Nissan 370Z: A Nissan Unlike Any Other

The Nissan 370Z car is one of those models that’s been loved for longer than I’ve been alive. It represents a company that responds to progress and continuously manufactures a car that transcends expectations. Ask any enthusiast and they’ll tell you a million reasons you should buy a Nissan Z. The car at hand is a 370z wearing Milestar tires, whose owner, Joe Velazquez, was kind enough to have a chat with me about his build.

Sarah Bernson (SB): My first question can feel a little generic but I find it can help get the storyline started, so…How’d you get into cars?

Joe Velazquez (JV): I would have to say that I have always been intrigued by cars. I grew up loving lowriders and muscle cars as it was common in my community. Up until the first Fast and Furious movie released when I was in high school. I then became infatuated with the import scene with limitless possibilities in customization.

…But the craziest memory is when I drove down to Arizona for a car show and my car wouldn’t start the morning of the show.…

SB: I think the natural intrigue we find is starting to burn out in the newest generation so I love to hear people say they’ve naturally been into cars for as long as they can remember. The import scene is super vast and certainly one of my favorite communities as well. There are loads of different cars under the import umbrella though. What made you ultimately gravitate towards Nissan 370Zs?

JV: After I got out of the military and moved back to SoCal, I started hanging out with other car guys and several of them also had Z’s. I really liked the body shape of the Z when compared to anything else in the scene. It really sets itself apart from everything else that was easily achievable. The body shape appears to be already widebody and the width of the wheels can be insane.

SB: Friends can be the best (or the worst) influence on us when it comes to car purchases. You get to get up close and personal with their car and so often you catch whatever car-virus they’ve got. Why’d you go with the Nissan 370z out of all the Zs?

JV: I actually went to a dealership to look at cars and I was undecided on what I really wanted before I showed up. After looking at several cars, I was dead set on my current red Nissan 370z. It just stood out when compared to a Genesis 3.0T or Evo MR. 

…I grew up loving lowriders and muscle cars as it was common in my community. Up until the first Fast and Furious movie released when I was in high school.…

SB: Sometimes the right car just hits differently. Like the Genesis and Evo are cool cars but I totally get what you mean. When you got the car did you have a vision for what it would become? What was your goal for the car?

JV: My goal was (and still is) to collect as many unobtainable parts for my car as possible. The more rare, the better. The harder to find, the better. Eventually I want to track my car for fun.

SB: Z cars are fairly abundant so looking for rare parts is totally a good way to separate yourself from the pack a bit. I’ve heard Z’s are a great platform for the track! What are your future plans for the car?

JV: I plan to find rare LMGT wheels and a NISMO mid logo steering wheel. The car itself is mostly complete with how I want it to look.

SB: Hell ya! Wheels make such a huge difference! It totally looks complete as it is though. Super sick! What would you say is your favorite design element and/or performance element of the car?

JV: I would have to say the handling of the car. I was hesitant about getting air suspension because I have been inside cars with terrible air setups. They sometimes bounce around too much and I felt like it might be more of a hassle when talking to others who had them. My air suspension setup is mixed with the full SPL components to make this car handle like a champ in the canyons.

SB: SoCal is known for incredible canyon roads and cruises. Of course, having the right setup is key for performance and safety. Do you have any particularly interesting memories with your Nissan Z?

JV: It’s a little hard to say what my favorite memory is. But the craziest memory is when I drove down to Arizona for a car show and my car wouldn’t start the morning of the show. I had to spend the entire event wondering why my car wouldn’t start. Luckily, a friend was with me. We had to push it up the U-Haul trailer the next day. It wasn’t easy since we needed a chain pulley to help us crank it up and the help of some friends and neighbors.

SB: Ugh! That sorta thing is the worst. I suppose that comes with the car territory though. I always like to ask people if there is anything else they want to tell me about their car, otherwise I feel like I’m manhandling the conversation a bit too much. So, am I missing anything?

JV: I would like to thank my friends at Garbage Dream for always supporting me, Concept 3 Performance for always taking care of my car, and my Nissan mechanic specialists @Zona_Z34 and @VQ_power. I would also like to take the time and thank @kuruzuauto for always keeping my car clean and detailing my car before every major car show.

Something that is entirely apparent throughout our interview is the way Joe not only connected with his Nissan 370Z , but how the car brought him into a rich community. He was inspired by his friends who had Zs, and later when things went rough, his friends were there to help. This story is a common one among car enthusiasts. All of our origin stories are unique of course, but I might go out on a limb here and say that we are all in this for the community almost as much as the cars. The cars are the medium that holds us all together and it’s really something beautiful.

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

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.

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.

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.

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

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.

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

Layin’ Frame

Some Basics On Slamming Your Ride

So you want to go low, huh? Ok, well there’s “just a few inches” low and then there’s “pavement pounding” low. Both are cool and have their place on certain vehicles, and while a modest drop in suspension does go a long way in terms of appearance, nothing compares to laying your car or truck out on the ground. Granted, there is quite a lot more to take into consideration if you’re interested in the latter option, but if you’re serious about taking your daily or show vehicle to the next level, it can be done, no matter what you’re driving. 

Asses the Situation

All vehicles are different, which means that the modification process to get said vehicle on the ground varies as well, as does the list of parts needed. Clearance plays a big role, especially with modern cars. With only so much available space at the front and rear, you may just have to get creative and pay close attention to tire selection as well as important wheel specs (width, offset, etc.). Every half of an inch counts, so do be sure to examine just which parts and pieces will need to be trimmed, relocated or cut out altogether in order to clear a path for adequate suspension travel. Classic cars in general have lots more room to work with at both ends, so take that in mind when deciding how to move forward with your project. 

Trucks, on the other hand have much more clearance space to play with at the rear. With only a bed floor standing in the way of axle and chassis clearance, there are just so many more options. Chopping up the bed is a necessity when ‘bagging a truck, with the easiest solution being to either cut out a portion of the floor that’s in the way, essentially. From there, you’ll have to decide to leave the area exposed, build a covered “bridge” or raise the entire floor up to keep a “stock” appearance. There are lots of ways to get the rear down on the ground with a truck, which makes this particular scenario mighty interesting. 

Equipment

If you’ve never ‘bagged any of your vehicles before, there are a few key components you’ll have to familiarize yourself with while prepping your ride for lower lows. Assuming that you will be ‘bagging your car or truck since hydraulic setups aren’t all too common these days (but they are out there), the air system is only as complicated as you make it. Air management systems have come a long way since the days of having to individually piece every single component out when building an entire air setup. 

The airbag itself is an essential component of the system, but it is not the most important (or even the most expensive). You’re going to find out quick that quality air management systems are worth every buck, as many of them have all the system’s ECU, valve manifold, and pressure and height control (in some premium packages) all built right into a small and convenient, easy-to-mount unit. From there, you’ll need to select an air compressor (or two) to keep the system supplied with enough air at all times. Figuring out air line plumbing can be a tedious process, but one that can still allow for creativity. Once everything is wired up and checked for problems, accessing this orchestration of components is made simple though a programmable controller, or if equipped, an app installed on your phone. 

The airbag itself is an essential component of the system, but it is not the most important (or even the most expensive)…

While that does sound like quite a bit to worry about, it is—to an extent. There used to be much more involved, but there are lots of plug-n-play type units that helps simplify installation. 

Alterations

Cutting and altering the chassis and other factory components (depending on the vehicle) is essential when it comes to “laying frame”. While it’s a big step to take, it’s important to not take these steps lightly, and ensure that an experienced person take the lead, even when it comes to simple rear frame notches. Using a plasma cutter, cut wheel and drill all require some know-how to deliver the best results (which includes your safety). Always remember the golden rule when working with these tools—measure twice and cut only once!

Half and Full Frame Packages

A lot of classic muscle car and truck projects have the luxury of a wide selection of well-crafted front, back and full chassis systems on the aftermarket. These take a lot of guesswork out of building the best air ride setup possible. Since the existing frame on vehicles of a certain age can be “iffy” at best, selecting these options could really come in clutch. These types of setups do offer far more than the ability to go up and down, as optimum ride quality is the ultimate objective with these, which will only make your project better in the long run. These kits do run on the high side when it comes to suspension components, but they are definitely worth the dough. 

‘Bagging your ride is a big step, that’s for sure, but once it’s done and all the kinks are worked out, it really is worth the effort. Nothing gets more attention on the road than a car or truck that can change the height of their ride with a simple push of a button. Even at rest, there’s nothing quite as cool as a vehicle resting on the ground with the wheels and tires tucked far into the fenders. Your ride will definitely catch all the attention in the parking lots at work, at the grocery store, as well as at any car show you take it to. 

Nothing gets more attention on the road than a car or truck that can change the height of their ride with a simple push of a button…

Don’t fall into the trap of investing only the minimal amounts of money and time when slamming your vehicle. You definitely get what you pay for as far as parts and components go, and there is no such thing as “cheap” quality labor (unless you’re doing the work or have a friend or relative willing to help out).

Happy Accidents:
Jay Roxas’ Mitsubishi Lancer EVO IX

We can’t control what life throws at us; we can only roll with the punches and make the most of what we’re given. Such is the case for Jay Roxas. If it wasn’t for some unplanned unpleasantness, the Mitsubishi Evo IX you see here might never have come to be.

Our story begins more than a decade ago, when Roxas first discovered his love for Mitsubishi’s rally-bred sedan. “Ever since the Mitsubishi Evo 8 came out, I’ve always wanted the car. It had always been my goal to get one,” he recalls. Finally, in 2011 he came across a 2006 model year Mitsubishi Evo 9, and decided to pull the trigger. He didn’t want to take a piecemeal approach, explaining, “I kept it stock for about five years because I was trying to save up enough money to do it the way I wanted all at once.”

“I took the [Evo IX] into the shop, and they were backed up and busy so it was going to take a while to fix, so I just said, ‘let’s do everything’…”Jay Roxas, Evo Owner

Call it fate, call it luck, call it karma, but everything happens for a reason, and in Jay’s case, a chance encounter with an irresponsible driver was the signal from the universe that it was time for the Evo to evolve. “I was actually in a hit and run, where a lady hit me from behind, and she tried to run away!” he recalls. “We chased her for like four miles, and it turned out she didn’t have insurance, didn’t have registration, and she had two kids in the car. It didn’t even have plates!”

Police got involved, justice was served, but Jay’s Evo was still in need of repair, and a decision had to be made. “I took the car into the shop, and they were backed up and busy so it was going to take a while to fix, so I just said, ‘let’s do everything’,” he recalls. “Everything” started with body mods from Voltex, from the front bumper to the widebody fenders and over-fenders to the quarter panels and side skirts. VIS supplied the carbon fiber hood and trunk, and the whole car received a custom Melbourne Red Metallic respray, based on the BMW factory color.

“…it’s not going to sit in the garage. I spent too much money on it for me to just look at it…”

“It has a full custom diffuser, and I had a custom front splitter made because I wanted something stronger than carbon fiber that wouldn’t get beat, because I am going to drive the car – it’s not going to sit in the garage. I spent too much money on it for me to just look at it,” Jay explains. The custom touches are an intentional nod to function as well as individuality. Per Jay, “If that accident didn’t happen, my car would probably still be stock right now. If I had to do it over again without that, the car would probably be full Voltex – everything, wing, diffuser, the whole body. But in that process, I realized I wanted to put my own twist on it instead of just copying what had already been done.”

