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  • Racecar Marketing: Setup for Marketing Effectiveness

    RACING CAR SETUP LESSONS FOR MARKETING EFFECTIVENESS

     

     

    One of the common challenges marketers face is understanding what activity is having the biggest effect on changing customer behaviour.

    However, with the plethora of channels out there and the number of interactions a customer has with a brand, is it truly possible to understand what has and has not had an effect? In the field of customer experience, some companies are using Multivariate Testing or (MVT) as an optimisation tool, while others are looking at specific A/B testing plans. Both of these options work well but when looking at marketing, where do you start?

    marketing effectiveness testing

    Motor racing teams face a similar problem. The big challenge they are trying to solve is get the car to its optimum state to set the fastest lap time. They too face a huge number of variables, including the tyres on the car, tyre pressures, track temperature and the weather. That’s without the different driving styles and abilities of the drivers.

     

    Starting Off On Track

    The first thing the racing team will do is send the car out with a neutral or balanced setup, or use a previous setting. This setup is not fine-tuned. And for a new team it is like having the car with everything set to 0.

    What the team will do is take a note of the lap time as this is one metric that allows them to understand if the car is improving. The driver might say the car is wild but if the stopwatch shows it’s faster there is no arguing!

    Once they have this benchmark they will then start to make changes. These ideally will be small and one-off changes based on feedback from the driver and data logged by the car. If the team changed the gear ratio, the brake balance, the downforce and the suspension setting they wouldn’t know what made the difference.

    The driver will then be sent out and the time benchmarked against previous performance. If the time is faster then the team are going in the right direction. They can then make the previous change bigger or start to change something else to complement the previous change.

    This will take time and is very focused on little and often.

    The important thing to remember is making a single change, measure and review its effect.

    Getting Into Marketing Gear

    gears testing marketing effectiveness

    The marketing team will have existing data from previous campaigns and digital activity. Looking at it in its entirety however can be overwhelming. However if you break down the customer journey by touchpoint this becomes far more manageable. In much in the same way the racing team will only focus on one car, one driver, one track and one type of weather at one moment in time.

    Let’s look at an ecommerce business.

    They will identify a number of customer phases, for example:

    research and acquisition
    returns and customer service
    renewals and restocking (depending on the product)
    They will also have a number of channels:

    – Email
    – SMS
    – App
    – Mobile site
    – Website
    – Social
    In this example we will look at the customer research and acquisition phase and focus purely on the website and email channels. Our metric of success is new customers or online orders. It is important for us to identify the metric of success as this will be used to benchmark whether the activity has improved our existing number of customer orders or visit-to-purchase rate (conversion rate).

    We want to be able optimise the acquisition part of the customer journey and therefore are going to perform A/B tests on the email and website channels.

    As we are focused on acquisition on the website we can look at the conversion funnel and see where most of the customers are dropping out. This will inform us what stage customers are getting to, which customers are just visiting, and which ones have gone onto purchase from us.

    For the email channel we can look at which abandoned basket triggered messages are being opened.

    From here we want to be able to set out a number of hypothesises to test. These will form the basis of the “A test” (the new or optimised experience) vs. the “B test” (the experience everyone else will get.) Note these hypotheses should not overlap. For example we do not want to test the subject line, the time to the email and the address the email is sent from at the same time, as we will not know which change is affecting customer behaviour.

    However we could change the location of the checkout button combined with the subject line on the triggered email as these would effectively be testing different things.

    Once we have run this test with a our control group and a big enough set of customers, we can then review what has and has not worked. With larger audiences it is possible to run multiple versions of the same test for example we could split the A test into further creative tests. We could test a subject line with a 50% off offer and one with a Free delivery offer to see which one worked the best.

    In the example above we can look to see the effect of the subject line. If it has been successful we can move onto the next test in the same channel and part of the customer journey. If it has had little or no effect then we can revise the subject line test.

    Alternatively we can test the next part of the customer journey or another channel.

