When it comes to Jeep suspension, one name stands for exactly what it does. Based out of Waterford, New York, Rock Krawler Suspension is a leading manufacturer of Jeep suspension parts for everything from the YJ to the JK platform. Naturally, the owner of the company, Jeremy Purick, brought his 4899 race car out to Easter Jeep Safari this year to see how it handles the red rocks. He takes pride in the fact that many of the components on this car are off-the-shelf parts that his company sells to the public — a true testament to their performance. 

The 4899 car, based mostly off a JK platform, is unique in that it fits the bill for many descriptions. The single coilover-bypass shocks can be used in the Legends class at King of The Hammers, while the car itself can compete in other classes such as Jeepspeed. The 40-inch Nitto Trail Grapplers on Method Race Wheels Beadlocks also work phenomenally in the Ultra4 class. Jeremy believes having the ability to test the parts on this rig in each of these segments is the best way prove their performance.

Watch the video at the top for a closer look on what exactly makes this a true, do-it-all rig.

What's purple, sits on four wheels, has no doors or windows and is made up of 200 feet of steel tubing?

Answer: "M-EXO-5" — Krowrx's MX-5 EXOcar.

Alabama-based Krowrx Fabricators can transform virtually any ride (trucks, four-doors, cabrios, you name it) into an EXO in just 4–6 weeks. We spotted this little Miata creation sitting pretty at GRIDLIFE South 2017 on some Nitto Neo Gen rubber.

Like what you see? We think it's EXOLNT...

See what's up with the rest of the build in the video at the top.

(Video: Donut Media)

This week marks the start of the Frankfurt International Motor Show, and with it a whole new batch of debuts and concept vehicles from the world's manufacturers. Things might just be kicking off, but it seems there's one car that's already stolen the show. Say "hello" to the Mercedes-AMG Project ONE.

After several years of establishing itself as the dominant constructor in Formula 1, Mercedes has put its racing know-how to use by creating one of the most insane hypercar concepts we've ever seen. Heavily inspired by F1, the Project ONE blurs the lines between road car and race car and is laden with technology developed by Mercedes' F1 engineers. And like modern F1 cars, electric power is a big part of the formula, with four electric motors and a mid-mounted turbocharged 1.6-liter V6 that spins up to 11,000 rpm.

Together, the powertrain is good for over 1,000 horsepower and will propel the car from zero to 200 kilometers per hour in just six seconds and to a top speed of 217 mph. On top of that, the Project One is capable of going up to 15 miles on electric propulsion alone.

Other F1-derived technology abounds, from the carbon fiber chassis tube to the advanced suspension, eight-speed gearbox and regenerative braking capabilities. It's an envelope-pushing automobile to say the least.

Although being called a show car at this point, production is not far off, with an estimated price of $2.7 million U.S. and limited production numbers, you can count on every single example being spoken for.

This is not the first road car to be inspired by a racing machine, but the Project ONE might be as close as you can ever get to having a two-seat, street-legal Formula 1 car in your garage. We cannot wait for a chance to see this groundbreaking car in action.

(Photos courtesy of manufacturer)

Just when you thought you’d seen it all, we bring you even more eye candy from the 2017 Scheid Diesel Extravaganza. From classic repowers to wild daily drivers and one-purpose competition rigs, this is truly the best of the rest from this year’s affair.

But this installment isn’t all about brute power and earth-rotating torque. There were some true show trucks present in Terre Haute the weekend of August 25–27 — and we’ll bring you up close and personal with the one that took home the First Place trophy. Also front-and-center under the Show-N-Shine pavilion were dozens of trucks, both old and new, sporting 24- and 26-inch rolling stock.

Without further ado, let’s take a look at the remaining A-listers from this year’s biggest diesel event. And don’t forget to tune in for our final Extravaganza installment, where we highlight the hottest products on display at the show.

1. SHOW-STOPPING RAM

Neither words nor photos can do Brandon Davis’ Ram justice — but we’ll do our best! For more than four and a half years, Brandon pieced together his work of art in precise, metered steps. The ¾-ton Ram has just 20,000 original miles on the odometer and still wears the factory paint (aside from the components that’ve been paint matched). Livening up the Cummins is a set of 200-percent over injectors, a 10 mm (stroker) CP3, AirDog II-4G fuel system, and a Fleece Performance Engineering S468 turbo bolted to a Steed Speed exhaust manifold.

Best-in-Show

As far as the suspension is concerned, nothing on Brandon’s Ram is off-the-shelf. A Baja-style custom four-link suspension exists up front with a three-link in the rear. Four dual-rate King coil overs provide superb ride quality and Carli Suspension ball joints combined with a Shifted Industries hydraulic assist steering system keep the front end tight (even with 38-inch mud terrains in the mix). A polished, 5-inch Jamo Performance Exhaust system allows the S468 to expel exhaust in a hurry and a full billet 68RFE M3GA Competition transmission from Sun Coast harnesses the power produced by the 6.7L Cummins. Not surprisingly, Brandon’s show-stopping Ram handily won the votes required to declare it best-in-show during Friday afternoon’s Show-N-Shine competition.

2. 1,200+ HP MEGA CAB

Our unique-meter was definitely going berserk when we came across this truck. And even though Daniel Hartman’s immaculate, 50,000-mile, 5.9L Cummins-powered ’06 Dodge Ram 2500 was graced with compound turbos, triple CP3s and a stuffed Tickle Me Elmo, that wasn’t what got our attention.

Reflection of Perfection

When what’s under your hood needs to be seen twice…you add a mirror. Thanks to friend (and owner of Mirror Edge) Travis Siferd, a piece of plexiglass with a silver backing was crafted into an underhood-mounted mirror. The trick reflective surface is attached via Velcro and — in our opinion — is the ultimate way to show off the truck’s incredible engine bay. As expected, the mirror (and the truck) attracted countless onlookers throughout the weekend.

3. SIDEWALL IS OVERRATED

We can remember a time when 20-inch wheels were the price of admission in the diesel segment, but now 24 and even 26-inch rims are creeping into the mainstream. While a lot of folks call it a fad, others now call it the norm. No matter the case, there was no denying that the big wheel craze was front-and-center at this year’s Scheid Diesel Extravaganza. Huge wheels, stretched tires and wheel spacers could all be found on countless rides. The old body style Ford Power Stroke pictured above exemplifies the latest cosmetic craze, with a set of 24x14 AKA SS8 polished aluminum American Force wheels, stretched 37-inch tread and a pair of wheel spacers installed on both ends of the front axle to provide enough clearance.

4. ’59 CHEVY APACHE

While diesel swapping a C10 and newer Chevy is becoming more and more common these days, finding an oil burner under the hood of an Apache is still a rarity. This 4x4 NAPCO fleetside short bed version was the recipient of Cummins power, a completely new drive line, electrical and paint — all in an eight-month window.

K.I.S.S. (12-Valve Cummins + ZF-5 Transmission)

Under the hood, things are simple. A non-intercooled, 12-valve 5.9L Cummins — plucked from a ’97 model year Ram — appears right at home and a custom adaptor plate allows for the use of a five-speed ZF-5 transmission. A divorced transfer case transmits power to the front and rear axles.

5. MASTERSTROKE: P-PUMP'D 7.3L

Even though it wasn’t “technically” part of the Show-N-Shine competition, it could’ve (should’ve?) been! Meet Unlimited Diesel Performance’s P-pumped 7.3L Power Stroke. The mechanically injected 7.3L V8 powers the company’s ’81 Ford, which competes in the Limited Pro Stock pulling class. The intake alone is a work of art, not to mention the inline eight-cylinder injection pump that consumes the lifter valley, the billet front cover and even the one-off, recast cylinder heads.

6. HEADLIGHT DELETE

Never let trivial things such as headlights get in the way of your fun! After weighing the benefits of utilizing the passenger side headlight vs. running an air filter on the lowest-positioned turbocharger in the engine’s triple-turbo arrangement, Garrett Fort opted for the ladder. The decision paid off in the form of his ’09 F-350 clearing 1,020 hp while aboard the Dan’s Diesel Performance chassis dyno that was on hand at the show.

BorgWarner Triplets

A trio of BorgWarner turbochargers (the third being located below the passenger side unit that’s visible in the image above) help fill every last square inch of real estate available under the hood of Garrett’s late-model Super Duty. Without a doubt, his 6.4L was one of the wilder, street-driven Power Strokes at this year’s Scheid Diesel Extravaganza.

(Photos: Mike McGlothlin, Tim Sutton)

If you missed it, see six more top picks from this year's Scheid Diesel Show-N-Shine.

Earlier this summer, BMW unveiled its stunning new 8 Series in concept form, and along with that debut came the news that BMW would use the new coupe as the base for its return to Le Mans in 2018. This week in Frankfurt, they took the wraps off the M8 GTE race car, and it's every bit as cool as we were hoping.

BMW has been developing the M8 GTE alongside the road version of the car, and the race car will actually make its competition debut before the production version hits the streets. Naturally, the new race car was debuted in the iconic red, white and blue BMW M racing colors.

With a block and heads based on the car's production engine, the M8 GTEs TwinPower Turbo V8 displaces 4.0 liters (to adhere to class regulations) and, depending on specific tune, will make at least 500 horsepower.

The V8 is mounted to a six-speed sequential gearbox, and the car will also employ an advanced traction control setup that was developed with the assistance of an artificial intelligence system. Not surprisingly, the body has been developed for maximum aerodynamics; even the wheels were designed to give an aerodynamic edge.

The M8 GTE was designed with the FIA World Endurance Championship in mind, and next June the M8 GTE will lead BMW's return to Le Mans for the first time since 2011 when it campaigned the M3 GT2.

The car will also see action stateside in the IMSA WeatherTech SportsCar Championship where it should make its debut next January during the Rolex Daytona 24 Hours. Time will tell how the car does in the ultra competitive GTE scene, but there's no denying how nice it will be see to BMW back in the mix next year with an all-new machine.

(Photos courtesy of the manufacturer)

Give it a second look, and you'll soon realize this car isn't your typical Supra. Find out from the owner himself — this sleeper's got a few surprises up its sleeve...

Daniel Montanez  |  @dmont0446

1994 Toyota Supra Turbo

1. What is the best mod to your vehicle?

Best mod? The tow hitch (it really does have one). But really, I love the massive intercooler. There's something intimidating about staring at a Supra from the front with a GReddy 4 row intercooler.

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

Ever since I've had a Supra, which has been about 10 years, the Supra community in SoCal has been my biggest influence. There are so many different builds and great people in the community, which doesn't let me pinpoint just one person or car.

3. What is your biggest automotive pet peeve?

One thing that always comes up when someone looks at my Supra is the fact that it's an auto. They get discouraged and think it's slow. What a lot of these individuals don't realize is that I don't lose boost while shifting; it's a strong-built auto, great in traffic and actually faster than Supras with a similar setup.

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

In my opinion you can't beat listening to EDM while cruising down the coast.  

5. What is your next automotive adventure?

I want to stick with the rare imports. I'd like to have an Acura NSX or RX-7 in the near future.

I’m going to make a few Porsche owners laugh and a whole bunch of them angry with the following statement: A lot of Porsche people, they’re kinda goofy.

