Descending upon the House of Drift for one final smoke show, the 2017 Formula Drift championship finals at Irwindale Speedway brought it! There were plenty of walls kissed, clipping markers run over and even a few spouts of flame—but there were also some of the fiercest battles we've seen in a long time. While FD won't be visiting Irwindale again, it's clear that these PRO drivers are hungry and continually striving to up their drifting game.

For more action from Irwindale, check out the gallery above and head over to our Top 32 Play-by-Play to check in on the specific battles your favorite drivers waged.

Photos by Cory Mader, Luke Munnell and Randy Wilcox

At the end of the night, James Deane took home the 2017 championship—a title he'd nearly earned by just showing up at Irwindale. For the night, it was Piotr Wiecek on the top of the podium—snagging his first FD victory and Rookie of the Year honors as well.

2017 Championship Top 5

1. James Deane
2. Fredric Aasbo
3. Odi Bakchis
4. Vaughn Gittin Jr.
5. Kristaps Bluss

Irwindale 2017 Event Top 5

1. Piotr Wiecek
2. Dai Yoshihara
3. James Deane
4. Vaughn Gittin Jr.
5. Fredric Aasbo

For a full Top 32 rundown from Formula Drift Irwindale, get our comprehensive recap here.

A Scottish poet once said, “The best laid plans of mice and men often go awry.” Philip had no idea what the mouse was planning when it buried a pile of moldy orange peel and half-eaten nuts under the driver’s seat carpet—but upon acquiring this ’87 Porsche 911 in 2012, Philip knew he had a plan in mind for this car.

“Back then, I was dead-set on owning a 964-generation 911,” recalls Philip. “To me, the earlier impact bumper cars look unfinished and I’ve always felt that they are bit underpowered for how much the cars weigh. The goal for this car was to do some minor restoration work while keeping it original. I planned that the increase in collectability would let me trade it up to a 964-generation car in a year or two.” Five years later, judging by what the car looks like now, it’s safe to say that either Philip had no idea what “originality” means, or that any attempt at adhering to his original plan had all been abandoned.

Under the carbon fiber decklid, a myriad of engine modifications were introduced to support the increased displacement and compression ratio from the aftermarket pistons and cylinders. The 30-year-old, off-white, rodent damaged carpets took a hike to the trash, accompanied by the factory power seat, center console, bumpers, heater, AC, back seat and all the stereo components. Suspension was brought up to modern standards, added to with KW’s V3 shocks. The classic Fuchs rims were also replaced with Forgeline’s GA3Rs wrapped with Nitto’s competition performance NT01 tires.

The end result is a canyon-carver with 80 additional horsepower, 450lbs of weight reduction and an inspiring reserve of grip that makes the car fun and exploitable in any situation—all the while, amplifying the essence of an air-cooled Porsche. Philip describes it as, “A wonderfully tactile driving experience that rewards precision—with the ability to put an idiotic grin on anyone’s face.”

Read on to find out how Philip’s original plan went awry…

So, where did it all go wrong?

I found myself driving this car very frequently, and the possibility of any rat-related surprise was always present at the back of my mind. I convinced myself that it was best for the value of the car if I replaced the moldy white interior and removed the torn back seats. It might have been the effect of breathing in too much of the contact adhesive when I was gluing in the new carpets, but the car just felt more eager and lively with this minor weight reduction.

I think this sparked my addiction to striping ‘unnecessary’ bits from the car, which I heard is a common affliction among the Porsche crowd. It was all downhill from there—the weight reduction made the car stand tall, which meant suspension upgrades had to be next. The U.S. spec engine was also a bit lazy, so the power mods were an attempt to get the engine matching the personality of the rest of the car.

Is there a theme or a particular inspiration for how you’ve built your Porsche?

Not really, I didn’t have a goal in mind when I got started. If anything was broken or wasn’t performing as well as I wanted it to, I’d delve into how to tweak that part of the car to my liking. The only thing I was adamant on was choosing the parts which made sense to me, rather than blindly going with the popular aftermarket norms.

Favorite roads to drive?

I really enjoy driving a car quickly around a corner, so I try to get my fun wherever I can. When I was living in San Diego, I always liked driving to the Palomar State Park area—it’s usually pretty deserted, the scenery is gorgeous and the tight turns are perfect for a classic car. Now that I am in Orange County, it’s mostly Ortega Highway right before the sun comes out.

What’s next?

I am pretty happy with the car now and looking forward to driving it as frequently as possible. If California’s emission standards relax, which will probably never happen, I will switch to an individual throttle body setup with modern ECU.

My next project car is a Datsun 240z, I’ve already driven the car a bunch and it’s probably going to be a similar process as the 911—conservative power mods with a healthy dose of weight reduction. I already have a few parts ready to go, I just need some free time to get to the installation.

How about that 964 you originally wanted?

Maybe eventually, but I don’t see it providing a better experience than this. Plus, all the rich kids these days are slamming 964’s on airbags and putting hilariously stretched tires to be “cool” on social media. A clean, un-molested example is going to be way too expensive for my budget.

All photos shot on film by Mike Sabounchi

SPECS: 1987 Porsche 3.2 Carrera

All photos (shot on film) by Mike Sabounchi

Love 911s? So do we, look below to keep reading about some very special ones.

Throughout North America, auto enthusiasts from all walks of life rely on diesel pickups to tote their toys to and from the track. In recent years, these hobbyists and semi-professional racers have begun to realize that their tow rigs can be significantly modified with very few negative side-effects. Take R.C. Ellis for example. After using the ’12 Ram 2500 Mega Cab shown here to haul his 1,100 hp LS-powered Camaro for several years, he learned that the truck’s horsepower and torque could essentially be doubled without sacrificing fuel mileage, functionality or overall durability.

Armed with the knowledge that the 6.7L Cummins wouldn’t break a sweat with some extra fuel and air in the mix, R.C. got started with an aftermarket programmer, exhaust system and intake manifold. Then, a BorgWarner S400 turbo and high flow exhaust manifold were added, a FASS fuel system was installed and a 3-inch Carli Suspension lift was bolted on. The truck’s appearance was further amplified with a set of 20x9-inch BMF Novakanes mounted on 35-inchNitto Ridge Grapplertread. Check out the full rundown on R.C.’s modded Mega Cab below and decide for yourself if it’s the perfect tow rig.

Low-Mile B-Series

The 31,000-mile 6.7L Cummins under the hood of R.C. Ellis’ ’12 Ram 2500 is bone-stock, aside from being treated to several airflow improvements. Most notably, a BorgWarner S465 turbocharger and Stainless Diesel T4 exhaust manifold sit in place of the factory components. The upgraded turbo and manifold combination yields stock-like spool up and considerably more mid-range and top-end pull. And thanks to the S465’s fixed geometry design, the engine sees less drive pressure (reducing the chances of a blown head gasket) and the vain-sticking issues associated with the factory HE351VE VGT Holset turbo have been eliminated.

Increasing Intake and Exhaust Flow

Opening up airflow between the cold side of the intercooler and the cylinder head is a high flow intake manifold from H&S Motorsports. The gloss black powder coated manifold is a very popular, bang-for-the-buck add-on in the Cummins world and it vastly improves flow over the restrictive factory piece. On the exhaust side, a 4-inch aluminized-steel downpipe connects to the back of the S465 turbo, while a 5-inch diameter system routes exhaust gases out the tailpipe.

Stock Slushbox, For Now…

Although the 68RFE six-speed automatic has been left alone up to this point, R.C.’s future plans entail installing a beefed up, full-billet version—if not a full-on 48RE swap. So far, the untouched, low-mile slushbox has had no problem harnessing the extra power being produced by the S465 and aftermarket tuning.

Mini Maxx Monitor

An H&S Mini Maxx monitor mounted on the lower driver side windshield allows R.C. to keep an eye on exhaust gas temperature (EGT), boost, transmission and coolant temp. Once the stock injectors are fitted with larger nozzles and the CP3 is stroked to 10mm, R.C. will be contacting an aftermarket vendor for custom, Maxx Calibration Control (MCC) tuning.

