DRIFT – STATE OF SPEED https://stateofspeed.com ALL THINGS PERFORMANCE AND SPEED, AND THE CULTURE THAT DRIVES IT Thu, 15 Sep 2022 18:28:38 +0000 en-US hourly 1 https://wordpress.org/?v=6.6.2 https://stateofspeed.com/wp-content/uploads/2019/05/Shift-Knob-RGB.png DRIFT – STATE OF SPEED https://stateofspeed.com 32 32 Rare JDM Cars at the 2021 SEMA Show https://stateofspeed.com/2021/11/04/sema-2021-rare-jdm-cars/ https://stateofspeed.com/2021/11/04/sema-2021-rare-jdm-cars/#respond Thu, 04 Nov 2021 20:24:14 +0000 http://54.201.197.135/?p=28823

These are some of the most sought after JDM cars and some of the most popular styles in the Tuner scene.Read More →

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Rare JDM Cars at the 2021 SEMA SHOW

Million Dollar Skyline GTRs, Special RX7s, and Widebody Nissan Zs in Las Vegas

Spotting a Nissan or a Toyota is something you can do in your grocery store parking lot, but the ones you find at the SEMA Show are a little bit more special. Actually, that is an understatement, these are some of the most sought after JDM cars and some of the most popular styles in the Tuner scene. In terms of JDM and Tuner cars there is all sorts of stuff at SEMA this year, some of which you will never see, and others that you will probably see on retail very soon, with a couple only being JDM inspired. Come check out these JDM gems that we’ve spotted at SEMA 2021!

We never were sold any skylines in the US until Infiniti G35, and so to say that they are rare here is an understatement, especially for these two GTRs. This is the first R33 GTR 400R to come to the US and only 44 400Rs ever made. Named 400R because of its 400hp output, this was the rarest and craziest Skyline to come from the factory. Specifically this is a 400R in Sonic Silver making it a one of 5 ever made. Brought out by Top Rank Imports, this Skyline definitely stole the show

Toprank Nissan Skyline GTR 400R on LMGT1 at SEMA 2021

Vehicle: Nissan Skyline GTR R33 400R Sonic SilverThe other one is a Midnight Purple II V Spec GTR which cost about the same as Lamborghinis, one of the rarest color combos and trim packages for the R34 GTR.

Nissan Skyline GTR R34 V Spec Midnight Purple II HKS at SEMA
Vehicle: Nissan Skyline GTR R34 Midnight Purple II

We also spotted this Origin Widebody S14 Kouki with a 2JZ VVti Stuffed in it. It is hard to look past those stunning custom headlights though, but you’ll probably be staring at the tail lights of this thing if you caught it on the street.

Red 2JZ VVti S14 Origin Silvia 240sx at SEMA 2021
Vehicle: Nissan S14 2JZ Swap
Red 2JZ VVti Engine S14 Silvia 240sx at SEMA 2021
Engine: Toyota 2JZ VVTi

You know the brand new GR 86/ BRZ? HKS is already making a new exhaust system so that you can sputter and bang your boxer as quickly as possible.

HKS Red GR86 BRZ at SEMA 2021
Vehicle: HKS Toyota GR86
Booth: HKS

We also Saw this yellow RX7 from Fortune Auto, sporting a full RE Amemiya kit with the aero headlights.

Fortune Auto Yellow RE Amemiya FD RX7 at SEMA 2021
Vehicle: Mazda RX& RE Amemiya
Booth: Fortune Auto

Check out this S30 Widebody Z from Extreme wraps. It might look different from a standard 240Z or 260Z because of the slicker aero front end, referred to as a G Nose.

Extreme Wraps G Nose S30 240z at SEMA 2021
Vehicle: Nissan Z S30 G Nose
Booth: Extreme Wraps

Finally here’s a couple BMWs that have adopted a lot a of the JDM tuner style and incorporated them into their Bavarian Builds.

Strong Hand Tools BMW 2002 at SEMA 2021
Vehicle: BMW 2002
Booth: Strong Hand Tools
Peaches 43 TIC TAC Live to Offend LTO widebody E30 BMW at SEMA 2021
Vehicle: BMW E30 M3 with Live to Offend LTO wide body kit

 

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Ken Block’s Next Big Project: The Hoonifox https://stateofspeed.com/2020/04/30/ken-block-hoonifox/ https://stateofspeed.com/2020/04/30/ken-block-hoonifox/#respond Fri, 01 May 2020 00:06:00 +0000 http://54.201.197.135/?p=20082

Ken Block's new car is as wild and unique as his previous builds. The platform of choice is a Foxbody Mustang earning the fitting nickname; The Hoonifox.Read More →

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Ken Block’s Next Big Project: The Hoonifox

April 30, 2020Ken Block, along with Hoonigan’s Brian Scotto and designer Ash Thorp gave the world a behind the scenes look at the new car that will likely be tearing up the emptied streets of cities around the world in the next Gymkhana film. This new project, in true fashion, will be as wild and unique as Ken’s previous builds. The platform of choice this time around is a Foxbody Mustang earning the fitting nickname; The Hoonifox.

ken block's hoonifox foxbody mustang
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)

Ken and Ash have a history collaborating, building the Cosworth “Cossie” last year. Thorp is a well known designer who’s work is seen throughout video games and Hollywood, and is most recently credited with designing the new Batmobile for the upcoming reboot by Matt Reeves.

ken block's hoonifox foxbody mustang pre render wireframe
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)
ken block's hoonifox foxbody mustang pre render
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)
hoonigan foxbody mustang
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)
hoonigan foxbody mustang
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)

Ken shares his inspiration for the Hoonifox, saying that he was thinking about the early days of his Mustang Fastback build, the Hoonicorn, and its “simple and raw” nature. A Foxbody Mustang turned out to be the simple and raw platform he was looking for. Additionally, Block shares that he drew some inspiration from the ’80s and Miami Vice vibes and even threw in possibly doing the next Gymkhana in Miami.

