BangShift Mid-West is an ice cube. Is the majority of the United States, many thanks to a cold snap and blizzard. A number of days earlier, I was washing the Charger on a 50-degree day, preparing the auto for hibernation. Two days later, dogs hesitate to pee ablaze hydrants, lest they obtain stayed with them with a wizz-cicle. I've been a hermit inside your house for the last couple of days. -35 degree wind chill? Nah, leave that nonsense to the Yukon. I'll be dressed, sipping warm drinks and concealing away to Grand Theft Auto's Los Santos, where the snow never ever ...
... are you freaking joking me? That's my
bad '78 Malibu DeClasse Tulip M-100 cold it's bits off in a pseudo-California snowstorm. Great. Reflecting, though, the snow isn't all bad. Anyone that has kicked the butt end out in the snow because they can understands just how much fun it can be. Whip some donuts in the drifts or slide around, pretending you're completing a rally phase. Use a vacant parking area to show a young drive concerning auto control, it functions excellent! I'm guilty. Among my most favored memories was going up the roadway from where I lived in Colorado Springs to the substantial, walled-in parking area of a King Soopers grocery store in the early hours of the morning to elevate heck and throw grainy snow around whenever the drifts obtained deep enough.
The King Soopers is currently a dispensary, it seems. You obtain the concept. Data suggest that if you do something enough time, ultimately it will certainly attack you in the ass in some way, someway. I got mine in November, 2000. My very first winter season with my '78 Chrysler LeBaron saw the Springs get regarding a foot of winter magic, as well as I was not going to let this go extra. After calling my buddy A.J., we assembled at the car park and also continued to hoon around for quite a bit. Powerslides, e-brake turns, Arab-style weaving, donuts, Rockfords, all of it.
Who recognized an off-white Chrysler could be so much enjoyable? The next evening, we returned, this time with a camera. The snow had warmed up a bit throughout the day, but when the sun dropped whatever froze as well as the ruts from the previous night were now a major problem. This had not been smooth sailing, this was suspension-tormenting heck. We wanted laterally footage, so A.J. braved the cold as well as I promised a couple of excellent slides prior to we called it a night.
It was the last pass, as I was occurring the back of the structure into the primary parking lot, that it occurred. After pitching the LeBaron right into a driver-side initial drift, the car hit one hell of a rut, jumped, as well as I saw triggers underhood prior to all power cut out. The engine didn't simply stall ... ALL power was gone. No lights, no radio, no nothing. My initial instinct was my smartest: I threw the automobile into neutral and also turned the key off. When the Chrysler glided to a quit, A.J. ran over and also we opened up the hood. I claim "we" due to the fact that the hood was dramatically much heavier than it had actually been. The battery hold-down had actually failed and on the last significant rut, the battery turned up as well as tack-welded itself to the underside of the hood.
We strolled house.
The next morning, while delighting in a ruthless scolding for breakfast from my grandpa, my older relative continued to make battery as well as hood 2 separate products again. Beyond a stained place where the weld took place underhood, the Chrysler was no worse for the wear.
That's my ideal winter tale. How bad have you screwed up in the snow?
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The Legends Of Nismo At Fuji Speedway - Speedhunters
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Welcome back to one of the most anticipated events on Japan’s car culture calendar.
After a two-year hiatus, being back in the Fuji Speedway pits for the Nismo Festival was nothing short of electrifying. By that, I don’t mean the direction that Nissan (like most other auto manufacturers out there) is taking with its future cars. What I mean is, the Nismo Festival is a dynamic reminder of why the Nissan brand is so special to so many people.
This event allows fans to relive all the glory in the most sensory-laden way. You see, you hear, you smell the legendary cars that made motorsport history, while famed race drivers of the past and present give them a proper beating on a legendary circuit.
The Racing Side
You walk past cars that instantly stop you in your tracks. You freeze, ponder at what’s in front of you as you are flooded with memories.
The Daishin GT300 S15 Silvia is definitely one of those cars for me. It comes from a time when Super GT cars had a more direct link to their production-based machines. These cars were so much more loved by fans the world over, because we all had that inner desire to create something similar with our own road cars. That’s totally out the window these days.
But the king for me was this car – the final R34 GT500 iteration before Nismo moved to the Z33. No, this car doesn’t run an RB26, but rather the VQ30DETT that would power the Z33 for years to come in GT500, but I don’t care. It’s sublime in every way, and to this day, every time I see it I go weak at the knees.
It came from a really special time in GT racing.
