicates with the MAF sensor to ensure an accurate amount of fuel is being delivered even though the tube is larger in size than the stock system. This means the vehicle maintains the calibration as intended by the factory while enjoying the benefits of our custom designed aftermarket intake system.

Renezeder has been taking home the checkered flag for over 18 years in various desert racing categories. His first major win came in 1994 in the Baja 1000-Class 1 and to date Carl has 92 short track wins under his belt including being able to boast that he is the only driver in history to capture a Pro-4 and Pro-2 championship in the same season. Pretty impressive, right? Carl also tells us that his competitive nature goes all the way back to childhood, playing water polo in high school and in college at UCLA, as well as, a motorcycle hobby he has had since he could drive. So, we wanted to know what got this competitive guy out of the pool and onto the short course desert tracks? “I raced in the desert in Class 1 buggies throughout the 1990′s, and then I saw short course racing on Speed in the late 1990′s and realized that was my kind of racing. It was a meld of motocross and desert racing; it had the side-by-side competition, and plenty of jumps. I competed in my first short course race in 1999 and the rest is history. I’ve been hooked ever since.” Of course Carl didn’t get to that first short course race all by himself. After he bought a Pro-2 in Southern California, he asked Curt LeDuc to prep it and bring it to his first race. Thanks to Curt’s help Carl was on his way and didn’t look back. Through the 2000′s Renezeder won not only dozens of races, but also championships just about every year in several sanctioning bodies like Championship Off Road Racing, World Series Off Road Racing, SCORE International Off Road Racing (including the Baja 1000 events) and the Lucas Oil Off-Road Racing Series.

We all know the dirty, dusty, short course desert conditions can be tough on racing engines so we asked Carl about some of the products he uses. Coincidentally, one of the first products he told us about are his AEM filters. Carl says, “It’s a great partnership. We demand a lot from our trucks and our team; that means we demand the best from every product we use on our trucks. The AEM air filters have been fantastic. We know that if we don’t have to think twice about something that helps our trucks’ performance, then that’s one less worry as we head to staging for a race.”

After four generations of the Camaro helping to define the look and sound of the ensuing decades, production abruptly ended in 2002. Then, in March of 2009, the nameplate was revived on a concept car that evolved into the fifth generation Camaro. And now, with the dawning of 2011, the Camaro has returned with its full Transformers Bumblebee induced glory.

The SS model for example is powered by the LS3 6.2-liter V8 engine and it has a six-speed manual transmission which produces a factory claimed 426 horsepower. The automatic transmission equipped Camaro SS is fitted with the L99 V8 engine producing 400 horsepower. To counter the engine’s get-go Chevrolet opted to outfit the SS with four-piston Brembo brakes, along with the StabiliTrak Electronic Stability Control System with Traction Control. Unquestionably, this is a car designed with the sports car aficionado in mind.

The V6 model features a direct-injected, DOHC engine that pushes an impressive 304 ponies and also comes with a choice of 6-speed manual or automatic transmissions. How far has the fifth generation technology come? The new V6 Camaro can clearly out-gun many older V8 models, both at the drag strip and at your local road course. As depicted in the two hit movies, these Camaros are monsters – good monsters as it were though.

With that much power coming straight from the factory, the challenge to create an air intake that would beat the competition and OEM specs wasn’t easy, yet AEM’s engineering department managed to get it done. After months of testing a total of nine different designs with 24 variables, using CFD (Computational Fluid Dynamics) analysis, in-vehicle fuel-trim tests, under hood thermal analysis, and over 180 dyno pulls on six different vehicles – they finally designed a winner with impressive mid-to-high range power increase.

There are in fact three new AEM Cold Air Intake Systems available for the 2011 Camaro. For the V6 model there is the gunmetal gray finish intake (21-8028DC) and another available with a polished finish (21-8028DP). Specially engineered for the SS 6.2 liter V8 model there is also a gunmetal gray finish intake (21-8029C).

All three AEM Cold Air Intake Systems for the Camaro use an oil-free DryFlow air filter technology which is extremely durable and easy to clean. To further augment the filtration properties of the DryFlow performance air filter, AEM also offers DryFlow Pre-Filters, designed to prevent splashes of water and/or mud from saturating the DryFlow air filter. AEM’s Pre-Filters are manufactured from durable micro-screen materials that are pretreated with a proprietary hydrophobic process.

The more important development though is that all three intake systems provide around 16 horsepower of added peak power. In testing the factory form Camaro V8 generated a peak of 318.67 horsepower at the rear wheels. With the AEM cold intake system in place the peak power output jumped up to 325.98 horsepower – a maximum gain of 16.53 horsepower at 4,200 RPM.