Yeah, the brand that descended from the Beetle and was marketed as a layman’s sports car has garnered a following that’s a little, well…uptight. Historically speaking, stock was king at a typical Porsche event. If a car was special, it was for some sort of provenance, and not because you did something to it. This whole deal where people earn points by doing crazy stuff with Porsches — that’s relatively new.

And that change is due in large part because of a family, the Emory family.

Descendants of Neil Emory — half of the esteemed Valley Custom Shop in Burbank, California — the Emory offspring was practically born to modify. But it was son Gary’s prominence in the parts-trading business that changed things in the Porsche world. How so? Well, for starters, you didn’t restore or even maintain a Porsche without dealing with Parts Obsolete, Gary’s company. His power meant that his sanction could get an otherwise outlawed car into a hoity-toity event. And his hot-rod side meant Parts Obsolete built a few outlaws, a term the shop embraced and formalized with a capital “O.” Rod, Gary’s son, carries in the tradition by building bespoke Outlaws at Emory Motorsports. In Burbank, California. I mean, where else?

Anyway, if Gary jabbed at purists, it was light-hearted. For at its core, the Emory family was all about acceptance. And it proved so much by hosting a giant picnic for pretty much anyone who bothered to show up. And it was the antithesis of purist. Heck, you could steal the show by arriving in a hot rod or custom car. 

What started 23 years ago as a casual get-together transformed into an annual event. The family’s relocation to a large property in McMinnville, Oregon, gave the happening the opportunity to expand into a three-day campout. Check your celebrity at the gate; everyone — at least for a few days — stands on equal footing. Restored cars park cheek-to-jowl with rusty beaters and nobody bats an eye. Hotels? Dude, bring a tent and a bag and sleep on the ground like you used to. Then just break bread and spill wine.

This is a show — nay, a low-key party — for the rest of us. It’s like a ‘70s rod run: relaxed, informal and happy-go-lucky — which, given Gary’s background, makes sense. The event’s popularity explained the respectable attendance, which grew to about 350 people in 18 years. Bear in mind this is at a guy’s house. Not some park. A big deal, really. 

But what also grew was the family’s weariness. There were permits to pull, caterers to reserve, fields to mow, shop space to clean, cars to arrange, bands to hire, artists to commission, T-shirts to print, rosters to maintain, and the list goes on. What began as a fun, low-hassle party for friends began to look like real work.

So in 2012, the family announced there were no plans for any subsequent events. We all groaned, none of us from surprise, though. We all felt as if we lost out on a family reunion, and we had seen it coming.

That changed last year with the announcement that, after a five-year hiatus, the campout would return in 2017. This time Emory Motorsports took the title lead, but as in all years past, it was the whole family and a group of close friends who would do all the legwork. They remarkably hide their strain.

Devotees immediately took to the website for registration. At least I did. Going by pre-event ticket sales, some 450 fellow enthusiasts felt similarly, making it by default the most attended Campout to date on pre-registration alone. But by the Saturday of the show, nearly 650 — close to double the last event’s attendance — packed the fields.

What follows are some of the highlights of the Campout. Unfortunately, what we couldn’t capture were the sounds, smells and vibes. Underpinning this was a PA system stuck on Soft Rock hits. Yeah, you’ve heard Steely Dan a million times, but it’s the context that makes the million-and-first time good. Smell that barbecue? Hey, someone’s running race gas. Wanna ‘nuther beer? That kind of weekend. Kinda like the weekends the kid in you expected to have when you became an adult.

As expected, there were no definitive plans for a future event, although a few hinted at another five-year anniversary. But if it happens, count me there. In the course of my work I’ve gone to some of the most esteemed events across this country. This is one of the only events that I’ll not just go out of my way to attend, but also pay my way in. Because for three short days in an otherwise hectic year, I get to be part of a family that has such a good time goofing off with old Porsches and not getting goofy about them.

Scroll back up to the top to see all the sights from the 19th Emory Porsche Campout in our event gallery.

Formula Drift slides into the state of Texas with heavy hearts just a week after Hurricane Harvey impacted the Houston area. This weekend’s competition is taking place around 275 miles Northwest of the Houston area at Texas Motor Speedway, a track with a 20,000-square-foot TV screen that was the largest in the world when it was debuted in 2013. Formula Drift has been competing at this track since 2014, and the stop that will establish the terms of the championship picture prior to the Irwindale season finale. Entering the event, James Deane holds a 57-point lead over Fredric Aasbo, and the championship picture could really come to clarity pending the results. An early knockout from Aasbo could allow Deane to clinch the championship here, while an early exit from Deane could make the championship a tossup between both drivers entering Irwindale.

The Texas Motor Speedway course has shifted a few times over the years, but this current layout is the same one that was utilized last season. Drivers will enter the road course in clockwise fashion, initiating on the outside of the first right-hand sweeper before moving to the inside of the course for an inside clip at the exit of the sweeper. Drivers will transition through a ‘power alley’ to an inside clip facing the crowd, before transitioning again to an outside clipping zone along a tire-lined wall in front of the judges. The course finishes with another right-hand sweeper that holds an inside clipping point at the end. Overall, the course is one of the shorter ones on the Formula Drift circuit, but also one of the fastest ones.

QUALIFYING

For the second consecutive event, seven drivers would again put up a qualifying score over 90 points, although there would be more congestion this round than in Seattle. At the top, both James Deane and Matt Coffman earned 97-point scores, the highest scores given out by the judges in qualifying this season. Deane earned the top position by virtue of a higher secondary score, while both drivers were quite happy with their scores. Odi Bakchis would slide into Q3 with a score of 95, while a trio of drivers would earn 92-point scores. Fredric Aasbo would earn the tiebreaker and Q4 position with a secondary score of 91, Ryan Tuerck would slide into Q5 with a secondary score of 90, and Piotr Wiecek slipped to Q6 due to a secondary score of 80. With 28 drivers earning a qualifying score, the top four qualified drivers would earn a bye on to the Top 16 round. 

TOP 32

James Deane – Bye Run

DEANE LEAD – For the third consecutive event, James Deane has topped the qualifying charts. His 97-point qualifying run was the highest qualifying score we’ve seen all year. At this stage, each point Deane earns takes him one step closer to clinching the Formula Drift Championship. If Deane were to win the event here, he may be able to clinch the championship pending where Fredric Aasbo finishes. The two top championship contenders are on the same side of the bracket, which would setup a potential battle in the Final 4. We will see where this ends up! 

Alec Hohnadell vs. Jeff Jones 

HOHNADELL LEAD – Hohnadell has a very snappy initiation, but drops a tire. That will be a slight deduction for Hohnadell. Hohnadell pulls a big gap on Jones midway through the first sweeper, and extends it to around five car lengths after the first transition. Jones can’t close the gap down much at all over the length of the course. Hohnadell’s car has always been one of the faster ones on grid, but it looks like the team has a lot more grip dialed into the car this weekend than at the past few races. If he drives this strong all day, he will have some good results.

JONES LEAD – Jones has a very shaky initiation, Hohnadell is right on his tail. Jones has a smooth line around the sweeper, Hohnadell sucks in tight to Jones’ door after the first transition and stays within a single car length of proximity around the entire second half of the course! Jones doesn’t make any major mistakes, but the story of this battle is clearly Hohnadell’s incredible chase run! All three judges vote for Hohnadell to move on to the Top 16.

Kristaps Bluss vs. Alex Heilbrunn

BLUSS LEAD – Bluss has a smooth entry, Heilbrunn enters around two cars behind him, and both drivers have a smooth line through the sweeper. Bluss extends the lead to around four car lengths exiting the sweeper and powering through the power alley, Heilbrunn is able to close the gap back down to around two car lengths by the outside zone. Bluss again opens up another car length of gap around the final turn. Both drivers have a good line and steering angle, we didn’t see any major mistakes from either driver. Bluss had a better line through the outside clipping zone, but otherwise this was a pretty even run.

HEILBRUNN LEAD – Heilbrunn has a great initiation and has good line through the sweeper and the first two clipping points. Bluss is about a car length and a half behind Heilbrunn with good steering angle, but can’t close the gap down much. Both cars have tons of tire smoke and a good line near all the clips, but Heilbrunn looks to be deeper into the outside zones than Bluss was on his lead run. This was another good run from both drivers, with no distinctive or major differentiating characters. All three judges vote for a “One More Time.” This feels like the right decision as Heilbrunn had a better lead run, while Bluss had a better chase run. 

One More Time

BLUSS LEAD – Bluss has a good initiation, Heilbrunn is less than a car length behind him through the first sweeper. Bluss extends the proximity to around two car lengths after the first transition and keeps the same proximity around the final two turns. Bluss goes much deeper into the outer zone in front of the judges than on his previous lead run, this is a much stronger lead run for Bluss than before. 

HEILBRUNN LEAD – Heilbrunn has a bit of a feint initiation, Bluss is about two car lengths behind Heilbrunn through the first sweeper. Bluss closes the gap down to around a single car length after the transition. Heilbrunn goes deep into the outer zone in front of the judges, Bluss goes even deeper and rubs his rear bumper and trunk along the tire wall, ripping the rear bumper apart and dragging it along the final sweeper. Bluss also takes out the final inner clipping point. It’s pretty incredible that Bluss was able to drive through that tire wall rub, the wall has taken a few victims already this weekend. All three judges vote for Bluss to move on to the Top 16.

Chelsea DeNofa vs. Kyle Mohan

DENOFA LEAD – DeNofa has a smooth entry, Mohan enters around two car lengths behind him. DeNofa’s Ford Mustang RTR is really bouncing a lot through the sweeper, but the car keeps a ton of steering angle through the entirety of the turn. DeNofa hits the first inside clipping point while Mohan is way off the line, and DeNofa extends the lead to around five car lengths by the end of the power alley. DeNofa’s line is deep through the outer clipping zone in front of the judges, while Mohan cuts the course with a shallow line to try and catch up and is nowhere near where he should be. DeNofa likely has a big advantage due in part to the gap he opened up but also due to Mohan’s poor line through the course.

MOHAN LEAD – Mohan initiates and Mohan is immediately on his door. Mohan has a much better line around the sweeper on this lead run, DeNofa slides out to the wide line through the sweeper but is back on the correct line by the exit of the power alley. Mohan took out the inner clipping point at the end of the power alley, and DeNofa closed the gap down from around four car lengths at the exit of the power alley to around two car lengths across the finish line. A bit of a sloppy run from both drivers overall, but the first run seemed even sloppier from Mohan. All three judges vote for DeNofa to move on to the Top 16.

Fredric Aasbo – Bye Run

AASBO LEAD – Aasbo lost a few more championship points to Deane by qualifying fourth, but has looked consistent all weekend. His qualifying runs were scored as a 92 and a 91, showing that consistency even in qualifying. Aasbo is looking for his third win of the season, and could potentially retake the lead from Deane if he can win the event pending where Deane finishes. 