In fact, it was just as special as Group A, as I always felt that by 2000 to 2002, the GT500 class had evolved that original idea of having street cars turned into race cars to the nth degree.
It’s what put Japan, Nissan and its cars on the map, and when the motorsport world really started to take notice.
Of course, it wasn’t to say that what came before was not important, quite the contrary.
But it is indeed a tale of growth, development and evolution as the Japanese race series – along with their cars – grew.
That includes the higher tiers of motorsport, like the Group 7 R382 that was built in 1969 for the Japanese Grand Prix and powered by Nissan’s first V12 engine, a 6.0-liter, 600hp screamer.
It really set the scene in this particular area of the pits.
We saw the V12 reappear in the 1992 NP35 after a change in Group C regulations banned turbo motors. However, Nissan ended up suspending its program and this car was only used once.
But these are just a few examples of a large number of race cars that Nissan built during the course of the ’80s and ’90s, as they participated in countless series both domestically and internationally.
Keep following the lineage and you soon find the the R390 GT1, built in 1997/98 for Le Mans. That meant a single homologation vehicle had to be made, and Nissan still has it in the Heritage Collection. Eric Comas, the French driver that piloted the Penzoil-sponsored R33 and R34 in JGTC, has a second road-going R390, but that was converted from a race car.
Powering the R390 GT1’s rear wheels was the VRH35L, a twin-turbo 3.5L V8 pushing out 650hp. It wasn’t the most successful Nissan LM car, but an epic attempt nonetheless.
Which brings us to this unexpected surprise for 2022, the IMSA Z32 300ZX. This was the first time I had seen and heard it, and it really was a true sight to behold.
On the flipside, seeing this car made me feel a little sad that the Z32 was never used in motorsport in Japan in its era. That job, of course, was left to the R32 Skyline GT-R.
This IMSA GTS-1 beast is menacing from every angle, but the biggest surprise came when the race engineers cranked its engine into life. It sounded undeniably like a V8, but I was sure the car always ran an 800hp version of the VG30DETT. There was a moment of confusion, but I later discovered that for the last year the car was used, it was powered by a naturally aspirated VH45 V8, hence the sound being made.
A few steps away was the reminder of where Nissan race cars are at in the present day.
This is the new-gen Z in all of its Calsonic GT500 wide-bodied glory. It’s also the car that won this year’s championship.
Every GT500-class Z from the 2022 Super GT season was on display, but better than that, they let everyone have a look at what powers these cars.
Not that you can see much, mind you. It’s definitely not the VR30DETT, as found in the road-going car, but rather the regulation 2.0L four-cylinder turbo engine that is used by all GT500 teams. I think we reached ‘peak GT500′ about 20 years ago when the cars were more relatable to their road-going counterparts. Do you agree with me?
It’s why I find the GT4 Z quite appealing. The Super Taikyu series that these cars compete in another great championship that mixes pros and gentleman drivers, just like Super GT.
As I was looking at the GT4 car, I wondered if and when a GT3-spec Z will be made? I’m sure some GT300 teams out there would prefer that over the ageing GT-R.
Then of course there’s the EV race car debate. Nissan has been involved in Formula E since the beginning, and it’s something that helps them make a statement with their move to electrification. I got the chance to try out the Leaf RC a few years back and it blew my mind. So I’m all for electric cars in motorsports, as long as motorsports still exists as the automobile advances.
The Tuning Side
Nismo Festival is as much about motorsports and heritage as it is about tuning. There’s always so much to see in the Fuji Speedway paddock, starting at the Nismo tent where prohibitively-expensive restoration and tuning packages are promoted. And it’s not only the old R32/33/34 GT-Rs that steal all the limelight, the R35 still gets space. In fact, Omori Factory’s development car was getting a lot of attention as it was sporting a new carbon hood design currently being tested. Thoughts?
In a month from now we will be in full Tokyo Auto Salon mayhem mode and Japan will be Z-crazy for a few days. Here’s RAYS’ car on the new Volk Racing NE24s.
The RZ34 demo car from Fujitsubo was on BBS RI-Ds, which suit the car’s design rather well. I think the Z will look best with bigger wheels – 20s or 21s even – as the fenders just seem to swallow them up.
I’d love to hear what wheels you think best suit the RZ34. My opinion – after seeing a bunch of them online and out on the street – is that the dish game is very poor right now. Hopefully TAS will fix this in a few weeks.
Along with seeing tuning parts from powerhouses like HKS and Trust/GReddy, it’s always good to be reminded where everything spans from. Here’s a beautiful example of a resto-modded S30 courtesy of Star Road.