    Getting Off To A Flying Start

    So if we want to get the best results from campaigns and approach the problem like a racing team we need to:

    Define the hypothesis we want to test against
    – Set our benchmark
    – Identify the variables (customer journey and channels) to work with, remembering less is more
    – Isolate the test to ensure we are not clouding the results
    – Make changes little but often
    – Review the outcome and move onto the next test

    this might seem like a simple list but once the journeys have been mapped out by testing in a methodical way any improvement – no matter how small – is understood, rather than trying to work out what test worked only to have tested nothing at all.

     

    Read more »
  • Bye Bye V6, Hello 1000hp 2JZ

    Bye Bye V6, Hello 1000hp 2JZ

    When the guys at Mercury decided that they wanted to promote their all-new GT3-inspired aero kit for the Nissan Z, they went about things in a slightly different way from the norm. Most would just grab an old Z33, fit the kit, maybe add some nice wheels into the mix and call it a day. But Mercury went a little further than that. Okay, actually a lot further.

    In a time when aesthetic tuning has seemingly become the end-all of car scenes across the globe, a machine like this Z is so refreshing to see. Mercury is a company willing to get out there and do something wild to promote their parts, and at the same time have fun doing it.

    Mercury-Z33-19

    And that’s exactly how the Mercury 350Z GT3 was born. It’s not a demo car and it’s not a show car – it’s a fully fledged and functioning pro drift car built and already entered in the Formula D Japan championship. Now we’re talking!

    Mercury-Z33-02

    After seeing the car and its driver, Noritsugo Totani, in action at a recent drift event at Nikko circuit, it was pretty obvious that I had come face-to-face with one of the freshest and most exciting Japanese drift builds in recent years. And you know what’s even cooler? The fact that a few more companies are giving the old Z33 a bit of attention. With the ridiculously low prices Fairlady Zs sell for these days, they make a really cost-effective platform for a cool build.

    Mercury-Z33-03

    Even Miura-san at Rocket Bunny has just released the first CG renders of his interpretation of the Z33, but Mercury was is ahead of him on that one. They took a real functional approach, building an aero kit for those that want to not only make their ageing Fairlady more effective when it’s slicing through the air at speed, but also give it a pretty legit racecar feel. I mean, just take a look at that front diffuser section! The bumper is also shaped around the assumption that the car is fitted with, or should have, a big intercooler sitting up front, and for that plenty of air can enter through those three square openings.

    Mercury-Z33-05

    The louvers on the side of the bumper are mimicked by another set behind the bolted on over-fenders. Again, it’s very GT-like, and of course what car these days could possibly not have massive fender flares so that the front and rear tracks can be greatly increased.

    Mercury-Z33-04

    To do so Mercury called in the help of Work Wheels, who came up with a 18×10.5-inch Meister M1R rim sporting a pretty aggressive +15 offset – hence the rather substantial lip. As if that wasn’t enough to guarantee a unique look and feel, Mercury had local paint shop Studio Real given them a chrome-like gold finish on the centre/face and a graduation effect on the lip section.

    Mercury-Z33-01

    They certainly stand out!

    Mercury-Z33-06

    The aero treatment continues at the rear, again with wide fender flares bolted onto cut stock arches. The factory rear bumper has been cut up and the removed portion replaced by a moulded FRP diffuser in which the transmission oil cooler is housed.

    Mercury-Z33-14

    It really gives the Z33 a whole new feel when looked at from the back. Things are finished off with a large ducktail spoiler riveted onto the rear gate – a much better touch than the regular GT-inspired wings we have all seen before.

    Mercury-Z33-25

    So with the exterior pretty much all wrapped up, it’s onto the real interesting bits now. Lift up the rear gate and you are given a pretty good idea of just how much work and preparation went into this car. Within the crossing bars of the custom fabricated rollcage sits the 15-liter ATL safety fuel cell (good for about 2 laps as the guys at Mercury tell us) as well as a bottle of nitrous oxide – but more on that aspect in a moment. Like many pro drift cars, the cooling system has been relocated to the rear; a massive custom-made Koyo radiator mounted at an angle against the very back side of the trunk space and fed air via the black scoop mounted on the gate. A small electric pump has been added to help keep the fluid flowing between the engine and radiator.