Carli Suspension Lift

A Backcountry 2.0 suspension lift from Carli Suspension provides approximately 3-inches of additional ride height up front. The high-end kit replaces the factory coil springs with taller, lighter-rate units, features internally gusseted, high-clearance control arms (equipped with notched recesses to reduce the possibility of tire rub) and two pairs of Carli-tuned Fox 2.0 remote reservoir shocks.

Diesel-Rated Rear Spring Packs

A full replacement spring pack (spec’d specifically for diesel-powered Rams) sits in place of the factory stack and increases the rear ride height by roughly two inches. According to the folks at Carli, this spring pack minimizes axle wrap and wheel hop, yet also softens the initial spring rate at ride height.

The Death of Death Wobble

R.C. also opted for Carli Suspension’s torsion sway bar and dual steering stabilizers. The dual purpose torsion rate sway bar features heavy-duty, chromoly arms and end links, and also incorporates 5/8-inch heim joints. The T-style dual steering stabilizer kit is fully adjustable (for all tire configurations) and is tied into Carli’s 1/4-inch thick front differential guard. An adjustable track bar combats the lift’s natural tendency to shift the front axle toward the driver side by forcing it toward the passenger side of the truck.

Nitto Ridge Grapplers

Choosing a 35-inch tire with sound street manners yet plenty of off-road bite, R.C. settled on the 35x12.50R20 Nitto Ridge Grappler. Nitto’s groundbreaking hybrid tire combines the off-road capabilities of a mud terrain with the comfort, quietness and longevity of an all-terrain. The Ridge Grapplers are mounted to 20x9-inch BMF Novakane wheels, which with their Machine Black finish complete the truck’s sleek black look.

Planning Ahead

With plans to eventually upsize injector nozzles and install a higher flowing CP3 pump, R.C. made the call to be proactive on the low-pressure fuel supply side of the equation. Doing away with the factory lift pump and in-tank pick up, a 150-gph Titanium series fuel system from FASS was installed (top, right), along with a Beans Diesel Performance fuel tank sump. Capable of supporting as much as 900 hp, the FASS system will be there when he decides to pull the trigger on a bigger set of injectors and CP3. As for the sump, it will ensure plenty of fuel volume is always on tap for the FASS lift pump.

A Well-Rounded Package

In its current 500-to-550 hp state, R.C.’s Cummins-powered Mega Cab is the perfect tow rig for his Camaro and one heckuva fun daily driver. The quick-spooling S400 lends itself to great streetability, the Carli Suspension lift and steering upgrades make the truck a pleasure to drive and the BMF Novakane/Ridge Grappler wheel and tire combination give the truck the aggressive appearance it deserves. In the future—and knowing that with the right mods in place the 6.7L can be leaned on even further—R.C. plans to push the truck into the 650-to-700 hp range.

Find out which is better- the 6.7L or the 5.9L Cummins Diesel Engine.

It’s safe to say that at one point in your life, your family has owned a Toyota. While Toyota’s big sellers may be Camry’s and Tacoma’s, there have been many models helping to make the manufacturer such a household name around the world.

The Toyota Museum, holding iconic cars throughout its history, has been held in California alongside its U.S. headquarters. With everything moving to Texas, we nabbed one of the last opportunities to visit while these cars were still in California. It should be noted, these are not restored cars—they’re all original, save a couple. Join in by watching our LIVE video below or keep reading to see which top picks the Driving Line team made from the extensive collection.

Driving Line’s Top Picks from the Toyota USA Automobile Museum

1958 Toyota Toyopet

Kristin’s Pick: The Japanese taxi that made its way over to the U.S. with some extra bling. Suicide doors, chrome emblems, bench seat, it’s extremely cool.

Toyota Land Cruiser

Kristin’s Honorable Mention: The first Toyota ever imported into the United States. It also happens to be the only model sold every single year since it came to the states in 1957.

1983 Toyota Camry

Randy’s Honorable Mention: The very first Camry ever made… does more need to be said?

“2007” Toyota FJ40 Custom

Randy’s Pick: If the FJ was being used by hot rodders when it was first realeased, this is how it might have looked. NASCAR engine-powered, this custom FJ40 was built by Jeb Skullman to commemorate the 50th year of the Land Cruiser being in the USA.

1971 Celica ST

Philip’s Pick: The muscle car-inspired Celica symbolizing exactly what the Japanese spirit embodied—small, light, nimble, efficient and affordable. Fun fact: you can find many style cues from the Ford Torino built into this model.

1990 Celica All-Trac

Anna’s Pick: The Sega Rally king! AWD package in an ultimate sleeper Celica. Also, it kind of resembles a monkey.

1983 Tercel AWD wagon

Lane’s Honorable Mention: Plaid seats, All-wheel drive and Santa Claus-plus it’s a wagon! What’s not to love?

1983 Toyota Van

Lane’s Pick: Arguably the coolest van Toyota has ever made. Ice maker, cup holders, swivel seats and more glass than a fishbowl… all in 1983! And yes, it was just called “van.”

1989 Toyota 4-Wheel Drive Xtracab Longbed Truck

Matt’s Honorable Mention: 3.0V6, plus it’s the truck that inspired a generation of modern day pick-ups.

1981 FJ45 Land Cruiser

Group Honorable Mention: The most coveted of all Land Cruisers at the moment. Truck bed utility combined with classy Land Cruiser looks and practically unstoppable.

Twiggy’s 1968 Toyota 2000GT

Group Honorable Mention: With only 341 made—it’s the right-hand-drive supercar that James Bond used in the movie “You Only Live Twice” and the museum’s example happened to be the car that Toyota gave to the world’s first supermodel, Twiggy. Coined “Baby poop brown” by Philip, it also had one of the highest horsepower naturally aspirated 2.0L engine of its day.

1991 Eagle Mark III GTP

Mike’s Pick: It practically won every race it entered, 21 out of 25, and made over 900 hp out of a 2.1L 4-cylinder engine… in the 90s!

199x Baja 1000 Trophy truck driven by Ivan Stewart

Matt’s Pick: They call him the “IronMan” because he would do the entire Baja 1000 race himself in this truck. Not only is that a testament to Toyota’s reliability, but it most definitely earned Ivan Stewart that well-deserved title. T100 engine, independent suspension, cantilever shocks and a center seat—pretty amazing stuff.

Thanks to Toyota USA for giving us access to the museum during its final days here in California and giving us the opportunity to take as much time as we needed with the cars before they were shipped off to Texas. We can’t wait to see what other legendary vehicles Toyota will be putting out in the future.

View even more from Toyota in the gallery above.

"It's the winningest car in all of Ultra4." It's a statement made with a smile by the man who has piloted car #67 to each of its victories—Loren Healy. Built in 2013 by the metal magicians at Jimmy's 4x4 in Cortez, Colorado, car #67, better known as the Red Dragon, is one of the most unique 4x4s in all of Ultra4 Racing. The inspiration for the design came from the Pro 4 trucks used in the Lucas Off Road Racing Series. With so many of the Ultra4 races at the time sharing the same Short Course challenges that the Pro 4 trucks faced, it was a bold, but calculated move.

The idea was to achieve an extremely low center of gravity, which is partly accomplished by moving the powertrain quite literally next to the driver in the cockpit. This makes for a great weight balance overall, but eliminates the possibility of a co-driver. In long distance and punishing races such as King of the Hammers, being without a co-driver can be a major drawback. Despite this, Healy has managed to put his car on the podium consistently throughout the years.

Recently, we caught up with the 2-time King of the Hammers champion and his Red Dragon machine (watch the interview). With so much history in one car, we decided to give it a proper feature breakdown so you can see all of the incredible parts and pieces that's allowed this one-of-a-kind race car to survive years of Ultra4 Racing.