Justin Pawlak vs. Nate Hamilton

PAWLAK LEAD – Pawlak with a feint entry, Hamilton is tight to Pawlak through the first portion fo the sweeper but loses some ground midway through the turn. Pawlak has substantially more angle and extends the lead through the power alley, Hamilton uses a much shallower line to cloe the gap a bit through the outside zone in front of the judges. Pawlak laid down the qualifying-like lead run that you would expect from a lead car, Hamilton was clearly struggling to keep up with Pawlak’s Ford Mustang through the course.

HAMILTON LEAD – Hamilton has a slow entry, Pawlak quickly closes down the gap to around a half car length. Hamilton’s car is clearly slow and struggling with angle through the sweeper, Pawlak does a good job controlling the distance to avoid colliding with Hamilton. Hamilton isn’t able to open up much proximity through the power alley, but adds a decent amount of angle at the inside clipping point at the end of the power alley. Pawlak maintains consistent proximity and steering angle behind Hamilton, this was a good chase run from Pawlak. One judge votes for a “One More Time,” but the other two judges side with Pawlak. We will see Pawlak in the Top 16.

Ryan Tuerck vs. Faruk Kugay

TUERCK LEAD – Tuerck initiates and immediately opens the gap up to around two car lengths, then extends the proximity to around five car lengths through the power alley. Kugay is struggling to keep him, and is car looks very unsettled while in drift. Kugay is off several of the clipping points, while Tuerck has a very good pass with tons of tire smoke. This will be a very big advantage for Tuerck going into the second run.

KUGAY LEAD – After a restart due to jumping the light, Kugay has a shaky initiation into the first turn and fairly shallow steering angle. Tuerck is around two car lengths behind Kugay at the start of the sweeper but closes the gap down to a single car length by midway through the sweeper. Exiting the first sweeper, Kugay stops drifting and grips the rest of the track. Tuerck stays in the throttle and finishes the course in full drift behind Kugay, this will make the decision much easier for the judges. All three judges vote for Tuerck to move on to the Top 16.

Ken Gushi vs. Juha Rintanen

GUSHI LEAD – Gushi with a very snappy initiation, Rintanen starts around two car lengths behind Gushi through the sweeper but loses ground through the power alley. Gushi has a great line around the course and extends the lead to around five car lengths by the time they get to the end of the power alley, while Rintanen finishes the course with a good line but with a notable disadvantage heading into the second run due to the lack of proximity.

RINTANEN LEAD – Rintanen initiates and has a two-car gap, Gushi closes it down to a single car length exiting the sweeper. Rintanen opens the gap back up to around two car lengths through the power alley but goes too deep into the outside zone in front of the judges and crashes hard into the tires. Rintanen’s car spun around one and a half times in front of Gushi. Thankfully, Gushi is able to avoid Rintanen’s spinning car, and Rintanen comes out of the car unhurt. All three judges vote for Gushi to move on to the Top 16.

Matt Coffman – Bye Run

COFFMAN LEAD – Coffman is a rising star in the sport, and this is his best qualifying effort of the season. Even more impressive is the 97-point score he earned, the best of his career. Coffman had a perfect “style” score, with the only deductions coming from the “angle” and “line” judges. Coffman has shown that it doesn’t take a new, flashy chassis every year to turn out results, and his comfort in this Nissan S13 chassis is clearly growing with every pass he makes.

Vaughn Gittin Jr. vs. Pat Goodin

GITTIN JR. LEAD – Goodin actually initiates before Gittin Jr., but Gittin Jr. quickly opens up the gap to around two car lengths by midway through the sweeper. Gittin Jr. is much tighter to all the inner clipping points, while Goodin is taking a shallower line to try and close the gap to Gittin Jr. but unable to make up much ground. Gittin Jr. crosses the finish line with around a three-car-length gap while Goodin takes out the final clipping point.

GOODIN LEAD – Goodin has a better line on his lead run, but is still not as close to the inner clipping points as he should be. Gittin Jr. stays around two car lengths behind Goodin, he isn’t able to close the gap down much but he has much better line than Goodin. No major mistakes from either driver, but Goodin is clearly further from nearly every clipping point and outside zone than he should be. All three judges vote for Gittin Jr. to move on to the Top 16.

Michael Essa vs. Cameron Moore

ESSA LEAD – Essa has a good initiation and around a two-car-length lead ahead of Moore, but extends the lead to around five car lengths by the end of the power alley. Moore may have briefly lost drift after the transition out of the first sweeper, but the lack of proximity will be a bigger deduction. Essa finishes the run with around an eight-car-length gap ahead of Moore as they cross the finish line.

MOORE LEAD – Moore has a good run in his lead with no major mistakes, but Essa is never more than two car lengths behind him. Essa takes out the inner clipping point at the end of the power alley, but has a good chase run overall with consistent proximity. All three judges vote for Essa to move on to the Top 16.

Chris Forsberg vs. Robbie Nishida

FORSBERG LEAD – Forsberg has a great initiation, Nishida is a bit later on initiation and a bit slower to get his car to full angle. Forsberg exits the first sweeper with a two-car lead on Nishida, but extends that gap to around five cars by the end of the power alley. Nishida’s car is clearly lacking steering angle and sped, and finishes around four car lengths behind Forsberg. This was a good effort from Nishida to earn qualifying points, but this car is clearly underequipped to compete against the reigning Formula Drift champion.

NISHIDA LEAD – Nishida is in a borrowed car this weekend as his GTR wasn’t ready for competition. Nishida starts with a relatively conservative entry, Forsberg is around a single car length behind Nishida. Forsberg keeps consistent proximity through the course, staying in the pocket close enough to Nishida to avoid being blinded by the tire smoke. All three judges vote for Forsberg to move on to the Top 16.

Odi Bakchis – Bye Run

BAKCHIS LEAD – Bakchis is quietly having one of his best seasons to date. With a 95-point qualifying score, Bakchis can clearly lay down a lead run with the best of them. While fans want to see the drivers take their bye runs, the DQ from Wiecek in Montreal is a perfect example of why drivers voted to skip their runs moving forward.

Matt Field vs. Jhonnattan Castro

FIELD LEAD – Big steering angle from Field on initiation, Castro stays around a single car length behind Field through the sweeper. Field is a bit off the inside clip at the end of the sweeper, but with notably more steering angle. Field briefly opens the gap up to around three car lengths, but Castro closes it down to around two car lengths by the finish line. A good run from both drivers, some small mistakes from each driver but nothing catastrophic. This is probably an even score going into the second run.

CASTRO LEAD – Castro initiates on a wider line, Field is around a single car length behind Castro through the sweeper. Castro extends the gap to around three car lengths through the power alley, Field isn’t able to close down the gap much until he takes a shallower line through the outside zone in front of the judges. This is a tough pair of runs to judge. One judge votes for a “One More Time,” the other two judges vote for Field to move on to the Top 16.

Piotr Wiecek vs. Dan Burkett

WIECEK LEAD – Both of these cars are powered by 2JZ engines, but Burkett’s car came with that engine from the factory. Wiecek has a very snappy initiation, then quickly extends the gap to around three car lengths. Wiecek has tons of steering angle, while Burkett’s car looks to be struggling with steering angle. Wiecek really opens up the gap to around six car lengths through the power alley and keeps the gap large across the finish line. This will be a pretty big advantage for Wiecek going into the second run.

BURKETT LEAD – Burkett has a good initiation, Wiecek is around a car length behind Burkett through the sweeper. Burkett has a much better run here with more steering angle, but isn’t able to open up much of a gap on Wiecek. This is a good, consistent chase run from Wiecek. All three judges vote for Wiecek to move on to the Top 16.

Dai Yoshihara vs. Dean Kearney

YOSHIHARA LEAD – Yoshihara with a good initiation, Kearney is just a single car length behind Yoshihara through the sweeper. Yoshihara is throwing off tons of tire smoke through the power alley, it’s nearly impossible to see Kearney’s car behind Yoshihara. As Yoshihara transitions through the power alley, Kearney emerges off the drifting line and goes wide into the tire wall. Kearney loses his rear bumper, but is able to finish the run around six car lengths behind Yoshihara. Great lead run from Yoshihara, likely a disadvantage for Kearney.

KEARNEY LEAD – Kearney calls his competition timeout to look over the damage and make repairs after the collision with the tire wall. Kearney is able to repair his vehicle and is back to finish the battle. Kearney has a good initiation, Yoshihara is about a single car length behind him through almost the entire course. Kearney took out the inside clipping point at the end of the power alley and isn’t as deep through the outside zone as the judges would like to see, but has a clean run otherwise. All three judges vote for Yoshihara to move on to the Top 16.

FORD TOP 16

Twelve young men and women are sworn into the Air Force in front of the crowd to kick off the Top 16 ceremonies. The Dyess Air Force Base Color Guard presented the colors, while one of their fellow Airwomen sang the National Anthem. During introductions, James Deane was handed a “Bag o’ Cash” from Black Magic as the top qualifier, but he notified the staff that he wanted to donate the cash back to a Hurricane relief effort instead of taking home the $500 cash. We see the typical burnouts from the Top 16 introductions, and the drivers grid up for the tandem battles.

Deane vs. Hohnadell

DEANE LEAD – Deane initiates smoothly, Hohnadell tries to throw the car in with heavy angle, but appears to over-rotate and lose momentum shortly after initiation and coasts the rest of the course. Deane makes a full pass with tons of smoke, but it won’t matter much as Hohnadell will be scored with an incomplete pass. Hohnadell was having issues with his shifter popping out of gear earlier in the weekend, this may be a mechanical failure rather than a mental error from Hohnadell.

HOHNADELL LEAD – Hohnadell calls a competition timeout, turns out he has a broken differential. Deane makes a bye run pass to prove his car is functioning, Hohnadell’s day will end early. Deane will earn the unanimous win and move on to the Great 8.

Bluss vs. DeNofa

BLUSS LEAD – Both drivers initiate simultaneously, DeNofa is just inches from Bluss’ door for the first half of the sweeper. Bluss is able to pull a small one car gap by the end of the sweeper due to shallow steering angle from DeNofa, but wow that was an exciting start to the run! DeNofa keeps consistent proximity through the power alley, and stays hot on Bluss’ door through the outside zone in front of the judges and the final sweeper. Looking at the replay, there might have been some contact between DeNofa and Bluss shortly after initiation, but Bluss drove through it and wasn’t affected. DeNofa also took out the inner clipping point at the exit of the power alley, but the incredible proximity will probably permit the judges to ignore that as a deduction.

DENOFA LEAD – DeNofa has a big initiation, Bluss is a bit later on his initiation but isn’t as tight on DeNofa’s door as we saw in the previous run. Bluss has shallow angle exiting the sweeper, and uses shallow steering angle after the power alley to stay close to DeNofa. DeNofa has a fantastic line on his lead run, and will likely be rewarded for sticking to the qualifying criteria. One judge votes for a “One More Time,” but two judges vote for DeNofa to move on. DeNofa will make it to the Great 8.

Aasbo vs. Pawlak

AASBO LEAD – Aasbo initiates smoothly, Pawlak initiates a few moments later and slides around a car length behind Aasbo. Aasbo has a good line through the sweeper, Pawlak remains a single car length behind Aasbo with nearly identical steering angle. Aasbo opens up the gap to around three car lengths through the power alley, Pawlak closes the gap back down to a single car length in the outside clipping zone in front of the judges and stays close to Aasbo around the final turn. Pawlak had to add a bunch of angle to prevent from making contact with Aasbo in that outside zone, a great adjustment by Pawlak!