Ash Thorp’s renderings of the Hoonifox are aggressive and shows other livery variations he came up with like an all carbon fiber version, a murdered out white version, and the aformentioned ’80s version.

ken block's hoonifox foxbody mustang
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)
ken block's hoonifox foxbody mustang livery white concept
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)
ken block's hoonifox foxbody mustang all carbon fiber concept
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)

No word was given on what powerplant was going to be thrown into the Hoonifox, but given Ken Block’s build history, it will be anything but boring… and probably AWD.

ken block's hoonifox foxbody mustang
Photo Credit: Hoonigan Racing / Ash Thorp (Screenshot via Youtube)

Watch the Hoonifox reveal here:

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Future Classic: The Nissan 240SX Story https://stateofspeed.com/2019/11/05/future-classic-the-nissan-240sx-story/ https://stateofspeed.com/2019/11/05/future-classic-the-nissan-240sx-story/#comments Tue, 05 Nov 2019 16:05:55 +0000 http://54.201.197.135/?p=16027

The real success of the Nissan 240SX in the United States happened not at the dealerships but when the cars began to hit the used market.Read More →

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Future Classic:
The Nissan 240SX Story

If you sat down with a pen and paper in hand and made a list of all the qualities that define a “fun to drive” car, you’d probably come up with things like a stiff, light two-door coupe chassis, rear-wheel-drive with an independent suspension all the way around (and lots of aftermarket parts to tweak it with), and a slick-shifting manual transmission. You’d keep it simple to make it affordable, and most importantly, you’d give it a rev-happy engine, perhaps with a turbo.

Red Nissan 240SX Silvia Kouki with Black

Mazda got close to nailing that formula with the first-gen RX-7, but dropped the ball with a live axle rear end. The FC RX-7 cured that deficiency, but got a bunch heavier and more expensive in the process. They’d move back in the right direction with the NA Miata, but despite its basic goodness, it was a hard car to take seriously, and being available only as a convertible didn’t help. Porsche’s 924 and 944 checked all the boxes except for “simple and affordable,” and Toyota and Mitsubishi took a run at it with the original MR2 and the Starion, respectively, but between the MR2’s mid-rear engine layout and Mitsubishi’s trademark general ‘80s high-tech weirdness in the Starion, neither of that Japanese pair really hit the mark, either. 

Only one manufacturer managed to artfully combine all those elements into a single platform – in 1989, Nissan introduced the S13 to the world, and a legend was born. Previous generations of the S platform had been successful in their own right, dating all the way back to 1975’s S10, which was known in the US market as the Datsun 200SX. The S110 and S12 followed in 1979 and 1984, respectively, and while they sold well enough both in Japan and abroad, they would barely hint at how popular the next revision would turn out to be.

In the native Japanese market, Nissan was sure enough of success with the new S13 to produce and sell the car in two cosmetically different but mechanically identical models; the hatchback, hidden-headlight 180SX, and the notchback, exposed-headlight Silvia. The two models were sold through separate marketing channels, with the 180SX as the “little brother” to the Fairlady Z and the Silvia retailed alongside the Skyline. 

Pop the Hood

Power for the S13 was initially derived from the iron-block 1.8 liter CA18DE or CA18DET, with the former being naturally aspirated and rated at 131 horsepower, and the latter turbocharged to produce an advertised 166 horsepower. Silvia buyers could select either powerplant, but the 180SX wasn’t produced in a non-turbo version. The free-revving dual overhead cam engine was a good match for the S13’s light weight and balanced chassis, which featured one of Nissan’s first sophisticated multi-link independent rear suspension systems paired with the ubiquitous MacPherson strut setup in front.

Ca18 det in a 180sx

At launch for the 1989 model year, Nissan also decided that the S13 would be a good addition to their US car lineup. Only the 180SX would make the trip across the Pacific, though, and to avoid the time and expense required to “Federalize” the CA18, a different engine already destined for Nissan’s American vehicle lineup took its place – the KA24.

This is the point in our story where many of you will hear a sad trombone briefly playing in your head.

240sx with a KA24DE engine

While the KA24 did indeed pick up a significant amount of displacement over the CA18 (no points for guessing that it was a 2.4 liter engine), that was about the nicest thing anyone had to say about it at the time. The vast majority of KA engines in US models ended up under the hood of Hardbody trucks and Pathfinder SUVs where its torquey long-stroke design made perfect sense. Like so many engines of the era, the KA24 used a cast-iron block with an aluminum head, and the valvetrain was driven by a timing chain rather than a belt. The engine was significantly “under-square” with an 89mm cylinder bore and 96mm crankshaft stroke, optimized for bottom-end torque capacity rather than high-RPM horsepower potential. 1989-90 USDM 240SX models got the SOHC, 3-valve-per-cylinder KA24E, rated at a less-than-thrilling 140 horsepower, 26 ponies down from the CA18DET in the 1989 180SX. 

