Tucked back in the sparse desert landscape of Apple Valley lies Grange Motor Circuit. The track, and it’s rough dirt road passageway from the neighboring I-15, are well known in the drifting community. On any given weekend, drift builds of all makes and models bump on down the dusty trail and end up sheltering under the shaded row of pits along Grange’s front straightaway. However, when the Corolla Matsuri comes to town, as it has for the past six years, things take a turn towards Toyota.

What began as a simple observance of 8/6 Day, also Corolla Matsuri’s lead organizer Andrew Goodluck’s birthday, has quickly outgrown it’s initial ten person invite list. Since 2012, the number of drivers at each event has steadily ticked upward, with 74 drivers overflowing the initial 50-driver estimate for this year’s 13 hours of drifting.

Once the weird feeling of beginning a "day" at the track at 5 p.m. wears off, the oddity is quickly replaced with piqued interest as drivers roll in. The long pit lane fills with trailers unloading track builds, Corolla owners selling off interior bits in an impromptu swap meet and stacks of tires seemingly materializing out of the numerous hatchbacks in attendance.

Walking through the cars, sheltering stacks of snacks and gear from the sun and wind like circled wagons, it was easy to see that the once AE86-only event has grown to bring in more of the Toyota family. Alongside the Levins and Truenos, in all states of stripped and modified glory, examples of the TE72, Cressida, MR2 and Celica Supra were also making their way around the track.

While the drivers got warmed up, the sun fell to the top of the nearby mountain range, the air cooling and the sky turning from a cloudless blue to a blazing orange and finally a deep peachy hue. The dust kicked up from overzealous entries off the front straight transformed the track into something resembling a martian landscape. The high speed racing drone used to capture chase footage surely didn’t hurt either.

The laps came and went, tires were smoked and discarded, and as the evening light began to die out everything became awash in shades of blue. Barbecue grills added their own smoke to the atmosphere, quickly mixing with the track’s tire smoke and blowing away on the constant summer winds.

More and more attendees made their way over the hills behind the circuit as the night wore on, the on-track traffic almost never letting up completely. The event lasted through sunrise at about 6 a.m., at which point everyone said farewell and packed up until next time.

Andrew’s future goals include bringing an overseas guest driver to run the event with the locals and out-of-state commuters, which doesn’t seem as far flung a goal as it first sounds. With drivers from around the world complimenting the Corolla Matsuri staff on their work, the turnout is bound to continually increase as the event's reputation grows. In Andrew’s own words, “This is something I never saw in my future. Crazy to think what a little idea can become when you act on it.”

Make sure to check out the gallery full of 86s and sunsets above and keep an eye on the calendar for Corolla Matsuri’s next event. It’s definitely worth checking out in person!

Want to see an AE86 battle a Ferrari 348? Watch Driver Battles episode 2!

On August 11, the Hot Wheels Legends 50th Anniversary Tour made a stop in Detroit, Michigan, in search of their muse for the next legendary Hot Wheels die-cast car. The 25,000-plus unique die-cast models that the company has sold over the past 50 years have been influential, leaving marks on automotive history. Every person recognizes his or her favorite Hot Wheels cars.

In Detroit, a crowd of over 150 pre-selected car owners brought their creations to the show. Only one build will move on to SEMA 2018, where one of the 15 finalists from various cities will be named the next Hot Wheels Legend. Who wouldn’t want their beloved car to be immortalized in a die-cast replica sold around the world?

Iconic life-size Hot Wheels cars were also present in the lot. Perhaps these cars will look familiar. Designed by Larry Wood and built by Action Vehicle Engineering, this Bone Shaker was modeled after the original 2006 Hot Wheels diecast car. It’s an extremely famous design and every passerby immediately exclaimed, “It’s the Bone Shaker!”

Behold, the Deora II, built in 2003 as a modern interpretation of the original Deora, which was a show car designed by Harry Bradely, Hot Wheels’ first designer. This particular concept was designed by Nathan Proch and built by none other than Chip Foose. 

Even though the iconic cars had a nostalgic attraction, hoards of enthusiasts swarmed around the more or less “unfamiliar” cars, such as this Chevrolet Vega RCR built by Byron Burnham with hand-fabricated metal panels and a fiberglass hood.

The Reapers Rejects ride, Hellbound, stood out from the rest of the cars in the lot. Crowds surrounded this car in admiration. So much so, it was difficult to capture clear photos of it, no matter how many times we looped back around. Every bit of this Ed Roth inspired monster rod was hand-fabricated by the Holbrook family. This beast was meant to be made into a Hot Wheels car.

The winner of the Hot Wheels Legends Tour’s Detroit stop was Jeffrey Peterson’s 1947 Chevrolet Crosley Altered Coupe, nicknamed “The Blue Goose.” The car was originally built to race at the launch of the Detroit U.S. Nationals in 1959, and it was the first race car to run down Mid-Michigan’s Milan Dragway in 1962. 

We’ll stop right here because this could go on forever. Every single car was customized in one way or another to each owner’s personal taste, and there was something to love in all of them. The only way to easily describe the show as a whole is by sending you to the photo gallery. Go see for yourself!

We also caught this tour when it started in Los Angeles.

Are you suffering from end of summer despair? Are your swim trunks salty, your forehead sunburnt or, worst of all, is your designated beach ride packing ten pounds of sand? Are there moldy wetsuits and stinky remnants of ten fishing trips lining your truck bed? If you can relate to this struggle know this: 1) you are not alone and 2) Nissan has the solution.

Enter the TITAN Surfcamp, Nissan’s ultimate beachside adventure vehicle. 

Launched this summer in Vero Beach, Florida, the Surfcamp is a conceptual automotive masterpiece created for the avid surfer, fisherman or anyone that digs beach time. Starting with the TITAN XD Diesel Midnight Edition Crew Cab, the truck is powered by a 5.0L V8 Cummins turbo diesel. With a 2,000 lb maximum payload capacity, it can surely handle that enormous fish that you "almost caught."

What makes this concept truck really interesting are the dreamy aftermarket upgrades. From built-in rod holders in the front bumper to Decked bed drawer storage systems, this is no average surf truck.

To help keep sand at bay, the TITAN Surfcamp has an integrated teak wood deck and a Road Shower solar shower system. When you’re ready to head home, don’t panic about your soggy shorts. The Surfcamp’s cab is upholstered in wetsuit material, and heavy duty rubber floor mats flank the interior floors.

If you’re looking to camp overnight, the TITAN’s got you covered. Thanks to the Nitto Ridge Grappler tires, you’ll easily zoom over the dunes, while the ICON Alpha wheels add a studded statement. Loaded on the roof is a hard-sided Freespirit Recreation Elite Series Automatic Tent for surf-side sleeping. Oh, and there’s a Rhino-Rack Batwing awning to keep you from roasting in the heat while you enjoy your hard-earned, post-surf beverage(s). 

What's the bad news? This glorious vehicle is just a concept truck. Surely one could build their own Surfcamp edition, but with the luxe pricetag, it may just be smarter to buy a beachfront condo in Florida.

Like the article? Subscribe to our newsletter to get more sent straight to your inbox!

When it comes to the James Bond film series, it could be argued that Agent 007's cars are just as important to the movies as the man himself. If you've ever watched one, chances are you've fantasized about driving one of Mr. Bond's exotic, gadget-laden automobiles. Well, the folks at Aston Martin are making that dream a reality for 25 lucky customers.

Agent 007 has had a number of specially modified vehicles over the decades, but none are more iconic than the silver Aston Martin DB5 that Sean Connery drove in 1964's "Goldfinger" and several other Bond films. It's this world famous machine that Aston Martin has chosen to sell through its continuation program.

This won't just be any old DB5. Aston Martin will be teaming up with EON Productions on the project, and Oscar-winning special effects supervisor Chris Corbould will oversee the addition of fully functioning 007-inspired movie gadgets.

Aston Martin confirmed the cars will have rotating license plates just as Bond's DB5 did, along with other movie gadgets that haven't been detailed yet. What it has confirmed is that all of the Goldfinger Edition reproductions will be built to the same spec with Silver Birch paint just like the original.

Pricing for the reproductions will come at $3.5 million, with 28 examples total to be built. Two of them will go into the collections of EON and Aston Martin, a third will be auctioned off for charity and the remaining 25 will be available for purchase.

Should you be interested in adding one to your collection, customer deliveries are scheduled to begin in 2020. Here's hoping the ejector seat option will be available in case you ever happen to have an annoying passenger.

This isn't the only fancy Aston Martin we've seen recently. The DB4GT Zagato, 2 VEV was recently sold at Goodwood for a record £10,081,500!

NASCAR has had a long and storied cinematic history, with more than 50 years of flicks dedicated to showcasing at least some aspect of the sport. While some of these movies have used stock car racing as a backdrop to tell a larger (or in some cases, more confusing) story, others dove straight in and made NASCAR the centerpiece of the narrative, evoking the characters and image of circle track racing while attempting to connect with audiences.

Not every effort has been notable—and there are more than a few Cup car duds out there sputtering in the projection booth—but we've put together this list of the eight best NASCAR movies ever to have been released. Let us know if you agree with our choices.

1. Six Pack

"Six Pack" makes the list because of how truly weird everything about this movie is. Released in 1982 when it was still possible to put Kenny Rogers on the silver screen without "The Gambler" playing in the background, it starts with a gang of parentless children working as chop shop car thieves who just so happen to swipe Rogers' stock car engine on his way through their small town.

As you might have been able to predict, Kenny's Brewster Baker character becomes a sort-of father figure to the family of orphans (which includes a pre-fame Diane Lane), who go on be his crew at dirt tracks and even Atlanta Motor Speedway during a sequence that features actual NASCAR footage.

It's an interesting deviation from the norm of most racing films, where the in-car action is balanced out by equal amounts of Kenny Rogers being a gruff and bearded patriarch who clearly doesn't want to have anything to do with any of those pesky kids. It also scored Rogers a number one hit on the country charts with "Love Will Turn You Around," but strangest of all was the TV spin-off version of "Six Pack" starring Don Johnson and Joaquin Phoenix the following year.

