Tomei has released its latest titanium exhaust system, this time for the 2002-2007 GDB-chassis Subaru Impreza WRX and WRX STI. The exhaust carries a MSRP of $1,390 in the US and is a complete exhaust. Add in your own downpipe and you’ll have a complete turboback WRX exhaust system.

Made of titanium, the larger diameter Tomei exhaust cuts 22.93-lbs from the heavy stock exhaust, weighing in at just 11.24-lbs total. The heavy diet comes from the material choice, 3-piece pipe design (which eliminates a bit of hardware required), and loss of mid-pipe silencers. Needless to say, this system will be louder than stock; Tomei includes a removable tailpipe silencer plug for street use. The system is recommended for “off-road use” only.

Kit Contents:

MAIN PIPE A (x1)

MAIN PIPE B (x1)

SILENCER ASSY (x1)

STOCK FRONT PIPE GASKET t=4 (x1)

STOCK FRONT PIPE FLANGE BOLT M8 L=35 (x2)

STOCK FRONT PIPE FLANGE NUT M8 (x2)

AFTERMARKET FRONT PIPE GASKET t=2 (x1)

AFTERMARKET FRONT PIPE FLANGE BOLT M10 L=35 (x2)

AFTERMARKET FRONT PIPE FLANGE NUT M10 (x2)

CLAMP BAND (x2)

SPRING (x4)

SILENCER BAND (x1)

SILENCER BAND RUBBER (x1)

FLANGE BOLT M8 L=25 (x1)

FLANGE NUT M8 (x1)

FLANGE BOLT M8 L=55 (x2)

FLANGE NUT M8 (x2)

SOUND REDUCER (x1)

BUTTON BOLT M6 (x1)

ALLEN KEY (x1)

BOLT SMOOTH PASTE (x1)

EXPREME Ti STICKER (x2)

TOMEI STICKER (x2)

WARRANTY CERTIFICATE (x1)

INSTALLATION MANUAL (x1)

USDM  WRX/WRX STI 2002-2007

MSRP $1,390.00 (USD)

PART NUMBER: 440006

Contact
TOMEI USA
(949) 855-6577
www.tomeiusa.com

Proclaiming themselves the “King of the Tuner” (don’t believe us, check the license plate – Ed.), Tommy Kaira is a complete car tuning shop that is notorious for not being cheap – both in quality and on the wallet. Subaru Impreza WRX STI and 350Z models tuned by Tommy Kaira have, in the past, been heavily altered and then sold under a different model name, ala Saleen and RUF. Needless to say, the parts weren’t cheap and neither were the completely prepared turnkey cars that they produced.

The R35 Nissan GT-R is Tommy Kaira’s latest platform of choice and they had two different models on display at the 2011 Tokyo Auto Salon car show. One was a metallic red, Jersey-themed show car with vertical doors – we’re not going to talk about that one here. The other was this GT-R, the famous Ebbrezza-R demo car built by Tommy Kaira.

The Ebbrezza-R is a R35 Nissan GT-R tuning package built and sold by Tommy Kaira. The parts are available separately and include a serialized silver number plate with the purchase of a full kit. The Ebbrezza-R is also sold as a complete car, tuned and built in-house at Tommy Kaira and then delivered to the end customer. Buying a complete car includes a serialized gold number plate and a few carbon fiber trim pieces that are otherwise unavailable.

If you’re the lucky international businessman that can afford an Ebbrezza-R complete car, you’ll discover the GT-R devoid of any actual “Nissan” or “GT-R” badging. Tommy Kaira has so heavily modified the car; they believe it to be a completely new animal and deserving of an exclusive new name, similar to Saleen and RUF.

But while Saleen and RUF usually tune the engines in their turnkey car packages, Tommy Kaira’s R35 GT-R is curiously stock in terms of power. There is an amazing and lightweight titanium exhaust installed but no camshafts, ECU tuning, or turbocharger upgrades. It doesn’t seem right to us to claim the title “King of the Tuner” for yourself without bringing it under the hood as well. Mine’s had an 800hp street car GT-R and it didn’t even have a $10,000 body kit. It did have a $30,000 engine though. Being the king isn’t cheap.

SPECS

Engine (VR38DETT): Tommy Kaira 01TR Heat Blue titanium exhaust system

Drivetrain: Stock

Suspension: Tommy Kaira Super Sports suspension

Brakes: Tommy Kaira monoblock six-piston big brake kit

Wheels: AVS F15, 21×9.5-inch +40 (F), 21×10.5-inch +20 (R)

Tires: Continental, 255/35/21 (F), 285/30/21 (R)

Exterior: Tommy Kaira front bumper, lip spoiler, under diffuser, side ducts, side steps, rear under spoiler, under diffuser, trunk spoiler, rear wing, +20mm rear fender arches, front fender finishers, carbon front fender ducts, LED lights, and carbon outside door handles

Interior: Tommy Kaira-edition Recaro RS-G seats

Ford Abu Dhabi World Rally Team recently debuted the livery and look for its 2011 WRC competitor, the Fiesta RS World Rally Car. The blue, green, red, and white machine drew lots of attention upon its unveiling and now we have the entire scoop on what lies beneath the sheet metal of the rally racer.

Moving away from the Focus nameplate used in the past, M-Sport (who has built Ford’s WRC cars for years now) has developed a completely new car that’s designed to work within a brand new FIA rulebook. The new 2011 car is about more than just working with a smaller chassis; it also has to comply with new engine and chassis rules. The biggest change is the new 1.6-liter turbo engine, which produces 300hp and 332 lb/ft of torque. Since the engine is forced to breathe through a tiny 33mm air restrictor, limiting the power output, M-Sport raises the boost level and plays with the torque output of the engine.

WRC interior

M-Sport and Ford also took development time to shave the body weight down to 2,646 lbs including cage, all-wheel drive system, 18-inch tarmac wheels, and turbo engine setup. We’ve always been fans of full-tilt WRC racecars and the new Fiesta RS doesn’t disappoint. It’s flared and vented body looks downright scary in tarmac trim, riding just inches above the ground, ready to spit sidways out of turns and scramble for traction.

Ford Abu Dhabi World Rally Team technical director Christian Loriaux was in charge of the team that developed the 2011 Fiesta RS WRC. Here, the 44-year-old Belgian talks about some of the key issues surrounding the development of Ford’s 2011 WRC challenger.

OR: Was it simply a matter of developing a new engine to turn the Ford Fiesta S2000 into the Ford Fiesta RS WRC?

CL: No. The Fiesta S2000 rally car provided a great base with which our engineers could work, but there was more development to undertake than just the engine.  We had to ensure we were happy with the suspension and chassis, as well as developing the transmission.  Essentially we had to be confident that the carryover parts from the S2000 would be strong enough to cope with the extra speed and power of a new-generation World Rally Car.

OR: What were the biggest challenges in developing the Fiesta RS WRC?

CL: Developing the 1.6-litre Ford EcoBoost engine was a massive undertaking.  Working with this engine and direct injection for the first time was complicated – it was a completely new animal for us.  Other areas that were big tasks were the transmission, the gear ratios and fitting the cooling package around the engine.  The new rules stipulate a 1200kg minimum weight limit and it has been difficult to get down to that figure.  We received great support in the entire process from the product engineers at Ford of Europe and many of their suppliers.