Factory stock 1990 240sx
Photo Credit: Nissan

 

240sx convertible
Photo Credit: Nissan

Coming to America

All US S13 models would be available in both hatchback and notchback body styles, and in the 1992 model year, a convertible based on the notch was introduced, with the drop-top modification performed by American Specialty Cars in California. They all shared the same 180SX-style hidden headlight nose, but as early cars entered the used car market and ended up with front end damage thanks to drivers with more enthusiasm than skill, it became fashionable to replace the hidden headlight front bumper, hood, and fenders with Silvia sheetmetal imported from Japan. While the “Sileighty” trend started in the S13’s home country (as it was usually cheaper in Japan to convert a crashed 180SX to a Silvia front clip than replace the stock parts), in the US its popularity was driven by cosmetic concerns as well as the fact that ditching the US-spec energy absorbing front bumper and the pop-up headlights typically saved 30-plus pounds on the nose of the car. 

240sx with an s13 front end

For 1991, the 240SX got a cosmetic facelift that (among other changes) replaced the “pignose” front fascia with one that retained the hidden headlights but had more of an aerodynamic, rounded look. The 240SX also got four more exhaust valves and an extra camshaft with the DOHC KA24DE engine, picking up another 15 horsepower in the process to a total of 155. This engine would remain as the only available powerplant for the duration of the S-chassis’ run in the US market, while in-the-know Nissan fans gazed longingly at the turbocharged 202-horsepower SR20DET that was standard equipment for the 180SX in Japan and other markets, starting in 1991.

Nissan concept drawing
Photo Credit: Nissan

For the 1994 model year, Nissan comprehensively reworked the S-chassis and launched the S14 Silvia in the home market, while keeping the previous S13 180SX in production as well through 1998. The hatchback body style was gone for the S14, leaving only the coupe version, and the overall look of the car took on a much more rounded design language. Another minor restyling for the 1997 model year brought an angular and aggressive look to the S14, and spawned the terms “Zenki” and “Kouki” to distinguish the two variations – colloquially “before and after” in Japanese.

Factory stock s14
Photo Credit: Nissan

Production of the S14 ended in 1998, replaced by the S15 in other markets, but the 1999 model year 240SX was the end of the line in the US. While it was reasonably successful in America, the uninspiring engine, lack of interior room, and relatively poor fuel economy put the 240SX in the position of being too slow to be a standout sports car, and too thirsty and impractical to compete favorably with the many FWD alternatives on the market at the time. 

S15 and S14 at a meet

Second Wind

The real success of the Nissan 240SX in the United States happened not at the dealerships but when the cars began to hit the used market. As one of the few Japanese RWD imports (and certainly the most affordable, compared to cars like the MKIV Supra and Lexus IS/Altezza) it was perfectly suited to the rise of grassroots interest in drifting in America. It didn’t hurt that a huge amount of aftermarket support was also available from well-known Japanese tuners (and sketchy eBay knockoffs) for owners looking to upgrade the suspension and driveline. The primary hurdle, however, was that “truck engine” under the hood. 

Modded 240sx coupe with s13 front end
Tires: Milestar MS932 Sport

The KA engine family never inspired much interest in performance modification outside the United States, meaning that homegrown solutions to increasing output tended to be the norm for those who didn’t want to pull the trigger on a full engine swap. KA-T turbocharged conversions of varying levels of sophistication and build quality were the go-to option, and Turbonetics actually offered a complete T3/T4 hybrid kit pushing 8 PSI for 1995-1998 models that bumped rated horsepower to 240 at the crank. Though the KA’s architecture was definitely overbuilt for how lightly-stressed it was in factory tune, that strength was a boon for anyone strapping on a turbo. It didn’t hurt that lightly-used takeout KA engines from both swapped 240s and a whole generation of pickups and Frontiers were cheaply available in salvage yards, either.

The primary hurdle, however, was that “truck engine” under the hood.

 During the heyday of import and sport compact racing in the US, circa the mid-2000s, far and away the most popular engine swap for stateside 240SXs was the SR20DET. As mentioned before, this powerplant was standard equipment in 1991 and later 180SX models. Originally developed with a transverse FWD layout for the JDM Nissan Bluebird, the SR came in many forms over its long history in factory S13/14/15 applications. The different specifications are broadly grouped into a few categories based on the factory paint applied to the valve cover or its shape, making for a quick visual reference. 