The Mitsubishi Evo IX rides on Tanabe Sustec Pro coilovers set up by Chewerks in California’s City of Industry, and is shod with Milestar 265/35R18 XP+ ultra-high performance all-season tires on all four corners. The tires are engineered to deliver exceptional handling in dry and wet conditions, as befits a rally-bred chassis tamed for the street. This is an Evo that gets driven, so having a tire that balances tread wear, dry performance, and wet grip was a critical part of the equation.

Though the 4G63 long block and factory turbo remain stock, Jay’s Evo has received a full slate of well-thought-out bolt on upgrades for additional power, including an ETS front mount intercooler and piping, a full Tomei exhaust downstream of the turbine, and a KTM 3-port boost controller. With a dual map E85 or 91 octane tune by KT Motoring, the setup is geared for a max 25 PSI boost.

“The last time I had it on the dyno, it did 400 to the wheels, give or take, and for the track the way I use it, that’s all you really need,” Jay says. “If I want to push more than that, well, I will wait for the engine to give out and then do a full build.” In the meantime, Jay has a ride he can enjoy every time he turns the key. “In the past year, I’ve been going to nursing school, so I told myself that I have to hold off on what I do with the car,” he admits. “I don’t get to take it to the track like I did, and I will go to shows once in a while, but that’s about it. This is kind of the boring part, until I finish school.”

Though it sounds humble, Jay understands and appreciates what he has. “I want to focus on what’s important. The car is nice, but it isn’t my top priority. Where the car has taken me now, never was in my plan. For people to actually recognize it? Never in my plan. I wanted an Evo to track. I never thought I would be taking it to shows, and that people would invite me to bring it. I feel like it hasn’t even sunk in that people would do that.”

Balanced Attack: The Nissan 370Z That Was Meant to Be Driven

When the Nissan 370Z was introduced back in ’08, it had all the makings of an absolute dream machine. The 370Z 2-door sports car with its sleek, low slung design was a vast improvement from its predecessor, the 350Z. The all-new variant, redesigned from the ground-up featured an all-aluminum body structure with increased rigidity, lightweight components, improved suspension, and a 3.7-liter VQ37 VHR V-6 engine to boot that held its own against formidable foes that cost double, the value of the Z. Even today, this sixth-generation model holds a special place in the hearts and minds of gear-heads worldwide as it continues to impress with its visual allure and capable performance both on and off the track.

It wasn’t long before he decided his weapon of choice was a ’16 Magma Red 370Z.

Three years ago, when it came time to purchase a new car, Joe Velazquez wasn’t looking for your typical commuter vehicle. “The kids moved out of the house and it was time to upgrade into a more sporty ride that I could enjoy on a daily basis”, mentioned Velazquez. It wasn’t long before he decided his weapon of choice was a ’16 Magma Red 370Z.

By the time he drove the car off the dealer lot, Velazquez had already formulated a plan to begin modifying his 370Z and execute it tastefully. The first order of business was focusing on improving vehicle horsepower performance. A Motordyne M370 upper manifold replaced the factory unit and was coupled to a Nismo R-tune cold air intake to improve airflow. A set of Motordyne long tube headers vacated spent exhaust gases through a Fast Intentions 2.5-inch exhaust system. A Mishimoto 19-row oil cooler, power steering cooler, and radiator were all used to improve cooling capabilities. An UpRev software module was installed to maximize fuel and ignition timing. The ECU performance tuning was reworked by @saul_nismo_knights.

In order to efficiently transfer the vehicle newfound horsepower onto the tarmac, Velazquez opted to install an Action Clutch stage 3 clutch and lightweight Chromoly flywheel. With all the improvements made to the 370Z from the factory, there is an inherent flaw. The internal concentric module inside the clutch slave cylinder made of plastic degrades over time. He decided to convert to an external module using a ZSpeed CMAK V2 clutch slave cylinder delete kit. The final piece of the puzzle was implementing a heavy-duty RJM Tilton HD clutch pedal system that’s designed to work with the factory remote reservoir, and OEM type or aftermarket clutch slave cylinder.

With the engine complete, Velazquez turned his attention to the handling of the car. Stopping power is now handled by R1 Concepts 6-piston front brake calipers and 4-piston rear calipers that assist with cutting rotating weight and are larger in size than OEM to help improve braking. Tein springs and a Hotchkis front sway bar was installed and mated up to Momo RF-5C wheels in 19×9.5 +15mm offset upfront wrapped in Milestar MS932 XP+ 255/35-zr19 tires and 19×11 +23mm offset wheels towards the rears with 295/30-ZR19 rubbers.

Velazquez admits one of his guilty pleasures includes stretching the Z’s legs around the twisty roads of Azusa Canyon for some spirited driving. According to him, the upgraded suspensions modifications made a “night and day” difference. “Out the box, I felt the Z exhibited excessive body roll and the initial cornering didn’t feel right. Concept 3 located in Santa Fe Springs is my one-stop-shop that not only helped dial in my suspension but also installed a slew of SPLParts including front and rear camber and pro end links, bump steer front outer tie rod ends, eccentric lockout kit, and titanium rear traction arms. The Milestar MS932 XP+ tires offer fantastic grip and overall performance that helped further increase the handling capabilities of the Z.” The chassis and suspension were completed with a Z-Speed aluminum under shroud and Street Faction rear bash bar w/jack point.

Subtlety wasn’t the goal.

When it came time to modify the exterior of the vehicle, Velazquez wasn’t looking the replicate your typical cookie-cutter build. “I wanted to create a 370Z that people haven’t seen before at shows or driven on the streets. Fly1 Motorsports located in Ontario CA, helped transform my 370Z from a stock to a show quality build using their honeycomb carbon fiber parts.

Subtlety wasn’t the goal. The exterior consists of a mishmash of various products. Slick Carbon based in South Gate CA provided a set of CF side mirrors, CF roof, CF A-pillars, and CF 2015+ Nismo-style rear wing. A closer look reveals a Fly1 Motorsports honeycomb carbon fiber hood, front fenders, vortex generator, and splitters. The exterior was completed using a Zakustech honeycomb carbon fiber louver to recreate a sleek retro-inspired design while maintaining an aggressive appearance. A pair of EL Stig RGBW LED demon eyes and EL Stig RGBW halos were retrofitted into the original headlights to set the car off-in-style.

With everything taken care of but the interior, Velazquez wanted to keep modifications to a minimum. After adding Street Faction door cards, a Momo MOD30 steering wheel was affixed to a Works Bell short boss, Rapfix quick release and Rapfix flipper. A pair of Momo Daytona Bucket seats were mounted to Buddy Club brackets and rails and Cusco 5-point harnesses were secured to a Next Level Performance roll bar. “ The Momo seats keep me firmly planted but comfortable when driving on any road including twisting through the canyons. It didn’t feel like I was sloshing around allows me to drive with more confidence.

Currently, the vehicle is undergoing a facial transplant using a combination of Varis Kamikaze widebody parts combined with Nismo bumpers. Velazquez’s 370Z was built to be the perfect example of a “driver’s Z” that was tastefully modified and that’s exactly what it is. Everything works, everything looks in place, and it continually turns heads anywhere it goes.

The Toyota Supra Then and Now

When the fifth generation Toyota Supra was unveiled as a 2020 model at the 2019 North American Auto Show, many of the brand’s most loyal (and vocal) adherents had their worst fears realized. Months of rumors had been confirmed – the long-hoped-for successor to the totemic MKIV Supra was being built on a platform shared with the BMW Z4 as part of a collaboration between Toyota and the German automaker, extending right down to the turbocharged inline-six under the hood, and 8-speed ‘conventional’ torque converter automatic transmission.

While the new A90 would be significantly quicker than any factory-spec MKIV, and more advanced in every way that matters, there were those who saw it as a break with the Supra’s revered history and an unworthy successor. In reality, though, it brings the marque’s story full circle, taking it back to its roots in European sports car inspiration. Here’s a look at how the Supra became Toyota’s once and future performance flagship.

Wellspring of the Japanese Sports Car

In 1961, Jaguar introduced the E-Type; in a country that had finally shed the last of the rationing imposed in the Second World War just seven years earlier and was still struggling to rebuild its civilian manufacturing infrastructure, this sports car represented the very best of British engineering and design. As a historical fact, it was distilled, weapons-grade sex on wheels, and Enzo Ferrari called it “the most beautiful car ever made.”

Series 1 cars debuted with power from the XK6 inline-six, a silky-smooth powerplant that dated back to 1949 but proved so versatile and reliable that it would continue to be manufactured in various displacements and versions until 1992. If the small block Chevy is the engine that best represents American automotive engines through the years, Jag’s straight six is its refined, cultured equivalent on the Continent.

The E-Type’s production run spanned three distinct series between 1961 and 1975, but before it bowed out to be replaced by the aggressively-meh XJ-S, it inspired a whole generation of designers around the world. Its long hood/short cockpit coupé layout, necessitated by the front-mid placement of the long inline six behind the front axle, just looked “right,” and those responsible for penning new car concepts in Japan took notice.

[The first-gen RX-7] in typical Mazda weirdness used the incredibly compact 2-rotor Wankel 12A powerplant in an engine bay long enough to fit a straight-eight.

Japan was also emerging from its post-war struggle to rebuild, and carmakers were branching out from their utilitarian roots into ideas that would showcase their engineering and design chops as well as give them high-margin models for foreign (in other words, “North American”) markets. Nissan, still known as Datsun in the US, delivered their riff on the Jaguar sports car archetype with the 1970 240Z, which had similar long-hood/short-cabin proportions and an inline six under the hood. Mazda jumped in late in the game with the first-gen RX-7 in 1978, which was a visual homage to the 1968 Ferrari Daytona, but in typical Mazda weirdness used the incredibly compact 2-rotor Wankel 12A powerplant in an engine bay long enough to fit a straight-eight. Toyota’s hot take on the E-Type was the 1967 2000GT, which first appeared as a concept in 1965, but had an extremely short production run of a mere 351 cars. Priced at $6,800 in the US (the equivalent of almost $53,000 in 2019 buying power – a screaming deal in retrospect, but still higher than the contemporary Jag) it received rave reviews and could be considered Japan’s first ‘exotic.’

Power for the 2000GT came from a 2.0-liter DOHC inline six, rated at 148 horsepower and 129 pound-feet of torque. While it was a world-beater in terms of style and the equal of its rivals in performance, the economics of production simply didn’t make sense for Toyota, and the company’s halo car came and went in the blink of an eye.

Humble Beginnings

By the dawn of the 1970s, Toyota had made decent inroads in the US domestic market, laying the foundation for an empire that would eventually make them the world’s largest automotive manufacturer worldwide. Their focus on sensible, well-built mainstream cars and trucks was a winning long-term strategy, but the itch that had led to the 2000GT still needed to be scratched.

The Celica, Toyota’s entry into the sporty 2+2 coupe market, had made its debut in 1970, and the first generation cars had the styling and performance to rival Datsun’s 510. With the change to a second-generation “A40” design, somebody had the bright idea to create a high performance model that replaced the variety of four-cylinder engines that had come before with the 4M inline-six engine. This was essentially a bored and stroked version of the 3M that had been featured in the 2000GT, and it had already been utilized in some of Toyota’s other, larger cars like the Corona, Cressida, and Crown.