300hp 1.6-liter turbo engine

OR: Was the development of the engine the biggest challenge of all?

CL: Yes.  Direct injection is a complex beast and we worked closely with Ford’s road vehicle engineers and our engine tuner, Pipo Moteurs, in France, to make the best of their expertise.  Because the new regulations demand forced injection for the first time, it was the first occasion that many of us had the opportunity to work with this in a competition engine.

OR: Are the engine regulations for 2011 taking the sport in the right direction?

CL: Downsizing was most definitely the correct route to take, from both a manufacturer and a competition perspective.  And retaining turbocharged units was also the way forward.  These engines require drivers to use more revs and from a spectator’s viewpoint they sound faster.  Engine noise is an important part of the spectacle and these cars sound better.

OR: How many parts are common to both the S2000 and the RS WRC?

CL: We obtained plenty of data from the S2000, which competed in the S-WRC and other championships last year.  We re-evaluated every area and if we thought certain areas could be improved, we went ahead and did so.  Apart from the roll cage and chassis there aren’t too many parts that the Fiesta RS WRC shares with the S2000.  Plenty of parts may look similar, but they have been modified to be lighter, stiffer or whatever we felt would bring an improvement.

OR: The Fiesta RS WRC is visibly different to the S2000.  Why?

CL: Together with Ford of Europe’s design team, we carried out a full restyling of the car to incorporate as many aspects as we could of Ford’s kinetic design styling cues that are an integral part of the company’s road vehicles.  There are some necessary compromises for aerodynamic reasons, but both Ford and M-Sport are delighted with the car’s appearance.

OR: Is the Fiesta RS WRC more difficult to drive than the Focus RS WRC?

CL: The new regulations require ‘back to basics’ rally cars.  In terms of chassis they are similar, but some of the technology we used in the Focus RS WRC has been banned.  There is no active central differential, no launch control and no paddle shift gear change.  That demands more driver skills.

Reiger dampers and Brembo brakes

OR: So the car rewards the better drivers?

CL: Previously at the start of a stage the driver pushed a button that operated the clutch and the launch control.  Now it is down to the guy behind the wheel to judge traction, the operation of the clutch and the manual gearc hange in order to leave the start.  It means they have more to do.  That’s a good thing because if a driver wants to be world champion then he needs to be capable of moving the car from a standing start without technology doing it for him.

OR: Did the banning of certain items of technology mean less was required of your team’s engineering skills?

CL: Not really. When a high-tech piece of kit like the paddle shift gear change was outlawed, then we turned our attentions and resources to development in other areas where we could use our skills and expertise.

OR: Was it annoying to have to toss out already developed engineering tech?

CL: It’s a little frustrating not to be able to use technology that we previously developed for the Ford Focus RS WRC.  But reduced technology brings down the cost of competition and this has generated interest from new manufacturers, so it was the right decision.  The new era of WRC is a compromise between affordability and eliminating waste.  High-tech kit will live on in the Focus RS WRC in different levels of rallying but not in WRC.  The new Fiesta RS WRC is high-tech and affordable and we have sold several to customers already.

Fiesta RS production at M-Sport

OR: How much testing have you completed with the Fiesta RS WRC?

CL: We started by putting the 2.0-lite Focus RS WRC engine into the Fiesta S2000 in March.  That was our first Fiesta RS WRC.  We didn’t do much more testing until August when we installed the 1.6-litre prototype (without direct injection) into the car.  Since then we’ve tested on gravel in Britain, Portugal, France and Spain.  We tested in Britain, Spain and France on asphalt and in Sweden on snow and ice.  We have covered more than 11,000km in total.

OR: Which drivers have carried out the testing?

CL: The early work was done by guys like Henning Solberg, Matthew Wilson, PG Andersson and Andreas Mikkelsen.  Even [M-Sport boss] Malcolm Wilson took the wheel briefly!  All the recent work, which has concentrated more on perfecting the set-up, was done by Mikko Hirvonen and Jari-Matti Latvala.

OR: Do you believe the Fiesta RS WRC will be fully competitive in the FIA World Rally Championship this season?

CL: That’s the target every person in the team has set themselves.  We believe we have developed a great rally car, but we have no benchmark with which to compare it.  Before, we were able to compare new versions of the Focus RS WRC with the previous car.  Because the regulations are new we have nothing like-for-like with which to make a comparison.  So we will only know how competitive we are at the end of the first proper stage in Sweden.

2011 Ford Fiesta RS WRC Specs

Engine (300hp at 6,000RPM, 332lb/ft at 4,000RPM): Ford EcoBoost 1600cc direct injection engine developed by Ford, M-Sport and Pipo Moteurs. Four cylinders, 16 valves. Bore 83.0mm x stroke 73.9mm. Cosworth electronic engine management system, Garrett turbocharger (with FIA required 33 mm inlet restrictor), air-to-air intercooler, catalytic converter, and full Cosworth chassis and engine data acquisition (for in-event diagnostics and performance development)

Drivetrain: Permanent four-wheel drive. Mechanical front and rear differentials and a clutch disconnect fitted to handbrake, M-Sport / X-Trac six-speed sequential gearbox with mechanical shift, M-Sport / AP Racing twin disc clutch, and power-assisted high-ratio (12:1) 1.5 turns lock-to-lock steering rack

Suspension: Front and rear MacPherson struts with Reiger double-adjustable external reservoir dampers, fully adjustable fabricated steel suspension links, front and rear anti-roll bars and machined aluminum uprights

Brakes: Hydraulic handbrake, adjustable front/rear bias valve, Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four- piston monoblock calipers. Asphalt (front and rear): 355mm (maximum) Brembo ventilated discs with Brembo four-piston monoblock calipers.

Wheels: Gravel / Snow: 7in x 15in (aluminium) wheels with Michelin 650mm tires. Asphalt: 8in x 18in (aluminium) wheels with Michelin 650mm tires

Exterior: Aerodynamic rear wing, unique front ‘bumper’ treatment

Interior: Unitary construction, unique composite side panels, welded T45 steel safety roll cage, and FIA FT3.5 80-liter centrally-located fuel tank

Dimensions: Length: 3963mm. Width:  1820mm. Wheelbase: 2480mm. Weight: 1200kg minimum.

2011 Ford Fiesta RS WRC

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Taking on Citroen and Ford’s World Rally Championship programs in 2011 is another brand with rallying history, Mini. With the 1960s Monte Carlo Cooper still plastered over garage walls the world over, Mini is entering with the modern MINI WRC.

Based on the production Mini Countryman, the MINI WRC is a 1.6-liter turbocharged, all-wheel drive rally car. At first glance, the racecar looks like nothing more than a slightly widened Mini Countryman with more coolers up front. Compared to Ford’s super-aggreso Fiesta RS WRC, the MINI WRC looks high, narrow, and close to stock. Not much of an inspiration for WRC rallying fans anywhere. Fear not, this car is still in testing form. In full WRC trim, the Mini will have more than enough flares, vents, scoops, and low-slung bodywork to look the part.