PAWLAK LEAD – Pawlak has a very similar initiation to Aasbo’s lead run, but Aasbo is slower to get his car to angle. Aasbo’s Toyota Corolla iM has noticeably less steering angle through the big sweeper, but stays around a car length and a half behind Pawlak. Pawlak dumps big angle both exiting the power alley and through the outside clipping zone in front of the judges. This is a very stylish run from Pawlak! All three judges vote for a “One More Time,” we’ll see these two tandem again!

One More Time

AASBO LEAD – Aasbo again initiates much earlier than Pawlak, Pawlak has a bit shallower steering angle in chase than we saw in the previous run. Aasbo extends the lead from one car length to around three car lengths in the power alley, but Pawlak again closes the gap through the outer clipping zone in front of the judges and stays much closer around the second half of the course.

PAWLAK LEAD – Pawlak again initiates with much more angle than Aasbo, Aasbo appears to be sacrificing steering angle to stay close to Pawlak. Pawlak has noticeably more angle and is much more committed to the run than Aasbo, Aasbo has several steering corrections both through the sweeper and through the outside clipping zone in front of the judges. All three judges vote for Aasbo to get the win. Aasbo’s championship hopes continue on to the Great 8!

Tuerck vs. Gushi

TUERCK LEAD – Tuerck initiates first, Gushi initiates a bit later but tucks in nicely behind Tuerck through the first sweeper. Tuerck leads Gushi out of the sweeper with a single car length of proximity between the two, Gushi narrowly nudges the Black Magic clipping point at the end of the sweeper out of the way with his front bumper. Tuerck adds some big angle exiting the power alley and opens up the gap to around two car lengths, Gushi appears to slow his car a bit to stay out of the smoke screen coming from Tuerck. Both cars finish strong, this is a pretty even battle between two very similar Toyota GT86s.

GUSHI LEAD – Gushi has a snappy initiation and quickly opens up the lead to around two car lengths entering the sweeper, then emerges from the sweeper with around a three car length lead. Tuerck is a bit shakier with his steering angle through the sweeper. Gushi has a much cleaner line on this run, Tuerck doesn’t close the gap much around the later half of the course as both cars cross the finish line with around three car lengths between them. One judge votes for Gushi, two judges vote to see this tandem go “One More Time.” We’ll see these two battle again!

One More Time

TUERCK LEAD – Similar initiation from both drivers, Tuerck extends the lead from around a single car length to three car lengths through the power alley, Gushi sacrifices both his angle and line near the outside zone in front of the judges to try and close the gap back on Tuerck. Gushi takes out the final inside clipping point before crossing the finish line.

GUSHI LEAD – Gushi has a much more stylish lead run than his chase run, with tons of steering angle and tire smoke around the course. Gushi has around four car lengths of lead ahead of Tuerck exiting the power alley, but Tuerck sacrifices his line through the outside clipping zone to close the gap a bit. These runs again look very similar, it will be tough for the judges to find a differentiating factor. One judge votes for a “One More Time,” the other two judges vote for Gushi to move on to the Great 8.

Coffman vs. Gittin Jr.

COFFMAN LEAD – Unfortunately, Coffman appears to have blown his motor earlier today and won’t be able to make the call against Gittin Jr. We still see Gittin Jr. make a solo pass to burn off a set of Nitto Tires, all three judges vote for Gittin Jr. to move on to the Great 8.

Essa vs. Forsberg

ESSA LEAD – Essa has a snappy initiation, Forsberg tucks in around two car lengths behind him. Essa extends the lead to around four car lengths through the power alley, Forsberg briefly closes it to around two car lengths before the outside clipping zone but Essa extends the lead again around the final turn. Essa looks to have his BMW dialed in, this is one of this better runs we’ve seen from him all weekend!

FORSBERG LEAD – Forsberg with a snappy initiation similar to Essa, Essa is much closer to Forsberg through the sweeper and doesn’t lose any ground through the power alley. Essa is off the line a bit behind Forsberg and his rear end taps the tire wall, spinning him around nearly two full times. Forsberg finishes the run cleanly. Essa gets out and waives to the crowd to indicate he’s ok, he then is able to drive his car back to the pits which is a great testament to the safety imposed by Formula Drift. All three judges vote for Forsberg to move on to the Great 8. We’re glad to see that Essa is OK, and the damage to his car is likely more cosmetic than anything else.

Bakchis vs. Castro

BAKCHIS LEAD – Bakchis has a snappy initiation, Castro is a bit slower to get to angle but sticks to Bakchis’s door through the sweeper. Bakchis has more steering angle, but Castro keeps a consistent single car of proximity between him and Bakchis. Bakchis briefly opens up the gap to around two car lengths, Bakchis briefly brushes the tire wall but stays on course and finishes the final turn smoothly. We see a ton of brake lights from Bakchis around the final turn, Castro adjusts nicely to avoid hitting Bakchis but takes out the final clipping point.

CASTRO LEAD – Castro has a good initiation, Bakchis stays around a car length behind Castro through the sweeper with much more steering angle than we saw from Castro in his chase run. Castro briefly opened the gap up to around two car lengths through the power alley, but Bakchis closed it down again through the outside clipping zone. All three judges vote for Bakchis to move into the Great 8.

Wiecek vs. Yoshihara

WIECEK LEAD – Wiecek has a good initiation and tons of angle, Yoshihara is only a single car length behind Wiecek. Wiecek takes a bit of a wider line through the sweeper than the judges would like to see, but otherwise a great run from him. Wiecek has a bit more angle exiting the power alley, but overall, no major mistakes from either driver.

YOSHIHARA LEAD – Both drivers intiate simultaneously, Wiecek surges ahead midway through the sweeper and may have made contact with Yoshihara. Wiecek backs off briefly and Yoshihara opens up the gap to around four car lengths, Wiecek closes the gap after the power alley and follows Yoshihara within inches around the final sweeper. One judge votes for Wiecek, the other two judges vote for Yoshihara to move on to the Great 8. This battle could have easily gone either way!

NOS ENERGY DRINK GREAT 8

Deane vs. DeNofa

DEANE LEAD – Deane initiates with DeNofa hot on his tail, DeNofa’s car is sending sparks from the differential from the car bouncing on the pavement. DeNofa is just inches from Deane midway through the sweeper, Deane adds some big steering angle which extends the proximity just enough to give Deane room to transition exiting the sweeper without making contact with DeNofa. Deane has the proper line through the outside zone in front of the crowd, DeNofa is very shallow through the outside zone with sparks flying from the rear of his car midway through the turn. Both cars finish the run smoothly, there’s speculation that DeNofa might have debeaded a tire but he’s able to make it to the line just fine for his second run.

DENOFA LEAD – DeNofa initiates with tons of angle, Deane stays hot on DeNofa’s tail through the sweeper and mirrors DeNofa’s angle almost perfectly. DeNofa drops a tire briefly exiting the sweeper, briefly opens up a small gap on Deane, then dumps a ton of angle exiting the power alley in front of the fans. Deane does a great job to adjust and avoid making contact with DeNofa, who lost a fair amount of speed when he added the steering angle. Deane had a fairly shallow line through the outside clipping zone and around the final turn, but might have been thrown off by DeNofa’s angle and lack of speed. One judge votes for a “One More Time,” but the other two vote for Deane to move on. This run easily could have gone to a “One More Time” run!

Aasbo vs. Gushi

AASBO LEAD – Aasbo has a smooth initiation, Gushi is just a car length behind him through the sweeper. Aasbo has a few brake taps through the sweeper to adjust the car, but Gushi stays consistently a single car length behind him. Both drivers transition into the power alley synchronously, then transition back in front of the fans again in mirror tandem. Great run from both drivers!

GUSHI LEAD – Gushi has a much smother initiation and holds much more steering angle through the sweeper, Aasbo again has to tap his brakes a few times to adjust his angle. Gushi enters the power alley with around two car lengths of gap, Aasbo closes it down again near the outside zone by taking a shallower line. One judge votes for Aasbo, one judge votes for Gushi, and one judge votes for a “One More Time.” It seems like each judge saw slightly different mistakes from these drivers; we aren’t mad at watching these two battle again!

One More Time

AASBO LEAD – Aasbo has a much cleaner run through the sweeper on this run, Gushi stays just a single car length behind Aasbo through the entire sweeper. Aasbo extends the gap through the power alley and throws up a ton of smoke, Gushi appears to get lost a bit and slides a bit wide through the power alley. Aasbo extends the lead to around four car lengths through the outside clipping zone, Gushi takes a shallower line through the outside zone to close the gap but will likely be at a slight disadvantage due to his wider line through the power alley.

GUSHI LEAD – Gushi with a stylish entry, Aasbo stays just a single car length behind him through the sweeper. Gushi has shallow steering angle through the power alley, Aasbo surges ahead and closes the gap down to Gushi and stays within a single car length of Gushi through the final two turns. Aasbo is a bit shallow on the line through the outside zone, but stays close enough to Gushi to not earn too big of a deduction. All three judges vote for Aasbo to move into the Final 4; this will guarantee that the championship will not be clinched tonight in Texas.

Forsberg vs. Gittin Jr.

FORSBERG LEAD – Forsberg has a feint entry and appears to have dropped a tire shortly after initiation, Gittin Jr. initiates shortly behind him and we again see sparks fly from underneath a Ford Mustang RTR. Gittin Jr. stays within a half car length of Forsberg through the sweeper, but punts the clipping point at the exit of the sweeper. Forsberg briefly extends the lead on Gittin Jr. through the power alley, Gittin Jr. slides wide at the end of the power alley and slides completely off course which will result in an incomplete score. Forsberg finishes the run cleanly and will have a huge advantage going into the second run.

GITTIN JR. LEAD – Gittin Jr. initiates early and drops a tire off course similar to what Forsberg did on his lead run, Forsberg has a clean initiation and stays within a car length of Gittin Jr. through the sweeper. Gittin Jr. extends the lead to around three car lengths through the power alley, Forsberg surges ahead and closes the gap back down to around two car lengths through the outside zone in front of the judges. Gittin Jr. took out the inside clipping point at the exit of the power alley, but it likely won’t matter due to his off-course excursion on the previous run. All three judges for Forsberg to move on to the Final 4.

Bakchis vs. Yoshihara

BAKCHIS LEAD – Bakchis initiates with Yoshihara very close behind him, both cars are less than a car length away through the sweeper. Yoshihara narrowly nudges the clipping point at the end of the sweeper, Bakchis dumps a ton of angle at the end of the power alley which throws Yoshihara off on his line and causes him to transition earlier than he expected. Yoshihara ends up dropping at least two tires off, possibly all four, but gets back on course and finishes the outside zone and final sweeper in drift behind Bakchis. That will be a deduction from Yoshihara, but was a good recovery after the mistake.

