Tri-Point Engineering has always been something of an enigma for me. I have never had a clear picture of who they are or what they do. All I know is that the name has been around for a long time, and their logo is found on the side of some terribly fast machines. A recent issue of Sport Compact Car contained an article on two of their creations--a third gen and a turbocharged GSL-SE. The article stated that the GSL-SE had a Tri-Point turbo exhaust manifold and an intake adapted to the less restrictive 2nd gen airflow system.

   Huh?

   I didn't know that anyone other than CarTech made a turbo exhaust manifold for that car, and mating the electronics from a GSL-SE with a second-generation airflow meter has been a goal of many, but I have not heard of anyone else getting it to work. I figured I should get to know these people. An opportunity opened up during a recent trip to California, and I called the shop to ask if they could spend some time with me when I was in Los Angeles. Guy Ankeny answered and we set up a late morning appointment.

   Flying to California from Baltimore always results in jet lag for me, so I usually rent Lincoln Town Cars, which are readily available and not too expensive. The Lincoln is perfect for a driver with a numb brain because no one on the road with you actually expects you to know what you are doing. A sudden vehicular movement in any direction causes anyone in less, ah, massive machinery to take notice quickly--just what I need when trying to thread my way through unfamiliar territory. The bad news is that the 1998 Lincoln Town Car is, to my sports car sense of aesthetics, butt-ugly. This fact, combined with the color ("conspicuous consumption gold") was a public statement that not only was I likely to be borderline catatonic behind the wheel, but also that I had no taste.

   Now, you would think that the one shining characteristic of such a behemoth would be its ability to cruise down the highway straight and true--requiring minimal effort from its driver. Unfortunately, the damn thing had such overpowered steering that it required full concentration just to get it to go in a straight line. Maybe I was not paying attention. On the plus side, the Lincoln had a computer that calculated average speed over time, so I can tell you that the average speed on the freeway from the airport to Canoga Park (where Tri-Point is located) was all of 37 mph. This was at about 9:30 in the morning.

   Tri-Point is in what seems to be an automobile-oriented area laid out like an industrial park. The building is white, with the blue logo painted in large letters:

   "TRI-POINT ENGINEERING"

   And below that "MAZDA."

   And below that, "BMW."

   Hmmm.

   I was so embarrassed to be seen in the Lincoln (Did I mention it was butt-ugly?) that I actually parked it around the side of the shop, hoping no one would notice--quite a recommendation for a car that lists for about US$47,000.

   Entering the customer service lobby, there is a small counter and a waiting room containing a few chairs. To the right of the waiting room is a window exposing the nearly spotless shop. The counter has interesting stuff displayed in a glass case below. On the wall next to the counter is one of those packages you see by the hundreds wherever small parts are displayed--the ones that are essentially cards hanging on pegs, with the article of interest plastered against the card by some kind of indestructible shrink wrap (which can only be removed with the aid of an impact chisel, or possibly a teething puppy). This particular package had all the earmarks of a genuine Mazda part. The card, containing a single rubber band, was labeled (in official looking typeface) "Mazda Engine Rebuilding Kit." I couldn't help but wonder if the rubber band had edge dimensions of 2mm or 3mm.

   The shop is divided into two areas with the usual lifts and facilities. I was surprised to learn that Tri-Point does most of its business as a general Mazda service shop, so there were Miatas and 626's there as well as rotary cars of all generations. A Pantera was sitting in one corner, and there was a tricked out 3rd gen up on a lift. This particular car had one of those "mine's bigger than yours" exhaust tips. Sensing heavy modifications in the making, I asked about it. It was there for an oil change.

   Between the two service areas was a very clean machine shop and a parts department. Guy showed me some of Tri-Point's creations, and they seemed to be serious pieces indeed. More about them later.

   While Guy is the most recent employee (and played the roll of company spokesperson during my visit), Tri-Point was actually founded in 1979 by Craig Nagler and a partner. Craig is a slim fellow with dark hair. I put in my notes that he looks a little like Tom Hanks, but I don't know if anyone else would agree. On the day of my visit there was not much time for us to chat. He was busily rebuilding a turbo rotary engine out of a racing dune buggy. Apparently, after several seasons of racing, the owner had decided to "see what it would do" unfettered by such silly things as wastegate control. "What it did" of course was to break, and Craig was trying to get it back together in time for a race that week-end.

   So, it looks like Tri-Point is a general service shop, and also a race shop.

   There is some synergy to this set-up. Tri-Point has submitted an application to be a California Smog Check Station, which requires a chassis dyno. They plan to buy one which is good for 250 rear-wheel horsepower. This may be overkill for the mandated smog check, but it will do double duty for tuning performance cars. In the same spirit, the shop also features a digital alignment machine and corner-weight scales.