    Mercury-Z33-08

    Most of you will probably know that the Z33’s chassis has a big connecting tower bar section that links the two rear strut towers. Seeing that a multi-point welded and gusseted cage was added, this was cut out to free up more space, as well as allowing better access to the Trust adjustable coilovers.

    Mercury-Z33-20

    As I was drooling over every detail of the Mercury Z I had images of Totani driving the hell out of it at Nikko, accompanied by a strangely familiar six cylinder wail and lots of wastegate chatter…

    CHAPTER TWO

    Can’t Beat A Tsu-Jeh
    Mercury-Z33-12

    Mercury, who specialise in reselling all sorts of Nissan and Toyota sports coupes and saloons, knew that while the VQ35 that powered the Z33 from factory was a decent enough motor for an everyday type of car, it was going to be way too much work to get it performing and achieving the sort of power figures they had in mind.

    Mercury-Z33-10

    That’s why they had the idea to swap a 2JZ into the expansive engine bay. And as you can probably see, this particular unit isn’t exactly a stock-looking Toyota 3.0L straight six. Actually, the black Z33 you may have noticed sitting on the lift behind this car in some of the pictures will be receiving a more factory-like 2JZ very soon. That car is going to be transformed into the road-going equivalent of this Formula D drift car – a more sedate interpretation of the main demo car, but of course fitted with the same Mercury GT3 aero package.

    Mercury-Z33-26

    The engine in the drift car, however, has been completely rebuilt with a 3.4L Brian Crower stroker kit, which includes all the bits and pieces necessary to add close to another half a liter of capacity. That’s then been joined with a set of hot cams and a Garrett GCX4088 turbocharger mounted onto a Trust exhaust manifold. A rather loud and intoxicating scream comes courtesy of a Turbosmart external wastegate, which along with the GReddy Profec B mounted in the cabin, pins boost at a nice and even 2.0bar (29.4psi). There’s a big Trust intercooler and an Infiniti Q45 mechanical throttle body to control the charge entering the polished GReddy plenum.

    Mercury-Z33-11

    Seeing as the entire front section where the radiator would normally be fixed to has been removed, there was space to position the intercooler in a way that allows for extremely short piping, which in turn equates to better throttle response.

    Mercury-Z33-07

    The Garrett turbo dumps the exhaust gasses it has efficiently used to create positive boost on the compressor side into a custom downpipe and then out through a one-off exhaust that Mercury fabricated.

    Mercury-Z33-13

    The driveline has been beefed up to cope with the 1000PS of power this car develops, but more so the 78kg/m of torque it’s able to generate at just 4,800rpm. And the nitrous oxide system isn’t really set up yet! A Holinger 6-speed sequential transmission mated to an OS Giken triple-plate clutch sends drive to the rear wheels via a Tomei Trax LSD.

    Mercury-Z33-18

    I cant wait to see what Mercury does with their street demo car they are building now. I think when this kit is painted in a single color and kept simple it will look absolutely sensational!

    FINAL CHAPTER

    Cameras & Screens
    Mercury-Z33-17

    Swing open the wobbly lightweight FRP doors that probably weigh less than your right shoe and you gain full access to the metallic blue cabin. It’s all business in here – one Bride bucket seat for Totani to sit in and an extended steering wheel boss that takes into account the new rearward driving position.

    Mercury-Z33-16

    Once you jump over the cage’s cross bars and into the supporting bucket you have a very functional cabin around yourself. There are a few switches and modules to control on the center console, and a big Wilwood hydraulic handbrake lever to actuate the secondary calipers that are mounted on each of the rear hubs.

    Mercury-Z33-27

    An adjustable Tilton pedal box is the last touch in allowing Totani to fine tune his driving position. Seeing that the FRP rear gate does not have transparent glass, the LCD screen is there to relay a view out of the back. But that isn’t the only LCD screen…

    Mercury-Z33-09

    You see that little black hole on the corner of the exterior carbon mirror? That’s actually a little camera, and there’s one in the other mirror too.

    Mercury-Z33-15

    They both relay side views onto a pair of little LCD screens mounted on each side of the Racepak dash display. How cool is that?! It’s just like a concept car, but in this case they really made it work. This is actually helpful for drifting, in the fact that it allows you to know how close the chasing car is without having to turn your head and look at the mirrors.

