Andrew and I arrived at the track bright and early on Friday morning, dragging our feet from the 6am wake-up call. We were eager to get through the 7:30am photo meeting so we could situate ourselves trackside. Shortly after our arrival, the team unloaded the twins and pushed them into their respective paddock suites, where the tool chests and countless stacks of tires made them feel right at home.

Dawn had hardly lifted before the cars hit the track in a series of practice sessions to work out any kinks and prepare for the big race. The race at Laguna Seca is the third longest of the series at an impressive 6 hours, meaning the cars have to be ready to withstand abuse through the mid-day and into the setting sun, and everything must be perfect. Seemingly every part was greased, tightened, or replaced to make sure nothing would go wrong.

Between the practice sessions, even the transmission was disassembled, examined, and who-knows-what-else before being reinstalled.

Everything was run over with a fine-toothed comb before the cars were locked away for the night. Alignment was double and triple-checked and clearances were scrutinized before being signed-off by the technicians. Everything from spark plugs to brake pads were numbered, studied, and verified for the main event. The car was cleaned in every possible fashion, and the carbon fiber weave of the body panels was faintly visible through the car's glossy alpine white paint. After all, the cars have to look the part too.

Race day rolled around, and although the car seemed ready to go, the morning's warm-up session warranted last minute changes. Winning is in the details, and BMW was not about to leave anything in the hands of the Racing Gods; they would win or lose by their own accord.

Just an hour before the cars were to grid up, the drivers met with fans for some words of encouragement from both sides. The local BMW CCA chapter was present in full force to cheer on Dirk, Jörg, Bill, and Joey. The BMW fans had the strongest presence, parking their cars together in the now well-known BMW Car Corral, and flying the BMW and LTW flags high right next to the track. For them, it was a competition; who could make more noise: the fans or the M3s?

The fans were cleared out of the way and the cars were rolled out in anticipation. Andrew and I made our way trackside as the cars were lined up in qualifying order. The engines were started and the pace car came whizzing around into view. The fun was about to begin.

The joy of Laguna Seca struck immediately. The heat of high noon was in full effect with the sun as high in the sky as could be. We set up for the long haul as 6 hours of racing lay ahead of us. We found ourselves perched on the inside of the corkscrew just minutes after the start of the race, trying to balance our time between enjoying the race and snapping photos. We watched as cars dove head first through the infamous turn, experiencing a sensation that seemed akin to meeting our heroes. A nearly 3-story drop and a blind crest and apex have given the turn notoriety among racers as one of the most difficult in the world, and we were there to experience it.

Much of the first half of the race went on without error. The M3s moved up and down in position with each passing lap. The race held our attention, as Andrew and I found ourselves anticipating the cars' return to see where they stood after each 2.238-mile lap.

The war between BMW and Corvette transformed the raceway into a battlefield, with the two marques going head to head for the entire race. At roughly the three-hour mark, the second-place Vette rear ended Joey Hand while he was leading the race, causing a loss of the rear bumper and diffuser. Joey said “We really got knocked around today. Losing the rear bumper loosened the car up in a big way. The car got so free in the high speed stuff that Dirk and I really had to hang on and work hard." Nevertheless, the boys held in and continued the fight.

The clock continued to tick, and the hours flew by. With about an hour-and-a-half remaining in the race, I made my way down to the pits and left Andrew to fend for himself, snapping away as the race neared completion. The tension in the pit was memorably high; only one stop for each car remained and the BMWs were falling back in the pack, standing at 4th and 7th place.

The cars entered the pit at the same time, and both crews hopped over the wall and executed their perfectly rehearsed tire changes. In the blink of an eye, the cars went from up in the air and tireless to exiting the pit in a violent release of smoke and screams. The pair of V8s thrashed their way back to the front of the pack. The hasty pit stop put the BMWs in contention for the top spot of the race, and the final hour countdown of competition began.

The first 45 minutes following the pit stop carried on as expected. The BMWs fought their way to the front, bouncing around in the top several positions with Corvette and others. They gained precious lost ground time and time again as they shared the track with 4 other classes, dodging and weaving through the field of GT and LMP cars. The sun dipped lower and lower in to the sky, adding to the difficulty of the race as the sun blinded drivers through the exits of shade-ladden turns.