2. Speedway

Elvis Presley is another musical icon who kinda, sorta, made a NASCAR movie. Yes, they shot at Charlotte, and there are cameos from luminaries such as Cale Yarborough and Richard Petty, but at its core it's a musical intended to showcase Presley's hips and lips as he croons his way through the pits. It's notable, however, for two things: "Speedway" was Elvis' last musical and it's the only time The King and The King ever shared the same bill.

3. Greased Lightning

It's unclear why Richard Pryor chose to get serious in this film inspired by NASCAR's first black driver, Wendell Scott, but give him credit for turning in a careful and measured performance that illustrated the struggles Scott went through before he was even allowed to race in Grand National competition.

Scott got his start in bootlegging, which is well-represented in "Greased Lightning," including a scene where the driver trades time behind the wheel at a local track for his freedom in a deal brokered to get him probation and the chance to chase his dream. The movie covers a lot of ground, including more than 10 years of Wendell moving up through the various feeder series run under the NASCAR banner, and concludes with Pryor joyously winning his first major victory in the big show.

4. Stroker Ace

The enduring image to come out of this film is Burt Reynolds walking around in a chicken suit, all in a bid to fulfill his sponsorship obligations with Chicken Pit, the only company left willing to front the brash driver the cash he needed to run his NASCAR team after he spectacularly flamed out one too many times.

"Stroker Ace" (which is also the name of Reynolds' character) hails from the same era as Six Pack, which means it plays heavily on the earthy, rebellious image that was associated with NASCAR at the time. That a pair of movies focused on the sport were made in short succession indicates just how close to entering the national consciousness stock car racing was, and this one sticks closer to its subject matter by featuring some of the biggest NASCAR names as supporting players.

Unfortunately, it was a huge flop, and Reynolds would later point to "Stroker Ace" as what cost him the respect of his fans for the remainder of his career.

5. The Last American Hero

There are two straight-shooting, let's-take-NASCAR-seriously flicks on this list, and "The Last American Hero" is one of them. It's as close to a biopic as Junior Johnson (driver, and later team owner) would ever get, and it delves deep into the bad boy image of "Junior Jackson," a bootlegger turned racing impresario. It also includes one of the most realistic depictions of the sport ever put on film, especially at the time of its release in 1973.

Johnson lauded the film for its portrayal of his early efforts in NASCAR. Its star, Jeff Bridges, also laid the foundation for his brother Beau Bridges' major role opposite Richard Pryor as a Grand National driver in "Greased Lightning."

Another Hollywood connection? "The Last American Hero" took its inspiration, and title, from a magazine piece published in Esquire by Tom Wolfe. Nearly 40 years later, another major racing movie, "The Fast and the Furious," would follow a similar trajectory, lifting its concept from an article called "Racer X" by Ken Li that was published in Vibe.

6. Cars

Sure, it might be a little too long, sagging in the middle under the weight of its small-town automotive ennui, but "Cars" goes deeper into NASCAR history than you might expect for an animated movie aimed at kids. We get anthropomorphized vehicles based on the Hudson Hornet (an early Grand National powerhouse), Richard Petty, the GM G-bodies that were a force in '80s Cup and voice cameos from Darrell Waltrip, Mario Andretti, Humpy Wheeler and Dale Earnhardt Jr. Michael Schumacher must have wondered why his agent said yes to this decidedly stock car-focused effort.

7. Days of Thunder

Perhaps the most divisive movie about NASCAR ever released, "Days of Thunder" brought Tom Cruise's massive star power to the circle track and introduced an entire generation of new fans to stock car racing. Like "The Last American Hero," it also has the benefit of taking NASCAR seriously, rather than using it as a backdrop for an array of tangential subplots.

That being said, this is still a movie from the Don Simpson/Jerry Bruckheimer oeuvre, which means melodrama, plenty of spectacular high-speed wrecks and ultra-stylish directing from the irreplaceable Tony Scott. Some of Thunder's lingering contributions to pop culture include the main character's name (Cole Trickle), competitive Cup cars being built in old barns, a wheelchair race that leads to a rental car smash-up and of course, the notoriety of being the film that introduced future wife Nicole Kidman to Mr. Cruise.

Fun fact: all the cars raced by characters in the movie were built by Hendrick Motorsports, and the footage of them on the track was filmed by putting several pro NASCAR drivers, including Bobby Hamilton, Greg Sacks, and Hut Stricklin, behind the wheel during actual Cup competition.

8. Talladega Nights: The Ballad of Ricky Bobby

As entertaining as "Days of Thunder" is, who says you have to keep a straight face to make a great racing movie? "Talladega Nights: The Ballad of Ricky Bobby" is bar-none the best portrayal of NASCAR to ever hit the big screen.

Released in 2006 at the height of NASCAR's mainstream popularity, Talladega Nights was perfectly timed to both lampoon and celebrate the culture that had sprung up around the sport. Forget the southern stereotypes of old. Director Adam McKay and star/writer Will Ferrell were far more interested in examining the effects of sponsorship-driven consumerism, the impact of overnight success and the dumbing down of the sport that had already driven away many diehard fans.

It also helps that the film is incredibly funny, thanks in large part to star turns from John C. Reilly, Sacha Baron Cohen and Leslie Bibb, as well as a whip-smart script that lodged countless catchphrases and set pieces into the popular consciousness. Not convinced? How many other racing movies feature a scene where the main character has to overcome his fear of crashing by driving a classic muscle car with a live cougar in the passenger seat beside him?

These aren't the only movies to feature some awesome cars. We also have a list of 5 movie Mustangs you might have missed.

They sport 130mm turbochargers that produce triple-digit boost. They’re propelled by 680 cubic inch engines that belt out more than 3,000hp. They impress everywhere they go. They’re called Pro Stock tractors, and they are the kings of the dirt—the 10,000-pound wheels-up wonders of the sled pulling world. Hardly resembling the machines they were when they left the assembly line and no longer performing their intended duties on the farm, these babies are built for one thing and one thing only—lugging a 20-ton, weight-transferring hunk of iron as far as possible.

Each summer, thousands of fans pay good money to watch them storm down the track in 15-second, 300-foot intervals. At any given event, these ground-pounding machines often serve as the headlining act—the show people most want to see. John Deere green rules the roost these days, albeit with select Case IH, Massey Ferguson and even Minneapolis Moline candidates scattered in between. With their front tires hovering above the ground, the steering handled via foot brake and the engine running on the absolute ragged edge, it’s a wild ride for both competitors and spectators. For the drivers that are fortunate enough to pilot these behemoths, there is no other adrenaline rush like it.

To find out what makes these Pro Stock monsters tick, we’ll give you the powertrain lowdown, a glimpse at the rulebook and a taste of who the top-running tractors are in 2018.

Tinker Toy John Deere

Don Masterson is no stranger to the podium, having won the prestigious Championship Tractor Pull at the National Farm Machinery Show on three occasions (including 2018), earning a Bowling Green ring and accumulating countless wins over the past 40 years of seat time. He and his “Tinker Toy” John Deere are currently sitting at the top of the Pro Stock heap in the Lucas Oil Pro Pulling League series. It’s a position that doesn’t come easy, especially when you’re competing against the hardest-running tractors in North America. At the present time, there are three competitors within immediate striking distance of Don’s points lead, and he’ll be trying to hold them off for the last three hooks of the season.

Trailblazer Massey Ferguson

Campaigning a V8 in an I6 world can be a bit lonely—but Dan and Travis Kuhns, a father and son team from Arthur, Illinois, don’t seem to mind. They’ve been fielding an eight-cylinder, Perkins-powered Massey Ferguson for more than a decade. Fittingly named “Trailblazer,” the 8480 Massey represents something completely different in a class dominated by John Deere. But the Kuhns’ one-of-a-kind machine does more than simply look and sound unique. Thanks to its approximate 3,500hp, it can run neck-and-neck with the heaviest hitters in Pro Stock, having made a run for the PPL title in 2016. We’re told the 640 ci V8 was originally sourced from a combine application (specifically a White/Massey 9720) and that, due to aftermarket blocks not being allowed for V8s in the Pro Stock class, the Kuhns keep several core blocks on hand at all times. To see (and especially hear) this truly unique tractor in action, watch this video.

Beyond Limits Massey Ferguson

This Massey Ferguson isn’t V8-powered, but it’s a nasty-running machine nonetheless. Dustin Hart drives the tractor owned by Hart’s Diesel & Machine, a company from Fayette, Missouri that specializes in competition turbo and injection technology. Named “Beyond Limits,” the 8737 model Massey has two wins under its belt in 2018 and is currently sitting fourth in the overall points chase. Hart’s tractor and those like it carry anywhere from 4,500 to 5,500 rpm going down track, and some of them are wound up as tight as 7,000 rpm before they leave the starting line!

680 Cubes

Per the Lucas Oil Pro Pulling League rulebook, Pro Stock engines can displace as much as 680 ci, and most competitors opt for a John Deere inline-six as their foundation. A maximum of eight cylinders can be run, but as we alluded to already, there are very few V8s competing in Pro Stock. Aftermarket replacement blocks are permitted, but with certain stipulations (six cylinder only, derived from a two-wheel drive tractor, camshaft in the factory location and final approval from an official before assembly). To keep the top (combustion) portion of each cylinder from distorting, a one-inch thick deck plate is utilized. Down below, a girdle or bed plate is typically employed to eliminate movement in the crankshaft. Billet-steel or aluminum cylinder heads are allowed, with many being equipped with massive, 2.5-inch diameter intake valves and sizeable intake and exhaust ports. Aftermarket rods, pistons and wild profile camshafts are par for the course, as well.

Any Size Single Turbo

Pro Stock engines are limited to one turbocharger, but there is no restriction on its size. This means you can go as big as you want—and most do. How does a charger with a 130mm (5.2-inch plus) compressor wheel sound? These exotic turbos are often Holset-based, equipped with ball bearing center cartridges and can spin 100,000 rpm while producing well north of 100 psi of boost. Columbus Diesel Supply is the big game in town as far as Pro Stock turbos are concerned, but we’ve seen Hypermax cast into a few compressor covers in our day, too.

