Life On Air: Cody Miles’ Championship Winning STI
Blazing Trails

A lot has been written about the performance attributes of air suspension, but rarely have those attributes ever been proven so definitively.

I know that on the many occasions that I’ve had to explain to people that their preconceptions of air suspension are somewhat dated, I was often met with a look of disbelief. When they got out of the car after a passenger ride though, or even a drive of Project GTI in a few cases, every single one of them was won over. They nearly all say the same thing: ‘it’s just like a car on coilovers.’ But it’s not, though. It’s on air.

While that anecdote is just simple subjective feedback, I would wholeheartedly agree that real evidence needs to be objective. And there are few things more definitive than a lap time.


You can make excuses, you can blame someone else, but ultimately, you can’t argue with time. As they say, the stopwatch doesn’t lie.

As such, there is simply no better ambassador for performance air suspension than Cody Miles. Cody had a huge influence on my decision making when I was debating whether or not to choose an air suspension setup. He has become the default person for me to point to when someone asks me to prove that air suspension can be competitive. He’s been there, he’s done that and most importantly, he has won.

What has he won? In his first two seasons he’s become the Redline Time Attack champion in both 2015 and 2016, along with taking the Global Time Attack Pro championship this year. He’s taken a few lap records along the way, too. Maybe the highlight of his 2016 season was breaking the long-standing overall Street Class lap record – which includes front-wheel drive and rear-wheel drive competitors – at Road Atlanta by a full second on his first visit to the Georgia circuit. He won his own class by four seconds at the same event.


What started as Cody’s daily driver ultimately evolved into this self-built, class-dominating and still street-legal competition car. The evolution has been quick. Cody has owned the car for around two years and in this time it has come a very long way, even though it still remains true to its origins and hasn’t completely transcended into the realm of full-blown race car. It’s still relatable.

This was by design. Cody started working on the car and developing it when it was his sole car and daily driver, something I’m sure that a lot of us can associate with. It was early in his ownership that he made the decision to purchase Air Lift Performance‘s suspension and control system. He had seen the now famous Air vs Coilovers video, and was curious about the results. Originally, he was sceptical about the claims made but decided it was worth a shot. He wanted a setup he could abuse on street and circuit, something that allowed him to lay the car on the floor when he wanted and to lift it for obstacles and driveways. He wanted practicality, a word which I don’t think I’ve ever seen in a feature about a championship-winning competition car.

I can relate to that, maybe you can too. There comes a point where scraping and rubbing over every imperfection or bump gets old, and practicality comes to the fore. Practicality and performance are two words that for so long have been contrasting terms in the automotive world, but times are changing. There are few better examples of this than Cody’s STI.

History Repeating Itself

What’s funny is that running a track car on air isn’t a new idea, but it has been a long time since it was a recognised thing. Air suspension in competition cars can be traced back to the early 1950s in stock car racing. If you’re interested, Keith wrote a great article a couple of years back on the history of air suspension in American racing.


Time and technology have been kind to air suspension, and the systems in use today are a long way away from those used in the early 1950s. Cody originally purchased Air Lift Performance’s V2 setup before upgrading to the new 3H system at the start of the 2016 season. His setup is simple but fully functional. It is worth noting that during his first season, Cody was simply an Air Lift Performance customer who took advantage of the same after sales and technical support as any other buyer could. Even in 2016, now with backing from Air Lift Performance, his STI is still running all off-the-shelf air suspension products.

A custom trunk mount holds a three-gallon aluminium tank, a Viair 400C compressor and the 3H manifold which connects to the 30-way adjustable damping performance struts at all four corners with 0.25-inch air lines. There’s no need for a big tank or multiple compressors in this instance, the car is really only aired-out and raised up in the pits, and the system is the perfect capacity for what Cody needs.


The air setup is complemented by a comprehensive parts list of other suspension components and upgrades including an ESM complete chassis spherical bearing kit, Whiteline front and rear sway bars and lateral links, Kartboy end links, ’06 STI front control arms, Perrin PSRS, SuperPro roll center correction, an Oswald Performance front subframe brace and rear tri-brace, and finally a Megan front strut brace.


