Whether it's dragsters touting thousands of horsepower, the rumble felt in your core as a 4-second car goes hurling down the quarter mile or rubbing elbows with some of the industry's fastest and most daring drivers you're after — attending the Mopar Mile-High NHRA Nationals has to be one of the coolest ways to spend a summer weekend. Pitting man against machine at over 5,800 feet in elevation, there's nothing quite like what you'll find at the biggest drag racing event in Colorado.

Held at the famed Bandimere Speedway in July, positioned on the side of a mountain west of Denver, we got the inside-line on all that went down at the 38th annual Mopar Mile-High NHRA Nationals. From top industry drivers to some of the fastest runs in the history of Bandimere Speedway, the event certainly didn't disappoint in any aspect — and we've got the photos to prove it.

One particularly notable race of the day included Top Fuel drivers Leah Pritchett (first-place qualifier for the event) and teammate Tony Schumacher (fourth-place qualifier) going head-to-head in the third elimination round, with Pritchett just barely taking the win light with an ET of 3.794 seconds and a reaction time of .060 seconds, compared to Schumacher's ET of 3.790 seconds and a reaction time of .071 seconds. Pritchett then moved on to race three-time Top Fuel Champion and fellow teammate Antron Brown in the final elimination round for the class. Brown took the win light with a 3.792-second ET on a .047-second reaction time.

Other notable races included round one of eliminations for the Funny Car class in which both Courtney Force (first-place qualifier in her class) and John Force (second-place qualifier) were knocked out of contention by 16h-place qualifier Jim Campbell and 15th-place qualifier Matt Hagan, respectably. Campbell went on to make it through another round, only to be knocked out by Tommy Johnson Jr. in the third elimination round.

When all was said and done, it was Top Fuel driver Antron Brown, Funny Car driver Robert Hight, Pro Stock driver Drew Skillman and Pro Stock Motorcyclist Eddie Krawiec who took home top honors for their class and shared the stage at the conclusion of the event, Wallies in hand.

Read what the racers had to say about the 2017 NHRA Mile-High Nationals in our block party coverage, and take a look at more of the action in our photo gallery at the top.

In today’s digitally and socially connected age, with marketing-focused consumer data streaming in from more sources than ever before, there’s a huge importance to brands in gauging the loyalty of their customers. Here’s one way to do it: Throw an annual enthusiast event for owners of some of your most awesome — albeit discontinued — products, and see who continued to show up. Next, if you’re Mitsubishi, throw yourselves a big party, because after 100 years in the business and nearly 10 years since the launch of the last-generation Evolution (everyone’s favorite Mitsu), your loyalists are still coming out in record numbers.

The 12th annual MOD (as it’s become known) was recently held at Mitsubishi Motors North America headquarters in Cypress, California, and just as in years past, it reasserted itself as the single best place in the nation to see any one — or several hundred, including general parking — of your favorite Mitsubishi cars all in one place.

It goes without saying that Lancer Evolution models by far owned the largest presence in the show, as they do every year. EVOs VIII through X could be found filling rows upon rows, upon rows of Mitsu HQ’s parking lot, with even more taking to surrounding lots throughout the day. But what really continued to impress is how, as a whole, tuned versions seem to get better and faster each year.

What commanded attention in years past seemed all but commonplace this time around, with more clean, performance-modded, street-driven or all-out race-ready versions than we could keep track of.

EVO Xs might be the newest kid on the block, and maybe the most commonly daily driven EVOs present, and there were more than a few of them worth writing home about — but the real action was among EVO VIIIs and IXs, particularly those from Narvaez Racing, Tuning Technologies, Extreme Turbo Systems and Evasive Motorsports, as well as dozens of privateers.

There were even some older imported EVOs in attendance, in addition to that one turbo/AWD EVO-converted Mirage that’s been around forever and unfortunately never really seemed to spark a trend we really wanted to see emerge among Mirage owners.

But before you 4G63 guys get too big-headed, know that it was English Racing’s EVO X that took the cookie in the Road Race Engineering dyno challenge, belting out in the sweltering SoCal summer heat via the shop’s four Dynapack mobile dynamometers.

But that’s not to say there weren’t some really impressive numbers laid down by VIIIs and IXs... There were.

Also in attendance were an impressive variety of Eclipses/DSMs spanning the generational spectrum, with a surprising number of clean second-gen cars and even some decent thirds.

In related DSM news, 3000GTs and their Dodge siblings held their own as well, with many flexing turbo upgrades and that underrated ‘90s style that’s all their own.

More a fan of lines than curves? Well, about a dozen Starions and Galant VR4s might satisfy you there. Both were present in strong numbers, despite it being 2017 and all.

Something a lot of Mitsu’s fast-car fans might be quick to forget is the brand’s rich history of producing capable sport utility vehicles and off-road machines. Not that our Driving Line readers would fall into that category, but just in case there were a grip of Pajeros, Monteros and Outlanders present to remind us all.

Going back even farther were several very cool older models present, including at least one Colt, Celeste and even a Delica van.

MOD 2017 was just one part of this Mitsubishi’s 100th anniversary celebration this year, and its loyal followers east of the Rockies will be happy to know that Part 2, scheduled for August 19th, will be held at Philadelphia’s Citizens Bank Park. The event is expected to go down pretty much like this one, but with one exciting caveat: the reveal of the latest model in the Mitsubishi family.

Will it be the newest and most capable off-road offering, yet? Will it be the fervently awaited EVO XI? Perhaps a new Delica (one could only hope!)? Whatever the case, with brand supporters as loyal as Mitsubishi’s, it’ll have no problem attracting a following.

For more from the 2017 Mitsubish Owners Day, don't forget to check out our event photo gallery. 

I’ll never forget all of the fun and the lessons learned on my very first trail run in California. I had just picked up my 2007 Jeep Wrangler from the shop the night before, where it got a lift, new tires and 5:13 gears. It felt huge, and I was still getting used to driving it. The lift was supposed to be 3 inches, but heavy-duty springs brought the total lift height to 5.5 inches (which I later lowered). My Jeep felt so big, and I felt so small.

The California desert was new terrain to this East Coast girl, and I eagerly joined a “Newbie Run” to South Coyote Canyon in Anza-Borrego Desert State Park to learn more about off-roading in the harsh and remote environment. The first year of the JK Wrangler model was 2007; most of us had just started our builds, and we couldn’t wait to test them out and see how the JKs handled the trail.

Newbie Runs are often hosted by Jeep clubs to teach basic off-roading skills to new Jeep owners. The pace is usually slower than a regular run because experienced off-roaders spend a lot of time coaching people through the obstacles.

Airing Down and Disconnecting

The first skill taught was airing down tires and disconnecting sway bars.

Airing down tires provides a softer ride and better traction in deep sand and on the rocks. On a solid-axle vehicle like the Wrangler, disconnecting the sway bar allows for more suspension articulation, or flex. Articulation is what allows both tires to maintain contact with the ground on uneven surfaces like large boulders, which is key to maintaining traction. After a drivers meeting in which we went over some rules and trail etiquette, we hit the trail. Experienced drivers were interspersed between new off-roaders.

Deep Sand and Water Crossings

The trail started off on deep sand as it passed some historical sites. Everyone had a chance to practice their deep sand driving skills before reaching the water crossings.

Back then, the second water crossing required driving in the stream bed for 100 yards before exiting on the other side. The water was 3 feet deep, and trees along the banks created a canopy overhead that made it feel as if we were driving through a tunnel. We learned how to create a steady bow wave to keep the water away from our engines. That amazing stream crossing has since been rerouted when it was decided that vehicles were causing too much damage; these days it’s a simple, straight-across crossing.

Rock Crawling on Boulder Alley

The best fun came with the long climb through a rock garden up a mountain.

This section of trail is often called “Boulder Alley" — rated a 6/10 back then.

Participants learned about tire placement and how to choose a line. We learned to overcome our natural tendency to avoid big rocks, and instead place our tires on the big rocks so we wouldn’t high center.

It was a good way to see what further modifications a person might want to make to their Jeep, like trimming or changing out the stock fenders so the tire has more room to flex. Halfway up the climb I heard a ticking noise and discovered that I had torn the boot on my front drive shaft. I learned that lifting a 2DR JK more than 3 inches meant needing to upgrade the front drive shaft to correct the geometry.

After a while we got into the rhythm of climbing over the big rocks. Near the top we each took a turn for the obligatory poser shot on the big rock.

More Sand

The trail was again sand as it descended into Collins Valley. A few people had some high speed fun as we raced to the camp in Sheep Canyon.

Camping used to be free at this primitive campsite. There was a ramada, fire ring and pit toilet.

There was plenty of room for everyone to spread out, and we tucked our tents into the canyon.

After dark we hooked a movie projector up to a Jeep battery, hung a sheet on the ramada and watched trail videos while we ate dinner.

Always Be Prepared

After a leisurely breakfast the following the morning, we packed up camp and started retracing our steps back to pavement.

Somehow, one of the drivers managed to snap an axle. A major problem on a relatively easy run reinforced the need to always be prepared for emergencies, carrying the right tools and the safety of traveling with other people. A few of the guys managed to secure the axle with ratchet straps well enough to tow it closer to pavement.

We strung a tarp between Jeeps to provide shade and relief from the desert sun. There was no cell phone service out here, so while some people worked on the broken Jeep, another group headed back to town to contact a tow company.

We learned the importance of having AAA Premiere if you spend a lot of time in remote locations far from home. The free 200-mile tow you get each year can save you a lot of money if you break down.

The breakdown left us out in the desert many hours longer than we had planned, but we still had fun (except for the guy with the broken axle).

And that was the beginning of my obsession; I was hooked on desert off-roading. I started going on every local Jeep run I could find.

Just a Shadow of Its Former Self

We joined the Newbie Run to Coyote Canyon again the following year, and this time I was the Trail Boss leading a group of experienced drivers ahead of the others to prepare the campsite for their arrival. When we reached Boulder Alley we were disappointed to find that most of the larger boulders had been removed, including the pointy one near the top that would dent the side of your Jeep if you chose the wrong line. The rumor was that “trail maintenance” for a Jeep Jamboree was responsible. It only took us an eventful 20 minutes to get to the camp.

Ten years later, the things that made the trail so much fun are now just a memory. The water crossing has been moved, Boulder Alley has been tamed, and the primitive campsite has been upgraded and now charges a fee. It’s still an enjoyable trail run and a beautiful place to camp and explore, but I’m glad we got to experience it while it was still wild.

If you're just get started in the off-road world, nothing can beat going out on the trail with a group of friendly and experienced people.

Pick up some great tips in our Off-Road Basics Beginner Guide. 

Every group of friends always has that one guy that's full of random facts. Most of the time, it’s some obscure statistic... like you’re more likely to die working out while listening to M.C. Hammer versus getting struck by an actual hammer. (Don’t quote us on that one. #HammerDontHurtEm)

So, we’re helping you out with some Jeep trivia that you can bust out on your next 4x4 outing. While you might not win "Jeopardy" with these seven factoids, they just might come in handy around the campfire.

1. What You Talking 'Bout?

Before Jeep was, well, Jeep, there was Willys. It's most commonly pronounced "Willies," despite the fact that John North Willys — the man for whom the vehicle is named after — pronounced his last name Willis. While it’s been pronounced both ways by Jeep historians and enthusiasts for years, it’s hard to argue with the man whose name is on the vehicle.

2. Leap Year!

The year 1995 marked the end of the square-headlight Wrangler. Since the TJ didn’t hit the scene until 1997, there technically was never a 1996 Jeep Wrangler offered.

3. A Shade of Trash

The popular Anvil color that can be seen on the Mighty FC concept vehicle was actually inspired by a trash can in the Jeep design studio. The color was so popular that it later made it into the mix for the Jeep Wrangler JK.

4. Slot So Fast

Despite being known for its trademark seven-slot grille, Jeep didn’t stick by that rule until the mid-'90s. While the lawsuit against the now defunct Hummer put the seven-slot grille history in the headlines, Jeep ultimately lost that suit due to various models through its history having a different number of grille slots. Another fun fact: Ford is responsible for the original grille design (shown here).

5. Truck Yeah!

While there’s excitement about the potential for a new truck offering with the 2018 Jeep Wrangler JL, Jeep actually has a long history with pickups. The first was the 1947 Willys. The more stylized V-shaped grille didn’t appear until 1950. Another interesting note: There’s never been a four-door Jeep pickup offered from the factory.

6. No Frame Fame

In 1984, Jeep presented a pretty radical mid-sized SUV called the Cherokee. It would be the first time in Jeep’s history that a Unitbody 4x4 would be offered. It ultimately set the ground work for many of Jeeps modern SUVs.

7. You Say 'LJ,' Jeep Says 'Huh?'

Many Jeep enthusiasts reference their rides by the model code. For example, JK is used for the 2007 to 2017 Wrangler, while ZJ represents the 1993 to 1998 Jeep Grand Cherokee. Most of these are even used by Jeep at a corporate level, all except one. The 2003 to 2006 Jeep Wrangler Unlimited platform, commonly known as the LJ, is in fact a TJ-L according to Jeep. The seven-slot organization is known only use TJ-L to describing it on both internal and outgoing literature. It’s be noted that the LJ namesake gained moment when a handful of automotive journalist began referring to the “Long Jeep aka LJ” in print.

So, there you go! Now, find out about 10 4x4 builder mistakes (and how to avoid them).

