Feast your eyes and turn your volume up for some drool-worthy eye and ear candy from Auto Enthusiast Day 2017.

(Video: Lane Smith)

Relive more of AED's largest event to date in our highlights photo gallery.

As we begin to prep for this year’s Scheid Diesel Extravaganza, we can’t help but look back on the event’s storied history. From the days when trucks literally drove in off the street and hooked to the sled to the time Seth Sullivan’s Pro Street Dodge ran out of shutdown area at the dragstrip, this event has one of the richest pasts in all of diesel motorsports.

With 2017 marking the 21st running of the Extravaganza, it’s come a long, long way since 1997, along with the rest of the diesel industry. Over the past two decades, the diesel world has exploded with performance potential, technology, innovation and popularity, which helps explain why some 15,000 spectators make their way to Terre Haute, Indiana, year after year.

Yours truly has been an annual attendee since ’06, and I don’t think I’ll ever miss it. Those that know me well know the last weekend of August is permanently booked in my calendar. The Driving Line team hopes to see you there the weekend of August 25-27. Until then, feel free to join me as I take a quick stroll down memory lane.

Worth the Wait

This is what it looks like when the gates open — truck after truck lined up waiting to get into Terre Haute, Indiana’s Wabash Valley Fairgrounds to watch one of the greatest shows on Earth. It’s typical for the southbound lanes of US Highway 41 (the highway that runs past the fairgrounds) to be backed up as far as the eye can see each morning of the three-day show.

Originally a Turbo Diesel Registry (TDR) Rally held in Effingham, Illinois, in 1997, the first three affairs were solely reserved for Cummins owners. But after the turnout quickly outgrew the Effingham location, the event was moved to the Wabash Valley Fairgrounds in 2000, where it was also opened up to all makes of diesel pickups.

Huge Spectator Turnout

You’re guaranteed to see a packed grandstand each night, as the truck pulls bring in the majority of the weekend’s crowd. Just as diesel performance has evolved over the years, so too has the hosting venue. To accommodate an ever-expanding spectator presence, massive sets of bleachers are hauled into the infield side of the pulling track specifically for the event. Throughout the weekend, somewhere between 13,000 and 15,000+ fans peruse the fairgrounds. The highest spectator turnout we can remember was in 2012, when a number of 15,500 was quoted.

Limited Pro Stock Qualifying

As has been the case for years, the entry level pulling class (Limited Pro Stock at present, and formerly 2.6) undergoes a qualifying process on both Friday and Saturday mornings. Qualifying begins at 11 a.m., typically with the top 13 finishers from each lane (there are two lanes and two sleds) making it into the nighttime show that evening.

A Sea of Trucks

According to our records, 2009 seems to have been the peak in terms of overall truck pull entry numbers. That year, more than 100 of the strongest running trucks in the nation signed up to compete in the 2.6 class alone. By comparison, 89 trucks hooked in 2008, which seemed crazy at the time. Well over 50 trucks ran the 2.8 class in 2009 as well (the next class up, turbo size and horsepower-wise). There have also been years where more than 30 Pro Stock trucks showed up to compete.

The Good ‘Ol Days

Back in the day, even before yours truly was attending the Extravaganza on an annual basis, this is the truck people drove hundreds of miles to see. Owned by Dave and Loretta Mitchell of Enterprise Engine Performance, this ’97 Dodge Ram did more to bring diesel truck pulling to the masses than anyone else in the late ‘90s and early 2000s.

Horsepower Has Doubled

Over the course of the last 10 years, the no-frills Super Stock class has gone from 1,500 hp to 3,000 hp being the norm! And whereas the majority of trucks used to run compound turbo configurations, most of today’s crop of Super Stocks run triple-turbo arrangements.

Eighth-Mile Drag Racing

In addition to the best-of-the-best battling it out in the dirt, side-by-side drag racing action takes place just a few hundred yards from the pulling track. Located at the north side of the fairgrounds, Crossroads Dragway plays host to the eighth-mile drag racing that takes place each year. Here, Chris Calkins’ ’71 Chevy C10 is shown warming up its tires (circa 2008). The Duramax-powered “Orange Crush” could click off 6.30’s at 115 mph in the eighth-mile, which was pretty impressive back in ’08.

Scheid Diesel Rail

One of the bigger draws at the drag strip is the Scheid Diesel dragster, a 300-inch Spitzer chassis rail capable of running 6.30’s in the quarter-mile at 220+ mph. Packing a billet-aluminum block, a healthy compound turbocharger arrangement and more than 2,000 hp, Scheid’s dragster typically cuts low-to-mid 4’s at the Extravaganza, somewhere in the 170 mph range.

Dunbar’s Dyno

Back when putting your truck on the dyno was becoming the thing to do, this dyno was the truth teller. For a good many years, this mobile 248C model Dynojet (owned by David Dunbar at the time) was the yardstick chassis dyno for the diesel industry. Although it was an inertia-only dyno, Dunbar had a knack for getting as much power as possible out of the trucks that climbed aboard his roller.

Super Turbocharged

Believe it or not, bolting a supercharger in front of the turbo all but became a trend back in the ’08-’10 timeframe, and many of these creations could be found in the Extravaganza’s Show ‘n Shine area. Instant boost, improved low-rpm torque and reduced exhaust gas temperatures were some of the upsides. Empire Performance Engineering pioneered this particular idea, primarily for V8-equipped trucks such as Duramax and Power Strokes. In this application, the F1-C centrifugal ProCharger contributed 12 psi of the truck’s 50 psi overall boost production, as well as a signature, hard-to-miss whine.

The BlowerMax

A lot of talk at the 2010 show revolved around this wild creation: an ’08 Chevy Silverado 2500 HD with two Garrett GT4202 turbochargers feeding a 9.8L Lysholm screw-type supercharger. Owned by Rod Tschiggfrie and known as the “BlowerMax,” the forced induction combo forced 80 psi of boost into a 7.1L stroker Duramax. Whether it was the engine’s bling, design or horsepower figure rumors, the BlowerMax had the entire fairground buzzing.

Thrashing in the Pits

Midnight engine swaps in the pits? You bet! At the highest ranks of truck pulling (i.e., the Super Stock class), competitors will do whatever it takes to keep their rig in the points. A forklift, chains, ratchet straps and several light sources were employed during the transfer of this billet-steel Cummins.

Hot-Rod Semis

In recent years, and thanks to the sled pull being sanctioned by the Lucas Oil Pro Pulling League, a Hot-Rod Semi class has been added to the festivities. Take it from us, if you’ve never seen one of these frame-twisting, 20,000-pound Class 8 rigs storm down the track, you haven’t lived!

See the Scheid Diesel Extravaganza's full event schedule for 2017.

The bond between man and machine is something felt the world over. It’s an indescribable love that merges freedom, responsibility, and history. For Greg Yount, his mother’s ’78 Dodge Ram W-150 is something much more than a classic truck, but a piece of his childhood that can’t be replaced. They say what you learn to drive on will always be your first car love. We’re not sure that stands true for everyone, but for Yount, the classic 4x4 had him captivated from the first time he touched the wheel.

While the truck has seen many phases over the past 39 years, losing his mother to cancer in 2009 would be the catalyst to start the transformation into the extremely unique pickup you see here today. We caught up with Yount at the 2017Nitto Tire Auto Enthusiast Day, where the Oregon native made the trek down with the Dodge he calls Ol Yeller.

You can hear about the truck from Yount in the video above and find out even more details in our feature breakdown below.

The complete frame-off restoration would be aided by a parts sourced from a ’00 Ram 2500 4x4. This would include the legendary 5.9L Cummins diesel engine. To get a little more power air flow out of the 24-valve mill, a BD Diesel turbo, intake and exhaust manifold were bolted in place.

