Let me start by putting things into perspective: Takashi Koike never intended to execute a Porsche 935 replica with his Z33 Nissan Fairlady Z. He simply wanted to pay homage to a car that he has huge respect for, and in the process build a Z like no one had ever seen before.
One look at Takashi’s Nissan, and I think you’ll agree that he has pretty much nailed the brief.
View the Z from the rear and you’d not even know that the front end has received such a drastic conversion.
In fact, the nose tuck is so smoothly integrated that you may not even spot the difference from a profile view.
I call it a ‘nose tuck’ because this goes so far beyond bolting on aftermarket aero parts – it’s a true transformation that Takashi executed himself. Of course, it helps that he works in a bodyshop and is a seasoned pro when it comes to these sorts of custom modifications.
Deleting headlights is no simple feat, especially when they extend into the bumper and fenders like the OEM items on a Z33 do. To remove them altogether, substantial work needed to be done around the hood line and where the bumper meets the front fenders. The integration of the large round HID projector lights and LED DRLs was actually the easy part, as they sit beautifully recessed in the custom mounts that Takashi created.
As these build images that Takashi shared with me show, everything was shaped hand. Much care was taken refining the radius for the bumper snout, the new hood line and both the front and rear wheel arches. You can see just how far back the conversion stretches too. In fact, it’s just the doors, roof and rear deck lid that remain stock.
The fenders were cut and molded into the overall new shape of the car, taking that added width and bringing it around and over the arches, right down into the side skirts.
At the time of our shoot, Takashi was running on aftermarket coilovers and a set of 19-inch Work Gnosis GS-1s. Behind the squared-off spokes of the front wheels hide Central 20 6-pot brake calipers biting down on 2-piece slotted Project µ rotors.
The modified side steps brings a nice angular feel across the profile of the car, something that helps counteract the fact that the Z33’s rear is rather bulbous. They meet the massively widened 3/4 fenders which taper inward to almost meet the original width of the rear bumper.
Takashi finished it all off with an integrated lower bumper skirt, large diffuser section and a Battle Aero wing with tall stays that sprout from behind the bumper.
On the back glass, Takashi proudly displays the Raiden logo, a club he belongs to with all his friends.
There is something just so imposing about a slantnose car. The Kremer Racing 935s of the early 1980s took a base 911 and lobbed off the car’s signature bug-eye headlights for that flat-nose look. The main projectors were moved to the corners of the bumper and with that a legendary transformation was born, one that Porsche ended up offering in 1986 with the pricey Flachbau (flatnose/slantnose) option for the 930.
I think Takashi’s headlight conversion has a Garage TBK feel about it, you know, like the 930 from Wangan Midnight.
The hood modifications also include a pair of dummy louvers and a functional center air outlet.
A lot of thought went into the color – a custom-mixed blue/gray – and the contrasting black detailing, and I think it works well.
Takashi has stuck to very minimal upgrades under the hood with an HKS induction kit to give the VQ35 V6 some character on the induction side. The exhaust has also been enhanced with a full Fujitsubo system and the ECU was re-flashed with a custom map.
Takashi may look at some substantial engine mods in the future, but for now he’s enjoying having completed the exterior styling.
With the car oozing 935 vibes, it only seemed right to somehow try and tie the interior in too. Takashi found these Sparco Martini Racing sports seats that hint back at the legendary livery the Kremer-built 935s are most associated with.
It’s always a true pleasure to meet talented young builders. Without guys like Takashi and his Raiden team, the Japan car scene wouldn’t be what it is.
It was so cool that they all made the trek from Nagoya to Tokyo to meet me for this shoot, and I can’t wait to share with you what the rest of the Raiden crew brought along.
As much as I loved being one of the millions of people who call Tokyo home, the desire to expand on my DIY craft and have a suitable place to work on Project Rough, my ER34 Nissan Skyline – without having to either shell out stupid amounts of money for the space or worry about being that crazy gaijin neighbor who is always doing something strange like corner balancing a car in the driveway – was too strong to ignore.