A 4,400-pound race weight might not sound like much, but when you factor in the type of terrain this rig is trying to race over, it becomes a notable part. To ensure he stays at the front of the pack, a 448ci LS7 from Turnkey Engines is shoehorned in place. Using Brodix heads, Pac Racing Springs valves, Holley fuel injection, Fast intake manifold, and custom exhaust by MBRP, the engine puts out an impressive 720 hp @ 6,500 rpm and 600 lb-ft. of torque at 6,000 rpm. A Dailey oil pump circulates the fluid on the dry-sump system, while an Optima Battery and Holley wiring harness keep things firing as needed.

Hanging out next to Healy in the cabin is a fully built TH400 transmission with a manual valve body, which is controlled by an Art Carr shifter. The custom dual air-intake setup is to ensure clean, filter air is all that makes it to the engine. Auto Meter Elite series gauges provide the car's vitals, while a Lowrance and Lead Nav help keep him on course.

In terms of occupant safety, Healy uses suspension seats from Twisted Stich to keep him in place, while a 1.75-inch, 0.120-wall chromoly main chassis ensures the Red Dragon can take a roll. The mesh behind the seat provides protection and air flow to the series of fluid coolers mounted behind the cockpit.

A vertically mounted CBR radiator nabs the majority of the air passing through the cabin, while individual CBR coolers are used for the engine oil and transmission fluid. Tucked just out of sight is a custom 50-gallon ATL fuel cell.

When 'crawling is needed, Healy engages his Advance Adapters Atlas II transfer case. The gear-driven unit is fit with a 3.0:1 low range, making for ample gear reduction. Protecting the vital underbelly components is a 1/4-inch AR500 belly pan. This same through-hardened AR500 steel is used in the skidplates as well.

Feeding the GearWorks 3rd member is a 3-inch-diameter, 0.120-wall JE Reel Driveline, using 1350 U-joints. Since Healy uses a front mounted engine configuration (as opposed to mid/rear as many of the other IFS Ultra4 cars) Healy's able to use a GearWorks big bearing low-pinion 3rd member. While a touch of ground clearance is sacrificed with the low-pinion differential, the strength advantage is worth it as the pinion powers the stronger drive side of the ring gear.

Inside the Spidertrax 4-inch chromoly axlehousing, you'll find a Gearworks spool used to rotate 40-spline, 300M Spidertrax axleshafts. To hault the 5.43:1 gearset, StopTech calipers are used to clamp down on Spidertrax rotors. The custom rear sway bar comes from Pac Racing Springs.

Going fast off-road means you need plenty of vertical wheeltravel. To accommodate this, a trailing arm system was fabricated that secures a 14-inch-travel King 2.0 coilover alongside a 16-inch-travel King 3.0 bypass shock. Using a spring rate of 250-over-300, the suspension cycles 26 inches of total travel (14 up, 12 down). Like the trailing arms, the triangulated upper control arms are all comprised of chromoly.

Up front, an Armada Engineering IFS system was attached to the Jimmy's 4x4 chassis. This long-travel plated A-arm system works a GearWorks high-pinion IFS differential that feeds RCV Performances Series 30 CV's and 35-spline Spidertrax axleshafts.

A 10-inch-travel King 2.0 coilover is paired with an 18-inch, 800-pound coil spring. Running next to the coilover is a King 3.0 seven-tube bypass shock. This limit-strapped setup allots for 18 inches of total travel (7 down, 11 up). To steer the custom front end reliably, a Howe Performance Truggy steering rack was installed.

A signature look for the Red Dragon is its illuminated LED front Vision X lights. Tucked just behind the red glow is a Warn 9.0 Rc winch.

A proven combination for years has been Healy's 40x13.50R17 Nitto Trail Grapplers. To ensure the race-proven mud-terrains stay attach to the wheel, a set of 17-inch Forged KMC Machete beadlock wheels are used. The proven track record of this combo is also why you don't see a spare tire mounted to the Red Dragon.

Resting with a 122-inch wheelbase, 91-inch track width and 18-inch belly height, the Red Dragon is far from small. Helping to give the Red Dragon its shape are custom aluminum panels built by Jimmy's 4x4, which were all wrapped in vinyl thanks to The AdArt Company.

For 2018, Healy is building an all new two-seater chassis. While he hopes to keep the Red Dragon around for some Short Course events, he's been more than pleased with the success he's had over the years with the car.

Check out the Red Dragon in Action.

As a fitting final farewell to Formula Drift at Irwindale Speedway, I wanted to shoot the entire event on film. All year long, I’ve been dabbling with shooting car events on film—but with a digital body as a crutch as well. Jumping in full bore this time, I decided ditch the digital and shoot the entire event on film.

If you’re looking for a complete event recap, make sure you head over to our 2017 Formula Drift Irwindale Final Farewell. This story will be geared towards capturing a motorsports event on film.

Preparing to Shoot An All-Day Event on Film

Having shot at Irwindale before, I wanted to prepare for three different lighting situations: bright daylight, golden hour, and nighttime. Choosing three different films types, one that would shine in each of those environments, was a very difficult task but I narrowed it down to three:

1. Rollei 25 RPX Black and White – Bright Daylight
2. Kodak Portra 160 – Daylight / Golden Hour
3. Kodak Portra 800 – Nighttime

Shooting Daylight With Rollei 25 RPX Black & White Film

Of the three films I shot, the Rollei RPX 25 impressed me the most. Holy Cow that film was amazing to shoot with. This has to be one of the cleanest black and white films I’ve ever used. Check it out…

Chelsea Denofa finishing out the inner bank on a solo practice run.

Dean Kearny didn’t podium this weekend, but damn that Viper looked good in BW.

Flying into an umbrella, Alec Hohnadell slots into the inner bank.

Golden Hour For the Money with Kodak Portra 160 Film

As the day went on and the shadows got long, I switched things up and added some color to the photos, using Kodak Portra 160. Kodak film is known for its beautiful warm colors, and I wanted to see how that would pair with drift cars in motion at sunset.

How can you not love Bill?

I love way the light comes in across the inner bank and lights up the smoke.

Long Distance pan of Alec Hohnadell slotting in under Jeff Jones from across the track.

There could be a fireball chasing James Deane, because he was on fire all year long. 

Challenging After Dark with Portra 800 Film

The most challenging film to shoot with was by far the Portra 800. Not only was it extremely noisy in low light, but my shutter speed had to be extremely low in order to capture anything properly exposed. I missed a lot of shots out of two rolls, but I got some good ones also. If I were going to shoot this event all over again, I would’ve switched out the Portra 800 color film with Kodak Tmax 3200, or something of the like. Black and white just looks so much cooler with grain added to it.

The beauty of shooting Formula Drift at night is that you get the opportunity of capturing some serious fireballs. If you can time it just right.

Piotr Wiecek took home the win for this round and he looked unstoppable all weekend long.

Even though this is very blurry, I kind of dig the way it turned out.

Our pal Vaughn Gittin Jr. looked absolutely demonic at night on Portra 800 film.

No Irwindale finale is complete without a grand stand shot.

The Rest of the Equipment For Shooting Drifting on Film

It was an absolute challenge to shoot Formula Drift Irwindale strictly on film, but it was also a major blast! I’m sure you’re wondering by now… the camera I used was a NikonF100. The lenses were a Nikon 70-200 f2.8 and a Nikkor 35m f2. Major thanks to Formula D for putting on such a monumental final event! 

See more in the gallery below. Shoot film too? Let us know what you use in the comments below!

Welcome to Driving Line's "Anatomy Of" series—where we get down to details about what makes a particular type of car what it is.While some may assume everyone knows a low-rider when they see one, you'd be surprised how many people aren't sure about the details. Does a donk qualify? Does it have to be a certain year, make or model? Get the basics down with us as we take a look at Phil's '63 Impala and a few others from the Los Angeles area.

All About Looks & Style

Paint Can Be Simple, or Completely Custom

15" or Less Wheels

Unless otherwise noted, photos courtesy of Petersen Automotive Museum.