We’ve all seen it: a truck that’s ill-prepared to tow whatever it’s attached to. It squats, sags, brakes poorly, wanders all over the highway and rides as rough as it looks. While perpetually increasing gross combined weight ratings have empowered consumers to tow more and more with their trucks, many quickly realize their rigs can use a helping hand in the suspension department. This is a major reason why air spring systems (also known as air helper bags) have become so popular in recent years. In 2017, it’s about as common to find a duo of air bags residing under a pickup as it is to find an aftermarket exhaust system.

So, what makes air spring suspension systems so great? Read on to see why these tire-like, load-carrying components are the savior for any over matched OEM suspension system — and nine reasons why they belong on your truck.

1. Level Rear Suspension

There is no better way to ensure your truck tows and hauls how it was designed to than by making the rear suspension sit level, courtesy of an air spring suspension system. In addition to retaining factory handling, braking and steering characteristics (more on that in numbers 4 and 5), air springs reduce the potential for leaf spring fatigue, in which factory leaf springs permanently sag due to being overloaded and over-extended for lengthy periods of time.

2. Maximized Load Carrying Capacity

Although air springs won’t increase the amount of weight your truck can tow or haul, they do allow your truck to live up to its full potential when pushing its gross combined weight rating (GCWR) or gross combined vehicle rating (GVWR). While today’s pickups offer impressive tow ratings on paper, in the real world, it doesn’t always look as pretty — especially when proper weight distribution or positioning can’t be achieved due to the item(s) you’re towing. With the ability to independently control air pressure present in each spring, air springs allow you to compensate for those uneven or off-center loads.

3. Eliminates Bottoming Out

If you’ve ever felt the bone-jarring impact that is a bottomed out suspension, you are either overloading your vehicle or in desperate need of some type of load leveling aid. In addition to keeping you off the bumpstops, air springs will save your factory suspension a lot of wear and tear. This allows you to get more life out of your shocks, not to mention that they’ll bring ride quality and safety back into the picture.

4. Steering Stability

A sagging rear suspension unloads the front end of your truck, which, on top of causing a “light steering” sensation you can feel in your hands, also makes steering inputs less effective. With a leveled rear suspension, more precise and sure-footed steering performance is brought back into the equation. Beyond reinstating steering stability, having even weight distribution at each corner of the truck will prolong the service life of your tires.

5. More Effective Braking

As most of us know, a truck’s front brakes are responsible for applying most of its stopping power to the ground. With excessive rear suspension plunge, the braking ability sent to your front tires is compromised. The suspension leveling ability afforded by air springs brings equal weight distribution back to all four corners, for the most effective braking performance possible.

6. Reduced Trailer Sway

Thanks to offering vast air pressure adjustability (somewhere between 5 psi to 100 psi on most systems), air springs allow you to achieve the exact truck-to-trailer height you’re after. The ability to precisely set your truck-to-trailer connection point will help reduce trailer sway whether you encounter cross winds, inclement weather, or even if you need to make an emergency maneuver.

7. Reduced Body Roll

Decreased body roll is always welcomed anytime you’ve got serious weight behind you — and air spring systems provide just that. Whenever you round a corner, head into a cross wind or are forced to make a quick lane change, the inflated air spring compresses. When the air spring compresses, you decrease the volume of the air spring. This increases its internal pressure, thereby improving spring resistance. The result is that you experience stability no matter the situation.

8. Proper Headlight Aim

Correct headlight aim is yet another benefit of an air spring system’s ability to level your truck. Not only is proper headlamp alignment critical for overall safety, but it will keep you from blinding other motorists as you approach them. We’ve heard it argued that, given all the bells and whistles offered on today’s trucks, OEM’s should offer electronically-adjustable headlights to compensate for rear suspension sag. We think if you load your truck properly (or better yet, outfit it with the proper equipment), there is no reason for such a feature.

9. Improved Ride Comfort

Last, but certainly not least, the ride quality of your tow rig can be fine-tuned to your liking with air springs onboard. Be it soft, firm or somewhere in between, the perfect blend of work and comfort can be achieved by adjusting the amount of air pressure present in the springs. You can max out the springs for the heaviest of loads or tailor them to better absorb impact shocks from the road when empty or toting lighter cargo.

I’d been waiting for this moment for years, and it was finally here. I was sitting behind the wheel of a 1955 Studebaker, in full race gear and 100-degree heat, waiting for the official to give me the signal to press down the skinny pedal. I’d practiced bailing out of the car — unhooking the wrist restraints, reaching to open the door, unhooking the safety net, moving aside the head restraints and unbuckling the 5-point harness to fish myself out past the racing seat and roll cage while wearing a helmet. What I hadn’t practiced, couldn’t practice, was grasping exactly what it would feel like taking my first run down the salt. It’s like the first time getting a tattoo and not knowing what the sensation will be when the tattoo needle first pricks your skin. But, it’s better than you could ever imagine: quiet, otherworldly and — lacking any better way to describe it — magic.

To be honest, I never would have come out to the salt on my own. To outsiders it can sound like a monumental bad idea — a desert in the middle of August, a hodge-podge group of racers and no easy way to spectate a mile-long race of a car against the clock. But, in 2009, I trekked out on press assignment and instantly, I was hooked. It didn’t matter that my eyeballs wouldn’t stop watering it was so bright. I loved every minute of it. The cars, the salt and especially the people. The following year I couldn’t wait to go back, something deep in my soul wanted to be there. So much so, that I drove my ‘55 Studebaker from Los Angeles to Wendover in the cover of night on a penny and a prayer to get there. I was already dreaming up what car I would build to bring there and race.

An Opportunity to Race at Speedweek

At the time, my hands were full just trying to keep my daily driven Studie on the road, much less having the funds and space to build a Bonneville racer. But each summer I returned to the salt, feeding my growing addiction and stoking the coals of desire. Following Speedweek 2013, I received an email from a guy named Jerry Hansen, asking if I had been to the salt that year; he’d been hoping to meet me. Jerry went on to explain that he’d built a ’55 Stude — the same year/make as my classic car — to race Speedweek with. No record breaker, but Jerry and a few of his friends had just gotten their rookie SCTA land speed racing licenses in it. The email ended with a question…

Would I like to drive his Studebaker at Bonneville?

Flabbergasted, I never considered getting an offer from a complete stranger. Jerry told me that he’d found my writing after googling “Speedweek Studebakers” and could tell how much of a fan I was. Waiting through two cancelled Speedweeks, in 2016 I finally arrived at the salt flats with my fireproof racing long johns, my own ’55 Stude and more excitement than an 8-year-old in a room full of kittens.

The Bonneville Salt Flats have been the mecca of hot rodding since before hot rodding was invented. In fact, you could even say that the salt flats invented the hot rod. To get there, you veer off the 80-freeway just east of Wendover, which sits on the Nevada-Utah border. Passing a gas station and a bend in the road, both of which sit nearly vacant much of the year, they become epicenters of activity during Speedweek. From there it’s a couple miles drive down a two-lane road, transporting you into the middle of a vast, empty expanse of white. An official Bonneville Salt Flats sign sits where the pavement ends. Most tourists take a picture here, turn around and leave. During Speedweek, this is as much of a “gate” as there can be on wide, open land.

Entering onto the salt, the only directives leading you to the action are a few placed cone markers and, of course, the steady flow of traffic. It’s a mile or so before the starting line, another mile from there and the pit area starts. This is also where driver registration and tech inspection take place.

The first matter of business after arriving was to find Jerry’s Studebaker and, oddly enough, meet him in person for the first time. We’d emailed a handful of times and talked details over the phone — but really, I had no idea what to expect. Immediately, his understated friendliness and generosity made me feel more like family than stranger. He’d even added my husband’s and my names to the drivers-side door, extending Ethan the offer to license as well.

Getting the Green Light to Race

Before racing can start, the car must get through tech inspection. Volunteer inspectors comb each inch to ensure the vehicle is within both class and safety regulations. The car is poked and prodded as teams look on anxiously and stand by to answer any questions. This process can take hours.

The Studebaker’s inspection book was already filled in with notes and signatures — greatly expediting tech inspection. Jerry nervously answered the inspector’s questions on minor changes they’d requested from the last event, hoping the fix met their satisfaction. After what seemed like forever, the Studebaker received the thumbs up along with a 2016 Speedweek competition sticker.

Before leaving tech area, all rookie drivers need to demonstrate a fully suited “bail out” procedure. This involves suiting up (with helmet, arm restraints and all); getting buckled into the car; and proving you can go through the proper steps to shut the car down, activate the fire safety system and get out of the car in under 30 seconds.

This may sound like more than enough time to get out of a car, but if you’ve never been buckled into a race car, you’ve got to remember we’re not just talking about opening the door and stepping out. While this step is more of a formality, it begins to assert the reality of risk being taken. Land speed racing is not without its dangers — one wrong move or mechanical failure at speed can send the car spinning into a hundred pieces.

Racing day begins with a driver’s meeting at the start line. Excitement is heavy in the air as racers — from first time rookies like me to long-time veterans — gather for the national anthem, a prayer and any relevant news and announcements. Directly following, all rookies peel off to the short course area, the stretch of track they’ll initially be racing. During rookie orientation, I hung on every word of direction, horribly nervous that somewhere during the racing process I’d fall out of line and embarrass myself. It didn’t help that my own Studebaker was acting up, leaving me in fear of it breaking down at any moment.

Making it through rookie orientation without issue, it ended with a slow drive down the course to see the lay of the land. The Bonneville Salt Flats are white and flat no matter where you’re at, but being on course meant seeing it in an entirely new way. I was pacing through what I’d be doing in the car as I made my rookie run, looking up toward the floating mountain ahead to cement its location in memory.

*Finally* Time to Race at Speedweek

Checking off all the “have-to’s,” it was finally time to head to the start line. Depending on the salt conditions, there’s usually two long courses spanning 5 to 10 miles, and two short courses spanning 3 to 5 miles each. Race cars are only allowed to drive when on course; all other areas they must be towed. Many aren’t capable of “normal” driving anyhow due to their gearing. A stupid grin grew as I drove the truck pulling Jerry steering the Studebaker behind it. I was no longer just an onlooker; I was a participant.

Speedweek is exactly that — it’s a full week. Hardcore racers come and stay the full time, but the majority of people arrive on Friday and leave by Monday, which means that Saturday and Sunday are crowded. Racers stay posted up in line for hours waiting their turn. You’re lucky to get two or three runs in on these busy days. The racing line is the best place as a spectator to see all the cars and talk to the crews; they’re less distracted there then when in the pits.  

The short course line moves a bit faster than the long course for obvious reasons, and we found ourselves up at the start line earlier than expected. My husband Ethan had stepped away momentarily, leaving only Jerry and me to launch the car. He was taking the first run, assuring everything was operating as planned after lying dormant the past few years. Rushing to get everything in place, I buckled Jerry into the driver’s seat and jumped in the truck behind to follow him on down the side of the course.

We’d all waited so long for this — finally the Studebaker would have its run! Looking on in anticipation, Jerry sped off from the line as expected as I pulled out behind him. As the car was just starting to become a mere dot on the horizon, I saw it turn off course. My heart sunk as I saw the car’s profile come into view and realized what happened. The hood had come up and was now bent over the top of the car. Was Jerry OK? Was the car OK? Would this be the end of our Speedweek?

Next Time, Make A Checklist

Noticeably shaken, Jerry was out of the car when I pulled up. In our rush between tech and the start line, the hood pins hadn’t been put back in. It was a rookie mistake. It was none of our fault and all our fault. Next time, we would use a checklist to ensure each item was seen to.

Luckily, the hood hadn’t crushed the windshield. If we could peel it back down, straighten it out, reinforce it and pop the roof back up, we may still be able to race.

Heading back to the pits, Jerry and I didn’t take long to transfer from despondency to get-er-done determination. Making easier work of the job, my dad, brother and uncle had come along for the adventure. My dad and brother both work with metal for a living, and they knew just how to manipulate the hood to get it back into place with the least amount of structural damage.

I took on the role of monkey, hanging from the roll cage bars and pushing the roof out with my feet. It took all my strength to get that vintage American steel back into place.

As the sun set on our Saturday, we surveyed the finished repairs. All things considered, the car didn’t look too worse for wear.

To be continued...

Visit Driving Line tomorrow for the conclusion! In the mean time, read about Gord's record-breaking '53 Stude.

It was a hot weekend on the island of Maishima in Osaka, but the competition at D1 Grand Prix Round 4 being held there might have been even hotter. The venue is not a regular on the D1 calendar, but the layout is very similar to that at Odaiba. The main sweeper however ends in a very tight hairpin, and the uneven surface proved to be too much for some drivers.

Tanso

The only major surprise during the top 16 qualifying was Kawabata's spin in his GTR during his first run. This put pressure on him to make a more conservative second run to secure 13th position in the Top 16. With Kawabata on top of the points table, he would have to fight his way through the bracket in order to maintain his position. Not an easy task to say the least. In contrast, Fujino kept his cool during the rainy Top 32 qualifier on Friday resulting in the top singles qualifying score. This would secure him the top seed going into the Top 16.

Bracket to the Final 4

Top qualifier Fujino in his 180sx dispatched #16 Murakami and his S15 by closing the gap during his chase run to secure the win. Another S15 piloted by #8 Taguchi was edged out by #9 Suenaga in his R35. The major excitement in the Top 16 was during #13 Kawabata's chase run against #4 Hatanaka in his JZX100. If you recall, Kawabata had spun during his Top 32 singles run.