The podium spots came down to the final portion of the race. The last 15 minutes decided it all as the final full-course yellow had been lifted and the green flag was waved. The caution segment allowed the BMWs to close in behind first place, with just a half-second separating Bill Auberlen in the 55 M3 from the #1 spot held by Corvette. The 56 car held onto 4th with no trouble at all, but would they be able to move forward and capture  the lead?

Bill Auberlen says “This was a six-hour race and we treated it as a 45 minute sprint. It’s unreal how competitive this series has become. On the last restart I got hung out to dry by a prototype car and Magnussen took advantage of it. It is great to make the podium, but we still have two more steps to climb.” In a heartbreaking final few laps, Auberlen was cut off by a prototype car and the 3rd place Vette took the opportunity to sneak through to the front.

The boys took a respectable 3rd and 4th place, landing Bill and Jörg their first podium of the series. The finish moved Bill and Jörg into a tie for 4th place overall in driver standings and the finish positioned Joey and Dirk in 2nd. BMW now stands second in manufacturer points, meaning the competition for race number four will be more intense than ever now that BMW must reclaim their #1 spot.

After the race, Dirk said “Even though our car was damaged, we still had the potential for a top-three finish, but just missed it. Congratulations to our teammates for their first podium of the season. I look forward to the next race at Lime Rock Park where Joey and I can try to regain the lead in driver points.” The cars were quickly loaded into the trailers and strapped down for the long trek back home. The series goes on a break for the teams competing in the 24 Hours of Le Mans and resumes in July, and if you're on the East Coast, it's a race you don't want to miss. Head on out and give our team a cheer.

Jesse's A60 Celica Coupe is an uncommon car to say the least. The hatchback version, while still uncommon in all respects, vastly out-popularizes its trunk-bearing counterpart. It's an automobile that most would never take a second look at, yet Jesse saw the potential of the uniquely styled car. The quintessentially-eighties pop-up headlights, wide GT-S flares, and the interesting kinks and divots that form the body lines sparked an interest in Jesse that has paid off in ways he likely didn't expect.

There are different types of car guys out there. Some prefer the cars with household names; 350Zs, RX7s, and M3s come to mind. They enjoy the cars that are established and known, supported by the aftermarket that feeds and drives the community. On the other side of the card, however, are the car nuts that some consider the odd-balls. The guys who own Alfas, the guys who horde Volvos, and the ones who can't help but love Ladas and Yugos. Together, the two groups create the automotive scene as a whole. They drive the community forward in a unique system of checks and balances that keeps us from seeing repeat after repeat car.

The second group, however... the guys who choose the cars that are forgotten by the automotive aftermarket... They're the ones that help redefine what "cool" really is. At STANCE|WORKS, we're able to share anything that tickles our fancy. More often than not, the cars that make an impact in the pubic eye are the cars that stand above the rest of their kind, built by the owners who went the extra mile to take "one of many" and make it their own, and that in and of itself is always a story worth sharing. Yet sometimes, the guys like Jesse step away from the crowd to show that it doesn't take sponsors, name brands, or frankly, a car anyone knows about, to make an impact.

Jesse's Celica squats, hugging a set of 15-inch Epsilon Southern Way mesh wheels. Their deep, all-black appearance blurs the definition between aluminum and rubber, only made apparent when the stretched tires pull themselves away from the rim. The small diameter wheels project from the arches with a perfectly executed vintage style. The mud flaps skip and drag across the asphalt and the guts of the car sit lower than the frame rails. The car's presence provides an almost nostalgic "I've been here before" sensation, its imperfections and and do-it-yourself revisions to the almost 3-decade old car speak to a modern era of hot rodding and homebuilt enthusiasm.

But, while the uniqueness of Jesse's car is enough to keep me excited for reasons I can only hope reach those who read this, there's more to the car than it's double-take worthy style: A single-turbo 1JZ-GTE rests under the hood, cranking out 300whp to savagely introduce fender-to-tire each time the go-pedal is pressed. The whirling and whizzing of the turbo from the down-pipe lets every passerby know that the A60 chassis has not been forgotten.