YOSHIHARA LEAD – Yoshihara with a good initiation, Bakchis again sticks to Yoshihara very soon after initiation and sticks close to Yoshihara through the sweeper. Yoshihara transitions much earlier than Bakchis through the power alley, the late transition from Bakchis puts him on a slightly different line that appears to cut through the smoke nicely. Bakchis is around two car lengths behind Yoshihara around the final turn, but the mistake from Yoshihara exiting the power alley in chase was likely a much worse mistake. One judge votes for Bakchis, the other two vote for a “One More Time.” We’ll see these two again!

One More Time

BAKCHIS LEAD – This run looks almost identical to the previous run to a T. Smooth initation from both drivers, Yoshihara again narrowly knocks over the clipping point exiting the sweeper, and Yoshihara again finds himself on the wrong side of the clipping point exiting the power alley and drops at least two tires off course. Bakchis finishes with around a three-car gap on Yoshihara and an advantage due to Yoshihara sliding off course.

YOSHIHARA LEAD – Yoshihara has a smooth initiation, Bakchis taps the brakes a few times to settle the car but sticks tight to Yoshihara through the sweeper. Bakchis again takes a different transition through the power alley, but sticks much closer to Yoshihara on this run than we saw previously. Yoshihara gain opens up a very slight gap around the final turn, but a great chase run from Bakchis! All three judges vote for Bakchis to move on to the Final 4.

BLACKVUE FINAL 4

Deane vs. Aasbo

This battle has major championship implications! Should Deane win this battle and win the event, he would simply have to qualify at Irwindale to claim his first Formula Drift championship. If Aasbo can defeat Deane and win the event, he will be just 40 points behind Deane entering Irwindale, which can definitely be overcome in a single event.

DEANE LEAD – Deane has a nice entry and big steering angle through the first sweeper, Aasbo has a much less dramatic entry and noticeably less steering angle but good proximity to Deane. Aasbo keeps the proximity close through the power alley, but slides a bit wide exiting the power alley and is a bit off line entering the outside zone. Aasbo isn’t off course, but it’s noticeable that he’s off the inside clipping point at the end of the power alley. Deane opens up the gap to around two car lengths by the end of the sweeper, with much more steering angle. This will likely be a very slight advantage for Deane going into the next run, but not insurmountable.

AASBO LEAD – Aasbo and Deane initiate almost simultaneously, Aasbo taps the brakes again midway through the sweeper but Deane adjusts nicely. Aasbo can’t open up a gap through the power alley like we’ve seen on previous runs, Deane sticks very close to him through the transition exiting the power alley. Aasbo slides his car much deeper through the power alley, while Deane takes a slightly shallower line and loses a bit of ground to Aasbo. One judge votes for a “One More Time,” the other two vote for Deane to move on to the Final Battle! This is a huge win for Deane both in this rivalry but also for the championship.

Bakchis vs. Forsberg

BAKCHIS LEAD – Bakchis again looks shaky on initiation, Forsberg starts off around a car length behind Bakchis in the sweeper but finishes the sweeper around two car lengths behind him. Bakchis extends the proximity through the power alley, Forsberg slides a bit wide on the inside clip exiting the power alley and is a bit shallower through the outside zone but otherwise looks very consistent around the course. Looking at the replay, it looks like Bakchis actually tapped the inside clipping point at the exit of the first sweeper, looks like both drivers made some very small mistakes.

FORSBERG LEAD – Forsberg has a much smoother initiation, Bakchis stays around a single car length behind Forsberg through the sweeper. Forsberg is a bit wide on the clipping point exiting the sweeper, and briefly opens up a slight gap through the power alley. Bakchis transitions late after the power alley and over-rotates! Forsberg finishes the last two turns cleanly, this was a very unexpected mistake from Bakchis! All three judges vote for Forsberg to move on to the Final Battle! Forsberg will try to put a stop to Deane’s second consecutive perfect event, while Bakchis will take the bottom step of the podium thanks to a higher qualifying position than Aasbo.

BLACK MAGIC FINAL BATTLE

Deane vs. Forsberg

DEANE LEAD – Deane with a smooth initiation, Forsberg initiates a bit earlier than we’ve seen before in anticipation of Deane’s line. Both drivers remain about a car length away from each other through the sweeper, Deane extends the gap to around three car lengths through the power alley. Forsberg slides wide exiting the power alley and is off the ideal line through the inside clipping point at the end of the power alley and also off the ideal line near the outside zone. Deane finishes the course around three car lengths ahead of Forsberg and likely with a slight advantage after the first run.

FORSBERG LEAD – Wow, as Forsberg is initiating and getting his car sideways, Deane is already on his door and stays there through the entire sweeper! This is a masterful chase from Deane, looking at the replay it looks like Deane may have briefly brushed on Forsberg’s 370z through the sweeper. Forsberg slides a bit wide again exiting the power alley while Deane stays less than a car length behind Forsberg, this is by far the best chase run we’ve seen all day.

Forsberg had a good pair of runs, but Deane clearly had the better pair of runs. Deane and Forsberg are brought to the front of the crowd for the announcement, and Bakchis comes out as well as the third place finisher. Deane is announced as the winner, and his team grabs him and lifts him on their shoulders. Deane now ties the record from Fredric Aasbo for the most wins in a single season, tying the mark set by Fredric Aasbo from 2015 with four wins.

Deane now carries a 96-point lead into Irwindale, and will clinch the championship with a scored qualifying pass. This year’s Irwindale event will be the last at the so-called “House of Drift." Buy your tickets in advance as it will surely sell out!

Formula Drift took over Texas Motor Speedway for a weekend of intense competition. Nitto Tire/Mustang RTR teammates Vaughn Gittin Jr. and Chelsea DeNofa (#BroStangs) made it to the Great 8, but it was their tandem competitors who advanced to the final rounds and an eventual podium. Although Chris Forsberg put forth an amazing run in the Final Battle, it was James Deane who claimed the first-place title by the end of the night.

For more action from Texas Motor Speedway, check out the gallery above.

(Photos: Jason Scott)

Gittin Jr. moves up from seventh to fifth place in the Championship standings, but can he pull off the ultimate victory at Irwindale, October 14? We'll be at the legendary House of Drift for the Final Fight — see you there?

Formula D Pro Championship Standings:

1. James Deane - 582 pts
2. Fredric Aasbo - 486 pts
3. Odi Bakchis - 367 pts
4. Kristaps Bluss - 365 pts
5. Vaughn Gittin Jr. - 332 pts
6. Michael Essa - 331 pts
7. Ryan Tuerck - 321 pts
8. Daijiro Yoshihara - 309 pts
9. Matt Coffman - 298 pts
10. Chris Forsberg - 275 pts
11. Dean Kearney - 275 pts
12. Piotr Wiecek - 261 pts
13. Chelsea DeNofa - 250 pts
14. Justin Pawlak - 232 pts
15. Alec Hohnadell - 226 pts
16. Alex Heilbrunn - 228 pts
17. Matt Field - 214 pts
18. Ken Gushi - 212 pts
19. Nate Hamilton - 193 pts
20. Jhonnattan Castro - 192 pts
21. Jeff Jones - 174 pts
22. Robbie Nishida - 156 pts
23. Kyle Mohan - 140 pts
24. Cameron Moore - 140 pts
25. Pat Goodin - 126 pts
26. Dan Burkett - 127 pts
27. Juha Rintanen - 125 pts
28. Faruk Kugay - 18 pts
29. Taylor Hull - 36 pts
30. Marc Landreville - 51 pts
31. Georgy Chivchyan - 18 pts

Get the full FD Texas breakdown in our Top 32 Play-by-Play.

Whether you’re looking to solve a problem, add some aesthetic appeal or build a bulletproof engine, the Scheid Diesel Extravaganza is the place to hunt down the parts you’ll need. Every August, the products that drive the diesel industry forward debut here. In 2017, the Fleece Performance camp would win the “Wow Factor” award, with its all-new, forged-aluminum Cummins crankcase on display within the event’s extensive manufacturer’s midway. Other trick products included Flight Fabrication’s well-crafted four-link front suspension for fourth-generation Rams, plug-and-play Allison transmission conversion components from Custom Automatic Conversions and a mock-up compound turbo arrangement for the ‘17 L5P Duramax, courtesy of Wehrli Custom Fabrication.

Over the weekend, we also got the full scoop on Wagler Competition Products’ budget-friendly Duramax connecting rods, spotted a high-quality Cummins oil pan that doesn’t cost an arm and a leg and took note of a new diesel clothing line geared specifically toward women. From T-shirts to hard parts and product debuts to coming technology, you’ll find no shortage of variety in our final installment. We hope you enjoyed our coverage from this year’s Scheid Diesel Extravaganza and we look forward to seeing you there in 2018!

1. BILLET-ALUMINUM CUMMINS BLOCK

The 2017 Scheid Diesel Extravaganza presented the opportune time for the folks at Fleece Performance Engineering to thrust their new, forged-aluminum Cummins block into the limelight. CNC-machined from forged 6061 aluminum and then heat treated to T6 condition, utmost strength and weight savings are its biggest strongpoints. In fact, the competition crankcase is said to be capable of handling 3,000+ horsepower. The visually stunning block received eight hours’ worth of polishing to remove all tool marks and establish the mirror finish you see here.

Competition-Provisions

Additional upsides to the Fleece block include its ability to accept either a 12-valve or common-rail front timing cover, provisions to accommodate 14 mm standard length head studs and the inclusion of a billet-aluminum dry sump oil pan, which doubles as a block stiffener. Both standard and tall deck heights are available, ARP Top Fuel stepped main studs are included and cross-bolted billet-steel or aluminum main cap options exist. Blocks can be had in 4.125-inch or 4.250-inch bore, which when used in conjunction with a 6.7L Cummins crankshaft brings overall displacement to either 6.4L or 6.8L, respectively.

2. FISCALLY-RESPONSIBLE CONNECTING RODS

Up until Wagler Competition Products released its As-Forged connecting rods for the 6.6L Duramax, GM enthusiasts yearning for more power had no other choice but to fork over nearly $3,000 for a set or roll the dice on the stockers. Priced at a wallet-friendly $1,700, Wagler’s forged-steel rods are shot-peened to reduce stress risers and can support up to 1,000 hp. They are also machined to accept factory pistons, fit standard crank journals, come with 7/16-inch ARP rod bolts and each set is balanced to within +/- 6 grams.

3. HIGH-FLOW 12-VALVE HEAD

On the competition-only front (namely truck pullers), Wagler Competition Products’ solid ductile iron, high-flow 12-valve cylinder head was available for all to see. Although it shares the same port design as the company’s billet ductile iron head, it begins life as a casting — which makes it legal for use in both Pro Stock and Limited Pro Stock truck classes. Wagler’s high-flow head retails for $8,000 and is shown here with one of its side draft intake manifolds attached.

4. 7.3L + A1000 = THE ULTIMATE WORKHORSE COMBO?

Stacking reliability on top of durability, check out this 7.3L Power Stroke/Allison 1000 combination. While the folks at Custom Automatic Conversions are best known for offering the parts that allow you to bolt an A1000 behind any B series Cummins, they recently began supporting the Power Stroke segment. In the future, look for the company to potentially offer custom adaptors, flex plates and wiring harnesses to mate the venerable five- or six-speed Allison to the Power Stroke mill of your choice.