Adding further grip to the equation is a respectable aerodynamic package. A 67-inch APR Performance wing with custom end-plates has been paired with a Wasp Composites chassis-mounted front splitter, custom canards and HT Auto side skirt extensions which sit beneath WRX side skirts.

Other subtle exterior and aero modifications have been made, too. Singular Motorsports hood louvres aid engine bay ventilation, the iconic Subaru scoop having been removed with a KS-Tech scoop delete. There’s also custom oil cooler ducting and LIC rear flares help to accommodate the 265/35R18 Bridgestone RE-71Rs on 18×9.5-inch wheels.


This year has also seen a new engine build after the previous setup expired at the end of the 2015 season. Now, a closed deck EJ257 with a BorgWarner EFR 7163 turbocharger, Scat crank, Manley I-beam con-rods, Wiseco pistons, Kelford 272-degree camshafts, GSC valves, Supertech springs and retainers, TGV deletes and Fuel Injector Clinic rails with 1,650cc injectors all play a role in producing 500hp at the wheels, with 500ft-lb of torque.

It’s proven itself formidable and reliable over this season, key qualities especially considering Cody’s strictly privateer status in the AWD Street Class. The same can be said of the driveline too; an ACT 6-puck clutch mated with a Prolite flywheel transfer power from the engine through gearbox and to the ground via a Cusco centre diff located between OS Giken front and rear differentials.

It’s typically at this point where I go through the typical race car interior. Except in this case, where it’s not typical at all. While a lot of the rear interior has been removed, the front remains remarkably civilised. Indeed, the car features only a 4-point roll-bar which is confined to the rear half of the cabin. I haven’t had a chance to ask Cody – and I’m sure he’ll correct me if I’m wrong – but this is likely due to the car running in a street class, where full cages are often prohibited.

Despite this, there’s still a considerable amount of changes here, including a pair of Racetech RT1000 seats with Teamtech 5-point harnesses, a Grip Royal King wheel on an NRG quick release with a Works Bell hub, along with a Defi oil pressure gauge mounted neatly in an air vent. It’s simple but functional.


The car and driver haven’t become succesful overnight, there has been lots of hard graft involved in dialling the car in and learning its nuances, as with any competition or track car. Suspension is a huge part of any succesful race car, so I’m sure that the team at Air Lift Performance take great pride in what Cody has achieved, and rightly so.


It’s a refreshing approach and build, one which is made all the more impressive by its focused evolution from street car to multiple championship-winning time attack car. Further to this, it’s a car that was almost entirely built by one guy, in his own time and in his own way for himself. Cody might be the first modern day racer on air suspension, or at least the most renowned, but I suspect that he may not be the last. That’s not to say that one is better than the other when it comes air versus coilovers, but that good suspension is good suspension, regardless. I guess it all comes down to what you do with it that counts.

As an aside, how do you feel about air suspension in a performance application? Is it something that you feel more interested and excited by as time and the technology involved has progressed? Or is it something that you’ve always believed in? Let us know below.

Paddy McGrath
Instagram: pmcgphotos
Twitter: pmcgphotos

Photos by Larry Chen
Instagram: larry_chen_foto

Bonus Video & Images



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Suspension aside this car sounds like a beast. The hawkeye is still my favs, for a time the pinnacle of STI-ness.

 If I wanted to pass judgement I'd feel better knowing of sincere side-by-side comparisons, changing nothing but the suspension. I suppose it will take time before we start to see it more exclusively on purely track cars. Volunteering at a track for 6 seasons now and an SCCA-everything dude for much longer, I don't yet know many old hands who are keen on trusting all those components on a contender, for an entire season. If something brakes, whats the likelyhood someone at the event can help you out with spares or knowledge? Having said that looks like it woks great and I welcome our new air supported overlords.

I've seen another gentleman with the same idea on his E36: A slick machine he can drive to and from the track, turn a decent lap and stunt at carshows, and stunt he does! Works mighty good at Watkins Glen and Cars & Coffee. Pic courtesy of Cantech Instagram from a C&C; event.