Somewhere on the corner of the web, there's undoubtedly a community of Celica owners who will have gotten this far, and I know they're thinking "you're a fool, this car hasn't been forgotten, we're right here", and to that, StanceWorks thanks you. Out there somewhere, there's a group of diehard enthusiasts loving a car the rest of the car world would otherwise never know about. While there's no question that Jesse's car is likely not the most clean, best built, or most powerful A60 out there, he's made his way in front of our lenses, and we find the utmost joy in taking the opportunity to share something we find entirely unique and inexplicably cool to all of our readers. Because if it weren't for guys like Jesse taking a step out of our norm, frankly, we'd be bored.

If you follow the Formula Drift series, there's no question that Tuerck's name rings a bell. Ryan finished 2nd place in 2009 and 3rd in 2010, cementing his name as a truly competitive driver in the series. His success brought him up through the ranks, eventually landing him in the driver's seat of the Red Bull/Mobil 1 Camaro for the 2011 season. It's a position countless young drivers across America, and the world for that matter, could only dream of finding themselves in.

There's a lot to be said for anyone driving for the larger teams in the series, but it unquestionably comes with its downsides. As Ryan matured through the sport, something went missing. The sense of urgency and the constant need to please everyone from managers to sponsors quickly outweighed his love for driving, thus he made the changes needed to get back in the action.

It's quite apparent that Ryan is no longer driving the massive Chevrolet; instead, he's back where he began. The strong, defined lines of the wide Camaro have been replaced by the familiar sweeps of an S13 hatch, and some of the big name sponsors representing million-dollar companies have been replaced by the names of smaller brands, bringing Ryan and his team full-circle.

Ryan poses more of a threat than ever this year, as his seat time in the S13 chassis doesn't end at the end of each FD event. His personal drift missile is an S13 as well, meaning every drift session is spent growing more and more familiar with the race-day chassis. Yet, that hardly scratches the surface. Ryan's daily driver is also an S13, meaning nearly all seat time counts for something. Rumor has it, he even sleeps in the car too.

It's all part of Ryan's comeback. After a 7th place finish in the 2011 season, he knows it's as important as ever to take home a podium finish to solidify his message. In the end, Ryan's enthusiasm is no different than the parking lot sliders that gather on weekends once a month to tear up tires on their homebuilt creations. He's on a path to prove that Formula D hasn't left its roots entirely.

The battle-ready Retaks S13 is equipped to take on the massive teams and their $6-digit monsters. With somewhere around 600 horsepower pumping from the LS V8 heart, through Nissan veins, the Maxxis tires are reduced to a black filthy residue in an instant. The dot-matrix Fifteen52 Tarmac wheels and the matching livery ensures the car stands out amongst the others in one of the loudest and most fun liveries on the track. The car as a whole speaks in some ways to Joshua Herron and Will Roegge's message: Keep Drifting Fun.

As we sat on the curb with Ryan, learning the ins-and-outs of his career so far, one sentence spoke louder than others. "I'm finally having fun again." Ryan was given a clean slate and the ability to revisit the reasons he fell in love with the sport to begin with. The importance of the story, however, carries far more weight than a simple happy ending: it speaks to the young guys, the old guys, anyone yearning to pitch their car sideways. The "light at the end of the tunnel" isn't necessarily where you might assume. It may be far closer to home than you had thought, only Ryan had to take the long route to make that discovery.

With Round 2: Road to the Championship at Road Atlanta taking place in just four days, Ryan is gearing up to put on a show for the best event of the season. His elimination from Round 1 in what many consider to be a questionable call by the FD judges has piqued his perseverance. This time, he's not taking no for an answer, so be sure to cheer when you see the Retaks S13 rip from the back straight at Road Atlanta.

