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Project CARS 2 Impressions: New Levels of Racing Game Immersion

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For more than a decade now, there's been two titans of the racing sim genre routinely squaring off on screens across the globe. Sony's Gran Turismo series and Microsoft's Forza Motorsport series - two of the largest and most well known franchises in all of gaming, loved by both gamers and car enthusiasts alike.

Gamers have argued endlessly over which of the two big franchises has the edge when it comes to fun and realism, but lately there have been some newcomers to the genre and one of them is the Project CARS series developed by Slightly Mad Studios and published by Namco Bandai. When the original PCARS launched in 2015, it quickly put the industry on notice with its highly realistic physics, beautiful visuals and unique weather system.

Last month the Project CARS 2 launched. I've had the chance to spend time with both the XBox One and PC versions of the game and have found a lot to like.

Here are five takeaways from my time behind the wheel:

1. That Track List

The original Project CARS had a very impressive track roster for a first time effort, and the second game has only improved on that. From legendary locales like Le Mans and Spa to the banks of Daytona and the streets of Long Beach, there are few major circuits left unaccounted for.



In addition to the requisite real world circuits, PCARS2 has also been expanded to include rallycross racing and snow driving—which presents a completely different experience. Also, the highly realistic physics engine and tire modeling is equally impressive on- or off-pavement.

Altogether there are some 63 different locations in the game, including dozens of the aforementioned real world circuits, twisty point-to-point roads, rallycross tracks, go kart tracks and more. It's a seriously extensive list. After playing the game regularly for a couple weeks, there are still courses we haven't tried yet.

2. Greater Car Variety

While it might be tough to compete with the 700 vehicles available in Forza Motorsport 7, PCARS2 has done a nice job of adding to the car roster's quantity and diversity. While the first game leaned heavily on European cars, the sequel has expanded the offerings quite a bit.

Making the JDM fans happy is an impressive selection of Nissan race cars that include the 240ZG, DR30 Skyline, R390 and more. And what better place to race these than Fuji Speedway—the legendary Japanese circuit which has been added to the game.

The game also includes both Porsche and Ferrari, for the first time, with a variety of production and racing cars that span from the 60s right up to today. With these two iconic brands, the car roster hits a whole new level of depth.

Whether you want to race go karts, rally cars, IndyCar or even NASCAR, most forms of Motorsport are represented, and as you make your way through the game's career mode you'll be able to experience all of them.

Alternatively, the game also allows you to hop into any car on any track for a testing session or custom race of your choosing. This is important for those who don't have the time to grind through endless races to access the cars they want to drive.

There also some cool car additions that don't fit into traditional motorsports, including Vaughn Gittin Jr.'s "Ultimate Fun Haver" Ford F-150 and Mad Mike's "Radbul" Mazda MX-5 in all of its tire-smoking glory.

3. LiveTrack 3.0

The first PCARS game included dynamic weather, but the sequel take things even further. LiveTrack 3.0 includes selectable seasons, 24-hour day/night cycles, and driving surface conditions that change with the weather itself.

Every track can be ran in conditions ranging from mid-afternoon sun to nighttime rain storms—conditions can also change throughout a single race, with tracks moving from dry to wet and back to dry again. You can even race in the middle of a snowstorm!

Not only does this make for a great challenge, it adds a ton of re-play value—with each type of weather making for a dramatically different experience. Wrestling a Porsche 935 through the field in the pouring rain? It's both nail biting and incredibly fun.

4. VR!

I've already written about how virtual reality has completely changed my perception of racing games, and the PC version of Project CARS 2 supports both the Oculus Rift and HTC Vive VR headsets for the ultimate in immersion.

Initially I was a little worried the game would be too demanding to run with my modest gaming PC in VR, but so far I haven't encountered any real performance issues. In terms of VR visuals, it's among the best out there.

Everything that's great about the game, normally, is even better in virtual reality—but be warned that all of your "outside life" will be drowned out by a wave of screaming engines and screeching tires the moment you put the headset on. Oh sweet immersion.

5. The Little Details

Whether you are playing in VR or on a traditional screen, there's an attention to detail and sense of immersion in the game that's second to none. Visually, it could be the reflection of headlights on a wet track or the bits of rubber and grime that accumulate on your car lap after lap.

Playing with a steering wheel, the force feedback is equally great, whether it's the tires losing contact with the road as you hit standing water, the feeling of lightness as you crest a hill, or the bouncing and bumping of rallycross.

When it comes to a driving game, fewer things are more important than sound, and PCARS2 is one of the most accurate and ear-pleasing games I've ever played. In the audio department it could be the whine of a gearbox, the sound of the body scraping a rumble strip - or my favorite, a startup sequence for each car that sounds so cool that I purposely stalled my car just so I could hear it fire up again.

Is Project CARS 2 a perfect game? No. At this point the opponent AI still needs some work and I'd like to see some more production cars added to the mix. The ability to customize and upgrade such cars would also be a welcome addition in the future.

But when it comes to the driving itself and the immersive feeling of piloting some of the world's greatest cars over the world's greatest tracks, Project CARS 2 is fantastic.

Even without the first-party backing of its rivals, Project CARS is a franchise that's here to stay and we can't wait to see where it goes next. Now, back to the (virtual) racing.


Uncharted Territory: What it Takes to Conquer the Rebelle Rally

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Let’s face it, in this day and age, you really have no excuse for getting lost. Every smart phone and most new vehicles are equipped with some kind of GPS, making maps obsolete and the skill of reading them a lost art. But one rally in the California and Nevada backcountry seeks to do away with these modern marvels and challenges its competitors to navigate to their destination the old fashioned way – with a map and a compass.

Team 118's Jeep JK in the sunset

The Rebelle Rally is held each year in October, and is the first women’s off-road navigation rally in the United States. Part race, part road-trip, this rally blends adventure and competition, challenging teams consisting of a driver and co-driver to navigate their way from point-to-point. The race begins in Lake Tahoe, and winds its way down from the Sierras into the high desert, leading into the low desert sand dunes before cutting back to the coast across the finish line in San Diego.

Kendra and Bailey hanging out in Glamis Sand Dunes

With the 2017 Rebelle Rally beginning next week, we wanted to get some insight on what makes this race different from the rest, and what it takes to be a Rebelle driver and navigator. We caught up with team 118, consisting of Bailey Campbell, who at the age of 19 became the first woman to finish the King of the Hammers in the top 5, and Kendra Miller, who is the Key Account Marketer for ARB 4x4 Accessories in Auburn, Washington. The two had never met prior to registering for their first race in 2016, but that didn’t stop them from bringing their all to the starting line of the Rebelle Rally together.

Kendra and Bailey and the ARB Machine

Piloting a quicksand-colored 2016 Jeep JK, Bailey and Kendra took the challenge head-on and worked together to prepare for the epic journey from Lake Tahoe to San Diego. The Jeep, nicknameed the "ARB Machine," is in the 4x4 class, with upgraded OME suspension, Dana 60 axles, ARB Air lockers, and 35x12.50R17 Nitto Trail Grapplers. The Rebelle sets up three base camps and one self-camp night. Each base camp is like a traveling city, and provides racer support such as bathrooms, showers, medical staff, mechanics, and competition officials. The Rebelle also provides three meals a day, prepared by Michelin-starred chef, Drew Deckman.

Bailey Campbell and Kendra Miller going over their course in the Rebelle Rally

Race days began at 4:00am for Bailey and Kendra, as they geared up the Jeep and prepared for their day of driving and navigating. Armed with the Rebelle official maps, road books, and checkpoint guides, it’s up to Kendra to navigate each step of the way. Some of the tools used are a compass, map rulers, fine-point mechanical pencils, and a TerraTrip—which is a trip meter used to calculate and track distances. As the team ate breakfast, Kendra and Bailey would map out their day’s checkpoints and routes. “Around 6:30am we'd be in the vehicle for pre-start. This meant helmets on, seat belts buckled, map board in lap, rulers and pens in my mouth, compass zipped into my vest pocket and all my other navigation gear strategically stashed where it could be reached quickly and without looking.” Kendra explained.

The Rebel Rally team 118 underway

Bailey’s experience in racing long courses, such as King of the Hammers, gave her the upper hand in driving skills, but traditionally her co-driver is equipped with the latest in GPS and map tracking technology. With only paper maps and landmarks to work with, the Rebelle Rally posed a new challenge for Bailey and Kendra to overcome while piloting their Jeep through the desert. “I think my biggest challenge was not being able to perfectly read the terrain on the map. We were given 200,000, 100,000 and 50,000 scale maps and sometimes mountains or washes could be very deceiving.” Bailey told us.

Bailey and Kendra belted in with helmets on, ready to go

The last day of the race took the competitors through the Glamis Sand Dunes, which posed another challenge for Bailey. “Going into this event I was not the most excited about driving in the dunes, as I hade only been able to practice in them once. The Glamis day finally came around and I had to keep an open mind!” After Bailey and Kendra spent the day in the dunes with a few other teams, working together to find their checkpoints, Bailey’s attitude about driving in sand took a hard turn. “My dune driving skills are 10 times better than I thought they would ever be, and I could spend every weekend in them now!”

Team 118 in the Glamis sand dunes

Bailey and Kendra are entered in the upcoming 2017 Rebelle Rally, beginning October 12th, in Lake Tahoe. Now in their second year, the duo has refined their strategy from last year considerably, and are more confident in their approach. Bailey and Kendra are gearing up in a 2015 Jeep Wrangler JK, this time in firecracker red. And while this year’s Rebelle Rally course will undoubtedly pose new challenges for all its competitors, the spirit of camaraderie and adventure remains the same.

Sunrise on the Rebel Rally

As these ladies won't have phone or social access during the 8-day rally, follow along @rebellerally to keep an eye on how they're progressing.

EcoBoosted: Adding 96 HP to Ford’s 2.3L Ford Mustang

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Back in March, we showed you just how easy it is to add 80 hp to the 2.7L EcoBoost found in the F-150 using nothing more than sound aftermarket tuning. Then, we did the same thing in April by unlocking an extra 60 hp hidden in the 3.5L EcoBoost. This time, we’re shifting gears, shaving off two cylinders and focusing our attention on the 2.3L EcoBoost platform available in ’15 and newer Mustangs. Once again partnering with Gearhead Automotive Performance in Bryan, Texas, its tuning prowess would be employed—along with a freer flowing downpipe and cold air intake—to extract 50 more ponies out of the 138 cubic inch EcoBoost.

Believing that even more power might be on the table if intake air temperature could be reduced, we reached out to Mishimoto for one of its performance intercoolers. Once installed, we logged a 37-percent reduction in air intake temperature and the Mustang responded by turning out another 40 hp. With the intercooler onboard, not only does the car make more power across the rpm range, but it can sustain that power longer. Read on for the intercooler install, along with the car’s mods list and the before and after dyno results. The simple, bolt-on and plug-and-play modifications performed in this article effectively transformed a mild, 14-second Mustang into a very respectable 12-second car.

Warning: after processing the following information you may be tempted to trade in your GT…

The Test Mule

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Using a 6,000-mile, ’17 model year EcoBoost Mustang as our test mule, all dyno testing took place at Gearhead Automotive Performance—and on the same 90-degree day. The testing was performed aboard the company’s in-house Dynocom 15000 chassis dyno and with the Mustang’s automatic transmission locked in fourth gear. All tests were also performed on the same tank of gas, which had both 93 octane and e85 present (a ratio that lead to an e30 mixture).

The Gatekeeper

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The job of communicating with the ECU and uploading Gearhead’s custom calibrations was left in the hands of a Livewire TS device from SCT. In our particular ’17 test mule, the programmer also served as a means of monitoring key powertrain vitals thanks to its 4-inch touch screen. The Livewire TS holds up to 10 custom tuning files at a time, features a built-in data log function and can read and clear diagnostic trouble codes.

Tuner, Air Intake, Downpipe

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In this dyno graph, you can see the 56 hp gain that was realized with Gearhead’s aftermarket calibrating. In bone stock trim, the Mustang cleared 276 hp and 353 lb-ft of torque (yellow). During these dyno pulls, boost checked in at a mild 17 psi and air intake temp peaked at 145 degrees. With a Ford Racing cold air intake, MBRP downpipe and Gearhead’s custom tune onboard, peak power jumped to 332 hp and 402 lb-ft of torque (red). Peak boost registered between 22 to 23 psi, but air intake temps also increased (up to 175 degrees). With air intake temp rising, the Gearhead calibration leverages the factory safeguards and pulls back the boost and timing, which de-rates the engine in order to avoid detonation. While the 56 hp gained by adding the cold air intake, downpipe and the custom tune was impressive, it was clear at this point that a better performing intercooler was needed.