Channeling the power is a 47RE transmission and NV271D chain-driven transfer case. Note the custom crossmember, along with the entire frame was sand blasted and powdercoated by QuickSand Industries.

The Dana 80 rear axle is fit with 4.10 gears and paired with custom traction bars to prevent axle wrap. Dumped over the 1-ton rear diff is a 5-inch Diamond Eye Performance exhaust, while 2.65 Prodigy series shocks from Pure Performance dampen the ride.

The high-pinion Dana 60 front axle combines late-model Ram steering linkage with the original steering gear box. The custom coil towers on the frame allowed Yount to reuse the stock spring perches on the front axle, while custom radius control arms secure the frontend in place.

Providing interior comfort are seats pulled from the wrecked ’00 Dodge Ram. To freshen up the chairs, they were wrapped in Roadwire leather. Sitting off to the left of the Grant steering wheel is an Edge Insight CTS2 programing module, which allows Yount to easily dial in the power levels.

As the owner of Greg’s Custom Creations, Yount is pretty handy with metal. However, the bed of the truck shows off some of his woodworking skills. The air compressor and tank you see mounted to the bed feed a set of air horns from Horn Blasters.

While W-150’s are a rare site, the Utiline (commonly called a stepside) version is even more so. Yount credits Performance Authority, 369 Custom Fabrication and his father from helping to get the truck where it is today. Although you probably won’t catch the truck in its current condition buried to the doors in mud, before the rehash, the truck used to frequent the mud bog circuit.

Getting that Cummins torque to the ground are a set of 40x15.50R22 Nitto Mud Grapplers. These extreme treads are wrapped around 22x14 Hostile Gauntlet wheels.

There are a few subtle modern touches on the truck, such as the LED headlights and full Rockford Fosgate sound system. The luminous paint on the truck is an Aston Martin yellow pearl.

HARD FACTS

1978 Dodge W-150 

Digging old Dodges? Check out this one-off 1st Gen Ram.

The Woodward Dream Cruise began in remembrance of the good ol’ days when all the cool cats gathered to race their new supercars and home-built hot rods. The historic Woodward Avenue was the stomping ground for new Mach 1 Mustangs, 440 Challengers and HEMI Belvederes and Cudas. Since the Dream Cruise’s founding year in 1995, all of these cars and more return to Woodward to show off their pride and joy by cruising up and down the strip.

Spectators line up along each side of the Avenue with their chairs and shade canopies to witness the rolling car show. Cheers erupt from the sidelines when favorite cars are spotted, and revving engines followed by squealing tires heighten the excitement. This year, every vehicle owner and auto enthusiast had a mile-long smile plastered across their face, which is evident in several photos.

The Dream Cruise is said to attract over a million people and 50,000 cars. On paper, those numbers don’t sound realistic, but once you experience the overwhelming masses of people, the car shows and vendor areas that stretch for miles, and colorful traffic jams full of old and new hot rods, that approximation rings true.

August is the hottest month in Detroit, Michigan, and overheating vehicles with concerned owners standing over an opened hood is a common sight, but there is always someone nearby willing to lend a hand.

Vehicles range from newer Jeeps to rare Porsche Speedsters, customs and everything in between. Some of the oddest creations on wheels can be seen rolling down the Avenue (stay tuned for a feature article!).

But that’s enough talk: What we really wanted to do is show you the sights from this year’s Woodward Dream Cruise.

Check out the photo gallery at the top!

Considering how crazy and exciting Ken Block's Gymkhana videos are, never has he taken his stunts off-road... until now. It seems a little overdue, but we can assure you — "Terrakhana" was well worth the wait. In this Pennzoil-sponsored video, Ken Block takes his 600-horsepower drifting Ford Fiesta RX43 off the pavement and onto the ultimate dirt playground in Swing Arm City, Utah.

Get ready for some dirt-flinging, death-defying action in the video at the top.

Here are five of our favorite moments from the video:

1. READY, SET...

He's barely even started, and we already have heart eyes. Dust has never been prettier.

2. COVERING A LOT OF GROUND

Alright, we see you, KB. You've got a lot of surface area to work with, and you're utilizing it well.

3. SEND IT!

There are a couple pretty awesome jumps right before this, but this jump's in slo-mo.

4. DUSTY DONUT

Mmmm...

5. PUSHING IT TO THE LIMIT

This rock/ridge/cliff/formation is known as "Knife Edge." There's no wall to scrape if he drifts too far — it's a 100-foot drop off the other side. Cutting it pretty close there, KB. (*wink*)

(Video: Pennzoil)

Each year at the Rolex Monterey Motorsport Reunion there's usually a featured marque — a storied brand or race car builder celebrating an important anniversary or milestone. But in 2017 there was no featured marque with a dominating display in the paddock.

Instead, this year's event paid tribute to the site of the reunion itself: Mazda Raceway Laguna Seca, which is celebrating its 60th anniversary this year. The track originally opened in 1957 as a safer and more permanent site to host the Pebble Beach Road Races, which had been held since 1950 on the scenic but dangerous roads of nearby Pebble Beach.

After its opening, Laguna Seca quickly became one of America's most distinguished circuits with its challenging elevation changes and picturesque scenery, and would go on to host everything from SCCA Trans Am to Indy, American Le Mans and MotoGP.

To help celebrate the anniversary, this year's Rolex Reunion featured a special display showcasing notable vehicles that have raced and won at Laguna Seca over the last 50 years. The result wasn't just an impressive showing of Laguna Seca's history, but the history of American Motorsport itself, with race cars representing the '50s right through to today.

The earliest racing machine in the exhibit is this 1956 Porsche 356, which was a brand new car when it finished third in the '56 Pebble Beach Road Races — the final event on the street course prior to the opening of Laguna Seca.

Then we have perhaps the most historically important car in the display: the 1956 Ferrari 500 Testa Rossa that Pete Lovely drove to victory at Laguna Seca's very first race after its opening in 1957.

The car continued to be campaigned in sports car racing through the early 1960s. Its value today should easily total somewhere not in the thousands but in the millions.

Moving into the 1960s now, we have the '63 Shelby King Cobra that was raced by Dave MacDonald at the 1963 Monterey Pacific Grand Prix. Here he won the 100-lap marathon after starting in the 13th position on the grid.

Laguna Seca was also a regular stop for the SCCA Trans Am series during its late '60s and early '70s glory days. That era is represented here by the School Bus Yellow Boss 302 Mustang that George Follmer raced during the 1971 and 1972 seasons.

Also representing the wild decade of the 1970s is the 1,500-horsepower Porsche 917/30 Can Am car that Mark Donahue won the '73 Monterey Grand Prix and Can Am championship with that same year. Race cars have never been scarier.

Indy Car also had a long history with Laguna Seca, beginning with the 1983 Monterey GP, which was won by this 1983 March driven by Teo Fabi. This particular car was borrowed from the Indianpolis Motor Speedway Museum for the special display.

On the sports car side of things, the '80s were dominated by prototype racers, like this Porsche 962 that won the '85 Laguna Seca 300 km race and also secured podium finishes in the same event in '86 and '87.

During the following decade, it would be the Toyota-powered AAR Eagle Mk III that put the IMSA GTP field on notice, beginning with its debut at Laguna Seca in 1991.

Not to be left out of Laguna Seca's history is motorcycle racing, represented by this 1990 Yamaha RZ500 that Wayne Rainey won the FIM championship with after seven race wins, including one at Laguna Seca. The track even went as far as to name one of its corners after the legendary rider.