   Curious, I asked why they elected to buy a 250 horsepower dyno when almost any seriously modified 3rd gen will net more power than that. Guy said it was sufficient for dealing with driveability issues. Interesting that they are more focused toward driveability than toward simply verifying big numbers.

   Craig Nagler, like many business owners, "evolved" into it. His first work was actually as a dry-wall installer. An injury to his heel made him unable to continue, so he came to one of those classic crossroads in life when one must decide on a direction. His dad was a drag racer, and Craig was involved with the street racing scene in Los Angeles, so cars--especially rotary engined cars--were in his blood. Tri-Point Engineering was started in a Quonset hut, with the primary mission of supporting the needs of rotary street racers.

   Even the best race engineering is no good unless the work is reliable. This explains Craig's drive to "do the job right," a philosophy that is burned into the psyches of everyone who works there. Asked the source of his knowledge, Craig said he looks for information from books and theory when he can, but sometimes he just has to get out there and measure the dynamics of the situation before he can make headway. Problems are solved with existing aftermarket products when possible, but if nothing is available (or if the available parts are lacking in some respect) off he goes to the machine shop to fabricate what he needs. This is the process by which Tri-Point aftermarket products are developed. The most often heard phrase from anyone in the shop goes something like: "Craig won't sell anything that he wouldn't use on one of our race cars."

   A second Tri-Point philosophy is to be fair in pricing, and not to become part of the "cheapest guy in town" derby. I am sure they lose the occasional sale that way, but if their work is high quality the philosophy tends to build long-term relationships. Said another way, something cheap or poorly done that doesn't work for very long is no bargain.

   This long-term view has resulted in steady growth. Tri-Point currently employs eight people, and the shop has grown to 5000 square feet. In 1979, 80% of the business was race oriented. Nineteen eighty-three saw a tremendous growth in general service work (and in the size of the company). By the end of that year, 80% of Tri-Point's business fell into that category. It is easy to understand why. People who care about their cars are sensitive to having them worked on by mechanics who don't. With so many Mazda dealers providing less than satisfactory service, a place that does the job right at a fair price is bound to grow. Add to that the kind of problem-solving creativity typical of a race shop and you have an unbeatable combination. As a result, Tri-Point is still growing. Their current location is their fifth, and they are preparing to double their square footage again with another move sometime this year.

   So now we can say that Tri-Point is a rapidly growing general service shop, a race shop, an aftermarket supplier of parts, and a fabrication shop.

   The process of growth is tricky for a small business. Often founded by "hands-on" experts like Craig, successful growth is usually dependent on a second person to take care of the "business" itself--stuff that could easily swamp the technical wizard, and keep him away from his area of expertise.

   Enter: Mark Schuler.

   Mark came into the picture two years after the business started when he bought out Craig's partner. He has been there ever since. Mark sold motorcycles for a dealership during college, but working for Tri-Point has actually been his only "real" job (lucky guy). He, like Craig, is an articulate person, well versed in Tri-Point's capabilities. Even though I did not have a lot of time with Mark, I learned later from one of his customers that he shares Craig's passion for figuring out how to make things work. Tri-Point is actively involved in racing on several fronts at the same time, and we all know how time consuming that can be, so the Craig/Mark equation balances the company, and results in better service when a phone call comes in.

   Enter: Guy Ankeny

   Guy came to Tri-Point just this last year. He has an engineering background, and has also worked as a parts and service manager in that wild and wacky world of new car dealerships. In 1997 he surprised the Honda crowd by winning the Solo II national C Street Prepared championship in a Miata. Guy had worked with Craig on various projects (like the Miata) and his joining the company seems like a natural move to help them with their future expansion. I suspect another voice is needed just to cope with the increasing volume of phone calls and work around there.

   When I talked to acquaintances about Tri-Point, everyone seemed to think it was a niche company--only interested in autocrossing, or only interested in 3rd gens. I think I now understand why. Every so often one of their project cars is featured in a magazine, so when you read a report in Grass Roots Motorsports about Guy's Miata you get the impression that their activities are centered around autocrossing, but then you see the pictures of the road racing cars on the wall, you quickly realize that these guys are into almost EVERYTHING. Guy gave me a short dissertation on the importance of a proper spring/shock combination for drag race starts. Then he showed me their adjustable hollow-tube sway bars which are designed to be adaptable to any kind of racing or street application. In the corner on the waiting room is what seems to be a five-foot high trophy from the November, 1996 Battle of the Imports. For a lark, they put Comp T/A drag radials on their "A Street Prepared" autocross 3rd gen and took first place. I understand they also built some of Adam S's motors for him, which (though nothing in Adam's car seems to last very long) at least contributed to his notoriety in the drag racing world.