Not once in my entire life have I lived in a rural area, as I’m rather fond of the city life and the perks that come with it. However, in order to have a reasonable amount of space – and dare I even say it, a garage – at an affordable rate in Japan you need to pack up your belongings and move out of the city.
Way out.
Through an odd fate, my mother-in-law’s friend reached out to us about an abandoned kominka (traditional Japanese house) in a prefecture outside of Tokyo. Although no one had lived in the house for years, the owner had renovated it slightly and periodically checked in to ensure it was in decent enough shape.
Although the newfound space had me grinning from ear to ear, it was the two extra buildings that came with the kominka that had my wife and I (OK, me mostly) asking where we sign the rent contract.
Coming from a long line of farmers, the storage areas were filled with generations of tools, all but forgotten.
This toumi was one of the more fascinating tools I discovered in one of the garages. The farmers would put freshly-harvested rice on top of the machine while cranking the handle, which would in turn rotate giant wooden paddles inside that would de-husk the rice and separate the waste from the grains.
Tucked away behind the little red tractor, I found a large wooden beam called a daikokubashira. The significance of this item is that it was one of the main support beams of the original house – before it was torn down and replaced with the current kominka in which we now live.
Next to the daikokubashira is a staircase that leads up to the attic. I had asked the owner if she knew what was up there, and all she could tell me was that she hadn’t been up the staircase in years and couldn’t make any promises about what might be living there, but encouraged me to have a look all the same. “I’m sure you would find it very interesting.”
‘Curiosity killed the cat’ they say, but fortunately the only thing that was trying to harm me was the decades’ worth of dust.
Many traditional Japanese houses have something like this in the rafters. Owners would pray to them to protect the buildings from fires.
At first glance everything seemed to be old farm equipment, but after poking around in some of the boxes and bags I discovered countless porcelain dishes and stacks of old school work, including watercolor paintings depicting World War II scenes.
So, besides having a miniature museum, what made the two extra storage buildings so exciting to me? Despite the fact that we are currently only renting, the owner has allowed me to use most of the buildings and machines (yes, that even includes the tractor and little Suzuki Carry kei truck) without many limitations.
Thus, my new master plan is to consolidate most of the old equipment and miscellaneous bits in one area, and turn the space into a miniature workshop.
A project garage to go along with a project car – it seems like a match made in heaven, no? While I have some ideas in mind to transform the space, I’d love to hear any ideas Speedhunters readers might have. What would you do with the space? Let me know in the comments section below.
I put together this GT-R-centric feature not only because there were some seriously cool big-power builds among the RB and VR-powered Nissans competing, but also to reflect on how the numbers of these cars in Japanese time attack have dwindled over the years.
Once upon a time, half the cars in the Tsukuba paddock would have been GT-Rs at a time attack event like this one. These days, however, there is certainly more variety. Thanks to more know-how and the growth of the industry to support it all, people are going fast with a wider range of platforms.
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If you need proof, here’s in-car video of the Mo-FAC Daihatsu Copen– as featured in my Attack kei car story – running back-to-back 59-second laps. That’s just nuts!
For me though, it’s still hard beat a high-power GT-R track build – they’re what got me into these cars in the first place. I have fond memories of visiting Tsukuba Circuit in the early 2000s and watching RB26-powered beasts shoot down the main straight, wastegates screaming and fireballs being shot out of their exhausts on downshifts.
It was all about brute power, mechanical grip and ballsy driving. It’s still very much like this too, albeit now with the addition of aero and other refinements born out of the last 20 years.
Back to the present day, let’s start with the Anshin Jidousha BNR32, which instantly stood out as it was running a pair of Trust TD06 top-mounted turbos – complete with vertical dump and exhaust pipes – rather than the more common big single.
While working on the engine in the pits, the mechanics added a nifty exhaust extension to divert the hot gasses away from their faces.
This is easily one of the busiest GT-R interiors I’ve ever seen.
A quick chat to one of the mechanics revealed that the dry-sumped and stroked RB delivers an almighty 1,100hp punch.
All that brute force quickly spelled trouble for the team when they had a major drive shaft issue early on in the day.