In the main sweeper, there were some pretty big dips which were causing some cars to "skip" along the track. This was also the case near the entry to the hairpin but let's talk about the main sweeper.

Kawabata definitely was definitely too fast on the entry and with both car at opposite lock, it exposes the wheels and tires essentially making them a bit like open-wheel racers. In the event the drivers contact tire surface to tire surface, chances are that the chase car going must faster will get airborne.

The crash pretty much destroyed Hatanaka's JZX100 but left little long-term damage to Kawabata's R35. Spoiler warning, Kawabata would return the next day to win the exhibition match.

The following rounds took a turn for the worst, literally, for some drivers. #12 Kohashi in his Altezza spun out in the hairpin, while #15 Iwai in his Roadster and #7 Utsumi in his S15 both nearly spun out each leading to victories for their opponents, #5 Hirajima in his S15, #2 Suenaga Natao and #10 Saito in his Corvette, respectively. #14 Takayama and his GS350 was looking to upset #3 Matsui, but Matsui and his FD RX7 pulled away on the lead run and kept close during the chase run earning a spot in the Top 8. Finishing out the round, #6 Takahashi went up against #11 Yokoi. The JZX100 and S15 made some of the smokiest runs of the day, but when the smoke cleared, Yokoi took the win and the upset.

The Top 8 could be known as the round of upsets, starting with #1 Fujino against the Suenaga. Suenaga was able to pass Fujino during his chase run and end Fujino's weekend. Suenaga Naoto got kocked out by Saito and his Corvette, which Suenga Naoto commented was "too fast."

Would the Matsui also get upset by Yokoi? Although Yokoi tried his best, his S15 ended up entering too fast and his rear bumper made contact with Matsui's RX-7. With that, Matsui was able to stop the upsets and to make his way into the Top 4.

After the crash between Kawabata and Hatanaka left Hatanaka's car unable to continue, it gave Hirajima a bye-run and a spot in the Top 4.

Hirajima got a free pass in his previous run, but faced Suenaga in the Top 4. Both runs were door-to-door which lead to the first and only "extended" battle of the day. If your keeping track of drift terms, D1 has gone from the classic "one more time" to "sudden death" to "extended." Not sure if that will catch on.

Back to the action for the extended run where Suenaga was eventually able to dispatch Hirajima sending the R35 into the final.

Saito was looking to get into the final for consecutive events when he went up against Matsui. Unfortunately, Saito's Corvette made contact with Matsui's RX-7. Saito might not have made it back to the finals, but he was still able to earn a podium spot after edging out Hirajima for third place.

The Final Battle

For the first time this season, both Matsui and Suenaga have reached the final. Both drivers were consistent and the runs appeared evenly matched with the only difference being Suenaga keeping the distance slightly closer during his chase run. This was enough to give Suenaga his first win of the season.

Points Standing

After the dust settled on a rather dramatic D1GP Round 4 in Maishima, Osaka, the leaderboard didn't change much.

Fujino and Kawabata are tied with the points with 75 each while in third with 67 points is Yokoi followed closely by his team mate Fujino. Rounding off the top five is Saito with 53 points.

On a side note, someone should give Suenaga some champagne opening lessons. This is the second time he has been the last to join the celebration.

The next two rounds will be held consecutively at the legendary Ebisu circuit next month.

Check out the gallery to catch more action from D1 Grand Prix Round 4 in Maishima, Osaka.

One of the biggest challenges when building a trail-worthy four-wheel-drive is balancing a large tire with a low amount of lift. The concept of maintaining a low center-of-gravity is a universal theme for most automotive disciplines, but can be particularly beneficial to 4x4s traversing difficult off-road trails. For many builders, the biggest challenge for packaging a large tire with a modest lift has to do with the size of the wheel wells. This often results in expensive custom fenders or serious sheetmetal trimming.

Thankfully, 4x4s such as the Jeep Wrangler JK are fit from the factory with extremely large wheel wells. This is one of the reasons you’ll see many Jeeper’s running 35- and 37-inch-tall tires with just a few inches of lift. While the stock JK flares offer plenty of tire coverage, they can been limiting when attempting to cycle a taller tire. An easy solution is to use one of the many aftermarket fender sets.

One of our favorites comes from Modern Classic Enterprises (MCE). The company specializes in lightweight bolt-on flares for the Jeep Wrangler YJ, TJ and JK platforms. Aside from a lightweight and durable plastic construction, the flares high-clearance design offers an ideal solution for those looking to increase the tire size on their Jeep, but don’t want to increase the suspension lift. We recently picked up a set of the MCE’s narrow series fenders to install on our heavily modified ’07 Jeep Wrangler Unlimited Rubicon.

While the video above walks you through the fender transformation on the JK, we’re diving more into the details below.

The stock JK fenders offer a substantial amount of tire coverage on the stock Jeep. Since this JK is equipped with 1-ton axles from a Ford Super Duty and BAD Wheels, the tires stick out far beyond the fender’s reach. While this JK has been equipped with modified stock fender flare for some time, we had an OE set that we attached for a point of reference.

The inner fenders on this JK were long removed, so it only took a quick pull of the fender to pop the plastic clips off. To install MCE front fenders, you’ll first need to secure them to the JK via the front three bolts, then use a sharpie to mark the remaining holes. To make the necessary holes, you can use the provided self-tapping screws along with a power drill.

With the holes drilled, you can now install the fender using the provided hardware. Since it only weighs a few pounds, it’s an easy one-man job.

Out back, you’ll remove the inner fenderwell and discard. Like the front, the rear fender will need to be test fit so the holes can be marked. Using a 9/64 drill bit, you can drill the appropriate holes with the flare off of the vehicle. When installing the rears, MCE recommends adding a dab of RTV silicone to the screw to ensure the tub remains sealed after the faster is installed. Note: Since the flare attaches in the factory location, there was no interference with the Jeep’s corner armor.

If you would like to retain your stock inner fenderwell, it is possible with a little trimming. Again, ours was long gone. Like the back, the front flare runs along the same fender arch as the OE flares.

All MCE fenders come with a ¾-inch LED side-marker light that can be mounted in a variety of spots. We opted to drill out this small inner fender tab to secure them in place.

Since these are the Narrow version of the MCE fenders, the front set swoops tightly in towards the nose of the Jeep. MCE also offers an OE-width set for those looking for additional coverage.

MCE states its fender sets will allow you to run a 35-inch-tall tire with no lift on a Jeep Wrangler JK. With a little over four inches of lift, the flares offered ample room for this JK’s 40x13.50R17 Nitto Trail Grapplers to tuck without hitting.

Since the rear fender remains tucked tight to the JK as well, there wasn’t any tire interference. If the flares do happen to tangle with the tire or some obtruding obstacle, the MCE-spec TPO plastic is flexible enough to absorb the impact. This is a major benefit as many steel flares can often transfer the impact to the Jeeps sheetmetal. 

MCE offers an OE-like black-textured finish on the Gen II flares we’re running and a glossier carbon-fiber look on the Gen III flares. Though the flat-style flare isn’t going to offer a tremendous amount of debris protection, they’re an excellent choice if you need some extra space for your treads to travel.

We’ll be giving this fender set the ultimate break-in so to speak as this JK with be our ride for the 2017 Nitto TireJK Experience.

Check back soon for a full report on the trip and Jeep! In the meantime, be sure to check out last year's JK Experience Alaska trip and more photos in the gallery below.

It's no secret that we auto enthusiasts have it really good these days when it comes to choices on the new car market. No matter your budget, there's never been a bigger list of enthusiast-oriented and high performance cars to choose from.

The last few years in particular, has seen increasing competition in the realm of $35-40k, four-door turbocharged performance cars that deliver performance once limited to race cars and exotics.

With the recent arrival of the Honda Civic Type R to the game, there are more choices in this segment than ever. So we thought we'd look at the Type R next to its rivals the Subaru WRX STI, Ford Focus RS and Volkswagen Golf R to look at pros and cons of each to see if we can figure out which kind of buyer each car is best suited to. Here are your competitors:

1. SUBARU WRX STI

PROS  |  Reasons to pick the STI:

The Sedan Factor - It's the rally-bred STI and is the only one of this group that comes with a traditional trunk, with a huge wing attached to it of course. If you aren't a fan of hatchbacks, it's the only choice.

Resale Value - All it takes is one look at the used car market to see how well STIs hold their value. Take good care of it, and you'll always be able to get most of your investment back.

Proven Performance - While the STI might not be as advanced as some of its competitors, it's also a very proven platform with massive aftermarket support and a wealth of knowledge out there.

CONS  |  Reasons not to pick the STI:

Aging Powertrain - While the STI's 2.5-liter flat four engine has no shortage of power, it's definitely down on tech when compared to competitors. There's no direct injection, turbo lag will be a bit more pronounced and fuel economy lags behind some of the other more modern engines.

High Insurance - Unfortunately the STI's recipe for serious performance on a low budget has lead to the car having much higher insurance rates than other similar cars. If you are considering an STI, get a quote first — especially if you're a younger driver.

Wild Looks - Aside from the Civic Type R, the STI has the most extroverted exterior styling in this group. While that could be a plus for some, there definitely won't be much sneaking under the radar in this car.

2. FORD FOCUS RS

PROS  |  Reasons to pick the Focus RS:

Power - With 350 horsepower on tap from its 2.3-liter EcoBoost four cylinder, the Focus RS is the most powerful of the group by rating, with a nearly 50 horsepower advantage over its competitors.

Styling - Everyone will have their own opinions about looks, but the exterior of the RS has a nice balance of aggressiveness without going too far. It's more interesting looking than the Golf R but not as wild as the STI or Civic Type R. We also dig the color choices.

Getting Rowdy - While all of the cars in this group will put a smile on your face down a twisty backroad, the Focus RS pushes the crazy meter a little bit further than most. Whether it's putting into drift mode for some empty parking lot fun or listening to the exhaust popping, the RS is as lively as it gets.

CONS  |  Reasons not to pick the Focus RS:

Those Seats - The Focus RS comes with aggressive Recaro seats that look awesome and hug perfectly in the corners, but they aren't for everyone. We recommend a long test drive to make sure you won't be going crazy during a road trip.

Interior Space - In addition to the snug Recaro seats, the Focus RS also has an interior that can feel a little cramped next to the competition. For a household of one or two this likely won't be an issue, but if you're looking for a family car you'll definitely want to make sure it has room for all your gear and passengers.

Stiffness - The Focus RS comes equipped with adjustable dampers, but even in its most comfortable setting you'll still be feeling every bump on the road. If you're looking for a car to eat up highway miles, you might be happier with something a little less aggressive.

3. VOLKSWAGEN GOLF R

PRO  |  Reasons to pick the Golf R:

Automatic - The Golf R is the only car in this group that's available with either a manual or automatic transmission, with the automatic option being VW's excellent DSG. The DSG mates perfectly with the R's AWD system and allows for especially fast 0-60 times without feeling like your clutch is getting fried.

Refinement - While none of the cars in this group are luxury ones, the Golf R is easily ahead of the pack when it comes to refinement. Despite its performance, the car rides quite smoothly and could easily serve as a daily driver without tiring the driver or passengers.

Maturity - The Golf R's design is by far the most conservative of the group, and that means you won't be attracting unwanted attention every where you go. It's great at dialing it down and being a normal car when you want it to — but its performance is right there near the front of the pack.

CONS  |  Reasons not to pick the the Golf R:

Too Mature - While there are plenty that want a car that doesn't scream out "I'm fast," others might be disappointed that this AWD performance machine doesn't look much different from a standard VW Golf.

Very Clinical - While there's no doubting the Golf R's performance capabilities, some have criticized the driving experience for being too refined. It does its business very well, but there's not a ton of drama to it. Hooligans might want to look elsewhere.

Expensive - While all of these cars have MSRPs in the $35-40k range, the Golf R is the most expensive with a starting price of $39,375. And given the popularity of the model, don't count on getting any major discounts when you go to buy one.

4. HONDA CIVIC TYPE R

PROS  |  Reasons to pick the Civic Type R:

Price - Among all the cars listed here, the Civic Type R is priced the lowest with an MSRP under $35,000 and a lot of nice standard features.

King of the Ring - The Civic Type R recently became the fastest front-drive production car of all time with a seriously impressive 7:43 lap time at the Nürburgring. If track days are in your plans, the red-badged Honda should be a great choice.

Roominess - Despite its aggressive looks and race car pedigree, the Civic Type R shares the same interior layout and cargo capacity of the standard Civic. Both the backseat and rear cargo area are surprisingly spacious, which could be a factor if you haul passengers often.

CONS  |  Reasons not to pick the Civic Type R:

Hot Commodity - While the Type R's MSRP is indeed the lowest of the group, the car is still hard to find and could be for some time. Dealer markup is common, and when that's added into the equation, the value benefit goes away quickly.

No AWD - The Civic Type R is the only car of this group that doesn't feature all-wheel-drive. While that doesn't seem to harm its track performance, those looking for the quickest launches or all-weather traction should probably look elsewhere.

Polarizing Styling - A vehicle's styling will always be subjective, but there's no getting around the Type R's extremely aggressive looks. It manages to make the STI look tame by comparison, and while some people will dig the craziness, others wish Honda would have toned it down a bit.

There you have it. While there's not a bad choice among the bunch, each car has its own attributes that should appeal to different kinds of buyers. No matter your preference, the simple fact that all of these great cars are currently on sale here in the United States should be enough to make us thank the automotive gods.