But enough about Zs – we need to balance things with some GT-Rs!
Mine’s had the same set up they used at the R’s Meeting, but I never tire of looking at their cars.
The Nismo Festival really shows how much love there is for Nissan and its history. The fans are loyal and always come up with interesting ways to support their favorite drivers and teams, but this GT-winged hard hat is on another level. Kudos to its creator!
Add a Silvia 270R to this picture and you have the Nismo holy trinity. I wonder if anyone out there already owns it?
Am I the only one who’s patiently waiting for Smoky Nagata to come up with something worthy of his long history building crazy machines? I feel as though the Top Secret brand is today simply relying on its name value to sell pre-built complete cars to foreigners at the Tokyo Auto Salon. Where are the crazy engine-swapped Wangan racers that I used to shoot 10 to 15 years ago? I really hope to see something cool at Makuhari Messe next month.
The Closing
As I touched on earlier, if there is something that Nismo Festival does well it’s providing entertainment.
There isn’t much time throughout the event that there aren’t cars out on track making noise, or in the case of this particular picture, Super GT drivers doing massive burnouts as they exit pit lane.
The GT race though, is my favorite part of the day.
It was so dramatic seeing all these GT cars line up on the Fuji Speedway starting grid…
…Right behind the new RZ34 Super GT safety car.
I even got to say a little ciao to fellow Italian Ronnie Quintarelli. He didn’t end up having the best 2022 season, struggling to make the most of the all-new Motul Z and finishing in 7th position overall alongside his teammate Tsugio Matsuda.
From GT-Rs and Zs to old screaming race cars and everything in between, as always the Nismo Festival continues to be a must-attend event on the JDM calendar.
We've been sharing the video clips from this forgotten cop automobile video clip series, and some of them are pretty amusing. This right here is going to be fascinating since it's TURBO TIME! Turbos make everything much better, right? Check it out.
Dylan McCool and Bryan McTaggart have some really similar enthusiasms, as well as "old" 1970s as well as 1980s cop cars are just one of them. So I understand for a fact that when McT saw this latest video from Dylan he needed to be excited to view even though I'm certain he understood everything about it long before the video dropped seeing as these 2 are good friends.
Let's construct an engine! Our budget plan turbo construct is under way with a brand-new camera, all the brand-new gaskets, and some trick transmission parts! Assume we can make this point run? Male I sure hope so. Stay throughout of the video to see all the excellent upgrades!
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0 New Product: Halibrand 5-Spoke for 1973-1987 GM C10 Squarebody Trucks
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As a youngster, I unsuccessfully lobbied my parents to get a Blazer a few times in the 1980s and 1990s. I enjoyed these things after that, and also I enjoy them currently. My pal and gasoline station co-buffoon Brian had a 1978 K5 Blazer that we effectively made run worse than new throughout time. Ahh, secondary school. Anyway, this video functioned as a reminder to me regarding just how much I truly liked these trucks.
I can not say that I am the largest fan of the "four headlight" nose of the 1989-1991 trucks however I can look past that. Proportionally, things do not get much better for a vehicle. It's huge, it is square, its a wonderful short wheelbase, as well as the entire layout is as easy as the day is long. Mechanically, you had a 210hp rated 350 with throttle body shot hooked to a 700R4 automated. As you will certainly see in this video clip, the supply performance of these points was not all that bad, really the numbers type of stunned us.
The deep rally wheels on this vehicle make it for me. I had these wheels on a pickup truck as well as they're about the very best looking GM truck wheel ever. Again, basic, simple, and timeless. It's intriguing that these men reference the rust issues these vehicles had as well as exactly how GM was attempting to repair it by using galvanized steel, or at the very least more of it. Like the 1973-87 pick-ups, Blazers did often tend to evaporate in environments that were not Arizona, Texas, California, or New Mexico. Around the Northeast, there was a period in the very early 2000s where it became a rarity to see among these points that had rocker panels that still existed!
Like all points square body GM truck, values of these gears are skyrocketing. If you got a tidy one a few years ago you made the right action since it's worth means much more now and also will likely not be reversing training course any time soon. Why? Since currently all the men like me that wanted one as a child are hunting them down.
Wonderful vehicles!
Press play below to see a 1989 Chevrolet K5 Blazer examined in all of its 1989 glory--
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0 The American Powertrain Parting Shift: This Dude Swapped A 10-Speed Road Ranger Transmission Into His Cummins Powered Dodge!
