Drifting

Drifting
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Contents
Articles
Drifting (motorsport) Opposite lock Scandinavian flick Tafheet Tge Radio-controlled drifting Initial D The Fast and the Furious: Tokyo Drift 1 8 9 11 13 15 17 26 32 32 45 50 50 53 55 61 65 67 69 69 72 74 76 78 81 84 86 88 90 94 94
D1 Grand Prix
D1 Grand Prix Keiichi Tsuchiya
D1GP venues
Autopolis Ebisu Circuit Fuji Speedway Odaiba Okayama International Circuit Tsukuba Circuit
Notable D1GP drivers

Youichi Imamura Masato Kawabata Yasuyuki Kazama Nobushige Kumakubo Ken Nomura Daigo Saito Masao Suenaga Tsuyoshi Tezuka Nobuteru Taniguchi Daijiro Yoshihara
Formula D
Formula D
FD venues
Evergreen Speedway Las Vegas Motor Speedway Long Beach Grand Prix Palm Beach International Raceway Road Atlanta Sonoma Raceway Wall Township Speedway
103 103 105 109 117 122 125 133 135 135 139 143 147 148 149 151 151 161 172 190 200 215 222 240 245
Notable FD drivers
Tanner Foust Chris Forsberg Vaughn Gittin Samuel Hbinette Darren McNamara Rhys Millen
Notable drifting cars

Ford Mustang Mazda RX-7 Mitsubishi Lancer Evolution Nissan 350Z Nissan Silvia Scion tC Subaru Impreza Toyota AE86 Toyota Soarer
References
Article Sources and Contributors Image Sources, Licenses and Contributors 254 260
Article Licenses
License 265
Drifting (motorsport)
Drifting is a driving technique where the driver intentionally oversteers, causing loss of traction in the rear wheels, while maintaining control from entry to exit of a corner. A car is drifting when the rear slip angle is greater than the front slip angle, to such an extent that often the front wheels are pointing in the opposite direction to the turn (e.g. car is turning left, wheels are pointed right or vice versa). As a motorsport discipline, professional drifting competitions are held worldwide and are judged according to the speed, angle and line taken through a corner or set of corners.[1]
Orido and his D1 RS*R Toyota Supra in a D1GP drifting exhibition in Commerce, Georgia.
History
Origin
Drifting started out as a racing technique popular in the All Japan Touring Car Championship races. Motorcycling legend turned driver, Kunimitsu Takahashi, was the foremost creator of drifting techniques in the 1970s. He is noted for hitting the apex (the point where the car is closest to the inside of a turn) at high speed and then drifting through the corner, preserving a high exit speed. This earned him several championships and a legion of fans who enjoyed the spectacle of smoking tires. The bias ply racing tires of the 1960s-1980s lent themselves to driving styles with a high slip angle. As professional racers in Japan drove this way, so did the street racers. Keiichi Tsuchiya (known as the Dorikin/Drift King) became particularly interested by Takahashi's drift techniques. Tsuchiya began practicing his drifting skills on the mountain roads of Japan, and quickly gained a reputation amongst the racing crowd. In 1987, several popular car magazines and tuning garages agreed to produce a video of Tsuchiya's drifting skills. The video, known as Pluspy [2], became a hit and inspired many of the professional drifting drivers on the circuits today. In 1988, alongside Option magazine founder and chief editor Daijiro Inada, he would help to organize one of the first events specifically for drifting called the D1 Grand Prix. He also drifted every turn in Tsukuba Circuit in Japan.
Western adoption
One of the earliest recorded drift events outside Japan was in 1993, held at Willow Springs Raceway in Willow Springs, California hosted by the Japanese drifting magazine and organization Option. Inada, founder of the D1 Grand Prix in Japan, the NHRA Funny Car drag racer Kenji Okazaki and Keiichi Tsuchiya, who also gave demonstrations in a Nissan 180SX that the magazine brought over from Japan, judged the event with Rhys Millen and Bryan Norris being two of the entrants.[3] Drifting has since exploded into a massively popular form of motorsport in North America, Australasia, and Europe.
Present day
Drifting has evolved into a competitive sport where drivers compete mostly in rear-wheel-drive cars, to earn points from judges based on various factors. At the top levels of competition, the D1 Grand Prix in Japan pioneered the sport. Others such as Formula D in the United States, King of Europe and the British Drift Championships in Europe, Formula Drift Asia in the Malaysia/Singapore/Thailand/Indonesia and the NZ Drift Series in New Zealand have come along to further expand it into a legitimate motor sport worldwide. The drivers within these series were
Drifting (motorsport) originally influenced by the pioneers from D1 Japan and are able to keep their cars sliding for extended periods of time, often linking several turns.
Drift competition
Drifting competitions are judged based on line, angle, speed and show factor. Line involves taking the correct line, which is usually announced beforehand by judges. The show factor is based on multiple things, such as the amount of smoke, how close the car is to the wall or designated clipping point, and the crowd's reaction.[4] Angle is the angle of a car and more importantly the turned wheels in a drift, speed is the speed entering a turn, the speed through a turn, and the speed exiting the turn; faster is better. The judging takes place on just a small part of the circuit, a few linking corners that provide good viewing, and opportunities for drifting. The rest of the circuit is irrelevant, except as it pertains to controlling the temperature of the tires and setting the car up for the first judged corner. In the tandem passes, the lead driver often feints his or her entry to the first corner to upset the chase driver, however in some European series, this practice is frowned upon by judges and considered foul play, resulting in deduction of points.
Team Drift Competition in Melbourne.
There are typically two sessions, a qualifying/practice session, and a final session. In the qualifying sessions, referred as Tans ( :solo run), drifters get individual passes in front of judges (who may or may not be the final judges) to try to make the final 16. This is often on the day preceding the final. The finals are tandem passes, referred as Tsuis ( :chasing race). Drivers are paired off, and each heat comprises two passes, with each driver taking a turn to lead. The best of the 8 heats go to the next 4, to the next 2, to the final. The passes are judged as explained above, however there are some provisos such as: Overtaking the lead car under drift conditions is ok if you don't interrupt the lead car's drift. Overtaking the lead car under grip conditions automatically forfeits that pass. Spinning forfeits that pass, unless the other driver also spins. Increasing the lead under drift conditions helps to win that pass. Maintaining a close gap while chasing under drift conditions helps to win that pass.
Points are awarded for each pass, and usually one driver prevails. Sometimes the judges cannot agree, or cannot decide, or a crowd vocally disagrees with the judge's decision.[citation needed] In such cases more passes may be run until a winner is produced. Sometimes mechanical failure determines the battle's outcome, either during or preceding a heat. If a car cannot enter a tandem battle, the remaining entrant (who automatically advances) will give a solo demonstration pass. In the event of apparently close or tied runs, crowds often demonstrate their desire for another run with chants of 'one more time'.[5] There is some regional variation. For example in Australia, the chase car is judged on how accurately it emulates the drift of the lead car, as opposed to being judged on its own merit, this is only taken into consideration by the judges if the lead car is on the appropriate racing line. Other variations of the tansou/tsuiso and the tansou only method is the multi-car group judging, seen in the Drift Tengoku videos where the four car team is judged in groups.[citation
needed]
Cars
Usually, drift cars are light to moderate weight rear-wheel-drive coupes and sedans over a large range of power levels. There have also been AWD rally cars that have been converted to RWD. Despite the export of Japanese Domestic Market (JDM) vehicles to continents outside Japan,[6] drifters in other countries prefer to use local examples as drift cars. A high volume of JDM imports were brought to countries such as Australia, however it is not unusual to see Australian domestic vehicles such as the Holden Commodore or Ford Falcon utilised in drifting competitions.[7]
Drifting Toyota AE86
The American market enjoyed a relatively high volume of JDM cars being imported over the last decade, despite Japanese domestic vehicles being right-hand-drive only.[8] Locally sold imports such as the Lexus SC and Nissan 240SX feature heavily in American drifting, however they are usually modified with JDM engine transplants to mirror their Japanese domestic equivalents (usually with a Toyota 1JZ-GTE/2JZ-GTE or Nissan CA18DET/SR20DET respectively).[9] In the UK there are a high level of Japanese imports used within the drifting scene, due in part to the UK sharing a right hand drive layout with Japan. However these cars often command stronger premiums over UK market cars, partly due to import costs. There are plenty of UK and European models used as drift cars as well, older BMW's are particularly prominent due to cost and availability, with Volvo 300 series and Ford Sierras also proving popular.[10]
[11]
As an example, the top 15 cars in the 2003 D1GP,[] top 10 in the 2004 D1GP,[] and top 10 in the 2005 D1GP[] were:
Nissan Silvia S15 drifting
Car Nissan Silvia
Model S15
2003
2004
2005
6 cars 5 cars 3 cars 3 cars 3 cars 2 cars 2 cars 1 car 1 car 2 cars 1 car 1 car 1 car 1 car 2 cars 1 car
Toyota Levin/Trueno AE86 Mazda RX-7 Nissan Skyline Nissan Silvia Toyota Chaser Subaru Impreza Toyota Altezza FD3S R34 S13 JZX100 GD (RWD) SXE10
The top cars in the Red Bull Drifting Championship:
Driver Tanner Foust Ken Gushi Rhys Millen
Make Scion Nissan tC
Model
Silvia 240SX S13
Hyundai Genesis Coupe V6 Charger 350Z
Samuel Hbinette Dodge Chris Forsberg Nissan
Drift tuning
Drive train
A proper mechanical limited slip differential (LSD) is almost considered essential for drifting. Attempting to drift with an open or viscous differential in a sustained slide generally yields relatively less impressive results. All other modifications are secondary to the LSD.[] The most preferred form of LSD for drifting is the clutch type, in "2-way" form, for its consistent and aggressive lockup behavior under all conditions (acceleration and deceleration). Some drift cars use a spool "differential", which actually has no differential action at all - the wheels are locked to each other. Budget-minded drifters may use a welded differential, where the side gears are welded to give the same effect as a spool. This makes it easier to break rear traction because it reduces maximum traction in all situations except traveling in a straight line. Welded differentials have an inherent risk involved, due to the tremendous amounts of internal stress the welds may fail and the differential completely locks up leaving the rear wheels immobilized. Helical torque sensing types such as the Torsen or Quaife (available on cars in certain stock trims such as S15, FD3S, MX-5, JZA8x, UZZ3x) differentials are also adequate. The clutches on drift cars tend to be very tough ceramic brass button or multiple-plate varieties, for durability, as well as to allow rapid "clutch kick" techniques to upset the balance of the car. Gearbox and engine mounts are often replaced with urethane or aluminum mounts, and dampers added to control the violent motion of the engine/gearbox under these conditions. Gearsets may be replaced with closer ratios to keep the engine in the power band. These may be coarser dog engagement straight cut gears instead of synchronised helical gears, for durability and faster shifting at the expense of noise and refinement. Wealthier drifters may use sequential gearboxes to make gear selection easier/faster, while sequential shift lever adapters can be used to make shifts easier without increasing shift time.
Suspension
The suspension setup on a drift car tends to be set up similar to a road racing car. High spring rates are used for more predictable weight transfers. Stiff sway bars are used to reduce lateral body motion, and to fine tune inside/outside wheel loading. Adjustable dampers are used to tune transient responses, particularly for the rear for fine tuning drift transitions from side to side. Adjustable suspension links are commonly used to adjust camber, toe, and caster for better entry response, lateral grip, and stability. Chinese and Taiwanese manufactured suspension components are popular in contemporary drifting, mainly due to their afforability compared to more bespoke products from Europe and Japan. Although high end suspension is still popular at competition level drifting, there are numerous competitors using entry level coilover suspension with success.
Cockpit
Because of the large centripetal force encountered during drifting, drivers find it preferable to be retained firmly by a bucket seat, and harness. This allows the hands to merely turn the wheel, as opposed to bracing oneself against the wheel. The steering wheel should be relatively small, dished, and perfectly round, so that it can be released and allowed to spin through the hands as the caster returns the front wheels to center. The locking knob on the hand brake is usually replaced with a spin turn knob, this stops the hand brake locking on when pulled. Some drivers move the hand brake location or add an extra hydraulic hand brake actuator for greater braking force. Many drivers make use of additional gauges to monitor such things as boost levels, oil, intake and coolant temperatures.
Engine
Competitive level drift cars run anything from turbocharged 4-cylinder engines, to big-displacement V10 engines. The power produced can range anywhere,from 400hp to even 1000hp+, even though peak horsepower figures are not necessarily beneficial. Larger-displacement engines are typically in favor. These engines can be tuned in a manner where peak horsepower is reduced in order to have a wider torque band for easier throttling in any circumstance and have greater reliability.
Steering
S13 Silvia bay with modifications for drifting.
Steering angle and geometry is often modified to increased steering angle so that it is possible for the car to achieve greater drift angle and aiding in spin recovery. Modified steering racks/tierods, and revised steering knuckles that effect ackerman angle are common. With the combination of well set up suspension and tire selection, many cars are capable of achieving a 90-degree drift without spinning out.
Body
Chassis preparation is similar to a road racing car. Roll cages are sometimes employed for safety, and to improve the torsional rigidity of the car's frame, but are compulsory in events that involves the 2+ cars' tsuiso runs in the event of a side collision. Front and rear strut tower braces, B-pillar braces, lower arm braces, and master cylinder braces are all used to stiffen the chassis. The interior is stripped of extraneous seating, trim, carpet, sound deadening; anything that is not essential is removed to reduce weight.
Cleaning up severed bumpers during drift meet.
Body kits are often attached with cable ties. When the body kit meets the wall or curb, the cable ties snap, releasing the part, as opposed to breaking it. As drift cars are pushed faster, aerodynamic tuning becomes more important as well. Rear spoilers and wings usually are useful only in large, open tracks where the cars develop enough speed to create a need for more downforce. Wheel arches are often rolled or flared to allow the fitment of larger tires. Airflow to the engine is critical, so the hood is often vented. Due to the nature of the hobby, drift cars are typically involved in many minor accidents.
Tires
Competitive drifters often run DOT-approved tires closer to racing tires, which is permitted, with the exception of some major championships including D1GP which only permits commercially available tires that are approved by them. Professional drifting has come to a point where the maximum amount of tire grip is necessary to be competitive in terms of sustaining speed, and stability in a drift. Grassroot level Japanese cars with low horsepower quite often have different tires on the front and back. The tires with more grip are used up front and harder compounds in the rear to be able to spin the rear wheels in a higher gear while still being able to maintain a relatively moderate speed in a drift.
R/C drifting
R/C drifting refers to the act of drifting with a radio-controlled car. R/C cars are equipped with special low grip tires, usually made from PVC or ABS piping. Some manufacturers make radial drift tires that are made of actual rubber compounds. The car setup is usually changed to allow the car to drift more easily. R/C drifting is most successful on 4WD (Four wheel drive) R/C cars. Companies such as Tamiya, Yokomo, Team Associated, and Hobby Products International[12] have made drift cars and supported the hobby.[13]
S13 Silvia - tire stretched over a wide rim, increasing sidewall rigidity. The rim has a low offset to increase track.
Drifting in the media

Film
One of the key sources responsible for the international spread of drifting is the Japanese anime series Initial D, which features Takumi, a school boy who learns to drift on the Mt. Akina touge (mountain pass) when delivering tofu for his father's business. Hollywood embraced the drifting subculture in the film The Fast and the Furious: Tokyo Drift, which is based solely on drifting. Paul Newman's character Doc Hudson, a 1951 Fabulous Hudson Hornet in Cars (2006), uses drifting techniques on a dirt track in the desert to demonstrate his skills to sceptical NASCAR rookie Lightning McQueen.
Web
Drifting is covered by several large international websites such as OMGDrift, WhatMonstersDo [14], Speedhunters [15] , MotorMavens [16] and Motoiq [17]. Events such as Formula D are also streamed live over the web.
Computer/console gaming
Driftings popularity in computer games extends back to early arcade racers where the techniques for games such as Sega Rally and Ridge Racer involved drifting. The technique is now considered mainstream in modern games in all their forms. In-game communities have developed in games such as Forza Motorsport and Gran Turismo, made up of teams who battle in user-created tournaments.
Drifting (motorsport) Drifting also features heavily in the Need for Speed franchise (notably games since Need for Speed: Underground), Grid, the Juiced franchise and in Japanese domestic console games such as Initial D: Extreme Stage (PS3), which is based solely on drifting. Browser-based games include NZ Performance Cars Drift Legends [18] (the first online game to feature real racetracks, and now ported to iPhone/iPod touch[19]), and Mercedes-AMGs Wintersport Drift Competition [20] (the first manufacturer-backed drifting game). Drifting games for mobile devices are readily available from major manufacturers. Corporate support behind such games demonstrates the increased value advertisers are putting on driftings reach into key demographics.
Documentaries
High Performance Imports. Volume 10, features Australian journalists from express publications, and Australian professional drifter Darren Appleton travelling to Japan, purchasing a drift vehicle (Nissan R32 GTS-T 4-door), travelling with the likes of D1 champions and entering a drift event.[21]
References
[2] http:/ / www. youtube. com/ watch?v=OVyxHVhNNgY [3] Super Street, Issue 4, December 1996 [5] Drift Mania! Inaugural D1 Grand Prix presented by Yokohama August 31, 2003 (http:/ / www. turbomagazine. com/ features/ 0401tur_drifting_inaugural_d1_grand_prix/ index. html), Turbo Magazine. Retrieved August 25, 2007. [6] Savage, J. (2010), "Tuner Cars", Edge Books [8] Alvendia, A. (2006), "Drifting Sideways: From Japan To America", Motorbooks [9] Schuette, S Drift Cars, Capstone Press, 2007 [10] Article on Driftworks blog - What sort of cars make good drift cars? (http:/ / www. driftworks. com/ drifting/ ) [11] Article on Trampdrift - What to buy (http:/ / www. trampdrift. eu/ index. php?option=com_content& view=category& layout=blog& id=51& Itemid=60) [12] HPI R/C Drift Videos (http:/ / www. hpieurope. com/ tv13/ ?channel=9& src=wikipedia) and Guide to R/C drifting (http:/ / www. hpieurope. com/ walk. php?lang=en& id=19) [14] http:/ / WhatMonstersDo. com [15] http:/ / Speedhunters. com [16] http:/ / MotorMavens. com [17] http:/ / Motoiq. com [18] http:/ / www. driftlegends. com/ [20] http:/ / www. mercedes-amg. com/ webspecial/ games/ drift_comp/ [21] Ellis, Ben et al. (2008), High Performance Imports volume 10 (DVD), Express Motoring Publications
Opposite lock
Opposite lock
Opposite lock, also commonly known as counter-steering,[1] is a colloquial term used to mean the steering associated with the deliberate use of oversteer to turn a vehicle rapidly without losing momentum. It is typified by the classic rallying style of rear-wheel drive cars, where a car appears to travel around a tight bend sideways. The terms "opposite lock" and "counter-steering" refer to the position of the steering wheel during the maneuver, which is turned in the opposite direction to that of the bend. The technique works best on loose surfaces where the friction between the tires and the road is not too high, but can also be used on asphalt or other surfaces with high friction if the vehicle has enough power to maintain speed. Before entry to the bend, the car is turned towards the bend slightly, but quickly, so as to cause a rotating motion that induces the rear of the car to slide outwards. Power is applied which applies further sideways movement. At the same time, opposite lock steering is applied to keep the car on the desired course. As the car reaches the bend it will have already turned through most of the needed angle, traveling sideways and losing some speed as a result. A smooth application of power at this point will accelerate the car into the bend and then through it, gradually removing the sideways component of travel.
A diagram showing the use of opposite lock steering. Note the angle of the front wheels. This car is traveling up and to the right. Blue indicates right steer, red left steer.
For front-wheel drive vehicles, there is much less natural tendency for the rear wheels to break traction because they are not transmitting power, so often such vehicles are set up with a strong bias to the rear brakes, allowing the driver to control traction using the brake pedal. The brake bias (front/rear) may be continually controllable by the driver using a hand lever. Left-foot braking is the favoured technique for using opposite lock in a front drive vehicle. Opposite lock can be a useful technique for saving a car from a loss of control such as an unintentional skid. A related technique is the handbrake turn, in which the rear wheels are deliberately locked in order to break the friction between the tires and the road, allowing the car to be spun around a very tight bend or junction, etc.
References
[1] Drift Bible Drifting Technique Drift Japan (http:/ / driftjapan. com/ blog/ entertainment/ drift-bible/ )
External links
How to Drift a Car - Counter-steering (http://www.notelay.com/articles/how_to/how_to_drift_a_car_2/)
Scandinavian flick
Scandinavian flick
The Scandinavian flick, Finnish flick, Manji Drifting, or Pendulum turn, is a technique used in rallying. While approaching the turn, the driver applies a slight steering input to the opposite direction of the turn, then steering into the turn, while sharply lifting off the throttle and (in some cases, depending on speed and type of layout) lightly applying the brakes. This will cause the car to slide sideways facing slightly away from the turn. Then steering input is applied towards the turn and as the driver releases the brake pedal while still holding down the throttle the car will slingshot itself around the corner to the desired direction. Of course, countersteering will again be required to control the induced oversteer. A recent research paper initiates a mathematical analysis of this technique.[1]
Scandinavian flick
This technique is used to help the driver get around corners that have an increasing radius, but it is also used as a show off as the result of the flick involves the car oversteering heavily.
Origin of the name

Though it's not clear who was the first one to invent it, the technique is named after the Scandinavian rally drivers of the '60s who widely used it. The front wheel driven cars of 60's, like the Mini, were easier to turn in if brake pedal was stabbed to induce weight transfer from rear to front and rear grip reduced until it started to slide. The "flick" part comes from the technique of "flicking" the wheel in a direction opposite of the turn to build up angular momentum. The Scandinavian rally drivers were, and still are, predominantly the best drivers in Europe for driving in ice and snow conditions, due to their inclement weather in winter months. Because they drive on ice and snow regularly, they were the first drivers to develop techniques to drive at speed in these slippery conditions. The Scandinavian flick was first used by drivers such as Ari Vatanen and Rauno Aaltonen in WRC events on non-cold weather surfaces, and as such, the name has stuck. Since the concept was understood and developed, it has also found its way into drifting and tarmac driving event, even as far as Australia where it has been seen used to induce oversteer in V8 Supercars.
Physics involved
Every time a vehicle turns, the vehicle resists the change of direction due to inertia. This resistance results in a phenomenon known as understeer, which seems to push the vehicle outward during the turn, this is due to the loss of traction between the front (steering) wheels and the road surface. This is particularly noticeable in Front Wheel Drive vehicle, as the drive to the wheels for a given throttle input overcomes the traction of the tire to the road surface (more power to the driven wheels creates more loss of traction, hence powerful Front Wheel Drive vehicles suffer with understeer). This is partially neutralized by the friction between the tires and the road, so the vehicle rather tilts than slides, but ultimately the front wheels will break traction in a corner. In some rear wheel driven vehicles, the suspension geometry is set up to create "push on" understeer, as this is easier to deal with for the driver than un-predictable and harder to address oversteer). As you abruptly flick the steering wheel in the opposite direction, the inertia of the vehicle that has been trying to slide in the opposite way is added to the force applied by the engine and the friction of the front wheels, thus exceeding the force necessary to break traction between the tires and the tarmac. Since most cars have their engines in the front, the load on the rear tires is less, so they break traction first, effectively causing the rear to slide out. Suddenly lifting the throttle causes additional weight transfer to the front, making the load on the rear wheels even less.
Scandinavian flick
10
Real life usage

Most cars today are FWD and are prone to understeer. This makes a vehicle stable at high speed but requires larger steer inputs near the limits of adhesion. Skilled drivers are able to allow for understeer by using a maneuver similar to the Scandinavian flick, though with less steering input and control the possible slide by using an opposite lock. In the best of cases, the driver would use the inertia of the feint to make the car enter the bend without initiating a slide. This requires excellent knowledge of the specific car. However, less skilled drivers must not attempt to use this technique, as it can prove very dangerous. The ability of a vehicle to handle sudden changes in direction at high speeds without sliding or rolling over is assessed through the so-called Moose test. This scenario occurs when the driver is trying to avoid an obstacle (allegedly a moose, or any other large animal that may appear on the road) in his or her lane and then returning to the lane to avoid oncoming traffic. The succession of sharp turns in opposite directions combined with lifting off the throttle is exactly how the Scandinavian flick is performed. Since the technique is used at race speeds, it's not normal for a vehicle to start a slide while driving at cruise speeds. It is possible to induce oversteer at 30mph (50km/h), which is well in the cruise speed range. However, it is not likely that in real life the driver would change the steering input from hard left to hard right within 2 seconds. Of course, when driving in winter in Nordic countries, one can utilize flick even at low speeds. This technique is trained by some countries in the Scandinavian/Nordic regions during basic driver training. It may also be trained in the UK for professional drivers (Police, Emergency Medical Response, Military) who may be required to drive on snow tires in ice/snow conditions, as a vehicle can behave differently and require different driver skills in winter conditions. It is frequently used by former racing driver Tiff Needell on the motoring programme Fifth Gear and previously during his time as a presenter on Top Gear. It was also used in the BBC television series Top Gear, in which Richard Hammond tries to achieve the Scandinavian flick whilst cornering in his "lightweight, mid-engined" Suzuki Super Carry. The result was a less than spectacular roll-over to its side.[2] Additionally, it is featured on Top Gear in an episode in which James May hones his rally skills in the woods and snowy landscape of Finland.
Usage in drifting
In terms of drifting, the Scandinavian flick is classified as a weight transfer drift. It is also known as a Feint drift or Inertia drift. It's widely used in rallying, because it is simple to perform and does not require engine power, nor does it cause a loss of speed at the exit of the corner. A drawback of the technique is that it requires somewhat wider tracks than the other drifting techniques. Many drift drivers will utilise the feint or weight transfer drift on track, in order to send the rear of their car into a more accentuated drift where the track width allows them. In most situations, this is preferable to drivers of lower powered cars, who cannot induce a drift with engine power alone, but it is also useful to drivers of turbo charged cars, when they find that their car is not "on boost". Many Japanese based vehicles use smaller capacity engines with larger turbos, so can "fall" off the power band created by the forced induction. The alternative methods to create power pre-corner include the feint drift incorporated with a "clutch kick", which starts the weight transfer, but allow the engine to free-rev and create boost pressure in the turbo to create more power to break the traction of the rear wheels when the clutch re-engages on the drivetrain with the car unsettled.
Scandinavian flick
11
Dangers
There are two basic dangers when performing the Scandinavian flick If the center of gravity is too high (as in a SUV or a tall van), there's a great chance the vehicle would roll over instead of sliding. It takes practice to learn how to control the vehicle during the slide. A less experienced driver would be prone to overcompensating for the slide and driving off the bend. Also, a drift is not likely to occur if the camber of the rear wheels is set too negative. On the other hand, if the camber of the front wheels is set too positive, they will break traction in the same moment the rear ones do, so the car will slide uncontrollably rather than pivoting around the front wheels.
References
[1] Efstathios Velenis, Panagiotis Tsiotras and Jianbo Lu, "Modeling Aggressive Maneuvers on Loose Surfaces: The Cases of Trail-Braking and Pendulum-Turn," European Control Conference, Kos, Greece, July 2-5, 2007 (http:/ / www. ae. gatech. edu/ people/ ptsiotra/ Papers/ ecc07a. pdf)
External links
Keiichi Tsuchyia's Drift Bible Part 2 (Weight transfer drifts, including feint drift) (http://youtube.com/ watch?v=rOZcrycFP_0)
Tafheet
Tafheet (), or Hajwalah ( )and Farfarah ( )popularly known elsewhere in the world as Arab, Saudi or Middle East drifting, is a criminal motorsport phenomenon that ideally involves trying to drift a high performance car or a full-size sedan at very high speeds around 160 250km/h (110-155mph) across wide highways throwing the car left and right. In the process, racers often drive dangerously close to traffic, barriers, and spectators watching from the sides without any protection. Drifters usually drive and damage local rental vehicles, minimising personal cost. Rarely are purpose built drifting engine and suspension packages used or twin hydraulic handbrakes fitted. Tafheet driver practice and events are generally seen on the wide sectioned highways of Riyadh, Saudi Arabia. The technique does not involve recognised high speed rally racing skills e.g. high speed cornering using power slides. But instead the skill involves sliding around on a wide flat straight road section at high speed, drifting sideways and recovering with opposite lock repeatedly. Tafheet practice and events occur with little to no concern for any vehicle occupants, other drivers or any spectator safety.
Culture
Etymology
Some of the more popular tafheet techniques include: "Ta'geed": turning the car a full 360 degrees while driving on low traffic volume highways. "Tanteel": which is repeatedly creating a slide and recovery with opposite lock at high speed on low traffic volume highways. "Tatweef": these manoeuvres are taken at very high speed up to 250kph [155mph] on busy public highways risking collision with the traffic. Tatweef, is the rarest skill, because death and major injury occur before 47% of the driving ability is gained.
Tafheet
12
Vehicles
The cars are generally from rental services and are basic low cost front wheel drive vehicles, minimising personal cost and repair liability. The most popular cars including Hyundai Sonata, Honda Accord, Toyota Camry, Nissan Altima and Mazda 6. Some drifting is done with RWD cars, such as the BMW 7 Series, Holden WM Caprice, Holden VE Commodore and Infiniti M. Less popular are vehicles with a higher centre of gravity and better grip, 4WDs, Subaru Legacy (4WD models). At times expensive mid-engined sports cars are available, such as Porsche Boxster or Ferrari F430, these type of cars are preferred, but rarely rented or owned by young drivers. Drifting with trucks, SUVs, and high performance motorbikes has also been known to occur, but limited because of the extremely high risk.
Response
Often the police receive reports about high speed drifting from concerned citizens demanding an arrest because of the risk to public safety. The drifters are rarely caught as the events are organised using an illegal spotter or spotters who use mobile phones to disband the vehicle activity before the Police arrive on the scene. Although the Police response to this highway terrorism is rapid and extensive, investigations often prove pointless, as generally the spectators and drivers have left or are dispersing into regular traffic when they Police arrive. Videos of Tafheet events are often uploaded onto the internet to be seen by the spectators and drivers. These uploaded video give drivers kudos within the culture even after vehicle damage, major injury or fatality and naturally after successful high speed skill displays. Tafheet is clearly a risk taking outlet in a wider culture that carries few other channels for undeveloped male energy. Tragically it terrorises other highway users who are unaware of the event until they are in the middle of it and at risk of death or major injury. In June 2012, a Saudi youth was sentenced to death by beheading for killing two people while drifting his car near Riyadh.[1]
References
[1] Saudi court sentences joyrider to death by beheading for killing two people during 'Fast And The Furious-style drifting' car stunt (http:/ / www. dailymail. co. uk/ news/ article-2164979/ Saudi-court-sentences-joyrider-death-beheading-killing-people-drifting-car-stunt. html?ito=feeds-newsxml)
Meehan, Sumayyah (2008), "The 'Arab Drift'" (http://muslimmedianetwork.com/mmn/?p=1730), Muslim Media Network, retrieved 2009-11-10
Tge
13
Tge
Tge or Touge () is a Japanese word literally meaning "pass." (Pronounced as "Toe-Geh") It refers to a mountain pass or any of the narrow, winding roads that can be found in and around the mountains of Japan and other geographically similar areas, like the legendary Nordschleife in Germany. In order to decrease the incline of mountain roads, thereby making them easier for commercial trucks to pass, engineers place a series of S bends in steep roads that provide access to and from high mountain elevations. These passes have become popular with street racers and motorsport enthusiasts because they provide a challenging, albeit dangerous, course.
Racing
There are 3 main types of tge battles:[citation needed]
Takenouti-Pass in Nara
Cat and mouse/sudden death

The cars start almost bumper to bumper (one in front of the other). The lead car wins if the space between the cars increases considerably, while the following car wins if they decrease the gap between the lead car. If any car spins out or crashes, the other car wins the race. In the event of the following car keeping pace, the race is usually rerun with the positions swapped. This style of battle is often chosen when the road isn't wide enough to allow passing, but if the car in front does indeed somehow get passed, the overtaken car loses if he does not re-pass.
Dark toge Osaka
Grip Gambler
If the road is wide enough, this method comes into use. Instead of the lead and chase type of start, the cars are lined up next to each other. If there exists a power handicap, a rolling start would be employed up until the 1st turn. Whoever is in the lead at the end of the "tge" road, is the winner. Then if the chaser manages to keep up they switch rolls until someone wins.
Time attack/ghost battle

Ghost battles are challenges in racing. Opponents do not actually race at the same time, instead, they are timed separately over a particular length of road and the racer with the quickest time wins. Spontaneous tge battles may also be initiated by random encounters between racers on the street. The challenge is communicated through the use of the hazard lights, then, depending on the race setting, one of the first two tge types is chosen for the battle.
Tge
14
Misconceptions
Stemming from this surge in popularity, the term has been pirated and misused by overzealous enthusiasts (often incorrectly as a verb) to erroneously describe almost any event involving street racing, even when there are no mountain passes involved. Another common mistake is the association of drifting with tge, implying at times that the words share the same definition. While drift is considered a style or form of driving, tge does not necessarily have any binding relationship to motorsports. Drifting can be used on the tge to prevent the chaser from following their proper line. For example if the lead car were to drift, it would eliminate about 60 percent of the chaser's possible lines forcing them to choose slower lines that cannot be predicted. Also in doing this one can cause the chaser to slow down in order not to crash into the drifting car in front, which might cause complications due to keeping rpm's high and traction and all other variables to consider in slowing down for a corner. Tge in Time trial format could be said to be a subset of Tarmac Rally. With the Rallye Monte Carlo and Tour de Corse demonstrating the parallel, separated only by cultural heritage.
Media
Tge racing's notoriety outside of Japan may be largely attributed to entertainment media such as Initial D (originally manga, and later anime, and in 2005, live action under the Chinese title Tou Wen Zi D( D) [1]) Race Driver: Grid also features Tge. There is 'Touge' which is an event in which the driver must race twice, once up and once down the mountain, and there is also "Midnight Touge," which takes place during the night and only features one race, either up or down the mountain.
References
[1] http:/ / www. imdb. com/ title/ tt0439630
Radio-controlled drifting
15
Radio-controlled drifting refers to the act of drifting with a radio-controlled car (R/C car). R/C cars are equipped with low-traction tires to aid in the ease of inducing and maintaining controlled oversteer. Car setups are often modified to allow the car to drift more easily, by replacing motors, shocks, tires, weight balance, brakes, and other factors. R/C drifting is typically performed with four wheel drive (4WD) electric R/C cars, although some practitioners use gas-powered (Nitro) R/C cars and/or rear-wheel drive vehicles. As a hobby, radio-controlled drifting is one of many variations of R/C Competition for radio-controlled drifting in car types and activities. Informal or formal practice events and Bienal do Automvel exhibition, in Belo Horizonte, Brazil. competitions are held worldwide. When one judging R/C drifting competitions, R/C drifting typically follows the guidelines and judging criteria set by professional drifting organizations like the D1 Grand Prix. These judging criteria often include drift factors such as drift line, drift angle, speed, and show factor. Some R/C drifting competitions include the use of "tsuiso" or tandem-drift competition in which competitors are paired together to drift in a lead-chase format. This hobby was founded in Japan. Today rc drifting can be found everywhere in the world. Many rc drift teams have been formed. One of the most known group is Hyper Drift of Hawaii. One of the driving force behind the hobby is Tamiya & HPI Racing. They have worked with many other companies. Also have made some of the biggest rc drift events in the US. Groovy Drift was one of the founders of this hobby in the American West-coast market. R/C Drift Network, formally known as SIRCCC, has been the driving force in the Eastcoast, putting on events for HPI Racing/NOS Energy Drink @ Formula Drift and Xtreme Drift Circuit. Building the first R/C Drift track on the Eastcoast in Midland Beach on Staten Island, New York. The drift scene is definatelly here to stay. Today there many other drift teams making their mark such as Toxic Drift from New Jersey, Driftslyvania Productions from Pennslyvania.
Tires
Unlike R/C racing where rubber or foam tires are constantly changed and have short life spans, R/C drifting can be done with tires made of ABS plastic piping.[1] ABS piping can be purchased pre-cut from various R/C drifting companies or you can also fabricate your own tires with ABS piping purchased from a plumbing or hardware store. For 1/10 scale R/C vehicles, 2-inch-diameter (51mm) ABS piping fits snug over the appropriate wheels for that scale vehicle. Drift tires can also be created out of white PVC piping due to the inherent frictionless behavior exhibited by PVC on concrete; however, the inherent white coloration of the material can be undesirable. Some users will paint these wheels to compensate. Most pre-fabricated drift tires are made of rubber, plastic or polymers and come in many varieties of traction as well as tread. ABS tires last for hours, and PVC for longer, due to their physical hardness. Other types of plastics such as PVDF, PE, PP and their derivatives are also used due to their amount of traction and sliding combination. Fabricated drift tires are comparatively cheaper than manufactured drift tires. Manufactured drift tires promised a more realistic and controllable driving experience under certain circumstances. There are many makers of drift tires especially from Japan as the main source of RC drifting. The development of tires within Japan itself is staggeringly fast compared to the rest of the world that have little access and yet couldn't relinquish its dependencies. This has reflected to less growth of development of drift tires either being use or make between the two sides. However, R/C drift is still a new art, and advances in the state of technology for drift tires are still in the works.
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Customization
A notable aspect of R/C drifting is the creation and customization of the vehicle body or shell. Using paint, decals, and other craft type items some enthusiasts make replicas of their favorite real-world drift cars or come up with their own unique designs. Additional aesthetic modifications include LED light kits, ground effects, wide body kits, FMICs (Front Mounted Intercooler), decals, flared guards, and roll cages so they can achieve a realistic looking drift car. The aesthetics of painting one's own car is also a point of interest for some hobbyists. Some will go as far to create their own shells. Another aspect in customization of a R/C drift car is the modification of the car's handling. Most R/C enthusiasts prefer of using "Counter-steer conversion", a kind of gear ratio customization by means of changing the default front and rear gear ratio settings, depending on the desired gear ratio to make a realistic drifts (usually seen of slower front drive and faster rear drive to make a rear wheel drive-like handling). However, some R/C companies doesn't support this kind of modification and doesn't give any qualification for their officially sponsored events because most enthusiasts can create this kind of modification from recycled parts or parts from third-party companies, that makes the R/C car out-of-warranty; so most of the R/C drifting events are usually in open category.
Videos
Many RC drifting hobbyists share videos of their racing and practice sessions on YouTube and other video sharing websites. RC drift videos on YouTube [2]
References
[2] http:/ / www. youtube. com/ results?search_type=& search_query=rc+ drift& aq=f
5.^ Yeah Racing TT-01 Conversion Kit ( for Drift & Touring) (http://www.yeahracing.com/catalog/ cktt01ebu-conversion-upgrade-version-tamiya-tt01-tt01e-p-2448.html)
Initial D
17
Initial D
Initial D
The cover of the first tankbon volume, released in Japan on November 6, 1995. D (Inisharu D) Genre Drama, Racing Manga Writtenby Publishedby English publisher Shuichi Shigeno Kodansha
AUS
Madman Entertainment
NA
Tokyopop Demographic Magazine Original run Volumes Seinen Young Magazine 1995 ongoing 46 Anime television series Directedby Studio Licensedby Noboru Mitsusawa Studio Comet, Studio Gallop
AUS
NA
FUNimation Entertainment Network English network Fuji TV, Animax

AU
Cartoon Network (Adult Swim)

SEA
Animax Original run Episodes April 18, 1998 December 5, 1998 26 Anime television series Initial D Second Stage Directedby Studio Shin-ichi Masaki Pastel
Initial D
18
Licensedby
AUS
NA
FUNimation Entertainment Network English network Fuji TV, Animax

SEA
Animax Original run Episodes October 14, 1999 January 6, 2000 13 Original video animation Initial D Extra Stage Directedby Studio Released Runtime Episodes Shishi Yamaguchi Pastel February 22, 2000 February 29, 2000 25 minutes (each) 2 Anime film Initial D Third Stage Directedby Studio Licensedby Noboru Mitsusawa Studio Deen
AUS
NA
FUNimation Entertainment Released Runtime January 13, 2001 105 minutes Original video animation Initial D Battle Stage 1 Directedby Released Runtime Shishi Yamaguchi May 15, 2002 45 minutes Anime television series Initial D Fourth Stage Directedby Studio Licensedby Tsuneo Tominaga A.C.G.T
AUS
NA
FUNimation Entertainment Network Animax, Sky PTV
Initial D
19
Original run Episodes April 17, 2004 February 18, 2006 24 Original video animation Initial D Battle Stage 2 Directedby Released Runtime Tsuneo Tominaga May 30, 2007 45 minutes Original video animation Initial D Extra Stage 2 Directedby Studio Released Runtime Tsuneo Tominaga A.C.G.T October 3, 2008 55 minutes Anime television series Initial D Fifth Stage Directedby Studio Network Original run Mitsuo Hashimoto Synergy SP Animax November 4, 2012 ongoing Film Initial D
Initial D ( Inisharu D) is a Japanese manga series written and illustrated by Shuichi Shigeno. It has been serialized in Kodansha's Young Magazine since 1995, with the chapters collected into 45 tankbon volumes to date. The story focuses on the world of illegal Japanese street racing, where all the action is concentrated in the mountain passes and rarely in cities nor urban areas, and with the drift racing style emphasized in particular. Professional race car driver and pioneer of drifting Keiichi Tsuchiya helps with editorial supervision. The story is centered on the prefecture of Gunma, more specifically on several mountains in the Kant region and in their surrounding cities and towns. Although some of the names of the locations the characters race in have been fictionalized, all of the locations in the series are based on actual locations in Japan. It has been adapted into several television anime and original video animations series by OB Planning, Studio Comet, Studio Gallop, Pastel, and A.C.G.T. A live action film by Avex and Media Asia was released in 2005. Both the manga and anime series were initially licensed for English-language distribution in North America by Tokyopop (20022009),[1] though the anime license has since been picked up by Funimation Entertainment, while the manga is no longer available in English.
Initial D
20
Synopsis
High school student Takumi Fujiwara works as a gas station attendant by day and a delivery boy for his father's tofu shop early in the morning. He never knew that those nights delivering in his father's modified Toyota Sprinter AE86 Trueno (colloquially known as the "Eight-Six") had given him precise driving skills to make him a formidable driver and prodigy. Meanwhile, a team of street racers called the Akagi RedSuns come to challenge Mt. Akina's local team, the Akina SpeedStars, to a "friendly" race. After watching how skilled the RedSuns are, the SpeedStars become determined not to be humiliated on their home turf. However, the SpeedStars are left in a bind when their leader, Iketani, has an accident during a practice run. They were desperate for a replacement until Iketani learns from his employer that the fastest car in Akina's downhill is an Eight-Six owned by a tofu store owner. He discovers that the store's owner, Bunta Fujiwara, was a street racer of great repute in his younger days. Iketani appeals to the older man to take his place in the race against the RedSuns. When the race day comes, Takumi appears with his Trueno instead. Takumi proceeds to defeat Keisuke Takahashi and puts an end to the RedSun's winning streak. Despite being originally apathetic about the notion of racing, Takumi begins to grow more interested as he receives other challenges, and begins to understand the concept of a street racer's pride. He then proceeds to defeat drivers in more advanced and more powerful cars. He defeats them in all sorts of conditions culminating in the battle between him and the RedSun's leader, Ryosuke Takahashi. After the race ends, Ryosuke acknowledges Takumi is indeed fast and advises to Takumi "...there's a much bigger world out there." Sometime afterwards, an all Mitsubishi Lancer Evolution team from neighbouring Tochigi Prefecture, called Team Emperor, starts dominating in the Gunma area. Initially with the RedSuns as their target, they race against Takumi after their leader (and Ryosuke's nemesis), Kyoichi Sudo, discover's his race against Ryosuke. Initially defeated, Sudo issues an impromptu rematch against Takumi. Initially declining, Takumi quickly changes his mind once he sees his girlfriend, Natsuki, with an older man. Enraged, he races against Kyoichi, which sees his Eight-Six blowing-out the engine. Sudo then challenges Ryosuke, who proceeds to defeat Kyoichi after noticing and exploiting Kyoichi's inability to tackle some right-hand corners with full confidence (due to the risk of a head-on collision). Meanwhile, Bunta knew that the engine in the Eight-Six was about to give out. In anticipation, he had already bought a new engine, Group A 4A-GE 20 valve. Bunta installs the engine without a new tachometer to teach Takumi the importance of learning mechanical knowledge and understanding why the car behaves as it does, though he has an instrument set ready for installation once Takumi knows of it. By this time Ryosuke approaches Takumi with an offer. Ryosuke has been putting together an expeditionary team featuring the best racers of the Gunma prefecture, and would like Takumi to join. Takumi doesn't want to decide whether or not to accept the proposal until he settles his score with Kyoichi. Takumi proceeds to Irohazaka to challenge Kyoichi and is able to prevent him from passing. Kyoichi, who takes great pride in his knowledge and ability to race on his home course, concedes defeat and also gave praise to the new Eight-Six. Although Takumi still believes it was more of a tie, he was more concerned about Kyoichi finally acknowledging the abilities of the Eight-Six. Kai Kogashiwa, the son of Bunta's old rival Ken, driving a Toyota MR2 (SW20) later challenges Takumi upon knowing he beat his original target, Kyoichi. He and his father planned to beat Takumi by using a line strategy his father had devised and used against Bunta. Bunta, knowing how Kogashiwa has used the special line factor before, predicted to Takumi that Kai would surely be in front by the later half of the race and proceeds to give Takumi some obscure advice on how to beat Kai. At the last moment before they reach the finish, Takumi realizes the meaning behind the advice given earlier by Bunta when he notices dead leaves piling up on one side of the road. Takumi puts his car past the shrubs and into the gutter to sling shot side-by-side forcing Kai to the side of the road where Takumi guesses the leaves would pile up on. As they pass the second bridge side-by-side airborne, Kai landed on the side of the road where the leaves had piled up, resulting in him losing control and spinning out right before the goal.
Initial D Meanwhile, Natsuki tries all she can to repair the damage she caused to Takumi. But this was placed in jeopardy when her ex-boyfriend, Miki, takes Natsuki under duress, even attempting to rape her near Lake Akina. Takumi, after hearing a few words of a call from Natsuki which was cut short, comes to the rescue. After finally reconciling as they graduate from high school, Takumi realises his dream to become a professional driver and joins Ryosuke's team: Project D. Starting in the Spring, Project D (comprising Takumi, Ryosuke as leader and strategist, Keisuke, and former members of the RedSuns) start travelling all over the Kanto region challenging the best the interstate scenes have to offer while at the same time, develop each of the driver's skills. They defeated local racing teams, professional drivers, a racing school and a Suzuki Cappuccino kei-car amongst other opponents. However, each of the drivers have problems all on their own. Earlier on, Takumi is beaten by a Subaru Impreza WRX (owned by Bunta) on his delivery run and induces a "4WD Complex" when he is forced to drive it on his deliveries. Meanwhile, Keisuke has to balance his commitments with Project D with the advances of an opponent and fellow FD driver, Kyoko Iwase. Takumi would face one of their hardest opponents in Ibaraki prefecture, against Toshiya "Godarm" Joshima and his theory of one-handed steering. Although Takumi "lost" the battle after damaging his suspension, Joshima would stop near the end as the rush of fatigue from the battle caused him to vomit. Takumi also learned a lot, even allowed to observe Joshima's technique from the passenger seat. Though he doubted that Takumi would start driving with one hand, he did believe he would master using the infinite lines to his advantage in future races. Coming into the final expeditions in Kanagawa, many things explored in earlier expeditions finally comes together as Project D faces off against Kanagawa's "Four Lines of Defence".
21
Characters
Takumi Fujiwara ( Fujiwara Takumi, "Tak") The main character of the series, Takumi develops his racing skills to be one of the fastest drivers in Kanto while driving an old Toyota Sprinter Trueno AE86. This is due to Takumi's job delivering tofu to Lake Akina every morning for 5 years (since 7th grade). Although Takumi believes this to be just a job, he had actually been manipulated subtly by his father into developing driving skills, without being fully aware of Bunta's intent. Voiced by: Shin-ichiro Miki (Japanese), Dave Wittenberg (Tokyopop)/Joel McDonald (English) Bunta Fujiwara ( Fujiwara Bunta) Bunta is the owner of the Fujiwara Tofu Shop and is the father of Takumi. He used to be the No.1 downhill racer in Mt. Akina years ago, but now guides Takumi's racing development. He is the original driver of the mysterious "Ghost of Akina" AE86 Sprinter Trueno that holds the record of the fastest downhill time at Akina. Later in the series, as Takumi used the Trueno more than Bunta, he buys a Subaru Impreza WRX, which Takumi alternates between the Impreza and his Eight-Six for deliveries. Voiced by: Unsh Ishizuka (Japanese), Kerrigan Mahan(Tokyopop)/Kent Williams (English) Ryosuke Takahashi ( Takahashi Rysuke, "Ry") Ryosuke is one of the most skilled drivers in the series as RedSuns/Project D's leader and older brother to Keisuke. He drives a Mazda Savanna RX-7 FC3S. Ryosuke is a very cerebral driver as he pours over technical data just like any professional driver and is able to tell what kind of modifications have been made to a car just by hearing it, and what a driver is capable of just by watching the car drift. He is also referred to as "Akagi's White Comet" ( Akagi no Shiroi Suisei) in reference to his early racing days. Voiced by: Takehito Koyasu (Japanese), Lex Lang (Tokyopop)/J. Michael Tatum (English) Keisuke Takahashi ( Takahashi Keisuke, "K.T.")
Initial D Keisuke is the number two driver for the RedSuns and the hillclimb ace for Project D. Keisuke drives a fini RX-7 FD3S, and is a skilled driver second only to his brother. Keisuke is a rather hot-headed and does not like losing. He isn't analytical like his older brother, but his ability to think less while he is driving, and to do only what he feels amazes Ryosuke. Because of his initial encounters with Takumi, he is Takumi's main rival. Voiced by: Tomokazu Seki (Japanese), Steven Jay Blum (Tokyopop)/Todd Haberkorn (English)
22
Media
Manga
Initial D Manga Japanese Release - 45 Volumes (1995 - ongoing, Vol. 45 released on July 6, 2012) Initial D Manga Tokyopop Release - 33 Volumes (20022009, expired license) The first Initial D volume was releasd in Japan on November 6, 1995 and has been translated officially into Chinese, French and English over its publication run.[2] As of 2013, 46 volumes have been published. The manga and anime were originally licensed for English releases in North America by Tokyopop. The company changed the names of the characters in the anime edition, and subsequently changed them in the manga to match.[3] These name changes were to reflect the name changes that Sega implemented into the western releases of the Initial D A Stage video games {see below} due to name length limits. Tokyopop also cut out a character's enjo ksai relationship with another and edited sex scenes, appearing in volumes 1 and 9 in the original manga. In addition, "street slang" was interlaced in translations (a drift was described as "slammin'", for example). The manga also had some translation errors. One example was the technical term "Wastegate" (which is a mechanism used to regulate the boost pressure generated by a turbocharger) that was translated as "West Gate". Another was an inaccurate explanation of how an engine's displacement is calculated (the explanation given is how a ship's displacement is calculated, which is totally different). Many of the explanations of automotive design and function, as well as the specification sheets of the various cars, were incorrect. In August 2009, Kodansha announced that they would not be renewing their licensing agreements with Tokyopop, citing "tense relations" between the two companies. This meant that Tokyopop could no longer release new volumes of Kodansha manga properties, nor re-release Kodansha titles that were already printed. Tokyopop ceased the release of Initial D after volume 33, which was released on December 30, 2008. Volume 34 had a scheduled street date of April 7, 2009, but never released.[4] There have been no announcements as to a new distributor in North America for continuing or restarting the manga.
Anime
Avex has released the anime in several parts called Stages. One noticeable feature is that it uses Eurobeat music as background music in race scenes. Initial D (referred to retroactively by fans as "First Stage") - 26 episodes (1998) Initial D Second Stage - 13 episodes (1999) Initial D Extra Stage - 2 episode OVA side-story focusing on Impact Blue (2000) Initial D Third Stage - a 100 minute movie (2001) Initial D Battle Stage - a 50 minute movie (2002) Initial D Fourth Stage - 24 episodes (20042006) Initial D Battle Stage 2 - a 1 hour movie (2007) Initial D Extra Stage 2 - a 50 minute OVA side-story focusing on Mako and Iketani (2008) Initial D Fifth Stage - 12 episodes (2012-)
In 1998, Initial D was adapted into an animated television series produced by OB Planning and Prime Direction. The first episode premired on Fuji TV on April 8, 1998.[5] The initial series ran for 26 weekly episodes with the finale
Initial D airing on December 5, 1998.[5] The second series, named "Second Stage", aired from October 14, 1999 to January 20 2000 with a one week break over the new year period. This was followed by animated feature film in 2001 and an OVA documenting all battles from the previous three stages, with the battles from First Stage being re-animated. In 2004, Initial D: Fourth Stage aired on SkyPerfecTV's pay-per-view service, airing two episodes back-to-back every two months. 24 episodes were made until the final episodes were aired in February 2006. Following Second Stage in 2000, Initial D: Extra Stage was aired as a spinoff to the original series. This story focused on the all-female Impact Blue team of Usui Pass and their point-of-view of the recent events of Second Stage and the upcoming Third Stage movie. This was followed by Extra Stage 2 in 2008, which look at the realtionship between Impact Blue's Mako Sato and Iketani of the SpeedStars (following on from the original side-story in the manga). Initial D: Fifth Stage is the latest instalment in the anime series. It has been announced that Animax will be broadcasting the series on their pay-per-view channel, Perfect Choice TV.[] The first two episodes aired on November 9, 2012. The rest of the episodes will be broadcast two per month.[] Since the anime's original run, Japanese musical group m.o.v.e has performed all of the opening and some ending themes of the series. This followed on from the success of one of their first hits, "Around the World", which was used as the first opening of First Stage. Their latest single to be used in the series is called "Raise Up" and its used as Fifth Stage's opening.[6] Like in the mange, Tokyopop change elements of the anime to suit Western audiences. As well as chage the names and used western slang, the company also changed the anime's music from the series' staple eurobeat tracks to originally developed tracks of rap and hip-hop via Stu Levy (DJ Milky), the Tokyopop CEO and an in-house musician.[7] In 2006, Funimation Entertainment announced that it would be distributing the DVDs of the anime (since Tokyopop's original distributor went bankrupt). This new distribution was marked by slightly revised packaging and two box sets corresponding to the licensed seasons Tokyopop had dubbed, although the DVDs themselves were exactly the same as the original Tokyopop release. Tokyopop had completed an English dubbed version of Third Stage, and reportedly screened it at the Big Apple Anime Fest on August 29, 2003.[8] They briefly mentioned that their version of Third Stage would retain the original Japanese soundtrack, in contrast to their treatment of the anime series. This version of the film was never released on DVD, nor was it ever mentioned by Tokyopop past the original announcement. At the New York Anime Festival 2009, Funimation Entertainment announced that it would be re-releasing and re-dubbing Initial D: First Stage, Second Stage, Extra Stage, Third Stage, and Fourth Stage. Their release included a brand new English dub and retained the original music from the Japanese in an uncut format. Funimation released the series out of order, with the Third and Fourth Stages releasing before the First and Second Stages.[9] Funimation has not specified whether or not they will dub and release Extra Stage 2 (the first Extra Stage was included in the Second Stage box set) or either of the Battle Stages.
23
Initial D
24
Games
Numerous arcade and other platforms video games have been released (note: The U.S. versions of the arcade titles are called simply "Initial D"). Initial D Arcade Stage / Initial D (2002 - Arcade (NAOMI 2)) Initial D Arcade Stage Ver.2 / Initial D Ver.2 (2003 - Arcade (NAOMI 2)) Initial D Arcade Stage 3 / Initial D Version 3 (2004 - Arcade (NAOMI 2)) Initial D Arcade Stage 4 / Initial D 4 (2006 - Arcade (Lindbergh)) Initial D Arcade Stage 4 Limited (2007 - Arcade (Lindbergh)) Initial D Arcade Stage 4 Kai (2008 - Arcade (Lindbergh)) Initial D Arcade Stage 5 (2009 - Arcade (Lindbergh)) Initial D Arcade Stage 6 AA (2011 - Arcade (RingEdge)) Initial D Arcade Stage 7 AAX (2012 - Arcade (RingEdge)) Initial D (1999 - Sega Saturn) Initial D (1999 - PS1) Initial D Gaiden (1998 - Game Boy) Initial D: Ryosuke Takahashi's Fastest Typing-theory (2001 - PS2) Initial D Another Stage (2002 - GBA) Initial D Collectible Card Game (2003 - Collectible Card Game) Initial D: Special Stage (2003 - PS2) Initial D Mountain Vengeance (2004 - PC) Initial D: Street Stage (2006 - PSP) Initial D Extreme Stage (2008 - PS3) Initial D RPG (Sony Ericsson mobile phone)
Feature film
A live-action movie based on Initial D was released on June 23, 2005 in Asia. The movie was jointly produced by Japan's Avex Inc. and Hong Kong's Media Asia Group. It was directed by Andrew Lau and Alan Mak, whose credits include the 2002 Hong Kong Blockbuster Infernal Affairs. The movie featured Taiwanese singer Jay Chou as Takumi Fujiwara and Hong Kong stars Edison Chen as Ryosuke Takahashi and Shawn Yue as Takeshi Nakazato. Despite many changes to the original story, the movie was met with critical acclaim and was nominated for multiple awards, including best picture, at the Hong Kong Film Awards and Golden Horse Awards, winning many of them.
Reception
Some fans of Initial D reacted negatively to the Tokyopop's extensive editing and changes made in the English language version of the manga. Similar reactions were made towards their English dub's script and voice acting, and the removal of the original music from the anime series. Tokyopop said that it was trying to Americanize the series so it could be aired on television, while at the same time keeping the Japanese spirit of the series.[10] According to Funimation officials, the re-release of the anime has "done well".[11] Reviews of the series note a marked improvement from the Tokyopop iteration, with most complaints leveled against the lack of anamorphic widescreen on the DVDs.
Initial D
25
References
[1] "TOKYOPOP Inc. Out of Print Titles." Tokyopop. 1 (http:/ / www. tokyopop. com/ corporate/ biz_dev/ 447)." Retrieved on September 10, 2009. [2] (http:/ / www. animenewsnetwork. com. au/ encyclopedia/ manga. php?id=1559& page=28) Retrieved January 26, 2013 [3] "Editors Note. Name Changes in Initial D, English Language Version." Initial D Volume 2. Tokyopop. [4] Tokyopop Confirms its Kodansha Manga Licenses Will End (http:/ / www. animenewsnetwork. com/ news/ 2009-08-31/ tokyopop-confirms-its-kodansha-manga-licenses-will-end). August 31, 2009. Retrieved March 27, 2012. [5] (http:/ / www. animenewsnetwork. com. au/ encyclopedia/ anime. php?id=395& page=25) Retrieved 26 January 2013 [7] Open letter from Tokyopop (http:/ / www. animenewsnetwork. com/ news/ 2002-07-13/ tokyopop-open-letter-regarding-initial-d). Retrieved 3 June 2006. [8] BAAF to Screen Initial D Third Stage (http:/ / www. animenewsnetwork. com/ news/ 2003-03-17/ baaf-to-screen-initial-d-third-stage) March 17, 2003. Retrieved March 27, 2012 [9] 2009 press release (http:/ / www. animenewsnetwork. com/ news/ 2009-09-25/ funimation-adds-x-tv/ oav-5-initial-d-anime-stages). Retrieved 25 September 2009. [10] " Tokyopop Open Letter regarding Initial D (http:/ / www. animenewsnetwork. com/ news/ 2002-07-13/ tokyopop-open-letter-regarding-initial-d)." Tokyopop at Anime News Network. July 13, 2002. Retrieved on September 28, 2009. [11] " Funimation's Live Feed from Otakon 10 (http:/ / bayoab. info/ live/ old. php?panel=148)." July 30, 2010. Retrieved on March 27, 2012.
External links
Initial D at Kodansha's official site (http://kc.kodansha.co.jp/content/top.php/02888/1000000111)
(Japanese)
Avex webpage for Initial D (http://mv.avex.jp/initial/initial.html) (Japanese) Initial D Fifth Stage Official Website (http://www.perfectchoice-pr.com/initial-d/) - Animax (Japanese) Initial D Arcade Stage Version 3.0 (http://initiald.sega.jp/english/) Initial D Games Official Website (http://initiald.sega.com/) - Sega Initial D Games Official Website (http://initiald.sega.jp/) - Sega (Japanese) North America Premier of the Live-action Initial D film (http://www.apafilm.org/2005/program_details. php?id=28) Initial D (http://www.animenewsnetwork.com/encyclopedia/manga.php?id=1559) (manga) at Anime News Network's Encyclopedia
The Fast and the Furious: Tokyo Drift
26

Theatrical release poster
Directed by Produced by Written by Based on Starring Justin Lin Neal H. Moritz Chris Morgan characters by by Gary Scott Thompson Lucas Black Sung Kang Bow Wow Brian Tee Nathalie Kelley Jason Tobin Vin Diesel Brian Tyler
Music by
Cinematography Stephen F. Windon Editing by Kelly Matsumoto Dallas Puett Fred Raskin Relativity Media Original Film Munich Pape Filmproductions Universal Pictures

Studio
Distributed by Release date(s)
June4,2006 (Universal City, California) June15,2006 (Australia) June16,2006 (United States and United Kingdom)
Running time Country Language Budget Box office
104 minutes United States English $85 million (est) $158,468,292