Underneath the test car’s skin lies the touch BMW Motorsport and Prodrive. With success in F1, WRC, Le Mans, and ALMS (to name a few), Prodrive is one of the most famous racing prep and engineering houses on Earth. Their Subaru WRC program, Aston Martin Le Mans program, and Honda-powered F1 team pretty much became iconic efforts for their respective brands. The reason was simple; Prodrive put in really good work and finished where it counted.

With Mini, they hope to do the same. The MINI WRC is powered by a special BMW Motorsport-built 1.6-liter Garrett turbocharged (2.5-bar maximum boost) engine. Mini Countryman models come with an option for all-wheel drive but the production system has been dumped in favor of a Xtrac six-speed sequential transmission and new all-wheel drive setup. The body remains fairly close to stock (for a WRC car), although Prodrive themselves fit each with a FIA roll cage. Prodrive is also responsible for the custom valving, specs, and setup of each Ohlins 3-way damper setup.

Mini’s driver line-up for 2011 consists of Kris Meeke/Paul Nagle, 2009 Intercontinental Rally Challenge champions, and Dani Sordo/Carlos del Barrio. Sordo has been Loeb’s teammate and a Citroen factory driver for a few years now. The MINI WRC is currently undergoing testing and isn’t to be officially debuted in competition trim until the launch at the Oxford Mini factory on April 13, 2011.

MINI WRC: Technical specifications.

Dimensions: Length: 4,110 mm, Width: 1,820 mm, Weight: 1,200 kg (FIA minimum weight)

Engine: 1,600 cc, four-cylinder direct injection petrol engine, Garrett turbocharger – maximum boost 2.5 bar, Dry sump

Transmission: Permanent four wheel drive, Gearbox: Xtrac 6-speed sequential, AP Racing sintered twin plate clutch, Plated limited slip (front and rear axle)

Steering: Hydraulic power assisted

Chassis: MINI Countryman bodyshell with Prodrive roll cage exceeding FIA regulations

Suspension: Prodrive Öhlins Macpherson strut, 3 way adjustable damper (front and rear axle)

Wheels/Tires: ATS wheels and Michelin tires, Gravel: 15” diameter, Tarmac: 18” diameter

Brakes: AP Racing – Gravel: four piston, 300 mm (front and rear axle), Tarmac: four piston, 355 mm (front and rear axle), Castrol brake fluid (SFX)

Lubricants and coolants: Castrol

Seats: Sparco race seats and safety belt system

From Mini:

The MINI WRC has been developed by Prodrive, based on the MINI Countryman. It is equipped with a 1.6-litre turbo engine derived from the MINI production models, which was developed by BMW Motorsport for use in series run according to FIA Super2000 regulations, including the World Touring Car Championship. As well as its works involvement with the MINI WRC Team, Prodrive is supplying the customer car to private rally teams, who will also run the car in the S2000 class of the World Rally Championship.

“The FIA World Rally Championship is the pinnacle of rallying, making it the ideal platform for demonstrating the competitive spirit of our brand,” says Ian Robertson, Member of the Board of Management, Sales and Marketing BMW Group. “Experience is a very important factor in motorsport. For that reason it is essential we learn as much as possible within a very short time, in order to make up ground on our rivals. The new regulations mean the gap to the top is smaller than it would have been at another time. We want to annoy the opposition as soon as possible.”

The MINI WRC Team will be putting its faith in experienced drivers when it faces up to the challenge of the WRC for the first time in 2011. Kris Meeke (GB) and his co-driver Paul Nagle (IR) have proven their ability in impressive style, listing the 2009 Intercontinental Rally Challenge (IRC) title as just one of their achievements. Daniel “Dani” Sordo (ES), who will compete alongside his new co-driver Carlos del Barrio (ES) in 2011, has many years of World Championship experience. Twenty nine podium finishes from 84 starts in the WRC just go to show the former Citroën works driver has what it takes to battle it out at the top.

Rallying is far from new territory for MINI. In the past, success in this popular motorsport discipline has played a crucial role in defining the brand’s image. Three victories at the Rally Monte Carlo in the 1960s made the MINI Cooper S a true legend.

The latest phase of developments for the MINI WRC are currently undergoing an intensive testing programme. The car to be used in the 2011 World Rally Championship will be presented at the official Team Launch on 13th April 2011 at the MINI Plant Oxford.

Prodrive, an experienced motorsport operation, was chosen as the partner in the quest to continue the brand’s success story. The company, founded by David Richards, is viewed as one of the most respected and successful in rallying. “This project is a truly passionate

opportunity,” believes Richards. “MINI is a cult brand which left a lasting impression during its previous motorsport campaigns. We are both extremely happy and proud to be on board as a partner when MINI returns to rallying. We aim to use 2011 as a preparatory year, amassing experience in order to ensure we are fully competitive from the start of the following season.

But let’s not underestimate the task ahead of us nor the stiff competition we will face on the way. However, our target is firmly set on winning the World Championship title again with MINI.”

Prodrive was founded in 1984, and has established itself as one of motorsport’s leading

independent teams. Currently employing about 500 staff, the company is based in Banbury (GB). Among other successes, Prodrive has to date won six World Rally Championships, five British Touring Car titles, and scored three class victories in France’s classic Le Mans 24 Hours.

“MINI powered by BMW Motorsport”: The heart of the MINI WRC is the 1.6-litre, four-cylinder Di turbo engine, which is also available in the MINI production models. The production engine was further developed by BMW Motorsport for the use in various categories according to FIA Super2000 regulations. The power transmission takes place via an Xtrac 6-speed, sequential gearbox. For its outings on the rally stages, the MINI Countryman chassis has been fitted with a roll cage developed by Prodrive, which exceeds the strict safety requirements of the International Automobile Federation (FIA).

Mini Countryman WRC

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Kris Meeke (UK) in the new MINI WRC (02/2011).

1. Travis Hanson/Terry Hanson – 2007 Subaru Impreza WRX STI

The privateer team pulled off a major win for working stiffs everywhere at Sno*Drift. Classed in Super Production, the father/son duo overcame all other competitors (even those in the Open Class) to take the overall event win, the first SP team to do so in RallyCar history. Their Subaru Impreza WRX STI is strikingly devoid of sponsor stickers, made even whiter by the lack of logos. Having been invited to the 2008 and 2010 X Games, the Hansons are no strangers to the underdog story. They’ve just managed to overcome it.

2.  Dillon Van Way/Jake Blattner – 2011 Ford Fiesta

Van Way drove his Ford Fiesta to a 2WD class win at Sno*Drift, beating more than a few turbocharged and all-wheel drive entries along the way.

3.  Charles Kothe/Don DeRose – 1981 Toyota Starlet

There’s nothing we love more than real cars being thrown sideways into snow and ice. This Starlet has stood the test of time on the rally circuit although it would eventually DNF from the event.

4.  Evan Moen/Daniel Victor – 2000 Acura Integra Type-R

As we’re about to embark on an Acura Integra project of our own, this yellow Type-R caught more than a fair bit of our attention. It may not be the most powerful or modern car in the field but it packed a supercharged version of the solid B-Series engine and sounded fantastic.