SR20 DET engine in a 240sx
Tires: Milestar MS932 Sport
“Red Top”
1991-1993
180SX Silvia
“Black Top”
1994-1998
S13 180SX
“Notch Top”
1994-1998
S14 Silvia
“Notch Top”
1999-2002
S15 Silvia
Turbo Garrett T25G Garrett T25G Garrett T28G Garrett T28G
Compression 8:5:1 8:5:1 8:5:1 8:5:1
Boost 7psi 7psi 7psi 7psi
Horsepower 205hp 205hp 217hp 247hp
Additional Features
  • Variable intake valve timing
  • Variable intake valve timing
  • High-capacity fuel injectors

This only covers the S13/14/15 factory applications for the SR20DET; in transverse front wheel and all wheel drive configuration it found a home in many other platforms, including a WRC Group A homologation version of the Japanese market Pulsar. With so many variations, the SR spawned a good deal of interest in swaps for US S-series cars, and even supported shops and tuners who specialized in that market for a few glorious years. Despite the fact that the SR had never been used in any Nissan sold in the US market, shipping containers full of them made their way to the pier at Long Beach and into the hands of American enthusiasts, a phenomenon made economically viable by the odd Japanese vehicle tax and registration laws that encouraged owners of cars more than a few years old to scrap them rather than keep them on the road.

Reaching Classic Status

Today, the Nissan 240SX is reaching the same status as the Datsun 510 achieved in the 90’s – clean, unmolested examples have reached the bottom of their depreciation curve and are heading upward in price as they become harder to find and more sought-after as competitive drift cars and daily drivers. Perhaps the single greatest influence on the current popularity of the S13/14 in the US is the fact that so many different powerplants, including Gen III/IV GM small-block V8 engines, are an easy fit into the 240SX’s generously-sized engine bay, making a naturally-aspirated 350+ horsepower swap fairly straightforward. Companies like Holley’s Hooker brand even make specific swap components (cast manifolds and tubular headers, engine mounts, and more) for LS swaps into S-chassis cars. 

S14 drifting

A look at the grid for any drift event will show the “sportsman” categories heavily favor S13 and S14 builds; while the pro categories tend to have newer cars better represented due to bigger budgets for parts development and chassis testing, the Silvia is still the standard against which all other modern drift platforms are compared. All the kinks have been worked out, and there’s no need to reinvent the wheel when building a competition car from an S13 or S14 – practically any component you can imagine, from coilovers, handbrakes, cages, and even all the way to full upgraded suspension setups are available off-the-shelf, and often from multiple manufacturers. 

The 240SX might not have been the perfect car straight off off US Nissan dealers’ showroom floors, but it was close enough to make it a highly-desirable future classic in stock or full-drift form, or anything in between.

updated July 22, 2021

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What Is Drifting? https://stateofspeed.com/2019/01/11/what-is-drifting/ https://stateofspeed.com/2019/01/11/what-is-drifting/#respond Fri, 11 Jan 2019 15:53:04 +0000 http://54.201.197.135/?p=7908

There's nothing quite like drifting. So, what is it and what makes it a motorsport?Read More →

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What Is Drifting?

Nissan 240sx s15 and BMW drifting
Photo Credit: Jared Auslander

When it comes to motorsports, there is nothing quite like drifting. It’s not racing in that you’re trying to complete a course in the fastest time possible. So, what is drifting and what makes it a motorsport, then?

Toyota FRS 86 Drifting
Photo Credit: Jared Auslander

When you first get into racing, you’re taught that you only want a vehicle to exhibit neutral to just a little bit of oversteer. You want to use the throttle to drive you out of the corner and only to add more when you need just a little more rotation. Drifting throws all of that out of the window. Or, at least it seems to do it. What you have, instead, is equal parts skill of the driver and chassis setup prowess of the crew chief.

Nissan S13's tandem drifting
Photo Credit: Jared Auslander
Toyota Supra drifting
Photo Credit: Jared Auslander

While the cars of drifting are in an extreme state of oversteer, they are also exhibiting a lot of grip. That may read counterintuitive from what you witness, but if you set up a car too loose (give it a chassis that drives with too much oversteer) you get a car that is absolutely undrivable. Many beginning drivers look for tires that don’t have enough grip or overinflate their tires to reduce grip because their chassis are set up with too much understeer from the factory. If they don’t go beyond the settings from the OEM, their cars won’t ever get the angle they really want. They will continue to fight the car until they change toe, camber, caster, spring rates, and even their dampening settings on their aftermarket shocks.

Nissan 240sx fastback S13 about to drift
Photo Credit: Jared Auslander
Beat-up black S13
Photo Credit: Jared Auslander

Once they do, drivers will want tires that have a lot of grip, like the Milestar MS932 XP+. Without that grip, the car will over-rotate and probably spin out. Once they get beyond that level, they will then start to drive in tandem with another car on the track. There are two goals in a drifting competition and it depends on if you’re leading or following.

Nissan 240SX s14 with Blitz wheels and Milestar MS932 XP+ tires

Nissan 240SX s13 and s14 in Los Angeles

All through a drifting competition, you are judged by three to five judges (depends on the sanctioning body). During qualifying, to place you in a Top 16 or Top 32 format, you will be judged on your line, angle, and style. Once placed and going into tandem, each driver is judged by that panel with two tandem runs. The drivers will swap from lead and follow on the two runs. For example, driver A will lead, and driver B will follow on run one. Once that run is done, they swap with B leading and A following.

c6 corvette and BMW M3 tandem drifting
Photo Credit: Jared Auslander
Nissan 350Z and Toyota Supra tandem drifting
Photo Credit: Jared Auslander

If following (or chasing), your goal is to stay as close as possible to the lead driver while also mimicking that driver’s lines while drifting. If you’re leading, your goal is to drive with as much angle as possible while getting close to clipping points and zones without interfering with your line. If you hit the wall but your line stays the same, you won’t be judged against and the following car also must mimic that. If both drivers do too good (or both do equally bad), there will be a full run usually called a One More Time. Depending on the sanctioning body, you may have two, three, or as many as needed to determine a winner.