Evergreen Speedway hosts the sixth stop on the 2017 Formula Drift schedule in Monroe, Washington, around 30 miles northeast of downtown Seattle. This year, the last two turns of the course were modified a bit from previous layouts in Seattle, eliminating the off-throttle “carousel” section and the hairpin that pushed drivers back near the wall in favor of two gradual radius turns that allow the cars to carry substantially more speed.

The weather in the week leading up to the event was scorching in Seattle, breaking several records. Contributing to the difficult conditions were the hazy skies due to a major forest fire in British Columbia, reducing the air quality and keeping the humidity higher than what the Pacific Northwest is used to.

QUALIFYING

Seven drivers earned a score of 90 or better in qualifying, compared to the previous round at Montreal where a score of 88 points earned the pole position. A pair of three-way ties in the top six positions meant that the scores of the lower scoring qualifying runs would help slot the drivers into the tandem brackets. With just 26 drivers starting the weekend, each of the top six drivers would earn a bye run into the Top 16.

Positions 4 through 6 composed of a trio of drivers who earned a 91-point score on their best run, but after tallying the lower scored runs, Michael Essa would earn Q4, while Kristaps Bluss and Vaughn Gittin Jr. would earn Q5 and P6, respectively.

Ahead of them, James Deane would earn his second consecutive pole position with a primary score of 93 and a backup score of 92, showing just how consistent and precise his runs were. Ryan Tuerck and Odi Bakchis would also earn 93 point primary runs, but with lower backup scores, Tuerck would take Q2 while Bakchis would accept Q3. 

TOP 32

The weather has cooled off substantially from earlier in the week, and the temperature is a pleasant 80 degrees at the start of Top 32. The crowds are filling in quickly for what is sure to be a sold-out event. The fans at Evergreen are very knowledgable and enthusiastic, and routinely give Atlanta fans a run for the money as the best on the Formula Drift schedule.

James Deane – Bye Run

DEANE LEAD – After the late crash in practice which caused Piotr Wiecek to miss his bye run in Montreal, the decision was made to allow drivers to skip their bye run.  Deane will earn a few extra points as the top qualifier, which could be the difference in the championship. He’s looked pretty solid in practice, and we’re excited to see him in the tandem battles starting in Top 16. 

Dan Burkett vs. Kyle Mohan

BURKETT LEAD – Burkett opens up a substantial five car lead through the big bank, Mohan is on a slightly lower line but can’t make up much ground. Mohan is able to transition a bit late in the power alley and close the gap up to Burkett, but the lead run from Burkett has great line and angle, and likely will earn an advantage. Mohan didn’t make any notable mistakes, but the lack of proximity was noticeable.

MOHAN LEAD – Burkett initiates very close to Mohan and has to slam on the brakes to avoid contact, which forces him to take a low line around most of the bank. Burkett uses the grip from his Toyota Supra to close the gap again, Mohan transitions through the power alley nicely and brushes the touch-and-go area as requested from the judges. Burkett takes a shallow line through the touch-and-go and sucks in tight to Mohan. Mohan finishes the final two turns with Burkett tight on his door. Two judges vote for Burkett to move on, one votes for a “One More Time.” Majority rules, Burkett moves on to the Top 16 to face James Deane. This is the first Top 16 appearance for Burkett in his rookie season of Formula Drift.

Alex Heilbrunn vs. Pat Goodin

HEILBRUNN LEAD – Heilbrunn has a very early initiation, Goodin initiates very late and loses drift shortly after initiation, then shuts it down and drives casually through the rest of the course. Heilbrunn continues his run with tons of smoke, bumping the wall at the end of the bank and continuing through the power alley smoothly. Goodin had a major crash in practice and was barely able to limp the car back for qualification, looks like there might be some mechanical issues that didn’t get resolved yesterday.

GOODIN LEAD – Goodin calls his competition timeout before this run to attempt to repair his vehicle, and is able to make the call to the start line for this second run. Goodin initiates around two car lengths ahead of Heilbrunn and looks like the repairs are working. Heilbrunn stays around two car lengths behind Goodin through the entire run, leaving some room to make adjustments should something mechanical happen with Goodin. This pass is a very strong one from Goodin, while Heilbrunn looks very comfortable in chase as well. All three judges vote for Heilbrunn to move on to the Top 16.

Piotr Wiecek vs. Dean Kearney

WIECEK LEAD – Wiecek has a good line around the bank, Kearney starts around two car lengths behind Wiecek and keeps a consistent amount of proximity to Wiecek. As Wiecek transitions through the power alley, Kearney transitions late and attacks via a shallower line. Kearney has good proximity at the infield clipping point, but loses some ground around the final two turns. Wiecek will probably earn a slight advantage, but there’s plenty of opportunity for Kearney to make a comeback in the second run and earn the tandem win.

KEARNEY LEAD – Wiecek initiates around two car lengths ahead of Wiecek, then Kearney opens up another car length of distance on Wiecek very quicly. Kearney brushes the wall with his wing midway through the bank but doesn’t lose any steering angle and powers through it. Wiecek closes the gap through the power alley very similarly to how Kearney closed the gap, but maintains the proximity much better around the final two turns. Kearney really didn’t make any major mistakes on either run, but the proximity from Wiecek in chase was clearly superior to Kearney’s chase run. All three judges vote for Wiecek to move on to the Top 16.

Michael Essa – Bye Run

ESSA LEAD – Essa looks to be back in championship form in this BMW E46 chassis, already earning two podium finishes this season and qualifying in Q4 here at Evergreen. Essa took second place here at Evergreen back in 2013 when he won the championship, and strong results here would help make his push for a second championship this year. Essa currently sits in fourth place overall in the championship standings, and a win here could move him up as high as second.

Matt Field vs. Dai Yoshihara

FIELD LEAD – Field initiates around two car lengths ahead of Yoshihara, both drivers are on the proper line around the bank with plenty of tire smoke. Field has a bit more steering angle and dumps a lot more steering angle at the end of the bank, both drivers hit the touch-and-go wall nicely and transition into the second part of the course. Yoshihara leaves the touch-and-go a little early and ends up taking out the inside clip on the infield, Field finishes the last turn with tons of tire smoke while Yoshihara is close behind him. Great proximity from Yoshihara, perhaps a small mistake in chase taking out the inside clipping point but otherwise one of the best follow runs we’ve seen so far in the Top 32.

YOSHIHARA LEAD – Yoshihara has a good initiation and Field is almost identically two car lengths behind him. Yoshihara has more steering angle at the end of the bank very similarly to what happened on the previous run, Field transitions a bit later than Yoshihara through the power alley and spins out!

Looking at the replay, it looks like Field was expecting Yoshihara to be faster through the touch-and-go than he was, but the judges noted that this area was a deceleration zone, which will probably work against Field. Yoshihara finished the final two turns smoothly, so the decision will come down to how the judges see the spin. All three judges vote for Yoshihara to move on to the Top 16.

Kristaps Bluss – Bye Run

BLUSS LEAD – Bluss is having a banner year in his Monster E46 BMW, and this weekend looks to be no different. What’s scary is how fast Bluss’ car is while in drift. Many of the cars on the grid have a ton of forward grip, but the sideways grip in his car is incredible to watch.

Matt Coffman vs. Robbie Nishida

COFFMAN LEAD – Coffman initiates on the high line, Nishida initiates a bit later and on a lower line. Coffman has a good line around the bank, Nishida remains around three car lengths behind Coffman but on the lower line. Nishida’s line allows him to close the gap slightly near the end of the sweeper, then uses a quicker transition and a shallower line through the power alley to keep the proximity close. Coffman hits the touch-and-go line nicely and has a good line through the infield and the final turn, this run will likely be scored as a slight advantage for Coffman due to his precise line around the course.

NISHIDA LEAD – Coffman left a few car lengths of distance on Nishida in the run up to the first turn, then initiates around three car lengths behind Nishida. Coffman uses the lower line to close the gap to Nishida, then sucks in tight by braking late through the power alley to suck in to within a single car length of Nishida around the final two turns. The bank portion of both runs looked very similar, but Coffman was clearly superior through the infield portion of the course while in chase. All three judges vote for Coffman to earn the win into the Top 16.

Ryan Tuerck – Bye Run

TUERCK LEAD – Tuerck started the season strong with a Top 4 finish in Long Beach and a pair of Top 8 finishes in Orlando and Atlanta, but has been knocked out in the Top 16 round at the last two events. With the high qualification, he will be guaranteed a Top 16 finish, but hopes to break through and make it back to the podium. Tuerck last saw the podium in Seattle in the Gardella Racing Pontiac Solstice back in 2012, but he knows his Toyota GT86 is capable of making a podium run.

Nate Hamilton vs. Justin Pawlak

HAMILTON LEAD – Hamilton initiates early and opens up a four car gap on Pawlak early in the bank, but Pawlak closes the gap down to around two car lengths while taking a good line around the bank. Hamilton has a good transition through the power alley, Pawlak is a bit off the touch-and-go area but stays around two car lengths behind Hamilton around the final two turns. Hamilton did what he was requested to do as the lead car, while Pawlak definitely left more room than he should have in the chase position.

PAWLAK LEAD – The initial attempt at the second pass is halted just before initiation as it looks like Hamilton impeded on Pawlak’s line as the lead car. This will count as a strike against Hamilton, but our second attempt at the run is clean. Pawlak uses a manji entry to initiate into the bank, Hamilton remains in his lane and initiates around two car lengths behind Pawlak. Hamilton keeps around two car lengths behind Pawlak around the bank, then uses the momentum of the car to slide up the bank near the exit and suck in tight to Pawlak.

It looks like Hamilton got lost in the smoke of Pawlak and taps the wall at the end of the bank, which pivots the front end of the car into the wall, disabling Hamilton’s car. Pawlak remains clear of Hamilton and continues drifting through the power alley and around the final two turns smoothly. Hamilton emerges from his car and waves to the crowd to indicate he’s OK, but will require a tow off the course. All three judges vote for Pawlak to move on to the Top 16.

Fredric Aasbo vs. Alec Hohnadell

AASBO LEAD – Aasbo initiates and stays high on the bank around two car lengths ahead of Hohnadell, Hohnadell stays around two car lengths behind Aasbo as both cars exit the big bank. Hohnadell continues to apply pressure through the power alley and attacks Aasbo’s door at the inner clip on the infield, but has to back off and loses drift from being over-aggressive. Aasbo finishes the last two turns smoothly and will earn a major advantage going into the second run.

HOHNADELL LEAD – Hohnadell initiates around two car lengths ahead of Aasbo, proximity stays consistent through the bank at around two car lengths. Hohnadell dumps a ton of steering angle at the exit of the bank and possibly slides past the course limits, but stays on throttle and attacks the touch-and-go nicely. Aasbo stays close to Hohnadell through the power alley and is just a single car length behind Hohnadell for the final two turns. All three judges vote for Aasbo to move on to the Top 16.

Chris Forsberg vs. Jhonnattan Castro

FORSBERG LEAD – Forsberg initiates and keeps the high line around the bank, Castro has slightly shallower steering angle and slowly closes the gap down from two car lengths to a single car length by the end of the bank. Forsberg slides up on the bank and taps the wall near the exit, but keeps the gas pedal floored and maintains drift. Forsberg transitions a little later than planned in the power alley due to his line exiting the bank, but has a good line through the touch-and-go and infield inside clipping point. Castro loses some ground and scrambles to try and make up some proximity on the final turn, but takes out the final inside clip in the process.

CASTRO LEAD – Forsberg immediately sucks in tight to Castro shortly after initiation and maintains good proximity through the bank Castro has more steering angle at the exit of the bank, but the proximity from Forsberg is the best we’ve seen all day. Forsberg leaves just enough room for Castro to transition through the power alley, then tucks in tight on Castro’s door by the infield inside clip and keeps that proximity around the final two turns. This isn’t a bad run from Castro, but the following run from Forsberg was masterful! Two judges vote for a “One More Time,” one judge votes for Forsberg to move on. We’ll see these two battle again!

One More Time

FORSBERG LEAD –  Forsberg has big angle on the bank, Castro has shallower steering angle but incredible proximity less than a car length behind Forsberg. Castro might have made contact with Forsberg midway through the bank, but both drivers do a great job maintaining drift. Forsberg dumps big angle exiting the bank, then extends the proximity to around two car lengths through the power alley. Forsberg has a good line through the touch-and-go, then has a good line through the infield inside clip and the final turn. Castro had an amazing run on the bank, but losing proximity on the second half of the course may work against him.

CASTRO LEAD – Castro has a good initiation and Forsberg is around a single car length behind him. Forsberg doesn’t attack Castro on the bank as aggressively in chase, but does have more steering angle and line. Castro transitions nicely through the power alley and slides a bit wide from the infield inside clip, Forsberg stays consistently around a single car length behind Castro but can’t close the gap down much. This was a good clean run from both drivers. Two judges vote for a “One More Time,” one judge votes for Forsberg. We’re going to see these two run again!

One More Time x2

FORSBERG LEAD – Forsberg initiates with Castro right behind him, about a single car length away. Castro aggressive applies pressure through the entire bank, staying within a single car length of Forsberg. Forsberg shows big steering angle at the exit of the bank, Castro follows his line masterfully and both drivers enter the power alley cleanly. Forsberg fills the touch-and-go, while Castro stays on his door through the inside clip and around the final turn of the course. This is a much more controlled and purposeful chase run from Castro, as opposed to the jerky, correction-filled chase run he had in the previous tandem battle.

