As time goes by, it becomes more and more infrequent that we see a large amount of second generation RX-7s out and about at the circuit. No doubt the popularity of the FC chassis plays a large part in why we still see them at all, but for a car whose newest model would now be a good 27 years old, it is getting more and more rare to spot them at events. Despite their age, however, there remains a large aftermarket support for FC3S, as the style and engine seem to transcend time itself in an attempt to stay relevant in motor sports.
As I continued to sift through the coverage of Central Time Attack Challenge, I realized that there were a noticeably less amount of cars in attendance this year compared to last. No doubt in part due to the weather, which sort of goes to show the challenges with hosting a once a year style event in a country that has such unpredictable weather patterns. It’s really something places like Southern California don’t have to deal with, and we often take for granted.
Central Time Attack is an event that has quickly grown on me in an interesting way; be it the uniqueness of the circuit, the location, or the ‘newness’ of it to me, it’s definitely starting to become something I look forward to annually. Being so far from the ‘hub’ of time attack in Japan, it presents a unique opportunity for me to see builds I don’t typically get exposed to regularly. I had a similar feeling shooting at Suzuka for the first time back in 2017. This was my second consecutive year attending CTAC and while the weather wasn’t particularly cooperating, it was still an exciting day.
I can always appreciate a dedicated race car build that maintains the character of a street car. More than just a collection of parts thrown together, these cars carry with them a certain presence – an appearance that brings with it an almost tangible-like feeling. Arguably, in Japan, the AE86 chassis has the ability to achieve this more than any car out there. Be it due to its history in racing both on track and street, or perhaps its timeless design that attracts shops to continually develop parts for it. Whatever the case, there are some very indismissable examples, and Kenji’s CBY supported build is a perfect representation of this idea.
The Speed and Sound Trophy is, all things considered, a newer event held annually at Tsukuba Circuit. Hosted by a handful of well-known media publications that include names like Option, REVSPEED, Autosport, G-Works, and Motor Head, it attempts to bring together all facets of motor sport for enthusiasts of any kind to enjoy equally. The end result is an event that keeps the track busy with time attack competitions, demonstration runs from old and current race cars, guest driver personalities, GT cars, drift exhibitions, and car shows. Of course, what we’re interested in is the Option hosted Superlap competition.
Tsukuba Circuit has always been considered the “Holy Land of Time Attack”.
Drivers flock to the track to prove their skills in a number of famous events, including Option Superlap, RevSpeed and more recently the Attack Championship series. As many tuning cars continue to take on TC2000 it’s not uncommon for times to change very quickly. Below is a up-to-date ranking of the top 50 drivers and their corresponding times at TC2000.
At some point in time, my friend Duane mentioned to a few of us that, barring interest, he was thinking of starting a spec-B20 class within the VTEC Club events. As you can imagine, it was an idea that didn’t catch on too quick. In fact, anybody we mentioned it to had a decent laugh at our expense. B20’s, in their stock form, don’t have the greatest appeal in the realm of racing Hondas, so the idea that enough people would want to be involved to even warrant it’s own class was comical at best. Boy, were they all wrong.
At the very end of last year I had posted a few photos of the build progress of this car on the website. Since then, aside from social media and the release of 80R, I haven’t really gone over this car in detail yet because I wanted to save the main reveal for the book. Now that the last of the books that have the feature are slated to be dispatched next week, I figure now is a good time to release some previously unseen photos of the car right after it’s completion.
‘One Perfect Lap’. Described perfectly in the simplest form by the zealous talents behind what is arguably the spearhead of time attack motorsports, World Time Attack Challenge. The art of time attack really comes down to a singular “perfect lap” and consistency in both car and driver is key, but so is luck. A lot of luck. As followers, supporters, and enthusiasts of NDF and the brilliance that is attack, most of you will already know the formula to going breath-takingly fast: boosted power, balanced suspension, immense grip, talent, substantial amount of heart, and gigantic balls of steel. Oh yes, looking aesthetically good-looking and wild for our eyes to behold is vastly important as well! Yet, the elements and timing are really what brings all the hard work and dedication together.
