WORK Emotion 11R Wheels


New to the Work Emotion Series are the 11R wheels. They come in several finishes and even have the option for different colored decal graphics (see below). These are cast one piece wheels built to be strong but at the same time light. If you would like to place an order or had any more questions about them, please give us a call.


LOCAL 801-748-4910


New HD Videos of Invidia Exhausts!

Alright, today we have a clip of an Invidia G200 on an 07 WRX and an Invidia G300 on an 08 STi. Hope these will provide better insight for your exhaust purchasing decisions.

More to come. If you would like be the first to know about our new videos, please subscribe via YouTube or RSS feed below.

APS 3.5″ Turboback Test Video

We just got this video finished up today to add to our High Definition Video Sound Clips of exhaust systems. Check it out and if you like what you see, please feel free to subscribe to our YouTube channel or RSS feed to our blog.

LIC Motorsports STi

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This is LIC Motorsports’ beastly 2004 STi, revamped for the 2009 Super Lapbattle series. Not only is it a well-built track car, LIC also made it look great and unique as well with the aero and orange color scheme.

If you havent’ had a chance to read the well written documentary by Noah from LIC that we posted up yesterday, you can find it HERE.

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RallySport Direct Press Release August 10th, 2009 releases new HD Video Exhaust Sound Clips

Today released it’s first few of many to come High Definition Video Sound Clips of exhaust systems. These will be published on YouTube for the general public to get a feel for what exhaust systems truly sound like. The videos have been developed with a consistent route and camera placement to try to achieve more consistent results. If you would like to hear these video’s as they become available, be sure to subscribe to our YouTube Channel

You can also subscribe to our RSS Feed via our blog to be notified of when new sound clips are released.

Below are a few examples of the videos that have been done so far.

LIC Motorsport’s Preparation for Super Lapbattle 2009

Very little is known about LIC Motorsports in the Time Attack world, only competing in 3 events over the last 15 months. LIC Motorsports is a maintenance/performance shop located in Novato, CA. In addition to our general day to day operations LIC Motorsports also runs a race program for various events like NASA, Redline Time Attack, and the upcoming Super Lap Battle.

3 months ago the judgment call was made to redesign the shops 2004 STi (from its previous configuration as seen at last year’s Modified Magazine Tuner Shootout). When approaching this daunting task we sought the expertise of Crawford Performance in Oceanside, CA. Crawford was a good choice for LIC Motorsports as the working relationship goes back 5+ years, being a dealer, running the product previously, and the countless happy customers with their products. Besides, what better way to support the product you sell than by running them for oneself.

After careful detail was given as to what events we anticipated attending we came up with a calculated plan to get ourselves on the path to qualify for the prestigious Super Lap Battle (known as the super bowl of Time Attack). In order to qualify for Super Lap Battle you must place in top 3 at a NASA TT (Time Trial) event. With advice and path laid out, we went on our way to making the NASA TT event at Cal Speedway in Fontana, CA; which was the last chance to qualify (before needing to go out of state). The event was to be 07-31-09 to 08-02-09 and this was our chance to qualify. Knowing we would be up against a lot of great teams we sat down and calculated out what it would take to place top 3 and attempt to break the “Modified AWD Class” record, which was 1:47.60 from the previous year. How great would it be for a little company/team to come from nowhere and pull that off? This is what we aimed for and kept motivation to charge forward.

The first step we took was to fit larger tires under the car; this meant we needed fender flares and address the clearance issues that come with it. The largest tire that could fit last year was a 255 Toyo R888, knowing that we couldn’t compete on a racing level with that small of a tire, we sought the advice of LIC Motorsports fabricator; whom is an affiliate shop located in Northern California. But not just any fender flares would be allowed, never would some rubber mounted slammed on hokey looking part be okay and acceptable; we wanted a show quality functional piece that would be easily fixed if damaged and would still be light weight. Its one thing to only think of function but it’s another to spend the time, money, and energy to build/design a show quality piece of functional art work. This was the task handed to the Fabricator and a daunting one at minimum.