[] [1]
The Fast and the Furious: Tokyo Drift is a 2006 Japanese-American illegal street racing action film directed by Justin Lin and written by Chris Morgan. The film, featuring an all-new cast, was shot in Tokyo, and parts of Los Angeles, the latter often covered with props and lights to create the illusion of the Tokyo style. While Paul Walker and the rest of the actors from the original series are not in the film, Vin Diesel reprises his role as Dominic Toretto in a cameo at the end of the film, in a 1970 Plymouth Satellite with Roadrunner and GTX trim appearance. It is the third installment in the Fast and the Furious film series.
27
Plot
17-year old Sean Boswell (Lucas Black) is a social outcast from Alabama in his high school in Arizona with a passion for vehicles. His parents got divorced when he was young, and he has a police record due to reckless driving with two offenses. To avoid solitary confinement, he and his mother move frequently. One afternoon after school, a local rich student named Clay (Zachary Ty Bryan), mocks Sean's 1971 Chevrolet Monte Carlo after seeing him talk to Clay's girlfriend, Cindy. Sean insults him about his "daddy's Viper", which causes Clay to throw a baseball to shatter the rear windshield of Sean's Monte Carlo. Sean challenges Clay to a street race, and Cindy offers herself as the prize. The racetrack is set at a construction site. Sean drives through an alley to catch up, and he drives through an unfinished house. He passes Clay, who proceeds to use his car to ram into Sean. They both crash, causing massive damage to the buildings of the site, and are arrested soon after. Due to Clay and Cindy coming from rich families, they are able to get off with "not even a slap on the wrist," but Sean is charged with reckless driving and the destruction of the construction site. Because of his numerous brushes with the law in the past and tired of moving away all the time, Sean's mother sends him to Tokyo, to live with his dad, who is stationed there as a Navy officer. Upon arriving at his dad's home, he is warned by his dad not to stir up any trouble, and to not go anywhere near a car or he'll get deported back to the United States to go to jail. At his new school, Sean meets Twinkie (Bow Wow), an extremely business-minded fellow American immigrant, who sells pre-owned goods around the school, and he drives a custom-designed, but odd Hulk-themed 2004 Volkswagen Touran van. Twinkie introduces Sean to the drift racing scene in Tokyo at the parking lot reserved for street racers and audience. On the lot, Sean has a verbal confrontation with Takashi (Brian Tee) also known as "Drift King" or DK, because he was talking to DK's girlfriend, Neela (Nathalie Kelley), whom Sean met earlier in school. After the confrontation, Takashi challenges Sean to a race, and Han Seul-Oh (Sung Kang), Takashi's business partner, lends him his Nissan Silvia S-15. Due to Sean's lack of knowledge on how to drift, he is defeated by Takashi's Nissan 350Z and his skills, and destroys the Silvia. Han warns him not to leave town. Sean is also confronted by his father, and Sean agrees again to stay away from racing. The next day, Han meets Sean after school with his Mazda RX-7 (Veilside edition) and tells him that he must work for him to repay for the damage to his vehicle. Han becomes Sean's friend and teaches him to drift, giving him a Mitsubishi Lancer Evolution IX (with the WRC tuning) to represent Han in future races. Han explains to him that he is helping him because Sean is the only one who is unafraid of Takashi (calling him DK's "kryptonite"). Sean leaves his dad's house and bunks with Han, and learns that Han arrived in Tokyo to prevent conviction also. Sean soon masters drifting and gains some reputation after racing Takashi's right-hand man, Morimoto, and winning against him. Sean soon asks Neela out on a date, and learns she is an outsider because, when her mom arrived in Tokyo, she worked as a barmaid. After she died, DK's grandparents took Neela in, and she hooked up with DK. DK beats up Sean the next day, telling him to stay away from Neela. Angry after seeing Sean's bruises, Neela leaves Takashi, moving into Han's garage. One evening, Takashi's uncle Kamata (Sonny Chiba), a high-ranking member of the local yakuza, visits him and informs Takashi that the business is not meeting expectations, and Takashi realizes that Han has been nabbing some of his merchandise. Later that night, Takashi and Morimoto arrive at Han's garage and confront Han, Sean, and Neela about the goods, and Takashi pulls out his gun and theatens to shoot at Han. Twinkie causes a distraction, and Han, Sean and Neela use the moment to escape from the garage, with Morimoto and Takashi in close pursuit. The driving continues throughout the Tokyo community, with Han in the lead, Sean and Neela behind him, with Morimoto and Takashi chasing them. Morimoto closes up and tries to T-bone Sean over the road, but he misses, avoiding traffic and collides with an oncoming driver, killing him instantly. Takashi continues along, and he
The Fast and the Furious: Tokyo Drift manages to catch up with Sean, ramming him over the road. Han slams the brakes, switching the tables, with Sean heading on the front. Sean tries to help Han, but he finds himself in front of the large Shibuya square, honking to move the crowd, making a line to drift around the next corner. Takashi uses the moment and pulls an 180 spin, shooting on Han's windshield. Sean, noticing this, doesn't look at the traffic, and another driver rear-ends him. Meanwhile, Han pushes Takashi out of the road, and an oncoming car colides with him, flipping him over several times. Sean tries to help him, but Han's Mazda explodes, killing Han in the process. Horrified by this event, Sean and Neela retreat and get back to where Sean's dad lives, but Takashi shows up and attacks Sean. Sean gets the upper hand, but Takashi pulls his gun on him. Sean's father shows up on the scene, forcing Takashi to leave with Neela. Sean's father demands that Sean return to the United States, but Sean insists on staying to make things right. With help from Twinkie, Sean goes to the Yakuza neighborhood and returns Kamata's stolen money. Sean then proposes a race against Takashi to determine who will leave Tokyo. Kamata agrees to the challenge, but it will take place on DK's mountain, because he has been the only one to make it down all the way. The next day, Sean and Han's friends check Han's garage, but find that the police confiscated all of their cars, except for the Silvia Sean crashed. Sean takes the 1967 Ford Mustang GT which his dad found, and remodels it with the help of Twinkie and the rest of the crew, using the engine components of Han's Silvia. The group restores the Mustang to the original shape. On the mountain, Han's crew and Takashi's crew show up, gathering signal through local video calls to watch the race. Kamata shows up with Neela. One of Kamata's men gives the signal to start the race. Although Takashi takes the lead in front, Sean passes him a couple of times, to which Takashi responds by ramming him multiple times, trying to scare him off the mountain road. As the race progresses, Takashi almost totals his car trying to stop Sean from winning, but Sean gains the lead at the end of the race, managing to turn just before finish line as Takashi tries to ram him, sending Takashi off the cliff. As Takashi's crew pulls him from the totaled car, Sean crosses the finish line. Neela reunites with Sean, and Kamata lets them both go. Months later, Sean is now the Drift King. One night, Twinkie informs Sean that he has a challenger to a race who has become well known around Asia. Sean accepts when Twinkie says the challenger knew Han, and that he was family to him. The challenger turns out to be none other than Dominic Toretto (Vin Diesel), who is driving "the Hammer", an old custom-built silver 1970 Plymouth Roadrunner. Sean, driving a Nissan Silvia like Han's - already knowing Dominic's reputation - tells him that this won't be a ten second race. Dominic responds with a smile and says that he has nothing but time. The film ends as both cars race off towards the first straight.
28
Cast
Lucas Black as Sean Boswell, a 17 year old social outcast interested in illegal street racing. Bow Wow as Twinkie. He is Sean's first friend who he meets in Tokyo and who sells hustled American goods to classmates and introduces Sean to drifting. Nathalie Kelley as Neela, an Australian who is Takashi's girlfriend, but later on falls for Sean. Brian Tee as Takashi/"Drift King"/DK who is the illegal street racing champion prepared to humiliate Sean. Sung Kang as Han Seoul-Oh, Takashi's business partner (and old friend of Dominic Toretto) who befriends Sean and teaches him how to drift. Leonardo Nam as Morimoto, Takashi's closest friend and right hand man. Brian Goodman as Lieutenant Boswell, Sean's dad who works as a naval officer. Zachery Ty Bryan as Clay, the football quarterback of Sean's school whom Sean challenges at the beginning of the film. Nikki Griffin as Cindy, Clay's girlfriend, who suggests that Clay and Sean compete to win her. Jason Tobin as Earl, one of Han's friends. Keiko Kitagawa as Reiko, Earl's friend.
The Fast and the Furious: Tokyo Drift Lynda Boyd as Ms. Boswell, Sean's mom, who, fed up with moving her and Sean around, sends him to Tokyo, to live with his dad. Vin Diesel as Dominic Toretto, who makes an uncredited cameo appearance at the end of the film. Lee Black as the young sheriff's deputy.[2]
29
Production
"After I'd seen Better Luck Tomorrow, I knew Justin was a director I wanted to do business with. He was the first we approached, andhe loved the idea of filming it. This movie needed enthusiasm, and he was the director to do it. Absolutely tireless." Neal H. Moritz
[]
Neal H. Moritz, who had produced the two previous installments, began working in film in 2005. In June 8, 2005, Moritz hired Justin Lin to direct The Fast and the Furious: Tokyo Drift. [3] Lin recalled who wasn't intimately familiar with drifting when approached to helm the project, "I was in film school when The Fast and the Furious came out, and I saw it along with a sold-out crowd who just ate it up. What really excited me about directing this film was the chance to harness that energy--create a whole new chapter and up the ante by bringing something new to the table for the audience who loves action and speed." []
Technical
The S15 Silvia which Black's character trashes in his first race in Japan is depicted as having an RB26DETT engine swap which itself is donated to the Mustang. However, the car was actually powered by the S15's base SR20DET engine.[4] The Veilside Fortune body-kitted RX-7 driven by Sung Kang's character was originally built by Veilside for the 2005 Tokyo Auto Salon but was later bought by Universal and repainted (the original was dark red, not orange and black like in the film).[5] The car in which Vin Diesel's character appears at the end of the film is a highly customized 1970 Plymouth Satellite, Steven Strope's "Hammer", built for the SEMA show. It started life as a Satellite, but now is a GTX clone. SCC tested the cars of the film, and noted that the cars in Tokyo Drift were slightly faster in an acceleration match up with the cars from 2 Fast 2 Furious.[6] Notable drifting personalities Keiichi Tsuchiya, Rhys Millen, and Samuel Hubinette were consulted and employed by the movie to provide and execute the drifting and driving stunts in the film.[7] Tanner Foust, Rich Rutherford, Calvin Wan, and Alex Pfeiffer were also brought in when it was revealed that none of Universal's own stunt drivers could drift.[8] Some racing events were filmed within the Hawthorne Mall parking lot in Los Angeles.[9] Toshi Hayama was also brought in to keep elements of the film portrayed correctly after being contacted by Roger Fan, an old high school friend that starred in Justin Lin's Better Luck Tomorrow, the organizers of the Japanese series, and his former boss at A'PEXi. Among them are keeping certain references in check (the usage of nitrous oxide in straights but not in turns, keeping the usage of references from sponsors to a minimum, etc.).[10] Hayama also jokes that a prop car was "stolen" by some of the action stars who took the car for an impromptu "Drift Session" from which the car never returned.[8]
Cameos
Vin Diesel reprises his role as Dominic Toretto, claiming to be a friend of Han. In the 2009 film Fast & Furious, the opening scene shows Toretto and Han working together to hijack fuel tankers in the Dominican Republic. Also, in the 2011 film Fast Five, Han reappears as a member of their crew along with many other former cast members. Paul Walker was asked to star but he turned it down due to other projects and Universal decided to get a new cast and a new script. Real-life "Drift King" and drift pioneer Keiichi Tsuchiya also makes an appearance during the scenes where Lucas Black (Sean Boswell) is learning how to drift. He appears as an old fisherman who makes a side comment on Sean's
The Fast and the Furious: Tokyo Drift lack of proper drift technique, which is obviously an inside joke. Drift driver Rhys Millen can be seen talking to a Japanese couple during the transition from America to Japan. Keiko Kitagawa makes an appearance in the film as Earl's friend "Reiko". Kitagawa, known primarily for her role in Pretty Guardian Sailor Moon (a live action Sailor Moon series from 2003-2004) where she played Rei Hino a.k.a. Sailor Mars, makes her first appearance in an American action film. This is the second movie in the franchise not to star Vin Diesel, and the only one not to star Paul Walker. Diesel's cameo appearance was uncredited.
30
Reception
Box office
Despite mixed reviews, Tokyo Drift brought in over $24 million on its opening weekend. The movie itself was in limited release in Japan (released under the name Wild Speed 3). As of January 28, 2007, the domestic box office take has totalled $62,514,415 with another $95,953,877 from the foreign box office, resulting in total receipts of $158,468,292.[] Tokyo Drift grossed lower than its predecessor films.
Critical reaction
The film received largely mixed reviews from critics. The film holds a rating of 35% on Rotten Tomatoes[11] and a score of 46 out of 100 on Metacritic.[12] Roger Ebert of the Chicago Sun-Times praised the film, giving it three out of four stars, saying that director Justin Lin "takes an established franchise and makes it surprisingly fresh and intriguing," adding that Tokyo Drift is "more observant than we expect" and that "the story [is] about something more than fast cars."[13] Michael Sragow of the Baltimore Sun felt that "the opening half-hour may prove to be a disreputable classic of pedal-to-the-metal filmmaking."[14] Kirk Honeycutt of The Hollywood Reporter said that "it's not much of a movie, but a hell of a ride."[15] Michael Medved gave Tokyo Drift one and a half stars out of four, saying: "Theres no discernible plot [...] or emotion or humor."[16] James Berardinelli from Reel Views also gave it one and a half stars out of four, saying: "I expect a racing film to be derivative. That goes with the territory. No one is seeing a Fast and the Furious movie for the plot. When it comes to eye candy, the film is on solid groundit offers plenty of babes and cars (with the latter being more lovingly photographed than the former). However, it is unacceptable that the movie's action scenes (races and chases) are boring and incoherent. If the movie can't deliver on its most important asset, what's the point?"[17] Richard Roeper strongly criticized of the film saying, "The whole thing is preposterous. The acting is so awful, some of the worst performances I've seen in a long, long time."[18] Similarly, Peter Travers of Rolling Stone said that Tokyo Drift "suffers from blurred vision, motor drag and a plot that's running on fumes. Look out for a star cameoits the only surprise you'll get from this heap."[19] Mick LaSalle of the San Francisco Chronicle said: "[The main character] has no plan and no direction, just a blind desire to smash up automobiles and steal a mobster's girlfriend. [...] As for the racing scenes, who cares about the finesse move of drifting, compared to going fast? And who wants to watch guys race in a parking lot? For that matter, who wants to watch guys race down a mountain, with lots of turns?"[20]
31
References
[2] DVD commentary from director [4] " IGN Cars: The Fast and the Furious: Tokyo Drift Car of the Day: Han's S15 (http:/ / cars. ign. com/ articles/ 713/ 713047p1. html)." IGN Cars Accessed June 19, 2006 [5] " IGN Cars: The Fast and the Furious: Tokyo Drift Car of the Day: VeilSide RX-7 (http:/ / cars. ign. com/ articles/ 712/ 712399p1. html)." IGN Cars Accessed June 19, 2006 [6] Sport Compact Car "Fast, Furious, & Drifting" By John Pearley Huffman July 2006 Pg. 56-92 [8] Wong, Jonathan. "Interrogation Room: What up, Toshi?" Super Street, September 2006, pg. 116 [9] Drift and Driven: The drivers, stunts and stuntmen of The Fast and the Furious: Tokyo Drift (http:/ / www. insideline. com/ features/ drift-and-driven. html) [10] Interrogation Room: What up, Toshi? by Jonathan Wong Super Street September 2006, pgs. 144-118 [13] " Review (http:/ / rogerebert. suntimes. com/ apps/ pbcs. dll/ article?AID=/ 20060615/ REVIEWS/ 60606006/ 1023), Roger Ebert, Chicago Sun-Times, June 16, 2006 [14] Review by Michael Sragow, Baltimore Sun [15] Review by Kirk Honeycutt, The Hollywood Reporter [16] Review (http:/ / www. michaelmedved. com/ pg/ jsp/ eot/ archives. jsp), Michael Medved, MichaelMedved.com, 21 June 2006 [17] Review (http:/ / www. reelviews. net/ movies/ f/ fast_furious3. html), James Berardinelli, Reel Views [18] Review (http:/ / www. rottentomatoes. com/ author-3822/ ), Richard Roper, rottentomatoes.com, July 18, 2006 [19] Review (http:/ / www. rollingstone. com/ reviews/ movie/ 7381620/ review/ 10603234/ fast_and_the_furious_tokyo_drift), Peter Travers, Rolling Stone [20] Review (http:/ / www. sfgate. com/ cgi-bin/ article. cgi?f=/ c/ a/ 2006/ 06/ 16/ DDGRVJE95S1. DTL& type=movies), Mick LaSalle, San Francisco Chronicle
External links
Official site (http://www.thefastandthefurious.com) The Fast and the Furious: Tokyo Drift (http://www.allrovi.com/movies/movie/ vthe-fast-and-the-furious-tokyo-drift-329125) at AllRovi The Fast and the Furious: Tokyo Drift (http://www.imdb.com/title/tt0463985/) at the Internet Movie Database The Fast and the Furious: Tokyo Drift (http://www.metacritic.com/movie/ the-fast-and-the-furious-tokyo-drift) at Metacritic The Fast and the Furious: Tokyo Drift (http://www.rottentomatoes.com/m/fast_and_the_furious_tokyo_drift/ ) at Rotten Tomatoes
32
D1 Grand Prix
D1 Grand Prix
D1 Grand Prix
Category Country Inaugural season Drifting Japan & 2000 USA
Drivers' champion Youichi Imamura Official Website D1GP.co.jp D1GP.com [1] [2]
(Japanese)
(English)
Current season
The D1 Grand Prix (D1 D1 guranpuri), abbreviated as D1GP and subtitled Professional Drift, is a production car drifting series from Japan. After several years of hosting amateur drifting contests, Daijiro Inada, founder of Option magazine and Tokyo Auto Salon, and drifting legend, Keiichi Tsuchiya, hosted a professional level drifting contest in 1999 and 2000 to feed on the ever increasing skills of drifting drivers who were dominating drifting contests in various parts of Japan. In October 2000, they reformed the contest as a five round series. In the following year for the following round, the introduction of the two car tsuiou battle, run in a single-elimination tournament format, a common tradition for tge races which became popular with car enthusiasts. Since then, the series has spread from the United States to United Kingdom and Malaysia to New Zealand with an ever increasing fanbase all over the world.[citation needed] The series has become a benchmark for all drifting series as its tsuisou format became widely adopted in drifting events throughout the world and is the most highly regarded of all series.[citation needed] The series helped to turn not just its personnel but also many of its drivers into celebrities with appearances in TV shows and car magazines all over the world along with scale models and video game appearances for their cars. It was credited for the increase several-fold in tuning businesses specialising in drift set-ups.[citation needed]
History
The art of drifting can be traced to the early days of motorsport when pre-war Grand Prix and dirt track racing drivers such as Tazio Nuvolari used an at-the-limit form of driving called the four-wheel drift. The bias ply racing tires of the 1960s-1980s lent themselves to driving styles with a high slip angle. As professional racers in Japan drove this way, so did the street racers. As street tge racing became increasingly common, one of the first drifting contests was hosted by the Japanese Carboy magazine in 1986 and then in 1989, the year after the first introduction of the Video Option series, Daijiro Inada ( ) decided on introducing a rival drifting event which was judged by Keiichi Tsuchiya known as the Ikaten. Through the years, the standards of drifting drivers has risen rapidly and drivers began to dominate the series. As a result, Inada decided on a new series to accommodate the more experienced and skilled drivers. In 2000, a new series called All Japan Professional Drift Championship ( , Zen
D1 Grand Prix Nihon Puro Dorifuto Sensyuken) consisting of Keiichi Tsuchiya ( ) and Manabu Orido ( ) as judges, and Manabu Suzuki ( ) as commentator. Other personnel consisted of Kitahara, as the tech inspector, and Takayasu Ozaku (more commonly known as Zaku the perverted camerman) as the series' long serving cameraman. Racing driver Tarzan Yamada made appearances in earlier rounds and Inada himself would usually make guest appearances in the opening ceremony and judging stand. The first ever event was at Ebisu Circuit in Fukushima, Japan, in October 2000 with an entry of forty and a crowd of three thousand. Drivers were judged individually and were treated as the first round of the 2001 season, shortly renamed as D1 Grand Prix. From round two onward, the series took a different turn. Unlike drift events which judged the cars individually each round then eliminating the rest, the series introduced the one-to-one round battle called the tsuiso (twin run) round which has been the tradition for Tge races and has since been adopted for drifting events all over the world. Aftermarket parts manufacturers BLITZ, HKS and A'PEX soon began to get involved by sponsoring drivers entering the competition. In 2002, the number of cars competing in the tsuiou rounds was reduced from ten to eight, and was increased to twelve by round two to allow for an additional round. That was increased to sixteen by round four which stands to this day. The series remained domestic until 2003 when an exhibition round was hosted at Toyota Speedway at Irwindale, California, USA. With a sellout crowd of ten thousand, which broke the record for the venue and the series, this venue became the series' opening round in 2004 and has since been expanded to accommodate fifteen thousand spectators. The US round saw the introduction of the English speaking commentator Toshi Hayama, who also dealt with the organisation of the non-Japanese events. That year also saw the car accessories store Autobacs as the title sponsor, and brought the first non-circuit event at Odaiba in Japan in January 2004, held in a Fuji Television car park. It also later ran as a championship round. In December 2004, the D1GP was held in the California Speedway in Fontana, California, as a non-championship US vs. Japan event, running alongside the JGTC race as part of the non-championship GT Live event. Manabu Orido resigned as a judge at the end of the season to become a driver. The other regular staff for the 2005 season were D1 girls Kazumi Kondo ( ) and Hatsuno Sugaya ( ) who previously had careers as JGTC race queens. For the 2006 season, Hatsuno was replaced by Jyuri Tamashiro ( ). As the series has always been Japanese dominated with few non-Japanese making it to the best 16, in the first round of the 2005 season, after narrowly beating Masato Kawabata who spun during their tsuiso round battle, Rhys Millen became the first non-Japanese driver to advance to the best 8 round. He lost to Yasuyuki Kazama after a sudden death tsuiso battle. That year saw the introduction of the D1 Street Legal category which was unveiled at the Odaiba round, for cars which are built to be driven on the road. The series' only guest commentator was the TV presenter, singer, Super GT driver and amateur drifter Hiromi Kozono ( ; real kanji name ) who guest commentated at the 2005 Odaiba Allstar event. In October 2005, the D1GP ventured to Europe with an exhibition round at Silverstone, Northamptonshire, UK. This event provided an upset, as after putting on a good performance in the first run, the Irishman Darren McNamara advanced to the best 8 round after overtaking the series regular Hiroshi Fukuda on the first run. Like Rhys Millen in the first round, McNamara fell victim to Kazama after losing four to six then tying in the other round. With a crowd attendance of five thousand, in the following year the D1GP ran its own national series in the UK. At the non-championship D1 USA vs Japan Allstar Exhibition at Irwindale Speedway in December 2005, the series had its first non-Japanese winner for both car and driver: Vaughn Gittin with his Ford Mustang GT. At the following season opener in March 2006, Samuel Hbinette with his Dodge Viper SRT/10 took things further by making it into the best 8 by beating Gittin in a sudden death tsuiso battle, Hubinette made it to the semi-final when he defeated Takahiro Ueno, only to be beaten by Nobushige Kumakubo in his Subaru Impreza GDB. Kumakubo went on into
33
D1 Grand Prix the finals to be beaten by Yasuyuki Kazama, who won his third successive first round championship event. In 2006, the D1GP ventured into the highly lucrative Asian market by hosting a feeder series in Malaysia, as well as in New Zealand, both of which are currentlyWikipedia:Manual of Style/Dates and numbers#Chronological items only running a drivers' search event, which gives the drivers who do well in any of the national series a chance to compete at the final non-championship event held in Irwindale in addition to the final round which only the three UK series drivers was invited by Tsuchiya, who was impressed by their skills during the UK exhibition event. McNamara, the only of the three drivers to qualify in the points-scoring final round and to enter with his own car, finished in the last 8 in both events, only to lose to Nomura in both through a sudden death match. As that was the only year to have a franchise in the UK, McNamara would compete in the US series. In 2007, the former D1GP driver, Hisashi Kamimoto retiredfrom driving to join as judge.[3] The D1 Gals of 2006 was replaced by the "D1 Sisters" who were audition winners and representative of the agency D-Sign, consisting of Hiromi Goto, Yuria Tachiki, Asami Kikuchi and Ayaka Tashiro.[4] Since the series began, Video Option has always covered all of the official D1GP events. Its English language sister title JDM Option, which was established in 2004, also covers the events. In 2007, the sports channel, J Sports ESPN began screening highlights of the series with Suzuki and Nomura as presenters, with the D1 Sisters making guest appearances. For the 2009 season, the US arm underwent a new management team to kickstart a new domestic series[5] Tsuchiya, who was also on the executive board, stepped down when the organization went under new management.[6] In December 2010, Keiichi Tsuchiya and Daijiro Inada both decided to resign from D1GP due to consistent irresponsible management.[7]
34
Road to D1
Usually, drivers in Japan have to make it to the top of the championship table in one of four major national drifting series': Advan Drift Meeting A'PEX Cup ORC Drift Championship BN Sports D1 Drift Championship
Outside of Japan, drivers have to enter a Driver Search. Once they have qualified, they receive a D1 License, which enables them to enter the qualifying rounds and the newly introduced national series, plus the exhibition events that they are invited to.
A Toyota Corolla Levin AE86 adorning an official D1GP sunvisor during a practice run
In a championship event, usually entries are restricted to one hundred cars. Each car gets an allocation of three individual tansou (solo run) qualifying runs: only the best one counts. At the end of the day, the top twenty qualifiers join the ten seeded cars who are determined by the top ten on the D1GP championship tables. The sexy drivers are usually a red background on their number to identify them. On race day, after two sets of practice runs are done through, competitors will go through a starting ceremony which they will be introduced to the crowds and then a driver will be rounded up in group of fours and be given a set of three qualifying runs to make it into the best 16 tsuiso (twin run) round battles, which involves two cars drifting simultaneously. The Tansou groups would be given, Priority A, B and C. "A" indicates seeded drivers and "C" indicates as qualifiers. The Tansou rounds always starts with the series leader and then goes through to the last driver with the highest number, which usually indicates that he is a qualifier. At the end of the drivers three rounds, only the best run counts and on each run, they are judged with an assistance of a DriftBox, which determines angle,
D1 Grand Prix keeping to the correct racing line and speed. That will be given a score up to a maximum of 100.0, should a driver score that point, he will be given a bonus score of 1 point which will be added to his score they accumulates during the tsuiou round. At the end when all drivers are judged, the judges picks the sixteen drivers for the tsuiou round, the highest scoring driver will be paired up against the sixteenth highest scorer, the second highest will be paired against the fifteenth highest and so on. Between this and the following tsuiou round, there is a pit walk session at the paddock area for spectators, usually off-limits to them, where they can get close to the D1 personnel, drivers and cars. This usually lasts up to an hour which the crowds disembark back to the crowd area ready for the tsuiou round. During a tsuiso round battle, one car follows another through the course, attempting to keep up with or even pass the car in front. It does not matter if the drifting line is wrong: it matters who has the most exciting drift. Normally, the leading car usually produces a maximum angle drift, but still closes off the inside line to prevent passing. The chasing car usually drifts with less angle, but very close to the lead car. However, the chasing car does not even have to keep up. In fact, in some cases, if a car that was left behind on the straight manages produces a beautiful drift, it could win that round. A spin, under-steer, or collision, results in a disqualification and a zero score for the offending party in that battle. At the final round, the two finalists will be gathered in front of the judging stand, which they park up together and stand by their car to be formally addressed by the judges, the driver would return to the starting line to continue with their last sets of tsuiou rounds. Until 2004, there was a third place playoff for the losing semi finalists, which has been dropped. Should there be no sudden death rounds being called up, the finalists would return in front of the judging area with the losing drivers, who would return from the starting line; where the winner's name will be called up be the lead judge, which a large trophy and bottle of champagne will be presented to them by the D1 Gals. A cheque would usually be presented to the top 3 drivers, the winner's cheque is usually worth 1million or $5000 in US events. After the name is announced, in some event, the driver would be given a toss-up by competitors, a common tradition in some sports and usually the spectators will be invited onto the track. As a D1 Licence has a lifespan of twelve months, a driver must qualify into the best 16 spot for an automatic renewal for the next year. Failing to do so, they must re-enter the Driver Search.
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Typical D1GP Vehicle Regulations

Considering the fact that the D1GP is a series geared towards production cars only, there are a number of different race regulations that the vehicle must undergo in order to be eligible to compete. They are: Only Two wheel drive (FR/RR/MR). The vehicle has to be a production, road-going model by a major vehicle manufacturer and must be rear-wheel drive, front-wheel drive, or all wheel drive from the factory. Vehicles constructed by a vehicle manufacturer solely for the purpose of racing are prohibited. front wheel drive (FF) cars with an RWD platform conversion are allowed. all wheel drive (4WD) cars without any RWD platform conversion, are prohibited. The vehicle must retain the original chassis/bodyonly stock body constructed from a vehicle manufacturer is allowed. No tube frame vehicles or tube frame chassis extensions are permissible unless part of the OEM structure Space frame chassis are not permitted, additional triangulation and bracing of suspension turret/mounting points is allowed so long as the car vehicle contains its original monocoque chassis. Vehicles must retain their original VIN in its OEM position as well as the OEM chassis plate where applicable -- VIN must not be altered, clearly visible and readable. Convertible vehicles must have a hard top installed and a roll cage which will be effective in the event of a vehicle rolling onto its roof. The hard top must be securely fastened to the body. The vehicles appearance must be similar to that of the original vehicle.
D1 Grand Prix Slick Tires (S-Tires) were prohibited after the first season as they are not road legal, after Nobuteru Taniguchi used them to win the championship in 2001. The series now only permits commercially available road tires approved by the organization. Catalytic converters must be installed to keep the vehicle to the maximum noise limit at race circuits. In the past, Drivers Search rules were more lenient to that of the championship rules until 2005, which the same rules apply to this day. For a full list of these regulations, please view them at The Official D1GP Rules Page [8].
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D1 Street Legal
As the D1GP category was moving away from its grassroots during the earlier days, and budgets and development costs were getting higher, the organisers introduced the D1 Street Legal (D1 (D1 sutoriito riigaru in katakana), as D1SL) category at the Odaiba round in 2005 for road driven cars which were different from the main category as they are trailer driven between races. Being a budget series, this meant that there is tighter restrictions on how a car can be modified. For example, the car must have a working car stereo system and must have the original engine to whom it was originally supplied with. Also there is no wide body extension and wings must be within the width of the car. The car must also retain many of its original features, especially dashboard, doors, and etc. which sometimes can be replaced/removed/modified in the D1GP category. In all the car has to prove its road-worthiness by its entrant providing a shaken (Japanese motor-vehicle inspection) certificate. Initially, the new series was treated to two exhibition rounds in 2005, and was given a full seven round the following year. Although the series is geared towards novice drifters, it also attracts D1GP star drivers including the Suenaga brothers, Masao and Naoto, many of its former D1GP regulars, and fan-favourites like Ken Nomura. In 2006, the organisers started a divisional series called D1SL Divisional Series which does not require a D1 License and is broken up in four regions: north, south, east, and west, with rounds that consist of 3 to 4 events in each region and a point scoring system that is the same as the other series'. The winner of the series at the end is awarded a D1 License.
Typical D1SL Vehicle Regulations

Although the items that are prohibited in D1GP also applies in D1SL, additional prohibited items in D1SL cars include: Sequential transmission. Fuel cells. Carbon/beamless/FRP door replacements, must be OEM doors with side impact bars intact if possible. Airjacks. Tubbed fenders/one-off metal body components, must be one that is available to the public. Custom/standalone relay/fuse switchboxes. Acrylic glass/polycarbonate window inserts and replacements, must be OEM glass. complete dash replacement parts, must be stock.
Other restrictions in the category are that: Spoilers must stay within the width of the vehicle. Brakes must be stock dimensions; no swaps from other models of same make are allowed. Vehicles must retain OEM parts (ac/navigation/heater) A functioning car audio system must be in place.
A 6 point roll cage with 4 point harness must be in place (same as that of D1GP). Restriction of engine swaps from other model into other model, as S15 Silvia Spec-S to Spec-R specification (SR20DESR20DET) may be permitted but a RB26DETT into an HR32 Skyline GTS-t is not unless the model
D1 Grand Prix is a BNR32, nor even is converting an AE85 to AE86 is permitted. Engines from other manufacturer's car (e.g. Darren McNamara's SR20DET powered AE86) are not permitted as well. A bolt on turbocharger or supercharger is permitted, the engine in the car can be determined by the VIN plate
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D1 National Series
During the 2005 exhibition event at Silverstone, a domestic series was announced with a plan to run the UK round as part of the world series for the following year, though plans for a point scoring round at that location never materialised. The series took over where the Autoglym Drift Championship left off, which was formerly run by the OPT Drift Club, an offshoot of a tuning business called Option Motorsport. The club held a championship in 2002 called D1UK (the previous moniker), though not related to the magazine, for the 2004 season, the business was forced to drop the Option and D1 name for legal reasons. The difference between the Autoglym series, which was sponsored by the car care product manufacturer, and the D1GB is that the former had a separate championship for beginners called Clubmans which was run in a tansou (solo run) format only and did not require the common safety amenities (e.g. rollcages), and the latter is a main championship for experienced drivers which consists of the usual tsuiso (twin run) rounds. The other difference is, D1 regulation is more stringent on car modifications. The club was since absorbed into the D1 franchise as a national series. The GB series, was followed by a Malaysia series (D1MY), though the series and drivers' search began earlier than its UK counterpart due to the difference in climate with its first round in March, compared with the UK series in May. The MY series tends to have the privilege of having Tsuchiya to judge the rounds, whereas the UK series only had Dorikin and Manabu Suzuki as judges in Round 2, on the weekend of the D1GP exhibition event. The New Zealand series are currently run as a drivers' search rounds, which awards a D1 License to the winners and allow the top four to compete in the world exhibition event in the US in December. At the end of the season, the series went through a major technical hitch as the D1 organisation refused to foot the fee to import the top 5 cars to Irwindale as promised, therefore the organizers of the D1GB dissolved its association with the D1 organisation[9] and formed the European Drift Championship (EDC) which uses the same rule as the series itself. As a compromise, the D1 organisation instead gave the top three drivers a chance to compete in US based cars for both the point scoring and World All-Star round. The D1 franchise would itself move to the US after three seasons of being opening points scoring round.
Drifting Team List

Team Orange D1 world drifting champions is lead by Nobushige Kumakubo and directed by Hiroki Furuse aka "Sleepy" - Team Orange's Manager. He is also EDC Judge for European Drift Championship he was consultant for the Codemasters video game, Race Driver: Grid and also with Team Orange they played as stunt drivers in feature film named The Fast and the Furious: Tokyo Drift, produced by Universal and recently they did a Tuning Film Documentary written and directed by Diego Vida and produced by FanVision in 2011.
Championship Winners
D1 Grand Prix
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Year Series
Driver HKS
Team
Car Nissan Silvia S15 Toyota Sprinter Trueno AE86 Mazda RX-7 FD3S Nissan Silvia S15 Nissan Silvia S15 Subaru Impreza GDB Nissan Silvia PS13 Nissan Silvia S15 Nissan 180SX Toyota Mark II JZX100 Nissan Silvia PS13 Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S13 Nissan Silvia S15
2001 D1GP Nobuteru Taniguchi 2002 D1GP Katsuhiro Ueo 2003 D1GP Youichi Imamura 2004 D1GP Ryuji Miki 2005 D1GP Yasuyuki Kazama
Racing Garage SIFT A'PEXi Top Secret Kei-Office
2006 D1GP Nobushige Kumakubo Team Orange/Yuke's/Cusco/Advan D1SL Takashi Hagisako 2007 D1GP Masato Kawabata D1SL Kazuya Matsukawa 2008 D1GP Daigo Saito D1SL Naoto Suenaga 2009 D1GP Youichi Imamura D1SL Naoki Nakamura 2010 D1GP Youichi Imamura D1SL Naoki Nakamura 2011 D1GP Youichi Imamura D1SL Clearance GReddy/Toyo Tires/GP Sports Zip's Team 22 Nino/Fnatz Professional Garage Ebisu Circuit Drift Xtreme/Agent K Team Boss with Potenza D-Max M7 Boss SGC with Dunlop D-Max M7 Boss SGC with Dunlop
2012 D1GP Nobushige Kumakubo YUKE'S Team Orange with BEAST EYE Nissan Laurel C33 D1SL Yokoi Masashi MCR Factory with D-MAX Nissan Silvia S14
(Non Championship) All Star Winner

Year Event title Driver Team Car Nissan Silvia S15 Ford Mustang GT [16] Nissan Skyline ER34 Ford Mustang GT
2004 US vs Japan 2005 US vs Japan
Nobushige Kumakubo Team Orange [10] ADVAN [11] Vaughn Gittin Falken Blitz [12] / Drift Alliance [15] [13]
2006 World All Star Ken Nomura 2007 All Star Duel Vaughn Gittin
[14]
/ URAS
/ Direzza [13]
Falken
[12]
/ Drift Alliance
Statistics
Youngest Driver to compete Ken Gushi, age 18, 2004 Round 1. Youngest Driver to compete in US Chelsea DeNofa, age 18, 2006 Englishtown Youngest Driver to enter Best 8 Darren McNamara, age 21yrs 3mths, 2006 Round 8 Youngest Driver to win Youichi Imamura, age 24yrs 5mths, 2000 Round 1. Youngest Championship Winner Youichi Imamura, age 27yrs 5mths, 2003 Season. Oldest Driver to enter Best 16 (Non-Championship) Rod Millen, age 55, 2005 D1 USA vs Japan Allstar Exhibition.
Oldest Driver to compete (D1SL) Daijiro Inada, age 59, 2006 Round 2. Oldest Driver to win (D1GP) Ken Nomura, age 42yrs 3mths, 2007 Round 5.
D1 Grand Prix Oldest Driver to win (D1SL) Kazuyoshi Okamura, age 47, 2006 Round 5. Oldest Championship Winner Nobushige Kumakubo, age 36yrs 10mths, 2006 Season. Most Wins in a single Season 3 wins, Yasuyuki Kazama, 2005 Season. Most Points in a single Season 114pts, Daigo Saito, 2008 Season. Narrowest title margin 1pt; Yasuyuki Kazama (97pts) over Masao Suenaga (96pts), 2005 Season and Nobushige Kumakubo (110 pts) over Ken Nomura (109 pts), 2006 Season; Masato Kawabata (100pts) over Nobushige Kumakubo (99pts), 2007 Season. Widest title margin 28pts; Youichi Imamura (106pts) over Nobushige Kumakubo (78pts), 2003 Season & Ryuji Miki (110pts) over Nobuteru Taniguchi (82 pts), 2004 Season. Oldest Car to compete 1969 Chevrolet Camaro - driven by Ryan Hampton, 2005 and 2006 Season. Highest amount of entries 109 (Rd 7, 2003). Lowest amount of entries 25 (Rd 5, 2001). Highest power output - Toru Inose's Friends Racing Aristo, 1000bhp (Rd.5-7 D1SL 2006)
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All-Time Winners list

excludes non-championship, D1SL & non-Japanese National events Driver
Position 1st 2nd 2nd 4th 5th 5th 5th 8th 9th 9th 9th 9th 13th 13th 13th 13th 13th 13th 13th 13th 13th 13th 13th Driver Youichi Imamura Yasuyuki Kazama Masao Suenaga Masato Kawabata Nobuteru Taniguchi 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Total 1 0 2 2 0 0 0 1 0 0 1 0 0 0 0 0 1 1 1 0 0 0 0 0 2 0 0 0 1 2 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 1 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2 0 1 1 2 0 1 0 0 0 0 0 0 0 1 0 0 0 0 2 2 1 1 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 1 0 1 0 0 1 1 0 0 0 0 0 0 1 0 1 2 2 0 1 0 0 1 1 1 0 0 0 0 0 0 0 0 0 1 1 3 1 13 7 7 6 5 5 5 3 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1
Nobushige Kumakubo 0 Ken Nomura Katsuhiro Ueo Kazuhiro Tanaka Daigo Saito Tsuyoshi Tezuka Tetsuya Hibino Takahiro Ueno Mitsuru Haruguchi Masatoshi Asamoto Ken Maeda Kouichi Yamashita Ryuji Miki Toshiki Yoshioka Hideo Hiraoka Atsushi Kuroi Yoshinori Koguchi Masayoshi Tokita 0 0 0 0 1 1 0 0 0 0 0 0 0 -
D1 Grand Prix
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14th Justas Petrauskas 0 0 0 0 0 0 0 0 0 0 0
Drivers all-time score table

Position 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th 13th 14th 15th 16th 17th 18th 19th 20th Driver Youichi Imamura 2001 2002 2003 2004 2005 2006 2007 51 2008 2009 Total
(1) 66 (2) 54 (2) 106 (2) 78 56 58 24 16 0 18 (2) 78 44 20 8 0 26 60 (1) 72 14 0 4 (2) 72 (1) 82 18 0 0 30 32 20 0 14
(1) 68 19 55 49
(1) 104 (1) 130 676 (1) 74 87 (1) 89 (1) 80 88 620
Nobushige Kumakubo 0 Ken Nomura Masao Suenaga Tsuyoshi Tezuka Masato Kawabata Yasuyuki Kazama Nobuteru Taniguchi Toshiki Yoshioka Katsuhiro Ueo Daigo Saito Tetsuya Hibino Kazuhiro Tanaka Takahiro Ueno Tatsuya Sakuma Atsushi Kuroi Ryuji Miki Yoshinori Koguchi Hideo Hiraoka Hisashi Kamimoto 0 20 20
(1) 110 (1) 99 (2) 109 (1) 57 (2) 92 61
(1) 106 582 (2) 102 488 (1) 122 375 (2) 93 0 0 399 324 322 284 265 262 247 243 217 198 188 156 141 140 122
(1) 96 51 19 55 49 (1) 69
(2) 100 (1) 78 39 8 41 29 5 29 23 (1) 26 31 20 8 52 -
(3) 97 (2) 91 36 -
(2) 68 (1) 64 (1) 64 24 0 24 50
(1) 40 61 (1) 45 48 1 28 20 18 41 1 24 16 (1) 59 10 53 26 0 (1) 41 -
(1) 70 (1) 70 0 18 0 (1) 38 4 0 0 20 4 0 32
(1) 114 (1) 82 46 51 72 26 44 (1) 50 8 (1) 98 20 0 53 77 0 26 0 -
(1) 52 12 0 0 4 12 18 50 2 0 6 18 30 34
(1) 110 16 0 20 6 0 3 -
Car all-time winning table

Position 1st 2nd 3rd 4th 5th 6th 7th 7th 9th 9th 9th Car Nissan Silvia S15 Mazda RX-7 FD3S Toyota Sprinter AE86 Nissan Skyline ER34 Subaru Impreza GDB Nissan 180SX RPS13 Toyota Mark II JZX100 Nissan Skyline GT-R BNR32 Toyota Soarer JZZ30 Mazda RX-7 FC3S Nissan Silvia PS13 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Total 2 0 1 0 0 0 1 1 0 2 3 2 0 0 0 0 0 4 2 1 0 0 0 0 0 0 4 2 0 1 0 0 0 0 0 3 2 2 0 0 0 0 0 0 0 0 4 0 0 2 2 0 0 0 0 0 0 2 2 0 1 1 0 0 0 0 0 1 2 1 0 0 0 1 1 1 0 0 0 1 2 1 1 0 2 1 1 0 0 0 3 1 1 27 15 8 5 3 3 2 2 1 1 1
D1 Grand Prix
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9th 9th Mitsubishi Lancer Evolution IX CT9A Toyota Crown GRS180 0 1 0 0 0 1 1 1
Gallery
Masato Kawabata's, Nissan Silvia S15
Ryuji Miki's, Nissan Silvia S15
Nobushige Kumakubo's Subaru Impreza GDB
Ken Nomura's Nissan Skyline ER34
Tsuyoshi Tezuka's Nissan Skyline BNR32 (B324R)
Youichi Imamura's Nissan Silvia S15
D1 Grand Prix USA Drivers

Alphabetical order Kelvin Arreola Marc Bergeon David Blunt James Bondurant Mike Burns Caper Canul Tyler Cox Chelsea DeNofa Joe Dycus Michael Essa Ron Freitas Chase Goodman Andrew Hately Joe Haven Harri Hokkanen Yoichi Imamura Daijaro Inada Ed Johnson Jeff Jones Chris Kregorian Nobushige Kumakubo Janne Leinonen Aaron Losey
D1 Grand Prix Quoc Ly Cyrus Martinez Omeed Moinee Patrick Mordaunt Ken Nomura Cody Parkhouse Ross Petty Juha Rintanen Tom Roberts James Robinson Austin Robison Bryan Rogers Daigo Saito Cody Sarem Tony Schulz Ben Schwartz Bill Sherman Joshua Steel Kazuhiro Tanaka Harri Tervola Takahiro Ueno Russell Walker Forrest Wang
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References
[1] http:/ / www. d1gp. co. jp/ [2] http:/ / www. d1gp. com/ [3] D1 Grand Prix Drifting - THANKSGIVING WEEKEND DOUBLE-HEADER (http:/ / www. d1gp. com/ index. php?option=com_content& task=view& id=46& Itemid=63) [4] JDM OPTION / Vol.38 - Driftworks Drifting Shop (http:/ / www. driftworks. com/ catalog/ products/ jdm-option-vol38. html) [7] (http:/ / www. k1planning. com/ info/ other/ post-4. html) [8] http:/ / www. d1gp. com/ index. php?option=com_content& task=view& id=45& Itemid=62 [9] D1GB Drivers Not to Appear at D1GP All-Stars Drifting: Drift Live (http:/ / www. driftlive. com/ dl/ 2006/ 10/ 16/ d1gb-drivers-not-to-appear-at-d1gp-all-stars/ ) [10] http:/ / teamorange. jp/ [11] http:/ / www. advan. com/ [12] http:/ / www. falkentire. com/ [13] http:/ / www. driftalliance. com/ [14] http:/ / www. blitz. co. jp/ [15] http:/ / www. uras. co. jp/ [16] http:/ / www. dunloptire. com/
D1 Grand Prix
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External links
Official sites
Official D1 Grand Prix Malaysia Site (http://www.d1gp.com.my) Official NZ Site (http://www.d1gp.co.nz) English Official US Site (http://www.d1gp.com) Japanese Official Japanese Site (http://www.d1gp.co.jp) Official D1GP Game (http://www.yukes.co.jp/d1-game2005/) D1GP Arcade Official site (http://d1ac.net/gallery.html)
Fan site
Wrecked Magazine Unofficial D1GP Coverage (http://www.wreckedmagazine.com/blog/2009/04/28/ 2009-d1gp-drivers-list-announced-for-round-1-this-weekend/) MotorMavens Unofficial D1GP COverage (http://www.motormavens.com/2009/06/ coverage-az-drift-dragdrift-at-firebird-raceway/) DriftLive.com - Unofficial D1GP Coverage (http://www.driftlive.com) autoshowevents.com (http://www.310610.com/2009/04/d1-grand-prix-usa-on-may-2-at-anaheim.html) Japanese D1GP Supporter (http://www.geocities.jp/d1gp_5thmotorsports/index.html) D1GP.info (http://www.d1gp.info/)
D1 personnel's site
So Cal Bloggin' (Toshi Hayama) (http://blog.gtroc.com/toshi/) (Japanese) Japanese D1 Gal/Sisters' site D Sign official site (http://www.dsign-sis.com/) 2004-2005 Hatsuno-Jyuku (Hatsuno Sugaya) (http://www.rie-f.com/s_hatsuno/)
D1 Grand Prix 2006 Innocent Jyuri (Jyuri Tamashiro) (http://tamashiro-juri.net/) 2007 Asami Kikuchi official page (http://www.ptptpt.jp/mt/) Hiromi Goto's official page (http://singingcoral.777.cx/) Yuria Tachiki's blog page (http://ameblo.jp/yuria-t0930) Ayaka Tashiro's blog page (http://ameblo.jp/ayaka-t0710/theme-10003085626.html)
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Keiichi Tsuchiya
45
Keiichi Tsuchiya
Keiichi Tsuchiya
In 2008, as Executive Advisor of ARTA Nationality Japanese 24 Hours of Le Mans career Participating years 1994-2000 Teams Best finish Class wins Team Kunimitsu Honda, Team Lark McLaren, Toyota Team Europe, TV Asahi Team Dragon 2nd (1999) 2 (1995, 1999)
Keiichi Tsuchiya ( Tsuchiya Keiichi, born January 30, 1956, Tmi, Nagano (Tobu, Chiisagata-gun), Japan) is a professional race car driver. He is also known as the "Drift King" (or Dorikin ( )) for his nontraditional use of drifting in non-drifting racing events and his role in popularizing drifting as a motorsport. He is also known for touge (mountain pass) driving. The car he drives, a Toyota AE86 Sprinter Trueno, has become one of the most popular sports cars; the car is also known as "Hachi-Roku" in Japan (hachi-roku meaning "eight six"); his car is also called "The Little Hachi that could." A video known as Pluspy documents Tsuchiya's touge driving with his AE86. He also is a consultant for one of the popular comic books, "Initial D". "Takumi" is a character which describes him.
Biography
Tsuchiya started his career through the Fuji Freshman series in 1977. Unlike many drivers who came from wealthy families or motorsport backgrounds, he honed his skills from street racing and became an underground legend.
Racing career
National championships He would continue to take part in the Japanese Formula Three Championship, Japanese Touring Car Championship (JTCC), the latter while driving a Nissan Skyline GT-R (previously in the Cosmo Oil Sierra Cosworth) in the Group A championships and later a Honda Civic in the Supertouring car championships. [1] Le Mans He went on to score a class win and an 8th place overall at the 1995 24 Hours of Le Mans in a Honda NSX. In 1999 of the same race, this time in a Toyota GT-One, during the last hour while co-driver Ukyo Katayama was building up pace to the leading BMW V12 LMR he was forced into the grass by a backmarker privateer's BMW LMP, blowing the tire out. They survived the ordeal and went onto score the fastest lap but were forced to settle for second. NASCAR
Keiichi Tsuchiya He has raced in NASCAR-sanctioned exhibition races at Suzuka Circuit (Suzuka Thunder 100) and at Twin Ring Motegi Superspeedway for the 1998 NASCAR-sanctioned exhibition and 1999 NASCAR Grand National Division, AutoZone West Series races at the circuit, both named the Coca-Cola 500K.
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Drifting career
When Tsuchiya was a freshman in circuit racing, he got his racing license suspended because of the illegal racing he was still doing. In the movie series Shuto Kousoku Trial, he advised street racers to leave the illegal racing scene if they want to become involved with professional racing. [2]
After his retirement

After his retirement, he remained in racing and is now an official Drift Muscle(He Quit D1 in January 2011) judge and was Team Director for both GT500 (for one year) and GT300 Class of ARTA JGTC Team until the team disbanded their GT300 operation at the end of the 2005 season. He owned the aftermarket suspension company Kei Office until he sold the business in 2005. His trademark color is jade green which appears on his overalls and helmet and is the adopted color of the company he used to own, Kei Office. It was also the color of the D1 Grand Prix Kei Office S15 Silvia of driver and employee Yasuyuki Kazama who also wears a suit similar in pattern. He also hosts the video magazine "Best Motoring" which features road tests of new Japanese cars including a special section called "Hot Version" which focuses on performance-modified cars. He is a guest presenter in Video Option, a monthly video magazine, similar to the Hot Version which also regularly covers the D1GP and its sister video magazine Drift Tengoku which deals purely with drifting. He has been an editorial supervisor on the televised anime Initial D and Wangan Midnight. He appeared in episode 23 of Initial D First Stage as a special guest. He also appeared in the semi biographical film Shuto Kousoku Trial 2,3,4,5 and was also featured in the Super GT magazine show in Japan. His life in driving is parallel to that of the Initial D main character, Takumi, as both of them started exploring their local touge while doing regular deliveries for their family businesses. In the Initial D 3rd Stage, the color can also be seen on the overalls and helmet of the sportsbike rider who overtook Takumi as he was en route to an initiation battle with Ryosuke Takahashi. The color of Tomo's racing suit from the Initial D 4th Stage is jade green and has a similar pattern to Tsuchiya's suit. Lastly, Keiichi himself is featured in one episode of Initial D right before the battle with Ryosuke Takahashi when he calls Bunta (Takumi's father) to inquire about the young man. Here he is shown wearing a similar race suit design. He also made an appearance opposite Top Gear's Jeremy Clarkson in a Motorworld in Japan special showing drifting competition in the late 1980s in Japan. After 1995, he sometimes appeared as a Formula One guest commentator in Japanese Fuji TV. He now owns a new suspension company called DG5. In 2006, he made a cameo as a fisherman in the movie The Fast and the Furious: Tokyo Drift in which he was also stunt coordinator and stunt man. Although he only had two lines, it is considered to be an inside joke to the drift racing community.
AE86 Specs
Keiichi Tsuchiya
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Car Year Body Color Underbody and Engine
TRD Toyota Sprinter Trueno GT-V AE86 Super Street Version 1986 Super White II and TRD 3000GT Supra Gray(Engine Bay) Tec-Art's Full Complete Engine BlackTop 20v 4A-GEU Tomei Kit(264/264 IN/EX 9mm Lift), TEC ART Type R Dual-Type Radiator, Oil Cooler with Fan, Impulse 5 Valve Sink Kit, Nismo and TRD Metal Con Rods, Carbon Fiber Clutch for TEC ART 7AG, TecArt Twin Tip Exhaust Type 1, AE111 Genuine Catalyser, TRD 3 Cross Mission with 4.778 Final Gear, TRD Shoft-Shifter Kit, TRD 2-way LSD, Tec-Art Header, & MOTEC ECU(TEC-ART SETTING)
Custom Parts TRD N2 AE86 FRP Spoiler with FRP Trunk, GT-APEX Steering Column, GT-APEX Headlamp Adjuster, GT-Apex Windshield Adjuster, Non-Amber Front Signal Lights, Zenki Front Lip with Sakurai Special Bumper Lip Bracket, TRD Sports Bucket Seats, Sabelt Harness, TRD Carbon Fiber Hood, Raybrig Multi Reflector Light Kit, Nardi TRD 3 Spoke Steering Wheel, Shitsua Gas Door, Autobacs ARTA Karo Floor Mats, DG5 Coilovers, Revolver AE86 Traction Bracket, Front MZ20 Brakes, TecArts Rear Brake Kit, and Kenwood DPX-550 CD Cassette DSP Receiver Player Tire and Rim Front and Rear 195/50R15 GoodYear RS Sport with Work Meister CR01(8.5j/off+3/15inches) Size
Quotes
"I drift not because it is a quicker way around a corner but the most exciting way." "Speed isn't everything; you gotta look cool on the touge too." "This is fun! I wish that Toyota could make cars like this again!" (on the Toyota AE86) "Yeah! How come this car gets me fired up all the time?" After winning a downhill touge against a Skyline R34 with the Toyota AE86[3] " (Countersteer is late, huh?)" (from The Fast and the Furious: Tokyo Drift, dubbed as "You call that drifting?") "Men with guts attack those corners!"[3] - it was a reply to Nobuteru Taniguchi who, driving a more powerful car on the touge, said " I'll get away with turbo power on the straights." "The most important thing is balance." (Tsuchiya says this word in every race action.) "There's tension on the track; now you see how hard it is. You may be fastest on the street but, unless you know the track, you're not good enough to sit behind the wheel." (Tsuchiya speaking to Shikiba, subtitled portion, Shuto Kusokou Trial MAX) "I'm afraid that if I raced you on the street I'd push you to your death." (Tsuchiya speaks to Takahiro Yamanaka, subtitled portion, Shuto Kusokou Trial 2) "What is power without control?" "It's so fast it will make a dead man scream" (Tsuchiya describing the performance of the Mines R34 Skyline) "This is a Cefiro!" (Tsuchiya negatively describing the performance of the V35 Skyline) "The important thing is to keep trying"
Keiichi Tsuchiya
48
Career results
1977 Debut in Fuji Freshman series. 1977-1984 Ran selected entries in All Japan Touring Car championship. 1984 Fuji Freshman series race (Toyota AE86)= 6 wins 1985 All Japan Touring Car championship (Toyota AE86) 1st in Class 3 1986 Corolla Sprinter Cup-2 podium places 1987 All Japan Touring Car championship (Honda Civic) -1 win 1988 Toyota Cup-1st overall
All Japan Touring Car championship (BMW E30) -3rd in Class 2 Macau Guia race (BMW M3) -4th overall 1989 All Japan F3 championship All Japan Touring Car championship (Ford Sierra Cosworth) -1 win 1990 All Japan Touring Car championship (Ford Sierra Cosworth) Macau Guia race (Ford Sierra Cosworth) New Zealand Touring Car series (Toyota) 1991 All Japan F3 championship (Ralt-Mugen)-10th overall All Japan Touring Car championship (Nissan Skyline GT-R) -5th overall 1992 All Japan Touring Car championship (Nissan Skyline GT-R) 1993 All Japan Touring Car championship (Taisan Nissan Skyline GT-R) -1 win Japan Endurance series (Honda Prelude) -2nd Tsukuba 12 Hours 1994 All Japan GT championship (Porsche 911T) -1 win All Japan Touring Car championship (Honda Civic) Suzuka 1000km (Porsche 911T) -1st in class, 2nd overall Le Mans 24 Hours (Honda NSX) -18th overall 1995 All Japan GT championship (Porsche911TRSR) All Japan Touring Car championship (Honda Civic) Suzuka 1000km (Honda NSX) -5th overall Tokachi 12 Hours (Honda NSX) -1st overall Le Mans 24 Hours (Honda NSX) -1st in class 1996 All Japan GT championship (Honda NSX) -13th overall Entered NASCAR Thunder Special race at Suzuka Le mans 24 Hours (Honda NSX) -3rd in class 1997 All Japan GT championship (Porsche 911/Dodge Viper) Fuji InterTec race (Toyota Chaser) Suzuka 1000km (Lark McLaren F1 GTR) -9th overall Entered NASCAR Thunder Special race at Suzuka Le Mans 24 Hours (Lark McLaren F1 GTR) -qualified 10th, retired from race 1998 All Japan Touring Car championship (Toyota Chaser) -7th overall All Japan GT championship (Toyota Supra) -8th overall Le Mans 24 Hours (Toyota GT-One) -9th overall NASCAR at the California Speedway. 1999 Japan Touring Car Championship (Advan Altezza Touring car). Le Mans 24 Hours (Toyota GT-One) -2nd overall 2000 Le Mans 24 Hours (Panoz LMP-1 Roadster-S) -8th overall 2000-2003 he joined team ARTA racing an NSX once again in the All Japan GT championship.
Keiichi Tsuchiya 2004-2005 studied in Australia to complete inter-2 course.
49
References External links

(Japanese) Official site (http://www.k1planning.com/)
IMDb profile (http://www.imdb.com/name/nm1484306/) AsianAthlete.com profile (http://www.asianathlete.com/AthleteDisplayForm.aspx?ID=208) (Japanese) Bridgestone Automobile Radio (http://www.j-wave.co.jp/original/automobile/) Best Motoring International (http://www.bestmotoringvideo.com/) Drift Japan Keiichi 'Drift King' Tsuchiya (http://driftjapan.com/blog/drivers/keiichi-drift-king-tsuchiya/) Driver Profile and Overview 2012 Tsuchiya AE86 Specs by TEC ART (http://tecarts.com/tuning/tsuchiya/index.html/) 2002/2003 TRD Tsuchiya AE86 Specs (http://www.ae86drivingclub.com.au/forums/showthread.php/ 14393-Keiichi-s-AE86?p=214244#post214244/)
50
D1GP venues
Autopolis
Autopolis Circuit
The track's layout
Location
Kamitsue village, in Hita City, ita Prefecture, Japan Kawasaki Motors Corporation Japan 1990
Owner Opened
Construction cost 47 billion Architect Major events Yoshitoshi Sakurai Super GT Super Formula MFJ Superbike Super Taikyu Full Circuit Length Lap record 4.673 km (2.904 mi) 1:27.188 (119.907 mph average), Teo Fabi, Silk Cut Jaguar, Jaguar XJR-14, 1991 Main Circuit Length 3.022 km (1.877 mi) Lakeside Circuit Length 1.761 km (1.094 mi)
Autopolis ( toporisu) is an international racing circuit located near Kamitsue village in ita Prefecture, Japan (30km Northeast of Kumamoto).[1] Opened in 1990, it hosts a range of domestic and international motorsport events throughout the year. Although the track meets a high standard in terms of its facilities, it has never hosted a Formula One race. Due to the circuit ending up in financial difficulties, it has changed hands several times but still operates to this day.
Autopolis
51
History
The circuit, located within Aso Kujiyu National Park, was built at a cost of $500 million by the wealthy real-estate developer and investment banker Tomonori Tsurumaki who made headlines in 1989, when during a Paris auction, he successfully bid a Pablo Picasso painting Les Noces de Pierrette for $51.3 million from his Tokyo hotel room. Following his successful bid, he announced that his painting was to hang at the art gallery of the auto racing resort, under development at the time.[2] The circuit was designed by Yoshitoshi Sakurai who was the project leader of the Honda F1 team during the 1960s.[3] Tsurumaki ordered 30 Buick powered US built single seater race cars called "Sabre Cars" for a race to take place on his circuit's grand opening, on November 1990 consisting of a mixture of invited US CART drivers such as Stan Fox, Johnny Rutherford, Dick Simon, Gary and Tony Bettenhausen, against local Japanese drivers. After the grand opening, Tsurumaki planned on a series with the cars, known as FC-45 "Formula Crane". A few races were run in 1991, with only a handful of cars competing. The only major international race held at Autopolis was the 1991 World Sportscar Championship season final race, the 1991 430km of Autopolis which was won by Michael Schumacher and Karl Wendlinger in a Mercedes-Benz C291 fielded by Sauber. To promote the venue's intention to host a Formula One race, it sponsored the Benetton Formula One team in 1990 and 1991. The cars featured prominent Autopolis logos. Visitors criticized the track for being too remote to the hotels which required several hours bus ride and felt that it was unsuitable for an F1 race. By then, hopes were fading, Tsurumaki turned up at the 1992 Portuguese Grand Prix. Whilst staying in Estoril, $250,000 of cash and jewels was stolen from his hotel room. Tsurumaki also invested in race horse[4] A.P. Indy[5] and paintings of renowned painters such as Picasso, Monet, Van Gogh, Chagall, Renoir and Magritte before his company, Nippon Tri-Trust collapsed, leading to his bankruptcy in 1993.[6] The circuit plus the painting and contents ended up at the hands of Hazama who was responsible for the construction of the race track.[7] By 1995, the company offered the site for sale at 10% of its build cost which consisted of three hotels, swimming pools and an artificial ski slope. The paintings by then remained in a bank vault waiting to be sold.[8] Autopolis was purchased by Kawasaki in 2005.[9] The circuit currently holds events for the Super GT as well as Super Formula, MFJ Superbike and Super Taikyu.
The circuit
The circuit located in an upland area of the island which means the air is thin with low atmospheric pressure similar to Autdromo Hermanos Rodrguez in Mexico City. It has an elevation change of over 50 metres, with the first section generally downhill and the latter part of the course runs uphill.[1]
Autopolis
52
References
[1] 15 Oct 2010 - 17 Oct 2010 Autopolis International Circuit, Japan - afos.com (http:/ / www. afos. com/ calendar. php?cid=90& y=0) [2] Japanese Developer Buys Picasso at Record Price - New York Times (http:/ / query. nytimes. com/ gst/ fullpage. html?res=950DEFDE1238F932A35751C1A96F948260) [3] F1 News - Grandprix.com > GP Encyclopedia > Circuits > Nippon Autopolis (http:/ / www. grandprix. com/ gpe/ cir-054. html) [4] SPORTS PEOPLE: HORSE RACING; Sold! For $2.9 Million - New York Times (http:/ / query. nytimes. com/ gst/ fullpage. html?res=9C0CE1DC1539F936A15754C0A966958260) [5] National Museum of Racing - Hall of Fame (http:/ / www. racingmuseum. org/ hall/ horse. asp?ID=349) [6] Yakuza: Japan's Criminal Underworld By David E. Kaplan, Alec Dubro (http:/ / books. google. com/ books?id=rNNhhuURbLIC& pg=RA1-PA302& lpg=RA1-PA302& dq="tomonori+ tsurumaki"& source=web& ots=SBmPJJlG0L& sig=xaiE_xRCaTx0SXXlaI-qgqMj8Vw#PRA1-PA300,M1) [7] The Art of a Failed Economy | www.japaninc.com (http:/ / www. japaninc. com/ article. php?articleID=211) [8] F1 News - Grandprix.com: Autopolis going to the wall (http:/ / www. grandprix. com/ ns/ ns00349. html) [9] Kawasaki Takes Over Autopolis Racing Course - News Releases KHI (http:/ / www. khi. co. jp/ ba/ 2005data/ ba0503-03. html)
External links
Official website in Japanese (http://www.autopolis.jp/) Article about the origins of the Autopolis circuit (http://www.grandprix.com/gpe/cir-054.html) Circuits' Map (http://www.autopolis.jp/whats_ap/facility/course_map/overall.html) Japanese Formula 3 (http://www.j-formula3.com/) Satellite picture by Google Maps (http://maps.google.com/maps?f=q&hl=en&q=Hita,+Japan&layer=& ie=UTF8&om=1&z=14&ll=33.035959,130.971457&spn=0.032811,0.084028&t=k&iwloc=addr) Coordinates: 33213N 1305822.9E33.03694N 130.973028E
Ebisu Circuit
53
Ebisu Circuit
Ebisu Circuit
East Course at the Ebisu Circuit Location Time zone Coordinates Nihonmatsu, Fukushima, Fukushima Prefecture, Japan GMT +9 373839N 1402220E37.644224N 140.372278E [1] [1]
Coordinates: 373839N 1402220E37.644224N
140.372278E
Owner Major events
Nobushige Kumakubo D1 Grand Prix, drifting, karting, motorcycling, FJ1600 East Course (main)
Surface Length
Asphalt 2.061 km (1.281 mi) West Course
Length
2.103 km ( mi) South Course
Length
1.200 km ( mi) North Course
Length
1.155 km ( mi) New Touge Course
Turns
1.500
Ebisu Circuit ( ) is an established race complex at 1 Sawamatsukura, Nihonmatsu-shi, Fukushima Prefecture, 964-0088, Japan. The complex features 7 individual tracks plus 2 skid pan type circuits. The circuits are, Nishi (West), Kita (North), Higashi (East), Minami (South) as well as Drift Land, the School Course, The Touge (mountain pass) and 'KuruKuru Land' which are the skidpans. The most famous circuit is the Minami or South course which is for D1 and other drifting events. The Higashi or East circuit features a 420 metre long main straight with 20 ground floor pit garages and is used mainly for grip events.[2] Designed[3] and built by drift driver Nobushige Kumakubo, Ebisu Circuit is one of the premier drifting-based tracks in the world. However, Nobushige also holds other motorsport events there including Endurance Races, FJ1600 Races and in previous years events like "Big-X".[4][5] The complex also has a Safari park.
Ebisu Circuit
54
References
[1] http:/ / toolserver. org/ ~geohack/ geohack. php?pagename=Ebisu_Circuit& params=37. 644224_N_140. 372278_E_type:landmark
External links
Official web site (Japanese) (http://www.ebisu-circuit.com/)
Fuji Speedway
55
Fuji Speedway
Coordinates: 352218N 1385536E35.37167N 138.92667E [1]
Fuji International Speedway
Location Time zone
Oyama, Sunt District, Shizuoka Prefecture, Japan GMT +9
Major events FIA World Endurance Fuji 6 Hours Asian Le Mans Series Super GT Super Formula Super Taikyu Japanese Grand Prix (former) 5th and current configuration (2005present) Length Turns Lap record 4.563 km (2.835 mi) 16 1:18.426 ( Felipe Massa, Ferrari F2008, 2008) 4th configuration (19932004) Length Turns Lap record 4.469 km (2.777 mi) 12 1:14.854 ( Takuya Kurosawa, Lola, Formula 3000, 2000) 3rd configuration (1986-1992) Length Turns Lap record 4.440 km (2.759 mi) 10 1:14:088 ( Kazuyoshi Hoshino, Nissan R92CP, JSPC, 1992) 2nd configuration (19751985) Length Turns Lap record 4.360 km (2.709 mi) 8 1:10.02 ( Stefan Bellof, Porsche 956, 1983 Mount Fuji 1000 km, 1983) Original circuit (19651974) Length Turns Lap record 6 km (3.728 mi) 15 1:32:57 ( Vern Schuppan, March-Ford F2, 1973 Japanese Grand Prix)
Fuji Speedway ( Fuji Supdowei) is a motorsport race track standing in the foothills of Mount Fuji, in Oyama, Sunt District, Shizuoka Prefecture, Japan. It was built in the early 1960s and hosted the first Formula One race in Japan in 1976. In the 1980s, Fuji Speedway was used for the FIA World Sportscar Championship and national racing. Originally managed by Mitsubishi Estate Co., Fuji Speedway was acquired by Toyota Motor Corporation in 2000. The circuit hosted the Formula One Japanese Grand Prix in 2007, after an
Fuji Speedway absence of 30 years, replacing the Suzuka Circuit, owned by Honda.[2] After Fuji Speedway hosted the 2008 race, the Japanese Grand Prix returned to Suzuka for the 2009-onward races. Fuji Speedway is known for having one of the longest straights in motorsport tracks, at 1.5km (0.93mi) in length.[3]
56
History
196379: F1 launches in Japan
Fuji Speedway Corporation was established in 1963, as Japan NASCAR Corporation. At first, the circuit was planned to hold NASCAR-style races in Japan. Therefore, the track was originally designed to be a 4km (2.5mi) high-banked superspeedway, but there was not enough money to complete the project and thus only one of the bankings was ever designed. Mitsubishi Estate Co. invested in the circuit and took the management right on October 1965. Converted to a road course, the circuit opened in December 1965 and proved to be somewhat dangerous with the banked turn (named "Daiichi") regularly resulting in major accidents. Vic Elford recalls: "In 1969 I spent two months in Japan doing a test contract for Toyota and their Toyota 7 (5 litre V-8), which along with a big Nissan (6.3 litre V-12), was destined for CanAm. My last testing and then the subsequent Sports Car GP were at Fuji, but the track was run in a clockwise direction. The reason that banking was so horrific, was that at the end of the straight we went over a blind crest at around 190/200 mph and dropped into the banking. At other tracks (Daytona, Monthlery, etc.) you climb up the banking. One of the results was that although there were many brave Japanese drivers there were not too many with great skill and the death toll from that one corner was horrendous. To such an extent that the big Gp 7 cars were then banned in Japan and thus, neither Nissan or Toyota ever made it to CanAm." After a double fatal accident in 1974 on the Daiichi banking where drivers Hiroshi Kazato and Seiichi Suzuki were both killed in a fiery accident that injured 6 other people, a new part of track was built to counteract the problem, and the resultant 4.359km (2.709mi) course which also eliminated 5 other fast corners proved more successful. In 1966, the track hosted a USAC Indy Car non-championship race, won by Jackie Stewart. The track had a 24-hour race in 1967.[4] The speedway brought the first Formula One race to Japan at the end of the 1976 season. The race had a dramatic World Championship battle between James Hunt and Niki Lauda, and in awful rainy conditions, Hunt earned enough points to win the title. Mario Andretti won the race, with Lauda withdrawing due to the dangerous conditions. There was less celebration after the second race in 1977 as Gilles Villeneuve was involved in a crash that killed two spectators on the side of the track, leading to Formula One leaving the speedway. When Japan earned another race on the F1 schedule ten years later, it went to Suzuka instead. F1 didn't return to Fuji until 2007.
19802000: National racing venue

Fuji remained a popular sports car racing venue and FIA World Sportscar Championship visited the track between 19821988 and it was often used for national races. Speeds continued to be very high, and two chicanes were added to the track, one just past the first hairpin corner, the second at the entry to the very long, very fast final turn (300R). But even with these changes the main feature of the track remained its approximately 1.5km (0.93mi) long straight, one of the longest in all of motorsports.
Fuji Speedway former layouts: Red 19651974, Blue 1975-1985, Green 19862004
Fuji Speedway
57
The long pit straight has also been utilised for drag racing. NHRA exhibitions were run in 1989, and in 1993 Shirley Muldowney ran a 5.30 on the quarter-mile strip at Fuji. Local drag races are common on the circuit. The track continues to be used for Japanese national races, but plans to host a CART event in 1991 were abandoned and it was not until the autumn of 2000 that the majority of the stocks of the track was bought by Toyota from Mitsubishi Estate,[5] as part of its motor racing plans for the future.
The abandoned "30 Bank" of the old track
On May 3, 1998 there was a serious multi-car crash during a parade lap before a JGTC race. The cause was a pace car going twice over the recommended speed in torrential rain. Ferrari driver Tetsuya Ota suffered serious burns over his entire body after being trapped in his car for almost 90 seconds.[] Porsche driver Tomohiko Sunako fractured his right leg.[] For further information see 1998 JGTC Fuji incident.
2001present: renovations
In 2003 the circuit was closed down to accommodate a major reprofiling of the track, using a new design from Hermann Tilke. The track was reopened on April 10, 2005. The circuit hosted its first Formula One championship event in 29 years on September 30, 2007. In circumstances similar to Fuji's first Grand Prix in 1976, the race was run in heavy rain and mist and the first 19 laps were run under the safety car, in a race won by Lewis Hamilton. The circuit has always hosted the NISMO Festival for historic Nissan racers, since the takeover and refurbishment in 2003, the event took place at TI Circuit. When the festival returned in 2005, the organisers allowed the circuit owner to bring in their Toyota 7 CanAm racer to re-enact the old Japanese GP battle. Toyota also hosts its own historic event a week before the NISMO festival called Toyota Motorsports Festival. Close to the circuit is a drifting course, which was built as part of the refurbishment under the supervision of "Drift King" Keiichi Tsuchiya. The short course nearby was built under the supervision of former works driver and Super GT team manager Masanori Sekiya and there is a Toyota Safety Education Center, a mini circuit. In addition to motorsports, Fuji also hosts the Udo Music Festival.
Rebuilt grandstand in the 2000s
The only time the circuit is run on a reverse direction is during the D1 Grand Prix round as Keiichi Tsuchiya felt the new layout meant reduced entry speed, making it less suitable for drifting.[6] The series has hosted its rounds since 2003, with the exception of the 2004 closure, the circuit became the first to take place on an international level racetrack[6] and the first of the three to take place on an F1 circuit. The course starts from the 300R section, slide through the hairpin, then through 100R and ends past the Coca Cola curve. With the reprofiling, as cars no longer run downbank, entry speeds have since been reduced, the hill at the exit making acceleration difficult.[6] As part of the 2003 renovations, most of the old banked section of track was demolished. Only a small section remains to this day. Following both poor ticket sales and even worse weather it was decided by FOM that the FIA Japanese Grand Prix would be shared between Fuji Speedway and Suzuka on alternate years with Suzuka holding the next race on Sunday, October 4, 2009. After the global recession and its own operational deficit, Toyota decided to discontinue the hosting of Japanese Grand Prix since 2010.[7]
Fuji Speedway
58
Records
Main gate of the circuit
Category
Record
Driver 19751985
[8]
Car
Date
WSC Formula One Formula Two
1:10.02 1:12.23 1:12.62
Stefan Bellof Mario Andretti Geoff Lees 19861992

[9]
Porsche 956 Lotus 78-Ford
October 1, 1983 October 22, 1977
March 832-Honda/Mugen August 14, 1983
JSPC Formula Two
1:14.088 1:18.31
Kazuyoshi Hoshino Nissan R92CP Satoru Nakajima Masanori Sekiya 19932004

[9]
May 2, 1992
March 842-Honda/Mugen April 15, 1984 March 89GC Mugen October 29, 1989
Fuji Grand Champion Series 1:21.800
Formula 3000 Formula Nippon Le Mans Prototype JGTC (GT500) Formula Three JTCC (Group A) JGTC (GT300) JTCC (Super Touring) Super Taikyu
1:14.854 1:15.304 1:16.349 1:23.886 1:26.344 1:31.131 1:31.356 1:33.035 1:35.173
Takuya Kurosawa
Lola T92/50
April 10, 1993 October 19, 1996 November 6, 1999 May 3, 2003 April 6, 2003
Kazuyoshi Hoshino Lola T96/52 Ukyo Katayama Yuji Tachikawa Tatsuya Kataoka Toyota GT-One TS020 Toyota Supra Dallara F302 Toyota
Kazuyoshi Hoshino Nissan Skyline GT-R R32 October 31, 1993 Suga Ichijo Naoki Hattori Kasuya Shunji 2005
[10]
Mosler MT900R Honda Accord
May 3, 2003 November 1, 1997
Nissan Skyline GT-R R33 November 7, 1998
Formula One Formula Nippon Le Mans Prototype Super GT (GT500) JLMC (LMP1) Formula Three Super GT (GT300) Super Taikyu (ST-1)
1:17.287 1:25.525 1:27.499 1:32.481 1:33.117 1:35.173 1:40.682 1:46.304
Felipe Massa Benoit Treluyer Kazuki Nakajima Ronnie Quintarelli
Ferrari F2008 Lola FN06-Toyota Toyota TS030 Nissan GT-R
October 11, 2008 March 31, 2007 October 13, 2012 April 30, 2011 June 2, 2007 March 3, 2007 May 3, 2005 August 4, 2007
Shinsuke Yamazaki Zytek 04S Kazuya Oshima Haruki Kurosawa Dallara F306-Toyota Honda NSX
Masataka Yanagida BMW Z4 Coup
Fuji Speedway
59
The new corners

This is the official listing of the new twelve corners. Only some corners have Japanese names, most of which are a result of sponsorship agreements. The rest are named after the radius of the corner in meters. 1. First Corner 27R 2. 75R 3. Coca Cola Corner 80R 4. 5. 6. 7. 8. 100R Hairpin Corner 30R 120R 300R Dunlop Corner 15R
The fifth corner
9. 30R 10. 45R 11. Netz Corner 25R 12. Panasonic Corner 12R
The Dunlop corner differs with the configuration used. In the full configuration, it consists of a tight right hairpin turn followed by a left-right flick. In the GT course it is a medium speed right-hander, bypassing turns 11 and 12.
Fuji Speedway in videogames