Billet B.A.-ness

For all the fueling the engine will ever need, the Billet Sigma from Columbus Diesel Supply answers the call. A step beyond its 16mm Sigma pump, the inline mechanical injection pump’s body is machined from billet-aluminum, features 17mm plungers and barrels and a proprietary custom grind billet camshaft. It can support more than 3,000hp when used in conjunction with the right injector and airflow combination (which is often the case in Pro Stock). The only real stipulation in the injection pump section of the Pro Stock rulebook is that the pump must be mounted in the factory location.

Extensive Water Injection Systems

As is the case in most diesel tractor (and diesel truck) pulling classes, diesel fuel is the only accepted fuel. However, water-injection is permitted (along with intercoolers) for the sole purpose of cooling. That means no combustible agents can be present in the water being injected (such as methanol). As a result, elaborate water injection systems are employed to keep in-cylinder heat from melting pistons or causing other internal catastrophes. The benefits of running water injection are two-fold: First, you get cooler exhaust gas temps for improved engine longevity, and second, the cooler intake temps make the incoming oxygen more dense, which means additional horsepower. It’s common to find half a dozen or more nozzles scattered throughout a Pro Stock engine’s intake tract.

Pre-Turbo Water Injection

Oxygen that’s compressed to more than 100 psi heats up in a hurry. We’re talking 500 degrees F or warmer heading toward the cylinder head and a compressor wheel that’s at risk of distorting from the heat and stress. To keep intake temps lower, denser and more horsepower-friendly—along with keeping the compressor wheel safer—many competitors inject water pre-turbo, spraying H2O directly across the blades of the compressor wheel.

Dry Sump Oil Systems

Virtually no different from any other form of extreme racing, engines employ dry sump oil systems with multiple scavenge and pressure stages for optimum lubrication and reliability. In order to protect the expensive components attached to the engine, many competitors run separate oiling systems for the engine, turbocharger and even the injection pump. This keeps the $15,000 turbocharger safe in the event of an engine failure and vice versa.

10,000-Pound Weight Maximum

With most (if not all) Pro Stocks sitting on chromoly tube chassis frames these days, a lot of weight can be added in critical areas. Competitors can add suitcase weights (such as what is pictured above) up front, on the sides or at the rear of the tractor, so long as there is ample clearance between them and the draw bar in the rear. In seeking the perfect weight distribution for optimum traction, it’s not uncommon for competitors to reposition weights while waiting in line to pull. Because this type of alteration is plainly visible to other competitors, a bit of hoodwinking is also known to occur, where some weights are nothing more than fiberglass or aluminum replicas. For a more “hidden” approach, chassis builders often include what is known as “belly weight” inside the frame of the tractor.

A Wild Ride Deserves a Cage

Although a myriad of safety measures have to be adhered to in the Pro Stock class, this is perhaps the biggest: rollover protection. All roll cages must meet SFI Spec 47.1 in order to be legal on the pulling track. Other safety regulations dictate that exhaust exits vertically, there be a driver-operated air shut-off, a rear-mounted kill switch and a driver restraint system that meets SFI Spec 16.1.

Out-of-the-box Thinking Offers the “Edge”

You won’t find any shortage of innovation in the Pro Stock class, or tractor pulling in general for that matter. When every inch counts, pullers often experiment with different things. For example, a set of air springs were first utilized on the front of Brad Moss’ "Young Buck" Pro Stock John Deere back in 2010-2011. His intention was to keep the chassis from unloading the rear tires when the front end bounced during the course of a pull, as each time the rear tires break traction or unload, precious distance is lost. Brad’s tractor has been a forced to be reckoned with ever since, and he even took home the PPL Pro Stock championship in 2017.

Want to see a massive truck puller? We profiled a Cummins-Powered Third Gen Chevy that dominates in the dirt.

For those of you just tuning into the series, My Drift Car Challenge is a pretty unique concept where people are invited out to see if they can drift their own car better than resident pro Matt Powers. That’s right, the Heartbreak Kid could potentially beat the car owner in their own car. Judging is fairly standard for drifting. Angle, line and style are all tallied up to see who can get the highest score.

In this episode, Roy Cardoso takes his Auto Collect Storm S13 hatch to Grangé Motor Circuit to see if he can best Matt Powers on a four corner drift course. Ex-Formula Drift driver Robbie Nishida will be judging the runs. Not only does Robbie know how to control a drift car, he also judges for Formula D Japan, so he knows a thing or two about drift scoring.

Roy’s 240SX has all the right parts from Japan: Gram Light wheels, Car Modify Wonder body kit, Thrash Racing seats, an SR20 with an upgraded Tomei turbo and it’s all wrapped in a set of Nitto NT05s. Who will win this round of My Drift Car Challenge? Tune in and find out!

Do you like this S13? We found one with an LS-swap that can actually pass California smog!

Don't look now, but IMSA is fast becoming the most exciting professional racing series in the U.S.

With the OEM involvement and world-class performance of its SportsCar Championship prototype and GT-class race machines; to the relatability and relevance of the race-tuned, production-bodied cars of the SportsCar Challenge, Porsche GT3 Cup, Lamborghini Super Trofeo and Ferrari Challenge; to the insanely close level of competition among cars and drivers in all classes; IMSA delivers on all fronts.

There has been more participation and viewership than ever in 2018, big plans have just been announced for the future, and things look bright for one of the world’s strongest and fastest-growing racing series. We caught up with the action during IMSA's most recent stop at Road America in Elkhart Lake, Wisconsin, and got a good dose of the best prototype, GT and door-slammer racing around. Here are the ten things that impressed us most.

1. Just Barely Missing the Win

Road America is a long, harsh racetrack, and quite often winning strategies involve running on the ragged edge in terms of balancing speed, fuel economy and tire degradation. Mazda Team Joest had been doing a very good job of managing all that throughout the event’s main two-hour, 40-minute race of the WeatherTech SportsCar Championship and gradually climbed into third with its no. 55 2.0L Mazda DPi prototype, driven by Jonathan Bomarito.

When the two lead cars pitted for a splash of fuel with only about three minutes of racing left, Mazda was left leading the pack with very little fuel of their own and a difficult decision: pit now and hope to rejoin in fourth or fifth place, or push on and hope for a full-course caution (where drivers must slow and maintain position). With nothing to lose, they opted for the latter, but the yellow flag never came. They nearly ran out of fuel, pitted for a splash and finished in eighth place. It was a great gamble that, sadly, didn’t pay off.

2. Running out of Gas After the Finish Line

When Mazda made its pit for fuel, the no. 54 CORE Autosport Oreca LMP2 car gained the lead. Colin Braun collected the team’s second-straight victory of the season and then ran out of fuel on the cool-down lap. If that doesn’t convey just how closely these drivers toe the line, we’ve got one more for you...

3. Running out of Gas Before the Finish Line

After running very fast throughout practice and eventually gaining a hard-fought lead in the GTLM class of the WeatherTech race, the no. 25 BMW Team RLL BMW M8 of drivers Alexander Sims and Connor De Phillippi also ran dry with just minutes remaining, no doubt also gambling on a yellow flag that never came. It would’ve been the team’s first win of the season, but resulted in a sixth-place finish when the car couldn’t make it back to the pits for more juice.

4. Returning to the Winner’s Circle

Christina Nielsen was on a warpath in 2016 and 2017, winning the GTD class championship behind the wheel of the no. 63 Scuderia Corsa Ferrari 488 GT3, with multiple wins and podium finishes. She teamed up with Porsche factory driver and Luftgekühlt co-creater Patrick Long for the 2018 season, helming the no. 58 Wright Motorsports Porsche 911 GT3 R, but hadn’t found victory until the Road America round.

As the only team to pit twice for driver changes, Nielsen brought the car in just ahead of a full-course caution, where Long jumped in and re-joined in second. Once out on the track, he made a clean pass for the lead and brought ‘er home for the team’s first win. We suspect there will be many more to come.

5. Swapping an Entire Chassis

Per IMSA rules, teams are not allowed to substitute spare cars for their race cars when one becomes damaged beyond repair. That said, a team can completely strip a car down to the metal and rebuild it around an all-new chassis, since that’s arguably only one component.

After a gnarly crash during the first practice session Friday morning, Mercedes-AMG Team Riley called in a new chassis, swapped existing and replacement parts over from their totaled no. 33 machine, qualified to start the race in fifth position and finished fifth, despite some further contact and a drive-through penalty.

6. Crash, Rebuild and Nearly Win

With three wins this season, the no. 60 Roush Performance/KohR Motorsports Ford Mustang GT4 team of Kyle Marcelli and Nate Stacy had a good season and comfortable GS class championship points lead coming into Road America. That is, until Friday’s practice session forced them into the pits, too, thrashing to get their car back together for Saturday’s qualifying session and race.

Despite qualifying and starting the race a distant 16th in class (the car no doubt not in optimal shape), their perseverance paid off as the team climbed into second position. However, they were forced to pits for tires and fuel in the final ten minutes of the race. They would finish 13th, relinquishing their grasp on the championship. At least, for now. 

7. Crashing in the Final Minutes

If you think that’s painful, you should have a chat with the no. 76 Compass Racing McLaren GT4 team of drivers Matt Plumb and Paul Holton. They set the pace during the first practice session, qualified on the pole and led the race by a healthy margin for most of its final hour.

However, in the final few minutes, just when it seemed like a win was in the bag, Plumb and his McLaren went into the barrier at the track’s infamous Canada Corner, leaving him unable to continue. This cleared the way for Trent Hindman and the no. 7 Volt Racing Ford Mustang GT4 to claim their first victory.

