While we were strolling the halls of Tokyo Auto Salon this year, we were hit with a "Gee Willikers!" moment: "Did Batman turn his Batmobile into an RWB?" When we got closer, we found ourselves to be wrong on both accounts. One, it was not an RWB and two, it was not owned by a billionaire playboy who fights crime in his free time.

What we had before us was in fact a very unique 1989 Porsche 930 911 Turbo — the only one of its kind, actually. Built by Studio Allica for customer Kouichi Kakuma, it is a one-off piece of craftsmanship that serves both as a test-bed and as a showcase.

Growing Pains

Sometimes cars are not a builder's first passion. For Kakuma, it was an unfortunate event with his motorcycle that forced him to transition to something with four wheels — his two-wheel love now turned to four-wheels.

After making an agreement with his wife, he started to look for something that would give him a similar thrill as his bikes did, options ranging from classics such as the Hakosuka and Kenmeri Skylines to Ferraris and Corvettes. His search eventually led him to the Porsche 911 Turbo.

Originally equipped with a sunroof, this made the body roll too much for Kakuma's liking, so he sought out a shop that could help him remove it. He ended up meeting Akira Funahashi who also happened to attend the same school when they were younger. If Kakuma is Batman, then Funahashi is his Alfred, because what came next was a series of modifications that would transform the Porsche into something special.

The Studio

Studio Allica is a design and modeling shop specializing in custom body components. Founded in 2010 by former NATS graduate Funahashi, Studio Allica made a big splash at this year's Tokyo Auto Salon with Kakuma's 911. Awarded first place in the import class, this great accomplishment gave Studio Allica much more visibility within Japan as well as internationally.

Carbon (Almost) Everything

Starting with Kakuma's first request, Funahashi started by creating a replacement roof to eliminate the sunroof. As with most pieces produced by Studio Allica, the roof is a single piece of wet carbon formed from the original. Secured to the frame, phase one was complete.

That is how it started, and now, while still unfinished, almost every body panel has been expertly molded in carbon fiber. During the design process, aerodynamics, airflow to cooling components and the ability to support performance upgrades were all taken into account.

Mistaken Identity

The fenders, at first look, might fool you in to thinking they were RWB. But upon closer inspection, you'll find that the flow of the lines are noticeably different. The fenders are more of a complete replacement than mere add-on flares. This makes the lines appear smoother and seamless, which was part of the design brief.

Fitted under the widened fenders is a set of SSR SP-1 Professors in 18x9 -7s in the front and 18x13 -19s in the rear. The wheels are kept planted by adjustable coilovers and 4K front springs and 8K rear — all helpful components when Kakuma takes his Porsche to nearby hill climbs and track days.

Additionally, an intake vent and exhaust vent were crafted and added to the front fender to ensure the oil cooler gets adequate cooling. After we captured some rolling shots, we clearly saw how the air flew through the fender by tracing the lines left by the water.

Lighter Is Faster

Leaving the engine virtually untouched, the only other way to make performance gains was to put as much of the remaining parts on a carbon fiber diet — which included the front and rear bumpers, doors and front cowl.

According to Funahashi, the front cowl was the most difficult piece to produce, taking two attempts. The first attempt is sitting out back behind the shop. The fact that the cowl tilts forwards when open is a unique custom touch, and when open, it reveals a carbon fiber "leather" trunk cover.

The difficulty in producing the front cowl was well worth it, as it is happens to be Kakuma's favorite part of his car.

Form Equals Function

The aggressive appearance of the car's rear is due to necessity. During a hill climb, Kakuma became quite concerned as the rear would start to lose grip when cornering at 120 km per hour (roughly 75 mph). This led to the development of the rear spoiler.

Originally intended to be a GT2-style engine cover, the addition of the GT wing now helps keep the car stable. According to Kakuma, because the three surfaces were able to create downforce in the rear, the GT wing did not need to be placed above the roof line.

Rounding things off in the back, the air intake with integrated vortex generators is a stunning piece in itself. Multi-functional, it directs cool air to the turbine while simultaneously adding more stability.

Carbon Insides

With the scissor carbon fiber doors, Kakuma added a bit of flare. When open, they reveal a relatively modest interior.

A 7-point roll cage and Recaro SPG and SRS racing seats keep the occupants secure. The amount of carbon fiber results in a very unique sound inside when driving.

A deep cone Momo steering wheel and aluminum shifter round off the interior, while they found additional weight savings with carbon fiber door panels and polycarbonate windows.

Minimal Modification

The engine is the least modified part of the car. Essentially stock, only the airflow has been improved, including the aforementioned air intake, an OBX stainless exhaust manifold and a custom titanium exhaust by Yuki Tech.

Engine movement has been eliminated with aluminum mounts, while air fuel mixture is maintained with the help of an APEXi AFC, equivalent to approximately 230 horsepower.

Naked

The carbon fiber skin has been left exposed, giving the Porsche a unique matte finish. The only color comes from a pair of Group C, Turbo RUF (CTR). According to both Kakuma and Funahashi, there is still more to be done with the Porsche.

We hope to see it battling it out in future hill climbs, even alongside Porsches from the likes of RWB, The Check Shop and others during an upcoming Idlers event.

Tuning Menu

1989 Porsche 911 Carrera 3.2

Check out the gallery below to see more of Studio Allica's Porsche 911 Turbo.

The 2014 Toyota Tundra was a big deal in many ways. It not only mark the third generation of Toyota’s half-ton, but this Tundra would be entirely built and designed on U.S. soil. Competing in the extremely lucrative half-ton North American market place, the Tundra has consistently charged a path uniquely its own. With an available 5.7L V8 pushing out 381 hp and 401 lb-ft of torque, the Tundra offered serious go-power and impressive towing potential of 10,100 pounds on certain models.

Today, the third-gen Tundra continues to be an attractive option for those looking to transition to a half-ton pickup. Thankfully, the aftermarket has been responsive to these pickups as well. One company in particular that offers an assortment of suspension options is Skyjacker. With over 40 years in the suspension manufacturing business, Skyjacker now offers everything from basic leveling kits to full-tilt 6-inch suspension systems for the late-model Tundra platform.

We recently stopped by our local off-road shop, Low Range 4x4, to check out the install of Skyjacker’s latest 6-inch kit (TU761PKS-B) on a 2014 Tundra. While the video above captures the start-to-finish install process, we’re highlighting the details of the suspension kit in the article below.

The biggest shift in independent front suspension lifts over the past two decades has been the transition to replacement steering knuckles. By replacing the steering knuckles, you can leave the stock upper control arms in place. This cuts down tremendously on install time and complexity. Skyjacker’s Tundra knuckles don’t change the track width, so the truck remains uniform front and back.

To achieve 6 inches of lift, Skyjacker sends new front and rear crossmembers, which bolt to the stock lower control arm mounts. In order to make room for the front differential, you’ll need to cutout the stock rear crossmember. Skyjacker provides you with step-by-step instructions to ensure this process goes smoothly. 

The heavy-duty steel crossmembers come powdercoated and ready to install. To protect the front diff, Skyjacker’s optional differential skidplate was installed.

Toyota did a pretty good job dialing in the front spring rate on the 2014 models, so Skyjacker built a set of replacement lift struts that retain the stock coil. This replacement strut is fit with more dynamic valving to adjust for larger tires and off-road conditions. To moderate the suspension travel, a set of bumpstop drop brackets are also included.

The Tundra’s steering rack stays put, but you will need to swap the driver and passenger tie rods as they now mount atop the new steering knuckles. Longer sway bar end links, along with a drop brackets, ensures that the stock sway bar can be reused.

One of the options we really liked about this particular Skyjacker kit was the complete replacement leaf-spring option. Not only do these springs ride better than stock, but it eliminates the need to run a lift block. This equates to decreased axlewrap and better traction to the ground. 

Working to provide a smooth ride out back are the Skyjacker Black Max 8500 shocks. These are some of Skyjacker’s latest shock options that provide multi-stage valving and advanced foam-cell technology. The Black Max shocks have a twin-tube construction and increased fluid capacity, all in efforts to reduce heat and maintain consistent shock performance on-road and off.   

An absolute necessity when lifting any truck with a two-piece rear driveshaft such as this Tundra, is the carrier bearing drop. While some take a little fine-tuning, this setup worked perfect the first time out.

Since this Tundra is a daily driver and occasional off-roader, the owner wanted a tire that could go the distance, but also wouldn’t leave him spinning in place in the dirt. Ultimately, he landed on the Nitto Ridge Grappler in a 35x12.50R20. This tire’s been touted as the ultimate all-terrain tire, and with a load-range F sidewall, it can more than handle any hauling needs of this half-ton.

For wheels, the truck’s sporting 20-inch Pro Comp Series 7036 wheels. It’s a cast-aluminum wheel with five inches of total backspacing. This setup worked great with the 35s, but did require some slight front bumper trimming to clear completely.

The four-door Tundra is a sizable pickup to pilot off-road, but for this owner’s needs, it does the trick. Fit with the 5.7L V8, the truck still felt plenty strong on-road and off. While a numerically higher differential gear ratio would put things back closer to stock, it isn’t an absolute necessity.

Skyjacker nailed the stance of the truck. It sits level and is what we would consider a true 6 inches of suspension lift.

Overall, we were impressed with the Tundra. The Ridge Grapplers were extremely quiet, and their ride quality was better than stock. While lifting a half-ton 6 inches might not be for everyone, it’s a great option for those looking to increase the attitude and altitude of their pickup.

Read why the Nitto Ridge Grappler really is the hybrid tire of your dreams.

The question I am asked most often is what trails I would recommend to someone with a stock or lightly modified SUV who wants to start exploring remote back country locations in the Mojave Desert. A stock Jeep Wrangler is a highly capable vehicle that can handle tough trails, but many people prefer to start exploring on very easy trails.

There’s nothing wrong with that; when you first start exploring in remote locations, the last thing you want to worry about is wondering if your vehicle can handle the terrain or having your vehicle break down in the middle of nowhere. It’s a good idea to be extra cautious until you get comfortable with the idea of being self-reliant in challenging situations. I want to stress that you should always travel with at least another vehicle, especially if you are new to exploring off the beaten path.

Death Valley West Side Road is perfect for those folks who want the experience of remote desert wilderness, but aren’t quite ready for the challenge of tougher terrain. When we read the description of the trail in our trail book, it sounded exactly like what we wanted: a 24-mile-long trail through a remote region of Death Valley with many historical sites along the way.

The truth is, if you are an experienced off-road adventurer, you will find it very tame and disappointing, but it does lead to several more challenging off-road trails in the Panamint Mountains, so it’s a good route to know. People who are new to going off pavement often describe the road as rougher and rockier than they had expected; but in a well-built rig, it feels like a super-highway.

We picked up the marked trailhead off Badwater Road (California 178), 6 miles south of the Furnace Creek Visitor Center. We were disappointed to find that it was really just a graded road, but we decided to hold off judgment until we had traveled a few miles and seen the sights. There was a good bit of washboarding; even grading doesn’t eliminate that.

At mile 2 we crossed over Salt Creek, home to the Death Valley pupfish that lives nowhere else in the world. Several miles north in a different area of the park, there is an interpretive hiking trail and boardwalk where you can see the pupfish. At this end where Salt Creek used to flow into the ancient Lake Manly, it is usually dry.

Lake Manly was created from glacial melt during the Ice Age. At one time it was more than 80 miles long and 160 feet deep, but it has been mostly dry for more than 10,000 years. The white crust is salt and borax crystals. On the other side of the trail is the famed Devil’s Golf Course.

Death Valley West Side runs roughly parallel to Badwater Road, on the opposite side of Badwater Basin. Badwater Basin is the lowest point in North America with an elevation of 282 feet below sea level.

The next point of interest was the remarkable Tule Spring — remarkable mainly because it is a great example of how pickleweed and other plants can grow in soil with salt content of approximately 15 percent.

Historical Points of Interest

The gravesite of Frank "Shorty" Harris (described on the plaque as a “single blanket jackass prospector”) and Jim Dayton was our next stop. Harris was responsible for some of the most famous gold strikes in the area. His partner Dayton was buried where he died from exposure while making a supply run, and Harris asked to be buried next to him. Below the epitaph, the bottom of the plaque reads:

"To these trailmakers, whose courage matched the dangers of the land, this bit of Earth is dedicated forever."