5. FOURTH-GEN 4-LINK

From the same minds that brought innovative, LED-backlit traction bars to the diesel market, Flight Fabrications has released a four-link front suspension system for fourth generation Rams (‘10+). Thanks to the system’s ability to maintain positive caster throughout the suspension’s full range of travel, the steering wander and bump steer associated with the factory radius arm front suspension is eliminated. The result is a firm and confident feel when traversing off-camber terrain or rough roads.

Supreme Strength & High Visibility

For uncompromising strength, the Flight Fabrications four-link is precision TIG-welded. For a simple install, the system is 100 percent bolt-on and comes with Grade 8 hardware. Last but not least, the system’s adjustability makes it possible to accommodate various lift heights, as well as fine-tune the degree of caster that best suits your needs. Here you can see what the product looks like at night, with the company nameplate lit up via LED’s.

6. L5P COMPOUNDS COMING SOON…

Thanks to an all-new, heat-treated block, stronger connecting rods, higher-flowing heads and a promising Denso common-rail injection system, the L5P Duramax found in ’17 and newer Chevy Silverado and GMC Sierra’s has power-hungry enthusiasts chomping at the bit. And even though aftermarket calibrators have yet to infiltrate GM’s new ECM (i.e. tuning), it hasn’t stopped industry visionaries from preparing for the future.

One company that will be ready to help customers match extra fueling with increased airflow is Wehrli Custom Fabrication. Revered for the high quality and superb fit and finish found on its compound turbocharger systems, the company had a prototype arrangement, complete with an S400-based BorgWarner unit feeding the factory turbo, fitted to an L5P engine at the Extravaganza.

7. OEM QUALITY, BETTER FUNCTIONALITY

Midwest Truck Products’ new oil pan for ’03-’12 5.9L and 6.7L Cummins engines is ideal for anyone performing an oil pan replacement or an overhaul. The stamped steel pan offers OEM longevity and better-than-factory functionality in terms of draining (four drain holes are present in the nut). A heavy-duty lip is also utilized for a tighter seal against the block. Midwest’s oil pan starts at $138 and is currently available with or without the appropriate gaskets (oil sump and pan) and bolts.

8. FREE TRUCK PARTS?!

What would you do for a free cold air intake? As it turns out, all Jason Bannon had to do was park his ’17 F-350 in the S&B Filters booth for the weekend. The trade seemed fair to us: S&B got to showcase its latest intake system for the new 6.7L Power Stroke and a lucky owner received a 54 percent increase in airflow.

Less Restriction

So what sets S&B Filter’s intake for the ’17 Power Stroke apart from the competition? For a smoother routing of air toward the turbo, the S&B kit swaps the location of the airbox with the passenger side battery — and it even comes with a new battery tray. The airbox is also equipped with a sizeable secondary air inlet (which comes with an optional plug).

9. DIESEL DRIVEN: APPAREL FOR WOMEN

Although it’s fun to elaborate on all the cutting edge hard parts, suspension systems and power adders on display at the Scheid Diesel Extravaganza, the simple truth about diesel events is that T-shirt sales trump everything else. Armed with this knowledge — not to mention there is a serious lack of women’s wear in the diesel realm — Diesel Driven Designs was born. Despite the Scheid event being their very first show, it was nothing short of a successful weekend for the recent apparel upstart. The free koozies didn’t hurt matters, either…

Building a car like no one's ever seen before is getting harder and harder to do these days. Even the professional shops across the country are scrambling for ideas on ways to make the rides they build unique and stand out from the crowd. But when it comes to Tom Ulrich's 1968 LeMans, there's never been a problem with the car blending in with a sea of other “custom” rides.

Debuted at the September 2012 Goodguys Kansas City Show (at which the car won a Builder's Choice Award), Ulrich's Pontiac is not new to the car scene; but it is unique. Not only is the car truly a LeMans rather than a GTO, it's also been outfitted with just about everything you could want in the ultimate pro-touring Pontiac, but with a unique flair.

Built by Ulrich himself over a two-year period with the help of some friends, the car features a number of finite details, from the body work to the LS1 powerplant under the hood.

Just about every body panel of the car has been massaged in one way or another, all of the badges, trim, rails, etc. were shaved from the vehicle, and hardly a fleck of chrome can be found anywhere on the exterior. Of course, we can't forget to mention the custom front valence, rear bumper/taillight panel and those distinctive Pontiac Arrow rear side-marker lights. All of this is accentuated with a custom DuPont Green paint scheme with semi-gloss Black details and Orange pinstriping.

Side note: The muddy green paint color was actually the initial inspiration behind building the LeMans. Apparently a friend of Ulrich's scoffed at the idea of painting his muscle car the color upon Ulrich's suggestion, so Ulrich set out to build a car that would look good in his color choice — and look good it does!

Inside, the LeMans is simple yet refined. The Pontiac's stock seats have been bolstered with TMI Sport Foam inserts. A modified dash plays host to only the necessary Speedhut gauges. Three pedals on the floor, a B&M shifter and minimalistic accommodations make for a comfortable race-ready ride. After all, who needs things like a stereo when you're jamming to the heartbeat of a modern LS1?

Speaking of the engine, the LS1 under the hood is virtually a straight transplant, aside from the Bullet Racing camshaft, from a 2001 Pontiac GTO. The modern LS is backed by a Tremec T-56 six-speed manual transmission, which pushes the engine's power to the pavement via a Ford 9-inch rearend and 19-inch front and 20-inch rear Intro Raider wheels wrapped in Nitto NT555s measuring 235/35ZR19 and 285/35ZR20, respectively.

Underneath, a full RideTech suspension system supports the pro-tourer while air components allow the car to be lifted or lowered according to the current need depending on if Ulrich is just showing the car or taking it out for passes on an autocross or road course.

Truly a unique ride, there's just no denying the class and customization of this one-of-a-kind car. We've never seen one like it before, and chances are we won't see another like it in the future!

VEHICLE SPECS & DETAILS

1968 Pontiac LeMans

See more in the photo gallery below.

In celebration of Utah’s 9th Annual CruiserFest, the Land Cruiser Heritage Museum in Salt Lake City opened its doors for the day, free of charge. In light of the immense growth the museum has seen in the past few years since its inception, founder and owner Greg Miller wanted to give everyone the chance to admire his truly amazing, one-of-a-kind collection of old, new, rare and ordinary Toyota Land Cruisers — and treat them to a good ol’ barbecue lunch.

But before we dive into what the museum has to offer, let’s talk a little Land Cruiser history:

Background

Born during the Korean War in the early 1950s, the Land Cruiser came into existence as a result of the American troops’ need for an all-terrain vehicle to work alongside the existing military Jeep models. In a valiant effort to meet this need, Toyota created a prototype they called the “Toyota Jeep BJ.”

Although the U.S. ended up taking a different route, Toyota never gave up on the new vehicle, and in 1955, it was given the now legendary “Land Cruiser” name. Since then, the Land Cruiser has come a long way, becoming one of the most renowned backcountry, overland and exploration vehicles in the world — conquering every type of terrain on all seven continents.

Expeditions 7

Speaking of all seven continents, Miller is also the man behind the "Expeditions 7" team, a crew tasked with traveling across all seven continents, end to end, in Land Cruisers — a true feat and testament to the versatility and ruggedness of the Toyota Land Cruiser lineup. The coolest part? The entire fleet of Cruisers from the expedition is on display at the Land Cruiser Heritage Museum for you to drool over.

Now, to the good stuff…

After stuffing our faces with that free barbecue lunch and saying hello to a few good friends, we took a look around the place.

Take a peek inside the incredible museum in the photo gallery at the top.

The museum is open to the public, so if you’re interested in taking a trip to downtown Salt Lake City, schedule a tour! Find out more information at LandCruiserHM.com.

When it comes to a successful formula for a car build, it's hard to do better than picking an iconic, vintage automobile and matching with modern performance and reliability. It's an idea that's been proven to work in just about every part of the auto enthusiast world, but nothing exemplifies the idea better than a Pro Touring machine like this '69 Camaro built by Revolution Street Cars in Henderson, Nevada.

When the owner brought the Camaro to Revolution, he had a simple goal in mind. He asked the shop to put together something with the performance of his Aston Martin Vantage, only in the package of the nearly 50-year old Chevy.

When the Camaro arrived at Revolution it had already been given a partial transformation into a show car, but it soon became obvious that the entire car was going to need to be rebuilt from the ground up.

Yes, the car would need plenty of power, but if it was going to handle and stop like a modern performance car it was going to need a lot more than just a new engine under the hood. Out went the previously installed air bag setup and in went a full chassis and suspension system from TCI Engineering with RideTech coilovers on each corner. To help handle the planned power upgrade, a set of Wilwood disc brakes were fitted with six-piston calipers in the front, four-piston calipers in the rear and big 14-inch rotors all around.

With the chassis, suspension and brakes all figured out, it was time to make a decision about the powerplant. After riding in a 2012 Camaro ZL1, the owner was convinced that forced induction on top of the legendary LS engine was the way to go. The specified LS3-based engine was built by Insane Power in Las Vegas and is topped with a Magnuson supercharger. On five and a half pounds of boost it's good for 600 horsepower and 575 pound feet of torque at the rear wheels.

Equally important to the owner was that the car be easy to operate, not just by him but by his wife and kids as well. So the engine was mated to a built 4L80 automatic transmission which then sends power to a Yukon 9-inch differential out back with 3.73 gears.

The car had previously been fitted with a set of wheels that weren't suited to the owner's goal, so they were removed in favor of Forgeline GA3s measuring 18x10 inches in the front and 18x12 inches in the rear, and they are perfectly suited to the car both aesthetically and functionally.

And covering the wheels are a set of Nitto NT01 tires 275/35 R18 and 335/30 R18 in the front and rear respectively. To fit all of that rubber beneath the back of the car, Revolution Street Cars fabbed up a set of custom mini tubs.

As for the exterior of the car, it was important that the looks not veer too far from the original '69 Camaro design. The paint is Viper Blue, and the single Gunmetal Gray racing stripe over the top is a nice change from the commonly seen SS style double stripes.

Carrying on the original styling theme is an interior that once again blends the design characteristics of the stock version with modern functionality thanks to  bucket seats, a custom dash design and a Dakota Digital instrument setup.

With 600 supercharged horsepower to the back wheels, Corvette-level handling and the timeless looks of one of America's most iconic Pony Cars, this Camaro is everything a modern Pro Touring car should be.

See more photos of the Revolution Camaro in the gallery below.

(Photos: Kyle Wells)

How does one decrease a stock car's weight by up to 40 percent?

Answer: Make it into an EXOcar.

The guys for the job? Krowrx Fabrication of Alabama. You may have already seen their Miata EXOcar "M-EXO-5"; also at GRIDLIFE South 2017 was their '97 Integra EXO, called "Xtegra."

Fitted with Nitto NT01 tires, a rear-mounted radiator and custom rear wing and splitter, this is one EXOcar that's ready to hit the streets! (Of Alabama, that is... Definitely not street-legal in all 50 states.)

Check out more details in the video at the top.