Peak Boost (Tuned): 22-23 psi

Peak Boost (Stock): 17 psi

Boost Drop (Tuned): 3.5 psi

Peak Air Intake Temp (Tuned): 175 degrees

Peak Air Intake Temp (Stock): 145 degrees

Mishimoto Stealth Black Intercooler

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As with all Mishimoto intercoolers, the version for the 2.3L EcoBoost is all-aluminum, with precision TIG-welds throughout. A bar and plate core construction provides for less boost drop between the turbo and engine when compared to a traditional tube and fin design (i.e. boost travels through the intercooler with less restriction). The Mishimoto performance intercooler is available in either Sleek Silver or a Stealth Black finish (as shown above).

Intake Air Diverter Feature

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Here you can see the cast end tanks welded to the aluminum core on a Sleek Silver version of the Mishimoto performance intercooler. A well-engineered feature of the Mishimoto unit is that, within the hot side end tank, an intake air diverter is present. The intake air diverter evenly distributes air throughout the entire core for optimum cooling.

Under Tray Removal

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Once the initial dyno tests had been performed (both stock and tuned), the guys at Gearhead Automotive Performance began the Mishimoto intercooler install. In order to gain access to the factory intercooler, the car’s under tray was removed first. An array of 7mm bolts, pop clips and 5.5mm bolts have to be pulled before the large plastic piece can be detached.

Digging In

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After removing the eight pop clips that hold the air diversion cover in place in the engine bay, the pop clips and 8mm screws securing the front bumper cover were extracted. Then the front fenders were removed from the inner fender wells via two 7mm bolts (one per side, behind the headlights) and the bumper cover was finally free, aside from disconnecting the headlight, fog light and turn signal wire harnesses.

Accessing The Intercooler

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Further tasks involved in accessing the intercooler included removing the air dam, freeing the air shutter arm and disconnecting the air shutter motor. Then once the tree clips used on the ambient air temperature sensor were removed, the intercooler was finally within reach.

Factory Boost Tubes (Retained)

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With access to the hot and cold side intercooler pipes, their respective worm gear clamps were loosened (shown above), followed by removal of the TIP sensor (note: the TIP sensor gets transferred over to the Mishimoto unit). Additionally, up top the radiator has to be moved in order to provide extra working room in the engine bay.

Stock vs. Mishimoto

010-EcoBoost-Mustang-Mishimoto-Intercooler-Vs-Stock

In the photo above, you can see how much thicker the Mishimoto performance intercooler’s core is over the factory unit’s. According to Mishimoto, its intercooler offers a 25-percent increase in internal core volume and also provides an impressive 165-percent increase in fin surface area.

Bolted in Place

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A true bolt-in product for ‘15+ EcoBoost Mustangs, the Mishimoto performance intercooler can be installed without removing the front bumper cover, although Mishimoto recommends the latter (as is shown above) as opposed to pulling the radiator and A/C condenser assembly. The Mishimoto intercooler is designed to retain the OEM grille shutters as well. We’ll note that removing the grille shutters can cause excessive condensation buildup in cars living in colder, humid climates.

Tuner, Air Intake, Downpipe + Mishimoto Intercooler

012-EcoBoost-Mustang-Mishimoto-Intercooler-Dyno-Horsepower

After installing the Mishimoto performance intercooler and changing nothing else (same intake, downpipe and tune), horsepower jumped to 372 at the tires (422 lb-ft of torque) thanks to vastly cooler, denser air entering the engine. The impressive 40 hp gain found with the Mishimoto unit highlighted just how inefficient the stock intercooler becomes once these cars are tuned. In many ways, the Mishimoto intercooler exceeded our expectations. For instance, Mishimoto claims customers will see a 35-degree reduction in air intake temp…We saw 65. That 37-percent decrease in intake temperature paved the way for not only another 40 hp to be made, but for it to be sustained. That means you can run more consistently at the track. On top of that, we saw less than 1 psi of boost drop from the turbo to the engine with the Mishimoto unit on the car. Prior to its installation, we observed a boost drop of 3 psi.

Peak Boost: 22-23 psi

Boost Drop: 0.7 psi

Air Intake Temp: 110 degrees

What’s Next?

013-EcoBoost-Mustang-Mishimoto-Dyno-Comparison

In this dyno graph, the stock, tuned and tuned + Mishimoto intercooler power figures are shown. At this point—and judging by the power curve of the 372 hp run getting flatter—the turbo seems to be out of flow. The next step in testing EcoBoost Mustang performance will entail a turbo upgrade. Stay tuned!

Odds-on Favorites from 2017 Mooneyes All Odds Nationals

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This year marked the 20th anniversary of the Mooneyes All Odds Nationals. Not as big as their Street Car Nationals or Hot Rod show—part car meet, part swap meet, it still offers a lot for fans of Japanese classic "hot rods" and wild builds. Located in Odaiba, Tokyo, attendees are greeted by a row of swap meet vendors selling everything from car parts to out of production car models. Of course, it's also a great time to pick up some Mooneyes goods.

Like any Mooneyes event, there were plenty of other great Japanese classics and several very interesting cars. Here are a few of favorites from the Mooneyes All Odds Nationals:

Moon Disc

2017 Mooneyes All Odds Nationals

Once you pass the swap meet tents, a row of Moon Disc equipped cars provided plenty of eye-candy that it might be easy to miss all of the other treasures that awaited farther in the parking lot. The show's theme of "Fabulous 'Moon Discs'" was definitely accurate.

Toyota Crown Collection

2017 Mooneyes All Odds Nationals

The most surprising thing about the All Odds Nationals was the number of classic Toyota Crowns. It turns out that Mooneyes has held their last three All Odds Nationals events in partnership with the Crown Classics Reunion meet which features 30, 40, 50 and 60 series Toyota Crowns.

The Toyota Crown has been in production since '55 and was available in the U.S. from '58 to '73. The series numbers denote the various generations with the 60 series ending production in '75. One the most interesting points about the Crown is the various forms including coupe, station wagon, utility pick-up, convertible, and of course sedan. The model is still produced today and shows its versatility as it is used not just for family cars but also taxis, VIP style and drift.

S50 Toyota Crown Hardtop

2017 Mooneyes All Odds Nationals

This hardtop coupe stood out amongst the others from the Crown Classics Reunion meet. It is rare to see a coupe version of the Toyota Crown so it was great to see one in person and in such great condition.

Chopped-top Masterline

2017 Mooneyes All Odds Nationals

The Toyota Crown pickup is a rare car on its own, but to build a chopped-top version is quite unique. With its low ground clearance, shaved door handles and full leather interior it was definitely a standout among the pristine original and renovated Toyota Crowns.

LS Swapped Fairladies

2017 Mooneyes All Odds Nationals

The yellow Fairlady Z with its LS swap we have seen at previous Mooneyes events, but this time it was joined by another—also with LS swap. The LS1 definitely looks nice inside the long engine bay for this '81 Fairlady Z.

Pallet

2017 Mooneyes All Odds Nationals

If you can guess what this car is, then you definitely deserve a pat on the back. Without the model information, I am not sure it would be so easy to identify this 2011 Suzuki Pallet. The front face conversion definitely harkens back to trucks like the Citroen H Van.

Mighty Boy

2017 Mooneyes All Odds Nationals

This Suzuki SS40T in stock form is a far cry from looking mighty. Thanks to a lot of body work including wide fenders, reworked front grill and gradated paint scheme, this Mighty Boy's look now matches its name.

Check out the gallery below to see more from the 20th Mooneyes All Odds Nationals.

Wander In Style: New Must-Haves from 2017 Overland EXPO East

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When it comes to celebrating all things overland, the Overland EXPO does it great. With West and East shows happening yearly, the Overland EXPO has become the go-to place for two- and four-wheel drive adventure enthusiasts. For the 2017 Overland EXPO East, the show came to one of the most picturesque locations on the east coast—the Biltmore Estate. Home to the largest privately owned house in the United States, Biltmore's grounds also served as an excellent spot for the show's many activities.

While the video recap above highlights the incredible event, we are diving into the details on some of the coolest stuff we found at the show in the article below.

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Off-Road Survival Classes

Beyond having numerous manufacturers on hand to show off the latest camping and adventure products, the Overland EXPO had an assortment of classes and hands-on training seminars guests could attend. This included proper winching techniques, along with extraction tips for how to get your vehicle un-stuck when resources are at a minimum.

2017-overland-expo-east

If you like to explore the great outdoors on two wheels rather than four, you are in luck. The EXPO had plenty of on-bike training events that taught you valuable information for when things don't go according to plan.

2017-overland-expo-east

Work, Play, Overland

Do you already own a pickup and want to get serious about overlanding? XP Camper had one of the coolest setups at the show. The company's V1 bed-mounted pop-up style camper offers all of the camping amenities you'd need (small kitchen, shower, toilet, bed, and plenty of storage). Aside from the aerodynamic advantage of being able to lower the camper top when on the road, we really like the base. Since the camper portion can free stand on its on, you can pull it off when you don't need it. With the camper removed, it frees up the heavy-duty aluminum flatbed. Fitted with loads of storage and cargo holding abilities, it allows you to keep your pickup diverse. You can even order optional bed rails so it can be used for more conventional hauling.

2017-overland-expo-east

If you're not ready to convert you're daily driver to a full-time overlander, a Hiker Off Road Trailer just might be a great solution. Hiker offers a Basic, Deluxe, and Off Road  trailer (shown), all of which are designed to be lightweight and fit with an assortment of cabinetry, and of course, a nice place to lay your head. At the show, the trailer was setup on 295/70R17 Nitto Trail Grapplers and was fully decked out. You can see more of it in the video above.

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Another killer haul-behind option came from Cumberland Adventure Trailers. The trailer can be purchased with just the box, lid and torsion axle, allowing you to customize it to fit your needs. Currently, Cumberland is working on additional camping and accessory mounts to help build the trailer out for a variety of uses.

2017-overland-expo-east

New Gear Everywhere

Beyond being a product showcase for overland-specific vendors, there were plenty of companies on hand showcasing practical and convenient camping and vehicle upgrades. Of course, many of these products were for the still wildly popular Jeep Wrangler JK.

2017-overland-expo-east

Warrior Productshad a few new add-on's at the show. It's new MOD Box offers a great storage solution that can work on a variety of roof racks or bolt directly up to the 2005 to 2007 Toyota Tacoma bed channels. The 18-inch-long box uses a heavy-duty draw-tight latch to prevent rattling and comes with a black powdercoat finish.

2017-overland-expo-east

It's easy to get caught up ogling all of the extreme off-road campers at the EXPO, but there were still plenty of more practical vehicles on the grounds as well. We were digging the Genesis Off-Road 3rd Gen Tacoma on Ridge Grapplers.

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The significance of the Genesis Toyota wasn't purely for show, but rather to showcase the company's new dual battery setup. The entirely bolt-in upgrade is crafted to squeeze two Odyssey dry-cell batteries under the hood of the 2016-to-present Toyota Tacoma. While the company is known for its Jeep and universal dual battery systems, it's been expanding its line of products into the Toyota world with the Tacoma, with other applications in the works.

2017-overland-expo-east

Here's an upgrade that we could gladly get behind (or in for that matter). It's called the Hitch Hammock, and while, yes, it's a portable hammock that bolts into any standard 2-inch receiver, there's more to it than that. When the hammock is not in use, it serves as a sturdy cargo base for hauling up to the 300 pounds of gear. Another great feature for those who like to cook on the trail is the grille grate riser, which allows you to use it as a portable grille.

2017-overland-expo-east

Along with soaking in cool build ideas from the vast variety of vehicles at the EXPO, the show was also a great place to load up on gear. This Tundra in front of the Southeast Overland booth got us thinking about the potential for a cool ½-ton overland pickup build. The question is, what brand of truck do we start with?

Project Base Camp

Nissan and Land Rover had a host of vehicles setup for display. While you could try your hand at 'wheeling by signing up for the Land Rover driver experience, we were glued to Nissan's killer Cummins-powered pickup called Project Base Camp.

2017-overland-expo-east

Designed to get you and your gear to remote destinations, Nissan's Base Camp showcased just how far you can modify the latest Titan platform with readily available aftermarket parts. Items such as the 35x12.50R17 Nitto Ridge Grapplers on ICON wheels, Fab Fours bumpers and Leitner Designs bed rack make this overland-ready pickup something easily replicable.

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Want more overland awesomeness? Take a look at these 10 Extreme Camping Rigs.

Blue Collar Vintage Racing: VARA Oktoberfest [Gallery]

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When one thinks of vintage auto racing, you likely associate it with the upper crust of car culture—and usually for good reason. Genuine historic race cars are often extremely valuable and expensive to maintain, far out of the price range for most weekend warriors.

And while we love seeing prestigious, multi-million dollar machines take to the track at places like Monterey and Goodwood, competitive and enjoyable vintage racing doesn't have to be limited to the ultra wealthy and their priceless cars.

The Vintage Auto Racing Association (VARA) is an organization that's been holding vintage motorsport events on the West Coast since the '70s, and we headed to Buttonwillow Raceway last weekend to check out their annual Oktoberfest races.

What we found is vintage racing in a very approachable form—husband and wife crews, family BBQs, competitive, wheel-to-wheel action and some of the coolest retro race cars around. If you thought classic race cars were only for the wine and cheese crowd, check again.