CASTRO LEAD – Forsberg initiates just a car length behind Castro, almost identical to the previous run. Castro has a few small corrections from the lead position, but Forsberg is able to maintain much better proximity than in the previous run. Both drivers enter the power alley side-by-side, Forsberg allows just enough room for Castro to transition then attacks Castro’s door near the touch-and-go. It looks like Forsberg is coming in too hot and has to slam on the brakes, which causes him to stall out just behind Castro near the infield inside clip.

Castro finishes the course smoothly and will earn the victory. All three judges vote for Castro to move on. This was a great set of runs from Castro. Looking at the replay, it looks like Forsberg actually made contact with Castro in the deceleration zone, which was clearly communicated during the morning judges meeting.

Odi Bakchis – Bye Run

BAKCHIS LEAD – Bakchis is the defending event winner from Evergreen, and his car looks dialed in and ready to make another podium run. Bakchis has been fluctuating between getting knocked out in the Top 32 round, and making Top 8 appearances. Since he’s at least guaranteed a Top 16 appearance with the bye run, nobody should be surprised if he makes a podium appearance.

Ken Gushi vs. Cameron Moore

GUSHI LEAD – Gushi initiates around two car lengths ahead of Gushi, there are some distinct steering angle adjustments from Moore on the big bank. Gushi transitions in the power alley a little early and doesn’t fill the touch-and-go as much as the judges would like to see, but has a good run through the infield clipping point and the final turn. Moore is around three car lengths behind Gushi through the power alley and the final two turns, but overall has a good run outside of the small steering correction on the bank.

MOORE LEAD – Moore has tons of angle and is on the high line around the bank, Gushi has very shallow steering angle and is noticeably lower on the bank. Gushi taps the left-foot brake to try and slide the car higher on the bank, keeping around a single car length of proximity behind Moore. Moore fills the touch-and-go area much better than Gushi did in his lead, and has a good line with tons of tire smoke around the final two turns. Since these cars are the same chassis, it’s fairly obvious when one has more steering angle than the other. All three judges vote for a “One More Time” in this battle.

One More Time

GUSHI LEAD – Gushi initiates around two car lengths head of Moore, Moore immediately closes it down to a single car length after he initiates. Gushi is on a good high line, but has shallower steering angle again compared to Moore. As Gushi transitions in the power alley, he makes contact with the "touch-and-go" wall and loses drift, Moore closes the gap but stays in drift behind Gushi. Gushi re-initiates and drifts the final two turns with Moore just inches from his door. It looks like Moore contemplated passing Gushi at the infield inside clip, but restrained and stayed behind Gushi. The mistake from Gushi will definitely count against him.

MOORE LEAD – Moore initiates again with tons of tire smoke, Gushi again is around two car lengths behind him but with shallower steering angle. Moore dumps big steering angle at the exit of the bank, Gushi tries to slide higher to close down the gap but it throws his line off a bit. Moore continues through the power alley with a snappy transition, Gushi again ends up with shallow steering angle after the transition and struggles to maintain drift near the infield inside clip. Moore finishes the course with tons of steering angle and tire smoke, Gushi is clearly struggling with this course. All three judges vote for Moore to move on to the Top 16, he will be pumped to have his name announced in front of his hometown crowd!

Vaughn Gittin Jr. – Bye Run

GITTIN JR. LEAD – Vaughn Gittin Jr. qualified ahead of his Nitto Tire Ford Mustang RTR teammate Chelsea DeNofa for the third time this season. Together, Gittin Jr. and DeNofa have taken the top qualifier award three times this season, and although this isn’t a top qualifier awards, it does at least guarantee Gittin Jr. a spot in the Top 16. Depending on how the next tandem battle goes, Gittin Jr. could find himself facing his teammate in that round. If that happens, it guarantees that one of the Ford Mustangs will be in the Top 8, but also guarantees that the other will be sitting on the sideline. There will definitely not be any team orders if that happens as Gittin Jr. is one to earn every win he can!

Chelsea DeNofa vs. Jeff Jones

DENOFA LEAD – DeNofa has a good initiation and stays high on the bank, Jones is around three car lengths behind him after initiation and DeNofa expands the proximity to around five car lengths by the end of the big bank. Jones has some steering angle corrections in chase, DeNofa shows big steering angle exiting the bank and transitions smoothly through the power alley. The big steering angle dump from DeNofa allowed Jones to close the gap down to around two car lengths, then maintains similar proximity through the final two turns. Jones definitely had a good second half of the course, but the big gap that was left on the bank will probably give a small advantage to DeNofa.

JONES LEAD – Jones initiates around four car lengths ahead of DeNofa, DeNofa closes the gap down to a single car length by the end of the bank. It’s clear that this was planned from DeNofa as he stays tight to Jones through the power alley and around the second half of the course. DeNofa stays a single car length away from Jones through the power alley, then Jones extends the gap to around two car lengths around the final turn. All three judges vote for DeNofa to move on to the Top 16 where he will face his Ford Mustang RTR teammate Vaughn Gittin Jr.

FORD TOP 16

Just before opening ceremonies the new Power Rangers “Cosmic Drift” short film debuted on the big screen. Four of the five cars in the film were driven either by current or former Formula Drift drivers, which is a great accomplishment for those drivers.

To kick off opening ceremonies, eight young men and women take an oath of enlistment in front of the sold-out crowd, and fans are treated to a flyover from the United States Air Force as well as part of the opening ceremonies. Each of the 16 remaining drivers is introduced to the crowd, and James Deane is presented with the $500 “Bag o’ Cash” from Black Magic award as the top qualifier.

All three Nitto Tire drivers have reached the Top 16, and at least one is guaranteed to make the Top 8 as teammates Gittin Jr. and DeNofa will face each other. Aasbo, Castro and Pawlak get into a donut battle in front of the VIPs on track as all the drivers return to the hot pit to grid up for the Top 16 tandem battles.

Deane vs. Burkett

DEANE LEAD – Deane initiates high on the bank, Burkett starts on a middle line and lets the car slide up to the high line but taps the wall and gets sucked in. The front of the car whips around and taps the wall, and Burkett’s Supra hits the wall multiple times before coming to a stop in front of the crowd. Deane continues drifting around the course and finishes the run cleanly. Burkett gets out of the crowd and salutes them, but the damage looks to be fairly substantial.

BURKETT LEAD – Burkett opts not to take his competition timeout as the damage is far too great to repair in just 5 minutes. Deane makes a solo pass and will move on. All three judges make their decision known and unanimously vote for Deane to move on to the Top 8, easily the easiest decision they’ve had so far today.

Heilbrunn vs. Wiecek

HEILBRUNN LEAD – Heilbrunn initiates with Wiecek just a single car length behind him, Wiecek maintains consistent proximity through the entire bank. Heilbrunn adds big angle towards the end of the bank, and just a short second later, Wiecek adds almost the same amount of angle. Heilbrunn rubs the "touch-and-go" wall almost perfectly, while Wiecek has a good line but clearly isn’t as deep into that area of the track. Heilbrunn has a great line around the final two turns, Wiecek attacks around the final turn and nudges the nose of his car on Heilbrunn’s rear quarter panel. Wow, great chase run from Wiecek!

WIECEK LEAD – Wiecek uses a feint entry and opens up a three car gap on Heilbrunn which he maintains for almost the entire bank. Heilbrunn has more steering angle, but doesn’t close the gap down much. Wiecek finally adds some angle pretty late on the bank. Heilbrunn closes the gap through the power alley, but Wiecek expands the gap again through the final two turns. Heilbrunn had the better lead run from a line and steering angle perspective, but Wiecek had a much better chase run. One judge votes for a “One More Time” while the other two judges side with Wiecek. Wiecek moves on to the Top 8 against his Worthouse Drift teammate James Deane!

Essa vs. Yoshihara

ESSA LEAD – Essa has a good initiation and takes the high line around the bank, Yoshihara starts around two car lengths behind Essa but closes the gap slowly. As they exit the bank, Essa has good steering angle and transitions through the power alley smoothly while Yoshihara slides wide and loses ground to Essa. Yoshihara gets back on course and tries to close the gap to Essa, but it’s clear that Yoshihara will be at a big disadvantage after this run.

YOSHIHARA LEAD – Yoshihara initiates with a three car gap on Essa, we finally start to see Essa suck in close towards the end of the bank. Yoshihara’s BR-Z is putting out a ton of tire smoke, and definitely had more steering angle through the entirety of the course. Essa finally closes the gap down to around two car lengths around the infield, but he definitely wasn’t able to apply much pressure through the run. All three judges vote for a “One More Time.” Looks like the mistakes from both drivers in chase were deemed to be similar.

One More Time

ESSA LEAD – Essa initiates around two car lengths ahead of Yoshihara, but Yoshihara closes it down to a single car length quickly. Both drivers approach the exit of the bank with very similar steering angle, and both drivers transition through the power alley smoothly. Essa is a bit deeper into the touch-and-go, but Yoshihara is maintaining very similar proximity. Overall, this is a much smoother run from both drivers than what we saw previously!

YOSHIHARA LEAD – Yoshihara initiates around two car lengths ahead of Essa and keeps similar proximity around the entire bank. Essa is on a lower line around the bank, but doesn’t make up much ground. Essa takes an awkward line through the power alley and transitions early heading towards the touch-and-go, while Yoshihara has a much more natural line and looks much smoother. Yoshihara extends his lead around the final turn. It looks like we may have a winner here. All three judges vote for Yoshihara to move on to the Top 8!

Bluss vs. Coffman

BLUSS LEAD – Bluss initiates around four car lengths ahead of Coffman and there really isn’t much to report for the rest of the run. Coffman loses ground to Bluss on the bank, Bluss is shallow at the touch-and-go and shallow again on the infield inside clip, but Coffman isn’t able to make up much ground on Bluss’ E46 BMW.

COFFMAN LEAD – Bluss starts to initiate before Coffman despite being the chase driver, both drivers are very close in proximity through most of the bank. Coffman adds a ton of steering angle at the end of the bank and transitions very nicely into the touch-and-go while Bluss is much shallower through the touch-and-go. Stylistically, both lead runs looked similar, but Bluss definitely had more steering corrections while in chase behind Coffman. One judge votes for Coffman, the other two vote for a “One More Time.” We’ll see these two drivers battle again!

One More Time

BLUSS LEAD – Coffman jumps the start in an effort to maintain pace with Bluss, but finds himself too far ahead of Bluss and has to slow down before initiation. Bluss initiates around five car lengths ahead of Coffman and on the high line around the bank, Coffman is on a much lower line and isn’t able to make up much proximity on Bluss. Bluss has good angle exiting the bank and brushes the touch-and-go masterfully, Coffman is never really able to close the gap and finishes around four car lengths behind Bluss.

COFFMAN LEAD – Coffman has a much smoother initiation, and has tons of steering angle around the bank while Bluss is around three car lengths back. Coffman maintains substantially more steering angle around the bank than Bluss, while Bluss has an awkward transition in the power alley and has very shallow steering angle. Coffman fills the touch-and-go nicely while Bluss is off the line. Coffman again has a good line at the inside clipping point, while Bluss is struggling to keep his car sideways. Overall, a very shaky run from Bluss, which is very unexpected. Two judges vote for Coffman while one judge votes for a “One More Time.” Coffman will move on to the Top 8!

Tuerck vs. Pawlak

TUERCK LEAD – Tuerck initiates around two car lengths ahead of Pawlak, Pawlak is on a lower line around the bank and closes the gap down to a single car length. Tuerck adds big steering angle at the end of the bank, Pawlak mimics the steering angle nicely, and both drivers transition in the power alley almost identically. Tuerck pushes deep into the touch-and-go, but his momentum takes him wide of the infield inner clipping point. This run is hard to judge as Tuerck definitely had the better line, but Pawlak was able to hold good proximity despite some of the sacrifices in his line that he made.

PAWLAK LEAD – Pawlak uses the same feint entry he’s been using all day and immediately opens a three car gap on Tuerck. Pawlak has some steering angle wavering on the bank, while Tuerck maintains consistent steering angle. Tuerck takes a shallow line through the power alley to suck in tight to Pawlak, but then makes contact with Pawlak between the touch-and-go area and the inner clipping point. Tuerck is unable to continue drift, while Pawlak loses some angle but uses his momentum to maintain drift and finish the final corner in drift.

This appears to have happened just outside of the "decel zone" that was defined in the drivers meeting, which makes this a much trickier decision to make for the judges. One judge votes for Ryan Tuerck, the other two vote for Pawlak. We’ll see Pawlak in theTop 8.

Aasbo vs. Castro

AASBO LEAD – Aasbo initiates around three car lengths ahead of Castro, but Castro is able to close the gap down to a single car length by the exit of the bank. Castro makes contact with Aasbo just before both cars enter the power alley. This is an area where drivers have been adding steering angle to set themselves up for the power alley, which naturally slows the cars down. It seems as though Castro will be at-fault for the collision, but this call could have easily gone the other way due to Aasbo slowing down in an area that wasn’t designated as a "decel" zone.

CASTRO LEAD – Castro initiates around three car lengths ahead of Aasbo, but Aasbo closes the gap quickly to a single car length. Castro adds big steering angle at the end of the bank, Aasbo stays around a car length and a half behind Castro. Castro has a good lead run, but being placed at fault for the contact in the first run will work against him. All three judges vote for Aasbo to move on to the Great 8. Both drivers get out of their cars to hug each other and celebrate a good pair of runs.