Winning just one first place trophy, for any class, in the World Time Attack Challenge would be a lifetime achievement for most people. Claiming two would be a way to show the world that it wasn’t a fluke. However, taking that top podium spot three times would undoubtedly leave a mark on the time attack world that not many teams can achieve. A true champion can prove that they have what it takes to keep winning; evolving to meet new challenges. That’s precisely what the guys at JDM Yard have done.
Every year, Sydney Motorsports Park (formerly Eastern Creek Raceway) plays host to one of the most anticipated events in the time attack world. An event that decides the most sought after titles in all race classes across the globe. It’s an event that is reserved for the most dedicated drivers and teams from almost every continent active in motor sports. The financial, mental, and physical toll it can play on individuals ensures that only the most dedicated of teams show up to play their hand at becoming the fastest in the world. Given that the teams based in Japan have been involved in this event in some form or another since the beginning, I thought it was long due for a visit to Sydney to support our Japanese constituents.
One of the more anticipated cars of this year’s WTAC among fans and builders alike, had to be Beau Yates’ revamped AE86. With Mark Bissett leading the team, the car was built at Hypertune in Sydney, and has been entirely stripped of it’s former drift specification and rebuilt as a time attack car fit for a king; and by king, I mean none other than Keiichi Tsuchiya. Keiichi was slated to drive the car in Open Class this year at Sydney Motorsports Park.
This project has been a long time in the making. If you consider the years of traveling to and from events, the relationships formed over time, the days spent photographing and editing; to think that it was put together over the past 3 or 4 months seems fast in comparison. On behalf of everyone involved in our new venture into print, I am proud and excited to announce the availability of 80R Volume 1: The Story of Japan’s Fastest Time Attack Drivers.
As we draw closer to October, the rush to complete off-season upgrades and get cars into containers bound for Sydney becomes more and more prominent around the globe. The buzz around the community regarding rumors and what each driver has done to gain time grows as the event nears. The growing popularity of World Time Attack Challenge is bringing time attack into the international spotlight and creating yet another outlet for this great motor sport. In Japan, the popularity peaks with the support of the hometown hero, Under Suzuki.
It was at the end of last year I shot these photos of Kemritte’s Corolla with the intentions of writing a full article on the car. Having just finished the build a few months earlier, I was keen on sharing it with our audience. It was mid-December, right before the holiday rush, and I remember preparing for a few trips to Japan as well as some work trips I had on my calendar.
Kemritte Seang is a close friend and shop mate of mine. He’s worked his way through many cars and after years of cycling through cars, he’s finally come to be satisfied with a build. Join […]
I was looking through my hard-drives searching for a particular image I’m using for a project that I’ve been working on and came across a folder full of cars that I had meant to share a few months ago but, for a multitude of reasons, never got around to it. One of the cars was an Accord Euro-R I happened upon at Fuji Speedway. The owner mentioned that he was local to the Fuji area and has his car tuned at the Yamanashi-based shop C.S. Polsche. I like seeing these street oriented builds at major circuits, so I took a few moments to look it over.
Instagram’s Q&A feature was a big hit last week, so we decided to host a Podcast dedicated to the questions asked from the NDF Instagram page. Special guests Kristian Wong and Justin Yoo of Team […]
I came across this R32 GTR at Fuji a few weeks ago. It struck me as an almost ideal build; one that looks amazingly well, performs on track, and retains enough comfort to drive to and from the track. The dated body matched with Volk’s updated take on the TE37 works surprisingly well together. Hankook Ventus Z214 S-type tires ensure that the driver is able to utilize the full potential of the GTR. The time sheets indicated that the driver was able to snag a 2’02.xxx around Fuji Speedway. I never had an opportunity to talk to the owner and get more information, so photos will have to suffice. Enjoy.
I don’t think it’s a secret that I prefer racing events to car shows. One look at the past articles on this site will paint a pretty clear picture. I get a lot of questions regarding if I’d ever consider hosting a meet here in the US; and the answer is generally ‘I don’t think so’ (maybe an invite only track event…). Despite it being held almost 4 years ago, the Winter Cafe was overwhelming for just 2 people to manage and I’d hate to run into that situation again. That’s precisely whey we began these little casual meetings between NDF and FRS.