Browse through the gallery above for a collection of scenes from the track, and we'll be back to soon to follow up with a closer look at the world of vintage B-sedan racing—on prime display over the weekend.

DesertPatrol: The JK Chase Truck That's Got Us Drooling

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Walking through the Off Road Expo last weekend, it was hard to miss the Off Road Evolution booth. While Mel Wade and the crew usually have an impressive spread of Jeeps displayed, each with its own style and purpose, there was one in front that stood out from the rest.

DesertPatrol Chase1 at the Off Road Evolution booth at Off Road Expo

If you picked up our latest print issue of Driving Line, you saw a stretched 2-door Jeep JK on the cover—nicknamed UAE1, it was built by Off Road Evolution. Because behind every high performance off-road vehicle, is a support rig equally as impressive. Enter UAE DesertPatrol Chase1.

Chase1 rocking Nitto Trail Grapplers and KMC Machete beadlock wheels

Designed to resemble its anvil-colored 2-door counterpart, the 4-door Jeep truck is purpose-built to provide recovery, tools and overall support in the sand dunes near Dubai. Its stretched frame and custom truck bed makes loading supplies easy and keeps the interior clean.

Chase1 has a unique truck bed, and is stretched to keep it 4 doors

Most chase vehicles are built to be durable, carry lots of gear and be ready to go anywhere—but few are built with the same components as the vehicles they support. This Jeep is fitted with the same front and rear suspension components as UAE1. The front features EVO’s double throwdown King coilover and bypass system and long arm suspension, capable of 14 inches of travel. The rear suspension is composed of EVO’s signature trailing arms, harboring King coilovers and bypass shocks—and is capable of 26 inches of travel. All of these components are off-the-shelf items available from Off Road Evolution. It really doesn't get any better than this setup when it comes to go-fast Jeep suspension.

Chase1 has an impressive suspension system

The Dynatrac Prorock front and rear axles do the heavy lifting, providing a much needed upgrade over the stock JK Dana 44 housings. And because a Jeep this big and bad needs to be rolling on some impressive shoes, Mel outfitted DesertPatrol with a set of 17 inch KMC Wheels Machete beadlocks, wrapped in 40x13.50R17 Nitto Trail Grapplers to match UAE1.

40 inch Nitto Trail Grapplers on Chase1 keep it going in the sand dunes

All that suspension travel and meaty tire means nothing without big power. Under the hood of Chase1 is a Hemi V8 capable of producing over 500hp, a much needed improvement over the 3.8L minivan motor this Jeep originally came with. Mel put the finishing touches on this rig with EVO armor from head to toe, a hood vent to the let the Hemi breathe and two Warn winches – one for forward recoveries and one to pull from behind.

Chase1 has all Evo armor from head to toe

No dune too high, no recovery too difficult, no job too big... not when you’re behind the wheel of DesertPatrol Chase1. We think it’s safe to say that UAE1 will have no problems tearing up the sand dunes in Dubai—but in case trouble ever does arise, Off Road Evolution has put together a chase vehicle that’s well worthy of handling it.

Chase1's nicely tucked away front double throwdown system

For more info on the Jeep this chase rig will be following, check out our feature on UAE1

Players Special Saleen Mustang GT

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There’s nothing we love better than an enthusiast who throws all caution to the wind and just builds something they’d love. No care of what people are going to think, a car that’s truly just for themselves. It is “driving” after all, that we’re all about here at Driving Line. It’s exactly what Jay Hughes did with his 2007 S281 Mustang GT. Finding it at a price he couldn’t resist, it seemed like the perfect platform to build a weekend warrior track car to enjoy. “Probably the thing that most attracted me to the S197 Mustang was the obvious retro look paying homage to the late 60's cars, but at the same time, having a stable platform to build from,” says Hughes. “I've learned through the years is to pick projects that have a ton of parts availability, way easier and cheaper to buy it off the shelf rather than designing and making it yourself.” Smart man… more aftermarket support equals a faster, cheaper build with more time left for driving, racing and having fun.

2007 Saleen S281 Mustang GT

Hear what Hughes has to say about this Mustang build and some of his favorite automotive pastimes:

2007 Saleen S281 Mustang GT

Why the “John Player Special” livery?

My first contact with the John Player Special livery came in the early ‘70s when I raced Norton motorcycles and they were the sponsor of the factory Grand Prix team. Then later, watching the iconic Lotus Formula 1 team at the Glen seemed to etch those colors into my brain. It doesn't help that I still have all the vinyl graphics equipment from our old race team and get to play with it in my home office.

2007 Saleen S281 Mustang GT

Favorite track to drive?

My Favorite track by far is Watkins Glen—which I've always considered my home track. I was lucky enough to put together one good lap there and held the track record there for 5 or 6 years.

2007 Saleen S281 Mustang GT

Favorite road to drive?

Skyline Blvd driving up to Alice's Restaurant (in Woodside, California)—it always seems to have some hero stuffed into a guard rail, who gets over their head and crashes. Oh, and the scenery is beautiful too.

2007 Saleen S281 Mustang GT John Players Special

Next car adventure?

I don't know what the next car adventure will be for me, hopefully getting my daughters or the grandchildren more involved (hint,hint). This car is pretty much finished now and, with my short attention span, I'll probably be looking for another project soon.

2007 Saleen S281 Mustang GT Interior

Your Mustang has a great suspension set-up, tell us more about it?

The basic suspension under the car comes from Ground Control Systems. I've used products designed by the owner, Jay Morris, for a long time—first turned on to him from my autocross friend Andy. I've got some stuff from BMR including the K-Member, front control arms and radiator and sway bar supports. One of the biggest fixes for the older Mustang live axle is the Fays2 Watts link, this really transformed the handling on the car.

2007 Saleen S281 Mustang GT

SPECS: 2007 Saleen S281 Mustang GT “Black Jack”

OWNERJay Hughes
HOMETOWNSouth Carolina
ENGINERoush Supercharger, Kooks Headers, 600+ HP
TRANSMISSIONTremec Magnum XL T-56 transmission, Exedy aluminum flywheel, McCloud dual disc clutch, Torsen rear differential, Driveshaft Shop One-piece aluminum driveshaft
SUSPENSIONBMR K-member, front lower & upper control arms, radiator support, frame connectors; Whiteline rear lower control arm; FAYS2 Watts Link; Ground Control camber plates; Ground Control front coilover race struts; Eibach springs, front and back; Koni rear shocks, back; Eibach Pro swaybar; Brembo 14” front brakes
INTERIORKirkey driver seat; Sparco passenger seat; NRG flat-bottom steering wheel with quick release; Watson Racing 4-point roll bar; Steeda rear X-brace
WHEELSSaleen aluminum wheels (20x9.5 front, 20x10.5, rear)
TIRESStreet, Nitto Invo; Track, Nitto NT01

JDM Gems on Route 66: The Multi-State Datsun Classic

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Nestled in the pine country of Northern Arizona is the Gateway to the Grand Canyon—Williams, Arizona. In 1985, Williams became the final stretch of Route 66 to be bypassed by the current I-40, completing the decommissioning of the Mother Road across central and western United States. Fast forward to 2017 and this final stretch of Route 66 has been added to the National Register of Historic Places and has successfully maintained a small town nostalgic vibe. Each year the nostalgia bumps up another notch or two as the Multi-State Datsun Classic rolls into town.

Datsuns and their owners from across the southwest make the drive into the orange- and yellow-leaved hillsides to gather around Williams’ Dairy Queen, inevitably spilling out of the tiny parking lot and along the sides of the road for a couple blocks. From a dinner on Friday, imagine plates of BBQ and car friends catching up for hours on end, on through Saturday where locals and travelers alike admire the many Roadsters, Z cars, 510s and more along the central thoroughfare.

While some of these cars have been JCCS attendees in the past, there are a great number of cars for which the drive to Long Beach was a bit too far. In that case, the fresh new batch of builds to drool over was a welcome sight. The cars being grouped by model along the curbs made the breadth of variety between models easy and a joy to behold. Everything from engine swaps and convertible conversions to barn-finds and imported rarities was on display. Make sure to check out the gallery above and mark your calendars for the 8th annual event next October, it’s something no Datsun lover should miss.

Cool Customs and Rad Restorations at the Multi-State Datsun Classic

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Among the fall colors and sunny skies of Williams, Arizona, the 7th Annual Multi-State Datsun Classic brought out Datsuns of every color, condition and state of modification. Walking along the rows of cars and trucks, there was everything from Japanese Classic Car Show quality restorations to engine-swapped rag tops and everything in between. Here are just a few that stood out along the spectrum of modification.

1. KLR BEE Datsun 510

This KLR BEE 510 was easily among one of the brightest cars in attendance. The Corvette yellow paint with shaved side markers and Watanabe wheels made for a killer (pun intended) package. If memory serves, this particular 510 actually has a KA24DE from a 240SX under the hood, meaning it runs as great as it looks.

2. BRE's "Best Of" Datsun Classic Award Recipient

When the men of Brock Racing Enterprises (BRE) get together for their 50th anniversary and award a 510 their “Best Of” award, it’s safe to say that 510 is something special. On top of that, this 510 has driven every bit of the remaining Route 66 but is still in pristine condition. The huge album in the engine bay contains photographic proof of every stop and sightseeing attraction along Route 66, which just goes to show how great a truly functional show car can be.

3. Widebody Datsun 280Z

Near the very end of the row of cars, a bright white 280Z sat beaming away under the cloudless sky. The first thing to jump out is the G-nose kit, followed closely by the molded widebody and Porsche 911 wing. The massive overfenders house 15 inch wide wheels out back, which the owner laments requiring “special tires imported from a spec racing series in Europe” to the tune of approximately $2500 per set of 4. Whether this is a slight exaggeration or not, those babies can’t be cheap!

5. Swapped Datsun 510 Wagon

A final pick from the meet was this great 510 wagon with a VQ35 powerplant swap. The wagon’s sliding ragtop, no-frills interior and unassuming exterior made for a great little sleeper wagon. With the hood closed and nearly stock exhaust out back, there's almost nothing to tip off the power under the hood.

Make sure to check out a few more details from these Datsuns in the gallery below and catch the rest of this show’s coverage here!

Ranch Truck to Race Truck: A '69 Jeep Wagoneer's Journey to the Rebelle Rally

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Most expos and trade shows feature the latest, never-before-seen, advanced products and services an industry has to offer. But what makes the Off Road Expo in Pomona, California so unique is the presence of a few classic gems, re-engineered by the hands of a true enthusiast, with a new purpose. It’s one thing to find a classic Bronco on 22’s, on a lime-green powder coated frame, with some ridiculously loud sound system in it. But once in a while, you come across a true resto-mod from a forgotten, but once-celebrated platform. One such relic, the full-size Jeep of the 60s and 70s, is especially sentimental to many Jeep owners. But a classic 4x4’s dirt days are numbered. That is, unless you strip it down to its bones, break out the drawing board and bring steel and sweat together to breathe new life into a once-forgotten lawn ornament.

The 1969 Jeep Wagoneer on Nitto Trail Grapplers

And a lawn ornament it was. When Courtney Latter drove by this '69 Jeep Wagoneer, buried in the weeds on a ranch, she knew she had to have it. Courtney is the co-owner of Trail Tested Manufacturing, an off-road fabrication shop along the Central Coast of California, and enjoys spending her free time behind the wheel in popular rock crawling destinations like Johnson Valley. Shortly after bringing the Wagoneer home, Courtney knew she wanted to build this rig to compete in the 2017 Rebelle Rally. She’s partnering up with Martha Tansy, an accomplished off-road enthusiast who holds a degree in automotive and diesel technology. Martha also brings experience as a member of the military’s vehicle recovery team, and has attended off-road events all around the world. The duo is confident in their skills and experience to take on the challenges presented by this year’s Rebelle Rally.

Courtney Latter, one of the Jeep Wagoneer's drivers

Since being hauled to the shop, the Wagoneer has gone under the knife for a full makeover. This years model came with a factory Buick 350 V8, which has long since been removed from the Jeep. In its place now sits a 6.0L L96 engine from a 2010 Suburban, mated to a 6L90E transmission. The modern, LS-based powerplant should provide plenty of power and reliability for the Rebelle Rally. Behind the transmission sits an Atlas 2-speed transfer case from Advanced Adapters, built to keep the slip low and the revs high. The old frame was rolled out and replaced with one that was custom built for this build. The stock Dana 44 and Dana 30 axles were scrapped and replaced with reinforced one-ton axles for plenty of strength.

The Wagoneer's one ton axles and custom frame

In '69, leaf springs were standard protocol on everything from station wagons to performance cars. The same was true for most 4x4s, including the Jeep Wagoneer. While durable and relatively simple, they leave much room for improvement in handling and ride quality. With all new axles and frame, the logical thing to do is ditch the leaf idea and build a custom linked setup. That’s exactly what Trail Tested did with this Wagoneer, with a 4-link rear and a 3-link front suspension. The front features a traditional style Fox coilover, mounted from the axle housing to a tower off the frame.