Bakchis vs. Moore

BAKCHIS LEAD – Bakchis initiates around three car lengths ahead of Moore, Moore slowly closes the gap down to around two car lengths near the end of the bank. Moore dives in after the power alley transition and closes the proximity down to a single car length. Moore taps Bakchis just after the infield inside clip. Bakchis finishes smoothly, while Moore has to make some corrections to keep the car in drift. This is clearly Moore’s fault for getting too aggressive at the infield inside clip, but otherwise, this was a great run from Moore until that point.

MOORE LEAD – Moore initiates around three car lengths ahead of Bakchis, but Bakchis closes the gap a bit around the bank. Bakchis seems to be taking a conservative approach to this run, leaving space for Moore to make his transitions and just sitting back without being too aggressive. Moore finishes the run cleanly, Bakchis never really applies pressure, but after the contact in the previous run, he probably doesn’t need to. All three judges vote for Bakchis to move on to the Top 8.

Gittin Jr. vs. DeNofa

GITTIN JR. LEAD – Gittin Jr. intiiates with DeNofa less than a car length behind him, both drivers have almost identical steering angle around the bank. This is an amazing chase run from DeNofa! As Gittin Jr. comes off the bank, DeNofa anticipates his transition and sucks in tight to Gittin Jr., staying almost exactly a single car length behind Gittin Jr. through the entire second half of the track. Gittin Jr. definitely had a great lead run, but the proximity from DeNofa is the story of this run!

DENOFA LEAD – DeNofa initiates while Gittin Jr. mirrors DeNofa’s angle almost identically. DeNofa definitely fills the touch-and-go better than Gittin Jr. does, but the proximity again is insane! Gittin Jr. leaves just inches for DeNofa to transition in time for the final turn. Wow, this was easily the best pair of runs all weekend! All three judges vote for DeNofa to move on to the Great 8! This run easily could have gone “One More Time” between the Nitto Tire teammates, but DeNofa’s chase run was consistently closer than Gittin Jr.’s chase run.

NOS ENERGY DRINK GREAT 8

Deane vs. Wiecek

DEANE LEAD – Both drivers initiate almost identically. Wiecek is less than a car length behind Deane. These guys are teammates but won’t hold back from trying to beat each other. It’s clear that these guys know exactly what to expect from each other as this truly feels like a "twin" battle not just visually but in driving style. Both cars exit the bank with Deane holding a slight one car gap, Deane fills the touch-and-go nicely and opens about a car length of gap ahead of Wiecek. It’s tough to find differences between these two drivers. We’ll have to see how the next run goes.

WIECEK LEAD – Wow, another situation where both drivers clearly know exactly what to expect. After initiation, Wiecek is a bit higher on the bank than Deane, but Deane keeps the half-car length of proximity very consistently around the bank. Wiecek has a smooth line through the touch-and-go, Deane sticks to Wiecek like glue and doesn’t lose any ground. It’s very difficult to determine which driver is superior in these runs. I think everyone would be happy to see these two tandem with each other time and time again! All three judges vote for Deane to move on to the Final 4, and now he’s guaranteed a podium finish as the top qualifier.

Coffman vs. Yoshihara

COFFMAN LEAD – Coffman initiates around two car lengths ahead of Yoshihara and on a higher line, Coffman is much deeper on the big bank and has a lot more angle as he exits the bank. Coffman brushes the touch-and-go with Yoshihara close behind him, Yoshihara has good proximity but definitely sacrifices a bit of angle through the power alley to stay close to Coffman.

YOSHIHARA LEAD – Yoshihara initiates around three car lengths ahead of Coffman and extends it to around four car lengths by the end of the bank. Yoshihara bumps the wall at the top of the bank briefly, but the car isn’t shaken up at all. Coffman closes the gap down to around two car lengths through the power alley, but slides well wide of the inside clip which allows Yoshihara to open up the lead by another car length. All three judges vote for Yoshihara to move on to the Final 4 against Deane.

Aasbo vs. Pawlak

AASBO LEAD – Aasbo initiates around two car lengths ahead of Pawlak, but Pawlak closes it down to a single car length by the end of the bank. Aasbo has shallow steering angle entering the power alley, but Pawlak stays tight to him and emulates his line at the touch-and-go and infield clipping point. Pawlak’s transitions are very snappy, while Aasbo’s Toyota Corolla iM is much slower to rotate. This was a great chase run from Pawlak, but Aasbo didn’t make any mistakes either.

PAWLAK LEAD – Pawlak initiates around two car lengths ahead of Aasbo, but Aasbo closes the gap down very quickly to a single car length. Pawlak has a very snappy transition through the power alley and has substantially more steering angle. Aasbo sucks in tight to Pawlak right at the infield, but Pawlak has trouble transitioning around the final turn and loses drift. Aasbo nearly hits Pawlak once, then gets back on the throttle and has to avoid Pawlak a second time.

This looks to be a transmission failure from Pawlak, which is unfortunate as he might have won this battle had he been able to get the car in gear. All three judges vote for Aasbo to move on to the Final 4.

Bakchis vs. DeNofa

BAKCHIS LEAD – Bakchis initiates and immediately extends a three car gap on DeNofa, DeNofa closes the gap towards the end of the bank but has a lot of noticeable steering corrections. DeNofa leaves just enough room for Bakchis to transition, then attacks on the door of Bakchis. Unfortunately, DeNofa makes contact with Bakchis, and this is a known decel area, so fault will probably fall on DeNofa. All three judges agree and place blame on DeNofa, which will give Bakchis time to fix his car.

DENOFA LEAD – Both drivers make it back to the line, and the tandem battle continues. DeNofa initiates and opens up a three car gap after initiation, but Bakchis closes the gap slowly. DeNofa’s car is hopping around as he continues to lift one of this front wheels while driving, and each time the wheel touches the ground, the car lurches forward from the additional grip. Bakchis surges ahead and closes the gap to DeNofa in the power alley, but avoids contact and keeps close to DeNofa around the final turn. It looks like DeNofa may have mis-shifted around the final turn, but he kept the car in drift. All three judges give the win to Bakchis. Our Final 4 is now set!

BLACKVUE FINAL 4

Deane vs. Yoshihara

DEANE LEAD – Deane initiates and holds a two car gap on Yoshihara around the entire bank, Yoshihara leaves the high line a little early to try and close the gap but it remains pretty consistently at two car lengths through the power alley. Deane transitions smoothly, Yoshihara is unable to make up much ground around the final two turns. Deane is just so methodical with his driving, he’s nearly impossible to beat when he’s in the zone. This looks to be one of those days!

YOSHIHARA LEAD – Immediately after Yoshihara intiiates, Deane is just a car length behind Yoshihara. Yoshihara adds some angle at the end of the bank, Deane adjusts well and allows Yoshihara just enough room to transition through the power alley. It looks like Deane actually made contact with Yoshihara in the power alley, but neither car was affected. Deane briefly lost some proximity to Yoshihara, but closed it again after the car settled in the touch-and-go. Deane stays just a single car length behind Yoshihara at the infield inside clip and stays tight around the final turn.

All three judges vote for a “One More Time." We’ll see these two battle again!

One More Time

DEANE LEAD – Deane initiates around a car lenth ahead of Yoshihara, but Yoshihara quickly cuts the proximity in half. Deane again has a near perfect run, Yoshihara loses some ground through the power alley and again between the infield clip and the final turn, but overall has a smooth run. Yoshihara almost looked like he was about to wash out, but was able to keep the car in drift across the finish line.

YOSHIHARA LEAD – Yoshihara has big angle on initiation, Deane keeps the proximity around a single car length through the bank and keeps very consistent proximity through the power alley. Yoshihara transitions and rubs the touch-and-go perfectly, Deane stays less than a car length away from Yoshihara at the infield inside clip. Yoshihara opens up a small gap around the final turn, but it looks like it might be too little too late for Yoshihara. All three judges vote for Deane to move on to the Final Battle.

Bakchis vs. Aasbo

BAKCHIS LEAD – Bakchis initiates a single car length ahead of Aasbo but quickly extends the lead to around three car lengths through the majority of the bank. Bakchis cranks up the steering angle exiting the bank and transitions smoothly through the power alley, Aasbo remains around two car lengths behind Bakchis. Bakchis slows through the decel zone with big steering angle, Aasbo closes the gap but successfully avoids contact. Both drivers stomp the accelerator pedal and turn on the tire smoke. As they round the final turn, Bakchis washes out and over-rotates while Aasbo finishes smoothly. Looking at the replay, there wasn’t any contact from Aasbo. It looks like Bakchis made the mistake independently.

AASBO LEAD – Aasbo has a three-car lead after initiation, Bakchis closes it down to a single car length by the exit of the bank. Aasbo briefly opens the lead up to two car lengths through the power alley, but Bakchis again attacks at the inside clipping point and stays less than a car length from Aasbo around the final two turns. All three judges vote for Aasbo to move on to the Final Battle.

BLACK MAGIC FINAL BATTLE

Deane vs. Aasbo

Aasbo and Deane have accounted for four of the five event wins so far this season, but have only met once this season in Canada. Aasbo won that battle, which means Deane will be looking for revenge. With just 34 points separating both drivers entering the event, and 20 points up for grabs between finishing in first and second, this matchup will have major championship implications!

DEANE LEAD – Deane initiates around a car length ahead of Aasbo but with substantially more steering angle, Aasbo maintains a similar distance around the entire bank. Deane brushes the wall twice in the middle of the bank, but the car continues drifting full lock. Aasbo surges ahead through the power alley and sucks in tight to Deane, but backs off just in time to avoid contact. Both drivers continue around the final two turns with plenty of smoke. This was a great run; it’s very hard to pick an advantage after such an amazing run from both drivers.

AASBO LEAD – Both drivers initiate side by side into the bank, Aasbo briefly opens up the gap to around a car length and a half, but Deane closes the gap down. Aasbo dumps a ton of steering angle again exiting the bank, but Deane adjust nicely and stays close on Aasbo’s door. Both drivers transition cleanly through the power alley and stay close through the touch-and-go and around the final two turns.

There were moments where Aasbo looked like he had opened up a gap, but Deane consistently closed the gap down again. The crowd starts chanting for a “One More Time” and they are rewarded. All three judges vote for a “One More Time.” We’ll see this battle again!

One More Time

DEANE LEAD – Deane initiates with a big Scandanavian flick, Aasbo is just a half car length behind Deane. Deane adds some big steering angle midway through the bank, Aasbo is close to Deane but clearly doesn’t have the same amount of steering angle. Deane transitions smoothly through the alley and has a great line through the touch-and-go, Aasbo closes the gap back down from one car length to a half car length at the inside clip. Both drivers finish smoothly. Great proximity from Aasbo, but there were definitely several areas on the track where he lacked steering angle.

AASBO LEAD – Aasbo initiates around two car lengths ahead of Deane, but Deane closes it down to a single car length by midway through the bank. Aasbo slows down noticeably near the touch-and-go, but Deane adjusts well and keeps the proximity around the final two turns. Overall, Aasbo’s adjustments are more jerky while Deane’s adjustments seem to be much smoother. Looking at both runs side-by-side, there are definitely five or six different times when one driver has better proximity or steering angle than the other, but at the end of the run, it’s very difficult to determine who had a superior pair of runs. The judges take several minutes to digest their runs, but we have a winner!

ROUND 6 FINAL STANDINGS

Bakchis is brought to the front of the crowd as he has earned third place over Yoshihara due to qualifying position. Aasbo and Deane pull up and await the decision. In a split decision, James Deane is the winner! One judge voted for Aasbo, but two voted for Deane to earn the victory.

Deane will extend his championship points lead to more than 50 points with just two events left.

(Photos: Andrew Jennings)

Check back soon for more photos from FD Seattle!

As if being the largest gathering of Toyota AE86 Corollas, Scion FR-Ss and Subaru BRZs in the nation wasn’t prestige enough for the team at 86Fest, they've returned to the hallowed grounds of Fontana’s Auto Club Speedway with even more added to their sixth year’s agenda — and we’re not talking just about the 2017 Toyota 86 and 860.

Building on the success of last year’s event, 86Fest joined with Global Time Attack (GTA) to bring fans the return of MotorMassive, which joined 86Fest with a GTA pro-am competition round, and clocked, open track time for a large assortment of qualifying cars and drivers who wanted to venture out on the Auto Club Speedway infield.

Plenty of AE86 Corollas and Toyota/Scion/Subaru 86 machines hit the tarmac in their own run groups, and joining their fray were examples of just about every track-prepped car you could imagine, from time-attack-favorite Mitsubishi EVOs and Nissan Skylines/GT-Rs, to less-common vintage American and Japanese iron.

Running quickest of the day in GTA competition — amidst that impressive field of powerful machinery — was Markos Mylonas in the No. 555 street-class (yes, street class!) Snail Performance Subaru Impreza WRX with a 1:11.298 and the new street-class record at the Auto Club infield.

Claiming a hot Second overall was Steven Chan in the No. 720 Nissan GT-R, with a 1:11.528, just ahead of Roy Narvaez in the No. 50 Nissan GT-R, laying down a solid 1:11.690.

Four female time-attackers sets egos and hearts alike on fire throughout the day, lead by MotoIQ’s Karla Pestotnik in the No. 254 Honda S2000 with a 1:18.064 in Exhibition AWD class, and followed closely by Sally McNulty in the No. 412 bone-stock, Enthusiast AWD-class Subaru WRX STI with a 1:22.150.

Turning to the show portion of events, some of the buffest and cleanest FR-Ss we’ve yet laid eyes on could’ve been found in the Auto Tuned camp, with efforts from Godspeed, Team Elevate and dozens upon dozens of privateers joining them throughout the pit-garage parking areas and vendor alley.