5.  Ian Topping/Jeff Secor – 1980 Volvo 242

Although rear-wheel drive kicks major ass for sliding and throttle steering in the snow, it’s not a popular choice for rally drivers. Front and all-wheel drive setups are much more popular on account of traction, speed, and cost. One of the few RWD entries at Sno*Drift was this Volvo 242, which also happened to be one of the most exciting to watch.

6.  Dave Mirra/Marshall Clarke – 2011 Subaru Impreza WRX STI

After the retirement of David Higgins, BMX superstar Dave Mirra was the last hope for Subaru Rally Team USA’s overall victory. His Vermont SportsCar-prepared Open Class WRX STI was one of the best cars in the field and was consistently near the top of the times. He would finish 2^nd overall at Sno*Drift 2011.

7.  Wyatt Knox/Verena Mei – 2008 Mazdaspeed3

The Mazdaspeed3 was one of the few Mazdas entered at Sno*Drift and could have been a serious contender in the 2WD class with its turbocharged engine. Still, it put in a solid 4^th place finish considering the icy surface and pairing of brand new co-driver Verena Mei.

8. Scott Rhoades/Scott Nickerson – 1993 Honda Prelude

Another real world fan favorite was the ’93 Prelude of Scott Rhoades and Scott Nickerson. The orange Honda surprised more than a few rally spectators, although it seems to be a solid choice to us. Last time we checked, rally cars hit rocks and stumps and Prelude body panels are cheaper than STI ones.

9. Richard Burton/Maxime Vadeboncoeur – 2007 Subaru Impreza WRX STI

Richard Burton’s 2007 Subaru Impreza WRX STI began its life as Internet sensation Ken Block’s Gumball 3000 road rally car. After finishing up its checkpoint racing and night partying duties, the STI would get a second wind in the RallyCar series as an Open Class racecar. Although it did not finish the Sno*Drift rally, this Subaru is now driven the way it should be.

10. Carl Siegler/David Goodman – 2004 Subaru Impreza WRX STI

Racing under the Ziptie Rally Team banner, this Open Class 2004 WRX STI sported a front end that looked like a cross between a veteran drift car and a punk rock haircut. Chicks dig zipties, right?

One of the most anticipated R35 Nissan GT-Rs came courtesy of the top dog of Japanese GT-R tuners – Mine’s. After producing their uber-quick R34 Nissan Skyline GT-R a few years back, Mine’s dove straight into the R35 GT-R. Their latest 2011 model year GT-R demo car is the culmination of all their R35 GT-R tuning prowess, with all of the performance and none of the overweight excess of other tuners.

Mine’s also used the 2011 Tokyo Auto Salon show to showcase their Super Response Complete Engine program, which was on display both inside and outside of this GT-R. Custom built in-house by Mine’s, the Super Response Complete Engine is a VR38DETT that has been torn apart, hand built, and fit with new pistons and connecting rods. The setup will run you between $30,000-$50,000. Adding on the upgraded turbocharger kit will run you an extra $5,000-$10,000. That’s a pretty big hit on the wallet, this is real life, not Gran Turismo, but the engine produces almost 800hp in this GT-R with supposedly smooth drivability.

Mine’s also took a significant amount of weight out of the portly R35 Nissan GT-R with the aid of carbon fiber. Lots and lots of carbon fiber. The lightweight composite has been used in the hood, trunk, doors, and wing, shedding weight. Mine’s also took the less flashy approach by color-matching the carbon fiber pieces, leaving carbon visible only in the minor body accents. Matched with Mine’s distinctively subtle gray stripe and signature logo, this GT-R is sure to surprise more than a few Ferraris and Vipers.

Although this GT-R is built as a tuned street car, Mine’s has added a few elements for track speed. Three-way Sachs dampers, higher-temp brake pads, lightweight RAYS Engineering wheels, and sticky Potenza RE070R tires all help this Nissan out at the track. If Mine’s past Skylines and GT-Rs are any indication, this 2011 GT-R should be wickedly fast and still surprisingly comfortable. That’s the magic combination.

SPECS

Engine (VR38DETT): 800ps @ 6,300RPM, 100kg-m @ 4,600RPM – Mine’s Super Response Complete Engine (pistons, connecting rods), turbocharger kit, Spec-X 6.0 kit (Mine’s VX-ROM Type-X ECU, turbo wastegate actuators, boost controller, HKS spark plugs), 800cc/min fuel injectors, high-flow throttle system, suction pipe kit, intercooler hard pipe kit, VX air filter, racing Silence-VX Pro Titan III exhaust, and Super Catalyzer II

Drivetrain: Mine’s prototype clutch

Suspension: Mine’s ESTA Full Spec Suspension III coilovers (Sachs 3-way dampers, Hyperco springs) and front/rear stabilizer bars

Brakes: Mine’s prototype brake pads

Wheels: RAYS VR G12, 20×10-inch +30 (F), 20×11-inch +15 (R)

Tires: Bridgestone Potenza RE070R, 255/40/20 (F), 285/35/20 (R)

Exterior: Mine’s carbon fiber Type II front lip spoiler, Type II hood, Type I trunk, carbon rear wing, carbon doors, carbon bumper protector, side steps, carbon engine cover, carbon fiber antenna cover, quad-light tail illumination kit, and carbon mirror surrounds

Interior: Stock

One of the newer tuners in the Japanese scene, M7 Japan burst out into the market and is now entering its fifth year with more parts and products. Their R35 Nissan GT-R, called the R600, is a track-ready 600hp demo platform for M7 parts.

With their company image centered around motorsports, M7 Japan is involved in Super GT and the D1GP, sponsoring RE Amemiya. The drift RX-7, driven by Imamura, was the 2010 D1GP champion while the GT300 RX-7 took third place in last year’s championship. Nobuteru “NOB” Taniguchi, one of the drivers of the Super GT M7 RE Amemiya RX-7, also took second place in the 2010 Japan Civic Championship one-make race.

Taniguchi, a known driver in GT and drifting circles, is also the test driver for the R600 GT-R. In fact, his name is literally on the seats inside the car.

The car itself is a tuned GT-R that uses a combination of free-flowing exhaust, ECU tune, and intake to generate 600hp. M7 Japan also fit the car with their own branded suspension kit, forged monoblock brake kit, and performance brake pads.

It comes as little surprise that M7 Japan takes this R35 out on track regularly and didn’t fit a chunky, high-concept body kit to it. They decided to keep it simple – 600hp, brakes, suspension, cooling, and good tires – and then drive the piss out of it. We can relate to that.

SPECS

Engine (VR38DETT): 612.8ps @ 6,400RPM, 672.3N/m @ 3,880RPM – M7 Super Power Flow air filter, Super Hyper Sound blow-off valve, turbo actuator, Super Performance throttle controller, E-BC boost controller, Competition Type-R intercooler kit, Super Cooling oil catch tank, Super Cooling radiator coolant, Super Cooling radiator cap, GT oil filler cap, camshafts, reprogrammed ECU, magnet oil filter, high-flow front pipe, high-flow center pipe, F-Titan exhaust, and 15W50 Pro Racing Oil 1000HP

Drivetrain: HKS transmission oil cooler kit and OS Giken LSD

Suspension: M7 coilovers

Brakes: M7 forged monoblock six-piston big brake kit, 700-deg C brake pads, and Super B5 brake fluid

Wheels: Enkei GTC-01, 20×9.5-inch +38 (F), 20×10-inch +30 (R)

Tires: Bridgestone, 255/40/20 (F), 285/35/20 (R)

Exterior: Stock

Interior: NOB Taniguchi-edition M7 racing seat

Axell Auto used the 2011 Tokyo Auto Salon show to debut their latest creation, a widebody kit for the R35 Nissan GT-R. A tuned who specializes in producing parts as well as complete car turnkey creation, Axell Auto was previously a wagon specialist.