S13 fastback losing aftermarket bumper
Photo Credit: Jared Auslander
Chris Forsberg Nissan 370Z and Matt Field C6 Corvette drifting at FD
Photo Credit: Jared Auslander

Speed is not always criteria but trying to finish the course in the fastest time isn’t the goal of drifting. Instead, the goal is to simply drive better than your competitor in the eyes of the judges. Therefore, big angle kits, sophisticated shock design, and tires with plenty of grip are all a big part of professional drifting. If you can drive your car with a bigger angle, on a better line, and gap your follow driver while also being able to keep up with your lead, you’re probably going to win. That’s not always the case, though, as with all this pushing to the limits, things will break. Even the best driver with all the money in the pits will lose thanks to a $0.30 part. However, you won’t know that until you go out and drive.

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Just “Loose” It! Club Loose Drifting Experience https://stateofspeed.com/2018/10/16/just-loose-it/ https://stateofspeed.com/2018/10/16/just-loose-it/#respond Tue, 16 Oct 2018 14:00:06 +0000 http://54.201.197.135/?p=4672

To many, becoming a professional drifting driver, let alone learning how to drift at all, seems like an entirely unattainable goal. Club Loose changes that.Read More →

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Just “Loose” It! Club Loose Drifting Experience

If you’re any sort of an automotive enthusiast, then you’ve likely heard of a style of driving called drifting. Controversially labeled as a “sport,” drifting has become a nationwide sensation over the last 15 years all across the United States. Whether you blame the third installment of The Fast and The Furious or Formula Drift for the increase in popularity (and for the infamous “Drift Tax”), it’s a sector of automotive motorsports that just can’t be ignored.

Just Loose It: The Club loose Drifting Experience, 240SX
Photo Credit: Jared Auslander

To many, becoming a professional drifting driver, let alone learning how to drift at all, seems like an entirely unattainable goal. The pros pilot high horse-powered cars competitively with full pit crews on-site and some of the biggest auto brands sponsoring them. Add to the fact that most of the drivers make it appear effortless and you start thinking to yourself, “How and where can I learn how to do this?!”

Just Loose It: The Clubloose Drifting Experience, Black BMW M3 E46
Photo Credit: Jared Auslander

As easy or as difficult as drifting looks, depending on your perception of it, any professional driver, from veterans like Daigo Saito to Pro1 rookies like Ryan Litteral, will tell you that one of the biggest keys to succeeding on any level is this: Seat time.

And that’s where grassroots organizations like Club Loose come in.

Just Loose It: The Clubloose Drifting Experience, Nissan 24OSX
Photo Credit: Jared Auslander

GO DRIFTING OR GO TO HELL!

The closest events for me take place at Raceway Park in Englishtown, New Jersey – The birthplace of Club Loose. When you arrive, everything within your immediate surroundings suggests that you’ve made a wrong turn: The cars look destroyed and the organizers look like members of a biker gang with a motto that’s short and sweet – “Go Drifting Or Go To Hell.” Now, this all sounds like a recipe for a deterrent but it’s quite the opposite. Club Loose event organizers genuinely want drivers to, not only learn how to drift but to also, have fun doing it!

Just Loose It: The Clubloose Drifting Experience, Dirty 240SX
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, Found Bumper
Photo Credit: Jared Auslander

Over the course of the 10 years since it’s origination in 2008, people can sign up to drift at tracks as far North as New Hampshire Motor Speedway and as far West as San Antonio Raceway. Many of their events like “Freedom Moves” are over a two-day span, giving drivers plenty of seat time along with the opportunity to camp and party on track. Suddenly the Bloodmasters don’t sound so bad.

Just Loose It: The Clubloose Drifting Experience, Changing Tires
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, Clubloose Members
Photo Credit: Jared Auslander

In order to avoid sheer pandemonium, drivers who sign up for an event are put into one of three groups: A (for the “experts”; the only group allowed to tandem), B (for those on the intermediate level; the ones who are starting to get the hang of it), or C (for those who are just starting out in drifting). With sessions for each group that last roughly an hour and 30 minutes each, everyone has enough time to practice…or fix what they’ve managed to break.

Just Loose It: The Clubloose Drifting Experience, Crashed 240SX
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, New Tires
Photo Credit: Jared Auslander

SAY WHAT YOU WANT

Providing people with an avenue to learn to drift in itself is pretty unique but what I think separates Club Loose from other organizations are the personalities. The people who attend come from all walks of life. The personalities of the cars are all so different in the way they’re modified. It all reminds me a lot of the skateboarding culture of the 80’s and 90’s.