Testing of AEM intakes for the V6 engine revealed a maximum power gain of 16.39 horsepower at 5350 RPM and 17.57 ft-lbs of torque at 2600RPM at the rear wheels. Any way you slice it that’s a lot of pop for a relatively simple bolt-on installation.

Generations of car enthusiasts, hot-rodders and motor-heads began jonesing almost immediately when Chevrolet announced it was discontinuing Camaro production. Rejoice and jones no more, the Camaro is back, and it’s badder than ever. Add an AEM Cold Air Intake System and this fifth generation 2011 Camaro will deliver an irrepressible tear of joy.

The season started off a little slow for Gardella Racing and their AEM Sponsored Mobil 1 Pontiac Solstice driven by Ryan Tuerck, but they rallied about half way through the season and charged hard with two 2nd place finishes along the way to finish in 3rd place overall, taking the podium spot from Daijiro Yoshihara by just 1 point.

AEM Induction Systems recently had the opportunity to asked team owner Gary Gardella about their 2010 season and what may be coming down the pipe for 2011. Here’s what Gary had to say.

What were some of the major challenges your team faced for the 2010 season?
To start the season off, we were running our Ecotec 4 cylinder that produced a ton of HP, but just did not have the torque curve that was needed to keep up with some of the big shots in the Formula Drift series. So, starting the season off we knew we were at a disadvantage. Fortunately, we were able to turn this around for the second half of the season once we dropped in an LS7.

How do you feel about your team’s performance over the 2010 season?
I think it was phenomenal! I have always raced to win and this season was a major learning curve as I continue to adjust to a judged sport. As the season went on, I realized that I had to relax, begin to understand the sport as a whole, and not put so much pressure on myself and the team.

What was the highlight of the season for you?
The highlight of my season was in Evergreen Speedway when we finished 2nd to Tanner. It was not because we finished on the podium, but because the guests we had at the event had so much fun. They were on their feet the entire event rooting on Ryan Tuerck and the Mobil 1 Solstice.

What was the lowpoint of the season?
Not winning an event.

What are some of the most important lessons you’ve learned from the 2010 season?
Like I mentioned above, that winning is not everything. Throughout my entire racing career, I have raced to win. In drag racing you are able to make upgrades and modifications to the car and win. In drifting you are judged and the equipment you are using is only part of the equation. I have never lost so much in my entire career, yet this has been one of my most successful years in racing for many other reasons.

Are there any changes you’re planning to make for the 2011 season that you can share?
You will see many major changes in our program for 2011. To start, we are focused on building new competition cars during the off-season. There will be a second driver in our Solstice for a few select FD events. The team is also planning an international tour in the 2nd half of 2011.

Gardella Racing is definitely hitting their stride and looks to be one of the strongest contenders for the top of the podium in the upcoming 2011 season. They’ve learned so much from the 2010 season and it’s only going to help make next year that much better.

After several months of testing four different prototypes with CFD (Computational Fluid Dynamics) analysis, in-vehicle fuel-trim tests, under hood thermal analysis, and vehicle dyno tests, AEM Induction’s engineers were still not satisfied with the results. While testing a 5th prototype they found it had no advantage over competitor designs. Our conclusion at that point was simple: Compromise is not an option. It was back to the drawing board.

AEM engineers came up with 4 more designs and put them through their usual onslaught of tests. In total, 9 designs with 24 variables were run through dozens of flow tests and over 180 dyno pulls on 6 different vehicles! The ultimate reward came when they finally designed a winner with impressive mid-to-high range power. The results for the new AEM 21-8028DC with a gunmetal gray finish and 21-8028PC with a polished finish were what AEM engineers were looking for in a Cold Air Intake Systems for the 2010 V6 Camaro. Testing revealed a maximum power gain of 16.39 HP @ 5350RPM and 17.57 ft-lbs of torque @ 2600RPM at the rear wheels!

AEM’s new 21-8028DC and 21-8028PC Cold Air Intake Systems for the 2010 V6 Camaro use a bolt-on kit, including a large 2-piece, 3.5-inch diameter mandrel-bent intake tube made from high-grade aluminum. The intake tubes include a venturi insert to contour the air flow at the MAF sensor position, maintaining the factory calibration while allowing a greater volume of air into the engine. The new MAF position reduces heat soaking of the integral IAT sensor, a common issue with the stock intake system, allowing it to read true intake air temperatures instead of hotter surface temperatures. An OEM-quality MAF extension harness is included.