Bright Work & Chrome In Tip Top Shape, Bonus Points for Engraving

Adjustable Ride Height: Air or Hydraulics (But Hydraulics Preferred)

Stereo Is a Must! OG Look or Custom

More Original Parts = Better

Details, Details, Details!

It's All About Cruising

A car with a lot of personality and room for individual interpretation, the Low-Rider is a true celebration of car culture.

See iconic low-riders in person at Petersen's current exhibit, The High Art of Riding Low, on show through July 2018.

Congratulations to Wayland Campbell on his 2017 Ultra 4 National Championship win! From numerous podium positions the past couple years, Wayland started 2017 off right with a second place finish at King of the Hammers then went on to earn his first ever Ultra 4 win in Texas at the 212 Performance Gloves Vaquero 212.

Ultra4's 2017 4 Wheel Parts Nitto National Championship Race

It was an action packed weekend at the Wild West Motorsports Park in Reno, Nevada, for the Ultra4 National Championship race. Despite his sister, Bailey Campbell, having been in a violent rollover off the track earlier in the day, Wayland was able to keep his pace through the 4400 class preliminary round, and held his commanding lead through the finish line. Wayland qualified in line behind his father, Shannon Campbell, and Jason Scherer, who took the pole position for the 4400 championship race.

Wayland crossed the final checkered flag on Saturday in third place behind Levi Shirley (2nd) and Jason Scherer (1st), but landed enough points over his competitors to keep his first place standing in the national championship points. Although this is a first championship win for Wayland, he’s already hungry to be crowned the next King in February, at the 2018 King of the Hammers.

Congratulations on your national championship win, Wayland! We can’t wait to see what the 2018 Ultra 4 Racing season has in store for you!

When it comes to car culture, the state of California is known as one of the epicenters of the automotive hobby—and not surprisingly the first two regions that come to mind are Southern California and the San Francisco Bay Area.

Along with those two massive population centers, California's Central Valley is also home to a rich history of car culture. With legendary names like Blackie Gejeian and two-time Indy 500 champ Billy Vukovich, the Valley had some help getting on the map back in the glory days of the '50s and '60s.

Today, the tradition continues at an event called the Valley Nationals hosted by the Fresno-based Hot Rod Coalition. In just a few short years, the event has become one of the most popular automotive gatherings in the region, bringing some of the Central Valley's finest hot rods, customs, muscle cars and more.

We headed to the Madera County Fairgrounds to check out the 2017 edition of the show and found a great mix of both modern and traditional customs, vintage drag machines, factory restos, pro touring builds and more.

With some great cars, great music and not mention a swap meet and pinstriper area, it was a fantastic early fall day in the heart of the Central Valley.

Every motorsport has its top dog. Its Alpha. Its fastest, its biggest, its baddest. In the world of diesel drag racing, the Cummins-powered Scheid Diesel rail is the king of speed—but that’s not to say there aren’t other blazing fast oil burners also worthy of attention. In fact, when we break down the most popular diesel drag racing classes, most of the quickest and fastest vehicles are all putting similar power to the pavement (between 1,600 and 1,900 horsepower). The difference in trap speed (mph) and elapsed time (E.T.) across varying classes is a direct result of weight, not horsepower—and weight limits are exactly what define most drag racing categories.

To highlight the current quarter-mile leaders of diesel drag racing’s Top Dragster/Top Fuel, Pro Stock/Pro-Mod, Pro Street and Super Street fields, we’ve compiled the following list. Some have headlined the list for several years, while others have recently risen to the top of their respective class’s ranks. And now, some are already attempting to beat their own record(s). One driver has even moved on to piloting a new record-setting vehicle. For the sake of inclusion (and because no Power Stroke-equipped ride sits atop any of the above categories at the present time), we’ve also included the fastest quarter-mile pass achieved by the Blue Oval crowd.

Buckle up and hold on… the slowest vehicle on this list runs mid-8’s!

1. Scheid Diesel Dragster: 6.31 at 226 MPH

Number one on our list is no surprise to us, but it might be eye-opening for you to learn that the Scheid crew has sent its Cummins-powered rail through the quarter-mile in as little as 6.31 seconds. As you’ve probably already deduced, the dragster also owns the fastest trap speed in diesel drag racing at 226 mph. Each summer, it’s typical for driver Jared Jones and the rest of the Scheid team to follow the ODSS circuit and attend an NHRDA race here and there. However, the folks at Scheid really seem to enjoy competing in the NHRA’s Top Dragster class—a field where the rail has proven capable of holding its own against lighter weight, big-cube, gas and alcohol-fueled monstrosities.

Billet-Aluminum Cummins

Built in-house at Scheid Diesel, the exotic Cummins that powers the rail can spin 6,000 rpm and turn out 2,500 hp. A billet-aluminum block complete with cross-bolted mains provides a weight savings of 138 pounds over a cast-iron Cummins block and adds much-needed durability for an engine that’s exposed to 3,000-plus lb-ft of torque. A pair of turbochargers arranged in a two-stage (compound) configuration produce 140 psi of boost and a Scheid fuel system, complete with a 14mm P-pump, provides the 6.4L Cummins its lifeblood.

2. NGM Diesel S10: 7.44 at 187 MPH

Believe it or not, this truck is no longer around. After an unfortunate collision with the wall back in 2014 totaled it out, Wade Moody was forced to retire it. However, more than four years after rocketing to a 7.44 at 187 mph, the Flo-Pro sponsored S10 still holds the record for a Pro Stock/Pro-Mod competitor. In the aftermath of the crash, Moody salvaged the Duramax engine and Turbo 400 transmission, sourced a lightly used Spitzer chassis dragster and bumped up a class. Now, he not only owns the quickest and fastest Pro Stock/Pro-Mod record, but he pilot’s the world’s quickest and fastest Duramax-powered rail. It’s been in the 6’s and tapped 200 mph.

3. Firepunk Diesel Dodge Ram 2500: 7.99 at 174 MPH

The Pro Street category is arguably the most prestigious of diesel drag racing classes. While these trucks can be back-halved and weigh as little as 4,500 pounds, their outward appearance doesn’t stray very far from the Dodge, Ford or GM we drive every day. In recent years, the Pro Street field has been set ablaze by Lavon Miller and the Firepunk Diesel team. Their regular cab, four-wheel drive ’06 Dodge Ram 2500 blasted onto the scene in the spring of 2016 when the truck clicked off an unprecedented 8.27 at 166 mph. After several more low-8-second passes, Miller would pilot the Firepunk Dodge into new territory in May of 2017. Not only would Miller’s 7.99-second pass be the quickest in Pro Street history, but it also marked the first Pro Street truck to dip into the 7’s.

The Enforcer

A deck plated, 6.7L-based, Enforcer Series Cummins built by D&J Precision Machine brings unmatched reliability to an engine platform that produces well north of 2,000 hp. A trio of S400-based turbochargers create triple-digit boost and the common-rail system is fueled by Exergy Performance CP3’s and injectors. But, beyond making gobs of horsepower, it’s the overall package and crew that makes the Firepunk truck so dominant. From knowing the inner workings of the transmission, to configuring a chassis that can cut 1.2-second 60-foots, to testing the entire setup privately before showing up at a national event, and all the way down to the zero drag brakes—everything on this well-oiled machine is optimized to get the truck down the track as quickly as possible.

4. Industrial Injection Chevy Silverado: 8.53 at 167 MPH

Factory sheetmetal, unmodified, full-length OEM frames and a 6,000-pound minimum make the NHRDA Super Street class extremely intriguing. Not only do class rules tend to keep the trucks stock-appearing, but it makes their 8-second passes all the more impressive. At three tons, it takes at least 1,400 hp (at the wheels) to get one of these behemoths to run an 8.99—and the Industrial Injection Silverado driven by Jared Delekta has gone 8.53! While the truck is yet to repeat its 8.53-second effort, Delekta does hold the NHRDA Super Street record for E.T. (8.72) and trap speed (167 mph), which was achieved on the 8.53-second pass.