This fuel-injected single overhead cam engine displaced a nominal 2.6 liters and delivered a rated 110 horsepower and 136 pound-feet of torque. Because it was a longer engine than the inline fours powering the “normal” Celica, the new Celica Supra was stretched by just over five inches forward of the firewall to make room under the hood. It made its way to the US market in 1979, but by late 1980 the 4M had been replaced by the 2.8 liter 5M, which made an additional seven horsepower and nine pound feet “at the brochure.”

While a V-6 engine would have created a more compact powerplant (and eliminated the need for the extended chassis), the engineering advantages of the inline layout made it the darling of disco-era designers. Because of the firing order and position of the crank throws, an inline six has what is referred to as “perfect” primary balance, needing no additional balance shafts to offset inertial forces as the engine spins, making them unusually smooth in operation while still being simple. The only mechanical disadvantage compared to a “vee” engine with a similar cylinder count is the long crankshaft, which needs to be stronger than the very short and stiff ones found in V6 and inline four designs to prevent it from acting like a torsion spring. Though they would fall out of favor as the majority of automobile designs switched to front wheel drive layouts where transverse inline six engines weren’t very practical, they held on in sports car applications for the same reason the XK6 was the perfect engine for the E-Type: Refined power at any RPM.

Humble Beginnings: A New Celica Begets a New Supra

In 1981, both the Celica and Celica Supra received clean-sheet redesigns with the debut of the A60 chassis. The difference in overall length remained in order to fit the updated version of the 5M in the Supra, which ranged from 145 horsepower and 155 pound-feet all the way up to 178/169 in US trim between the 1982 and 1985 model years. Another significant change came in the form of a switch from a live axle to an independent semi-trailing arm rear suspension, offering improved handling potential.

Styling was also a clean break from the previous generation, with hidden headlights and an angular, almost “8-bit” design language that is still visually appealing today, while undoubtedly being a product of the 80s. In the US market, the Supra was offered in two main trims that shared the same basic running gear but differed in wheels, tires, and body cladding. The L-Type lacked the P-Type’s fender flares and came with a narrower wheel and tire package than the P-Type, and initially offered interiors that weren’t available in the P-Type.

Performance for the final A60 USDM Supras, while respectable for the era and a definite improvement on the mid-17-second dragstrip times of the previous generation, was nothing to write home about by modern standards – Car and Driver posted an 8.4 second 0-60 and 16.1 second quarter mile. Even so, these cars were perfect archetypes of the front engine/rear drive Japanese “sporty” car of the period, and helped build the Supra brand in the American market.

Clean Sheet

With the A60 chassis at the end of its production run, Toyota followed the same path as many of their peers by switching to a front-wheel-drive platform for the Celica that would be shared with the JDM Carina and Corona, but in a somewhat unusual move, split off the Supra as its own model for 1986, retaining rear-wheel-drive. The MKIII Supra was clearly an evolution of the MKII in both styling and performance, but for the first time a turbo option would be available in the US market. The A70 incorporated a lot of advanced (for the time) technology – while the 7M-GE and -GET’s DOHC 4-valve heads weren’t a revolution, the engines marked the first time Toyota had used distributorless ignition with a coil-per-plug design, and variable intake tract geometry was also introduced in the unboosted version of the 7M.

Power grew to 200 horses and 196 pound-feet for the naturally-aspirated inline-six in the US, while the 7M-GET delivered 232 horsepower and a whopping 254 pound-feet of torque from its nominal 3-liter displacement at a modest 5 pounds of boost. Car and Driver obtained a 6.4 second 0-60 time and a 15-flat at 91 MPH quarter mile timeslip for the turbo model – a significant improvement on the previous generation’s performance.

Through its 1986 – 1992 production run, the MKIII Supra attracted the attention of the growing Japanese domestic tuner market, which was just entering its golden age. The 7M-GET proved to be strong and reliable enough to tolerate upgrades like increased boost via wastegate controllers and turbo swaps, and while the Supra wasn’t quite as light as some of its contemporary rivals, it could certainly hold its own against other modified cars of the era. But with the next generation Supra, Toyota would once again wipe the slate clean and create a car that would come to encapsulate “tuner” culture like no other.

The Legend and the Reality

The A80, known by enthusiasts (though never referred to by Toyota) as the MKIV Supra, was another watershed change from the previous generation. Sharing the underpinnings of the USDM Lexus SC300/400 but more than a foot shorter overall, the new Supra embraced the softened, no-hard-creases design language that came to dominate mid-90s styling for both Japanese and US cars. While the MKIII had decent performance credentials, the 1993 MKIV Supra was intended to be Toyota’s flagship, and received upgrades everywhere on the spec sheet.

Front and center was the new 2JZ inline six; this three-liter engine developed a respectable 220 horsepower in naturally-aspirated GE form, but the real star of the show was the twin-turbo 2JZ-GTE, rated at 321 horsepower and 315 pound-feet for US-spec Supra Turbos. As a technological showcase, the 2JZ-GTE incorporated 90s cutting-edge technology – instead of using a single, medium-size turbocharger like the 7M-GET, the new powerplant was fed by two smaller turbos that were activated sequentially in order to reduce lag while still operating efficiently at high engine RPM and load. 

There was also significant effort placed into reducing the weight of the MKIV; unlike most cars that become heavier and heavier as the years went on, through extensive use of aluminum, magnesium, and composite materials, the A80 was actually more than 200 pounds lighter than the car it replaced. The end result of all the extra power, reduced weight, increased technological sophistication, and other improvements was a car that in Turbo form could do 0-60 in 4.6 seconds, run a 13.1-at-109 quarter mile, and pull 0.95g on the skidpad.

Unfortunately, the mid-90s was a bad time to be exporting (relatively) expensive sports cars from Japan, thanks to an unfavorable exchange rate and tightening safety and emissions regulations in the US. The MKIV only graced American Toyota showrooms from the 1993 model year introduction to 1998, though it would continue to be produced through 2002 for the Japanese domestic market. With no replacement on the drawing board, the Toyota Supra’s history was seemingly at its end. Until…

The “Hero Car”

Much like Scarface glamorized cocaine and the lifestyle of drug lords, and Pirates of the Caribbean idolized eye patches and crippling alcoholism, The Fast and the Furious pushed the gaudy extremes of import car fandom into the consciousness of the movie-going public.

You didn’t really think we were going to go all the way through this without mentioning The Fast and the Furious, did you?

Before it became just another action movie franchise, 2001’s TFatF was a love letter to the romanticized idea of the “tuner culture.” Much like Scarface glamorized cocaine and the lifestyle of drug lords, and Pirates of the Carribean idolized eye patches and crippling alcoholism, The Fast and the Furious pushed the gaudy extremes of import car fandom into the consciousness of the movie-going public. In the aftermath, many a naturally-aspirated FWD Mitsubishi Eclipse was subsequently molested by fans of the film, but the real hero car of the movie was the trashed MKIV Supra that Dominic and Brian restore and modify together.

It’s hard to separate the popularity of the Supra between its Hollywood halo and the inherent attributes of the platform, but even if the MKIV wasn’t desirable enough on merit alone to warrant the attention that has been paid to it in the last 20 years, that movie fame certainly added quite a bit to the legend. So when Toyota began to hint that there would be a new Supra after a two decade gap, expectations were high, but many were prepared for disappointment. Although the Scion FR-S/Subaru BRZ/Toyota 86 was well-received, that car was more of an homage to the nimble, cheap RWD Japanese coupes of the 70s and 80s, instead of a direct successor to a legendary performance car with a rabid fan-base.

The 2020 A90 Supra is shorter, wider, and over 100 pounds lighter than the MKIV. Output from the BMW-sourced single-turbo 3-liter inline-six is similar at 335 horsepower, but in terms of torque the B5830M1 stomps the stock 2JZ-GTE at 365 pound-feet. 0-60 happens in 3.8 seconds and the quarter mile flashes by in 12.3 seconds with a 113 MPH trap speed. Many fans won’t be happy that the only transmission choice is an 8-speed ZF automatic, but on the plus side, there’s that 1.07g skidpad number.

So the question remains – is the A90 a “real” Supra, worthy of the heritage of its hallowed MKIV ancestor, or is it just a badge-engineered BMW? On a practical level, the people who are going to be able to afford its $51,000 base price aren’t necessarily going to care too much about its street cred, compared to a 20-year-old car. They’ll cross shop it against its BMW Z4 step-sibling, the more expensive (and significantly quicker) Camaro ZL1 and Mustang Shelby GT350, and perhaps the base Porsche 718 Cayman.

The 2020 Supra beats the MKIV in every objective measure of performance, making the answer to that question easy for those who base their decisions on lap times and timeslips. But it’s also not a “real” Toyota, which will disqualify it for purists. So in the Sudden Death Overtime Round, you might ask yourself whether it embodies the spirit of the European sports car that kicked this whole thing off nearly 60 years ago – the E-Type. That’s a question only time can answer, but we’d say that the A90 has the right ingredients, even if the recipe isn’t quite the same one handed down from one generation to the next.

RADWood World Tour Invades the Petersen Museum

Showcasing the Best Automotive Collection of the ’80s and ’90s

Car critics often described the cars of the ’80s and ’90s as uncharacteristic vehicles that were often flashy, overdone, and lacking in horsepower. If we could voice our opinion, we’d have to disagree, knowing a number of iconic vehicles such as the Toyota Supra (MK3 and MK4), Porsche 959, BMW M3 (E30), Mazda RX-7, and Ferrari 550 Maranello, to name a few, continue to be in high demand today.

In celebrating cars in the ’80s and ’90s era, the first RADwood event was held in San Francisco back in ’17. The event’s name was derived from the popular Goodwood Revival Festival overseas. Brad Brownell, one of the show’s co-founders, teamed up with his friends to introduce this unique event while bringing back the lost era of cars.

The first event brought about 150 vehicles and received such positive feedback that the crew decided to continue the tradition and followed up with their second event, this time around in Los Angeles.

…the event felt like Marty McFly jumping into his DeLorean and taking a time warp back in time.

That was more than a year ago as this final year’s world tour show was held at the Petersen Automotive Museum in Los Angeles with over 400 vehicles in the display.

RADwood’s popularity has quickly gone viral as onlookers and event followers have pleaded for the show to come to their hometown. RADwood spokesmen had informed us that there have been talks of expanding the event with additional dates including events in the UK and Japan next year.

From vintage muscle cars, commuter cars with custom pinstripes, to high-end supercars, the event felt like Marty McFly jumping into his DeLorean and taking a time warp back in time. Fashionistas were also on hand wearing bright colors clothing and women teasing their hairs with Aqua Net hairspray while wearing tight leggings.

A number of rare vehicles including a Vector W8 Twin Turbo were drawing crowds throughout the day. While the exterior of the vehicles look vintage by today’s standards, the 6.0-liter V8 sourced from General Motors performance was nothing to sneeze about, delivering 650-horsepower and 650-lb. ft. of torque.

Another vehicle you rarely see was this ’90s manufactured Bugatti EB110 with a 60-valve quad-turbocharged V12 engine that delivered over 560-hp with a top speed of 213-mph.

CMS Motorsports and Restorations brought out their Mercedes 500 SEC with custom gullwing doors. Sitting on top of their car was a briefcase with faux 100 dollar bills and a classic Motorola “brick” cell phone to complement their ’80s-themed car.