    Mercury-Z33-21

    That allows Totani to do this sort of thing, while keeping all his focus on driving and what’s happening ahead. It’s a pretty smart idea, if you ask me.

    Mercury-Z33-22

    We’ll be seeing this car hit every round of the Formula D Japan season this year, which will kick off at Tsukuba Circuit – in my opinion one of the best tracks to host a drift event at – in late April.

    Mercury-Z33-23

    Until then, I really hope Mercury will complete their street demo car, as I’m really beginning to like these old Z33s. Especially ones powered by 2JZs!

    Dino Dalle Carbonare
    Instagram: speedhunters_dino
    dino@speedhunters.com

    Mercury Formula Drift Nissan Z33

    Numbers
    Max Power: 1000PS @ 7,800rpm, Max Torque: 78kg/m @ 4,500rpm, Max Boost: 2.0kg/cm2

    Engine
    Toyota 2JZ-GTE engine swap, Brian Crower 3.4L stroker kit, billet crankshaft, H-section connecting rods, forged pistons, Tomei cams 264-inch in/ex, Trsut exhaust manifold, Garrett GCX4088 turbocharger, Turbosmart external wastegate, custom turbo outlet, custom exhaust system, Trust intercooler, Infiniti Q45 throttle, Trust inlet plenum, Koyo radiator, custom blow-by collector tank, Koyo oil cooler, 1000cc/min injectors, Fnatz-tuned HKS F-CON V Pro engine management system

    Driveline
    Holinger 6-speed sequential transmission, OS Giken triple-plate clutch, custom prop shaft, Tomei Technical Trax LSD

    Suspension/Brakes
    Trust dampers modified by Manimal, Swift 16kg/mm front springs, Hyperco 12kg/mm rear springs, Drift Max knuckles, Ikeya Formula adjustable links, Megan Racing arms, rear twin brake caliper set up, Project µ brake pads

    Wheels
    Work Meister M1R 18×10.5-inch +15 (front/rear)

    Exterior
    Complete Mercury GT3 aero kit, special gold-to-silver chrome graduation paint

    Interior
    Fully spot-welded and reinforced shell, custom multi-point welded & gusseted rollcage, Bride bucket seat, Takata harness, Racepack LCD dash unit, custom LCD/camera side mirrors, LCD rear view mirror, Wilwood handbrake, Tilton adjustable pedal box, custom switch panel, GReddy Profec boost controller,

    Read more »
  • Hardcore Tokyo x Car Modify Wonder

    Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video)

    Scene: Nikko Circuit—Tochigi, Japan

     Jul 2, 2015
    Photographer: Super Street Staff
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    Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video)

    Respect your elders—a universal concept to apply in all instances outside of that old homeless guy on Venice Beach who told you he's from the future while peeing into a Folgers can. Those who have done it the longest have a wisdom and way of doing things that no young gunner can Wikisearch. You just need to be shown firsthand.

    Hardcore japan x car modify wonder drift day drift carsPhoto 2/249   |   Hardcore Japan X Car Modify Wonder Drift Day Drift Cars 

    In January '15, Sam, Jofel, and I traveled to a cold and windy Car Modify Wonder x Hardcore Tokyo drift day at Nikko Circuit in Tochigi, Japan under the guidance of Jun-ichi Takahasi of Hardcore. It was a reminder of the unique Japanese style and its drifting heritage. It was also a departure from the raucous smoke show we have come to love stateside. The drift day occurred during Tokyo Auto Salon week after we had our first Tokyo Fresh Meet and RWB get together.

    Hardcore japan x car modify wonder drift day toyota corollasPhoto 3/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    Formula D drivers Matt Field, Robbie Nishida, and Ken Gushi were also in attendance amongst very talented locals, Club4AG originators, and D1SL (Street League)—guys who ranged from young to 50+. Overall, drivers were generally older with less powerful engines than what you'd see at a V-8-rich All-Star Bash or Final Bout paddock.