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LIC Motorsports Super Lap Battle Qualifer 2009_html_m3b24f67fLIC Motorsports Super Lap Battle Qualifer 2009_html_77b73ae3In addition to the fender flares we wanted a switch panel for push button start and auxiliary fuel pump, lights, etc… On top of that list, a mounting solution was needed for the newly purchased APR widebody wing (the mounting brackets provided were not as efficient as wanted, as we wanted the energy to be forced onto the chassis of the vehicle not on the trunk as the brackets provided would do). If that list wasn’t large enough, we also needed a solution to front/rear and underbody Aerodynamics. After hustling to make an insane deadline, the car was given back to LIC Motorsports with 3 weeks before the NASA event.

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Upon getting the car back to LIC Motorsports, it was now time for Motor build/assembly and mock up of additional components with some special attention to detail being added in. When we decided on doing our motor build we had the option of a complete stroked race motor (as seen in most the competition we would be up against) or more of a street orientated/everyday package; one that more of our customers would/could afford. With customer service and product placement always in our mind, we choose to go with a Crawford S3L-I short block and factory STi heads w/ supertech valvetrain (and utilizing the factory STi cams). In addition to this platform the decision was on the power proven Gymkhana 1 GT35R setup. This would sustain the abuse and is capable of the 500whp mark for consistently as well as for longevity purposes would be a good fit for the goal of the car. Seeing the need for some more show quality and functional items, we decided on the Crawford Surge/Air Oil Separator tank setup (as seen in Gymkhana 1 and 2). Knowing we were going the e85 route for fuel, we needed more fuel delivery than before, so we called upon the good guys over at Deatschwerks Injectors. These guys are a true professionals and top notch, they made us a custom set of injectors and had them overnighted and in our hands within 48 hrs from request.

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With the car coming along it was lots of tireless nights and many choice conversations from the wives of LIC Motorsports. To make matters more complicated Adam (the owner of LIC Motorsports) had a baby that was due any day. Knowing he had an unbelievable task at hand Noah and Adam pushed on relentlessly to get the car done and on its way to SoCal for the much needed custom tune from Crawford Performance.

With Adams baby due on the Saturday prior to the race car leaving that following Wednesday, it was an amazing thrash session and sleepless nights to get everything dialed in and fully functional once it was to arrive at Crawford’s facility, meanwhile still running an everyday day-to-day operations. The week closed out on Tuesday evening (which was really Wednesday at 3:30am) only to be up and on the road by 12pm that day. Needless to say the plan to leave early was combated with delirium and downright being burnt out and not being able to function clearly. The car was finally on the road at 5pm to start the long trek down to Oceanside, CA.

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The car arrived at 3:30am on Thursday; it needed to be on the dyno by 9am for setup and tuning. Unfortunately being so burnt out and tired the plans for a hotel never happened or were even a thought; it was the comfy ole trucks front seats and parking lot outside Crawford for the crew, not the most comfortable after being up for literally 3 weeks. Upon arrival of Bill (Tuner) from Crawford the car immediately went on the dyno (DynaPak). After 13 hrs on the dyno (Apprx 8 of those hours were running/adjusting/calibrating the other time was trying to find a sneaky boost leak and sitting back and thinking about what was going on). It was finally time to bail out of the shop and get some much needed sleep, only problem was it was now 2:30am Friday morning. And the hotel reservations I had were cancelled due to a no show for check in, and now the hotel was booked. On the hunt for another place, after an hour of driving around and darn near 30+ hotels saying they are booked, a place was finally found at 3:30am, off to bed it was for an early start at the track only a few short hours later.

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Arriving at the track a little late and missing the first 2 sessions and sitting out the 3rd, we set the car up to run the 4th session of the day (Friday was just a test/tune day, not a TT event).

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First lap out the car makes a pass across start/finish looking really strong, the driver whom had been suggested to us and we agreed for shakedown was Dr. Russ Warr; a local favorite and a very accomplished driver and a resume to back it all up. Russ was no rookie, taking it easy to get a feel for the car, being that he does this often he completely understood and was very much appreciative to be given the opportunity in the LIC Motorsports STi. After making through the warm up lap Russ pulled in for a vibration that he felt/heard. Upon careful inspection the assumption was the new aero on the back of the car was catching air and banging around a bit, with that conclusion Russ was let back on track making a decent pass across start/finish again when he heard/felt the noise/vibration again; at this point Russ was flat out in 5th gear at 7000 RPMS when he lifted off throttle and BAM the aluminum driveshaft snapped in half.