The “Shredder”

A 6.7L-based, common-rail Cummins put together by Industrial Injection serves as the foundation for power aboard the ’01 Chevy. Triple turbos, Industrial CP3’s and Industrial injectors yield some incredible horsepower—while a Stage 4 48RE automatic transmission from Randy’s Transmissions allows that power to propel the Bow Tie down the track. With the chassis dyno registering 2,400 hp vs. the truck’s trap speeds suggesting that 1,900 hp is used on race day, it’s not far-fetched to believe that a lot more is still on the table. Look for Delekta and the Industrial Injection team to keep forging deeper into the 8’s in the future.

5. Demented Mustang (Fastest Power Stroke): 7.96 at 186 MPH

Although Matt Kubik’s bad-in-black fourth generation Mustang doesn’t own any national records as of today, it is officially the quickest and fastest Power Stroke in existence. Recent, late-season success during testing resulted in a new personal best of 7.96 at 186 mph—and with a relatively lax 1.43-second 60-foot time. Given that similar horsepower-to-weight ratios to Kubik’s Mustang have produced 1.1-second 60-foot times, we don’t see 7.60’s being out of the question. With a little more of the P-pumped 7.3L’s power potential being unleashed, you may very well be looking at the next legitimate challenger of Wade Moody’s Pro Stock/Pro-Mod record.

Mechanical Power Stroke

Throughout the process of working out all of the car’s bugs and gremlins, the trusty P-pumped 7.3L hasn’t skipped a beat. One of just a handful of competitive P-pumped 7.3L’s in the country, Kubik’s engine was built by Hypermax Engineering—a Chicagoland company with close ties to International. Thanks to a compacted graphite iron (block), bed plate and forged-steel connecting rods, the crankcase has no problem withstanding the 100 psi of boost the 98mm Garrett GTX5533R sends its way. With plenty of room for growth likely still lurking in the P-pump’s fueling abilities—along with the Hypermax claim that 2,000+ hp is possible with the right amount of air—we wouldn’t be surprised if this engine package has another 300 to 500 hp left to give.

Select photos provided by NHRDA, Ali Mansour, and Amy Gilbert of Stainless Diesel

The Street Car Takeover crew set up shop in Phoenix to wrap up their current schedule, and the valley's car scene sure didn't disappoint. With 11 classes to choose from, competitors from far and wide brought out cars ranging from fully function-oriented missiles on trailers to daily driven cars with just as much "show" as "go." Each time a category was called to the staging lanes, the rows of cars turned into micro-car shows with drivers and support crews hanging out and having a good time talking shop. As the sun set, the ambient temperatures dropped, but the track was just heating up with races moving from roll racing to full-on burnouts and drags on the tree. Check out the gallery for action from the morning through the evening, and check out the story behind Street Car Takeover's Founder's 1000+ HP C7 here.

Watch some of the live coverage as well in the Facebook video below.

In recent years if you were an enthusiast looking to do any sort of track driving or back road carving in your Mustang GT, choosing the optional Performance Pack was a no-brainer decision. Compared to the standard issue GT, the Performance Pack would give you larger Brembo brakes, a more aggressive axle ratio, retuned chassis and more.

For the 2018 Mustang GT, Ford has announced an even more aggressive option with the Performance Pack Level 2, and it seems to be taking aim directly at GM's popular 1LE package for the Camaro. Naturally, the Performance Pack Level 2 setup includes all of the equipment from the Performance Pack Level 1—including the Brembo stoppers, 3.73 Torsen rear end, beefier radiator, K-brace and other upgrades.

But then, Ford's engineers and weekend racers decided to take things a little further by adding re-tuned steering and a MagneRide suspension dialed-in for ultimate grip and response. Also included are stiffer sway bars and springs and ride height about half an inch lower all around.

The Performance Package Level 2 also includes stickier tires measuring 305-30-R19 mounted on unique 10-spoke wheels sized 19"x10.5 up front and 19"x11 in the rear. Not only does this provide a huge increase in grip, it gives the car a much more aggressive stance.

Last but not least, the Performance Package Level 2 also includes a unique rear spoiler and an aggressive front splitter—said to create 24 lbs of downforce at 80 mph. The engineers actually used the Boss 302 Laguna Seca as a benchmark while developing the aero parts.

Ford has not yet released pricing information for the Performance Pack Level 2, but it will be available as an option beginning in the spring. Whether you want to consider it a 1LE rival or a GT350 Lite, it's a welcome addition to the already vast selection of choices Mustang buyers enjoy today.

“There’s still some major openings in car design that nobody has explored yet.” - Peter Brock

Any way you slice it, Peter Brock is an automotive legend. Depending on the niche of automotive you hail from, you’ll recognize his name for different accolades. GM fans will know Brock as the designer of the Stingray Corvette. Hot rodders know him as the guy who designed the Daytona Coupe for Carroll Shelby. To others, still, he’s the man who put Datsun on the map through his racing program, Brock Racing Enterprises (BRE).

When the opportunity arose to have lunch with him, I jumped at it. Most acquainted with his Shelby years, I was blown away by all his other accomplishments and wondered how he navigated between so many career milestones. Did he possess a secret formula that allowed him to see what others didn’t, to think outside the box and consistently come up with winning solutions? Now in his 80s, and still working, Peter and BRE headquarters are located on the edges of Las Vegas, in Henderson, Nevada. Meeting him at BRE’s unassuming warehouse space, I quickly garnered that Peter isn’t a man concerned with a showy image. The more we spoke, the more his genuine passion and emotion showed through. Plus, he didn’t seem concerned about spending the better part of a day with me—sharing stories of his life over lunch and then piloting me out to Hoover Dam in his own Daytona Coupe.

While his involvement with the Stingray Corvette is well known, how he got to be in GM’s design studio at age 19 and why he left at 21 is more of a mystery, so I figured it a good place to start our conversation. Before our server arrived to take our order, Peter recounted how he’d purchased his first car, an MG TC roadster, at age 14. It caught his eye as a blown apart project stuffed into the back of a garage where he’d taken a part-time job. Months of sweeping floors and doing odd jobs paid off and by the time he had his license the MG was his and the guys in the shop helped him put it back together.

“God, I loved that car,” Peter recounts. “It was 1951, and the sportscar movement had just started. Everyone was driving MGs. I loved its beautiful long hood and watching the reflection of the clouds and sky in it as I drove. I never put the top up.”

By the time our lunch had arrived, Peter was on to his stint at Pasadena ArtCenter.

“I walked in like I was one of the students and checked out a class. I thought it was the coolest thing.” He’d only last five semesters before funding ran out, forcing him to call up Chuck Cole at GM, who he’d met at school, and ask for a job. Peter got a little choked up remembering walking into his dream job at GM’s design studio at 19, “It was like walking through the pearly gates.”

While there he stumbled upon a 1937 paper written by a couple of Germans. “It was stacked between a couple of books,” Peter remembers. “It’s serendipity that I found it at GM. I thought it was really important, but nobody else seemed to want anything to do with it.” The paper talked about extreme aerodynamic concepts, in a time when automakers still didn’t understand aerodynamics.

Against all wisdom, Peter had always wanted to race cars. When he turned 21 and was of age to license in SCCA, he left Detroit for California to pursue racing. His determination on the track led to Carroll Shelby’s successful racing efforts and international notoriety. Beginning as an instructor in Shelby’s newly formed racing school, Peter went on to design much of the marketing materials and it wasn’t until the need arose for car design that he shared those talents. After much racing success, in 1963 the Shelby Cobra was no longer competitive. FIA GT class rules stated you could either change the body or the chassis—but not both. With limited time to work with, Peter shared his design ideas for what would become the Daytona Coupe. Peter recounts, “Shelby’s engineers, and even Ferrari who said ‘Aerodynamics are for those that can’t design engines’ were all focused on the engine. There just wasn’t a real understanding about how difficult the physics were above 180 mph.”