Their product lineup consists of body kits, mufflers, and interior dress-up pieces rather than turbo kits and sports car go-fast parts. To put it all into perspective, previous to the GT-R, Axell Auto’s offering included a Nissan Elgrand van body kit and a Toyota/Lexus SUV (RX-model to the US – Ed.) exhaust system.

The lines of the R35 Nissan GT-R kit were hidden a bit by the flat black look but the effect was still dramatic. The front and rear wide fenders allowed for a massive wheel and tire package, 13-inch wide wheels and 335mm tires in the rear. That kind of rubber was put on tap because this GT-R makes close to 800hp using a HKS GT800 turbocharger upgrade kit.

At a show where more than a few body kit manufacturers displayed cars with stock engines, the high boosted Axell GT-R was a welcome change of pace. We don’t think that too many GT-R owners will go with such a dramatic body kit for their street cars but we’d like to see the 335mm-shod racecars that emerge with this aggressive look.

Engine (VR38DETT): 800ps – HKS GT800 turbocharger kit and intercooler kit

Drivetrain: HKS transmission oil cooler kit and OS Giken LSD

Suspension: R35 Nitron Force 3-way shocks and Hyperco springs

Brakes: Stock

Wheels: TWS EXSspur RSF+Mg, 20×10.5-inch (F), 20×13-inch (R)

Tires: Pirelli P-Zero Rosso, 275/35/20 (F), 335/30/20 (R)

Exterior: Custom flat black paint, Axell front bumper, front lip spoiler, front under diffuser, front wide fenders, side skirts, rear wide fenders, rear bumper, rear racing diffuser, and rear wing

Interior: Custom red upholstery and seating

1. Top Secret Super GT-R

The distinctive gold Top Secret scheme was found on only one GT-R this year but what a demo car it was. Using a Top Secret BB900 turbo kit, JUN cams, HKS pistons, and connecting rods, the Top Secret Super GT-R puts out just under 900hp at 7,000RPM. A HKS Kansai Service rear limited-slip differential has been added along with a Dotson stronger first gear and clutch kit.

2. Gallant Abflug GT-R

During 2010, body kit maker Abflug joined forces with European specialist J.N. Hephaiss (also a Japan-based tuning company). The union has now given birth to Gallant Abflug, a new brand that specializes in high-end cars such as the R35 Nissan GT-R, Porsche 911 GT3, and Ferrari F430. This R35 Nissan GT-R was the highlight of their stand, packing almost 630hp using a free-flowing exhaust and increased boost. Gallant Abflug claims that this car has run a best quarter-mile time of 10.8-seconds.

3. Mine’s 2011 GT-R

Mine’s used the 2011 Tokyo Auto Salon show to showcase their Super Response Complete Engine, which was on display both inside and outside of this GT-R. Custom built by Mine’s, the Super Response Complete Engine is a VR38DETT that has been torn apart, hand built, and fit with new pistons and connecting rods. The setup will run you between $30,000-$50,000. Adding on the upgraded turbocharger kit will run you an extra $5,000-$10,000. That’s a pretty big hit on the wallet, this is real life, not Gran Turismo, but the engine produces almost 800hp with supposedly smooth drivability.

Mine’s also took a significant amount of weight out of the portly R35 Nissan GT-R with the aid of carbon fiber. Lots and lots of carbon fiber. The lightweight composite has been used in the hood, trunk, doors, and wing, shedding weight. Mine’s also took the less flashy approach by color-matching the carbon fiber pieces, leaving carbon visible only in the minor body accents. Matched with Mine’s distinctively subtle gray stripe and signature logo, this GT-R is sure to surprise more than a few Ferraris and Vipers.

4. Sumo Power FIA GT1 GT-R Racecar

Sumo Power’s Nissan GT-R GT1 is an almost 600hp turbocharged racing machine that regularly takes on Aston Martin DB9s, Corvettes, and Maserati MC12s. Typical stops for the FIA GT1 race series include Abu Dhabi, France, and England. Sumo Power claims that the louvers and aerodynamics don’t give enough downforce to be fully competitive, so the GT-R is purposely setup for low drag. This gives it an advantage at high-speed circuits.

5. M7 Japan R600 GT-R

With their company image centered around motorsports, M7 Japan is involved in Super GT and the D1GP, sponsoring RE Amemiya. The drift RX-7, driven by Imamura, was the 2010 D1GP champion while the GT300 RX-7 took third place in last year’s championship. Nobuteru “NOB” Taniguchi, one of the drivers of the Super GT M7 RE Amemiya RX-7, also took second place in the 2010 Japan Civic Championship one-make race.

Their tuned GT-R, called the R600, uses a combination of free-flowing exhaust, boost control, ECU tune, and intakes to generate 600hp. M7 Japan also fit the car with their own branded suspension kit, forged monoblock brake kit, and performance brake pads.

It comes as little surprise that M7 Japan takes this R35 out on track regularly and didn’t fit a chunky, high-concept body kit to it. They decided to keep it simple – 600hp, brakes, suspension, cooling, and good tires – and then drive the piss out of it. We can relate to that.

GM tuner Lingenfelter Performance Engineering (LPE) has built some of the most powerfully modified Corvettes, Camaros, and Cadillacs around. They were the first to put the new Camaro SS into the 8s, can sell you a 750hp twin-turbo engine setup for your Escalade, and we all remember the Lingenfelter twin-turbo 2000 Corvette vs. F18 jet fighter stunt.

Now Lingenfelter has released its latest engine package, delivering 623whp (700hp+ at the crank) and 617 lb/ft of torque to the 2009-2011 Cadillac CTS-V, up from the factory rating of 556hp at the crank. The kit retains the factory roots-type supercharger, instead increasing boost through a smaller pulley and increasing the engine’s own efficiency through CNC head porting and a new cam.

The engine is also strengthened against the extra power with new valves, head gaskets, stronger belts, and larger fuel injectors. Lingenfelter claims that drivability is not affected at all and that highway mileage is not adversely affected. We’re guessing that translates into 6mpg in the city and high teens on the highway – if you cruise with your foot out of it. The complete setup will set you back about $11,245 – not exactly chump change.

For that money, LPE will remove your engine, build it, re-install it, tune it, and then slap a two-year warranty on it. That still sounds like a lot of bills to us but if you absolutely have to have a 700hp turnkey engine package to race against a jet, LPE will cash your check.