The Jeep Wagoneer's front suspension

The rear suspension is a bit more ingenious. Because the Wagoneer is a full-sized SUV, building rear upper coilover mounts would require cutting into the tub and mounting them inside the cab. This means the inside of the cab is exposed to the elements, not exactly ideal for a several-day trek across the desert. The solution is to utilize a custom built “cantilever” system to retain the ride and performance of coilovers, all the while making everything fit nice and snug under the Jeep’s body. The cantilever arms connected to the axle are on a pivot which allows the shock to sit horizontally and work as intended. Kudos for a unique and well-executed workaround!

The 1969 Wagoneer's rear cantilever suspension with Fox coilovers

The Rebelle Rally spans from Lake Tahoe to San Diego, covering several different climate zones and deserts, each with its own set of challenges. From the jagged rocks and sharp ledges of the mountains, to the narrow canyons and loose gravel of the high desert, and down through the washes and soft sands of the Glamis Dunes, any vehicle embarking on this journey requires a tire that will perform in all these areas. Courtney and Martha chose a set of 35x12.50R17 Nitto Trail Grapplers on Raceline Beadlock wheels to get their Wagoneer through anything the Rebelle can throw at them.

The Wagoneer fitted with a winch up front

The interior of this Wagoneer is mostly untouched—with the stock dashboard remaining as well as the old rear bench seat. For added safety measures, a custom roll cage was installed and tucked nicely against the cab, almost as if it always belonged there.

Perhaps the most attractive aspect of this revived relic is the patina body. Trail Tested purposely left the body as they received it, adding to the character and presence of this classic.

The Wagoneer's interior is mostly stock with a roll cage

Courtney and Martha are preparing for the Rebelle Rally, beginning in Lake Tahoe on October 12th. Stay tuned for more stories from the Rebelle Rally, as we wait for these ladies to cross the finish line in San Diego. We wish them the best of luck on their first rally in this Wagoneer, and we can only say we’re entirely jealous of this awesome trip with an even more awesome 4x4.

Trail Tested Jeep Wagoneer

See some of the action from the 2016 Rebelle Rally here, and stay tuned for updates on this year's Rebelle Rally when these ladies cross the finish line. 

Learning to Drift with Toyota Racing

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It isn’t every day you get an offer to learn drifting from one of Formula Drift’s top pro drifters—so when Toyota Racing asked if I wanted to meet them and Ken Gushi out at Irwindale Raceway for a day of getting sideways in a Toyota 86, I raised both my hands. With visions of drifting through “S” curves with ease, I jumped in the driver’s seat with instructor, the Gush, sitting shotgun. Sure, tandem battles like the ones you see out at Formula Drift take an extreme amount of control—but surely, skidding around an empty lot couldn’t be that hard. What I found out is, drifting isn’t as easy as it looks.

Learning to Drift - Toyota 86 - Ken Gushi, Toyota Racing

The afternoon started simple enough, getting a feel for the Toyota 86s handling through a slalom course. First off the line that day, I was a little nervous. After putting down what I thought was a pretty solid run, I got a little more comfortable with the edge and turned it up a notch, sliding in-between the final course cones. When Gushi reported I was showing some of the best driving of the pack, I was stoked. This afternoon was going to be a piece of cake.

Learning to Drift - Toyota 86 - Ken Gushi, Toyota Racing

Out on the skid pad, Gushi took the driver’s seat and showed me the basics of initiating and getting out of a skid—skills that hit me as basics every new driver should learn. Next, he demonstrated the difference between a true donut and a fake one—namely, drifting through the turn while countersteering versus just understeering and screeching tires. Then it was my turn…

Toyota 86 - Ken Gushi, Toyota Racing

Time and again, I either didn’t countersteer quick enough or, if I did, I got my foot too heavy into the pedal resulting in a burnout. What I did accomplish was the best smoky burnout of the day! I’m sure with a little more practice I could get the hang of it—but the exercise left me with even more respect for the pro drifters as well as the Toyota 86 platform. Having an accessibly affordable car that’s a good daily driver and can perform this well when you put it through the paces… the Toyota 86 gets two thumbs up any day of the week!

See more learning to drift in the video above.

Learning to Drift - Toyota 86 - Ken Gushi, Toyota Racing

The last weekend of drifting competition at Irwindale Speedway, the “House of Drift,” is going on this weekend, watch it livestream at http://www.formulad.com/live.

Who else has tried their hand at drifting? Leave a comment and let us know about your experience!

70s Time Warp: The Glory of B Sedan Racing

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BMW. Datsun. Alfa Romeo. These are three very different car brands from three very different places, with very different histories—and yet, for a time during the early 70s these three brands battled wheel to wheel on race tracks across America during the golden era of the SCCA Trans Am Sedan Championship.

For those of us who weren't around to experience the heyday of Trans Am racing—the photographs, grainy film footage and stories only make us wish we could have been there. And until someone events a time machine, that's all we have.

VARA's B Sedan Group

But thanks to a group of dedicated racers the spirit of that era is still alive and well, and during the VARA Oktoberfest event at Buttonwillow Raceway we were able to watch a group of B Sedan racers party like it was 1971.

One of the things we love about the Vintage Auto Racing Association is how it shows the hobby of vintage auto racing isn't just for the ultra wealthy, and nothing symbolizes that grassroots spirit better than the B Sedan group.

With a field usually consisting of three different cars—the BMW 2002, Datsun 510 and Alfa Romeo GT Veloce there's a rulebook to insure that the cars are different, yet evenly matched, and the result is some of the most exciting racing today, vintage or otherwise.

In the early '70s, the Trans Am series was about marketing as much as it was about racing, and each of the brands used racing to build a strong brand image. At the time, these brands had much different reputations than they have now—and each would take a dramatically different path from that point on.

Building BMW's Popularity In America

First there was BMW—the iconic German brand that today is known for its mix of sport and luxury, and of course the image that comes with that legendary blue and white logo.

BMWs have been beloved by driving enthusiasts for decades, and the potent little BMW 2002 is one of the cars that helped create the idea of the modern sports sedan. Thanks in large part to its success on the race track. The 2002 would eventually be replaced by the 3-series, a model still immensely popular today. It's a very big reason why BMW became so successful, not just in America but all around the world.

Datsun 510 Launches the Brand to New Heights

Then there was Datsun, which would of course become Nissan. While early Japanese imports were primarily known for their low prices and excellent fuel economy, the Datsun 510 was something more.

With its overhead cam engine and independent rear suspension, the 510 was a driver's car. Thanks to the efforts of people like Peter Brock the 510 backed up its image with a Trans Am championship in '71.

Nissan would become one of the most popular Japanese brands in America—the 510 one its most beloved models, helping to inspire a generation of loyal fans.

A Different Path for Alfa Romeo

Alfa Romeo had a different path. With its Bertone styling and exotic double overhead cam engines, the GTVs delivered Italian performance and panache while still in the form of a traditional sedan.

The Alfas were very successful in the small displacement Trans Am series, winning the championship in '70 and finishing second in both '71 and '72. But the Alfa Romeo brand would have a much different story in the U.S.

By the 80s, Alfa Romeo had pretty much disappeared from the American market, only to return in recent years as part of the Fiat Chrysler group. But with the impressive modern iteration of the Giulia, it seems like the return was worth the wait.

Ready to Race VARA?

Unlike the cars you'll find at the big ticket historic races, the cars that run in VARA's B Sedan group don't need to be the actual chassis that raced back in the day–but they are all true to the period, and that's what is most important. Even with increasing demand and rising prices, one could still find a 2002 or 510 chassis for relatively cheap and build it up to go racing... without breaking the bank.

With basic mechanical layouts and analog technology, it's easily one of the most attainable ways one could get a proper vintage racing experience. The cars are also challenging to master in the driver's seat, but not so powerful as to demand expert skills just to stay on the track.

If you live near any of the tracks that hosts this series, do yourself a favor and check it out because you are in for a great show.

And if you are considering a jump into the world of organized sports car racing as a participant, maybe consider doing it the old school way?

With this mix of history, cool cars and exciting competition, vintage B Sedan racing has all the ingredients for greatness. We have a huge respect for the dedicated racers that keep the spirit alive today.

The Grand Finale: 2017 NHRDA World Finals

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Dragsters in the 6’s, fullsize pickups in the 8’s and semi trucks in the mid 11’s! With this type of clientele, you could say it was another action-packed year at the National Hot Rod Diesel Association (NHRDA) World Finals. Once again held in Ennis, Texas, dozens upon dozens of trucks showed up to light up the quarter-mile drag strip at the Texas Motorplex. With points, championships, sponsorships and bragging rights all on the line, the NHRDA season finale brings with it a certain amount of pressure and excitement. In 2017, one new record was set, several others were challenged and every heads-up racer had their combination set on kill.

In the Pro Street field, everyone expected the two fastest trucks in the industry—Lavon Miller and Dustin Jackson—to once again face off in the finals. As for Top Diesel, three 200-mph-capable rails would make the call. Super Stock would bring out a slew of heavy hitters as well, with names like Phillip Franklin, defending champion Chris Buhidar, Anthony Reams, Wade Minter and Jared Ring all on the docket. The icing on the cake would come in the form of Gord Cooper’s ’68 Kenworth storming through the 1320 in 11.5 seconds.

Follow along for the highlight reel from this year’s World Finals show and mark it on your calendar to be there in 2018. It’s worth the trip!

Pro Street Domination

001-1994-Ford-F150-Lightning-Pro-Street-Cummins

Back on the same track he was kicked off of for being “too fast” one year prior, Dustin Jackson returned to Ennis with his Cummins-powered Lightning. The triple-turbo’d Pro Street F-150 would rocket to a “legal” 8.09 at 170 mph during qualifying, which was not only the number one qualifier position, but a new personal best for Dustin. He would click off an 8.10 at 167 mph in the final round for the win and also secure the 2017 Pro Street Championship in the process.

“DeMaxed” Goes 8.53

002-2001-Chevy-Silverado-2500-HD-Cummins

In an astonishing display of power, Jared Deletka put the Industrial Injection-backed Super Street Chevy through the quarter-mile in 8.53 seconds at more than 167 mph. Not only did this earn him the number one qualifier position, but it demolished the truck’s previous best elapsed time of 8.72 seconds. At 6,000 pounds and this trap speed, at least 1,900 hp is making it to the wheels! No longer Duramax-powered, the ’01 Silverado benefits from an Industrial Injection-built and fueled, triple-turbo Cummins, a Randy’s Transmissions Stage 4 48RE automatic with a Sun Coast converter and goes by the name "DeMaxed."

Hard Luck is Temporary

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After putting in an 8.21 during qualifying and an 8.63 to advance to the final round of Pro Street, Lavon Miller and the Firepunk Diesel encountered unfortunate transmission issues, which eventually forced them to settle for the runner-up position. However, the record-breaking Ram would be alive and well less than a week later, where it scored multiple bottom 5-second eighth-mile passes at the Rudy’s Fall Diesel Jam in North Carolina (i.e. 7.90’s in the quarter-mile).

Master Shredder Carnage

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Graced with cut tires, Shawn Baca’s 2,500 hp “Master Shredder” Ram tried its hand in the truck pulls the night before the drag racing began—and he would earn the carnage crown for the evening. Near the end of the track, one of the engine’s atmosphere turbochargers checked out in catastrophic fashion, exploding the compressor housing and spitting out most of the compressor wheel. Still, Baca’s Ram would travel 284 feet and change before coming to a stop, which was good enough for Second Place in the Super Stock class.

Ill-Tempered Duramax

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Super Street is a class unique to NHRDA—and it’s been a big hit. Back-halving, tube chassis’, three-links and four-links are prohibited, which means these trucks are full-framed vehicles with leaf spring rear suspensions. For four-wheel drive competitors, a 6,000-pound minimum weight limit is in play—which means a lot of these trucks, a handful of which are now running 8’s, are applying in excess of 1,500 hp to the track. Wade Minter’s triple-turbo’d, “Ill-Tempered” Duramax is shown above. It’s been as quick as 8.96 in the past.

Trouble on the Line

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Another nasty Super Street truck on hand at the World Finals was the common-rail Cummins-powered second-gen owned by Manning Motorsports and driven by veteran drag racer, Jared Ring. Although the truck would have trouble getting off the line at Worlds, at any given event it can never be counted out when it comes to hanging with the fastest trucks in Super Street (having gone 9.10’s in the past and being more than capable of running 8’s).

Mid 6’s from the Scheid Rail

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For a taste of the ultimate in speed, Jared Jones and the Scheid Diesel team hauled the Cummins-powered, Spitzer chassis dragster down from Terre Haute, Indiana. They didn’t disappoint. Jones would snag the number one qualifier position with a 6.60-second pass at 215 mph and then go even quicker in the final round with a 6.55 at 215, which isn’t far off the rail’s NHRDA best-ever pass of 6.46.