Wondering myself, I asked Peter, “Why does the chopped off rear end work?” He explained that many car designs were trying to cheat turbulence with long, tapered teardrop tails. “But you can’t make it long enough to keep the air attached,” he explains. “So you keep it flat and chop it right off at the point where the air would begin turbulating… It’s not ideal, but it’s better than a phony, long tail.”

As we leave lunch and head out to Hoover Dam in his Peter’s own Daytona Coupe (not one of the originals), I can see the pride in his smile of being able to enjoy his own work and designs. I imagine how he must have felt when his once-believed hair-brained theories on aerodynamics proved themselves true out on the track—winning the 1964 GT class of the 24 Hours of LeMans and the 1965 World Sportscar Championship.

When I asked what accomplishment he’s most proud of, he noted being inducted into the Corvette Hall of Fame saying, “The recognition for being part of such a popular production-modeled car is incredible.” As much as creating the Daytona was a mix of serendipity and skill, so was the Corvette. During his time at GM, the Corvette was born as a secret project of Bill Mitchell’s. Since it was secret, Mitchell utilized the new hires to keep things under the radar. “We were all wondering what he wanted from us when he came showed up in the studio.” Twice, Peter’s sketches rose to the top of the pile and laid the groundwork in 1957 for how the 1963 Stingray Corvette would look.

The more I found out about Peter, the more I truly realized the extent of his passion and the zeal to stand by his convictions without fear of consequence, which carried him on his life’s intriguing path. It was this zeal that carried him from Shelby to Datsun and founding BRE, to later on manufacturing hang gliders and now car-carrying trailers. As we chatted about his life, the lesser-known, non-automotive history, it was as if at the right time he’d find a problem that could use his unique combination of skills to solve. He’d followed his heart and managed to carve out success by working on things that made sense to him. Making it sound easy, he advised, “All you have to do is put the best combination of people and equipment together, and you can win.”

Ending our conversation, Peter spoke of some pretty extraordinary things. Car design ideas that make your mind do funny things. “There’s still some major openings in car design that nobody has explored yet.” Sure, we’ve got data-driven driving assists and moving aerodynamic parts—but follow those ideas way, way down the road and what would you get?

“If we make production cars with movable aerodynamics… a car that has no drag at all. But when you get to the point where you’re going to brake, the computers could turn the whole body in a braking mechanism.” Visions of how this would look and work swim through my mind like they’re modern day representations of the iconic Jetson’s spaceship car. “There’s a long way to go on the combination of electronics, computer controls, tire design and movable aerodynamics.” He ends with, “It’s the direction I’d go if I had the power, money and time.”

“If you’re going to make something with your name on it, you want it to be the best,” he says, grinning.

I'd call those good words to live by—and if Peter is any example, it seems like they take you in the right direction. Many thanks to Peter Brock for spending the day with me and sharing your life!

With the Tokyo Motor Show kicking off in Japan, the latest concept cars are rolling out from all of the country's automakers. Not surprisingly, this year has been heavy on EVs and autonomous transportation—but one company who is bucking the trend at the show is Mazda, who showed off two beautiful concept cars that preview the brand's future direction and design language.

Mazda Kai Concept

First up is a hatchback called the Kai Concept, previewing the direction of the next generation Mazda3/Mazda Axela. Mazda's current Kodo design language has already made for some of the most attractive cars in their respective segments. The Kai Concept takes that same idea even further with a wide, muscular stance and wheels pushed out to the corners.

The Kai Concept is powered by a variant of Mazda's advanced Skyactiv-X engine, where spark plug ignition controls compression ignition for improved performance and fuel economy. Unlike some of the other Tokyo concepts which preview far-off vehicle ideas, the Kai Concept looks close to production-ready—and with the current Mazda3 having been around since 2013 a road-going version of this shouldn't be far off.

Mazda Vision Coupe Concept

Joining the hatchback in Mazda's display is another concept, this one a sleek four-door variant called the Vision Coupe. It hints at an entirely new direction for a company that's always done things its own way.

The styling of the Vision Concept goes away from the busy look that many Japanese cars have these days and instead features a mix of European elegance and Japanese simplicity while still being focused on the connection between car and driver.

While it's possible some of the Vision Coupe's design elements could carry over to the next generation Mazda6, its long hood profile suggests a front engine, rear-drive layout. Mazda didn't say anything about the car's powertrain, but a rear-drive flagship like this would be a perfect car to help Mazda build the perception of a premium brand.

Whatever the case, we are very much looking forward to seeing if this materializes into a production model. Mazda deserves applause for doing things its own way and continuing its mission of building cars for people who love cars.

You could feel the energy in the air as the sun broke over the mountains on a cold Saturday morning—it was time for the Ultra4 Racing Nitto Tire National Championship race in Reno, NV. Saturday morning started clear and cold as the sounds of engines firing up and teams making last minute repairs to the cars filled the air. The day promised exciting racing across every class, but all eyes were on the 4400 Unlimited Class with its battle between Wayland Campbell and Levi Shirley for the series Points Championship. With just 15 points separating them in the top two spots, it was anybody’s game heading into the final race of the year.

The Wild West Motorsports Park in Sparks, Nevada, would once again host the final event of the year. Boasting the largest Ultra4 field ever in a non-King of the Hammers race, over 140 drivers took the field across various classes in the 2017 Ultra4 National Championship race. The course, similar to years past, would be set up to showcase both short course, rough terrain, elevation change, rocks and the crowd favorite rock garden right in front of the main grandstands. Spectators could see the entire course and every minute of action. For those not able to attend, Ultra4 once again had their high-quality live feed running on the web.

Less Than Half Get Past Qualifying

Teams arrived on Thursday for pre-running and registration, with Friday hosting a series of high-speed individual runs to determine Heat placement for Saturday. Qualifying did not guarantee you a starting position in the Main, but was instead used for sorting cars into 1 of 3 Heat races on Saturday morning. Those Heat races would determine who was moving on and who was going home. Saturday’s format would include 3 primary Heat races (6 laps each with 7 drivers moving on the to the Main), plus a Main B (6 laps with cars that didn’t qualify in the primary Heat with only 5 more cars moving on) and finally a Last Chance Qualifier, or LCQ, which was a 2-lap shootout format with only 2 more cars advancing. This process of elimination means that over half of the 4400 cars registered would not make the Main. With the pressure on, every lap mattered since track position is critical at this race.

After the qualifying dust settled, there were familiar faces joined by a few surprises in the top 10. Jason Scherer (last year’s points National Champion) took the overall best time, followed by 3-time King Shannon Campbell, then veteran Jake Yoeman. These top 3 would have the pole in their respective Heat races. Cody Addington, Levi Shirley, and Randy Slawson would be next to them on the front row for their Heats. Wayland Campbell, in his quest for a National Championship, would be seated 15th and placed in a different Heat than Levi, setting up a potential clash in the Main if both drivers advanced.

The Underclassmen drivers (4600 Stock, 4500 Modified, and 4800 Legends) would also run qualifying Heats, but all drivers would move forward to the Main as Heat results would simply result in Main race starting position. Justin Hall took the pole for 4500 Modified, Albert Contreras for 4600 Stock, and Kent Fults for 4800 Legends. More on the Underclassmen races in our Underclassmen race recap!

Advancing Through the 4400 Heat Races

In the Heat races, you’re not just racing against the other drivers, but against the clock. The top 7 of each Heat advance, but the seating for the Main is based on time, so there is incentive for every driver in every Heat to push themselves, even if they are out front. This set the stage for some great racing, but also for heartbreak as teams pushing for the Main damaged their cars too badly to qualify. It’s a fine line to walk between prudence and performance, and that’s part of what makes this format so exciting. While not an “endurance race” like KOH, it’s certainly an “endurance day” as you push your car to the limit with very little time between Heats for any major repair.