Sitting on top of their car was a briefcase with faux 100 dollar bills and a classic Motorola “brick” cell phone…

We’re not even going to ask what was going on with this Mustang and his jungle-themed murals!

If you’re looking to see some cool cars and have a groovy time, be sure to check out their website for upcoming tour schedules across the US and vehicle registration at: RADwood.co

All for the Love

Ray Soria’s Lexus RC F In The Making

“I fell in love with the IS 250 when it was released in ’06 but never pulled the trigger to call it my own,” stated Laguna Beach, California resident Ray Soria. The following year, the F brand introduced the IS F as the import adversary to the BMW M3 and Mercedes-Benz C Class AMG. The Lexus F series models continued its production but for Soria, they seemed to lack the excitement and design that was needed to stir up his emotions.

Then in 2015, a new opportunity arose with the release of the RC F—the newest RC sports coupe that was branded as Lexus’s most powerful V8 performance car ever. This was the perfect pitch that immediately caught Soria’s attention.

“It was a no brainer, given the perfect opportunity in ’15 to purchase a brand new RC F and a suitable replacement for my GT500.” He was quick to admit that it wasn’t loved at first sight. “I thought the RC F was ugly when it was released.”

“I’ve owned a number of cars over the years but I wanted to try to build a Lexus. I liked the fact that it was rear-wheel drive, looked good, powered by a 467-hp 5.0L V8 (2UR-GSE) engine, and coupled to an 8 Speed Direct-Shift Automatic,” Soria recounts.

I thought the RC F was ugly when it was released.

As the Southern California import scene continued to evolve, so did Soria’s RC F. Car meets and local show events continued to flourish around him, which ultimately fed his desire to begin modifying his ride. His game plan was a simple, but ultimately time-consuming one; he would keep the engine and interior alterations of his Lexus to a bare minimum and devote all of his time into remaking the exterior.

It sounded easy enough but complementing the RC body already outfitted with wider wheels and tires, cooling ducts, an active rear wing, and stacked exhaust tailpipes is anything but. The complexities of it are actually one of the main reasons why you don’t see as many cleanly-executed RC Fs as you would on, say, an IS 250 or 350 model.

“I slowly began modding my ride over a two-year span with a plan for the car to be different than all the other RC Fs I saw online.” As promised, the outward appearance of his RC F was his main focus, as he outfitted it with a number of aero enhancements which consisted of an Alpheyga Carbon Fiber GTS spoiler and Lexon Carbon Fiber Diffuser but not before wrapping the body in Satin Black.

I’ve owned a number of cars over the years but I wanted to try to build a Lexus.

The added room from the factory fenders offers just enough space to house the aggressive staggered fitment of 20×10-inch and 20×11-inch HRE FF04 wheels in Tarmac Finish wrapped with Milestar MS932 XP+ 275/30-20 up front and 285/30-20 in the rear.

In the suspension department, an Airlift suspension kit was installed alongside an Airlift 3P management system. The end result was a comfortable and smooth cruise carving the canyon roads with no traffic to endure; one of the many guilty pleasures Soria enjoys partaking in.

Though Soria’s RC F is quite simple as a whole, we were impressed with the overall execution of his project. Often times, less is definitely more, especially when it comes to modifying a Lexus.

Purist Group Winter Drive

Automotive Gathering for a Good Cause

Over the past five years, Purist Group has held their annual “Winter Drive” toy event to benefit underprivileged, less fortunate children and their communities during the holiday season. This charity automotive car show and meet was envisioned by Purist founder Sean Lee as a way to bring the community together, letting car enthusiasts do what they love to do and play with cars while donating toys.

Founded in 2012, Purist Group is comprised of a unique collection of automotive enthusiasts of different nationalities and professions. Many of the members in this group are well-known in the industry including drivers, journalist, tuners, car collectors, and overall car geeks. This group exists not for commercial purposes but as a network to all the good people who share a common passion for cars, motorcycles, and the finer things in life. The prime focus of this group is helping others as well as one another.

The previous year, collectively as a group, the event raised over 20,000 toys to be donated to charities across the US including those who were impacted by the most recent Woolsey Fire. Last year’s event brought over 16,000 toys collected and continue to grow as of date, while rough estimates count 1,000+ cars rolling through the main entrance.

To commemorate this annual tradition, Winter Drive was once again free to all spectators but came with one special request: bring a new unwrapped toy valued at $10 or more to support a good cause and spread some holiday cheers. The event itself is a toy collection drive which features a massive gathering of hundreds of the most unique cars in the world, live music and entertainment, fun activities, contests, raffles, and giveaways.

You can bet your bottom dollars that a few super rare cars come out to play. Take for example this rare production LaFerrari Aperta. How rare you ask? Only 210 were manufactured with the final version being auctioned for 10 million dollars.

This Koenigsegg Final Version “Thor” Agera was one of my favorite vehicles at the event. Based on the Agera RS, the 1,360-HP turbocharged Thor version comes with all the bells and whistles including an aero package and Aircore hollow-spoke carbon fiber wheels.

The Blitz Skyline GT-R R348 was built for the sole purpose of top speed driving which was a thing back in the ’90s for Japanese tuners. This iconic car competed in the Silver State Classic back in ’02 but didn’t finish because he ran out of fuel less than a mile from the finish line—mind you this was still a street car. Later that year, Blitz took the car to Germany to reach a speed of 343 KPH (214 MPH) on the German Autobahn because the speed limit was not enforced there at the time.

Another favorite, or should I say favorites, at this year’s event were these two widebody machines sitting side-by-side. Liberty Walk LB widebody Ferrari was tucking wheels.

While I’m not a fan of the RWB Porsche movement, the black on chrome wheels played into a perfect build.

If you missed out on last year’s event, you can learn about more ways to donate by visiting Purist Group at www.facebook.com/PuristGroup

The Chronicles Year 10 Anniversary Meet

A Celebration Commemorating the Tuner Scene

Nothing draws a crowd quite like The Chronicles meet, as this year’s 10th-anniversary festivities provided a stunning array of vehicles in commemoration of The Chronicles/Stickydiljoe.com vlogs, event coverage, and all things automotive. Joey Lee, the mastermind behind the movement celebrated the successes by hosting a meet at Eibach in Corona, CA.

Over the years, The Chronicles online site has been known to deliver breathtaking feature cars and event coverage. This year’s event once again was a reflection of the Chronicles brand as the quality of vehicles on display were impressive. Quality over quantity was the name of the game as an eclectic collection of over 200 import, as well as euro vehicles, were proudly on display. The event was absolutely free for visitors that left many great memories of the import tuning scene.

Walking past rows of cars dating back to the ’80s and ’90s brought back fond memories for many including myself. Hondas, Toyotas, Porsches, and Nissans, ranging from show quality to full-blown track builds offered plenty of car creativity and automotive artistry.

The debut of new project builds and vehicles we haven’t seen within the past year surprisingly came out to the event including the Spoon Super Taikyu S2000, which was a surprise guest at the event this year. The vehicle was shipped from Japan and managed by Go Tuning prior to making a trip out East for Honda Day.

Whether you’re into old school or new school import cars, you’ll be sure to find quality rides at The Chronicles Meet that piques your interest! Be sure to visit stickydiljoe.com for vehicle coverage and future events.

Rays × Super Street Tribute Meet

Mackin Industries, best known as importers of the highly popular Rays Engineering, Yokohama Wheel Design, Project Kics, MXP exhaust systems, and Project Mu products held a unique car meet at TEN (The Enthusiast Network) headquarters in Santa Ana, CA dedicated to supporters of their Rays Wheels.

The Rays meet was open to all makes and model vehicles but came with one requirement: all invitees were pre-screened prior to the event to ensure they were sporting Rays Wheels. No knock-off wheels or competitor branded wheels were allowed to roll into the event.

It was no surprise that this highly anticipated meet brought out a slew of cars well before the event was scheduled to officially kick-off. A steady stream of vehicles ranging from old to new school outfitted with TE37s, CE28s, RE30s, and ZE40s to mention a few, quickly filled the Super Street headquarters parking lot to max capacity by mid-afternoon. Attendees had plenty to see and do at the event including eagerly lining up to pick up their raffle tickets in hopes of winning some Rays special edition merchandise including the grand prize, an official Rays G-Shock watch.

Among the hustle and bustle, we were able to catch up with Mackin Industries General Manager Steve Lim on his thoughts of the event. “Mackin Industries team in collaboration with Super Street wanted to pull off a memorable event that offered the Rays Engineering brand loyalists a debt of gratitude,” says Lim. With over 200 vehicles on display, including vendors and race sponsored vehicles, were thinking they answered the call and pulled off one memorable event.

14th Annual Nisei Week Car Show

All Rights Reserved and All Biters Served

The 78^th annual Nisei Week Japanese Festival held in the Little Tokyo district of Los Angeles has remained an iconic event and Nisei “second generation” tradition—commemorating Japanese heritage.

Cultural exhibitions, entertainment, and parades can be found taking over a three square block area for a nine-day celebration, but among the vendors selling sweet rice cake treats and spectators joining ceremonial Obon dancing; car enthusiasts look forward to this time of the year to attend the Nisei Week Car Show. For the past 14 years, Ken Miyoshi, founder and a pioneer of import car shows took his event, which was formerly known as Import Showoff and grew it into a cult classic. This popular show became etched into the “Nisei Week” culture as this year’s event was held at a new venue inside the parking lot of Nishi Hongwanji Buddist Temple located on 1^st Street.

This year’s event was branded “Super Sugoi x Dekocar Nisei Cars & Anime Art Show”. Yes, the name seemed a bit extravagant and rather complicated to understand if you’re not a fan of anime or a resident Otaku. In layman’s terms, “Dekocar” is short for decoration car which was of plenty at this year’s event. Extravagant vinyl prints and full graphics schemes of scantily clad Japanese anime characters were decorated on both the exterior and interiors of vehicles.

Albeit the flashy Anime show vendors and cosplay suited attendees roaming the lot, the majority of participants brought their custom JDM, Euro-Spec, and American Muscle to compete for a top class finish and bragging rights. This year’s top honors went to the Auto Concept Elite Skyline R35 owned by Jesse Sabater.

If you missed out on this year’s event, be sure to visit their Facebook page @NiseiCarShow for the latest updates and future events.

From Mello to Melodrama

The H2Oi International Story (Part Two)

The stages were set. On one, an automotive revolutionary war of sorts was brewing. Showgoers were about to land in a city they weren’t welcome in with a police force that knew they were coming anyway.

On the other, “generals” were in the final stages of “recolonization,” having lost the hard-fought “Battle of Ocean City” so to speak. It was official: Atlantic City, New Jersey was H2Oi International’s new home, and this new frontier meant new opportunities and challenges for the “settlers.”