    Car modify wonder hardcore japan nikko drift 58Photo 4/249   |   Car Modify Wonder Hardcore Japan Nikko Drift 58 
    • Hardcore japan x car modify wonder drift day nissan fairlady z
    • Hardcore japan x car modify wonder drift driver
    • Hardcore japan x car modify wonder drift day nissan s13

    Japan's tradition of drifting began on mountain roads as a result of street racers toying with tire traction limits. It then branched off into a controlled-driving technique and national sport. Kunimitsu "father of drift" Takahashi, a former motorcycle racer, used the slide technique to gain advantage around corners while racing Japan Touring Championship cars in the '70s. The crowd loved it and young street racers like Keiichi "DK" Tsuchiya began to imitate it.

    Hardcore japan x car modify wonder drift day matt fieldPhoto 8/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    Americans later followed suit with their own twist. In '04, Formula D launched—back when KaZaA file sharing helped words like "Touge," "Team Orange," and "Option vid" enter my vocab. But like comparing the Euroleague to the NBA, American drifting as a whole has never been as controlled, stylized, and harmonious as the original product. Blame it on cultural differences.

    Hardcore japan x car modify wonder drift day tiresPhoto 9/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    Ken Gushi remarked, "You see a lot more style here, lots of flashy cars, and a lot of great talent. The cars are extremely clean and there is a lot of synchronized close-proximity drifting going on. It's where drifting originated, and they've taken style and driving aggressiveness to another level. It's a great honor to be driving with these locals."

    • Hardcore japan x car modify wonder drift day toyota corollas
    • Hardcore japan x car modify wonder drift day hardcore japan member
    • Hardcore japan x car modify wonder drift day toyota corollas

    Some tracks are made to drift. Nikko Circuit still holds time trial events. It is tight and slower compared to big American tracks shredded by 1,000hp Formula D cars. This was the second trip to Nikko for Gushi, so he welcomed Formula D companion Matt Field with the full experience while driving Nishida's personal Nissan S13. "We had a little bit of contact on the track practicing tandem. It's his first experience, and I wanted to show him bumping is part of the game."

    Hardcore japan x car modify wonder drift day hardcore japan members1Photo 13/249   |   Jun-ichi green lit the event. 

    First-timer to Japan, Matt Field replied, "I'm blown away and a little taken back. These guys are super humble, open, and inviting—you don't always get that back home. I got to drive a 180SX, only my second time driving a right-hand drive. The level of driving out here is pretty insane. Even the street guys are so good."

    Hardcore japan x car modify wonder drift day toyota soarer supraPhoto 14/249   |   Brothers in boost, we enjoyed watching this Soarer and Supra sliding all day! 

    D Mendoza, owner of SSAutoPower tuning shop and parts fabrication in NorCal, is a former employee of D1 and now occasionally acts as an American liaison for Japanese tuner groups. He is one of the few "round-eyes" engrained and respected within Japan's drift community. Vocal about his Formula D and drift style views, he told us, "Formula D guys are just "pedal to the metal" in one gigantic turn. Here, you watch the driver's feet and it's like Dance Dance Revolution—literally every guy. They have car placement that's just unbelievable. Back-Attack is Japanese style, backward entry basically. Nobody says look at the smoke and the sound. Sideways drag racing is what it ends up being outside of Japan. You can buy all the parts for your car, but they still don't sell driving skills on aisle seven of Walmart."

    Hardcore japan x car modify wonder drift day pit areaPhoto 15/249   |   Hardcore Japan X Car Modify Wonder Drift Day Pit Area 

    Agree or disagree, one thing about drifting remains—it's all about practice. Many of the cars we saw at Nikko had bent rear license plates or faint plastic marks on the windshield, indications to a driver who routinely blasts through tollbooths on the way to street slaying. "You don't need a track car. You don't need an LS. You gotta put in the time and go up to the hills. When the guys here get angry at their boss, they go to the hills. When they get angry with their girlfriend, they go to the hills. Whatever it is, they go to the hills and are constantly drifting in the streets. Of course it's illegal, but you gotta practice somewhere," Mendoza said.

    Hardcore japan x car modify wonder drift day drift driversPhoto 16/249   |   The real faces of drift. 