Heat 1 featured Jason Scherer and Cody Addington on the front row, with a hungry group of drivers (including Loren Healey and Derek West) behind them, ready to take advantage of any mistakes made by the leaders.

Heat 2 was an insanely stacked one with Shannon Campbell, Levi Shirley, Tom Wayes, Jason Shipman, Erik Miller, Andrew McLaughlin and Clay Gilstrap all in the same Heat—all either former Kings or Top 10 series points finishers from last year. 

Heat 3 was led by Jake Yoeman on the pole, right next to 2-time King Randy Slawson, while Wayland Campbell and Josh Blyler joined the pack as well. Scherer won Heat 1 and, with a time that would hold all morning, claimed the overall pole position in the Main.

While every driver was pushing hard, an emotional focus was on Bailey Campbell and her co-driver Terry Madden. The car had lost brakes early in the run, during Heat 1, but Bailey and Terry were able to have some control using their cutting brakes. Coming down the big downhill section, even those brakes gave out and the car took one of the most terrifying tumbles we’ve seen in Ultra4. Coming to a rest in a gully, emergency crews rushed to check on the drivers. Racing is inherently dangerous, but Ultra4 puts a heavy emphasis on safety—both on equipment and build regulations. The cage held up and the harnesses and helmets did their job, but Bailey was badly shaken and Terry was taken to a nearby hospital for examination with a back injury. Terry was later released by his doctor for travel, but will need some follow up care. In an ironic twist of fate, the hospital Terry was taken to was the same hospital that he and several other Ultra4 drivers had visited only a few days before, bringing smiles and some excitement to kids hospitalized there. We wish Terry a speedy recovery and are grateful that the accident wasn’t any worse than it was.

Main B would be a madhouse event with Jason Shipman and Andrew McLaughlin, both of whom finished outside the top 7 in their Heats, moving forward as a part of the top 5, joining the 21 drivers who had already qualified earlier in the day.

Jason Scherer had the main pole position for the Main, with Wayland Campbell, Levi Shirley, Loren Healy, Derek West and a host of other top talent raging for the big race—the field was set to see Wayland and Levi battle it out for the Championship.

The 4400 Main Brings It

As the green flag dropped, drivers hammered their cars through the rock garden to try and get clean air. Leaders were already past the rocks before the back of the field was even hitting the section, spreading the field out from the start. Racing through the short course and up the huge elevation change, horsepower started winning out and separation started prior to the final downhill rock section, with racers crossing the rocks one more time prior to taking the flag. Coming off the line, Jason Scherer took the lead and never looked back for this 12-lap Main.

Lap after lap, Jason smoothly laid down a line that showed both the ability of his car and his excellence as a driver. Loren Healy and Shannon Campbell pushed Jason from the beginning. Five laps in, Loren’s bead lock came off his tire and he had to pit, putting him deep into the field. Shannon suffered mechanical failure, causing him to also fall off lead pace, providing Jason with 7 laps to extend his lead. Leading from flag to flag, Jason took the checkers and in front of his family and hometown crowd, celebrated the National Championship race victory with enthusiasm and verve, having run a flawless race against the best Ultra4 had to offer.

While Jason was running away with the race, Levi Shirley and Wayland Campbell continued the battle they had been having all season. Levi would open up a lead and Wayland would close it. Wayland would get too close, and Levi would run off. Working through dust, lap traffic, freak darkness to cloud cover and race course obstacles, the two showed why they were the top two points winners for the 2017 season. The margin to win the National Championship was only two car’s finishes worth of points.  Levi had to not only beat Wayland, but he had to do so with at least two cars between them in order to get ahead. Knowing this, Wayland matched Levi lap for lap and the two finished 2nd and 3rd with only 10 seconds separating them.

A fitting end to a closely matched season. Wayland Campbell finished 3^rd and in doing so, won the 2017 Ultra4 National Points Championship!  Congratulations Wayland and thank you both for such an exciting season of racing!

After getting a new tire and wheel on the Red Dragon, Loren Healy showed why he’s the winningest driver in Ultra4 history. Being shuffled back to 16th place, he started charging through the field with only 7 laps to go. Man and machine rode a force of will that quickly brought him up through a talented field and within a half lap of Jason’s lead. With a few more laps remaining, the race might have had a different outcome. As it was, the clock and the laps that ran out on Loren. He crossed the line in 4th place, only 30 seconds off the podium, completing an insane comeback.

Tom Wayes, along with a pair of 2-time Kings, Randy Slawson and Erik Miller, crossed the line shortly after Loren—taking 5th through 7th, respectively. 

Erik, having sold this season’s car, wasn’t originally planning on racing this event, thus sacrificing his top 3 standing in National Points. In an incredible show of sportsmanship and class, George Schooley (Legacy Racing) called up Erik a week ago and said “race your old car.” So, Erik once again put the car in the Top 10 at Nationals! Amazing stories like this are a hallmark of Ultra4.

Andrew McLaughlin was the only other driver to finish on the lead lap, coming in 8th. Less than 2 and half minutes separated all of the lead lap cars after 12 harrowing laps of intense Ultra4 action. Just like that, the dust had settled, the cars were quiet and the season was finished… time to party!

Awards and Celebration for the Best Ultra4 Season Yet

After the race, the Ultra4 family reconvened back at the Nugget Hotel in Reno for the annual Ultra4 Racing Awards Banquet. While some were already talking about next year’s King of the Hammers, it was time to reflect on the season and honor the hard work of all the teams, crews and families that had made the 2017 season the best season yet. Jason Scherer had to leave to be with family, which is really what the Ultra4 lifestyle is about. His brother, 2017 Ultra4 Racing Rookie of the Year, Casey Scherer, had become a father for the first time that morning. Jason and family left the track and went to hospital to celebrate the arrival of next generation of Scherer family racing. Congratulations once again to Jason for winning the National Championship race. (If you are playing along at home, we are now up to 6 “family” references in this article… drink.)

After thousands of miles on the track and tens of thousands of miles off the track, the 2017 season was over and Wayland Campbell is your 2017 National Points Champion!  Starting the year with a physical first at KOH, then winning his first Ultra4 race at the Texas 250, Wayland went on to finish 1st or 2nd in every race this year, except Fallon. Read about the races you missed here.

Levi Shirley also had an amazing season, taking checkered flags at the Stampede and the Badlands, and finishing the year 2nd in Nationals Points, his first year as a full-time driver. Congratulations to Levi, another 2nd generation Ultra4 racer, who is pushing the sport beyond its boundaries. Consistent, gracious and FAST, the future battles between Levi and the rest of the Ultra4 field promise to be just as exciting.

The loaner car from George Schooley paid off, as Erik Miller’s Nationals finish helped earn him 3rd place in National Points. Congratulations to Erik for another fantastic year of slinging dirt and showing the IFS crowd that straight axles matter and straight axles win. Erik started the year in a Miller Motorsport Chassis he built just 3 weeks prior to the King of the Hammers—he finished in the top 10 at KOH with that car and successfully raced it all season long.

The Final Top 10 Ultra4 2017 Series Championship order:

1. Wayland Campbell
2. Levi Shirley
3. Erik Miller
4. Josh Blyler
5. Dustin Isenhour
6. Darrell Gray
7. Randy Slawson
8. Raul Gomez
9. Keenan Leatherwood
10. Doug Jackson

This year’s Top 10 saw some new names on the leaderboard, but not new names to the sport, with some long-time racers earning their way to the top through grit and determination. With the growth of the East series races and the dedication of teams to race both series, opportunities to stand on the stage at the awards ceremony abound. Congratulations to all the racers, teams, and families for a successful year. Thank you to Wayland and Levi for making this year’s season a nail-biter right up to the end.  We’ll see you on the Lakebed!

Photo credits include Alan Johnson, Kyle Wells, Shana Whitford and Matt Moghaddam.

Look for more coverage of the Underclassmen racers coming your way soon.