Ryan would like to thank his sponsors for making everything possible and keeping his passion alive: Retaks Backpacks, Aoyama Studios, Kamei Corp, Maxxis Tires, KW Coilovers, SuperTech, CB Performance, G-Force Transmissions, SPL Pro Suspension, ACT Clutch, LumaMedia, Seibon, CP Carrillo, BC Brian Crower, Canton, Holley EFI, Flowmaster, Vortech, Deatsch Werks, Griffin, Manley, Maradyne HPF, TaylorVertex, Odyssey, Cometic, DDS Performance, MillerSpec, Drive Shaft Shop, System 1 Filters, Quicktime, H.I.T., EBC, APR Performance, Kaaz, K&N, RaceRamps, PowerByMax, Fifteen52, Electric Visual, Hoonigan, VIS Racing, 310Tuner, DEI, Alpine Stars, YAER, GoPro

iAcro's home turf is a staggering 9,900 miles away. They've been breaking the asphalt free from the streets of Beijing, China since 2008, culminating into an international presence today. Their mission is to not only transform the Chinese tuning scene, but carry it forward in a positive light.

"中国的改装车文化不是很成熟, iAcrophobia想给所有热爱汽车文化的朋友提供一个大 的平台，展示、交流，并且可以起到榜样的作用，带动中国汽车文化的进步与发展。"

"We have relatively weak tuning scene here in China compared to western world. iAcrophobia provides the platform, which is for showing personal projects, sharing information, and exchanging ideas to fellow car enthusiasts. We want to be the pioneer in the fitment scene and want to affect the Chinese tuning scene so that it is developed and improved in the right direction."

iAcro's story is one worth sharing on it's own, and one that we're eagerly anticipating; but before that, we figure it's only fair to start things off with a taste of how the boys do things. In the first feature is one of iAcro's own Audi A5s.  The choice in styling blends euro and Japanese tastes to create something unique.

Working from the inside, out, the interior was custom wrapped with red leather and suede. Golden embroidery compliments the unique interior and certainly solidifies the country of origin. Custom carbon fiber accents were added throughout, including the dash, steering wheel, and shift knob.

On the outside, the ABT body kit fits remarkably well, as does the OEM S5 rear diffuser. AccuAir management paired with air suspension, along with H&R swaybars, creates a surefire way to keep the luxurious nature of the Audi in check. Aired out, the car sits atop a set of 10 and 11.5" wide SSR SP-3s, reminding us that this doesn't quite sport the same parts checklist as the A5s we're used to seeing. An increased airway thanks to K&N and AWE means the car breathes pretty well too.

This A5 is only one of an impressive number of cars that represent the iAcrophobia family, but it's far from where we stop. With a slew of more cars to share, iAcro is merely the tip of the iceberg that represents STANCE|WORKS's international following. So here's a call to our foreign readers: we're here to share your story as well, as we know there's more to our scene than what lies in our own country. Make yourselves known.

A special thanks to the iAcro crew for the interview and photography, and we're looking forward to iAcro: Round 2.

Milt has watched the scene grow from its adolescence to its prime, helping father it along the way by pushing boundaries and leading the pack. His Lexus quickly established him as having serious staying power within the community; someone who wasn't afraid to push a car to its limit... and further. It became a car that was a staple of the "hellaflush" mentality and a poster child for all things "stance". It was, to say the least, an important stepping stone in the path the automotive community has taken to get to where it is today.

Today, Milt's 350Z has made the rounds, most famously on a set of deep-blue centered Garsons; however, he has recently made some changes that might invoke memories of the 'ol black beauty. He's back on Work Equips again and they're fitted just as well as ever. Flat white paint and reverted headlights add a subtle difference to the car's last iteration, yet keep it from seeming loud and obnoxious, screaming "look at me!"

While building two cars that have gained serious notoriety gives Milt some clout, he's done something substantially more noteworthy for the scene. As one of the founders of the Low'N Slow crew (featured April 5th, 2012) he's brought together a group of enthusiasts and formed nothing short of a second family. After all, there's nothing better in this world than a group of friends to confide in. It's easy to see why Milt has had this effect on people... He's one of the most genuine and kind-hearted people I've come across.