We didn’t stop at Shorty’s Well. The pump has been removed and the pipe filled with gravel, so now it’s nothing more than a concrete square sitting in the desert. Eagle Borax Works was just a few piles of borax.

We were looking forward to seeing Bennett’s Long Camp because it was part of the Death Valley Escape Route followed by the Bennett and Arcan families that we wrote about in Death Valley Escape Route Over The Slate Range and Helter Skelter in Death Valley. There’s nothing to see now except a historical marker that tells the story.

We were feeling a bit ho-hum because the trail was nothing more than a graded dirt road and the sights (other than the spectacular landscape) were less than remarkable. If it’s your first time visiting this area, however, you may find it interesting. Seasoned explorers and off-roaders will probably find it boring.

A Storm Blows In

Even the tamest trail can bring trouble, especially in the remote Mojave Desert. Suddenly the sky turned dark, the wind started howling and down below we could see a sand storm raging in the valley. The Mojave is notorious for fierce winds, and as our Jeep was rocking back and forth, we decided to take a side trail and seek shelter at the base of the mountains.

Distances are deceiving in the desert; what looked like a mile would turn out to be 6. The trail that appeared deceptively mild was like driving over cobblestones, and the little rocks had us begging for mercy after only 2 miles as we rushed to beat the storm.

Flash floods are the biggest risk during desert storms. We found a flat spot on high ground and parked the Jeep. We had a great view of the storm raging in the valley all around us, but there was no shelter from the wind and no way we could set up a tent. The wind was blowing so hard that I could barely stay on my feet.

We had to spend an uncomfortable night sleeping in the Jeep. It was only 4:30 p.m. when we settled in for the long night. An hour later the sandstorm engulfed us, and we dozed on and off all night.

The morning brought a break in the storm and a peek of sun. Thankfully the wind had finally calmed, but the storm was still all around us.

After a quick breakfast we got back on the trail, stopping first at the tanks at Salt Well and then passing the trail head for Warm Spring Canyon.

Warm Spring Trail is the rest of the Escape Route trail that will take you through Butte Valley. We had hoped to do the trail on this trip, but with the sky threatening to rain at any minute, we decided it would have to wait for another day.

The Amargosa River crossing was dry but can often be wet during the rainy season.

A few days later, the river was running so fast and high that it was impassable even for modified 4x4s, and the trail was closed to all traffic for several weeks.

The trail ends on Badwater Road near Ashford Mills, 40 miles south of the Furnace Creek Visitor Center. There is a sign with interpretive information at this end. If you are heading out of the park and want to continue off pavement, you can pick up Harry Wade 2 miles down the road at Jubilee Pass and take it out to California 127, for another 30 miles of off-road exploring.

The takeaway: Just because a trail is super easy, there's no excuse for not being fully prepared for travel in a remote area of the desert. Sometimes, Mother Nature can throw you a curve ball.

Get educated! Learn how to prepare for off-road emergencies.

There are a few basic necessities that every 4x4 needs to have. Some of the most basic of which are sturdy front and rear recovery points. Sure, no one plans on getting stuck, but it’s an inevitable part of the off-road hobby. For our ’97 Jeep Wrangler build, we opted to give our TJ some needed protection and tow points with EVO Manufacturing’s all new front and rear TJ bumpers.

While widely known for its line of JK suspensions, bumpers and armor parts, the brand has recently expended its line of wares to cover the ’97 to ’06 Wrangler. As is the case with many of EVO’s products, the bumpers are designed with the dedicated ‘wheeling enthusiast in mind. We spent an afternoon bolting on the EVO armor, along with a new VR8-S winch from Warn.

While the video above offers insight into the install process and how it all works, we’re highlighting some of the standout features of the components below.

EVO designed its new TJ front bumper as a direct bolt-on replacement. Secured by the six OE mounting bolts, the bumper is built with two ¾-inch D-ring mounts to provide secure places to pull from. The 3/16-inch steel bumper weighs in at a modest 30 pounds and is designed to accept most winches with a 10x4.5-inch mounting pattern.

Picking the right winch for a project is always a tough decision. For most, it’s a tool that you’ll hopefully rarely have to use. However, when you do need it, you want to make sure it’s up to the job. We ended up going with Warn’s new VR8-S winch. The 8,000-pound pulling capacity is plenty for our lightweight TJ, and it touts the fastest line speed of the company’s VR series. Given it’s in the more entry-level range of Warn’s winches, it offers a fair balance of price and quality.

When it comes to TJ front bumpers, the less metal we have sticking out the better. The EVO bumper stays tight to the Jeep’s framerails, leaving the path open in front of our 33x12.50R17 Nitto Mud Grapplers. The less material sticking out in front of the Jeep equates to a better approach angle and opens up our line choices off-road.

Since sometimes it’s easier to go backwards rather than forwards, we equipped the TJ with EVO’s rear bumper as well. EVO builds the bumper using 3/16-inch steel plate and burns in two ¾-inch D-ring mounts. The bumper is designed to take advantage of the eight existing holes on the back of the TJ’s chassis, along with the two underneath.

The EVO rear hugs the back of the Jeep tightly, so there’s not a lot of steel to get hung up on. We opted to have both our bumpers sent bare so we could give them a nice Krylon rattle-can flat black finish. This makes them easy to touch up for when we inevitably make contact in the dirt.

A great set of mud-terrain tires will only get you so far when you’re still running open differentials! A good bit of rainfall made for some bottomless sections at our local ‘wheeling hole, which we quickly found as we buried our TJ.

Obviously, this was a great time to check out the speed of our new VR8-S winch! Compared to the Premium series Warn, it’s not fast, but we wouldn’t call it a slow winch by any means. It never bogged or hesitated to pull our TJ free. We opted for the S model, as the 3/8-inch synthetic rope offers a little weight saving over the cable version.

Overall, we’re extremely happy with our latest TJ upgrades. With our JKS 3-inch suspension underneath and knobby Mud Grapplers on the ground, we can continue our path towards making our Wrangler a more capable trail machine.

See how we transformed our TJ's interior with just a few upgrades.

For years, Californians (and those willing to travel through the Southwest's desert) have been coming to the annual Off-Road Expo in Pomona, California. Between the dirt-slinging, rubber-burning exhibition drivers outside and the rows of vendors with the latest upgrades lined up indoors, the event is a prime experience for anyone with a penchant for going off the pavement.

This year Nitto Tire brought the party to WestWorld of Scottsdale, Arizona, and the new expansion did not disappoint! The huge hanger housed north of 100 different exhibitors, not counting the booths and displays that expanded all the way across the parking lot to the Proving Grounds. Speaking of the Proving Grounds, the Dirt Alliance, Lucas Oil Off-Road racing demos and freestyle motocross wreaked havoc on the dirt track throughout the weekend.

Overall, the event was an absolute blast and a very promising first year to what will hopefully become a new annual off-road event mainstay like its Californian big brother.

If you missed out on the spring event, we've got you covered. Check out photos from the day in the gallery above, and make sure you keep an eye out for the Pomona event September 30th and October 1st!

Celebrating its 10th year in the running, the Nor Cal Rock Racing Series (NCRR) offers a racing spectacle for fans and racers of all ages and budgets. Combining rock crawling and speed, promoter John Goodby has brought together what is known today as the best short course off-road racing series on the West Coast — with its hometown track at the Prairie City SVRA Park in Rancho Cordova, California, as well as a recently added location at Wild West Motorsports Park in Reno, Nevada. The grandstands are always packed, as easy-ups outline the parameters of the track. Vendors who come back and support Goodby every year offer tasty eats and a variety of apparel and off-road parts for spectators to browse.

With 11 different classes to run, two heats and a main for each, Goodby and his crew make changes to the course every time racers come out for another round, so you never know what you’re going to get. Even starting positions are determined via random draw for the first heat.

To kick off Round 1 of 3 for the 2017 Nitto Tire NCRR season, the rain gods decided to break just in time for the race. Drivers faced a muddy but stable course for take-off. This year, Round 1 consisted of three rock piles, several hairpin turns along with some off camber turns, plenty of whoops and a gunnite man made concrete rock climb.

We had the opportunity to catch up with some of the Round 1 class winners after the event. Read on to see why you and the family need to attend the next NCRR race.

4400 Class

A new face to the Nitto Tire family and winner of the 4400 class, JP Gomez of Gomez Brothers Racing says that after he competed in his first NCRR season in 2013, he was hooked.

“Since we won our first race [at NCRR], we got the itch to come back," Gomez says, commenting on the great atmosphere Goodby has provided for racers and spectators alike. The fact that it's a one-day race instead of a three-day one like many other off-road races doesn't hurt either, Gomez adds.

Race Results

• 1st place: JP Gomez
• 2nd place: Jon Cagliero
• 3rd place: Gary Ferravanti Jr.

4500 Class

Winner of the 4500 class and one of Nitto's own, Jimmy Jack has been racing at the NCRR since 2014 and says it feels like home.

"John Goodby puts on a great race, and we will support him as much as we can," Jack says. "The venue is great with the kids, and the fans are able to get up close to the cars. It truly is a family day out there!”

Race Results

• 1st place: Jimmy Jack
• 2nd place: William Milligan
• 3rd place: Mike Ladd

4800 Class

Driver James Hubbard won the 4800 class. The fact that it was his hometown track made it all the more special. Hubbard loves how the track accommodates racers of all levels, built by folks who truly understand off-road racing.

“The track is built fun and friendly," he says. "It’s not out to wreck your car.” 

This past February, Hubbard competed in his very first King of The Hammers Every Man Challenge race and finished 15th. Looks like his 2017 racing season is off to a great start.

Race Results

• 1st place: James Hubbard
• 2nd place: Justin Day
• 3rd place: Steve Lopez

Class 10

Race Results

• 1st place: Ryan Sargent

Group T

Race Results

• 1st place: Brad Falin
• 2nd place: Travis McCalla
• 3rd place: Ian Murray

Pre-Runner Class

Pre-Runner class winner Matt Kinney got his first Jeep at the age of 17. He took to the sport of rock-crawling and decided to join in the fun at NCRR after watching his friends race the same class. On his third season with the Nor Cal crowd, Kinney has thoroughly enjoyed his time so far in NCRR.

"We are having as much fun out on the track as the more expensive classes, but for a fraction of the price," he says, confessing what he loves most about his NCRR experience. As the new arrivals filter into this popular class, Kinney realizes this also presents a new challenge:

“Many of these new trucks are faster and better built, so I look forward to a tough season. Winning on an old leaf strong Jeep will be challenging and exciting.”

Race Results

• 1st place: Matt Kinney
• 2nd place: Travis McCalla
• 3rd place: Mikey Morton

UTV 1000 Class

What’s the advantage of running into an old race friend? Finding out he is the owner and promoter of the successful rock racing series you just attended! UTV 1000 winner Beau Judge raced his first race at NCRR in 2014 and keeps coming back for more.

“I like racing the Nor Cal series mostly because of the tracks John and his staff build and the people that the race brings," Judge says, noting that as the series competition gets bigger and better, he definitely wants to be part of it.

Race Results

• 1st place: Beau Judge
• 2nd place: Tyler Coale
• 3rd place: Darren Mitchell

UTV 170 Class

Following in his father's footsteps, Braden Judge won the UTV 170 class (ages 6-12). Racing motocross since the young age of four, the eight-year-old admits to liking the winning part more than the battle right now.

Race Results

• 1st place: Braden Judge
• 2nd place: Wyatt Blevins
• 3rd place: Justin Mello

UTV Turbo Class

At 17 years old, UTV Turbo class winner Darian Gomez has been racing UTVs for about three years now; he just recently moved up to this class after his first year.

“I really enjoy racing the short course because of the immense adrenaline rush it brings to me," Gomez explains. “The Nor Cal series has the best short course around, in addition to the best spectator view.”

Race Results

• 1st place: Darian Gomez
• 2nd place: Phil Blurton
• 3rd place: Justin Bor

Sportsman Class

Steve Moore was originally designing a 4800 car when he found he didn't have the right size tires (37 inches) to compete in the class. So instead, he put on some 40-inch Nitto Tires for the Sportsman class, getting his car ready just a month before his first NCRR race. He gave it his best and ended up winning!