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Meet The Balsbergs, Part 1: Sture's 1965 Volvo Amazon Estate - Speedhunters
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These days, it’s rare to be truly surprised at a custom car show. Thanks to social media, so many builds are chronicled as they come together, that a real-world sighting after completion can be a bit of a non-event. Of course, this doesn’t apply to all cars that are shared over Instagram prior to being finished, and it’s not always a bad thing either.
I like to keep a close eye on happenings in Sweden’s modified car community via social media, so while attending the 2021 Oslo Motor Show, I was surprised – in a good way – to see two new amazing builds I’d never heard about before. A quick chat with Sture Balsberg, the owner of this Amazon Estate, and Johan, his son who has a special Volvo of his own followed, and plans were made for a shoot.
Let’s start with Sture’s build, which leans more to the restoration side of a restomod.
As the 2021 Oslo Motor Show was held in October, I had to wait a good while before I could make the drive down to South Sweden and meet the Balsberg family again. Fast forward to this past summer, and I found myself in Kristianstad, roughly 550km from Stockholm.
Sture knows a thing or two when it comes to customizing cars. It was his first car, a 1973 Volvo 140, that got him into the modifying scene, and he exhibited that car at the Vallåkra car show (which just turned 40 this year) way back in 1984. The 140 had everything you’d expect in a modified car of the era in Sweden – matte black details, rear window shutters, Gabriel HiJackers air shocks and slot-style mag wheels.
In the years – decades – since the 140, many cars have passed through Sture’s hands, each one receiving his custom touch. But in 2020, Sture finally got his hands on something he’d pined over for a very long time – a 1965 Volvo Amazon Estate.
The Amazon was an abandoned project that had been left to gather dust since 1998. Some work had been done, but it was obvious to Sture that a lot of it would need to be redone. Despite that, it was everything he wanted in a base for his ultimate Volvo build.
Looking at the car today, it’s not something that screams ‘modified’ to me, but that’s part of its beauty. Sture has brought the Amazon up-to-date in some areas, while restoring others to a better-than-new standard. ‘Elegant’ is a more fitting description.
I’d hate to think how many hours were invested into the bodywork alone, but the result is stunning. The entire body was taken back to bare metal, tin-filled, epoxy primed and painted inside, outside and underneath. Every single chrome detail was painstakingly refurbished, and all of the glass is new, as are the rubbers. The headlights received a complete overhaul, while blue-tinted reflectors were fitted for a more modern look.
Something we’re seeing a lot more of these days is OEM wheels being converted to 3-piece splits. It’s a great way to keep a factory appearance, but with a more contemporary look, and opens up scope to run modern performance tyres and bigger brakes.
In this case, the Amazon’s original wheels have been stepped up to 17-inch and stretched out to 7.5-inches wide in the front and 9.25-inches wide at the rear.
Volvo Amazon Estates were never designed to be driven flat-out, and Sture is fine with that. “Of course, it is an old car with old construction, so you have to drive accordingly and keep your distance from other drivers,” he says. “When you drive this, you are not in such a hurry, but you enjoy nature and sitting in a fantastic car that everyone turns towards and gives a thumbs up.”
So while performance wasn’t really a concern, the comfort was. If you’ve ever sat in an old Amazon, you’ll know just how soft their seats are, so Sture was keen to retain that fact.
The Amazon’s interior was in such a bad state though, that Sture had to rework it from the floorpan up. All the wiring was tucked away, sound deadening was brought up to a modern standard, and the floor was neatly dressed in blue suede.
Pairing all the custom re-trim work (in a color that matches the car’s exterior) with a Luisi Italy Mugello Classico wood-rimmed steering wheel results in a combination that’s hard to beat.
Taking a closer look reveals details some might miss, like the wooden (and customized) Nardi shift knob, re-trimmed door cards and Pyrene fire extinguisher.
The clean style continues in the rear of the car. Normally, a spare wheel would be found in the recessed area beneath the trunk floor, but here there’s an Air Lift Performance 3P air suspension system with dual Viair 444C compressors. The custom enclosure features a plexiglass window, so it’s on show but no cargo space is lost.
I’ve saved the thing that initially drew me towards this car at the Oslo Motor Show till last – the engine bay. As previously stated, performance was not on Sture’s mind when he rebuilt the Amazon, but the work he’s done under-hood dropped my jaw to the floor.
I don’t think a Volvo Sport B18 engine has ever looked as good as this one, which Sture says is outputting around 130hp.
