Track Time Performance, 6815 Theall Rd Suite E, Houston TX 77066 · 832-286-4579 · tracktimeperformance.com
Twice this shop handed me back a car that was unsafe to drive.
I paid Track Time Performance to install a full Verkline suspension, a rear sway bar, and an oil cooler on my 2026 GR Supra. Both times the car came back, structural suspension arms were loose in their mounts. The owner agreed in writing to refund everything. He hasn’t paid.
- 2returns with structural fasteners completely loose
- 8fastener locations loose or well under torque after the “fixed” return
- 3 of 4new wheels gouged by contact with the caster arms
- $0refunded, three weeks after the owner agreed to it
First return, September 12, 2026: loose arms, nut about to fall off
The car went in on August 10 with every part, new single-use Toyota fasteners, the manufacturers’ torque specs, and written instructions. I was told about two weeks. Five weeks later, a week before a paid track weekend, I picked it up. On the drive home it pulled hard right and clunked at every corner. In my driveway I found:
- Completely loose Driver’s front lower control arm bolt at the subframe. The nut was a few turns from falling off.
- Completely loose Driver’s front caster arm bolt at the subframe. The arm was hanging at an angle it cannot occupy when bolted.
- Ride height not set, though it was in the written instructions.
- Oil cooler leaking.
- No paint marks on any fastener, though paint-marking every one was in the written instructions.
A front lower control arm and a caster arm locate the wheel. With both loose on one side, the wheel’s position changes under braking and cornering. That is the right pull. I drove it home that way without knowing.
Second return, October 2: told it was fixed, loose again
I took the car back on September 14 and asked again for every clearance to be checked. Eighteen days and a second invoice later, I was told the pull was fixed. The shop’s own invoice says “still moving to the right.” It pulled right leaving the lot, and the steering wheel was off center. Over the next five days, with a torque wrench:
| Fastener | Spec | Found |
|---|---|---|
| Driver front caster arm to subframe | 100 Nm + 90° | Still very loose the same arm reported at the first return |
| Rear traction links to subframe, both sides | 100 Nm | Completely loose |
| Rear upper lateral links to subframe, both sides | 100 Nm + 90° | Nearly loose |
| Passenger front caster arm adjuster nuts | Per Verkline | Not torqued |
| Passenger front lower control arm to subframe | 100 Nm + 90° | 90 Nm angle step never applied |
| Rear lower control arm damper bolts, both sides | 100 Nm + 90° | 60 Nm |
| Rear upper lateral links to hub, both sides | 100 Nm + 90° | About half |
| Sway bar end links, all four | 56 Nm | About half |
| Arm-to-knuckle bolts | Per Verkline | Torqued |
Torquing the driver’s caster arm myself took about half the pull out of the car on the spot. It had run loose through both of the shop’s alignments and both road tests.
And the rest
- Steering off center. Tie rod thread exposure 32.5 mm driver, 21.9 mm passenger: 11.6 mm apart. Unequal steering lock, sensor calibrated to the off-center position. The second shop traced it to the camber plates, which the shop was instructed in writing to match side to side and left uneven, then compensated for with unequal arm and tie rod lengths.
- Three new wheels and both caster arms damaged. The steering offset put the passenger front wheel into the caster arm at full lock. Three of my four Apex wheels, about 25 miles old, are gouged into the metal at the same spot, meaning three different wheels were fitted to that corner while it was hitting the arm.
- Wrong settings. Rear camber −2.5° against −2.2° requested. Ride height not to target; rake reversed. Bump steer spacers at maximum on a corner with a 5 mm roll center spacer; no explanation.
- Oil cooler to be redone entirely. Leaking at the engine block and at the cooler. Lines routed against wiring harnesses, coolant hoses, and A/C lines, installed twisted. Front bumper removed for the job against my instruction and refitted crooked.
- Instructions skipped. Paint marks only on some adjusters, none on any structural fastener. Thread locker only on some adjuster nuts. Spare spacers and lockout plates not returned.
- Two track weekends lost. The paid September 19–20 weekend at MSR Houston and the October 17 NASA GR day at MSR Cresson.
Both alignments were done with arms loose and the steering off center, so in my assessment neither printout describes the car. Every single-use fastener the shop touched is being replaced. The whole job is being redone elsewhere.
The refund that didn’t happen
On October 5 I called the owner, Steve, and walked him through all of it. He had no explanation, asked for the car a third time (I declined), and agreed to refund both invoices in full within two weeks. The two weeks ended October 19. Calls on October 19 and 23 went unanswered. On October 23 he replied to my email:
“We had an agreement and I intend to stick to it.”
He added that he would “need to do several payments back.” No amount, no schedule, no payment.
Timeline
- Car delivered with all parts, new OEM fasteners, manufacturer instructions, and written specifications. Told about two weeks; shop told of the September 19–20 track weekend.
- First return. Pulls hard right; front lower control arm and caster arm completely loose; ride height not done; oil cooler leaking. Invoice 14435 paid.
- Car returned to the shop. Clearance check requested again.
- Paid track weekend missed; registration forfeited.
- Second return. Told it was fixed; invoice 14456 says “still moving to the right.” Pulls right leaving the lot.
- Inspection: fasteners loose or under spec on both axles, steering off center, wheels and arms damaged, parts missing.
- Owner agrees by phone to a full refund within two weeks.
- Second track event missed.
- Car dropped off at a new shop for inspection and remediation.
- Refund deadline passes. Calls unanswered.
- Owner confirms the refund agreement in writing. Nothing paid.