“Nor Cal was a great experience for me, my co-driver and my car," Moore says. "We will definitely be back to defend our first place win this May in Reno.”

Race Results

• 1st place: Steve Moore
• 2nd place: Tylor Tramell
• 3rd place: Richard Fenton 

Check out more off-road fun in this year's KOH UTV race gallery.

For those of you who routinely wrench on your own rides, you likely understand the value of a good portable shop light. While we tend to keep a pen light handy for a quick visual inspection, we often need more illumination (and both hands) for getting a given job done. To replace our old shop light, which met it's demise under our the weight of our TJ's 33-inch Nitto Mud Grapplers, we picked ARB's Rechargeable Adventure Light 600.

ARB's durable and lightweight LED lights come in at the budget-friendly price of $59.00. While ARB sees it as a great lighting aid on the trail, we’ve found it’s something we reach for in the garage more than the dirt.

The fact that the light is rechargeable is a real benefit. The light includes two charging devices (12-volt DV and 120 AC) and one cord. Most projects we’re wrenching on in the garage are usually a couple hours. We have yet to run it completely out of battery. ARB states that runtime is six hours on the low setting and three hours on high. Charge time takes up to four hours.

The built-in magnets are something we wish our old light had. It makes such a difference when there isn’t a great place to hang a hook from.

Speaking of hooks, there’s one at each end of the light, so you can hang it where you light. Unlike a traditional light with a drop cord, there’s nothing to get caught up on with the ARB light.

The light offers two settings, high and low. The low setting produces 300 lumens, while the high is 600. We typically use the high setting, especially if we are looking for something we dropped at night!

Learn more about ARB’s LED lighting upgrades.

Wrapping up our coverage of the 2017 Geneva Motor Show, enjoy browsing through the halls of the Palexpo. This year's show was excellent, with new supercars from Ferrari, McLaren, Porsche and Spyker, as well as the latest concepts out in full force, as usual. Underpinning all the high performance goodies that get us excited, the industry is still forging ahead in the direction of emission-free motoring and autonomous cars. Motorheads need not be alarmed, because the good news is that there is still a great deal of traditional motoring values on show.

See more car show coverage here at Driving Line.

Nitto Tire presents the one-day fun day that takes the "crawl" out of rock crawling! NCRR Round 1 saw class wins from a couple of King of The Hammers big finishers this year: JP Gomez (4400 Class fifth-place finisher in main race) and James Hubbard (15th place in the KOH Every Man Challenge, in which only 23 percent of drivers finished).

Catch all the action from the first round of the 10th Annual Nor Cal Rock Racing Series in the gallery above and our event recap.

Work got you whining? Job got you down? If you spend 98 percent of your waking hours fantasizing about dropping out and leaving it all behind, perhaps a trip around the world is in order. Or maybe just a jaunt into the South American jungle where no one — including that nut job of an ex or even the tax man — can find you. If quitting your job and traveling the world is your fantasy, meet your fantasy machine: the EarthCruiser EXP. It’s the self-contained, off-grid overland adventure vehicle of your dropout dreams.

Just ask Lance Gilles and Michelle Boltz, the couple that started EarthCruiser Overland Vehicles Pty Ltd. Originally based in Australia, these world travelers searched for the perfect vehicle to satisfy their profound wanderlust. When their dream ride didn’t appear, they did what any frustrated traveler would do: They built their own.

Years of research and development landed them with their initial prototype. For their first test, they drove to the wildly remote Dragon Tree Soak in Western Australia. Now, if you’ve ever driven 450 miles deep into uninhabited desert, your vehicle of choice isn’t exactly a Camry. After a successful Western Oz trip, they turned it up a notch by taking their vehicle to Russia and driving across to — you guessed it — Mongolia.

When the founders are this hands-on about travel and adventure, this translates into a very carefully conceived machine. Now based in Bend, Oregon, their team builds each vehicle to order for an astounding number of adventure seekers, starting with the Mitsubishi Fuso 4x4 diesel delivery truck.

Not sexy enough for your adventure? Well, consider this: The Fuso is ubiquitous in Asia and partially owned by Daimler trucks, so finding parts around the world is way quicker than translating “Land Cruiser” into Norwegian. The 3.0L DOHC turbodiesel I-4 is equipped with 161 hp and 295 lb-ft of torque. With an overall length of height of 8'6", the EXP fits easily into any shipping container — because you can’t drive to Tahiti (yet). Off-road military spec tires and approved single wheel conversion in the rear mean that maintaining the truck’s tires are as easy as, well, a Camry.

The shell itself is designed to support two travelers comfortably for longterm use. Living off the grid means standard features include water purification, solar-powered systems and a 12-volt electrical system, making it serviceable at any boat yard. Once parked, the pop-top roof expands 24 inches with the push of a button — no latches or locks to wrestle. The roof’s screened windows transform this living area from a pretty nice camper into a breezy, completely livable, glamping-mobile.

The vehicle I tested was an EXP fresh off the 2016 Rainforest Challenge in Malaysia, where it ran as the support vehicle. Our testing grounds were a slightly less vicious avocado grove in Southern California. Driving the EXP wasn’t exactly luxurious. I basically felt like a fearless delivery guy in Thailand or Singapore — you know, the type that zooms through narrow streets and over dirt roads without a worry. And no wonder, the transmission was simple and easy to maneuver, and the turning radius was an astonishing 535 inches. I would’ve done donuts if they’d let me.

Once we reached our destination, I headed to the back where, once the roof was popped, it was perfectly dreamy. Not being a camping enthusiast myself, I was delighted to find two 40-gallon water tanks as well as water draw accessibility from under the rig like a river or creek. As for the toilet, it’s a cassette system, which, as it turns out, doesn’t mean it plays hits from the '80s, but it enables waste to be removed and wheeled away for easy disposal, like a suitcase. Two solar panels and batteries mean you’ll never take a cold shower. The rest of the shell feels like a boat, in a rugged, utilitarian kind of luxury.

Of course, being able to transverse any snowy, muddy, dirty path in the world doesn’t come cheaply. The EXP starts at $225,000, which may have you wondering why you don’t just buy a condo in Arizona and unplug your phone for a while. But then, when you consider this cost against comparable trucks or even a fully equipped bus, it starts to make a lot of sense. So if you don’t hear from me for a while, you may want to check Malaysia.

What about a $200K Land Rover? See if you think this D110 is worth the price tag.

Who says you need a fancy digital camera to take quality photos on your next car spotting adventure? While the best digital option for capturing the moment is an SLR camera, it takes a certain level of skill to master this form of photography. These days, the most accessible camera is the one on your smartphone, and it's not bad, either. Digital imaging technology has advanced so much in the past few years that point and shoot cameras are virtually obsolete.

Anyone can whip out their smartphone and take a mediocre photo of the next parked exotic they see, but with a few adjustments, you can take a really good one. Here are some tips to step up your #iPhoneOnly photography game.

NOTE: All photos in this article were shot on an old iPhone 6. While the apps listed below are iOS-specific, the following guidelines will also work for Android users. In addition, these guidelines can be applied to photography in general, but they are particularly important for camera phone users.

1. GET THE BEST LIGHTING.

The more you can control the lighting, the better. Camera phone sensors struggle to harness light. In many cases, you'll have to decide between exposing either the car or the sky to the right amount of light. Tap your screen in the area you want optimal lighting.

Golden Hour

The best natural lighting typically occurs in the first hour of sunrise and the last hour of sunset. During these time periods, lighting tends to be nice and warm — in contrast to noon, when the sun is directly overhead, casting harsh light and shadows on your subject.

Sunlight and Shadows

If possible, do not shoot into the sun, and keep an eye out for distracting shadows that fall onto the subject. Lighting that is even and well-balanced will result in shots that are crisper and easier to edit.

2. USE HELPFUL APPS.

Take advantage of the various apps that are available to help you edit your image in post production. Most apps are very easy to use — allowing you to see a preview of what your image will look like with some tweaks. Even if you're inexperienced, once you play around with settings for a little bit, you'll probably figure out how to get the image to your liking.

SnapSeed

SnapSeed is a great, simple app that gives you advanced control of an image. Think of it as “Photoshop mobile.” The interface is easy to use, and it lets you experiment away without ruining the original image.

Camera +

For those who want to control how an image looks before post production, the Camera + app is a perfect alternative to the native camera app — a camera "replacement," if you will. Its settings let you make adjustments both before and after you take a snapshot.

3. PAY ATTENTION TO COMPOSITION.

A car's placement within a frame can make or break a photo. One trick I like to use is to imagine that the car is “going somewhere,” which forces me to position it accordingly in the shot.

Rule of Thirds

One of the fundamentals of photography involves breaking up your image into nine equal parts and using the intersecting lines to help align your subject. While the Camera + app utilizes a Rule of Third grid by default, you can enable this tool in your iPhone's native camera app under Settings > Photos & Camera > Grid.

The Crop Tool

How you crop a photo can make or break it. In theory, you will not need to crop a well-composed photo, but realistically, you will probably find that cropping your image will help you focus on your subject better and get rid of any unnecessary surrounding elements. Using the Rule of Thirds to adjust your subject's placement within the frame will help you avoid cropping your image in places that look awkward. It's also important to keep in mind your image's compatibility with the platform you decide to post it on; for example, Instagram favors square-cropped images.

This is just a taste of what you can do with mobile imaging to get that perfect shot. One last piece of advice: Practice makes perfect! Just keep shooting. The best part about digital photography? It's free. You're only limited to the amount of storage space on your phone, so get out there and fire away!

In late 2015, the take-rate on EcoBoost-powered Ford F-150s was higher than 60 percent. As more and more consumers learned how capable the twin-turbo 3.5L V6 was (outpacing its V8 rivals in virtually every meaningful statistical category), they welcomed the possibility of having V8 power with V6 fuel economy. In the aftermarket, the design of the engine didn’t go unnoticed. Combining parallel turbochargers (one turbo feeding each bank), direct-injection and high compression with precise electronic controls overseeing the powertrain, it didn’t take long for calibrators to unlock big power gains with a few simple ECU tweaks.

Once again working alongside Gearhead Automotive Performance, this edition of our EcoBoosted series unveils the hidden horsepower potential of the 3.5L — and the ease at which it can be unleashed. We’ll strap a ’16 F-150 test mule to the dyno, upload a performance calibration onto the ECU, measure the gains of running higher octane and even see if there are any gains to be had from installing an aftermarket cold air intake system. This installment is the direct result of months’ worth of R&D conducted by the folks at Gearhead in an effort to make the 3.5L EcoBoost even more enjoyable to drive.

Dyno Verified Tuning

This ’16 model year, 12,000-mile 3.5L EcoBoost-powered F-150 was the test mule used for all of Gearhead Automotive Performance’s tuning R&D. For back-to-back, direct comparison results, all dyno testing was once again performed on Gearhead’s in-house 15000 series, all-wheel drive Dynocom chassis dyno. During each test, the Select-Shift six-speed automatic transmission was left in Fourth gear throughout the duration of the run (1.14:1 gear ratio).

Auto Octane Adjust: Version 2.0

As we all know, 93 octane isn’t available at every gas station across the country — and even your local filling station doesn’t always receive consistent batches of fuel. So what happens if you get a bad tank of gas or simply can’t get the good stuff when you take a trip? Frequently, aftermarket ECU tunes require a certain octane rating and don’t take into account the fact that you may not always be able to run that same octane rating in your truck.

Perhaps the most important aspect included in Gearhead’s tuning package is its retention of the factory “auto octane adjustment” feature present in the ECU. This feature allows the ECU to self-adjust according to the type of fuel being used (be it 87, 90 or 93 octane, etc.). But, not only does Gearhead keep this feature, they improve it. Owner Matt Robinson augments the factory auto octane adjustment strategy in a way that allows considerably more power to be made as you step up your octane rating (without changing the tune).

Octane Rating Makes a BIG Difference

For full disclosure, we’ll note that the truck’s stock baseline power numbers were collected after all ECU calibration changes (tuning tweaks) had concluded. The truck’s ECU was reflashed back to stock and was allotted ample time to cool down. However, a premium blend of gas (93 octane) was still present in the tank.