Many of the Low'N Slow members look up to Milt as a bit of a father figure. While Milt didn't solely start the crew, he's the last of the remaining originators and he's put in due effort to ensure the family stays on track. From cookouts and get-togethers to nights out on the town, the crew has transcended the realm of simple automotive-based friendships into something much deeper. In turn, however, it's a step forward for the automotive scene as a whole. It carries forward the idea that people you meet outweigh the trophies you win at shows.

As always, it's one thing to give credit those who have built a noteworthy vehicle (or two); but it means much more to give credit to those who play a role in nurturing the growth of the community. While so many follow the leader or hop on the bandwagon, Milt is out there making things happen, and instead of letting things pass him by, he's grabbing ahold of it, taking from it what matters most.

There's a group of guys out there who believe in building their trucks a very specific way. The frame and/or body lays parallel to the ground, the suspension is modernized for improved handling at very low drive heights, snd the outside is never touched. No paint is sprayed, no ugly mirrors removed. These are the guys who live by their patina.

Sam Castronova is one of those men. This is his '65 C-10, but the story of this truck actually starts with Del Ushenko from Old Crow Speed Shop in Burbank, California. A few years ago, Del decided that he wanted to build a C-10 that not only laid on the ground, but kept all of the original look and feel as it would if it was never modified at all. And he did it in very short order.

Making a truck looks as though it's never been touched takes a lot more delicate care than one would think. Blowing apart the chassis into a million pieces means carefully recording where bolts go and keeping things organized such as which rotted bed board goes where. On the plus side though, you don't have to worry about scratching the paint — that just adds to the character.

Del tore that truck down to nothing, installing a Porterbuilt Dropmember kit front and rear, and installing Slam Specialties bags on all four corners. The air is provided by a York a/c compressor mounted to the 350 V8 up front, and an Accuair e-level kit keeps the truck at a solid position no matter what ride height he chooses. This particular bodystyle of Chevy truck blends nicely with those mods, and puts the bottom of the body just fractions of an inch away from the ground while the frame contacts the asphalt solidly.

Del worked a few more tricks into the build, including a few that have been copied since. Take the transmission shifter, for example. Instead of connecting the 700r4 to a column or floor linkage, he ran a cable and mounted it to the stock emergency brake handle that's mounted on the steering column. Then there's the wheels, 22-inch Centerlines with powdercoated centers. To get the Chevy hubcaps to fit, he drilled and tapped the wheels, then bolted hubcap clips to the rim's face. Then it was just a matter of pushing the hubbies on to lock them in place.

He built the truck and posted lots of pics online, which is how Sam discovered it. He quickly made Del an offer, and they decided that when Del drove it to the Goodguys show in Scottsdale that they would exchange paperwork for greenbacks. Sure enough, Del made the initial journey from Cali to Arizona in the truck, and left it there the following Monday.

Sam decided not to mess with the patina perfection that was the '65, but he did make a few tweaks here and there. For example, he swapped out the rear bumper for a custom shaved model with the license plate notch positioned on the right side of the truck. A lot of older parts were rechromed as well, and yet even with all of those improvements, the bench seat still has the original material, and the build sheet from the factory is still stuffed behind the original cushions.

This isn't Sam's only patina'd creation, but it is one of his favorites. When last we spoke, he was considering an LS engine upgrade like he has in his '59 truck, another rusted ride of his complete with a basketball-sized dent in the roof. Sure, Sam may appreciate pretty rides with lots of custom paint, but for him, it's all about the original faded finish.

For more of Kevin's work, check out http://whippsindustries.com/

Our individual love for cars manifests itself within us in a countless number of ways. It's as though we each find our way to a common place by a path all our own. Some are raised wrenching under a car along side their old man, busting knuckles on tools their fathers and grandfathers used as well. Others find their own way, perhaps inspired by the first cool car they saw pass the school bus we all rode as a kid. Everyone's story is entirely unique, taking them down a path that slowly converges into another, and another, until niches in the car community are formed. Patrick Burns's story brings him here: to help expand the borders that define STANCE|WORKS and the cars that make our gears turn.