Is it me or did something blow at the end of the video, covering the passenger side of the windshield in fuel or coolant?


MicahlKeltner You can see him glancing at it.


MicahlKeltner yeah, definetley. right around the 2:17-18 mark when the car hits a bump or something it starts spraying


If airlift was really as good as they claim they would do a non biased 3rd party test with a cost comparable coilover kit - what they produced was something that looks like stock springs, sway bar deletes and obvious sand bagging on a randomly constructed slalom that doesn't match what real reviewers use. + air suspension fails routinely, it's like buying a harley and getting a tow truck tan - it's inevitable. Given that proven companies like KW are now using lift assist systems it's only a matter of time until they create a race capable ride comfort enhancement with those systems.


I knew I'd see some good comments from our fellow internet keyboard warriors/computer chair engineers. Definitely didn't disappoint..


Its beautiful. Thank you thank you.


I truly think good air suspension is better than lower quality coilovers. I do not think the best air suspension setup is better than the best coilover setup it terms of pure performance. If it was, professional race teams would use it. I dont doubt the technology will progress though.


I cannot believe that some one can earn $7119

in  weeks .............


I think this is the first championship winning time attack car with air suspension ?


RDS I think so, too. I can't find anyone else who has done it in recent times.


rv_zenki As I said above, I just think that good is good now. Being realistic, a professional race team won't need on-the-fly height adjustment, so they don't need to run an air setup. A guy driving his car to and from the track might though, and it's nice to know that air can compete with coilovers today.


motorness Hmmm, if only someone could come up with some sort of race series, where each driver competes against other similar classes of cars to see who's the fastest around a circuit... :)

All joking aside though, I think you just need to learn more about modern air suspension technology. "Air suspension fails routinely" says who? I know a lot of people running cars on air, far more than most do, and the only issues I've ever come across were due to improper installation. Which is surprising, because it's a pretty straightforward install. 

For what it's worth, I know the background to the original Air Versus Coilovers test and it was against a premium brand of coilovers and the tests weren't manipulated in any way to lean one way or the other. Air Lift Performance's goal with the video was to highlight the progress they've made with their own product, and not start some internet war between brands. If you ever have the opportunity to talk to one of ALP's engineers, you should. They're a great bunch of genuine enthusiasts who are dedicated to what they do and are constantly striving to improve upon what they've already created. 

The only people that I personally know who are still sceptical of air in a performance street car application, are people who have never experienced it. You can hypothesize all you want, but until you've driven a dialled-in car on air, you can't hold an informed opinion on the subject.


Nickgenerazio32 I think with any technology that's pushing the boundaries, people are going to be skeptical until they've seen it work or experience it themselves. I just wish people would be more open minded than dismissive, but I guess that's the age we live in.


I'm glad that Cody has done a great job with this specific car. I'm running an air system, and reached out to Airlift for support (I run their struts). Unfortunately, this article massively oversimplifies the setup requirements of air suspension. There are no travel/spring rating tables for the struts, it's all trial and error. Put simply, the higher you go, the harder the air spring. With a traditional coil over, your spring rate is a given, and adjusted by changing the spring. That means that for any given ride height, your suspension settings must change. 

Airlift could not possibly provide setup advice for every possible adjustment (I'm not 'blaming' them), so Cody's car is an example of a fine job of an individual triumphing through trial and error. But if he puts 1psi more in, the settings will need to change. I was so excited that I could get a setup that would do everything, but with the lack of performance shops willing to look at bags, the fact is I've got a slow track setup (2sec slower than stock with STI lowering springs) that is great at getting up steep driveways. Which is fine.

The moral of the story is, if you want solid, minimum fuss auto-x suspension, get coils. Airbags are a pain in the ... [redacted so my comment doesn't get deleted]


Paddy McGrath motorness Paddy, would love to agree with you, but can't. I reached out to Airlift and they couldn't help. My car is 2sec slower around the track than with lowering springs, mostly because I can't workout the spring rates v height.