(Video: Donut Media)

When it comes to the diesel truck world, I’m an outsider, a dirty hot rodder and custom guy. But when I got the call to attend Scheid Diesel Extravaganza in Terra Huate, Indiana, I knew it was an awesome opportunity. Tractor and truck pulls are one step outside of my safety zone, but damn if it doesn’t sound fun!

Scheid takes over the town, much to the dismay of those who live there, for three days of fun at the fairgrounds, enjoying some of the highest caliber diesel builds I’ve had the pleasure of seeing. All-in-all, more than 15,000 people showed up from around the Midwest and East Coast. I was hooked as soon as the first truck rolled coal past me pulling the sled on the 1/8-mile dirt track.

The enthusiasts in the show-n-shine area were nice enough to take the time to explain to this newcomer how everything worked. When they hit the dyno in the car corral, the turbos spooling and black smoke rolling up were enough to surprise me — until I saw the numbers, which are in a ballpark I’m not used to seeing. For nostalgic hot rods, 300 hp is a good number to reach for. The top trucks at Scheid were turning upwards of 1,600 hp! It almost makes me want a diesel in the garage.

Joined by Driving Line’s resident diesel expert, Mike McGlothlin, I was introduced to an entire new aspect of the automotive world. Take a look around for a look through my eyes and check out more from Mike on Scheid Deisel Extravaganza. You can bet I’ll jump at a chance to attend a diesel truck pull again, and you should too if the opportunity comes up!

Check out some more of the best truck pulls from Scheid Diesel Extravaganza 2017.

What do the Queen of England, Jay-Z, Kim Kardashian and Oprah Winfrey all have in common? Hint: It's not just the extra zeros on their bank accounts, or their unshakeable positions on Forbes’ Richest List. The one thing all of those famous people have in common is that they all drive Range Rovers.

Why does this matter, you ask? After all, this is Driving Line, not TMZ. It matters because East Coast Defender, the premier American builder of Land Rover Defenders, has recently announced that they’re expanding their offering to include, wait for it, Range Rover Classics. What? A master builder is now working on those saggy, slow and unreliable English SUVs? Yawn. Not so fast, smarty pants! A Range Rover Classic is actually the most brilliant idea that no one saw coming. Here are a few damn good reasons why:

1. Range Rovers Mean Status

For the past decade, a Range Rover has been the status symbol equivalent of a red Porsche in the 1980s. Owning one means you’re either wildly successful or you’ve attached yourself to the shirt tails of a person who is. Either way, you've done well. How does a wealthy person one up their peers who a drive a brand spankin' new Range Rover? Get yourself a Rover too. However, knowing that any idiot can buy one off of the lot, make yours not only Classic, but custom. Bam! It is the quickest way to blow away that fancy couple in the SVA. Congratulations. 

2. They May Be Classic, But They're Still New to Us

The "Classic" Range Rover Series are the vehicles produced from the years 1970 to 1996, which is a long time. But because Americans had to wait until 1987 for them to cross the pond, we are hardly sick of them. In fact, we have been trying feverishly to catch up ever since, with 2016 being the all-time highest sales volume ever at close to 74,000 units sold. So if our appetite for custom Classics is anything like our cravings for the new Rovers, these things will sell like hotcakes.

3. Range Rover Classics Are Automotive Royalty

Even if you have never ridden in or driven a Range Rover yourself, you’re aware of them. Besides being the go-to vehicle for the rich and famous, Range Rovers are something even better — they’re ROYAL! Whether it’s the Queen bouncing around Balmoral, or a young Lady Diana leaning casually on the hood, the Royal Rover has always appealed to us imperially deprived Americans. Now their nostalgia will only be amplified by a perfectly appointed interior and a rebooted drivetrain. Ice to Eskimos, baby.

4. Old Range Rovers Are Still Cheap

Because no one has reinvented them yet, one can currently go on Ebay and buy Range Rovers from the Classic era for under $15K all day. Think back to Toyota Land Cruisers 20 years ago. You couldn’t give them away. Ford Broncos? No one cared! Of course, at the time they had very little prestige, so they just sat. But then a little company called ICON 4x4 came along to reinvent them and now that rusty FJ40 is a cool $100K. Early model Range Rovers are very much the same way. Their luxurious appeal is a thing of the past and being English... well, they’re not exactly reliable, "forever" vehicles. So snapping them up, flipping them around and selling them to people of extraordinary means who want a classic Range Rover built specifically for them? Not only a great idea but highly profitable too.  

When it comes down to it, A Range Rover Classic isn’t just brilliant idea, it’s a no-brainer. Which makes you wonder — why hasn’t anyone done it yet?

All ECD Range Rover Classics will be hand built alongside the company’s Defenders at their headquarters, The Rover Dome in Kissimmee, Florida. Each RRC will be torn down to the bare chassis and rebuilt, repainted and reupholstered from the ground up, completely done in-house. The first one is scheduled to roll out in January. There is no word yet if it will be driven by Jay-Z or Oprah.

There was a time during the 1990s when the Japanese domestic auto market was exploding with exciting cars that were never imported to the U.S. Whether it was turbocharged Silvias, Lancer Evolutions, powerful rear-drive sedans from Toyota or the almighty Skyline GT-R, the difference between home market Japanese machines and those for the U.S was stark.

Things have changed now. With increasing globalization of the car market and the shift towards fuel economy and electrification, there aren't nearly as many great Japanese cars that are forbidden to American buyers.

But that's not to say the Japanese automakers don't still keep some of the cool stuff for themselves — or at least choose not to import to the states. Here are five exciting current JDM models we wish were sold in the U.S.

1. Subaru Levorg

Back in the day, there were few things cooler than a WRX wagon, but it's been a long time since Subaru has produced a wagon variant of its AWD rocketship. In Japan, however, one can buy a Subaru Levorg, which is essentially a stretched, wagon version of the Impreza.

Why it's cool:

Like the WRX, the Levorg can be had with Subaru's turbocharged FA20 flat-four engine. While it's not offered with a manual transmission, the idea of a turbocharged, AWD Subaru family wagon with WRX DNA is easy to get behind.

Will it come to the U.S.?

Doubtful. Subaru's sales are strong thanks to high-riding crossovers like the Forester, Outback and Crosstrek. So it's unlikely that the brand would start selling a lower riding station wagon in a market that's become dominated by SUV-like vehicles.

2. Mazda6/Atenza Wagon

Mazda has built a station wagon version of all three generations of the Mazda6/Atenza but only the first generation wagon was offered in the US. Many people agree that the current third generation Mazda6 sedan is one the most attractive vehicles in its class and the same goes for the wagon.

Why it's cool:

Not only does the Atenza Wagon look great, it also shares the same great driving character of the sedan and is offered with a choice of different gasoline or diesel engines, has optional AWD and can be spec'd with a manual transmission.

Will it come to the U.S.?

Having been on sale since the 2014 model year, the third generation Mazda6 is due to be updated or replaced soon. But despite its niche appeal, it's unlikely the Mazda6 Wagon returns to the states. As with Subaru, Mazda is doing quite well with its CX-3, CX-5 and CX-9 SUVs and they likely forecast little demand for an old school station wagon in the lineup.

3: Toyota Mark X

The last rear-drive sedan that Toyota sold in the U.S. was the Cressida, which lasted until 1992. But Toyota never stopped selling FR sedans in Japan. Replacing the popular Mark II in 2004, the Mark X combines the roominess of a mid size sedan with the classic front engine, rear drive layout.

Why it's cool:

Depending on how you option it, the Mark X can be a pretty potent sport sedan and it can be had with Toyota's powerful 3.5-liter V6. A couple years back, Toyota's Gazoo Racing division even offered a limited production version of the Mark X GRMN is equipped with a six-speed manual transmission and other track-ready bits.

Will it come the U.S.?

It's very unlikely Toyota would import the Mark X or a variant of it to America. Not only would it potentially cannibalize sales from the Camry and Avalon, but it would also start stepping on the toes of Lexus and its line of luxury-oriented rear-drive sport sedans.

4. Nissan Note e-POWER NISMO

Nissan already sells the Versa Note in the American market, but in Japan there's a version of the Note unlike anything offered in the US. Called the e-POWER, it's a hybrid where a small three-cylinder gasoline engine powers an electric motor for an EV driving experience without the limited range and need to constantly plug in.

Why it's cool:

While the Note e-POWER is an interesting concept on its own, Nissan also offers a NISMO version with special motor calibration, upgraded suspension and NISMO-specific interior and exterior treatments. It's a car that explores the idea of enthusiast-oriented electric/hybrid motoring of the future, and all at attainable price of about $25,000.

Will it come to the U.S.?

While Nissan hasn't said whether the Note e-POWER will make it to the US, it's been a runaway sales hit in Japan, so there's reason to think it could be offered in America as an alternative to more traditional hybrids. With recent news that the NISMO brand will be expanded, we hope this version makes it here as well.

5. Honda S660

The Honda S660 is a mid-engine kei class roadster designed to be a modern version of the Honda Beat from the 1990s. It went on sale in Japan back in 2015 and with its micro size, it makes cars like the Mazda Miata look large by comparison.

Why it's cool:

It's an open-top, mid-engine sports car. The S660 is powered by 660 cc turbocharged three-cylinder engine to adhere to the kei car regulations, and that means both light weight and an extremely small and nimble chassis. It's not fast, but it's a whole lot of fun.

Will it come to the U.S.?

Not in its current form. Although there's been speculation Honda would bring the car to the states, it would certainly need more power to draw American buyers. Even so, the idea of a new Honda sports car being offered in the U.S. is interesting, especially with the void left when the S2000 was discontinued.

While the level of JDM envy certainly isn't what it used to be and we are quite glad to have cars like the WRX, GT-R and Civic Type R, chances are as long as Japan is making cars there will always be at least a few models that will be lusted after by their friends across the Pacific. Here's to hoping at least a couple of these make their way across the Pacific in the future.

With football season underway, NBA preseason beginning and fall advertising campaigns running in full swing, September is always a time of change. But to the Southern California off-roader, it means the beginning of desert season is fast approaching. While the rest of the country is wrapping up their final weekend off-road trips of the summer, this California desert crowd is just getting started. And there’s no better way to kick off the season than the biggest annual dune and dirt sports expo in the world, the Sand Sports Super Show in Costa Mesa, California.

The 2017 Sand Sports Super Show, presented by Nitto Tire, attracted hundreds of exhibitors and thousands of attendees over the weekend, starting Friday afternoon and running through Sunday evening. The show featured manufacturer exhibitors from the top names in dune and dirt sports, aftermarket parts companies, dealerships, rider’s clubs, and even storage companies offering services near popular riding destinations.

By far, the most popular platform of this show is the UTV. Top names from Polaris, Can-Am, Yamaha, and Honda all brought their latest and greatest vehicles to the show, showcasing their newest technology and new products for the coming season. Yamaha even set up a test-drive track, complete with bumps, whoop sections, and jumps, where participants can try before they buy.

Last year, the dominant platform in this show was the Polaris XP1000, a UTV that has been the benchmark of the market for years previous. This year, however, there was a drastic change. Almost every booth featured a built or modified all new Can-Am Maverick X3, and aftermarket parts for the newly released UTV could be found around every corner. The Polaris XP1000 still had strong support, as it is the most widely owned platform at this show.

