Quick Test Drive: 2014 Mazda3

The all-new 2014 Mazda3

Today’s small car segment is one of the most competitive segments in the industry. In this world of ever increasing demand for better fuel economy, manufacturers have been upping their game and introducing more models all the time. Subcompacts have been a big part of the boom, but the bread and butter small sedans and hatchbacks are still key players, and today, offerings from overseas and the US are competitive and appealing. So, keeping your car current and at the top of its game is imperative.

The Mazda3 was a car that, despite still garnering praise from the press, needed a redesign, and that’s what it got. The 2014 Mazda3 is a ground-up redesign that shares much of its technology with the CX-5 crossover and 6 midsize sedan. It continues the “Kodo” styling language introduced on the CX-5 and 6 with great success. The Mazda6 is still the most elegant application of the look with longer, more graceful curves, but the 3, particularly in hatchback form, is quite attractive and the smaller shape does give it a sportier appearance.

The Mazda3 starts at $16,945 for the i SV and the top end s Grand Touring starts at $25,995. The 3 is available with either a 2.0L or 2.5L engine, each with an impressive 13:1 compression ratio. The 2.0 produces 155 hp and 155 lb-ft of torque, while the 2.5 yields 184 hp and 185 lb-ft of torque.

Disappointingly, the only option for manual transmission users is the lower powered 2.0. Rumors on the web say that a manual should be available with the 2.5 sometime this year, and considering that the same 2.5 is available with a manual in the Mazda6, it would be quite surprising if it never became an option. But, as a result, the Mazda3 I had the privilege of sampling was a 2.0L model.

The car I drove was rather modestly equipped. It was a Mazda3 i Sport sedan with a cloth interior and steel wheels with covers. It was nearly the base model, but a lower end SV trim is available for less. If you really need to save money, an SV isn’t a bad option, as it still comes with niceties like air conditioning and USB connectivity, but cannot be equipped with cruise control, and oddly enough, doesn’t come with split folding rear seats. Standard features on the Sport included cruise control, air conditioning, USB and Bluetooth connectivity, steering wheel-mounted controls, tilt/telescoping steering wheel, power windows and locks, remote keyless entry, push-button start, and that’s about it. This model came without any extra options.

Inside, the Mazda3 is a fairly nice place to be. Everything is put together nicely, and the doors close with a soft and satisfying thud. The dashboard uses plenty of soft touch plastics, although harder varieties can still be found. What’s worth noting is how understated and simple the interior feels. Certainly there are interiors that are simpler, the current Impreza springs to mind, but in contrast to cars like the Focus, Civic, and Cruze, the 3 has a very basic, unpretentious interior. The controls were also quite intuitive and easy to use. The location of the stereo controls is also an interesting style point. The controls are set up in a little pod, like a small monolith, poking up out of the top of the dashboard. They are easy to read and access, and if your 3 comes with touch-screen audio and navigation, a screen takes its place, resembling an iPad. I’m not sure I’m completely taken by the design, but it’s certainly not unattractive. It will also be interesting to see how one might install an aftermarket stereo. The instrument cluster is also simple and easy to use. I’m not a big fan of the digital tach on the lower models, though. It works well for what it is, but I’d much rather have the center dial dedicated to revs instead of speed.

Simple instrument cluster that would be improved with an analog, center-mounted tachometer.

The interior is certainly on the dark side, with a charcoal cloth, black plastics, and thick pillars.  However, the pleasantly short dash and a windshield that isn’t as steeply raked as many other cars, providing good forward visibility. The one other downside to the Mazda3 is interior space. The front has plenty of room and is easy to find a comfortable position. But the rear seats are a tad short on rear space. I can sit reasonably comfortably behind myself, but legroom is certainly not class-leading. Cargo space also isn’t class leading, but it is still competitive with most other small cars.

One area the Mazda3 has always excelled in is driving, and this generation isn’t any different. Professional reviewers have raved about this generation’s driving aptitude, and although my test drive involved city streets and highways, I have no reason to disagree. The whole car is very responsive. The shifter is positive, easy to use, and has fairly short throws. The steering, while featuring electric power assist, is linear, accurate, and feels good. It is on the light side, and a little more feel could be nice, but very good overall. The car handles with little body roll and turns eagerly.