From LPE:

NEW 700+ HORSEPOWER 2009-11 CADILLAC CTS-V ENGINE PACKAGE AVAILABLE FROM LINGENFELTER

DECATUR, Ind. – Lingenfelter Performance Engineering (LPE) has completed a new engine package designed to deliver 700+ horsepower to the 2009-2011 Cadillac CTS-V.

The LPE Cadillac CTS-V Package gives enthusiasts additional power – 623 rear wheel horsepower and 617 rear wheel lb.-ft. of torque as tested in a manual transmission-equipped CTS-V – while maintaining a safe level of boost and supercharger RPM.  The package features Lingenfelter CNC ported LSA cylinder heads and the addition of LPE’s GT9 ZR1 supercharger camshaft, which delivers an excellent sound quality and won’t degrade the Cadillac’s drivability or reliability.

Lingenfelter provides Cadillac owners with a turnkey package that includes:
- Engine removal and removal of supercharger assembly, cylinder heads and camshaft
- Lingenfelter CNC porting & polishing of LSA cylinder heads for optimal flow
- 2.165″ diameter hollow stem intake valves
- 1.59″ diameter high temperature inconnel exhaust valves
- Lingenfelter multi-angle valve job, cc chambers, surfacing and spring height adjustment
- Competition Cams valve springs, titanium retainers, 10 degree locks
- Lingenfelter GT9 camshaft
- GM Head gaskets & head bolts
- 2.55″ diameter steel supercharger drive pulley – powder coated black – 8 rib
- 8 rib serpentine belt
- Lingenfelter LS9 solid supercharger isolator coupling
- Port and polish supercharger front cover
- Lingenfelter air intake duct
- K & N Air Filter
- Lingenfelter 10% overdrive harmonic balancer
- 63 lbs/hour fuel injectors
- Fuel injector connector change
- 160 degree thermostat
- Professional installation
- Engine testing and expert ECM tuning
- Chassis dyno testing before and after installation
- Excellent drivability, highway mileage not adversely affected
- Lingenfelter certificate of authenticity
- Lingenfelter 2 year/24,000 mile warranty

At this year’s 2011 Tokyo Auto Salon tuning show, some of the most powerful cars were sitting in the RH9 Club booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built street Nissan GT-Rs that run a 9-second quarter-mile time or faster.

Easily the most powerful car in the RH9 club booth, the Pit Road M GTO MR is a heavily tuned 900hp twin-turbocharged V6-powered, all-wheel drive, four-wheel steering 90s classic. Sold in the US as the Mitsubishi 3000GT VR-4 and Dodge Stealth R/T twin-turbo, the GTO MR is similar to many Japanese supercars of the 90s, packed to the vents with options and new technology.

While this drove up the weight of the GTO platform, it also provided impressive performance during its heyday. Pit Road M is one of the most well known GTO tuners in Japan and they’ve put significant work into this example. Big boost, with an engine to match, is mixed with nitrous oxide to produce immense, ground moving power.

What makes this car even more rare is the fact that nobody really tunes these cars anymore. Just one look at the mess of piping and hoses surrounding the transverse V6 and you’ll wish that you went sans turbo. Still, 900hp is hard to argue with.

To claim their best time of 9.838-seconds, Pit Road M put their GTO MR on a big diet. The interior went into the dumpster, along with the sound deadener, and many of the body panels were swapped out for carbon fiber pieces. Brake ducts, a front splitter, and rear wing were added for when the GTO hits the track. To keep 900hp in check, you’ll notice that more than a few oil and air coolers fill the front end of the car. Probably a good idea.

Engine (Z15A): 918.8ps / 103.8 kg/m – Pit Road M SPL special engine, oil cooler kit, and exhaust, HKS F-Con V Pro ECU, Trust Profec boost controller, TD05SH-18G (10cm) turbochargers, nitrous oxide kit

Drivetrain: 6F Getrag transmission, Pit Road M LSD (front and rear), carbon driveshaft, and carbon triple-plate clutch kit

Suspension: Pit Road M coilovers

Brakes: Pit Road M/AP Racing big brake kit (380mm/332mm rotors)

Wheels: Volk TE37SL, 18×11-inch

Tires: Yokohama Advan AD08, 285/30/18

Exterior: Pit Road M body kit, carbon fiber hood, doors, rear wing, GT mirrors, front wide fenders, rear diffuser, canards, and acrylic window panels

Interior: Recaro SPG-III seats, Nardi steering wheel, Defi gauges

At this year’s 2011 Tokyo Auto Salon tuning show, some of the most powerful cars were sitting in the RH9 Club booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built street Nissan GT-Rs that run a 9-second quarter-mile time or faster.

Since Japan taxes the pants off of owners of older cars, it’s increasingly difficult to find heavily tuned examples of such classics as the Civic, Supra, Silvia, and RX-7. Add in the cost of displaying a car at the Tokyo Auto Salon and you’ll see why the show floor is only filled with big name tuners who can afford the latest demo cars.

This R32 Nissan Skyline GT-R was a welcome change of pace amongst the R35s. Built solely for drag racing, the INABA Drag-R tuned by t-get is a 800hp turbocharged monster that has been stripped, lightened, slick-shod, and then boosted to all high hell. This is as purpose-built as it gets, folks. We like.

Engine (RB26DETT): 800ps – JUN Auto 2.7-liter stroker kit, 280-degree camshafts, HKS T51R Kai turbocharger and F-Con V Pro ECU, SARD fuel rail, Samco hoses, custom t-get exhaust, and Trust intercooler

Drivetrain: HKS dogbox transmission and triple-plate clutch, Cusco front and rear LSDs

Suspension: TEIN

Brakes: Stock

Wheels: 16-inch

Tires: Drag slicks, 26×10.50-16LT

Exterior: Front lip, rear wing spoiler, carbon fiber hood and side mirrors

Interior: Regulation-spec roll cage, stripped interior, and Bride seat

At this year’s 2011 Tokyo Auto Salon tuning show, some of the most powerful cars were sitting in the RH9 Club booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built street Nissan GT-Rs that run a 9-second quarter-mile time or faster.

One of the few non-GT-Rs in the RH9 booth was this GRB-chassis Subaru Impreza WRX STI, tuned by Marche. A welcome relief from the over-the-top car audio section of the Tokyo Auto Salon, this Subaru came packing a nearly stock body. Aside from the white vinyl stickers, this is a car that we would drive on the street.

Retaining the Japan-spec EJ20 2.0-liter engine, instead of switching to the overseas 2.5-liter bottom-end, Marche tuned the power level to more than 500hp by raiding the HKS parts catalog. Completing the necessary parts for a 9-second run include Cusco LSDs and Dunlop Direzza Z1 tires. More than just a drag racing car, this Subaru has also taken its horsepower to the track, running Tsukuba Circuit in 59-seconds flat.

Engine (EJ20): 550 ps, 78 kg/m – HKS pistons, connecting rods, crankshaft, GT3037 turbocharger, R Type intercooler kit, blow-off valve, Silent Hyper Power exhaust, and GT II external wastegate

Drivetrain: HKS clutch kit, Cusco RS rear LSD

Suspension: Bilstein/Eibach

Brakes: Marche brake kit and PFC brake rotors

Wheels: Dunlop Direzza RZS, 18×10-inch (+42)

Tires: Dunlop Direzza Z1, 265/35/18

Exterior: Stock

Interior: Recaro SP-A seats and Arai Motorsport steering wheel

At this year’s 2011 Tokyo Auto Salon tuning show, some of the most powerful cars were sitting in the RH9 Club booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built street Nissan GT-Rs that run a 9-second quarter-mile time or faster.