The Fuji circuit is well known to fans of the arcade racing game Pole Position, as cars raced on the circuit in the popular loop. Fuji Speedway (renamed "Namco Circuit" in the Namco Museum ports and "Blue Speedway" in Namco Museum: Virtual Arcade) was thus the first circuit ever to be featured in a video game.[citation needed] Fuji is also featured in Top Gear, TOCA Race Driver, Gran Turismo 4, Gran Turismo 5: Prologue and Gran Turismo 5. For F1 Challenge '99'02, Grand Prix Legends, rFactor, GTR - FIA GT Racing Game 2, GT Legends and RACE 07 - The Official WTCC Game the track is available as free downloadable add-on.
Fuji Speedway in television

The Fuji circuit is featured prominently in the Japanese television drama Engine as the main setting for the racing scenes, as well as the home of the (fictional) "Regulus Cup". The track was also featured in an episode of the 11th season of the British automotive show Top Gear in which host Jeremy Clarkson takes a Nissan GT-R through its paces.
20072008 Japanese Grand Prix

During the 2007 Japanese Grand Prix, Fuji Speedway met with a lot of problems such as the paralysis of the transportation network provided by the shuttle buses, poor facilities including some reserved seats without a view, lack of organization, and expensive meals that meant a simple lunch-box was sold for 10,000 yen (US$87) at the circuit.[11][12] Newspaper accounts of the event also alleged problems with Toyota bias and control. During the 2007 Japanese Grand Prix, the circuit prohibited the spectators from setting up the flags and banners to support the teams and drivers,[13][14] with the exception of the Toyota F1 team whose owner also owned the circuit.[15] Therefore, there were very few flags and banners in the event compared with other Grand Prix events.[16][17] For the 2008 Japanese Grand Prix race, organizers responded to lessons learned the previous year by reducing the total number of spectators allowed at the event. Compared to 140,000 persons allowed for Sunday events in 2007,
Fuji Speedway attendance was restricted to 110,000.[18] Additionally, walkways and spectator facilities were improved, along with larger screens.[19] However, the race was also affected by rainy weather, which has historically interfered in a number of past races at the circuit.
60
Notes
[1] http:/ / toolserver. org/ ~geohack/ geohack. php?pagename=Fuji_Speedway& params=35_22_18_N_138_55_36_E_type:landmark [2] Fuji signs deal for 2007March 14, 2006 (http:/ / www. grandprix. com/ ns/ ns16383. html) [3] Fuji: Duval, Couto weekend summary (http:/ / www. motorsport. com/ news/ article. asp?ID=288152& FS=) [4] http:/ / www. conceptcarz. com/ vehicle/ z8611/ Toyota-2000-GT. aspx [5] Suzuka responds to Fuji pressure December 23, 2000 (http:/ / www. grandprix. com/ ns/ ns03394. html) [6] JDM Option Vol.21 [7] "Toyota to pull out of hosting 2010 Japan GP". Mainichi Daily News. July 7, 2009. Retrieved July 7, 2009 [8] After abolishing the high-banking in 1974 [9] The chicanes were added in 1984 and 1987. [10] Reprofiled by Hermann Tilke in 2003 [18] Fuji to limit attendance for 2008 GP (http:/ / f1update. com/ full_story/ view/ 245662/ Fuji_to_limit_attendance_for_2008_GP/ ) [19] Fuji moves to avoid 2007 (http:/ / www. f1fanatic. co. uk/ 2008/ 02/ 20/ fuji-speedway-gets-better-toilets-but-still-needs-a-roof/ )
External links
Fuji Speedway official website (http://www.fujispeedway.co.jp/english/index.html) Fuji Speedway info from official F1 website (http://www.formula1.com/races/in_detail/japan_802/) A visit to the Fuji Speedway (http://f1chronicles.com/2007/09/23/ guest-column-a-visit-to-the-fuji-speedway-japan/) Trackpedia's guide to the Fuji Speedway (http://www.trackpedia.com/wiki/Fuji_Speedway) BBC's circuit guide to the Fuji Speedway (http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/ circuit_guide/6426677.stm) Google Map (http://maps.google.com/maps?q=33409&hl=en&ie=UTF8&om=1&z=14&ll=35.370225,138. 927698&spn=0.054241,0.069351&t=h) Fuji Speedway problem (http://www42.atwiki.jp/kusotoyota/pages/42. html?PHPSESSID=a4990111777b092b8bf2054883bf9129&flag_mobilex=1)
Odaiba
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Odaiba
Coordinates: 353748N 1394630E35.63N 139.775E [1] Odaiba ( ) is a large artificial island in Tokyo Bay, Japan, across the Rainbow Bridge from central Tokyo. It was initially built for defensive purposes in the 1850s, dramatically expanded during the late 20th century as a seaport district, and has developed since the 1990s as a major commercial, residential and leisure area. Odaiba, along with Minato Mirai 21 in Yokohama, are two of the only places in the Greater Tokyo Metropolitan area where the seashore is accessible, and not blocked by industry and harbor areas.[citation needed] Daiba ( ) formally refers to one district Odaiba and the Rainbow Bridge at night of the island development in Minato Ward. The Odaiba name is commonly used to refer to the entire Tokyo Waterfront Secondary City Center ( Tky Rinkai Fukutoshin) which includes the Ariake and Aomi districts of Kt Ward and the Higashi-Yashio district of Shinagawa Ward.
History
The name Odaiba comes from a series of six island fortresses constructed in 1853 by Egawa Hidetatsu for the Tokugawa shogunate in order to protect Edo from attack by sea, the primary threat being Commodore Matthew Perry's Black Ships which had arrived in the same year.[2] Daiba in Japanese refers to the cannon batteries placed on the islands. In 1928, the Dai-San Daiba ( ) or "No. 3 Battery" was refurbished and opened to the public as the Metropolitan Daiba Park, which remains open to this day.
View of Odaiba from the north with Fuji TV building in the center, Daikanransha Ferris wheel to the left, shopping malls in the front, and Nikko hotel to the right
Odaiba
62
From the originally planned 11 batteries, only five were ever finished. The modern island of Odaiba began to take shape when the Port of Tokyo opened in 1941. Until the mid 1960s all except two batteries were either removed for unhindered passage of ships or incorporated into the Shinagawa port facilities and Tennozu island. In 1979 the then called landfill no. 13 (now Minato-ku Daiba, Shinagawa-ku Higashi-Yashio and Kt-ku Aomi districts), was finished directly connecting with the old "No. 3 Battery". "No. 6 Battery" was left to nature (landing prohibited). Tokyo governor Shun'ichi Suzuki began a major development plan in the early 1990s to redevelop Odaiba as Tokyo Teleport Town, a showcase for futuristic living, with new residential and commercial development housing a population of over 100,000. The redevelopment was scheduled to be complete in time for a planned "International Urban Exposition" in spring 1996.
Dai-Roku Daiba ( ) or "No. 6 Battery", one of the original Edo-era battery islands, as viewed from the Rainbow Bridge. The developed area of Odaiba is in the background.
Suzuki's successor Yukio Aoshima halted the plan in 1995, by which point over JPY 1 trillion had been spent on the project, and Odaiba was One of the cannons of Odaiba, now at the still underpopulated and full of vacant lots. Many of the special Yasukuni Shrine. 80-pound bronze, bore: companies set up to develop the island became practically bankrupt. 250mm, length: 3830mm. The collapse of the Japanese asset price bubble was a major factor, as it frustrated commercial development in Tokyo generally. The area was also viewed as inconvenient for business, as its physical connections to Tokyothe Rainbow Bridge and the Yurikamome rapid transit linemade travel to and from central Tokyo relatively time-consuming. The area started coming back to life in the late 1990s as a tourist and leisure zone, with several large hotels and shopping malls. Several large companies including Fuji Television moved their headquarters to the island, and transportation links improved with the connection of the Rinkai Line into the JR East railway network in 2002 and the eastward extension of the Yurikamome to Toyosu in 2006. Tokyo Big Sight, the convention center originally built to house Governor Suzuki's planned intercity convention, also became a major venue for international expositions.
Odaiba at Night with Yakatabune boats in the front
Odaiba
63
Attractions
Today's Odaiba is a popular shopping and sightseeing destination for Tokyoites and tourists alike. Major attractions include: Palette Town: Daikanransha, a 115-metre (377ft) Ferris wheel Megaweb, exhibition hall of car maker Toyota Tokyo Leisure Land, 24 hour video gaming, karaoke, bowling Venus Fort, a Venice-themed shopping mall Zepp Tokyo, one of Tokyo's largest performance halls/nightclubs Fuji Television studios with a distinctive building designed by Kenzo Tange Miraikan, Japan's National Museum of Emerging Science and Innovation Rainbow Bridge connecting Odaiba to the heart of Tokyo Tokyo Big Sight Tokyo International Exhibition Center Aqua City shopping center Diver City shopping center Zepp DiverCity Decks Tokyo Beach shopping mall, featuring Sega Joypolis and Little Hong Kong Museum of Maritime Science (Fune no kagakukan) with swimming pool Oedo-Onsen-Monogatari sent Shiokaze park with BBQ places and Higashi Yashio park Telekom Center Building (MXTV's former headquarters) with observation deck One of two beaches in urban Tokyo (swimming prohibited), along with Kasai Rinkai Park in Edogawa Ward A replica of the Statue of Liberty Panasonic Centre, a science and technology showroom
Replica Statue of Liberty in Odaiba, with the Rainbow Bridge behind it. Miraikan Rainbow Bridge
Odaiba
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Transport
Two Shuto Expressway lines access Odaiba: Route 11 enters from central Tokyo crossing the Rainbow Bridge, while the Wangan Route enters from Shinagawa Ward through the Tokyo Port Tunnel and from the bayfront areas of Tokyo and Chiba Prefecture to the east. By public transport Odaiba is accessible via the automated Yurikamome transit system from Shimbashi and Toyosu. The privately operated Rinkai Line runs between Shin-Kiba and saki but many trains connect directly to Shibuya, Shinjuku, and Ikebukuro. City buses provide cheaper if slower access. Ferries connect Odaiba with Asakusa running along the Sumida River and the Kasai Rinkai Park in eastern Tokyo.
Yurikamome automated guideway transit service
References
[1] http:/ / toolserver. org/ ~geohack/ geohack. php?pagename=Odaiba& params=35. 63_N_139. 775_E_ [2] The architecture of Tokyo Hiroshi Watanabe p.143 (http:/ / books. google. com/ books?id=zkkjpWYS8icC& pg=PA143)
External links
Area Guide (http://www.tourism.metro.tokyo.jp/english/tourists/spot/area_intro/odaiba/index.html) of Odaiba with sightseeing spots historical map (http://www2.kankyo.metro.tokyo.jp/odaiba/history/m25shinagawadaiba.jpg) from 1892 (in Japanese)
Okayama International Circuit
65

Location Time zone
Mimasaka, Okayama Prefecture, Japan GMT +9
Major events Super GT Super Formula MFJ Superbike Super Taikyu WTCC (former) Pacific Grand Prix (former) Length Turns Lap record 3.703 km (2.300 mi) 13 1:14.023 (Michael Schumacher, Benetton B194, 1994)
Okayama International Circuit Co., Ltd.

Type Founded Kabushiki gaisha Aida (part of Mimasaka), Okayama Prefecture, Japan (August13,1988)
Headquarters Mimasaka, Okayama Prefecture, Japan Parent Aska Corporation []
Okayama International Circuit ( ), named TI Circuit Aida (TI ) until December 31, 2004, is a 2.301-mile (3.7km) private motorsport race track in Mimasaka, Okayama Prefecture, Japan. TI was the abbreviation of "Tanaka International" after the name of the golf club owner, though the name of the circuit was officially "TI Circuit Aida". As well as hosting racing events, the circuit has rental facilities including bikes and go-carts available.
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History
The course was opened in 1990 as a private race track for the wealthy.[1] Soon, it hosted its first race, staged by veteran British drivers (which explains the circuit's corner names, such as Hobbs and Attwood).[citation needed] In 1994 and 1995, the TI Circuit hosted the Formula One Pacific Grand Prix; both events were won by Michael Schumacher in his early title-winning years. This race made Japan one of only six countries to ever host more than one Formula One event in the same year. It was discontinued primarily due to its location in a remote area of Japan. In March 2003, "Tanaka International Company", parent company of "TI Circuit Company", applied for Civil Rehabilitation Law. After the application, Unimat Holding Co., Ltd. [2] announced that it would support TI Circuit Company. The owner of the circuit was renamed Okayama International Circuit Co., Ltd. on May 1, 2004, and the name of the circuit was renamed "Okayama International Circuit" on January 1, 2005. On October 26, 2008, the circuit hosted a round of the Formula V6 Asia and FIA World Touring Car Championship. The WTCC race was the first world championship FIA race since 1995. However, it was announced on June 21, 2010 that Suzuka Circuit would host the Japan round of the 2011 WTCC season instead of the Okayama International Circuit.[3]
References
[2] http:/ / www. unimat. co. jp/
External links
Okayama International Circuit official website (http://www.okayama-international-circuit.jp/) (Japanese) Asian Festival of Speed results (http://www.afos.com/allresult_listing2.php) Coordinates: 345454N 1341316E34.91500N 134.22111E
Tsukuba Circuit
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Tsukuba Circuit
Tsukuba Circuit
Location Time zone
Shimotsuma, Ibaraki, Japan JST, UTC, GMT +9
Major events MFJ Superbike Tsukuba 1000 Length 2.045 (without chicane) [] 2.070 (with chicane) km (1.287 mi) 14 []
Turns Lap record
51.875 seconds ("Keiichi Tsuchiya", ARTA Honda NSX 2002 (GT500), January 25th, 2004)
The Tsukuba Circuit is a motorsport race track located in Shimotsuma, a neighboring city of Tsukuba, Ibaraki Prefecture, Japan. It is 2.045 kilometres (1.271mi) long, has 32 pits and the longest straight is 437 metres (0.272mi) long.[] There is a small chicane corner that is used for motorcycle racing only and increases the total length to 2.070 kilometres (1.286mi). The track was established in 1966 with the aim of attracting young people to participate in motor sports, but was not actually completed until 1970.[] At the present time, an event is held every week.[1] The track has a large variety of corners, ranging from wide sweepers to hairpins.[] The circuit accommodates 8500 spectators on the track, 3000 in the stands, 5000 on lawn seats, and 500 standing over the pits.[] The track has appeared in numerous video games, including Forza Motorsport, Forza Motorsport 2, Forza Motorsport 3, and Forza Motorsport 4, Gran Turismo 4, Gran Turismo PSP, Gran Turismo 5, Tourist Trophy, Enthusia Professional Racing, rFactor, and D1 Grand Prix, as well as being planned to be added to iRacing. The track is commonly used for tuner events and has appeared in the final installment of the Shuto Kousoku Trial series, SKT Max. The circuit has also gained popularity because of its heavy use by Best Motoring to test and race a variety of vehicles.
Time Attack
Time Attack (alternatively known as Super Lap or Tuner Battles) originated in Japan when the tuning media organized the event on race circuits such as Tsukuba Circuit, where it commonly occurs, as a proving ground for street tuned cars built at a large budget by highly respected tuning companies. As a result of the quick rise in popularity, tuners developed cars especially to use to beat the competition,[2] including the purpose built HKS CT230R Lancer Evolution, with its body made entirely out of carbon fibre. The official lap record is held by the Autobacs ARTA NSX, which ran a 51.8 second lap. Unlike other timed motorsport disciplines such as sprinting and hillclimbing, the car is required to start off under full rolling start conditions following a warm up lap where they will have to accelerate out as fast as possible to determine how fast they enter their timed lap.[2] Commonly, as cars consist of modified roadgoing cars, cars are required to wear tires authorized for road use and in all, drivers are allocated to three laps in a final event run;
Tsukuba Circuit warm-up, timed and cool-down.[2]
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Time Attack Results

2007 17th Annual Revspeed Super Battle at Tsukuba Circuit 1st place- #13 M-Speed R34 Nissan Skyline GT-R (Best Lap: 55.23sec, Top Speed: 227.282km/h) 2nd place- #1 Garage HRS SUN Auto Cyber Evo CT9A Mitsubishi Lancer Evolution (Best Lap: 55.864sec, Top Speed: 220.678km/h) 3rd place- #22 Pro-Staff R Magic FD3S Mazda RX-7 (Best Lap: 55.947sec, Top Speed: 217.742km/h) 4th place- #12 Nagisa Auto R34 Nissan Skyline GT-R (Best Lap: 56.510sec, Top Speed: 227.082km/h) 5th place- #16 Kurumakobou Decide R33 Nissan Skyline GT-R (Best Lap: 56.630sec, Top Speed: 233.615km/h) 6th place- #14 Garage Kagotani R34 Nissan Skyline GT-R (Best Lap: 56.833sec, Top Speed: 227.416km/h) 7th place- #31 Autobacs ASM Honda S2000 (Best Lap: 57.398sec, Top Speed: 188.055km/h) 8th place- #18 Best Motor Sports R32 Nissan Skyline GT-R (Best Lap: 57.422sec, Top Speed: 220.994km/h) 9th place- #15 Hosaka Tuning Factory R33 Nissan Skyline GT-R (Best Lap: 57.504sec, Top Speed: 224.346km/h) 10th place- #17 Keiyo Jiko R32 Nissan Skyline GT-R (Best Lap: 57.658sec, Top Speed: N/A) 11th place- #3 Jun Automechanics CT9A Mitsubishi Lancer Evolution (Best Lap: 57.824sec, Top Speed: 211.640km/h) 12th place- #19 Auto Gallery Yokohama R32 Nissan Skyline GT-R (Best Lap: 58.081sec, Top Speed: 223.8 13th place- #21 Garage Ito R32 Nissan Skyline GT-R (Best Lap: 58.282sec, Top Speed: 216.650km/h) 14th place- #5 Varis CP9N Mitsubishi Lancer Evolution (Best Lap: 58.456sec, Top Speed: 211.102km/h) 15th place- #4 Stillway CT9A Mitsubishi Lancer Evolution (Best Lap: 58.484sec, Top Speed: 204.468km/h)
References
[2] Time Attack FAQ's (http:/ / www. timeattack. co. uk/ faq. asp)
External links
Official Webpage (Japanese) (http://www.jasc.or.jp/) Tsukuba Circuit on Google Maps (http://maps.google.com/maps?t=k&hl=en&om=1&ie=UTF8&z=17& ll=36.150611,139.921982&spn=0.006177,0.010192) Coordinates: 36096N 1395517E36.15167N 139.92139E
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Notable D1GP drivers

Youichi Imamura
Youichi Imamura
Nationality Born Japan May 11, 1976 Kai, Yamanashi Prefecture 2013 D1 Grand Prix Debut season 2001
Current team Auto Produce Boss with Potenza Former teams Top Secret with ORC, Apex'i Wins 13 Championship titles 2003 2009 2
Youichi Imamura ( Imamura Yichi, 11 May 1976, Yamanashi) is a Japanese professional drifting driver, currently competing in the D1 Grand Prix series for team Auto Produce Boss [1] with Bridgestone Potenza [2]. He has always enjoyed driving, so drifting was a natural thing for him. His other passion is flowers as his parents ran a florist and he has always helped them out. So he has always known that he'd be a florist, when he is not drifting he is working in a florists in Yamanashi called Silky House. His favourite time of the week is when he and his wife drive out to collect stock, Sometimes he cannot make it as he's at a photo shoot or a D1 event, so he uses the internet to check up. He has been competing in the D1 Grand Prix series since it began in October 2000. His best year so far was the 2003 season where he won the series title in his Apex'i [3] Mazda RX-7 (FD3S). After Apex'i left the series he switched to ORC and has been working with the team to improve the performance of the Nissan Fairlady Z coming in sixth in the 2007 series. In 2008, he switched to the newly formed team Auto Produce Boss with Potenza D-1 Project, driving their Nissan Silvia S15. In 2009 he won the championship in this car, making him the only two time D1 champion ever. He also has the most wins of any D1 driver with ten. Like rival drifter who he was team mate to, Ryuji Miki, he also competed in the Net'z Cup, a one make series for the Toyota Altezza between 2005 and its final season in 2006,[4] his racing antics were documented twice on Video Option.
Youichi Imamura
70
Complete Drifting Results

(key)
D1 Grand Prix
Year 2001 2002 Apex'i Entrant Car Toyota Sprinter Trueno AE86 Toyota Altezza SXE10 Mazda RX-7 FD3S 2003 2004 2005 2006 2007 Apex'i Apex'i Apex'i ORC with Top Secret ORC with Top Secret Mazda RX-7 FD3S Mazda RX-7 FD3S Mazda RX-7 FD3S 1 2 3 4 5 6 7 8 Position Points 2 5 SGO TKB SEK NIK 1 7 8 1 TKB BHH SGO FUJ EBS SEK TKB 4 3 2 1 1 16 2 IRW SGO EBS APS ODB EBS TKB 16 6 6 2 2 1 IRW ODB SGO APS EBS FUJ TKB 2 9 5 16 5 16 1 1 3 3 15 6 3 106 78 68 19 51 70 66 54
EBS NIK BHH EBS NIK 1 6 8 5 2 BHH EBS EBS TAN TAN TAN
Nissan Fairlady Z IRW SGO FUJ APS EBS SUZ FUJ IRW Z33 16 9 8 TAN 16 8 Nissan Fairlady Z EBS FUJ SUZ SGO EBS APS FUJ Z33 DNQ 12 3 10 TAN 3 4 EBS 7 FUJ SUZ OKY APS EBS FUJ 14 5 1 4
2008 Auto Produce Boss with Nissan Silvia S15 Potenza D-1 Project
Source
JDM Option [5] D1 Grand Prix [1] Silky House Flower Boutique Home page [7] Auto Produce Boss [1]
Boss with Potenza S15 [6]
Precededby Katsuhiro Ueo
D1 Grand Prix Champion 2003
Succeededby Ryuji Miki
Youichi Imamura
71
References
[1] http:/ / www. apboss. com/ [2] http:/ / www. bridgestone. co. jp/ [3] http:/ / www. apexi. com/ [4] [5] [6] [7] BATTLEGEAR.NET (http:/ / www. battlegear. net/ news/ race_and_event9. html) http:/ / www. jdm-option. com/ eng/ column/ 06_07/ imamura. html http:/ / www. h4. dion. ne. jp/ ~npo/ http:/ / www. carplay. net/ doripuri/ dori_top. html
Masato Kawabata
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Masato Kawabata
Masato Kawabata
Nationality Born Japan October 15, 1977 Osaka, Osaka Prefecture 2013 D1 Grand Prix Debut season 2002 Current team GP Sports & Toyo Tires Wins 4 Championship titles 2007 1
Masato Kawabata ( Kawabata Masato, 15 October 1977, Osaka) is a Japanese professional drifting driver, currently competing in the D1 Grand Prix series for Team Toyo.
Biography
Kawabata first received his license at 18 he bought the Nissan 180SX. He practiced alone until he met late D1 driver Atsushi Kuroi who started to teach and advise Kawabata's S15 Silvia with 2005 livery Kawabata. At age 19, Kawabata entered a drift magazine sponsored contest and took first place. At 21, GP Sports started to sponsor Kawabata with a full line of aero parts. Kawabata and first appeared in the D1 Grand Prix in round 4 of 2002.[1] Kawabata took his first win at Fuji Speedway in 2006[2] and went on to finish 4th in the overall points. In 2007 he did even better however winning two rounds and the overall title by one point over Nobushige Kumakubo.
2007 Fuji Speedway accident

In 2007, at round 2, held in Fuji Speedway, during a tsuiou round against Daigo Saito, Saito dipped into the inner apex of the 300R corner, causing his car to understeer and collecting Kawabata's Silvia onto the tyre barrier in the process, severely destroyed both cars. Kawabata had to be taken to hospital for treatment for whiplash injuries. He won the round which he was unable to continue, leaving Atsushi Kuroi without an opponent. For the following round, he returned with a new car and took the win at the next round at Sportsland SUGO.[3][4]
Masato Kawabata
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(key)
D1 Grand Prix
Year 2002 2003 2004 Silk Road Silk Road GReddy/GP Sports/Toyo Tires 2005 2006 2007 2008 GReddy/GP Sports/Toyo Tires GReddy/GP Sports/Toyo Tires GReddy/GP Sports/Toyo Tires GP Sports/Toyo Tires Entrant Car Nissan 180SX Nissan 180SX Toyota Sprinter Trueno AE86 Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S15 Nissan 180SX RPS13 1 2 3 4 5 6 7 8 Position Points 0 0 23 SGO EBS APS ODB EBS TKB TAN DNQ 9 DNQ 16 DNQ IRW ODB SGO APS EBS FUJ TKB 16 4 9 7 TAN 3 5 IRW SGO FUJ APS EBS SUZ FUJ IRW 5 16 6 TAN 4 8 1 16 EBS 2 FUJ 4 SUZ SGO EBS APS FUJ 6 1 5 1 16 4 4 1 6 55 69 100 54 4
BHH EBS EBS SGO TKB SEK NIK DNQ DNQ TKB BHH SGO FUJ EBS SEK TKB DNQ DNQ DNQ TAN TAN DNQ IRW TAN
EBS FUJ SUZ OKY APS EBS FUJ 1 TAN 15 11 3
References
[1] J.D.M. OPTION INTERNATIONAL (2006) (http:/ / www. jdm-option. com/ archives/ column/ 06_10/ kawabata. html) [2] [ D1GP/D1SL NEWS REPORT ] J.D.M. OPTION INTERNATIONAL (2006) (http:/ / www. jdm-option. com/ eng/ d1gp_news/ gp_bn. html) [3] [ D1GP/D1SL NEWS REPORT ] J.D.M. OPTION INTERNATIONAL (2007) (http:/ / www. jdm-option. com/ eng/ d1gp_news/ news. html) [4] YouTube - Broadcast Yourself (http:/ / www. youtube. com/ watch?v=k7CJsd2F0Es)
External links
JDM Option (http://www.jdm-option.com/eng/column/06_10/kawabata.html) Employer's site (http://www.car-gallery.com/) D1 Supporter profile (http://www.geocities.jp/d1gp_5thmotorsports/d1_drivers/kawabata.html)
Precededby Nobushige Kumakubo D1 Grand Prix Champion 2007 Succeededby Daigo Saito
Yasuyuki Kazama
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Yasuyuki Kazama
Yasuyuki Kazama
Nationality Born Japan 1 February 1970 Nagano D1 Grand Prix Years active 20012006 Teams Wins Best finish Kei Office, Team M.O.V.E. 7 1 in 2005
Championship titles 2005 1
Yasuyuki Kazama ( Kazama Yasuyuki, born 1 February 1970, Nagano, Japan) is a drifting driver from Japan. Kazama was first introduced to drifting at age 17 when he watched Gengo-San, who later became his spotter and mentor, drifting on a touge.[1] As soon as he got his driving licence he began drifting in his Toyota Corolla Levin AE86 with the proceeds of his job in a filling station. He later escaped death when his car slid down underneath a crash barrier and fell 30ft down the mountain.[2] He would later make a name for himself in drifting contests, driving a Nissan Silvia S14 and became one of the first drivers to use a S15 for drifting and was heavily in debt until his patience was paid off when he was sponsored by Kei Office, a tuning company who was owned by Keiichi Tsuchiya who he later worked for as a mechanic. From when he first started in D1GP series at the end of 2000, he had moderate success, but when he teamed up with Gengo, things would started to pay off when he took up a runner up spot at round 6 in 2003 and then went on to win his first event at round 1 in Irwindale and took up four other wins and a title in 2005 only beating Masao Suenaga by 1 pts. He is known as Waku Waku Kun or Rodeo Clown due to his reputation as a clown within the series and him being well known for his Rodeo Drift, a form of doughnutting by sitting on the driver's door of the car which he first practised at the Big-X events, then later at D1GP pre-tsuiou rounds warm ups in 2004 when he changed the side windows of his car to make it possible to perform the trick. Since his previous employer Tsuchiya sold off his company in 2004, he nowadays runs a garage called Rodextyle. Kazama is also known in the United Kingdom for his only mainstream TV appearance outside Japan in the BBC2 show, Top Gear which he teaches Richard Hammond drifting in a stock Vauxhall Monaro VX-R. As with the rising popularity of the drifting scene there, he has made two appearances in both Autocar in April 2006, driving a Caterham Seven and February 2007 issue of the Octane.[3][4]
Yasuyuki Kazama
75
Drifting results
(key)
D1 Grand Prix
Year 2001 2002 2003 2004 2005 Kei Office Kei Office Kei Office Kei Office Entrant Car 1 2 3 4 5 6 7 8 Position Points 11 17 12 4 1 3 22 18 26 72 97 91
Nissan Silvia S15 EBS NIK BHH EBS NIK 9 3 TAN TAN TAN Nissan Silvia S15 BHH EBS EBS SGO TKB SEK NIK DNQ 2 TAN TAN TAN DNQ TAN Nissan Silvia S15 TKB BHH SGO FUJ EBS SEK TKB DNQ 16 10 8 2 16 16 Nissan Silvia S15 IRW SGO EBS APS ODB EBS TKB 1 1 8 4 8 16 8 Nissan Silvia S15 IRW ODB SGO APS EBS FUJ TKB 1 3 1 5 1 16 7
2006 Team M.O.V.E. Nissan Silvia S15 IRW SGO FUJ APS EBS SUZ FUJ IRW 1 16 1 3 16 16 6 2
References
[1] [2] [3] [4] http:/ / www. d1gp. co. uk D1GP UK official site Max Power (magazine), June 2005 Octane February 2007 http:/ / en. wikipedia. org/ wiki/ Yasuyuki_Kazama#endnote_http:. 2F. 2Fwww. d1gp. co. uk
External links
DG-5: sponsor's site (http://www.dg-5.co.jp/release/index.htm) Rodextyle (http://rodex.seesaa.net/) official blog site. Rodexshop (http://rodexsan.seesaa.net/) MSN Cars: How to drive sideways (http://cars.uk.msn.com/news/car_news_article. aspx?cp-documentid=474948) D1 Supporter profile (http://www.geocities.jp/d1gp_5thmotorsports/d1_drivers/kazama.html)
Precededby Ryuji Miki D1 Grand Prix Champion 2005 Succeededby Nobushige Kumakubo
Nobushige Kumakubo
76
Nobushige Kumakubo
Nobushige Kumakubo
Nationality Born Japan February 10, 1970 Fukushima Prefecture 2013 D1 Grand Prix Debut season 2001 Current team Team Orange Wins 4 Championship titles 2006 1
Nobushige Kumakubo ( Kumakubo Nobushige, born February 10, 1970, Fukushima Prefecture) is a drifting driver from Japan who competes in the D1 Grand Prix series and racetrack and land owner. Nicknamed Kuma, he is commonly referred to one of the pioneers of drifting. Born to a wealthy family who owned a large portion of land in the Fukushima countryside, with the easy accessibility of the family plot, Kumakubo was able to use some of it to build and develop the Ebisu Circuit.[1] Kumakubo also used the circuit to host numerous drifting events as well as various motorsport events. As the lead driver of Team Orange, as his car has always been orange, he started at the D1GP series in a Nissan Silvia, in 2005, whilst stumbling through the numerous rallying magazines in his office and considering that the Subaru Impreza was the car to have as many rear wheel drive cars were considered not suitable for drifting or in need of development to be considered suitable, also in a way to bring Impreza owners to his track, Kumakubo commissioned tuning company JUN Auto to build an Impreza WRX STI Impreza, significantly with a radiator on the rear passenger side.[1] The car debuted at the Odaiba round, unlike others who switched to newer models, his performance would pay off when he was runner up at the Silverstone exhibition round and for the 2006 season, he had beaten Ken Nomura by just 1 point. Midway through the 2007 D1 series Kumakubo switched from the Impreza to an Evo 9 (built also by JUN Auto) during round 5 at Ebisu. He has also built a Mitsubishi Lancer Evolution X in the Team Orange livery which was on show at Tokyo Auto Saloon. He also runs the Big X the invitation only outdoor show that combines drifting, FMX, supermoto, car stunts and other extreme sports featuring the experts from each field. Big X's drifting squad is called DriftXtreme, which the well known drivers of the D1GP are invited to join including team mate Kazuhiro Tanaka and Naoto Suenaga. Kumakubo is currently competing in the European Drift Championship Team Orange teammate Kazuhiro Tanaka is also competing.
[2]
in his Subaru Impreza WRX STI. His
Nobushige Kumakubo
77

(key)
D1 Grand Prix
Year 2001 Entrant Car Nissan Skyline HCR32 Toyota Chaser JZX100 2002 2003 2004 2005 2006 2007 Team Orange Team Orange Team Orange / Ebisu Circuit Team Orange / Yuke's Team Orange / Yuke's Team Orange / Yuke's Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S15 1 2 3 4 5 6 7 8 Position Points 0 EBS NIK TAN BHH EBS EBS SGO TKB SEK NIK 4 TAN 5 9 6 4 10 TKB BHH SGO FUJ EBS SEK TKB 1 TAN 1 TAN 5 5 4 IRW SGO EBS APS ODB EBS TKB 4 5 5 16 16 9 2 4 2 6 4 1 2 EBS APS FUJ 8 8 3 EBS FUJ SUZ OKY APS EBS FUJ 12 TAN 8 16 8 13 28 56 78 60 55 110 99
EBS NIK BHH DNQ DNQ
Subaru Impreza GDB IRW ODB SGO APS EBS FUJ TKB 4 TAN 10 6 11 5 3 Subaru Impreza GDB IRW SGO FUJ APS EBS SUZ FUJ IRW 2 8 3 2 1 TAN 4 4 Subaru Impreza GDB EBS 1 Mitsubishi Lancer Evo IX CT9A FUJ SUZ SGO 3 4 2
2008
Team Orange / Yuke's
Mitsubishi Lancer Evo IX CT9A Mitsubishi Lancer Evo X
References
[1] Nobushige Kumakubo Driver Profile Drift Japan (http:/ / driftjapan. com/ blog/ drivers/ nobushige-kumakubo/ ) [2] Japanese Drifter Kumakubo to enter EDC2008! (http:/ / www. europeandriftchampionship. eu/ Japanese Drifter Kumakubo to enter EDC 2008. html)
External links
Yuke's D1 Project Blog (Nobushige Kumakubo) (http://www.yukes.co.jp/d1-project/index.php?c=13-6) D1 Supporter profile (http://www.geocities.jp/d1gp_5thmotorsports/d1_drivers/kumakubo.html)
Precededby Yasuyuki Kazama D1 Grand Prix Champion 2006 Succeededby Masato Kawabata
Ken Nomura
78
Ken Nomura
Ken Nomura
Nomuken in a comedy pose during a Pit Walk session, Silverstone Circuit, October 2005 Nationality Born Japan May 9, 1965 Fukuoka, Fukuoka Prefecture 2013 D1 Grand Prix Debut season Current team Wins Best finish 2001 Blitz 4 2 in 2006
Ken Nomura (Shinjitai: Nomura Ken, born Fukuoka, May 9, 1965) is a drifting driver from Japan. He made his debut in the D1 Grand Prix in the 3rd round in 2001, driving the Blitz D1 Spec ER34 Skyline which he still drives. His nickname is Nomuken ( ) or Monkey Magic (as a reference to his company). In his youth, Nomura was a baseball player and was very well known within his region, but his career never progressed any further through injury and turned to property developing and monocle adjustments.[1] Once he gained his driving licence, he was dedicated to night-time street drag racing and then progressed to touge racing.[1] In 1992, Nomuken was runner up in the "All Japan Ikaten" Finals and later in 1996 opened his own tuning shop Uras (reverse for saru, Japanese for monkey), producing drift specific products.[1] When he first joined the D1GP series in 2000, his performance was average, he had been away from drifting for some time before competing in its inaugural year. But as soon as he signed a contract with parts manufacturer Blitz as a works driver, his skills quickly developed.[1] In the D1 events, he is known for his imitation of a monkey, as the pioneer of the smoke technique, he drifts with the most smoke. He is widely a fan favorite in the series.[1] He also competes in the budget spinoff series, D1 Street Legal with a toned down version of his Skyline. In 2006, Ken Nomura won the D1GP Non Championship Event World All Star. He has also appeared for a TV commercial for his sponsor, Dunlop Tires in Japan, appears as a guest presenter in Video Option and Drift Tengoku as well as a columnist for the Option magazine and judges in drift events.
Ken Nomura
79

(key)
Nomuken's Blitz ER34 Skyline GT-T
D1 Grand Prix
Year Entrant 2001 Blitz 2002 2003 2004 2005 2006 2007 2008 Blitz Blitz Blitz Blitz Blitz Blitz Blitz Car Nissan 180SX Nissan Skyline ER34 1 EBS DNQ NIK BHH EBS NIK TAN TAN 3 7 4 6 2 5 2 58 44 72 49 109 57 78 2 3 4 5 6 7 8 Position Points 0
Nissan Skyline ER34 BHH EBS SGO TKB EBS SEK NIK TAN 6 3 10 10 6 2 Nissan Skyline ER34 TKB BHH SGO FUJ EBS SEK TKB 6 4 9 TAN 8 6 16 Nissan Skyline ER34 IRW SGO EBS APS ODB EBS TKB 3 3 1 8 7 8 16 Nissan Skyline ER34 IRW ODB SGO APS EBS FUJ TKB 8 TAN 2 9 16 4 8 Nissan Skyline ER34 IRW SGO FUJ APS EBS SUZ FUJ IRW 6 1 10 1 2 2 10 3 Nissan Skyline ER34 EBS FUJ SUZ SGO EBS APS FUJ 6 16 7 6 1 7 11 Nissan Skyline ER34 EBS FUJ SUZ OKY APS EBS FUJ 2 8 6 6 2 15 11
Ken Nomura
80
References
[1] Ken Nomura Driver Profile Drift Japan (http:/ / driftjapan. com/ blog/ drivers/ ken-nomuken-nomura/ )
External links
Company Site (http://www.uras.co.jp) Official site (http://www.nomuken.com) Blitz official site (http://www.blitz.co.jp/d1gp/d1.htm) D1 Supporter profile (http://www.geocities.jp/d1gp_5thmotorsports/d1_drivers/nomura.html)
Daigo Saito
81
Daigo Saito
Daigo Saito
Nationality Born Japan March 7, 1980 Saitama
2013 D1 Grand Prix Debut season 2004 Current team Wins Best finish 6 1st in 2008
Previous series 2006 D1 Street Legal
Daigo Saito ( Sait Daigo, 7 March 1980, Saitama) is a Japanese professional drifting driver, currently competing in the D1 Grand Prix series for Fnatz Professional Garage [1] and holds the distinction of being the first driver to win the two drifting majors, D1GP in 2008 and Formula D in 2012.
Biography
From an early age he was into motorbikes as his father was, and got his motorcycle license at 16. One night when he was out riding with his friends they stumbled upon a drift meeting in the hills of Karuizawa, there he saw a white Mercedes-Benz saloon drifting. From then on he wanted to drift himself and he wanted to drift a saloon. As soon as he was 18 he got his drivers license, his father did not want him to drift so bought him a Mini Cooper as his first car. At this time he did not know that it would not be a good car to drift so he tried, and ended up writing it off. He then bought a Nissan Silvia S13 without asking his parents and set about practicing, his first practice session lasted 36 hours only stopping for food and fuel. He learned a lot from this first practice session though he totalled the Nissan Silvia S13 a couple of weeks later. In 2005, Saito won the title for privateers Unlike most D1 drivers his work is not connected to his drifting, as he lives and works at a nursery school, though he is mainly in charge of the animals he is also in charge of driving the bus when the children go on outings. He started competing in the D1 Grand Prix in the third round of the 2004 season in his red Toyota Mark II JZX90 since then he has improved steadily, winning the championship in 2008.
Formula Drift (America)

For 2012, Saito joined the Formula Drift series in the Achilles Radial Lexus SC430 powered by a 2JZ. Saito also competes in the sister series, Formula Drift Asia. He got his first podium finish in his first event of the series at the Streets of Long Beach. He followed that up with another 3rd place finish in Round 2: Atlanta and then a 1st place finish at Round 3: Palm Beach and a 4th place finish at Round 4: Wall Speedway. He won the championship and was rookie of the year after winning 1st place at Irwindale, Round 7.[] As part of the Achilles Radial Drift Team, his car is maintained and transported by Bridges Racing. After the event in New Jersey, his car along with the other Achilles Radial cars were transported to Portland Speed Industries (PSI), where they were prepared for Round 5.[]
Daigo Saito
82

(key)
D1 Grand Prix
Year 2004 2005 2006 Entrant Car 1 2 3 4 5 6 7 8 Position Points 32 14 IRW 9 FUJ SUZ 7 TAN SGO EBS APS FUJ TAN 6 6 6 FUJ SUZ OKY APS EBS FUJ 2 4 4 1 7 4 1 8 114 82 7 41 0 1 24
Toyota Mark IRW SGO EBS APS ODB EBS TKB II JZX90 TAN TAN DNQ DNQ 16 Toyota Mark IRW ODB SGO APS EBS FUJ TKB II JZX90 DNQ TAN DNQ DNQ DNQ 16 Toyota Mark IRW SGO FUJ II JZX90 5 16 Toyota Chaser JZX100 APS EBS SUZ FUJ 16 16 16 TAN
2007
Toyota Mark EBS II JZX90 15 Toyota Mark II JZX100
2008 2009
Team 22 DRIFT with
Toyota Mark EBS II JZX100 14
Toyota Mark EBS APS OKY OKY EBS EBS FUJ FUJ II JZX100 3 7 1 12 10 11 15 9 Toyota Mark ODB APS II JZX100 TAN 2 FUJ OKY EBS EBS FUJ 7 TAN 4 7 3
2010 2011 2012
6 2
79 207
Toyota Mark ODB ODB APS SUZ OKY EBS EBS FUJ II JZX100 3 9 2 1 2 4 1 6 Toyota Mark ODB SUZ II JZX100 1 2 CEN 1
D1 Street Legal
Year Entrant 2006 Car 1 2 3 4 5 6 7 Position Points 10 31
Toyota Chaser JZX100 SEK EBS SGO FUJ APS EBS SEK TSU 8 5 6 TSU
Formula Drift
Year Entrant 2012 Car 1 2 3 4 5 6 7 Position Points 1 548.50
Achilles Radial Lexus SC430 FDLB FDATL FDPB FDNJ FDNW FDLV FDIRW 3 3 1 4 Top 8 Top 8 1
Daigo Saito
83
References
[1] http:/ / www. fnatz. com/
Source
JDM Option (http://www.jdm-option.com/eng/column/07_01/saito.html) D1 Grand Prix (http://www.d1gp.co.jp/) Formula Drift (http://formulad.com/)
External links
D1 Supporter profile (http://web.archive.org/web/20080226053844/http://www.geocities.jp/ d1gp_5thmotorsports/d1_drivers/saito_dai.html) D1 Supporter profile (D1SL) (http://web.archive.org/web/20080306010158/http://www.geocities.jp/ d1gp_5thmotorsports/d1sl_drivers/saito_dai.html) Daigo Saito official web site (http://www.k5.dion.ne.jp/~daigo-s/)
Masao Suenaga
84
Masao Suenaga
Masao Suenaga
Nationality Born
Japan February 13, 1978 Kagoshima Naoto Suenaga
Related to
2013 D1 Grand Prix Debut season 2002 Current team RE Amemiya with Greddy Wins Best finish 3 2 in 2005 Previous series 2006-2007 D1 Street Legal
Masao Suenaga ( Suenaga Masao, 13 February 1978, Kagoshima) is a Japanese professional drifting driver, currently competing in the D1 Grand Prix series for RE Amemiya and Greddy. He is the younger brother of Naoto who both were taught by Nobushige Kumakubo. He began his motorsport career racing minibikes in the Kysh area, later winning a title. Following this, his motorcycle racing career ended at the age of 20 caused by injuries. As Naoto was involved in the Gowasu hashiriya group, he also became involved which he was taught how to drift by Naoto.[1] He has been competing in the D1 Grand Prix series since 2002. In 2002 and 2003 he was the youngest driver to compete in the top 16 and he was soon picked up by RE Amemiya a renowned tuner of rotary powered cars. So he switched from his Nissan Silvia to a Mazda RX-7 (FD3S) went from strength to strength. The Silvia would be driven by Naoto until he became one of the Kumakubo led Team Orange drivers. Masao took his first win in 2005 and went on to place second overall. He had a slight lull in his performance in 2006, but was back on form in 2007 winning twice and finishing the season in third. He is one of the few D1GP drivers to compete the spinoff D1 Street Legal series in his own FD RX-7 winning the first two rounds of the inaugural season.

(key)
D1 Grand Prix
Masao Suenaga
85
Year 2002 2003
Entrant
Car
Position Points 12 13 16 24 20 14
Toyota Corolla Levin AE86 BHH EBS SGO TKB EBS SEK NIK TAN DNQ 6 16 DNQ TAN 4 Nissan Silvia PS13 Nissan Silvia S13 Mazda RX-7 FD3S TKB BHH SGO FUJ EBS SEK TKB 16 10 5 16 TAN 16 8 IRW 16 SGO EBS APS ODB EBS TKB 8 16 TAN DNQ TAN 7 IRW ODB SGO APS EBS FUJ TKB 6 5 6 3 4 1 4 IRW SGO FUJ APS EBS SUZ FUJ IRW TAN 3 TAN 6 6 10 16 6 EBS FUJ SUZ SGO EBS APS FUJ 3 2 1 4 11 13 1 EBS FUJ SUZ OKY APS EBS FUJ 4 4 13 5 6 NS 1
2004 RE Amemiya
2005 RE Amemiya 2006 RE Amemiya 2007 RE Amemiya 2008 RE Amemiya
Mazda RX-7 FD3S Mazda RX-7 FD3S Mazda RX-7 FD3S Mazda RX-7 FD3S
2 8 3 3
96 51 92 89
D1 Street Legal
Year Entrant 2006 2007 Car 1 2 3 4 5 6 7 Position Points
Mazda RX-7 FD3S SEK EBS SGO FUJ APS EBS SEK 1 1 Mazda RX-7 FD3S SEK SUZ SGO EBS SEK
Source
D1 Grand Prix [1]
References
[1] (http:/ / translate. google. com/ translate?hl=en& sl=ja& u=http:/ / www. geocities. jp/ gowasu86/ & sa=X& oi=translate& resnum=1& ct=result& prev=/ search?q=Gowasu& hl=en& client=safari& rls=en)
External links
(Japanese) Gowasu? (http://www.geocities.jp/gowasu86/) - Official page (Japanese) D1 Supporter profile (http://www.geocities.jp/d1gp_5thmotorsports/d1_drivers/suenaga_ma. html) (Japanese) D1 Supporter profile (D1SL) (http://www.geocities.jp/d1gp_5thmotorsports/d1sl_drivers/ suenaga_ma.html)
Tsuyoshi Tezuka
86
Tsuyoshi Tezuka
Tsuyoshi Tezuka
Nationality Born Japan December 14, 1975 2013 D1 Grand Prix Debut season 2001 Current team Bee*Racing Best finish (if a final championship placing has been recorded) in (use piped link if season article exists) Previous series (previous series with line breaks) Championship titles (championship titles)
Tsuyoshi Tezuka ( Tezuka Tsuyoshi, 14 December 1975, Gifu) is a Japanese professional drifting driver, currently competing in the D1 Grand Prix series for Bee*Racing [1]. He developed a love for cars from an early age, his first was a Toyota Crown but to start with he was more interested in drag racing than drift. That soon changed as he found out how much it cost to make a fast drag Tezuka's Bee*Racing Skyline B324R car. One of his co-workers were interested in drifting and he decided to give it a go, even though his car was automatic and everyone said it would not work. He got hooked and found out how expensive drifting was often spending more than $800 a month on petrol. He used many different cars over this time from a Nissan Laurel (C33), Toyota Mark II and Toyota Chaser (JZX81) to a Toyota Cresta (JZX90), though all of them were 4-door. He chose these cars as he likes big displacement and big power, also the sound of straight 6 engines. He works as the manager at a used car dealership called Kids Heart in the Aichi Prefecture. It is well known largely for the Nissan approved conversion of the Sileighty and many of the cars it sells are sought after by racers. He also runs a car graphics shop and website which he set up called T2 Koubou [2], as he enjoys working on computers and makes his own websites. He started drifting professionally at the first round of the D1 Grand Prix, he was very happy that his family approved of this career choice, even more so when they come to cheer him on. In 2005 he was signed by Bee*Racing a tuning firm renowned for their Nissan Skyline GT-R (R32) known as the B324R. Since then his driving has come along a lot, finishing 9th in the 2006 season, 4th in the 2007 season, and gaining his first win in the third round of the 2008 series.
Tsuyoshi Tezuka
87

(key)
D1 Grand Prix
Year 2001 Entrant Car Toyota Chaser JZX90 Toyota Chaser JZX81 Toyota Mark II JZX81 2002 2003 2004 2005 Bee*Racing Toyota Mark II JZX81 Toyota Mark II JZX81 Toyota Mark II JZX81 Nissan Skyline HCR32 Nissan Skyline GT-R BNR32 1 EBS 3 NIK BHH EBS TAN 9 TAN NIK TAN BHH EBS SGO TKB EBS SEK NIK 6 TAN TAN 8 DNQ TAN TAN TKB BHH SGO FUJ EBS SEK TKB DNQ DNQ DNQ 7 TAN DNQ DNQ IRW SGO EBS APS ODB EBS TKB 16 DNQ DNQ DNQ DNQ DNQ IRW ODB SGO APS EBS TAN DNQ 16 DNQ 3 FUJ 10 TKB TAN 9 4 5 49 61 60 20 19 14 16 8 0 19 2 3 4 5 6 7 8 Position Points 11 20
2006 Bee*Racing Nissan Skyline GT-R BNR32 IRW SGO FUJ APS EBS SUZ FUJ IRW 16 16 DNQ 8 5 TAN 2 7 2007 Bee*Racing Nissan Skyline GT-R BNR32 EBS 4 2008 Bee*Racing Nissan Skyline GT-R BNR32 EBS 11 FUJ 9 FUJ 3 SUZ SGO EBS APS 8 12 3 7 SUZ OKY APS EBS 1 TAN 10 FUJ 7 FUJ
Source
JDM Option [3] D1 Grand Prix [1]
External links
Official Site [4] D1 Supporter profile [5]
References
[1] [2] [3] [4] [5] http:/ / www. bee-r. com/ http:/ / www. t2koubou. com/ http:/ / www. jdm-option. com/ eng/ column/ 06_12/ tezuka. html http:/ / www. tsuyoshi-tezuka. com http:/ / www. geocities. jp/ d1gp_5thmotorsports/ d1_drivers/ tezuka. html
Nobuteru Taniguchi
88
Nobuteru Taniguchi
Nobuteru Taniguchi ( Taniguchi Nobuteru, born May 18, 1971, Hiroshima) is a Japanese racing driver and drifting driver who currently competes in Super GT and D1 Grand Prix. Taniguchi is commonly nicknamed "NOB" (first three letters from his name, meaning "No One Better") or "The Pimp" as a reference to his S15 Silvia which he is best known for.
Career
Taniguchi began his motorsport career when he was racing minibikes and won a Honda sponsored All Japan Mini Bike race, which took place at its Suzuka Circuit.[1] Taniguchi would progress into four wheels and became interested in drifting when he acquired a Toyota AE86.[1] He also worked at Takahiro Uenos car bodykit company, Car Make T&E to supplement his racing career whilst competing in various one make series racing with the Toyota Celica and Vitz and participating in drift events.[1] In 1999, he came into the attention of HKS when he won a Suzuka Clubman Race in a Honda Civic sponsored by Bride. HKS signed him up as a test driver and as a sponsor, as well as sponsoring his S15 Silvia for drift events.[1]
Drifting
Taniguchi won the first season of D1 Grand Prix in 2001 for HKS. Taniguchi and HKS have not limited their racing campaign to Japan. In 2005, Taniguchi drove the HKS USA Mitsubishi Evolution in the Car and Driver Super Tuner Challenge against top US manufacturers and drivers. Taniguchi beat the nearest competitor by three seconds, and set the days fastest mile, 0-60, and road course times. In 2006, Taniguchi drove the HKS Speed Source RX-8 in the Grand Am Cup race at Arizonas Phoenix International Raceway and set the fasted qualifying time for any Mazda RX-8. HKS and Formula Drift made an exclusive partnership in 2007 that brought NOB to the United States to perform drifting exhibitions at Formula Drift events. Taniguchi made his first appearance at Formula Drifts second event Road Atlanta, May 11 and 12, 2007. He was also a test driver for HKS in 2004 and 2007 where he drove the HKS Time Attack Mitsubishi Lancer Evolution 7 and set a 54.37 second lap time at Tsukuba Circuit (famous for its complexity and focus on cornering skills), and again in 2007, where he drove the all carbon fiber body HKS CT230R Mitsubishi Evolution and set the current Tsukuba Time Attack record of 53.589 seconds (video [2]). Mid way through the 2004 season of D1, NOB switched to an Altezza which had not been properly setup and had shown some technical issues that many believe cost him the championship that year. During the 2005 season, the switch to Altezza was proving to be a mistake for HKS and NOB which lead them to quit the series at the end of the season. Both of them did not return to the D1 series until 2008 as a spot participant. And they fully returned to the series again in 2012 with a Toyota 86. Taniguchi has gone through five cars with HKS for D1 ,between 2001 to 2005, the RS1 Hyper Silvia S15 (Crashed by Keiichi Tsuchiya), and two RS2 Hyper Silvia S15s (One from HKS Power Japan, and the other from HKS Europe), the Genki RP Altezza, which was designed without experimental/prototype HKS parts, for the purpose that a private drifter could copy the car. He also drifts in Toyota Aristo (Lexus GS300 in US) for non-D1 events. Taniguchi had the most wins in D1 Grand Prix until his tally was overtaken by Youichi Imamura in 2005.
Nobuteru Taniguchi
89
Racing
Taniguchi won the Super Taikyu series in Japan in 2002 and 2005. In 2002 he began competing in JGTC with RE Amemiya in a Mazda RX-7. He has continued to compete in the series as it became Super GT in 2005. Having previously raced for Team Taisan in 2007/08 he has returned to Amemiya in 2009. After RE Amemiya's withdrawal at the end of 2010 season, he moved to Goodsmile Racing using a BMW Z4 GT3 which also ends his drought of GT300 Champion title in 2011 season. He made his World Touring Car Championship debut with Proteam Motorsport at the 2009 FIA WTCC Race of Japan, at the Okayama International Circuit. He has won the 2009 Super Taikyu Championship with his team mate Masataka Yanagida and Fariqe Hairuman in Petronas Syntium Team BMW Z4M Coup. He also won the A5 petrol class and second overall in 2010 Dubai 24Hours with his team mate Fariqe Hairuman, Masataka Yanagida and Johannes Stuck in Petronas Syntium Team BMW Z4M Coup.[3]
Other Work
Taniguchi appears in many DVD series, such as Video Option, Drift Tengoku, Best Motoring, Rev Speed Video and Hot Version. He now lives in an apartment in Yokohama opposite his friend and former employer Ueno.

(key)
D1 Grand Prix
Year Entrant 2001 2002 2003 2004 HKS HKS HKS HKS Car Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S15 Nissan Silvia S15 Toyota Altezza SXE-10 2005 HKS Nissan Silvia S15 Toyota Altezza SXE-10 2008 2012 HKS HKS IRW 10 ODB SGO APS EBS FUJ TKB 2 TAN 8 6 8 1 2 3 4 5 6 7 Position Points 1 2 4 2 EBS TKB TAN TAN 10 36 68 64 64 82
EBS NIK BHH EBS NIK 4 1 TAN 4 1 BHH EBS EBS SGO TKB SEK NIK TAN 1 10 16 3 3 6 TKB BHH SGO FUJ EBS SEK TKB TAN 16 DNQ 2 6 3 1 IRW SGO EBS APS ODB 2 2 3 1 6
Toyota Altezza SXE-10 EBS FUJ SUZ OKY APS EBS FUJ 9 Toyota Altezza SXE-10 ODB 10 Toyota 86 SUZ APS EBS EBS CNT ODB 5 3
Nobuteru Taniguchi
90
References
[1] Nobuteru Taniguchi Driver Profile Drift Japan (http:/ / driftjapan. com/ blog/ drivers/ nobuteru-nob-taniguchi/ ) [2] http:/ / www. youtube. com/ watch?v=16OieYVzEWw [3] http:/ / www. petmos. com. my/ en/ 4-Wheels/ News/ 2010/ DUBAI24HRS--PST-quartet-take-the-Dubai-24Hours-by-. aspx
External links
Official Site (http://www.noonebetter.co.jp) Drift Japan Nobuteru "NOB" Taniguchi (http://driftjapan.com/blog/drivers/nobuteru-nob-taniguchi/) Driver Profile, History and Overview Video featuring Taniguchi's HKS CT230R Mitsubishi Evolution 53.589 second lap record (http://www.youtube. com/watch?v=16OieYVzEWw) D1 Supporter profile (http://www.geocities.jp/d1gp_5thmotorsports/d1_drivers/taniguchi.html)
Precededby None D1 Grand Prix Champion 2001 Succeededby Katsuhiro Ueo
Daijiro Yoshihara
Daijiro Yoshihara (commonly known as Dai, born December 24, 1978, Tokyo, Japan) is one of the world's best drifters in the motor sports of Drifting. With 10 years of competition under his belt, Dai has always been a thrill seeker and it was only natural for him to get into drifting. At the age of 11, Dai discovered the excitement of throwing his bicycle around corners at high speeds and skidding along the curbs in tight turns. At age 16, Dai got motorized and took to nearby mountains on his 400cc motorcycle. Finally at age 18, Dai got into his first car, a 1985 Toyota Corolla Levin. He soon fell in love and gained the passion for driving on windy roads in the local mountains of Japan.
Drifting Background
Although Dai always loved drifting, there was no real opportunity in the sport that would allow him to make a living. So when Dai turned 21, he turned to more stable pursuits taking on jobs at various companies including a car dealership, a telephone company, and a trucking service. However, in 2003 a friend of Dai offered him an opportunity of a lifetime, to drive in a drift competition in the United States. Having always admired the U.S. and finally an opportunity to create some type of cash flow as a drifter, Dai was thrilled and accepted the offer. Although Dai had never been to the states nor have ever competed in a drift competition, Dai had to trust his instincts and risk the comfortable life he had just barely started. In early 2003, Dai came to the U.S. to drive The S13 from Pacific Rim Motorsport Fashion in the upcoming inaugural D1 Grand Prix USA. Having never competed, Dai was an amateur driver with no competition experience. During his first competition among professional drivers, Dai qualified and finished in the top 16 out of 32 competitors. With such a promising finish, he then decided to compete in the Drift Showoff in Irwindale, CA and took a podium spot to finish 2nd overall. With such strong finishes in 2003, Dai decided to compete full time in the U.S. and signed up to be in the Formula Drift Championship Series for the 2004 season. Dai finished in the top 8 at two rounds and placed 2nd at two of the rounds placing him 2nd overall in the championship run. Not only was Dai finishing at the top, he also earned the title as the man with the fastest entry speed at each event. In 2005 and 2006 he continued to shine in the Formula Drift series standing on the podium numerous times. Throughout 2007 he was continually fighting for the
Daijiro Yoshihara championship, which finally placed him 3rd overall. In 2008, Dai took the opportunity and challenge to drive a factory backed Pontiac GTO for RMR Racing. With the help from sponsorships and guidance from teammate Rhys Millen, Dai continued to flourish and place no lower than the top 8. To finish the 2008 season with a bang, Dai took podium again and placed 2nd overall during the Red Bull Drifting World Championship.[1] Throughout the 2008 season, Dai took podium twice and eventually finished 4th overall in the Formula D series.[2] For the 2009 season, Dai decided to join Falken Tires Drift team, one of the companys that helped kick start his Drifting career. Dai will be piloting the Falken Tire / Discount Tire Lexus IS350 powered by a massive V8 motor.[3] Throughout the 2009 season, Dai his new team experienced development problems with the Lexus. After a major crash that retired the Lexus during the middle of the season, Dai and his team built a traditional competition drift vehicle, a Nissan 240sx (S13 chassis) to finish off the season. Dai finished in 11th in overall championship points. In 2010, Dai came back with vengeance to prove that he was a true contender of the sport as he signed another season with the Falken Tire / Discount Tire team. Drifting in the Nissan 240sx towards the end of the 2009 season showed promise and was decided that the Nissan will be the competition vehicle choice for the 2010 season. The Nissan received a motor transplant and major suspension tuning. Coupled with a V8 motor and suspension tweaks, Dai came out strong with a number of podium finishes and ended the 2010 drift season in 4th place in overall championship points. Dai resigned and continued to drive for Falken Tire for 2011. Competing in the same Nissan 240sx in the 2010 season; however, with more changes to the car, Dai finished the 2011 season as Formula DRIFT champion and also won the Triple Crown award. Many believed that 2011 was Dai's year, and all year long, Dai proved just that.
91
Achievements
DRIFTING D1 Grand Prix Driver Search - 2003 - Drift Competitor - U.S. Qualifier D1 Grand Prix 2003 - Drift Competitor - Best 16 Drift Showoff at Irwindale Speedway 2003 - Drift Competitor - Podium, 2nd place D1 Grand Prix 2004 - Drift Competitor - Best 16 Formula DRIFT Championship Series 2004 to Present - Drift Competitor - 2004 Championship Points, 2nd Place Overall - 2005 Championship Points, 5th Place Overall - 2006 Championship Points, 5th Place Overall - 2007 Championship Points, 3rd Place Overall - 2008 Championship Points, 4th Place Overall
Daijiro Yoshihara - 2009 Championship Points, 11th Place Overall - 2010 Championship Points, 4th Place Overall - 2011 Championship Points, 1st Overall - 2011 Tires.com Triple Crown, 1st Overall D1 Grand Prix All Star Exhibition at Irwindale Speedway 2005 & 2006 - Drift Competitor - Best 16 DRIFTING JUDGE Professional Asia Drift Series Judge 2009 to Present - Formula DRIFT Asia: Malaysia, Singapore, Thailand - Good Year International Drift Series: Thailand DRIFTING INSTRUCTOR International Drifting Academy 2011 - Drift Driving Instructor TIME ATTACK / ROAD RACE Super Lap Battle 2006 & 2010 - Competitor - Podium, 1st Place, 2006 - Podium, 1st Place, 2010 MotoIQ Pacific Tuner Car Championship 2011 - Competitor - Podium, 1st Place, 2011 GYMKHANA Gykhana Grid 2010 - Competitor - Podium, 1st Place, 2010 Magazine, Commercial & TV Stunt EA Games, Need For Speed 2007 - Stunt driver for video game commercial Spike TV, 1000 Ways To Die 2009 - Stunt driver for television series Falken Tire Corporation 2009 - Tire Test Driver Road & Track Magazine 2010 - Vehicle Test Driver Mitsubishi Motors "Mitsubishi Lancer Evo SE" - 2010 Viral video - Stunt Driver Nissan North America, Juke Commercial 2011 - Stunt driver for television commercial
92
Daijiro Yoshihara Falken Tire Corporation, Azenis Commercial 2011 - Stunt driver for television commercial Mini/BMW USA, Mini Commercial 2011 - Stunt driver for television commercial
93
Behind the Smoke on GTChannel

Yoshihara stars as himself in the reality/documentary web series Behind the Smoke [4]. Behind the Smoke is produced by GTChannel [5] in association with Discount Tire. Behind the Smoke's first episode was released in April 2011. Behind the Smoke follows Yoshihara throughout his champion winning 2011 Formula D season both on and off the track providing drifting fans an exclusive look into the reality of competing in the top drifting series of N.America. Yoshihara's crew members Scott Dodgion of SPD Metal Works, Mike Kojima of MotoIQ and Chris Marion of KW Suspension are also regular casts of the weekly show. The series has accumulated more than 1.3 Million views in 4 months from release. Behind the Smoke is produced and directed by Taro Koki of GTChannel which also represents Best Motoring internationally.
References
[1] [2] [3] [4] [5] Formula D Driver Bio (http:/ / www. formulad. com/ drivers/ daijiro-yoshihara. html) Import Tuner (http:/ / www. importtuner. com/ events/ impp_0808_formula_d_diaries/ dai_yoshihara. html) Falken Tire (http:/ / www. falkentire. com/ Motorsports/ Drifting/ Drivers/ Daijiro-Yoshihara-3) http:/ / www. youtube. com/ user/ GTchannel#grid/ user/ 65B0CCC992D50DBD http:/ / gtchannel. com
External links
Official Bio (http://www.daiyoshihara.com/bio.html) Falken Tire (http://www.falkentire.com) Formula Drift (http://www.formulad.com) Dai Yoshihara's Blog on GTChannel (http://gtchannel.com/blogs/daijiro-yoshihara-s-blog)
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Formula D
Formula D
Formula D
Category Country Inaugural season Drifting USA 2004
Drivers' champion Daigo Saito (2012) Official Website formulad.com [1]
Current season
Formula DRIFT or Formula D is the premier United States drifting series. Formula Drift, Inc. was co-founded by Jim Liaw and Ryan Sage in 2003 as a sister company to the now defunct Slipstream Global Marketing. The same partnership that introduced D1 Grand Prix to the United States. The new entity would solely own, operate and launch the first official drifting series in North America. 2012 will be Formula Drift's ninth year of competition. With more than 60+ drivers competing [2] in 2012, Formula Drift is recognized as the premier North American professional drifting championship series. The series consists of a seven round championship played out at race tracks across the United States. Judged on execution and style, rather than who finishes the course in the fastest time, Formula Drift brings together traditional racing and extreme sports. Formula Drift works closely with a huge variety of endemic and non-endemic business partners from energy drinks to the military. Most notably Formula Drift works with the largest amount of tire suppliers to a single series. Achilles, BFGoodrich, Cooper, Falken, Hankook, Maxxis, Kenda, Nexen, Nitto, and Toyo all work together to supply teams and develop test their products.
Formula DRIFT race car on track
Formula DRIFT race car showing Engine
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Drivers
List of competing drivers in Formula Drift
Please refer to Category:Formula D drivers
Home
Formula Drift is home to 60+ professional drift drivers. The competition for Formula Drift licenses is intense. Drivers in the U.S. can compete in a number of regionally sanctioned Pro-Am series for licensing. Evergreen Drift [3] Pacific Northwest Hold the Line [4] - Northeast (2011) USDrift [5] - Northeast (2013) Mid-Atlantic (2006-2008) Just Drift [6] Southern California Lone Star Drift [7] - Texas Midwest Drift Union [8] Midwest Streetwise Drift [9] Southeast Thunder Drift [10] Northern California Vegas Drift [11]- Southwest
Winners and high finishers of these feeders series either earn their license for the following year or earn the right to compete at a Formula Drift sanctioned National Pro-Am event. These National events have been held in Laughlin, NV and Irwindale, CA.
Abroad
Drivers from around the world have set their sights on Formula Drift as the series of choice world wide in which to compete. This also includes the legions of talented drivers from Japan, who have competed previously in the D1 Grand Prix. Other drivers who crossed over to Formula Drift from foreign series are the Irish drivers Darren McNamara, James Deane, Eric O'Sullivan, and Dean Kearney. These drivers rose to acclaim in their European home series before making the move stateside.
Tracks
Current Tracks
Rd.1 Long Beach GP street course, Long Beach, CA. Season 2006, 2007, 2008, 2009, 2010, 2011, 2012 Rd.2 Road Atlanta, Braselton, GA. Season 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012 Rd.3 Palm Beach International Raceway Palm Beach, FL. Season 2011, 2012 Rd.4 Wall Speedway in Wall, NJ. Season 2005, 2006, 2007, 2009, 2010, 2011, 2012 Rd.5 Evergreen Speedway in Monroe, WA. Season 2006, 2007, 2008, 2009, 2010, 2011, 2012 Rd.6 Las Vegas Motor Speedway in Las Vegas NV. Season 2009, 2010, 2011, 2012 Rd.7 Toyota Speedway at Irwindale Irwindale, CA. Season 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012
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Former Tracks
Infineon Raceway in Sonoma, CA. Season 2004, 2005, 2006, 2007, 2008, 2009, 2010 Summit Point Motorsports Park in Summit Point, WV. Season 2007 Old Bridge Township Raceway Park, Englishtown, NJ. Season 2008 Reliant Center in Houston, TX. Season 2004, 2005 Soldier Field in Chicago, IL. Season 2005, 2006
International Presence
Formula Drift has increased its international presence every year since 2008 with the addition of demonstration and sister series in other countries. "Taking the Formula Drift brand internationally is a huge milestone. Our priority is to continue to build the Series here while growing the sport of drifting as a whole," said Jim Liaw, president and co-founder of Formula Drift. "We are very careful in choosing our event partners and take careful consideration of the boundaries of our international affiliates such as Drift Australia, MSC, and Pro Drift."[12] Sister Series Formula Drift Asia. Formula Drift Asia was created in 2008 with the inaugural FD Singapore competition. The first real international competition of its in Asia, held at the Changi Air Show Grounds. This historic event was sold out before the gates opened. Since then, Formula Drift Asia became its own championship series, the first Pan-Asian professional drifting championship. In 2009 and 2010, the Championship made stops in Singapore, Thailand and Malaysia. For the 2011/2012 Championship tour, FD Asia added an additional stop in Indonesia. FD Asia web site [13]. Rd.1 Rd.2 Rd.3 Marina Bay Street Circuit, Marina Bay, Singapore Season 2010 Bangkok Wonderworld, Bangkok, Thailand Season 2010 Dataran Merdeka Kuala Lumpur, Malaysia. Season 2010
The first Formula Drift Asia Champion was Tengku Djan. Formula D Australia. The series was announced in June 2005. Formula D Australia visited three tracks in 2005. Mallala Motor Sport Park in South Australia. Oran Park Raceway in New South Wales. Winton Motor Raceway in Victoria. The series was held in conjunction with the DRIFT Australia Championship. After the season, the series' website was no longer updated, and has since been taken down. Exhibition Events Date TBD International Competition Qatar Racing Club Date TBD International Competition Yas Marina Circuit February 5, 2012 Demonstration Figali Convention Center May 27, 2012 International Competition Location TBD June 11, 2011 Formula Drift Ultimate Challenge at Texas Motor Speedway, Fort Worth, TX February 25, 2011 Yas Marina Circuit, Abu Dhabi, UAE February 12, 2011 Figali Convention Center, Ciudad de Panam, Panam January 17, 2010 Figali Convention Center, Ciudad de Panam, Panam March 8, 2009 Figali Convention Center, Ciudad de Panam, Panam August 23, 2008 Monterrey Autodromo, Monterrey, Mexico April 27, 2008 Changi Air Show Grounds, Singapore
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Regulation differences between D1 Grand Prix and Formula Drift