By the late 1990s, sports car racing had continued to evolve. It was this BMW V12 LMR driven by JJ Lehto and Steve Soper that won 1999 Visa Sports Car Championship, with its sister car also winning the 24 Hours of Le Mans that year.

With the turn of the century came the rise of Audi's sports car program. This 2005 R8 LMP took second place at the Laguna Seca race that year, part of a dominant period for the Audi R8 in international sports car racing that included six American Le Mans titles and five 24 Hours of Le Mans wins.

Last but not least is the car representing the current era of sports car racing at Laguna Seca: the K PAX Racing McLaren 650S GT3 that claimed the 2016 Pirelli World Challenge GT Championship during last year's Monterey race.

While it was certainly a different feeling without a large manufacturer showcase in the paddock at the Rolex Reunion this year, this impressive collection of Laguna Seca racing history did not disappoint.

Here's hoping we have another 50 years of racing memories in store at one of America's greatest race tracks.

When the old, map groove 2.6 turbo class transitioned to the 3.0 smooth bore turbo class (Limited Pro Stock), a void was left for competitors willing to compete with chargers smaller than 76 mm (and on stock driveline components). To fill this gap, yet remain consistent with the new smooth bore turbo rules, the Lucas Oil Pro Pulling League created a 2.6-inch smooth bore truck class as part of its Western Series points chase. Called the Pro Street Diesel Truck class, it’s been picked up by other sanctioning bodies in the Midwest, including the Illinois Tractor Pulling Association (ITPA).

To get a closer look at pulling’s newest class, we spent some time following the Pro Street diesels on the ITPA circuit. What we found was that — unlike most truck pulling classes — this one wasn’t dominated by Cummins-powered rigs. Instead, Duramax-powered GMs and even Power Stroke-equipped Fords compete on a level playing field with the almighty inline-six. On any given night, a Ram, Bow Tie or Blue Oval can take home the win, which up until the creation of this class was nearly unheard of for Ford fans.

The ultra-competitive Pro Street Diesel class can best be explained by taking a walk through its rulebook. Here's the scoop:

No More MWE

(It's a long story...)

The predominant rule in the Pro Street Diesel Truck class boils down to the turbocharger. Specifically, the smooth bore rule mandates that no map width enhancement (MWE) groove can exist. In the past, the MWE was being used as an additional way to bring air into the turbo (i.e., more horsepower), which oftentimes led to an unfair advantage.

To eliminate borderline MWE turbos once and for all, smooth bore turbocharger rules have been implemented across the board in most major pulling organizations. In terms of horsepower, the 2.6 class being discussed here is somewhere around 200 hp down in comparison to the 2.6 MWE trucks of yesteryear. However, the old 2.6 is now the new Limited Pro Stock, which means those competitors experienced no real loss in horsepower when the class transitioned from 2.6 MWE turbos to 3.0 smooth bore chargers.

Turbo Specs

To be legal in the Pro Street Diesel Truck field, the maximum diameter of the inducer portion of the compressor wheel can measure no larger than 66 mm (2.6 inches). Additionally, the compressor wheel must protrude into the inducer bore 1/8-inch. With a properly built, fueled and tuned engine, more than 800-rwhp can be squeezed out of a 2.6-inch smooth bore charger.

8,000-Pound Maximum

A maximum weight requirement of 8,000 pounds is observed, and hanging front weights are allowed in bracket or weight box form. Weight boxes are required to incorporate two, 2-inch wide, 6-inch-diameter wheels on the bottom side for safety purposes. Ballast can also be run if it’s properly secured in the bed.

OEM Driveline

Another key stipulation is that factory-based axles, transmissions and transfer cases be utilized. All components must have been available in a 1-ton or smaller pickup truck from the manufacturer. Fortunately, the Dana 80 and AAM 1150 rear axles used by most competitors in this class are made tough as nails thanks to increased spline count, chromoly axleshafts, lockers and even trusses. Popular transmissions are the venerable NV4500 manual (typically placed behind a Cummins), Allison 1000 automatic (GM/Duramax applications) and TorqShift automatics (Ford/Power Stroke trucks).

1-Ton or Smaller Engine

Like the driveline parts, the engine must have been an option in a 1-ton or smaller pickup, making Cummins swapped trucks 100-percent legal so long as a 5.9L or 6.7L is used. Beyond that, the displacement limit is 460 cubic inches, no billet-aluminum or billet-steel blocks or heads are allowed and no individual runner style intake manifolds are permitted.

Injection Pump(s)

On engines with common-rail fuel systems, multiple injection pumps are allowed (and the same goes for dual high-pressure oil pumps in HEUI applications), while mechanical engines are limited to either a P7100 or P3000-based P-pump utilizing one plunger per cylinder. P-pumps are allowed to be fitted with Ag governors for high rpm fueling. In the ranks of the ITPA Pro Street Diesel Truck class, it’s common to find 13 mm P7100s on Cummins mills and a second, belt driven CP3 on most common-rail engines.

Fuel Cells Are Legal

With fuel cells being permitted (provided that they aren’t mounted in the cab), so far it appears to be a tossup between running an aftermarket one or sticking with the factory fuel tank. No matter where fuel is stored, class rules dictate that a fuel sampling valve be located somewhere between the tank and injection pump.

Air-to-Air Only

The lone type of intercooler allowed in the class is an air-to-air unit. Mishimoto, Spearco and Precision Turbo & Engine intercoolers are popular. No other means of increasing horsepower (water-to-air intercoolers) or cooling down the intake charge (water-injection) are permitted. Additionally, the radiator must be mounted in the truck’s factory location.

No Duals

Unlike a lot of DOT tire classes, all Pro Street Diesel trucks are restricted to a single rear wheel configuration. That means no duals — not even on a 1-ton truck that left the factory with them. Along with the turbo and OEM driveline rules, this is one of the great limiting factors of the class, but it makes choosing the right line and good driving skills all the more important. As for tires, the familiar 35-inch maximum diameter regulation is in place (no cuts, studs or chains).

Maximized Traction and Safety

A draw bar style hitch is mandatory (no Reese units allowed), and the maximum allowed hitch height is 24 inches. All components of the hitch must be located below the top of the truck’s factory frame rails. For added safety in the event the sled makes contact with the truck, sled stops are also a requirement.

Suspension Rules

Suspension guidelines permit the use of three and four-link systems up front (along with traction bars), although most competitors seem to have retained the factory suspension configurations up to this point. The upper mounting point for the strut assemblies must remain in the factory location, although additional shocks can be added (as is the case on the Super Duty suspension shown above, done to stop the front end hop '05+ Fords are known for). An OEM-style rear suspension must be retained, complete with functioning leaf spring packs, but suspension blocks can be used (i.e., zero suspension travel), as well as traction bars. Air springs are prohibited.

Non-Gutted Interiors

While seats, consoles and carpet can be removed to shed weight, most of the truck’s interior has to remain untouched. That means a full dash, a complete steel firewall and fully functional, glass windows. Even the factory front door panels have to be retained. As with any pulling class, manual air and kill switches must be in place and be operable by the driver.

Factory Body and Frame

All OEM sheetmetal must be present, although fiberglass hoods have been given the OK. A stock frame must also exist under the sheetmetal, along with the factory wheelbase going untouched.

You can catch the Pro Pulling League (PPL) arm of the Pro Street Diesel Trucks in action one more time this summer (September 1), or see what they can do in 2018 — be it within the PPL’s Western points series or amidst the Illinois Tractor Pulling Association’s busy schedule.

The Woodward Dream Cruise’s 8-mile-long route stretches over two one-way, three-lane roads that head north and south between 9 Mile to 17 Mile Road. Such a massive stretch of road gives every niche in the hobby its own place in Woodward Avenue’s history.