   In truth, Tri-Point has not made much of an effort to market itself. When asked why, Mark told me that even small efforts at marketing their developments on a national level put them in an awkward position. Calls would come in, and they would not have the promotional materials needed to do a proper job of following up. I think Guy's presence in the company has made it possible to meet this need because Mark told me they had just completed a classy, four-color catalog, which was going to the printer "in the next few days." You can reserve a copy by phone, or you can email Tri-Point at:

   tripointen@aol.com

   They have no web page as yet.

   So, soon Tri-Point will be a general service shop, a race shop, an aftermarket supplier of parts, a fabrication shop and a catalog company.

   I asked Mark and Guy whether Tri-Point had any direct links to Mazda USA. Apparently they work most closely with the Competition Parts division, for which Tri-Point has been developing competition suspension components. Earlier projects include the MX-6 and, of course, the RX-7. Work will commence on the new Miata as soon as one is available. Not surprisingly, these suspension components are available from both Mazda Competition and from Tripoint. Guy seemed proud of the relationship, saying that the two organizations routinely refer business to one another if either is out of stock on a particular item.

   After working on so many racing cars, Guy says Tripoint has evolved a systematic approach for zeroing in on suspension settings. Apparently it involves renting Holtville airfield for a weekend, and verifying their theories where the rubber meets the road. Initial design is via computer, and the products are translated into reality in their trusty machine shop. If it looks like there is a market for the product, duplication is contracted out.

   Since many of Tri-Point's products seem to be unknown by people outside of the West Coast of the United States, I will describe some of the pieces they are currently producing.

   Air/Fuel Ratio Meter:
   Having just bought a K&N A/F meter for my car, this one made me drool. It is small in size (3/4" x 1 1/4" x 2 1/4"). The meter features ten elements in three colors. Only one element is lit at a time. The meter is designed to dim when the car's instrument lights come on. Cables exit the meter from the back. The meter is elegant looking, and is priced at $99.95.

   Sway Bars:
   These are modular-style, racing sway bars (tubular, three piece, fully adjustable with billet aluminum ends) for all model RX-7s and Miatas. Depending on the application, they are about $465. These are also sold through Mazda Comp. I asked Guy how, with all the adjustability, the typical customer could quickly find the best setting for his or her application. Guy said that Tri-Point is pleased to work with customers to that end--even if they didn't buy the bars there.

   Exhaust Products for 3rd Gens:
   Tri-Point has a stainless steel downpipe available with or without a pre-cat. They also have a midpipe which incorporates a high-flow cat. Early feedback from customers indicates that the power loss with this midpipe is minimal when compared to a similar straight pipe. As of this writing Tri-Point has not verified this with its own testing. I am not qualified to make comparisons from brand to brand, but I can say that the flanges (milled mild steel, 1/2 inch thick) are impressive, and the build quality seems excellent. I don't have a price for these things, but I understand that they are significantly less costly than stock Mazda replacement parts. They are working on a cat back muffler system which will be in the catalog.

   Getting the Tubes Tied:
   Tri-Point routinely does this necessary operation for 3rd gens which tend to blow vacuum hoses off under boost. They say they get the best results with safety wire.

   Engine Rebuilds:
   Tri-Point does do engine rebuilds. One wall of the machine shop was devoted to used housings. However, I got the distinct impression that they were most interested in building engines with a special purpose in mind. When I asked Guy if Tri-Point considered itself to be an "engine rebuilder" he was quick to distance their operation from the large-scale rebuilders who produce the famous "Mazda rebuilds." I would guess that most of their customers seek a rebuild in conjunction with a larger overall plan for performance enhancements.

   Clutches:
   Tri-Point has developed a performance pressure plate designed to be used with a stock clutch disk. It is available for all RX-7s and also for the Miata. The pressure plate provides 37% additional clamping power and increases pedal pressure by 10%. Cost for the pressure plate varies by car, but is no higher than $350.

   Fender Flair Kit:
   In the days when Tri-Point was racing second generation cars, they developed a beautiful wide-body flair kit made of fiberglass. It accommodates seventeen by eleven inch wheels, but I was told that most customers would be better off with seventeen by ten inch wheels on the front. It is a four-piece kit that sells for $1,450. This kit is actually tasteful, and was designed to incorporate stock door moldings (rub rails). It will be pictured in the catalog.