This means that — in conjunction with the EcoBoost ECU’s ability to make automatic adjustments according to the octane rating of the fuel the engine is using — the stock baseline number of 345 hp and 420 lb-ft would’ve been slightly lower with 87 octane in the mix. To sum things up, this graph represents how much power Gearhead’s F-150 produced while running a performance calibration on 87 octane (355 hp, 438 lb-ft) vs. what the truck made stock, but on 93 octane (345 hp, 420 lb-ft).

90 Octane Adds 23 HP

With exactly 5 gallons of 87 octane present in the tank, the folks at Gearhead added 5 gallons of premium (93 octane) and completed several driving cycles with the truck. With the two fuels effectively mixed, a 90 octane rating was the result. With 90 octane in the mix, the truck picked up an additional 23 hp, as well as 23 more lb-ft of torque, over the 87 octane performance tune. Notice that (just like in the previous graph) horsepower hangs around after its peak with the Gearhead tune vs. trailing off rapidly stock.

Octane Increase

To bring the octane rating up to 93, the appropriate ratio of Race Gas Race Fuel Concentrate was added to the tank. The truck was then subjected to the same driving cycle regimen to ensure the additive was adequately mixed. We’ll note that 10 ounces of additive was all that was needed.

+50 HP and a Broader Powerband

Back on the dyno, the truck picked up 50 hp from peak to peak vs. stock and also made considerably more torque at lower rpm (489 lb-ft at 2,800 rpm vs. 420 lb-ft at 3,300 rpm, stock). If you take a look at all of the area under the curve, you’ll notice that the Gearhead performance tune makes more power throughout the powerband as well, not to mention that (once again) peak horsepower trails off progressively once it peaks, as opposed to falling like a rock after 5,300 rpm in the stock calibration.

To take advantage of the newfound rpm range, the wide-open throttle shift points are raised in order to capitalize on this and also to better help accelerate the truck. According to Gearhead, more than an additional 50 hp can be made via tuning, but that means pushing the engine even harder — and Gearhead’s number one priority is keeping your EcoBoost as reliable as it was the day it left the dealership. We’ll take a 50 hp gain with no trade-off in drivability all day long!

K&N Drop-In

While the F-150’s ECU was still equipped with Gearhead’s performance file, this common drop-in replacement air filter from K&N was installed in place of the factory filter (PN 33-2385). K&N’s oiled drop-in replacement units are extremely popular due to providing an increase in airflow and being cleanable and reusable. The result of adding the K&N filter was a 3 hp increase at the wheels.

AFE Cold Air Intake

Following the K&N filter test, the guys at Gearhead scrapped the factory air intake assembly in favor of an aftermarket cold air intake system from AFE (Advanced Flow Engineering). Called its Magnum Force Stage 2 Pro 5R cold air intake (PN 54-12642-1B), it includes mandrel bent 3.5-inch diameter intake tubes, dual washable/reusable Pro 5R oiled air filters and is said to outflow the stock intake by 67 percent. It picked up 9 hp over stock.

10 Minutes or Less

Here, Gearhead Automotive Performance Co-Owner, Larz Bullard, begins the removal process of the factory intake assembly. All told, the AFE cold air intake system can be installed in approximately 10 minutes.

Stock vs. K&N Drop-In vs. AFE System

As expected, the AFE cold air intake freed up the most horsepower, ultimately pushing the F-150 past the 400-rwhp mark. However, the higher-flowing AFE system did yield more turbo whistle, which was very noticeable in the cab. If you’re not a fan of increased under hood noise (namely added turbo whine in the case of the EcoBoost), we’d suggest an intake system that makes use of a closed airbox.

The Gearhead Difference

Even though the EcoBoost tuning market is expanding every day, we believe Gearhead Automotive Performance has combined great power increases, awesome drivability and a level of octane safety into its tuning that is relatively unheard of at the present time. Currently, its 3.5L EcoBoost tunes are set for release in mid-April and will initially be available via SCT devices, with additional platforms potentially being supported in the near future.

In Japan, the Mooneyes Hot Rod Custom Show is known as the meet for hot rod, chopper and lowrider enthusiasts, but it has a little brother: the Nagoya Speed and Custom Show. While Nagoya may not be quite as big as its older sibling, it definitely has some tricks of its own.

We were able to meet up with the event organizer, Toshi, who also happens to head the Japan operations of Deadend Magazine. Thanks to Toshi, we were able to get early access to the event hall to avoid the crowds that would envelope the hall upon opening. 

In its fourth year, the Nagoya Speed & Custom Show boasted 250 of some of the best hot-rods and lowriders in Japan, along with plenty of choppers, café racers and custom bikes. In the other hall, 300 additional booths provided enough goods for all the swap meet hunters. 

All of the cars had to pass the keen eye of Toshi in order to make entry into the event. It was very difficult to pick our favorites, but here goes: 

Pharaoh's Sedan 

A 1954 Chevrolet Two-Ten greeted us as we entered the venue and definitely set the bar high early into our visit. 

Colorful Lowrider 

This 1949 Chevrolet 3100 Trokita looked amazing with its flawless paint, interior and chrome work. We would love to take it for a cruise, but we can imagine all the anxiety that would arise over everything that could possibly damage the finish.

Scorched Earth 

Impalas are famous within the lowrider scene, and we were especially fond of this cleanly shaven chop top Impala. 

Limbo Rock 

When your car is this low, do you even need to pay at a parking garage?

Hi-Fence 

Had to get out some tissue to wipe the drool from the corners of our mouths when we came upon the HFCC collection of classic cup cars, including Toyota Corolla E30s, Datsun 510s and B110 Sunnys.

Who's Your Daddy? 

The engine swaps from Daddy Motorworks really made us rethink our life accomplishments. Every car they brought had an awesome swap, including a 1974 Crown with a 1UZ and a Mark II with a 1JZ. Besides their drag cars and Hakosuka, we were most impressed with the VQ35-swapped Nissan Sunny. 

Those were some of our favorites, but there was a whole lot more to drool over at the show. Pick out some of your favorites in the photo gallery below.

Avid Overlanders are familiar with potentially uncooperative weather: Maybe the ground is cold, wet and uninviting, or perhaps the environment and surroundings are slightly sketchy. Lying on the ground in the rain, in a flimsy tent where the snakes, bugs and other creepy critters (scorpions?) seek shelter isn’t all it's cracked up to be. Roof top tents may lead to more “glamping” than camping, but it’s worth the ribbing that rough-and-tough diehards dish out.

It was during my last camping trip in Northern Michigan’s Upper Peninsula when I realized the value of having a roof top tent. The sun had already set once I arrived at the empty, rural campsite after a long 14-hour drive. It was chilly and moist, and the mosquitos, which appeared to be the size of my fist, immediately swarmed around their chosen piece of fresh meat (me). Threading each tent pole through delicate fabric took patience, and with bug bites already swelling into large welts, my patience ran thin. Once the sleeping area was set and the mattress inflated (yes, I cheat at camping), I was enveloped in pure bliss as I lay there listening to the rainfall. The blissful feeling disappeared with the rain when I awoke at 4 a.m. to a deflated mattress and sharp rocks against my bones. Maybe I’m just getting old and frail, but one thing is certain: It’s time for some tactical camping.

Bring on the glamping! Roof top tents are more than just a nice place to sleep; they also save space, which is valuable to the Overland junkies who are carrying a week’s worth or more of supplies. The tents are quickly and easily set up and then packed away, and the bedding can remain in the tent. If there’s extra room on your roof top rack, you may even find space for spare gas and water cans or a set of MaxTrax.

If it fits in the budget and will be used regularly, adding a camping penthouse to your rig is, at the very least, worth considering. There are hundreds of roof top tent options out there, and it was extremely difficult to narrow down the selections to just five, but this list should give you a head start on the road to glamping. Remember to utilize YouTube for video reviews; there's a surprising amount of tent reviews out there!

Tepui Ayer Sky

I’ll start with the tent that made me bite the bullet after two years of obsessive research: the Ayer Sky made by Tepui, plus their long line of accessories. It’s the perfect solution for someone looking to get their feet wet. Alongside the lower price tag and ease of setup, this tent features two built-in screen roof panels that allow for wondrous starry night views, otherwise known as pure bliss.

Weighing in at 95 pounds empty, this is also one of the lightest two-person, four-season tents that I could find. Not only that, but the closed footprint is only 42 inches by 48 inches, which makes this the ideal application for smaller vehicles, or for those with limited space on their rigs. There is plenty of room inside, plus a little extra, for two people. With the tent’s 2.5-inch high-density foam mattress, you may find yourself choosing to sleep outside rather than in bed.

Cascadia 

Cascadia Tents is a family-owned company known for their quality materials and workmanship. Cascadia carries several different tent designs, from bachelor pads to family accommodations. The Mt. Rainier Extended Summit is a favorite. This three-plus person tent is extended for extra space inside the annex room below, which allows for additional privacy. There will be no more low-roofline struggles while squirming around on your back trying to put your jeans on. (If you buy one of these setups and still have that problem, you might consider larger jeans.)

A nice perk to this tent is the built-in interior LED lighting with a dimmer switch, as well as two USB ports. This tent model also comes with two shoe racks, one on each side of the ladder, which keeps the mess out of your sleeping area. Best of all, the annex room is included, along with a removable PVC floor. If you don’t need as much space, have a smaller vehicle or trailer, or are just looking to save on cost, the Mt. Bachelor Standard Pioneer is a great two-person tent without all of the extra glam.

ARB Series III Simpson Roof Top Tent

ARB Corporation Limited is Australia’s leading off-road manufacturer and distributor of quality 4WD vehicle accessories, such as ARB Air Locking differentials, custom OME suspension systems, IPF high-performance lighting and Safari snorkel systems. Their solid reputation also extends to roof top tents, like the ARB Series III Simpson.

The base of this tent is made from vacuum laminated ABS materials for superior strength and insulation. Waterproof, heavy-duty poly/cotton rip stop canvas with Polyurethane coating is used throughout, and all stitched seams are reinforced with welded seam tape to eliminate moisture seepage. The mattress is manufactured from high-density bonded chip foam for increased comfort and stability, and to reduce the likelihood of collapsing from extended use. The cover is made of UV stabilized laminated PVC to ensure the longevity of your investment.

James Baroud Hardshell Tents

We are nearing the end of the list, so it’s time to get extreme. Mother Nature is no match for hardtop roof top tents, and the handcrafted units made by the James Baroud company are no exception. Compact units all the way up to XXL tents that fully pop up for a 360-degree panoramic view are offered.

According to their website, these masterful creations are ready to use in less than 30 seconds and can be packed away in 90 seconds! All models have a five-year warranty and are made of fiberglass and rugged waterproof fabric. Other features include gas struts for ease of opening, a reversible solar-powered fan for extra ventilation and condensation prevention.

Bundutec BunduTop

If high-end luxury is what helps you sleep at night, Bundutec’s roof top tent will have you sleeping like a newborn baby. Said to be the world’s first all-aluminum electric roof top tent, the Bundutop opens and closes with the push of a button, which makes setting up camp effortless. Yes, I mean effortless: The rain fly even self-deploys automatically when raising and lowering the top.

Superior ventilation is achieved by zippered openings on all four sides, while the RipStop fabric and rubberized screen provide years of protection from the elements. Also included are an interior overhead light, an interior outlet and dual USB port for your gadgets. This tent’s lightweight construction is perfect for any vehicle or trailer roof rack, which makes this a perfect Overlanding palace for those who can afford it.

So you've decided on a roof top tent, but there are a few more things you need for your expedition. Check out our list of top 10 essentials for your Overlanding adventures.

Since 2006, the famed circuit of the Streets of Long Beach has hosted the season opener of the Formula Drift Series. At this year's opener, the 14th annual Formula Drift featured an abnormally lean roster of 30 cars attempting to qualify for the tandem eliminations. However, the roster was the only lean thing in sight, as fans filled the stands to capacity as well as a record-breaking 1 million viewers tuned into the Livestream.

THE STREETS OF LONG BEACH COURSE

Formula Drift utilizes turns 9, 10 and 11 of the traditional Grand Prix circuit, which connects the back straightaway on Seaside Way with the front straight on Shoreline Drive. While both straightaways are actual city streets, the asphalt in between those streets is actually a parking lot during most of the year, which leads to an inconsistent surface that can be tricky for the drivers to navigate at times.