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After being towed in the damage was accessed…immediately the work began to source a OEM driveshaft (and ironically it was off Russ’s personal STi). Gathering the parts late at night and getting back to a much needed hotel room we turned in for the night and for once it was only around midnight. No rest for the weary, 6am it was time to roll and get back to the track as the gates opened at 6:30am and I had a driveshaft to install before the 8:40am 1st session rolled out.

With driveshaft installed and gear fluid changed it was time to hit the track for some actual testing; bummer is all of Friday was lost and now these sessions were being timed. Not being discouraged the team rallied on in hopes for a brighter day. First session, Russ was able to turn 3 laps and turning out a best time of 1:52.213, apprx 6.5 secs off the fastest car of the group and capturing 4th place for the session. Session 2 a turbo hose blew and the session was lost due to time constraints. Session 3, with fixed turbo hose Russ was able to knock out a 1:48.457, shaving darn near 4 secs off his fastest lap thus far. Session 4 some adjustments were made to the camber and toe, and incorrect they were, a 1:50.071 was turned and the car had developed one heck of a push (understeer) leaving the LIC Motorsports car in second place for class. Now onto Sunday, this would be final day of the event.

Sunday was set for high hopes, seeing that the ability to go even faster and possibly break the previous track record for class was on the fingertips of the team, the guys aimed high and set standards at nothing less than capturing the record (Record to beat again was 1:47.60). Prior to the first session out a series of adjustments to the camber, toe, ride height, and doing everything to ensure the hose did not pop off again under pressure was dealt with. Session one for final day had begun. 3rd lap out Russ turns an amazing 1:46.110 and breaking the track record set by him the year before….the team was elated and felt there was even more to be done but Russ still had a complaint of a terminal push with the front end as he was pushing harder and hotter into the turns. More adjustments were made to the suspension to soften it up and get some more weight on the front to keep it planted.

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Session two had begun and with an impressive lineup; Crawford Performance’s 08 orange STi was gridded 1st, LIC Motorsports was gridded 2nd, and driver for Harman Motive JC Meynet was gridded 3rd…3 subarus all going for it.
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Coming around the track on lap two Crawford Performance lays down a 1:39.15 (time was not official due to Crawford just testing the car for time purpose and not running tires that were allowed under Super Lap Battle rules but were under NASA rules), LIC Motorsports lays down a 1:45.699 @ 158.4 mph (yet breaking the record again), and JC Meynet laying down an impressive 1:44.641…what an impressive finish as 123 were all Subaru’s and none of the cars lost position but JC was able to make up a second on the LIC car on the oval, only after the session was over did we learn of JC wining the 2nd place spot and new lap record for classification.

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What an amazing moment and a great feeling for the day. Subaru’s are in so many of us folk’s blood that it was a memorable moment none the less. Session 3 had arrived upon us and the LIC Motorsports car had lost some ground as the ambient temperature had raised 6 degrees to a sweltering 96 and the track tarmac was at 126 degrees, the best the LIC Motorsports car could pull off in the heat soak of mid afternoon was a 1:47.001, still fairly impressive for conditions. With session 4 arriving upon us, Noah of LIC Motorsports called it the day and didn’t want to push the car anymore as the goal of earning the way to Super Lap Battle 2009 had been obtained. With motor running strong and feeling good about what had been accomplished; the crew packed it up and headed back to good ole NorCal for some much needed R&R

LIC Motorsports would like to thank its sponsors for being instrumental in getting the car up and running and sticking behind the team over the last year.

Crawford Performance
Hectors Chop Shop


Noah Levy
LIC Motorsports
865 A Sweetser Ave.
Novato, CA 94945
P- 415.892.7400

David Yu’s 2005 STi

This is our friend David Yu’s 05 STi. It served the early part of it’s life as a daily driver and has slowly transformed into what it is now. The interior is fully gutted and it has a cage for safety and to further stiffen the chassis. It does not have the biggest turbo or put down the most power but with how well-balanced it is, it still makes for a competitive car with good driving. David has done most of the work himself and has built a very nice and tasteful car that we have come to know and grow with over the years. Good luck out in Boston!