Keeping things original, many of the parts were sandblasted and powder-coated, while all the nuts, bolts and fittings (amongst other things) have been galvanized or painted.
My favorite details are the brake booster on the right side and the twin SU HS6 air filters on the left. The copper brake lines are a nice touch in the highly-detailed bay.
With 123Ignition electronic ignition and a progressive electric steering servo, the Volvo “drives like a dream,” as Sture likes to put it. It sounds great too, thanks to a free-flowing Ferrita exhaust system.
The multi-award-winning Volvo seems like the perfect car, but Sture is not quite done with the custom work yet. He says a new sound system (not that the car needs it) will be installed sometime in the future.
Speaking of awards, at the beginning of this post I also mentioned meeting Sture’s son Johan and his Volvo at the 2021 Oslo Motor Show. The two have really inspired each other with their respective builds. “We have slightly different views on solutions. I’m a bit ‘old school’ and my son has a bit of new-thinking about solutions. This combination means that we arrive at really good results in the end,” says Sture.
Johan’s Volvo Amazon Sedan has become a bit of a benchmark build in the Swedish modified car scene. Stay tuned for that feature, coming soon to Speedhunters.
10 years ago today, Speedhunters published one of its biggest feature stories of all time. You Build Your Own Luck was a candid glimpse inside Magnus Walker’s world, with a behind-closed-doors look at his Downtown Los Angeles warehouse space and amazing early Porsche collection, followed by an unforgettable ride across LA’s original – and since demolished – 6th Street Bridge in ‘277’.
Ben’s feature set the wheels in motion for a close relationship with Magnus, and over the past decade we’ve been fortunate to share a number of his cars and stories across Speedhunters’ channels. The Need for Speed faithful among us will also remember Magnus’s appearance – and his 1971 Porsche 911T’s important role – in the 2015 NFS game release.
How did this all come about? Well, anyone immersed in car culture back in 2012 will surely remember a film titled Urban Outlaw.
Directed by Tamir Moscovici, the award-winning, half-hour-long documentary was posted online in October 2012 after its debut screening in London at the 2012 Raindance Film Festival in September that year.
Within days of Urban Outlaw‘s internet release, Magnus went from someone only really known to hardcore air-cooled Porschephiles and readers of Total 911 magazine, to an icon for the wider automotive hobby.
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Press play above if you need to learn why. In fact, even if you already know, now’s probably a good time to revisit this wonderful film.
While it’s easy to think that Magnus became an overnight hero, anyone who’s familiar with the ex-pat Brit’s story as a Porsche collector and outlaw modifier, knows that it was decades in the making. Magnus purchased his very first 911 – a 1974 car – 20 years before Urban Outlaw, and at that time, ownership had been his dream since early childhood.
Magnus has lived and breathed Porsche his entire life, and it shows in his passion for the brand and the inimitable custom cars he’s created out of it.
Now Magnus’s passion is being celebrated on Urban Outlaw’s 10th anniversary with a special retrospective exhibition in the Petersen Automotive Museum’s underground Vault. Darrien headed along to the ‘Outlaw Gathering’ opening night event with his camera for these images.
The UA10 (Urban Outlaw 10) exhibition is a look into Magnus’s amazing Porsche collection, with 10 cars selected for display. Of course, they were all driven to the Petersen from Magnus’s Downtown LA warehouse – he wouldn’t have it any other way.
The exhibition is not just cars, but a huge number of parts and memorabilia from the last decade too.
Magnus’s ‘277’ 1971 Porsche 911T build is his most well known, so naturally it heads up the exhibition – and this post in the header image. The nine other cars on display all showcase Magnus’s trademark outlaw style across various Porsche models.
His 1965 car is one of the first 911s ever built (chassis #310, from late ’64), which you can read more about in our feature from 2016 here.
Parked alongside the ’65 is Magnus’s 1978 Porsche 911 SCHR, running IROC bumpers and a hot 3.0L engine. If you remember our 2014 feature on this car, you’ll know it was put together as more of a budget build, but with no less impact and numerous signature design cues.
Magnus’s 1967 Porsche 911 SRT featured in Urban Outlaw alongside 277, but a decade on it’s now completely finished, running a 2.5L twin-plug motor good for 271hp on pump gas, and backed up by a close-ratio gearbox with LSD. It looks a little different to when we featured it in 2013.
Of all Magnus’s 911 outlaws, this 1990 Porsche 964 is his most performance-orientated, running a 3.8L RS-spec 993 engine. This build also features numerous custom body mods, including louvered fenders and a channeled hood and roof. We featured this one in 2016.