Drivers will launch on the back straight into turn 9, which is a 90-degree right hand turn that is effectively blind until initiation. After pushing out to the outside wall before the turn, they will carry speed and angle to a "touch-and-go" zone along wall at the exit of the turn before transitioning under a passenger footbridge, which has become one of the most iconic aspects of the Long Beach track.

From there, the drivers will push towards an outside zone along the wall in front of both the judges and the main grandstand before continuing through turn 10 of the grand prix course and transitioning for an inside clipping point at the tip of the peninsula that makes up turn 11. Drivers will power out of the peninsula clipping point towards the outside wall, then finish down Shoreline Drive in front of the General Admission grand stands.

QUALIFYING

While last season’s qualifying session was rained out, we had nothing but blue skies and perfect 70-degree weather for Friday's qualifying session. 30 drivers took to the grid, but only 27 were able to put a score up on the board as Faruk Kugay, Kyle Mohan and Charles Ng will look ahead to Orlando Speedworld for their first tandem battles of the season.

Nitto Tire's Vaughn Gittin Jr. came out all guns blazing, throwing down a 97-point run on his second run that would stand as the top score. European champion James Deane threw down a 91-point initial run that was the score to beat early in qualifying, but would top that with a 96 on his second run to slot into the second qualifying position. Ryan Tuerck, who also scored a 96 on his second run, would take the third qualifying position by virtue of having a lower 90-point run on his first run — the tie-breaker between him and Deane. 2015 FD Champion Fredric Aasbo and 2016 Rookie of the Year Alex Heilbrunn both put down 91-point runs for qualifying, with Aasbo edging out Heilbrunn in the tie-breaker.

AIR FORCE TOP 32

With only 27 qualified drivers, there will be five bye runs in the Top 32 tandem round. Read on for a full play-by-play of each run at FDLB.

Vaughn Gittin Jr. – Bye Run

GITTIN JR. LEAD – As the top qualifier, Gittin Jr. is one of five drivers who will receive a bye in the first round. In addition to having Chelsea DeNofa join his team in the offseason, Gittin Jr. completed three full days of testing in his 2017 Ford Mustang RTR before this week, and it shows. His 97-point run in qualifying was one of the best we’ve ever seen at this track over the years, and he looks motivated to repeat his 2011 championship season, in which he began with a top qualifier and event win in Long Beach. Gittin Jr.’s run is a bit conservative, but understandably saving his car for an actual opponent in the Top 16.

Dean Kearney vs. Jhonnattan Castro

KEARNEY LEAD – Kearney brushes the outside wall of the first turn nicely, but doesn’t go as deep into the outside clipping point along the wall under the bridge. Castro leaves a bit of a gap through the power alley, but closes the gap by taking the inside line in front of the judges stand and is close again around the peninsula. Castro takes out the inside clip, while Kearney finishes the run cleanly. Kearney likely has a slight advantage to due to a better line and more steering angle through most of the track.

CASTRO LEAD – Castro initiates a bit later than Kearney did and is shallow on both of the first turn entries. Kearney is about a car length behind of Castro, but this seems to be a calculated move to give him room in case Castro makes any mistakes. Kearney closes in tight around the final inside clip and avoids knocking out the clip, which shows strong car control from Kearney. Judges vote unanimously for Kearney.

Odi Bakchis vs. Cameron Moore

BAKCHIS LEAD – Bakchis has great steering angle on his lead run and pushes the car pretty far along the first two outer zones. More’s new FR-S seems to be down on grip compared to Bakchis’s S14, and really doesn’t apply much pressure until the final turn. Moore notably has less steering angle and an inner line to try and stay close, which will probably work against him in the judges eyes. Looks like a slight advantage to Bakchis after the first run.

MOORE LEAD – Moore initiates much closer to the outside wall on his lead run, Bakchis takes a bit of a conservative line through the first turn but closes the gap nicely under the bridge and through the big sweeper in front of the judges. Moore has a nice snappy transition under the bridge and carries a nice line through the second half of the course, but the proximity from Bakchis is clearly superior. Bakchis earns the win from all three judges.

Piotr Wiecek vs. Chelsea DeNofa

WIECEK LEAD – Wiecek has a great initiation, DeNofa is very close behind him to apply pressure to the Formula Drift rookie into the first turn. DeNofa has a slight steering correction before his transition under the bridge, then over-rotates behind Wiecek and spins out in front of the fans. Wiecek has a smooth run, not quite as deep as other drivers in the outside zones but keeping the car in drift is probably all he needs to move on. DeNofa touched the tire barrier that lines the wall in front of the judges, but it doesn’t look like there’s any major damage. This will be a major advantage for Wiecek, but he will still need to stay aggressive.

DENOFA LEAD – DeNofa goes for big angle into the first turn and stays deep into the first outside clipping zone, but Wiecek isn’t far behind. Wiecek leaves about a car length between the cars as DeNofa transitions cleanly this time under the bridge. Wiecek slowly closes the gap over the rest of the course, looking calm and controlled. DeNofa finishes strong around the peninsula, but with no major mistakes from Wiecek, he will easily earn the victory.

Fredric Aasbo – Bye Run

AASBO LEAD – Aasbo has replaced the Scion tC that he drove over the past six seasons with a Toyota Corolla iM that is powered by the same 2AR-FE engine. The odd conversion has definitely turned heads, but Aasbo already looks quite comfortable in the car. Aasbo makes a full pass of the course and looks ready for his first tandem battle in the Top 16.

Kristaps Bluss vs. Robbie Nishida

BLUSS LEAD – Bluss has big angle into the first outside zone; Nishida has a good run but clearly not as deep into the outside zone. Nishida keeps around a car length of distance behind Bluss for most of the run, with no major pressure on Bluss through the course. Bluss is deep again on the outside zone in front of the judges, which will earn him some brownie points from the judges. Nishida nudges the final peninsula inside clip slightly, but doesn’t knock it over. Bluss will have an advantage into the second run due to having a much stronger line and better steering angle, but it’s not an insurmountable lead for Nishida to overcome.

NISHIDA LEAD – Nishida is in his 2016 Infiniti G37 car as the GTR he will be using for the rest of the season wasn’t quite ready in time for this event. The car appears to be underpowered compared to Bluss, or at least lacking in forward bite. Nishida has a good initiation into the corner; Bluss is close behind him. Nishida still isn’t going too deep into the outer zones, while Bluss over-rotates slightly on the transition under the bridge and has to slow slightly to avoid hitting Nishida. Bluss gets back on throttle and closes the gap again down to Nishida, but this is probably considered an equal mistake to the lack of proximity from Nishida in his chase. Two judges vote for a “One More Time," while one judge votes for Bluss. Majority rules: We’re going "One More Time"!

One More Time

BLUSS LEAD – Bluss again with the deep line into all of the outside zones, Nishida is much tighter on Bluss in this chase run. Nishida is utilizing a bit shallower line and angle to keep up to Bluss; the judges are likely to reward Bluss for the strong steering angle and line but also give some credit to Nishida to stay close. It would be tough to call an advantage after this run as an argument could likely be made for either driver. Judge Ryan gets on the mic and explains his perspective. Sounds like he saw some deductions from Bluss due to being off throttle and some small steering corrections that allowed Nishida to stay closer to him. He might be leaning towards Nishida after that run.

NISHIDA LEAD – Nishida again looks much better on his lead run, pushing much deeper into the outer clipping zones with a lot more tire smoke overall. Bluss leaves around two car lengths after initiation, but dives in tight to Nishida after the transition under the bridge and stays within a single car length of Nishida around the final half of the course. Nishida didn’t make any major mistakes, but the chase run from Bluss looked very strong. Two judges vote for Bluss, one judge votes for a “One More Time” but majority rules. Bluss moves on!

Alex Heilbrunn – Bye Run

HEILBRUNN LEAD – Heilbrunn has looked great in his BMW E46 this weekend, which is debuting a new suspension setup that he worked with RTS to build for this season. Heilbrunn takes the opportunity in his solo pass to burn off a set of Nitto Tires for the fans. Even in his bye run, Heilbrunn has some of the most dramatic steering angle exiting the first touch-and-go clipping zone that we’ve seen all weekend!

Juha Rintanen vs. Jeff Jones

RINTANEN LEAD – Rintanen with good angle on initiation, Jones looks a little twitchy on initiation but gets the car sideways before the first turn. Rintanen has great steering angle into the first turn; Jones doesn’t get to full angle after transitioning under the bridge and has very shallow angle and line in front of the judges, almost losing drift at one point. Rintanen has a smooth run with plenty of tire smoke. This run looks to be an advantage for Rintanen.

JONES LEAD – Jones looks much better on initiation on this lead and goes much deeper into the outer clipping zone than on the previous run. Rintanen has substantially more tire smoke than Jones, but is a full car length or two behind Jones for most of the course. Rintanen has much smoother transitions and looks much more fluid over the entirety of the course. All three judges vote for Rintanen to move on.

James Deane – Bye Run

DEANE LEAD – Deane has looked solid all weekend, leading the first qualifying round with a score of 91 and backing up with a 96 on his second run that put him into the second qualifying position. Deane makes a run sans front bumper, but still pushes fairly deep into the first two clipping zones before backing off a bit to save it for the Top 16. Deane pushed Tanner Foust to a “One More Time” here in Long Beach back in 2010, and should definitely be considered one of the threats to win the event this weekend!

Michael Essa vs. Dai Yoshihara

ESSA LEAD – Essa has a smooth initiation and good line; Yoshihara is a bit conservative on initiation but closes the gap down after the first turn. Essa runs a good line under the bridge and has good speed in front of the judges gap, while Yoshihara’s car snaps out of drift just before the wall in front of the judges stand but thankfully avoids hitting Essa. We see Yoshihara pull off track and flagging a worker down. This will be an incomplete run from Yoshihara and a major advantage to Essa.

Yoshihara calls his competition timeout. Sounds like a belt either broke or slipped off a pulley, so the car should be fixable.

YOSHIHARA LEAD – Yoshihara with a good initiation into the first turn and pushes fairly deep into the first turn; Essa is hot on his trail. Yoshihara has some big steering angle around the first turn and transitions smoothly under the bridge. Essa is around a car length behind Yoshihara, probably a calculated move given that Yoshihara had issues in the first pass. Yoshihara maintains drift on this pass and finishes the course with Essa in chase, but with no major mistakes from Essa, he will move on to the Top 16.

Chris Forsberg vs. Alex Hohnadell

FORSBERG LEAD – Forsberg is in his 2016 competition car as he had major engine issues earlier in the week in his 2017 competition car. The 2016 FD champion car is powered by a V8, while his planned 2017 car will utilize a twin turbocharged VQ motor once the bugs are worked out. Forsberg has a good initiation. Hohnadell starts shallow on his angle but pushes to deeper steering angle after the transition under the bridge. Forsberg has a good clean run with plenty of tire smoke; this almost looks routine for Forsberg. Hohnadell is a bit shallower on his angle but the proximity is very good from him; he doesn’t look intimidated by the defending champion.

Just before the final transition leading up to the peninsula, there’s contact between the cars. Hohnadell spins out to a halt on track, while Forsberg is able to complete his transition and finish the run. Hohnadell looks to be at fault for the contact as this is a deceleration area, but the judges will review all replays before making a determination. If Forsberg is at fault for the contact, Hohnadell will be given an opportunity to fix his car without any penalty. However, if Hohnadell is deemed to be at fault, he will have to utilize his competition timeout to fix the car.

Fault is handed to Hohnadell, so Hohnadell will be at a disadvantage for the second run. Forsberg wants to look over his car, which he’s allowed to do since he wasn’t determined to be at fault, while Hohnadell calls his competition timeout as expected.

HOHNADELL LEAD – Hohnadell is back on the starting grid sans front bumper and looks ready for battle. Hohnadell has a good initiaition, Forsberg is about two car lengths behind Hohnadell and takes a bit of a conservative line around the track. Hohnadell has a pretty strong lead run. Forsberg never really applies pressure and stays fairly far from the walls, but given the major advantage he’s carrying from the first run, it likely won’t matter. Hohnadell takes out the final inside clip at the peninsula, while Forsberg keeps drift around the entire track. Forsberg wins unanimously.