There are numerous differences between D1GP and Formula Drift in terms of car and competition regulations
Car eligibility
Cars and their builds are constantly under review by the Formula Drift staff. The rule book is revised every year to promote fair and exciting drifting. Some cars and practices are written out of the rule book in order to keep a realistic and level playing field. During the 2004 season, the Dodge Viper Competition Coupe was permitted to compete, whereas it was ineligible in D1 and later ineligible in Formula Drift. Although Formula Drift does not permit front-wheel drive cars, it does allow all-wheel drive cars to be converted to rear wheel drive, such as the Subaru WRX and Mitsubishi EVO. In the United States, the Scion tC is sold only in the FWD layout, but because it shares the same chassis as the AWD Toyota Avensis (sold only in the United Kingdom and Europe), it can be converted to a competition-ready RWD layout. Unlike the D1 series, in which the cars are numbered according to the driver's ranking, drivers in Formula Drift are given fixed numbers for their cars.
Scoring and judging

Formula D uses a different scoring system than D1GP. In D1, points are given to drivers who compete in the tsuiso (twin run) round, known as Tandem Battle in Formula D; 20 for the winner going down to 2 for the 10th place finisher as well as 1 point for the rest of the drivers who competed in the tsuiou round. In D1, drivers are given three runs during a tansou (solo run) round, in Formula D as Qualifying Single Runs and only the best of them will count which at the end of that round, drivers who score the perfect 100 points will be awarded one extra point to add to their championship score. In Formula D, competitors are given two non-consecutive judged runs during the Single Runs segment of the competition which both will be judged. Starting orders will consists of drivers from the lowest rank starting first with those of the highest rank starting last whereas in D1, it is the other way round as it is seen that lower ranked drivers can take advantage of the surface grip when they start last.[14] Formula D drivers are scored on a points-deduction system where every driver will start their judged run with a perfect score of 100 pts. For every mistake, points will be deducted. These points will vary between .25 point to the most severe mistakes (-1.75).[14] When there is a tie in scores during a competition, rather than in D1 which will call for a rerun until the winner can be decided, in Formula D, judges will use the drivers entry speed of the best run from the Qualifying Round as a tie breaker.[14] In D1GP, during a tsuiso round, if a driver wins his round but is unable to take his place due to breakages, they must forfeit their place to the losing opponent. If neither is able to compete, the winning driver gets his place and as a result, that following round will not take place. In Formula D, should the driver be without an opponent, they will be allowed to run on his own. The current judges are Andy Yen, Ryan Lanteigne, and Brian Eggert. Randy Hembrey is the Race Director for the series.[14]
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Overtaking
Formula D rules are structured so as not to encourage drivers to overtake their opponents; doing so incurs a penalty. Overtaking is only permitted when the lead car makes a mistake such as coming to a complete stop or going completely off course, whereas in D1, being overtaken is seen as a disadvantage to the driver, incurring a loss.[14]
Formula Drift Champions

US
2004 2005 2006 2007 2008 2009 2010 2011 2012 Samuel Hbinette - Mopar Viper Competition Coupe Rhys Millen - RMR Pontiac GTO Samuel Hbinette - Mopar Viper SRT-10 Tanner Foust - AEM/Memphis Audio Nissan 350Z Tanner Foust - AEM/Rockstar Nissan 350Z Chris Forsberg - NOS Energy Nissan 350Z Vaughn Gittin Jr. - Team Falken Monster Energy Ford Mustang Daijiro Yoshihara - Falken Tire / Discount Tire Nissan 240sx Daigo Saito - Achilles Radial / Bridges Racing Lexus SC430
ASIAN
2008 2009 2009 2009 2010 2010 2010 Singapore Changi Airport Ryuji Miki - A'PEXi Mazda RX-7 Singapore Changi Exhibition Center Tengku Djan Ley Bridgestone Toyota AE86 Thailand Wonderworld Park "Mad Mike" Whiddett - RedBull Mazda RX-7 Malaysia Malaysia Argo Exposition Park Serdang Tengku Djan Ley Bridgestone Nissan 200sx Singapore Marina Bay Circuit Tengku Djan Ley Bridgestone Nissan 200sx Thailand Wonderworld Park Non Saranon - M-Storm Nissan Silvia S15 Malaysia Dataran Merdeka Daigo Saito - Team 22 Toyota Aristo
Honors
Rookie of the Year
2006 2007 2008 2009 2010 2011 2012 Bill Sherman - Nissan 240SX Darren McNamara - Toyota Corolla Coupe GT/Nissan SR20 Michihiro Takatori - Nissan Skyline ER34 Eric O'Sullivan - Subaru Impreza WRX STI Fredric Aasbo - Toyota Supra JZA80 Aurimas Odi Bakchis - Nissan 240SX /GM LS1 Daigo Saito - Lexus SC430/Toyota 2JZ-GTE
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Most improved driver

2007 2008 2009 2010 2011 2012 Bill Sherman - Nissan 240SX Stephan Verdier - Subaru Impreza WRX STI Stephan Verdier Cooper Tire Subaru STi Mad Mike Whiddett - Mazda RX8 Matt Powers - Nissan 240SX/GM LS7[15] Robbie Nishida - Lexus SC300
Driver of the Year

2007 2008 2009 Chris Forsberg Ryan Tuerck Chris Forsberg
Hardest Charging Driver

2007 2008 2010 2011 2012 Chris Forsberg Robbie Nishida Fredric Aasb Matt Powers[15] Daigo Saito
Spirit of Drifting
2007 2008 2009 2011 2012 Joon Maeng Patrick Mordaunt[16] Taka Aono Walker Wilkerson[15] Danny George[17]
Superstar of the Year

2008 Tanner Foust
Best Drifting Style

2008 2011 2012 Daijiro Yoshihara Daijiro Yoshihara[15] Fredric Aasbo[18]
Best Personal Style

2011 2012 Matt Powers[15] Ryan Tuerck[19]
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Best Looking Car

2011 Matt Field's S14[15]
Crew Member of the Year

2011 2012 Mike Kojima[15] Mike Kojima[20]
Team Manager of the Year

2011 2012 Chris Forsberg[15] Stephan Papadakis[21]
Comeback of the Year

2011 Rhys Millen[15]
Fan Favorite
2011 Walker Wilkerson[15]
All-time Formula Drift event winners list

1. Samuel Hbinette - 9 wins (2004 at Road Atlanta, Houston, and Infineon; 2005 at Road Atlanta and Chicago; 2006 at Long Beach, Chicago and Wall; 2007 at Summit Point) 2. Tanner Foust - 7 wins (2006 at Road Atlanta; 2007 at Irwindale; 2008 at Englishtown and Sonoma; 2009 at Las Vegas; 2010 at Seattle and Irwindale) 3. Daijiro Yoshihara - 7 wins (2006 at Irwindale; 2007 at Seattle and Wall, 2010 at Road Atlanta and Wall, 2011 at Road Atlanta and Monroe) 4. Rhys Millen - 7 wins (2004 at Irwindale; 2005 at Wall; 2006 at Infineon; 2008 at Road Atlanta and Seattle; 2011 at Las Vegas; 2012 at Las Vegas) 5. Chris Forsberg - 6 wins (2005 at Irwindale; 2007 at Road Atlanta and Infineon; 2008 at Long Beach; 2009 at Road Atlanta and Seattle) 6. Vaughn Gittin, Jr. - 5 wins (2008 at Irwindale; 2010 at Long Beach and Sonoma; 2012 at Wall; 2012 at Seattle) 7. Justin Pawlak - 4 wins (2011 at Long Beach and Palm Beach; 2012 at Long Beach and Road Atlanta) 8. Ryan Tuerck - 2 wins (2009 at Long Beach and Irwindale) 9. Tyler McQuarrie - 2 wins (2010 at Las Vegas; 2011 at Irwindale) 10. Daigo Saito - 2 wins (2012 at Palm Beach; 2012 at Irwindale) One win each for: 1. 2. 3. 4. 5. 6. 7. 8. Ken Gushi (2005 at Houston) Calvin Wan (2005 at Infineon) Yukinobu Okubo (2006 at Seattle) Mitsuru Haraguchi (2007 at Long Beach) Toshiki Yoshioka (2008 at Las Vegas) Darren McNamara (2009 at Wall) Stephan Verdier (2009 at Infineon) Conrad Grunewald (2011 at Wall)
To this date, only 4 drivers have won both Formula Drift and D1 Grand Prix events, they are Mitsuru Haraguchi, Toshiki Yoshioka, Vaughn Gittin, Jr., and Daigo Saito.
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Formula Drift television coverage

Former Fox Soccer USA host Brandon Johnson hosted the Formula D show for G4 in 2006. Rossi Morreale was the show's host in 2005. Johnson was joined by Attack of the Show co-host Olivia Munn who covered the pits and drivers during the events and drifting expert Adam Matthews who provided commentary and insight on the tandem battles. G4 aired each round on a tape-delayed basis. Jarod DeAnda is the public address announcer at each event, earning him the moniker, "The Voice of Formula D." In 2005, G4 used DeAnda's event commentary track, but for 2006, used Johnson and Matthews calling each battle like a typical play-by-play/color commentator combination. Johnson and Matthews were on-site for each event, but it sounded as if they had taped their commentary after the event had already taken place. This practice is not uncommon in the motorsports business in post-production. In the 2005 season, there were two people working the pits driver interviewer Mayleen Ramey, who was a roving reporter for the half-hour episodes, and a second anchor, who patrolled around the car show at each event. In 2005, G4 used three reporters for this job. From the round in Wall to the round in Houston, actor Emeka Nnadi held the job. At the Infineon round, Attack of the Show! co-host Kevin Pereira took the duties, while Street Fury host Big C finished things out in Chicago and Irwindale. Also, G4 showed half-hour episodes in-between rounds, most of which focused on the network having its own drift car built from scratch, with other segments focusing on the aspects of drifting. One of the first half-hour episodes in 2005 had one Formula D competitor, Chris Forsberg go to Japan, and meet up with another competitor, Daijiro Yoshihara, to explore the country and get more perspective on the birth of drifting. Episodes that featured event coverage lasted an hour-and-a-half, and featured the top 16 tandem rounds, including those that needed to be run again, because the judges deemed them too close to call. These episodes aired the night after the next round in the series had already taken place. In 2006, however, coverage was dramatically different. The half-hour episodes were gone, and event coverage was reduced to an hour, and their scheduling was quite random. The Long Beach and Atlanta rounds premiered on June 18, with the Chicago round airing on July 2, and the Sonoma round airing a week after it took place. During the Sonoma round, G4 noted that the Seattle round would premiere on September 10, but that date was changed to October 8, with the last two rounds (Wall and Irwindale) airing every other week afterward. These episodes featured more interviews and driver profiles, many of which would've been placed in a half-hour show last year, and many of the tandem battles have been cut out, and any battle that needed to be run again did not have its second run shown. This led to some criticism from those in the drifting community, including fans and some Formula D drivers. At the 2006 SEMA Show in Las Vegas, Formula D co-founders Jim Liaw and Ryan Sage announced that the series would have a new television partner in 2007. That partner was ESPN2. Each round began airing in a one-hour block on November 15 with the Long Beach round. All subsequent airings were supposed to be every Thursday afterward, but beginning with the Evergreen Speedway round on December 5, the air dates for new rounds switched to Wednesday. The ESPN deal lasted just one season. SPEED Channel will air all rounds of the 2008 Formula D season, as well as the World Championship, scheduled for after the Irwindale round. Airings will take place on Sundays, beginning with the Long Beach round on October 26. All airings will begin at 4 PM Eastern.[22] For 2010 Formula Drift announces a comprehensive race programming schedule with VERSUS in which Drifting, the fastest-growing motorsport, will slide into more than 75 million U.S. homes. The seven-stop Formula DRIFT Championship Series programs will air over fourteen Sundays during the 2 PM (EST) / 11 AM (PST) time slot beginning Sunday, August 30. Each episode will showcase all the on- and off-track action as the worlds top drift drivers battle for the coveted title of Formula DRIFT Champion. The first episode, airing on August 30, will feature a comprehensive overview of the sport and drivers. Each episode will re-air the week following the initial airing.[23] Coverage is slated to remain the same for the 2011 season. In 2012 NBC's merger with Comcast, Comcast's sports channels were combined under the NBC Sports division, in an arrangement known as the NBC Sports Group, which also comprises Golf Channel, the Comcast Sportsnet regional sports networks, and Versus, which was re-launched as the NBC Sports Network on January 2, 2012.
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Internet Coverage
In 2010 Formula D joined forces with Justin.tv to bring a live stream of all 7 events. All rounds were broadcast via Justin.tv complete with practices and all rounds of competition were included. During the 2010 season over 1,000,000 viewers tuned in to watch the live action unfold over the 7 Pro Championship events.
Print Coverage
At the 2010 SEMA show, FD co-founder Jim Liaw announced the Formula Drift would begin the quarterly publication of a Formula Drift's magazine in 2011. The publication will be handled by Haymarket Media Group [24].
References
[1] [2] [3] [4] [5] [6] [7] http:/ / formulad. com/ http:/ / www. formulad. com/ drivers/ http:/ / www. evergreendrift. com/ http:/ / www. htldrift. com/ http:/ / www. usdrift. com/ http:/ / justdrift. com/ http:/ / lonestardrift. com/
[8] http:/ / www. mdudrift. com/ [9] http:/ / www. streetwisedrift. com/ [10] http:/ / thunderdrift. com/ [11] http:/ / www. vegasdrift. com/ [12] FD International Expansion (http:/ / formulad. com/ news/ Formula-DRIFT-Expands-International. html) [13] http:/ / www. formuladriftasia. com/ [14] Formula Drift - Professional Drifting Championship (http:/ / formulad. com/ info. php?id=judginginfo) [15] http:/ / speedhunters. com/ archive/ 2011/ 10/ 13/ event-gt-gt-the-2011-formula-drift-awards. aspx [16] http:/ / www. formulad. com/ blog/ 2008/ behind-the-scenes/ formula-drift-awards-banquet/ [17] http:/ / www. wreckedmagazine. com/ blog/ 2012/ 10/ 15/ 2012-formula-drift-spirit-of-drifting-danny-george/ [18] http:/ / www. wreckedmagazine. com/ blog/ 2012/ 10/ 15/ 2012-best-drifting-style-fredric-aasbo/ [19] http:/ / www. wreckedmagazine. com/ blog/ 2012/ 10/ 15/ 2012-best-style-ryan-tuerck/ [20] http:/ / www. wreckedmagazine. com/ blog/ 2012/ 10/ 15/ 2012-formula-drift-crew-member-of-the-year-mike-kojima/ [21] http:/ / www. wreckedmagazine. com/ blog/ 2012/ 10/ 15/ 2012-team-manager-of-the-year-stephan-papadakis/ [22] Formula DRIFT Announces SPEED Programming Block (http:/ / formulad. com/ news/ speed-press-release. html) [23] 2010 Versus package (http:/ / www. formulad. com/ blog/ 2009/ behind-the-scenes/ formula-drift-announces-massive-tv-deal-with-versus/ ), additional text. [24] http:/ / www. haymarket. com/ home. aspx
External links
Formula D's official website (http://www.formulad.com/) Formula D's Information and Resource website (http://www.worlddrifting.com/) Formula D (http://www.myspace.com/formulad) on Myspace Wrecked Magazine - Drifting's home in the USA (http://www.wreckedmagazine.com) DriftLive.com - Unofficial Formula D Coverage (http://www.driftlive.com) The DriftZone - Formula D's official video podcast coverage (http://thedriftzone.com/) Drift Stream Internet TV (http://driftstream.tv) http://nkdrift.com/Nikolay Konstantinov's Page
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FD venues
Evergreen Speedway
Evergreen Speedway is an automobile racetrack located within the confines of the Evergreen State Fairgrounds in Monroe, Washington. The stadium can accommodate up to 7500 spectators in the covered grandstand and an additional 7500 in the uncovered modular grandstands. The layout of the track is unique in that it incorporates an oversized 5/8-mile paved outer oval, a 3/8-mile paved inner oval, a 1/5-mile paved inner oval, a 1/8-mile dragstrip, and the #2 ranked figure-eight track in the United States. The track is the only sanctioned NASCAR track in Washington State. Evergreen Speedway hosts Formula D the third weekend in July every year. Along with NASCAR,the multi-purpose track can be confirgured to road courses with sanctioned SCCA, USAC, ASA and NSRA events.
History
Originally an unpaved horse track, in 1954 Jimmie Collier convinced Snohomish County officials to allow him to convert the track for use in racing his Ford Model T roadster. The track was paved in the early 1960s and in 1967 the original bleachers were demolished and the current grandstands built.[1] Through the years the track played host to a wide variety of racing events including Sprint Cars, Roadsters, Midgets, Figure Eights, Foreign Stock, Modified, Hobby Stocks, Jalopies, Limited Sportsmen, Demolition, Grand National, Winston West, NASCAR Northwest Tour, Super Stocks, Mini Stocks, Stinger-8, Hornets and Bombers. Evergreen Speedway also hosted the "500," the richest and most prestigious race in the west.[2] The NASCAR Craftsman Truck Series ran an event at Evergreen Speedway once per year from 1995 to 2000.[2] High Road Promotions LLC owner Douglas Hobbs,won the Snohomish County bid to operate Evergreen Speedway until 2036. The 25 year contract, beginning in March 2011, ensures NASCAR will remain in the state of Washington. As the only NASCAR track in Washington state, Evergreen Speedway was the first West Coast facility to feature a 500 lap NASCAR event. Douglas Hobbs has extensive automobile, world stage events management, such as four Olympic Games and regional and NASCAR experience, assisting Evergreen Speedway landing the Craftsman Truck Series to Evergreen Speedway.
Evergreen Speedway Today

Today Evergreen Speedway hosts a number of local as well as regional racing series'. The NASCAR Whelen All American Series runs on a weekly basis. Some of the classes that can currently be seen are Speedway Chevrolet Super Late Models (Super Stocks), Les Schwab Street Stocks (Bombers),[3] Foster Press Mini Stocks], Super Figure-Eights, Stinger-8s, Northwest Legends, Hornets, Jr. Hornets (14-15 year olds), School Bus Races, Crash Cars, Demolition Derbies, Drifting, Autocross, and drag racing. New in 2012 will be the addition of the Richard Petty Driving Experience. New to Evergreen Speedway is a state of the art Motocross Track and beginners MX track for riders 65cc and under. Also new to Evergreen is a new ATV race facility. Evergreen Speedway is the premiere "Short Track" on the West Coast, in addition to being named the #2 Figure 8 track in America. Being one of 11 NASCAR tracks in the USA to host the Whelen All American and K&N Pro Series West makes Evergreen Speedway one of America's premiere short circle tracks. Evergreen Speedway is one of the stops of the Formula Drift professional drift series.[4]
Evergreen Speedway Along with the professional drift series, Evergreen Speedway is also the location for the Evergreen Drift ProAm series. Evergreen Drift is the Northwest series that feeds drivers into the Pro ranks of FD. Through Evergreen Drift, Evergreen Speedway plays host to not only the series events but also many open drift and drift school events.[5]
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Trivia
Evergreen Speedway was featured as one of the playable tracks in 1999's "NASCAR Craftsman Truck Series Racing" video game. Was nicknamed "The Superspeedway of the West" by NASCAR racing legend David Pearson. Some of the more notable drivers to have raced at Evergreen include: Bill Elliott, Geoff Bodine, Sterling Marlin, Harry Gant, Ken Schrader, Derrike Cope, Davey Allison, Greg Biffle, Ron Hornaday Jr., Kevin Harvick, Michael Waltrip, Mike Skinner, Tobey Butler, Hershel McGriff, Art Pollard, Harry Jefferson, Jack Jeffery, and Don Dowdy.
References
[1] www.evergreenspeedway.net [2] http:/ / www. evergreenspeedway. net/ artman/ publish/ article_15. shtml [3] http:/ / www. evergreenspeedway. net [4] FD Monroe (http:/ / www. formulad. com/ schedule/ pro-championship/ monroe. php) [5] Evergreen Drift (http:/ / www. evergreendrift. com/ )
External links
Evergreen Speedway (http://www.evergreenspeedway.net) Evergreen Drift at Evergreen Speedway (http://www.evergreendrift.com) Evergreen Street Drags at Evergreen Speedway (http://www.evergreenstreetdrags.com/) Coordinates: 47527N 1215914W47.86861N 121.98722W
Las Vegas Motor Speedway
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Speedway at LVMS Location Capacity Owner Address Clark County, near North Las Vegas, Nevada 142,000 Speedway Motorsports, Inc. Las Vegas Motor Speedway 7000 Las Vegas Blvd. N. Las Vegas, Nevada 89115 1971
Opened
Major events NASCAR Sprint Cup Series Kobalt Tools 400 NASCAR Nationwide Series Sam's Town 300 NASCAR Camping World Truck Series Smith's 350 NHRA Full Throttle Drag Racing Series Global RallyCross Championship SummitRacing.com NHRA Nationals Big O Tires NHRA Nationals Tri-Oval Superspeedway Surface Length Banking Lap record Asphalt 1.5 mi (2.41 km) Turns 20 226.491 MPH (Arie Luyendyk, Treadway Racing, 1996, IZOD IndyCar Series) The Bullring Oval Surface Length Asphalt 0.375 mi (0.604 km) Dirt track Surface Length Clay 0.5 mi (0.8 km) Drag strip "The Strip at LVMS" Surface 1/4-mile asphalt
Las Vegas Motor Speedway, located in Clark County, Nevada in North Las Vegas about 15 miles northeast of the Las Vegas Strip, is a 1,200-acre (490ha) complex of multiple tracks for automobile racing. The complex is owned by Speedway Motorsports, Inc., which is headquartered in Charlotte, North Carolina.
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History
Following the closure of Stardust International Raceway at the end of 1970, plans were developed for a new drag strip north of Las Vegas, the Las Vegas Speedrome. It consisted of a road course and drag strip. Through changes of ownership, a 3/8 mile short track would by the end of the 1970s become part of the complex. In 1995, refurbishment of the tracks, including a new $72 million superspeedway, opened in September 1996. The first race at the speedway was on September 15, 1996, with an Indy Racing League event, which was won by Richie Hearn. The first NASCAR Sprint Cup (then Winston Cup) event was held March 2, 1998 with Mark Martin winning the inaugural event. In December 1998, Speedway Motorsports purchased Las Vegas Motor Speedway. Veteran motorsports publicist Chris Powell was named the speedway's president and general manager and still holds that position today. The Winston No Bull 5 Million Dollar Bonus was held at the track from 1999 to 2002. Jeff Burton won a million dollars in 2000 and Jeff Gordon won the bonus in 2001. Burton in 1999 and Sterling Marlin in 2002 were not eligible. The drag strip was rebuilt and relocated into the current The Strip at Las Vegas Motor Speedway. The 3/8 mile oval was rebuilt with a new pit lane and start-finish changed to the opposite side. In 1998, the Las Vegas Motor Speedway was sold by Richie Clyne and Ralph Englestad to Speedway Motorsports, Inc., which was owned by Bruton Smith, for $215 million dollars in December. During the 2004 and 2005 race seasons, Champ Car also held races at the speedway, which were both won by Sbastien Bourdais. In 2006, plans were announced to reconfigure the track after the March 2006 Sprint Cup Series race, increasing the banking from 12 to 20.[1] This reconfiguration entailed "progressive banking" which increases the degree of banking on a gradient towards the outside of the track. This increased side-by-side racing. The speedway also constructed a fan zone called The Neon Garage. This area has live entertainment, unprecedented access to the drivers and teams, such as viewing areas for fans to watch their favorite driver's car get worked on and talk to the drivers, and is home to the Winner's Circle. The speedway moved pit road 275 feet (84m) closer to the grandstands, built a new media center and added a quarter-mile oval for Legends Cars, Bandoleros, and Thunder roadsters, in the tri-oval area. On August 8, 2006, the newly reconfigured track reopened to stock cars. Kurt Busch, the 2004 NASCAR Sprint Cup Champion and Las Vegas native, became the first Sprint Cup driver to test a stock car on the newly reconfigured track in his #2Miller Lite Penske Dodge. Jeff Burton won the first Nationwide Series race on the new surface, taking a Monte Carlo SS to Victory Lane. The following day Jimmie Johnson drove a Chevrolet to Victory Lane, capturing the first Sprint Cup Series win on the new pavement. In March 2011, Insomniac Events announced that the Electric Daisy Carnival (EDC) would take place at Las Vegas Motor Speedway June 2426. More than 235,000 people attended the three-day event and plans are already being made for the EDC, largest rave to return to LVMS for a five-year contract. The 2012 event will be held June 810 and attendance for all three days is estimated 315,000 people to enter the Las Vegas Motor Speedway over the three-day spread. A road course designed by Romain Thievin was added in 2012. The course is 1.4 miles (2.3km) long with 11 turns and an 1,800-foot (550m) straight.[2]
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2011 IndyCar Accident

At the IZOD IndyCar World Championship there on 16 October 2011, the final IndyCar race of the IndyCar season was held at Las Vegas. However the race was marred by a horrific crash during the 11th lap of the race which involved 15 cars, some of which burst into flames. The crash resulted in a red flag being shown very soon after, due to the remains of the cars and the amount of debris left on the track.[3] The crash was started by light contact between James Hinchcliffe and Wade Cunningham, but the problem soon became a pile-up.
The horrific crash at Las Vegas 2011. Dan Wheldon's car, at the bottom of the picture, has just left the racing surface.
Four drivers were taken to a nearby hospital for treatment, one of whom was two-time Indy 500 winner Dan Wheldon who suffered severe blunt force trauma to his head after his car flew into the perimeter fence of the track and burst into flames. He was pronounced dead by the hospital two hours after the crash and the race was formally abandoned by IndyCar officials.[4] Instead of completing the race, the unaffected drivers drove a five-lap salute on the track in honour of Wheldon.[5]
Future of IndyCar at Las Vegas

In December 2011, IndyCar officials confirmed that they would not be returning to the Las Vegas Motor Speedway for the 2012 season and that the future of IndyCar at that track depended on what they learn from the ongoing investigation into the fatal accident that killed Wheldon.[6]
Records
Track reconfiguration in 2006 increased the banking in the turns. Subsequent testing before the 2007 season showed significantly higher speeds, with Sprint Cup Series drivers recording unofficial laps at better than 185mph (298km/h). NASCAR Sprint Cup Series Qualifying: Kasey Kahne, 28.353 sec. (190.456mph), 2012 NASCAR Sprint Cup Series Race: Kyle Busch, 3 hrs. 34 min. 40 sec. (119.513mph), 2009 Shelby 427 (427.5-mile (688.0km) distance used for first time in 2009) NASCAR Nationwide Series Qualifying: Brad Keselowski, 29.122 sec. (185.427mph), 2010 NASCAR Nationwide Series Race: Jeff Burton, 2 hrs. 13min. 13 sec. (135.118mph), 2000 NASCAR Camping World Truck Series Qualifying: Mike Skinner, 30.326 sec. (178.065mph), 2006 NASCAR Camping World Truck Series Race: David Starr, 1 hr. 37min. 3 sec. (135.394mph), 2002
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NASCAR Sprint Cup Series Records

(As of 3/10/13)
Most Wins Most Top 5s Most Top 10s Starts Poles
4 6 10 16 3
Jimmie Johnson 4 Drivers Mark Martin 4 Drivers Kasey Kahne
Most Laps Completed 4,093 Jeff Burton Most Laps Led Avg. Start* Avg. Finish* 513 7.1 9.5 Matt Kenseth Kyle Busch Jimmie Johnson
* from minimum 5 starts.
Tracks
Infield Road Course 1.1mile (1.8km) exclusive Dream Racing [7] The Bullring (a 0.375-mile (600m)) paved oval Dirt Track 0.5mile (800m) clay oval The Strip 0.25mile(1320ft drag strip) Superspeedway 1.5mile (2.414km) oval The Playground 1.4mile (2.25km) exclusive Exotics Racing Road Course [8]
References
[7] http:/ / www. dreamracing. com/ [8] http:/ / www. exoticsracing. com/ Speedway/ las-vegas-motor-speedway. htm
External links
Las Vegas Motor Speedway Official Site (http://www.lvms.com/) Las Vegas Motor Speedway Page (http://www.nascar.com/races/tracks/las/index.html) on NASCAR.com (http://www.nascar.com) Jayski's Las Vegas Speedway Page (http://jayski.com/pages/tracks/lasvegas.htm) Current and Past Las Vegas Motor Speedway News LVMS on RacewayReport.com (http://www.racewayreport.com/track/lasvegas.html) Local area information, track specs, mapping, news and more. High Resolution image from Google Maps (http://maps.google.com/maps?ll=36.271341,-115.011127& spn=0.013325,0.019741&t=k&hl=en) Richard Petty Driving Experience at Las Vegas Motor Speedway (http://www.drivepetty.com/race-tracks/ las-vegas-motor-speedway) Las Vegas Motor Speedway Tickets (http://www.lasvegasshowsauthority.com/) Exotics Racing at Las Vegas Motor Speedway (http://www.exoticsracing.com/) Coordinates: 361617N 1150040W36.27134N 115.01112W
Long Beach Grand Prix
109

Toyota Grand Prix of Long Beach
IndyCar Series Location Long Beach, California [1] 334559N 1181134W33.76639N 118.19278W Coordinates: [1]
334559N
1181134W33.76639N 118.19278W
Corporate sponsor First race First ICS race Distance Laps Previous names Toyota 1975 2009 157.440mi (253.375km) 80 Long Beach Grand Prix (1975) United States Grand Prix West (19761979)
Toyota Grand Prix of the United States (19801981, 1983) Toyota Grand Prix of Long Beach (1982, 1986-Present) Long Beach Grand Prix (1984-1985) Most wins (driver) Most wins (team) Most wins (manufacturer) Al Unser, Jr. (6) Newman/Haas Racing (6) Lola (11)
Circuit information Length Turns Lap record 1.968mi (3.167km) 11 1:06.886 (Sbastien Bourdais, Lola B02/00-Cosworth, 2006, CCWS)
The Toyota Grand Prix of Long Beach is an open-wheel race held on a street circuit in Long Beach, California. Christopher Pook is the founder and promoter which began as a vision while working at a travel agency in downtown Long Beach. It was the premier circuit in the Champ Car from 1996, and was the first event in the World Series each year from 2004. The 2008 race was the last race for Champ Cars as the series merged with the Indy Racing League,[2][3] and is now an event on the Izod IndyCar Series calendar.
110 The Long Beach Grand Prix in April is the single largest event in the city of Long Beach. Attendance for the weekend regularly reaches or exceeds 200,000 people. The Long Beach Grand Prix is the longest running major "street" race held on the North American continent. It started in 1975 as a Formula 5000 race on the streets of downtown, and became a Formula One event the following year. From 1984 to 2008 it was a CART Indycar/Champ Car event. Other popular events during the Grand Prix week include a Firestone Indy Lights race, an American Le Mans Series race, and the Toyota Pro/Celebrity Race.
Mark Smith driving in the 1993 race
The Long Beach Grand Prix has been announced since 1978 by Bruce Flanders (and his assorted guest announcers).
Circuit
The current race circuit is a 1.968-mile (3.167km) temporary road course carved out of the city streets surrounding the Long Beach Convention Center which actually doubled as the pit paddock during the days of Formula One. The circuit also goes primarily over the former location of The Pike historic amusement zone. It is particularly noted for its last section, which sees a hairpin turn followed by a long, slightly curved front straightaway which runs the length of Shoreline Drive. The circuit is situated on the Long Beach waterfront, and is lined with palm trees (especially along the front straightaway), making for a scenic track.
Events
Although the Izod IndyCar Series race is the main event, a number of other races are also held. On April 8, 2006, the Grand-Am Daytona Prototypes took to the streets, replacing the suspended Trans-Am Series. Beginning in 2007, the American Le Mans Series replaced Grand-Am. Other races include Indy Lights (which replaced the Atlantic Championship in 2009) and the popular Toyota Pro/Celebrity Race. Additionally, a week of fairs, music, and promotional activities is held.
2008 and the Long Beach/Motegi "split weekend"

During negotiations which led to the merging of the Champ Car World Series and the IRL IndyCar Series, a problem came in the form of a scheduling conflict between the Champ Car race scheduled at Long Beach and the IndyCar race held at Twin Ring Motegi the same weekend. Honda, who owns the Motegi complex and also supplies equipment to the IndyCar Series, could not change their scheduled race date of April 19. Likewise, Long Beach could not change their race weekend (with the Champ Car race scheduled for April 20), such change being a difficult task considering the civil and infrastructural preparations required for a temporary street circuit. However, all problems were resolved when the two open wheel series agreed to merge in February 2008. Tony George (president of the Indy Racing League), with Kevin Kalkhoven and Gerald Forsythe (the former co-owners of Champ Car) planned an unprecedented "split weekend" of races at Twin Ring Motegi and Long Beach. This compromise allowed all IRL drivers to race in Japan, while ex-Champ Car drivers raced at Long Beach. Both races counted towards the 2008 IndyCar Series Championship. The Long Beach Grand Prix allowed all Champ Car drivers to race with their turbocharged Panoz-Cosworth Champ Cars that would have been used had the merger not taken place. Long Beach/Motegi was the only split weekend of the 2008 IndyCar Series.
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Drifting
Beginning in 2005 the event included a demonstration by participants in the Formula D drifting series, in which participants engage in controlled slides, moving their cars sideways across the track.
Winners
Season Date Driver Team Chassis Engine Race Distance Laps Formula 5000 1975 Sept 28 Brian Redman Boraxo Lola Lola Chevrolet Formula 1 1976 1977 1978 1979 1980 1981 1982 1983 March Clay 28 Regazzoni April 3 April 2 April 8 Mario Andretti Carlos Reutemann Gilles Villeneuve Scuderia Ferrari John Player Team Lotus Scuderia Ferrari SpA SEFAC Scuderia Ferrari SpA SEFAC Parmalat Brabham Racing Team Albilad Williams Racing Team Marlboro McLaren International Marlboro McLaren International Ferrari 312T2 Ferrari 80 80 80 80 80 80 75 75 161.6 1:53:18 85.572 (260.069) 161.6 1:51:35 82.925 (260.069) 161.6 1:52:01 86.555 (260.069) 161.6 1:50:25 87.812 (260.069) 161.6 1:50:18 87.899 (260.069) 161.6 1:50:41 87.601 (260.069) 159.75 1:58:25 80.939 (257.092) 152.55 1:53:34 80.624 (245.505) Report Report Report Report Report Report Report Report 50 101 1:10:12 86.325 (162.543) Report Miles (km) Race Average Report Time Speed (mph)
Lotus 78 Ford Cosworth Ferrari 312T3 Ferrari 312T4 Ferrari Ferrari
March Nelson 30 Piquet March Alan 15 Jones April 4 Niki Lauda
Brabham Ford Cosworth BT49 Williams Ford Cosworth FW07B McLaren Ford Cosworth MP4/1B McLaren Ford Cosworth MP4/1C CART Indycar/Champ Car
March John 27 Watson
1984 1985 1986 1987 1988 1989 1990 1991
March Mario 31 Andretti April 14 April 13 April 5 April 17 April 16 April 22 April 14 Mario Andretti Michael Andretti Mario Andretti Al Unser, Jr. Al Unser, Jr. Al Unser, Jr. Al Unser, Jr.
Newman/Haas Racing Newman/Haas Racing Kraco Racing Newman/Haas Racing Galles Racing Galles Racing Galles/Kraco Racing Galles/Kraco Racing
Lola Lola March Lola March Lola Lola Lola
Cosworth Cosworth Cosworth Chevrolet-Ilmor Chevrolet-Ilmor Chevrolet-Ilmor Chevrolet-Ilmor Chevrolet-Ilmor
112 90 95 95 95 95 95 95
187.04 2:15:23 82.898 (301.011) 150.3 1:42:50 87.694 (241.884) 158.65 1:57:34 80.965 (255.322) 158.65 1:51:33 (255.322) 85.33
Report Report Report Report Report Report Report Report
158.65 1:53:47 83.655 (255.322) 158.65 1:51:19 85.503 (255.322) 158.65 1:53:00 84.227 (255.322) 158.65 1:57:14 81.195 (255.322)
112
Galles/Kraco Racing Penske Racing Penske Racing Penske Racing Chip Ganassi Racing Chip Ganassi Racing Chip Ganassi Racing Chip Ganassi Racing Galmer Penske Penske Penske Chevrolet-Ilmor Chevrolet-Ilmor Ilmor 105 105 105 166.95 1:48:56 91.945 (268.679) 166.95 1:47:36 93.089 (268.679) 166.95 1:40:53 99.283 (268.679) 166.95 1:49:32 91.422 (268.679) 166.95 1:44:02 96.281 (268.679) 166.53 1:46:17 93.999 (268.004) 165.27 1:51:29 88.946 (265.976) 155.04 1:45:48 87.915 (249.512) 161.376 1:57:11 82.626 (259.709) 161.376 1:52:17 86.223 (259.709) 177.12 2:02:14 86.935 (285.047) 177.12 1:56:01 (285.047) 91.59 Report Report Report Report Report Report Report Report
1992 1993 1994 1995 1996 1997 1998 1999
April 12 April 18 April 17 April 9 April 14 April 13 April 5 April 18 April 16 April 8 April 14 April 13 April 18 April 10 April 9 April 15 April 20
Danny Sullivan Paul Tracy Al Unser, Jr. Al Unser, Jr. Jimmy Vasser Alex Zanardi Alex Zanardi Juan Pablo Montoya Paul Tracy Hlio Castroneves Michael Andretti Paul Tracy Paul Tracy
Mercedes-Benz-Ilmor 105 105 105 105 85
Reynard Honda Reynard Honda Reynard Honda Reynard Honda
2000 2001 2002 2003 2004 2005 2006 2007 2008
Team Green Penske Racing Team Green Forsythe Racing Forsythe Racing
Reynard Honda Reynard Honda Reynard Honda Lola Lola Lola Lola Ford-Cosworth Ford-Cosworth Ford-Cosworth Ford-Cosworth Cosworth Cosworth
82 82 90 90 81 81 74 78 83
Report Report Report Report Report Report Report Report Report
159.408 1:44:12 91.785 (256.542) 159.408 1:46:29 89.811 (256.542) 145.632 1:40:07 87.268 (234.371) 153.504 1:40:43 91.432 (247.04) 163.344 1:45:25 92.964 (262.876)
Sbastien Newman/Haas Racing Bourdais Sbastien Newman/Haas Racing Bourdais
Sbastien Newman/Haas/Lanigan Panoz Bourdais Racing Will Power KV Racing Panoz
Izod IndyCar Series 2009 2010 2011 2012 2013 April 19 April 18 April 17 April 15 April 21 Dario Franchitti Chip Ganassi Racing Dallara Dallara Dallara Dallara Honda Honda Honda Chevrolet 85 85 85 85 80 167.28 1:58:47 84.491 (269.211) 167.28 1:47:13 93.619 (269.211) 167.28 1:53:11 88.676 (269.211) 167.28 1:54:02 88.021 (269.211) 157.44 (253.375) Report Report Report Report Report
Ryan Andretti Autosport Hunter-Reay Mike Conway Will Power Andretti Autosport Penske Racing
113
Atlantics/Indy Lights
Atlantic Championship history Season 1978 1979 1980 1981 1982 Date April 1 April 7 March 29 March 14 April 3 Geoff Brabham Driver Howdy Holmes Tom Gloy
19831988: No races held 1989 West April 16 1990 West April 21 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 April 14 April 10 April 17 April 17 April 17 April 13 April 12 April 4 April 17 April 15 April 8 April 14 April 13 April 18 April 10 April 9 April 15 April 20 Hiro Matsushita Mark Dismore Jimmy Vasser Mark Dismore Claude Bourbonnais Richie Hearn David Empringham Case Montgomery Alex Tagliani Memo Gidley Alex Tagliani Buddy Rice David Rutledge Michael Valiante A. J. Allmendinger Ryan Dalziel Katherine Legge Andreas Wirth Raphael Matos Simona de Silvestro
114
Indy Lights history Season 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 Date April 16 April 22 April 14 April 12 April 18 April 17 April 9 April 14 April 13 April 5 April 18 April 16 April 8 Greg Moore David Empringham Hlio Castroneves Cristiano da Matta Philipp Peter Scott Dixon Townsend Bell Driver Tommy Byrne Paul Tracy Eric Bachelart Franck Freon Steve Robertson
20022008: No races held 2009 2010 2011 2012 April 19 April 18 April 17 April 15 J. R. Hildebrand James Hinchcliffe Conor Daly Esteban Guerrieri
American Le Mans Series / Grand-Am / IMSA

IMSA GT Championship Year 1990 GTO Dorsey Schroeder Mercury Cougar Steve Millen Nissan 300ZX GTU John Finger Mazda MX-6 Report report
1991
John report Fergus Dodge Daytona
Rolex Sports Car Series Year 2006 DP Scott Pruett Luis Daz Riley Mk XX-Lexus Report report
115
American Le Mans Series Year 2007 LMP1 LMP2 LMPC No LMPC Class in 2007 GT1 Oliver Gavin Olivier Beretta Chevrolet Corvette C6.R GT2 Mika Salo Jaime Melo Ferrari F430GT Report report
Rinaldo Capello Romain Allan McNish Dumas Audi R10 TDI Timo Bernhard Porsche RS Spyder Marco Werner Scott Sharp Lucas Luhr David Audi R10 TDI Brabham Acura ARX-01b Gil de Ferran Simon Pagenaud Acura ARX-02a LMP1 David Brabham Simon Pagenaud HPD ARX-01c Klaus Graf Scott Tucker Lucas Luhr Christophe Lola-Aston Martin Bouchut B09/60 HPD ARX-03b Klaus Graf Lucas Luhr HPD ARX-03a Scott Tucker Christophe Bouchut HPD ARX-03b Adrin Fernndez Luis Daz Acura ARX-01b LMP2
2008
No LMPC Class in 2008
Johnny O'Connell Jan Magnussen Chevrolet Corvette C6.R Oliver Gavin Olivier Beretta Chevrolet Corvette C6.R GT
Dominik Farnbacher Dirk Mller Ferrari F430GT Patrick Long Jrg Bergmeister Porsche 911 GT3-RSR GTC
report
2009
No LMPC Class in 2009
report
Year 2010
LMPC
Report
Elton Julian Patrick Long Gunnar Jeannette Jrg Oreca Bergmeister FLM09/Chevrolet Porsche 911 GT3-RSR Gunnar Jeanette Ricardo Gonzalez Oreca FLM09/Chevrolet Alex Popow Ryan Dalziel Oreca FLM09/Chevrolet Dirk Mller Joey Hand BMW M3
Juan Gonzlez report Butch Leitzinger Porsche 997 GT3 Cup Tim Pappas Jeroen Bleekemolen Porsche 997 GT3 Cup report
2011
2012
Oliver Gavin Tommy Milner Chevrolet Corvette C6 ZR1
Peter LeSaffre report Damien Faulkner Porsche 997 GT3 Cup
Overall winners in bold
2005 Long Beach Grand Prix, showing turn 10 and the Long Beach skyline.
116
References
[1] http:/ / toolserver. org/ ~geohack/ geohack. php?pagename=Grand_Prix_of_Long_Beach& params=33_45_59_N_118_11_34_W_region:US-CA_type:event
External links
Toyota Grand Prix of Long Beach (http://gplb.com/)
Precededby Current Succeededby Indy Grand Prix of Alabama IndyCar Series races So Paulo Indy 300
Palm Beach International Raceway
117

Location Time zone Capacity Owner Palm Beach County, near Jupiter, Florida UTC-04 6,000 Raymond Graziotto, Joseph G. Lubeck J.C. Solomon II, 1964 1965
Broke ground Opened
Construction cost $1.5Million Architect Former names Major events Martyn Thake, Others Moroso Motorsports Park ARCA Remax Series Tire Kingdom 150 IHRA Nitro Jam Road Course Surface Length Turns Lap record Asphalt 3.27 km (2.043 mi) 11 1:12.783 (Spencer Pigot, Cape Motorsports, 2012, U.S. F2000 Winterfest) Kart Surface Length Turns Asphalt 1.29 km (.8 mi) 11 Drag Strip Surface Length Concrete .402 km (.25 mi)
Palm Beach International Raceway (formerly Moroso Motorsports Park) is a motorsports facility located west of Jupiter, Florida.
118
History
Early days
The facility opened in 1964,[1] costing a reported $1.5million to build. The track was originally named "Palm Beach International Raceway" and was owned by local contractor Joe Bucheck Jr. and his brother Edward.[2] In March 1965 the inaugural race was held at the track. Some 10,000 spectators attended the event, which was a series of sports car events.[3] In September 1965 racing promoter Alec Ullman was set to move the 12 Hour Race In Sebring, which had been hosted at Sebring International Raceway for the previous 16 years, to the facility. Those plans eventually fell through due to the $1.5million it would cost to expand the site.[4] In November 1969 a controversial rock concert was held at the facility after months of legal battles. During the rock festival artists such as Janis Joplin, The Rolling Stones, Sly & The Family Stone and Jefferson Airplane performed. Since then, several artists including Eric Clapton have performed there. Another concert featuring Led Zeppelin, BachmanTurner Overdrive and J. Geils Band was in the works in 1975 but organizers cancelled it when they decided the facility couldn't handle the estimated 50,000 fans that were expected to attend.[5] In April 1971 the Grand American Series of Professional Drag Racing had one of the first major drag racing events held at the track.[6] The facility hosted an air show November 7, 1971. The Air Force Thunderbirds were scheduled to perform but had to cancel due to flooding on the track. In 1979 famous sports car and Indy 500 racer Lyn St. James made her professional debut at the facility, which ended in a major accident in which her car crashed into the swamps and sank in the mud.[7]
Moroso era
In 1981 Dick Moroso[8] the owner of Moroso Racing Parts, purchased the track and renamed it "Moroso Motorsports Park." In 1982, Moroso spent a reported $100,000 to upgrade the facility to host the opening event in the SCCA Trans Am Series.[9] The facility was scheduled to host a circus in 1987, but it was cancelled after promoters found out about a poor safety record. The Facility hosted several SCCA national and regional events. The track was also host to several IHRA and NHRA special events and the "Super Chevy Show" which drew more than 100,000 spectators over the Moroso Motorsports Park in 2003 three-day event for several years. The event was later replaced with the "All Chevy Show" which generally occurs in March. In 1996 Moroso considered spending $2million on a one-mile oval track for stock car racing, but those plans fell through. In 1998, Moroso died from brain cancer and his family inherited ownership of the track. In 2002 MTV filmed a drag racing documentary at the track.[10][11] The Speed Channel show Pinks visited the facility in 2007 to film an episode.
Modernization
In 2008, a group of local motorsports enthusiasts "PBIR News" [12]. Racepbir.com. Retrieved September 1, 2010.</ref> purchased Moroso Motorsports Park. The new owners closed the track, remodeled it into a state-of-the-art motorsports facility and changed the track's name back to "Palm Beach International Raceway." The old facility was completely altered, adding a new road course similar to the original but with some minor modifications. Low-glare lighting was added to the track along with brand new safety barriers and an amount of
Palm Beach International Raceway other upgrades. The track hosted an ARCA Remax Series event[13] and several drag racing events. The facility again hosted to the show "Pinks All Out" on March 6, 2010.[14] The facility also host a wide variety of motorsports events, including "Mud Bog"an event for ATV and offroad enthusiastsCCS, Radical East USA's racing school, Skip Barber Racing School, the Ferrari Cavallino Classic, Porsche BMW Owner's Club (PBOC) and the Florida Sports Car Championship - Street Survival which teaches teenagers the driving skills necessary to survive on today's roadways. The facility is popular with teams from all forms of racing for testing. Several IndyCar Series teams use the track for winter testing, as do several sports car teams from the Rolex Sports Car Series including locally-based Orbit Racing.[15] Once the track gets its FIA Grade 2 certification it will be eligible to host a wide variety of motorsports events including IndyCar Series, Indy Lights, Grand Am and other major forms of racing.
119
Facility
Map of the facility
Road course
The road course's length is 2.043 miles and was designed by Martyn Thake with help from several other in-house designers.[16] It is paved with 5-inch-deep (130mm) asphalt on an aggregate base. It features a 90-foot-wide (27m) section on the back straight for adding a chicane in the future. The course is currently awaiting a FIA Class II certification.[17]
Drag strip
The drag strip is an IHRA-sanctioned -mile concrete course[18] built to NHRA specifications, as well.
Kart course
The go-kart track is a 0.8-mile track with three straight and 26-foot-wide (7.9m) corners. The course is considered a World Karting Association Master Track.[19]
Race winners
Road course
ARCA Remax Series
Year Date Driver Car Make Distance (miles) Average Speed (mph) 73.037 Team
2010 February 27
[20] Justin Marks
Dodge
150
Construct Corps
120
Incidents and accidents

On May 26, 2009, a 9-year-old boy was seriously burned when his go-kart overturned and caught fire. He was rushed to Jackson Memorial Burn Center in Miami in critical condition.[21] The boy's family filed suit against the Palm Beach International Raceway, the track's investors, go-kart maker Carter Brothers, and go-kart engine manufacturer Briggs & Stratton for personal injury, after the accident caused the 9-year-old to lose all ten of his fingers.[22] In January 2010, 18-year-old Casey Bicknell crashed his Chevrolet Corvette on the Quarter Mile Drag Strip while travelling over 109mph. He sustained a traumatic brain injury in the incident and was not expected to survive but is currently in an assisted living facility.[23]
Fatalities
Year Name Location Road Course Road Course [24] [25]
1967 Theodore Detar 1976 Randolph Thomas
1983 Oliver Chandon de Brailles[26] Road Course[27] 1987 Paul Gant 1989 Jack L. Roberts 1989 Leon Backus 1992 Graig Hinton 1992 Dana Kyle 1998 John Davis 1998 Phil Kane 1999 Mario Robinson 2001 Greg Russakis 2007 Chris Could 2007 Gary Cole 2009 Isidro Castillo 2010 Jerry Baxter Drag Strip Drag Strip Drag Strip [28] [29] [30] [] [] [] [] [31]
Road Course Road Course Road Course Road Course Road Course Drag Strip Drag Strip
[32] [33] [34] [35]
Road Course Road Course Drag Strip
[36]
121
External links
Official website [37] ARCA Schedule [38] 24 Hours of LeMons site [39]
References
[1] http:/ / news. google. com/ newspapers?id=gQEjAAAAIBAJ& sjid=ws0FAAAAIBAJ& pg=5402,503405& dq=palm+ beach+ international+ raceway+ history& hl=en [2] http:/ / news. google. com/ newspapers?id=aPotAAAAIBAJ& sjid=FpcFAAAAIBAJ& pg=5443,2489672& dq=palm+ beach+ international+ raceway& hl=en [3] http:/ / news. google. com/ newspapers?id=98QiAAAAIBAJ& sjid=TrcFAAAAIBAJ& pg=2376,2177155& dq=palm+ beach+ international+ raceway& hl=en [4] http:/ / news. google. com/ newspapers?id=5tYhAAAAIBAJ& sjid=l54FAAAAIBAJ& pg=1964,4885470& dq=palm+ beach+ international+ raceway+ history& hl=en [5] http:/ / news. google. com/ newspapers?id=h9wiAAAAIBAJ& sjid=7M0FAAAAIBAJ& pg=4097,575960& dq=palm+ beach+ international+ raceway& hl=en [6] http:/ / news. google. com/ newspapers?id=pag1AAAAIBAJ& sjid=crcFAAAAIBAJ& pg=3491,251561& dq=palm+ beach+ international+ raceway& hl=en [7] http:/ / news. google. com/ newspapers?id=Qc0qAAAAIBAJ& sjid=J88FAAAAIBAJ& pg=1234,3519597& dq=moroso+ motorsports+ park& hl=en [8] http:/ / news. google. com/ newspapers?id=QAEtAAAAIBAJ& sjid=W84FAAAAIBAJ& pg=2807,993442& dq=palm+ beach+ international+ raceway+ history& hl=en [9] http:/ / news. google. com/ newspapers?id=wgAtAAAAIBAJ& sjid=-c0FAAAAIBAJ& pg=3919,1631329& dq=palm+ beach+ international+ raceway& hl=en [11] http:/ / news. google. com/ newspapers?id=7kAgAAAAIBAJ& sjid=zX0EAAAAIBAJ& pg=4423,7494849& dq=moroso+ motorsports+ park+ died& hl=en [12] http:/ / racepbir. com/ news/ pbir-news. html?start=30 [24] http:/ / news. google. com/ newspapers?id=FhwzAAAAIBAJ& sjid=tugFAAAAIBAJ& pg=6813,63108& dq=palm+ beach+ international+ raceway+ history& hl=en [25] http:/ / news. google. com/ newspapers?id=-UgjAAAAIBAJ& sjid=5M0FAAAAIBAJ& pg=945,1507035& dq=palm+ beach+ international+ raceway+ history& hl=en [26] http:/ / news. google. com/ newspapers?id=ZbgmAAAAIBAJ& sjid=VwIGAAAAIBAJ& pg=2907,864615& dq=moroso+ motorsports+ park+ died& hl=en [27] http:/ / news. google. com/ newspapers?id=XwItAAAAIBAJ& sjid=K88FAAAAIBAJ& pg=6271,527188& dq=moroso+ motorsports+ park& hl=en [28] http:/ / news. google. com/ newspapers?id=KSYuAAAAIBAJ& sjid=D88FAAAAIBAJ& pg=2485,158988& dq=moroso+ motorsports+ park& hl=en [37] http:/ / www. racepbir. com/ [38] http:/ / arcaracing. com/ schedule. php [39] http:/ / www. 24hoursoflemons. com
Coordinates: 265519.54N 801820.06W26.9220944N 80.3055722W
Road Atlanta
122
Road Atlanta
Road Atlanta
Location Time zone Coordinates
Hall County, Braselton, Georgia, USA UTC-5 (UTC-4 DST) 34848N 83494W34.14667N 83.81778W [1] Panoz Motor Sports Group 1970 [1]
Coordinates: 34848N 83494W34.14667N 83.81778W
Owner Opened
Major events American Le Mans Series Petit Le Mans AMA Superbike Suzuki Superbike Showdown Grand Prix course Surface Length Turns Lap record Asphalt 2.54 mi (4.088 km) 12 1:06.242 (Stphane Sarrazin, Peugeot Sport, 2008, LMP1) Motorcycle course Surface Length Turns Lap record Asphalt 2.55 mi (4.103 km) 12 1:23.421 (Ben Spies, Suzuki GSX-R1000, 2008, AMA Superbike)
Road Atlanta is a 2.54-mile (4.088km) road course located just north of Braselton, Georgia, USA. The facility is utilized for a wide variety of events, including professional and amateur sports car and motorcycle races, racing and driving schools, corporate programs and testing for motorsports teams. The track has 12 turns, including the famous "esses" between turns three and five; and Turn 12, a downhill, diving turn. The track is owned by Panoz Motorsports, and is the home to the Petit Le Mans, as well as AMA motorcycle racing, and smaller events throughout the year.
Road Atlanta
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History
In 1969, David Sloyer, Earl Walker, and Arthur Montgomery purchased a 750 acres (300ha) plot of farmland in Braselton, Georgia, with the intent to build a world-class road racing facility. When a Can-Am race had to be canceled due to flood damage, the series organizers chose Road Atlanta to replace it. The track then began to take form quickly, taking only six months to excavate, grade, and pave the road course. The first race was held on September 13, 1970. Vic Elford, in a Chaparral 2J, won pole and Tony Dean, in a Porsche 908/02, won the 300km Can-Am event, with Stirling Moss as the Grand Marshal. Throughout the 1970s, more top-level series came to Road Atlanta, including Can-Am, Formula 5000, IMSA Camel GT, and Trans-Am.[2] The Sports Car Club of America (SCCA) held their annual national championship, the SCCA Runoffs, at Road Atlanta from 1970 to 1993.[3] The first road race in NASCAR Busch Grand National Series history took place at Road Atlanta in 1986.[4] The track was sold in 1978, and was passed from one owner to the nextincluding the notorious Whittington Brothers (Don & Bill)--resulting in bankruptcy in 1993. A partnership between business executives Frank Drendel, Jim Kanely, Eddie Edwards, George Nuse, and Bill Waddell was formed to purchase the track. The next three years were spent making gradual improvements to a facility that had not enjoyed the kind of care it deserved for at The esses during practice for the 2006 Petit Le Mans. least a decade. New buildings were constructed, others were renovated, the track was widened and resurfaced and the grounds were landscaped. In November 1996, the track was purchased by Don Panoz, who would make Braselton the base of operations for his motorsports-related ventures. Panoz introduced the first major changes to the track, removing the Dip and creating a chicane at the end of the long back straight. These changes brought the track up to FIA standards, so that international events could be held. A new pit and paddock area was also constructed on the infield side of the track, allowing for larger events, and a 10,000-seat terrace area was constructed around the new Turn 10 complex. In 1998, major racing resumed at Road Atlanta with the first edition of the Petit Le Mans endurance race. The race attracted worldwide attention, and included entries from the Le Mans-winning Porsche factory team. The race would be the first race of the American Le Mans Series and included a spectacular accident where a Porsche 911 GT1 backflipped and flew into the side barriers. Petit has continued to be an annual event at Road Atlanta, and a marquee event in the ALMS. Prior to the 2007 Petit Le Mans, the entire track surface was repaved. The works also included moving the walls in the esses away from the track, with the intention of improved driver safety and better sight lines for spectators.[5] In the late winter of 2007/2008, the circuit was again modified with the reconfiguration of turns 4 and 12, for the ostensible safety benefit of motorcycle racers (the racing line for cars remained essentially unchanged). In April 2008, Road Atlanta hosted the 4th stage of the Tour de Georgia, one of the largest cycling stage races in the United States. The stage was run using standard racing bikes instead of the more aerodynamic time trial bikes. Slipstream Chipotle won the stage with a time of 19:38.86, while Astana and Team High Road finished second and third respectively. The October 2008 Petit Le Mans had a four-day crowd of 113,000 people with an average weekend crowd of nearly 80,000 fans.[6] The race entry list includes a number of new and returning cars.
Road Atlanta In September 2012, the track was purchased by NASCAR as part of its acquisition of Panoz Motorsports group. The intention was to combine the Grand AM and American Lemans Series. NASCAR K&N series has announced a return to the track in October 2013 as part of the K&N East series.
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Road Atlanta in Gaming

Road Atlanta has been featured as one of the main drivable courses in the Xbox video game Forza Motorsport and its sequels, and in the 1999 PC racing simulator Sports Car GT. The track was also digitally created for Electronic Arts' F1 series (01 - 02), then "modded" to be compatible with multiple PC games. Scratch-made versions of the track have also been created for rFactor and Papyrus' NASCAR Racing 2003 Season. It also appears in the PlayStation 2 game Le Mans 24 Hours and on iRacing.com.
Events
American Le Mans Series, Petit Le Mans AMA Superbike Formula D Star Mazda Historic Sportscar Racing, The Mitty World Karting Association National Auto Sport Association K&N East
The facility is also home to the Skip Barber Racing School. Road Atlanta also hosts several Sports Car Club of America (SCCA) Regional and National competition events throughout the year.
References
[1] http:/ / toolserver. org/ ~geohack/ geohack. php?pagename=Road_Atlanta& params=34_8_48_N_83_49_4_W_region:US_type:landmark [3] http:/ / www. scca. com/ News/ News. asp?Ref=06Runoffs
External links
Official Site (http://www.roadatlanta.com) Trackpedia guide to driving this track (http://www.trackpedia.com/wiki/Road_Atlanta)
Sonoma Raceway
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Sonoma Raceway
Sonoma Raceway
Sonoma Sears Point
Location Time zone Capacity Owner Operator Broke ground Opened
29355 Arnold Drive, Sonoma, California, 95476 GMT-8 102,000 Speedway Motorsports, Inc. Speedway Motorsports, Inc. 1967 1968
Construction cost $70 million USD Former names Sears Point Raceway (1967-2001) Infineon Raceway (2002-2012) AMA Superbike Supercuts Superbike Challenge IndyCar Series GoPro Indy Grand Prix of Sonoma NASCAR Sprint Cup Series Toyota/Save Mart 350 Sonoma Historic Motorsports Festival NHRA Full Throttle Drag Racing Series FRAM Autolite Nationals Full Course Surface Length Asphalt 2.52 mi (4.05 km)
Major events
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Turns Lap record 12 1:21.688 (Marco Werner, Audi Sport North America, 2004, LMP1) NASCAR Course Surface Length Turns Lap record Asphalt 1.990 mi (3.2 km) 10 1:15.203 (Marcos Ambrose, Richard Petty Motorsports, 2012, NASCAR Sprint Cup) IndyCar/Motorcycle Course Surface Length Turns Lap record Asphalt 2.22 mi (3.57 km) 11 1:16.4913 (Ryan Briscoe, Chip Ganassi Racing, 2005)
Sonoma Raceway, formerly Sears Point Raceway and Infineon Raceway is a 2.52-mile (4.06km) road course and drag strip located on the landform known as Sears Point in the southern Sonoma Mountains near Sonoma, California, USA. The road course features 12 turns on a hilly course with 160 feet of total elevation change.[] It is host to one of only five national NASCAR races each year that are run on road courses (including two races at Watkins Glen International in Watkins Glen, New York and the Nationwide Series-only races at Circuit Gilles Villeneuve in Montreal, Quebec, Canada and Road America in Elkhart Lake, Wisconsin). It is also host to the IZOD IndyCar Series and several other auto races and motorcycle races such as the American Federation of Motorcyclists series. Sonoma Raceway continues to host amateur, or club racing events which may or may not be open to the general public. The largest such car club is the Sports Car Club of America. With the closure of Riverside International Raceway in Riverside, California after the 1988 season, NASCAR, wanting a west coast road course event to replace it, chose the Sears Point facility. Riverside International was razed for a shopping center development. In 2002, Sears Point Raceway was renamed after a corporate sponsor, Infineon. However, as with many renamings of sports complexes, many people still call it by its original name. (It was never affiliated with Sears, Roebuck and Company, having been named for the nearby Sears Point Ranch founded in the 1850s by settler Franklin Sears.) On March 7, 2012, it was announced that Infineon would not renew their contract for naming rights when the deal expired in May, and the track management is looking for a new company to take over naming rights.[] Until it can find a new corporate sponsor, the course is simply identifying itself as "Sonoma."
History
19681979
The 2.52-mile (4.06km) road racing course was constructed on 720 acres (2.9km2) by Marin County owners Robert Marshall Jr., an attorney from Point Reyes, and land developer Jim Coleman of Kentfield. The two conceived of the idea of a race track while on a hunting trip. Ground was broken in August 1968 and paving of the race surface was completed in November. The first official event at Sears Point was an SCCA Enduro, held on December 1, 1968. In 1969 the track was sold to Filmways Corp., a Los Angeles-based entertainment company for $4.5 million. In May 1970 the track was closed and became a tax shelter for Filmways after losses of $300,000 were reported. Hugh Harn of Belvedere and Parker Archer of Napa arranged to lease the track from Filmways in 1973. Bob Bondurant, owner and operator of the Bob Bondurant School of High Performance Driving, and partner Bill Benck took over management and control of the leased raceway from Parker Archer and Hugh Harn in 1974. A few years later a
Sonoma Raceway group calling itself Black Mountain Inc., which included Bondurant, William J. Kolb of Del Mar and Howard Meister of Newport Beach, purchased the track from Filmways for a reported $1.5 million. American Motorcycle Association national motocross races in the hills north of Turn 7 became popular with Bay Area fans, but were phased out by the end of the decade because of rising insurance costs.
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19802000
In 1981 Filmways regained ownership of the track after a financial dispute with Black Mountain group. Jack Williams, the 1964 NHRA top-fuel drag racing champion, Rick Betts and John Andersen purchased the track from Filmways at an auction for $800,000. The track was renamed Sears Point International Raceway. In 1985 the track was completely repaved, in part with funds donated from the "Pave the Point" fund raising campaign. The first shop spaces (buildings A,B,C, and D in the main paddock area) were built. In 1986 Harvey "Skip" Berg of Tiburon, CA took control of the track and became a major stockholder in Brenda Raceway Corp., which controlled the track until 1996. Additional buildings constructed on the property brought shop space to more than 700,000 square feet (65,000m2) during 1987. In addition, a five-year contract was signed with the National Hot Rod Association for the California Nationals. The NASCAR Winston Cup Series debuted at the raceway in 1989. In 1994 more than $1 million was spent on a beautification project and construction of a 62-foot (19m)-high, four-sided electronic lap leader board in the center of the road course. In the following years a major $3 million renovation plan included VIP suites and a two-story driver's lounge/emergency medical facility. In 1995 Trans-Am and SportsCar races returned to Sears Point and the NASCAR Craftsman Truck Series was added to the major-events schedule. Owner "Skip" Berg sold the track to O. Bruton Smith, chairman of Speedway Motorsports, Inc. in November 1996. Major renovations began at Sears Point Raceway in 1998 with the creation of "The Chute," an 890-foot (270m) high-speed stretch. The first-ever running of the American Le Mans Series took place at Sears Point in July 1999. In 2000 Sears Point Raceway gained unanimous approval from the Sonoma County Board of Supervisors by a 50 vote to begin work on a $35 million Modernization Plan that included 64,000 Hillside Terrace seats, repaving of both the road course and drag strip and increased run-off around the entire track.
2000-present
After the turn of the millennium, Infineon Technologies bought the naming rights, renaming the course Infineon Raceway. In 2006, the Grand Prix of Sonoma was transferred to the Rolex Sports Car Series, who would limit it to Daytona Prototypes only for 2007-2008 before the event was discontinued altogether. Since 2010, however, the course has seen a mild resurgence, with the circuit becoming a sponsor for various events as well as hosting an increasing amount of lesser series, including the WTCC and the return of the SCCA World Challenge. 2012 saw the end of Infineon as the corporate sponsor, with the track renaming itself Sonoma Raceway.
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Layouts
Full circuit
The standard, full length road course at Sonoma Raceway is a 2.52 miles (4.06km) 12-turn course. This course was utilized by all competition through 1997. Most races, including the Grand Prix of Sonoma, use the full course. The course is noted for turns two and three, which are banked on the driver's right. This provides a challenge for the driver, as turn two would normally have the drivers moving to the left side of the track.
Sonoma Raceway
The raceway also has a quarter mile (400m) dragstrip used for NHRA drag racing events. The drag strip was originally located on part of the front straightaway of the course. Track changes completed in 2002 separated the road course from the drag strip.[1] The Sonoma Historic Motorsports Festival, an annual classic car racing event, uses the full circuit.
The Chute
The track was modified in 1998, adding the Chute, which bypassed turns 5 and 6 (the Carousel), shortening the course to 1.95 miles (3.14km). The Chute is only used for NASCAR events such as the Toyota/Save Mart 350, and was criticized by many drivers, who prefer the full layout. In 2001, it was replaced with the 70 turn, 4A bringing the track to its current dimensions of 1.99 miles (3.20km).[2] The Chute was built primarily for spectator visibility, to increase speeds, and improve competition for the stock cars, which are not necessarily groomed well for road course racing. However, it has been criticised for taking away a primary passing point, and some INDYCAR drivers believe eliminating The Chute and replacing it with a new hairpin at Turn 4A, then rejoining the track at Turn 5, would create a circuit with three passing zones (Turn 4, Turn 7, and Turn 11). Furthermore, the speeds of the current layout with The Chute have been slower than if the full configuration was used.
Modified course
Variations of Sonoma's circuits are often used. Motorcycles use a 2.22 miles (3.57km), 12-turn course. It is based on the full layout, and does not include the Chute. This layout, opened in 2003, skips the later section of the Esses (8A and 9) and the run from Turn 10 to Turn 11 (the hairpin), using instead Turn 11a as Turn 11 has no runoff. This hairpin is located just past the drag strip control tower and offers a fairly straight run to the start-finish line.
The AMA and IZOD Indy Car course
When the Pirelli World Challenge returned to Infineon Raceway in 2011, the modified course was used (as the series doubleheader was acting as a support event for the Indy race). During the broadcast, it was explained that the Indy course skips much of the high-speed esses due to the curving section from Turn 9 to 10 ending with no runoff, especially on the outside of the curved section (bordered by the drag strip), and precariously little runoff in the high-speed Turn 10. Another factor in removing the hairpin is the fact that the turn is only visible from the garages or the bleachers behind the esses. This is due to grandstands built along the front straight that serve also as the drag strip's
Sonoma Raceway grandstands. In some variants, the end of the dragstrip (instead of the Keyhole) is used to create a Magny Cours-style hairpin that joints the drag strip to Turn 7 to open an overtaking opportunity. For the 2012 IndyCar race, the course is being modified again. The Magny Cours-style hairpin in Turn 7 is being used to create a passing zone. Turn 9A (the chicane similar to Spa's new Bus Stop) is being widened by ten feet (~3 meters) to allow for more room. A new Turn 11B has been made, moving further past the drag strip tower (Motorcycle Turn 11), being lengthened by 200 feet (~61 meters) to create a passing zone (it is located just before the race logos painted in Turn 11), and is located where the drag strip staging area is located. For the World Touring Car Championship race, the full configuration, except for the Turn 8A/9A Bus Stop configuration, is being used.
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Records
Driver Fastest Lap Marco Werner Car Audi R8 Date July 17, 2004 Speed 110.641 miles per hour (178.06km/h) 95.262 miles per hour (153.31km/h) 83.624 miles per hour (134.58km/h) 108.248 miles per hour (174.21km/h) 91.040 miles per hour (146.51km/h) 86.206 miles per hour (138.74km/h) 84.206 miles per hour (135.52km/h) Time 1:21.688 Layout Full
NASCAR Qualifying NASCAR Race
Marcos Ambrose Clint Bowyer
Ford Fusion
June 22, 2012
1:15.203
NASCAR
Toyota Camry
June 24, 2012
2:39:55
NASCAR
IndyCar Qualifying
Ryan Briscoe
Panoz Honda
August 27, 2005
1:16.4913 Indy Course 2:02:48 Indy Course WTCC
IndyCar Race
Tony Kanaan
Dallara Honda
August 28, 2005
WTCC Qualifying
Alain Menu Yvan Muller
Chevrolet Cruze 1.6T Chevrolet Cruze 1.6T Suzuki GSXR-1000
September 22, 2012 September 23, 2012 May 17, 2008
1:45.235
WTCC Race
1:47.732
WTCC
AMA Pro Superbike [3] TTXGP
Ben Spies
1:34.731
Motorcycle
Steve Atlas
Brammo Empulse RR
May 15, 2011
1:55.15
Motorcycle
NASCAR Sprint Cup Series records