8. Porsche GT3 Cup Dominance

In spec racing, where all cars are mechanically identical or very similar, wins often boil down to which driver feels most comfortable at a track and/or qualifies on the pole. Two races of the Porsche GT3 Cup Championship were fought along the 14 turns and 4.048 miles of Road America’s rough asphalt, and Zach Robichon qualified first, led each lap and collected the win from within his no. 19 Moorespeed 991 Porsche 911 GT3 Cup car in both of them.

Anthony Imperato, in the no. 91 Wright Motorsports 991 Porsche 911 GT3 Cup car, gave Robichon the closest run for his money by finishing second in the first race by a scant 0.955 seconds, but just couldn’t catch this weekend’s maestro.

9. A Charging Herd of Lambos

Sure, you might call Porsches more mature or practical, and Ferrari might have a longer and more storied racing lineage, but Lamborghinis always turn heads on the street. Now they’re making some serious waves in the racing world with Squadra Corse and Super Trofeo. 

The Lamborghini Super Trofeo series for North America races at select IMSA events, and its Huracán Super Trofeo EVOs are every bit as potent and reliable as any other machine taking the grid on a race weekend. They run lap after lap, session after session at a world-class pace without a hiccup—save for those fiery ones that love to pop out in the braking zones. We could watch, hear, and feel their 90-degree V10s thundering through Road America’s lush greenery all day, any day.  

10. Street Tuner Class to Exit, Prototypes to Split Up for 2019

IMSA took some time during one evening of the event to host a “State of the Series” address and announce some developments for 2019. Chief among them was that after 2018, SportsCar Challenge competition will only include the Grand Sport and TCR classes, and that the Street Tuner class will not return. With the rising popularity and OEM support of the FWD, 2.0L turbo TCR class (and its increased performance over ST), it seems that the ST class has run its course.

It was also announced that prototype racing will split into two separate classes, Daytona Prototype international (DPi) and Le Mans Prototype (LMP2), with the latter becoming a true pro-am series. 2019 will also be the start of a six-year partnership with NBC to televise races across NBC, NBCSN and CNBC.

Whether you're into imports, Euros, domestics, full-on race machines or modified road cars—or just the drama and raw emotion of some of the world’s closest wheel-to-wheel competition—IMSA has you covered.

Check out our gallery below, and if you like this article, subscribe to our newsletter to have more sent straight to your inbox!

In 2018 we are fortunate enough to live in a time when cars have never been better, particularly when it comes to American performance machines. Whether it’s Ford, Chevrolet or Dodge, the current offerings in the V8, rear wheel drive performance car market are better than ever.

Take the perennial favorites, the Ford Mustang and Chevrolet Camaro. The S550 Mustang and sixth generation Camaro both are as great as they’ve ever been, with loads of horsepower, refined driving manners and world class handling—all for reasonable prices. Personal preferences aide, it’s really hard to find fault with either.

Then there’s Dodge. Whether it’s the two-door Challenger or the four-door Charger, the current crop of Mopar performance cars have established their own unique identity. While GM and Ford have been relentlessly going at each other’s throats with track-honed pony cars, Dodge has directed its focused on the traditional muscle car formula, with lots of Hemi power and tire smoking fun.

Looking for a Family Car

You really can’t go wrong with any of them, but one thing the Dodge offers with its performance cars is much more practical interior layouts and passenger space. For someone without kids to haul or someone just looking for a weekend toy, the Camaro and Mustang are excellent, but they aren’t quite ideal family cars.

Dodge of course offers the Charger as a roomy four-sedan with a big back seat and a variety of V8 engine options. Even the two-door Challenger is surprisingly roomy inside, with a backseat capable of handling full-sized adults and more importantly, bulky child seats. It comes with AC vents for the rear passengers, which is something many sedans and SUVs don't even have.

This was one of the biggest selling points for the Challenger when I started looking for a rear-wheel drive car with a manual transmission that could serve as a burly, fun enthusiast machine but could also handle the rigors of dad duty. Naturally, the four-door Charger would have been even better as a family hauler, but sadly, that car is automatic-only.

The Sweet Spot Between Want and Need

This is how a 2018 Dodge Challenger R/T 392 Scat Pack made its way my the garage. While the 707hp Hellcat is an absolute beast of a car, the 485hp, naturally aspirated 6.4L cars are the sweet spot of the Challenger lineup. Their MSRPs are substantially lower than the Hellcats, and that's before you factor any of the common rebates and discounts.

This particular car is a low option R/T Scat Pack with Alpine audio as the only add-on, but even in base form these cars come quite well equipped. Inside there’s the convenience of Apple CarPlay and Android Auto, a back up camera with parking sensors and plenty of the other amenities that modern cars spoil us with.

It’s the mechanical goodies that impress most, starting first and foremost with the 6.4L Gen III SRT Hemi under the hood. While the Challenger and it’s LX platform underpinnings weigh more than rivals from Ford and Chevrolet, the mountain of torque and 485 ultra accessible horsepower help put it right on par with the competition in terms of raw acceleration.

Breathing through a standard active exhaust system, the big V8 puts a massive smile on your face every time you fire it up. Better yet, my 16-month-old son let’s out a hilarious giggle every time he hears it rumble to life. You gotta get them started early!

Then of course there’s the Tremec TR6060 six-speed transmission, which adds a whole layer of fun on top of the things. Prior to getting the Challenger, I test drove a Charger 392 with the more common ZF eight-speed automatic, and while it’s a fine gearbox, you just can’t beat the satisfaction of rowing your own. Had Dodge offered the Charger with a manual, that would probably be the ultimate combo, but that doesn't appear to be cards.

The Scat Pack also includes Bilstein dampers and four-piston Brembo brakes all around. They aren’t quite as serious of the adaptive dampers and six-piston Brembos on the SRT models, but they certainly help the car handle and stop quite well for its size.

Fun Without Sacrifice

After a few weeks of ownership, the car has made good on its promise of smoking tires, banging gears and soaking up highway miles with ease—all with the comfort and space that’s closer to a family sedan than a pony car. Even the trunk is big enough to swallow my son’s stroller and whatever else we may need to bring along with us.

Unlike many brands, Dodge offers a pretty large choice of colors on the Challenger, but being a huge fan of Kowalski's white Challenger in the cult 1971 film Vanishing Point, "White Knuckle" was any easy choice here.

Having a child can often mean having to give up the kind of cars we love, but fortunately, there are plenty of choices out there that can be both fun and doable with the little ones. Sure, the two-door layout on the Challenger requires a little more effort from daddy, but otherwise the Dodge is quite practical for what is.

Complimentary Project Car

In my case, the Challenger is the perfect compliment to my 2017 Golf GTI that also delivers a fun, yet completely different kind of driving experience while still being friendly for family use. The plan for now is for dad to drive the Challenger and mom use the VW as her daily commuter. Because who needs one of those crossovers that everyone is buying these days?

So what’s next for the Challenger? While the R/T Scat Pack is great value off the showroom floor, there’s always room for improvement in both the performance and aesthetics departments. It’s certainly not lacking in terms of power, so the powertrain will likely stay mostly stock, or close to it.

Wheels and tires, however, are one place where there’s lots of room to upgrade. The factory-equipped 245 width all season tires are great for burnouts, but not necessarily for spirited driving, so wider, grippier rubber is going to be a must, along with some appropriate wheels.

Having recently delved into autocross and track days in the GTI, I’m also interested in seeing how this thing does in those environments. Sure it probably won’t ever have the elite handling of a 1LE Camaro or GT350 Mustang, but there’s plenty of suspension and chassis work that can be done to improve its reflexes—and learning to hustle the big machine around the corners could prove to be an enjoyable challenge.

Most of all, after having seat time in both the Camaro and Mustang and then having lived with the Scat Pack for a few weeks now, I’ve realized that the Challenger may truly be the last traditional American muscle car, now that Camaro and Mustang have shifted more toward the sports car side of things.

Sure, it may be a heavy, aging platform that lacks the sophistication of Ford and GM’s latest performance machines, but the big Dodge makes up for it with a familiar, easy to live with interior, a fun-loving personality and a whole bunch muscle car soul. Now it’s time for some Hemi-powered adventures!

Want to know if the Scat Pack or Redeye is better for you? We took both out onto the track!

Import/export laws have been responsible for all manner of unusual situations in the automotive world, from the Chicken Tax keeping much of the world's compact pickups out of the U.S. market for decades (and inadvertently creating the Subaru Brat), to China slowly creating an EV-only market within its borders.

One of the more unusual footnotes in muscle car history was also the result of trade tariffs, this time between Canada and the United States. Levies and fees imposed on automobiles built outside of the Great White North had forced some automakers to get creative, with both Ford and General Motors creating Canada-only brands that mixed and matched drivetrains, styling and features from many of their American models to suit buyer needs and keep pricing reasonable.

The ultimate manifestation of this strange automotive genesis was the Beaumont SD, a high powered Canuck interpretation of the Chevrolet Chevelle SS that is one of the rarest examples of V8 supremacy from the classic muscle era.

Mixing the Breeds

First, a little more history. The Beaumont name dates back to the early-'60s when it was a sub-model of the Acadian, another Canada-only GM brand that was sold at stand-alone dealerships or those that had been "twinned" with Buick-Pontiac. The Acadian was itself based largely on the Chevy II, but the Acadian Beaumont eventually stepped up to the mid-size A-body platform that was used to underpin the Chevelle.

For the most part, the cars were similar, but by the time the A-body rolled around, the Beaumont had a distinct personality separating it from its American cousin, including a unique grille and tail lights, an interior borrowed mostly from the Pontiac LeMans and a few other Pontiac-specific trim bits sprinkled throughout.

The cross-pollination continued under the hood, where the Chevy engines plied their trade. Due to existing Canadian regulations at the time, a number of other small changes from the standard Pontiac/Chevrolet playbook were baked in to satisfy rules about how much Canada-specific content had to be included with the car.

Out on Its Own

It wasn't long—1966, in fact—before the Beaumont had shed its Acadian moniker and was a full-on brand of its own. It was at this point that things began to get interesting for high performance fans, as the Beaumont Sport Deluxe, or SD, coupes added the 396 ci Chevy big block V8 to the order sheet.