Within the sheer mass of vehicles are one-off oddities so obscure, that just a glimpse of them is sure to leave an imprint on your mind.

1. Bulbous but Badass Bus

Take this yellow bus, for instance. Its narrow frontend gives way to a bulbous body. The patina air-bagged bus is as comical as it is badass. I’d love to hitch a ride on this pavement-scraping short bus.

2. Big, Comfy Couch on Wheels

These folks have the right idea. Shaded seating along Woodward Avenue is hard to come by, but they stepped it up another notch by creating a rolling platform with couches for seating to cruise in comfort. 

3. Cosmic Cruiser

Love it or hate it, this wild wedge-headed sportscar, custom van and limo mash-up draws a crowd, and rightfully so. It took owner and builder Ivan Benic well over a decade to complete this Cosmic Cruiser. Rumor has it that the interior is fitted with a computerized bar. The exterior showcases the wildest wrap-around airbrush mural inspired by hot rod history.

4. Happy Hippie Citroën

This Citroën attracted more attention than most, and from what we saw, it remained parked in front of the Shish kabob takeout place for the majority of the day (which had delicious food, by the way). From the window of the restaurant, I watched every nearby camera holder take multiple photos with smiles stretching wide across their faces. The color palette of happiness was adored by many.

5. Doodle-Friendly Sedan

A handful of crafty creations were spotted cruising the strip. This furry-hooded sedan passed by — the owners invited inquiring minds to sign and doodle along the sides. Why? Well, we aren’t exactly certain.

6. Crazy Corolla

A just-for-the-heck-of-it, off-road beater car was given some extra flare, including a real (but fake) supercharger bolted to the hood. The remnants of this Toyota Corolla were butchered “El Camino”-style, with the wheel wells cut out for larger tires.

7. Hot Rod-Cycle

When stuck between the choice of getting a motorcycle or a hot rod, who’s to say you can’t have the best of both worlds? Here you can sit side-by-side with your loved one and still have the wide-open road straight ahead, paired with the ability to sit directly in front of a shiny engine sporting classic chrome headers.

There were rumors of a “Toy Story car," which was described as a basic sedan with every imaginable toy from the "Toy Story" movies glued to the body without an empty space in-between. We have yet to see this aforementioned artistry and will be back to look for it next year. Aside from the quirky vehicles rolling down the Avenue during the Dream Cruise, a myriad of fun-havers let their freak flags fly. All the hot rods, customs, muscle cars and imports cruising down Woodward in unison is a sight to behold, but it’s the people who make the Woodward Dream Cruise what it is today.

Hungry for more? Head on over to our main event gallery!

Wondering how to drift the massive track that is Road Atlanta? Get expert instructions from the funhaver himself, Vaughn Gittin Jr. — watch the video above. 2.5 miles, Road Atlanta offers speeds and turns that aren't usually drifted fluidly... but the challenge makes doing it so much funner.

If you're in the Atlanta area this weekend, drop in on Road Atlanta for #GRIDLIFE South Music & Motorsports Festival, August 25-27. Driving Line will be there, keep an eye on our social channels for LIVE video and, of course, content on Driving Line afterwards.

Enjoy the plans you have this weekend and #shreditup!

If you love cars, you'll probably like at least one of these watches. We never said anything about affording one, though... Whether or not they're worth the money, just learning about these amazing timepieces is totally worth it if you're an auto enthusiast — and hopefully, it will inspire your next watch wardrobe upgrade.

1. ICON Duesey

Like many car lovers, automotive designer Jonathan Ward of ICON also has an appreciation for quality timepieces. In fact, he's an avid watch collector. It was just a matter of time *wink* before he created his own ICON watch, unveiled yesterday. Named "The Duesey" after the original Duesenberg tachometer, this expertly crafted watch is perfect for the classic car enthusiast. The price is steep, but it's ICON.

Price: $11,500

Find out more: IconWatchCompany.com

2. Rolex Cosmograph Daytona

A brand as classic as Rolex better be in on that automotive-watch game. Named after Florida's famed Daytona International Speedway, the Rolex Cosmograph Daytona watch was first produced back in 1963, specifically for professional racing drivers. Most people know the Rolex Daytona as the "Paul Newman" watch; the actor was also an auto racing enthusiast and is said to have worn the watch every day from 1972 through to the rest of his life (2008!).

Price: ~$12,800–$38,400

Find out more: Rolex.com

3. Bremont Jaguar MKIII

The Bremont MKIII is one of three non-limited edition watches made for Jaguar. A couple years ago when Jaguar released its new E-Types, six limited edition watches were made in conjunction with their release. So, why choose the MKIII, and not the MKI or II? Simple: It's the cheapest one. I'm a fan of minimalist design, but (warning, opinion to follow) this one is a bit bland-looking for my taste.

Price: $4,795

Find out more:Bremont.com

4. REC Watches P51

OK, listen up, vintage Mustang fans; this one's for you. REC Watches' P51 series pieces are "handcrafted from salvaged and recycled classic 1960's Ford Mustangs." To give you a better idea of what you're getting, the dials are made from '66 Mustang body panels. Each watch also comes with its own "story card" about the history of the car that is now on your wrist. Cool!

Price: $1,495

Find out more: RECWatches.com

5. Tag Heuer Monaco

This watch has a lot going for it. First of all, it's square (how quirky and unique!), and it happens to be the world's first ever water-resistant square timepiece, as well as the world's first automatic (self-winding) chronograph (aka "Chronomatic"...clever). But it's most famously known for being worn by Steve McQueen in the 1970s film "Le Mans."

Price: $5,900

Find out more:TagHeuer.com

6. Porsche Design 1919 Globetimer

The Porsche Design 1919 Globetimer is a simple but functional option for the international businessperson or frequent flier, displaying two time zones — one with a 24-hour ring. It's probably the most clean-looking of the bunch on this list. Well done, Porsche, well done. I'm a fan.

Price: $3,950

Find out more:Porsche-Design.us

7. Hublot MP-05 LaFerrari

On the complete opposite side of the design spectrum is the Hublot MP-05 LaFerrari, comprised of 637 individual watch parts. (Can someone say, "Extra!"?) I don't know about you, but if I'm going to fork over this much money for a watch (hahaha!), I shouldn't need a tutorial to help me figure out what time it is... But apparently: "The hour and minute are displayed to the right of the barrels, also indicated by means of one anodised black aluminium cylinder each. On their left is the cylinder indicating the power reserve." *Rolls eyes but knows deep down will probably never be able to afford a Ferrari or one of their stupid watches...*

Price: ~$300,000–$500,000

Find out more: Hublot.com

8. Zenith Chronomaster El Primero: Range Rover Special Edition

Anyone who buys the Zenith Chronomaster El Primero Range Rover Edition must really love Range Rovers. Like, number-one-fan, doesn't-want-to-go-anywhere-without-their-Range-Rover kind of love. The strap is (you guessed it) from Range Rover leather seats, and the case is aluminum because Range Rovers have aluminum chassis! Now you can wear your heart on your sleeve wrist.

Price: ~$7,000

Find out more: Zenith-Watches.com

9. Parmigiani Bugatti Super Sport

Here's another watch that's got a lot going on — also made for an exotic car, but with half the components as Ferrari's (still, a bit much). Paying homage to the Bugatti Veyron 16.4 Super Sport, this intricate timepiece (although very busy-looking) is designed with the driver in mind — displaying the time on two different planes at certain angles, so you don't have to remove your hand from the wheel to read the time (how practical!). If you need another reason to fork over a quarter million dollars, the watchmaker's name is Parmigiani (I'm looking at you, cheese lovers), which is very close to "parmesan"...so there's that.