CLEARING THE MUDDY WATERS

Before we get into my experiences of both events, I had an opportunity to interview Jay Shoup, owner and founder of H2Oi International. I’m sharing snippets of our conversation in an effort to negate the plethora of inaccurate statements that have—and continue to—come out about his show as well as the events preceding it. Here are the facts:

1. The actual sanctioned car show that is H2Oi International was never held in Ocean City, Maryland.
   Since the day of the show’s origination, H2Oi has always been held outside Ocean City. People attending the show would congregate in Ocean City because of its proximity to the show. According to Jay, it was local media that incorrectly associated the two events in an effort to put blame on him. “The media beat me down,” Mr. Shoup explained. “Why do they keep bringing me into this?”—a question he asks to this day.
2. It was Jay’s decision to take H2Oi International elsewhere.
   When I asked him about relocating, Mr. Shoup confidently stated that, “There weren’t – and still aren’t – any legal grounds whatsoever for Ocean City to shut down my show, even if I decided to stay put.” Of course, he wasn’t interested in fighting anymore and that’s why he opted to postpone the show in 2017; To find a new, more suitable (and welcoming) venue.
3. “Did Ocean City officials really do everything they could to keep the peace (and the people there)?”
   This is one of the biggest questions Jay continues to ask to this day. He argues that, when it came to the preceding events in Ocean City, “The minority were the ones causing trouble,” and that, “I don’t [necessarily] know the solution, but I do know how to handle them.” Jay, for example, told me that, in the 20 years of his show’s existence, Ocean City officials never bothered to call upon the Maryland State Police to help keep the peace – an organization that he made sure to always hire from for H2Oi every year. And remember, this was never Jay’s problem in the first place!

MY EXPERIENCES

So with all that being said, let me first preface by saying that the following are my experiences of Ocean City and Atlantic City respectively. Anyone and everyone who attended either or both events no doubt had different experiences of them, which are neither right or wrong. I actually wrote a post on one of the Ocean City attendees Facebook groups asking them to share their thoughts and experiences with me. You will occasionally see quotes from this post.

OCEAN CITY

I arrived in Ocean City, Maryland on a Thursday evening, and it took almost two whole days to see the sizeable crowds of years past reappear. By Saturday, the sun set just beyond the horizon, and the natural lighting illuminating our surroundings was replaced by the flashing lights of Ocean City Police cars. As we walked the strip, we’d pass groups of people yelling “SEND IT!” to cruisers waiting at a red light. Usually, these groups would be holding signs with lude messages written on them as well while they taunted. The light would turn green, someone inevitably would in fact send it, and would get pulled over immediately after doing so.

Interactions that would follow between car owners and law enforcement were either contentious or cooperative. For the contentious ones, it was about testing the limits – a mentality not unlike one from a first-year college student. “You go to OCMD for the chaos that ‘H2Oi’ weekend brings,” one person submitted as a response to my Facebook post. “I had even more fun [this year] haha. [I] felt like there was more adrenaline because you could get caught easier,” responded another. And, to be clear, I nor staff from The Dawg Box condone this kind of behavior.

For others, it was a jovial, crime-free game of “Cat and Mouse.” The challenge: Bringing a car down to Ocean City that is blatantly illegal and see how long they can actually drive it on Coastal Highway before getting pulled over. The results: Usually within minutes of the tires touching the pavement, drivers would end up assisting the tow truck driver in loading their own vehicle to be carted off to the impound lot. It’s a game they inevitably lost.

And then there were those who were there simply to hang out. Whether they were seated in lawn chairs on the sidewalk or on inflatable couches in the bed of a truck, it’s as if they went to set an example; showing residents that not all young car enthusiasts were there to act out. Sure they also cruised the strip in vehicles that the city deemed “Unsafe,” but at least they behaved.

ATLANTIC CITY

Now, I’ll be honest, I’ve never actually attended the actual H2Oi International show when it was held in Ocean City, so I personally can’t make a comparison to what took place at The Showboat. Also, I’d be lying if I said that I didn’t have my prejudgements about what the turnout would be like (that certainly explains why I traveled down on a Sunday afternoon and only spent two full hours there). I can and will, however, talk about H2Oi from the perspective of a 10-year veteran of the east coast car show scene.

For starters, it wasn’t an exclusively Audi/Volkswagen car show. All makes and models were there but thankfully, the 12 Top Dawgs were all European makes. To me, that doesn’t necessarily matter as I understand that businesses often have to adapt to new places and situations. And it was their first year at The Showboat, so I would’ve been shocked if there weren’t growing pains like this.

But, having said all that, what did surprise me was the general presentation of it all. The Showboat’s cul-de-sac, for example, was crammed with the Top Dawg finalists and as many vendor booths as they could fit, all while hotel guests were coming and going. To me, it felt like I was at a job fair.

And then there was the parking garage, where the remaining cars parked. “The idea was to separate general and show parking, but we didn’t really have the manpower to police it this year,” Mr. Shoup clarified. It made sense. Cars were scattered throughout every level with no real organizational structure whatsoever. Many were driving in and out of the garage freely while spectators were still walking around. It honestly felt like a cross between a scene from The Fast and the Furious: Tokyo Drift and one from car meets I used to attend back home. “We’ll figure out a better solution for next year,” Jay said.

Look, I’ll be the first to tell you that it’s often difficult to embrace change, but I think that if we as enthusiasts, take the time to try to embrace it (and succeed), we can appreciate H2Oi’s new home while still reminiscing about the good times in Ocean City, Maryland. For all intents and purposes, H2Oi was a success. What do you think?

The Inaugural Japanese Automotive Invitational

The Best of JDM at Pebble Beach

For the first time ever, Japanese makes had a headlining event during Pebble Beach Automotive Week. The inaugural Japanese Automotive Invitational presented by Infiniti brought out some of the best JDM cars from across the US.

To coincide with Infiniti’s fifth year in partnering with the Pebble Beach Concours d’Elegance, an exclusive event was created just for the best Japanese restorations, race cars, and museum pieces. While it was an event done by Infiniti, that didn’t limit it to just Nissans, Datsuns, or the presenting mark. You had amazing cars from Mazda, Toyota, and even a Dome prototype.

Toyota brought out their big guns in both racing and vehicle rarity. The most stunning was the 2000GT Convertible, a car with only two made just for You Only Live Twice. Supposedly, it was made because Sean Connery was just a bit too tall for the closed cockpit or targa versions of the car. Despite the film’s popularity, Toyota never made a production version of the convertible, but it was considered for a while. There were also only 60 cars made for the US. A little-known fact about the 2000GT is that Carrol Shelby entered a pair of them in the 1968 SCCA C Production Category.

However, the predecessor of the 2000GT was the Sports 800, which could be considered the original “Hachi” from its nickname, “Yota-Hachi” or Toyota-8. The Sports 800 was only sold in Toyota Public Stores in Japan and it’s not hard to see why. With only 790cc (48.2-cubic inches), the 2U-B flat-twin engine only produced about 44-horsepower. It made up for that lack of power by only weighing 1,279-pounds. If you’re wondering, yes, the Toyota 2U is technically the father of the 4U used in the Toyota 86. We say “technically” because the 4U is based on the Subaru FA20.

Of course, you couldn’t present the event without bringing some of your best stuff in your racing and sports car history. You had the classic racecars like the Brock Racing Enterprises (BRE) Datsun 510. It was in the #85 guise once driven by Bobby Allison in the SCCA Trans-Am series in the Under 2.5-liter class. The BRE 510s raced against the best from BMW and Alfa-Romeo but proved to be too much. After two championships in the class, BMW and Alfa dropped their factory efforts in the Under 2.5 Championship.

There was also the Clayton Cunningham Racing Nissan 300ZX that ran in the IMSA GTS-1 class. This was the one that won the 1994 24 Hours of Le Mans in the IMSA GTS Class, 12 Hours of Sebring, and took home the IMSA GTS Class Championship for Nissan. It ran with what would become an all-star driving team: BRE’s legendary driver John Morton, Stillen’s IMSA Champion driver Steve Millen, and future Corvette and Cadillac Racing star driver Johnny O’Connell. This car was the one that made the VG30DETT the legendary and desirable engine it has become today. It proved to be a very reliable block that could put out 800-horsepower. The next year, 1995, IMSA declared that the VG wasn’t eligible in the GTS Class by way of an allowable horsepower mandate. So, the twin-turbo V6 was out and was replaced with a Nissan V8 based on the VH45DE that debuted in 1990.

For a long time, people wondered when we would see a Japanese-only event during the Pebble Beach Concours d’Elegance. We finally got it and it was a classic event worthy of Pebble Beach Automotive Week. While it was presented by Infiniti, we still got great cars from the Land of the Rising Sun. You couldn’t have asked for a better way to represent the best of the best of JDM.

From Mellow to Melodrama

The H2Oi International Story (Part One)

It couldn’t have been a more perfect setting: A nine-mile highway running through the belly of an island. The Atlantic Ocean to the East and resort condominiums to the West. The name: Ocean City, Maryland. 

An annual Audi/Volkswagen-specific car show called H2Oi International would take place at either Fort Whaley in Whaleyville or at the racetrack at Ocean Downs Casino, and the closest area with enough hotel vacancies for the thousands to flood in was, for better or worse, Ocean City. In addition to the vacancies, only about 7,000 residents inhabited the almost 40 square-mile island. So there was plenty of room for things to get wild too.

What began as a pre-party turned into one of the most confusing, controversial “car shows” in the United States. But how did this happen…and why?

A SEASONAL CAR SHOW SEASON

To understand why there is a propensity to get rowdy before H2Oi International, you first have to understand how the East Coast car show season works. Unlike our western counterpart, we don’t always receive the nicest weather – for months on end – and therefore have a limited amount of time to enjoy our cars. When the end of September approaches, our internal senses remind us that “the end is near.”

The easiest way to explain this is to do a hypothetical experiment of sorts: Imagine Ocean City, Maryland as a small, fragile glass vial. Now imagine each car enthusiast as a molecule in the excited state – moving around uncontrollably without a final destination. Crumbier weather (i.e., rain and snow) serves as the catalyst, causing these molecules to increase their movements as the quality of weather deteriorates. Now imagine that, before the weather reaches “hibernation” temperatures for cars, more and more molecules get crammed into the vial all at once. Sound like a recipe for combustion, right?

A HUGE MEDIA OPPORTUNITY

Show car owners are inherently proud of what they have, so when you combine the opportunity to publicly showcase your car to other like-minded enthusiasts, with aspiring automotive creatives eager to shoot and ample scenic backdrops to shoot in front of, there’s one more variable to add to the aforementioned equation: The media.

Chris Petruccio of Krispy Media is one of many media professionals responsible for putting the pre-party-like festivities of H2Oi International on the map. Back in 2013, Petruccio created and released his now infamous “After Movie,” which garnered the attention of millions of auto enthusiasts to date. “I managed to create something that captured the attention of and resonated with the younger audience,” Chris explained to me in a phone interview. “It was definitely one of my big breaks as an automotive filmmaker, and I make sure to attend every year to thank my fans.”

In the years following the After Movie’s release, the days leading up to H2Oi International have become a time for budding automotive filmmakers to also try and make their mark. With many creators wanting to replicate what they’ve seen in the After Movie, burnouts, reckless driving, and, in some cases, vandalism have all become common practice.

SHOULD I STAY OR SHOULD I GO?

In 2017, the events preceding H2Oi were the equivalent of the vial from the aforementioned experiment of being filled to the brim and exploding. Ocean City Police responded to over 2,700 calls that weekend and, “While H2Oi International is not, and has never been, a city-hosted or sanctioned event…we still hosted thousands of participants, ”Chief of Police Ross Buzzuro explained in a press release. To make matters worse, nearly any method that both the city and O.C.P.D. used to try and contain the insanity, like increasing fines, impounding “unsafe vehicles,” and installing metal gates in the highway’s median, only fueled showgoers to further act out. Any effort put in to differentiate H2Oi International from this “pre-party” fiasco was essentially futile. O.C.P.D. had to find fault in something, so they blamed the show.