(As of 6/27/11)
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Most Wins Most Top 5s Most Top 10s Starts Poles
5 12 15 21 5
Jeff Gordon Jeff Gordon Jeff Gordon Mark Martin Jeff Gordon
Most Laps Completed 1975 Mark Martin Most Laps Led Avg. Start* Avg. Finish* 437 6.9 8.6 Jeff Gordon Rusty Wallace Dale Earnhardt
* from minimum 10 starts.
Seating capacity
Sonoma Raceway has a permanent seating capacity of 47,000.[4] This includes the grandstands and terraces around the track. During major races, hospitality tents and other stages are erected around the track, which brings the total capacity up to 102,000 seats. The facility underwent a major expansion in 2004 which resulted in 64,000 hillside seats, 10,000 permanent grandstand seats, a wastewater treatment facility, 100 acres (40ha) of restored wetlands, permanent garages, new retail space, a go-kart track and a new drag strip.
Current series
Sonoma Drift Series Sprint Cup Series IndyCar Series NHRA Formula D AMA Superbike Formula Car Challenge TTXGP race AFM Motorcycle Racing SCCA Pro Racing World Challenge World Touring Car Championship (From 2012) Ferrari Challenge 24 Hours of LeMons San Francisco Region SCCA
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Former series
Grand Am 20062008 American Le Mans Series 19992005 Trans Am Series 1969, 1978, 1981-1993, 1995, 2001 IMSA GT Series 197697 Can Am Series 1977, 1980, 1984 Camping World Truck Series 1995-1998 Formula 5000 1969-1970
Major events
Grand Prix of Sonoma- IMSA GT, American Le Mans, Rolex Sports Car Series Indy Grand Prix of Sonoma Toyota/Save Mart 350
Trans Am Series
Year Category One Driver Category One Vehicle Category Two Driver Category Two Vehicle 1969 Mark Donohue Chevrolet Camaro 1978 Gene Bothello Chevrolet Corvette 1981 Tom Gloy Ford Mustang 1982 Tom Gloy Ford Mustang 1983 Willy Ribbs Chevrolet Camaro 1984 Greg Pickett Mercury Capri 1985 Willy Ribbs Mercury Capri 1985 Willy Ribbs Mercury Capri 1985 Elliott Forbes-Robinson Buick Somerset 1986 Wally Dallenbach Jr. Chevrolet Camaro 1986 Wally Dallenbach Jr. Chevrolet Camaro 1986 Wally Dallenbach Jr. Chevrolet Camaro 1987 Scott Pruett Merkur XR4Ti 1988 Willy Ribbs Chevrolet Camaro 1989 Darin Brassfield Chevrolet Corvette 1990 Darin Brassfield Oldsmobile Cutlass 1991 Darin Brassfield Oldsmobile Cutlass 1992 Darin Brassfield Chevrolet Camaro 1993 Scott Sharp Chevrolet Camaro 1995 Dorsey Schroeder Ford Mustang 2001 Brian Simo Qvale Mangusta Don Pike Porsche 911 Greg Pickett Chevrolet Corvette
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Artistic presentations
In the 1970 motorcycle road racing film Little Fauss and Big Halsy, starring Michael J. Pollard and Robert Redford, Redford's character, Halsy, saw Sears Point as the brass ring in the world of racing, and the film was loosely based around that idea.[citation needed] Sonoma has been featured in many racing video games, beginning with Papyrus's NASCAR Racing for the PC, released in 1994 and has been a frequent addition to NASCAR based games and more recently road course variations have appeared.
References
[1] [2] [3] [4] Infineon Raceway | Raceway Info | Track History (http:/ / www. racesonoma. com/ raceway/ about/ history/ ) http:/ / www. racingwest. com/ news/ story. php3/ 2094/ index. htm http:/ / www. asphaltandrubber. com/ racing/ ttxgp-brammo-sets-track-record-infineon http:/ / phx. corporate-ir. net/ phoenix. zhtml?c=99758& p=irol-faqi#14336 SMI Frequently Asked Questions: Track Seating capacity
External links
Sonoma Raceway Official Site (http://www.racesonoma.com/) Infineon Raceway Page (http://www.nascar.com/races/tracks/spr/index.html) on NASCAR.com (http:// www.nascar.com) Trackpedia guide for this track (http://www.trackpedia.com/wiki/Infineon_Raceway) High Resolution image from Google Maps (http://maps.google.com/maps?ll=38.160067,-122.459407& spn=0.019999,0.031586&t=k&hl=en) Coordinates: 380936N 1222734W38.16006N 122.45940W NASCAR's Best Races (http://www.maximonline.com/articles/index.aspx?a_id=7455&src=maxim_ed) Various track layouts and info (http://www.etracksonline.co.uk/NAmerica/USA/CA/infineon.html) History of raceway (http://www.gt-racing.co.uk/circuits/northamerica/searspoint.html)
Wall Township Speedway
133

Wall Stadium (also known briefly as Wall Township Speedway) is a 0.333 mile, high banked (33 degrees in corners) paved oval track in Wall Township, New Jersey, UNited States. The track opened to the public in the spring of 1950 and has operated for at least a part of every year since. The track was an early home to racing stars Ray Evernham and the Truex family Also, it hosted NASCAR Strictly Stock Series (now Sprint Cup) event in 1958. The more prominent drivers over the years have included Gil Hearne (eight time champion), Tommie Elliott and Charlie Kremer, Jr. (both four time champions), John Blewett III, Jimmy Blewett (Two time champion), Jimmy Spencer (Garden State Classic winner), Tony Siscone (six time champion), Richie Evans, and Charlie Jarzombek (Garden State Classic winner).
Track Origins
Founders Tom and Jennie Nicol sought to build their own racetrack after enjoying stock car racing at Long Branch Speedway. The couple bought 55 acres of land off Route 34 in Wall Township and built a one-third mile oval with 30-degree banking in the turns, unheard of at the time. Racing began in 1950 with the annual Turkey Derby capping each season on Thanksgiving Day beginning in 1974.[1]
New Ownership
After the 2001 season, the late Jennie Nicol's son Tucker (Thomas Nicol, Jr.) decided to sell the speedway and, it was purchased by Timothy Shinn. His co-owners were Tom Mauser, Joe Sanzari, and Fletcher Cramer for the 2002 season. The track was retitled Wall Township Speedway. After two months, Mauser was dismissed as the Track Operations Manager. In 2004, Fred Archer came to the fold as co owner. By 2005, car counts and capacity crowd started to decline and, there were rumors swirling about the track's future.
Track's Demise
After the 2007 season, several employees were laid off from their positions. The track closed on March 14, 2008 with the track's marquee reading CLOSED FOR GOOD.[2]
Revival
After eleven months of not being operative, former track operations manager Jim Morton secured a lease to operate the race track for the season ending Turkey Derby Event in November 2008, and the crowd was overwhelming. The track officially reopened for a full season of racing in 2009, capped by the Turkey Derby. The name was changed back to the familiar "Wall Stadium". The 2010 season started as usual, but as of September 2, 2010, the track closed once more, due to the expiration of Morton's lease on the property. The marquee, which earlier that week had noted the weekend's upcoming races, simply read "Racing cancelled till further notice".[3] The 37th annual Turkey Derby ran as scheduled on November 26 and 27, under the terms of a short-term lease to Don Ling and the Blewett family. The track was put up for sale shortly thereafter with an asking price of $18 million. Racing resumed in 2011 under new management. Cliff Krause of Holmdel signed a one-year lease with track owners to conduct a full schedule of races.[4] After running a full schedule of races, Krause secured a three-year extension on the track's lease after the 2011 Turkey Derby, with the 2012 season set to officially start April 28.
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Special Events
NASCAR Whelen Modified Tour The 2003 season, hosted a NASCAR (then Featherlite) Whelen Modified Tour event. The race was contested at 150 laps, and that race was held the next year, and it was quickly dropped from their future scheduling. In 2007, the cars returned to the speedway after, being absent from the schedule for three seasons, and it hosted a "Flash" event with a pair of 50 lap races, and the feature is the final 50. Unfortunately, the Tour cars weren't scheduled again ever since. Turkey Derby After the 1974 season, the management/staff added a race for the Thanksgiving weekend, entitled "Turkey Derby", a 150-lap open competition race for Modified stock cars which attracted many of the top drivers in the division. After a successful debut, the race grew in stature and popularity and, in 1981, attracted a record field of 75 cars including NASCAR National Champions including Richie Evans. From 1974-1992, the Modified race was contested a 150-lap event. When the years went by, the format had been changed to three 50 lap events, if the driver finishes in a certain spot, he will be declared the overall winner. The full blown modifieds, returned in 2002 it was 150 laps. In 2004, it was 125 laps. From 2004-2009, was 100. 2010Present 150 Laps. Garden State Classic The Garden State Classic, was established in 1957. The format of the event was first consisted a grueling 300 lap event, originally a NASCAR National Championship Modified race. When the 1980s started, it was cut to 200 laps (to eliminate pit stops . . . which were impractical at the track . . . and save the race teams much additional expense . . . the purse remained the same), 1993, cut to 100 laps. 2009-2010 150 Laps. Now 125 Laps.
Modifieds dropped from schedule

For several years, two different Modified classes competed at Wall Stadium, the big-block based Modifieds, considered to be the top tier series, and the Modified Affordable Division (MAD), whose cars utilized small block engines and narrower tires, to reduce costs. Because of a purse structure dispute, in 1993, the senior Modified division left the weekly feature at the track for the now closed Flemington Speedway.
External links
Wall Stadium Speedway [5] NJ Racing Nostalgia [6] Martin Truex Jr Official Web site [7]
References
[1] Wall Stadium-Track History (http:/ / www. wallspeedway. com/ history. html), retrieved 2011-01-09. [2] Wall Stadium-Track History (http:/ / www. wallspeedway. com/ history. html), retrieved 2011-01-09. [3] "Wall Stadium closed, races cancelled", Asbury Park Press, 09-03-2010, retrieved 09-05-2010 (http:/ / www. app. com/ apps/ pbcs. dll/ article?AID=2010100903168) [4] Wall Township Speedway website (http:/ / www. wallspeedway. com/ ). Retrieved 2011-01-07. [5] http:/ / www. wallspeedwayracing. com/ [6] http:/ / www. njrn. com/ [7] http:/ / www. martintruexjr. com/
Coordinates: 401031N 74655W40.17528N 74.11528W
135
Notable FD drivers
Tanner Foust
Tanner Foust
Tanner Foust pictured while giving autographs Born June 13, 1973 Denver , Colorado
Nationality American Alma mater University of Colorado Occupation TV Show Host Stunt Car Driver Professional Drift Car Driver Professional Rally Car Driver Knownfor Motor racing Formula D Drift Champion (2007, 2008) X Games gold medallist: Rally Car Racing (2007, 2010) Rally Car Super Rally (2010) Global RallyCross Champion (2011, 2012) Television and film Film Stunt Driver SPEED's SuperCars Exposed host SPEED's Redline TV host ESPN's Import Tuners host History Channel's Top Gear host Website http:/ / tannerfoust. com/
Tanner Foust is a professional racing driver, stunt driver, and television host. He competes in rally, drift, ice racing, time attack and rallycross with multiple podium placements and national championships. He is a co-host on the American version of the motoring television series, Top Gear.
Tanner Foust
136
Career
He graduated from the University of Colorado with a degree in molecular biology. He was slated to become co-host for the original American version of the motoring television series, Top Gear, on NBC and filmed a pilot before the series was dropped. The series has since been picked up by the History Channel and Foust was the only pilot presenter to be picked up when the program finally made it on air in the U.S. in late 2010. He has also hosted other shows including SPEED Channel's SuperCars Exposed, SPEED Channel's Redline TV and ESPN's Import Tuners. On November 21, 2010, he made his debut for the History Channel series, Top Gear, the American version of the BBC hit series of the same name.
2011 ERC: Tanner Foust and his 560bhp Ford Fiesta Mk7 4x4 in action at Maasmechelen
Tanner has been a stunt driver for films such as The Fast and the Furious Tokyo Drift, Iron Man 2, and The Dukes of Hazzard. He is a prominent competitor in Formula D, being the 2007 and 2008 Formula D champion and is an accomplished rally racer. Foust is the first driver in Formula D history to win back-to-back series championships. Tanner competed in X Games XIII where he won the gold in the rally racing event. He also participated in Rally America in 2009. In 2010 at X Games XVI he got gold in Rally Car Racing and Rally Car Super Rally, driving the Rockstar Energy Ford Fiesta. He also competed in the European Rallycross Championships for Drivers, becoming the first American to do so. After leaving the drifting scene in favour of Rallycross in 2011 he is a regular ERC competitor, taking part in all 10 rounds of the FIA recognised series.
Achievements
2005 Rally America PGT Champion [Flatirons Tuning 429 WRX] 2006 Summer X Games Rally Third fastest time in the Stadium Super Special 2006 Rally America PGT Class Championship Second place overall [Flatirons Tuning 429 WRX] 2006 Formula Drift Championship third place overall [McKinney Nissan Silvia] 2007 Rally America Series Fourth Place (with 6 podium placements)[1] 2007 Formula Drift Pro Drift Champion [Rockstar-AEM 350z][2] 2007 X Games Rally Gold Medalist [Rockstar Subaru STI] 2008 X Games Rally Silver Medalist [Rockstar Subaru STI] 2008 Race of Champions Competitor 2008 Formula Drift Pro Drift Champion [Rockstar-AEM 350z][3] 2009 Formula Drift Sixth Place (with 3 podium placements) [Rockstar-Scion Scion TC][4] 2009 Race of Champions Competitor 2010 Formula Drift Silver Medalist [Rockstar-Scion Scion TC][5] 2010 X Games Super Rally Gold Medalist [Rockstar-Etnies Ford Fiesta][6] 2010 X Games Rally Gold Medalist [Rockstar-Etnies Ford Fiesta][7] 2010 Race of Champions Competitor 2010 Gymkhana Grid Gold Medalist AWD Division [Rockstar-Etnies Ford Fiesta][8]
2011 World Record for Longest Jump in a four-wheeled vehicle (332feet)[9]
Tanner Foust 2011 World Indoor Speed Record till 24.2.2013, new Record holder 25.2.2013 Mikko Hirvonen Finland (Speedcar XTREME) 2011 European Rallycross Championship Silver Medalist [Rockstar-Etnies Ford Fiesta][10] 2011 Global RallyCross Champion [Rockstar-Etnies Ford Fiesta][11] 2012 World Record for Largest Loop the Loop in a car (60 feet in diameter)[12] 2012 Global RallyCross Champion [Rockstar-Etnies Ford Fiesta][13]
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TV and film
The Dukes of Hazzard (2005) stunts Rally America (20052007) as Himself Formula D (20052007) as Himself Auto Access (20052007) Host Import Racers: "Bull Run" (2006) as Himself CSI: Miami: "Driven" (2006) stunt driver Fast & Furious: Tokyo Drift (2006) stunt driver Master of Champions: "Premiere" (2006) Contestant RM Classic Car Auction (2007) Host Redline TV (2007) Host Dirt: "Ita Missa Est" (2007) stunt double The Bourne Ultimatum (2007) stunt performer Numb3rs: "Velocity" (2007) stunt driver Top Gear (NBC) (2008) Host Mad Skills: Rhys Millen Is the Kiwi Drifter (2008) as Himself SuperCars Exposed (20082009) Host Fast & Furious (2009) stunt double Street Customs: "GTO" (2009) as Himself Battle of the Supercars (2010) as Himself Iron Man 2 (2010) stunt double Top Gear (U.S.) (2010 present) Host Hot Wheels: Fearless at the 500 (2011) as Himself Red Dawn (2012) stunt double
Tanner Foust for Team Hot Wheels jumping across the Indianapolis Motor Speedway's infield at the fourth turn.
Tanner Foust
138
References
[1] "Rally America Champion Standings 2007" (http:/ / rally-america. com/ champ_standings2. php?Endo=1& Class=0& Champ=0& yr=2007) rally-america.com [2] "2007 Formula DRIFT Pro Championship Standings" (http:/ / www. formulad. com/ standings/ 2007. php) formulad.com [3] "2008 Formula DRIFT Pro Championship Standings" (http:/ / www. formulad. com/ standings/ 2008. php) formulad.com [4] "2009 Formula DRIFT Pro Championship Standings" (http:/ / www. formulad. com/ standings/ 2009. php) formulad.com [5] "2010 Formula DRIFT Pro Championship Standings" (http:/ / www. formulad. com/ standings/ 2010. php) formulad.com [6] "Summer X 16 Rally Car Super Rally Results" (http:/ / espn. go. com/ action/ xgames/ summer/ 2010/ rally/ news/ story?page=summer-x-16-rally-car-super-rally-results) espn.go.com [7] "Summer X 16 Rally Car Racing Results" (http:/ / espn. go. com/ action/ xgames/ summer/ 2010/ rally/ news/ story?page=summer-x-16-rally-car-racing-results) espn.go.com [8] "Foust Wins Gymkhana Invitational" (http:/ / sports. espn. go. com/ action/ fmx/ news/ story?id=5892325) sports.espn.go.com, December 10, 2010 [9] "World Record Jump Rattles Indianapolis 500" (http:/ / content. usatoday. com/ communities/ driveon/ post/ 2011/ 05/ video-world-record-car-jump-rattles-indianapolis-500/ 1#. UDn1WKAvR8E) usatoday.com, May 30, 2011 [10] "FIA European Championship for Rallycross Drivers 2011" (http:/ / www. rallycross. com/ standings/ 11/ fia_sc_2011. html) rallycross.com [11] "2011 Championship Standings" (http:/ / www. global-rallycross. com/ championship-standings/ ) global-rallycross.com [12] "Hot Wheels Double Loop Success" (http:/ / espn. go. com/ action/ xgames/ summer/ 2012/ story/ _/ id/ 8107982/ tanner-foust-greg-tracy-pull-world-record-hot-wheels-double-loop-dare) espn.go.com, June 30, 2012 [13] "2012 Championship Standings" (http:/ / www. global-rallycross. com/ 2012-championship-standings/ ) global-rallycross.com
Lerner, Preston (February, 2009). "FEATURES: Tanner Foust - Xtreme Motorsports Dept" (http://www. automobilemag.com/features/racing/0812_tanner_foust_xtreme_motorsports/index.html). Automobile Magazine. Source Interlink Media.
External links
Official website (http://tannerfoust.com) Papadakis Racing Tanner Foust Bio (http://www.stephanpapadakis.com/tanner_bio.html) Scion Racing About Team Rockstar (http://www.scion.com/scionracing/drift/rockstar/index.html#) Rockstar Racing Tanner Foust Bio (http://www.rockstar69.com/athlete.php?ath=186) Tanner Foust (http://www.imdb.com/name/nm1985039/) at the Internet Movie Database
Precededby Rhys Millen Formula D Champion 2007 and 2008 Succeededby Chris Forsberg
Chris Forsberg
139
Chris Forsberg
Chris Forsberg
Born: Hometown: Awards:
April 6, 1982 Doylestown, PA 2005 Formula D Best Comeback 2006 Formula D Best Looking Car Meguiars Cleanest Drift (Formula D Round 5, 2006) Meguiars Cleanest Drift (Formula D Round 2, 2007) 2007 Biggest Rivalry (against Tanner Foust) 2007 Hardest Charger 2007 Driver of the Year 2007 Triple Crown Champion 2009 Driver of the Year 2009 Triple Crown Champion 2009 Formula Drift Champion 2011 Team Manager of the Year Formula D Statistics
2011 Position: 3rd Best Position: 3rd First Event: First Win: Last Win: 2004 Round 1 (Atlanta, GA) 2005 Round 6 (Irwindale, CA) 2009 Round 5 (Seattle, WA) Overall Statistics Wins 12 Podiums 23
All stats current as of October 14, 2011.
Top Tens 39
Chris Forsberg (born April 6, 1982), is an American self-taught drifting driver from Doylestown, Pennsylvania who currently competes in the Formula Drift series in his Nissan 370Z for NOS Energy Drink and Hankook Tires.
Chris Forsberg
140
History
Chris noticed his love for speed and competition at the age of six, racing bicycles with his brother. He first got into cars at the age of 10 attending drag racing events with his uncles at Maple Grove Raceway Park in Pennsylvania. He was then introduced to flat track motorcycle racing watching his cousin slide around the track. This is what planted the seed for sliding things around. At 14 he used to take out the family tractor and get it into third and slam on the brakes which made it slide around the yard. When he became old enough to drive he borrowed a friend's MKIII Supra and drift it around a cone course he set up in a parking lot. This passion lead him to watching Initial D and Option Videos, which influenced him to sell his truck and purchase his first car, a 1988 Mazda RX-7. After buying the RX-7 Chris became heavily involved in the east coast drifting scene. By the age of 20 he helped run the first regularly schedule East Coast Drift events. He was 21 when D1 announced they were coming to America for a drivers search so he packed up his RX-7 on a flatbed rental truck and drove 3,000 miles to California. Chris later became the American Driver for Signal Auto. In 2003, Chris moved to California to further pursue a career in drifting, it was that year Formula Drift debuted their national drift series. Chris has competed in every event since that inaugural season. In 2007, Chris, with the help of his Crew Chief, Kevin Wells, started his own team, Chris Forsberg Racing. His greatest achievement came in 2009 when he earned the title of 2009 Formula Drift Champion as well as Triple Crown Champion. Forsberg was not only the first driver to win both titles in the same year but is the first driver to win a Championship whose career originated in grassroots drifting. After over 8 years of competition, he built a reputation for his high speed precision driving skills, and became a major supporter of the drift community worldwide.
Cars Driven
00-03 Mazda RX7 (FC) with a rotary engine initially, then a Nissan SR20DET motor swap 03-present Nissan 350z (Z33) with a supercharged VQ engine initially, then a Nissan SR20DET motor swap 05 Falken Tire Nissan Silvia (S15) 06-10 Nissan 350z Roadster (Z33) with a 420 HP Nissan Titan 5.6L V8 11-present Nissan 370z (Z34) with a 550HP Nissan Titan 5.6L V8
Achievements
2011
Placed 2nd at Formula Drift Abu Dhabi, Yas Marina Qualified 1st at Formula Drift Round 3, West Palm Beach Placed 2nd at Formula Drift Round 5, Seattle Placed 3rd at Formula Drift Round 7, Irwindale Judge of the Xtreme Drift Circuit Championship series Currently 3rd most winningest driver in Formula Drift history Formula Drift Team Manager of the Year Placed 3rd in Formula Drift Series Championship
Chris Forsberg
141
2010
Placed 1st at Formula Drift Team Drift, Long Beach Grand Prix Placed 3rd at Formula Drift Round 2, Road Atlanta Judge of the Xtreme Drift Circuit Championship series Placed 6th in Formula Drift Series Championship
2009
FORMULA DRIFT CHAMPION TIRES.COM TRIPLE CROWN CHAMPION Formula Drift Driver of the Year Qualified 1st at Formula Drift Round 1, Long Beach Placed 1st at Formula Drift Team Drift, Long Beach Grand Prix Placed 1st at Formula Drift Round 2, Road Atlanta Placed 3rd at Formula Drift Round 4, Las Vegas Placed 1st at Formula Drift Round 5, Seattle
2008
Nominated Team Owner of the Year Placed 1st at Formula Drift Round 1, Long Beach Grand Prix Placed 1st at Formula Drift Team Drift, Long Beach Grand Prix Placed 1st in Formula Drift Team Drift Championship with Drift Alliance Placed 5th in Formula Drift Series Championship Placed 6th in Formula Drift World Finals
2007
TIRES.COM TRIPLE CROWN CHAMPION Placed 1st at Formula Drift Round 2, Road Atlanta 1st privately owned team to win a Formula Drift Pro Championship event Qualified 1st at Formula Drift Round 3, West Virginia Placed 1st at Ziptied All Star Team Drift, Willow Springs Placed 1st at Formula Drift Team Drift, San Jose Placed 1st at Formula Drift Round 5, Infineon Raceway Placed 2nd at Formula Drift Round 7, Irwindale Speedway Judge of the 2007 Drift Mania Canadian Championship series Placed 2nd in Formula Drift Series Championship
Chris Forsberg
142
2006
Formula Drift Best Looking Car of the Year Placed 1st at Formula Drift Team Drift, Long Beach Placed 1st at World Drift Series Team Drift Beijing, China
2005
Formula Drift Best Comeback of the Year Placed 1st at Formula Drift Round 6, Irwindale 1st American to defeat a Japanese D1 driver in tandem competition Placed 5th in first ever D1 Grand Prix US vs. Japan, Irwindale Speedway
2004
Placed 2nd at inaugural Formula Drift, Road Atlanta Placed 3rd at Formula Drift Round 2, Houston First American built drift car on the cover of a national magazine Only driver to defeat Samuel Hubinette in Formula D 2004 season competition.
Placed 3rd in Formula Drift Series Championship
2003
Course designer and instructor at first organized East Coast events. (DGTrials 2003) Aces High member of DGTrials. Featured in October 2003 Wired magazine article on drifting, alongside Tony Angelo.
External links
The Official Web Site of Chris Forsberg [1] NOS Energy Drink [2] Hankook Tire [3] Drift Alliance [4] Clarion [5] AEM [6] Universal Technical Institute [7] Nissan [8] SSR Wheels [9] Seibon Carbon [10] Mishimoto [11] Alpinestars [12] Us Versus Them [13] Electric Visual [14] Formula D profile [15]
Chris Forsberg
143
References
[1] http:/ / www. chrisforsberg. com [2] http:/ / www. drinknos. com [3] http:/ / www. hankooktireusa. com [4] http:/ / www. driftalliance. com [5] http:/ / www. clarion. com [6] http:/ / www. aemintakes. com [7] http:/ / www. uti. edu [8] http:/ / www. nissanusa. com [9] http:/ / www. ssr-wheels. com [10] http:/ / www. seiboncarbon. com [11] http:/ / www. mishimoto. com [12] http:/ / www. alpinestars. com [13] http:/ / www. usversusthem. com [14] http:/ / www. electricvisual. com [15] http:/ / www. formulad. com/ drivers/ profile/ chris-forsberg. php
Vaughn Gittin
Vaughn Gittin, Jr.
Born: Hometown:
September 20, 1980 (age 32) Joppa, MD
All stats current as of February 22, 2013.
Vaughn Gittin, Jr. (born September 20, 1980), commonly known as JR, is an American self-taught professional drifter from Maryland who currently competes in the Formula D series in his 2013 Monster Energy Nitto Tire Ford Racing Mustang RTR. Vaughn is the creator of Mustang RTR, his version of a new generation of Mustang that is available at Ford dealers world-wide.
Quick Facts
Vaughn Gittin Jr.
Age 32 Height 6 2 Weight 215 Nickname JR Car Number 25 Years drifting 11
Years Pro 10 Hometown Baltimore, Maryland
Vaughn Gittin Car: 2013 Monster Energy Nitto Tire Ford Mustang Team: Monster Energy Nitto Tire Drift Team Crew: Autosport Dynamics Personal Cars 2013 5.0 Ford Mustang RTR, 2011 5.0 Ford Mustang RTR, 2010 Ford Mustang RTR-C, 1969 Ford Mustang RTR-X, 2012 Ford F450, 2004 Ford F150 Website VaughnGittin.com, MustangRTR.com YouTube Youtube.com/vgittin Facebook - Facebook.com/OfficialVaughnGittinJr Twitter - Twitter.com/VaughnGittinJr Instagram - Instagram.com/VaughnGittinJr
144
2013 Monster Energy Nitto Tire Ford Mustang RTR Specs

Engine: Ford Racing / Roush Yates built 6.7L V8 Tires: Nitto NT05 Filtration: K&N Air, Oil & Breather Filters Clutch: Exedy Twin Plate Suspension: Tein coilovers
Brakes: Wildwood front and rear big brake kit HP/Torque: 845 horsepower / 623 ft.lbs torque
Sponsors
Monster Energy Nitto Tires Ford K&N Filters Bosch Auto Parts HPI Racing Magnaflow Hoonigan Exedy Cluches Electric Vision Mustang RTR Alpinestars Ford Racing Tein Wilwood Speedhunters.com Autosport Dynamics
Bio
Vaughn Gittin Jr. has become one of driftings most iconic figures and his machine, the Monster Energy Nitto Tire Ford Racing Mustang, one of the sport's most identifiable cars. Vaughn is known best by his aggressive, foot to the floor, big smoke driving style. Being such a fierce competitor, Vaughn is known as the only American to win a D1 Grand Prix event, not once - but twice. In 2005 Vaughn stunned the world when he won the D1GP USA vs. Japan. In 2007, he brought America the gold once more by winning the D1GP World Championship. In 2010, Vaughn earned his first Formula Drift Championship, becoming the second-ever Champion with a strictly-drifting
Vaughn Gittin background. In 2011, Vaughn competed in China's premier drift series, WDS, and took home the Championship. In 2012, Vaughn was shy just one spot of the Championship, taking second place overall. He has achieved five wins and multiple podiums throughout his Formula Drift career. In 2011, Vaughn had a Formula Drift season of ups and downs, but finished off the year with one podium. Vaughn traveled to China throughout the year to compete in WDS (World Drift Series) and came out on top with the Championship. Vaughn also had the opportunity to travel to Saudi Arabia, to share drifting with the Middle East. That is where he created his video Drifting in the K.S.A which became quite a hit. In 2011, Ford launched their Octane Academy and Vaughn would be one of the featured drivers, along side Ken Block, Brian Deegan, and Tanner Foust. For the 2010 season, Vaughn made the switch over to a 2011 Monster Energy Falken Tire Ford Mustang. When the season ended, Vaughn had podiumed an incredible 6 out of 7 Formula Drift events. Vaughns consistency and incredible season earned him his first Formula Drift Championship, a goal Vaughn has chased after for the previous seven years. In 2010, Vaughn also continued to travel the world performing drifting exhibitions at huge events to do his part to spread word about the motorsport phenomenon of drifting and the incredible Ford Mustang to the masses. Also in 2010, Vaughn launched his brand for a new generation of Mustang with the RTR. The Mustang RTR is Vaughns vision his has dreamt for years that has finally come to reality. It is a dealer-installed package for the 2011 Ford Mustang GT V8 available at select Ford dealerships. For more info on the Mustang RTR, please visit MustangRTR.com. Vaughn became the new face of the Ford Mustang in 2009, as he introduced the 2010 version to the world by drifting it onstage during its live reveal on Speed TV. He also had the amazing opportunity to tour Japan with a 2010 Mustang while stopping to drift at legendary tracks. Competition-wise in the 2009 season, Vaughn retired his 2005 Ford Mustang for the new 2010 version, a car that gave him much success. After an incredible year, Vaughn came close to the Championship with a 5th place finish. Vaughn began his career as a professional driver in 2004 when he drove his personal Nissan S13 in Formula Drift. In 2005, he switched machines to a new Ford Mustang, which has brought him many victories. In 2008, Vaughn got the attention of Ford Racing who decided to back this American Mustang driver. Blame it on the go-carts he toyed with when he was only four years old, or maybe the dirt bikes he raced for most of his young adult life; there is no question that Vaughn has always had a passion for motorsports. He's come a long way from those early days of drifting, but Vaughn Gittin Jr. still feels the same rush of adrenaline as he did then - the same sense of adventure and challenge every time he enters a turn and throws his Mustang sideways.
145
Achievements
2012
1st place winner at Formula D Rd. 4, Wall Staudium 1st place winner at Formula D Rd. 5, Evergreen Speedway 1st place winner at WDS, Tianjin, China
2011
Placed 2nd at Formula Drift Round 3, Palm Beach International Raceway, Florida JR to be featured in Shift 2: Unleashed as a mentor and with his Monster Energy / Falken Tire Ford Mustang GT as a drifter. JR to be featured in Need for Speed - The Run with his Team Need for Speed Ford Mustang RTR-X. Placed 11th overall in the Formula D series (375 points)
Vaughn Gittin
146
2010
Placed 1st at Formula Drift Round 1, Streets of Long Beach Raceway. Placed 2nd at Formula Drift Round 2, Road Atlanta Raceway. Placed 2nd at Formula Drift Round 3, Wall Speedway, New Jersey Placed a podium finish in 6 of 7 events Won the 2010 Formula D Championship
2009
Placed 2nd at Formula Drift Round 3, Wall Speedway, New Jersey Placed 5th place overall in the Formula D series (451.50 points)
2008
Placed 1st at Formula Drift Round 7, Irwindale Speedway Placed 8th place overall in the Formula D series (356.5 points)
2007
Placed 1st at D1 Grand Prix USA All-Star World Championship, Irwindale Speedway Placed 2nd at Formula D Round 5, Infineon Raceway Placed 2nd at Formula D Round 4, Evergreen Speedway Finished 6th place overall in the Formula D series (376.50 points)
2006
Finished 4th place overall in the Formula D series
2005
Placed 1st in the D1 Grand Prix America vs. Japan Competition Placed 3rd at Formula D Round 4, Infineon Raceway Finished 4th place overall in the Formula D series
2004
Finished 10th place overall in the Formula D series
Other appareances
Vaughn appears in the racing game Shift 2: Unleashed, as he is guiding the player through his career and teaching the player how to drift. In the game, the most important thing that Vaughn wants is that the player reaches the FIA GT1 Championship.
References
2. www.formulad.com (http://www.formulad.com)
External links
Vaughn Gittin Jr. Official page (http://vaughngittin.com/index.html) Formula D profile (http://www.formulad.com/drivers/vaughn-gittin-jr.html)
Vaughn Gittin Wrecked Magazine - Drifting Publication's Section for Vaughn Gittin Jr. (http://www.wreckedmagazine.com/ blog/category/vaughn-gittin-jr/)
147
Samuel Hbinette
Samuel Hbinette, aka The Crazy Swede (born 15 September 1971, in Jokkmokk, Norrbotten County), is a Swedish professional race car driver and Hollywood stunt driver. He started working as a test driver for Volvo Cars. Today he is one of the top names in drifting, winning the inaugural Formula D series championship in 2004 and 2006.[]
Complete drifting results

(key)
D1 Grand Prix
Year Entrant 2004 2006 Mopar Car 1 2 3 4 5 6 7 8 Position Points 26 19 IRW TSU 2 14
Toyota Supra JZA80 IRW SGO EBS APS ODB EBS TKB 10 Dodge Viper SRT/10 IRW SGO FUJ APS EBS SUZ FUJ 4 Dodge Charger SRT-8
Formula D
Year Entrant Car 1 2 3 4 5 6 7 Position Points 1
2004 Mopar Dodge Viper Competition Coupe Rd. 1 Rd. 2 Rd. 3 Rd. 4 2005 Mopar 2006 Mopar Dodge Viper SRT/10 Dodge Viper SRT/10 Dodge Charger SRT-8 2007 Mopar Dodge Charger SRT-8 Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 5 Rd. 6 Rd. 7 Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 5 Rd. 6 Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 5 Rd. 6 Rd. 7
References External links

Official website (http://www.samuelhubinette.com) Formula D profile (http://www.formulad.com/drivers/samuel-hubinette.html)
Precededby None Precededby Rhys Millen Formula D Champion 2004 Formula D Champion 2006 Succeededby Rhys Millen Succeededby Tanner Foust
Darren McNamara
148
Darren McNamara
Darren McNamara
Nationality Born Ireland September 10, 1982 Cork (city), Ireland 2013 Formula D Current team Team Falken Tire
Darren 'D-Mac' McNamara is a professional drift driver from Cork, Ireland. Darren first competed in the Irish Prodrift series and the British D1 Great Britain series (now EDC), winning the Prodrift title in 2006. He drove a Toyota AE86 with a Nissan SR20 engine. In 2007 he was invited to compete in the American Formula D series in his Corolla. He had a successful season in the underpowered Corolla and Falken Tires built him a new car for 2008: A Saturn Sky with 800 BHP. He adapted fairly well to the new car in 2008, but the car wasn't fully developed until the 2009 season, when Darren achieved his maiden win at Wall Speedway[1] and a second place at Road Atlanta. In the 2012 Formula D Season, McNamara started at Long Beach in the Falken Tire Saturn Sky. After a crash in his top 32 battle with Kenneth Moen, the Sky was damaged and not usable for future competition. [2] For Round 2 and 3, he piloted the Falken Tire 350Z, formerly driven by Tyler McQuarie. For Round 4 and 5, he competed in the Falken Tire Nissan Silvia S15 with a V8.
References
[1] http:/ / www. wreckedmagazine. com/ blog/ 2009/ 07/ 01/ darren-mcnamra-interview-after-his-first-win-video/ [2] http:/ / formulad. com/ schedule/ results/ long-beach-results-2012. php
External links
Darren's official website (http://www.dmacnow.com/)
Rhys Millen
149
Rhys Millen
Rhys Millen (born in New Zealand), nephew of IMSA GTS driver Steve Millen, son of Rod and elder brother of Ryan, is one of the America's top competitors in drifting. Prior to that he was a top rally driver in the US, and became the first works backed driver from a car manufacturer with GM in 2004 after narrowly losing to Ken Nomura in the US D1 Grand Prix exhibition event in 2003. In 2011 Millen raced a 500bhp AWD Hyundai Veloster in the US Rallycross championship. In 2012 he will compete in the Global RallyCross Championship.
Career
Millen became just the second champion in the short history of the United States' top drifting series, Formula D, just a year after his good friend, Samuel Hubinette, became the maiden series champ. Millen has two wins in his Formula D career: the 2004 season finale at the Irwindale Speedway, and the 2005 season opener at the Wall Speedway in Wall Township, New Jersey. He became the highest placed non-Japanese driver in the US round of the D1GP event in 2005, making it to the last 8 after beating Masato Kawabata, only to lose to Yasuyuki Kazama through a "One More Time" rerun. Millen's father, Rod, also competes in drifting on occasion. In fact, Rod made his Formula D debut at the 2005 season finale at Irwindale, the same event where his son was crowned the champion. Millen has driven a Pontiac GTO drift car for three seasons (Winning in 2004 and 2005, but losing out to Hubinette in 2006) and a Pontiac Solstice for the 2007 D1 Season. For the 2009 season, he will drive a Hyundai Genesis Coupe.[1] Red Bull has been a major sponsor of Rhys' drifting efforts, as well as the paint schemes of many of his cars. Besides racing, Millen is also a stunt driver for films such as The Dukes of Hazzard, Mr. & Mrs. Smith, and The Fast and the Furious: Tokyo Drift. He also did the driving for the first Hyundai Genesis Coupe commercial. On December 31, 2008, he became the first person to back-flip an off-road truck in the air. He landed off-balance, forcing his vehicle to flip on its side a few times after landing, but then walked away unharmed. In 2009, Hyundai teamed up with Millen to race the Hyundai Genesis Coupe at the Formula Drift Professional Drifting Championship, the Pikes Peak International Hill Climb and select Redline Time Attack Series events in 2009.[2][3] On July of that year, Millen set a new rear wheel drive record to take Pikes Peak's time attack title.[4][5]

(key)
D1 Grand Prix
Year Entrant 2004 Pontiac 2005 Pontiac 2006 Red Bull Car Pontiac GTO Pontiac GTO Pontiac Solstice GXP 1 2 3 4 5 6 7 8 Position Points 0 12 12 25 25
IRW SGO EBS APS ODB EBS TKB TSU IRW ODB SGO APS EBS FUJ TKB TAN IRW SGO FUJ APS EBS SUZ FUJ 0
2009 Red Bull Hyundai Genesis Coupe IRW DNQ
Rhys Millen
150
Formula D
Year 2004 2005 Entrant Pontiac Pontiac Car Pontiac GTO Pontiac GTO Pontiac GTO Pontiac Solstice GXP 2007 Red Bull Pontiac Pontiac Solstice GXP Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 5 Rd. 6 Rd. 7 4 478.00 1 2 3 4 5 6 7 Position Points
Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 5 Rd. 6 Rd. 1 Rd. 2 Rd. 3 Rd. 4 Rd. 5 Rd. 6 Rd. 7 1 2 596.00
2006 Red Bull Pontiac
References
[1] Serious Wheels - 2009 RMR Red Bull Hyundai Genesis Coupe (http:/ / www. seriouswheels. com/ cars/ 2009/ top-2009-RMR-Red-Bull-Hyundai-Genesis-Coupe. htm) [2] Rhys Millen Hyundai Genesis Coupe Drift Car Gets Lambda Engine (http:/ / www. edmunds. com/ insideline/ do/ News/ articleId=147566) 05-06-2009, Edmunds.com [3] Rhys Millen's drift car finally ready to run with Hyundai Power (http:/ / www. autoblog. com/ 2009/ 05/ 05/ rhys-millens-drift-car-finally-ready-to-run-with-hyundai-power/ ) May 5th 2009, Autoblog.com [4] Red Bull Hyundai Genesis Coupe and Rhys Millen Set World Record to Take Pikes Peak (http:/ / www. reuters. com/ article/ pressRelease/ idUS59932+ 19-Jul-2009+ PRN20090719) Jul 19, 2009, Reuters [5] VIDEO: Climb Attack with Rhys Millen and the Hyundai Genesis Coupe (http:/ / www. autoblog. com/ 2009/ 07/ 30/ video-climb-attack-with-rhys-millen-and-the-hyundai-genesis-cou/ ) Jul 30th 2009, Autoblog.com
External links
IMDB entry (http://www.imdb.com/name/nm1784667/) Official Site (http://www.rhysmillen.com/) Formula D profile (http://formulad.com/drivers/rhys-millen.html) Rhys Millen Documentary Mad Skills (http://www.madskillsdvd.com/) Rhys Millen Interview before attacking the Pikes Peak Hill Climb (http://raceremote.com/media/ offroadbutontrack/all-off-road-but-on-track-shows/ rhys-millen-and-some-quick-questions-before-attacking-the-pikes-peak-hill-climb/)
Precededby Samuel Hbinette Formula D Champion 2005 Succeededby Samuel Hbinette
151
Notable drifting cars

Ford Mustang
Ford Mustang
2010 Ford Mustang Manufacturer Production Modelyears Class Bodystyle Ford Motor Company 1964present 1965present Pony car, Muscle car 2-door 2+2 seat coupe 2-door hatchback 2-door fastback 2-door convertible FR layout
Layout
The Ford Mustang is an automobile manufactured by the Ford Motor Company. It was initially based on the platform of the second generation North American Ford Falcon, a compact car.[1] Introduced early on April 17, 1964,[2] and thus dubbed as a "1964" model by Mustang fans, the 1965 Mustang was the automaker's most successful launch since the Model A.[3] The Mustang has undergone several transformations to its current fifth generation. The Mustang created the "pony car" class of American automobilessports car-like coupes with long hoods and short rear decks[4]and gave rise to competitors such as GM's Chevrolet Camaro,[5] AMC's Javelin,[6] as well as Chrysler's revamped Plymouth Barracuda and the first generation Dodge Challenger.[7] The Mustang is also credited for inspiring the designs of coups such as the Toyota Celica and Ford Capri, which were imported to the United States.
Ford Mustang
152
Background
The Ford Mustang was brought out five months before the normal start of the 1965 production year. The earliest versions are often referred to as 1964 models, but VIN coded by Ford and titled as 1965 models[8] with production beginning in Dearborn, Michigan on March 9, 1964[9] and the new car was introduced to the public on April 17, 1964[10] at the New York World's Fair.[11] Executive stylist John Najjar, who was a fan of the World War II P-51 Mustang fighter plane, is credited by Ford to have suggested the name.[12] John Najjar co-designed the first prototype of the Ford Mustang known as Ford Mustang I in 1961, working jointly with fellow Ford stylist Philip T. Clark.[13] The Mustang I made its formal debut at the United States Grand Prix in Watkins Glen, New York on October 7, 1962, where test driver and contemporary Formula One race driver Dan Gurney lapped the track in a demonstration using the second "race" prototype. His lap times were only slightly off the pace of the F1 race cars. An alternative view was that Robert J. Eggert, Ford Division market research manager, first suggested the Mustang name. Eggert, a breeder of quarterhorses, received a birthday present from his wife of the book, The Mustangs by J. Frank Dobie in 1960. Later, the books title gave him the idea of adding the Mustang name for Fords new concept car. The designer preferred Cougar or Torino (and an advertising campaign using the Torino name was actually prepared), while Henry Ford II wanted T-bird II.[14] As the person responsible for Fords research on potential names, Eggert added Mustang to the list to be tested by focus groups; Mustang, by a wide margin, came out on top under the heading: "Suitability as Name for the Special Car."[15][16] The name could not be used in Germany,[17] however, because it was owned by Krupp, which had manufactured trucks between 1951 and 1964 with the name Mustang. Ford refused to buy the name for about US$10,000 from Krupp at the time. Kreidler, a manufacturer of mopeds, also used the name, so Mustang was sold in Germany as the "T-5" until December 1978. Mustangs grew larger and heavier with each model year until, in response to the 19711973 models, Ford returned the car to its original size and concept for 1974. It has since seen several platform generations and designs. Although some other pony cars have seen a revival, the Mustang is the only original pony car to remain in uninterrupted production over five decades of development and revision.[18]
First generation (19641973)

As Lee Iacocca's assistant general manager and chief engineer, Donald N. Frey was the head engineer for the T-5 projectsupervising the overall development of the car in a record 18 months[19]while Iacocca himself championed the project as Ford Division general manager. The T-5 prototype was a two-seat, mid-mounted engine roadster. This vehicle employed the German Ford Taunus V4 engine and was very similar in appearance to the much later Pontiac Fiero. It was claimed that the decision to abandon the two-seat design was in 1964 Mustang part due to the low sales experienced with the 2-seat 1955 Thunderbird. To broaden market appeal it was later remodeled as a four-seat car (with full space for the front bucket seats, as originally planned, and a rear bench seat with significantly less space than was common at the time). A "Fastback 2+2" model traded the conventional trunk space for increased interior volume as well as giving exterior lines similar to those of the second series of the Corvette Sting Ray and European sports cars such as the Jaguar E-Type. The "Fastback 2+2" was not available as a 1964 model, but was first manufactured on August 17, 1964. The new design was styled under the direction of Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster[][20]in Ford's LincolnMercury Division design studios, which produced the winning design in an intramural design contest instigated by Iacocca.
Ford Mustang Favorable publicity articles appeared in 2,600 newspapers the next morning, the day the car was "officially" revealed.[21][22] A Mustang also appeared in the James Bond film Goldfinger in September 1964.[23] To cut down the development cost and achieve a suggested retail price of US$2,368, the Mustang was based heavily on familiar yet simple components, many of which were already in production for other Ford models. Many (if not most) of the interior, chassis, suspension, and drivetrain components were derived from those used on Ford's Falcon and Fairlane. This use of common components also shortened the learning curve for assembly and repair workers, while at the same time allowing dealers to pick up the Mustang without also having to spend massive amounts of money on spare parts inventories to support the new car line. Original sales forecasts projected less than 100,000 units for the first year.[] This mark was surpassed in three months from rollout.[24] Another 318,000 would be sold during the model year (a record),[25] and in its first eighteen months, more than one million Mustangs were built.[] Several changes were made at the traditional opening of the new model year (beginning August 1964), including the addition of back-up lights on some models, the introduction of alternators to replace generators, and an upgrade of the V8 engine from 260cuin (4.3l) to 289cuin (4.7l) displacement. In the case of at least some six-cylinder Mustangs fitted with the 101hp (75kW) 170cuin (2.8l) Falcon engine, the rush into production included some unusual quirks, such as a horn ring bearing the 'Ford Falcon' logo beneath a trim ring emblazoned with 'Ford Mustang.' These characteristics made enough difference to warrant designation of the 121,538 earlier ones as "1964" model-year Mustangs, a distinction that has endured with purists.[26] All of the features added to the "1965" model were available as options or developmental modification to the "1964" model, which in some cases led to "mix-and-match" confusion as surprised Ford execs hurriedly ramped up production by taking over lines originally intended for other car models' 1965 years. Some cars with 289 engines which were not given the chrome fender badges denoting the larger engine, and more than one car left the plant with cutouts for back-up lights but no lights nor the later wiring harness needed to operate them. While these would today be additional-value collectors' items, most of these oddities were corrected at the dealer level, sometimes only after buyers had noticed them. The 1966 model was basically unchanged, but featured revised side scoops, grill and gas cap, as well as the deletion of the four bars protruding from the Mustang emblem in the grille. The Falcon-based instrument cluster was replaced with a sportier unit designed specially for the Mustang. Ford's designers began drawing up larger versions even as the original was achieving sales success, and while "Iacocca later complained about the Mustang's growth, he did oversee the 1967 redesign.".[27] From 1967 until 1973, the Mustang got bigger but not necessarily more powerful.[28] The revised Mustang retained the original body structure but styling was refreshed, giving the Mustang a more massive look overall. Front and rear end styling was more pronounced, and the "twin cove" instrument panel offered a thicker crash pad, and larger gauges. Hardtop, fastback and convertible body styles continued as before. Federal safety features were standard that year, including an energy-absorbing steering column and wheel, 4-way emergency flashers, and softer interior knobs. For 1968 models, the 1967 body style continued, but with revised side scoops, steering wheel, and gas caps. Side marker lights were also added that year, and cars built after January 1, 1968 included shoulder belts for both front seats. The 1968 models also introduced a new V8 engine, the 302. This small-block engine was designed for Federal emissions standards that were to take effect, and ended up being used in a large number of other Ford vehicles for many decades - including most styles of Mustang until 1995. The 1969 restyle "added more heft to the body as width and length again increased. Weight went up markedly too."[29] Due to the larger body and revised front end styling, the 1969 models (but less so in 1970) had a notable aggressive stance. The 1969 models featured "quad headlamps" which disappeared to make way for a wider grille and a return to standard headlamps in the 1970 models. This switch back to standard headlamps was an attempt to tame the aggressive styling of the 1969 model, which some felt was too extreme and hurt its sales. It's worth noting though that 1969 sales exceeded those in 1970.[30] Starting in 1969, to aid sales and continue the winning formula of the Mustang, a variety of new performance and decorative options became available, including functional (and
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Ford Mustang non-functional) air scoops, cable and pin hood tie downs, and both wing and chin spoilers. Additionally, a variety of performance packages were introduced to appeal to a wider audience, notably the Mach 1, the Boss 302 and Boss 429. The two Boss models were introduced to homologate the engines for racing but received fame on the street and to this day they still demand premium pricing for their pedigree. 1969 was the last year for the GT option. However, a fourth model available only as a hardtop, the Grande, (pronounced 'grund-ai') met a degree of success starting in 1969 with its soft ride, "luxurious" trim, 55 pounds (24.9kg) of extra sound deadening, and simulated wood trim. Developed under the watch of "Bunkie" Knudsen, the Mustang evolved "from speed and power" to the growing consumer demand for bigger and heavier "luxury" type designs.[] "The result were the styling misadventures of 1971 73 ... The Mustang grew fat and lazy,"[] "Ford was out of the go-fast business almost entirely by 1971."[31] "This was the last major restyling of the first-generation Mustang."[] "The cars grew in every dimension except height, and they gained about 800 pounds (363kg)."[] "The restyling also sought to create the illusion that the cars were even larger."[] The 1971 Mustang was nearly 3inches wider than the 1970, its front and rear track was also widened by 3inches, and its size was most evident in the SportsRoof models with its nearly flat rear roofline[32] and cramped interior with poor visibility for the driver.[33] Performance decreased with sales continuing to decrease[34] as consumers switched to the smaller Pintos and Mavericks. A displeased Iacocca summed up later: "The Mustang market never left us, we left it."[35] In the Original 1974 Gone in 60 Seconds, the Star car Character Eleanor 1973 Yellow Mustang Fastback is the only Ford Mustang history to receive a Starring Credit in a Motion Picture, with her leading man Maindrian Pace, played by actor, director and produce H.B. Halicki.
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Second generation (19741978)

Lee Iacocca, who had been one of the forces behind the original Mustang, became President of Ford Motor Company in 1970 and ordered a smaller, more fuel-efficient Mustang for 1974. Initially it was to be based on the Ford Maverick, but ultimately was based on the Ford Pinto subcompact.
19741978 Mustang II.
The new model, called the "Mustang II", was introduced two months before the first 1973 oil crisis, and its reduced size allowed it to compete against imported sports coups such as the Japanese Toyota Celica and the European Ford Capri[citation needed] (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). First-year sales were 385,993 cars, compared with the original Mustang's twelve-month sales record of 418,812.[36] Lee Iacocca wanted the new car, which returned the Mustang to its 1964 predecessor in size, shape, and overall styling,[37] to be finished to a high standard, saying it should be "a little jewel."[38] However not only was it smaller than the original car, but it was also heavier, owing to the addition of equipment needed to meet new U.S. emission and safety regulations. Performance was reduced, and despite the car's new handling and engineering features the galloping mustang emblem "became a less muscular steed that seemed to be cantering."[39] The car was available in coup and hatchback versions, including a "luxury" Ghia model designed by Ford's rececently acquired Ghia of Italy. The coupe was marketed as the "Hardtop" but in fact had a thin "B" pillar and rear quarter windows that did not roll down. All Mustangs in this generation did feature frameless door glass, however. The "Ghia" featured a thickly padded vinyl roof and smaller rear quarter windows, giving a more formal look. Changes introduced in 1975 included reinstatement of the 302 CID V8 option (after being without a V8 option for the 1974 model year) and availability of an economy option called the "MPG Stallion". Other changes in appearance and performance came with a "Cobra II" version in 1976 & 1977 and a "King Cobra" in 1978.
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Third generation (19791993)

The 1979 Mustang was based on the longer Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The interior was restyled to accommodate four people in comfort despite a smaller rear seat. Body styles included a coup, (notchback), hatchback, and convertible. Available trim levels included L, GL, GLX, LX, GT, Turbo GT (198384), SVO (198486), Cobra (197981;1989-1993), Cobra R (1993), and Ghia.
19851986 Ford Mustang GT
The third generation mustang had two different body styles. From 1979 to 1986 the car had a triangle shaped front clip and four headlights, known by enthusiasts as "4 Eyes." Then in the 1987 to 1993 model years, the front clip had a more round shaping known as the "aero" style. Also in 1986, engines featured EFI (electronic fuel injection) instead of carburetors. Other changes for the 1986 models included an upgraded 8.8" rear end with four shock absorbers. In response to slumping sales and escalating fuel prices during the early 1980s, a new Mustang was in development. It was to be a variant of the Mazda MX-6 assembled at AutoAlliance International in Flat Rock, Michigan. Enthusiasts wrote to Ford objecting to the proposed change to a front-wheel drive, Japanese-designed Mustang without a V8 option. The result was a major facelift of the existing Mustang in 1987, while the MX-6 variant became the 1989 Ford Probe.
Fourth generation (19942004)

In autumn 1993 the Mustang underwent its first major redesign in fifteen years. Code-named "SN-95" by the automaker, it was based on an updated version of the rear-wheel drive Fox platform called "Fox-4." The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs.[40] For the first time since 1974, a hatchback coupe model was unavailable. The base model came with a 3.8 OHV V6 (232cid) engine rated at 145bhp (108kW) in 1994 and 1995, or 150bhp (110kW) (19961998), and was mated to a standard 5-speed manual 2002 Ford Mustang Convertible transmission or optional 4-speed automatic. Though initially used in the 1994 and 1995 Mustang GT and Cobra, Ford retired the 302cid pushrod small-block V8 after nearly 30 years of use, replacing it with the newer Modular 4.6L (281cid) SOHC V8 in the 1996 Mustang GT. The 4.6L V8 was initially rated at 215bhp (160kW), 19961997, but was later increased to 225bhp (168kW) in 1998.[41] For 1999, the Mustang received Ford's New Edge styling theme with sharper contours, larger wheel arches, and creases in its bodywork, but its basic proportions, interior design, and chassis remained the same as the previous model. The Mustang's powertrains were carried over for 1999, but benefited from new improvements. The standard 3.8L V6 had a new split-port induction system, and was rated at 190bhp (140kW) 19992004, In 2001 the bhp was increased to 193.[42] while the Mustang GT's 4.6L V8 saw an increase in output to 260bhp (190kW) (19992004), due to a new head design and other enhancements. There were also three alternate models offered in this generation: the 2001 Bullitt, the 2003 and 2004 Mach 1, as well as the 320bhp (240kW) 1999 and 2001,[43][44] and 390bhp (290kW) 2003 and 2004[45] Cobra.
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Fifth generation (20052014)

Ford introduced a redesigned 2005 model year Mustang at the 2004 North American International Auto Show, codenamed "S-197," that was based on the new D2C platform. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace,[] the fifth-generation Mustang's styling echoes the fastback Mustang models of the late-1960s. Ford's senior vice president of design, J Mays, called it "retro-futurism." The fifth-generation Mustang is manufactured at the AutoAlliance International plant in Flat Rock, Michigan. For the 2005 to 2010 production years, the base model was powered by a 210hp (157kW; 213PS) cast-iron block 4.0L SOHC V6, while the GT used an aluminum block 4.6L SOHC 3-valve Modular V8 with variable camshaft timing (VCT) that produced 300hp (224kW; 304PS). Base models had a Tremec 3650 5-speed manual transmission with Ford's 5R55S 5-speed automatic being optional. Automatic GTs also featured this, but manual GTs had the Tremec TR-3650 5-speed.[46]
20072009 Ford Mustang GT/CS convertible
2010 Ford Mustang GT
The 2010 model year Mustang was released in the spring of 2009 with a redesigned exterior and a reduced drag coefficient of 4% on base models and 7% on GT models.[47] The engine for base Mustangs remained unchanged, while GTs 4.6L V8 was revised resulting in 315hp (235kW; 319PS) at 6000rpm and 325lbft (441Nm) of torque at 4255rpm.[48] Other mechanical features included new spring rates and dampers, traction and stability control system standard on all models, and new wheel sizes. Engines were revised for 2011, and transmission options included the Getrag-Ford MT82 6-speed manual or the 6R80 6-speed automatic based on the ZF 6HP26 transmission licensed for production by Ford. Electric power steering replaced the conventional hydraulic version. A new 3.72L (227 cu. in.) aluminum block V6 engine weighed 40lb (18kg) lees that the previous version. With 24 valves and Twin Independent Variable Cam Timing (TiVCT), it produced 305hp (227kW; 309PS) and 280lbft (380Nm) of torque. The 3.7L engine came with a new dual exhaust; gas mileage increased to 19 city/31 highway mpg.[49]. GT models included a 32-valve 5.0L engine (4951cc or 302.13 cu. in.) (also referred to as the "Coyote". Brembo brakes are optional along with 19-inch wheels and performance tires.[50] The Shelby GT500's 5.4L supercharged V8 block was made of aluminum making it 102lb (46kg) lighter than the iron units in previous years. It was rated at 550hp (410kW; 558PS) and 510lbft (690Nm) of torque.[51] For 2012, a new Mustang Boss 302 version was introduced. The engine had 444hp (331kW; 450PS) and 380lbft (520Nm) of torque. A "Laguna Seca" edition was also available. In spring 2012, Ford launched an update to the Mustang line as an early 2013 model. The Shelby GT500 has a new 5.8L supercharged V8 producing 662hp (494kW; 671PS). Shelby and Boss engines came with a six-speed manual transmission. The GT and V6 models revised styling incorporated the grille and air intakes from the 2010-2011 GT500. The GT's 5.0 liter V8 gained eight horsepower from 412hp (307kW; 418PS) to 420hp (313kW; 426PS), while the V6 remained at 305hp (227kW; 309PS) and 280lbft (380Nm) of torque.
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Sixth generation (2015 )

A redesigned Mustang is tentatively being scheduled for release in 2014, most likely as a 2015 model.[52]
Racing
The Mustang made its first public appearance on a racetrack little more than a month after its April 17 introduction, as pace car for the 1964 Indianapolis 500.[12] The same year, Mustangs achieved the first of many notable competition successes, winning first and second in class in the Tour de France international rally. The cars American competition debut, also in 1964, was in drag racing, where private individuals and dealer-sponsored teams campaigned Mustangs powered by 427 cu. in. V8s. In late 1964, Ford contracted Holman & Moody to prepare ten 427-powered Mustangs to contest the National Hot Rod Association's (NHRA) A/Factory Experimental class in the 1965 drag racing season. Five of these special Mustangs made their competition debut at the 1965 NHRA Winternationals, where they qualified in the Factory Stock Eliminator class. The car driven by Bill Lawton won the class.[53] A decade later Bob Glidden won the Mustangs first NHRA Pro Stock title. Early Mustangs also proved successful in road racing. The GT 350 R, the race version of the Shelby GT 350, won five of the Sports Car Club of America's (SCCA) six divisions in 1965. Drivers were Jerry Titus, Bob Johnson and Mark Donohue, and Titus won the (SCCA) B-Production national championship. GT 350s won the B-Production title again in 1966 and 1967. They also won the 1966 manufacturers championship in the inaugural SCCA Trans-Am series, and repeated the win the following year.[12] In 1969, modified versions of the 428 Mach 1, Boss 429 and Boss 302 took 295 United States Auto Club-certified records at Bonneville Salt Flats. The outing included a 24-hour run on a 10-mile (16km) course at an average speed of 157 miles per hour (253km/h). Drivers were Mickey Thompson, Danny Ongais, Ray Brock, and Bob Ottum.[12] In 1970, Mustang won the SCCA Trans-Am series manufacturers championship again, with Parnelli Jones and George Follmer driving for car owner/builder Bud Moore and crew chief Lanky Foushee. Jones won the "unofficial" drivers title. Two years later Dick Trickle won 67 short-track oval feature races, a national record for wins in a single season. In 1975 Ron Smaldone's Mustang became the first-ever American car to win the Showroom Stock national championship in SCCA road racing. Mustangs also competed in the IMSA GTO class, with wins in 1984 and 1985. In 1985 John Jones also won the 1985 GTO drivers championship; Wally Dallenbach Jr., John Jones and Doc Bundy won the GTO class at the Daytona 24 Hours; and Ford won its first manufacturers championship in road racing since 1970. Three class wins went to Lynn St. James, the first woman to win in the series. 1986 brought eight more GTO wins and another manufacturers title. Scott Pruett won the drivers championship. The GT Endurance Championship also went to Ford. In drag racing Rickie Smiths Motorcraft Mustang won the International Hot Rod Association Pro Stock world championship. In 1987 Saleen Autosport Mustangs driven by Steve Saleen and Rick Titus won the SCCA Escort Endurance SSGT championship, and in International Motor Sports Association (IMSA) racing a Mustang again won the GTO class in the Daytona 24 hours. In 1989, its silver anniversary year, the Mustang won Ford its first Trans-Am manufacturers title since 1970, with Dorsey Schroeder winning the drivers championship.[54] In 1997, Tommy Kendalls Roush-prepared Mustang won a record 11 consecutive races in Trans-Am to secure his third straight drivers championship.....
Ford Mustang In 2002 John Force broke his own NHRA drag racing record by winning his 12th national championship in his Ford Mustang Funny Car, Force beat that record again in 2006, becoming the first ever 14-time champion, again, driving a Mustang.[12] Currently Mustangs compete in the Continental Tire Sports Car Challenge (formerly known as the KONI Challenge), where they have won the manufacturer's title in 2005 and 2008, and the Canada Drift, Formula Drift and D1 Grand Prix series. They are highly competitive in the SCCA World Challenge, with Brandon Davis winning the 2009 GT driver's championship. Mustangs competed in the now-defunct Grand-Am Road Racing Ford Racing Mustang Challenge for the Miller Cup series as well. Ford has been successful in the Grand-Am Road Racing Continental Tire Sports Car Challenge winning championships in 2005, 2008, and 2009 with the Mustang FR500C and GT models. In 2004, Ford Racing retained Multimatic to design, engineer, build and race the Mustang FR500C turn-key race car. Multimatic Motorsports won the championship in 2005 with Scott Maxwell and David Empringham taking the driver's title. In 2010, Ford Racing contracted Multimatic again to design, engineer, develop and race the next generation of Mustang race car, known as the Boss 302R. With any new race car, it had various kinks and bugs to work through. The new Mustang Boss 302R achieved numerous pole positions, however reliability hampered race results. The following season the Mustang Boss 302R took its maiden victory at Barber Motorsports Park in early 2011. Multimatic Motorsports drivers Scott Maxwell and Joe Foster brought home the win for Ford. In 2010 the Ford Mustang became Ford's Car of Tomorrow for the NASCAR Nationwide Series with full-time racing of the mustang beginning 2011. This opened a new chapter in both Mustang's history and Ford's history. NASCAR insiders expect to see Mustang racing in NASCAR Sprint Cup by 2014 (the model's 50th anniversary). Unlike other racing series, the NASCAR vehicles are not based on production Mustangs, but are a silhouette racing car with decals that give them a superficial resemblance to the production road cars. Carl Edwards won the first ever race with a NASCAR prepped Mustang on April 8, 2011 at the Texas Motor Speedway. Ford Mustangs compete in the FIA GT3 European Championship, and compete in the GT4 European Cup and other sports car races such as the 24 Hours of Spa. The Marc VDS Racing Team has been developing the GT3 spec Mustang since 2010.[55] The car has most recently competed in the 2011 24 hours of Spa. In 2012, Jack Roush won the Daytona International Speedways opening race of the 50th Anniversary Rolex 24 At Daytona weekend in a Mustang Boss 302R. Leading the Continental Tire Sports Car Challenges final 18 laps, Johnson held off a veritable conga line of six BMW M3s behind as he closed on the driving pairs first win of 2012 in the BMW Performance 200 at Daytona.[56]
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Awards
The 1965 Mustang won the Tiffany Gold Medal for excellence in American design, the first automobile ever to do so. The Mustang was on the Car and Driver Ten Best list in 1983, 1987, 1988, 2005, 2006, and 2011. It won the Motor Trend Car of the Year award in 1974 and 1994. In 2005 it was runner-up to the Chrysler 300 for the North American Car of the Year award and was named Canadian Car of the Year.[57]
2005 Canadian Car of the Year
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Sales
Calendar Year American sales 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 [63] [64] [65] [66] [67] [62] [61] [59] [60] [58] 166,915 113,369 169,198 138,356 140,350 129,858 160,975 166,530 134,626 91,251 66,623 73,716 70,438 82,995
Notes
[11] Phil Patton (http:/ / www. americanheritage. com/ articles/ magazine/ ah/ 2006/ 5/ 2006_5_52. shtml) "The Car of the Year (And a Half)," American Heritage, Oct. 2006. [12] Mustang Racing History, Ford Corporate Media website (http:/ / media. ford. com/ article_display. cfm?article_id=18000). Retrieved August 25, 2008. [14] Witzenburg, Gary (April 1984) "The Name Game", Motor Trend, p. 86. [16] Kate Pierce, "Name That Car," (Automotive, May 26, 1994), page C. [17] Witzenburg, p.86. [24] Flory, pp. 3678. [25] Flory, p. 368. [27] Mueller, p. 59. (http:/ / books. google. com/ books?id=12Unsmyljk4C& pg=PA59& lpg=PA59& dq=Designers+ first+ began+ drawing+ up+ a+ plumper+ pony+ Iacocca+ complained+ about+ Mustangs+ growth) [29] Mueller, p. 59. (http:/ / books. google. com/ books?id=12Unsmyljk4C& pg=PA59& lpg=PA59& dq=1969+ restyle+ added+ more+ heft+ to+ the+ body+ as+ width+ and+ length+ again+ increased. + Weight+ went+ up+ markedly+ too) [30] http:/ / fast_wheels. tripod. com/ production. htm [31] Mueller, p. 61. (http:/ / books. google. com/ books?id=12Unsmyljk4C& pg=PA61& lpg=PA61& dq=Ford+ was+ out+ of+ the+ go-fast+ business+ almost+ entirely+ by+ 1971) [32] Mueller. p. 62. (http:/ / books. google. com/ books?id=12Unsmyljk4C& pg=PA62-IA1& dq=1971+ Mustang+ Anyone+ with+ eyes+ could+ see+ how+ much+ bigger+ this+ baby+ was+ compared+ to+ its+ predecessors) [38] "The 1974 Ford Mustang: The Winning Design" 1974 1975 1976 1977 1978 Ford Mustang by the Auto Editors of Consumer Guide, February 15, 2007 (http:/ / auto. howstuffworks. com/ 1974-1975-1976-1977-1978-ford-mustang2. htm), retrieved on August 17, 2008. [39] "1974 Ford Mustang Engines and Options" 1974 1975 1976 1977 1978 Ford Mustang by the Auto Editors of Consumer Guide, February 15, 2007 (http:/ / auto. howstuffworks. com/ 1974-1975-1976-1977-1978-ford-mustang5. htm), retrieved on August 17, 2008. [40] "1994, 1995, 1996, 1997, 1998 Ford Mustang Overview" by the Auto Editors of Consumer Guide, February 23, 2007 (http:/ / auto. howstuffworks. com/ 1994-1995-1996-1997-1998-ford-mustang. htm), retrieved on January 1, 2010. [41] "The 1996 Ford Mustang" by the Auto Editors of Consumer Guide, February 23, 2007 (http:/ / auto. howstuffworks. com/ 1994-1995-1996-1997-1998-ford-mustang8. htm), retrieved on January 1, 2010.
Ford Mustang
[42] "The 1999 Ford Mustang Chassis and Engines" by the Auto Editors of Consumer Guide, February 27, 2007 (http:/ / auto. howstuffworks. com/ 1999-2000-2001-2002-2003-2004-ford-mustang2. htm), retrieved on April 25, 2010. [46] Ford Motor Company. 2005 Mustang (http:/ / media. ford. com/ products/ presskit_display. cfm?vehicle_id=1052& press_section_id=398& make_id=92). Ford Media. 2005. [47] "2010 Mustang Steering and Suspension" (http:/ / media. ford. com/ press_kits_detail. cfm?presskit_id=1982& item_id=5604& press_section_id=2859). Ford Media. 2008. [48] Ford Motor Company. "2010 Mustang Technical Specifications" (http:/ / media. ford. com/ press_kits_detail. cfm?presskit_id=1982& item_id=5605& press_section_id=2878). Ford Media. 2008. [49] http:/ / mustangs. about. com/ od/ modelyearprofiles/ a/ 2011-v6mustang. htm [51] Auto Fans. "2011 Ford Shelby GT500" (http:/ / autosfans. com/ 2011-ford-shelby-gt500/ ). [53] Morris, Charlie. "Ford's 1965 Factory Experimental Mustangs", Car Tech Inc. website, undated article (http:/ / www. cartechbooks. com/ vstore/ showdetl. cfm?st=0& st2=0& st3=0& CATID=21& Product_ID=2553& DID=6). Retrieved on August 26, 2008. [54] Mustang 5.0 and 4.6, 19791998 By Matthew L. Stone [66] http:/ / media. ford. com/ images/ 10031/ Dec11sales. pdf [67] http:/ / wot. motortrend. com/ ford-motor-company-posts-2250165-sales-in-2012-focus-f-series-post-big-gains-309693. html#axzz2Gwl0lvEv
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References
"2005 Mustang draws inspiration from the 60's" (http://www.canadiandriver.com/news/040105-7.htm). CanadianDriver. Retrieved January 11, 2004. Chilton Automotive Books (August 1, 1997). Ford Mustang/Mercury Cougar, 196473 Repair Manual (1st ed.). Thomson Delmar Learning. p.450. ISBN0-8019-9060-2. Leffingwell, Randy (2003). Mustang Forty Years. Osceola: MBI Publishing. ISBN978-0-7603-1597-2. "The Reminiscences of L. David Ash" (http://www.autolife.umd.umich.edu/Design/Ash_interview.htm). Automobile in American Life and Society. University of Michigan-Dearborn and The Henry Ford. Retrieved January 30, 2005. "Ford Motor Company Specification Charts" (http://www.fordvehicles.com/cars/mustang/). Ford Motor Company. Retrieved March 9, 2010. "2011 Mustang Review" (http://www.cruizinconceptswholesale.com/2011-ford-mustang.asp). Cruizin Concepts Motorsports. Retrieved March 9, 2010. "2012 Mustang amazon store" (http://mustang.comurf.com). Amazon Shopping. Retrieved March 9, 2012.
External links
Official site (http://www.fordvehicles.com/cars/mustang/?space=Cars) Ford Mustang (http://www.dmoz.org/Recreation/Autos/Makes_and_Models/Ford/Mustang//) at the Open Directory Project American Classic: Ford Mustang (http://www.life.com/image/first/in-gallery/23256/ american-classic-ford-mustang) slideshow by Life magazine Mustang Horsepower Specs and Pictures (http://mustanghorsepower.com)
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Mazda RX-7
Mazda RX-7
Manufacturer Production
Mazda 19782002 [] 811,634 produced Hiroshima, Japan Mazda RX-3 Mazda RX-8 Sports car 2-door coupe FMR layout Mazda MX-5
Assembly Predecessor Successor Class Bodystyle Layout Related
The Mazda RX-7 is a sports car produced by the Japanese automaker Mazda from 1978 to 2002. The original RX-7 featured a 1146 cc twin-rotor Wankel rotary engine and a front-midship, rear-wheel drive layout. The RX-7 replaced the RX-3 (both were sold in Japan as the Savanna) and later replaced all other Mazda rotary-engine cars except the Cosmo. The original RX-7 was a sports car with pop-up headlamps. The compact and lightweight Wankel engine (rotary engine) is situated slightly behind the front axle, a configuration marketed by Mazda as "front mid-engine". It was offered as a two-seat coup, with optional "occasional" rear seats in Japan, Australia, the United States, and other parts of the world. These rear seats were initially marketed as a dealer-installed option for the North American markets. The RX-7 made Car and Driver magazine's Ten Best list five times. 811,634 RX-7s were produced.[]
Mazda RX-7
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First generation (SA22C)