Patrick's story doesn't begin with this '72 Polaris Silver round-tail; it begins much, much earlier. Patrick grew up with his old man, known around town for being a car guy. Since he can remember, he's been part of an automotive family, spending afternoons in his father's detailing shop which often housed high-end P-cars and F-cars. But it only makes sense that if the car his mother drove while pregnant was a 5-speed 320is that Patrick would eventually become a BMW guy.

Unfortunately, the key word would be "eventually." A bit over 10 years ago, Patrick hit the jackpot: his first car was a euro-spec M30B34 swapped E9, a dream-car for any BMW enthusiast. As one of the most iconic cars BMW has ever built paired with a purist-approved power plant to give it some modern "oomph", it was a car many would hold on to forever. Patrick, on the other hand, sold the car off to a Microsoft executive so he could fund the purchase of his second car, a '97 Honda Prelude.  "It was probably the biggest mistake in my automotive life. My buddies Griffin and Ruben always remind me of it. I blame it on the JDM movement going on in the late 90s." Oh, the pain of adolescence.

Fortunately, Patrick came around and has since owned several 2002s, E30s, and even a few M-badged cars. Most recently was an E30, a car I know he took some pride in. However, he was having a bit of an affair. Patrick was eyeing this particular 2002 for quite some time. He had asked the owner, Rob Parker, a builder and racer of 2002s and old Porsches, to sell it, but his answer was always the same. Eventually he relented and sold the car, however, it wasn't to Patrick. Instead, he sold it to his brother's step-son, perhaps gone from Patrick's sights forever. Luckily, he received a phone call one day from 'ol dad saying he spotted the car for sale back at Rob Parker's shop. Patrick hustled to sell the E30 and one week later, the '02 was his.

Tidbits of rust linger throughout the pits and pockets of the car, notorious for such issues, but it was hardly enough to scare Patrick off. "I anticipate a full restoration in the future." Until then, the go-fast parts will have to hold him over. It still has the classic M10 under the hood but the driveline is far from stock. The head of the engine was replaced with a larger 2.0 head from a late model '02, and the transmission was swapped out for an E21 5-speed. A 3.91 LSD in the back adds for some seriously spirited driving. Headers and an ANSA exhaust allow the car to breathe a bit better, and in the name of hitting the corners, the car sports a combination of Bilstein, Ground Control, and ST suspension goodies. And more is in the works... The entire front structure of the car was cut out to accomodate a much larger Porsche 944 radiator. An oil cooler has already been routed and a turbo build is on the way.

For the wheels, Patrick scored a set of 13x7 Ronal Racing mesh splits, a wheel-guy's dream-come-true. Torn on the decision of whether to go with the tried-and-true BBS RS or the Ronals, there's no doubt that he made the right call. The nice and beefy 205/60 radials give it a classic stance that both old men and youngsters alike can appreciate. It's a style that harks to the glory days of the 2002, with the large turbo flares giving the car a defined presence among other cars of the era. Tidbits such as the Euro H4 flat Hellas and the 350mm Momo Prototipo steering wheel only add to the overall package.

One can only hope Patrick holds on to the car for a while and sees things through on a full restoration. "I am easily bored, so I switch cars often. Just ask my wife and friends." I'm thinking there's a chance it'll happen though. "There is nothing in the world that is better than hearing a 2002 or older Porsche door close. You know that sound!" Patrick said to me as he explained his love for the 2002. From the simple thud of the old German steel doors closing, to the historic and race-inspired lineage of the car itself, Patrick knows it's a bit of a match made in heaven.

As our community continues to grow, more and more people find themselves snagging cars from a past generation. Some for the cheap, used, and abused nature of the cars owners have began to neglect, and some for the history each car has to share. In the latter lies Patrick, building his car for no one but himself, yet celebrating and promoting a community that he has both influenced and pulled influence from. After all, we're here for more than stretched tires and wheel fitment; we're here for cars with a story.

And thank you to Ethan Watson for the video!

Patrick Burns 2002 from Ethan Watson on Vimeo.