Deeper in the 6’s

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With a new ECU on board, Wade Moody’s Flo-Pro-sponsored ’05 Spitzer turned in an impressive effort of 6.74 at 199 mph. While his Duramax-powered dragster has been 200 mph in the past, its 6.74-second elapsed time in Ennis is a new personal best for Moody and his crew. Ultimately, he would finish in the Runner-Up spot, right behind Jared Jones and the Scheid Diesel team. We look forward to seeing how much quicker this rail will be in 2018!

Back-to-Back Pro Stock Titles

009-1941-Willys-Diesel-Jarid-Vollmer-Pro-Stock

Due to Matt Kubik’s “Demented” P-pumped 7.3L Mustang suffering from converter lockup issues on the line, Jarid Vollmer would cruise to the Pro Stock win aboard the G&J Diesel/MBRP-sponsored ’41 Willys known as the Batmobile. Vollmer would also defend his Pro Stock title in the process.

Blown, Twin-Turbo’d and Nitrous-Fed

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Gord Cooper made the 1,900-mile journey from Calgary, Alberta, Canada to compete at the World Finals—and we’re glad he did! His ’68 Kenworth, coined “Smokin’ Gun,” earned the number one qualifier spot in the Hot Rod Semi category with a blazing 11.59-second pass at 115 mph. By our calculations, the truck—with a supercharged, twin-turbo’d and nitrous-fed 8V92 Detroit under the hood—sends roughly 1,100 hp to the rear duals. Cooper would take First Place in the finals thanks to an 11.67 at the same 115 mph. While neither of his 11-second passes were personal bests, they weren’t too far off of his NHRDA E.T. record of 11.403 either.

Neck-and-Neck in Super Street

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While Phillip Franklin is no stranger to running 8’s in his Super Street ’06 Dodge Ram 2500, a mid-9 would be enough to edge out fellow competitor, colleague and friend, Chris Buhidar, in the finals. The last Super Street race of the day would see Franklin’s 9.52 at 144 mph beat out Buhidar’s 9.79 at 143 mph. However, Buhidar would have the final say in his triple-turbo, Cummins-powered ’00 F-350, as his Runner-Up finish at Worlds would provide enough points to lock him into yet another Super Street championship.

At the Top of His Game

012-Dodge-Cummins-Pro-Stock-Truck-Pull-Jim-GreenwayPhotos provided courtesy of NHRDA

Jim Greenway is known for taking his truck pulling pretty seriously. You can find the Galena, Missouri-based competitor (and owner of Baillie Diesel) at nearly every major national event in the summer months, campaigning both of the championship-caliber Dodge Rams he’s put together. Once again, Greenway found himself down in Texas and atop the podium, as he would lay claim to First Place in both the Super Stock and Pro Stock classes at the truck pull portion of the NHRDA World Finals on Friday night. In the photo above, his ‘07 Dodge is in the midst of an impressive 370.09-foot winning effort in the Pro Stock class.

Remembering 15 Years at Irwindale Speedway with Vaughn Gittin Jr.

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Opening in '99, Irwindale Speedway played host to the first drifting exhibitions and competitions in the U.S., dubbing it the "House of Drift." Vaughn Gittin Jr. was a part of that initial 2003 D1 Grand Prix and driving and winning in a Mustang in the subsequent 2005 D1, just prior to Formula Drift competition launching. Listen to Vaughn recount the storied beginnings of drifting at Irwindale Speedway 15 years ago in the video above.

Vaughn Gittin Jr. 2017 Ford Mustang RTR

Catch all the Formula Drift Top 32 Recaps here on Driving Line.


Sensational Season Ender: Rudy's Diesel Fall Truck Jam

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In North Carolina, fall means changing leaves, cooler weather and, of course, Rudy's Diesel Fall Truck Jam. Held at the Piedmont Dragway in Julian, North Carolina, the Truck Jam plays host to some of the fastest diesel trucks in the nation. Marking the end of the Outlaw Diesel Super Series season, guys were ready to lay it all on the line of Piedmont's 1/8th mile dragstrip. Beyond diesel drag racing, the two-day event also plays host to a show and shine competition as well as the Lucas Oil Pro Pulling League series finale.

We stopped by to soak in all the black smoke and turbocharged action, which you can check out in our video recap above. For those looking to learn more about what was at this year's event, be sure to read the article below.

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Breaking Records

As of writing this, you're looking at the world's fastest Power Stroke. The Rudy's Performance Parts 6.4L race truck put down a blistering fast 1/8th mile run over the weekend, clocking a 4.993 pass at 142 miles-per hour.

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Breaking Parts

Want to see track officials panic? Drive your 7,000-pound truck into the light tree! This was the result of steering links that couldn't take the force of a powerful four-wheel drive launch. This is a common failure point on late-model GM and Chevy trucks, but one easily fixed with tie-rod upgrades.

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Thunder Struck

Dustin Jackson and his '94 Ford Lighting would take home the championship in the ODSS Hot Shots Secrets Pro Street division. Under the hood of the ½-ton pickup you'll find a triple-turbo'd 6.7L Cummins engine built by Fleece Performance Engineering. The truck and driver currently hold the NHRDA Pro Street ET record of 8.091 at 170 miles-per hour in the 1/4 mile.

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FASS(T) Vendors

Vendor row was a great place to pick up good deals on parts, t-shirts and learn about the upgrades needed to make your diesel truck survive on the track. One of the leaders in fuel system technology, FASS was on hand with a host of its late-model fuel kits and this killer Ford F-550.

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Reality Check

For those brave enough to see how much power their truck's actually putting to the ground, Reality Check Dyno was happy to deliver you the good (or bad) news. Throughout the weekend we'd see horsepower numbers in the mid-800s and torque figures over 1,500 lb-ft!

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Fire Grappler

After suffering transmission failure at the NHRDA World Finals just the week prior, Lavon Miller and his Firepunk Ram were back. He even managed to put down a blistering fast 5.002 at 145 mph over the weekend setting a new Pro Street record. We always find it interesting what these top guys use to pull their race machines to the track. While we're guessing there's a nice helping of air and fuel upgrades under the hood of this Firepunk's tow rig, beyond the 22-inch wheels and 35-inch Nitto Ridge Grapplers, the white Ram was very clean and simple.

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By The Numbers

While not everyone is willing to share their power secrets from under the hood, it doesn't take much detective work to figure out which tires were the tread of choice among many racers. Without question, the Nitto 420S was a recipe for success and traction. Given the 420S is available in a variety of sizes, we saw a host of wheel configurations paired with the all-season tires.

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Show and Shine

If you were simply looking to have your built diesel on display, there was an entire section devoted to you. Big lifts, big tires and massive wheels are definitely what's trending in the show circuit and we're even starting to see the re-emergence of chrome and color-matched accessories.

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Pro Pulling

In addition to being the ODSS season closer, the Truck Jam also marked the end of the Lucas Oil Pro Pulling Leagueseason as well. Full-bodied trucks like Jon Manns' "Crazy Ex" Ford running in the Limited Pro Diesel 4x4 Truck class were some of our favorites to watch. Since the trucks are limited to DOT-compliant tires no taller than 35 inches, it's one of the more identifiable classes. Manns, along with a portion of the other competitors, were running Nitto Mud Grapplers, which has a proven track record in the dirt.

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The Crippler

Josh Land and his 6.7L Cummins-swapped '97 Dodge Ram dually is always good for putting on a show. Just as impressive as his performance in the dirt is Land's no excuses attitude. The paraplegic driver makes these incredible runs using only hand controls!

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Sleepers Everywhere

If you follow the diesel racing circuit, you'll likely recognize many of these so-called sleepers waiting in the parking lot. For those new to the diesel world, you may be surprised to find that truck's, like this seemingly modestly modified '07 Ram Mega Cab of Larson Miller, is no stranger to the 7.70 1/8th mile bracket class and even runs 12's in the quarter mile.

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Business In The Front

Here's an unusual site. Calvin Holcomb's Chevy Duramax typically runs 38x15.50R24 Trail Grapplers at all four corners, but when he hits the track, he trades the rear mud-terrain radials out for a set of massive drag slicks. The combo works well as the big Chevy had no trouble blasting down the track.

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1,300 HP

Exergy Performance is known for its high-flow fuel pumps and injectors. Given there's more energy in diesel fuel than any other fuel source, the 1,3000-plus rear-wheel horsepower label under the company's Duramax's hood was no surprise.

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Check out more snaps from the event in the gallery below.

All You Can Porsche Per Month: The Ultimate Subscription Service

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Imagine having a fleet of brand new Porsche vehicles at your disposal, complete with delivery service right to your door and all running costs covered. Sounds like the stuff of dreams, right? Well if you happen to live in the Atlanta area, it can be a reality. This week Porsche North America announced the launch of a new subscription program that gives members unlimited access to a selection of Porsche vehicles whenever they want.

Called Porsche Passport, the service will launch next month in the metro Atlanta area (which happens to be home to the Porsche North America headquarters) with other markets possibly to follow. How does it work? For a $2,000 per month fee, members get on-demand access to eight Porsche models including the 718 Boxster, Cayman S, Macan S and Cayenne.

And for an extra $1,000 per month you can upgrade to a plan that offers 22 different models including higher end vehicles like the 911 Carrera S, Panamera, Macan GT-S and more.

The subscription includes unlimited mileage, frequent vehicle changes and also includes all maintenance, registration fees and insurance costs. Vehicles can be chosen either same-day or in advance via the Porsche Passport app.

In a way, it's like the ultimate car lease program—while it's not cheap, it's a fascinating concept. In this age of subscription-based everything, it only makes sense that cars would be next. We'll be interested to see if this business model catches on.

In the meantime, which other automakers would you like you to see introduce similar programs?

Exclusive! Spy Photos of the 2018 Jeep Wrangler JL in Moab

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By now, you’ve probably seen a few spy photos floating around of the coveted 2018 Jeep Wrangler, dubbed the JL. These mules are typically covered from bumper to bumper in black mesh and camouflage to disguise any distinct features while the vehicles are being road-tested. But true to Jeep’s focus on delivering a formidable product capable of tackling off-road trails right out of the box, they had to take their test off the pavement. And what better place to test them than in the off-road capital of North America—Moab, Utah.

2018 Jeep JL Spy Photos

These spy shots ,exclusive to Driving Line, were taken outside of a restaurant in Moab—a mere ten minutes away from iconic trails such as Hell’s Revenge, Golden Spike and Steel Bender. Rocking Michigan license plates, the JL mules spotted here are sporting some classic Moab mud on the front bumpers, indicating the testers likely drove them off-road recently.

2018 Jeep JL Spy Photos

Led by a JK Rubicon, the group of JLs included two 2-door models and one 4-door model, but it is unknown what trim level they are. It seems these models were fitted with a set of steps like you would normally find on a Sahara, rather than the Rubi-sliders you’ll find on a JK Rubicon.

2018 Jeep JL 4-door Spy Photos

Another visible difference between the models we captured are the lights. One of the 2-door mules was sporting halogen-style headlights and tail lights similar to the factory JK, and was rolling on smaller, highway terrain tires. The other two models on mud terrains had tail lights with a new LED design. The headlights on the same Jeep had projector housings, possibly denoting the use of LED bulbs up front. Will LED forward and rearward lighting be an option on the JL, with the standard being halogen? Jeep would be prudent to redesign the headlights, as the they are one of the biggest complaints new JK owners have, due to their weak light output.

2018 Jeep JL Spy Photos

It has already been assumed the JL will have LED turn signals incorporated into the front fenders, a change from the JK that will certainly pose a challenge for companies who build aftermarket fenders for Jeep vehicles. All of the mules we spotted had a redesigned third brake light—which sports a wider, lower profile design mounted to a wider plastic mount between the spare tire and the tailgate. Another change we spotted is the relocation of the rear window wiper assembly from the top of the window on the JK to the bottom of the window, behind the spare tire on the JL. Getting the wiper motor and assembly out of the way is good news for rear visibility.

2018 Jeep JL Rear Window Spy Photos

These Jeeps also all had VHF radio antennas mounted to their rear bumpers, similar to ones you will find on many off-road rigs. VHF radios are becoming a more and more popular form of communication between off-roaders, due to their powerful range and clear audio when compared to a standard CB radio. Obviously, this is not a feature we will see on the production models, but it is cool to see that the Jeep test guys are definitely in radio contact while on the trails.

2018 Jeep JL Spy Photos

Good news for the shorter crowd! We can also confirm the interior A-pillars will have fixed grab handles on them, a big change that will be a first for the Wrangler. Jeep has traditionally offered their new Wranglers with a soft grab handle, wrapping around the sport cage between the A-pillar and B-pillar, but this seems like a more permanent solution. 

2018 Jeep JL Spy Photos in MoabPhotos courtesy of Frank Doherty, Adam Wolfe and Joe Bulhoes.

With so many Jeep fans all over America, many of the JL’s exterior features have been revealed and speculated on way ahead of its official release. We’re sure there are plenty of new surprises to come when they finally pull the cover off, but these spy shots give us important peace of mind that even in the age of luxury and technology, the Jeep Wrangler is sticking to its roots as a 4x4 vehicle that is designed, engineered and tested to thrive where the pavement ends.