As for those non-86 makes, LTMW’s stable of incredibly clean exotics and Euros took that cake, but not without a serious threat posed by Team Hybrid and Platinum Vinyl, Tuning Technologies and NvUS, Motegi Racing and American Racing and plenty more.

MotorMassive and 86Fest even brought an autocross with them, which served not only as a great proving ground for enthusiast street-car drivers and experienced AutoX-ers, but also as a demo stage for rowdy pro-am drifters whose Top Drift machines filled the lot with smoke and thick black lines, and drew in the fans like only sliding sideways can.

Other notable inclusions to this year’s festivities included the packed pit garages, vendors’ displays, RC car drifting and lots of endlessly talented and friendly spokesmodels and showgoers.

But for more on all of that, we’ll leave you to check out our gallery below.

For information on 86Fest and MotorMassive, and upcoming related events, visit www.86Fest.com.

Continued from Part 1, after fixing the blown-up hood from our first run at Speedweek. Click here for the first part of the Bonneville Salt Flats racing story.

Finally Time to Make Our First Run

Attending Speedweek as media, I’m used to constantly moving — running between courses, searching for cars and interviewing teams in the pits. Being there as part of a race team was a big change of pace. The only thing to do in line was wait. Fellow Studebaker enthusiasts, friends and spectators would stop by for a few minutes to chat. People were coming to find me for a change, and the hours passed by quickly.

In between passersby, Jerry, Ethan and I talked about our lives and the cars that have helped to shape them. Spending such an expansive amount of time with someone who days before had been a stranger seemed surprisingly normal. Jerry was quickly becoming a life-long friend. His generosity continued to strike me as unique, surprising and refreshing.

Within a couple hours we were at the start line once more. Again, Jerry would take this shakedown run and ensure everything was OK. Wait, take-off, hurry behind. We found him and the Studebaker at the end of the course, smiling soundly and laughing. We’d done it. We were here, and we were running the car!

One more line, and some peanut butter and jelly sandwiches later, and it was me in the racing suit. It’s called “land speed racing,” but that doesn’t mean they let just any nut job out there to try and go as fast as possible. During a rookie run, you’re supposed to prove you know the proper steps to race on the salt. You need to go above 125 mph but no more than 150. Recorded time, on the rookie course, is taken as an average of your entire second mile — meaning you have 1 mile to get to speed, 1 mile to floor it and 1 mile to slow down.

A Rookie's First Race Down the Salt

Not sure if it was sitting in full racing gear in the middle of a desert in the middle of August or if it was merely my excitement to make my first run down the course, but it felt like I was sitting there forever. You’re expected to get dressed and buckled up a couple cars down the line. If any issues that delay running happen between buckling up and leaving the line, you just stay put and do what you can to stay cool. I didn’t mind the opportunity to calm my nerves and get used to the fact that I was finally in the driver’s seat. Having Jerry, my husband, dad, brother and uncle milling around and holding an umbrella to shade me was like having a little cocoon of care swarming around the car. I was thankful they were there to help and share in this. I felt like the luckiest girl in the world.

At last, the Studebaker was rolled up to the line. Nothing stood between me and the vast expanse of salt. This was real. This was happening. The course starter asked me a couple of questions and checked my belts. The car was started and put in gear and the doors were closed.

It was just me and the car now. The healthy rumble of the engine seemed muffled in my state of focus as I put my helmet’s visor down and got the hand signal from the starter to pull off the line. I was at once intensely aware of everything going on around me — the engine’s song and car noises, the chase truck disappearing behind and the orange cones blipping by on the periphery.

As the speed increased, the noises died down. It was eerily quiet. I was at once fully at peace and fully alive. This was not playing it safe or sitting by the sidelines. This was not a wallflower moment.  This was life demanding that you show up in a big way. That, just like the car, you must operate in high performance. I surveyed the space around me, the landscape offering little to no marker of my speed. Mechanical speedometers don’t work at these speeds, rather RPMs are used to calculate an approximate mph. Exiting the second mile, the timed portion, I kept tabs on the RPM to ensure I would hit my target speed for my rookie license. I couldn’t help but let out a little victory yell as I slowly lifted my foot off the throttle.

We’d been instructed to pull off as soon as we felt it safe to do so, not necessarily to use the entire third mile to slow down. But I didn’t want to cut my run short, plus I was afraid my speed perspective was slightly warped and didn’t want to turn before it was safe to do so. So, I stayed on course until the graded white salt began to get bumpy with patches of dirt showing through and flags marked the end of course. Shutting the engines off, I rolled to a stop on the return road. 

Going through my bailout steps, I exited the car and got my helmet off. I had a couple moments of silence to take in the middle-of-nowhere quiet before Jerry and Ethan arrived in the chase truck, I was still buzzing with life. It was one of those rare moments when the ordinary becomes the extraordinary; those moments don’t last long, but when they show up you drink them in.  

Licensing at Speedweek

It was Sunday, and our goal was to get in as many runs as possible before the end of the day. As we posted the car in line again, I left to pick up my timing slip. My time: 128.679 mph. Just enough to get signed off as a rookie and gain my Class “B” racing license! Two hours later, and I was running once more, no less exciting than the first — this time, getting up to 149.52. If I could break 150, I’d get my next class license. SCTA driver’s licenses step up gradually through classes D to AA before earning an “Unlimited” 300 mph or faster license.

By the end of the day Jerry, Ethan and I were returning from runs and switching our shared racing gear as quickly as possible to get the next driver ready to take the next run. We must have been a sight, stripping off the shared racing shoes and suit with only our fireproof Long Johns underneath; at the end I didn’t even bother putting on any real pants before jumping in the truck!

We netted at Jerry and myself both getting three runs and Ethan getting two. Jerry got the car fastest, 151.926 mph, while I was right behind him with a 150.710 — meaning, I qualified for my Class “C” license. Nobody wanted the day to end, but we couldn’t have asked for a more successful day of racing. For us, we weren’t attempting to break records, we were just out there to have fun — whetting our appetites for bigger ventures.

They call it “salt fever,” the fervor to go just a little bit faster and return to the salt each year. I hadn’t even pulled off the track of my rookie run before a strong inner drive was telling me, “I want to go faster.” My guess is this drive will take me on unexpected adventures as I build my own car with sights set on gaining entrance to the 200 mph club.

Picking up our official licenses the following day in the impound area, I ran into an old friend. After six years, his Flathead-powered Studebaker had just made a record-breaking pass. Glancing around at the smiles of the crew surrounding the car, I knew it wasn’t about the record; it was about the adventure in getting there. Looking down at the SCTA racing license in hand, I knew it wasn’t the finish line, but just the beginning of something even more magical.

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The showdowns you'd been waiting for finally happened at Formula Drift Seattle, pitting teammate against teammate: Mustang RTR's Chelsea DeNofa vs. Vaughn Gittin Jr. and Worthouse Drift's James Deane and Piotr Wiecek. But it was James Deane who prevailed in the end, narrowly beating out Fredric Aasbo in the Final Battle and securing a 57-point lead in the Championship standings.

For more from Evergreen Speedway, check out out our FD Seattle photo gallery at the top.

(Photos: Andrew Jennings)

The second to last round of the 2017 Formula Drift Championship Series happens Sept. 8-9 at Texas Motor Speedway.

Formula D Pro Championship Standings:

1. James Deane - 475 pts
2. Fredric Aasbo - 418 pts
3. Kristaps Bluss - 329 pts
4. Odi Bakchis - 298 pts
5. Michael Essa - 295 pts
6. Ryan Tuerck - 285 pts
7. Vaughn Gittin Jr. - 281 pts
8. Matt Coffman - 260 pts
9. Daijiro Yoshihara - 258 pts
10. Dean Kearney - 257 pts
11. Piotr Wiecek - 225 pts
12. Alex Heilbrunn - 210 pts
13. Chelsea DeNofa - 199 pts
14. Justin Pawlak - 197 pts
15. Matt Field - 195 pts
16. Chris Forsberg - 192 pts
17. Alec Hohnadell - 191 pts
18. Nate Hamilton - 175 pts
19. Ken Gushi - 161 pts
20. Jhonnattan Castro - 158 pts
21. Jeff Jones - 156 pts
22. Robbie Nishida - 138 pts
23. Kyle Mohan - 122 pts
24. Cameron Moore - 122 pts
25. Dan Burkett - 109 pts
26. Pat Goodin - 108 pts
27. Juha Rintanen - 107 pts
28. Marc Landreville - 51 pts
29. Taylor Hull - 36 pts
30. Georgy Chivchyan - 18 pts

If you missed it, check out our FD Seattle Top 32 Play-by-Play.

Are you a soft top or a hardtop kind of person? It’s something you’ve probably never pondered until you purchased a Jeep Wrangler. For us, we’ve always enjoyed the lightweight and ease-of-removal of the soft top, but never cared for the zippers and easy-to-damage windows. The hardtop, on the other hand, offers greater security, lower wind noise and increased practicality when loading cargo in the back. The major downfall of the hardtop is the weight and repair expense associated for if and when it happens to get damaged off-road.

Like many of you, we wanted something in-between. Thankfully, Bestop knew we were not the only ones looking for a best-of-both-worlds top and created the Trektop Pro Hybrid. As the name implies, it’s a hybrid top that combines the convenience of a hardtop with the freedom of a lightweight soft top.

With our stock soft top on our 2013 Jeep Wrangler Unlimited starting to show age, we decided to invest in the Trektop Pro Hybrid. We’ve broken down our review in the video above, and highlighted some of standout features in the article below.

In order to support the back glass and unique side windows, Bestop uses a support structure that attaches to the Jeeps tub and factory rollbar. While you can run the soft top as a Safari Bikini top, you’ll keep the shown supports in place with the windows removed.

Bestop uses its premium twill series fabric for the Trektop Pro Hybrid, which is one of its most durable and wrinkle-resistant. We found the fabric has been easy to clean after ‘wheeling and comparable to the OE top in terms of wind noise on the highway.

The absolute biggest draw to this top for us was the back glass. We’re constantly in and out of our cargo area, and the gas-strut supported back glass makes it easy and convenient to use. There are even appointments for mounting a rear wiper and hooking up the built-in defroster if you feel so inclined.

Bestop built in its Sun Rider feature to the top, which allows you to quickly fold back the front half of the top. The crossbar you see is designed to ensure water doesn’t puddle overhead.

The biggest complaint we ever hear from people about their top is that it leaks. Bestop did a great job with the seals throughout the Trektop Pro Hybrid. This Jeep is stationed in southeastern North Carolina, which gets plenty of rainfall. To date, we haven’t experienced any leaks.

If you like to haul your pets in the back, or just want a little extra air flow, you’ll appreciate the screen mesh behind the tinted glass on the side windows. For those looking for a tidy way to store the rear windows, you can order Bestop’s optional storage system.

Currently, the Trektop Pro Hybrid is available for the 2007 to 2017 Jeep Wrangler and Wrangler Unlimited. Without question, it makes working and living out of the Jeep far superior to a standard soft top. For those looking for an ideal compromise between a hardtop and soft top, it’s hard to beat this option. 

Looking for some fun in the sun with your Jeep? Check out Jeep Beach!

Walking through the recent Summer Madness truck show in Bakersfield, California, we were wowed by the sheer number of custom pickups on hand — but there was one build in particular that we won't soon forget. It may still be a work in progress, but this body-dropped Chevy C10 project by Takao Metalworks in Fresno, is getting ready to shake things up.

At this point the body of the vintage of Chevy is still original with plenty of patina, but that's just about the only thing that's been left alone on this build. For starters, the old school C10 body is actually sitting over a fully custom chassis that uses components from Acme Chassis Factory.

Displayed without a bed, showgoers could get an up close look at the chassis and rear suspension setup — and just as importantly, the radically-sized wheels.

The enormous Raceline wheels were custom-built for the project and measure an incredible 24x15" in the rear. Yes, that's 15 inches wide.

But the coolest thing about the truck isn't even the mindblowing stance. You see, this is going to be more than just a looker, because in the engine bay sits a brand new LT4 supercharged crate motor making well over 600 horsepower.

Not only has the blown 6.2-liter V8 been fitted, but an 8L90E eight-speed automatic transmission has also been added. By no means is this going to be a lazy cruiser.

Obviously the project is still a while off from completion, but it's already shaping up to be one of the coolest street truck builds on the West Coast.

Needless to say, we'll be looking forward to checking it out again once its done.

Formula Drift Japan slid into Fuji Speedway for Round 3, and we were there to catch up with our friend "Mad" Mike Whiddett and the TCP Magic HUMBUL. If you recall, we were with Mad Mike at Ebisu for Round 2 where he fought his way through rough conditions only to get knocked out by a controversial three one-more-times.

With the cloudy skies throughout the day and the threat of rain in the forecast, would history repeat itself at Round 3?

Qualifying presented a different set of challenges as the TCP Magic team worked hard to change the settings to suit the higher speed and grip of Fuji Speedway. Also, a disconnected vacuum line on one of the waste-gates meant the HUMBUL was down on power during qualifying, which made getting into the Top 32 even more challenging.

As he does, Mad Mike took everything in stride and was able to overcome both the under-steering and power issues to place himself 10th in the Top 32 brackets. This put him on the opposite side of the bracket from Andy Gray, which meant there was a possibility for the two to meet in the Finals.