It's important to make a distinction here, because while the very first year of Acadian Beaumont production (1962) also offered a Sport Deluxe, they were more luxury than speed-oriented, and could only be had with a six-cylinder engine.

The later examples, after the move to the A-body, were based on the Beaumont Custom Sport Coupe trim, originally as a package called the Sports Option and then later as its own Sport Deluxe model. In addition to its 350hp motor, the SD 396 offered bucket seats and a number of other interior upgrades, along with graphics similar to what one might find on a Chevelle SS 396.

The Beaumont was, of course, offered with a full range of six and eight-cylinder engines between '66 and '68, including the 327 ci and 350 ci V8s. By the end of the decade, however, the SD396 was the only Sport Coupe Beaumont money could buy, and the Beaumont had disappeared from the market completely by 1970 (after the adoption of the APTA agreement had erased automotive trade tariffs between the two nations).

Hen's Teeth

Only 72,000 Beaumonts were built across its roughly eight-year production span, and far, far fewer than that were big-block SDs, making the Beaumont Sport Deluxe one of the rarest muscle cars ever to leave a GM factory (with under 2,000 coupes and convertibles thought to have been produced).

For those seeking the rarest of the rare, there's also the Conroy Cheetah, a 10-unit run of Beaumont SDs featuring L72 427 ci V8s rated at 450hp (matched with four-speed manual transmissions and 12-bolt Positraction rear ends) that were put together by Conroy Pontiac-Buick, which could be thought of as Vancouver, British Columbia's answer to Yenko.

Still, almost any Beaumont is bound to raise eyebrows south of the border, where its oddball mix of Pontiac and Chevy styling stand out from the Chevelle SS pack.

While the Beaumont is rare, there are a bunch of other classic big blocks that you can find easily and buy cheaply.

Every year when Monterey Car Week comes around, another batch of wholly unattainable cars goes up for action, to be sold to celebrities and anonymous buyers. This year was no different, except that a few records were set for just how much those people paid for these cars. Below, we’ve gathered twelve of the most expensive from the weekend. While the list is pretty diverse, in both time period and manufacturer, one thing is clear: When it comes to classic, collectible cars, Ferrari reigns supreme.

1. 1962 Ferrari 250 GTO: $48,405,000

This car didn’t just set the record for most money spent on a car sold at auction; it annihilated the previous record by over ten million dollars. Oh, and the car it beat? It was another 1963 Ferrari 250 GTO. The prices for this car may be insane, but it makes some sense, considering that for a car this gorgeous, only three were ever made. 

2. 1935 Duesenberg SSJ: $22,000,000

This car also set a record at Monterey, this time for an American car at auction. While 400hp is considered pretty fast now, it was unheard-of in 1935. In fact, no car on earth passed its power output for over 15 years. Created as a last-ditch Hail Mary to save the company, this one of only two SSJs ever produced may not have provided enough publicity to achieve its goal, but it became an icon of American automobiles in the process. It’s the quintessential brightly burning star. 

3. 1963 Aston Martin DP215 Grand Touring Competition Prototype: $21,455,000

Who wouldn’t want to own a piece of Le Mans racing history? This one-off Aston Martin was developed to compete a Le Mans, where in 1963, driven by Lucien Bianchi and Phil Hill, it reached 198.6 mph on the Mulsanne Straight. If it looks like it hasn’t changed a bit since it raced at Le Mans, that’s because Ted Cutting, the original designer, was consulted during the restoration. 

4. 1966 Ford GT40 Mk II: $9,795,000

Another extremely expensive piece of Le Mans racing history, this Ford finished third overall at the 24 Hours of Le Mans in 1966, and has been piloted by the likes of Ken Miles, Richie Ginther, A.J. Foyt, Mark Donohue and Peter Revson. Not bad company to put yourself in. Plus, who wouldn’t want to drive an old-school race car in that slick gold color?

5. 1955 Ferrari 500 Mondial Series II: $5,005,000

Would you purchase a banged-up, five-year old Ferrari for two-thirds of your yearly salary and fix it with your own time and money? Robert Phillips did, and then went on to own it for the next 58 years, which is a record for longest continuous ownership of a competition Ferrari. This wasn’t an investment. It was a labor of love. 

6. 1957 Porsche 550A Spyder: $4,900,000

If you’re looking for a vintage racecar you can actually race, this might be the best one you can find. While at 135hp, it may not have top-end power anymore, it’s perfect for cruising at vintage racing events with the your insanely wealthy buddies. With extensive documentation of its racing history throughout the decades, it’s all but begging you to get behind the wheel to add your chapter to it. It certainly has a hold on us.

7. 1998 Mercedes-Benz AMG CLK GTR: $4,515,000

There were a ton of expensive Mercedes sold at this year’s event, but none look as wacky and captivating as this one. Designed to compete in the FIA GT1 class, 25 examples were made to remain compliant with FIA rules. This means that it was essentially a racecar you could drive on the road. However, its previous owners didn’t do much road or track driving with it, as it has less than 1,500 km on it. We can think of a few ways to add to that number.

8. 1934 Packard Twelve Individual Custom Convertible Victoria by Dietrich: $3,745,000

When we think of custom body modifications, modern tuner cars are probably the first that come to mind, but they weren’t the first to do it. The Dietrich custom fenders on the “ultimate” Packard chassis, the Eleventh Series Twelve of 1934, were enough to make it one of the most valuable cars at Monterey. What modern-day body kits might be worth this much in nearly a hundred years? 

9. 1948 Alfa Romeo 6C Competizione: $3,525,000

This car is a bona-fide, real-life barn find. After a short but successful racing career, it was sold to a Swiss car collector, who promptly parked it a leaky barn for the next 30 years, until it was found and photographed by Herbert W. Hesselmann for his book, “Sleeping Beauties.” Since then, it has been bought by a few different owners who have restored it back to its former glory.

10. 2014 Ferrari LaFerrari: $3,305,000

Considering that most of the cars on this list are at least 40 years old, a car this new and advanced looks a bit odd. Plus, how could its value have gone up so much in so little time? It makes a lot more sense when you realize that the proceeds went to the College for Creative Studies in Detroit, Michigan. Talk about a nice tax writeoff. Also, the fact that it hasn’t been driven since it was bought is a nice bonus.

11. 1937 Mercedes-Benz 540K Sports Roadster With Coachwork by Mayfair: $3,277,500

Can you imagine ordering this car, having it shipped to you and then not taking it? So goes the legend of this car’s birth. Supposedly, a young prince ordered two cars, this and a Lagonda, and when the Lagonda arrived first, he took it and left the Mercedes. Regardless of whether or not that’s true, it really did have this bright red color, making it flashy in any era.

12. 1971 Lamborghini Miura P400 SV: $2,177,500

Do you know what makes this Lamborghini so expensive? Air conditioning. We’re not kidding. At a price of $555 dollars at the time, only 30 were fitted with the add-on, and of those only 11 were single-sump Miura SVs. Sure, this makes it rarer and therefore, more valuable, but what about how much it improves the quality of life of the driver? All of the cars on this list look great, but only a few would actually be comfortable to drive. That has to be worth something.

Like the article? Subscribe to our newsletter to have more sent straight to your inbox!

For three days a year, Terre Haute, Indiana, becomes horsepower central. For over twenty years, the Scheid Diesel Extravaganza has brought together diesel enthusiasts of all types. With the event hosting sled pulling, drag racing, a show and shine, dyno and vendor showcase, there’s plenty to keep you busy. While we’ll have a full recap of the event coming for you soon, we’ve put together the video above to highlight some of the incredible action from this year’s show.

Be sure to check out highlights from last year’s event too!

Road Atlanta: 2.54 miles, 12 turns and 125 feet in elevation change, providing a venue for everything from NASCAR and IMSA to AMA Superbikes, Formula Drift, The Mitty and Petit Le Mans. This summer marks the third time Gridlife has joined the ranks of Road Atlanta's event alumni, and there's no signs of this train slowing any time soon.

After roll-in and safety checks on Thursday, the Gridlife pits opened up to a bright and surprisingly chilly Friday morning in Georgia. Golden light poured over the dew-covered tents and EZ-UPs along the front straightaway of Road Atlanta, revealing the builds that had traveled from far and wide to smash time attack records, smoke tires and look good for the crowds of photographers lining the track.

A revolving door of scheduling meant a nearly nonstop line of cars on track throughout the weekend. Not counting the delays from wrecks, there were nearly 10 hours of driving to be had by time attack and drift drivers on Friday and Saturday, and about eight hours on the shorter Sunday schedule. Every time a group needed to come in to cool off, rest and refuel, a new run group of drivers were on grid to take their place.

Come Friday and Saturday night, the crowds moved to the Main Stage for 10 different musical acts, five each evening, before heading off to the hillsides full of camping tents and RVs to party on and eventually get some sleep before the next day's festivities.

All Sunday, the pits slowly cleaned up and emptied out, with some drivers sticking around for the final open time attack run group and last drift sessions of the weekend. It's hard to overstate just how much concentrated automotive lifestyle is contained in three days at Gridlife: racing, wrenching, drifting, networking and partying. It's nigh impossible to fully capture it in word or photo. That being said, hopefully this mega gallery will be the final push some might need to make their pilgrimage out to the next Gridlife!

Flip through the gallery above and don't miss all the action from Gridlife Midwest!

If ever there was an event that encapsulated the diesel enthusiast culture to a “T,” the Scheid Diesel Extravaganza would be it. The three-day spectacular celebrates all things compression-ignition, from classic diesel repowers to wild engine swaps, the fastest eighth-mile drag racers in the country, 1,000hp street trucks hitting the dyno, the latest and greatest parts in the industry and the best truck and tractor pulling action this side of anywhere. The latter activity’s roots can be traced back to the inaugural event in 1997, where (believe it or not) trucks were hooked to the sled behind the Cornerstone Christian Church in Effingham, Illinois. Now held in the much larger venue of the Vigo County Fairgrounds in Terre Haute, Indiana, the event’s truck pulling lineage lives on in the form of the prestigious two-day truck and tractor pull sanctioned by the Lucas Oil Pro Pulling League, which remains the biggest draw for Extravaganza-goers.