Jay Shoup, the founder of H2Oi International, never envisioned a weekend-long, laidback, car show resulting in the exact opposite take place. In fact, he wrote a lengthy public letter to distance himself and the real H2Oi from all of it. Unfortunately, fingers were already being pointed and there was nothing either Ocean City nor Mr. Shoup could do to resolve the matter. Both sides did, however, ultimately come to an agreement that the show had to relocate, and so it did…to The Showboat in Atlantic City, New Jersey.

This spawned a “Us Versus Them” syndrome in many showgoers. You were either: A “Loyalist” who would go wherever the sanctioned event was being held or a “Pre-Partier” who wouldn’t accept any location to congregate except Ocean City. The irony, of course, is that shows like H2Oi are ultimately designed to bring people together and not cause a divide between them.

Now that you’ve read the “Prologue” to the H2Oi saga, you can begin to understand why things have unfolded the way they have. Stay tuned for part two, where I’ll be giving a more in-depth description of each event from my perspective.

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.

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?!”

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.

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!

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.

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.

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.

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.

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.”

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.

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!

14th Annual Eibach Honda Meet

Eibach Meet hosted their 14^th annual event for the second year running at Auto Club Speedway located in the heart of Fontana, CA.  It goes without saying, if there’s one passion that can bring people from all around the world together, it’s the undying love of Hondas and Acuras. 

Sweltering triple-digit temperatures didn’t seem to deter many of those who drove from as far as Florida and New Jersey. As the Eibach Meet continues to grow with every passing year, event founders Ryan Hoegner and Matt Rodriguez expected a healthy turnout but didn’t expect EM14 to shattered previous attendance records. We were informed following the event, that there were over 1,200 registered cars and 8,000 spectators continually streamed past the front entrance throughout the day. Can you say world largest Honda and Acura meet in the West Coast?

This year, the event offered with a twist by securing the drag racing facility for some quarter mile action including over 40 vendors displaying and selling newly released products. The ICB Motorsports booth was swarmed with crowds throughout the day as they debuted the new reproduction Desmond Regamaster EVO II wheels.  GReddy Performance was also on hand to showcase their newly revised and re-released Honda S2000 street-legal turbo kit.

Titan 7 has been making their presence known in the street performance and motorsports world with their fully forged wheels at reasonable pricing. 

This gold Civic has quite the reputation among the Honda community. Vehicle owner Jorge Hernandez has been known to constantly change the appearance of his EG but at this year’s event, he rolled into the venue sporting a set of 16×7-inch Volk Ce28N Magnesium Blue wheels, Mugen front lip, JDM front and rear lights and an Exceed × Mode Parfume rear wing.  

Ho Dao was on hand to represent with his old school DA Integra that he’s kept in storage for quite some time. Simplicity was the key to his build as his Integra was outfitted with a Kaminari front lip, replica Mugen side skirts, and rear wing and laid out on a set of Blitz Type 01 wheels.   

Nothing spells old school quite like a CRX on a set of O.G. SSR Super Fin wheels and rare Mugen Body Kit. Speaking of O.G, you might have noticed the Cyber Racing Sticker adhered to the front windshield. For those not in the knowing, the Cyber Racing crew terrorized the drag racing circuit in the late 90’s to early 2000’s, setting a number of world record quarter-mile times in the process. 

Honda owners aren’t afraid to push the envelope. This turbocharged Civic is rumored to produce well over 1,100 whp on a K-series hybrid engine. The most intricate portion of this build was the custom EK9 Kinsler intake manifold sporting dual fuel rails.

Sang Pham’s turbocharged AP2 S2000 was in a class of its own. The Honda was kitted with a J’s Racing GT wide body kit before going through a complete color change in Grigio Telesto gray. 

What’s a Honda event without witnessing a few classics like this first generation (’72 to ’79) Civic sitting on a set of CCW wheels? 

As with every passing Eibach Meet, the number of cars attending the celebration continues to grow and by our estimations will outgrow the infield parking lot by next year!  For information on the event or schedules surrounding both East and West Coasts, check out eibachmeet.com. Hope to see you all at next year’s event!

Mild, Wild, and Radical at Tuner Evolution Philly

Tuner Evolution is one of the few nationwide car show series that consistently brings the “Wow Factor” each year. Whether it’s freshly built (or rebuilt) cars or special guests like Formula Drift driver, Ryan Tuerck, the Tuner Evolution series doesn’t disappoint. With over 1,000 submissions to this year’s Philadelphia show, and just under half of those becoming acceptances, Tuner Evolution: Philly brought out the best of the best.

Founded by Jay Martinez, this year marked the 12th rendition of the show at The Greater Philadelphia Expo Center. “We provide an experience for competitors and spectators alike to compare to other shows for themselves,” Martinez explains. Judging is based on the quality versus quantity of the vehicles in conjunction with great execution and overall flow of a vehicle’s theme.

One of the coolest aspects of a show like Tuner Evolution is the fact that Jay and his team make it a point to accept a handful of newcomers. There are no special privileges for anyone who submits their build to compete, but Martinez explains that he likes “to accept newcomers with great builds to, not only give them a taste of our show but to also, inspire them to build their cars better than they already are.” It’s the extra attention to the finer details along with subtle additions and modifications that often have an impact on a competitor’s placement at Tuner Evolution – a philosophy that harkens back to the intensely competitive, “Mild-Wild-Radical” bracket-style format of Hot Import Nights from the late 90’s and early 2000’s.

Having “grown up” in the show scene interning for The National Custom Car Association – the official judging company for Hot Import Nights at the time, I think it’s these finer details in the judging that draws me to Tuner Evolution: Philly each year. It’s reminiscent of when competitors used to travel all across the country with their cars in hopes of grabbing a big win and overtaking the points leader, not unlike the Formula Drift series of today. 

With that in mind, I asked Martinez if he thought the “old ways” could make a comeback. Martinez hesitantly replied that, at the moment, “The three-tier style of competition can’t exist with the way most cars are being built today.” To be clear, this is in no way suggesting that people aren’t building “Mild” or “Wild” vehicles. It has to do more with the fact that very few owners build their vehicles in enough ways to make them “Radical” – a class designated for builds that have quite literally left “no stone unturned.” 

Of course, judging of show cars is inherently subjective and certainly open to interpretation but, Jay used Muzzy Yousefi’s Nissan 350Z to try and illustrate his point. Although the entire vehicle has gone through countless renditions and attended SEMA multiple times, at first glance, most enthusiasts might think it’s merely a lowered Z with a full Veilside body kit. But Martinez explained to me that Yousefi actually took a four-year hiatus to completely redo the car – and by redo, we’re not talking about just getting the car resprayed a new color. Muzzy apparently lengthened the entire front end of the Z itself using the front portion of an S2000 frame. It’s insane and arguably Frankensteinian ideas like this that elevate a show car to “Radical” status. Only at Tuner Evolution!

Now having said that, Martinez made it clear that he feels “the industry is at a good place,” with the caliber of cars that compete at his shows…and I agree. But the reality is that the show scene has morphed dramatically in the last 10 years and Jay happens to be one of the many that are adapting to the changes. When asked if the “Mild-Wild-Radical” bracket-style competition structure could make a comeback, he replied that “with the right players,” it could. So let’s see if Radical builds start showing up next year at Tuner Evolution: Philly!

7’S Day 2018: A Day for the RX7

For car enthusiasts all across the globe, the 7th of July (7’s Day) has become one of the most meaningful days on the calendar: A day for the Mazda RX7. The rear-wheel drive sports car is best known for it’s infamous (or famous, depending on which school of thought you subscribe to) rotary engine and has become a collectible classic 40 years later. The founders of PRIME, my good friends Pravan and Edwin, are two of many that created a tangible, visual experience for others to enjoy in the car’s honor.

KEEPING IT A SECRET

It’s no secret that, if there isn’t a solid plan, things can quickly get out of hand in the densely populated city of New York. An overcrowding of residents combined with the constant flooding of tourists makes for very busy sidewalks and streets. But that also makes for arguably the perfect scenario to show off and make a statement.

When first creating PRIME’s 7’s Day, both Pravan and Edwin recognized the aforementioned challenges. With three completed events, the success of 7’s Day can be attributed to PRIME’s invite-only policy as well as the secrecy of route information. Of course, what’s made it equally successful is the fact that attendees recognize and truly respect the sacredness of this information. 

…and with that, here’s a taste of what went down.

A NIGHT OF UTTER ROTARY

As the sun was setting at an undisclosed location in Manhattan, a few friends and I arrived at the address provided to us. A gorgeous R34 Skyline sat quietly on the narrow city street. We knew that we were early, but we anxiously waited for more people to arrive.

Within 30 minutes, cars of all kinds poured in like a monsoon. I don’t think the guys at PRIME expected nearly as big of a turn out as they got because, within minutes the meeting spot was completely packed from one avenue to the other. It was then that I realized we should probably move on to Times Square…and that our car was probably blocked in.

Now, having lived in New York all of my life, the idea of spending any amount of time in Times Square sickens me. I’m not claustrophobic, but the overwhelming amount of foot traffic quickly chisels at my sanity and, as we waited impatiently to see something other than a taxi or a bus, I could actually feel excitement building. Considering my disdain for the place, it was actually pretty awesome. 

Out of the corner of my eye, I spotted a white FD3S RX7. I ran towards it and saw that there was a beautiful FB RX7 right next to it. I began to shoot.

The RX7s disappeared as quickly as they came in. I thought it was odd and, as I ran up a block, I saw that they were being diverted. The cops had caught on to what we were doing and wouldn’t let anyone from the group through. It made no difference though because enthusiasts and tourists alike were already making their way over to where they were going. As the cars turned in, they snapped pictures on their phones and stopped drivers to ask about the cars. The appreciation did not go unnoticed.

As the group moved on to the final spot, my friends and I decided grab dinner and head home. We were all overwhelmed by the experience and needed to digest…literally and figuratively. Should we get invited next year, we will most certainly attend and, if somehow you get invited, I urge you to go as well.

AutoCon New York 2018

It was only a few hours after leaving PRIME 7’s Day that I was heading back out to attend my first-ever Autocon. When I had first arrived at Pier 94 on the west side of Manhattan, there were already hundreds of cars rolled in and on display. At first, the spectator line to get in looked pretty bleak, but when the doors finally opened to the public, fans of all ages started pouring in.

The Hudson River provided a nice cooling breeze that flowed through the open doors of the large tented area. The skylights and overhead lighting scattered throughout the space produced nice dramatic lighting on many of the cars. Friends that had attended the year prior were continually remarking on how much better the show was this time around and, although the “Lineup” layout was a bit strange, it actually seemed to allow for more owners to put their vehicles on display.

THE INFLUENCER ADVANTAGE

The recipe for a successful car show has morphed dramatically over the past two decades. Innovations in technology and changes in how we interact with one another have altered the landscape, for better or for worse. Not surprisingly, the success or failure of a show that’s put on in the present day depends heavily on how the creators adapt to these changes.

One of the strongest ingredients Autocon used in their recipe for success in New York was having Social Media Influencers in attendance. With both T.J. Hunt and Chris Petruccio of Krispy Media at their show doing meet and greets along with selling their merchandise, the guys at Autocon were no doubt able to pull in a larger, wider audience. Spectators had the added bonus of checking out awesome builds while also getting autographs from and taking pictures with their favorite automotive Youtube stars. The results showed with lines at both T.J.’s and Chris’s booths being consistently long throughout the show.