Having ridden in Air Ride Technologies' shop cars, some of which have pulled 1.2g on street tires (And keep in mind, these are old '60s cars with bolt-on style suspension), I have been sold on air suspension for performance use.


Pug_BRZ Paddy McGrath What's the issue that you're having?


Wait wait wait, what happened to the "the wheels are tilted out because it's lowered on air" argument? This car is slammed on air suspension and still maintains functional/sensible camber. Hmmmmmmm





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Paddy McGrath rv_zenki I would guess that the weight penalty of an air system is also a large factor in why we don't see them on more "professional" cars.


js_racing Paddy McGrath rv_zenki Weight difference is negligible, in my experience anyway. An air strut is considerably lighter than a standard coil spring strut.


In a race car it would not be negligible considering the car would already be stripped down to its bare bones. I believe you took out spare tire etc. I could honestly see applications for professional cars on certain tracks. Nordschleife for exaple has rough and smooth portions. Raising the car for rough sections and lowing it for high sections may be beneficial however that would screw with alignment settings.


Hydraulic fully active suspension >>> this or standard coil overs


TougeSprit Under what circumstances?


Paddy McGrath rv_zenki yeah, really hard getting your hands a bit dirty taking 15min lowering your coilovers when you arrive at the track, better to keep pushing buttons so you dont feel like your doing something else than typing on your keyboard.


Paddy McGrath TougeSprit In performance circumstances with high downforce


Paddy McGrath Pug_BRZ sounds to me like pug_brz is having trouble with low=soft part of the airride equation... Bottoming out I quess?
Maybe secondary spring could help?
Also, you should not discredit lowering springs-in rare cases lowering springs are as good as good coilovers, there is small chance there was little room for improvement anyway...


Great story. What about alignment? Is it done according to track spec or on a daily driven basis? I believe he uses at least two sets of wheels/ tyres?



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Paddy McGrath Pug_BRZ The main issue, it seems, is when I put it at a good track height, my preload/rebound settings seem all out of whack. I like the suppleness (I'm not bottoming out) of the bags, but they just don't react right - under high cornering load, and when there are some imperfections in the surface (when aren't there?), I can't get power down. I'm running pretty stiff sway bars but I shouldn't be having a loose rear end. Coasting around corners, I can keep great corner speed (good tyres etc helps there) but you really have to feather the throttle else everything gets weird. Note I have a BRZ. Power oversteer out of corners is not a thing.


Pug_BRZ Paddy McGrath  This is the issue for me. If air is perfectly good for people, then fair play, I'm not here to slate it and it's none of my business. But I'm dumb, personally, so I can work with a good set of springs and dampers and set a car up, I have taken reasonable time off peoples laps as I know where I stand. Air being air seems to have too many variables affecting its behaviour and set up will have extra work or additional concerns. For a track car and especially a legit racecar, I just don't see how there could ever be an advantage to using it. although I wouldn't deny it works for some people. Beyond dual-use cars like this one I just see it as pointless, I totally appreciate it for the street or daily drivers, so not being negative. And yes I've tried it. Either way, all the best to this guy :)


Paddy McGrath  I have Bistein B12 coilovers and Bilstein / Bagyard struts here in old Golf fitment and the air strut is at least the same weight if not a little more, though there really isn't much in it. Not trying to keyboard warrior anyone, maybe it's different on the new school Golfs like yours, I've not picked any up, just throwing this into the mix :)


RasmusKabun It's a track specific alignment,


Jaydawg Paddy McGrath rv_zenki It just gets tiring when you have to adjust your coilovers 10 times a day if you live somewhere with lots of bumps and sharp inclines. At my track height, which isn't even low, my car wouldn't be able to leave the street I live on.


Pug_BRZ Paddy McGrath It sounds like the car is too stiff? What spring pressures / damping settings are you using? Do you have the car aligned for your track height?


TomRich Pug_BRZ Paddy McGrath

You're right in that there's a different approach in setting up air versus coilovers, but I think that if you have experience with coil springs and dampers, you would figure out air very quickly. The only real difference is the air spring versus the steel coil spring (damper technology is the same) and how they react as they compress and rebound. 