It was a real mess underneath, too. They spent the whole day getting it fixed, but by then it was too warm to try and attempt a fast lap time.
This could very well be the biggest wing ever fitted to a BNR32. What do you guys think?
When it comes to the R35 GT-R and time attack, there are two thoughts that always come to mind. One is just how fast these cars can be with some well thought out tuning. The Auto Gallery Yokohama-built Nismo version is a good example; it ran a solid 57.257-second lap.
Visually, how much better does the VR38 look with an aftermarket plenum?!
The second thought I have is about Fire Ando. He actually started an R35 time attack build before he commissioned Escort to build his Evo, and there are rumors that once he achieves the 49-second Tsukuba lap he’s gunning for in his Mitsubishi, development of the GT-R will resume.
I’d love to see how far the R35 chassis can be pushed when taken to the extreme, something I feel no one has done well yet. Incidentally, in the picture above you will see the Rush Factory GT-R, which managed a 59.394-second lap on the day.
The TF Blind R32 Skyline Type-M might not be an actual GT-R, but it’s more than halfway there.
Powered by an RB26 and running a generously-sized BorgWarner EFR turbo, it was just behind the R35 above with a 59.939-second lap. It sounded amazing out on track, too.
The fastest GT-R on the day was this wild build, a collaborative effort between Admix and Tanamans, and sponsored by Sunoco. With carbon fiber body panels and aero additions from Benetec (the company that makes carbon goodies for Mine’s) it has certainly evolved a lot from the first few Attack events we saw it at. Thanks to some awesome driving by its owner, the R35 managed a solid 55.200-second lap.
The R34 I opened this post with was another GT-R running a single turbo conversion, and fast enough for a solid 1-minute flat lap.
I didn’t even realize there was a second R34 at the event until this Midnight Purple III example on Enkei NT03RR wheels drove past, on its way to the paddock to enter the pit lane for one of its sessions.
The Autech Tsukada-tuned GT-R is no time attack monster, but rather a fast road car with upgraded turbos good for about 600hp. Its best lap was a 1’02″225.
Seeing GT-Rs at the track is always a pleasure, but just having the chance to get out and cover an event was so refreshing.
I’m back at Tsukuba this weekend for an idlers event, so more Japanese track content is on its way. We’re also teaming up with the guys from Hardcore and doing a small gathering in the back paddock. Hopefully there’ll be some awesome cars turning up for that, too.
December is always a time for reminiscing. 2020 has been such a tough year that it’s almost hard to remember what normal life was like. You know when you could actually go out and do things or even participate and cover events?
Well, in the most optimistic and positive way possible, I’d like to bring you back to one particular shoot that I was on the set of that netted some of the most memorable shots I’ve ever taken. And that’s before we even consider the car at the center of it all.
It was 2016 when Takeshi Kimura of Car Guy decided he would take his Ferrari F40 on the snow-covered slopes of Nagano, you know, just because. The crazy idea spawned one of the most epic viral car videos to come out of Japan, a Red Bull production put together through a collaboration between Luke Huxham and his team, and the guys from Abandon Visuals in the USA.
Kimura-san had become internet-famous the previous summer when he took his F40 camping along a river. Naturally, he wanted to keep it going, and I believe this is why the idea to strap rally lights onto Enzo Ferrari’s final masterpiece came to be.
Traction on the ski slopes was going to be tough, but Kimura-san’s team prepped the Ferrari with custom studded snow tires, which of course didn’t work that well. They did find more grip with 335-section snow chains.
Seeing an F40 dressed up in such a way, with suitcases strapped to the roof no less, was… well let’s just say I haven’t seen anything quite so in the almost five years since. The chance to get up close and personal to what I have always regarded as my favorite car of all time, was special enough, but to see Kimura-san slide it all over the place was an absolute treat.
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In case you forgot, above is the video that came from the crazy few days in Nagano.
Here’s the man himself, using the back of his F40 as a place to rest in between film takes.
The visuals that we were presented every day were nothing short of stunning; it was a creator’s dream to be working alongside a production team like this.