SA/FB
Alsocalled Production
Savanna RX-7 19781985 [] 471,018 produced 1,146cc 12A 1,146cc 12A turbo 1,308cc 13B RE-EGI 3-speed automatic 4-speed automatic 5-speed manual 4-speed manual 2,420mm (95in) 4,285mm (169in) 1,675mm (66in) 1,260mm (50in) 2,300lb (1,000kg) - 2,500lb (1,100kg)
Engine
Transmission
Wheelbase Length Width Height Curbweight
Series 1 (19781980) is commonly referred to as the "SA22C" from the first alphanumerics of the vehicle identification number. This series of RX-7 had exposed steel bumpers and a high-mounted indentation-located license plate, called by Werner Buhrer of Road & Track magazine a "Baroque depression." In Japan it was introduced in March 1978, replacing the Savanna RX-3. In May 1980, Mazda released 2,500 special North American models known as the LS (Leather Sport). This package was essentially an uprated GS model with added LS badges on each B-pillar, special striping, and LS-only gold anodized wheels (with polished outer face and wheel rim). All LS editions came equipped with special LS-only full brown leather upholstery, leather wrapped steering wheel, leather wrapped shift knob, removable sunroof, LS-specific four-speaker AM/FM stereo radio with power antenna (though listed as a six speaker stereo, as the two rear dual voice coil speakers were counted as four speakers in total), remote power door side mirrors, and other standard GS equipment. Two primary options were also available; a three-speed JATCO 3N71B automatic transmission and air conditioning. Other GS options such as cassette tape deck, splash guards, padded center console arm rest and others could be added by the dealer. The LS model was only ever available in three different exterior colors: Aurora White (1,000 made), Brilliant Black (1,000 made) and Solar Gold (500 made). Production estimates in parenthesis are widely accepted estimations per color, though no official production records are known to exist or
Mazda RX-7 to have been released, aside from the total combined production figure of 2,500 units. The Series 2 (19811983) had integrated plastic-covered bumpers, wide black rubber body side moldings, wraparound taillights and updated engine control components. The GSL package provided optional four-wheel disc brakes, front ventilated (Australian model) and clutch-type rear limited slip differential (LSD). Known as the "FB" in North America after the US Department of Transportation mandated 17 digit Vehicle Identification Number changeover. For various other markets worldwide, the 19811985 RX-7 retained the 'SA22C' VIN Mazda RX-7 Series 2 (US) prefix. In the UK, the 19781980 series 1 cars carried the SA code on the vehicle VIN but all later cars (19811983 series 3 & 19841985 series 3) carried the FB code and these first generation RX7's are known as the "FB". The license-plate surround looks much like Buhrer's "Styling Impressions."[citation needed] In Europe, the FB was mainly noticed for having received a power increase from the 105PS (77kW) of the SA22; the 1981 RX-7 now had 115PS (85kW) on tap. European market cars also received four-wheel disc brakes as standard.[] The Series 3 (19841985) featured an updated lower front fascia. North American models received a different instrument cluster (the NA S3 RX-7 is the only rotary-engined car to not have a centrally mounted tachometer). GSL package was continued into this series, but Mazda introduced the GSL-SE sub-model. The GSL-SE had a fuel-injected 1.3L 13B RE-EGI engine producing 135hp (101kW) and 135lbft 19841985 Mazda RX-7 (Series 3; Australia) (183Nm). GSL-SEs had much the same options as the GSL (clutch-type rear LSD and rear disc brakes), but the brake rotors were larger, allowing Mazda to use the more common lug nuts (versus bolts), and a new bolt pattern of 4x114.3 (4x4.5"). Also, they had upgraded suspension with stiffer springs and shocks. The external oil cooler was reintroduced, after being dropped in the 1983 model-year for the controversial "beehive" water-oil heat exchanger. The 1984 RX-7 GSL has an estimated 29 highway miles per gallon (8.11 litres per 100km) /19 estimated city miles per gallon (12.37 l/100km). According to Mazda, its rotary engine, licensed by NSU-Wankel allowed the RX-7 GSL to accelerate from 0 to 50 (80km/h) in 6.3 seconds. Kelley Blue Book, in its JanuaryFebruary 1984 issue, noted that a 1981 RX-7 GSL retained 93.4% of its original sticker price. In 1985 Mazda released the RX7 Finale in Australia. This was the last of the series and brought out in limited numbers. The Finale featured power options and a brass plaque mentioning the number the car was as well as "Last of a legend" on the plaque. The finale had special stickers and a blacked out section between the window & rear hatch. The handling and acceleration of the car were noted to be of a high caliber for its day. This generation RX-7 had "live axle" 4-link rear suspension with Watt's linkage, a 50/50 weight ratio, and weighed under 2,500lb (1,100kg). It was the lightest generation of RX-7 ever produced. 12A-powered models accelerated from 060mph in 9.2 s, and turned 0.779g (7.64m/s) laterally on a skidpad. The 12A engine produced 100hp (75kW) at 6,000rpm, allowing the car to reach speeds of over 120 miles per hour (190km/h). Because of the smoothness inherent in the Wankel rotary engine, little vibration or harshness was experienced at high engine speeds, so a buzzer was fitted to the tachometer to warn the driver when the 7,000rpm redline was approaching. The 12A engine has a long thin shaped combustion chamber, having a large surface area in relation to its volume. Therefore, combustion is cool, giving few oxides of nitrogen. However, the combustion is also incomplete, so there are large amounts of partly burned hydrocarbons and carbon monoxide. The exhaust is hot enough for combustion of
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Mazda RX-7 these to continue into the exhaust. An engine driven pump supplies air into the exhaust to complete the burn of these chemicals. This is done in the "thermal reactor" chamber where the exhaust manifold would normally be on a conventional engine. Under certain conditions the pump injects air into the thermal reactor and at other times air is pumped through injectors into the exhaust ports. This fresh air is needed for more efficient and cleaner burning of the air/fuel mixture.[1] Options and models varied from country to country. The gauge layout and interior styling in the Series 3 was only changed for North American versions. Additionally, North America was the only market to have offered the first generation RX-7 with the fuel-injected 13B, model GSL-SE. Sales of the first generation RX-7 were strong, with a total of 474,565 first generation cars produced; 377,878 (nearly eighty percent) were sold in the United States alone. In 2004, Sports Car International named this car seventh on their list of Top Sports Cars of the 1970s. In 1983, the RX-7 would appear on Car and Driver magazine's Ten Best list for the first time in 20 years.
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Savanna RX-7 Turbo

Following the introduction of the first turbocharged rotary engine in the Luce/Cosmo, a similar, also fuel injected and non-intercooled 12A turbo engine was made available for the top-end model of the series 3 in Japan. It was introduced in September 1983.[] Power is 165PS (121kW) JIS at 6,500rpm. While the peak power figures were only somewhat higher than those of the engine used in the Luce/Cosmo, the new "Impact Turbo" was developed specifically to deal with the different exhaust gas characteristics of a rotary engine. Both rotor vanes of the turbine were remodelled and made smaller, and the turbine had a twenty percent higher speed than a turbo intended for a conventional engine.[2] The Savanna Turbo was short-lived, as the next generation RX-7 was just around the corner.
Second generation (FC)

FC
Mazda Savanna S4 (1986 - 1988) S5(1989 - 1991) [] 272,027 produced 1.3L 146hp (109kW) S4 Naturally aspirated 13B 1.3L 182hp (136kW) S4 Turbocharged 13B 1.3L 160hp (119kW) S5 Naturally aspirated 13B 1.3L 202hp (151kW) S5 Turbocharged 13B
Engine
Wheelbase Length
95.7in (2,431mm) 1986-88: 168.9in (4,290mm) 19891991: 169.9in (4,315mm) 66.5in (1,689mm) 49.8in (1,265mm)
Width Height
Curbweight 1,191 kilograms (2,630lb) - 3,071lb (1,393kg)
Mazda RX-7 The Series 4 (19861988) was available with a naturally aspirated, fuel-injected 13B-VDEI producing 146hp (108kW). An optional turbocharged model, (19871988) known as the Turbo II in the American market, had 182hp / 185ps (135kW). The Series 5 (19891992) featured updated styling and better engine management, as well as lighter rotors and a higher compression ratio, 9.7:1 for the naturally aspirated model, and 9.0:1 for the turbo model. The naturally aspirated Series5 FC made 160hp (119kW), while the Series5 Turbo made 200hp / 205ps (147kW). The second generation RX-7 ("FC", VIN begins JM1FC3 or JMZFC1), still known as the Savanna RX-7 in Japan, featured a complete restyling reminiscent of the Porsche 944 or Porsche 924. Mazda's stylists, led by Chief Project Engineer Akio Uchiyama, focused on the Porsche 944 for their inspiration in designing the FC because the new car was being styled primarily for the American market, where the majority of first generation RX-7's had been sold. This strategy was chosen after Uchiyama and others on the design team spent time in the United States studying owners of earlier RX-7's and other sports cars popular in the American market. The Porsche 944 was selling particularly well at the time and provided clues as to what sports-car enthusiasts might find compelling in future RX-7 styling and equipment. While the SA22/FB was a purer sports car, the FC tended toward the softer sport-tourer trends of its day. Handling was much improved, with less of the oversteer tendencies of the FB. The rear end design was vastly improved from the FB's live rear axle to a more modern, Independent Rear Suspension (rear axle). Steering was more precise, with rack and pinion steering replacing the old recirculating ball steering of the FB. Disc brakes also became standard, with some models (S4: GXL, GTU, Turbo II, Convertible; S5: GXL, GTUs, Turbo, Convertible) offering four-piston front brakes. The rear seats were optional in some models of the FC RX-7, but are not commonly found in the American Market. Mazda also introduced Dynamic Tracking Suspension System (DTSS) in the 2nd generation RX-7. The revised independent rear suspension incorporated special toe control hubs which were capable of introducing a limited degree of passive rear steering under cornering loads. The DTSS worked by allowing a slight amount of toe-out under normal driving conditions but induced slight toe-in under heavier cornering loads at around 0.5 G's or more; toe-out in the rear allows for a more responsive rotation of the rear, but toe-in allowed for a more stable rear under heavier cornering. Mazda also introduced Auto Adjusting Suspension (AAS) in the 2nd generation RX-7. The system changed damping characteristics according to the road and driving conditions. The system compensated for camber changes and provided anti-dive and anti-squat effects. The Turbo 2 uses a turbo charger with a twin scroll design. The smaller primary chamber is engineered to cancel the turbo lag at low engine speeds. At higher revolutions the secondary chamber is opened, pumping out 33% more power than the naturally aspirated counterpart. The Turbo 2 also has an air-to-air intercooler which has a dedicated intake on the hood. The intake is slightly offset toward the left side of the hood. Though about 800lb (363kg) heavier and more isolated than its predecessor, the FC continued to win accolades from the press. The FC RX-7 was Motor Trend's Import Car of the Year for 1986, and the Turbo II was on Car and Driver magazine's Ten Best list for a second time in 1987. In the Japanese market, only the turbo engine was available; the naturally aspirated version was allowed only as an export. This can be attributed to insurance companies penalizing turbo cars (thus restricting potential sales). This emphasis on containing horsepower and placating insurance companies to make RX-7's more affordable seems ironic in retrospect. Shortly after the discontinuance of the second generation RX-7's in 1992, an outright horsepower "arms race" broke out between sports car manufacturers, with higher and higher levels of power required to meet buyer demands. This rising horsepower phenomena arose from the US CAFE standards remaining stable while engine technologies marched forward rapidly. Mazda sold 86,000 RX-7's in the US alone in 1986, its first model year, with sales peaking in 1988. Australian Motors Mazda released a limited run of 250 'Sports' model Series 4 RX-7's; each with no power steering, power windows or rear wiper as an attempt to reduce the weight of the car. In Japan, there was a special limited release of the FC called Infini with only 600 made for each year. Some special noted features for all Infini series are: infini logo on the back, upgraded suspension, upgraded ECU, higher horsepower, lightened weight, 15-inch BBS
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Mazda RX-7 aluminum alloy wheels, Infini logo steering wheel, aero bumper kits, bronze colored window glass, floor bar on the passenger side, aluminum bonnet with scoop, flare and holder. The car was thought as the pinnacle of the RX-7 series (until the FD came out). The Infini IV came with other special items such as black bucket seats, 16-inch BBS wheels, Knee pads, and all the other items mentioned before. There are differing years for the Infini, which noted the series. Series I was introduced in 1987, Series II was introduced in 1988, Series III was introduced in 1990, and Series IV was introduced in 1991. Series I and II came in White or Black, Series III came in Forest Green only, and Series IV came in Forest Green or Noble Green. There are only minor differences between the series, the biggest change which was from the Series II being an S4 (19861988) and the Series III and IV being an S5 (19891991).
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Convertible
Mazda introduced a convertible version of the RX-7 in 1988 with a normally aspirated engine introduced to the US market with ads featuring Hollywood actor James Garner, at the time featured in many of Mazda's television advertisements. The convertible featured a removable rigid section over the passengers and a folding textile rear section with heatable rear glass window. Power operated, lowering the top required unlatching two header catches, power lower the top halfway, exiting the car (or reaching over to the right side latch), folding down the rigid section manually, and then further power-lowering the top. Mazda introduced with the convertible the first integral windblocker, a rigid panel that folded up from behind the passenger seats to block unwanted drafts from reaching the passengers thereby extending the driving season for the car in open mode. The convertible also featured optional headrest mounted audio speakers and a folding leather snap-fastened tonneau cover. The convertible assembly was precisely engineered and manufactured, and dropped into the ready body assembly as a complete unit a first in convertible production. Several leading car magazines at the time also selected the convertible as one of the best rag-tops available on the market (see Automobile Magazine/January 1988, Performance Car Magazine/January 1989). Mazda exported approximately five thousand convertibles to the United States in 1988 and fewer in each of the next three model years, although it is difficult to confirm these figures, as Mazda USA did not keep RX-7 import records by model type. Production ceasing in October 1991 after Mazda marketed a limited run of 500 example for 1992 for the domestic market only. In Japan, the United Kingdom, and other regions outside the US, a turbocharged version of the convertible was available.
10th Anniversary RX-7

Mazda introduced the 10th Anniversary RX-7 in 1988 as a limited production run based on the RX-7 Turbo II. Production was limited to 1,500 models. The 10th Anniversary RX-7 features a Crystal White monochromatic paint scheme with matching white body side mouldings, taillight housings, mirrors and 16-inch alloy 7-spoke wheels. Another distinctive exterior feature is the gold rotor-shaped 10th Anniversary Edition badge on the fenders. The interior is all black with leather seats, leather-wrapped steering wheel (with 10th AE centerpiece) and genuine MOMO shifter and boot. Glass windows are bronze tinted. Other 10AE specific items are headlight washers (the only RX7 in the US that got this feature), glass breakage detectors added to the factory alarm system, 10AE floormats, 10AE "bra", and an aluminum under pan.
Mazda RX-7
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Third generation (FD)

FD
fini RX-7 19922002 [] 68,589 produced 1.3L 255PS (188kW; 252hp) 13B-REW 1.3L 265PS (195kW; 261hp) 13B-REW 1.3L 280PS (206kW; 276hp) 13B-REW 4-speed automatic 5-speed manual 95.5in (2,426mm) 168.5in (4,280mm) 68.9in (1,750mm) 48.4in (1,229mm) 1,150 kilograms (2,500lb)
Engine
Transmission
The third generation of the RX-7, FD (with FD3S for the JDM and JM1FD for the USA VIN), featured an updated body design. The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255PS (188kW; 252hp) in 1993 and finally 280PS (206kW; 276hp) by the time production ended in Japan in 2002. The FD RX-7 was Motor Trend's Import Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, they tested it in the same issue as the [then] new Dodge Viper. In that issue, Playboy declared the RX-7 to be the better of the two cars. It went on to win Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine's Ten Best list for 1993 through 1995, for every year in which it was sold state-side. June, 2007 Road&Track magazine proclaimed "The ace in Mazda's sleeve is the RX-7, a car once touted as the purest, most exhilarating sports car in the world."[citation needed] The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=9095). The system was composed of two small turbochargers, one to provide boost at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10psi (0.7bar) of boost from 1800rpm, and the 2nd turbocharger was activated at 4000rpm and also provided 10psi (0.7bar). The changeover process occurred at 4500 rpm, 8psi (0.6bar), was smooth, and provided linear acceleration and a wide torque curve throughout the entire rev
Mazda RX-7 range. Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits. Australia had a special high-performance version of the RX-7 in 1995, dubbed the RX-7 SP. This model was developed as a homologated road-going version of the factory race cars used in the 12hr endurance races held at Bathurst, New South Wales, beginning in 1991 for the 1995 event held at Eastern Creek, Sydney, New South Wales. An initial run of 25 were made, and later an extra 10 were built by Mazda due to demand. The RX-7 SP produced 204kW (274hp) and 357Nm (263lbft) of torque, compared to the 176kW (236hp) and 294Nm (217lbft) of the standard version. Other changes included a race developed carbon fibre nose cone and rear spoiler, a carbon fibre 120L fuel tank (as opposed to the 76L tank in the standard car), a 4.3:1-ratio rear differential, 17-inch wheels, larger brake rotors and calipers. An improved intercooler, exhaust, and modified ECU were also included. Weight was reduced significantly with the aid of further carbon fibre usage including lightweight vented bonnet and Recaro seats to reduce weight to just 1050kg (from 1150kg). It was a serious road going race car that matched their rival Porsche 911 RS CS for the final year Mazda officially entered. The formula paid off when the RX-7 SP won the title, giving Mazda the winning 12hr trophy for a fourth straight year. The winning car also gained a podium finish at the international tarmac rally Targa Tasmania months later. A later special version, the Bathurst R, was released in 2001 to commemorate this, in Japan only. In the United Kingdom, for 1992, customers were offered only one version of the FD which was based on a combination of the US touring and base model. For the following year, in a bid to speed up sales, Mazda reduced the price of the RX-7 to 25,000, down from 32,000 and refunded the difference to those who bought the car before that was announced. The FD continued to be imported to the UK until 1996. In 1998, for a car that had suffered from slow sales when it was officially sold, with a surge of interest and the benefit of a newly introduced SVA scheme, the FD would become so popular that there were more parallel and grey imported models brought into the country than Mazda UK had ever imported. Series 6 (19921995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Models in Japan included the Type R, the top-of-the-range Type RZ, the Type RB, the A-spec and the Touring X, which came with a 4-speed automatic reducing power to 255PS (188kW; 252hp). The others ran on the standard 265PS (195kW; 261hp) engine with a 5-speed manual gearbox. Only the 19931995 model years were sold in the U.S. and Canada. Series 6 came with 255PS (188kW; 252hp) and 294Nm (217lbft). In the UK only 124 examples of this model were sold through the official Mazda network. Only one spec. was available and this included twin oil-coolers, electric sunroof, cruise control and the rear storage bins in place of the back seats. In 1993, three North American models were offered; the "base", the touring, and the R models. The touring FD included a sunroof, fog lights, leather seats, a rear window wiper and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 199495) models featured stiffer suspensions, an aerodynamics package, purple-hued microfiber seats (which are sometimes erroneously considered to be suede), and Z-rated tires. In 1994 a PEG (performance equipment group) model was offered. This model featured leather seats and a sunroof. It did not include the fog lights or Bose stereo of the touring package. In 1995 the touring package was replaced by the PEP (popular equipment package). The PEP package contained leather seats, sunroof and fog lights, but didn't have the Bose Stereo nor the rear window wiper.
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Mazda RX-7
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Series 6 (19921995) Model Type R Type RZ Type RB A-Spec Touring X 188kW (252hp; 255 PS) 294 Nm (217lbft) 4-speed automatic SP * 204kW (274hp; 278 PS) 357 Nm (263lbft) 5-speed manual 1,050kg (2,500lb) Power Torque Gearbox 5-speed manual Weight 1,150kg (2,500lb)
195kW (261hp; 265 PS) 294 Nm (217lbft)
*Australia only, 1995 build Series 7 (19961998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU allowing for increased boost which netted an extra 10PS (7kW). In Japan, the Series 7 RX-7 was marketed under the Mazda and Efini brand name. The Series 7 was also sold in Australia, New Zealand and the UK. Series 7 RX-7s were produced only in right-hand-drive configuration. Series 8 (January 1999 August 2002) was the final series, and was only available in the Japanese market. More efficient turbochargers were installed, while improved intercooling and radiator cooling was made possible by a revised frontal area. The seats, steering wheel, and front and rear lights were all changed. The rear spoiler was modified and gained adjustability. The top-of-the-line "Type RS" came equipped with Bilstein suspension and 17-inch wheels as standard equipment, and reduced weight to 1,120kg (2,469lb). Power was increased with the addition of a 16 bit ecu and upgraded (high flow) turbos, 280PS (206kW; 276hp) with 313.8Nm (231lbft) of torque as per the maximum Japanese limit. The Type RS had a brake upgrade by increasing rotor diameter front and rear to 314mm (12.4in) and front rotor thickness from 22mm (0.9in) to 32mm (1.3in). The Type RS version also sported a higher ratio differential, providing a significant reduction in its 0100km/hr time. The gearbox was also modified, 5th gear was made longer to reduce cruising rpm and improve fuel efficiency. The very limited edition Type RZ version included all the features of the Type RS, but at a lighter weight (at 1100kg). It also featured custom gun-metal colored BBS wheels and a custom red racing themed interior. Further upgrades included a new 16-bit ECU and ABS system upgrades. The improved ABS system worked by braking differently on each wheel, allowing the car better turning during braking. The effective result made for safer driving for the average buyer. Easily the most collectible of all the RX-7s was the last 1,500 run-out specials. Dubbed the "Spirit R", they combined all the "extra" features Mazda had used on previous limited-run specials plus new exclusive features. They still command amazing prices on the Japanese used car scene years later. Sticker prices when new were 3,998,000 yen for Type-A and B and 3,398,000 yen for Type-C. Mazda's press release said "The Type-A Spirit R model is the ultimate RX-7, boasting the most outstanding driving performance in its history." - There are three kinds of "Spirit R": the "Type A", "Type B", and "Type C". The "Type A" is a two-seater with a 5-speed manual transmission. It features lightweight red trim Recaro front seats as seen in the earlier RZ models. The "Type B" has a 2+2 seat configuration and also sports a 5-speed manual transmission. The "Type C" is also a 2+2, but has a 4-speed automatic transmission. Of the 1500 Spirit R's made, over 1000 were Type A's. An exclusive Spirit R paint color, Titanium Grey, adorned over 700 of the 1500 cars sold.
Mazda RX-7
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RX-7 Spirit R Type A and Japanese Steam locomotive "C11".
Series 8 (19992002) Model Type RB Power 195kW (261hp; 265 PS) 195kW (261hp; 265 PS) 206kW (276hp; 280 PS) 206kW (276hp; 280 PS) 206kW (276hp; 280 PS) 206kW (276hp; 280 PS) 206kW (276hp; 280 PS) Torque 294 Nm (217lbft) Gearbox 5-speed manual Weight 1,310kg (2,888lb) Seating 2+2 Brakes 294mm (11.6in) Wheels 16x8.0JJ (front) 16x8.0JJ (rear) 16x8.0JJ (front) 16x8.0JJ (rear) 16x8.0JJ (front) 16x8.0JJ (rear) 16x8.0JJ (front) 16x8.0JJ (rear) 16x8.0JJ (front) 16x8.0JJ (rear) 17x8.0JJ (front) 17x8.5JJ (rear) 17x8.0JJ (front) 17x8.5JJ (rear) Tyres 225/50ZR16 (front) 225/50ZR16 (rear) 225/50ZR16 (front) 225/50ZR16 (rear) 205/50ZR16 (front) 225/50ZR16 (rear) 225/50ZR16 (front) 225/50ZR16 (rear) 225/50ZR16 (front) 225/50ZR16 (rear) 235/45R17 (front) 255/40R17 (rear) 235/45R17 (front) 255/40R17 (rear)
Type RB-S
294 Nm (217lbft)
5-speed manual
1,320kg (2,888lb)
2+2
294mm (11.6in)
Type R
314 Nm (231lbft)
5-speed manual
1,150kg (2,500lb)
2+2
294mm (11.6in)
Type R Bathurst
314 Nm (231lbft)
5-speed manual
1,050kg (2,200lb)
2+2
294mm (11.6in)
Type R Bathurst R Type RS
314 Nm (231lbft)
5-speed manual
1,050kg (2,200lb)
2+2
294mm (11.6in)
314 Nm (231lbft)
5-speed manual
1,150kg (2,500lb)
2+2
314mm (12.4in)
Type RZ
314 Nm (231lbft)
5-speed manual
1,150kg (2,500lb)
314mm (12.4in)
Mazda RX-7
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206kW (276hp; 280 PS) 206kW (276hp; 280 PS) 188kW (252hp; 255 PS) 314 Nm (231lbft) 5-speed manual 1,120kg (2,469lb) 2 314mm (12.4in) 17x8.0JJ (front) 17x8.5JJ (rear) 17x8.0JJ (front) 17x8.5JJ (rear) 17x8.0JJ (front) 17x8.5JJ (rear) 235/45R17 (front) 255/40R17 (rear) 235/45R17 (front) 255/40R17 (rear) 235/45R17 (front) 255/40R17 (rear)
Spirit R (Type A)
Spirit R (Type B)
314 Nm (231lbft)
5-speed manual
1,120kg (2,469lb)
2+2
314mm (12.4in)
Spirit R (Type C)
314 Nm (231lbft)
4-speed automatic
1,280kg (2,822lb)
2+2
294mm (11.6in)
Motorsport
Racing versions of the first-generation RX-7 were entered at the prestigious 24 hours of Le Mans endurance race. The first outing for the car, equipped with a 13B engine, failed by less than one second to qualify in 1979. The next year, a 12A-engine car not only qualified, it placed 21st overall. That same car did not finish in 1981, along with two more 13B cars. Those two cars were back for 1982, with one 14th place finish and another DNF. The RX-7 Le Mans effort was replaced by the 717C prototype for 1983. In 1991, Mazda became the first Winning RX-7 in the GT3 class at the 2010 Japanese manufacturer to win the 24 hours of Le Mans. The car was a SCCA National Championship Runoffs. 4-rotor prototype, the 787B. The FIA outlawed rotary engines shortly after this win. To this day the rotary powered Mazda is the only Japanese manufacturer to have ever won the prestigious 24 hour Le Mans race outright. Mazda began racing RX-7s in the IMSA GTU series in 1979. That first year, RX-7s placed first and second at the 24 Hours of Daytona, and claimed the GTU series championship. The car continued winning, claiming the GTU championship seven years in a row. The RX-7 took the GTO championship ten years in a row from 1982. The RX-7 has won more IMSA races than any other car model.In the USA SCCA competition RX-7s were raced with great success by Don Kearney in the NE Division and John Finger in the SE Division. Pettit Racing won the GT2 Road Racing Championship in 1998. The car was a 93 Mazda RX-7 street car with only bolt-on accessories. At season end Pettit had 140 points - 63 points more than the 2nd place team. This same car finished the Daytona Rolex 24-hour race 4 times. The RX-7 also fared well at the Spa 24 Hours race. Three Savanna/RX-7s were entered in 1981 by Tom Walkinshaw Racing. After hours of battling with several BMW 530i and Ford Capri, the RX-7 driven by Pierre Dieudonn and Tom Walkinshaw won the event. Mazda had turned the tables on BMW, who had beaten Mazda's Familia Rotary to the podium eleven years earlier at the same event. TWR's prepared RX-7s also won the British Touring Car Championship in 1980 and 1981, driven by Win Percy. Canadian/Australian touring car driver Allan Moffat was instrumental in bringing Mazda into the Australian touring car scene. Over a four year span beginning in 1981, Moffat took the Mazda RX-7 to victory in the 1983 Australian Touring Car Championship, as well as a trio of Bathurst 1000 podiums, in 1981 (3rd with Derek Bell), 1983 (second with Yoshimi Katayama) and 1984 (third with former motorcycle champion Gregg Hansford). Australia's adoption of international Group A regulations, combined with Mazda's reluctance to homologate a Group A RX-7, ended Mazda's active participation in the touring car series at the end of the 1984 season.
Mazda RX-7 The RX-7 even made an appearance in the World Rally Championship. The car finished 11th on its debut at the RAC Rally in Wales in 1981. Group B received much of the focus for the first part of the 1980s, but Mazda did manage to place third at the 1985 Acropolis Rally, and when the Group B was folded, it's Group A-based replacement, the Familia 4WD claimed the victory at Swedish Rally in both 1987 and 1989.
172
References
[1] Development of Low-Emission Rotary Engines (http:/ / www. mazda. com/ mazdaspirit/ rotary/ story/ p4. html), Mazda Motor Corporation [2] Dieudonne, pp. 43-44
Mauck, Scott and Haynes, John H. (1986). Mazda RX-7 Automotive Repair Manual. Haynes North America, Inc. ISBN1-85010-050-0. Yamaguchi, Jack K. (1985). The New Mazda RX-7 and Mazda Rotary Engine Sports Cars. St. Martin's Press, New York. ISBN0-312-69456-3. Heimann, Jim (editor) (2006). 70s Cars. TASCHEN GmbH. ISBN3-8228-4800-X. "Number of Imported RX-7s" (http://www.turborx7.com/Media/import_numbers.pdf) (PDF). Turborx7.com. Retrieved May 20, 2008. "Last Limited Edition RX-7 Unleashed in Japan" (http://rotarynews.com/node/view/89). rotarynews.com. Retrieved May 5, 2009.
External links
Mazda RX-7 (http://www.dmoz.org/Recreation/Autos/Makes_and_Models/Mazda/RX-7//) at the Open Directory Project
Mitsubishi Lancer Evolution

Manufacturer Alsocalled Production Assembly Class
Mitsubishi Motors Mitsubishi Evolution 1992present Mizushima Plant, Kurashiki, Okayama Sport compact World Rally Car Sports sedan 4-door sedan 5-door station wagon (2006-2007)
Bodystyle
173
Layout Engine Front engine, four-wheel drive 2.0L I4 turbo 4G63T (19872007) 4B11T (2008present) 6-speed TC-SST (2007- ) 5-speed automatic (2001-2003) 5-speed manual 6-speed manual Mitsubishi Lancer Mitsubishi Lancer WRC Mitsubishi Racing Lancer
Transmission
Related
The Mitsubishi Lancer Evolution, colloquially known as the Evo,[] is a high-performance sedan manufactured by Mitsubishi Motors. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All use two litre, turbocharged engines and four-wheel drive systems.[1] The Evolution was originally intended only for Japanese markets, but demand on the "grey import" market led the Evolution series to be offered through Ralliart dealer networks in the United Kingdom and in various European markets from around 1998. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their long-time direct rival, the Subaru Impreza WRX.[2] Japanese-spec cars were limited by a gentlemen's agreement to advertise no more than 280PS (206kW; 276hp), a mark already reached by Evolution IV. Therefore, each subsequent version has unofficially evolved above the advertised power figures, with the Japanese-spec Evolution IX reaching an alleged output of around 321PS (236kW; 317hp). Various versions available in other markets, particularly the UK, have official power outputs up to 411PS (302kW; 405hp). The tenth generation of the Lancer Evolution was launched in Japan 2007, and overseas markets in 2008.
Evolution I
First generation
Production Platform Engine Transmission Wheelbase Length
October 1992 January 1994 CD9A 4G63 5-speed manual 2,500mm (98.4in) 4,310mm (169.7in)
174
Width Height Curbweight 1,695mm (66.7in) 1,395mm (54.9in) 1,1701,240kg (2,5792,734lb)
It used the 2.0L turbocharged DOHC engine and AWD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. This engine was also used in the Mitsubishi RVR with the Hyper Sports Gear trim package. The RS was a stripped-down version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to weigh approximately 70kg (154lb) less than the 1,238kg (2,729lb) GSR, ready for racing or tuning. The RS version was released with a mechanical plate type rear Limited-slip differential (LSD). The GSR came with all of the conveniences of a typical street car, including a digital screen climate control system. It came with Mitsubishi's 4G63 engine producing 247PS (182kW; 244hp) at 6000 rpm and 309Nm (228lbft) at 3000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993. Top speed was 228km/hour (142mph). The GSR version of the Evolution I was the only Evolution Lancer released with a viscous LSD rear differential. The subsequent Evolution Lancer models all featured rear mechanical plate type LSD's.
Evolution II
Second Generation
Production Platform Transmission Wheelbase Length Width Height Curbweight
January 1994 February 1995 CE9A 5-speed manual 2,510mm (98.8in) 4,310mm (169.7in) 1,695mm (66.7in) 1,420mm (55.9in) 1,1801,250kg (2,6012,756lb)
The Evolution II was upgraded in December 1993, and was produced until February 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and tires that were 10mm (0.4in) wider. This Evolution also has a 50l (13.2USgal; 11.0impgal) fuel tank. Power output was increased to 256PS (188kW; 252hp) from the same engine and torque was unchanged for both GSR and RS models.
175
Evolution III
Third generation
Production Platform Transmission Wheelbase Length Width Height Curbweight
February 1995 August 1996 CE9A 5-speed manual 2,510mm (98.8in) 4,310mm (169.7in) 1,695mm (66.7in) 1,420mm (55.9in) 1,1901,260kg (2,6242,778lb)
February 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models. New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes. New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. Improved engine had higher compression ratio than before,[3] and new turbocharger compressor (60mm to 68mm[4]), which gave power output of 270bhp (201kW) at 6250 rpm, 309Nm (228lbft) at 3000 rpm.
Evolution IV
Fourth generation
Production
August 1996 January 1998
176
Platform Transmission Wheelbase Length Width Height Curbweight CN9A 5-speed manual 2,510mm (98.8in) 4,330mm (170.5in) 1,690mm (66.5in) 1,415mm (55.7in) 1,2601,350kg (2,7782,976lb)
The Lancer platform was completely changed in 1996, and along with it, the Evolution, which had become extremely popular throughout the world. The engine and transaxle was rotated 180 to better balance the weight and eliminate torque steer. There were two versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and a choice of either 16" or 17" OZ light weight racing wheels. The RS also had wind up windows, optional air conditioning in some models, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had thinner body panels and glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280PS (206kW; 276hp) at 6,500 rpm and 330Nm (243lbft) of torque at 4,000 rpm. Mitsubishi's new Active Yaw Control appeared as a factory option on the GSR model, which used steering, throttle input sensors and g sensors to computer-hydraulically control torque split individually to the rear wheels and as a result the 10000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution V, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evosthe GSR in particular due to the added technology systemsbut to counter this the car produced even more powerthe weight of the RS being 1,260kg (2,778lb) and the GSR being 1,345kg (2,965lb). Much of the technical improvements for this generation were also used in the second generation Mitsubishi RVR sold only in Japan.
Evolution V
Fifth Generation
Production Platform Transmission
August 1998 - January 1999 CP9A 5-speed manual
177
Wheelbase Length Width Height Curbweight 2,510mm (98.8in) 4,350mm (171.3in) 1,770mm (69.7in) 1,4051,415mm (55.355.7in) 1,2601,360kg (2,7782,998lb)
Many aspects of the car were changed such as: The interior was upgraded in the GSR version with a better class of Recaro seat. The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force. The track was widened by 10mm (0.4in), the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking. In addition the brake master cylinder bore increased by 0.3 millimetres (0.01in). The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ECU was changed to include a flash ROM, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution III and IV. Furthermore, the turbocharger was again improved. Torque was increased to 373Nm (275lbft) at 3000 rpm. Power officially stayed the same, at 280PS (206kW; 276hp), though some claim horsepower was actually somewhat higher.
Evolution VI
Sixth generation
Production Platform January 1999 March 2001 CP9A
Transmission 5-speed manual Wheelbase Length Width Height Curbweight 2,510mm (98.8in) 4,350mm (171.3in) 1,770mm (69.7in) 1,4051,415mm (55.355.7in) 1,2601,360kg (2,7782,998lb)
The Evolution VI's changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330hp (246kW). Yet another special edition Evolution VI was released in 1999: the Tommi Mkinen Edition, named after Finnish rally driver Tommi Mkinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mkinen logo), 17" Enkei white wheels, a leather Momo
Mitsubishi Lancer Evolution steering wheel and shift knob, a titanium turbine that spooled up more quickly, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colors, the Evo VI came in either red (Tommi Mkinen Edition only), white, blue, black or silver with optional special decals, replicating Tommi Mkinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6, Evolution 6.5, or TME for short.
178
Evolution VII
Seventh generation
March 2001 January 2003 CT9A 5-speed manual 5-speed automatic 2,625mm (103.3in) 4,455mm (175.4in) 1,770mm (69.7in) 1,450mm (57.1in) 1,3201,400kg (2,9103,086lb)
In 2001, Mitsubishi was forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 385Nm (284lbft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280PS (206kW; 276hp). The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineupthe GT-A. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (430mm) alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.
Mitsubishi Lancer Evolution Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter. The 5-speed automatic gearbox had what Mitsubishi called "fuzzy logic", which meant that the car would learn what the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most Tiptronics via steering wheel + and buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with 264PS (194kW; 260hp). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X.
179
Evolution VIII
Eighth generation
January 2003 March 2005 CT9A 5-speed manual 6-speed manual 2,625mm (103.3in) 4,4904,535mm (176.8178.5in) 1,770mm (69.7in) 1,450mm (57.1in) 1,3201,410kg (2,9103,109lb)
The Evolution VIII was modified again in 2003, this time sporting 17" grey Enkei wheels, Brembo Brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (202kW; 276hp)(approx. 234hp to the wheels). Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, with an aluminum roof, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats), and the MR, which came with a revised limited-slip front differential, aluminum MR shift knob, handbrake with carbon fiber handle, 17inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. The new Evolution also sported chrome housing tail lights and head lights. The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to produce more natural roll
Mitsubishi Lancer Evolution characteristics. Detail improvements have also been made to Mitsubishis own electronic four-wheel drive, to the ACD 5 + Super AYC 6 traction control, and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models (first used for the Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the FQ300, FQ320, FQ340, and FQ400 variants. They came with 305, 325, 345, and 405hp (227, 239, 254 and 302kW), respectively. Although Mitsubishi have not confirmed the fact, it is widely rumoured that the FQ stands for "Fucking Quick".[5][6][7] The FQ400, sold through Ralliart UK, produces 411PS (302kW; 405hp) from its 2.0 L 4G63 engine, the result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.9hp (151.3kW) per litre, it has one of the highest specific outputs per litre of any roadcar engine. With a curb weight of 1,450kg (3,197lb), it achieves 0100kphmph in 3.5 [8] seconds, 0100mph in 9.1 seconds, 1/4 mile in 12.1 seconds at 117mph (188km/h), and a top speed of 175mph (282km/h) while costing 48,000. BBC's television series Top Gear demonstrated that the stock FQ-400 could surprisingly keep up with a Lamborghini Murcilago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute and 24.8 seconds (damp track), 1.1 seconds slower than the Murcilago's time of 1 minute 23.7 seconds.[9] (dry track) In a similar test conducted by Evo magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S. The Lancer Evolution VIII was also the first Evolution to be sold in the United States,[10] spurred by the success of the Subaru Impreza WRX which had been released there just three years prior.[2] The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. With its 2.0 liter 271 horsepower engine, the 2003 Evolution VIII was capable of achieving a 0-100 time of 6.1 seconds.[11] However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model prior to the Evo X has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The boost, timing, and tuning are also significantly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Starting in 2005, the US model Evos were also fitted with a 5500rpm limit on launching in 1st gear to protect the drivetrain. Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US versions of the Lancer Evolution VIII 20032005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hoods. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with a 6-speed transmission, Bilstein shocks, and factory optional BBS wheels. The basic RS Edition does not come with power windows, locks, or mirrors, an audio system, rear wing, sound deadening material, map lamps or an anti-lock braking system. All Evo VIII RS models sold in the US have an air conditioning system.[12] The GT edition comes with power windows and all other interior features of GSR for comfortable driving experience. A small rear wing was also option. Yet Its lighter than the Evolution GSR because of the RS mechanism. RS "rally sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available. MR RS same as RS with 6-speed Manual Transmission.
180
Mitsubishi Lancer Evolution GT revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces). GSR 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR). MR GSR same as GSR with BBS 17-inch alloy wheels. The National Highway Traffic Safety Administration (NHTSA) has determined crash test ratings of Lancer of different model years:[13]
Model year 2004 Model Type Frontal driver rating N/A Frontal passenger rating N/A Side driver rating Side passenger rating 4x2 Rollover N/A
181
Lancer Evolution
4-DR
Evolution IX
Ninth generation
Production Platform
March 2005 October 2007(August 2006-Late 2008 MR) CT9A
Transmission 5-speed manual 6-speed manual 5-speed automatic Wheelbase Length Width Height Curbweight 2,625mm (103.3in) 4,490mm (176.8in) 1,770mm (69.7in) 1,450mm (57.1in) 1,3101,490kg (2,8883,285lb)
Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,[14] and exhibited the car at the Geneva Motor Show for the European market the same day.[15] The North American markets saw the model exhibited at the New York International Auto Show the following month.[16] The 2.0 L Mitsubishi Sirius engine#4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291PS (214kW; 287hp) and torque to 392Nm (289lbft). The USDM Lancer Evolution IX models: standard (Grand Sport Rally or "GSR" in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard
Mitsubishi Lancer Evolution on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60lb (27kg). The fuel capacity remains the same as the Evo VIII at 14USgal (53L). Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of a second). This was purported to be due to the lack of a rear wing on the RS. In a drag race, the three models are all about even. They are all capable of 0-60 times between 4.2-4.5 seconds, and can run quarter mile times ranging from 12.7 to 13.3 (13.0 to 13.3 USA versions) seconds depending on the model/driver. The RS model was produced for rally and racing teams who wanted a platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require. The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and Momo steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model,[citation needed] HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims. The US versions of the Lancer Evolution IX did not come with the AYC but the ACD was still present. The drivers can select from three different driving modes, "Tarmac" "Gravel" and "Snow", and the car's computer system relatively promotes the active center differential to change the differential locking which, eventually changes the front/rear power distribution to increase traction, thus providing an optimum driving experience. Although the US versions did not come with the AYC, it did come with a rear 1.5way clutch type LSD (limited slip differential)which, limits the slip from both rear wheels causing less traction loss of the rear wheels. The most common setup is the 1.5 way LSD, locking on throttle and partially locking on braking. In racing, Lancer Evolutions are not equipped with AYC or ACD because it is believed that better lap times are achieved by pure driver skill without any computer based assistance systems. One of the changes from the previous iteration of the Lancer Evolution, was the change in the engine, the new 4G63 came with MIVEC, Mitsubishi's variable valve lifting technology, which drastically improves the fuel consumption by changing the valve timing on the intake cam. The MIVEC system is similar to Honda's i-VTEC system only that it doesn't change valve lift, only intake valve timing. Three trims were available for Japan, Asia and Europe. Although all models used the same 291PS (214kW; 287hp) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280PS (206kW; 276hp). The GSR produced 400Nm (295lbft) of torque, while the RS and GT produced 407Nm (300lbft). RS "rally sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available. MR RS same as RS with 6-speed Manual Transmission. GT revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces). GSR 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR). MR GSR same as GSR with BBS 17-inch alloy wheels.
182
Mitsubishi Lancer Evolution MR Tuned by RALLIART Based on Lancer Evolution VI Tommi Makinen Edition, The Japanese Lancer Evolution IX was exclusively tuned by Mitsubishi Ralliart features the almost same as the civilian Evo IX MR GSR except for Carbon Fiber front lip Spoiler, Official Ralliart livery, Ralliart RA04 17-inch Black forged aluminum wheels. In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300(296/221), 320(316/236) and 340(336/250) PS(BHP/KW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363lbft (492Nm) at 3200 rpm. All four models were designed to run on super unleaded petrol only. The MR FQ-360 was also released in limited numbers (only 200) in the last year of production. FQ-300, 320, 340 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only FQ-360 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only MR FQ-360 New turbo with titanium aluminium alloy turbo fins, Speedline Turini alloy wheels, Privacy Glass, Lowered Eibach Coil springs (10mm at the front/ 5mm at the rear), IX MR interior, super unleaded petrol only Four models were available in the US. All models used the same 286hp (213kW) engine. Standard revised 5-speed, standard model RS ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior, also no radio SE Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats MR 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, front brake cooling ducts and custom MR badging. All of the American models are the same in power, but may differ in performance. The only thing that sets them apart is the Evo RS, which is 80lb (36kg) lighter than the MR and SE models. To the standard model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof. The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. Some RS models had the SAYC option, while some did not. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international version. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine.
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184
Evolution X
Tenth Generation
Production Platform Engine Transmission
October 2007present CZ4A 2.0L 4B11T 6-speed twin-clutch transmission 5-speed manual 2,650mm (104in) 4,495mm (177.0in) 1,810mm (71in) 1,480mm (58in) 1,4201,600kg (3,1313,527lb)
In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X,[17] designed by Omer Halilhodi at the company's European design centre.[18] Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).[19] The Lancer Evolution X sedan features a newly designed 4B11T 2.0L (1998cc) turbocharged, all-aluminium inline-4 GEMA engine. Power and torque depend on the market but all versions will have at least 280PS (206kW; 276hp). (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300hp (220kW) and 360hp (270kW). Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car also has a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's AWC system used in previous generations.[20] The S-AWC uses torque vectoring technology to send different amounts of torque to the rear wheels. It also features Mitsubishi's new sequential semi-automatic six speed SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. It has replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which was used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox will also be available. Mitsubishi claims that the five speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.[21] New Lancer Evolution will incorporate Mitsubishi's next generation RISE safety body.
Mitsubishi Lancer Evolution The Evolution X went on sale October 1, 2007 in Japan,[22] January 2008 in the USA,[23] February in Canada (as the first version of Evolution in Canada)[24] and in March 2008 in the UK.[25] The Twin Clutch SST version was available in Japan from November 2007.[26] Europe will follow with sales in May, GSR and MR version included premium Package. The introduction of the 2010 MR-Touring moved the car even further upscale. Leather and a Moonroof became standard while revising the rear spoiler to just a lip spoiler.
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Japanese models
The engine is the 4B11T-type 2.0 litre inline-4 turbo engine. The Evolution X can accelerate from 0100km/h (4.5)4.7 seconds. Aluminum is used in the roof panel, hood, front fenders and the rear spoiler frame structure.[27] The launch model's engine was rated at 280PS (206kW; 276hp) @ 6500 rpm and 422Nm (311lbft) @ 3500 rpm. Following the repeal of the 276 horsepower Gentleman's Agreement in Japan,[28] engine power was raised to 300PS (221kW; 296hp) @ 6500 rpm beginning in 2009 model year. RS 5 speed manual transmission. 16-inch wheels. GSR Standard rear spoiler. 5-speed manual or 6-speed Twin Clutch SST transmission (magnesium paddle shifters on SST model). 245/40R18 Yokohama ADVAN A13C tire on Enkei 12-spoke high-rigidity cast alloy wheels or optional BBS lightweight alloy wheels. Brembo ventilated disc brakes. Standard S-AWC 4WD system. Driver and front passenger dual-stage airbag. Standard Engine immobilizer with security alarm. Optional Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7in (180mm) LCD screen. Optional Rockford Fosgate premium sound system. Optional keyless remote entry. GSR can be fitted with following packages: High Performance Package Bilstein single tube shock absorbers and Eibach coil springs, brembo 2-piece disc brakes, high performance tires with stiffer walls and better grip. Stylish Exterior Package Chrome finish for the front grille lattice and beltline molding, body color-keyed fender vents, adds fog lamps. Leather Combination Interior The seats match the color of the exterior. Premium Package All 3 above packages plus 18in (457mm) BBS lightweight alloy wheels. GSR-Premium Replacement of Premium Package beginning with 2009 model year, but added MMCS and Rockford Fosgate premium audio. GSR Tuned by RALLIART The Ralliart version was launched again in 2007, this limited edition for Lancer Evolution X is exclusively tuned by Mitsubishi Ralliart Japan equipped with 5 speed manual transmission, Ralliart RA04 Wheels 18inch forged 1-piece black aluminum sport wheels paired with Yokohama ADVAN Neova AD08 tires. Aerodynamic parts include a newly designed carbon fiber front underspoiler, hood air dam, and front bumper air intake duct, and the intake and exhaust system has been tuned to get the best out of the engine. The interior is fitted with a motor sport shell-type full bucket seat jointly developed with Recaro. Official Ralliart livery was included in the packege together with Rockford Fosgate premium sound system with Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7in (180mm) LCD screen. Its highly tuned 4B11T engine has maximum power output of 224 KW (300bhp/ 304 ps) or more.[29]
186
North American models

Engine produces 295PS (217kW; 291hp) @ 6500 rpm and 407Nm (300lbft) @ 4400 rpm. GSR Same as base Japanese GSR with small spoiler. (available only with manual 5 speed) MR 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Color-keyed large rear spoiler. Leather and sueded seating. Electronic keyless entry and starting system. Steering wheel-mounted audio controls. Bluetooth hands-free cellular phone interface system with voice recognition. MR Premium MR with a Rockford Fosgate Navigation/Stereo with 9 speakers.[30] MR Touring (2010) Major differences from the MR are the rear-lip spoiler, heated full-leather seats, upgraded interior trim, and a power-sunroof on a steel roof. SE (late 201011) Is a combination of all three 2010 models; some key features are the GSR front grill and interior, MR rear diffusers, 6-speed TC-SST transmission, Eibach springs and Bilstein struts, MR touring rear-lip spoiler, and heated seats. Only 340 were produced in the United States. A special key fob with the series number and a letter of acknowledgement from Shin Kurihara were given to the purchaser of this trim. Option packages: (GSR only) Sight, Sound and Spoiler Package Xenon HID headlamps with manual leveling; large rear spoiler (starting in 2011, the large rear spoiler is standard in all models); FAST-Key electronic entry and starting system; 750-watt (maximum) Rockford Fosgate audio system; in-dash 6-disc CD changer; Sirius Satellite Radio with three months prepaid subscription. (GSR - Canada only) Handling package - Bilstein Shocks, Eibach springs, 2 piece front rotors, forged BBS wheels, large spoiler. (MR and MR Touring) Technology Package: Mitsubishi Multi Communication System, GPS navigation with Diamond Lane Guidance; 30GB hard disc drive with Digital Music Server, in-dash DVD/CD player, multifunction 7-inch (180mm) color LCD touchscreen, 650(710 for 2010 model)-watt (maximum) Rockford Fosgate high-performance audio system, Sirius Satellite Radio with six months prepaid subscription.
UK models
UK cars kept the Evolution X name. GS Base Japanese GSR with Enkei wheels, 5-speed manual transmission\ radio and music server (MMCS), Rockford Fosgate premium audio, iPod/MP3 auxiliary input port. GSR SST (FQ-300, FQ-330) GSR FQ-300 with 6-speed TC-SST transmission with SST mode selection (normal, sport, super sport). GSR SST FQ-330 was released in 2009.[31] Variants: FQ-300 Engine rated 300PS (220kW; 300hp) at 6500 rpm and 407Nm (300lbft) at 3500 rpm. FQ-330 Engine rated 329PS (242kW; 324hp) at 6500 rpm and 437Nm (322lbft) at 3500 rpm. FQ-360 Engine rated 359PS (264kW; 354hp) at 6500 rpm and 492Nm (363lbft) at 3500 rpm. Carbon fibre front lip spoiler, rear vortex generator, gear knob, hand brake. Front leather Recaro seats. FQ-400 Engine rated 410PS (300kW; 400hp) and 542Nm (400lbft) of torque. It also includes 5 speed manual transmission, six-piston brake calipers, upgraded brakes and 18-inch wheels fitted with Toyo Proxes R1R tyres, a new aero kit that includes additional cooling intakes, vents, a larger air intake in the hood and ducts. An estimated 100 vehicles would be made.[32] It accelerates 062mph in 3.8 seconds (est.) and has a top speed of 155mph (electronically limited). Standard equipment for the range-topping Lancer Evolution X model is comprehensive, the FQ-400 coming with Bluetooth hands-free telephone connection, a CD-tuner with 30 Gig hard drive, DVD satellite navigation and privacy glass. Convenience features like remote central locking, automatic headlamps and windscreen wipers
Mitsubishi Lancer Evolution increase the FQ-400s ease of use. Available from June 2009, the FQ-400 is covered by a three year / 36,000 mile warranty. Cost 49,999 (list price).[33]
187
European models
Acceleration: 0100km/h 5.4 sec. with 1560kg, 5.6 sec. with 1600kg. Engine rated 295PS (217kW; 291hp) at 6500 rpm and 366Nm (270lbft) at 3500 rpm. GSR 5 speed manual (GSR 5 M/T) or 6-speed TC-SST transmission (GSR TC-SST). MR TC-SST 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels. Xenon High-Intensity Discharge (HID) headlamps. Mitsubishi Multi Communication System.
Australian / New Zealand models

Engine rated 295PS (217kW; 291hp) at 6500 rpm and 366Nm (270lbft) at 3500 rpm. GSR 5 speed manual or 6-speed TC-SST transmission. MR 6-speed TC-SST transmission. Suspension with Eibach springs and Bilstein struts. 18-inch BBS forged alloy wheels, 2 piece front brake, aluminium rear spoiler, auto leveling Xenon High-Intensity Discharge (HID) headlamps. Mitsubishi Multi Communication System, leather combination seat trim, heated front seats. Bathurst Edition A Team Mitsubishi Ralliart Australia upgraded/tuned version Evolution X with a rated power output of 336 PS (247kW) and 436 Nm of torque. The Team Mitsubishi Ralliart (TMR) Bathurst Edition is the most powerful road-legal Lancer Evolution X to be offered in Australia as a new car. The Bathurst Edition is available with either the standard 5-speed manual or the quick-shifting TC-SST twin-clutch 6-speed, with a limited run of only 100 units. It is covered by the MMAL factory warranty.
Southeast Asian models

Philippine models The Philippines received its Evolution X in November 2008, and is the same as the USDM versions. The trims and specs are almost the same, excluding the MR Touring model from the USDM. GSR- 5-speed manual, and the same specs with the USDM GSR with large spoiler. MR- 6-speed TC-SST gearbox, and the same specs with the USDM MR, excluding the Technology Package. Malaysian models In Malaysia, the Lancer Evolution X is available with only a 6-speed Twin Clutch SST transmission. Front license plates are aligned towards the center of the fascia. In 2009, the Royal Malaysian Police acquired a fleet of the Lancer Evolution X to be used for high-speed pursuits.
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Future
In March 2011, rumours of discontinuation of the Lancer Evolution program started when AutoCar UK's journalist Matt Prior wrote on his interview with Gayu Eusegi, Mitsubishis Global Product Director, and quoted him saying 'The Lancer Evolution X, Eusegi told me, will be the last Evo. There is still a demand [for the car], he said, but we must stop. Eyebrow up.'[34] This created a lot of discussion on the Internet. Mitsubishi Motors would later state that "Further to some comments published in the press recently, production of the current Lancer Evolution continues as planned. As for its successor, regulations and market feedback will dictate its engineering package & architecture. Stay tuned.." Industry analysts would read the statement as indirectly hinting that the Evolution nameplate will remain, but is likely to be an environmentally friendly powertrain (possibly electric or hybrid), inline with increasingly stringent emission and environmental regulations. AutoCar UK later updated its blog post, adding references to EV, further confirming what industry watchers originally speculated. Most recent news shows that Mitsubishi has been leaning towards the PX-MIEV hybrid drivetrain, explaining that the electric motors will act as a turbo for the Evolution. Mitsubishi claims that their more "green" version of the Evolution will be just as good or even better in the performance category. In October 2011, the President of Mitsubishi Motors, Osamu Masuko, confirmed to AutoCar that work on the next Evo will start in 2012 and will go on sale within the following three years. It is said that the car will feature electric power from a hybrid drivetrain, maintaining performance of 0-62mph time under five seconds while cutting CO2 emissions.[35]
Motorsports
The Lancer Evolution is unique among its competitors in the World Rally Championship in that it was a homologated Group A car slightly modified to be able to race competitively against, from the 1997 season onwards until the San Remo Rally in 2001, World Rally Car class cars. They were successful in the WRC Rallies from 19961999,thanks to the Finn Tommi Mkinen, for clinching the driver's titles from 19961999, and the help of teammate Richard Burns for clinching the constructors' championship for the first, and thus far only time in 1998. The Evolution however was replaced in late 2001 by the firm's first World Rally Car, named simply the Lancer Evolution WRC, which lasted in works hands, driven by Makinen, Freddy Loix, Alister McRae and Francois Delecour until Mitsubishi took a sabbatical from the championship at the end of 2002. It was succeeded for the 2004 Monte Carlo Rally by the Lancer WRC04. Mitsubishi pulled out of the World Rally Championship after the 2005 season with the Lancer WRC05 still being driven by privateers including Italian former works driver Gigi Galli and the Swede, Daniel Carlsson, in the years following. The Lancer Evolution however still competes in the Group N category. In some European markets, the Evolution was sold as the Mitsubishi Carisma Evolution, and indeed to this effect the works WRC team's second car in the late 1990s, usually driven by Burns and subsequently Loix, was customarily entered as a Carisma GT. Proton Motors of Malaysia raced Evolution III's, Evolution V's (most notable with Proton 1784 where Malaysian driver Karamjit Singh won the 2002 Production Car WRC) and an Evolution VII as the Proton PERT in various Asia-Pacific Rally Championship and APAC rally series. Mitsubishi won the 2009 Australian Manufacturers' Championship with a trio of Evolution X models. Mitsubishi has recently won and made runner-up in the 2011 Australian Manufacturers' Championship. Most recently, (2005-2006) the CT9A chassis Evolution has been dominant in Time Attack (time trials) throughout the world. Cyber Evo's CT9A chassis Lancer Evolution previously held the OEM chassis record at Japan's Tsukuba Circuit for Time Attack, as well as the Australian record at Eastern Creek Raceway. Sierra Sierra Enterprise's CT9A chassis Evolution holds the U.S. Time Attack record. The Lancer Evolution VIII was used in Stock Car Brasil from 2005 to 2008, with Cac Bueno won the series twice from 2006 to 2007.
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Awards
The Mitsubishi Lancer Evolution won ConsumerSearch's best Aggressive sports sedan in Best Sports Sedans in June 2006.[36] During 20042005 alone it won six major awards, being declared "Sports Car of the Year" in Scotland and France, "Playboy Sports Car 2004" in Poland, "Best New Production Car Under 60,000" in Greece, "Sport Compact Car of the Year" in 2004 and 2005 (Sport Compact Car magazine) and "2005 All-Star" (Automobile magazine) in the United States and Motor magazine's Best "Bang for Your Bucks" Australia.[37] The Lancer Evolution X was named as the "Best Performance Car under $50K" by Canadian TV show Motoring 2009, and won the Automobile Journalists Association of Canada's 2009 "Best New Technology" award.[38] It was also nominated as one of the top 10 "World Performance Car of the Year",[39] won the Automotive Excellence Awards' 2008 "Fun to Drive" category,[40] and took Dave TV's "Sports Car of the Year" award in 2008.[41]
References
[1] "Development of Center-Differential Control System for High Performance Four-Wheel Drive Vehicles" (http:/ / www. mitsubishi-motors. com/ corporate/ about_us/ technology/ review/ e/ pdf/ 2001/ 13E_09. pdf), Mitsubishi Motors Technology Review 2001, no.13, pp.6166 [2] "2003 Mitsubishi Lancer Evolution" (http:/ / www. forbes. com/ 2003/ 04/ 28/ cx_mf_0428test_2. html), Michael Frank , Forbes [3] http:/ / www. lancerregister. com/ mlr_showmodel. php?id1=6& id2=4 [5] "EVO VII FQ-300" (http:/ / www. pistonheads. com/ doc. asp?c=106& i=5664), Graham Bell, Pistonheads, October 17, 2002 [6] "Mitsubishi Evo FQ-360" (http:/ / www. redlinemag. com/ page/ redline/ 20060720), ShaunCurnow, Redline Magazine, July 19, 2006 [7] "Mitsubishi Evo VIII" (http:/ / www. timesonline. co. uk/ tol/ driving/ jeremy_clarkson/ article460799. ece), Jeremy Clarkson, The Times, July 25, 2004 [8] http:/ / www. ultimatecarpage. com/ car/ 2122/ Mitsubishi-Lancer-EVO-VIII-MR-FQ-400. html [10] "Mitsubishi Lancer Evolution for U.S. Market Debuts at 2003 Greater Los Angeles Auto Show; Mitsubishi's Expanding Motor Sports Program to Dominate in 2003; Ralliart Comes to U.S.; and Mitsubishi Goes 'Fast and Furious' Too." (http:/ / www. accessmylibrary. com/ coms2/ summary_0286-22117462_ITM), PR Newswire, January 3, 2003 [12] "2004 Mitsubishi Lancer Evolution RS: A Race-Ready Rally Car" (http:/ / media. mitsubishicars. com/ detail?mid=MIT2004022737515& mime=ASC), Mitsubishi Motors Press Release, November 4, 2003 [14] "Mitsubishi Motors launches Lancer Evolution IX hi-performance 4WD sports sedan" (http:/ / media. mitsubishi-motors. com/ pressrelease/ e/ products/ detail1228. html), Mitsubishi Motors press release, March 2, 2005 [15] "Mitsubishi Lineup at 75th Geneva International Motor Show" (http:/ / media. mitsubishi-motors. com/ pressrelease/ e/ motorshow/ detail1227. html), Mitsubishi Motors press release, March 1, 2005 [16] "2005 New York Auto Show" (http:/ / www. automobilemag. com/ auto_shows/ 2005_new_york/ ), Automobilemag.com [17] "Mitsubishi Motors Exhibits at 39th Tokyo Motor Show" (http:/ / media. mitsubishi-motors. com/ pressrelease/ e/ motorshow/ detail1343. html), Mitsubishi Motors press release, September 28, 2005 [18] "Mitsubishi Concept-X Exterior Design Story" (http:/ / www. mitsubishi-motors. com/ corporate/ about_us/ technology/ review/ e/ pdf/ 2006/ 18e_25. pdf), Mitsubishi Motors Technology Review 2006, no.18, pp.134135 [21] "Evolution X to get double-clutch gearbox" (http:/ / www. autoblog. com/ 2006/ 08/ 23/ evo-x-to-get-double-clutch-gearbox/ ), John Neff, Autoblog.com, August 23, 2005 [22] "MMC launches Lancer Evolution X new-generation high-performance 4WD sedan" (http:/ / media. mitsubishi-motors. com/ pressrelease/ e/ products/ detail1682. html), Mitsubishi Motors press release, October 1, 2007 [35] cite web|url=http:/ / www. autocar. co. uk/ car-news/ new-cars/ hybrid-evo-gets-green-light |title=Hybrid Evo gets green light |author=Jim Holder |publisher=AutoCar UK [37] Fact & Figures 2005, p.31 (http:/ / www. mitsubishi-motors. com/ corporate/ ir/ share/ pdf/ e/ fact2005. pdf), Mitsubishi Motors website [41] "Mitsubishi Lancer Evo X takes Dave TVs 2008 Sports Car of the Year award" (http:/ / www. 4wheelsnews. com/ tag/ mitsubishi-lancer-evo-x-dave-tv-award/ ), 4wheelsnews.com, November 18, 2008
External links
Media related to Proton PERT at Wikimedia Commons Official sites: Japan (http://www.mitsubishi-motors.co.jp/evo/) Australia (http://www.lancerevolution. com.au/) Europe (http://www.lancer-evolution.eu/) United Kingdom (http://www.mitsubishi-cars.co.uk/ evolution/) United States (http://www.mitsubishicars.com/lancerevolution/)
Nissan 350Z
190
Nissan 350Z
Nissan 350Z (Z33)
Manufacturer Nissan Motors Alsocalled Production Nissan Fairlady Z 20032008 (Coup) 20042009 (Roadster) Oppama, Japan (20022003) Tochigi, Tochigi Japan (20042009) Nissan 300ZX Nissan 370Z Sports car 2-door coup 2-door roadster FMR layout Nissan FM platform 20032004 3.5L (210cuin) VQ35DE V6 287bhp (214kW) 274lbft (371Nm)
Assembly
Predecessor Successor Class Bodystyle
Layout Platform Engine
2005 (35th Anv & Track) 3.5L (210cuin) VQ35DE RevUp V6 300bhp (220kW) 260lbft (353Nm)
2006 3.5L (210cuin) VQ35DE RevUp V6 300bhp (220kW) 260lbft (353Nm)
2007-2009 Transmission 3.5L (210cuin) VQ35HR V6 306bhp (228kW) 268lbft (363Nm)
5-Speed RE5R05A automatic 6-Speed FS6R31A manual 2,649mm (104.3in) 2003-05: 4,303mm (169.4in) 2006-08: 4,314mm (169.8in) 1,816mm (71.5in)
Wheelbase Length
Width
Nissan 350Z
191
Height 2003-05 Coup: 1,318mm (51.9in) Roadster: 1,328mm (52.3in)
2006-08 Curbweight Related Coup: 1,324mm (52.1in) Roadster: 1,334mm (52.5in)
3,188lb (1,446kg) - 3,602lb (1,634kg) Infiniti G35 Nissan Skyline Diane Allen, Mamoru Aoki, Ajay Panchal (2000)
Designer(s)
The Nissan 350Z (known as Nissan Fairlady Z Z33 in Japan) is a two seat sports car that was manufactured by Nissan from 2003 to 2009 and marks the fifth generation (codename: Z33) of Nissan's Z-car line. The 350Z entered production in late 2002 and was sold and marketed as a 2003 model. The first year there was only a coupe, as the roadster did not debut until the following year. Initially, the coupe came in base, Enthusiast, Performance, Touring and Track versions, while the roadster was limited to Enthusiast and Touring trim levels. The Track trim came with lightweight wheels and Brembo brakes, but its suspension tuning was the same as all other coupes. The Nissan 350Z has been succeeded by the 370Z for the 2009 model year.
Background
After the Nissan 300ZX was withdrawn from the U.S. market in 1996, Nissan initially tried to keep the Z name alive by re-creating the 240Z the following year. The car was conceived by Nissan's North American design team in their free time, and the concept was introduced in a four state Road Show in July 1998 to various car media, dealers and employees. Yutaka Katayama, regarded as the "Father of the Z" unveiled the Z concept sketch to the public when he received a motor industry award. The design, representing a modern vision of the 240Z, did not please the original 240Z designer Yoshihiko Matsuo, who compared it to the Bluebird and Leopard.[][1] The 240Z concept was produced for the Detroit Motor Show for the following August and September. Nissan was unhappy with the first design as they felt the original 200bhp (149kW; 203PS) 2.4 L engine known as the KA24DE that was going to be assigned made the car feel underpowered, they also felt the car was considered too "retro" or too "backward" resembling a futuristic 240Z; thus, a redesign was commissioned. During a press conference in February 2000, president Carlos Ghosn announced plans to produce the car as he felt the new model would help to assist the company's recovery.[] The Z Concept was unveiled in Detroit Motor Show two years later, which was similar in body shape but with a new front end. The car then underwent a minor redesign and was eventually assigned the VQ35DE engine, hence becoming known as the 350Z.[]
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Preproduction models
240Z concept (1999)
Nissan unveiled the 240Z concept car at the 1999 North American International Auto Show, then later at the Los Angeles Auto Expo. The concept was designed by Ajay Panchal of Nissan's California design studio. Clearly a throwback to the original, it was a bright orange two-seater with classic swept-back styling. In addition, it was fully functional, with the 2.4-liter 4-cylinder KA24DE engine from the Nissan Altima featuring 200bhp (150kW) and 180lbft (244Nm) of torque. The designers used an original 240Z to provide inspiration and the concept was created in only 12 weeks. Fortunately, critics said "it
The 240Z Concept in the famous Orange color seen on the 350Z
would be cool but get a new model."[2] The running concept, featuring a 4-cylinder engine compared to the Z-car's traditional 6-cylinder engine, was eventually thought a less than a worthy successor to the line.[3][4]
Design and layout