Just Loose It: The Clubloose Drifting Experience, Spectators
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, 350Z
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, Purple Nissan 240SX
Photo Credit: Jared Auslander

With an almost anarchistic, free-spirited aura in the air, It was difficult not to walk around the paddocks without seeing something that made me smile. The “Pabst Blue Ribbon” 240sx and the makeshift attempt at a Bimmer pickup, for example, both gave me a good laugh. Sure, they’re both freedoms of expression, but they also scream the all too familiar acronym I.D.G.A.F. And that’s the best attitude you can have when it comes to drifting. It’s an attitude I wish I embraced more when attempted to drift at a few of their events.

Just Loose It: The Clubloose Drifting Experience, PBR 240SX
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, Chopped E36
Photo Credit: Jared Auslander

TURNED UP TO 11

As someone who once attempted to drift in Group C (with absolutely no prior on-track experience), I can understand and appreciate now just how challenging it all is. With that in mind, when groups B and C are on track, I’m photographing of course, but there’s also a burning sense of desire in my gut for the drivers to “get it.”

Just Loose It: The Clubloose Drifting Experience, Drifted Off Track
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, E46 M3
Photo Credit: Jared Auslander

But when their sessions are over and it’s Group A’s turn to drive, the best analogy for how the atmosphere changes are that things get turned up to 11. Virtually every inch of the track is now one long, driftable run (whereas Groups B and C can choose to drive on either the front or back course). Everyone driving is either in tandem or part of a drift train and, as a photographer on track, you can’t turn without seeing drivers fully sending it. There’s a rush you get that’s not easy to explain.

Just Loose It: The Clubloose Drifting Experience, 240SX Dragging Bumper
Photo Credit: Jared Auslander
Just Loose It: The Clubloose Drifting Experience, Tandem
Photo Credit: Jared Auslander

In short, there are many who choose to spend their weekends clubbing. Others train for and run marathons. But if you like to let loose, party, and maybe even learn to drift, then spend some time at Club Loose…or go to hell!

Just Loose It: The Clubloose Drifting Experience, Englishtown
Photo Credit: Jared Auslander

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This Nissan 240SX S13 Is a Drift Classic! https://stateofspeed.com/2018/07/26/brian-macias-240sx-s13/ https://stateofspeed.com/2018/07/26/brian-macias-240sx-s13/#respond Thu, 26 Jul 2018 14:00:35 +0000 http://54.201.197.135/?p=3387

The Nissan S13 240SX is seen by many as the go-to chassis to get for a beginner drift car. So, how did Brian Macias decide to build his?Read More →

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This Nissan 240SX S13 Is a Drift Classic!

Brian Macias’ 1989 Nissan 240SX S13 Coupe

The Nissan S13 240SX is seen by many as the go-to chassis to get for a beginner drift car. With the plethora of parts available for it, it’s hard to argue against it. So, how did Brian Macias decide to build his? For fun and reliability to get him from the track and back.

Drift Blue Nissan 240SX S13 Silvia Coupe, Front Close-Up

“Personally, and financially,” said Brian, “the Nissan s13 with sr20 has been a preference for me over the years.” He’s been in different cars throughout his years of drifting and learning, so while those cars and engines were great, “it’s just easy to find parts for sr20s that just makes thing easy enough to just be able to take the car to the track, beat on it all day and still drive home.” It was about reliability and seat time since those are what matters the most to him.

Slammed Blue Nissan S13 Coupe, Side with Enkei Wheels

It’s also one of the easier swaps for the S13 240SX since the SR20DET came in the original Japanese model. However, this engine is not stock, if the S13.4 valve cover didn’t give that away. The rotating assembly is the same as it was from the factory, which you can’t go wrong with since it was overbuilt by Nissan from the factory. The top end is also mostly factory but is improved with a set of Tomei 256 PonCams.

Brian Macias’ 1989 Nissan 240SX S13 Coupe, SR20DET engine

These cams are named for the 256-degrees of duration with 11.50mm (0.453-inch) of lift on the exhaust and intake camshafts. This is 16-degrees more duration (valves are opened longer) and 2mm more open on the intake and exhaust over the stock SR20DET camshaft. To allow for more abuse at higher RPMs, a set of GReddy Rock Arm Stoppers are installed. These prevent the rocker arms from opening the valves too far (causing valve float) because rocker can continue to open after the camshaft has gone past its apex, leading to damage to the engine.

Brian Macias’ 1989 Nissan 240SX S13 Coupe, SR20DET Engine

The S13’s turbocharger was changed from the stock Garrett T25 with a .64 A/R to a Garrett GT2871R with a .64 A/R. This sounds like it’s not an improvement, but the newer GT2871R uses a ball bearing on the compressor shaft rather than a journal bearing on the T25 for better efficiency and reliability. Fueling this SR20 is done with a set of 550cc/min Subaru STi injectors fed by a Walbro 255-liter/hr fuel pump while the spark plugs are fired off an OE S15 SR20DET ignition coil packs. Controlling the spark and fuel is an Apex-I PowerFC and tuned by Koji over at Auto Talent.

Brian Macias’ 1989 Nissan S13 Coupe, Corner Close-Up

Of course, if you’re drifting, you need angle and the right amount of grip. This very nearly completely built off the Parts Shop Max catalog with their Pro Coilovers, front and rear control arms, steering knuckles with inner tie rod ends, and rear solid subframe bushings. The front crossmember is modified by Bside Fabrication while the rest of the bushings are polyurethane.