Price: ~$250,000

Find out more: Parmigiani.com

10. Halda Race Pilot

The Halda Race Pilot arguably boasts the coolest concept on this list — namely because of its slick, motorsport-friendly electronic race module (pictured right), and the fact that you can purchase the complete Race Pilot set with the two interchangeable electronic and mechanical modules. Two thumbs up for tech.

Price: ~$16,500

Find out more:HaldaSweden.com

11. Autodromo Stradale

Reminiscing on the Gran Turismo era, the design of this timeless piece is inspired by the dashboards of Italian sports cars from the early 1960s. With the minimalist face design complemented by the leather strap's quilted detailing, the Autodromo Stradale's understated looks retain a hint of luxury. The best part? It's less than a thousand dollars, making it the cheapest watch on this list. Woof.

Price: $875

Find out more:Autodromo.com

12. Breitling Emergency II

Last but not least, here's one for the adventurous off-roader. Featured on a survival challenge-type episode of "Top Gear" a couple years ago, the Breitling Emergency II is equipped with a built-in Personal Locator Beacon that — in the event of an emergency — you can use to alert search-and-rescue personnel and guide them to your location. Its cost is steep, but can you really put a price on your safety? (Don't worry, I'm done...)

Price: ~$15,000

Find out more:Breitling.com

When it comes to the famed Monterey Car Week, there is no shortage of automotive events ready to take your time and money, but in our book, nothing tops the action at the Rolex Monterey Motorsport Reunion at Mazda Raceway Laguna Seca.

Because while seeing rare and exotic cars on the lawn at a golf course or under the lights of an auction house is great, nothing compares to seeing (and hearing) them as they make their way around one of America's most beautiful racing circuits.

And with race cars representing eras from the 1910s all the way through the 1990s, the diversity is unmatched. Whether you want to check out homebuilt prewar racers or big turbo GTP cars from the late '80s, there's something for everyone.

Better yet, when you aren't watching the cars come down the Corkscrew or navigating other corners around Laguna Seca, you can stroll the paddock for an up close look at the cars and the chance to chat with the drivers and owners.

A trip to the Rolex Reunion is something every gearhead should have on their bucket list.

If you weren't able to make it this year, you can browse a selection of track and pit shots in the gallery at the top. Enjoy!

Salzsee (pronounced "Zalts-zeh" and means "salt lake" in German) is Utah's premier European car show, and it has been taking place every year since 2014. The cars are, of course, amazing... but the best part? The show's location. Nestled up in the gorgeous, winding Big Cottonwood Canyon sits Solitude Mountain Resort.

During the winter, the place is bombarded with harsh weather, deep snow and thousands of people who flock to the mountains for that famous Utah Powder — but during the summer months, it’s a peaceful mountain "village," colored with wildflowers and dotted with adventurers seeking solitude.

So, what better place to gather up Utah's finest European cars together and show them off, while enjoying the fresh mountain air and cool temps? We had to go check it out.

See all the beautiful sights of Salzsee 2017 in the photo gallery at the top.

Last seen at Summer Sno*Drift, this 1974 Ford Capri is a sight for sore eyes. Being a European model, it lacks the unsightly large bumpers installed on the U.S. versions, and the flowing muscly curves are rarely seen on modern day rally cars. It is a true gem among the more commonly seen (and exceedingly competitive) Subarus and Mitsubishis. 

At first glance, it could be mistaken for a Ford Escort, and although it is similarly constructed, the European Capri is a larger vehicle overall. Olsen chose this chassis because he longed for a European RWD Ford Escort, which was never sold in the U.S.; however, Lincoln/Mercury dealers sold the European-built Capris in the states in the 1970s.

Bob Olsen built the car approximately 10 years ago. The only original parts remaining are the upper body shell, the windshield, heater, wipers and some body trim. Otherwise, everything else is extensively modified or replaced with alternate components to form a vintage rally car that can really take a beating.

The Capri’s dazzling good looks were what caught our eyes first, but a peek under the hood had us drooling. This car is home to a Ford Duratec 2.3-liter, 4-cylinder engine built by Cosworth Engineering. The naturally aspirated setup features barrel valve fuel injectors and dry-sump oiling, and it delivers 250 horsepower without the need for a turbocharger. A close ratio Ford Sierra Cosworth T5 transmission makes banging through gears a breeze.

To handle the most rugged terrain, the front suspension is equipped with a custom-fabricated cross member, spindles and control arms. The sugar on top is a Sweet brand oval track power steering rack and DMS front struts from a Subaru WRX.

A glimpse under the rear end reveals more custom fabrication, including a 3-link setup with a track bar and PRO brand coilover oval track shocks.  The floating, cambered Ford 9-inch 5.14:1 ring-and-pinion rear axle paired with a locking differential puts the power to the ground.

A set of drilled Wilwood four-piston calipers clamped around larger-than-life 12x1.25-inch rotors encourage exceptional heat dispersal, which in turn allows the driver to break harder stop-after-stop while dodging obstacles and sliding around corners. 

Despite his rarin’ to go, rally-prepped dream Capri calling him to the driver’s seat, Bob Olsen has since retired from Rally driving to focus on his business, the Danza Sol Winery in Temecula, California. Luckily for rally fans, SCCA Pro Rally champion driver and Rally America competition director Mike Hurst was more than happy to take the wheel.

“Bob and I are both from Minnesota," Hurst explained, "and we raced against each other for several years before Bob gave up driving." Considering his admirable history in Rally, which began with the 1982 Northern Lights Rally in Houghton Lake, Michigan, as well as his experience as a former mechanic and pit crew member for NASCAR legend David Pearson in the 1980s, Hurst and the Ford Capri make a perfect pair. Also on the team is co-driver Michel Hoche-Mong from San Jose, California. He is an accomplished rally driver, usually seen piloting his VW Golf in West Coast events. Former rally driver and Speedway Specialty owner Eric Schroeder of Indianapolis, Indiana, is the team’s mechanic.

Hurst’s love for this Capri is evident, as is his love for rally racing.

“For me, it’s all about the driving experience and the classic sound and sideways feel of a high-winding, naturally aspirated RWD car,” he said. “The real competition is the unknown and weather-beaten environment, and you are competing against the road, not just other competitors.”

Grassroots Rally culture is a friendly but competitive niche that attracts all ages and experience levels.

"Fortunately for the future of the sport, most competitors are much younger than me!” Hurst exclaimed.

Introduced in 1948, the Ford F-Series pickup trucks are some of the longest running series of automobiles available in the United States. Though they've changed in style, horsepower and weight ratings over the years, each varieties' most popular model remain top sellers on the market to this day.

But it's not just the latest and “greatest” of these Ford F-Series trucks that continue to make a name for themselves. In fact, when it comes to the classic car scene, it's all about the first six generations!

If you go to just about any car show these days, chances are you'll run across a number of early F-Series trucks in all their glory. From traditional restorations to extreme builds, these old Fords make for great platforms when it comes to expressing some individual style. We found a perfect example on display at the Goodguys 26th Speedway Motors Heartland Nationals in July: this 1962 model, owned by Monty Rogers of Olathe, Kansas.

Customized by and currently for sale through Mokan Custom Cars, a shop that mainly specializes in classic Mopar restorations and customizations, this beautiful '62 F-100 proves the company's skills and tastes can go far beyond the Mopar variety.

Treated to a full frame-off restoration, this gorgeous, green truck has everything you could ever want in a custom — from its custom body work and unique interior to the loud, in-your-face 496 ci Chevy Big Block under the hood, as well as a Fatman Fabrication chassis holding the truck tight with a Mustang II front end and a rear 4-link setup.