It’s not just air-cooled stuff in the collection. Picked up in 2016, this 2004 996 GT3 is the first water-cooled Porsche 911 Magnus has owned.
Here’s another first – Magnus’s 1976 Porsche 911 Turbo was the very first 930 Turbo sold in US, and it’s been an LA car all of its life.
Rounding out the exhibition are two ‘Art Cars’ – Magnus’s 1972 Porsche 914 and 1995 Porsche 993, and finally his 1980 Porsche 924 Carrera GT.
A decade on from Urban Outlaw, Magnus still embodies everything great about car culture; from building cars the way he wants to, to driving them the way they were designed to be. From all accounts, UA10 perfectly embodies the ethos.
So if you’re in Southern California or headed there between now and January 31, 2023, you might want to book a Petersen Automotive Museum Vault tour, which includes access to the Urban Outlaw 10 exhibition.
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If you can’t make, the next best thing is to take a tour with Magnus in the video above.
Me? I’m off to re-read Urban Outlaw: Dirt Don’t Slow You Down. Like the film and now the UA10 exhibition, Magnus Walker’s 2017 book shouldn’t be missed
If you’re reading this, chances are you’ve at least heard of, or seen footage of the Gunsai Touge at some point. It could have been while browsing the internet on a site like Speedhunters, watching Hot Version videos or reading an Option magazine.
Tucked away in the hills of Gunma Prefecture, the Gunma Cycle Sports Center is home to several roadways that make up this world-famous touge. The private roads aren’t often opened up to anything other than cycling, so that made the event I attended a couple of weeks back all the more special.
Hosted by Garage Infinity, a Gunma-based AE86 specialist tuning shop, the ‘AE86 Drift Pass Attack’made for a stunning exhibition of one of Japan’s most iconic chassis in the colourful peak of autumn.
After a short drive out of Tokyo, I was greeted by more than 30 Levins and Truenos that had made their way from across Japan. Some owners had driven throughout the night prior, just to take up this opportunity to drift the famous course with fellow Hachiroku enthusiasts.
The event was split across two different tracks, the Touge Course and a chalk-drawn circuit in one of the facility’s adjacent car parks. This opened it up to those not keen on throwing their car around the narrow road course, which was designed for bicycles, not cars, after all.
There were many notable AE86s and teams in attendance, a favourite of mine being the Team Mouse notchbacks. This pair of 86s both share the big aero and over-fender look – an iconic early-2000s style that is often now reverted to factory. It’s another sign of the increasing collectability status of the once humble Hachiroku.
The collectible nature of these cars, however, didn’t seem to be on many of the drivers’ agendas. It was refreshing to see AE86s driven as they were 10 or 15 years ago. At the same time, though, it was stark reminder that events like these will continue to become fewer and farther between as the younger generation are priced out of the hobby.
No stranger to the Gunsai Touge, Hiroshi Takahashi, AKA Kaicho but known to many as runningfree86, was running consistently throughout the event – even after he put his car into a guard rail.
Kaicho has been drifting Corollas for over 30 years now, and his red Trueno is easily one of the most well-known AE86s today. It’s been through many iterations in its lifetime, but right now it’s running a built, dry-sumped 4A-GE with FCR carburettors, propelled by a TRD Cross Mission gear set.
Taku-san’s N2 AE86 Levin is an uncommon look for drift-built AE86s, but it seemed right at home on the Gunsai Touge.
Another favourite of mine was Yuichi’s perfectly-executed, street-style Levin notchback. I’ve seen this car at almost all the AE86 events I have attended in Japan, a testament to its 4A-GE engine’s reliability.
It’s no secret that driving a track like this has its risks. In just the one day, Gunsai claimed a handful of Hachis, some faring better than others against the unforgiving guard rails. This never got in the way of any high spirits though; the show went on with laughter all round.
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Some of the best cars, backed by the stunning autumn scenery of the Gunma mountains is any enthusiast’s dream come true. It certainly was for me.
I’d like to give a special note of appreciation to Kaicho for the invitation out.
How To join the IATS program: We have always welcomed readers to contact us with examples of their work and believe that the best Speedhunter is always the person closest to the culture itself, right there on the street or local parking lot. If you think you have what it takes and would like to share your work with us then you should apply to become part of the IAMTHESPEEDHUNTER program. Read how to get involved here.