Stanced Blue Drift 1989 Nissan 240SX S13 Coupe, Enkei Wheels

Nissan Z32 300ZX brakes replace the S13’s brake system, including the master cylinder, and uses the Z32 internal parking brake assembly, which is part of the brake backing plate. Depending on what he needs, Brian uses several different wheels. Pictured here are a set of Enkei RPF1s in 17×9.5 front and 18×10.5 rear wrapped in Milestar Tires MS932 Sport Tires front and MS932 XP+ tires.

Blue Stanced Drift 89 Nissan S13 Coupe, Enkei forged wheels Close-Up

Inside, Brian sits in a Sparco Grid 2 seat with a set of Bride seat rails while his hands control a Sparco R 215 steering wheel and a GReddy shift knob. The passenger sits in a S14 Kouki OE Passenger seat with OE rails. The dash is covered by a Coverlay dash cover while the floor is covered by a set of Garage Moon Power floor mats. Making sure he keeps an eye on the engine is a STACK cluster that is custom fitted to the OEM dashboard gauge cluster.

Blue Drift Nissan S13 Coupe, Front in Los Angeles, California

Outside is classic S13 drift car looks. Clean, simple, but wider than stock. The bodykit, 55mm wider fenders, and roof spoiler all come from Fineline Tuning. D’Max is used for the hood while their corner, tail, and front bumper lights replace most of the OE parts and complete the Silvia conversion. The headlights and inside the D’Max tail lights are custom LEDs, the headlights are a pair of off-road light bars while the tails use Status LED panels. The GKTech Aero Mirrors finish off the modest exterior.

Blue Stanced Drift Nissan 240SX S13 Coupe, 3/4 Shot

That’s all he really needs. It’s no show car, as you can see from the battle scars, but it’s a car that will get you to the track, get time behind the wheel, and drive home. “This car was put together with reliability in mind,” says Brian, “I never really cared about making huge amounts of power, always just wanted more seat time, and in the end that’s what matters the most to me.” Honestly, if you’re trying to get experience, this is what anyone should focus on. Getting seat time and you can’t do that with a car that isn’t reliable.

Brian Macias’ 1989 Nissan Blue 240SX S13 Coupe, Wheelie

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Formula Drift New Jersey https://stateofspeed.com/2018/07/19/formula-drift-new-jersey/ https://stateofspeed.com/2018/07/19/formula-drift-new-jersey/#respond Thu, 19 Jul 2018 14:00:34 +0000 http://54.201.197.135/?p=2914

Formula Drift hosted their 100th round of competition at Wall Stadium Speedway in New Jersey and it was nothing short of exciting.Read More →

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Formula Drift New Jersey

Formula Drift hosted their 100th round of competition at Wall Stadium Speedway in New Jersey and it was nothing short of exciting. With Round 4 being the midway point of the eight round series, spectators and live stream viewers alike are used to the carnage that “The Gauntlet” dishes out…and there was no shortage of it this year. Even the highly consistent “Norwegian Hammer” – Frederic Aasbo – collided with Forrest Wang and sent them both into the wall. 

Fans came out in full force to be a part of Formula Drift history with the first 100 fans in line receiving a special edition key chain. With tons of other giveaways in the paddocks, including used tires, few fans left disappointed. They came to the autograph sessions in droves with fenders, dashboards…literally whatever they could get their hands on.

Of course, no round of Formula Drift can be complete without the interactions between Jarrod DeAnda and the crowd. They connect with him in a more personal way, whether it’s through their hilarious signage that he spots while announcing – see the “Deane For President shot as an example – or heeding to his calls for a giant “Wave” in The Great Eight. One spectator even managed to catch Jarrod’s eye with a sign made to sell a used BMW!

Formula Drift NJ, James Deane
Photo Credit: Jared Auslander
Formula Drift NJ, James Deane nissan 240sx drifting
Photo Credit: Jared Auslander

THE (NEVER ENDING?) HORSEPOWER DEBATE

As expected, there were some notable battles that took place. The Worthouse Drift Duo of James Deane and Piotr Wiecek were door-to-door in both their leads and chase runs, making everyone practically forget that they were even teammates. Another wild battle between rookie Matt Vankirk and veteran Jhonnattan Castro – a driver who’s been making noticeable strides in the last few years – resulted in Vankirk getting the win, and bringing him into the Top 16 for the second time in his career as a pro driver.

Formula Drift NJ, Matt Vankirk
Photo Credit: Jared Auslander
Formula Drift NJ, Forsberg
Photo Credit: Jared Auslander

But Vankirk’s win doesn’t just improve his driver standings in the series, it also brings into question a topic of much debate: The necessity of super high-horsepower cars in Formula Drift. Do drivers like Chris Forsberg need such a technically advanced, 1000+ horsepower, twin-turbo, VQ-powered competition car that, so far, has had a slew of issues, when drivers like Vankirk can make it just as far with one of the lowest horse-powered engines in the series? Can Dean Kearney rely on a twin-turboed Viper if midway through the season he needs to use Forrest Wang’s spare car just to stay in competition? For Forsberg, a current ranking of third overall and 39 points shy of points leader James Deane suggests otherwise. What’s more is the return on investment for this new engine setup has the potential to be pretty high if Forsberg can clinch a fourth championship. 