Vendors had deals on everything you’ll need for the coming desert season — LED whips, safety flags, helmets, tires, new exhaust systems, and even the newest 2018 model toy haulers and RVs were on display.

The Sand Sports Super Show brings out the best in Southern California’s riding community, whether you’re a vendor at the show, a veteran attendee, or it’s your first time attending and are looking to get into duning and off-road. From Glamis to Dumont, Pismo and beyond, the Sand Sports Super Show will always be the starting line for another fun desert season.

Chances are, you already know all about Evasive Motorsports, the Southern California-based parts supplier and tuning firm that’s made its presence known within the Time Attack realm. You know all about its Evo VIII track car the company began campaigning in 2006 and that held the Limited AWD class record at Buttonwillow for two years, its S2000 that fared just as well in the RWD Street division, and its FR-S, which still holds its Limited RWD class record and remains the fastest FR-S on the circuit. And now the people at Evasive want you to know everything about their R35 GT-R.

According to Evasive co-founder, Mike Chang, the company has had its finger on the GT-R’s pulse since Nissan introduced the car, but didn’t begin performance experimentation in earnest until 2014 when Chang and company acquired their own R35. “We’ve always had experience since the launch of the car,” he says, “however, we learned more about the VQ engine once we started to run the car on the circuit hard.”

And by “learned more,” Chang is talking about the cooling issues that the GT-R began to exhibit early on during shakedown testing. Many of the car’s initial upgrades were aimed at addressing the excessive heat generated by sustained hard driving. “Engine overheating when running multiple laps on the track,” Chang says, was the number-one challenge they faced. “We tackled it by beefing up the cooling system to the extreme.” Upgrades included an aluminum Koyo radiator, the EVS Spec oil cooler and the intercooler and transmission cooler, both from GReddy.

Stable temps meant the crew could go on doing what they do best, which is to “build the ultimate street-legal race car.” Evasive tends to follow an order of operations. First, sort out the car’s shortcomings, then address its suspension, and always give it more power. The GT-R’s suspension is where, like most Time Attack cars, you’ll find most of its updates. Tein’s mono-tube Super Racing dampers are the star of the show here and are accompanied by spherical bushings, as well as a range of adjustable arms and links by way of SPL Parts.

The precise setting up all of those adjustable bits is just as important as choosing the proper parts. Since the beginning, Evasive has approached every one of its builds holistically, addressing power, aerodynamics, handling and braking all in a balanced sort of way. And it offers the same race-preparation services for its customers, including alignments, corner balancing, chassis setup, and even engine dyno tuning.

All of that suspension and chassis work doesn’t mean Chang and company held back on  the GT-R’s six-cylinder VQ. Here, 800 hp is achieved by way of a nearly bullet-proof short-block made up of forged Mahle pistons and Carrillo connecting rods. Up above, the GSC valve train allows for sustained periods of higher boost and high engine speeds, and the company’s quartet of camshafts helps synchronize valve events in the sort of way Evasive sees fit. If you think all of this sounds like the makings for a dedicated race car, though, you’d be wrong. According to Chang, this GT-R is just as capable being driven on the street as it is setting records on the track, which it HAS already come close to doing in testing. And it does all of this with its A/C retained. After all, who really wants to set records in a sweaty driving suit?

Outside, Evasive’s GT-R says that it’s all race car. The Ben Sopra aero and its Voltex rear wing, don’t just look good, they’ve got jobs to do. The bumpers and fenders help direct air toward all the right places for proper cooling and downforce and the rear wing helps plant and direct as much of that 700 lb-ft of torque to the Nitto NT01 tires as it can. To maximize aerodynamic efficiency, Evasive had to have its way with those body pieces. In an effort to improve what Ben Sopra started, Evasive augmented all of it with its own front splitter that helps optimize the pressure differential around the body and positioned custom, carbon-fiber air ducts across the exterior to further improve cooling.

Odds are, you already knew Evasive Motorsports and were familiar with cars like its record-setting Evo VIII. With this GT-R, Evasive is set to redefine the car’s capabilities, both on and off the track, and they might have just created one of the fastest cars currently on the circuit.

2010 Nissan GT-R

Engine:

800 hp and 700 lb-ft torque

Carrillo connecting rods

Custom-spec Mahle pistons

GSC Power-Division valvetrain

GSC Power-Division 272 S2 billet camshafts

EVS Spec turbo upgrade

GReddy Type 29 R intercooler kit

GReddy DCT transmission cooler

GReddy downpipe

GReddy intake

GReddy blow-off valve

GReddy intake manifold

Alpha oil catch tank

Koyo radiator

EVS Spec oil cooler

NGK Racing spark plugs

Custom EVS titanium exhaust system

Injector Dynamics 1,700 cc/min fuel injectors

Ported turbo inlet pipe

Carbing coolant reservoir tank

Radium Engineering dual-pump surge tank

EcuTek engine management

85 fuel

Transmission:

Shepherd Transmission Stage 2 transmission

OS Giken 1.5-way LSD

Suspension / Chassis:

Tein 3-way Super Racing Dampers

Tein Active EDFC Pro (rebound / compression)

Swift Springs front and rear anti-sway bars

SPL Parts PRO front upper A-arms

SPL Parts mono-ball bushings

SPL Parts titanium rear camber links

SPL Parts titanium rear traction links

SPL Parts titanium rear toe links

SPL Parts eccentric lockout kit

Zerek Fabrication roll bar

Brakes:

Alcon mono-block 6-piston calipers and 400mm x 36mm rotors (front)  

Alcon mono-block 6-piston calipers and 385mm x 33mm rotors (rear)

Project Mu H6 racing pads

Wheels and Tires:

20x12 +20 offset Advan GT Premium gloss black wheels

Nitto NT01 315/30-20 tires / 290/710-R20 Advan A005 slicks

Exterior:

Porsche 911 GT3 RS Grey Black paint

Ben Sopra Race Version front bumper

Ben Sopra Race Version fenders

Ben Sopra rear diffuser / rear bumper

N-Tune carbon-fiber side skirts

Top Speed carbon-fiber vented hood

EVS Spec chassis-mounted carbon-fiber splitter

EVS Spec carbon-fiber air ducts

Voltex Type 7SN 1800 mm Swan Neck GT rear wing

Craftsquare carbon-fiber GT mirrors

Voltex carbon-fiber canards

Interior:

Bride Proface bucket seats

Takata Race 6-point harnesses

Nardi Classic suede steering wheel

Any time we’re afforded the opportunity to climb aboard a new vehicle, we indulge ourselves. Most recently, we crossed paths with this Magnetic Black, crew cab Nissan Titan XD. The 5/8-ton pickup is equipped with Nissan’s top-of-the-line Platinum Reserve package and the optional 5.0L Cummins V8. It’s a unique truck, in a class all its own — and with one of the freshest diesel engines under the hood. 

Still in its infancy, relatively few aftermarket add-ons are available for the heavy-duty Titan. But, enough of a selection exists to improve both the truck’s on-and-off-road capabilities, along with its appearance. After spending some time in the capable hands of J.B.’s 4x4 — a company based in Kingman, Indiana, that specializes in one-off Jeeps, custom fabrication and first-rate diesel conversions — this particular Nissan was graced with several off-the-shelf items. Then, to better serve its intended purpose, a set of custom front and rear bumpers were added.

Join us as we pinpoint the components that set this Nissan Titan XD apart from the rest.

A Bumper That Means Business

Built by J.B.’s 4x4, the paint-matched front bumper was constructed using varying thicknesses of steel, with the winch area and brackets being made of 3/8-inch material. While the custom piece is aesthetically appealing, there is more than meets the eye. Due to the dual 2.5-inch receiver tubes being built into the bumper, the front park assist sensors had to be slightly modified and then re-oriented in order to work properly.

Custom Rear Bumper

J.B.’s 4x4 also incorporated the rear park assist sensors into the custom rear bumper, which retains the factory mounting points. On top of doing a superb job matching the bumper to the contour of the Titan’s rear rocker panels, additional receiver tubes were built into the bumper.

Warn Winch

Enclosed in the front bumper rests a 12,000-pound Warn winch, which is accompanied by a roller fairlead welded to the bumper. A ProLink XXL shackle mount permits use of closed system winching, features a 16,000-pound rating and utilizes a stout, 3/4-inch diameter shear pin.

The Cummins Cue

The big, bold badging that comes on these things from the factory (rivaling the size of the Titan XD emblem itself) calls attention to the Cummins under the hood, which in our opinion delivers. The dual overhead cam, 32-valve, 90-degree V8 produces 310 hp at 3,200 rpm, along with 555 lb-ft of torque at just 1,600 rpm. Only a decade ago, you would’ve had no other choice but to buy a ¾-ton or larger truck if you wanted to see these kinds of horsepower and torque numbers (the 5.9L Cummins, 6.6L Duramax and 6.0L Power Stroke, respectively).

Two-Stage Turbo, 5.0L V8

Buried beneath the intake manifold and mounted in the lifter valley is the factory sequential (two-stage) turbo arrangement. The two-stage system provides instant boost and is a big reason why the torque curve sticks around so long after its 1,600 rpm peak. Thus far in the aftermarket, an extra 150hp and 410 lb-ft of twist has been unlocked on the Cummins-powered Titan XD’s, thanks to custom tuning. We hope to bring you more information on that in the future.

On-Board Air Compressor

An onboard ARB air compressor is concealed behind the coolant overflow reservoir under the hood. The CKMA12 model is a popular and reliable mid-grade compressor for off-roaders looking to run air lockers yet also have the capacity to air up tires as large as 35 inches in diameter.

Out of Sight (Not Out of Mind)

Very cleanly done, the switch for the ARB air compressor was installed inside the glove box. We’re big fans of concealing the presence of aftermarket switches such as this, especially on brand new vehicles. Who really wants to take a drill bit to the dash of a brand-new truck anyway?

Air Springs

To maintain a leveled, controlled ride when hooked to a trailer, an air spring system from AirLift was added. The Load Lifter 5000 that made its way onto the truck provides 5,000 pounds worth of load leveling capacity and will have no problem helping the Titan live up to its 12,300 pound max towing capacity.

Leveling Kit

Raising the Titan’s front end is a 2-inch leveling kit from Fabtech. Heavy-duty spacers constructed from1/4-inch-thick steel are included and the system was engineered to completely eliminate tie rod end and ball joint bind at full suspension droop.

Plush Interior

Inside the cab, the diesel clatter is all but tamed, which can be attributed to both the Bosch high-pressure common-rail injection system and Cummins’ extensive reduction of the engine’s NVH. Under throttle, the faint growl of the 5.0L Cummins vaguely reminds us of the 6.7L Power Stroke.

Titan Boxes

It’s hard to deny the versatility that comes with springing for the optional in-bed Titan boxes. Not only do they provide lockable storage, but they can easily be removed if all available bed space is needed — not to mention the fact that they can be used as coolers.

Gun Black “Armory” Wheels

Keeping with the black-on-black theme, a set of 18x9.5-inch Black Rhino Armory wheels were added to the mix. The bolt-face design and gun black finish of the six-lug (6x139.7 mm) rims made them a hit at the 2016 SEMA Show.