Hidden among a pile of shiny, new R35 GT-Rs was this now classic (isn’t that sound sad? – Ed.) R32 Nissan Skyline GT-R. Called the Street Special 32R, it packs loads of power (almost 700hp) and a pretty hideous widebody exterior scheme. We’re sure that it’s faster than a Viper in a drag race but pimp-shoe red flaked paint and a front end that looks like a box are two things that just don’t go together. Or separately, for that matter.

What is interesting is the rather large shark-gill strakes on the left side of the GT-R. Those giant vents feed air to the cabin-mounted radiator system, which has been moved to shorten the piping to the thick-core intercooler. If you look closely in the engine bay picture below, you can see the hard pipe that runs under the turbo, feeding coolant to the radiator inside the cabin. It’s an interesting solution to a problem that shouldn’t exist in the first place but we wonder how well that side-mount radiator works with the airflow coming off of the bulldozer front end.

Engine (RB26DETT): 700 ps, 78 kg/m – HKS 2.8-liter stroker kit, Nismo oil pump, larger capacity oil pan, Trust 272 camshafts, blow-off valve and single turbocharger, and custom front-mount intercooler, cabin-mounted radiator

Drivetrain: HKS clutch kit, Cusco front LSD

Suspension: A’PEX coilovers (18/16 kg/mm)

Brakes: Endless racing 6-piston brakes

Wheels: Volk TE37, 18×11-inch

Tires: Yokohama Advan AD08, 265/35/18

Exterior: Custom body kit, side air duct for radiator

Interior: Bride sport seats and Nardi steering wheel

At this year’s 2011 Tokyo Auto Salon tuning show, some of the most powerful cars were sitting in the RH9 Club booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built street Nissan GT-Rs that run a 9-second quarter-mile time or faster.

Logically, since the GT-R has been sold in its domestic homeland since its birth, the RH9 is a Japanese creation and is filled with Japanese tuning shops. Names such as Top Secret, Art Tech Hanatsuka, Pit Road M, and Phoenix’s Power populated the display this year. Despite the GT-R drag time required for entry, some of the tuners had non-Nissan cars on display in the booth including a Subaru Impreza WRX STI, Mitsubishi Lancer Evolution X, and a Nissan 350Z. Needless to say, regardless of platform, every single car in the RH9 booth had horsepower to spare thanks to liberal forced induction, custom-built engines, and lots of shiny go-fast parts.

Phoenix’s Power R35 Nissan GT-R

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611.7ps thanks to an ECU tune, Blitz titanium exhaust and boost controller, and Trust intake kit. 20-inch BBS LMs and 3-way Aragosta coilovers finish the package.

Japanese tuning company Top Secret showcased some of the latest trends at the 2011 Tokyo Auto Salon. Their demo cars consisted of R35 Nissan GT-Rs and a tuned Honda CR-Z hybrid, following the example of most of the show. The old days of golden Top Secret Supras and Silvias are gone (as are many of the cars now – Ed.), replaced by the two cars that have taken the Japanese tuning scene by storm.

Headed by “Smoky” Nagata, Top Secret is a diehard amongst tuning companies. It’s produced turbocharged machines with enough power to convince the inner pre-pubescent in all of us and has taken them to the old New Zealand speed trials, time attacks, and even (illegally) to the streets of London. Nothing better than building a nice car and then using it to, putting it nicely, tear sh!t up.

The distinctive gold Top Secret scheme was found on only one GT-R this year but what a demo car it was. Using a Top Secret BB900 turbo kit, JUN cams, HKS pistons, and connecting rods, the Top Secret Super GT-R puts out just under 900hp at 7,000RPM. A HKS Kansai Service rear limited-slip differential has been added along with a Dotson 1^st gear and clutch kit.

Their Honda CR-Z was built just the way that enthusiasts want Honda to build the next one – with a turbo. Power is around the 305hp mark thanks to a TD04H-15G turbo, tuned with a GReddy E-Mange and F-Manage. The gasoline engine has also been given an overhaul with new pistons, connecting rods, and head gasket. To improve the handling, the CR-Z has been given a Cusco Type-RS 1.5-way LSD, Top Secret/Aragosta suspension, and staggered (larger up front) Bridgestone RE11 tires.

Top Secret’s “other” non-golden R35 Nissan GT-R was found in the RH9 booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built Nissan GT-Rs that run a 9-second quarter-mile time or faster. Top Secret’s GT-R used a BB700 turbocharger kit, HKS EVC5 boost controller, Process ECU, and what appeared to be a stock engine to do the deed. The transmission and drivetrain even appeared to be factory stock.

For those Mitsubishi Lancer Evolution X owners looking for larger intercooler to fit larger turbochargers, GReddy has answered your call. Their new Type-33F intercooler is a bolt-on front-mount kit that has 60% more core volume. It’s a tube and fin design with divided endtanks and should be a worthwhile upgrade for those with larger-than-stock turbos and higher boost levels.

From GReddy:

GReddy Performance Products, Inc. now offers its new Type-33F Upgraded Intercooler for the 2008–‐on (CZ4A) Mitsubishi Evolution X. In addition to being nearly 4” (100mm) thick and having 60% larger core volume (measuring  525×292xa00mm vs. the  stock 490×290x68mm), it’s unique, divided endtanks increase efficiency and  cooling. A must have for high boost EVO X applications. The combination of the larger tube and fin “inner–‐fin” technology with the larger 70mm (vs. stocks 60mm) diameter, heavy-duty, directional endtanks provide better flow and cooling over the entire core surface.

From the show floor of the 2011 Tokyo Auto Salon. Campaigned in the FIA GT1 series, Sumo Power’s Nissan GT-R GT1 is an almost 600hp turbocharged racing machine that regularly takes on Aston Martin DB9s, Corvettes, and Maserati MC12s. Typical stops for the FIA GT1 series include Abu Dhabi, France, and England. Sumo Power claims that the louvers and aerodynamics don’t give enough downforce to be fully competitive, so the GT-R is purposely setup for low drag. This gives it an advantage at high speed circuits.

Much of the GT-R GT1 is close to stock, although the body work has been changed out for 75mm wider fenders and carbon body pieces, including the roof. Why the Tokyo Auto Salon show, then? Despite his German roots, driver Michael Krumm is best known in Japan for his Super GT success.

LENGTH: 4,730mm

WIDTH: 2,040mm

WHEELBASE: 780mm

WEIGHT: 1,250kg

ENGINE: VK56DE, 5552cc

POWER: 592hp, 478lb/ft of torque+

DRIVETRAIN: 6-speed transaxle (rear-wheel drive), 5.5-inch triple-plate carbon clutch

From the show floor of the 2011 Tokyo Auto Salon. RE Amemiya, the famous Mazda rotary tuner and Super GT racing team, has a reputation for producing tuned Mazda RX-7s that look a bit, how do we say, over the top. This car is no different, right down to the color and body kit.