    To a Westerner, the entire experience was magical—the cars, the colors, the precession of synchronized drift trains. This is the norm in Japan. The quality and detail of the builds are on another level. The footwork and car control at this "for fun" drift day were mind-boggling. They make it look easy and maintain a humble attitude. It is about passion, community, and that unique character we were all born with. The horsepower race going on outside of Japan makes for an exciting show and could be called evolution by some, but it's important to never forget the origins of drift. 

    • Hardcore japan x car modify wonder drift day toyota corollas
    • Hardcore japan x car modify wonder drift day nikko circuit
    • Hardcore japan x car modify wonder drift day drift cars

    Japanese Style vs. 'Murica

    Hardcore japan x car modify wonder drift day nikko circuitPhoto 20/249   |   Hardcore Japan X Car Modify Wonder Drift Day Nikko Circuit 

    Matt Field: "When they come out of a corner, stage, and get ready to throw it in and initiate, they are stuck right on each other. In Formula D, we always play these games—you have to give them a gap, your cars faster/slower, what're they going to do or not do, etc. These guys know what they're going to do. It's about the tandem, spirit, and fun. If I could have taken anything away, it's just drifting is still fun."

    Ken Gushi: "It's crazy how they can get millimeters away from each other and put the car wherever they want."

    Hardcore japan x car modify wonder drift day hardcore japan membersPhoto 21/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    D Mendoza: "A lot of Americans focus on steering angle, but the guys out here, very minimal angle upgrades. They're just driving their ass off. How they throw it in, the downshifting, the up-revving, and the maneuvers... It's about the footwork."

    D Mendoza: "If your car is a tube chassis or front-end tubed or the rear end is tubed, it's an American drift car. There's nothing Japanese about it. A Japanese-spec car is a lot cheaper, but there is definitely a lot of fabrication that goes into it."

    D Mendoza: "Drift missiles, beat-up cars, you see them here, but they're usually just rent-a-cars or beaters from the military base. Japanese have a lot of pride in their stuff. Japanese cars are really clean. They beat them up and then put pride back into it to repair. The car is an extension of you. When the car next to you is clean, there is a harmony. They look good together. Japanese [drifters] look at the bigger picture, too. Like, 'I want to be part of the community, not the car is just me.' That bond is just crazy. And that's what I really love."

    • Hardcore japan x car modify wonder drift day hardcore japan members
    • Hardcore japan x car modify wonder drift day wheel camber
    • Hardcore japan x car modify wonder drift day drift enthusiasts

    Wonder Years

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    This Goodyear-sponsored Nissan Laurel C35, owned by Takashi Haruyama, is the oldest D1GP car still running in the series—first entered in '05. It is also the only Laurel currently drifting in D1GP and the only car to participate in both Formula D Asia '14 and D1, simultaneously. It runs a tuned RB engine.

    • Hardcore japan x car modify wonder drift day nissan laurel c35
    • Hardcore japan x car modify wonder drift day nissan laurel c35 engine bay
    • Hardcore japan x car modify wonder drift day nissan laurel c35 rollcage

    Fast facts about its owner: Haruyama loves to drink Mexican Sol beer, is the owner of Car Modify Wonder, believes "four-doors are for real men," and personally double-checks all measurements of aero, hard parts, and body kits purchased from his shop prior to shipping.

    Triple Threat
    Words by Jofel Tolosa

    Hardcore japan x car modify wonder drift day nissan s chassisPhoto 29/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    Variety is the spice of life. Deciding what kind of body kit you want for your car isn't like deciding what you wear to work or school. Unless you're ballin', the type of body kit you pick is a commitment and an expression of your personal style. For Nissan S-chassis owners, it doesn't come easy choosing a body kit, either, but these three drifters went with the tried-and-true Car Modify Wonder aero. 

    We met up with Yuuto Kujirai, Yoshioka Naoki, and Nobue Nakamura at Nikko Circuit. Despite thrashing these cars sideways for hours, at the end of the day, they were still well deserving of some additional photos. 