The 21-8028DC and 21-8028PC intake tubes position the large, AEM DryFlow performance air filter in the optimal location for cool air. As a result, the V6 Camaro’s windshield washer fluid reservoir had to be replaced with a smaller, lightweight washer bottle mounted in a new location. An OEM-quality washer pump extension harness and a powder coated mounting bracket are also included. Just bolt it on, plug it in, and GO! AEM provides detailed instruction instructions that make installing this power gaining air intake on your Camaro V6 easy.

The AEM DryFlow air filter has a large surface area and a velocity stack inlet design that outflows the V6 engine’s requirements. The oil-free synthetic DryFlow technology is extremely durable and easy to clean. To further enhance the filtration properties of the DryFlow performance filter, AEM also offers DryFlow Pre-Filters. Designed to prevent splashes of water or mud from saturating the DryFlow air filter, AEM’s pre-filters are manufactured from a durable micro-screen material that is pretreated with a proprietary hydrophobic process.

The 2010 Acura TSX is an impressive entry-level luxury car built with an abundance of standard features. Many Acura TSX owners boast about its quality interior, sporty handling and attractive vehicle design but also mention the lack of power from the 2.4 liter models. All in all, the 2010 Acura TSX, no matter which model you own, is an enjoyable car to drive.

AEM introduced a cold air intake system designed for the 2010 Acura TSX with the 2.4L engine. Specifically designed to boost power and acceleration, the 21-697C uses a mandrel-bent aluminum intake tube engineered to reduce restriction and intake temperature. The intake tube is routed through the fender placing the filter behind the factory fog light on the driver’s side. This allows for an influx of cooler outside air. More than 100 dyno testing runs were made in perfecting this design.

Attached to the custom intake tube is AEM’s oil-free Dryflow air filter designed to produce high air flow with great filtration and performance. This air filter is also washable and reusable.

Dyno-testing on an Acura TSX model with a 2.4L engine demonstrated an increase of 10.2 horsepower at 6600 rpm with the use of AEM’s 21-697C cold air intake. AEM has a link to the dyno test results on the 21-697C air intake product page.

AEM air intake systems are designed, tuned, and dyno-tested to fit specific cars and trucks. Installation of the 21-697C cold air intake system in the 2010 Acura TSX 2.4L could not be easier with AEM’s detailed installation instructions.

AEM’s Acura TSX air intake system, is protected by the AEM Air Intake System Warranty Policy. AEM warrants that its air intake systems and Dryflow™ air filters will last for the life of your vehicle

21-697C Product Specifications

Product Style: AEM Cold Air Intake System (Installation Instructions)
Estimated Horsepower Gain: 10.2 HP @ 6600 RPM
Color: Gunmetal Gray
Replacement Filter: 21-203DK
Street Legal In All States: No
TUV Approved (Europe): No
Weight: 8.5 lb (3.9 kg)
Product Box Length: 24.38 in (619 mm)
Product Box Width: 12.38 in (314 mm)
Product Box Height: 11.75 in (298 mm)

Gardella Racing and their AEM sponsored LS7-powered Pontiac Solstice made their presence known over the weekend with a strong finish in 2nd place. Ryan Tuerck drove phenomenally and took the Retakes Insane Entry Award for his performance. The competition was stiff as Ryan had to face Darren McNamara, Dai Yoshihara, and Tanner Foust on his way to the final race against Vaughn Gittin Jr. “The car felt great and I felt great. The setup was perfect,” said Ryan, and his car and his team have helped to put him just 85 points out of first place.

Rockstar Scion Racing and their AEM sponsored NACSAR V8 powered Scion tC had a great weekend too and kept their team in strong contention for the championship, finishing in 3rd place over the weekend. “It has been an incredibly competitive season,” said team owner Stephan Papadakis,

“To be heading into the final round in third place after four podiums is a testament to how high the level of competition has been this year.” Stephan’s observation couldn’t be any more accurate, as Tanner had to do battle with Patrick Mordaunt, Tyler McQuarrie, Rhys Millen, and Ryan Tuerck on his way to his podium finish.

It all comes down to this – The Title Fight, October 8th and 9th in Irwindale, CA. With only 100 points separating 1st and 4th place, the stakes couldn’t get any higher. Just one 1st place finish can send a team to the top of the podium. AEM sponsored Gardella Racing and Rockstar Scion Racing are poised and ready. Drift fans won’t want to miss the exciting finish to the 2010 Formula Drift season. Every driver is going to be charging hard, leaving everything on the track. This will be a race for the ages.

[Source: AEM]