The twin-turbo 2.7L V8 doubled up as an expensive on-site heater, the video crew forced to keep their drone batteries warm and away from the freezing ambient temps. Short battery life of course means reduced flight time and extra stress for nailing the shot.
If I needed another reason for this shoot to remain so vivid in my memory, it was the fact that my wife gave birth to our twins just days before we all had to drive off to Nagano.
The craziest part of the shoot was pulling the F40 with a snowcat all the way from the hotel we were staying…
… to the very top of the mountain.
That’s where the final scene of the film was captured, and where one sequence included a shot of Kimura-san blasting downhill at 120km/h. To this day I still have no idea how he even managed to slow down and stop!
The F40 ended up taking quite a beating; the gearbox lost second gear and needed to be rebuilt, and body damage was aplenty thanks to the chains snapping off and inflicting deep scars on the carbon-Kevlar cowls. There was talk of US$100K worth of damage, but Kimura didn’t seem too fazed. He had helped create one of the craziest car films ever made, and given me the chance to shoot images that I will cherish for the rest of my life.
Dino Dalle Carbonare Instagram: speedhunters_dino dino@speedhunters.com
It’s been a long time coming. After eight months of living in Japan, I finally managed to get to an event.
Yes, I know, it’s inexcusable, but I do have a few excuses. So, when I saw Kouichi Kakuma’s Instagram post (AKA 911omomuki, AKA that Studio Allica Porsche) touting a huge Porsche event in Yokohama, the tummy turbo began to spool. I cleared my calendar and cleaned my camera gear.
Sunday came around and I took the Blue Line Metro to Sakuragicho and walked over to the Yokohama Red Brick Warehouses, a favorite destination for romantic dates and fancy coffee. On this particular Sunday however, love birds had been frightened off by the rumble of angry Porsches and the smell of sausages and soy sauce.
For ‘Exciting Porsche’ the piazza was packed with hundreds of immaculate, beastly and very desirable machines.
Like a kid in a candy shop, I did a quick reconnaissance to see where the tastiest German delicacies where hiding and proceeded to work my way through as any gluttonous child would.
The first car that caught my eye was this super-clean RS 3.8 964.
A very nice silver RAUH-Welt Begriff creation needs no introduction.
Then there was this very cool 930 Slantnose 930 Turbo with Gemballa Avalanche-style exhaust tips.
This stripped-out 964 Carrera piqued my interest, not only because of the legendary Mid Night stickers, but on closer inspection the Makita battery attached to the cabin floor. The owner told me it was for powering his phone charger and other gadgets.
Honorable mention must go to the 930 built for the 1991 movie Wangan Midnight. Sincethen it’s been heavily modified and looks well used.
Moving along, there was this forest green 930 with a wide-body by Bodyworks DB.
Next to the Slantnose was Kakuma-san’s apocalyptic 911. As I was taking photos, I saw him nearby and asked if he could pop the boot to get an engine shot. He graciously obliged and then started telling me about all the carbon bits on the car. I listened with polite interest, but assured him that as a loyal Instagram follower I was pretty up to date with his build.
Knowing that I was a fan he swung open the passenger side scissor door and told me to get in. No, we weren’t off on a coffee run – he wanted to show me the new side camera wings built by Studio Allica. Pretty impressive stuff, with the cameras turning automatically depending on the direction of the car.
But the tastiest German sweetie had to be the 1973 3.8 RSR with custom wheels by Tokyo Billet, hand-built ‘Mary tail’, and wide-body also by Bodyworks DB.
It screamed ‘race car’ and the flecks of molten rubber along its flanks means it not only talks the talk but also walks the walk, briskly, kicked along by a six-throttle-body-equipped engine making a healthy 380hp. You can find a great write-up on this car by Blake – albeit when it looked a little different – here.
As the sun set, I circled back to get some hero shots of those two 993 GT2s, then walked over to the main road to get some photos of angry Porsches leaving. It took a while for them to hit the road though, and by then the light was well and truly gone.