The 350Z is a front-mid engine rear-wheel-drive two door,two seat, sports car designed by Ajay Panchal of Nissan Design America in San Diego, California in 2000.[5] The vehicle features the long-hood short-deck design common to the Z-Car family. Currently, external design highlights include: sloping fastback style roof line, unique brushed aluminium door handles, high waistline, and bulging fenders that are pushed out to the corners of the vehicle. Interior cabin design is straightforward with brushed aluminium accents. The main gauge pod is mounted directly to the steering column allowing their movement to coincide with steering wheel adjustments. Additional gauges are mounted in a center triple gauge cluster (similar to the 240Z/260Z/280Z). Touring models are equipped with the Bose sound system get a 6 CD changer and 8" Bose sub mounted behind the drivers seat. The 350Zs interior does not have a conventional glove box, instead it makes use of various storage compartments located either behind or between the 2 seats.
Models
Released on August 20, 2002, the 350Z coup was available in the U.S. in 5 trim packages: '350Z' (Base), 'Enthusiast', 'Performance', 'Touring', and 'Track' editions. In Europe, only the 'Track' trim was available, although it was badged and marketed as '350Z'. In 2004 Nissan introduced the 350Z Roadster featuring an electrically retractable soft-top roof. In the U.S. market the car was available in just 2 trim packages (Enthusiast and Touring), while in Europe, the same versions as the coup were offered. Nissan added the Grand Touring (GT) trim to the Roadster trim packages for 2005.[citation needed]
2008 Nissan 350Z coupe (US)
In 2005 Nissan launched a 35th Anniversary edition, with a revised exterior and interior (see Special Editions below). 35th Anniversary
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6-speed manual models and Track models were a mid-year introduction, and included the VQ35DE 300HP/260TQ Rev-up engine. Automatic transmission-equipped 35th Anniversary edition models continued with the original VQ35DE with 287HP/274TQ.Wikipedia:Please clarify
Nissan 350Z roadster (US)
For the 2006 model year, the 350Z received a number of notable changes for its mid-cycle facelift. The VQ35DE 300HP/260TQ Rev-up engine that was introduced mid-year 2005 with 6-speed manual was offered for every trim now. The VQ35DE with 287HP/274TQ was offered with the 5-speed automatic. New features included bi-xenon projectors, a revised front fascia, new LED rear lights, and changes to the interior trim. Touring and Grand Touring models have radio-steering controls standard, MP3 CD compatibility, and Satellite Radio became an available option. For the 2007 model year, the 350Z was again moderately revised. The VQ35DE V6 was replaced with a new VQ35HR V6. It produced 306hp (228kW) at 6800rpm with 268ftlbf (363Nm) at 4800rpm using the revised SAE certified power benchmark. The hood was redesigned featuring a bulge reminiscent of the original 240Z in order to accommodate the revised twin-throttle design of the new VQ35HR V6 engine. In the US, trims levels were narrowed down to 350Z (base), Enthusiast, Touring, and Grand Touring, while in Europe the same trim levels remained.
Special Editions
Type E (2004)
A limited run (only 5 units) called the Type E was produced in Japan in order to meet homologation requirements to compete in the Super GT series. The Type-E featured a longer nose and rear overhang as well as a few extra aerodynamic aids. Engine is rated at 206kW (280 PS) @ 6200 rpm, 363 Nm (37.0 kgfm) @ 4800 rpm [6]
Gran Turismo 4 Limited Edition

Set for limited release Spring 2005, Nissan 350Z Gran Turismo 4 Limited Edition featured the Nissan 350Z, in Ultra Yellow and Kuro Black body colors, as its focus. Only 700 copies of this collectors' item were released in the time period. The unique coup with 3.5 liter VQ35DE engine has 300hp (10hp more than original) at 6400 rpm, but the red line starts at 7000 rpm.[7]
35th Anniversary Edition (2005)

To commemorate the 35th anniversary of the dbut of the Datsun 240Z, Nissan released a tuned version of the 350Z coup. The 35th Anniversary Z was dbuted at the Specialty Equipment Marketing Association (SEMA) Show in Las Vegas on November 2, followed by its first public appearance at the Miami Auto Show in early November. It went on sale in January 2005.[8] The 35th Anniversary Edition includes an uprated VQ35DE 300hp (220kW) V6 engine for the six-speed manual transmission model. Other key 35th Anniversary Z equipment (standard on both six-speed manual and five-speed automatic-equipped versions) includes unique 18-inch (460mm) cast aluminium-alloy wheels, front and rear spoilers, Brembo brakes and special Z badging. The car comes in a variety of unique colours including "Ultra Yellow", "Super Black" body colours. This Z's interior also was available with a two-tone black and beige set configuration. Also included was a Bose 7-speaker premium sound system with available navigation.
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GT-S
During the 2006 Goodwood Festival of Speed, Nissan Technical Centre Europe (NTCE) unveiled the 350Z GT-S concept.[9] The GT-S featured a unique radial flow supercharger (that could be turned on or off via a switch on the dashboard), raising the VQ35DE engine output to 382.6bhp (285.3kW; 387.9PS) and 424.8Nm (313.3lbft) without modifications to the engine components. The car also featured new body kit for more cooling and downforce and wider 245 and 265/40/18 tires. No plans for production have been revealed, although there have been some hints that the package may be offered as an upgrade kit. The car has been tested favourably against its possible production rivals, the Porsche Cayman S and BMW Z4 M.[10] Auto Express magazine reported the GT-S would be on sale in UK for 36,000, but it has yet to be produced.[11]
NISMO Editions
Nissan's performance tuning division, NISMO, began producing modified versions of the 350Z shortly after its introduction, although in the UK these were only available one year after the car was launched.[citation needed]
NISMO R-Tune (2004)

The R-Tune was introduced into the NISMO line-up with modifications including headers, cams, pulleys. The R-Tune voids the Nissan factory warranty,[citation needed] but gains significant horsepower, intended for track racers.
NISMO S-Tune GT (2005)

The S-Tune GT was released by NISMO to celebrate its success in motorsport, particularly in the Super GT series. The S-Tune GT featured revised long nose bodywork as in the Type-E, a modified version of the VQ35DE engine called the S1 with more power (300PS / 221kW / 296hp) and higher redline (7200rpm), as well as a sportier NISMO suspension. 20 were produced each month in Japan. Although Nissan did not officially sell S-Tune in UK, Nissan Motor (GB) Ltd. imported 1 S-Tune GT to UK[12]
Modified Nissan Fairlady Z NISMO patrol car (Japan)
NISMO 350Z (20072008)

This edition of the 350Z Coup debuted in New York International Auto Show on 2007-04-04. This version featured the same engine as the regular 350Z (VQ35HR) with 6-speed manual transmission only. The car featured NISMO aerodynamics package based on the Super GT championship car, which included an aggressive front fascia with chin spoiler, side skirts, an extended rear fascia with under body diffuser and a rear wing. The car also had NISMO-tuned independent multi-link suspension, Brembo brakes with four-piston front and two-piston rear calipers (with 12.8-inch (330mm) front and 12.7-inch (320mm) rear rotors) and NISMO-branded gunmetal grey RAYS alloy wheels (18x9-inch front and 19x10-inch rear with 245/40WR18 front, 265/35WR19 rear Bridgestone Potenza RE050A tires), and NISMO-branded tuned exhaust. All Nismo versions are "Ready For Track" with the safety equipment in it. The NISMO 350Z went on sale in the USA in July 2007 at Nissan dealers.[13][14] 1607 were produced for the 2007 and 2008 model years, and it was assumed that if there was a greater demand, more would be produced, limited to 10% of all 350Z sales. The NISMO model 350Z had a manufacturer's suggested retail price of $38,070 for the 2007 model year.
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NISMO Type 380RS (2007)

Released as the road version for Japanese market of the Type 380RS-Competition race car, it includes the VQ35HR engine stroked and bored to 3.8-litre, rated 257kW (350 PS/350hp) at 7200 rpm and 397 Nm (40.5 kgfm/293 lbfft) at 4800 rpm torque. Brembo disc brakes are fitted, as are Bridgestone Potenza RE-01R tires (245/40R18 in front, 275/35R19 in the rear) with RAYS wheels. Front and rear dampers come from Yamaha.
Nismo 350Z
NISMO Type 380RS is priced 5.397 million (5.14 million+tax) yen ($38695 USD).[15] Only 300 cars were produced.[16]Wikipedia:Verifiability
NISMO Type 380RS-Competition

It is the race car for which NISMO Type 380RS is based. The 3798 cc engine rated 294kW (400 PS) at 7500 rpm and 421 Nm (43 kgm) at 5200 rpm torque. This in turn is based on the GT 500 race car that Nissan enters into the Super GT championship. According to Nissan, the race car cost 26.25 million yen.[17]
Police version
A NISMO version of the Z33 was also used by Tochigi Prefecture police force.[18][19]Wikipedia:Verifiability
NISMO 380RS-C
Motorsport
Grand Am
Since its introduction in 2002, it did not take long for drivers and teams to enter a Z33 for competition when B.J. Zacharias and Michiel Schuitemaker of Schuitemaker Motorsports helped the car to make its dbut in the Grand-Am Cup Series at the start of the 2003 season. They have taken a few podium finishes with Unitech Racing who is also the other team to field a Z33, but effort was proved to be successful under the name of Geddings Racing scoring wins along with the other current Xanavi Nissan 350Z GT at the 2006 British International Motor Show Grand-Am entrant East Competition Promotorsport. The Grand-Am Cup car has also been used in the new FIA GT4 European Cup. Schuitemaker Motorsports with drivers Michiel Schuitemaker and BJ Zacharias won 3rd place in the '03 Grand-Am Cup season. The following year, they improved and finished in 2nd place. Schuitemaker Motorsports was sponsored by 350EVO, a manufacturer of performance 350Z parts. After winning 3rd overall in the '03 season,
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Nissan had Wright Tuning build a new 350Z race car for the '04 season. This car differed from the '03 car in that it was completely stripped and seam welded. The cage was lighter and stiffer by using different diameter tubing where possible. The car used a Menard's built engine with a Pectel engine management system. Overall racing weight was 2,450lb (1,110kg) which was the minimum allowable weight for its class. The '04 chassis proved to be the most successful chassis to run in Grand-Am to date. The '03 chassis was sold to a French team with Edouardo Atkatlan as the driver. It still competes in the European "Fun Races" today, winning 2nd place in the inaugural '07 race in Madrid.
Xanavi 350Z, rear
JGTC/Super GT
The 350Z replaced the Skyline GT-R as the car for Nissan's factory and customer teams in the Super GT's GT 500 class. The cars used are heavily modified and feature a longer nose and tail (requiring the production of the Type-E homologation special), carbon fiber bodywork, and a tube chassis. In 2004, NISMO won the GT500 championship. Until the 2007 season, the car was powered by a VQ30DETT V6. In order to increase competitiveness, however, a new 4.5L V8 powerplant has been developed. The 350Z, with slightly more pedestrian modifications also competes in the GT300 class (having started there even before the Skyline GT-Rs were replaced) by teams such as Endless Sports and Mola. In 2003 Hasemi Sports won the GT300 championship with the 350Z. In 2008 season, the 350Zs were all replaced by Nissan GT-Rs in the GT500 class, but they have continued to be used in the GT300 class as the GT-Rs exceed the horsepower limits which make it impossible to participate. Thus, two 350Zs competed in the series and MOLA won the both Drivers' and Teams' championships in the GT300 class.
2003 Nissan 350Z competition car at the 2011 Montreal International Auto Show.
An SCCA GT-2 prepped Nissan 350Z.
Super Taikyu
The Z33 also appears in the Japan's Super Taikyu series, entered by C-West Labs.
British GT Championship
The British GT Championship also fields a privateer 350Z which competed in the series until 2006.
SCCA
The car is considered popular choice for amateurs and professionals in SCCA events, T.C Kline took third place in the 2003 Touring 2 category in 2003, having been one of three Z33s that made it into the SCCA T-2 runoffs. In the SCCA GT2 class, Jim Goughary took the title in the car's debut season.
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NASA
In 2012, NASA [20] (National Auto Sport Association), created a class specifically for the 350Z. The "Spec Z" class includes all trim levels of the popular 2003-2008 Nissan 350Z in a single class focused on close competition, parity and cost containment that will showcase driving ability and car setup skills. The road racing series is backed by Nissan Motorsports and BFG Tires. The 2012 class rules [21] are in their infant stage, but will solidify by mid 2012.
Drifting
The car is used in import events and drifting, where in the latter, some drivers such as Tanner Foust, have started to use them with success in the D1 Grand Prix and Formula D series. At the 2006 D1GP exhibition event at the Las Vegas Motor Speedway, Tanner Foust became the first driver to score a perfect 100 points in a 350Z. In the non-Japanese domestic D1GP spinoff series, D1 Great Britain (D1GB), there are two Z33s that compete in the series. Of the 2007 season, both SVA Imports and Sumo Power 350Z currently competes in the EDC (European Drift Championship), which is run by a different organization to D1, and in Formula D, Foust took runner up spot at round 1[22] and at round 2, Chris Forsberg would score its maiden victory[22] in his Roadster equipped with a VK56DE from a Nissan Titan.[23] His win for the 350Z was followed up by Youichi Imamura's win during the Las Vegas round of the US D1GP series in his RB26DETT engined car. Foust would eventually take the Formula D title.[24] The SVA Imports Z33 is significant for being the other drifting car other than the Team Orange Impreza to feature a rear radiators with air ventilation on both sides rather than just on one on the Impreza.[25]
Open Road racing

Option magazine founder Daijiro Inada used an extensively modified 350Z, dubbed Option Stream Z to compete in the Silver State Classic Challenge.[26] The car was equipped with a GReddy/Trust T88 turbo-charger and was stroked to 3.8 L to produce over 900bhp (671kW; 912PS). The Option Stream Z was also featured in the PlayStation 2 game title Gran Turismo 4.
Land speed record

In 2004, the tuner Dandy and magazine Option entered a Z33 known as the Option Dandy 380Z with a donor engine from a wrecked Stream Z minus turbocharger producing 370bhp (276kW; 375PS), to compete in the F/GT class for unblown grand touring sport cars at the Bonneville Speed Week. The car could at best reach 151mph (243km/h), which is likely much lower than its true top speed, due to the surface conditions of the salt flats, and the measurement being based on a fixed distance. On pavement, even stock 200508 350Zs can reach 156mph (251km/h), which is the speed at which the governor is set.[27]
Advertising and promotions

To promote the 350Z, Nissan released a short film, "The Run", with a 2003 model being driven in a high-speed run through city streets of up to 200km/h (124mph). This took place through the narrow cobblestone streets of Prague in the Czech Republic, and lasted six and a half minutes.[28][29]
Specifications
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2003-04 Available Trims 350Z (base), Enthusiast, Performance, Touring, Track
2005 350Z (base), Enthusiast, Performance, Touring, Track, Anniversary
2006 350Z (base), Enthusiast, Touring, Grand Touring, Track
2007
2008
Coup: Base, Enthusiast, Touring, Grand Touring, NISMO Roadster: Enthusiast, Touring, Grand Touring
Powertrain Engine VQ35DE 3.5L VQ35DE 3.5L (210cuin) V6 VQ35DE 3.5L VQ35HR 3.5L (210cuin) V6 287hp (214kW; 291PS) at (210cuin) V6 (210cuin) V6 287hp (214kW; 291PS) 6,200 rpm 300hp (224kW; 304PS) 306hp (228kW; 310PS) at 6,200 rpm 274lbft (371Nm) at 4,800 at 6,400 rpm at 6,800 rpm 274lbft (371Nm) at rpm 260lbft (353Nm) at 268lbft (363Nm) at 4,800 rpm VQ35DE 3.5L (210cuin) V6 4,800 rpm 4,800 rpm 300hp (224kW; 304PS) at 6,400 rpm 260lbft (353Nm) at 4,800 rpm 6-speed manual, 5-speed automatic Dimensions Curb Weight Coup: 3,188lb (1,446kg) (Base) 3,197lb (1,450kg) (Enth) 3,217lb (1,459kg) (Perf) 3,247lb (1,473kg) (Tour) 3,225lb (1,463kg) (Track) Roadster: 3,428lb (1,555kg) (Enth) 3,462lb (1,570kg) (Tour) 104.3in (2,650mm) 169.8in (4,310mm) 71.5in (1,820mm) 52.1in (1,320mm) Coup: 3,339lb (1,515kg) (Base) 3,346lb (1,518kg) (Enth) 3,400lb (1,500kg) (Tour) 3,404lb (1,544kg) (Grand) 3,353lb (1,521kg) (NISMO) Roadster: 3,580lb (1,620kg) (Enth) 3,600lb (1,600kg) (Tour) 3,602lb (1,634kg) (Grand)
Transmission
Wheelbase Length Width Height
Sales by calendar year

Year U.S. Sales 2002 13,253 2003 36,728 2004 30,690 2005 27,278 2006 24,635 2007 18,957 2008 10,337
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Awards and recognition

The 350Z has been given extensive coverage in the automotive press, and has obtained generally positive reviews. Eddie Alterman, senior editor of Automobile Magazine, said of the 350Z "An outstanding performance value. They got all the important stuff right."[30] While David Swigg of Motor Trend said "With a competent driver at the wheel and the traction control switched off, many Boxster drivers would be hard-pressed to post better lap times than with this Z."[31] Top Gear magazine later awarded the Nissan Designers with the 2004 Top Gear Magazine Car of the year award.[] Automotive journalists tend to praise such features as the 350Z's value, performance, handling, and braking. Criticisms tend to be directed towards the grade of interior plastics, greater curb weight than its competitors, cabin ergonomics and engine refinement. Other reviews have criticised reflections off the back strut in the rear window.[32][33] The 350Z has been recognized including the following: Japanese Performance Car of the Year 2007 TopSpeed Magazine[34] 10 Best Cars 2003 Car and Driver[35] Most Significant Vehicle of the Year. Two years running Edmunds.com[36] Editors' Most Wanted 2003 Edmunds.com[37] International Car of the Year: Most Sex Appeal Award 2003 Road and Travel[38] Canadian Car of the Year 2003 Automobile Journalists Association of Canada[39] Best New Design 2003 Automobile Journalists Association of Canada[40] Driver's Choice Best Performance Car 2003 MotorWeek[41] Winner 12 Best Cars Under 30K Road & Track[42] Car of the Year 2004 Top Gear Magazine[]
Further reading
2007 NISMO 350z - Motor Trend [43]
References
[18] PatrolCarGraph Part1 Z NISMO(Z33) (http:/ / www. motormagazinesha. co. jp/ medialog/ modules/ wordpress7/ index. php?p=222) [20] http:/ / www. nasaproracing. com/ [21] http:/ / www. nasaproracing. com/ rules/ spec_z/ NASA_SZrules_2012. pdf [22] Formula Drift - Professional Drifting Championship (http:/ / formulad. com/ prochampionship. php) [24] Formula Drift - Professional Drifting Championship (http:/ / formulad. com/ standings. php) [43] http:/ / www. motortrend. com/ features/ auto_news/ 2007/ 112_0703_2007_nissan_nismo_350z
External links
Nissan Japan pages: 2002-2007 (http://history.nissan.co.jp/Z/Z33/0310/), 2007-2008 (http://history.nissan. co.jp/Z/Z33/0801/) Nissan 350Z Official US Site (http://www.nissanusa.com/z/) Nissan 350Z Official UK Site (http://www.nissan-350z.co.uk/) Nissan 350Z Official Australia Site (http://www.nissan.com.au/z/)
Nissan Silvia
200
Nissan Silvia
Nissan Silvia
Manufacturer Production
Nissan 19641968 19742002 Iwaki, Fukushima, Japan Sport compact FR layout
Assembly Class Layout
The Nissan Silvia is the name given to the company's long-running line of sport coupes based on the Nissan S platform. Although recent models have shared this chassis with other vehicles produced by Nissan (most notably the European 200SX and North American 240SX in the S13 and S14 generations, and 180SX in the Japanese market), the name Silvia is not interchangeable with the chassis codes.
The original Silvia

CSP311
Alsocalled
Datsun 1600 Coupe
[1]
Nissan Silvia
201
Production 19651968 554 produced 2-door coupe Datsun CSP311 platform 1.6L R OHV I4 4-speed manual 2,280mm (89.8in) 3,985mm (156.9in) 1,508mm (59.4in) 1,275mm (50.2in) 977kg (2,150lb) Datsun Fairlady SP311
Bodystyle Platform Engine Transmission Wheelbase Length Width Height Curbweight Related
The Nissan Silvia CSP311 made its public debut at the Tokyo Motor Show in September 1964 as the "Datsun Coupe 1500". The introductory model was a hand-built coupe based on the Fairlady convertible, styled with input from Count Albrecht Goertz. The CSP311 was powered by the 96hp 1.6L Nissan R series engine. The engine was equipped with twin SU carburetors. Production ceased in 1968 after a mere 554 were made (mainly in 1965), every one unique with hand-formed body panels. Most of the cars remained in Japan; however, 49 examples were exported to Australia and another 10 went to other countries. The low production numbers and tedious method of construction assured each car was unique and valuable; this is reflected by the car's purchase price of almost twice as much as the next model in the manufacturer's lineup at the time. After production ceased in 1968, the name Silvia would not grace another Nissan until 1974.
S10
S10
Alsocalled
Datsun 200SX (US) Datsun 180SX 19751979 2-door fastback Nissan S platform 1.8L L18 SOHC I4 2.0L L20B SOHC I4
Production Bodystyle Platform Engine
Nissan Silvia
202
Transmission 3-speed 3N71 automatic 5-speed manual 2,340mm (92.1in) 4,135mm (162.8in) 1,600mm (63.0in) 1,300mm (51.2in) 990kg (2,200lb) Datsun B210
Wheelbase Length Width Height Curbweight Related
The S10 was the first Silvia built on the S platform. This was "Nissan's compact, rear-wheel-drive, sporty car platform".[2] The S10 featured more "traditional" lines than similar offerings from rivals Toyota and Mazda and was summarily less popular with consumers in most markets. In Japan it was fitted with an L18 I4 engine, which it shared with the Datsun 610/Bluebird 180B. In the North American market a version incorporating the larger-displacement L20B was offered as the 200B of the same series Bluebird. This model was affixed with the mandated 5mph (8.0km/h) bumpers and badged as the Datsun 200SX. The S10 Silvia and Datsun 200SX were based on the B210. Its success in both markets was limited, most buyers opting for the Celica over what was considered the more mundane S-Chassis. The car had the same drivetrain as the cult-classic 510, but with cart springs in the rear rather than the 510's IRS. Its appearance seems to be influenced by the 19701975 Citron SM.
Rear view
S110
S110
Nissan Silvia
203
Alsocalled Nissan Silvia (S110) 2-door coupe Nissan Gazelle 3-door hatchback Datsun 200SX (United States & Canada) Datsun Sakura (Mexico) Datsun 180SX 19791983 2-door coupe 3-door hatchback Nissan S platform 1.8 L SOHC Z18ET I4 2.0L SOHC Z20E I4 2.2L SOHC Z22E I4 2.0L DOHC FJ20E I4 2.4L DOHC FJ24 I4 (240RS) 3-speed automatic 5-speed manual 2,400mm (94.5in) 4,400mm (173.2in) 1,680mm (66.1in) 1,310mm (51.6in) 1,105kg (2,440lb)
Production Bodystyle
Platform Engine
Transmission
This iteration of the Silvia (sold in United States and Canada as the Datsun 200SX and in Mexico as the Datsun Sakura), available as a 2-door hardtop coupe and a 3-door hatchback, was uniquely progressive in that it was originally intended to feature a rotary engine, designed and built by Nissan. The resulting unit was fairly unreliable, and forestalled production. Coincidentally, it shared a chassis code Nissan Silvia coupe with FJ20E DOHC engine with the also ill-fated Mazda Cosmo, first Japanese production car to feature a rotary engine. The car was redesigned shortly after it was released and the Wankel power plant was replaced by a line of conventional piston engines based on the new Z-series engine. These included the Z20 and the turbocharged and fuel-injected Z18ET, although the latter of the two was only available to the Japanese domestic market. In USA/Canada the 200SX had the Z20E with H165 rear axle from 1979 to 1981. From 1982 to 1983, it had a Z22E engine with H190 rear axle. Vehicles with engines over 2000cc are still considered "compact" vehicles under Japanese regulations regarding engine size.
Nissan 240RS
This generation saw the introduction of the Nissan 240RS (BS110), a coupe fitted with the 2.4-liter DOHC FJ24 engine. The 240RS was built between 1983 and 1985, its production extending the end of the S110 itself. The resulting machine became Nissan's official rally car in the World Rally Championship from 1983 to 1985, and finished 2nd in the 1983 New Zealand Rally.
240RS
Nissan Silvia
204
240RS
S12
S12
S12 "200SX" (Mark I) Alsocalled Nissan 180ZX (Sweden) Nissan 200SX (North America) Silvia (EU and JP) Nissan Gazelle 1984-1988 2-door coupe 3-door hatchback FR layout Nissan S platform 2.0L SOHC CA20E I4 1.8L SOHC Turbo CA18ET I4 1.8L DOHC Turbo CA18DET I4 3.0L SOHC V6 VG30E 2.0L DOHC FJ20E I4 2.0L DOHC Turbo FJ20ET I4
Nissan Silvia
205
Transmission 5-speed manual 4-speed L4N71/E4N71 automatic 2,425mm (95.5in) 1984-86: 4,430mm (174.4in) 1987-88: 175.6in (4,460mm) 1984-86: 1,660mm (65.4in) 1987-88: 65.7in (1,669mm) 1984-86: 1,330mm (52.4in) 1987-88: 50.4in (1,280mm) 1,170kg (2,600lb) Nissan 300ZX (Z31)
Wheelbase Length
Width
Height
Curbweight Related
The S12 was produced from 1984 to 1988, with revisions to the exterior trim in 1987 (referred to as "Mark II"). It was sold in two configurationsa coupe (often called a "notchback" due to the side profile view of its rear window section) and a hatchback version. A number of different engines were equipped in the S12 chassis, depending on production year and more specifically on the geographic market. These engines borrowed from previous designs, or in some cases, inspired future engine platforms (with the exception of the FJ series, which was designed solely with Rally competition in mind). For instance, the CA series initially borrowed design cues from the NAP-Z series. The CA18DET's DOHC head design was similar to that utilized in the later "RB" engine series, the inline-six engine that powered the Skyline GT-Rs. Certain trims had the S12 equipped with an optional V6 engine also shared by the 300ZX (Z31) of the same vintage; this engine would be augmented with dual cam heads for the Z32 and later evolve into the engine used in the 350Z.
North America
The S12 chassis in North America was badged as a "200SX". The Coupe was available with a 2.0L SOHC engine (CA20E), while the hatchback received both the 2.0L SOHC engine, and a 1.8L SOHC Turbo (non-intercooled) engine (CA18ET). For 1987 in the United States, Nissan discontinued putting the 1.8 Turbo into the fastback, and created the "SE" model which had the 3.0L SOHC V6 engine (VG30E), generating 160hp (120kW) and 165hp (123kW). This was the same engine offered in the non-turbo 300ZX for that generation. For 1988 the "SE" model received a 5hp (3.7kW) gain from using the later "W" series revisions of the VG30E with a total output of 165hp (123kW) while torque remained the same.
Europe
The S12 chassis in Europe was badged as a "Silvia", with notable exception of Sweden where it was sold as a "180ZX". This is a curiosity because "ZX" is traditionally associated with the Nissan Z platform. The European S12 was available only in the hatchback configuration, with the the same 1.8L SOHC Turbo (CA18ET) used in North America, and in some areas the 2.0L DOHC "FJ" engine (FJ20E). The "FJ" engine series was originally designed for the 240RS rally race car as a 2.4L carburated system (FJ24), and was underbored to 2.0L. It also saw use in the "DR30" Nissan Skyline chassis, in both turbocharged and naturally aspirated versions.
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206
Australia
The S12 chassis in Australia was badged as a Gazelle. The Australian Gazelle was available in both the coup and hatchback. It was equipped with the same 2.0L SOHC engine (CA20E) found elsewhere in the world.
Japan
The S12 chassis in Japan was badged as both a Silvia and a Gazelle. The Gazelle was produced so that Nissan's different dealership networks in Japan could all carry the Silvia. There are minor cosmetic differences. Both the S110 and S12 Silvias have a Gazelle counterpart. The S12 Silvia in Japan was available in a hatchback as a basic model only, or as a coup in base, RS, and RS-X trims. The S12 Gazelle was strictly a hatchback, available in regular, RS and RS-X variants. The RS was equipped with the 2.0L DOHC "FJ" engine (FJ20E), while the RS-X was equipped with the same engine in a turbocharged version (FJ20ET). In 1987 Nissan discontinued the FJ Series engine in the S12 and installed the updated version of the older CA, with dual cams and a bigger turbochargerthe CA18DET.
Revisions
The S12 chassis in 1984-86 is referred to as "Mark I", with "Mark II" as a revision in '87. Below lists the description of both. Mark I The first trim of the S12 chassis. Bumpers featured matte-finish raised surfaces, and sides featured half-inch rubstripping. Cars featured a honeycomb radiator grille, and long corner lights. The RS-X trim in Japan and Europe received a hood bulge accent to accommodate the oversized dimensions of the FJ20E/ET engine, and featured a faux front vent with monogram (either FJ20, DOHC, or TURBO); In North America, the 1984 Turbo came with a "TURBO" monogrammed hood bulge accent, although all subsequent North American Mark I hoods were flat regardless of trim. In some markets, the 1984 and 85 could be had with a foam rubber deck spoiler. In 1986 the foam rubber deck spoiler was changed for a fiberglass version with an integrated third brake light. Some hatchbacks and all Turbo models came with ground effects, as did the RS-X coupes These had a combination of plastic mudflaps (monogrammed as either "NISSAN", or "SILVIA" in applicable markets) and accommodating foam rubber sideskirts, as well as a foam rubber lower deflection lip. 1984 year foam rubber sideskirts featured the "NISSAN" monogram. Mark II In 1987, the bumpers were updated, and the matte finished surfaces were eliminated for a more uniform surface. Rubstripping was increased to 2-inch height w/ scribe detailing. The honeycomb radiator grille was replaced with a slatted version that spanned the entire front end (previous was shorter), and cornerlights were shortened. The "SE" model and the Turbo (Canada, Europe) came with new fiberglass ground effects and mudflaps, painted in the color of the car, and a new and more pronounced lower deflection lip in the front. All Mark II S12's received a new reverse-cowl hood bulge design to accommodate clearance for the 3.0L V6. Optional rear mudflap accents were available.
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207
Drivetrain
Engine
CA18ET Aspiration Valvetrain Cylinders Displacement Max Power Single turbo SOHC 8-valve 4 1809cc 120hp @ 5200 rpm CA18DET Single turbo DOHC 16-valve 4 1809cc 169hp @ 6400 rpm CA20E Natural SOHC 8-valve 4 1974cc 102hp @ 5200 rpm FJ20E Natural DOHC 16-valve 4 1990cc 148hp @ 6400 rpm FJ20ET Single turbo DOHC 16-valve 4 1990cc 188hp @ 6500 rpm VG30E Natural SOHC 12-valve 6 2960cc 160hp @ 5200rpm (1987) 165hp @ 5200rpm (1988)
Max Torque
134ftlb (181.7Nm) 156ftlb (211.6Nm) 116ftlb (157.3Nm) 136ftlb (184.4Nm) 173ftlb (234.6Nm) 174ftlb (235.9Nm) @ 4000 @ 3200 rpm @ 4000 rpm @ 3200 rpm @ 4800 rpm @ 4800 rpm rpm Rear-wheel drive 4-speed automatic / 5-speed manual
Drivetrain Transmission
Drivetrain variations
Code Name Style Years Engines Ring Gear Size Limited Slip Ratio H190 Solid Axle 1983-1984 CA20E 7.5" No 4.11:1 & 3.90:1 (Auto & manual) R180 Independent 1985-1988 CA20E 7.0" No 4.11:1 R200 Independent 1984-1988 CA18ET CA18DET VG30E FJ20E FJ20ET 8.0" No (Most) Yes (Some FJ20ET models) 4.11:1 & 3.90:1(VG30E models only)
Special Editions
In Europe, a limited-run (~50 units) version of the S12 was produced and sold as the "Silvia Grand Prix" model. Based on a Mark I chassis, it was powered by the FJ20E (with a few known to be sold with the CA18ET), and featured molded-in fiberglass wide body fenders and quarter sections and special edition wheels. The widebody exterior grabs design cues from popular European rally car platforms of the time (e.g. Audi Quattro, BMW M3 Sport Evolution, Renault 5 Turbo 2, etc.), although Nissan's choice of the FJ20E over the FJ20ET suggests this was more of a "rally inspired" car rather than a serious performance trim. The Silvia Grand Prix holds the distinction as the rarest incarnation of the S12, and is generally considered something of a collector's item. The Mark II revision of the S12 chassis marked the end of the Silvia Grand Prix.
Nissan Silvia Grand Prix
Nissan Silvia
208
Motorsports
The elimination of Group B from the World Rally Championship signified the end of Nissan's FJ24-powered 240RS. The FJ20ET-powered Silvia RS-X of 1986 would have been Nissan's first choice, however there was an insufficient number of that exact trim sold in Japan to meet the WRC's Homologation requirements (5,000 units or greater). Nissan had to quickly find a car to replace the 240RS. The North American 1987 200SX SE V6 was chosen and competed in 1986-89 as a 200SX. Nissan's creation and choice of this car ensured Nissan Silvia 200SX 1988 Safari Rally runner-up they could sell 5000 cars required for WRC Homologation. The S12 car "SE" trim's V6 held particular appeal to the North American market, allowing Nissan to sell well over 5000 cars to a single specification. The V6 was a very unusual choice as the WRC was dominated by 4-cylinder 2.0 L turbocharged engines, although it is interesting to note that for similar reasons Toyota entered WRC with the 6-cylinder Supra at the same time. The 200SX achieved a 1st place in the 1988 Ivory coast rally [3] and 2nd place for two years running in the very challenging Safari Rally 1988 [4] and Safari Rally 1989 [5] .
S13
S13
Alsocalled
Nissan 200SX (Europe) Nissan 240SX (North America) 19891994 2-door coupe 3-door hatchback 2-door convertible Nissan S platform 2.4L KA24E I4 2.4L KA24DE I4 2.0L SR20DET I4 2.0L SR20DE I4 1.8L CA18DE I4 1.8L CA18DET I4 4-speed automatic 5-speed manual
Platform Engine
Transmission
Nissan Silvia
209
Wheelbase Length Width Height Curbweight Related 2474 mm (97.4 in) 4521 mm (178 in) 1689 mm (66.5 in) 1290 mm (50.8 in) 1224kg (2700lb) Nissan Cefiro Nissan Skyline Nissan 180SX Sileighty
The S13 Silvia, introduced in mid-1988 for the 1989 model year, was immensely popular in Japan. The Silvia name was no longer used on export models, however; European models were now known as 200SX. In North America, the S13 was known as the 240SX. The Nissan 200SX nameplate would return on a 3 door hatchback version of the B14 Nissan Sentra (199599). The S13 was based on the first generation Nissan Cefiro, the A31. Following industry trends, the S13 Silvia switched to relampable fixed headlights. Projector optics were offered as an option. The S13 Silvia coupe was made from 1988 to 1994, overlapping with the S14 Silvia introduced in 1993. The Nissan Silvia used fixed headlights; whereas, the 180SX, simply a hatchback version of the Silvia, introduced at the same time used pop-up headlights. The 180SX was made until 1998. A Silvia convertible was briefly offered soon after the start of production, but it was never popular, perhaps due to high cost (3.25 million Yen in 1988), heavier curb weight, and chassis flex. The S13 was one of the first uses of Nissan's multi-link rear suspension, the technology of which was previewed in concept cars in previous years, such as the Nissan MID4. It also offered a four-wheel steering system for the first time, known as HICAS-II. In 1990, HICAS-II was updated and renamed SuperHICAS. The S13 also saw the introduction of a viscous-type limited slip differential for some models. S13 Silvias were initially powered by the CA18DE and CA18DET engines carried over from the end of S12 production, with an intercooler added to the CA18DET for a slight increase in stability and power. In mid 1990, (for the 1991 model year) the SR20DE and SR20DET engines debuted, offering improvements across the board in power and torque due to increased displacement and a more efficient turbocharger than was offered on the previous cars. One of the other simple changes that was made between the CA generation and the SR generation was the switch to a single colour paint job, instead of the two-tone colour sets that were previously offered. On top of this, the SR motor later debuted another variant of the platform known simply as the "purple top". Identifiable by its black and silver rocker-cover (as opposed to the traditional red/silver cover), it featured a number of minor changes, resulting in little performance gain. It is vastly different to the more powerful "black top" used in the S14 and S15 variants. In the U.S. the S13 was replaced after the 1994 model year by the new S14 design, but lived on till 1999 in Japan with a major face lift, the 180sx Aero (Type X). this was the "Kouki" generation, while the previous was "Chouki" gen. The Kouki featured newly design tail lights a redesigned aero body kit and out fitted with an airbag . In 1998, the S13 Silvia was resurrected, in part. A variant was produced by Kid's Heart for Nissan called the Sileighty, which featured the 180SX body with the front end from the Silvia. The Sileighty style was originally created by Japanese enthusiasts for their own 180SX's, and is still a common modification for the 180SX and 240SX fastback. The Sileighty also made an appearance in a Japanese anime and manga series known as Initial D. The series (based around the Japanese motor sports of Touge and drifting) featured the Sileighty in one of the last battles of the First Stage (or first season in the anime). The creation of the Sileighty then followed by another version of the Silvia known as the Onevia. Based on the chassis of the S13, the front end of the Silvia would be removed and replaced with the front end of a 180SX. The Onevia was never retailed as a complete car in Japan (though it was in North America: the notchback version of the 240SX was essentially a left hand drive version of the Silvia with the 180SX/240SX nose)
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210
Trim level designation

The S13 Silvia was the first S-series car to use the J's, Q's, and K's (references to the face cards of English playing cards) designations for the different trim packages. The J's was the base model . The Q's model offered a slightly more refined experience and received electric options and an available LSD. The K's grade received the turbocharged CA18DET or SR20DET (depending on the year of manufacture) in addition to the options offered on the Q's. On top of the K's and Q's models, the Club and Diamond Selection packages came with specific options bundled together. For example, all K's Club Selections came with projector headlamps, a rear spoiler, and 15" aluminum wheels while all Q's models came out with Automatic Climate Control. The Silvia A's "Almighty" was introduced in late 1992. Trim wise, the Almighty slotted between the J's and Q's, offering options not available on J's, but not including all the standard features of Q's. The only available engine/transmission was the naturally aspirated SR20DE coupled with the 4-speed automatic or a 5-speed manual.
S14
S14
Alsocalled
AREX Elite 901 Nissan 200SX Nissan 240SX (North America) 19952000 (19951998 in U.S.) 2-door coupe Nissan S platform 2.4L KA24DE I4 2.0L SR20DE I4 2.0L SR20DET I4 4-speed automatic 5-speed manual 2525 mm (99.4 in) 4498 mm (177.0 in) 1727 mm (68.0 in) 1288 mm (50.7 in) 1253kg (2762lb)
Production Bodystyle Platform Engine
Transmission
Nissan Silvia The S14 Silvia debuted in Japan towards the end of 1993. It was lower and wider than the S13. New rounded styling contributed to the illusion of a greater increase in size than actually occurred. Wheelbase and track were both increased, leading to slightly improved handling. Unlike export markets, where sales of the S14 chassis variants faltered, the Silvia remained popular in Japan. Trim level designations were similar to the S13, however the Club Selection package was dropped. "Aero" variants of the Q's and K's were offered that featured large rear wings and mild ground effects. The S14 Silvia K's received a new version of the SR20DET, with a slight bump in power due to the implementation of Nissan's variable cam timing system known as N-VCT, on the intake cam, and a larger T28 turbocharger. There was a mild styling update to the S14 during 1996, which added aggressive-looking projector headlamps and tinted taillights to all models. Fascias and other exterior trim pieces were also revised. The turbocharger now used a more efficient ball bearing center section. This updated version is also known as the kouki ( , literally "later period") S14, or by enthusiasts as the S14A. A similar car was sold as the second generation 240SX in the United States from 1995 to 1998. The final model year of S14 production in all markets was 2000, called the Touring Model, which had a better engine, pistons and a high throttle on lower gears. The S14 was sold in Taiwan as the AREX Elite 901 and in Terranea Palos Verdes.
211
270R
The Nismo 270R was a limited edition vehicle developed by Nissan Motorsports. The vehicle was built on the S14 chassis but had many enhancements over the Silvia. Only fifty 270Rs were ever built and they were only produced in 1994. The '270' is in reference to the horsepower of the unique car as opposed to the displacement of the engine (as other vehicles, including the 240sx, were previously named upon). The 270R featured a vented hood, Nismo 'Edge' Aero kit, heavy duty clutch, 2-way limited slip differential, and a front mount intercooler, NISMO logo front and rear seats among other upgrades. All the 270s were painted black with 'Nismo 270R' badging above the rear wheels and a product numbered plaque in the glove compartment.
Autech Version K's MF-T

Tuning company Autech, has a tuned adaption of the CS14 King's variant. This includes Aero style HUD with white displays and gauges for oil pressure, boost, and voltage in the centre console, along with a MOMO steering wheel and leather gear knob. The interior trim is also revised. Handling improvements include multi-link suspension, firmer shocks and springs, front strut brace, and a rear sway bar. A large F40 style rear spoiler and aero bodykit with Autech indicators are also fitted. An "Autech Version K's MF-T" badge and sticker can be found on the boot. An IHI ball bearing turbo (VN14) was fitted in favour of the Garrett T28 for slightly quicker response and flow. Larger 480 cc Injectors found in the later S15 Spec R's were also fitted as well as a thicker 80mm intercooler also found in S15's. To help expel exhaust, a higher flowing Fujitsubo Giken (FGK) exhaust was fitted. The engine is an Autech-tuned SR20DET that produces 182kW (245hp/250PS). According to the Autech website, the vehicle is still available at a cost of 2.99 million yen (US$26,875).
Nissan Silvia
212
S15
Nissan Silvia (S15)
Alsocalled
AREX Elite 951 Nissan 200SX 19992002 None 2-door coupe 2-door convertible FR layout Nissan S platform 2.0L DOHC-I4 (SR20DE), 165 PS 2.0L DOHC Turbo-I4 (SR20DET), 250 PS
Production Successor Bodystyle
Transmission 5-speed manual 6-speed manual 4-speed automatic Wheelbase Length Width Height Curbweight 99.4in (2,525mm) 175in (4,445mm) 66.7in (1,694mm) 50.6in (1,285mm) 26502800lb (12001270kg)
Japan saw a new version of the Silvia (S15) in 1999, now boasting 250hp (184kW) from its SR20DET engine, thanks to a ball-bearing turbocharger upgrade, as well as improved engine management. The SR20DE (non-turbo motor) featured 165hp (121kW). The S15 Silvia included aggressive styling inside and out, updating the previous Silvia styling in-line with modern car design trends. The S15 Silvia model lineup was initially simplified to just the Spec-S and Spec-R, both models offering an "Aero" variant with a large rear wing and side skirts/valances. This generation of the Silvia was only sold in Japan, Australia and New Zealand but was available as a grey import in most other countries. In Australia and New Zealand the car was sold as the Nissan 200SX. Within the Australian domestic market (AUDM), the S15 sold in 2 trim levels as noted above; Spec-S and Spec-R however both models featured the SR20DET motor, albeit slightly detuned from the JDM spec cars. Nissan S15s
Nissan Silvia were never officially sold with the naturally aspirated SR20DE engine in Australia or New Zealand. These two models were available at Nissan showrooms until the Nissan 200SX GT was introduced in 2002, the last year of production for the S15. Main differences here were namely the wheels being finished in a silver shadow chrome and updated larger rear wing.
213
New Zealand S15 200SX
The S15 was sold in Taiwan as the AREX Elite 951. As of 2002, Nissan stopped producing the S platform with the S15-series Nissan Silvia being the final variant.
Variants
Spec-R The Spec-R differed from previous Silvia models by featuring a 6-speed manual transmission. The Spec-R also included extensive chassis and suspension strengthening via the use of larger anti-roll bars and strut bracing. The S15 featured the same 4-piston front brake calipers that were found in the S14 but included a larger brake booster. One of the biggest changes to the S15 model of the Silvia fitted with the 6-speed manual transmission was the implementation of a helical limited slip differential. The result was a safer, more track suited drive; in some contrast to its drifting heritage and subsequent media attention. All other versions of the Silvia (S14, S15 Spec S JDM) came with the viscous limited slip differential. As with many Nissans, HICAS (High Capacity Active Steering) four-wheel steering was available as an option. Spec-S The Spec-S featured only a 5-speed manual transmission (in addition to a 4-speed automatic available on both the Spec-S and the Spec-R). It also lacked the additional chassis support of the Spec-R; featured 4-piston front brake caliper and a slightly smaller brake booster. The Spec-S also only featured open differential. Note that Australian delivered Spec-S models featured the same helical differential, chassis bracing and 6sp manual transmission as the Australian delivered Spec-R models.[6] The S15 line was later expanded to include various luxury and upgrade option packages for both the Spec-S and Spec-R. Autech, a specialty car developer, also offered several tuned versions of the S15; one with body and interior
Nissan Silvia trim modeled after the Ferrari 456, called the style-A, available in both Spec-S and Spec-R based trims; and a second tuned version was based on the Spec-S trim level with the engine output increased to 200hp (150kW) through the use of increased compression, more aggressive camshafts, and free-breathing intake and exhaust tracts, along with ECU tuning and upgrades to the chassis and suspension. This version also included the 6-speed transmission and other upgrades normally found only in the Spec-R. There was also a convertible variant of the Silvia, called the Varietta, featuring a folding retractable hardtop. The Varietta was built by Autech and was based on the Spec-S model, featuring the same naturally aspirated engine, with a choice of the 5-speed manual transmission or the 4-speed automatic transmission. Production of the Silvia ended in August 2002 amidst Nissan's efforts to reduce its myriad of platforms. The S15 Silvia was therefore the last car to hold the Silvia badge. Nissan's worldwide sports car platform is now the FM Platform, which underpins the current Fairlady Z (the 350/370Z outside Japan), as well as the 2001Present Nissan Skyline (the Infiniti G35/37 in North America).
214
Motorsports
The S-series is a popular drift car, especially the S13 through S15 vehicles. The car has enjoyed success in the sport, having won 7 D1 Grand Prix championships with 5 different drivers driving the S15 (Nobuteru Taniguchi:2001; Ryuji Miki:2004; Yasuyuki Kazama:2005; Masato Kawabata:2007; Youichi Imamura:2009,2010,2011) and a Formula D championship with Daijiro Yoshihara driving the S13 in 2011. Silvias have been raced successfully in the All-Japan Grand Touring Car Championship (now Super GT) and its predecessors. In the late Eighties, when Group B was banned, S110 and S12 S15 Silvia of 2004 D1GP champion Ryuji Miki Silvias also saw limited success in rallying, mainly on endurance rallies. During the S13's production, there was a one-make series in Japan. The S13s were also successful in racing in the IMSA GTU class during the early 1990s.
References
[1] [3] [4] [5] Australian Motor Manual's 1967 Road Test Annual, page 40 http:/ / www. rallybase. nl/ index. php?type=result& rallyid=199 http:/ / www. rallybase. nl/ index. php?type=result& rallyid=192 http:/ / www. rallybase. nl/ index. php?type=result& rallyid=179
External links
SXOC (http://www.sxoc.com/vbb) UK 200sx owners club Nissan Silvia S15 (http://history.nissan.co.jp/SILVIA/S15/0201/index.html)Archive of Nissan's official site for the S15 Silvia. (Japanese) Club-S12.org - International Nissan Silvia/Gazelle/200SX S12 Site (http://club-s12.org) - International Nissan S12 Chassis specific site. Nissan Silvia (http://www.nissansilvia.com)Australian Nissan Silvia Club. SilviaWA (http://www.silviawa.com) - Nissan Silvia Car Club of Western Australia Zilvia (http://www.zilvia.net) - S chassis and Z chassis owners History of the Silvia (http://autospeed.com/cms/A_111229/article.html) Autospeed Magazine (note: some technical inaccuracies and minor nomenclature errors)
Scion tC
215
Scion tC
Scion tC
Manufacturer Production Modelyears Assembly Class Bodystyle Layout Platform Related
Toyota Motor Corporation 2004present 2005-present Tsutsumi, Japan Compact 3-door liftback FF layout Toyota "T" Toyota Avensis
The Scion tC is a compact car manufactured and sold by Scion, a division of Toyota. Introduced in the United States in June 2004 and Canada in 2010. The name tC does not fit in with its stablemates the xA, xB, and xD, because the name XC designation has already been used by Volvo for its lineup of sport utility vehicles. According to Scion, tC stands for touring coupe [citation needed]. The tC is sold as the Toyota Zelas, in the Middle East, China, Central, and South America.[1] It is not sold in Japan.
First generation
Scion tC series ANT10
Production
20042010
Scion tC
216
Modelyears Engine 2005-2010 2.4L 2AZ-FE straight-4
Transmission 4-speed automatic 5-speed manual Wheelbase Length Width Height Curbweight 106.3in (2,700mm) 174.0in (4,420mm) 69.1in (1,755mm) 55.7in (1,415mm) 2,905lb (1,318kg) (manual) 2,970lb (1,350kg) (automatic)
Toyota debuted the production tC at the January 2004 NAIAS with sales beginning in June 2004 as a 2005 model year. The Scion tC was designed to appeal to the Millennial market.[2] Toyota hoped to do so by making standard features numerous and optional features extremely easy to add. The Scion tC shares its chassis with the Avensis[3] and uses a MacPherson strut front and double wishbone rear suspension. Its low price (base MSRP of US$17,670 for the 2009 model with manual transmission) is a major feature, as well as the pure "monospec" pricing marketing style that Toyota has adopted. This generation was not sold in Canada. Major standard equipment included power windows, cruise control, air conditioning, keyless entry, mirror-mounted turn signal lights, four-wheel anti-lock disc brakes, a 160-watt Pioneer sound system with CD player, 17-inch alloy wheels, and a panoramic moonroof. The tC received a minor facelift in 2007 for the 2008 model year that included a revised grille and new head- and taillights. A bare-bones version of the Scion tC known as the Spec Package was offered without many of the standard accessories. The Scion tC Spec Package replaces the 17-inch (430mm) alloy wheels with 16-inch (410mm) steel wheels and seven spoke wheel covers. The glass roof is fixed in place and the steering wheel is made of urethane instead of wrapped leather and lacks stereo controls; cruise control is also not offered and many other minor interior and exterior changes. This model, which is meant to serve as a blank slate to the tuner market, was offered in only four colors: Super White, Flint Mica, Black Sand Pearl and Classic Silver Metallic. MSRP was $1,400 less than the standard model. The Spec Package was discontinued for the 2009 model year.
Specifications
Engine: 2.4L Dual Overhead Cam (DOHC) 16-valve 4-cylinder with VVT-i, compression ratio of 9.6:1 for the 2005/06 models and 9.8:1 for 2007-2010. Displacement: 2362 cc Power: 161hp (120kW) @ 6000 rpm (2007MY+) / 160hp (119kW) @ 5700 rpm (2005-06MY) Torque: 162lbft (220Nm) @ 4000rpm (2007MY+) / 163lbft (221Nm) @ 4000 rpm (2005-06MY) 200hp (149kW) / 185lbft (251Nm) with TRD Supercharger Transmission: Standard 5-speed manual transmission or optional 4-speed electronically controlled automatic transmission (2008-2010 automatic transmissions are labeled as "4 speed sequential" transmission in the Scion brochure) Curb weight: 2,970lb (1,350kg) (automatic); 2,905lb (1,318kg) (manual) Fuel tank: 14.5US gal (55L; 12impgal) EPA ratings for manual transmission: 20mpg-US (12L/100km; 24mpg-imp) city / 27mpg-US (8.7L/100km; 32mpg-imp) hwy (2007MY+); 19mpg-US (12L/100km; 23mpg-imp) city / 27mpg-US (8.7L/100km; 32mpg-imp) hwy (2005/06)
Scion tC EPA ratings for automatic transmission: 21mpg-US (11L/100km; 25mpg-imp) city / 29mpg-US (8.1L/100km; 35mpg-imp) hwy (2007MY+); 20mpg-US (12L/100km; 24mpg-imp) city / 27mpg-US (8.7L/100km; 32mpg-imp) hwy (2005/06) Performance 0-60mph 7.4sec. 1/4 mile (~400 m) 15.6 s @ 89.9mph (144.7km/h)[4] 1/4 mile (~400 m) 14.2 (TRD Supercharger)
217
Safety
NHTSA crash test ratings (2006)[5] Frontal Crash Test - Driver: Frontal Crash Test - Passenger: Side Impact Rating Side Impact Rating - Rear: Rollover Rating:
The Insurance Institute for Highway Safety (IIHS) gave the Scion tC an "Acceptable" overall score in both the frontal offset and side impact crash tests.[6][7] All Scion tCs come standard with 4-wheel disc brakes with anti-lock brakes. For 2008 models, front seat-mounted side torso airbags, front and rear side curtain airbags, and a driver's knee airbag became standard. Front passenger classification was also added, allowing dual stage control of airbag release dependent upon the weight of the passenger.[8] Vehicle Stability Control is not offered.
Toyota Racing Development (TRD)

Similar to many other models of Toyota/Lexus/Scion, there are many upgrades available through the in house tuning shop Toyota Racing Development (TRD). Currently TRD produces performance parts such as lowering springs and racing struts, full coilover suspension systems, performance brake kits, rear sway bars, front strut tower bars, limited-slip differentials, upgraded clutches, axle-back exhausts and cold-air intakes for the Scion tC. Other cosmetic accessories such as TRD branded valve covers and oil caps are also offered. TRD also offered a supercharger which is a rebadged Vortech supercharger that is capable of putting out 20psi (1.4bar), although when installed by a dealership and under warranty it is set at 6psi (0.4bar). Starting in 2008, Scion began making the supercharger with tamper-proof pulleys. As of mid-2009, TRD has discontinued production of superchargers for the Scion tC.[9]
Release Series line

Beginning in late spring 2004, Scion launched the Release Series (RS) line, limited quantities of their current vehicles pre-packaged with individual numbered badging, exclusive accessories, and other special features. Their exterior colors were bright hues (i.e. orange, yellow, red, blue, green). 2005 tC RS 1.0 only available in Absolutely Red with 2,500 units produced[10] 2006 tC RS 2.0 only available in Blue Blitz Mica with 2,600 units produced[11]
2005 Scion tC RS 1.0
Scion tC 2007 tC RS 3.0 only available in Blizzard Pearl with 2,500 units produced[12] 2008 tC RS 4.0 only available in Galactic Gray Mica with 2,300 units produced[13] 2009 tC RS 5.0 only available in Gloss Black with 2,000 units produced[14] 2010 tC RS 6.0 only available in Speedway Blue with 1,100 units produced[15] 2012 tC RS 7.0 only available in High Voltage Yellow with 2,200 units produced[16] 2013 tC RS 8.0 only available in Absolutely Red with 2,000 units produced[17]
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Second generation
Scion tC series AGT20
Alsocalled Production Modelyears Engine
Toyota Zelas (Central America, China, Middle East, South America) 2010present 2011present 2.5L 2AR-FE straight-4
Transmission 6-speed automatic 6-speed manual Wheelbase Length Width Height Curbweight 106.3in (2,700mm) 174.0in (4,420mm) 70.7in (1,796mm) 55.7in (1,415mm) 3,090lb (1,402kg) (Manual) 3,160lb (1,433kg) (Auto)
Scion tC
219 In February 2009, Scion Vice President Jack Hollis announced a new tC replacement would arrive within two years.[18] The second-generation tC is built from the third-generation Toyota Avensis platform.[19]
The replacement model debuted at the April 2010 New York Auto Show, and it was scheduled to appear in U.S. dealerships in October Scion tC 2010. It was to be equipped with a 2.5 liter I4 2AR-FE engine producing 180hp (130kW) and 174lbft (236Nm), once again carried over from the Toyota Camry.[20] Visually, the second generation is a toned-down variant of the Scion Fuse concept, featuring a similar rear quarter-panel window line and xB-style blacked-out A-pillars. However, taillights, headlights, and nose treatment are less radical. The 2011 tC continues to have an all-glass roof, roomy interior, and hatchback design. Other changes include a wider track, standard 18-inch (460mm) wheels, larger brake discs, and a performance-tuned electric power steering system.[21] The Scion tC now comes standard with Vehicle Stability Control. It should also be noted that all measurements from the first generation to second generation are the same, with the exception of the width, which is increased from 69.1 to 70.7. Scion expects to sell 35,000 to 45,000 units in the U.S. in 2011, which was reduced from an earlier forecast of 40,000 to 50,000 units, but still expected to at least double what was sold in 2009.[22] At the 2010 Abu Dhabi Motor Show, the Scion tC was introduced for sale in the Middle East under the Toyota Zelas nameplate, with an aggressive body kit not featured on the Scion tC.[23] The 2011 tC was among the first Scions in Canadian showrooms, along with the xB and xD, appearing by March 2011. The facelifted 2014 Scion tC was revealed at the 2013 New York Auto Show.
Specifications
Model Engine Power Torque Transmission 0-60 1/4 mile EPA fuel economy ratings Weight Fuel tank Tire size
Scion [] tC
2.5L 180hp 173lbft 6-speed 2AR-FE (134kW) (235Nm) manual I4 @ 6000 @ 4100 transmission (gasoline) rpm rpm 6-speed automatic transmission with manual shift mode
23mpg-US 15.1s @ [] (10L/100km; 92.4mph 28mpg-imp) city / 31mpg-US [] 7.4s 15.8s @ (7.6L/100km; [] 88mph 37mpg-imp) hwy 6.5s
[]
3,060lb 14.5US 225/45R18 (1,390kg) gal (55L; -3,093lb 12impgal) (1,403kg) 3,102lb (1,407kg) - 3,160lb (1,430kg) 3,086lb (1,400kg) -3,142lb (1,425kg) 215/50R17
Toyota [] Zelas
178hp 172lbft (133kW) (233Nm) @ 6000 @ 4100 rpm rpm
Scion tC
220
Safety
NHTSA crash test ratings (2011)[24] Frontal Impact - Driver: Frontal Impact - Passenger: Side Impact - Driver: Side Impact - Rear Passenger: Side Pole - Driver: Rollover Rating -
Sales
In terms of sales, the Scion tC was once Scion's most popular model and from 2005 to 2007 accounted for almost half of all cars sold under Scion. Its best selling year was 2006.[25]
Calendar Year 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 n/a US Sales [26] [27]
28,062
74,415[citation needed] 79,125 [28]
63,852[citation needed] 40,980 17,998 15,204 22,433 22,666 [29] [30] [31] [] []
Motorsports
With the demise of the Toyota Celica, the Scion tC was used for the Toyota Pro/Celebrity Race held during the Long Beach Grand Prix from 2006 to 2012. There are several tCs in drag racing. Kenny Tran Jotech Motorsports [32]Wikipedia:Link rot, Leslie Armendariz Horizon Motorsports [33]Wikipedia:Link rot, Christian Rado World Racing [34] , and Gary White (formerly Brad Personett)Titan Motorsports [35] . Kenny Tran has been competing in the NHRA Sport Compact drag racing series hotrod class where he garnered the 2007 Scion tC competition car championship. Kenny cut his fastest run with 7.91 ET @ 184mph (296km/h) during a NHRA race at Pomona Raceway. In 2007 and 2008, the Jotech Motorsports team won back-to-back Pro Import Class titles of the Battle Of The Imports drag series. Leslie Armendariz's All-Motor Scion tC pushed a record setting 9.34 @ 143mph (230km/h). Christian Rado claimed 2nd place in the Pro FWD class of the 2008 BOTI nationals, he also later claimed a victory with the first FWD car to pass the seven second
Scion tC mark in a quarter mile with a blistering time of 6.97 seconds. Gary White won second place in the Extreme 10.5" class of the ADRL Battle of the Belts World Finals. A 2011 tC was entered for the Formula Drift season in 2011 and is driven by Fredric Aasbo for Team Need For Speed. The 2AR-FE engine, being 2.5 liters was bumped up to 2.7 liters for over 500hp. For the 2008 Formula Drift year, RS*R converted a Scion tC to rear wheel drive. This was done by taking a Toyota Avensis chassis (which the Scion tC is based on, originally an AWD platform) and converted it into RWD. The car was powered by a tuned BEAMS 3S-GE engine. Ken Gushi previously competed with this vehicle. After talks with team mate Christian Rado, Ken Gushi switched back to the factory 2AZ-FE engine, for the 2010 Formula Drift season.[36] Ken Gushi stated "Chris Rado, my Scion Team mate who runs his famous record tearing Scion tC uses the same base motor (of course for a different application) has proven this motor to withstand numbers up to 900hp, possibly even more."[37] Ken Gushi's tC is now pushing 790hp. For the 2009/10 Formula Drift seasons, Tanner Foust competed using a Rockstar, AEM and Toyo Tire sponsored Scion tC converted to RWD, built by Papadakis Racing. It was powered by a TRD (Toyota Racing Development) built V8 taken from a former TRD Busch Series NASCAR stocker.[38] For the 2008 KONI Challenge season, Dan Gardner and Craig Stanton drove a Scion tC in the Street Tuner (ST) Class. For 2009, a Supercharged tC driven by team owner Dan Gardner was entered in the SCCA World Challenge Touring Car 2 (TC2) class. Scott Webb drove the car to victory, bringing Scion home their first-ever professional win. For the 2010 SCCA World Challenge season, Dan Gardner and Robert Stout drove a pair of supercharged Scion tCs in the Touring Car (TC) class. Robert Stout would win at the 2010 Toyota Grand Prix of Long Beach, giving Scion its first-ever TC class win.[39] In June 2012, Christian Rado used a Team Need for Speed AWD Scion tC at the Palm Beach International Raceway for a lap record of 1:20.810 minutes.[citation needed]
221
References
[24] [32] [33] [34] [35] http:/ / www. safercar. gov/ Vehicle+ Shoppers/ 5-Star+ Safety+ Ratings/ 2011-Newer+ Vehicles/ Vehicle-Detail?vehicleId=457 http:/ / www. jotechracing. com/ newsreleases/ index. asp http:/ / www. horizonmotorsports. com/ http:/ / www. world-racing. com/ http:/ / www. titanmotorsports. com/ camosciontc. html
External links
Official website for Canada (http:/ / www. scionnation. ca/ scion/ vehicles/ tc), UAE (http:/ / www. toyota. ae/ wps/ portal/ !ut/ p/ b1/ vZPJkqpAEEW_xQ-wyWKSWpaCylRMVQhsCF47oQ3YgtLy9c0btt1uXnTmKiNuxs1zI1LIhETI6uJeHoqubOri7fecqbmIiDEzuQhg dl4/d5/L2dBISEvZ0FBIS9nQSEh/), US (http://www.scion.com/#tC)
Subaru Impreza
222
Subaru Impreza
Subaru Impreza
Subaru Impreza (fourth generation) sedan 2.0i-S Manufacturer Production Assembly Predecessor Class Layout Subaru (Fuji Heavy Industries) 1992present Japan: ta, Gunma Subaru Leone Compact Front-engine, front-wheel drive Front-engine, all-wheel drive
The Subaru Impreza is a compact automobile, manufactured since 1992 by Subaruthe automobile division of Japanese transportation conglomerate, Fuji Heavy Industries (FHI). Subaru introduced the Impreza as a replacement for the Leone, with the Leone's EA series engines replaced by the newer EJ series versions. Now in its fourth generation, Subaru has offered four-door sedan and five-door hatchback body variants since 1992; the firm also offered a coupe from 1995 for the first generation only. Mainstream versions have received naturally aspirated "boxer" flat-four engines ranging from 1.5- to 2.5-liters, with the performance-oriented Impreza WRX and WRX STI models uprated with the addition of turbochargers. Since the third generation series, some markets have adopted the abbreviated Subaru WRX name for these high-performance variants. The first three generations of Impreza in North America were also available with an off-road appearance package titled Subaru Outback Sport. For the fourth generation, this appearance package became known as the Subaru XV, and is sold internationally. Subaru has offered both front- and all-wheel drive versions of the Impreza. Since the late-1990s, some markets have restricted sales to the all-wheel drive modeltherefore granting the Impreza a unique selling proposition in the global compact class characterized by front-wheel drive. However, Japanese models remain available in either configuration.
Subaru Impreza
223
First generation (19922000; GC, GF, GM)