    Hardcore japan x car modify wonder drift day nissan 180sxPhoto 30/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 
    Hardcore japan x car modify wonder drift day nissan 180sx engine bayPhoto 31/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    Going in chronological order, we'll start with the '96 180SX. Unlike its North American 240SX S13 counterpart that was offered until '95, the 180SX stayed in production through '98. Using an upgraded Kazama Auto turbo and other various engine mods, Yuuto's 180SX has been bumped to 350 hp. No doubt, power is only part of the equation. Footwork is critical for every drift car, and Yuuto went with GP sports for S14 front control arms. On the outside, it's all Car Modify Wonder, specifically its Glare series with a few optional parts such as the Type 1-D front, Type 1-A sides, and a 3-C rear bumper.

    Hardcore japan x car modify wonder drift day nissan s14Photo 32/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 
    Hardcore japan x car modify wonder drift day sr20detPhoto 33/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    The second machine is an S14 piloted by Yoshioka Naoki. An array of Tomei and Trust parts made Yoshioka's SR20DET push roughly 350 hp as well. Helping Yoshioka go sideways is a set of 3UP coilovers and suspension links. The old transmission has been swapped with a full six-speed Nismo gearbox, including an LSD, twin disc clutch, and lightweight flywheel. The exterior gets the full Car Modify Wonder treatment with a Type 1-B front, 1-A side steps, 5-B rear bumpers, and redesigned DMAX front fenders. 

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    Hardcore japan x car modify wonder drift day sr20detPhoto 35/249   |   Hardcore Tokyo x Car Modify Wonder Drift Day - Tradition of Drift (w/video) 

    The S15 belongs to Nobue Nakamura. It's one of the cleanest S15s we've seen that's built and driven by a female, and she slides in style with Car Modify Wonder's Glare kit. Nobue's SR20DET also pumps out a similar output as the other two cars with the help of a Trust T518Z turbo, GSport exhaust manifold, and HKS intake. For suspension, she opted for a set DG-5 suspension with an SPL shock upgrade. Not just a weekend drifter, Nakamura has also competed in Drift Muscle, the drift series that Keiichi Tscuhiya and Daijiro Inada created in '11.

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    Car modify wonder hardcore japan nikko drift 64Photo 249/249   |   Car Modify Wonder Hardcore Japan Nikko Drift 64 
    Sean Russell
    142 Articles



    Read more: http://www.superstreetonline.com/features/1506-hardcore-japan-x-car-modify-wonder-drift-day/#ixzz3lsc9DfW7

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  • The Endangered RX-7

    Stop Abusing these cars ! its hard enough to find one worth building. We will keep this article updated with new finds.

     What would make somewone do this ? 20 inch 180 spoke 2 times gold daytons ? Paint is nice i will agree but um wires? no.

     You Are Fired!

    The passenger pigeon was once the most common bird in North America. Flocks were said to have blackened the skies. Yet history records that the last passenger pigeon—a bird named “Martha”— died in the Cincinnati Zoo in 1914.

    Scant attention, however, was paid to the last chirp of the Plymouth Cricket. Thousands of these British-made captive imports were sold by Chrysler-Plymouth dealers in the early 1970s, yet evidence of it in the automotive fossil record is nearly non-existent. The Chevrolet Monza did an even bigger disappearing act. More than 300,000 Monzas were produced between 1975 and 1980, yet recent sightings have been so infrequent that the Chevy Monza must surely be considered “threatened.”

    Other once popular cars have likely disappeared to the extent that they’re “endangered” or even “extinct.” Honestly, when’s the last time anyone saw a Chrysler Cordoba (with or without the “rich Corinthian leather?”)

    If someone turns up a running and driving example of a car on the Hagerty “Extinct” list, we’ll happily remove it – when presented with the proper evidence, of course, such as a photo of the car with the owner standing in front of it holding the day’s newspaper. Send your tips tomediaservices@hagerty.com. And, for obvious reasons, we prefer breeding pairs to single cars.

    The Hagerty “Threatened” List
    Cars originally built in numbers greater than 10,000 of which Hagerty insures fewer than 25

    1. 1975-80 Chevrolet Monza: The Monza, based on the infamous Chevy Vega, might well have been the most attractive GM car of the mid-1970s. It was also available with a small V-8 and a manual transmission. Monzas raced successfully, and although the styling was a quality job, build quality wasn’t better than anything else of the era, which may explain the scarcity of survivors.