While some details on the truck may be subtle — like the shaved drip rails, high-performance Nitto Invos and the smoothed and tucked front bumper — there's no denying the attention this truck undoubtedly gets everywhere it goes. But then again, something tells us that's exactly what this custom resto-mod was built to do: be noticed!

VEHICLE SPECS & DETAILS

1962 Ford F-100

According to a report from Automotive News, next month Toyota will debut a new line of sports cars for the Japanese market. Since Nissan's announcement a couple months ago about plans to expand its range of Nismo-branded vehicles geared towards enthusiasts, it seems that Toyota might be following along with a similar strategy of their own.

No details have been announced, but it could be an evolution of the existing GRNM line, which was inspired by Toyota's Gazoo Racing efforts in Europe.

Toyota has really been trying to shed its image as a company that only builds transportation appliances, and this could be another step in the right direction. We've already seen the debut of a more exciting Camry, and earlier this year the European market saw the introduction of a turbocharged hot hatch-based off the current Yaris. It's also natural to think the long-anticipated Supra revival could be a great starting off point for the division.

One would also expect the new brand to leave its mark on the Toyota 86 — whether it's the existing model or the second generation of the rear-drive coupe — which has yet to be confirmed for production.

We'll have wait to see what the brand will offer and if it will make its way outside of Japan, but either way this should give Toyota fans something to be excited about.

It seems like every time we think we know how this year's Top Drift competition will begin to shape up, some new twists emerge that keep us — and everyone else involved — guessing.

After the close of Round 3 competition on the banked oval of the Walt James Stadium at Willow Springs, it’s become clear that not only are there still no safe bets as to who will take top honors in the season championship and earn their coveted Formula D Pro 2 licenses — it’s still, almost literally, anyone’s game.

Setting the Stage

Willow Springs’s Walt James stadium might seem like a simple oval course, but it’s big and covered in rough pavement — meaning it requires a lot of power and rubber from Top Drift’s crop of pro-am drifters. The biggest-power cars do well here, so it came as no surprise that V8 S-chassis proved the most popular configuration and biggest competition threats.

But long before GM’s LSX V8 engine there was Toyota’s inline-six JZ, and plenty of Top Drifters are keen on keeping that flame alive. Sean Adriano and Meliton Villamor’s 2JZ-powered cars have been Top Drift mainstays for a while now, and this time around Las Vegas’ Sean Abellana and his 1,000 hp 2JZ-powered S14 came out to play, and put on a hell of a show in practice prior to suffering a transmission issue and retiring early.

But before either engine was the Mazda rotary, and while it may not be the torquiest, or most forgiving engine, a pair of rotary-powered FD3S Mazda RX-7s never cease to entertain. Especially the two from Noah Nelson (No. 797) and Aaron Parker (No. 300).

Also in pairs were the two infamous Toyota Tacomas from Top Drift: Brian Nimmo’s 1JZ-powered No. 555 machine and Kevin Armijo’s No. 364 LSX-powered specimen.

And, of course, there were lots of other cool and offbeat things that help make pro-am drifting so stylish in its own right — like Abe Cruz’s SR20DET-swapped AE86 Corolla.

Showtime

Once the Top 16 field was announced, we began to see some semblance of predictability, with Sean Adriano claiming the top spot and a bunch of consistently strong drivers making the cut.

But when those mechanical problems once again reared their head for Adriano in his first round of competition, and when rival and 16th-place qualifier Dom Martinez took his revenge over the shoe-in and advanced on, it was clear that once again anything could happen.

And it did. Luke Pakula, Alex Grimm and Shaun Doom (another strong player) were also all ousted in Top 16. Tim Cobb, Kyle Cameron and Dominic Martinez advanced on but were eliminated in Top 8.

This all lead to a battle among four drivers thus far new to semi-final competition: Micah Diaz and his No. 8 E36 BMW M3, Kenneth Vuong in the No. 223 S13.4, Kevin Armijo in that No. 364 Tacoma(!) and Rome Charpentier in his No. 17 E36 BMW M3.

Just to recap, that’s two arguably vintage BMWs, a pickup truck and only one V8 S13. Pretty rad. As much as we wanted to see Armijo and his truck on the podium, or a final fight between the two Bimmers, it sadly wasn’t in the cards.

Moment of Truth

After a final-round fight between Vuong and Charpentier, a new podium emerged, with three all-new names entering the fray for season championship honors: Micah Diaz in Third, Kenneth Vuong in Second and Rome Charpentier taking the win.

By our math, this third of four rounds of Top Drift leaves a whopping 11 drivers within striking distance for season-championship honors, and 13 (or more — we’re writers, after all) eligible to finish in the top three and earn their FD Pro 2 licenses. To do that would require the perfect storm of upsets and broken hearts, but if this season has taught us anything, it’s that anything is possible.

Stay with us for the dramatic conclusion to the tumultuous 2017 season.

Check out our gallery here for more from Top Drift’s Round 3 competition at Willow Springs’ Walt James Stadium.

Another Scheid Diesel Extravaganza is officially in the books. The 21st running of the three-day event swept through Terre Haute, Indiana, the weekend of August 25-27 and, as it always does, brought hundreds of trucks out to hit the dirt, drag strip and dyno. Friday morning, we passed through the front gates and proceeded to take in 15 hours’ worth of pure diesel awesomeness. Then, we did it all again on Saturday, followed by an eight-hour stint on Sunday. After perusing the exhibition hall, chatting with dozens of exhibitors and then zig-zagging through a maze of beautiful trucks entered in the show 'n shine competition, we made our way onto the Terre Haute action track for the late morning truck pull qualifying.

If we learned anything this year, it’s that common-rail technology seems to have hit a wall as far as truck pulling applications are concerned. Not only were Duramax-powered trucks few and far between, but even common-rail Cummins-equipped Rams had a hard time making the cut. Across the board, the mechanically injected Cummins (namely 12-valve engines with P-pumps) dominated the pulls. Each night, more than 60 of the nation’s hottest-running trucks tried their hand against the iron sled, with the Hot Rod Semis and several tractor classes only adding to the top-notch entertainment.

Check out 2017’s biggest moments in the dirt below — and stay tuned for our drag race, dyno and show 'n shine coverage.

Earning It

In order to compete in the Pro Pulling League (PPL) sanctioned Limited Pro Stock class on Friday and Saturday night, trucks first had to qualify each morning. An exception was given to the top 10 points leaders that regularly compete on the PPL circuit, automatically granting them admission into the nighttime show. Of the 40 trucks that weren’t fortunate enough to get the bye, only the top 16 would qualify. Ryan Dedolph (pictured above) earned the number one qualifier position Saturday morning with his Cummins-powered ’17 Chevy on Nitto Mud Grapplers.

Unbeatable

Taking the win at the Scheid Diesel Extravaganza is a tall order, yet Rob Wright made it look easy in 2017. Neither track condition nor pulling order could keep Rob’s Limited Pro Stock Dodge out of the winner’s circle on both Friday and Saturday night. His second-generation Cummins would put a foot on the nearest competitor the first night and would win by less than 6 inches the following evening.

Running at the Top

Nearly unbeatable, Jared Cox would also have a great weekend behind the wheel. Coming into the Scheid show, Jared sat Third in the Pro Pulling League’s Pro Stock points chase. A Second Place on Friday followed by a win on Saturday would change all of that. Jared’s ’80 Chevy sports a Scheid-built, deckplated Cummins engine that cranks out somewhere in the neighborhood of 1,900 hp.