I would like to give thanks to my wife who tolerated my passion for cars, my father for introducing me to the automotive world, Levent (Guten Parts) and Steve (Blunt) and my Savannah car crew.  We would definitely not have made it this far without the Savannah guys.

Not that our avid readers need a tutorial, but for the sake of this education, there are two types of general approaches to getting low: static suspension (inferring that the suspension cannot be adjusted in motion) and adjustable suspension (inferring that the suspension can be adjusted in motion.) Historically, if you were concerned about performance but were willing to forgo comfort and convenience, a static solution was your ticket. If cornering speed wasn’t a pressing priority, then air suspension provided you the ability to cruise in comfort while still being able to throw sparks when the mood called for it. The sacrifice has always been choosing between one mindset or the other, but what if you could have both? Air Lift has poised themselves to tackle such a feat.

Now, I have either ruffled your feathers or peaked your interest, but statements are less effective without context, so a quick history of Air Lift Company is in order. Air Lift Company was founded under the pretense of providing solutions specifically for heavy loaded vehicles. The concept being that if you could increase the spring rate you could then increase your load rate, which ultimately increases transporting efficiency. In 1949, GE Engineer Claude Pemberton and General Motors platform developer Don Perkins did just that with the introduction of a pressurized rubber air sleeve that fit inside the pre-existing coil spring. Half-ton truck owners were suddenly able to carry payloads of 3000 pounds, which was unheard of at the time.

Air Lift Company quickly found solutions in the most unusual of places, specifically in the world of racing. NASCAR was founded in the late ‘40s, intended to be an organized and closed off arena for the best of weekend Hooligans racing their streetcars. Of course these iron chariots didn’t have the best cornering capacity due to their weight, and when combined with terrains such as the sands of the Daytona Raceway, performance was most certainly hindered. Air Lift Company’s load assist solution was essentially just increasing spring rate and decreasing body roll, so why couldn’t this solution work in a racing environment? Their air springs were given a chance, and on February 22, 1959, Lee Petty (of the legendary Petty racing family) won the first Daytona 500 in the number 88 Air Lift equipped Oldsmobile. For the next 20 years, Air Lift products were used in various forms of racing not only increasing their notoriety, but the technology as well.

Fast track to today and Air Lift Company has emerged into a thriving family-owed company made up of 70+ employees in Lansing, Michigan. The company has also grown beyond just load assist products, with the development of the Air Lift Performance division over the past two decades. What started out as providing simple bag solutions for hot rods to achieve lower ride heights has turned into providing solutions for modern day vehicles with a heavy emphasis on European cars like Audis and Volkswagens. These solutions have been more about comfort and aesthetics… up until now.

What Air Lift Performance has been working on, and is now steadily rolling out, is their new adjustable air strut. Simplified, it’s a bag over a valved shock that can be both damping controlled and height adjusted. Historically when using air suspension components, there has always been a compromise in either looks or in your driving comfort. You combine that with low offset wheels which sometimes protrude past the fenders and you have just created a high variable equation requiring a very precise solution to achieve a look and ride that is acceptable. The majority of these concerns are swept away with the height adjustment of the bag. Now the bag can be lowered or raised much like a coilover spring to achieve a comfortable right height while maintaining a great stance when aired out.

The damping feature allows you the ability to adjust the stiffness of your shock, which helps the overall performance of your suspension. Now you can have a dynamic suspension that can be set up for both your weekend angst and daily driving duties. Air struts are only part of the equation though, as it also takes a management system to allocate appropriate amounts of air to each of the your vehicles 4 corners.

With an in-house team of engineers, it’s only appropriate that Air Lift Performance would have it’s own management solution. Air Lift’s AutoPilot is a pressure-based management system that continuously adjusts each corner based on a pressure setting of your choosing. As of the beginning of this year, Air Lift has introduced it’s most advanced pressure based system in the form of the V2. It allows for 8 presets and is in a constant state of monitoring and learning your driving patterns to better adjust under various conditions. The focus has yet again been placed on the idea that you “can” have the best of performance and aesthetics without having to turn your car into one singular purpose.