See all our exclusive spy shots in the gallery below!

Ride of the Week: A Made-For-Thrills ‘70 Chevy Nova

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Remember your first car? Maybe it was mom’s pass-me-down family beater or a trash heap you found on Craigslist. Maybe, it was a ’70 Nova… if you grew up in the ‘80s. For Max Gould, he chose the unlikely-for-him Chevy as a first car project. Not the usual choice for a laid-back Santa Barbara teenager. Next, Max and his dad wrenched together on the Nova for the next 8 months—completing the car just in time to attend LS Fest West this past May. And when we say “wrenched with his dad” we don’t mean he goofed off while dad did all the work while paying the bills. Max is a bonafide enthusiast—meaning he scrimps and saves for parts like the rest of us and grinds away at even the most frustrating of garage jobs. The result speaks for itself, it’s a car—not just a first car—that anyone could be proud of.

1970 Chevy Nova Restomod - Max Gould

Watch above then read on to hear more from Max about his project car and stay tuned for some exciting things coming from Max soon here on Driving Line.

1970 Chevy Nova Restomod - Max Gould

How did you choose a Nova?

I originally wanted a first-gen Camaro or Firebird, but prices are going up on those and I feel as if they are a bit overplayed in the pro-touring world. So, I searched for ‘68-74 Novas on Craigslist because of the similarities in the subframe to an F-body car. I saw a few that I liked, but when I saw the car I have now, it was just a no brainer.

1970 Chevy Nova Restomod - Max Gould

Favorite garage work?

My favorite garage work so far has been installing my Tremec TKO 600 transmission. But some garage work that I always look forward to are small projects that make an impact on the car’s appearance or performance. These projects include painting exterior parts or installing new parts to improve cooling and overall track capability of my car.

1970 Chevy Nova Restomod - Max Gould

Next car?

I don’t see myself getting rid of my Nova in the near future—it taught me so much about mechanics, engineering and life in general. I also have so many priceless memories working on it with my father. The only car I would see myself trading mine for would be a ‘63-67 Corvette. I think they are one of the best looking cars of all time, and it has been my father and I’s dream car forever.

LS Engine

Next car adventure?

The next car adventure for my Nova and I is to drop my new Mullinex Racing Engines LS1 in and keep hitting the track and autocross. I am also working hard to prepare my car for the 2018 Holley LS Fest West.

1970 Chevy Nova Restomod - Max Gould

SPECS: ’70 Chevrolet Nova

OWNERMax Gould
HOMETOWNSanta Barbara, California
BUILD TIME8 months
ENGINELS1 Swapped, N/A 346 ci., Holley Sniper Fuel System, Black Widow Exhaust
TRANSMISSIONTremec TKO 600, SST short throw, Ringbrothers billet shifter
SUSPENSIONDetroit Speed Upper and Lower Control Arms and 2” lowering springs
WHEELSAmerican Racing Torque Thurst (17x8)
TIRESNitto NT555 G2 255/45/17

1970 Chevy Nova Restomod - Max Gould

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2017 Formula Drift Finals Irwindale Top 32 Play-by-Play

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This season’s Irwindale season finale is a bittersweet one. Not only does it close out the fourteenth season of Formula Drift, but it will be the final event that happens at the track that spawned professional drifting in the United States. Before there was a Formula Drift, Japanese event company D1 Grand Prix held an exhibition match at Irwindale Speedway—proving the appetite for competitive drifting in the United States and promoted by the same staff who now runs Formula Drift.

FDIRW - 2017 Formula Drift Irwindale

A few years back, the Irwindale Speedway complex was sold to an investor who started plans to build a shopping mall in its place. After a few false alarms that the speedway may close down, a final closing date was set just a short month ago which appears to mark the end of this famed facility. Over 20,000 people are in attendance for this season finale, including visitors from around the world who have flown in to be able to experience the track that has been dubbed “The House of Drift” due to its historical importance to this motorsport. Hear Vaughn Gittin Jr. recount his memories of being involved in these very first U.S. drifting competitions, here.

Irwindale Course Layout

FDIRW - 2017 Formula Drift Irwindale

Irwindale’s course layout has remained largely unchanged over the thirteen previous Formula Drift events, although the infield portion was changed slightly a few seasons back. Drivers leave the start line on what is normally the back straight of the banked 1/8th mile oval track, initiating into turn 3 of the traditional configuration at speeds around 80 mph. Riding the wall around the top of the bank, the first judged clipping zone is midway through turn 4 of the traditional configuration. Drivers will be asked to stay high on the wall for as much of the bank as possible—although the track isn’t a perfect oval shape, so drivers are expected to dip down a bit lower midway through the bank to account for the oblong shape. Coming off the bank, drivers will switchback in front of the grandstands to hit an inner clipping point that is placed midway through the traditional start / finish line before transitioning again to enter the inner bank. Temporary concrete barriers line the track from midway through the traditional front straightaway to direct the drivers towards the inner bank and protect the media members from the cars, all the while adding a slight element of danger. On the inner bank, drivers will be asked to push the rear end of the car as close to the permanent concrete wall where it meets the temporary barrier for an outer clipping zone. Drivers will navigate the car off the concrete wall that lines the inner bank midway around the turn towards the flat bottom infield. After drifting near an inner clipping point on the flat bottom, drivers will power out of the turn and finish on the flat bottom facing the crowd.

QUALIFYING

Friday’s qualifying session was intense, with 26 drivers making passes in an attempt to qualify for Saturday’s tandem competition. The way the grid would shake out, the top six drivers would earn a highly-coveted "bye" into the Top 16 round of action. Five drivers would put a score above 90 points on the board, with Chelsea Denofa leading the way with a personal season-best score of 98 points. Worthouse Drift teammates Piotr Wiecek and James Deane took up second and third qualifying positions, with Wiecek besting Deane’s score of 94 with a 95 himself. While Daijiro Yoshihara would also earn 94 points on his best qualifying run, Deane’s secondary score of 91 earned him the higher position over Yoshihara’s backup score of 86. Chris Forsberg rounded out the Top 5 qualifiers with a score of 92. To show just how close the runs were, sixth through nineteenth were separated by just 7 qualifying points, with multiple positions requiring tiebreakers to slot drivers into the tandem ladder.

TOP 32

Chelsea Denofa – Bye Run

FDIRW - 2017 Formula Drift Irwindale

DENOFA LEAD – Denofa out-qualified his Ford Mustang RTR boss, Vaughn Gittin Jr., for the fourth time this season—while also taking the top qualifying spot for the second time. Between the two Nitto Tire drivers, half of the top qualifier positions this season have landed in the Mustang RTR pits. Denofa’s qualifying run was visibly better than anyone else’s, brushing the wall multiple times and only narrowly missing a perfect score due to his distance from the first inner clip on the switchback and to tapping the wall near the finish line, which wasn’t specifically an outside zone. Denofa takes his bye run a bit conservatively, which is understandable since the run isn’t scored. He could potentially face his Ford Mustang RTR and Nitto Tire teammate Vaughn Gittin Jr. in the next round, pending the outcome of the next battle.

Vaughn Gittin Jr. vs. Robbie Nishida

FDIRW - 2017 Formula Drift Irwindale Vaughn Gittin Jr.

Nishida announced prior to this event that he would be retiring from Formula Drift competition after Irwindale, so this tandem battle may be his swan song.

GITTIN JR. LEAD – Gittin Jr. has a smooth transition near the wall, Nishida initiates later allowing him to close the gap down to around two car lengths before getting his Nissan GTR sideways. Gittin Jr. is on a medium to high line, while Nishida is a bit lower but with good steering angle. Gittin Jr. extends the gap to about four car lengths across the switchback, then holds a big gap around the entire inner bank. Nishida took out the final inner clip, but his lack of proximity through most of the run will probably leave him at a slight disadvantage. Nishida didn’t make any major mistakes, so a big mistake from either driver in the second run could really tilt this battle the other way.

NISHIDA LEAD – Nishida is higher on the bank than Gittin Jr., looks like Gittin Jr. is taking a slightly more conservative line to give some space to Nishida in case of a major mistake and is around three car lengths behind Nishida. Both cars have a smooth transition, Gittin Jr. has noticeably less steering angle on the interior and is lower on the inner bank. Nishida dumps a ton of steering angle as he passes the final clipping point, and crosses the finish line with plenty of style. All three judges vote for Gittin Jr. to move into the Top 16.

Justin Pawlak vs. Kyle Mohan

FDIRW - 2017 Formula Drift Irwindale Kyle Mohan

PAWLAK LEAD – Mohan initiates almost simultaneously as Pawlak, but is around three car lengths behind Pawlak and on a much lower line. Pawlak has a good run around the big bank, and hits the inside clip on the start finish line almost perfectly. Mohan doesn’t make up much ground on the infield portion, and ends up spinning out midway through the infield. Mohan’s car stops prior to the finish line, but he’s able to make it there before needing to utilize a competition timeout.

MOHAN LEAD – Mohan initiates very early ahead of Pawlak, Pawlak’s Mustang is very slow to rotate and narrowly gets into drift before smashing into the wall midway through the big bank. Mohan continues through the course and is still held to the same judging criteria as qualifying. Mohan completes the run successfully, Pawlak has to be towed off the course due to severely damaged suspension. The judges verdict is in, and all three judges have voted for Justin Pawlak to move on to the Top 16. Since both drivers had incomplete runs in chase, the lead runs were compared head-to-head. The judges felt that Pawlak stuck to the qualifying criteria better than Mohan, which earned him the victory.

Matt Field vs. Cameron Moore

FDIRW - 2017 Formula Drift Irwindale

FIELD LEAD – Field runs the high line around the wall, Moore is much lower on the bank. Moore started around five car lengths behind Field, but closed it down to around three car lengths by the end of the big bank. Moore braked late heading into the inner bank to close the gap down to a car length-and-a-half, but Field pulls away again around the inner bank thanks to superior mechanical grip.

MOORE LEAD – Moore has a good initiation on the big bank, Field is around a car length behind Moore. Around halfway around the bank, Moore floats up and hits the bank wall, Field shuts it down behind Moore to avoid making contact. Moore appears frustrated and cuts across the course back to the staging area, Field doesn’t have to complete the course because of Moore’s collision. Thankfully, Moore’s FR-S doesn’t look to be in too bad of shape, but it won’t be moving on in this competition. All three judges vote for Field to move into the Top 16.

Daijiro Yoshihara – Bye Run

FDIRW - 2017 Formula Drift Irwindale Dai Yoshihara

YOSHIHARA LEAD – Yoshihara has had a roller coaster season—getting knocked out in the Top 32 twice this season, but earning a podium in Orlando and sitting in the Top 10 in points overall. His fourth place qualifying effort will earn him a bye into the Top 16, but Yoshihara makes a solo pass around the course anyways to give the fans a taste of what he can do in the next round.

Pat Goodin vs. Jhonnattan Castro

FDIRW - 2017 Formula Drift Irwindale

GOODIN LEAD – Goodin and Castro initiate almost simultaneously, Castro has a much lower line around the bank. Goodin maintains three car lengths ahead of Castro for the start of the bank with Castro closing the gap down to two car lengths by the exit of the bank. Goodin transitions nicely in front of the fans and rides the outside line around the inner bank, Castro is on a lower line again on the inner bank. Castro never really put much pressure on Goodin, so it feels like Goodin will have a slight advantage going into the second run.

CASTRO LEAD – Castro is much higher on the bank for his initiation, but takes a lower line than Goodin on the previous run. Behind Castro, Goodin had some steering corrections shortly after initiation and shut his car down midway through the bank. Castro finishes the course well, while Goodin’s car stops mid-track. Goodin will be given an “incomplete” for this run, while Castro completed both his chase and lead runs. All three judges vote for Castro to move into the Top 16.

Chris Forsberg – Bye Run

FDIRW - 2017 Formula Drift Irwindale Chris Forsberg

FORSBERG LEAD – Forsberg had a run-in with the wall during Thursday’s practice session, but the Nameless Performance team got the car repaired in time for qualifying. Forsberg is coming off of his first podium finish of the year in Texas, and is looking for his first event win in way-too-long to close out his Irwindale memories. Forsberg is one of only four drivers who have driven at every Formula Drift event to date, so he’s sure to have plenty of memories at the House of Drift.

Ryan Tuerck vs. Alex Heilbrunn

FDIRW - 2017 Formula Drift Irwindale

TUERCK LEAD – Tuerck has good initiation, Heilbrunn starts two car lengths ahead of Tuerck but closes it down quickly. Heilbrunn briefly taps the wall, but maintains drift and only briefly loses proximity to Tuerck. Tuerck has some steering corrections after transitioning onto the inner bank, but is starting to lose drift into the inner bank when Heilbrunn taps Tuerck from behind. Tuerck doesn’t finish the course, and has to be towed off. Tuerck has to call his competition timeout to fix whatever potentially went wrong here.