As a photographer, I was a bit bummed not to get some sweet panning shots. But now in reflection I smile, because I know the owners were probably just taking their time to politely say their goodbyes to mates and wish each other safe journeys before belting their 911s home in time for dinner.
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Does A Proper Sports Car Need To Be Manual? – Speedhunters
SHARE Does A Proper Sports Car Need To Be Manual?
To manual or not to manual in a sports car? Is that even a question worth asking?
Over the last couple of decades, many auto manufacturers have decided to make the choice for us, racing to develop the fastest-shifting dual-clutch transmissions. Then ZF hit back with their 8-speed torque converter, which seems to do 90% of what the best DCT gearboxes offer, but at a far lower cost, making them an obvious choice for use in premium vehicles. Through all this, manufacturers like BMW and Porsche have put their customers first with the option of proper manual gearboxes. You can even get them in the M3, M4 and new 992 GT3.
But today it’s another manufacturer that I want to talk about. Up until a few months ago, Aston Martin was a brand that I didn’t really associate with. Sure, I knew they still existed and also acknowledge and respect what they stand for, but there was some disconnect. Why? I don’t think I can even answer that. I’ve ridden in and tried a few Astons in the past, but they’ve never really captured my interest.
They have certainly always spoken to me with their elegant design, but that’s about it. Once upon a time, I only thought of Astons as cars either for older gentleman, or for masochists who like to drop substantial sums of money into something that they know will have reliability issues.
But over the last few years I’ve had the chance to meet and spend time with various Aston Martin models.
My fondest memory was borrowing the four-door Rapide for a special feature we worked on. I remember loving the car as much as particularly not lovingit. Aston created something fresh and incredibly beautiful in the Rapide, but at the same time so many aspects of it felt frustratingly dated.
I remember thinking what a pity that was, especially because the car really made you feel special, whether looking at it over your shoulder when you walked away or sat behind the wheel. It just needed that bit extra; a little sprinkle of newness that would allow it to truly shine and feel current.
It’s taken Aston Martin a few more years to get to that point, and for me the 2020 V8 Vantage is a big wake-up call. This year, it’s even offered with a manual transmission option.
This Aston has truly mesmerized me. The V8 Vantage is a true brute of a car; a hooligan dressed in a finely-tailored tuxedo ready to party at any time, but at the same time able to be a luxury GT that can be easily used every day. The reason behind this is the Mercedes-Benz partnership.
All V8 cars in the Aston Martin range now sport AMG-sourced engines, and integrate previous-generation Mercedes-Benz infotainment setups within their cabins.
The notion of a revered manufacturer dropping its identity for a parts-sharing program won’t sit well with everyone, but I’m of the opinion that it’s worked out rather well for Aston Martin. Hear me out…
Would it have been better for Aston to evolve its old V8 motor or develop a whole new unit? Sure, an original powerplant would guarantee pedigree and a tangible character that would make it stand out against other V8s, but in the real world, a massive investment is needed for a manufacturer to embark on a new engine project, not to mention the time involved.
Simply, it’s prohibitive for small manufacturers to do this sort of thing now, which is why Aston Martin collaborating with Mercedes-Benz was a very good idea. At least they picked their best V8 to drop into the Vantage, and even if it sounds like any AMG 63-badged Benz out there, who really cares?
If it’s good enough for Pagani, I’m pretty sure it will suit Aston just fine.
Not one time firing up the 4.0L ‘hot-vee’ twin-turbo V8 did I complain that it sounded like an AMG GT or a G63. No, I smiled, or rather grinned evilly knowing the sheer thrust this motor is able to deliver.
The way it’s presented under the hood is very dramatic too. The entire front cowl lifts up exposing the compact motor nestled deep against the firewall for that true front-midship layout. If I really had to be picky, it could be a tad more curated in this respect. A more pleasantly-designed engine cover and a splash of color to lift some of the details would do wonders. Currently, you can only have this if you opt for the pricey optional carbon fiber pack.
What annoyed me the most was the unequal length and shaped rubber hoses that connect the turbo intakes to the two air boxes. Would symmetry have been so difficult?