The Hurricane 7 is their latest widebody creation, covered in more white and baby blue stripes than a bad rap video. But under the hood, the car is all business. A transplanted 20B 3-rotor engine has been turbocharged and fit with a custom v-mount intercooler/radiator setup. We especially like the short charge piping used with the new intercooler setup.

ENGINE: 20B rotary, Power FC, M7 Japan E-BC, Super Power Flow, intake pipe, RE Amemiya exhaust, v-mount intercooler

DRIVETRAIN: RE Amemiya Super twin-plate clutch kit, ATS Super Racing LSD

SUSPENSION: Quantum dampers, Swift springs

WHEELS: Enkei GTC-01, 18×10-inch

TIRES: Yokohama Advan A050, 265/35/18

EXTERIOR: RE Amemiya SGT aero kit

INTERIOR: Bride seats, M7 Japan Racing Meter SMD

For tuning enthusiasts, Japan is about more than just ramen noodles and tentacle porn cartoons – it’s the land of affordable, turbocharged cars. Amidst a rough economy and speculation that the Japanese have simply lost interest in tuning cars, the 2011 Tokyo Auto Salon put on a solid showing. Although the show was a far cry from the high times of the early 2000s, the Tokyo Auto Salon still showcased lots of great cars and is the dominant Japanese car tuning show.

Vendors such as Blitz, HKS, Trust/GReddy, Veilside, and RE Amemiya returned to the show, cementing their strength while simultaneously reminding us that many smaller tuners have not been so fortunate to weather the financial storm. Where in past years the Tokyo Auto Salon show was the place to debut a new tuned Civic, Silvia, or air intake, the show is now dominated by OEM displays, European cars, and higher end tuned cars.

With the Japanese youth now more interested in futuristic holographic cell phones and hair products rather than street racing, the tuning scene has gotten older and gone up-market. Cars such as the Lancer Evolution, GT-R, CR-Z, and STI were common at the show, mixed in with Ferrari 458s and old Fairlady Zs. The Tokyo Auto Salon is becoming more and more like our own SEMA Show, just with more race cars and less knock-off wheels. Not that that’s a bad thing, of course.

1. Super GT Weider Honda HSV-010 GT

Although it’s called the natural successor to the Honda/Acura NSX, the HSV-010 is not sold to us mere mortals – not yet, at least. It current exists only in Super GT race trim, where it runs in the GT500 500hp class. The 3.4-liter V8-powered Weider Honda Racing car is one of the more successful HSV-010 GT entries in Super GT.

2. TS-1X Honda CR-Z

Built by Access, an aftermarket optional parts division of Honda Japan, the TS-1X was the most eye-catching of the numerous Honda CR-Zs at the show. It sported big brakes and new wheels but the car’s dramatic “concept-lite” body work and matte black paint job distracted us from the fact that it surely gets decreased gas mileage with those big wheels. Despite persistent Internet rumors, there was no turbocharged engine or swap debuted at the show.

3. RE Amemiya Hurricane 7 3-Rotor Turbo

RE Amemiya, the famous Mazda rotary tuner and Super GT racing team, has a reputation for producing tuned Mazda RX-7s that look a bit, how do we say, over the top. The Hurricane 7 is their latest widebody creation, covered in more white and baby blue stripes than a bad rap video. But under the hood, the car is all business. A transplanted 20B 3-rotor engine has been turbocharged and fit with a custom v-mount intercooler/radiator setup. We especially like the short charge piping used with the new intercooler setup.

4. Gazoo Racing Lexus LFA

When welast reported on the Gazoo Racing Lexus LFA, it was entered into the 24 Hours Nurburgring race. The 500ps, slick-shod, carbon infused supercar didn’t win outright but saw quite a bit of development. With Lexus still promoting the car and the LFA, we expect this racer to make another run at endurance racing.

5. Sumo Power Nissan GT-R GT1

Campaigned in the FIA GT1 series, Sumo Power’s Nissan GT-R GT1 is a 600hp turbocharged racing machine that regularly takes on Aston Martin DB9s, Corvettes, and Maserati MC12s. Despite his German roots, driver Michael Krumm is known in Japan for his Super GT success.

6. Escort Type-M R32 Nissan Skyline

Drag racing isn’t as popular in Japan as it is in the US, where it can reach near-religious levels in certain parts of Texas. Maybe Rich Christensen from Pinks can do a few ill-advised overseas coffee commercials with schoolgirl chases and an octopus? Regardless, being one of the few drag machines present, the Escort Type-M R32 Nissan Skyline (2010 JDDA series champion) represented well.

By fitting the Skyline GT-R’s RB26DETT engine into a rear-wheel drive chassis, Escort has squeezed out almost 1500hp and run a 7.236 at 188.3MPH. The recipe involves a custom built 2.8-liter engine (up from 2.6-liters), a house-sized HKS T62R turbo, 2-stage nitrous, 4-stage boost control, and a Lenco 5-speed transmission.

7. Yellow Factory EG6 Honda Civic

It’s not too often that we’ll pick a car that began life as a commuter over Super GT racecars but we always appreciate a well-built track car, regardless of platform. The Yellow Factory Honda Civic hatchback sports a 1.8-liter B-Series engine, carbon body bits, and a rather impressive bit of front-end aerodynamics. But what impressed us the most was the use of wide 245/40/17 front and 205/50/16 rear tires. That attention to tire sizing has paid off in terms of handling balance, letting this naturally aspirated car run a 1:01.38 at Tsukuba Circuit on s-tires.

8. The RH9 Club

Not dedicated to just one car, the RH9 display was reserved for street cars that have run 0-400m (quarter-mile = 402m) in 9-seconds or less. The cars on display included a Subaru Impreza WRX STI, R32 Nissan Skyline GT-R, Lancer Evolution X, Mitsubishi GTO (3000GT in the US), and R35 Nissan GT-R. One thing that all the cars had in common was a showcase of serious horsepower. If Tokyo Auto Salon showgoers wanted to see custom engines, shiny intakes, big turbochargers, and lots of hoses, they needed only to visit the RH9 club.

9. Lexus IS F CCS-R (Circuit Club Sport Racer)

The Lexus IS F CCS-R is a specially tuned concept car that has been prepped for racing. Using a production IS F as the basis, weight has been taken down to 1,400kg thanks to carbon body panels and the power taken to 423ps and 51.5 kg/m of torque. The car has also been fitted with a full custom roll cage, 120-liter fuel cell, limited-slip differential, and slicks.

And yes, if you look closely, Gran Turismo creator Kazunori Yamauchi is in the blue in the upper right corner. With his endurance racing hopes, will the IS F CCS-R make an appearance at the 24 Hours Nurburgring race?

10. Pan Speed FD3S Mazda RX-7 Time Attack Car

In our recent feature on the Pan Speed FD3S Mazda RX-7, we gave a rundown on the specs behind the time attack car. A long time display car at the Tokyo Auto Salon, the RX-7 has developed over the years, gaining more horsepower, more body work, and more speed at Tsukuba with each appearance. We like the single-minded development toward a fast lap on track but are partial as well to the distinctive yellow and red livery.