Crowd Pleaser

Always a crowd favorite, the Hot Rod Semi field puts on a heckuva show. These frame-twisting, 20,000-pound behemoths typically carry the driver side front wheel off the ground for the entirety of the track. William Miller’s International day cab did just that, along with taking Third Place on Friday night with a distance of 307.60 feet.

Still a 'Thing'

The ultra-aggressive Nitto Mud Grappler continues to be a “thing” in the Limited Pro Stock category, where DOT tires are mandatory. In the shot above, longtime puller Jeremy Straley puts a set of six Mud Grapplers to work during Friday morning’s qualifying session.

Mid-track Mayhem

Because finding traction is a major challenge in the Super Stock class, we hung out near the 150-foot mark for a lot of our photos — which is where most competitors turn their engines loose. Here, Erik Stacey whacks the throttle of his triple-turbo’d, Cummins-powered Chevy en route to a mid-pack finish during Friday night’s action.

A Ford With a Power Stroke?!

While the Ford body isn’t a rarity in the truck pulling world, finding one that’s still sporting a Power Stroke engine is. This Super Duty is campaigned by Rudy’s Diesel Performance, a company that got its start by pushing the 6.4L Power Stroke to new limits. Over the years, the company has never drifted from its roots and remains loyal to the 6.4L platform. We caught up with the truck’s driver, Zak Peters, right before Limited Pro Stock qualifications began, where the truck was being weighed in — complete with the 150 pounds’ worth of ice its water-to-air intercooler system would consume.

Bumping Up to Super Stock

Stepping up to the Super Stock class this year (from Pro Stock), the Haisley Machine-built Cummins in Jacob Bair’s second-generation Chevy C/K. With Curt Haisley of Haisley Machine behind the wheel, the sleek, old-school Chevy would obtain a best of 10th Place at the Scheid Diesel Extravaganza—which is pretty good considering most of the trucks it was up against were equipped with triple-turbo arrangements and tube chassis frames.

The Tilt Body Is Where It’s At

It’s been said before, but the best thing that ever happened to the Super Stock class was the addition of the tilt body. It allows fans to see a 3,000 hp engine up close and (of course) provides easy serviceability for the driver and crew. This is Chris Ryan’s third-gen bodied Dodge Ram, which is saddled with a triple-turbo, “Super B” Cummins built by Haisley Machine.

Rock Hard Ram

Shooting from mid-track, we were able to capture the moment when Van Haisley brought 3,000 horsepower to life in his Super Stock Ram. After clawing his way 325.55 feet through the dirt, he wound up taking Second Place in the pull-off against Josh Deeter’s Scheid-powered Chevy.

Campaigning 2 Trucks

Jim Greenway’s willingness to travel hundreds of miles to compete, along with the fact that he owns both a Limited Pro Stock and a Pro Stock truck, tells us he’s pretty serious about truck pulling. Jim’s ’07 Dodge (shown) would qualify for the nighttime Limited Pro Stock show on both Friday and Saturday, while his Pro Stock rig would earn him a solid, Third Place finish during the Friday night affair.

The Wagler 'Shop Truck'

Remember the blown, twin-turbo “shop truck” the folks at Wagler Competition Products competed with at the Ultimate Callout Challenge? The same, wild creation made an appearance at the Scheid Diesel Extravaganza. During the day, it served as a major point of attraction while parked at the Wagler product booth. At night, it was allowed to make an exhibition pass down the track. Now void of turbos, the blown, nitrous-huffing Duramax is audibly reminiscent of a Super Modified when it roars down the track.

Pro Stock Tractors

The name Boyd is big in tractor pulling — and for good reason. On Friday night’s running of the Pro Stock tractor class, Mike Boyd would pilot the Green Streak X John Deere to a win, while Andrew Boyd laid claim to Second aboard the Boyd & Company Green Streak (pictured). Considered one of the more prestigious classes in diesel tractor pulling, the Pro Stocks are allowed to weigh 10,000 pounds, run 680 ci engines but are limited to one turbocharger. As you can imagine, that one turbocharger is pretty exotic. How does a 5-inch (127 mm) or larger inducer and 130 psi of boost sound?

For full event results visit ProPulling.com.

It doesn’t matter if you’re a newbie or a veteran; Cootamundra takes no prisoners. For one weekend a year, this quiet airport is where — after months of late nights and hard work at Australia's biggest tuners — the country's most extreme road-legal cars make themselves a temporary home.

The Motive DVD Drag Battle is as exclusive as it is notorious. There are no grandstands full of spectators here, and entrants need at least a nine-second slip time to be considered for a slot on the start line. Even then, cars in the least power-hungry class need to be making more than 670 hp at the wheels, and only 70 of them make the cut. Tough criteria for a road registered street-legal car, with full interior trim.

It doesn’t get any easier once you’re inside. Conditions vary, and Cootamundra’s un-prepped, low-friction asphalt means grip levels can change constantly during a run. Anyone who knows the event knows that a fast time here is the best reflection of on-road performance you can get, without risking your license.

Rivalry is intense here; the only people on site are car owners and the workshops behind the builds, making final trackside adjustments to shed fractions of seconds. It’s a link back to the event’s origins in 2009 as a Motive DVD film shoot for GT-R enthusiasts: Instead of inviting spectators, all the action is filmed and released as a DVD afterwards, with the results closely guarded until it goes on sale.

Chris Skinner was a newcomer, but came well armed. Built by Croydon Racing Developments, the R35 GT-R’s combination of weight reduction, chassis upgrades and massive power put down a 9.3-second run at 156 mph on 20-inch road-legal rubber — seriously quick for a daily driver and only outrun by street-legal drag cars. Reliable enough to spend all weekend on the strip without flinching, it’s a hint that we’re years away from seeing the limits of the R35.

You can’t get far at Coota before you bump into a project from the Maatouks Racing stable. After four sleepless days, Anthony Maatouk and the team brought 13 cars to this year’s event resulting in three of the top five quickest cars, all well into the eight-second bracket — including a new record 8.4-second pass for their own car, King R32.

“We only had two passes all weekend,” Anthony told us. “We’re aiming for a seven-second pass. It’s possible, but we’re not sure how we’ll stop on this surface.”

Sydney-based Honda specialist BYP Racing set out to beat the four-cylinder, two-wheel-drive record with an affordable drag car, based around a heavily-boosted K24 engine. Realising that would be tough with front-wheel drive, owner Benny Tran picked up a cheap SW20 MR2 chassis to show what the drivetrain was capable of. Just three weeks in the making and with only two more for testing, it managed a 10.1-second run at 153 mph, with hopes of getting into the nines next year.

Jake Gatt took the GT-R Challenge win, his R32 managing an 8.9-second run at 162 mph. Fresh out of the Maatouks Racing workshop, it’s packing a stroked RB32, putting 882 bhp through a Turbo-400 transmission.

“It’s fast and reliable, but it’s been very hard to predict the grip level here,” he said. “It feels good, but it fishtails. We’ll try new tyres, and I’ll get back out next year and see if I can do it again.”

It’s tough at the top. John Apostolopolous’s R32 is a well-known, seven-second car on a prepared drag strip, as well as a former winner at Cootamundra. It’s brought the build down to details. In the last 12 months, CV Performance designed a new turbo setup and downsized to 15-inch rims to give more sidewall within the same 26-inch diameter.

“Since last year we’ve done a 7.87 in the dragstrip," John said, "and now we’re pushing the limits."