I appreciate that you've laid out your argument in a mature way, makes it so much more enjoyable to just have a chat with people.


I'm surprised that anyone can make $9248 

in four weeks ..............


Still running stock damper settings and the car is aligned for the track height. I'm running height based control so can't give a specific psi.


Pug_BRZ I'm running height presets too, but I based my height off pressure. My daily driver / fast road height is 50PSI with 15 clicks in the front and 20 clicks in the rear. For track, I intend to add five clicks more towards hard (front and rear) and experiment from there. 

IMO, you definitely need to know your pressures when setting up for track. What management are you running?


TomRich Paddy McGrath I had the opposite experience, albeit I was comparing a stock strut to an air strut.


TougeSpirit Paddy McGrath TougeSprit As in what's fitted to the likes of the P1 or hydraulic roll control like on the RS7? Are there aftermarket offerings with that technology?


Really cool story, Paddy. One that I've been looking forward to reading for a long time. Larry's photos are killer, too. Cody is super dedicated and it's nice to see him get such a great feature on the site.


My first exposure to air suspension was in the stance culture where everyone wants to camber, slam, and break their cars.  This lead me to believe air suspension was a heavy system used more for show than go.  Then I ran across an article on an S2000 Race Car on Air and after reading this article I think my predispositions toward air suspension are gone.


RDS He's the only guy running air in that realm. Obviously, it created a lot of questions from everyone involved, which is not a bad thing. If everyone is already running air, then what's different. Talking to Cody, the feedback has been very positive for him - people are genuinely curious, and in cases where they're like "prove it" he's been known to have them hop in the passenger seat for a quick ride. Fair argument - sometimes seeing is believing, but the proof is certainly in the numbers.


js_racing Paddy McGrath rv_zenki we've found that you cut some weight out with the air struts instead of the standard coil. The other components like the manifold and air tank, etc. don't really weight that much. Cody found that it was just a good additional trait that he could have the adjustability and knock a few pounds off.


Jaydawg Paddy McGrath rv_zenki Sometimes the better adjustments are when you don't have to push buttons :-). The system does have anti-crossloading, leveraging the system's height sensors as well as the accelerometer to understand the changes in handling dynamics.


Nickgenerazio32 Hey Nick, it's okay :-) We expect those type of comments - comes with the territory anyways, right? Cody has had plenty of people come up with him with the same perception/sentiments - and sometimes it just comes down to getting into the car. And hey, that's okay if that is what it takes.


370 Hemi It's worth bearing in mind that some of the heavily cambered cars might have more lift than Cody's car. So, the more the ride height is raised, the more the camber will correct itself.


Paizuri_4g63 That E36 does look great! Think I've seen that float around the Internet :-). That said, when we did the air vs coilover video, basically all we did swap was the suspension. We didn't want any of our employees driving the vehicles either, which is why we brought in the pros to do the comparison. We made our best attempt controlling some of the other variables such as temperature, etc. Air is still being adopted in this realm, so we only expect that knowledge base to grow. Over the weekend we talked to a guy that was running one of our Slam Series kits with over 180,000 miles on his car -- and we do validate to some pretty hardcore standards. As for any issues, we have a very dedicated customer support team in-house. If someone there can't help, we're completely focused on doing what we can to answer any questions. As for Cody, he's been running the same kit (with the exception of the control system - he changed to 3H from V2 this year).


air setups always strike me as funny - it's something the automotive industry embraced years ago, and it failed miserably on just about every car it was applied to - and then we're sold on the idea that it's so much better now, while manufacturers aren't actually shoving it under cars from the factory any longer (oh but the SUV's you say - I don't care about them)

so it still gives me pause - not to mention the fact I've never gained ANYTHING by having the ability to slam my car to the ground - I have no interest in it - I lower a car to what my use will allow and leave it there (usually that distance is an inch or so), and if it doesn't photograph well, I don't lose a single wink of sleep over it

I never bought coil-overs to raise and lower my car multiple times, I bought them to get the stance exactly where I wanted (I usually prefer a bit of a rake look) - and now that my next car has magnetic shocks, we will see how they react to lowering springs