Formula Drift NJ, green BMW and Chevrolet corvette tandem Drifting
Photo Credit: Jared Auslander

PROGRESSION OF FORMULA DRIFT

With the competition continually getting fiercer, and battles becoming more exciting at every round, it’s difficult to ignore how Formula Drift has progressed as a whole over it’s 15 year lifespan thus far. Along with the increased amount of coverage sources, advancements in drifting journalism from the Maximum Driftcast podcast in combination with Laurette Nicoll’s improved on-site reporting has no doubt helped. Ryan Lanteigne’s explanations of the more complicated judges’ rulings definitely doesn’t hurt either.

Formula Drift NJ, Decal Time!
Photo Credit: Jared Auslander

There’s also no question that more teams in Formula Drift have had better budgets in recent years, resulting in more families on both the driver and spectator sides attending each round. Pros like Ryan Tuerck used to drive competition cars to each round by themselves with all the spares and tools they could fit in them. Now many drivers trailer their cars, and bring their family and friends with them too.

Formula Drift NJ, Austin Meeks 240sx drifting
Photo Credit: Jared Auslander

Although these are obvious statements, they are worth mentioning, not only for those who’ve only recently started following the series but also, as a benchmark for how the series will surely grow in the future. Here’s to another 15 years!

Formula Drift NJ, Gittin' It On! ford mustang and BMW tandem drifting
Photo Credit: Jared Auslander

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Holley Performance LS Fest West 2018 https://stateofspeed.com/2018/06/28/holley-performance-ls-fest-west-2018/ https://stateofspeed.com/2018/06/28/holley-performance-ls-fest-west-2018/#respond Thu, 28 Jun 2018 14:00:58 +0000 http://54.201.197.135/?p=2640

Holley Performance LS Fest West was the perfect way to show that and celebrate all things GM and LS V8.Read More →

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Holley Performance LS Fest West 2018

Who knew you could have so much variety from just one engine design? Holley Performance LS Fest West was the perfect way to show that and celebrate all things GM and LS V8.

LS Fest West, Cars In Line Photo Credit: Justin Banner
Photo Credit: Justin Banner

LS Fest has been a staple of Holley Performance since 2010 but the West was begging for their own event. So, last year, Holley brought their famed celebration to Las Vegas and with it came a variety of automotive disciplines to show off the amazing LS engine. 2018 brought some changes, improvements, and expansions with two new exhibitions.

LS Fest West, Two Cars Drifting Photo Credit: Justin Banner
Photo Credit: Justin Banner

One of the substantial changes that came this year was combining the Autocross, 3S Challenge, and Drifting into a single area. This made getting to and from those events and the off-road or drag racing a much shorter trip. Not far from it were the new attractions – the Hoonigan “Thunderdome” and Mr. Chow’s Side Show, a demonstration of the NorCal car stunting culture that normally takes place illegally on city streets. Basically, it’s doing donuts in an enclosed area but doing so legally as compared to what normally happens.

LS Fest West, Blue Camaro drag racer Photo Credit: Justin Banner
Photo Credit: Justin Banner
LS Fest West, yellow Camaro Launching Photo Credit: Justin Banner
Photo Credit: Justin Banner

Drag racing and LS engines just go together, so of course The Strip would be open for all three days with the Three Pedals Rumble, Cam Motion True Street, SAM Tech Street King, Vortech Late Model Heads-Up, Earl’s LS Truck 1/8-mile and MSD LS Outlaw 275 1/8-mile classes. For those not looking for compete or just wanting to run for fun, Hooker Headers opened the drag strip to Grudge Racing and Test-and-Tune, as well.

Over on the off-road side, with the Nitto Tires Off-Road Challenge, Loren Healy in the MBRP/Nitto Ultra4 4400 rig took the win. This is his older 4400 that might have seen its last race with him behind the wheel of it. It’s potentially sold and his new Unlimited ready for Ultra4 Racing’s Metal Cloak Stampede at Prairie City SVRA on May 11th and 12th.

LS Fest West, Race Start Photo Credit: Justin Banner
Photo Credit: Justin Banner
LS Fest West, Line of Cars Photo Credit: Justin Banner
Photo Credit: Justin Banner

For on-road, it was dominance by Rich Willhoff and his 2006 Corvette Z06. On the QA1 Autocross Course, Willhoff set fastest time with a 32.067-second run while on the Super Chevy 3S Challenge, he finished first with a 26.174. The Racepak Road Course Challenge saw him on top for a third time with a 1:22.388 time. The Lucas Oil Drift Challenge brought out the youngest winner so far in LS Fest History with Branden Sorensen taking first place in LS-swapped 212 Performance BMW. Second went to Noah Michaels in his Torqstorm supercharged S13 Nissan 240SX while Ian McDougall took third in his Drift Shop S14 Nissan 240SX Coupe.

LS Fest West, Guys in Truck Bed Photo Credit: Justin Banner
Photo Credit: Justin Banner

That was it from LS Fest West in 2018 and they have promised to come back with even more in 2019. We’ll be there as well and look forward to bringing it to you next May!

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