Ken Gushi vs. Georgy Chivchyan

GUSHI LEAD – Gushi has a big initiation and tons of angle; Chivchyan initiates early into the first turn but can’t maintain drift behind Gushi and has to pull out of drift. Gushi stays on the throttle and finishes the course with tons of tire smoke and good steering angle around the course. This would have been a very high scoring run for Gushi even if Chivchyan didn’t have the incomplete run.

CHIVCHYAN LEAD – Chivchyan has a much better initiation on his lead run and good steering angle through the first turn. Gushi has a shallow line through the first turn as he transitions under the bridge, but good proximity to Chivchyan. Chivchyan has deep angle along the wall in front of the judges and looks to be slowing down a bit earlier than some of the other drivers; Gushi makes contact with Chivchyan and spins out. After reviewing the replays, Gushi is given the unanimous win.

Ryan Tuerck – Bye Run

TUERCK LEAD – Tuerck is back in the same chassis he drove last season, which is now badged as a Toyota GT86. He has looked strong all weekend in the car, with his third-place qualifying run earning him a bye run. Tuerck makes a clean pass and is arguably one of the favorites to podium this weekend.

Justin Pawlak vs. Pat Goodin

PAWLAK LEAD – Pawlak goes deep into the first clipping zone with good steering angle, with Goodin hot on his tail! Pawlak goes to transition under the bridge, but Goodin is too close, and there’s contact between the cars. Goodin smacks into the wall that acts as the outside clipping zone under the bridge, while Pawlak is able to limp his car through the next turn and off course under its own power. Looking at the replay, it looks like Goodin is at fault for not allowing room for Pawlak to transition. Goodin needs to be towed off course, so we have a bit of downtime between runs.

GOODIN LEAD – Goodin is unable to repair his car, so Pawlak makes a bye run with plenty of tire smoke to give the fans a show. His car is definitely looking 100 percent after the collision. Pawlak will face off against Tuerck in the next round.

Matt Coffman vs. Dan Burkett

COFFMAN LEAD – After a false start from Coffman, the run ends before the first turn. Burkett looks to be trying to catchup to Coffman after the launch and initiates very late and on the inside line, which pushes him into Coffman and then into the tire barrier. Coffman slows up and rolls away from the collision, while Burkett needs to be towed towed out of the tire barrier. Upon review, the collision is clearly Burkett’s fault and will be a major advantage to Coffman.

BURKETT LEAD – Burkett initiates a little early, cutting the first turn sooner than most of the other drivers. Coffman leaves some room ahead of him to allow for room in case Burkett doesn’t hit the prescribed line. Burkett is shallow on nearly every outside zone, but has good tire smoke and steering angle. Coffman keeps about two car lengths of distance between him and Burkett, which probably won’t earn him a win in future rounds but is enough for this battle. Due to Burkett causing the collision in chase, Coffman gets the unanimous win.

Matt Field vs. Nate Hamilton

FIELD LEAD – Field has a good initiation although not as deep on the touch-and-go as some of the other drivers have been. Hamilton is very shallow on line and angle around the course, while Field is shallow on the first touch-and-go zone, but fills the zone under the bridge and in front of the judges stand nicely. Hamilton is very shallow in steering angle transitioning before the peninsula and might have even lost drift completely for a period. Field takes out the final peninsula clipping point, but will still have a fairly substantial advantage going into the second run.

HAMILTON LEAD – Hamilton is shallow again on his steering angle in the first turn and taps the rear of his car against the wall of the touch-and-go, which causes him to straighten and has to re-initiate. Field leaves some space ahead of him and is a bit shallow on steering angle after Hamilton taps the wall, but likely to avoid contact. Field maintains consistent proximity through the course, albeit a good two car lengths behind Hamilton, which will likely be enough to move on. All three judges send Matt Field into the Top 16.

FORD TOP 16

Before kicking off the Opening Ceremonies, 22 young recruits of the United States Air Force are sworn in on the track in front of the main grandstand and the National Anthem is sung by a current U.S. Air Force member. All 16 remaining drivers are introduced in front of the crowd, and we get some burnouts and donuts to get the crowd hyped up. As the top qualifier, Vaughn Gittin Jr. earns $500 cash on behalf of Black Magic, presented during the driver introductions. 

Gittin Jr. vs. Kearney

Gittin Jr. and Kearney have battled five times previously, with Kearney winning three of those five battles. Several of those battles have ended in contact, so we could be in for an exciting pair of runs to kick off the Top 16 tandem battles.

GITTIN JR. LEAD – Gittin Jr. with a good initiation, Kearney is hot on his tail and mirrors Gittin Jr.’s line and angle through the first corner very nicely. Gittin Jr. pushes out to the clipping zones much better than Kearney and stays wide around the peninsula clipping point nicely. Kearney has good proximity, but nudges the final inner clip, which will be a slight deduction. No major mistakes from either driver will make this a very important second run.

KEARNEY LEAD – The initial attempt at starting this run is red-flagged due to Kearney hitting a cone in the start chicane. The second start is clean, but Kearney initiates early and smashes his wing end plate against the chain link fence in the first outer touch-and-go zone. Gittin Jr. isn’t phased and continues hot on Kearney’s tail. Kearney has good steering angle through the second outer zone, while Gittin Jr. is a bit shallow on his steering angle and line through the outside zone in front of the judges. Gittin Jr. transitions a little early heading into the peninsula clipping point and doesn't have enough momentum to make the corner, so he has to shortcut the corner which pushes him into Kearney’s line, causing contact. Kearney is unable to finish the run; Gittin Jr. is determined to be at fault for the contact, and Kearney moves on to the Great 8.

Bakchis vs. Wiecek

BAKCHIS LEAD – Bakchis has a good smooth line through the course, but the story of this run is Wiecek in the follow position. Wiecek is very aggressive on Bakchis after initiation and super tight on his door under the bridge and in front of the grandstands. Bakchis has more steering angle, but the proximity is just as impressive from Wiecek. Wiecek transitions before the peninsula clip to try and dive in on Bakchis, but miscalculates his timing, causing him to straighten out without the momentum to carry him around the peninsula clip.

WIECEK LEAD – Bakchis initiates several car lengths behind Wiecek and stays three or four car lengths behind Wiecek for most of the run. Wiecek fills the outer clipping zones well and has good steering angle; Bakchis dives in on Wiecek nicely towards the final turn to help keep the proximity close around the final turn, but nudges the inner clip in the process. Overall, Wiecek’s run was great, but his mistake on the chase run is too much to overcome. Bakchis will move on to face Kearney.

Aasbo vs. Bluss

AASBO LEAD – Aasbo has a great lead run; he’s really pushing his Toyota Corolla iM deeper into the outside zone under the bridge than any other driver. Bluss is only a car length or so behind Aasbo, and remains that way throughout most of the course. After the touch-and-go in front of the judges, Bluss gets over-aggressive and taps Aasbo, which causes Bluss to spinout. Aasbo finishes the course cleanly, while Bluss requires a tow truck to move off course. Bluss is considered to be at fault for the contact, so Aasbo will be allowed to look over his car if he likes. Based on how the car was towed off, it looks like Bluss may have broken one of the front suspension or steering arms.

BLUSS LEAD – Bluss is all over this track on his lead run... but in a good way. Bluss initiates several car lengths ahead of Aasbo, and Aasbo noticeably loses ground on Bluss between outer zone 1 under the bridge and outer zone 2 near the judges stand. Aasbo probably has to back off specifically to be able to see where he was going; this is by far the smokiest run we’ve seen so far! Unfortunately, the mistake from Bluss in the lead run is too much, and Aasbo will earn the win into the Great 8.

Heilbrunn vs. Rintanen

HEILBRUNN LEAD – Heilbrunn initiates much earlier than Rintanen, but both drivers have an almost identical line through the first corner. Heilbrunn smashes his rear bumper on the wall under the bridge while holding full angle on his lead. Rintanen is several feet off on the zone, but keeps consistent proximity through the course. Rintanen closes the gap a bit in the final transition and sticks tight to Heilbrunn around the final corner, also nudging the final inner clipping point. This feels like an advantage to Heilbrunn if you consider how deep he ran against the wall under the bridge.

RINTANEN LEAD – Both drivers initiate almost simultaneously, Rintanen’s car is a bit slow to hit full angle and is shallow on the first outer zone. Heilbrunn is much more conservative in his line while chasing Rintanen; Rintanen loses some angle due to tapping the wall under the bridge, which allows Heilbrunn to close the gap and mirror the line with Rintanen much better. Heilbrunn earns votes from all three judges; however, this feels like a win due to Rintanen’s mistake on his lead more than anything else.

Deane vs. Essa

DEANE LEAD – Deane initiates very quickly, with Essa several car lengths behind him. Deane smashes his rear bumper against the wall under the bridge and briefly loses some angle, but stays in the throttle and pulls away from Essa before the next wall in front of the judges. Essa tries to brake late entering the peninsula to close down the gap, but is off the line he needs to be to go around the final turn. He spins out at the peninsula clipping point. Deane will have a big advantage into the second run, and rightfully so after that impressive lead run.

ESSA LEAD – Essa has great tire smoke in his lead run and goes pretty deep into the outer zone under the bridge, but Deane stays calculated and cool behind him, maintaining consistent proximity throughout the entire course. Essa nudges the final clipping point around the peninsula, but his mistake on the first run will seal the deal. All three judges votes for James Deane to advance to the Great 8.

Forsberg vs. Gushi

FORSBERG LEAD – Forsberg has a good lead run with good steering angle around the first turn, Gushi with a steering correction after the first corner but stays close in proximity to Forsberg. Gushi sacrificed the driving line a bit to maintain that proximity, but looked very good doing it which is always a major part of the judging. Gushi looked especially looks strong around the final turn, which has been a problem for several drivers today.

GUSHI LEAD – Gushi and Forsberg look nearly identical on the initial initiation, Gushi has much more angle and is deeper on the first touch-and-go but Forsberg has good proximity. Gushi also appears to have more steering angle after the clipping zone in front of the judges, but overall, no major issues from either driver. Judge Ryan explains that Forsberg probably had a better lead run, but Gushi probably did a better job following Forsberg. In the end, all three judges vote for Forsberg to move on to the Great 8. Several fans try to start a chant for a “One More Time," but the decision has been made.

Tuerck vs. Pawlak

TUERCK LEAD – Tuerck with a clean lead run, Pawlak’s Ford Mustang doesn’t transition well under the bridge, and there’s a bit of a delay for the Mustang to get to full lock before the clipping zone by the judges. Tuerck doesn’t make any major mistakes and has plenty of steering angle, while Pawlak makes another mistake and dives in late around the peninsula clipping point. Pawlak knocks over the final clipping point, Tuerck finishes cleanly, giving him a slight advantage going into the second lap.

PAWLAK LEAD – Pawlak initiates much closer to the wall than Tuerck; Tuerck is shallower both in line and steering angle through the first two clipping zones but maintains consistent proximity to Pawlak. Pawlak finishes the run cleanly with good smoke; Tuerck looks to be a bit conservative on his run, but justifiably so considering his advantage after the first run. All three judges vote for Tuerck to move into the Great 8.

Coffman vs. Field

COFFMAN LEAD – Coffman with big angle through the first two turns and tons of tire smoke. We can hardly see Field behind him, although on the replay, we get a glimpse of Field behind Coffman with some shallow steering angle near the outside zone under the bridge. Coffman is running the desired line through the entire course, while Field is noticeably shallower and might be down on power. Field tries to dive in just before the peninsula, but Coffman pulls away due to the awkward line Field took.

FIELD LEAD – Field with a much better line on his lead, Coffman takes a slightly shallower line around the first corner but sucks in nicely to Field in front of the judges stand. Coffman dives in late entering the peninsula, but does so much more smoothly than when Field made the similar move. Both drivers finish the car side-by-side, this was a good chase run from Coffman! One judge votes for a “One More Time” while two other judges vote for Coffman.

NOS ENERGY DRINK GREAT 8

Bakchis vs. Kearney

BAKCHIS LEAD – Bakchis has a good initiation and is a little shallow on the line entering the first corner, but has a good transition and is close to the wall under the bridge. Kearney has great proximity in the chase position and mirrors the transition and line of Bakchis under the bridge and through the second half of the course. Both drivers mirror each other nicely in front of the judges stand, and Kearney times his dive in on Bakchis nicely before the peninsula. Bakchis takes out the final inner clip near the peninsula, which may be a slight deduction.