UnpredictaBUL Top 32

Unlike D1 Grand Prix where the Top 32 is all solo runs, Formula D goes straight into tandem battles. There are always a few upsets on the road to the finals, and this Round 3 was no exception.

The biggest upset was when 20th qualifier Ishikawa (no relation, at least I think) in his S15 beat out 13th qualifier Oshiro in his Mark II. There were a few other standout moments during and even before the Top 32. The 26th qualifier Li put his car into the wall on the exit of zone 1 during practice. His day ended early and handed Takahashi a bye-run.

There was one point when several of us in the media cringed as we saw Tang and Tamagawa head back to the starting grid after their second run. The issue? They were driving in the opposite direction, taking them straight into zone 1, where inexplicably, Fukada and Tokita were already starting their first run. Luckily, nothing happened, but the potential was huge.

Similar to Round 2, Mad Mike faced off with the only other rotary on the grid: Yamamoto. Together, the two FD RX-7s made the loudest runs of the day as they launched from the starting area. Mike's lead run was a bit shallow into zone 1, not quite reaching the outer clipping area, but it was at this point that Yamamoto spun. Mad Mike just had to keep it cool and put in a solid chase run, and he was on his way to the Top 16.

Both the runs between 8th qualifier Hayashi versus 25th qualifier Saito, and the 15th qualifier Tokita versus 18th qualifier Fukada went one more time. Saito and Fukada were able to come out ahead on their second runs to advance to the Top 16.

The final OMT of the Top 32 was between 11th qualifier Saito Ikuo and 22nd qualifier Iizuka. Saito ended up straightening in zone 2 during his chase run, giving the win to Iizuka.

IncrediBUL Top 16

Mad Mike now faced the 7th qualifier Takahashi and his big body Mark X. From our spot, it looked very even between the two, but Mad Mike was able to take the win and make it through to the Top 8.

Joining him in the next round would be Gray, Minowa Shinji, Saito, DeJagger, Fukada, Yokoi and Yamashita.

UnbelievaBUL Top 8

There is no pause between the Top 16 and Top 8, so it was straight back into action. This was the most exciting run of the day for Mad Mike. In his lead run, HUMBUL exited from zone 1 — the loud brap of the four-rotor twin turbo was accentuated with the loud thunder as flames ripped from the external waste-gates and rear exhaust.

As the HUMBUL's waste-gates exit through the hood, the flames could be seen rising in front of the wind screen. It did this several times throughout the run and continued through to the end of the run. Perhaps it was this thunder that beckoned the rain to come.

Shinji, Gray and Yokoi won their rounds to join Mike into the Top 4. It was shaping up to be a rematch between Mad Mike and Gray.

AdmiraBUL Top 4

First up was Gray in his JZX100 against Shinji in his 370Z. The battles were close when Shinji sent two wheels off in zone 2 while giving chase, it would appear that Gray would get the win. But, the rain had started and just after zone 4 but before the end of the run area, Gray spun.

Up next was Mad Mike against Yokoi in his S15. Although Mad Mike gave it his best, the conditions had become difficult and there were a few corrections made during his runs while entering zone 3's inside clipping points. This would send Yokoi to the Final to go up against Shinji. 

As Formula D does not run battles for third place, it would go to Gray as he qualified higher than Mad Mike. Not the kind of result Mad Mike was hoping for, but he was definitely still satisfied.

AcceptaBUL Final 

The Final put the top qualifier Shinji against the third top qualifier Yokoi. Both drivers also compete in D1 Grand Prix and have a lot of experience on larger circuits like Fuji Speedway. Both drivers made stellar runs but Shinji was able to close the gap during his chase run which would make the difference in giving him the win.

ForeseeaBUL Future

After making the long walk back to pit area we caught up with Mad Mike, Kawato and the rest of the TCP Magic Red Bull team. Mad Mike was busy talking with fans who come from around the world to see him as the rest of the team started to get everything packed away. 

When we were able to get a moment with Mad Mike, he seemed rather satisfied with the results and knew he had a successful weekend. There was no controversy and no what ifs after this round. He showed off his new Arton Senna helmet and new race suit. 

Up next is Round 4 in Okuibuki Motor Park, and we can't wait to meet up again with Mike and see what he can do with HUMBUL. If the trend continues, he should be sitting on top of the podium in September. 

See more of the action from Fuji Speedway in the photo gallery below.

Have you ever had a build just sit in your garage, collecting dust and rust, as it waits forever on your project "to-do" list? Mike Brown's 1974 Pontiac Grand Am did just that — sat — for years. When he finally got around to rebuilding it, it took only a few short months to bring it back to life. Soon, the car was loaded with modifications, including an LSX swap and Nitto Tires (NT555Rs in the rear and NT555s in the front), ready to be taken on the drive of a lifetime. And although it took a while to get there, what matters is that it did.

Read on to find out more about Mike's build and the inspiration to behind it.

Mike Brown  |  @mikebrowncustoms

1974 Pontiac Grand Am

1.  What is the best mod to your vehicle?

I have done so many mods, but I would have to say the 6.0 LSX swap. It has a 6.0 030 ported PRC heads, Edelbrock Victor intake, Pro System 846 CFM carb, Comp Cam and a Induction Solutions Saturday night special plate kit. I have been driving the wheels off it. Drive it to the drag strip, race it and drive it home.

2.  Who/what has been the biggest influence on or inspiration for the build?

My father! He loved driving the car. The day he got diagnosed with terminal brain cancer he said his No. 1 thing he wanted to do was cruise it again. The car was completely disassembled in the back of my shop for nine years. Within a two-month period, we built the car and got him out for his last rides in it.

3.  What is your biggest car pet peeve?

Being a perfectionist with paint and body, I hate when people don't take the time on the engine bay and door jambs. 

4.  What is your favorite music to build or drive to?

I like all types of music, but I really like driving to good old AC/DC or some heavy metal when I am at the drag strip.

5.  What is your next automotive adventure?

I will be building a custom '67 Chevy Camaro convertible. The car is a frame off. We have already installed a built 383 blower motor and overdrive trans with a chrome 9 in Ford rear and air ride suspension. The car will be Ford Konia blue.

Mike owns his own customization shop in Ohio, so make sure to check out his other projects on Instagram @mikebrowncustoms.

Ultra4 Racing. It's a small world, but an enthusiastic one. If you know it, you're already in it, and you love it.  The rest of the world, however, has only caught glimpses of the Ultra4 world — namely from an episode of "Top Gear" that aired earlier this year, showcasing Ultra4's big "King of The Hammers" (KOH) race, and more recently the new six-episode series "Journey to the Hammers" on NBC Sports. The best way to describe this race to an outsider? "Burning Man meets Mad Max."

Intrigued, yet?

If you're into 4x4s and off-roading, Ultra4 Racing is pretty much the holy embodiment of everything you hold near and dear. How so? Let's take a look...

1. Rocks.

This is what makes Ultra4 so hardcore. So many rocks. So much crawling.

2. And epic fails.

Yep. A lot of this, too. Here we see a few rock-bouncers try (and fail) to conquer Back Door at a past KOH Shootout. This stuff takes skill!

3. Killer suspension setups.

Probably not too shocking, but these cars can really take a beating. (IFS for the win? Maybe we shouldn't go there...)

4. Dust.

Ultra4 is a combination of rock crawling and desert racing — and with the latter, things can get a little dusty. This is where the Mad Max comparisons come into play...

5. Mud.

And just when you thought Ultra4 couldn't get any better... Rocks, dust and mud! The three best elements the world has to offer, all in one motorsport.

6. Fierce competition.

These drivers are in it to win it. (Cue Ludacris: "Move...get out the way!")

7. Sweet jumps.

Just what we like to see. Plenty of action.

8. Stampede!!!

This legit looks like the wildebeest scene from "The Lion King." Except the wildebeests are Transformers. Crazy, huh?

9. The scenery.

KOH takes place in the Southern Californian desert in Johnson Valley. You haven't seen jaw-dropping, vivid AF, Instagram-worthy, "there-is-a-god" sunrises until you've seen one in Johnson Valley. The views are amazeballs, and just imagine seeing that every morning of the week-long series as you walk out of your camper, ready to seize the day!

Take a deeper look at the amazing world of Ultra4 Racing in the second episode of "Journey to the Hammers" tonight at 8 PST on NBC Sports. Watch the series trailer at the top!

King of The Hammers isn't the only Ultra4 race. See more Ultra4 action at DrivingLine.com/ULTRA4.

You don’t have to be a fan of the LS engine to recognize it holds an important place in automotive history — some might even say it has changed the world. Here are some milestones of its evolution:

1.  TURBO-FIRE

• Year: 1955
• Generation: 1
• Displacement: 265 ci / 4.3L
• Horsepower: 162 hp
• Fueling Configuration: Two-barrel carburetor

Background:

Genesis of the small-block V8, nicknamed the “Mighty Mouse.” The 265 was introduced on the Corvette to transform the grand tourer into the exciting sports car we're familiar with today. With the aid of fuel injection and a larger cylinder bore, this became the first engine to achieve the feat of 1 horsepower per cubic inch in 1957. 

2.  LT-1

• Year: 1970
• Generation: 1
• Displacement: 350 ci / 5.7L
• Horsepower: 370 hp
• Fueling Configuration: Holley four-barrel carburetor

Background:

The ultimate first-generation version, the Lt-1 pumped out as much torque as its big-block brother. Utilizing solid lifters, forged-aluminum pistons, high-rise intake runner, high compression, hot cam and Rams' Horn exhaust manifold, this hot number propelled the C3 corvette to 60 mph in less than 6 seconds.

3.  LT1

• Year: 1992
• Generation: 2
• Displacement: 350 ci / 5.7L
• Horsepower: 305 hp
• Fueling Configuration: Batch-fire fuel injection

Background:

First of the Gen 2 SBC, not to be confused with the Gen 1 Lt-1 or the later Gen 5 LT1. Reverse-flow cooling allowed for higher compression, powering small-blocks back into the 300hp range after the power-starved ’70s and ’80s. Starting with batch-fire injection, sequential was introduced in the third production year and carried over to the high-performance LT4 variation.

4.  LS1

• Year: 1997
• Generation: 3
• Displacement: 346 ci / 5.7L
• Horsepower: 350 hp
• Fueling Configuration: Port injection

Background:

Introduced with the C5 Corvette, the LS engine was a clean-sheet design sharing very little with the previous generation of small-blocks. The adoption of aluminum blocks and fully computerized ignition and fueling modernized the powerplant and paved the way for the reign of the LS engines. A high-performance version, the LS6, received a valvetrain upgrade along with 50 more horsepower and 500 more usable rpm by the time the Z06 released.

5.  LS2

• Year: 2005
• Generation: 4
• Displacement: 364 ci / 6.0L
• Horsepower: 400 hp
• Fueling Configuration: Port injection

Background:

Upgrading to a 4-inch bore and 10.9:1 compression ratio, the 6.0L LS2 succeeded the LS1 as the base variant of the LS engine.

6.  LS7

• Year: 2006
• Generation: 4
• Displacement: 428 ci / 7.0L
• Horsepower: 505 hp
• Fueling Configuration: Port injection

Background:

This 427 ci V8 is the largest LS engine GM has installed in a production car to date. With its motorsport-grade components and 505 horses, it powers the Z06 into supercar territories. 

7.  LS3

• Year: 2008
• Generation: 4
• Displacement: 376 ci / 6.2L
• Horsepower: 436 hp
• Fueling Configuration: Port injection

Background:

Equipped with a better-breathing head and bigger displacement, the LS3 combined exceptional performance with phenomenal durability — the ultimate evolution of the base LS engine.

8.  LS9

• Year: 2009
• Generation: 4
• Displacement: 376 ci / 6.2L
• Horsepower: 436 hp
• Fueling Configuration: Port injection

Background:

Reviving the fabled "ZR-1" moniker, Chevy puts its first-ever production supercharged engine in the C6 Corvette. The outrageous LS9 served as the perfect conclusion to the LS family's two decades of brilliance.  

9.  LT1

• Year: 2014
• Generation: 5
• Displacement: 376 ci / 6.2L
• Horsepower: 460 hp
• Fueling Configuration: Direct injection

Background:

The first Gen 5 small-block, GM improved the LS's winning formula with the addition of direct injection, revised oiling system and an 11.5:1 compression. Following up the LT1 with the supercharged LT4 in 2015, power was launched to 650 horses straight from the factory.

Only time will tell if the LT engines will disrupt the legendary status of the LS engines.

In the world of compact sports cars there are few models that have a bigger following than Mazda's MX-5 Miata, which first debuted back in 1989. And with the earliest models quickly approaching 30 years old, Mazda has introduced a factory restoration program for Eunos Roadster owners in the Japanese home market.

Beginning next year, Mazda will offer its own restoration service for the first generation NA-chassis using factory parts and know-how. As we've seen with certain European manufacturers, the idea is to bring the cars back to the same degree of quality as when they left the assembly line.

The program will also include the reproduction of original parts including the factory-spec tires, convertible tops and the optional Nardi steering wheel. In addition to the factory restoration jobs, these parts will be available for anyone looking to refresh their car.

For now, the program will only be available in Japan and only for the first generation cars — but if successful it's easy to imagine Mazda expanding things.

While the idea of factory restoration services isn't new, it's great to see one being offered for a "people's sports car" like the Miata. Here's hoping we see other manufacturers jump on this in the future. Who wouldn't want a factory-refreshed Fox Body Mustang, Honda CRX or other modern classic?

Jump in the seat with us for the 2017 Mazda MX-5 RF Grand Touring.