Of the more than 10,000 fans that pass through the gates, most of them make their way to the oval track grandstand on Friday and Saturday night to take in what is often referred to as the Super Bowl of diesel truck pulling. Heck, even competitors that aren't associated with PPL as a sanctioning body drive hundreds of miles to compete here for a shot at glory. For 2018, some 200 vehicles went on the hook each night, with everything from 800hp pickups to 20,000-pound semis giving the iron sled a 300-foot ride through the dirt. The following recap represents the best photography and the most intriguing stories we were able to glean from this year’s show. If you could only attend one truck pull next summer, make sure this is it. Trust us, you won’t find this kind of championship-caliber competition anywhere other than the Scheid Diesel Extravaganza.

It’s Kind of a Big Deal

Due to all qualifying rounds being canceled for the Limited Pro Stock and Pro Street diesel truck classes on account of daytime rain, a much larger nighttime pull was on tap in 2018. The end result of the additional 40 trucks meant spectators were treated to an even longer show than normal on both Friday and Saturday, which no one seemed to mind. How does six hours of the baddest trucks and tractors in the land sound?

Super Stock Diesel Trucks   

Even though Super Stock competitors Jon Bair and Shane Kellogg drove into the winner’s circle on Friday and Saturday nights, Scheid Diesel’s Kent Crowder arguably benefitted more during the weekend. Locked into a tight points chase with Cody Hastings’ “Against the Grain” Ram, Crowder’s 321.91-foot, second place finish on Friday night helped bring him within two points of Hastings’ first place position in Pro Pulling League standings. Crowder’s fiberglass ’09 tilt-body Ram is powered by a Scheid-built, billet-aluminum block Cummins packing three turbos and enough fuel to make more than 3,000hp.

A Different Color

Truck pulling is—and for the most part always has been—a Cummins-dominated world, but that hasn’t kept driver Nathan Vegh, his father Ferenc Vegh and builder Will Hardesty from doing something different in the Pro Stock field. Their ’16 F-350 is powered by a 7.3L Power Stroke that’s been converted to mechanical injection (i.e. P-pumped). Designed, built and dyno-tested in-house at Hypermax Engineering, the turnkey V8 has kept them competitive (and reliable) among a sea of proven, Cummins-powered trucks. Wins have evaded them to date, but it’s also their first full year campaigning the truck. If they sustain the dedication they’ve shown so far, this truck could eventually be one of Pro Stock’s front-runners.

Repeat Wins in Pro Stock

Kevin Masterson proved unbeatable in the Pro Stock tractor class with a first place hook on both Friday and Saturday nights. Aboard his 6030 model John Deere coined “River Rat,” Masterson put more than five feet on second place on Friday and edged out Mike Boyd by roughly six inches the following evening. Repeat wins are almost unheard of at this level of competition, so we definitely tip our hats to one of the best drivers (and one of the hottest running tractors) around in tractor pulling.

In the Hunt

The Pro Stock truck class was chock full of competition, with 32 competitors making the call this year. In this category, competitors are limited to a single, smooth bore turbocharger with a 3.6-inch compressor wheel inducer, yet most engines still crank out somewhere between 1,800 and 1,950hp. After putting together a strong, fifth place pass on Friday night, Andrew Grove and his “Bad Timing” second-gen Dodge clawed their way to within three feet of the win on Saturday, eventually winding up third. That sticker on the rear glass means Grove’s truck sports a Haisley Machine engine under the hood—most likely one of the company’s tough-as-nails Super B Cummins mills.

Common-Rail’s Cummin’ Around

For seasoned veterans, getting the win at Scheid may be considered business as usual. For others, it’s a dream come true. Such was the case for Jordan Kinderman and his third-gen Cummins. Pulling competitively for just a handful of years now, Kinderman started out hooking his daily driver, graduated to a 2.5 truck shortly thereafter, followed by bumping up to 2.6 and finally ending up in the current Limited Pro Stock class. He took third during the Friday night show and the overall win on Saturday—and beat out 52 other trucks in the process! On top of all that, he showed that common-rail injection can top the best mechanically-injected (12-valve) trucks in the nation thanks to the 1,300hp+ Freedom Racing Engines-built Cummins under the hood.

Back-to-Back

We’ve already said that it’s nearly impossible to score back-to-back wins at the Scheid Diesel Extravaganza, but here we are again. This time, it was Scott Barcus’ nasty second-gen Cummins, coined “In-Line Only,” making repeat performances in the Pro Street diesel truck class. His Mud Grappler-fitted Dodge ended up three feet ahead of second place on both occasions.

Sling-Shotting to the Front

John Thompson’s ’08 Chevy Silverado 2500 HD has done it all over the years. It’s been used (and abused) as a daily driver, farm truck, sled puller, drag racer and sported a handful of setups—ranging from 600hp to 1,100hp—before being converted into the 850hp Pro Street rig it is today. The built LMM Duramax under the hood makes use of a 2.6-inch smooth bore turbocharger, 250-percent over injectors, dual CP3s and is backed by a three-speed, cut-gear NV4500 with a Molinari Racing clutch. After a mid-pack finish of 11th place on Friday, Thompson made a few changes before Saturday night’s showdown and wound up in third. With the late model Bow Tie seemingly always a work in progress, Thompson fittingly named the truck “Never Satisfied.”

On Any Given Night

It was a good start to the weekend for Allen LeGrand’s “Edge of Sundown” Pro Stock John Deere, as his 6030 stormed to a 316-foot, second place finish on Friday. Unfortunately, the veteran tractor puller wouldn’t fair as well the following evening, ending up 14th in a field of 18. It’s proof that anything can happen in the Pro Stock tractor class, where the competition is often so close that just a few feet separate first through 10th place.

Pro Street Power Stroke

Driving the late Morgan Primm’s ’11 F-350 (dubbed “It Is What It Is”), Patrick Marler proved a Power Stroke-equipped Ford could hold its own in the Pro Street diesel truck class. Up against the strongest-running 2.6 smooth bore Cummins and Duramax pickups in the nation, Marler drove the 6.7L Super Duty to a ninth place finish on Friday and a very respectable fifth place the following evening.

The Perfect Pull

The Pro Pulling League’s 9,300-pound Super Farm tractor class was held as part of Friday’s show, with second through fifth place separated by just two feet. However, nearly eight feet in front of everyone else was Andy Schwenk’s 4455 John Deere, thanks to a smooth-yet-fast, textbook-style pass down the track. The Super Farms observe a 2.75 x 3.5-inch turbo rule (map grooves allowed), an OE housing P-pump and adhere to a 640 ci maximum engine displacement.

Hot-Rod Semis

Who doesn’t like a wheels-up semi? The Hot-Rod Semi class never seems to disappoint at the Scheid show. These 10-ton, DOT-tired big-rigs are known to carry at least one front wheel off the ground the entire length of the track. Above, Joe Hoffa navigates his frame-twisting Peterbilt to a 331.38-foot, first place effort.

11th to First

Another competitor that seemed to figure something out between the first and second night of pulling was James Barder and his Pro Stock Ford. After finishing outside the top ten on Friday, the Cummins-powered Super Duty lugged the sled ten feet farther on night number two, taking home the win.

A Tightly Packed Field

With every tractor making it past the 300-foot mark but one, the Super Farm class was exciting to watch. Above, Michael Snepp’s “Perfect Storm” John Deere picks up speed in route to a 327.18-foot, third place effort.

Fast and Furious: The Tractor

Just two feet behind Snepp’s podium finish, Don Slama turned in a 325-foot ride aboard his 7810 model John Deere. The fifth place in Terre Haute helped keep Slama third in Super Farm points for the season.

Want to know more about these impressive Pro Stock Tractors? We have a detailed breakdown on the 3,000hp wheelie machines.

Imagine a car show where the only requirement is having a car manufactured somewhere between January 1, 1980 and December 31, 1999. Where a chopped up custom Miata can hold it's own next to a six-figure custom Porsche and a high-mileage diesel Benz can garner just as much affection as a tiny Japanese kei car or a spotless right hand drive Land Cruiser. This isn't some daydream car show. It's Radwood.

In 2017 a car show was born about 30 minutes outside of San Francisco proper and quickly made its way across the home pages of car sites and social media accounts alike. The notion of an era-focused car show like a Japanese Classic Car Show or Goodwood Revival, but with much more accepting views on rust spots and door dings, was a welcome breath of fresh air.

After moving south to Anaheim for Radwood 2 and a stop at Sonoma for Hooptie-Con, the group made their way out to Atlanta for a spot alongside the 2018 edition of Gridlife South. Perched atop the hill between time attack laps and conga lines of drift machines rounding the keyhole at Road Atlanta, the relaxing rows of '80s and '90s dream machines shining in the morning sun were a sight for sore eyes. Every time a new car would roll in, attendees would pause their conversations, looking over the rows of vehicles to check out what came through the gates this time.

Everything from an AMG Hammer Wagon and a 2JZ-swapped Ford Fairmont wagon to garage-kept examples of a Jeep Wagoneer and AMC Eagle were in attendance, with more rolling in and out throughout the day. Because of this open door policy of sorts, each lap of the show revealed a new attendee or something missed on the last go-round, never leaving a shortage of new angular '80s body lines or round '90s body panels to drool over. Of course lists and words can only do so much, so check out the gallery above and make sure to mark the calendar for "Radwood Philly" on October 14th!

We were also at the Radwood gathering in San Francisco, where we saw some awesome retro cars!

This year saw the annual Car Week festivities in and around Monterey, California pushed back a week later than usual because of a golf tournament scheduling conflict, but the new date certainly didn't put a damper on any of the fun. In fact, during our time on the Peninsula it felt like there were more cars and more people than ever.

As always, the Rolex Monterey Motorsport Reunion at Laguna Seca was one of the highlights of the week. With its hundreds of vintage race cars, thousands of spectators and special displays and exhibitions, the track is always one our favorite places to be during Car Week.