Ken Block & Travis Pastrana Out at Salt Flats

Ken Block and friends out at the Bonneville Salt Flats in Utah. Ken Block is driving his infamous Subaru STi while everyone else has their own vehicle or object of choice. When you set land speed records on garbage cans and Wal-Mart sleds, hilarity can only ensue.
This clip is a small teaser of what you can find in Nitro Circus Thrillbillies: Double Wide.

Motor Bearings General Info

Bearings, something simple but yet so complicated. Choices of brands, materials, clearances, and applications, all have an effect on the longevity of your motor as well as how it performs and wears.

Main, rod, and thrust bearings are the life of your motor. One small miscalculation may cause catastrophic failures that can result in needing complete engine overhauls to requiring a complete engine replacement.  There are plenty of choices when it comes to manufacturers and bearing types. There are bearings ranging from direct OEM replacements to full race applications, depending on your needs. Each will be composed of different materials and constructed through different methods.

Clearance is an issue that needs to be taken into consideration. Race engines will run tighter tolerances for maximum performance. At high RPM levels, the oil pump is pushing a higher volume of oil and at a higher pressure than compared to a car at idle or driving around town. Tighter tolerances allow for higher oil pressure to occur between the moving components, allowing motors to run at very high rotation without losing pressure and running a chance of bearing to moving part contact. However, running too tight of a tolerance will cause excessive drag to occur on the moving components, along with the possibility of metal-to-metal contact unless the motor is pre-heated.

Street cars will typically run a looser tolerance to allow proper lubrication at different temperatures. OEM bearings are designed for longer service life instead of high stress and high heat like that exposed to race application bearings. So unless you plan on participating in heavy racing and frequent motor rebuilds, full race bearings might not be the best choice for your application.

The next time you are putting together a motor, consider these things as the bearings are in the heart of the motor and a single failure could potentially cause great damage to a motor.

If you have further questions or would like to make a suggestion for our next article, please email

Since we are on the subject of bearings, below is an email from Cosworth regarding their bearings and sizes.


We get a lot of questions about our bearings, most customers get confused and think that we offer oversized bearings, however the size differences we offer are for oil clearance and not to compensate for ground crankshafts. This is good information to forward to customers if they have any questions about our bearings.


§ Our bearings are available in 3 sizes: 0, 1, 2.

§ All three sizes are within the “standard” range. We do not offer undersized bearings for ground crankshafts.

§ Size 1 is what we used to call “STD”

§ Size 2 is what we used to call “RACE”

§ Size 0 provides .025mm or .001” less oil clearance than our size 1 bearing

§ Size 2 provides .025mm or .001” more oil clearance than our size 1 bearing

§ Bearing half shells can be mixed and match to provide the incremental changes in oil clearance

Cosworth Ultra High Performance Engine Bearings

Engine bearings are one of the most vital components within an engine and are often overlooked when considering high performance upgrades. Performance engineered, multi-layer bearings generate less heat than normal bearings by reducing friction. Cosworth bearing sets feature unique combinations of design, metallurgy and engineering to deliver performance in extreme conditions. Cosworth bearings sets are available in three sizes to accommodate most applications.

Engineered with the following features:

■ High strength overlay plate with reduced thickness for better oil control and less friction

■ Hardened steel backing on all connecting rod bearings

■ Increased crush for better retention

■ 3/4 grooving on Main Bearings providing optimum oil supply

■ Tight consistent wall tolerances

■ Oversize chamfers where applicable

■ Flash plating eliminated for improved heat transfer

■ Tested to over 1000 horsepower


Q: Why don’t you offer bearings for re-ground crankshafts?

A: Grinding most modern crankshafts will jeopardize the surface hardness or heat treating that

was applied at the factory and will compromise the reliability of the crank in performance applications. Since we are not catering to the standard rebuild community, we do not offer a bearing to suite the ground crankshaft.

Q: I have a 1999 Subaru GC, will your bearings fit?

A: Typically the rod bearings will be ok if your rod journal is 52mm. Our main bearings will only work in the later 2001+ engines with the thrust in the 5th position (next to flywheel). Earlier engines have the thrust in the 3rd or center journal.

Q: Do you have bearings for the Nissan VQ35HR

A: No, the HR version has all new journal sizes and we do not offer bearings for the application.

Q: Why are Cosworth bearings better than original bearings or other performance brands?

A: Cosworth bearings are manufactured from superior materials compared to most OE bearings and to tighter tolerances compared to other performance brands.