And then, to bring it back around to my intro, there’s the transmission – or rather the choice of two. One is the ZF8 8-speed fast-shifting auto gearbox, as fitted to my test car, and the other a 7-speed manual that is available as an option.
I’m a big fan of traditional manual transmissions, so if the option is there I don’t need to consider anything else. After all, there is nothing that offers that direct link to a car like rowing through an H-pattern ‘box to upshift and downshift to and from whatever gear you feel like.
Out on the road, the Vantage is one of the best cars I have driven in the last couple of years. The interior is a special place, but the performance is what truly shines. This car has an instant bark of torque as soon as you step on it. Play around with it too aggressively before the tires are up to temperature and it’ll slither up the road like a well-prepped and tuned drift car. But even when the rubber is at optimal temp, you still need to be careful unleashing the 503hp on tap.
The handling via active dampers is sharp when you want it to be, but comfortable and refined enough when you just want to cruise. It’s rewarding to drive as it just feels so well-sized; it shrinks around you and there’s plenty of feedback through its controls.
I really have nothing bad to say about the 2020 V8 Vantage – other than that it deserves an even more antisocial-sounding exhaust – and that’s rare.
Let me show you that cabin, which you access by pivoting out the door handle. This allows the door to smoothly swing open but also rise up vertically in proper Aston Martin fashion.
This press car is finished in a subtle metallic silver, but there was a far more exciting color inside.
Small cabins with high belt lines and thus pretty short windows really do need a pop of color to make them feel less claustrophobic, and the orange trim highlights do a good job of that here.
Well-selected materials are a tactile delight, and you can tell that these cars are still, for the most part, built by hand.
There is plenty of space in here for two occupants, including ample shoulder room as the Vantage is a pretty wide car.
Thankfully, Aston has ditched the ugly steering wheels they used a generation back. This is how you expect a modern car to look and feel.
The main dash instrumentation is all digital, distributed through three specific displays. In the center you have the tachometer, while the side screens giving you a few different parameters along with indicators for the damper setting and driving mode you have selected.
The wide center console houses all the switches and dials to control both the infotainment and some car-related settings.
If the shiny touch panel with the scroll wheel underneath it looks familiar, it’s because this is what Mercedes cars used one generation back. It’s not the greatest unit, but it still feels modern and far more reliable than anything Aston could have developed in-house.
They even added a knee pad on each side of the transmission tunnel, which means you don’t exit with bruised limbs after a spirited drive through some twisty backroads, something that happens to me with a lot of cars.
Lift the tailgate and you’ll be surprised at the amount of space you have. The trunk easily swallows a couple of camera bags and a tripod, meaning it’s perfectly sized for a weekend getaway.
Design is subjective, so I don’t want to spend long talking about looks, but it’s hard not to fall for this car. It’s simple and elegant yet incorporates aggressive touches, my favorite being the rear light setup that swings up along the trunk line.
This creates an instantly recognizable shape. You know it’s an Aston Martin from a mile away, and I think that’s half of the job done right there – penning a recognizable shape as a signature for your brand. This is something Aston has always done well and their new crop of cars are no different.
The reason why I got to drive this car for a few days – and decided to take the gearbox angle for this story – is that when chatting to Aston Martin’s representative in Japan was told that the manual version of the Vantage V8 would be arriving in the country this year.
I’m sure it will represent the ultimate interpretation of this chassis, but while waiting for the manual test car to arrive Aston Martin Japan suggested I first try the 8-speed ZF automatic-equipped V8 Vantage, and here we are.
Having been pleasantly surprised at the capability and everyday usability of this thing, I’m hoping the 7-speed Graziano manual 2020 V8 Vantage will be even more special, and then the question I’ve posed in the title can be definitively answered.
A manual always allows the driver to feel more connected to the car, more involved, and therefore offers up a far more satisfying driving experience. In 2020, finding manual cars with this sort of performance pedigree only leaves you with a handful of manufacturers, but hopefully that will change.
So I’ll end this story here; call it part one of my Vantage V8 experience. Now, I better hit up Aston Martin Japan and see if that manual has arrived…