Workin4Weekend That's definitely most peoples' sentiment. Obviously the suspension allows you to accomplish a nice stance at shows, and honestly, that's what most people will use it for, so that's the association. However, people also want to know the quality of the product, and certainly being able to track it helps speak to that. When we stumbled upon Cody, he was this guy that showed up in our social feeds and felt that he did all of the things that we like to show "Drive It. Show It. Track It." He did all of those....and it really caught our attention. We quickly realized by following him on Instagram what he was accomplishing and so I decided to help him get to events this year and part of last season. What is great is that he wasn't this crazy well known guy out there. He's a regular guy that loves his STi, works a real job -- he's like most of us out there trying to do big things when the weekend comes. We've asked Cody to be completely open and honest with anyone. And he is incredibly humble - I encourage you to connect with him if you haven't. And thank you for the dialogue!


MPistol It's funny you say that. Over 10 years ago, Car & Driver tested an E46 M3 on air suspension against a stock E46 M3, which is worth a read -

If air isn't for you though, that's absolutely fine. No one is coming to take your coil springs away! What Cody has achieved just shows that in the right hands, air can offer users performance and practicality with practically no drawbacks.


My WRX-driving coworker immediately changed his wallpaper to photo of this post. Nice pics


I've got Accuair e-level management. With the pressure thing, it's likely a restriction in the strut design as well because I don't get much lift from my standard track height. It enough but not so much that I think I'm airing out too soft. The lack of people using them for performance apps means that again, I can't go to someone to help out. My installers were top notch but they generally work on Impalas etc.


Btw, 15/20 clicks from?


How does the controller compare to the active suspension used on the Williams FW15C?  Which was later banned.  Senna had some interesting comments on this technology in the documentary Senna.

What about compressibility of the air?  How does that affect the vehicle dynamics?


Paddy McGrath MPistol i definitely gave that C&D; article a read, and appreciate you sharing. Not trying to bash air, just don't see it worth the expense for my handling goals. And I've certainly looked into the cost of replacing the magnetic shocks, and *gulp*, that didn't sit well when I saw their price ($500+ a strut). Not sure if I'll ever take the plunge on air, but I continue to read about the systems, trying to learn about whatever I might be missing.


MPistol Paddy McGrath It might be worth talking to Cody personally. As someone who uses the product very aggressively, he could be a really good resource for you to understand what you may be missing in the equation, and even more specifically, why he made the switch. He's sidewaysandsmiling on Instagram.


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Pug_BRZ You really need to figure out what air pressures you're running in each spring before proceeding. I'm not familiar with Accuair's management or controller, but surely there's a way to check what pressures you're running? 

With regards your second question, 0 is full soft and 30 is full hard.


Paddy McGrath js_racing rv_zenki HAHAHAHAH


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I am really looking into air suspension for my daily. But I'm not to sure how it will handle the cold we can get in Canada at times. I am super sold on the performance side of this and besides if its a daily it just makes sense. It is nice to see people actively challenging what people think about certain type of technology and raising their expectations.


Colby O Well, Air Lift are based out of Lansing in Michigan, and I hear it gets pretty cold there on occasion. I think you'll be fine, but there are things you can do to help prevent any problems occurring.


Paddy McGrath Colby O  Thanks for that info, that calms my worries about the cold a bit. Now I just have to start saving my dollars. I will definitely have to get in contact with them soon to see what set up to put on my car.


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Colby O Paddy McGrath just think, big rigs run air suspension and put on a lot of miles no matter the conditions. I live in canada too, when i was looking into getting an air setup i found that in the cold weather the more water traps in your setup the better. and emptying your tank often helps too. I wouldn't worry about the bags themselves


Paddy you live in Dublin, there are better roads in Syria today than in Dub !


I think that the setup on the Subaru impreza is really awesome


Paddy McGrath 
I'd like to see more people try this path .
I wonder why no one seems to tried it before ?


I guess first hand experience beats any article/comment/review you'll ever read ? haha