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roofing goes on!Because of the method they are building this point the cab is longer than a manufacturing facility staff cab, therefore the MegaCab name. As a result of this, there is some major roofing system taking place and a lot of framework is needed that does not exist in the vehicle taxis.
Yes these vehicles featured 4-doors from the manufacturing facility, however in very limited amounts. And also, these dudes had 2 scrap common taxicabs that they intended to see if they might make something great out of. Well if they can draw this off, then this absolutely will qualify as something good. I'm caring watching it go together and if this does not motivate you to grab your welder, I do not know what will.
If you missed out on the initial two videos, utilize the link listed below to examine them out also.
The 1967-1972 Ford trucks, usually described as bump side trucks, are searched for by Ford fanatics. They are trendy traditional trucks as well as they are obtaining harder and also more challenging to find. What makes Ford's bumpsides unique, compared to the vehicle offerings from GM as well as Mopar, is that they were available in a SuperCab, aka extra taxicab, and also in the Crew Cab or 6 male arrangement. The crew taxi is ultra uncommon contrasted to the others due to the fact that they were frequently acquired by government and also corporate tasks.
If finding a manufacturing facility crew taxicab is hard, as well as if you have a pair of junk bumpsides resting around to cut up, after that why not construct your own? That's specifically what the crew at HalfMoonCustoms is mosting likely to try to do.
No matter where you buy your rear-end housings from, there are some fundamental concerns, measurements, and so on that are required before you make an order. With that said, there are likewise some choices to be made with regard to optional upgrades. These could consist of things like gussets, braces, as well as even materials themselves. Some applications may be well suited for a total chromoly back axle housing. Others might find that moderate steel is truly the better choice for them. Despite your application, there are circumstances that you require to take into consideration before shopping. That's why the individuals at Tin Soldier race autos created a video to deal with the most typical concerns they receive from customers, in addition to some concerns you could not have thought to ask.
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All Kinds Of Fun At The NEC Classic Motor Show Auction - Speedhunters
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The thrill of buying from an auction is hard to describe. You spend an age perusing the catalogue, take your time checking the car over, and then find your seat, waiting for the right moment to throw your hat into the ring once the lot comes up. A flurry of activity follows, and within a few minutes it’s all over. You’ve either won or lost.
The NEC Classic Motor Show has hosted Silverstone Auctions events for a number of years now, and the events have always attracted a myriad of cars (and bikes in a separate auction). Show-goers have the opportunity to look around the vehicles in detail, to either reaffirm their intention to bid or perhaps just do a spot of window shopping. As much as I wish it otherwise, I was firmly in the latter camp as I made my way the 100-plus cars up for auction at the NEC Birmingham this year.
With this in mind, I thought it would be fun to share some of my personal standouts from the ‘NEC Classic Motor Show Sale 2022′. With so many to choose from though, I had to set some criteria for my favourites: Each car had to be relevant to me – ideally being from the ’90s or 2000s era – and more than just an ordinary model. Let’s dig in…
The Pajero Evolution was designed to compete in the T2 production class of the Paris-Dakar Rally, but to do this Mitsubishi had to build some road-going homologation versions. Compared to the standard Pajero, the production Evolution’s double wishbone front and multi-link independent rear suspension was unique, but the defining feature has to be its wild, pumped-up bodywork.
All the effort that Mitsubishi put into this model paid off, when in 1998 the Pajero not only won the Dakar T1 class, but also placed 2nd, 3rd and 4th.
While the automatic transmission version was favoured for Dakar, this car is one of only 200 manuals out of the total 2,500 production run. Having slipped through the proverbial cracks in terms of desirability for years, Pajero Evolutions are now becoming more and more sought after. Time hasn’t been good to many of them though – rust is an issue – so it’s a shame Mitsubishi discontinued a whole lot of the model’s unique parts over a decade ago.
The Clio V6 should, by all accounts, not exist. How a mid-engined, rear-wheel drive variant of the humble front-engined, front-wheel drive Clio made it past the approval stage at Renault I do not know, but I applaud the designers and engineers’ efforts for getting it over the line.
A 3.0L V6 from the Renault Laguna – with some additional fettling – was wedged where the back seat should be, but it was the generously widened body that gave the car its incredible road presence. This is a Phase 2 version, which took onboard feedback from Phase 1 reviews and featured subtle tweaks to make the car less of a handful, while increasing engine power output from 230hp to 255hp.
Being such a low mileage car, it sold for an incredibly strong amount – more than I expected. It shows just how coveted these Clio V6s have become in recent years.