This year's Reunion was especially exciting because Nissan was the featured marque of the event, making it the first time a Japanese manufacturer has ever been featured at Laguna Seca. There were more Nissan and Datsun race cars than ever before, and Nissan themselves brought out an impressive selection of historic machines to make the event very memorable.

We've got a special story in the works to cover the Nissan presence in detail, but in the meantime we've put together an extended gallery showing some of our favorite scenes from the weekend, both on the race track and in the paddock.

From the thundering Trans Am cars to '70s Formula 1 machines and the undeniably cool IMSA and SCCA racers of the '80s, take a look through the gallery and be reminded of a time when the motorsport world was much different than it is today.

There were some amazing cars up for auction as well, all of which were more than we could afford.

There’s that point in every road trip when you go as far as you can, and you need to turn around and come back. Sometimes the return journey is an afterthought, sped through as quickly as possible. Sometimes it’s as, if not more, important than the outgoing journey. Such is the case for our Truck Editor Matt Moghaddam. After finishing the Alcan 5000 rally in Fairbanks, Alaska, he is now beginning the long drive back home to Orange County, California, a journey of over 3,500 miles.

This is the stuff auto enthusiast dreams are made of. Just you, your car and thousands of miles of road through the Arctic pines, Rocky Mountains and desert southwest. The fact that his car is a 2018 Jeep JL Rubicon on 35-inch Nitto Ridge Grapplers makes it even better. The rest of us back in the office are officially jealous.

However, we won’t have to wait until when he gets back to hear about his trip. He’ll be posting vlogs to our YouTube channel every day during his journey back down. You can see all the places he’ll be staying in an interactive map, with some highlights being Muncho Lake, Idaho Falls and St. George. This is only episode one, so head over to Driving Line’s YouTube page to stay up to date with where Matt is and what he’s seen on this adventure of a lifetime.

Watch Matt’s journey on our YouTube page, and if you want to know our thoughts on the 2018 JL, watch our review!

Imagine this situation for a moment. You’re a car collector or dealer who brought a bunch of premium examples to Monterey Car Week to sell. Dollar signs are in your eyes. A room full of bidders hungry for your cars will soon pay way too much for the privilege of owning your collection. The car is put up for bid and, nothing. There isn’t any interest. These people will purchase nearly any collectible car, except yours it seems. Dejected, you slink back home, having lost the pride and profits of a bidding war. You leave the car on the auction house website, though, in case someone might want to buy it eventually.

Wouldn’t you be willing to take a lower bid than you would have when the live auction was happening? Sure, multiple records were set for the top end cars, but only around half of the cars with a market value of $25,000 and up had bids above market value. That means half of them didn’t. Yes, we know that in reality, none of us can/will buy any of these cars, but that doesn’t mean it’s impossible. For all the most famous cars on any auction weekend, they sold, so it really is impossible for us to buy them. These nine, however, and still up for grabs.

1. 1963 Shelby 289 Cobra

This was the car that made Carroll Shelby famous. Its light weight and impressive V8 carried it to racing success. In that vein, this example has been restored back to its original look and is ready to be driven all over the world. Would you drive it across the country? We know we would. 

2. 1933 Chrysler CL Imperial Dual-Windshield Phaeton by LeBaron

In today’s emissions-conscious world, it’s hard to find something with V10 power, let alone V16. This gorgeous classic Chrysler had a Cadillac V16 engine swapped into it a year after it was produced that it retains to this day. Classic style and big power? Sign us up.

3. 1988 Lamborghini LM002

Luxury SUVs are all the rage now, with the Lamborghini Urus being one of the most exotic examples, but it isn’t the company’s first foray into the off-road world. Using the same drivetrain as the Countach, it produces 444hp and 396 lb-ft of torque, all while giving its driver and passengers the luxury you would expect. Imagine rolling up to King of the Hammers in this.

4. 1968 Porsche 908 Works “Short-Tail” Coupe

Normally we would never buy a car that had been in a major wreck, but we’d make an exception for this one. The 1968 1000 km race at Spa was plagued with intense downpours that made for almost no visibility. Soon after driver Jochen Neerpasch swapped into the car on lap 32, it slid off the road on the downhill esses at Malmedy, colliding with a pole and rendering Neerspasch unconscious. You can’t tell now, however, as it’s been beautifully restored.

5. 1949 Alfa Romeo 6C 2500 Super Sport Coupe by Touring

Following the destruction of its factories in World War II, Alfa Romeo changed course, becoming an automaker for the common man, rather than a producer of expensive coachbuilt cars. This 6C 2500 Super Sport, one of only 383 produced, displays the new direction, along with the triangular grille design that that would be used for years to come.

6. 1974 Lancia Stratos HF Stradale by Bertone

If you could buy a classic rally car with less than 5,000 miles on it, would you keep it as an investment or take it out on the open road? This Lancia was made to stay compliant with FIA Group 4 rules and has only been driven 6,440 km since it rolled off the production line. We know what we would do.

7. 1953 Ferrari 250 MM Berlinetta by Pinin Farina

If you’re a fan of classic European car enthusiast magazines, you may have seen this car before, as it was featured in a bunch of them over its long racing career. The 15th of 18 Pinin Farinas and one of 31 250 MMs made, it’s still race-ready and qualified for a number of classic rally and touring events around the world.

8. 1994 Lamborghini Diablo SE30

Made to commemorate Lamborghini’s 30th anniversary, this Diablo sports the rare Nero Metallizato color instead of the metallic purple that most of the anniversary cars have. We think that this color holds up better to the test of time. Another extremely low mileage car, it also presents the problem of whether to keep it as an investment or take such an immaculately kept specimen on the road.

9. 1927 Isotta Fraschini Tipo 8A S Roadster by Fleetwood

This car is an icon of early America cinema. It was commissioned by Rudolph Valentino, one of the most famous stars of his time, only to have him suddenly die before it could be delivered. In its modern form, it’s a highly prized showcar and two-time Best in Class winner at the Pebble Beach Concours d’Elegance.

While we can dream about being able to buy these cars, there were far more that we know we can't afford.

Despite its three-day duration, with hundreds of competition, show-ready and hot-running daily driven diesels present, it’s hard to take everything in at the Scheid Diesel Extravaganza. You can literally spend hours weaving through the maze of vehicles entered in the show ‘n shine competition, talking to other enthusiasts, perusing the pits at the drag strip, walking the oval track’s infield to pore over the nation’s top pulling trucks and watching truck after truck put up strong numbers on the chassis dyno. You can even entertain yourself by simply walking through the parking lots, where dozens of high horsepower, show-worthy and well-executed swap projects sit.

Each year, numerous vehicles, engine swaps and cutting edge products stay in our minds after the Extravaganza concludes. This year, we made a mental note of everything we needed to follow up on. Now, our post-show homework having been completed, we present to you the coolest parts, the wildest rides and the most intriguing engine swaps we came across at SDX ‘18. From a Duramax-swapped ’72 Suburban to a Cummins-powered Gremlin, a 1,000hp HEUI-fired 7.3L Power Stroke to a 4,000hp-capable, 146mm turbocharger and Scheid Diesel’s all-new billet-aluminum Cummins cylinder head, we’ve got a lot to talk about. For the lowdown on all of the above and more, keep scrolling.

Cummins-Powered IH Farmall 706

Tractor collectors are everywhere in the Midwest. When they’re not buying, selling, showing or restoring them, they’re usually upgrading them in some way—hence the ’65 Farmall 706 shown here, stuffed with a 5.9L Cummins. Prior to late 1966, these tractors left the factory powered by a 282 ci diesel that produced just 89hp. Needless to say, a 5.9L Cummins making between 160 to 215hp (and with a few tweaks, much more than that) is a substantial upgrade. Swapping the 6BT into place entailed a custom adapter plate, custom flywheel, customized motor mounts and a few other odds and ends, but other than that the project was pulled off on a relatively small budget.

Cummins Gremlin

While Cummins’ new R2.8 crate engine is beginning to pop up in various off-road builds, the last place we expected to see one was under the hood of an AMC Gremlin—but that’s exactly what we found at SDX ’18. We’ve seen big, thumping V8s shoehorned into these 96-inch wheel base, Detroit-born minis on many occasions, but this is the first Cummins-powered version we’ve seen in person.

Ultimate Small Package Cummins

The 2.8L common-rail Cummins looked right at home in the Gremlin’s engine bay—and it’s no coincidence. By design, the R2.8 engine is compact and all-inclusive in order to make installation and integration as seamless as possible. While it’s a bit spendy for some, at $8,999 you get the engine, complete front-end accessory drive, flywheel, cam-driven vacuum pump, remote oil filter, remote fuel filter and a starter. You also get an ECM, engine wiring harness, a universal vehicle wiring harness, J1939 CAN dash display and even a throttle pedal. No eBay shopping or salvage yard browsing is required.

’72 Duramax Suburban

We’ve seen countless Duramax Suburban projects over the years, but this jaw-dropper is our new favorite. Built by LinCo Diesel Performance of Troy, Missouri, the ’72 Suburban is powered by an LBZ Duramax that’s been tuned by PPEI and is backed by an Allison 1000. There’s just something about the C10/C20 styling that made this generation Suburban so recognizable—and the folks at LinCo Diesel Performance hit it out of the park with this build.

All the Right Parts

Already graced with arguably the best version of the Duramax ever produced (and some of the best aftermarket tuning available), the classic ‘Burb sports a King Pin Dana 60, coil overs and a four-link suspension system up front. Leaf springs are utilized in the rear, along with a stout set of ladder-bar-style traction bars. We’re told the crew at LinCo Diesel Performance had to thrash to get the project finished in time for the Extravaganza, but you couldn’t tell it by looking at it. It turned out perfect.