HEILBRUNN LEAD – Tuerck is unable to repair his car in time, so Heilbrunn makes a bye run into the Top 16. Heilbrunn burns a set of Nitto Tires for the fans, and all three judges vote for Heilbrunn to move on.

Piotr Wiecek – Bye Run

FDIRW - 2017 Formula Drift Irwindale Piotr Wiecek

WIECEK LEAD – Wiecek has been in the shadow of his teammate James Deane for most of the season, but is still out to prove he’s equally as capable as a driver. Outqualifying Deane yesterday was the first step in Wiecek making a name for himself, but a strong showing today will go a long ways towards leaving a lasting impression going into next season. Wiecek is the highest ranked rookie driver heading into the final event, so he can clinch Rookie-of-the-Year honors with a strong result.

Dan Burkett vs. Kristaps Bluss

FDIRW - 2017 Formula Drift Irwindale

BURKETT LEAD – Burkett initiates five car lengths ahead of Bluss and rides the high line around the bank. Bluss is on a much shallower line, but slowly closes the proximity down to three car lengths by the end of the run. Burkett has good steering angle across the infield transition, he takes a slightly shallower line around the inner bank but finishes the course strong overall. Bluss has a good chase run, but doesn’t put too much pressure on Burkett through the course. Burkett slows down after the finish line, Bluss comes in hot across the finish line and collides with Burkett, but both cars appear to be ok after the contact. Burkett is considered at fault for the contact, which gives Bluss an opportunity to look over his car and possibly make repairs without utilizing his competition timeout.

BLUSS LEAD – Bluss makes repairs to the car and is able to get the car back on the line. Both cars leave the start line and shortly after initiation, Burkett collides with Bluss and spins out. Bluss finishes the run and will likely move into the Top 16, while Burkett turns the car around and returns back to the staging area. Bluss spins a 360* after the finish line to give the fans a proper show. All three judges vote for Bluss to move into the Top 16.

Fredric Aasbo vs. Faruk Kugay

FDIRW - 2017 Formula Drift Irwindale

AASBO LEAD – Kugay jumps the start light to try and get a head start on Aasbo, but Aasbo quickly passes him and extends the lead to more than five cars by the initiation point. Aasbo is high around the big bank, Kugay continues to lose ground to Aasbo around the course. Aasbo has a good line around the inner bank, Kugay is more than ten car lengths behind Aasbo as Aasbo crosses the finish line. This will probably be a large advantage to Aasbo, but following the much slower car may prove to be a challenge.

KUGAY LEAD – Kugay initiates low on the bank, Aasbo is three car lengths behind Kugay but on a much better line around the big bank. Aasbo is noticeably feathering the throttle through the bank to avoid getting too close to Kugay. Kugay carries a three car lead into the inner bank, Aasbo quickly closes that down to a single car length and has to back off to avoid hitting Kugay. All three judges vote for Aasbo to move into the Top 16.

Alec Hohnadell vs. Jeff Jones

FDIRW - 2017 Formula Drift Irwindale

HOHNADELL LEAD – Hohnadell initiates with a three car lead on Jones and runs the high line around the big bank, Jones is on a lower line with shallower steering angle but still can’t make up much ground on Hohnadell. Hohnadell continues the strong line around the inner bank while Jones continues to struggle to make up the proximity on Hohnadell. Both of these cars are utilizing supercharged V8 engine packages, but Hohnadell’s car has substantially more grip dialed into his setup.

JONES LEAD – Jones initiates high on the bank but sinks down to a lower line. Hohnadell is around two car lengths behind Jones at initiation but closes the gap down by the exit of the bank. Jones has good angle across the transition, Hohnadell is noticeably shallower. Hohnadell closes the gap on Jones shortly after the infield transition and stays tight to Jones around the entire inner bank. The chase run from Hohnadell around the infield is one of the best chase runs we’ve seen so far! All three judges vote for Hohnadell to move into the Top 16.

James Deane – Bye Run

FDIRW - 2017 Formula Drift Irwindale James Deane

DEANE LEAD – By qualifying on Friday, Deane has earned enough points to clinch the championship. Deane makes a bye run and finishes it off with some massive donuts around the infield. His Worthouse Drift teammates storm his car in the staging lanes to celebrate the championship win. Deane also happens to be celebrating his birthday today, which will make this championship that much sweeter. Deane still has a chance to set a record should he win the event, becoming the first driver to ever win five events in a single Formula Drift season.

Dean Kearney vs. Ken Gushi

FDIRW - 2017 Formula Drift Irwindale Dean Kearney

KEARNEY LEAD – Kearney initiates with a fairly large lead ahead of Gushi, Gushi initiates much later to close the gap to Kearney from five car lengths to two car lengths. Gushi has a few steering corrections on the bank to avoid hitting Kearney. Kearney has a three car length lead heading into the inner bank, Gushi closes the gap down but makes contact with the wall. Kearney continues on around the inner bank, but something under Kearney’s car catches fire just before the finish line. Kearney completes the run in drift, but shuts it down shortly after the finish line and the fire safety team has to come extinguish a fire from under the hood. Kearney looks disgusted with the situation and hikes back to the pits while his car is towed off, Gushi also gets towed off simultaneously. There may have been something leaking from Kearney’s car that caused the crash from Gushi, FD officials will have to determine if that’s the case by inspecting the track.

We have some downtime for surface cleanup due to the fluid or oil that may be on the race track. During that downtime, it’s determined that both drivers will be given an opportunity to fix their vehicles during the halftime break and the second pass of the run will occur just prior to the Top 16 opening ceremonies.

FDIRW - 2017 Formula Drift Irwindale Dean Kearney

GUSHI LEAD – Both drivers are introduced as part of the Top 16 17 ceremonies, but the result is anti-climatic. Kearney’s engine failure was catastrophic and could not be swapped in time, while Gushi’s team is unable to repair the vehicle in time. Gushi will earn the points for making the Top 16, but will not be allowed to continue in the competition due to missing the window for repairs.

Michael Essa - Bye Run

ESSA LEAD – After a lengthy cleanup, Essa makes his bye run around the track. He’s noticeably conservative, especially around the inner bank, but given the circumstances that really isn’t much of a surprise. Essa has had a much better season than many people give him credit for, currently sitting in sixth place overall with a pair of podium finishes in Orlando and New Jersey. Essa hasn’t had much success at Irwindale despite it being his home track, so he’ll be hunting for a strong finish to cap off his strongest season since he won the championship in 2013.

Odi Bakchis vs. Matt Coffman

BAKCHIS LEAD – Bakchis has a good initiation, Coffman is around three car lengths behind Bakchis on initiation but closes it down to two car lengths by the exit of the big bank. Bakchis’ line around the big bank was very strong, and he looks good through the switchback and heading into the inner bank. Coffman is closing the gap down heading into the inner bank, but never gets the car to transition after the switchback and crashes into the inner bank wall. Bakchis finishes the run cleanly, it’s not clear whether Coffman’s crash was partially due to the oil on the track or if it was independent of that. Coffman will need to be towed off course, and will utilize his competition timeout to fix the car.

COFFMAN LEAD – Unfortunately, Coffman is unable to finish the repairs in time and will drop out of the competition. Bakchis warms up the tires again and pulls to the starting line for a bye run. This is almost an exact repeat of what happened in New Jersey where Coffman retired due to missing the competition timeout window by just seconds, which also happened against Bakchis. Bakchis makes his bye run, and all three judges announce their vote for Bakchis to move into the Top 16.

FORD TOP 16

Before we sing the National Anthem, we witness 19 men and women take an oath of enlistment into the United States Air Force. After a rousing rendition of the National Anthem, we get some brief fireworks as a sendoff to the Irwindale Speedway track. There are actually seventeen drivers announced as the second half of the Gushi vs. Kearney battle is still to take place. Both Gushi and Kearney are introduced in front of Kearney’s “show car” Dodge Viper, keeping us in the dark as to whether one or both vehicles are fixed and ready for battle. Chelsea Denofa earned the “big bag o’ cash” from Black Magic Tire Care as the top qualifier, which has an estimated street value of $500.

Chelsea Denofa vs. Vaughn Gittin Jr.

FDIRW - 2017 Formula Drift Irwindale

DENOFA LEAD – Denofa initiates just ahead of Gittin Jr. with some good steering angle, then takes the high line around the big bank while Gittin Jr. is only a single car length behind. Denofa goes deep into the inner bank and holds a good line around it, finally pulling away from Gittin in the final section of the track. Gittin Jr. had good pressure on the big bank, and a good line overall, but not as good as Denofa's.

GITTIN JR. LEAD – Gittin Jr. has a great initiation and similarly strong line around the big bank, Denofa is a bit further behind Gittin Jr. in chase than on the previous run. Denofa over-rotates on the exit of the big bank, and Gittin Jr. is effectively on a solo run around the inner bank. Gittin Jr. doesn’t back down and stays deep around the inside bank, continuing across the finish line with tons of Nitto tire smoke. Denofa tried to get back on the throttle and stay close to Gittin, but really wasn’t a factor on the second half of the run. Judges asked to see the second run again to evaluate if Gittin Jr. might have led Denofa off-course, but this definitely looks like a self-imposed mistake from Denofa. All three judges vote for Gittin Jr. to move into the Top 8. On one hand, the Nitto Tire Ford Mustang RTR team will be happy to have one car in the Top 8—but on the other hand, they will be disappointed that it was at the cost of the other teammate.

Justin Pawlak vs. Matt Field

FDIRW - 2017 Formula Drift Irwindale

PAWLAK LEAD – Pawlak initiates very early and with a ton of angle, Field rolls into the initiation but with much less style. Pawlak takes the high line around the big bank, Field is only a single car length behind Pawlak but with substantially less steering angle. Pawlak again shows a ton of steering angle across the traditional start / finish line, Field stays in close proximity around the inner bank, but again with less steering angle. This is a great run from Pawlak, and a good chase run from Field but with slightly less steering angle and proximity.

FIELD LEAD – Field has a smoother initiation this time, Pawlak initiates three car lengths behind him but sucks in tight to Field midway through the bank. Field has a strong run around the big bank, Pawlak has a few small steering corrections on the bank but stays in good proximity. Field transitions across the start finish line with Pawlak around two car lengths behind him, then extends his lead to three car lengths by the end of the inner bank. This is a great set of runs from both drivers! All three judges vote to see this tandem battle again, we’ll see our first “One More Time” sudden death battle between these two drivers!

One More Time

PAWLAK LEAD – Pawlak again runs the high line around the big bank, Field is only a car length behind Pawlak. Pawlak again has more steering angle through the big bank while Field is only a single car length behind Pawlak. Both drivers transition smoothly across the switchback, and the inner bank has almost an identical story. Pawlak is higher along the wall with substantially more steering angle, but Field keeps a single car of proximity behind Pawlak. Judges will like the proximity from Field, but prefer to see more angle. This battle could really go either way at this point.

FIELD LEAD – Field has a slower initiation, Pawlak is on a slightly lower line but keeps good proximity to Field. Field is only a single car length ahead of Pawlak and can’t open up much of a gap through the inner bank. Pawlak has a very consistent pair of runs overall. All three judges vote for Pawlak to move into the Great 8 where he will face his Ford Mustang rival Vaughn Gittin Jr.

Daijiro Yoshihara vs. Jhonnattan Castro

FDIRW - 2017 Formula Drift Irwindale

YOSHIHARA LEAD – Yoshihara initiates ahead of Castro, Castro is on a lower and shallower line but stays a consistent two car lengths behind Yoshihara around the big bank. Castro has good proximity through the inner bank but on a slightly shallower line. Overall, Yoshihara did exactly what the judges requested, while Castro looked to be sacrificing some of the judging criteria to keep up with Yoshihara.

CASTRO LEAD – Castro has much more angle on initiation, but Yoshihara is less than a car length behind him with almost identical steering angle! Wow, this is a great run from Yoshihara, Castro is on a good line but Yoshihara’s chase is impressive! Castro briefly opened up a gap to three car lengths after the infield switchback, but closes the gap down to two car lengths around most of the inner bank. All three judges vote for Yoshihara to move into the Top 8.

Chris Forsberg vs. Alex Heilbrunn

FDIRW - 2017 Formula Drift Irwindale

FORSBERG LEAD – Forsberg has a snappy initiation, Heilbrunn initiates and sits less than a car length away from Forsberg after initiation, wow that was impressive! Heilbrunn backs off briefly and Forsberg has a higher line around the bank, Heilbrunn leaves just enough room for Forsberg to transition across the start / finish line then closes the gap down again on the inner bank. Forsberg has a great line around the entire track, Heilbrunn has a great chase run, this is one of the better battles we’ve had so far!