As someone who’s been in the show scene since the early days of Hot Import Nights, it was particularly cool for me to have seen R.J. De Vera, a legendary competitive builder, not only in attendance but also serving as a judge.

ROLL OUT > ROLL IN

By around 6 o’ clock, the award ceremony was finished and competitors started up their cars to leave. Spectators that stayed until the very end were rewarded with a roll out that was just as good as the show itself. As cars exited the building, crowds of people with phones in hand formed on either side of them. Competitors certainly didn’t mind the attention and often gave thanks with a few revs. As the last of the cars merged onto the West Side Highway, the crowds dissipated and the show was over.

Wicked Big Meet: A Subaru Addicts Anonymous Meeting

Picture this…

The clock strikes eight on a warm, foggy morning in Stafford Springs, Connecticut. Chances of rain are sporadic throughout the day. Main Street is barren with hardly a person in sight. The town’s population of almost 12,000 people is mostly sleeping as they rightfully should be.

 As you pass through the town on your way to Stafford Motor Speedway, you can’t help but ask yourself, “Why in the world did I get up so early?” As you approach the entrance gate and see hundreds of Subarus all lined up and waiting to get in to what looks to be a Subaru Addicts Anonymous meeting, it hits you: “Oh right, today is Wicked Big Meet.”

Welcome to “America’s largest Subaru enthusiast festival” in the country and possibly the planet. In the last few years, Wicked Big Meet has consistently gathered over 8,000 enthusiasts and spectators to celebrate Subaru and connect “the community with other members, performance shops, parts vendors, and Subaru itself.” This year was no different with a recorded attendance of 8,400 people. 

The meet (as it once was considered to be for it’s originally small size) was founded in 2005 and, after being acquired by Robert Champion of SubieEvents, LLC, it laid the groundwork for their six other shows that now take place all across the country. You essentially can’t go to a region of the U.S. now that doesn’t have an annual show to celebrate Subaru.

But wait, you’ve never been to Wicked Big Meet? Here’s what it’s like to attend:

THE WICKED BIG MEET EXPERIENCE

Ok, so you’ve successfully acquired your ticket while keeping your jaw intact. As the attendants direct you to your parking spot, you ogle over and critique the cars that are already parked and not in the show: An actual right-hand drive Forester STI, a great looking “Saabaru” wagon, and…oh great, another plasti-dipped “Bugeye” WRX. Snap out of it and park already!

As you walk to the entrance, you notice multiple spectators standing on top of cars, all of which who are trying to capture the breadth of their surroundings…and to make those that couldn’t make it really jealous. The line gets longer and, as it wraps around the lot, you get a better view of cars rolling in. 

It’s 9 o’clock now and the gates are officially open. Let the madness begin.

From Google’s satellite view, the speedway doesn’t seem that large, at least compared to some of the more famous tracks in the U.S., but as you walk through the gates into the show, it feels like every crevice is filled with something to look at. There’s almost literally a Subaru of every kind – from rally-prepped to “ruined” – wherever you look and you’re obviously not complaining.

INNOVATION COMES NOT-SO STANDARD

Wicked Big Meet is a great show to attend if you’re looking to see innovation from both vendors and competitors alike. Although vendors are allowed to use display vehicles from other manufacturers, many chose to show Subarus and the boundaries on what can and can’t be done change continually with each passing year, thanks partially in part to them. 

Take this flared, 2JZ-powered BRZ (pictured above) for example. Although it certainly isn’t the first of it’s kind, there’s no doubt that the configuration wasn’t plug-and-play by any means. Long nights and extensive fabrication was no doubt involved, but the simple fact that it exists proves it can be done and will surely inspire other horsepower junkies to do the same.

When it comes to one-of-a-kind innovative car however, the Billetworkz RB26-powered WRX is a whole different story. As far as anyone knows, the owner had to move the firewall back just to get the Skyline motor to fit in there…and to make a mid-engined WRX, obviously. It still retains an All-Wheel Drive system and is the first of its kind, making it another example for what can be done to these cars.

A TRUE FAMILY-FRIENDLY EVENT

One of the greatest things about Wicked Big Meet is the fact that it’s such a family-friendly show. To be clear, when using the term “family-friendly,” it’s more about the all-inclusiveness of it rather than its alleviation of childrens’ boredom. But make no mistake, plenty of families that attended were made up of three generations…but I digress.

The best part about the family-friendly aspect of Wicked Big Meet is that, at a time when vehicles have become more automated and “handicapped” than ever, the young children brought to these kinds of shows are being exposed to “real” cars. Cars that, not only have gearboxes but also, were often built by the people that own them. The “Saving of the Manuals” is real my friends!

SUBARU LISTENS!

Over the past 13 years of Wicked Big Meet’s existence, the involvement of Subaru of America, Inc. has steadily grown. In the last few years, they’ve not only helped sponsor the event in some form, but also incorporated all the regional shows into their marketing strategy. Not only do they promote all the shows that SubieEvents LLC offers, they also use them to surprise enthusiasts.

In addition to their traditional offerings of ride-alongs with sponsored rally drivers and roped off displays of their rarest gems (including, but not limited to, the highly-acclaimed Impreza 22B and #001 STI Type RA), Subaru went even further this year and put their infamous, bruised and battered “Boxersled” STI on a vertical display. They also unveiled their limited-edition 2019 Series Grey WRX and STIs to spectators. Since it was the 30th anniversary of Subaru Technica International, the roped off lineup of gems also included an example of each generation of STI – a real treat for the most diehard of Subie Fanatics.

So, with all the being said, if you have even an ounce of enthusiasm for the Subaru brand and want to share it with other like-minded people, then you’d be hard pressed not to go to at least one event put on by Champion and the gang.

Black Gold: The 240SX S14

Jose Gutierrez’s 1997 Nissan 240SX

The later 1997 to 1998 S14 chassis 240SX captures an aggressive character that early S-chassis cars just don’t seem to exude. That’s why Jose Gutierrez had to have one and build it into his dream car.

It’s been a six-year labor of love. Through that time, this car has retained the character that Jose desired. While drifting at spots like Grange Motor Circuit doesn’t require a ton of power, Jose wanted more than what the original KA24 was putting out. So Jose went with the tried and true SR20DET engine. 

The SR20DET was the original equipment engine of the Japanese Domestic Market 180SX and Silvia. The S14 chassis like Jose’s came to these shores as a 240SX with a KA24DE engine, not the tried and true SR20DET that other regions got. The SR20DET lends itself very easily to upgrades and in stock trim with bolt-on parts like larger injectors, turbo, and MAF sensor which can make just shy of 400WHP—not too shabby. It has its limitations however, such as less than stellar torque. And in the sport of drifting, torque is king.  

Jose is swapping the SR20DET, shown above, with another proven platform, but it isn’t what you would expect. Jose isn’t going with a VQ or RB six-cylinder engine nor is he going with an LS V8—He is going with an inline 6 from Toyota: the 1JZ-GTE. The 1JZ, like the SR, is a proven platform with a lot of potential. These engines love single turbo swaps and Jose’s 1JZ will have a single Tomei M8280 turbocharger. That, of course, will require new intercooler piping and an exhaust system. Custom charge piping is being made by Richard Lopez from Rival Auto Works, to which a BLITZ blow off valve will prevent compressor surge. A BLITZ Nur Spec exhaust will complete the oval exhaust also made by Richard. Wastegate exhausting will be handled by the Future Fab turbine elbow that dumps wastegate gasses into the atmosphere.

The transmission is a nearly bulletproof Nissan RS5R30A five-speed from a Z32 300ZX. It’s not a straight swap for the 1J, as you do need an adapter with a flywheel made for the bellhousing adapter. To take the abuse of clutch kicks, an ACT Six Puck Clutch will sit in between the flywheel and pressure plate. An aluminum one-piece driveshaft will connect the RS5R’s output shaft to the differential.

The Milestar MS932 Sport is a high-performance tire that keeps a grip through long drift sessions, but they won’t do anything unless you keep them planted to the ground. That’s why Jose uses a set of Feal S14 coilovers for dampening control. SPL control arms and Voodoo13 tension rods control the direction of those suspension movements. Those curved Voodoo13 rods are required as the Rival Auto Works Knuckles would cause those beautiful 18×9.5 -37 WEDS Kranze LXZ wheels to contact OEM-style straight rods. The R33 Four-Piston front brake calipers get the S14 slowed when needed with a pair of Z32 calipers on the rear. An additional pair of Z32 calipers is modulated from the ASD hydro e-brake in the cabin.

To maintain the looks of the S14 while still making it unique to Jose, a D-MAX Type 3 body kit and hood were used with a black and gold flake clearcoat paint job. The wider front fenders come from Origin Lab while a set of Charge Speed rear fenders hug the rear tires. Custom LED corners, turn signals, and rear tail lights come from Luminous Lighting and, for kicks, a custom strobe light is installed. Can’t be serious all the time, you know?

Inside, Jose controls those Rival knuckles with a Vertex steering wheel and he runs through the gears with a GReddy GREX shift knob. A set of GReddy gauges allow him to monitor the engine while more custom LED lights keeps the interior interesting during night sessions. A custom switch panel by Rival Autoworks turns on everything he needs within reach and a Cusco cage keeps him safe if the worse should happen.

With the combination of the S14’s distinct nose design, a JDM bodykit, and the sound that only a 1JZ can make – Jose Gutierrez made sure his modified 240SX stayed aggressive. We can’t help but look at this S14 and agree with him. It’s a timeless look that he’s taken advantage of, now with an even more aggressive sounding engine.

Toyota’s at Long Beach: The 2018 Toyotafest

It may sound like the latest sales gimmick Toyota created to drive sales of new cars, but that’s not what Toyotafest is about. You get owners of new, neo-classic, and classic ‘yotas from all over Southern California coming out to show off their cars and trucks and brag about reliability.

A Toyota has a different meaning to each person who owns one. That’s what helps make Toyotafest different from other niche shows. You can have a slammed, VIP luxury Lexus GS400 while at the same time having a high-lifted Toyota Tacoma ready to tackle Johnson Valley in the same area. You can have the fastest Time Attack Toyota out right beside a Supra that’s built for drag strip. You can have a drift car right beside a restored 90’s classic. The only thing in common is who built them: Toyota.

This type of variety is all thanks to Toyota’s previous history. It was once a brand dedicated to motorsports and the automotive lifestyle. They had drivers like Ivan “Ironman” Stewart racing off-road beside Dan Gurney who stuck with the pavement. You had Lexus going toe-to-toe with the best from Germany and beating them in both luxury and performance.

Then in the 2000s, they lost it. They went from an exciting brand to being compared to refrigerators and looked upon as the appliance car brand. The excitement was gone, even as they brought Scion on board. Fortunately, it seems some of that excitement is coming back as they have absorbed Scion back into their wings. It looks good for enthusiasts and Toyota once again with the 86 and the new Corolla that comes with a six-speed and three pedals. It’s also bringing back the Supra, so we mustn’t forget that.

Next year’s Toyotafest might shape up to look somewhat different as this new excitement continues to build in the most reliable Japanese brand. Hopefully, they will have learned their lesson so that these enthusiasts have something to look forward to with their own kids, just as they had when they were growing up.