The fastest GT-R at last year’s event, "JUN II" and owner Robert Marjan came to Coota with a title to defend. Having gone beyond the limits of traction, Croydon Racing Developments spent the last year fine-tuning the power delivery, carefully ramping boost up in the mid- and top-end of the range to make it easier to launch. It worked — a 183 mph closing speed put it 15 mph ahead of last year’s best run, and 5 mph ahead of winner Maatouk’s best. And that’s on radials, not slicks.

There aren’t many EG Civics with a north-south cam cover under the hood. Redsun Motorsport of Sydney crammed a full S15-spec SR20 drivetrain into this one, putting all the power to the rear wheels. And it’s not just the running gear; getting the geometry right meant transferring the Silvia’s shock towers, suspension and brakes into the Honda body. Still in the testing phase, its first competition was a chance to get as much data as possible ready for fine-tuning later on.

Paul Torony’s S13 had won the rear-wheel-drive class in 2012, before getting a full GT-R four-wheel-drive conversion with an OS Giken transmission. It’s taken a few years to get right, but 9.5 seconds at 164 mph is back where it should be. At 43 psi of boost, it’s making 960 hp from the SR20, and Paul says it’s good for 1,070 hp with it turned up to 49 psi. Beyond that, traction on the Coota’s rough surface starts to get tricky.

Ender Esenyel’s S13 isn’t only home to a 2JZ swap and two-speed Powerglide transmission. JDM Industries of Melbourne also found room for a huge Garrett GT47 turbo, pushing power up to 800 hp at 35 psi. It’s a show-standard, all-boxes-ticked car — designed for drag racing but street registered and regularly driven on the road.

“Once we’re at 50 psi, it should make 1,070 hp,” he said. “We’ll get it down, no stress.”

Check out the gallery below for more behind-the-scenes footage.

And because everything is better in motion, look for the Motive DVD Drag Battle on sale now!

(Story: Alex Grant / Photos: Alastair Ritchie)

There’s been a lot of buzz lately on social networks around videos of diesel trucks that are bellowing white smoke and suddenly die. No, the truck isn't doing a huge burnout. Chances are, you’re witnessing a runaway diesel engine. And no, it’s not a problem with just Power Strokes or Duramaxes or Cummins, so drop the brand-bashing banter. It can happen to any diesel engine in any vehicle, but more commonly in turbo-diesel applications.

So before you go commenting away on that video in your newsfeed about how much better your Chevy is than the Ford, quickly read up on what a runaway exactly is, and more importantly, how to stop it if it ever happens to you.

First thing's first: What is it, exactly?

To put it simply, a runaway diesel engine is a rare condition where the engine draws fuel from an unintended source, causing it to increase the RPM until the unintended fuel source runs out or catastrophic failure occurs in the engine. A more detailed description makes things a bit easier to understand:

Many lubricants found in an engine share similar properties to diesel fuel, including motor oil. A common example of motor oil causing a runaway condition occurs in turbo-diesel applications where there is a failure of the oil seals inside the turbocharger.

A blown seal can cause motor oil to be drawn into the turbocharger intake, and subsequently burned inside the combustion chamber. This creates a positive-feedback loop, in which the RPM increases well beyond redline, drawing in more oil from the blown turbo seal, and continuing on until catastrophic failure occurs as a result of overspeeding the engine.

Although this a rare condition, and not the only way in which a runaway occurs, it does happen from time to time. Other ways a diesel can runaway are by failed injection systems or excess blow-by causing the oil to vaporize and enter the intake.

OK, so what if it happens to me?

Remember, we’re dealing in hypotheticals here. I’m not a mechanic, and you should take caution in any situation should it ever occur to you. A runaway diesel is a very dangerous situation due to the immense forces on the engine itself. But the good news is, there is a way to hypothetically stop it before it’s too late.

Because of the way a diesel engine operates, simply turning the key off to kill the ignition has zero effect on stopping a runaway. A diesel engine only needs fuel and air to create combustion, and the more fuel is delivered, the faster the engine revs.

So, in order to stop the engine, you must either cut off the air supply, or the fuel supply. Since it’s drawing fuel from some unknown source, the easier option of the two is to cut off the air supply. Finding something to block off the intake can slow down the RPM and stop the engine from running.

Some people have used rags, t-shirts or even a fire extinguisher to smother the engine, but again, do so at your own risk. Vehicles equipped with manual transmissions can sometimes put the truck into a high gear such as 5th or 6th, and using the brakes and letting off the clutch to stall the engine.

There you have it. Diesel engines have their pros and cons, but this is an incredibly rare condition that doesn’t trump any of the benefits of having a diesel truck. It just makes for really dramatic videos on YouTube and Facebook.

This isn't the only thing that can go wrong with your diesel... Read about more diesel fails.

In Cars 3, Lightning McQueen is faced with the threat of a technology-laden rookie class of racers replacing the veterans of the Piston Cup series. The main threat lies with Jackson Storm, a carbon fiber-bodied racing machine with a huge GT wing and signature purple "S" down the sides of his body panels.

Ahead of SPOCOM Anaheim, Phil Chien took the opportunity and proximity to Disneyland to send his already black-and-carbon fiber FR-S into the Cars universe for the kids that would be in attendance. The guys at AutoTuned designed and installed a custom set of Storm "S" decals that were worked into shape for the FR-S body lines and paired them with a real-world sponsor roll call mirroring Storm’s styling. A neat easter egg lies in the huge 6.0 that takes the place of Storm’s 2.0 on Phil’s car; this is the sixth full iteration of Phil’s FR-S build, each a completely new look and feel from the last.

Drenched in Carbon Fiber

That being said, the Pixar-inspired design queues haven’t detracted from the praise and award-winning potential of Phil’s FR-S in the slightest. Underneath the decals lies a veritable ocean of carbon fiber; only what’s left of the quarter panels and the doors have remained factory metal.

Filling out those carbon fiber overfenders are meaty Nitto Tire NT05s wrapped around Rays Gram Lights Transcends, all of which are backed by R1 Concepts Big Brake Kits front and rear.

Purple Parts and a Panda Picture

Under the hood, a laundry list of aftermarket parts help put those Nitto Tires to use, not the least of which is the Jackson Racing supercharger setup surrounded by the signature Jackson Storm purple on the intercooler piping and multiple other bits.

Around the rear is another unique touch. While the trend has been to paste quotes and sayings across the underside of large road-going GT wings, Phil instead chose a mural of Chen Stormstout of World of Warcraft. The result is a somewhat hidden gem that is only fully appreciated when the trunk is open.

Inside the trunk is a colorful 7D Customs one-off carbon fiber showcase — made to show off the electronics, lines and tanks for Phil’s air suspension setup. The windows are lined with lighting that cycle through every color while helping to highlight everything underneath the housing.

Looking closely on either side of the D7 logo in the trunk reveals the cones of two 12-inch Pioneer subwoofers taking the place of the rear seatbacks. The housing for the subs? Even more carbon fiber, of course.

The main cabin of the FR-S has had the majority of parts replaced or customized, from the 3-pod gauge cluster in the passenger dash and Personal steering wheel, to the plush BRIDE Euro II+C Cruz Cusco collab seats for both driver and passenger. The purple and carbon fiber make a return alongside the suede, giving the setup a very cohesive feel both inside and out.

With a build this complete (over 110 different parts both custom and off-the-shelf), it’s easy to get carried away. Luckily, Phil and the team at AutoTuned have maintained their iterative vision of this Jackson Racing-powered Jackson Storm to stay the course throughout the fads and flavors of the week. After taking home trophies at 86Fest, SPOCOM and StanceNation & Showoff Nisei Edition, we’ll be on the lookout for an even more impressive version 7.0.

TUNING MENU

2013 Scion FRS

Check out the gallery below for more photos of Phil's FR-S.