Air Lift Performance continues to grow, having become the go-to air strut solution for the majority of Audis and Volkswagen. They are moving into new arenas with the addition of several platforms including the Subaru WRX / STI, Mazda 3 and the Lexus LS430. Their goal is to launch 6 new platforms every 3-6 months, and judging by the range of platforms they are developing, yours could very well be next.

In a time of economic discouragement for a great many of us, it’s exciting to see that there are companies out there who have stood the test of time and are still producing products dedicated towards our passions. While they seem fewer or further between these days, Air Lift has proven that it’s here to stay and continue to support our love and pursuit of achieving new lows in ever evolving ways.

Big thanks to everyone at Air Lift Company for having Andrew and I out to tour their facility and for allowing us a glimpse into their world.

This past weekend marked the first StanceWorks meet of the year for the United Kingdom, held at the yard of Type 2 Detectives in beautiful Cambridgeshire. The event was held in conjunction with the Lowly Gentlemen and the launch of an authorised European dealer. Being typically British, the weather was slightly on the cold side but spells of sunshine gleamed through the cloudy skies from time to time.

A year has passed since the community first hosted a meet in the UK, back in April 2011 in Milton Keynes and since then it has only grown larger. StanceWorks brings together passionate members from all backgrounds. This varied background with a single interest at its heart, automotive enthusiasm,  gives a fantastic variation when it comes to events, with people coming from all ends of the country with all types of machines, be it new or old, air or water cooled, European markets or further afield, all marques are welcomed.

In the past year there have been many changes, but one thing remains: the people at its centre. Whilst the cars may have changed, though either many hours’ hard work and labour over the winter months, or new projects being embarked on entirely, the people are still here and that is the key to help grow a community like this.

New connections have been formed; Type 2 Detectives have taken on the role of being the Lowly Gentlemen’s European distributor, making it easier for the international members to get their hands on merchandise. And, given the popularity of the stall put together at the meet, it is apparent why this was necessary. Tees and stickers adorned members and cars alike with the odd steering wheel sporting a slung over pair of LG Driving Gloves and iPhone’s displaying etched SW casing. StanceWorks has well and truly gone global.

Type 2 Detectives have embraced the Lowly Gentlemen brand as true enthusiasts do. Doing what they do best and building a branded VW Camper. This was on full display at the meet and is a tribute to why they are such famous builders of air cooled masterpieces.

The meet itself was a busy morning for all, with T2D opening up their garages and pulling out their project cars for all to admire from the Porsche 356 featured in the past on here to numerous split screens and their new budget Porsche 944. They also brought in boxes of Krispy Kreme donuts and persuaded ‘Camper Café’ to attend and provide everyone with steaming hot, freshly ground coffee to aid with the early Sunday morning start. A true cars and coffee event.

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Also in attendance were the guys from Players who have bought the UK scene a number of ground-breaking vehicles in the past. From Jay’s ZeroLip Mk2 Golf to Carl’s, previously orange, now green RS4 on its latest wheels, Rotiform VCEs, both of which they bought along.

Paul, one of the T2D masterminds, put in place some awards for car of the meet and furthest travelled. The winners getting a one off pinstriped Lowly Gentlemen skateboard and Lowly Gentlemen cake! Surprisingly the furthest travelled car was a red Mk1 Golf cabriolet driven by Carrie Fells all the way from Lithuania.

The standard of the cars, as always, was phenomenal. All manufacturers were represented by one of the over 100 cars in one way or another. Volkswagens, Audis, BMWs, Hondas, Mazdas, Fiats, Fords, Alfa Romeos, Porsches, Nissans and Minis. Form or function, air or static, poked or tucked, there were no judgemental thoughts being cast around. Conversations flowed between groups speaking of plans for their cars this year, discussing some of the glorious metal on display and moulding new friendships. Overhearing people’s passion for StanceWorks and what has been achieved so far was warming to hear.

Another event has come and gone; an exciting season opening meet to get everyone raring to see what the future may hold. A thank you to all who came to show support, Paul and everyone at T2D who hosted it and everyone who has helped StanceWorks become what it has here in the UK; establishing itself as a driving force amongst the international car scene. See you all at the next gathering soon!

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