Hopefully, anyway.

Bimmerfest West: Welcome to BMW Paradise

Welcome to BMW Paradise

Whether you love BMW E30’s, 2002’s, M3’s, or merely looking to get away from the summer heat wave, there’s no better way to get up close and personal with a collection of rare, high-quality show and race cars than attending this year’s 19^th Annual Bimmerfest West, the biggest two-day BMW car show in the country.

With the success of last year’s Bimmerfest event held at Auto Club Speedway in Fontana, CA. the promoters pulled out all the stops to once again to deliver another memorable 2018 event. BMW owners and fans from across the world gathered to enjoy the numerous exhibits/vendors, autocross competition, car show, and road race event while sharing their passion for all things BMW.  

An estimated 5,000 vehicles lined the event. After the event, Bimmerfest representatives tabulated a total of 15,000 spectators walked through the main entrance. 

Dozens of BMW cars of every model and generation could be found, from a ultra-rare Alpina B10 Bi-turbo, 900+hp F80 M3,  Pandem wide body E30, modified E36 street cars and just about everything in between.

This BMW 3.0 CSL was one of many rare vehicles on display. The Fuel injected LHD model CLS is rumored to be 1 of only 439 produced in the world. 

BMW 2002 have become a cult classic at Bimmerfest and have been popping up with more frequency as of late. From factory restorations to custom rest mods, the “02 series” was fully represented at this year’s show. 

Mild mannered from the outside but pop the hood and you’ll be in for a pleasant surprise. The owner claims this 2002 makes over 400 whp and is force-fed by a T4 Cummins turbo. 

Wide body BMW’s were found throughout the parking lot where thousands of cars were in display. This E30 caught our attention with its aggressive Pandem wide body kit and aggressive wheel fitment. 

You can bet the owner isn’t afraid to push his car though some twisty roads. 

Pixar’s movie Cars is popular among both young and old. The owner of this M3 decided to not only transform his M3 into Lightning McQueen but also modified his sons Power Wheels.

BMW E30 powered by a M54B30 from E46 330i with ITB’s. 

Vendor row was bustling with plenty of activity along with over 200 vehicles on display.

The roar of engines running full tilt were reverberating throughout the event as event attendees were treated to some wheel-to-wheel racing at Bimmerfest. 

An estimated 100 cars competed in the road race portion of the event, ranging from novice to professional US Touring Car Championship contenders. 

We noticed a number of Strom Motorsports sponsored vehicles tearing up the track including this M3 piloted by Vic Pizzino. 

BMW’s weren’t the only competitors running the course as 350Z’s and Mazda RX8’s were also jockeying for a first place finish and important points in the USTCC series.

Bimmerfest was once again a big success. Having attended the event for a number of years, it’s apparent the show continues to get bigger and better with no signs of slowing down.

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.

“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.

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.

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.

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.

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.

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.

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.

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.

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.

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!

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.

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. 

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.

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.

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!

AutoCon LA 2018

Billed as the Automotive Connection and a “global platform to celebrate all aspects of automotive culture,” AutoCon LA showcases the best of automotive enthusiasm and builders right in the heart of downtown LA.

Established in 2010, AutoCon has grown into something far greater than just another car show. Proof should be in its location in Los Angeles. Not just anything can display at the Los Angeles Convention Center. Featuring four halls and home of Automobility LA (formerly known as the Los Angeles International Auto Show), LACC is made for big shows. Should tell you just how large AutoCon LA really is, then. While not overtaking every hall, it still takes up nearly all the 210,685 sq. ft. available of the West Hall. It also comes with the advantage of being an indoor event, so even when it (rarely) rains, AutoCon LA isn’t hampered.

What helps make AutoCon LA unique is the opportunity to roll up to the main stage, something more recent car shows have copied since the inception. Selected vehicles will drive up to the stage and the owner will get interviewed or John “Nads” Naderi will talk about it in front of fans who get to stand right at the skirts or sit in the stands to watch each one roll up and off again.

Its history is more on the import vehicle side, but AutoCon is meant for everyone. So not only will you see the latest Honda Civic Type-R build but Jeeps, Mustangs, lifted trucks, and classic cars from the US and abroad. Custom cars range from R33 GT-Rs, BMW M4s, and even the occasional old and retired school bus. The show connects with the best and up-and-coming builders in California and across the nation.

If you missed the LA show, you can also see AutoCon events with the 2018 Formula Drift season at Atlanta, Seattle, St. Louis, Fort Worth, and the finale at Irwindale. You can also see the next stand-alone event at Pier 94 in New York, NY. It’s an enjoyable show for everyone in all forms of the automotive lifestyle. Hopefully, we’ll see you at the next one!

S2KRAZY:
DAAAMNGIINA’S Honda S2000

A great sports car isn’t defined by maximum power. It’s defined by keeping a balance. Tiffany Miller, aka @daaamngiina, and her 2006 Honda S2000 sets the standard of good balance with performance.

If a car puts out too much power, the balance is lost, and control is nothing but a joke. This was the goal Honda set when it first created the S2000 in the AP1 configuration. Unfortunately, the mark was just slightly missed and in 2004, the AP2 configuration was released. With changes to the chassis and the engine, the S2000 became the hallmark of modern sports car performance.

With that in mind, Tiffany Miller and Sportcar Motion knew that it wouldn’t take much to further improve upon the design. The F22C1 in this AP2 is all stock internally but it does feature items to make it breath in and exhaust out better. First was the change to the Password JDM intake, an intake that creates better flow by minimizing restrictions and reducing turbulence before the throttle body.

Once the air and fuel mixture combust, the used-up gasses flow out of the heads and manifold to the J’s Racing Exhaust with the addition of an Invidia Test Pipe. With a Hondata Flash Pro tune on the stock ECU by Dardan, this F22C1 puts out 212 horsepower and 153 torque to the wheels. Now, you probably think that’s rather low as the F22C1 is advertised with 237 horsepower and 162 torque. That’s at the crank and, with losses calculated, Tiffany’s car is making around 244 horsepower and 176 torque at the crank.

Remember what we stated at the beginning: a great sports car isn’t defined by power but by its balance. The chassis balance is enhanced by a Tein Mono Sport Damper, a mono-tube construction rather than the traditional twin-tube damper solutions found in most kits. Doing so allows the oil inside the dampers to remain cooler. This is because the shock oil makes direct contact with the outer body of the damper, which wicks away heat much better than a twin-tube.

These dampers also go further by allowing for ride height and corner balance adjusting as well as tuning the damping forces. This is done by a needle valve in the piston rod the allows a certain amount of oil to bypass the piston valving until it reaches the force required to open the piston’s valve stack. In addition, a set of Milestar Tires MS932 Sports in 245/45R17s on 17×10 949 Racing 6UL wheels provide the grip required to stay on track during time attack and sporty driving sessions. This grip is also required when coming to a stop as the Stop Tech brake pads and rotors provide more braking force than the OE Honda pads once did.

Buddy Club Roll Center Adjusters ensure that the control arms stay in their correct movements after lowering the car beyond stock. Hardrace Spherical Tie Rod Ends prevent bumpsteer on this lowered S2000 by keeping the tie rods in line with the control arms. Without them, the tie rods would be at an upward angle and push the front tires to a toe-in condition on bump and toe-out on rebound.

The body is also just modified to fit the wider wheels and Milestar Tires under the body with a set of Voltex Fender Flares. A custom Sportcar Motion front splitter is made to fit the ASM I.S. Design Aero front bumper. This bumper and splitter combination is designed to allow enough air to flow around the body but also keep it flowing to the Koyo Racing Radiator to keep the engine cool. The Voltex Wing, J’s Racing Rear Diffuser, Password JDM Canards, and Downforce Side Skirt Diffuser all improve the flow of the air around the body, but the Seibon Carbon Hood and Hardtop help reduce its weight.

We look forward to seeing more JDM builds from Tiffany Miller.

Early Bird: Coffee and Cars With Pelican Parts

Wake up before dawn, drive your car, get coffee, and talk about your car – that’s what Coffee and Cars with Pelican Parts is all about. Gatherings put on by enthusiasts have been around since the first car clubs went out to eat at the local diner or drive-in before cruising around town. However, the most recent trend has been for the early birds. Pelican Parts got in on that act with Coffee and Cars with Pelican Parts at the Promenade on the Peninsula.

What’s great is that, even though it’s put on by the European parts aficionados, it wasn’t limited to just the Euros. Several fans brought in Nissans, Subarus, Fords, Chevys, and many other makes. That’s the secret about putting on a good, free show: keep it open to everyone. Even a JDM head can take the time to appreciate the USDM and EDM.

There were even cars you probably wouldn’t expect, like a classic Porsche with a Chevrolet LS-V8 installed. Yes, that is a LS, but the valve covers feature chrome covers to replicate a small block 350. However, it’s the intake that gives it away. It’s set up facing backwards – thanks to the intake ports being the same because you can use either head on either side on a LS – to give the piping just a little bit more room and to allow the boot to close. Another interesting swap was a Mercedes-Benz W186 300 with the LT1 swap. It’s impressive and a little brave considering what classic Mercedes fans would say and feel about it.

Of course, it wouldn’t be an event with Pelican Parts if there weren’t some Euros there. You couldn’t miss the Ferrari F40 except for the fact there were also a pair of 356s. Then there were the Slant Nose Porsches, one a targa and the other a hard top. If you can’t say you were a fan of those, you just can’t love a Porsche. Love the BMW 2002? There were well in attendance as well as a 3.0-liter CSL.

With the success of this event, Pelican Parts has announced there will be another Coffee and Cars event on April 25th. This one will be back at the Promenade on the Peninsula, so if you missed this one you have another shot. It’s well worth the early morning wakeup call.

Cars and Coffee: South Bay Sunday by Milestar Tires

The Cars and Coffee scene has grown since its introduction just a few years ago, but there was one area that was lacking such an event. That’s when the team down at Milestar Tires decided it was time that the South Bay got their event with South Bay Sunday.

It was probably a phenomenon that not many predicted would get as popular as it has today. A gathering of car enthusiasts of all kinds that get up, sometimes even before the sun rises, to gather at a local spot for a good cup of coffee and look at each other’s cars. It wasn’t a single make or even just JDM, American, or European makes. Cars and Coffee were for everyone when it started in Irvine, CA back in 2006. It’s now grown into something that not only each state has, but seemingly every country where there is a driving public has a Cars and Coffee event of their own.

While these events had taken off in the Irvine and Orange County area of California, Los Angeles was sorely lacking many events. There certainly wasn’t a regular event happening in LA. One would pop up, but there was never a permanent fixture for the city best known for its custom car culture. That’s when Martin and Rob of Milestar Tires came to the rescue. Utilizing the Tireco building where Milestar is headquartered, the former headquarters of Nissan North America, and right in the heart of California’s custom car and hot rod culture. Right in the heart of the South Bay in Torrance, CA.

Just like other Cars and Coffee events, the ones at Milestar’s parking lot are open to all and you’ll see everything from classic hot rods, high-tech exotics, and lifted trucks. No one is unwelcome, provided you act as a good neighbor and don’t rev your engines, peel out of the parking lot, or speed around the city streets. Follow those rules and this event will be around for a long, long time.

When will the next Cars and Coffee South Bay Sunday take place? It’s every third Sunday of the month, so your next one will probably be coming very soon. We hope to see you there!