Dirty Hooker Diesel’s U.C.C. Truck

For a glimpse at a truck built to do it all (drag race, sled pull and kill the dyno), Dirty Hooker Diesel owner Tony Burkhard had the company’s Ultimate Callout Challenge truck on display in the show ‘n shine pavilion. To excel both in the dirt and the quarter-mile, the front end was reinforced with parts right out of the Kryptonite catalog, while the Chevy’s rear suspension consists of a leaf spring, coilover setup, along with custom drive shafts from CCI Driveline.

2,000HP Capable Duramax

The fire-breathing Duramax under the hood was made possible using the best hard parts available from SoCal Diesel, injectors and CP3’s from Exergy Performance, low-pressure fuel supplied by FASS, Stainless Diesel compound turbochargers in an arrangement built by Wehrli Custom Fabrication and tuning from Danville Performance. To ensure the Allison transmission always performs flawlessly, Limitless Diesel Performance had a hand in the full-billet build. At U.C.C. 2018, Burkhard finished third in the sled pull, ran a low 11 on the drag strip, made 1,673rwhp on the dyno and took 12th place overall thanks to this engine combination.

Single Turbo, Same Power

When we spotted Industrial Injection’s Cummins-powered Pro Street Chevrolet Silverado, the first thing we noticed was the engine’s new lack of turbochargers. Rather than utilizing the triple-turbo arrangement it used to, a big Garrett single is now bolted to the Shredder series engine that powers the company’s eight-second ride known as “DeMaxed.” The switch to a single charger may have been done in an effort to afford its engines more longevity (lower boost and drive pressure). On the track, the turbo change proved to have zero effect on the truck’s performance. According to its trap speeds, it’s still sending 2,000hp to the pavement.

Hide the Children!

Size matters. Trust us. This massive Pro Stock tractor turbo from Hart’s Diesel stopped event-goers dead in their tracks in the exhibition hall—and we can’t blame them. The compressor wheel measures a whopping 5.75 inches at the inducer! That’s nearly 150mm. We’re not sure if the Scheid Diesel deck plate Cummins it’s bolted to will make it into a Super Stock truck or not, but we definitely want to know how much power this combination makes on the dyno.

The Game-Changer: Scheid’s Billet-Aluminum Head

Thanks to its new machine shop and all of its capabilities, Scheid Diesel can essentially design, machine and conduct all R&D required on its competition engines under one roof. Now, the same company that debuted the first Cummins-based billet-aluminum block chose to unveil its all-new, yet-to-be-released aluminum cylinder head at the Extravaganza. Mark our words, for the upper echelon of truck pulling and drag racing, Scheid’s billet head masterpiece will be a game-changer in the years to come. Also notice the billet-aluminum individual runner intake manifold, one-piece valve cover and front cover.

’98.5-’02 Cummins Love: Gone but Not Forgotten

They may not get the kind of love the 12-valve trucks do, but there is still a sizeable following for the often-forgotten ’98.5-’02 24-valves fitted with the VP44 injection pump. Amid all the neglect, die-hard 24-valve fans are making considerable horsepower with them these days—thanks in large part to modern turbocharger and tuning technology. Case in point, Jacob Bair’s freshly-painted, 240,000-mile ’00 Dodge makes more than 600rwhp with what we consider to be fairly mild mods.

Fleece S463, Scheid Fuel, Edge Tuning

The 24-valve 5.9L breathes easier thanks to an S463 turbocharger from Fleece Performance Engineering and Stainless Diesel T4 exhaust manifold. The ECM is tuned courtesy of Edge Products’ new Competition Juice with Attitude, which provides full-fueling up to 3,600 rpm (previous race files fueled to roughly 3,200). Fuel system hard parts consist of one of Scheid Diesel’s Lightning VP44s and a set of its 150hp injectors. The pumped up 24-valve is backed by a Haisley Machine street dual disc clutch and an NV5600 six-speed transmission.

Investment Protection

It goes without saying that mega-horsepower diesel engines are huge investments. The last thing you want to see is an engine scatter in the midst of a long season of competition. To keep tabs on engine oil and offer added peace of mind, Billet Connection offers see-through, high-flow oil filter assemblies. We stopped by the Unlimited Diesel Performance booth to see exactly how these units work. A transparent lid affords the ability to observe the oil’s condition as it pumps through the assembly and oil can be rapidly drained using an air chuck and a shot of compressed air. Within seconds, the reusable filter element and any debris or contaminants are visible.

That Was Fast!

Fresh out of the body shop, we were pleasantly surprised to see the Rudy’s Performance Parts Pro Mod F-250 back on the ODSS circuit. If you recall, this truck tagged the wall at the Rocky Top Diesel Shootout just four weeks before the Scheid Diesel Extravaganza. While we’re sure the truck will eventually be wrapped or painted, the important thing is that it’s back in action—and staying in the points race.

Big Power, Oil-Fired 7.3L

Who says you have to have a Cummins to build a 10-second beast? Don’t look now, but Zack Pierce has put together a consistent 6.70 Index truck using a 7.3L Power Stroke—a HEUI-injected 7.3L Power Stroke. Pierce’s single turbo’d, nitrous-assisted F-250 runs 6.70s at more than 104 mph, which means more than 1,000hp is being applied to the track. And it’s not a spray-it-to-the-moon nitrous show, either. This four-door Super Duty can knock down 7.0s in the eighth on fuel. Pierce is quietly holding down the seventh spot (of 46 competitors) in the six-race ODSS points chase.

Want to see more from the Sheid Diesel Extravaganza? We put together a video of all out favorite moments and builds!

In the pantheon of modern classics, the FD-generation Mazda RX-7 is perhaps the most misunderstood. Enshrined for the beauty of its flowing lines, yet to be equaled by a successor, and celebrated for its lightweight, well-balanced chassis, the third and final aspect of its greatness, its twin-turbo rotary engine, has also proven to be its Achilles heel. With a reputation for smooth power delivery and high rpm shenanigans balanced out by fears regarding reliability and finicky maintenance, the FD's unusual motor has kept it on the sidelines for all but the bravest enthusiasts willing to take a chance on the arcane coming together with apex seals and oil injectors.

What is it like to drive the final edition of Mazda's rotary sports car in a modern context? How well does it compare to not just the memories of its contemporaries, but the evolution of the performance market in the nearly quarter-century since it was last offered for sale in the United States? I spent several days with an example borrowed from Mazda's classic collection to find out.

Time Capsule

Specifically, I had the opportunity to live with a 1993 Mazda RX-7 R1, decked out in bright Competition Yellow and with a mere 19,000 miles registered on the odometer. The R1 cars had a limited production run, with only 350 painted like this one sold during their single model year. The sportiest "out of the box" RX-7 that money could buy, the R1 featured Bilstein shock absorbers, additional chassis stiffening, a unique set of spoilers front and rear and stiffer springs.

Power remained the same as the rest of the third-gen RX-7 fleet: 255hp from a 1.3L rotary engine, fed by a pair of turbochargers that aided and abetted the production of 217 lb-ft of torque. The 13B-REW Wankel motor is as unique on the current landscape as it was back then, what with its 8,000 rpm redline and the now-unusual feel of sequential turbos playing off each other nearly midway through the powerband. A five-speed manual gearbox that shifts remarkably well (another Mazda trademark) rounds out the package.

Rotary Woes

Why exactly have JDM fans been so reluctant to engage with the final version of the RX-7? The answer lies in the complex web of maintenance and care required to keep the 13B-REW running smoothly, something not all previous owners were willing to respect, with their negligence and the subsequent issues creating its reputation for being expensive to own.

In a nutshell, the car wasn't given adequate cooling from the factory, which means you've got to let it idle after longer periods of driving to give the motor time to cool down (and add a fan switch from a previous-generation RX-7 that comes on at a lower temperature). This heat also dries out the rat's nest of vacuum hoses (67 in total) that are responsible for timing the twin turbos, and replacing these hoses with strong synthetic rubber (and installing a larger radiator) is a definite requirement for long-term peace of mind.

The engine also consumes oil as part of its design, but using synthetic is a no-no, as it leaves behind damaging deposits, requiring either a dedication to dino lubricants or the installation of a secondary tank used exclusively for injecting two-stroke oil.

Finally, rotary engines tend to flood if they're started, driven a very short distance and then immediately shut down before reaching operating temperature, meaning you've got to keep an eye on the temp gauge after a cold start or risk getting stranded in your own driveway.

Maintenance-Free for Me

The beautiful thing about this particular FD R1, however, is that I'm not on the hook for its long-term well-being. I only need to respect its quirks and treat it with the care a living museum piece deserves. As a result, I'm far less bothered by the need to idle at my destination rather than simply shutting down and leaving the car, and I'll never have to worry about oils, apex seals or vacuum hoses.

This allows me to concentrate fully on the pleasure of running the rotary all the way to redline through the first few gears, ears attuned to the high-pitched whistle of its turbos as it surges forward with the authority imbued by its sub-3,000 lbs of curb weight. I had been advised that the car loves to live above 6,000 rpm, and I found myself keeping the transmission in second gear in most around-town driving, enjoying the near-instant throttle response and the harmonious burble of the surprisingly boisterous factory exhaust.

If you can avoid the habit of shifting at 3,000 rpm as one would in a piston-driven vehicle, the RX-7's drivetrain quickly becomes addictive. Slightly less invigorating is its stiff suspension tuning. Montreal's rough roads translate into a chorus of creaks and groans from the car's plastic interior panels (and, I suspect, the hatch). It's better suited for mountain passes than daily commuting, and although steering is slower than what I might prefer during a track session, the RX-7 feels more lithe than any current GT car. The cabin is comfortable, roomy enough for two and, aside from the stiff center console, not nearly as dated in terms of materials as one would expect.

Get Invested

There's really no equivalent to the Mazda RX-7 experience. Not quite a pure sports car, and significantly lighter than what one would normally consider a grand-tourer, it’s a platform whose turbo rotary engine has pushed it to both the pinnacle of its era in terms of performance and the margins of modern day collectibility. If you're willing to invest the time, effort and patience that the 13B-REW requires, then you'll benefit not just from an unparalleled drive, but also ownership of the most beautiful Japanese car ever built.

Are you a fan of '90s cars? Then you need to go to Radwood.