KEARNEY LEAD – Kearney has a good lead run; Bakchis is much further back behind Kearney for the first turn and under the bridge. Kearney pushes out to the outside zone in front of the judges nicely; Bakchis improves his proximity in the same area. Kearney transitions smoothly, while Bakchis surges ahead through the transition to stick to Kearney’s door for the final turn. Kearney nudges the peninsula clipping point, but it only moves a foot or two. This is a very close run from both drivers. Two judges vote for a “One More Time,” while one judge votes for Bakchis, so we’ll see them run again!

One More Time

BAKCHIS LEAD – Kearney calls his competition timeout just before the cars grid for their “One More Time” battle. We return to battle, and Bakchis has a smooth initiation. He’s not too close to either of the first two walls, but isn’t terribly off line either. Kearney maintains about a half-car length of proximity to Bakchis throughout most of the run; Kearney allows for the gap to open up through the transition going into the peninsula turn but then closes it around the final turn. Kearney takes out the final peninsula clipping point with the front of his bumper, but that's his only noticeable mistake on this run.

KEARNEY LEAD – Kearney initiates much earlier and much more slowly to the wall than Bakchis; Kearney pushes hard out to the wall, while Bakchis stays very tight to Kearney in the chase position. Kearney definitely has the better line, but the proximity from Bakchis might be enough to sway the judges. One judge votes for a “One More Time” battle, but the other two judges vote for Bakchis. We’ll see Bakchis in the Final 4.

Aasbo vs. Heilbrunn

AASBO LEAD – Aasbo has big angle at the first touch-and-go; Heilbrunn is only a car length or so behind Aasbo throughout most of the run. Heilbrunn has a bit shallower line under the bridge; Aasbo extends his lead by an extra car length between the bridge section and the section in front of the judges. Heilbrunn closes in on Aasbo before the peninsula clip, but is probably at a slight disadvantage to Aasbo entering the second run.

HEILBRUNN LEAD – Heilbrunn has a good initiation and shows major steering angle under the bridge, nearly rubbing his rear bumper along the wall again under the bridge. This is a very solid lead run for Heilbrunn — likely a score in the mid-90s if this were a qualifying run. Aasbo stays about two car lengths behind Heilbrunn for the first half of the course, then closes the gap near the wall by the judges tower, staying tight on Heilbrunn around the final peninsula corner. While a great lead run by Heilbrunn, it's also a good run by Aasbo. One judge votes for Aasbo, but the other two want to see these two battle “One More Time.”

One More Time

AASBO LEAD – Both drivers have a clean initiation. Heilbrunn transitions very early before the bridge and is way off line under the bridge, but yanks the e-brake and is able to maintain drift through the mistake. Aasbo’s line is much better through the course; on replay it seems like Aasbo’s transition under the bridge is much slower than Heilbrunn might have been expecting, throwing Heilbrunn’s timing off. Heilbrunn maintains really good proximity throughout the second half of the course, but the mistake on the transition after the first turn is a memorable one, putting him at a disadvantage for the second run.

HEILBRUNN LEAD – Heilbrunn rubs his rear bumper on the first outer zone, then transitions very cleanly into the outer zone under the bridge. Aasbo makes almost the identical mistake following Heilbrunn in almost the same area, transitioning a bit awkwardly before the bridge. Heilbrunn finishes the run smoothly, another great lead run from Heilbrunn. Looking at the replay, it actually looks like Aasbo may have lost drift during the transition period, which may result in a bigger deduction than will Heilbrunn’s mistake. One judge votes for another “One More Time” battle, but the other two vote for Heilbrunn to advance to the Final 4.

Deane vs. Forsberg

DEANE LEAD – Deane has big angle on the first touch-and-go zone; the rest of the run looks almost identical from both drivers. Forsberg has a great chase run, with good proximity and nearly identical steering angle and line for the run. On the replay, we can see that Deane was much deeper into the outside zone under the bridge while Forsberg was a few feet away from the zone. There’s likely a very slight advantage to Deane based on that shortcoming from Forsberg, but nothing that can’t be overcome easily by a strong chase from Deane.

FORSBERG LEAD – Deane initiates almost at the identical time as Forsberg on initiation, Forsberg is off on his line through the outside zone under the bridge, but Deane’s follow strategy is masterful on this run! Deane is extremely tight under the bridge and stays hot on Forsberg’s tail through the outside zone near the judges stand. Deane transitions very early before the peninsula clipping point, which causes him to fall back a bit, but Deane closes the gap again and finishes within inches of Forsberg’s door. This is a great run, definitely our tightest of the day. All three judges vote for Deane to move on to the Final 4.

As the highest remaining qualified driver, Deane is guaranteed a podium position.

Tuerck vs. Coffman

TUERCK LEAD – Tuerck again with a good initiation, he keeps good steering angle and a strong line through the first two corners. Coffman is about two car lengths behind Tuerck under the bridge, and is a few feet shallower than Tuerck under the bridge and through the touch-and-go near the judges. Coffman tries to brake late in the final transition area to close the gap, but miscalculates the speed and collides with Tuerck’s door in the middle of the peninsula. The damage doesn’t look too substantial as he still finishes the course strong, but Coffman will surely be determined to be at fault. Coffman will call his competition timeout to check over the car.

COFFMAN LEAD – Coffman pushes all the way out to the wall in the first turn, with a very slow and methodical transition under the bridge; Tuerck looks to be maintaining a safe distance behind Coffman as a precaution. Coffman dumps a ton of angle in the outside zone in front of the judges, and Tuerck uses an inside line to close down the proximity with shallower steering angle while still in drift. Tuerck finishes the run around two car lengths back from Coffman — not the most aggressive chase run from Tuerck, but enough to advance. All three judges vote for Tuerck to move on to the Final 4.

BLACKVUE FINAL 4

Bakchis vs. Heilbrunn

HEILBRUNN LEAD – Heilbrunn initiates early and close to the wall, while Bakchis initiates much later and not as close to the wall. Heilbrunn again taps the wall under the bridge, breaking the lens of his taillight, with Bakchis very close in chase behind him. Bakchis dives in hard behind Heilbrunn through the transition before the peninsula, his bumper appears out of the tire smoke

BAKCHIS LEAD – Bakchis and Heilbrunn initiate simultaneously, Bakchis has big steering angle at the first touch-and-go, Heilbrunn uses a slightly shallower line to keep close proximity to Bakchis and mirrors Bakchis’s line and angle nicely along the next two outside zones. Heilbrunn transitions early and dives in on Bakchis again near the peninsula, both drivers finish side-by-side across the finish line. This is a tough set of runs to call, it feels like Heilbrunn had the better lead run but the dive in near the peninsula wasn’t as pretty. One judge votes for Bakchis, the other two want to see a “One More Time” so we’ll see them run again!

One More Time

HEILBRUNN LEAD – Heilbrunn again pushes out to the wall, Bakchis has been shallow on the line around the first corner all weekend. Heilbrunn has a great line on the outside zone under the bridge and carries the outside line in front of the judges, Bakchis takes the inside line again in front of the judges. Bakchis transitions early and dives in on Heilbrunn before the peninsula, both drivers narrowly make it around the final peninsula clipping point without moving it. Tough judge to score.

BAKCHIS LEAD – Bakchis taps the wall in the first touch-and-go, that’s the line we just noticed that he wasn’t getting out to on the previous run. Bakchis drops his bumper, Heilbrunn has a good chase run and looks much more consistent in chase than when Bakchis is chasing. Bakchis has a strong finish to the course, but Heilbrunn just looks much more stable on his runs. All three judges vote for Heilbrunn.

This will be Heilbrunn's first podium since last year's third-place finish at Wall, New Jersey.

Deane vs. Tuerck

DEANE LEAD – Deane is already guaranteed a podium spot, but he’s clearly fighting for the event win. His run is almost identical to his last few lead runs, going deep into the touch-and-go zone with tons of steering angle and plenty of tire smoke and style! Tuerck has a good chase run, just a car length or so behind.

TUERCK LEAD – Tuerck has a nice initiation; Deane is hot on his tail. Tuerck has a good line, but isn’t nearly as close to any of the outside zones as Deane. Deane has much more steering angle near the first touch-and-go zone and maintains strong proximity throughout the entirety of the course. Tuerck doesn't make any major mistakes, but the story of this battle is clearly Deane’s nearly-flawless runs! All three judges vote for Deane advance to the Final Battle.

With his higher rank over both Bakchis and Heilbrunn, Tuerck secures the final podium spot.

BLACK MAGIC FINAL BATTLE

Two drivers, whose paths to Formula Drift look very different from the other, now meet in the Final Battle. Heilbrunn moved to the U.S. several seasons ago and pursued his Formula Drift entry via the Pro-Am and Pro 2 series, going on to win the 2016 Formula Drift Rookie of the Year award. On the other hand, Deane stepped away from Formula Drift seven years ago after also winning Rookie of the Year. He competed — and dominated — in Europe, waiting for the right opportunity to make his return to the Series. With strong teams behind both drivers, we’re excited to see this Final Battle: Peru vs. Ireland!

Deane vs. Heilbrunn

DEANE LEAD – Deane has another textbook lead run, coming within a foot of nearly every wall with plenty of steering angle. Heilbrunn transitions from the first touch-and-go a little early and is shallow under the bridge, but stays close to Deane and has a good run overall. Heilbrunn has good proximity, but there's not a single mistake from Deane anywhere on the course. This is still anyone’s race to win, but the judges may be slightly leaning towards Deane after the first run.

HEILBRUNN LEAD – Heilbrunn has a nearly perfect lead run, but Deane's chase run is absolutely amazing. Deane initiates at almost the same time as Heilbrunn and stays hot on his door, narrowly leaving enough room for Heilbrunn to transition before diving in on Heilbrunn’s door. Heilbrunn puts his BMW in all the right places — what a great lead run! Deane dives in tight on Heilbrunn around the final peninsula clipping point. There’s contact between the cars; it's hard to tell whether it was from Deane being too aggressive, or if it was from Heilbrunn taking an awkward, unexpected line. Overall, a great run from both drivers! This could easily be called for a “One More Time," and nobody would be upset.

ROUND 1 FINAL STANDINGS

Both drivers are brought in front of the crowd, and Deane is announced as the winner, earning his first-ever career victory (not to mention, at his first Formula Drift event since 2010). Deane becomes the 24th different driver to win a Series event. After driving like a maniac today, this victory is well-deserved. Heilbrunn's solid performance earns him a close second-place finish, his second career podium. In third place, Tuerck brings home his 12th career podium. See complete standings at FormulaD.com.

For more action from the Streets of Long Beach, check out our event recap gallery, coming soon. Stay tuned for Round 2, coming at you April 28 and 29 in Orlando, Florida.

It’s amazing to see how far AutoCon has come with its relatively short seven-year presence within the automotive show world. Though it largely covered imports early on, its recent connections to the Purist Group, domestic and truck/off-road enthusiasts have allowed it to extend its reach, embracing all realms of the automotive community.

What’s in a name? AutoCon really strives to set itself apart through the very definition of its name: AUTOmotive CONnection. Using cars (and trucks) as the anchor, the show’s founder, Justin Fong, wants to bring enthusiasts together to break bread and learn more about ourselves — and each other — because of the very cars we drive and build. One unique way he does this is by selecting specific builds to be brought onto the main stage so that the owner can talk about his/her car to show attendees, and if you’re lucky enough, they’ll fire it up, too.

Though it’s standard to see project debuts at shows, AutoCon had the distinct honor of debuting a very special car for the first time on American soil: Honda’s production model Civic Type R. Launched globally at the Geneva Motor Show this past March, Honda felt it would be proper to have enthusiasts get first crack at seeing the car in person, leaving it front and center by the main stage at the Meguiar’s booth.

While cars should ultimately be the biggest motivating factor in drawing you to an event like this, it doesn’t hurt to pull in some guest cameos. One in particular who stood out — and we were too old to realize who it was until we saw the massive queue to meet him — was TJ Hunt, a YouTuber who managed to bring his own Nissan 350 Z to put on display.

And when we say massive queue, we mean lines stretched all day, even two hours before opening!