   As my time with the folks at Tri-Point was winding down, I asked Craig if there were any particular strengths of the company we hadn't talked about. Craig was proud that Tri-Point had a very long history turbocharging rotaries, and they were still involved after other companies like CarTech had left the market. Certainly this is a specialty of theirs. He also said that Tri-Point had become especially adept at working with Electromotive engine management systems on rotaries. In fact, the Pantera in the shop was equipped with an Electromotive system. It had died, and the Electromotive home office in Virginia had suggested that the owner take the car to Tri-Point for trouble-shooting. Later on, Guy wanted to be sure I knew that Tri-Point had not done the original installation on the Pantera--pointing to the haphazard appearance of the wiring.

   "Craig," Guy said, shaking his head "would never let a car out the shop looking like that."

   Mark, being the marketing guy, had a different slant on the company. He seemed most pleased by the quality of the customers they serve, saying that the majority of them are people who really care about their cars, and who have a passion for driving. When asked about business prospects in this era of rotary rarity due to dismal sales of the 3rd generation cars, he responded that these machines represent an outstanding value on a performance per dollar basis in the used car market. This should keep Tri-Point busy. Tri-Point feels the 93+ cars are not particularly problematic. Most of the troubles, Mark said, came from using the wrong parts (usually chosen by price) or from installing modifications in the wrong order. My own take on the subject is that Tri-Point is exceptionally well positioned to weather any dip in rotary business due to their reputation in the general service field. Also, there is the BMW thing. Bringing BMW into the business is a good fit. Mark says that BMW owners can be of similar spirit to Mazda owners in their dedication to their cars. Besides, Craig is currently involved with a BMW racing team and Tri-Point plans to build a competition M3 before long. This will give them an excellent foundation for working with the cars.

   I thought about that for awhile as I was trying to sneak back to the Lincoln without being seen--wondering if it wasn't just the usual bull you get from "the marketing guy" at so many companies. But it was consistent with everything else I had seen there. Clearly Tri-Point, in it's efforts to develop long-term relationships with its customers, cannot be everything to everybody. They can sell a part here and there, but they would much rather be a companion in a process that results in a long, fruitful relationship between a customer and his or her automobile--be it a track racer, dragster, autocrosser, street brawler, sleeper, or just a slightly demonic daily driver.

   The Rotary World is full of companies with well-defined specialties and highly targeted markets. Most of us who (for lack of talent, space, or time) must trust others to do the more serious work on our cars have learned to rely on a number of different shops depending on our needs. In the past three years, my own GSL-SE has gone to excellent shops in Maryland, Virginia and Pennsylvania according to their specialties. Extend that time period to seven years and you can add Texas and Illinois to that list. (I go to the local dealer when I have a need to hear, "That part is not in stock.")

   Tri-Point could have seemlessly done all of those jobs. They also could have helped me sort the car out for the occasional autocross or track day. Heck, they could have tossed in an extra hundred or so ponies if I had wanted it (and could afford it). However, the biggest luxury would have been that Craig, Mark, and Guy would have come to understand what I wanted from the car--my automotive values if you will.

   It is a rare shop that can not only address specific needs, but can fit them into a larger context which includes your long term goals.

   One of my favorite sayings is, "If you don't know where you are going, any road will take you there." Conversely, if you own a Mazda, and if you know what you want it to do, the people at Tri-Point will assist you every step of the way.

   They would also be happy to just change the oil.

   Contact information as of 1/98:

   Tri-Point Engineering
   21417 Ingomar Street Unit 7
   Canoga Park, CA 91304
   818-348-5385
   tripointen@aol.com

NOTE: A special thanks to John Livingston for handing me the keys to his beautiful white '95 PEP with all the Tri-Point goodies on it (and a Mostly Mazda chip). We drove about a hundred miles, touring the wine country with the San Francisco RX-7 club. The following parts on the car were either designed by, or recommended by Tri-Point Engineering: Springs, Shocks, Sway Bar, Clutch, Aluminum flywheel, Intake, Intercooler, Downpipe, Midpipe (with high flow cat), Cat-back, SS brake lines, brake pads, and 4.37:1 rear end. The exhaust had a very sporting sound, but we were still able to listen to Gershwin on the CD player. The clutch was not as light as a CFDF, but was not fatiguing, and it was easy to use--even with the lightened flywheel. Much of our driving was in the rain, so I can say that the brake mods were not obtrusive. I can't vouch for the car's behavior under more stressful conditions, but I can say that it was the first (and only) 3rd gen I have driven, and that I had no trouble just jumping in and driving it like any other car. This, in fact, may be the highest complement you can pay to a machine sporting so many modifications.