First generation
Late-model Subaru Impreza RX sedan (Australia) Alsocalled Production Bodystyle Subaru Outback Sport 19922000 2-door coupe 4-door sedan 5-door hatchback 1.5L EJ15 F4 1.6L EJ16 F4 1.8L EJ18 F4 1.8L EJ18 F4 (t/c) 2.0L EJ20 F4 2.0L EJ20 F4 (t/c) 2.2L EJ22 F4 2.5L EJ25 F4 4-speed automatic 5-speed manual 2,520mm (99.2in) 4,340mm (170.9in) 1,690mm (66.5in) 1,405mm (55.3in) 1,220kg (2,689.6lb) Tetsuya Hayashi, Hidefumi Kato (1990) [1][2]
Engine
Transmission
Wheelbase Length Width Height Curbweight Designer(s)
Introduced on March 1, 1993, the Impreza was offered in either front-wheel drive (FWD) or all-wheel drive (AWD) versions and as a four-door sedan or five-door hatchback. According to a Motor Trend article written March 1992 on page 26, the name of Subaru's new compact was, initially, to be called the Loyale, displaying an official photograph of the four-door sedan. In late 1995, a two-door coupe was introduced in Japan. The Impreza, like many Subaru-built cars, was equipped with a flat engine, a distinguishing Subaru characteristic. Initial engine choices included 1.6L, 1.8L and 2.0L naturally aspirated engines. Subaru chose to continue their longstanding use of the boxer engine in the Impreza. According to Subaru, their configuration of the engine inline with the transmission minimizes body roll due to the lower center of gravity compared with offset engines in most other vehicles. The boxer design provides good vibration mitigation due to the principles of a balanced engine because the movement of each piston is largely countered by a piston in the opposing cylinder bank, eliminating the need for a counter-rotating weighted crankshaft (harmonic balancer), but with some vibration from offsets. Torque steer is also reduced with this type of powertrain layout since the front drive shafts are
Subaru Impreza of equal length and weight. The Outback Sport was introduced to North America in 1994 for the 1995 model year as an updated Impreza "L" Sport Wagon. It was the top trim level of the Impreza wagon model with no significant mechanical or performance changes from the lower trim levels aside from a slightly lifted suspension. Subaru found some sales success with the Outback Sport as a smaller companion with similar ride height changes, body colors and trim levels to the larger, more successful selling Legacy based Outback. One engine was offered, which was the Subaru Impreza Gravel Express (Japan) 2.2-liter, and it was the first time the 2.2 engine was used in the American Impreza. Later, the 2.5 engine was introduced. In Japan, the Impreza Sport Wagon was offered with a similar approach to the Outback Sport, calling it the "Impreza Gravel Express" with the WRX turbocharged engine. Subaru discontinued the Gravel Express when the second generation Impreza was introduced due to very limited sales. The hoodscoop found on the American Outback Sport was non-functional but was probably included because the American and Japanese versions were built at the same factory in Japan. The Outback 2001 model year Subaru Outback Sport (US) Sport was offered with optional equipment, such as a gauge pack installed on top of the dashboard, that included a digital compass, outside temperature and barometer or altimeter readings. Trim levels were LX, GL and Sport. LX models were front-wheel drive, and powered by a 1.6L engine; these were four-door only. GL trim levels were either front-wheel drive (Subaru badged these 2WD) or all-wheel-drive (badged AWD); cars launched in 1993 had a choice of 1.6 and 1.8 flat-4 engines, the 1.6 being available with 2WD, the 1.8 an AWD version only. From 1996, the 1.6 and 1.8 versions were dropped (in the European market), and replaced by a 2.0L engine. Sport versions had alloy wheels, and a 2.0L engine only. These were "warm hatch" versions which were similar to the WRX, albeit less adorned. During this generation, Subaru made a limited edition Impreza Sport Wagon called the CasaBlanca,[3] which had a retro front and rear end treatment, which was inspired by the popular kei car Subaru Vivio Bistro styling package and Subaru Sambar Dias Classic. The Sport Wagon was also offered with the WRX turbocharged engine, and was called the Gravel Express. The Impreza received an external facelift for the 1997 model year, followed by an interior redesign in 1998, using the new redesigned dashboard from the Forester. Subaru of North America initially offered the Impreza with the 1.8-liter engine only, with either front- or all-wheel drive; a 2.2-liter engine became optional for 1995. Subaru later decided to emphasize all-wheel drive, making it standard on every Impreza (and Legacy) from 1997 onwards. North American markets never received the WRX version of the first generation Impreza. To test the waters for a full-fledged turbocharged model, Subaru showcased a turbocharged Impreza at various car shows around the country. The vehicle was named the 2.5RX and is now located in Subaru of America's Cherry Hill, New Jersey storage facility. Subsequently the 2.5RS performance model was introduced in 1998 (the same year the 1.8L engine was dropped). A naturally aspirated 2.5-liter engine and larger brakes were fitted into the coupe body with gold-colored 16-inch five-spoke alloy wheels. The 2.5RS also featured several external cues from its overseas brethren such as hood vents, a hood scoop, and a rally-inspired rear spoiler. The 1999 model featured several changes: the newly designed "Phase II" SOHC version of the same 2.5L engine featured a slightly higher peak torque by 5Nm (3.7lbft), the wheels turned to a standard silver, the interior got an update, and the exterior became visually similar to the Japanese model with an updated front bumper borrowed from the Japanese Version 5 Impreza WRX STI. 2.5RS models became available in sedan form for 2000.
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Subaru Impreza
225
19921994 Subaru Impreza wagon (Germany)
19941995 Subaru Impreza GX sedan (Australia)
19941995 Subaru Impreza GX sedan, (Australia)
19972001 Subaru Impreza coupe (US)
19972000 Subaru Impreza GX hatchback (Australia)
Subaru Impreza Casa Blanca (Japan)
WRX
There have been seven noted versions of the WRX. The STI versions were marketed with consecutive numbers. Another way to determine the version of a WRX was to look at the chassis code. All WRX sold between 1992 and 2000 have the beginning chassis code of GC8 sedan or GF8 hatchback; this is followed by a letter from A to G. Coupe versions share the "GC" code with sedans, except in the US, where they have a separate chassis code of "GM".
19992000 Subaru Impreza WRX sedan
In 1994, Subaru introduced Subaru Tecnica International (STI) versions of the Impreza WRX in Japan. These models were upgraded from the standard WRX in many categories, including blueprinted performance-tuned engines, transmissions, and suspensions. The STI versions of the Impreza were immensely successful in rallies and popular among street racers but were only sold in the Japanese market. Compared to the WRX, the STI had mostly mechanical modifications. GC8A (11/1992-9/1993) The WRX debuted in November 1992 with 240PS (176.5kW; 1995 Subaru Impreza WRX STI RA 236.7hp). The center differential was a viscous coupling type, the rear limited slip differential was a viscous type. The WRX Type RA is a stripped down version of the WRX that was available in the Japanese market for people to purchase for motorsports and tuning. Targeted for race and rally, the RA versions were generally lighter in weight; featuring reduced soundproofing, manual windows, no air conditioning, no anti-lock brakes, and added racing features such as more robust engines, driver controlled center differentials, and shorter gearing. The WRX Type RA uses a closer ratio gearbox and a three-spoke leather steering wheel from Nardi. In Europe, the WRX was introduced as the Impreza GT, and as the Impreza Turbo 2000 (UK). It came with 208hp (155kW; 211PS). In the United Kingdom, Subaru offered six "WRX 1.8GL" in 1993. The firm imported six Type RS's, the development car that led to the stripped-out Type RA. Three cars went to Prodrive; three were retained by
Subaru Impreza Subaru UK and were subsequently sold. For UK car certification reasons they were registered as "1.8GL", despite having the 2.0-liter turbocharged engine. GC8B (10/1993-8/1994) In October, 1993, Subaru introduced the 1994 model year WRX which produced 240PS (176.5kW; 236.7hp). The rear rotors were substituted from ventilated disk to solid disk. October 1993 was also the start of production of the hatchback version, with 220PS (162kW; 217hp). The first STI was known simply as "WRX STI", with 100 per month were produced starting from February 1994. It had 250PS (184kW; 247bhp). This version of the STI was the only version where the standard cars were taken at the end of the assembly line and replaced by STI parts. An STI version of the Type RA was also offered, again with many amenities deleted to reduce weight and cost. Producing 275PS (202kW; 271bhp), this version of the WRX STI came with a Driver Controlled Center Differential (DCCD). This device was an electromechanical differential that could lock the differential. GC8C (9/1994-9/1996) In November 1994, the WRX had a power increase to 260PS (191.2kW; 256.4hp). The wheel diameters were increased to 16 inches (410mm) and brake rotors were both changed to ventilated disks. In Japan, the WRX engine was also offered with the hatchback body variant and was called the "Impreza Gravel Express" but was discontinued due to very limited sales. To commemorate Colin McRae's success in the international rally scene, Subaru in the UK released 200 limited edition "Series McRae" WRXs in June 1995, prepared by Prodrive. These vehicles were finished in a very limited "Rally Blue" colour scheme, sported gold 16-inch alloy wheels, McRae decals, individual numbered badging from 1201 (car 13 was never built since the number 13 is considered unlucky), and a factory-fitted electric tilt/slide sunroof. Recaro seats were fitted in the front, and the rear seats and side panels were retrimmed in the same Le Mans/Avus material. The regular STI's engine output stood at 275PS (202kW; 271bhp). The car weighed 1,240kg (2,734lb) and had gold wheels like those on the World Rally Championship Impreza. Now, the STI was built alongside the WRX on the production lines. The 1996 model year WRX debuted in January 1996. The WRX design received minimal mechanical changes, but a WRX V-Limited Edition was introduced to celebrate the success of the Impreza WRC car in the FIA WRC. It was mechanically the same to the WRX but had a curb weight nudge to 1,240kg (2,734lb). The V-limited cars are painted in World Rally Blue. A WRX STI V-limited edition was also produced. The interior is colored blue on the seat inserts and carpeting. The WRX Type RA STI received a radio and air-conditioning in the V-limited form. 1,000 WRX STI Version 2 V-limited were produced, with 555 WRX Type RA STI Version 2 V-limited models produced. GC8D (9/1996-9/1997) In September 1996, the WRX was updated with new styling. The WRX now has a power rating of 280PS (206kW; 276hp) and now weighed 1,250kg (2,756lb). Although it actually developed about 300 PS, the output was under-reported at the then-established gentlemen's agreement power limit of 280 PS. Subaru in the UK released the WRX "Catalunya" in March 1997, a limited production of 200 cars (again excluding car number 13) in black with red flecks riding on gold alloy wheels. The Catalunya was made to celebrate winning Subaru's second WRC manufacturer's title at the Rally of Spain (Catalunya). With GC8D came the start of the coup version of the WRX STI. It is called the WRX Type R STI. The coup was chosen by Prodrive for use in the WRC because it was lighter and stiffer than the sedan, although it carried the same exterior dimensions. It was essentially a two-door version of the WRX Type RA STI meaning it had DCCD, minimal sound insulation, close-gear ratios and hardened gearbox. This car also has a water-spray nozzle to dampen the top of the intercooler. The water will then evaporate, taking heat away from the intercooler and cooling the intake
226
Subaru Impreza charge. This car was produced on an order-only basis. Also, there was a WRX STI type RA (sedan) available, with a roof vent instead of map lights, and wind up windows, although electrics are an option from factory. Also available was a WRX Type R V-limited. It has a WRX motor with no forged internals like the STI, and it misses out on the four-pot front brakes as they are to be installed by rally teams. It has a roof vent and is lightweight, making a good base for a rally car. GC8E (1997) In Europe, the Subaru Impreza WRX GT's (Turbo 2000 in UK) interior was updated to leather. For the STI, power remained at 280PS. Forged pistons were also added. The interior and the cockpit were changed into a newer design along with the new white colored gauges. For the UK, the WRZ "Turbo Terzo" was released in April 1998. 333 cars in blue with gold alloy wheels were produced to celebrate Subaru's WRC title. In 1998, Subaru of Japan produced a widebody, coupe WRX STI called the "22B STI" produced between March and August 1998. The 22B was used to commemorate both Subaru's 40th anniversary as well as the third consecutive manufacturer's title for Subaru in the FIA World Rally Championship. On the release of the sales, all 400 Japanese units sold out from 30 minutes to 48 hours, depending on the report.[] Another 24 were produced for export markets16 for the UK, along with another 5 for Australia, and 3 prototypes. The 16 cars imported to the UK were modified by Prodrive, with longer gear ratios, and UK specification lights. Because 50 22Bs had already been imported privately into the UK, Subaru had to wait until 1999 to register the 16 officially imported cars under the VCA's Single Vehicle Approval scheme. The 22B had the EJ22 engine (note, the internal Subaru material states the closed-deck block comes from a V3 EJ20G). This means the displacement was increased from 1,994 cc to 2,212 cc. It produced 280PS (210kW; 280hp). This car was given a unique color of blue and had fender flared widebody taken from the Peter Stevens designed WRC car, thus widening the width by 80mm (3.15inches). The car has a unique hood, front and rear fenders, a WRC-inspired front bumper and a unique adjustable rear wing. During assembly, a WRX Type R chassis was taken off the line. The fenders were replaced with the 22B STI fenders. The suspension is provided by Bilstein, while the brakes were Brembo manufactured painted red. The wheels were increased in size from the standard WRX Type R STI from 16- to 17-inches and the clutch was upgraded to a sintered twin clutch with a ceramic disk. The origin of the name 22B has often been debated. Many assume 22 referred to the 2.2 liter displacement and the B was for the Bilstein suspension. This would correlate with the idea that Subaru sells a Legacy Spec B, where the B represents the Bilstein suspension. The car's curb weight is 1,270 kilograms (2,800lb). GC8F (9/1998-9/1999) Mechanically this was virtually the same as its predecessor. The torque was increased a little from 242 to 250 lbft (328 to 340 Nm) at 4000 rpm. The weight also continues to increase and is set at 1,300kg (2,800lb). To celebrate the return of British driver Richard Burns to the rally team, a limited edition of 444 WRX "RB5" models in gray were created in 1999 for the UK. The basic model had little more than cosmetic differences, but most had the WR Sport Performance Pack, an option consisting of a new ECU and exhaust for 240PS (177kW; 237hp) and 350Nm (258lbft) torque. There was also an optional Prodrive suspension pack.
Subaru Impreza WRX RB5 The standard UK Impreza Turbo 2000 was also tuned and partly restyled by Prodrive in 1999 to create the WRX "Prodrive WR Sport". It featured a unique interior, suspension upgrade, new bodykit and wheels, plus WR Sport decals and an optional ECU upgrade.
227
Subaru Impreza For the STI, the power stayed the same as the previous version but the engine layout and design was made cleaner and was dubbed as the "Boxer Phase 2" engine. The facelift the rest of the Impreza line had was also applied to the STI. The WRX STI weighed 1,270kg (2,800lb). There were 1000 WRX Type RA STI Version 5 Limited cars and each had a four-month waiting period. The interior was also changed slightly, including seats and steering. This model was also produced as a 555 limited edition. GC8G (9/1999-9/2000) The last version of the GC WRX was introduced on September 1999. There is no change in the mechanical specifications. Added features are newly designed alloy wheels, color-coded mirrors and door handles, remote central locking, intermittent wipers with a timer and map lights. The European WRX turbo model received further upgrades in the form of more parts from the STI range. The front brakes became Subaru branded four-pot calipers with 294mm (11.6in) discs, the wheels having become 16-inch lightweight alloys. The STI 4 high-level wing was fitted to the sedan, and STI-style front bucket seats and firmer suspension were also fitted. The "Phase 2" engine now fitted developed 160kW (218PS; 215bhp), an increase of 5kW (7PS; 7bhp) over the previous model. To counter the grey imports of high-performance Japanese variants, Subaru UK commissioned Prodrive to produce a limited edition of 1,000 two-door cars in Sonic Blue, called the WRX "P1". Released in March 2000, they were taken from the STI Type R lines and used for the P1. The car was the only coup version of the WRX STI GC chassis to receive ABS. In order to allow for ABS, the DCCD was dropped. Engine output was boosted to 276bhp (206kW; 280PS), and the suspension optimised for British roads. Options were available from Subaru consisting of four-piston front brake calipers, electric Recaro seats, 18-inch wheels and a P1 stamped backbox. The P1, or Prodrive One, is echoed in the name of the Prodrive P2 concept car. Likewise, for the STI, most of the changes were cosmetic with the fender being sculpted to be more aggressive. There were 2,000 WRX STI Version 6 Limited model produced, plus 500 of the WRX STI Type R coupe Version 6 Limited, 2,000 of the WRX STI RA Version 6 Limited, and also 500 of the WRX STI Version 6 Limited hatchback models. In 2000, STI released the WRX STI "S201", of which 300 were produced. This series is a limited production series that sports an engine output of 224kW (305 PS) as special variants were excluded from the gentlemen's agreement. The car was decked with nearly every single part from the STI catalogue. The S201 was a sedan that sported the only body-kitted S-series WRX STI. Weighing in at 1270kg, the S201 had a tri-planar wing and a massive front airsplitter. The entire suspension was composed of STI parts.
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Second generation (20002007; GD, GG)

Second generation
Pre-facelift Subaru Impreza RS sedan (Australia) Alsocalled Subaru Outback Sport Saab 9-2X (20042005)
Subaru Impreza
229
Production Bodystyle 20002007 4-door sedan 5-door hatchback 1.5L EJ15 F4 1.6L EJ16 F4 2.0L EJ20 F4 2.0L EJ20 F4 (t/c) 2.5L EJ25 F4 2.5L EJ25 F4 (t/c)
Engine
Subaru introduced the "New Age" Impreza to the world market in 2000. Larger in size compared to the previous iteration, the sedan increased its width by 40 millimetres (1.6in), while the hatchback notably increased by just 5 millimetres (0.2in)placing the two variants in different Japanese classification categories. The coupe body style from the first generation did not reappear for the new series. However, the off-road appearance package that included contrasting-colored bumpers did carry over forward. Marketed as a separate model line, this North American-only variant was, as before, badged Subaru Outback Sport. Naturally aspirated flat-four engines comprised the 1.5-liter EJ15, the 1.6-liter EJ16, the 2.0-liter EJ20, and the 2.5-liter EJ25. Turbocharged versions of the 2.0- and 2.5-liter engines were offered in the WRX and WRX STI models. Although the headlamp styling of the "New Age" Impreza was considered polarizing, improvements to the car brought greater mainstream acceptance. Subaru updated the Impreza's fascia in 2002 with more rectangular headlamps. In 2005, Subaru introduced a second facelift which introduced Subaru's new corporate faceincluding the controversial "jet intake and wings" grille design. An anomalous relative to the second generation Impreza is the Saab 9-2X. Manufactured by Subaru between 2004 and 2005, the Saab retailed only in the North American market for the 2005 and 2006 model years.[4] To better integrate with the Saab design language, the 9-2X received redesign of the front- and rear styling and various minor tweaks.
WRX
As with the first generation, the turbocharged WRX and STI variants were available in numerous specifications with a myriad of limited edition variants sold. Subaru issued yearly updates to the WRX and STI, tweaking cosmetics and equipment levels, and also improving performance and handling.
First facelift sedan (2002)
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230
Second facelift sedan (2005)
Pre-facelift sedan (2000)
Second facelift hatchback (2005)
Third generation (20072011; GE, GH, GR, GV)

Third generation
Pre-facelift Subaru Impreza 2.5i sedan (US)
Subaru Impreza
231
Alsocalled Subaru Outback Sport Subaru WRX 20072011 20072013 (WRX) 4-door sedan 5-door hatchback 1.5L EL15 H4 (gasoline) 2.0L EJ20 H4 (gasoline) 2.0L EJ20 H4 (t/c gasoline) 2.0L EE20 H4 (t/c diesel) 2.5L EJ25 H4 (gasoline) 2.5L EJ25 H4 (t/c gasoline) 4-speed automatic 5-speed automatic 5-speed manual 6-speed manual 2,620mm (103.1in) Sedan: 4,580mm (180.3in) Hatchback: 4,415mm (173.8in) 1,740mm (68.5in) 1,475mm (58.1in) Outback Sport: 1,481mm (58.3in) 1,394kg (3,073lb)
Production
Bodystyle
Engine
Transmission
Wheelbase Length
Width Height
Curbweight
Subaru revealed the third generation Impreza at the New York Auto Show on April 2, 2007both the standard naturally aspirated Impreza and turbocharged WRX versions were revealed.[] The high-performance WRX STI debuted in October 2007. Initially, the new Impreza was offered as a five-door hatchback (designated GH), with the four-door sedan (designated GE) introduced in 2008. The wide-body variants of the hatchback and sedan are labelled GR and GV, respectively. Dimensionally, this version is wider by 56mm (2.2in) and increases track by approximately 38 millimetres (1.5in). Although first adopted by the STI, the wide-body platform was later utilized by the regular WRX range. The third series of Impreza is slightly longer, wider and offers a longer wheelbase. Two Subaru traditions were discontinued with the new model: the parking light switch atop the steering column is no longer present, and for the first time the windows have frames to improve noise, vibration, and harshness levels.[5] Subaru made an effort to control the weight of the new chassis. Despite the increase in size, stiffness, and safety equipment, the car's weight is similar to the previous generation. The front suspension uses a MacPherson strut setup, while the rear features a new double wishbone suspension.
Subaru Impreza 2.0R hatchback (Europe)
Safety of the car has been increased with range wide inclusion of electronic stability control as standard in many markets. When the Insurance Institute for Highway Safety (IIHS) in the US crash-tested the five-door Impreza, the organization granted the Impreza the highest ranking available.[6] ANCAP in Australia tested the Impreza where it scored 34.66 out of 37 points, or the full five-star rating in the occupant
Subaru Impreza
232 safety crash test; the Impreza also scored a four-star pedestrian safety test.
Flat-four gasoline engines in the naturally aspirated tune comprised a 1.5-liter EL15 producing 80kW (107hp), the 2.0-liter EJ20 with 110kW (148hp) and 196Nm (145lbft), and the 2.5-liter EJ25 with 127kW (170hp). Turbocharged versions of the two latter engines Subaru Impreza 2.0R sedan (Australia) were fitted to the WRX and WRX STI versions as discussed later. Subaru introduced a flat-four diesel engine, designated EE20 at the 2008 Paris Motor Show. Sales began in several European countries from early 2009, with the 2.0-liter turbo diesel engine of 112kW (150hp). Two models are available as of July 2009, 2.0 TD and 2.0 TD Sport. The Impreza range received a facelift in late 2009 for the 2010 model year, gaining a new grille insert. In the Japanese domestic market the range comprised the 1.5-liter 15S, plus the 2.0-liter 20S and turbocharged S-GT, both using the 2.0-liter engine. Japanese dealers retailed the hatchback initially, with the sedan body variant arriving in autumn 2008 as the Impreza Anesis. This generation represented the first time that the Impreza was no longer in compliance with Japanese government regulations concerning exterior dimensions. Japanese specification models are fitted with an engine start button. Subaru Australia released the third generation hatchback in September 2007. Naturally aspirated 2.0-liter versions fell under the R, RX and RS trims, with the turbocharged 2.5-liter reserved for the WRX. The sedan body style came later in 2008, paralleling the hatchbacks's model range. North America received only the 2.5-liter models. Released to the United States market for the 2008 model year, the model range consists Facelift Subaru Impreza RX hatchback (Australia) of the 2.5i, the turbocharged WRX, and the Outback Sport that Subaru marketed as a separate model line. The normally aspirated models are electronically limited from surpassing 190km/h (120mph). For 2009, a new 2.5 GT trim arrived to the market with the turbocharged 167kW; 227PS (224hp) engine from the 2008 model WRX (this 2009 WRX received a boost in power). While automatic transmission was not available with the WRX, the 2.5 GT did gain an optional four-speed automatic. In the Canadian market, the base Impreza 2.5i received upgrades for the 2009 model year, including rear disc brakes, electronic stability control, and body-colored door handlesfeatures previously only found on the 2.5 Sport and more expensive trims. In Israel, the Impreza is denoted as the B3, and three styles are offered: the B3 1.5, with a 1.5-liter engine, the B3 2.0 and the B3 2.0 Sport, both with the 2.0-liter engine. Four-door and five-door models are available for each engine type, ranging from the basic R class, to the medium RX and top RXI class. Indonesian-specification versions were initially only available as the hatchback style, with the sedan arriving in 2011. The 1.5R and 2.0R could be ordered with a dual-range five-speed manual, or four-speed automatic transmission. However, in Singapore and Thailand, the Impreza 1.5 R, 2.0 R, and 2.5 WRX are also offered as four-door sedan. The WRX STI trim in Singapore, Indonesia and Thailand can be ordered with the dual-range six-speed manual, or five-speed automatic if WRX STI A-Line is available.
Subaru Impreza XV hatchback
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Subaru Outback Sport hatchback (US)
Interior
WRX
Subaru debuted the turbocharged WRX performance variant of the third generation series alongside the mainstream naturally aspirated models on April 2, 2007. For this generation, most markets adopted the abbreviated name "Subaru WRX", although the Japanese and North American markets retained the full "Subaru Impreza WRX" title. The 2.5-liter EJ255 engine is largely unchanged internally. Changes in the engine compartment consist primarily of a fourth generation Legacy Pre-facelift Subaru Impreza WRX hatchback GT style intake manifold and intercooler. The TD04 turbo remains (US) from the previous generation, however it has been adjusted to fit the new intake design. Power output consists of 169kW (227hp) and 320Nm (236lbft) from its 2.5-liter engine. It was offered in either a five-speed manual, or 4 speed automatic. The five-speed manual transmission was changed to the same found in the fourth-generation Legacy GT. The rear limited slip differential has been discarded in exchange for the new VDC (Vehicle Dynamics Control) system. The weight of the car also has been lightened and gives the WRX a 0 to 100 km/h (0 to 62 mph) time of 5.8 seconds. In contrast, curb weight of the standard Impreza model is around 27.2kg (60lb) heavier. The STI is Facelift Subaru Impreza WRX sedan (Canada) lighter than the WRX trim level. For the US market, the WRX was offered in "base", Premium, and Limited trim levels. In Australia, the WRX is available as a sedan or hatchback. An optional premium package adds the satellite navigation with DVD player and 7-inch screen, leather upholstery and a sunroof. In response to criticism that the third generation WRX suspension is too soft, and needing to keep on par with rival car companies new releases, Subaru issued several changes in 2008 for the 2009 model year. The EJ255 engine received an output boost to 198kW (265hp) and 331Nm (244lbft) of torque by swapping the previous TD04 turbocharger to an IHI VF52. This lended to the car now achieving a 0-60 time of just 4.7 seconds, as tested by Car and Driver.[7] In addition, the updated model received altered springs/struts, sway bars, and Dunlop summer tires to improve handling. Exterior cosmetic changes included the 2008 WRX Premium aero package, STi spoiler (Hatchback only), updated grill with WRX badge, and darker Gunmetal colored wheels as standard equipment. Interior changes consisted of aluminum pedals, silver trim around the shifter, red stitching on the shift boot and seats, and a red WRX logo embroidered on the driver and passenger seat.
Subaru Impreza Further changes in 2010 for year model 2011 saw the WRX gain the wide-body shell from the STI, as well as the addition of quad muffler tips with diffuser. The new model gains 15 kilograms (33lb). Firmer rear sub-frame bushings and wider 17-inch wheels contribute to improved traction.
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WRX STI
Debuting at the Tokyo Auto Show in October 2007, WRX STI versions build further on the standard WRX cars. The STI available in Japan is fitted with the 2.0-liter EJ207 engine with twin scroll turbocharger generating 227kW (308PS). Export markets receive the higher-displacement 2.5-liter EJ257 unit with the single-scroll VF48 turbocharger rated at 221kW (300PS) and 407Nm (300lbft) of torque. The turbocharger directs air through a larger top-mount intercooler which has lost the red "STI" that was on previous generations. It is the first STI to feature automatic transmission.
Pre-facelift Subaru Impreza WRX STI (Japan)
Like the standard WRX, the third generation model was shortened to "Subaru WRX STI", with the Japanese and North American markets notably abstaining from this convention. To differentiate the STI from the regular WRX, Subaru opted to manufacture the STI with a wider body and therefore trackas noted by the flared wheel arches. Furthermore, Subaru utilized aluminum suspension components for the STI. Electronic modifications include a multi-mode electronic stability control with "normal", "traction", and "off" modes; Subaru Intelligent-Drive (SI-Drive) with three modes: "intelligent", "sport", and "sport sharp"; and multi-mode driver controlled center differential (DCCD). The DCCD enables driver to switch between manual and automated torque distribution ratio of the center differential. This distribution can vary from 35/65 to 50/50 front/rear.[8] The STI hatchback was released in the United States in March 2008. In 2010 for the 2011 model year, the WRX STI became available as a four-door. The most noticeable feature on the STI sedan is a large rear spoiler. Australia also received the 2011 model year STI as a sedan to complement the hatchback released in 2008. Australian STIs were offered in standard form, plus the STI spec.R. An electric sunroof, leather upholstery, satellite navigation, and BBS wheels are standard on the spec.R, while Recaro seats are optional.
Pre-facelift Subaru Impreza WRX STI (Europe)
A facelift of the STI arrived in 2010 for the 2011 model year, distinguished by a new front bumper. Tweaks to the suspensionstiffer springs, larger anti-roll bars, new pillow ball bushings on the front lower arms, as well as wider standard tireshad the effect of improved handling.[9] Surfacing at the MotorSport Japan 2008 auto show, the Subaru Takumi concept previewed the "20th Anniversary Edition WRX STI". The only visual cues to differentiate the Takumi from the regular STI are a blacked-out rear spoiler, front lip spoiler, and 12-spoke wheels. The upgraded parts included on the car are drivetrain and suspension modifications. All 300 examples of the 20th Anniversary were exclusive to the Japanese market.[10]
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The "WRX STI spec C" was released in Japan on July 23, 2009. The 900 units limited edition has engine, suspension, and body parts improvement over the regular model. The ball bearing on the turbine axle was modified to reduce friction, the ECU retuned for better response, and an intercooler water spray fitted. The cross member, suspension and power steering were also improved for better handling and body rigidity. An aluminum hood, laminar window glass, and a lighter battery helped to reduce weight. Subaru launched the "WRX STI A-Line" with a five-speed semi-automatic on February 24, 2009. Initially available only in Japan and Singapore, the A-Line features include steering wheel-mounted paddles.[] The A-Line is also offered in Hong Kong, and later in Thailand and Indonesia with debut at the Indonesia International Motor Show in July 2010, and was exported to Australia in 2011.[11] Subaru in the United Kingdom unveiled two new WRX STI models at the British Auto Show that have specific tuning by Prodrive. The first is the "WRX STI 330S", producing 243kW (330PS). The second of the two was the "WRX STI 380S", which features new wheels and an upgraded body kit and was expected to produce 279kW (380PS). Subaru announced, on September 10, 2008, that the 380S variation would not be produced, due to homologation and specification difficulties. However, the regular 330S model did enter production as the "WRX STI Type UK".
Facelift Subaru WRX STI (Europe)
Facelift Subaru Impreza WRX STI (US)
For 2010 model year, Subaru of North America introduced the "WRX STI Special Edition" similar to Japanese STI Spec C. Fitted with stiffer suspension and a thicker stabilizer bar for better handling, it also gains seven twin-spokes gray 18-inch alloy wheels. Inside, the Special Edition received downgraded manual air conditioning and a four-speaker stereo instead of climate control and 10-speaker premium audio on the regular WRX STI. Available for the UK market only, the "Cosworth WRX STI CS400" was announced in late May 2010.[12] Only 75 units were built, with power deriving from a 294kW (400PS) Cosworth-tuned version of the standard STI engine.[13] Stylistically, the CS400 can be distinguished from the regular STI by its upper mesh grille with piano black finish on the top frame, modified front bumper with "Cosworth" emblem on the lower mesh grille, 18-inch alloy wheels, lip front spoiler, and rear waist spoiler. To match its performance, the CS400 comes with Bilstein struts and Eibach springs for better quality ride and handling. Braking was updated by AP Racing's larger diameter ventilated front brakes with six-pot calipers. Inside, the CS400 has Recaro leather seats with "Cosworth" label, piano black center console panel, and "Cosworth"-badged floor mats.
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Fourth generation (2011present; GP, GJ)

Fourth generation
2012 Subaru Impreza 2.0i Sport Premium Hatchback Alsocalled Production Bodystyle Subaru XV 2011present 2013-present (WRX) 4door sedan 5door hatchback 1.6L H4 (gasoline) 2.0L H4 (gasoline) 2.0L H4 (t/c diesel) 5-speed manual 6-speed manual CVT automatic 2,644mm (104.1in) XV: 2,635mm (103.7in) Sedan: 4,580mm (180.3in) Hatchback: 4,414mm (173.8in) 1,804mm (71.0in) XV: 1,750mm (68.9in) 1,463mm (57.6in) XV: 1,570mm (61.8in) 1,320kg (2,910lb)
Engine
Transmission
Wheelbase
Length
Width
Height
Curbweight
Subaru Impreza Sport hatchback (US)
The fourth generation Impreza was unveiled on 20 April 2011 at the New York Auto Show, with sales commencing later in the year.[] Remaining nearly the same size as the previous series, the new car is lighter and more fuel efficient, plus is claimed to be better packaged. The 2012 Impreza received longer wheelbase that provides more interior room. The Impreza hatchback rear head- and legroom is impressive; two adults can ride in the back of the Impreza with comfort. In the hatchback, the rear 65/35 split seatbacks fold down, offering 52.4 cu. ft. of cargo space.[14] Higher quality materials are fitted throughout the interior, and due to its larger exterior dimensions
Subaru Impreza
237 as defined by Japanese government regulations, the Impreza is an upmarket product in Japan. It is now almost exactly the same dimensions as the first and second Subaru Legacy (1990-1999).The third generation high-performance WRX variants will continue on in production until new versions will be released in 2013.
The new Impreza was released in Japan on 30 November 2011, where the hatchback is marketed as Impreza Sport and the sedan as Impreza G4.[15] Engine choices are the new 1.6-liter FB16 and 2.0-liter FB20 Subaru Impreza sedan (US) gasoline flat-four engines. Trim levels for both body variants are 1.6i, 1.6i-L, 2.0i, 2.0i-S, 2.0i EyeSight, and 2.0i-S EyeSight. Transmission choices include a five-speed manual and a Lineartronic continuously variable transmission (CVT). Sales were strong, averaging 8,800 units per month for the first four months.[16] EyeSight consists of two cameras with one on each side of the interior rear view mirror, that use human like stereoscopic vision to judge distances and generally keep tabs on the driver. The system can help maintain a safe distance on the highway, a lane departure warning system, a wake up call when traffic lights change, and even keeps an eye out for pedestrians. Autonomous cruise control system has been integrated into the EyeSight feature as a driver safety aid. This feature is only available in Japan. For the US market, the Impreza 4 door Sedan and 5 door Hatchback is offered in the base 2.0i, 2.0i Premium, and 2.0i Limited. In addition to the regular models, Subaru also offered the Impreza Sport Hatchback in the Premium and Limited trim levels. The so-called American Impreza Sport (not to be confused with the JDM regular hatchback with the same name) has the rugged style with side spoilers, roof rack, different style alloys, and availability of two-tone colors. However it also has the normal ground clearance, unlike the new XV. For the Premium model grade, buyers can choose 5 speed manual or Lineartronic CVT, while the Limited is only come with CVT.
Subaru XV
The raised suspension version of the latest Impreza Hatchback is again named Subaru XV, including in North America where a XV-type model was previously sold as the Outback Sport. The XV Concept made its first public appearance at 2011 Shanghai Motor Show, and the production version began sales in 2012. Power for the XV mirrors the regular Impreza, although some markets have restricted choices. For example, in North America, the XV Crosstrek only gets the 2.0-liter gasoline engine, but comes available with a CVT or manual transmission.[17] During the New York International Auto Show in April 2012, the XV was shown as a concept vehicle, and it was also released that the XV Sport will be offered in the United States starting
Subaru XV
in early 2013. The Subaru XV for the South East Asian markets will be assembled in Malaysia from late 2012.[18]
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Motorsport
The Impreza chassis has been more successful in rallying than Subaru's previous contenders. Prior to the introduction of the Impreza into World Rally Championship racing in 1993, the Subaru World Rally Team had fielded its larger mid-size Legacy. However, with the rest of the rally competition increasingly shifting towards smaller and lighter chassis, Subaru introduced the smaller Impreza, immediately achieving a podium on its debut on the 1993 1000 Lakes Rally. To jumpstart its early rally efforts, and to develop the Impreza into a competitive rally car, Subaru teamed up with its current preporatory firm, British motorsports company Prodrive, in 1989.
Stphane Sarrazin driving a Subaru Impreza WRC on the Monte Carlo Rally
Immediately following the first overall WRC event win for both the fledgling Subaru team and its young driver, the late Colin McRae aboard a Group A Legacy on the 1993 Rally New Zealand, the Scotman's team-mate and childhood idol, 1981 World Rally Champion, Ari Vatanen of Finland, went on to finish second in the debut rally of the first ever factory Impreza. New recruit for the following season, 1990 and 1992 World Champion, Carlos Sainz brought the Impreza its inaugural victory on the 1994 Acropolis Rally. The Impreza brought Subaru three consecutive WRC constructors' titles (19951997, the latter season the first for the newly introduced World Rally Car class) and a driver's championship for McRae in 1995, the late Richard Burns in 2001, and the Norwegian, Petter Solberg in 2003. Another evolution of the Impreza WRC made its debut in the 2007 Corona Rally Mexico. Unfortunately, the team had several major problems with reliability as the car experienced mechanical difficulties in almost every rally from its first. Subaru debuted an Impreza WRC in hatchback form for the first time from the 2008 Acropolis Rally onwards, on which event Solberg scored a second place finish. On 16 December 2008 Subaru announced that it would withdraw from the World Rally Championship due to economic problems.[19] However, the Subaru Rally Team USA is still competing in the Rally America National Championship. Also, there are still several teams using Subaru models in the Intercontinental Rally Challenge. Starting Petter Solberg's Subaru Impreza WRC 2008 in 2006, Subaru of America (SOA), as the official distributor of Subaru vehicles in the United States, participates in the Subaru Road Racing Team (SRRT) with a Subaru Legacy 2.5 GT Spec-B in the Grand-Am Street Tuner class. In 2010, SRRT campaigns a Subaru Impreza WRX STI in the Grand Sport class. In 2011, SRRT switched from the hatchback to a 2011 Subaru Impreza WRX STI sedan. In April 2010, a modified third generation WRX STI driven by Tommi Mkinen set a lap time of 7:55 on the Nrburgring Nordschleife, which is a record for a 4-door car.[20] The Subaru Road Racing Team debuted the Impreza WRX STI hatchback and switched to Impreza WRX STI sedan in 2011 participated to the GRAND-AM Continental Tire Sports Car Challenge series.
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References
[1] http:/ / www. google. com/ patents/ USD337550 [2] http:/ / www. google. com/ patents/ USD338639 [11] IMPREZA WRX STI THE AUTOMATIC CHOICE (http:/ / www. subaru. com. au/ about-subaru/ news/ breaking-news/ 2010/ 07/ 06/ impreza_wrx_sti_the_automatic_choice/ ), Subaru Australia, 6 July 2010. [15] 2012 Subaru Impreza Preview (http:/ / www. subaru. jp/ impreza/ teaser/ index. html) [20] http:/ / www. caranddriver. com/ features/ 10q2/ 2011_subaru_impreza_wrx_sti_sets_nuerburgring_lap_record-feature/
External links
Media related to Subaru Impreza at Wikimedia Commons
Toyota AE86
240
Toyota AE86
Toyota Corolla Levin / Sprinter Trueno (AE86)
Manufacturer Alsocalled
Toyota Toyota Corolla, Toyota Sprinter 19831987 Toyota City, Japan Toyota Corolla E90 2-door coup, 3-door hatchback Front-engine, rear-wheel drive 1.6L 4A-C I4 1.6L 4A-GEU I4, 1.6L 4A-GEC I4 5-speed manual, 4-speed automatic 2,400mm (94.5in) 4,200mm (165.5in) 1,630mm (64.0in) 1,340mm (52.6in) 9231,100kg (2,0352,400lb) Toyota AE85
Production Assembly Successor Bodystyle
Layout Engine
Transmission
Wheelbase Length Width Height Curbweight Related
The AE86 generation of the Toyota Corolla Levin and Toyota Sprinter Trueno is a small, lightweight coupe introduced by Toyota in 1983 as part of the fifth generation Toyota Corolla lineup. For the purpose of brevity, the insider-chassis code of "AE86" depicts the 1600cc RWD model from the range. In classic Toyota code, the "A" represents the engine that came in the car (4A series), "E" represents the Corolla, "8" represents the fifth generation (E80 series) and "6" represents the variation within this generation. The Levin has fixed-headlights, and the Trueno has retractable headlights, both could be hatchback or coupe. The export model name Corolla covers both variations. The AE86 (along with the lower spec 1,452 cubic centimetres
Toyota AE86 (1.452L) AE85 and 1587cc SR5 versions) was rear wheel drive (unlike the front wheel drive CE80, EE80 and AE82 models), and is among the last rear-drive cars of its type, at a time when most passenger cars were being switched to front-drive. In 1987, there was a limited edition model of the AE86 called "Black Limited" that served as a send-off model before the AE86 chassis was replaced later that year by the front wheel drive AE92 Corolla/Sprinter range. In Japan, the AE86 was also known as the Hachi-Roku ( ), Japanese for "eight-six". In Japan, the Sprinter Trueno was exclusive to Toyota Japan dealerships called Toyota Vista Store, while the Corolla Levin was exclusive to Toyota Corolla Store. The word "trueno" is Spanish for thunder, and "levin" is Old English for "lightning". The AE86 later inspired the Toyota 86 (also badged as the Scion FR-S and Subaru BRZ).[1]
241
Engine/technical
The AE86 was available with a fuel-injected 4-cylinder twin-cam 1587cc 4A-GE engine in Japan and Europe which was also used in the first-generation Toyota MR2 (AW11). This engine had a maximum gross power output of 130PS (96kW) and 110lbft (150Nm) of torque in standard form, though it was later down-rated to 120PS (88kW) and 105lbft (142Nm) in net output.[2][3] The AE86 came with a 5-speed manual gearbox, and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Intake System). The AE86 had an optional LSD.[2] In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112bhp (84kW), and 96lbft (136Nm) of torque.[2] The AE86 used ventilated disc brakes. The car was equipped with a MacPherson strut style independent suspension at the front and a four-link live axle with coil springs for the rear. Stabilizer bars were present at both ends.[2] Lower-spec American AE86 SR5 models used the 1587cc 4A-C SOHC unit, did not have an optional LSD, and had rear drum brakes. Also, the SR5 model had a softer suspension, and small styling and interior changes. Models equipped with the 4A-GE engine received a 6.7" rear differential, while 4A-U, and 4A-C models received a smaller, weaker, 6.38" rear differential. The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (with the 4A-GE DOHC engine) only came with a standard 5-speed manual gearbox. One of the staff who was behind the car's engineering work was Nobuaki Katayama, who would later head the company's motorsport department and who would become chief engineer of the Altezza project a decade later.[citation needed] An article in Car Magazine in April 1999, stated he has a photo of an AE86 hung in his office.
Body styles
Both the Levin and Trueno variants were offered with either a 2-door coupe or 3-door liftback (sometimes called hatchback) body style. The Levin and Trueno were generally identical, apart from fixed, rectangular headlights on the Levin and pop-up headlights on the Trueno. Minor bodywork changes
Variety of AE86s at 2004 Hachiroku.com.au Annual AE86 Meet-Up in Melbourne, Australia.
were
made
in
1986
Toyota AE86
242
which resulted in different tail lights for both Levin and Trueno models, along with the coupe and hatchback styles. The models sold between 19831985 are sometimes referred to Variety of AE86s at 2004 Hachiroku.com.au Annual AE86 Meet-Up in Melbourne, as "zenki" ( , lit. early period), Australia. and the models sold from 19861987 are referred to as "kouki" ( , lit. latter period).[4] The coupe version is considered to be the more rigid and lighter version of the two.[2]
Models/specifications
In Japan, the DOHC 4A-GEU AE86 was offered in GT, GT-APEX and GTV trims as the Corolla Levin or Sprinter Trueno. In North America, the top-spec DOHC 4A-GEC was sold as the Corolla GT-S (with AE86 on the build plate in the engine bay but AE88 in the VIN), with the SOHC 4A-C being sold as the Corolla SR5 (with AE86 on the build plate and in the VIN). Both versions were sold with pop-up headlights only. Euro spec models were sold as the Corolla GT with DOHC engines and fixed Levin-style headlights. The Middle East received the same basic model as the North American market, with pop-up headlights and the regulated 5mph (8km/h) bumpers. The lightest AE86 is the Japanese 2 door GT model which weighs 910kg (2,006lb). It has the same exterior as the GTV trim, but with the interior of the AE85 with the exception of the gauges, and is equipped with rear drum brakes.
North American AE86 specifications

There are three types of Corolla Sport RWD for the US market: DX, SR5, and GT-S, though the DX was generally an internal Toyota designation, as brochures, and advertising do not include the DX designation;[2] it consisted of a lower trim level, lighter duty suspension parts and the like. Model Years of production: 1983 to 1987 Versions: DX, SR5 and GT-S (85+ Only) Drag Coefficient: 0.39 DX & SR5 specifications Chassis code: AE86 (which may differ from the VIN) Horsepower: 87hp (64kW) @ 4800rpm* Torque: 85lbft (115 Nm) @ 2800rpm* Weight: approximately 2200lb (998kg) to 2400lb (1089kg) Engine: 4A-C, 1587cc Engine type: SOHC 8-valve Inline-4 carburated M/T transmission: T50, 6-bolt flywheel A/T transmission: A42DL, 4-speed overdrive w/lockup torque converter, mechanically controlled, with electronically engaged overdrive Compression: 9.0:1 Differential: 6.38" Open with 4.10:1 Ratio, 2-pinion (Automatic) (S292) or 3.91:1 ratio, 4-pinion (5-speed) (S314) Wheels/tires: 13x5" +33mm offset rims with 185/70R13 tires First 7 characters of VIN: JT2AE85 (DX) or JT2AE86 (SR5)
A Corolla GTS, with Sprinter Trueno trim modification
Toyota AE86 GT-S specifications Chassis code: AE86 (which may differ from the VIN) Horsepower: 112hp (84kW) @ 6600rpm* Torque: 97lbft (132 Nm) @ 4800rpm* Weight: approximately 2200lb (998kg) to 2400lb (1089kg) Engine: 4A-GE, 1587cc Engine type: DOHC 16-valve Inline-4 AFM Multiport Fuel Injection w/T-VIS Transmission: T50, 8-bolt flywheel Injector size: approx. 180cc, low impedance Compression: 9.4:1 Differential: 6.7" Open (T282) or optional LSD (USA Only) (T283) with 4.30:1 Ratio, 2-pinion Wheels/tires: 14x5.5" +27mm Offset Rims with 185/60R14 82H Tires (195/60R14 85H for 86+ models) First 7 characters of VIN: JT2AE88
243
The AE86 in motorsports

During its production life, the AE86 was a popular choice for showroom stock, Group A, and Group N racing, especially in rallying and circuit races. Even after production of the car was discontinued, many privateer teams still raced the AE86, and it is still a popular choice for rallying and club races today. Part of the continued appeal of the AE86 for motorsports is its rear-drive configuration, a feature not available in most newer lightweight coupes. In Group A world rally cars (1600cc class) the 4A-GZE engine was popular. In Group A touring car races, the car either dominated the lower category where Drifting AE86 eligible or fought it out with Honda Civics or the later AE92s and AE101s whilst maintaining its competitiveness. In Ireland, where rallying is considered one of the most popular forms of motorsport, as organizing regulations are more relaxed compared to that of other countries, the AE86 was popular when new, and is still so popular that teams will purchase cars from the UK due to local shortages. The AE86 is also popular for rally use in Finland, where the cars can be competitive in the F-Cup competition for naturally aspirated 2WD cars. The semi-factory supported Kraft team entered a spaceframe Trueno at the JGTC with a 3S-GTE engine that came from a SW20 MR-2 Turbo producing about 300hp (224kW) for the JGTC GT300 regulations in 1998. Despite being popular with the racefans, the car had minor success and was abandoned from use halfway through the 2001 season in favor of a newly delivered MR-S. The rear wheel drive configuration, combined with the AE86's light weight (approximately 2300lb (950970kg) curb weight), balance and relatively powerful (and easy to tune) 4A-GEU engine made it popular among the Japanese hashiriya (street racers in Japanese), many of whom raced in mountain passes (touge in Japanese) where the corners suited the AE86 best, especially on the downhill.[2] Among those who utilized this car was Japanese racing legend Keiichi Tsuchiya also known as the Dori-Kin ("Drift King" in Japanese). Keiichi Tsuchiya helped popularize the sport of drifting, which involves taking a car on a set of controlled slides through corners.[2] The AE86's FR configuration made it well suited to this kind of cornering, and currently the car is a mainstay of drift shows and competitions.
Toyota AE86
244
In Popular Culture
The main character of the anime and manga Initial D, Takumi Fujiwara, uses his father's AE86 Trueno for racing and making his tofu deliveries. Also in Initial D, Itsuki Takeuchi drives an AE85 Levin, mistaken for an AE86 and Wataru Akiyama drives a supercharged AE86 Corolla Levin. Later on in the series, Shinji Inui drives the Notchback coupe version of the AE86 Trueno. The popularity of the manga is cited as the main cause of the car's high resale price. [5]
Initial D AE86 replica in Melbourne, Australia
The Corolla Levin, the Sprinter Trueno, and a modified AE86 similar to the one depicted in Initial D are featured in the racing video game series Gran Turismo (series).
Notes
[2] Drift Japan Toyota Corolla AE86 (http:/ / driftjapan. com/ blog/ toyota/ toyota-corolla-ae86) - AE86 History and Overview [4] Hachiroku.com.au Blog - (http:/ / www. hachiroku. com. au/ 2008/ 04/ ae86-specifications-history-trim-differences/ ) - AE86: An In-Depth Look at A Legend
References
History Article on Corolla Levin (Japanese) History Article on Sprinter Trueno (Japanese) Club4AG Technical Reference (http://www.club4ag.com/technical_main.htm) - Technical Reference on the AE86 Ae86 Driving Club (http://www.ae86drivingclub.com.au) - Technical forum dedicated to Ae86 owners AEU86 Technical Reference (http://www.aeu86.org/index/technical-technical-faq/cat/9/topic=4146) Additional technical references on the AE86 AE86 History, Build Grades, Model Differences & Racing History (http://www.hachiroku.com.au/2008/04/ ae86-specifications-history-trim-differences/) Toyota RWD Corolla History (http://www.dorikaze.ca/dorikaze_corollas.php) - Toyota RWD Corolla History "S-86.com" (http://s-86.com)S-86 - has many AE86 relevant technical articles "HachiRoku.net" (http://www.HachiRoku.net) AE86 related articles, guides, references and walk-throughs. Toyota Corolla History (http://www.edmunds.com/toyota/corolla/history.html) - Toyota Corolla History (see fifth generation) (http://www.sportcompactcarweb.com/projectcars/0708_sccp_1985_toyota_corolla_gts_ae86/) - Sport Compact Car's 1985 Toyota Corolla AE86 GT-S project - Initial-D characters, cars & teams (http://www.freewebs.com/initial-d_world/characters.htm)
Toyota Soarer
245
Toyota Soarer
Toyota Soarer
Manufacturer Toyota Production Assembly 19812005 Motomachi, Japan Susono, Shizuoka, Japan Higashi Fuji, Japan FR layout
Layout
The Toyota Soarer was a personal luxury GT coup sold by Toyota in Japan from 1981 to 2005. In Japan, it was available at both Toyota Japan dealerships called Toyota Store and Toyopet Store, and it dbuted with the Z10 series, replacing the Toyopet Store exclusive Mark II Coupe, and the Toyota Store exclusive Crown Coupe. In 1986, the Z20 series was launched, based on the then new A70 Supra platform. In 1991, the third generation (Z30 series) Toyota Soarer premiered in Japan, while its Lexus equivalent, the SC 300/400 dbuted in the US market. While externally identical to the Lexus SC, the Z30 series Soarer lineup offered different powertrain specifications and multiple unique vehicle configurations. In 2001, Toyota introduced a convertible-only successor which appeared in Japan as the fourth generation (Z40 series) Toyota Soarer, and elsewhere as the Lexus SC 430. In contrast to previous series, the fourth generation Soarer and Lexus SC were based on a single model and were largely equivalent. In 2005, following the introduction of Lexus in Japan, the Soarer name and emblem were discontinued and the Z40 became the Lexus SC 430 in common with worldwide markets. In its home market the Soarer was a competitor to the Nissan Leopard, and Mazda Cosmo coupes. All versions of the Soarer featured a unique winged lion emblem (often mistakenly called a Griffin) as the logo throughout the vehicle. Due to the compliance of Japanese external dimension and engine displacement regulations, the first and second generation models were classified as "compacts" which gave Japanese buyers tax saving advantages.
Z10 series (19811985)

First generation
Production
1981-1985
Toyota Soarer
246
Bodystyle Engine 2-door GT coupe 2.0L 1G-EU I-6 SOHC 2.0L 1G-GEU I-6 DOHC 2.0L M-TEU I-6 SOHC 2.8L 5M-GEU I-6 DOHC 3.0L 6M-GEU I-6 DOHC 5-speed manual 4-speed automatic 2,660mm (104.7in) 4,655mm (183.3in) 1,695mm (66.7in) 1,360mm (53.5in) 1,310kg (2,900lb)
Transmission
The Soarer made its first appearance at the 1980 Osaka International Motor Show with the name "EX-8", and the Z10 series Toyota Soarer was produced from February 1981 to December 1985, with 2.0L, 2.8L or 3.0L DOHC I-6 variants. The first generation Soarer debuted with a rear-wheel drive configuration[] based on the A60 Supra. It boasted numerous technological items, such as touchscreen computer controlled air conditioning climate control (on all models excepting base models which featured standard fan/heater controls), digital speed and tachometer display using LED (that were differentiated between models), among other electronic features. The suspension utilized Macpherson type front struts with trailing arm type IRS in the rear. The vehicle also came with self-diagnosis maintenance reminders. There were a number of different engines available. GZ10=1G-EU, 1G-GEU MZ10=M-TEU MZ11=5M-GEU MZ12=6M-GEU
Early M-TEU powered MZ10s were different in some regards to later MZ10s. Some of the difference are listed below. Later MZ10s had a water to air intercooler Later MZ10s had an oil-and-water-cooled turbo (as opposed to the oil-cooled-only turbo in the early MZ10s) The Z10 series Toyota Soarer was honored as Japan's Car of the Year for the 19811982 model years. The MZ12 was equipped with the following features: ABS Cruise Control 7 way adjustable (driver only) leather seats Toyota Electronically Modulated Suspension (TEMS) Digital Automatic climate control Audible Warning messages Electro multivision display (CRT type display), GT LTD Only
Toyota Soarer
247
Z20 series (19861991)

Second generation
19861991 2-door GT coupe (GZ20, MZ20) 2-door convertible (MZ20 Aerocabin) 2.0L 1G-E I-6 SOHC 2.0L 1G-GE I-6 DOHC 2.0L 1G-FE I-6 DOHC 2.0L 1G-GTE I-6 DOHC turbo 3.0L 7M-GTE I-6 DOHC turbo 5-speed manual R154 (7M-GTE) 5-speed manual W57/W58 (1G-GE/GTE) 4-speed A340E Automatic 2,670mm (105.1in) 4,675mm (184.1in) 1,725mm (67.9in) 1,335mm (52.6in) 1,510kg (3,300lb)
Engine
Transmission
The Z20 series Toyota Soarer was produced from January 1986 to April 1991, and was available in several variants. The styling of the second generation Soarer is similar of that of the X80 series Cressida, Mark II, Chaser and Cresta.[] The Soarer shared its platform with the newly introduced A70 series Supra. In 1988, TOM'S released a limited model package named the C5. The 7M-GTE in the Tom's C5 Soarer saw the power upgrades similar to those seen in the Turbo-A Supra of the same year. In April 1989 a limited 500 unit production of the Aerocabin version was also available. This came with only 2 seats and an electric folding roof. The Aerocabin came with the same specs as the GT-Limited and were only available with the 7M-GTE engine, 4sp automatic transmission, tan leather interior and pearl paint. In 1988 Soarer Z2 got restyling -grill and rear taillights changed and minor interior changes (climate control, dash). Other than that engines were improved: 1G-GTEU 180 -> 157kW (213PS; 211hp) 7M-GTEU 230 -> 179kW (243PS; 240hp) Also from that time, M-series engines got oil squirters to cool pistons. Unlike the A70, the Z20 did not pick up the 2.5L twin turbo 1JZ-GTE. However all models built from May 1989 including the Aerocabin did have a revised crossmember making the 1JZ-GTE conversion easier.
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248
model code GZ20
chassis code HCMEE
grade
year
engine
transmission
weight (kg) 1300
turbo
notes
2.0 VZ
1986.1-1987.12
1G-EU
W57 5-speed M/T A42DL 4-speed A/T
N/A
87.1- +10kg
HCPEE
1310
HCMGE
2.0 VX
1986.1-1988.12
W57 5-speed M/T A42DE 4-speed A/T
1320
88.1- +20kg
HCPGE
1330
HCMGK
1989.1-1991.4
1G-FE
1350
ESC
HCPGK
1360
HCMVF
2.0 GT
1986.1-1991.4
1G-GEU
1330
87.1- +10kg, 88.1+30kg and ESC 89.1- A340E 4-speed A/T Twin CT-12 87.1- +10kg and ESC, 88.1- +20kg 88.1- W58 5-speed M/T
HCPVF
1340
HCMVZ
2.0 GT-TWIN TURBO
1G-GTE W57 5-speed M/T A340E 4-speed A/T
1400
HCPVZ
1420
HCMZZ
2.0 GT-TWIN TURBO L
1988.1-1991.4
W58 5-speed M/T A340E 4-speed A/T
1430
ESC
HCPZZ
1450
MZ20
HCMZZ
3.0 GT
1987.1-1991.4
7M-GTE R154 5-speed M/T A340E 4-speed A/T A340E 4-speed A/T R154 5-speed M/T A340E 4-speed A/T R154 5-speed M/T A340E 4-speed A/T
1490
CT-26
87.1- +20kg, 88.1-+ 20kg, 89.1+10kg
HCPVZ
1986.1-1991.4
1470
HJPVZ
3.0 GT AEROCABIN 3.0 GT LIMITED
1989.4
1610
Limited run of 500 units
HCMZZ
1987.1-1991.4
1520
87.1- +20kg
88.1- +10kg
HCPZZ
1986.1-1991.4
1500
MZ21
HCMZZ
1987.1-1991.4
1520
Air suspension
HCPZZ
1986.1-1991.4
1520
ESC (optional) = +10kg, Sunroof (optional on all models except the aerocabin)= +20kg
Toyota Soarer
249
Z30 series (19912000)

Third generation
Production Bodystyle Engine
1991-2000 2-door GT coupe 2.5L 1JZ-GTE I-6 DOHC turbo 3.0L 2JZ-GE I-6 DOHC 4.0L 1UZ-FE V8 DOHC 5-speed manual 4-speed automatic 2,690mm (105.9in) 4,8604,890mm (191.3192.5in) 1,7901,800mm (70.570.9in) 1,3301,350mm (52.453.1in) 1,5401,730kg (3,4003,800lb)
Transmission
In 1990, following the successful launch of its upscale Lexus division outside of Japan, Toyota commissioned its California design studio Calty to develop a new luxury coupe. In 1991, this vehicle debuted in the U.S. as the Lexus SC 300/400. In the same year, the third generation Toyota Soarer debuted in Japan as the Z30 series, replacing the Z20 series in that market. The Z30 series Soarer shared the body and key components with the Lexus SC, but featured different interior features, powertrain configurations, and other performance enhancements. This new Soarer continued some of the features that Toyota had pioneered on the earlier models, such as digital dash instrumentation and integrated car systems control via the in-dash EMV touchscreen. For example, it was now one of the first cars in the world to feature factory GPS navigation via cd-rom. The Toyota Soarers made from the years 19912000 were offered with a 4-speed automatic transmission for all models. In addition, the JZZ30 Soarer could be had with a 5-speed manual transmission. All models were available with a Torsen torque-sensing differential. Unlike their US Lexus equivalents however, the 30-series Soarer lineup never received a 5-speed automatic, and only the six-cylinder versions received variable valve timing (VVTi) engines, in 1996. Also, the UZZ30 (equivalent to the Lexus SC400) was only sold from 1991 to 1993, and the JZZ31 (equivalent to the Lexus SC300) was not introduced to the Japanese market until 1994. Styling-wise, the Soarer received only minor changes to (e.g. rear lights, front grille and front/rear bumpers as well as the addition of side-skirts) during its 9-year production run, a testament to the original design. Starting in 1997, the Soarer was used as a high speed patrol car in multiple Japanese prefectures, using the 2.5GT trim with a 5-speed manual transmission.[citation needed]
Toyota Soarer
250
Z30 series Soarer models

model JZZ30 year 1991-96 engine 1JZ-GTE (2.5 L I6) power (kW) 206kW (280PS; 276hp) 206kW (280PS; 276hp) 165kW (224PS; 221hp) 169kW (230PS; 227hp) torque (Nm) 363Nm (268lbft) turbo twin parallel transmissions manual (R154), auto notes
19972000 1JZ-GTE (2.5 L I6), VVT-i
378Nm (279lbft)
single
manual (R154), auto
JZZ31
1994-96
2JZ-GE (3.0 L I6)
285Nm (210lbft)
none
auto
equivalent to Lexus SC300
19972000 2JZ-GE (3.0 L I6), VVT-i
304Nm (224lbft)
none
auto
UZZ30 1991-93
1UZ-FE (4.0 V8) 191kW (260PS; 256hp) 1UZ-FE (4.0 V8) 191/195
353Nm (260lbft)
none
auto
UZZ31 1991-97
353/363
none
auto
airbag suspension, "EMV" TV/touchscreen system active suspension, four-wheel steering, "EMV" TV/touchscreen system
UZZ32 1991-96
1UZ-FE (4.0 V8) 191/195
353/363
none
auto
JZZ30 Soarer
The JZZ30 was the only model sold continuously from the introduction of the 30 series in 1991 until production ceased in 2000. As the sportiest model in the range it was also the only one available with a R154 manual transmission. Like other models in the range there were two different equipment grades available, the base GT-T and the better-equipped GT-TL which added electric seats, wood trim, cruise control and Toyota's TEMS electronic damper adjustment to the list of standard features. The JZZ30 was powered by the 2.5-litre 1JZ-GTE turbocharged engine. Initially featuring two identical small turbos running together (unlike the sequential twin turbo systems of the Supra and Mazda RX-7, for example), it officially produced 206kW (280PS; 276hp) and 363Nm (268lbft) of torque at 4800 rpm. This was in keeping with the Japanese Manufacturers' advertised power limit agreement, however real-world power outputs were somewhat higher. In August 1996 the engine received Toyota's variable valve timing system (VVTi) and in conjunction with a single, more efficient turbocharger, produced much better high and mid-range torque (in fact, 378Nm (279lbft) at just 2400 rpm - see The Toyota JZ Engine Guide below) while still producing the "official" 206kW (280PS; 276hp) of power and better fuel economy.
JZZ31 Soarer
While the Lexus SC300 was available from the start of the new series' US introduction in 1991, the equivalent Japan-market Soarer model the JZZ31 was not introduced until 1994, where it became the new base model Soarer. The JZZ31 was powered by the 3-litre 2JZ-GE engine, which initially produced 165kW (224PS; 221hp) at 5800 rpm and 285Nm (210lbft) of torque at 4800 rpm. Like the JZZ30 the engine also received Toyota's VVTi system in 1997 which increased output to 169kW (230PS; 227hp) at 6000 rpm and 304Nm (224lbft) at 4000 rpm while simultaneously improving fuel economy. While the SC300 in the US market became a popular Lexus for performance upgrades due to its shared engine with the MKIV (JZA80) Supra, the JZZ31 Soarer was somewhat
Toyota Soarer overlooked since unlike the SC300 it was never offered in manual gearbox form and had neither the performance appeal of the turbocharged JZZ30 nor the luxury and equipment of the UZZ31/32 models. However with the increasing cost (and slowing sales) of the V8 Soarer GT-L models in the mid-late '90s, the JZZ31 would remain in production along with the JZZ30 until the end of the 30 Series in 2000.
251
UZZ30, UZZ31 and UZZ32 Soarer

The UZZ30 was introduced in Japan as the 'base' model of the V8 powered 30 series lineup. Fitted with the same 4.0-litre quad cam V8 as the UZZ31/32, it benefited in the performance stakes due to its considerably lighter weight. The UZZ30 used a standard Tokiko coilover suspension setup, basic stereo system, manual steering column, and very few electronic aids. Velour fabric seats were standard with leather as an option. No power or memory seats were available. As the car was substantially lighter due to the exclusion of all the 'luxury fruit', they are a considered a driver's car, with good power, handling and braking. The UZZ30 series Soarer was used as the base vehicle for the Lexus SC400 exported into the United States, although to satisfy local markets, a comprehensive listing of luxury options were offered. Local Japanese Soarers all came with an electronic dashboard which used an internal mirror to display the dashboard holographically. It really is a beautiful design and has stood the test of time, yet this was never offered on a USA spec model. These cars came with a standard dash layout comprising round dials and lit needles similar to the LS400 Lexus. The UZZ31 and UZZ32 Soarers were the luxury GT versions of the range, with substantially more features and equipment than the 6-cylinder models and the Lexus SC300/400. The EMV (Electro Multi Vision) touchscreen system which was pioneered in the Z10 and Z20 Soarers was again available and provided a screen with television, GPS navigation, diagnostics, car computer, reversing camera and touch control of all functions of the climate control and sophisticated 7-speaker (with subwoofer) balanced-signal audio system with 12-disc CD stacker and digital signal processing. Both models and the base-spec UZZ30 were powered by Toyota's acclaimed 1UZ-FE quad-cam all-alloy 4-litre V8. While producing marginally less power and torque than the turbocharged JZZ30 (191kW (260PS; 256hp) at 5400 rpm, 353Nm (260lbft) at 4600 rpm) the V8, called the 4.0GT-L was renowned for its smoothness and refinement. Although receiving a minor update in 1995 which improved responsiveness and bumped outputs to 195kW (265PS; 261hp) / 363Nm (268lbft), production of the V8-equipped Soarers ended before the powerplant received VVTi which substantially increased outputs in the Lexus SC400 and other models. However, supercharged and turbocharged modifications are becoming increasingly common given the strength and durability of the engine, and power outputs up to double the factory levels are being seen on internally standard engines. The UZZ31 featured a driver-adjustable air suspension system that had two settings for both ride height and damper stiffness. The air 'bag' pressure was controlled by an electric pump mounted at the front of the car. Also featured on the UZZ31 series were a host of electronic goodies including automatic headlights, speed-sensitive wipers, electric controlled and heated seats with two-position memory, electronic collapsible steering column with memory, reversing camera, cabin air purifying system, touch screen TV with 12 stack CD player, touch screen SatNav, and a full on board computer diagnostic system which would output to the TV display unit. The UZZ32 was the top of the line 30 series featuring all of the options available on the UZZ31 but with the added feature of four-wheel steering and a complex hydro-pneumatic, computer-controlled active suspension system. This did away with conventional springs and anti-roll (stabiliser) bars in favour of hydraulic struts controlled by an array of sensors (such as yaw velocity sensors, vertical G sensors, height sensors, wheel speed sensors, longitudinal and lateral G sensors) that detected cornering, acceleration and braking forces. The system worked well and gave an unusually controlled yet smooth ride with no body roll. However, the additional weight of the system affected straight-line performance somewhat, so a re-mapped ECU was introduced to allow better 'off line' performance.[citation needed] The car was costly to produce and at close to 8million Yen in 1995,[1] expensive to buy. As a result, only 873 UZZ32's were made and are now collectors items in the UK and Australia. The UZZ32 Soarer
Toyota Soarer became the second shortest production run model for Toyota following the 2000GT in the late 60's.
252
Z40 series (20012005)

Fourth generation
Production Bodystyle Engine Transmission
20012005 (renamed in 2006 as Lexus SC) 2-door GT coup convertible 4.3 L 3UZ-FE V8 5-speed automatic 6-speed automatic (renamed model) 2,620mm (103.1in) 4,515mm (177.8in) 1,825mm (71.9in) 1,355mm (53.3in) 1,730kg (3,800lb)
The 40 series Soarer model was largely identical to its Lexus equivalent, sold outside Japan as the Lexus SC 430 since 2001. The Z40 series Soarer 430SCV featured a hardtop which could fold into the boot of the car, in the fashion of the contemporary Mercedes-Benz SL. The coupe was equipped with the 3UZ-FE VVTi (variable valve timing) 4.3-litre V8 motor, as was available in the Lexus LS 430 luxury sedan. It produced 208kW (283PS; 279hp) and 430Nm (320lbft) of torque. This enabled the coupe to accelerate from a standstill to 62mph (100km/h) in 6 seconds. The shared body style of the Z40 series Soarer/SC 430 was developed by Toyota designers at design studios in France and Japan. Compared with the Z30 series, some observers generally considered the fourth generation a retreat in visual style due to its more compact and top heavy appearance. As a result it had lost the long sleek look previously seen and admired greatly in the Z30 series models. With the Z40 series Soarer, design and production synergies culminated in the development of a single shared design configuration for both the Soarer and Lexus models, unlike the previous generations. The rise of Lexus as Toyota's premium worldwide marque also contributed to the design focus on the Lexus model configuration rather than a separate Toyota-branded series of Soarer coupes. On July 26, 2005, Lexus was introduced in Japan with the 2006 SC 430 TSOOH in its lineup. The debut of Lexus and the SC 430 coincided with the conclusion of Toyota Soarer sales.
Toyota Soarer
253
References
[1] http:/ / specs. amayama. com/ toyota/ soarer/ 1995_5/
External links
The Toyota JZ Engine Guide (http://autospeed.drive.com.au/cms/A_2750/article.html)
Article Sources and Contributors
254

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Masao Suenaga Source: http://en.wikipedia.org/w/index.php?oldid=545007430 Contributors: Banksjr, Bgwhite, Blackhawk charlie2003, LilHelpa, Paul A, Ranma9617, SileightyID, WOSlinker, Waacstats, Willirennen, 2 anonymous edits Tsuyoshi Tezuka Source: http://en.wikipedia.org/w/index.php?oldid=545876433 Contributors: Bender235, Bgwhite, Chris the speller, Hobophobe, SileightyID, Utcursch, WOSlinker, Waacstats, Willirennen, 3 anonymous edits Nobuteru Taniguchi Source: http://en.wikipedia.org/w/index.php?oldid=544200338 Contributors: ATJS144, Donnie Park, EVL ONE, Firsfron, Gaius Cornelius, HashiriyaGDB, Joket, Kiyokun, Melaen, Morio, MotorsportPete93, Mps, Neier, Nick Number, Siddhi.powers, SileightyID, Tengkurex, Traci 0160, Waacstats, Willirennen, 22 anonymous edits Daijiro Yoshihara Source: http://en.wikipedia.org/w/index.php?oldid=545706539 Contributors: Bgwhite, Butanekotomato, Choichoi05, Donnie Park, Epbr123, MatthewVanitas, Mokgen, Purplechilimedia, Slidegunsai, Thisischoi, 3 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Drifting

Notable D1GP drivers

Notable drifting cars

Team Drift Competition in Melbourne.

Drifting Toyota AE86

Nissan Silvia S15 drifting

Car Nissan Silvia

The top cars in the Red Bull Drifting Championship:

Driver Tanner Foust Ken Gushi Rhys Millen

Make Scion Nissan tC

Silvia 240SX S13

Hyundai Genesis Coupe V6 Charger 350Z

Samuel Hbinette Dodge Chris Forsberg Nissan

S13 Silvia bay with modifications for drifting.

Cleaning up severed bumpers during drift meet.

Drifting in the media

Origin of the name

Real life usage

Cat and mouse/sudden death

Dark toge Osaka

Time attack/ghost battle

FUNimation Entertainment Network English network Fuji TV, Animax

Cartoon Network (Adult Swim)

FUNimation Entertainment Network English network Fuji TV, Animax

FUNimation Entertainment Network Animax, Sky PTV

The Fast and the Furious: Tokyo Drift

The Fast and the Furious: Tokyo Drift

Distributed by Release date(s)

Running time Country Language Budget Box office

104 minutes United States English $85 million (est) $158,468,292

The Fast and the Furious: Tokyo Drift

The Fast and the Furious: Tokyo Drift

Typical D1GP Vehicle Regulations

Typical D1SL Vehicle Regulations

Drifting Team List

Racing Garage SIFT A'PEXi Top Secret Kei-Office

(Non Championship) All Star Winner

2004 US vs Japan 2005 US vs Japan

All-Time Winners list

Drivers all-time score table

(1) 66 (2) 54 (2) 106 (2) 78 56 58 24 16 0 18 (2) 78 44 20 8 0 26 60 (1) 72 14 0 4 (2) 72 (1) 82 18 0 0 30 32 20 0 14

(1) 104 (1) 130 676 (1) 74 87 (1) 89 (1) 80 88 620

(1) 110 (1) 99 (2) 109 (1) 57 (2) 92 61

(2) 100 (1) 78 39 8 41 29 5 29 23 (1) 26 31 20 8 52 -

(2) 68 (1) 64 (1) 64 24 0 24 50

(1) 40 61 (1) 45 48 1 28 20 18 41 1 24 16 (1) 59 10 53 26 0 (1) 41 -

(1) 70 (1) 70 0 18 0 (1) 38 4 0 0 20 4 0 32

(1) 114 (1) 82 46 51 72 26 44 (1) 50 8 (1) 98 20 0 53 77 0 26 0 -

Car all-time winning table

Masato Kawabata's, Nissan Silvia S15

Ryuji Miki's, Nissan Silvia S15

Nobushige Kumakubo's Subaru Impreza GDB

Ken Nomura's Nissan Skyline ER34

Tsuyoshi Tezuka's Nissan Skyline BNR32 (B324R)

Youichi Imamura's Nissan Silvia S15

D1 Grand Prix USA Drivers

After his retirement

Car Year Body Color Underbody and Engine

Keiichi Tsuchiya 2004-2005 studied in Australia to complete inter-2 course.