    2. 1963-66 Studebaker Wagonaire: Old station wagons are hot, but few Studebaker Wagonaires ever seem to surface. A pity, as they could be ordered with column shift manual transmissions and V-8s with four barrel carburetors. A unique sliding roof over the cargo area also meant that everything from surfboards to refrigerators could be carried inside.

    3. 1971-74 BMW Bavaria: The Bavaria, a precursor to the modern 5-series BMW, followed the successful formula of the 2002 in putting the largest possible engine in the lightest platform – in this case, the 2.8 liter six in the basic 2500 body. Mercedes sedans of the era are still quite common but their competitors from Munich seem to have all but disappeared.

    4. 1988 Pontiac Fiero GT: Pitched as an economic commuter car, the four-cylinder mid-engine two-seater was initially no sports car. But by 1988, it had a potent V-6 and a re-worked suspension tuned by Lotus engineers. Alas, it was all for naught. GM killed the car after finally getting it right.

    5. 1971-77 Toyota Celica: In 1971 – a little late to the pony car craze – Toyota fielded this Shetland that resembled a miniature Mustang. While it lacked the V-8 engine of a real Detroit pony car, or for that matter the more potent twin-cam home market motors, the first-generation Celica handled pleasantly and was an attractive, well-built car. And as we mentioned, the Liftback was a dead-ringer for a 3/4 scale 1967 Mustang.

    The Hagerty “Endangered” List 
    Cars originally built in numbers greater than 10,000 of which Hagerty insures fewer than 15

    1. 1971-76 Mercury Capri: The Capri was Ford of Europe’s answer to the Mustang. Like the Mustang, it was built on rather ordinary sedan underpinnings but the result was handsome, well made and, in the case of the V-6 powered cars, fast. It was quite popular in the early 1970s, selling more than 100,000 units in its first two years. Where they all went is anyone’s guess.

    2. 1971-74 Mazda RX-2: The RX-2 was the first rotary-powered car to make an impact in the U.S. market. The engine, built under license from NSU Wankel in Germany, was compact, had few moving parts and ran very smoothly. It also offered V-8 performance in a small car. Unfortunately, it also offered V-8 thirst and when the fuel crisis hit, most early rotary cars disappeared.

    3. 1975-81 Volkswagen Scirocco: The first-generation VW Scirocco was positioned as a replacement for the popular Karmann-Ghia. It was a thoroughly modern, VW Rabbit-based, front-wheel drive, water-cooled car with angular styling courtesy of Ital Design and Giorgetto Giugiaro. As rust-prone as anything of the era, the ranks of first-generation Sciroccos have thinned to the point that extinction may loom, particularly for first-year cars with pretty chrome bumpers and funky plaid seats.

    4. 1979-81 Toyota Supra: If anyone ever decides to chronicle the history of Toyota’s luxury division, this car has to go down as the proto-Lexus. By adding a few inches of wheelbase, a fancier grille, leather seats and a big, smooth straight six, Toyota discovered that there was a market in the U.S. for Japanese quality and execution in a bigger, cushier and pricier package.

    5. 1971 Plymouth Cricket: Produced in the U.K. by Chrysler’s subsidiary, The Rootes Group, it was known there as the Hillman Avenger. Like most captive imports, Chrysler’s heart was never into selling the car in the U.S. and its dealers were perplexed. Chrysler squashed it just before the energy crisis, selling the entire design to Iran’s state car company where it was produced under license. Add that to the Shah’s litany of crimes. As a genuine car guy himself, he should have known better.

    Update: The 1971 Cricket was originally listed as "extinct," but a reader – and '71 Cricket owner – has pointed out that his car has been insured by Hagerty since September. We've confirmed his claim and we stand corrected. We're happy to upgrade the car to "endangered" status!

    6. 1981-85 Chevrolet Citation X-11: The Citation was one of GM’s X-cars, its first high-volume front-drivers. Any of its stablemates, such as the Oldsmobile Omega, Buick Skyhawk and Pontiac Phoenix, could have made this list, but the X-11 – the performance version of the Citation – was the most interesting and clearly the best candidate for species preservation via a captive breeding program.

     

     

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