We can't all build the cars of our dreams or ones that are worthy of gracing magazine covers. Busy lives, money restraints and other things can be major limiting factors. But that doesn't mean that enthusiasts can't enjoy what they're able to build and work with at the present moment—and that's what our Rides of the Week are all about. Maybe its creating a car for weekend warrior-ing, having a classic to tinker with in the garage or choosing a modern car that you can add to as you can.

This week, meet Frankie and his '05 Ford Mustang GT. It's a car that works great as a daily and can be dressed up for shows that he and family enjoy attending together. Not everything always turns out as planned and a true enthusiast learns how to work with that. Take the wheels for example, when the original chrome wasn't working these were powder-coated white. Unsure if he'd love it at first, the look grew on him.

We salute all the enthusiasts out there who love what they have and constantly strive to make it the best they can. Watch the video above and check out more details in the gallery below.

SPECS: '05 "Sonic Blue" Ford Mustang GT

Follow along with Driving Line on Facebook for a fresh "Ride of the Week" each Tuesday—LIKE us here.

Grab a tasty beverage, sit back, and relax. We've got all the action from the 2017 Ultra4 Nationals in the gallery above for your viewing pleasure. Also check out our race recap to get the full rundown on how [SPOILER ALERT] Jason Scherer took home the 1st place trophy while Wayland Campbell won his first National Championship title!

Photos credits include Kyle Wells, Shana Whitford and Alan Johnson.

Miss something from the 2017 Ultra4 season? We've got you covered, visit our Ultra4 coverage landing page.

It seems like it was just yesterday we kicked off the Red Bull Global RallyCross season, in Memphis. Twelve rounds later, GRC comes to the Port of Los Angeles to close off their 2017 season.

Throughout the season, Volkswagen teammates Tanner Foust and Scott Speed ('15 & '16 Supercar Champion) had been battling it out for the top spot. With less than 60 points separating the Foust & Speed, one mistake could have changed the course of the championship. 

Unfortunately for defending champion, Scott Speed, Tanner Foust was having a perfect weekend. Through the day, Foust was fastest in Qualifying, finished 1st in all three Heats and the Semifinal.

When the light turned green, Foust launched forward with a perfect start. Speed fell back behind Patrik Sandell’s Subaru and Cabot Bigham’s Ford.

As they lapped the track, closing in on the checkered flag. Speed worked his way towards Foust as he moved into P3 then P2. By the time the checkered flag was dropped, it was Foust, Sandell and Speed.

After a season with its ups and downs, Scott Speed clenched his 3rd GRC Supercar Championship in a row! Tanner Foust might have won all his races, but Scott Speed won the season.

GRC Supercar Driver Championship

1. Scott Speed (VW)
2. Tanner Foust (VW)
3. Steve Arpin (Subaru)
4. Sebastian Eriksson (Honda)
5. Mitchell deJong (Honda)

Last year when Subaru debuted the all new Impreza, which rides on its completely new global platform, people naturally wondered "Where's the new WRX?". For the time being, the WRX has carried on under the old Impreza platform, but this week at the Tokyo Motor Show we got a look at a concept that may be a preview of what's to come for Subaru's rally-bred sedan.

Dubbed the VIZIV Performance Concept, Subaru hasn't specifically called the car a preview of the next gen WRX, instead saying the concept draws on various models (including the WRX) symbolizing "superior Subaru driving performance." But we think the resemblance is clear.

In terms of styling, the concept is a four-door, five-seater—but the aggressive profile is very reminiscent of a coupe. Once you see the flared fenders and scooped hood, the WRX connection is impossible to ignore.

Subaru didn't release any info on the car's power train besides stating that it's obviously powered by a boxer engine with AWD featuring the latest in the brand's driver assistance technology.

The debut of the next production WRX is still likely a year or two off, but if the concept is a true preview of what's to come, the Subaru faithful might be rewarded for their patience with a bold new take on an iconic Japanese performance car. What say you WRX fans? Would this be a worthy successor to the current machine?

Now that we've had a look at some scenes from the 2017 Valley Nationals, it's time to take a look at five builds that stood out during the event. As we made our way around the show, we weren't looking for cars with any specific theme. It just so happens that these all happen to be General Motors products. So here are five cool GMs spanning the late-'50s through the late-'80s.

1. '62 Chevy Wagon

We are always a sucker for a cool station wagon, and this '62 Chevy Bel Air long roof is dripping with character. Upon seeing it, we felt the sudden urge to go cruisin'.

First up is the aggressive stance—the car dumped into the weeds with air suspension and tucking a big set of five-spoke wheels into its fenders.

Contrasting the modern wheels and ride height is an exterior and an interior that look very original. Unlike some of the gleaming show machines at the Valley Nationals, this one wears its patina with pride.

Last but not least, we dig the use of vintage stickers on the windows to further build on its old school charm. Don't forget the OG California black plates either.

2. Restomod '70 Pontiac GTO

There were plenty of muscle cars at the Valley Nationals and this '70 Pontiac GTO splits the difference between a modern Pro Touring build and a factory style restoration. Beneath the classic Torq Thrust II wheels sit a set of Wilwood disc brakes which surely improve stopping performance over the original 1970 equipment.

Inside you can see the interior is largely original, but that Hurst shifter operates an upgraded five-speed transmission over the original four-speed gearbox.

Under the hood you won't find a modern LS swap, but you will find an original Pontiac 455 painted in the brand's traditional light blue color. This should please the Poncho purists out there.

All-in-all, it's a perfect example of a restomod and we especially like how the original gold body color has been retained, even with all of the modern performance upgrades.

3. Pontiac Trans Am GTA

Next up comes another Pontiac, but one from a completely different era—A 1988 Trans Am GTA Notchback and it's in absolutely immaculate condition. You still don't see too many third generation F-bodies at car shows, especially examples that are this clean, and that's a big reason we were drawn to this one.

The owner has refrained from excessive modifications, and the interior is original right down to the OEM steering wheel and its abundance of buttons.

There have been a few upgrades though, like a set of 18" wheels with Nitto NT555 G2 tires. The wheels themselves are inspired by the original Trans Am GTA mesh design and the gold accents work perfectly against the car's bright red paint.

Despite the fact that third gen Camaros and Firebirds are now well into classic car age, they still don't get the appreciation they deserve—it was great to see this very well cared for example.

4. '72 C/10 Pickup

Another perfect example of a restomod, only this one comes in the form of a 72 Chevy C/10 short bed pickup rather than a muscle car.

Like the GTO we talked about a moment ago, this one is more of a period color—in this case a beautiful dark metallic green with a dark green interior to match. The interior doesn't give anything away either, with the whole thing looking like it could have come straight out of a a Chevrolet dealership circa 1972.

The five-spoke wheels are 17 inches in diameter, with a meaty set of tires they strike a perfect balance of aesthetics without looking out of place or oversized.

Under the hood you'll find a beautifully done 327 cubic inch LS swap with a great attention to detail that somehow almost looks factory. The C/10 is an extremely popular platform with examples built in every style imaginable, but this one is timeless.

5. '58 Chevy Wagon

Finally, we get to one the most talked about builds at the show, a '58 Chevrolet Yeoman station wagon that's been fully modernized and upgraded from top to bottom.

If you can see through the gleam of the 20" five-spoke wheels, you'll find Wilwood, four-piston brakes, while a set of Nitto NT555s help keep the old Chevy sticking to the road.

Powering the Yeoman is a supercharged LSA V8—not only giving the car modern reliability, but also 500+ horsepower on tap whenever the driver leans into the throttle.

The interior might just be the most impressive part of the car, with diamond-stitched bucket seats and a modern center console that has been beautifully integrated with the classic dash design for a seamless look.

With a unique base car, stunning attention to detail and a ton of horsepower, it was easily one of the most impressive cars at the 2017 Valley Nationals and a perfect way to wrap our all-GM selection of favorite vehicles.

Which one's your favorite?