Sold for: £92,250
1997 Lotus Elise Series 1 Mileage: 10,854mi Guide Price: £25,000-£30,000
In a world where even run-of-the-mill, mundane cars make over 200 horsepower, 118hp doesn’t seem very appealing. But when the entire package weighs just 731kg (1,611lb), suddenly interests are piqued.
The Elise makes no excuses for being a pure driver-focused tool, with a lightweight fibreglass body, double wishbone independent suspension, rack and pinion steering and ventilated disc brakes all round. Much of this seems the norm nowadays, but when Lotus released the Series 1 Elise, it outperformed numerous other cars costing many times more.
Earlier this year, the Elise production – which spanned three generations – came to an end. While each generation is revered for the impact it had, the Series 1 remains the yardstick that all driver’s cars are measured against.
Sold for: £25,667
2017 Alfa Romeo 4C Coupe Mileage: 8,000mi Guide Price: £50,000-£60,000
The 4C is to some degree, a spiritual successor to the Series 1 Elise. The model made automotive headlines for its carbon fibre monocoque chassis – something usually reserved for bonafide supercars – which was paired with a 1.7L turbo engine and dual-clutch transmission. Although it the 4C was a strong performer, in stock spec the Alfa faced stiff competition from the Porsche Cayman and ultimately received a lukewarm reception from motoring journalists.
Someone sought to resolve a number of those shortcomings in this particular car, with a bump in power thanks to an ECU tune and exhaust, along with KW coilovers, magnesium wheels, carbon seats and an aftermarket EPAS system fitted to the manual steering.
Take all of those enhancements supporting the 4C’s junior supercar looks and you’ve got a very competent driver’s car.
Sold for: £50,625
1994 Porsche 968 Club Sport Mileage: Not specified Guide Price: £30,000-£35,000
The 968 has forever existed in the shadow of the 911. Offering a front-engine, rear-drive layout with a transaxle gearbox and a near 50:50 weight distribution, you’d have thought buyers would have been lining up, but that never materialised and less than 13,000 cars were sold across the production run.
The Club Sport (or CS for short) was designed to attract the more driver-focused buyers, and Porsche achieved this by stripping out 50kg (110lb) of non-essential weight. The back seat, sound deadening and air-conditioning were removed, and the heavy stock front seats were replaced by a pair of lightweight Recaro buckets.
1,923 Club Sports were built over the model’s three-year production run, with none officially sold in America due to crash regulations.
Sold for: £33,187
1995 Porsche 911 (993) Carrera 2 RS Club Sport Homage Mileage: Not specified Guide Price: £50,000-£55,000
Over the last decade, the demand for air-cooled Porsches has reached stratospheric levels, with events like Luftgekühlt only serving to further elevate the platform.
This 911 has been built as a homage to the 993 RS Club Sport, a car that nowadays fetches upwards of £300,000. This replica would make a great track car; it has a full roll cage, a pair of Recaro bucket seats with Sparco harnesses and, relatively speaking, is at the lower end of the air-cooled cost spectrum.
So hypothetically, at 1/5th the price, would this provide 1/5th the enjoyment of a genuine RS Club Sport, or more? I’ll let you be the judge of that.
The sound of a Volkswagen Group VR6 engine is one unlike any other. With a narrow 15-degree angle vee that allowed for a single cylinder head to be used, it was also a creative engineering solution that saw it fitted to the Corrado and other VWs of the time.
Designed and built by Karmann Coachworks, the Corrado VR6 was a genuinely quick car when new, with 0-60 arriving in 6.7 seconds.
The Corrado VR6 was an instant hit with the motoring press, making up for the shortcomings of the G60 supercharged variant that preceded it. This particular example takes things a step further, having been fitted with a VW Motorsport VSR (Variables SaugRohr) inlet manifold. This dual-tract, variable-length manifold provides more low down torque and is incredibly rare.
The car even has a period-correct gearshift lock; a reminder of an era when joyriding was at an all-time high in the UK.
Sold for: £24,750
The cars I’ve shown you were only a fraction of what was on offer at the NEC Classic Motor Show Sale 2022. The full catalogue catered to all tastes and budgets, presenting a unique opportunity for both buyers and sellers.
You roll the dice to a degree in both instances; you could walk away with a bargain, or part with your car for less than hoped.
Buying could also come at a cost far greater than your original budget as emotions take over, the desire to own the vehicle in question growing ever stronger with each incremental bid. All it takes is for someone else to be equally as motivated.
I’ve shown you my favourites, now you can take a look at the auction list and let us know what yourpicks would be.