HEILBRUNN LEAD – Heilbrunn has a good initiation, Forsberg is two car lengths behind Heilbrunn. Neither driver is on the same high line as before, but Forsberg keeps fairly consistent proximity. Heilbrunn taps the wall near the middle of the traditional turn 4 corner, Forsberg stays a very consistent proximity behind Heilbrunn entering the inner bank and both drivers finish the second half of the course cleanly. This is a clean run, neither driver really made any mistakes, it will be interesting to see how the judges look at this. All three judges vote for Heilbrunn to move into the Great 8!

Piotr Wiecek vs. Kristaps Bluss

FDIRW - 2017 Formula Drift Irwindale

These two drivers are very familiar with each other as they have competed against each other for years in Europe.

WIECEK LEAD – Wiecek uses a feint entry while Bluss enters four car lengths behind Wiecek. Bluss briefly closes the gap down to two car lengths by using a slightly shallower line, but Wiecek opens the gap back up to three car lengths by the switchback. Wiecek has great steering angle, especially across the final clipping point. Bluss has a good run, but Wiecek really set the bar high for a lead run.

BLUSS LEAD – Bluss initiates with Wiecek a single car length behind him, Bluss adds some big angle in the middle of the big bank. Bluss has a snappy transition across the infield transition, Wiecek appears to get lost in the smoke and transition too early by going off course before the inner bank. Bluss continues on the inner bank and slides off course himself, both drivers independently will earn incomplete scores. Judges will evaluate the first run as the basis for judging, and all three judges vote for Wiecek to move into the Great 8. We hear an explanation that Wiecek’s lead run was effectively a fantastic qualifying run while Bluss had some noticeable adjustments behind him.

Fredrik Aasbo vs. Alec Hohnadell

FDIRW - 2017 Formula Drift Irwindale

AASBO LEAD – Aasbo had a high initiation while Hohnadell’s car is slower to get to angle. Aasbo continues on a higher line with more steering angle, Aasbo dumps big angle exiting the big bank and Hohnadell collides with Aasbo. We can now see through the side of Aasbo’s rear quarter panel as he loses the widebody panel and a side skirt. Looking at the replay, there’s a noticeable difference in speed between the drivers, but it’s up to the chase driver to adjust to the lead drivers’ line. Hohnadell is going to be considered at fault for the collision, which will allow Aasbo’s team to make repairs if necessary.

HOHNADELL LEAD – Hohnadell initiates then we immediately see brake lights. Aasbo is two car lengths behind Aasbo and takes a slightly conservative line around the bank. Hohnadell has a good line around the bank, Aasbo then sucks in tight to Hohnadell into the inner bank and stays within a single car length behind Hohnadell around the second half of the course. All three judges vote for Aasbo to move into the Great 8. The contact on the first run was very unfortunate as Hohnadell might have won this tandem if it were a straight-up pair of runs.

James Deane vs. Ken Gushi

DEANE LEAD – Deane has a bye run in the Top 16 as Gushi was unable to fix his car in time for his run against Kearney. Gushi gets points for the Top 16 finish but isn’t allowed to compete against Deane. Deane takes yet another victory lap, which will further increase his championship points total for the year. Deane still has a chance to set a new record for most event wins in a season, and tie Samuel Hubinette’s record of three consecutive event wins if he can go all the way. Deane will earn the victory and move into the Top 8.

Michael Essa vs. Odi Bakchis

FDIRW - 2017 Formula Drift Irwindale

ESSA LEAD – Essa has a good initiation, Bakchis is one car length behind Essa but has some steering corrections to keep the proximity consistent. Essa has a great line around the big bank on a mid to high line, Bakchis does a good job adjusting for Essa’s line. Essa enters the inner bank three car lengths ahead of Bakchis, Bakchis surges ahead to close that down to a single car length and holds good proximity through the entire inner bank. This was really a back and forth battle, the advantage will depend on how the judges prioritize different sections of the track.

BAKCHIS LEAD – Bakchis enters two car lengths ahead of Essa and immediately extends the lead to four car lengths. Essa uses slightly shallower steering angle to try and close the gap but can’t make up much ground over the course of the run. Bakchis had a deeper line around the inner bank, Essa sacrificed his line a bit to try and keep up, but it’s clear that Bakchis has a considerable grip advantage. All three judges vote for Bakchis to move into the Great 8.

NOS ENERGY DRINK GREAT 8

Pawlak vs. Gittin Jr.

FDIRW - 2017 Formula Drift Irwindale

PAWLAK LEAD – Pawlak has a ton of angle after initiation, Gittin Jr. slowly gets the car to the same angle then Pawlak adds more angle mid-bank. The cars are one car length away from each other, Pawlak gets much higher on the big bank and nearly brushes the big bank. Pawlak again goes deeper into the inner bank, Gittin Jr. stays one car length behind Pawlak around the entire inner bank but with a bit less steering angle. Again, a case could be made for either driver to have the advantage, we’ll have to see how the next run goes.

GITTIN JR. LEAD – Pawlak has a manji entry behind Gittin Jr. and ends up on a much lower line around the bank. Gittin Jr. stays high on the big bank and has much more steering angle, Pawlak looks to be sacrificing his line and at times his steering angle to try and close the proximity down to Gittin Jr. We definitely see Gittin Jr. deeper on the inner bank than on the previous run, this was a very similar lead run from Gittin Jr. as we saw previously from Pawlak but a much less impressive chase run from Pawlak. All three judges vote for Gittin Jr. to move into the Final 4.

Yoshihara vs. Heilbrunn

FDIRW - 2017 Formula Drift Irwindale

YOSHIHARA LEAD – Yoshihara initiates ahead of Heilbrunn, Heilbrunn’s car is slow to rotate but he keeps a consistent car length of gap around the big bank. Yoshihara extends the gap to three car lengths across the switchback, Heilbrunn dumps a ton of angle and narrowly avoids backing into the wall. Heilbrunn recovers nicely and sucks in tight to Yoshihara around the second portion of the inner bank, that was a very unexpected but nice adaptation from the mistake. It feels like Yoshihara has a slight advantage, but it will be tight going into the second run.

HEILBRUNN LEAD – Heilbrunn has a smoother initiation this time and quickly opens up a three car gap, Yoshihara struggles to keep up through the big bank. Heilbrunn again goes deep into the inner bank, Yoshihara slowly closes up the gap to two car lengths by the end of the inner bank, but this run seems to be in Heilbrunn’s favor as they cross the finish line. One judge votes for “One more time”, two judges vote for Yoshihara. This is the first split decision we’ve had all night.

Wiecek vs. Aasbo

FDIRW - 2017 Formula Drift Irwindale

WIECEK LEAD – Wiecek is snappy to get to angle, Aasbo is two car lengths behind him around the big bank. Wiecek is very high with tons of steering angle, Aasbo has noticeably less steering angle. Wiecek pulls away from Aasbo as they transition across the switchback, it looks like Aasbo just slightly over-rotated and lost a ton of momentum. Aasbo recovers nicely and closes the gap down to Wiecek a bit around the inside bank by taking a shallower line, but Wiecek’s run is nearly flawless from start to finish.

AASBO LEAD – Aasbo initiates almost two car lengths ahead of Wiecek and is almost immediately on the brakes, Wiecek closes that gap down quickly to a half car length while on the high line. Wow, this is a great chase run from Wiecek! Aasbo briefly opens the gap back up to two car lengths across the switchback, then Wiecek immediately closes it back down to a single car length around the inner bank. This is easily the best chase run of the night, Wiecek looks to be on a tear to prove he’s equally as good as his Worthouse Drift teammate. All three judges vote for Wiecek to move into the Top 4. As the highest remaining qualified driver, he is now guaranteed to be on the podium. This will be Wiecek’s first podium of his Formula Drift career, and will guarantee he earns Rookie of the Year honors!

Deane vs. Bakchis

FDIRW - 2017 Formula Drift Irwindale

DEANE LEAD – Deane has a good entry two car lengths ahead of Bakchis, Bakchis closes it down to a single car length quite quickly. Deane stays high on the bank while Bakchis has some steering corrections and drops to a lower line, but still within good proximity. Both drivers come across the switchback smoothly with good angle, then Bakchis surges ahead exiting the switchback and collides with Deane. Deane attempts to continue on but spins out shortly after. Both drivers will need to be towed off course due to suspension issues. Looking at the replay, it looks like Bakchis made contact in the deceleration zone, so he may be considered at fault. We have some downtime while both cars get towed back to the hot pits.

BAKCHIS LEAD – With Bakchis being deemed at fault, Deane is given ten minutes to try and fix the car. When that time expires, Deane is forced to use his competition timeout. Unfortunately, the team is unable to finish the repair, which gives Deane the win by default into the Final 4.

BLACKVUE FINAL 4

Yoshihara vs. Gittin Jr.

FDIRW - 2017 Formula Drift Irwindale

YOSHIHARA LEAD – Yoshihara is high on the bank, Gittin Jr. is on a slightly lower line around two car lengths behind Yoshihara but consistent around the bank. Yoshihara continues the two car gap across the switchback and into the inner bank, Gittin Jr. takes a slightly lower line again around the inner bank and closes the gap slightly. Yoshihara has much more steering angle and looks strong coming across the finish line. Yoshihara had a good line, Gittin Jr. had some corrections but overall a good chase run.

GITTIN JR. LEAD – Gittin Jr. initiates with Yoshihara right behind him, Yoshihara closes the gap down from a single car length to half of a car length by the end of the big bank. Gittin Jr. opens up the gap to around three car lengths across the switchback, Yoshihara takes a slightly shallower line to try and suck in close to Gittin Jr. again. Yoshihara gets the gap down to around two car lengths, then takes out the inner clipping point before crossing the finish line. The crowd cheers louder for Yoshihara, but the judges hold the decision in their cards. All three judges vote for a “One More Time”, we’ll see these two run again!

One More Time

FDIRW - 2017 Formula Drift Irwindale VGJ

YOSHIHARA LEAD – Yoshihara again is high on the big bank, Gittin Jr. is on a lower line but stays around two car lengths behind Yoshihara. Yoshihara opens up the gap across the switchback, Gittin Jr. transitions late and tries to go deep into the inner bank but collides with the wall and backs off the throttle. Yoshihara continues around the inner bank and finishes cleanly. Gittin Jr. cruises around the final turn. Gittin Jr. will utilize his competition timeout to attempt to fix his Ford Mustang RTR. The loser of this match will finish in fourth place as both Wiecek and Deane finished ahead of him, so both drivers will be fighting hard!

GITTIN JR. LEAD – Both drivers initiate almost simultaneously, Gittin Jr. is two car lengths ahead of Yoshihara but Yoshihara closes that down to a single car length by the exit of the big bank. Gittin Jr. extends the lead to three car lengths across the switch back, Yoshihara closes that gap down to a single car length by midway through the inner bank. Yoshihara has shallow steering angle as he passes the final inner clipping point, but it’s not a big enough mistake to overcome the incomplete run from Gittin Jr. on the previous run. All three judges vote for Yoshihara to move on to the finals!

Wiecek vs. Deane

WIECEK LEAD – Unfortunately, we didn’t get a chance to see this tandem battle happen. Deane earned the win in the Great 8 over Bakchis by default due to Bakchis running into him, and earned Final 4 points but isn’t allowed to compete. Wiecek gets a bye run into the Final round, but Deane is guaranteed a podium finish as he is qualified higher than Yoshihara and Gittin Jr. Deane effectively earned his way onto the podium without battling any driver from start to finish. Wiecek makes a pass in front of the fans between the previous battle and the “one more time” round, but we already know we will see him in the final.

BLACK MAGIC FINAL BATTLE

Wiecek vs. Yoshihara

FDIRW - 2017 Formula Drift Irwindale Final Battle

WIECEK LEAD – Wiecek initiates two car lengths ahead of Yoshihara, then extends the lead by a car length or so while taking the high line. Yoshihara dives in on Wiecek across the switchback and entering the inner bank, Wiecek is unable to open up the gap much around the inner bank. Wiecek crosses the finish line with more steering angle and a two car gap on Yoshihara. Wiecek had a better first half of the run, while Yoshihara made up for it on the second half of the course.

YOSHIHARA LEAD – Yoshihara initiates on the high line, this time Wiecek is on a slightly lower line but with a single car length of proximity. Wiecek maintains very consistent proximity, Yoshihara adds a bit more angle but Wiecek keeps very consistent proximity. Yoshihara briefly opens up a small gap across the switchback, Wiecek sucks in tight again to Yoshihara around the inner bank and holds a consistent distance to Yoshihara. Wiecek has been on a tear all night, and it looks like this is his event to win.

FDIRW - 2017 Formula Drift Irwindale PodiumPhotos by Cory Mader and Randy Wilcox.

We have a winner! The drivers are brought in front of the crowd for the announcement. James Deane comes out with both Yoshihara and Wiecek, and is announced as the third place podium finisher. Wiecek comes over to shake hands with Yoshihara, then pats his car on the hood—it's treated him well all season, but especially so at this event. Wiecek is announced as the winner, and the Worthouse Drift team lifts him on his shoulders in celebration. Yoshihara grabs his second podium of the season and his third Top 4 finish.

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