Representing Reach Out WorldWide, DEEP Lifestyles Supply Co. and Purist Group was Cody Walker, who also announced shortly after the show that he’ll be hosting special Drive 4 Paul events in Hong Kong and Australia this month. If you’re in these areas, you’ll want to be sure to attend. More events around the world are in the works, so keep your eye out here.

Pro BMX rider, Coco Zurita, brought out his Nitto-sponsored Rocket Bunny Nissan GT-R as well. Coco is as much in love with his cars as he is riding, so if you ever see him at an event, you'll get into great conversation about his stable of Nissans.

AutoCon hits the road with its next stop planned for the East Coast in New York on June 10. View the full AutoCon Los Angeles event gallery below.

(Photos: Danny Nguyen/JDMZipTies)

It started when I was two years old. Maybe even younger. My parents tell me that when we drove around town, I would read the names of pickup trucks off their tailgates. "Nissan! Ford! Toyota!" I would call out. At that age, I couldn't actually read the words, but I did recognize the logos, nameplates and the bodies themselves.

Such began a lifelong love affair with the automotive world that's lasted over 30 years and since has come to shape my entire life. As I got older, I soon moved on to Hot Wheels and Matchboxes, and then later plastic model kits and racing video games.

Much of the influence came from my dad, who is just as crazy about cars as I am. Throughout my childhood, I would spend my weekends hanging out in the garage or tagging along with him to cruise nights, car shows, the drags or just about anywhere else he went.

When I got my license at 16, my first car was a 1972 Ford Torino station wagon — certainly one of the most unusual cars in my circa 2001 high school parking lot. It wasn't fast by any stretch, but my friends loved all the room it had for sneaking them off campus. Next I got a Plymouth Duster, then a Mustang 5.0 followed by a Camaro Z/28.

I also read every car magazine I could get my hands on, and they piled up across my room. Writing about and photographing cars professionally seemed like a dream job to me, so I chose mass communication and journalism as my college major and decided to start practicing the craft as much as possible.

During my college years, I developed a strong interest in drifting and Japanese car culture in particular. I visited Japan for the first time in 2006 and enjoyed it so much that I decided to move there for a while. I started blogging about my experiences on a website called "Auto Otaku," and that eventually led to a career as an automotive writer and photographer — my dream come true.

In 2009, I moved back to California and continued to spend my days photographing and writing about cars and car culture. While some enthusiasts dedicate themselves to one brand or style of vehicle, my tastes have always been all over the place.

I enjoy covering an amateur drift event as much as I do a gathering of traditional hot rods and customs. I dig a vintage race car as much as a modern hot hatchback, and my dream garage would include everything from a 1970 Buick GSX to a 1998 Toyota Mark II.

Whether it's here in California, on the streets of Tokyo or anywhere else, cars are much more than a hobby for me; they are my life. When I'm not working on a car, shooting photographs or writing a story, I usually fire up the video game console or PC and turn a few virtual hot laps. The car life never ends.

When the opportunity arose to join Driving Line as Contributing Editor, I knew it was the perfect fit. There are few places that cover such a wide spectrum of car culture, and I couldn't be happier to become part of the team.

Right now my mind is swirling around with ideas for cool stories — not just the feature cars and events, but everything from project vehicles to road trips to video game reviews and more.

Good times are in store, so let's fire it up and have some fun. 

EDITOR'S NOTE: On behalf of the whole Driving Line team, we'd like to give Mike a big welcome! We've followed his work for a while now and love his fresh take on car culture. From the automotive world at large to its unique niches, Mike just gets it. We couldn't be happier to have him join the team of enthusiasts filling the pages here at Driving Line!

Visit often, follow us on Facebook and Instagram, and sign up for our twice-monthly newsletter to stay up to date with everything we've got going on here.

Everyone loves a fresh car wash, but not everyone loves washing their car. Like most enthusiasts, if your car is heavily modified, you can forget about those automated drive-in car washes. It's like playing Russian Roulette with the risks of it damaging something, and chances are it won't be show-quality clean anyway. I'm getting anxiety just thinking about it.

What about taking your car to a professional detailer? Well, that can cost you $100 or more each time — not something your wallet will be too pleased about after your third trip within a month. If you want a clean car, you are basically setting yourself up for a couple hours of manual scrubbing, drying and waxing at the least. Your car will look great, but your clothes will be uncomfortably damp and your fingers sore from getting in all the nooks and crannies.

Fancy going off-road? Then you're all too familiar with mud and dirt getting everywhere. You can't leave it there to set and ruin the paint. Update your Facebook status, because you're going to be busy for the rest of the night. There has to be a better way, right? Luckily, there is.

"Nano technology" is no longer a saying in sci-fi movies; it's actually being used in real-world things today — like car washes. Motoshield Pro is a new company that asks consumers the question, "How would like to wash your car every three years?" Water and dirt won't stand a chance after you've coated your car with their products, which include Paint Nano Protectant, Wheel Protectant and Color Enhancer and Upholstery Nano Protectant. Put that scrubbing sponge away; a quick rinse is all you need to keep your car looking brand new.

To see how easy the application process is and witness how well Motoshield Pro works, we brought out a familiar test subject. This vehicle makes so many appearances that it constantly has to stay show quality, but there's no denying that it was built to tackle mud, dirt and all of nature's elements: the first-responder-ready, Nitto TireRidge Grappler-equipped Reach Out World Wide-Inspired Ford F-150.

Fortunately, you're only three simple steps away from leaving the car wash life behind, with the help of Motoshield Pro products.

STEP 1: PAINT NANO PROTECTANT

Say goodbye to your wash bucket; proper application of their Paint Nano Protectant will keep your car looking clean for up to three years. Their solution is a liquid glass coating formulated to repel water and dirt, and create a shiny, cleanable surface. See how easy it is to apply.

•  Pre-Clean

It is highly recommended to rid the surface of any grease (including wax), dust, dirt and scratches. The protectant will seal anything it is applied to, including imperfections, so make sure you get rid of those first! In most cases, a one-part isopropyl alcohol with four parts water mix in a spray bottle is all that you need.

•  Apply Solution

Now comes the fun part. Apply a few drops of the solution onto the applicator, pick a panel and get ready to work. For best results, start with a horizontal line, and then wipe vertically downward, dragging the solution down from the horizontal wipe. Repeat this until you've covered every inch of the vehicle's body.

•  Wipe Off Residual

After about five to 15 minutes, take a clean microfiber cloth and buff off any residual coating. Repeat these steps for a second coating.

Once you are all set, wait about 72 to 120 hours for the solution to properly cure. That means no car washes during this time, but who's complaining? For the tuners out there, Motoshield Pro also has a special solution for carbon fiber surfaces. For those dirt daredevils, they have an extreme off-road kit just for you.

STEP 2: WHEEL PROTECTANT AND COLOR ENHANCER

As long as you drive your car, even if you're careful, your wheels will always get dirty. Brake dust makes any wheel go from "wow" to "yuck" in a matter of seconds during a drive and is one of the most annoying things to clean. Thanks to Motoshield Pro, the brake dust will literally blow away all on it's own.

•  Pre-Clean

The Motoshield Pro Wheel Protectant and Color Enhancer includes a pre-cleaner, and the application is exactly the same as the Paint Nano Protectant. The last thing you want is to trap any brake dust under the solution and be stuck with it forever.

•  Apply Solution

This is the one time you will have to sacrifice for sore fingers, but if you do it correctly, you won't have to experience it again for the next three years. Again, apply a few drops onto the applicator and start spreading it onto every surface of the wheel. Depending on the wheel design, it might be easier to rip off the applicator (blue) part and just go with the more flexible foam (gray) piece only.

•  Wipe Off Residual

Once you've got all your wheels coated, give it 5 to 15 minutes to set before wiping off any residual coating with a clean microfiber cloth. Repeat these steps for a second coating.

To really seal in the solution, you must let it cure for 72 to 120 hours. With the Paint Nano Protectant also applied (because why wouldn't you have?), give your vehicle a break while you rest up yourself. Maybe start planning what you're going to do with all the free time you have for the next 3 years.

STEP 3: UPHOLSTERY NANO PROTECTANT

But wait, there's one more thing. Motoshield Pro doesn't only protect the outside, they have your seats covered too, literally. Whether you have a messy toddlers or that one messy friend always insists on riding shotgun, their Upholstery Nano Protectant is a clear, non-toxic solution designed to protect all types of materials.

•  Spray

Here's the easiest application of them all. Make sure the seats are completely clean and dry, then simply spray your seats until everything is coated evenly. Keep the spray handy, because this solution lasts about three months, so you will need to reapply it every so often.

•  Wipe to Clean

No use crying over spilled milk, because it will just bead up, you can wipe it away with no problem at all. Another great feature is that once the solution cures — which only takes about 15 minutes — it is extremely durable and breathable, which means it won't alter the look or feel of your seats. It's like it's not even there.

Visit MotoshieldPro.com to find out how you can get yours, or see it in action for yourself:

After cancelling Formula Drift's first qualifying session last year due to uncharacteristically rainy weather at the Streets of Long Beach, the sun decided to do its SoCal thing this year and shine away at the Series opener, allowing 30 drivers to compete in a qualifying session. The resulting top five qualifying spots depicted a generally accurate forecast of which drivers would bring their A game into the tandem battles. While the 97-point No. 1 qualifier Vaughn Gittin Jr. of Nitto Tire had his tandem day unexpectedly cut short in the Top 16, the drivers in the second, third and fifth qualifying spots picked up where they left off and brought their success into the Final 4 and onto the podium.

Three was the name of the game for No. 3 qualifier Ryan Tuerck as he earned his 12th career podium in third place. However, the big story here is that the drivers who claimed first and second place (James Deane and Nitto's Alex Heilbrunn) are both only in their sophomore year in Formula Drift, proving that their No. 2 and No. 5 qualifying performances were not just flukes. Both recipients of the Rookie of the Year award (Deane in 2010, Heilbrunn in 2016), they're obviously living up to their prescribed potential, but — much to everyone's surprise — to the greatest extent, beating out podium regulars like Chris Forsberg and Fredric Aasbo.

Browse through the gallery at the top to catch all the action from FDLB qualifying and tandem competition.

Of course, this is only the beginning; there are probably many more surprises coming our way this season. Have Deane and Heilbrunn flipped the FD script and set the stage for the rounds to come? Only time will tell. Next stop: Uncharted Territory, Round 2 in Orlando, Florida.

(Photos: Luke Munnell, Byron Yoshida)

See what really went down at the Streets of Long Beach in our comprehensive play-by-play breakdown.

While much attention has been thrown toward to the new Honda Civic Type R, which will hit American shores for the first time later this year, it's not the only variant of the Civic that enthusiasts have been waiting for. Joining the Type R at your local Honda dealership will also be the less aggressive but much more affordable 2017 Civic Si, which Honda officially revealed today ahead of the New York International Auto Show.

While the British-built Type R will be sold strictly in the five-door hatchback body style, the Canadian-built Si will be available as either a two-door coupe or a four-sedan. And unlike the high winding naturally aspirated variants of the past, the new Si has turbocharged power under its hood.

Based on the engine that already powers many 10th generation Civics, the Si's 1.5-liter turbocharged four cylinder has been upgraded to produce 205 horsepower and 192 lb-ft of torque. And most importantly, those numbers come at a much lower RPM range when compared to the previous Si.

However, horsepower and torque are not the whole story with the Si. The engine will be mated to a six-speed manual transmission with a mechanical limited slip differential, the tightened up suspension will feature adaptive shocks with more aggressive spring rates and the front brakes have been enlarged as well.

The body also gets a unique treatment with new front and rear bumpers similar to those found on the Civic hatchback, larger 18-inch wheels with 235-width tires, center-exit exhaust and a prominent rear spoiler.

The interior, meanwhile, gets a new set of Si-specific sport seats with unique upholstery along with red and carbon fiber accents throughout. Aside from that, you also get all of the same standard convenience items found in the Civic EX-T models.

As for pricing, Honda says the Si will have an MSRP in the mid $20,000 range when it goes on sale next month, making it approximately $10,000 cheaper than the Type R. While it will certainly be a big departure from the screaming NA VTEC cars of the past, we can't wait to get some seat time in the new turbocharged Si.

In the meantime, check out this video that Honda released for the launch showing the new Si being put through its paces on the race track.