The engine is also quite eager. I was a little concerned that the 2.0 would feel a bit sluggish, but I found it to be a willing companion in town and going up on-ramps. It’s also worth noting that while the 2.0 is down 29 hp and 35 lb-ft of torque compared with its larger displacement sibling, it also has much less weight to work with when equipped with a manual. A manual Mazda3 2.0 weighs in at 2781 lbs and the automatic Mazda3 2.5 (the only available combination) is 201 pounds heavier at 2982. It also gets one mpg better in the city, and two on the highway (29/41 vs. 28/39). How the two compare in real life I can’t say for sure though, as I only drove the 2.0 today. But, even with the 2.0, the Mazda3 was a very enjoyable little car to drive, and I imagine a manual equipped 2.5 could be even more fun.

As far as small cars go, the Mazda3 is an excellent choice. It’s a very sharp looking little sedan, or hatch if you prefer, that offers an attractive and comfortable interior, and great driving dynamics in an economical package. It’s a little short on space compared with the competition, but if style and fun for little money are your primary goals, you can’t go wrong with a 3.

Quick Test Drive: Subaru BRZ

Photo: Joel Stocksdale

Finally! Just a couple days ago, I finally, FINALLY, got behind the wheel of one of the 86 twins, the Subaru BRZ. Since the introduction of the Toyota GT86/Scion FR-S and the Subaru BRZ, I have been desperate to actually get a chance to drive one. The reason being that there has not been a small rear drive sports car to generate this much excitement since the Mazda Miata debuted in 1989, or arguably the Pontiac Solstice/Saturn Sky twins in 2006. It’s no surprise either since it checks all the right boxes: lightweight, rear wheel drive, naturally aspirated four cylinder, two doors, and a reasonable price. The only real differences seem to be two more seats, a solid roof, and a different company. And, as a current Miata owner and enthusiast, I knew that at some point, I had to drive one of these cars, and that day came last week.

Now I need to preface this test drive with the fact that I probably took my first drive of a BRZ in about the worst possible place: Kansas. Nothing against Kansas, but it’s quite flat here, and as a result, there are very few turns. This wouldn’t be much of a problem in something like an old school muscle car that’s built to go fast in a straight line, but that’s not what a BRZ is made for. The BRZ is, like the Miata, a car for turns. With a lack of turns, it was hard to get a really good feel for the car in the handling department, and so there’s only so much I can say about it.

Photo: Joel Stocksdale

But before we get to handling and performance, let’s start from the top, or rather, the outside. The BRZ that I test drove was painted Sterling Silver Metallic, and I have to say that it looked quite good. I’ve seen a number of FR-Ss and BRZs in a variety of colors, but I think this was the first BRZ I’ve seen in silver. It’s not a color I probably would’ve considered at first. I probably would’ve leaned toward the BRZ-exclusive WR Blue Mica, but I think the silver won me over. It complemented the distinct curves of the rather short body quite nicely. I think it also improved the look of the front end. The front bumper is one of the few actual distinctions between the BRZ and its twin the FR-S. I’ve typically felt that the FR-S front bumper seems to tie in with the rest of the car better than the BRZ’s, but I think that the high contrast between the black grill and the silver paint really worked well, and has me second guessing myself.

Photo: Joel Stocksdale
(Photo of BRZ interior at Indianapolis Auto Show)

 

Inside the BRZ is a very nice place to be as well. The seating position is nice and low. The dashboard is short and the windshield is upright. The two combined offer a very sporty driving position with good visibility. The seats are quite superb as well. The BRZ I drove was a base model Premium car, with the standard cloth seats. I The bolstering is excellent and overall they’re quite attractive. The BRZ is also slightly better equipped from the start than the FR-S, mainly in the form of a touch screen stereo and navigation system and HID headlights, though the base price comes in at $1000 more than the base price of the FR-S. The higher level BRZ Limited also has a couple other more luxurious features unavailable on the FR-S such as automatic climate control, and heated leather seats with Alcantara inserts. Of course these amenities come at a higher price than the regular BRZ Premium.

Photo: Joel Stocksdale

But let’s face it, the most important part of the BRZ is how it drives. So, how does it drive? In a word: great! Despite a lack of twisty roads, I still could tell that the BRZ could be an all around blast. In fact, it’s the only car I’ve driven that seems to match my Miata. Everything about it is made to make driving fun. The shifter is well placed and has very nice short throws. The pedals are very well placed and feedback from all three is very good. The tachometer is right where it should be, in the middle, and as I already mentioned, the driving position is excellent. The 200hp flat four engine revs smoothly and has nice, progressive, naturally aspirated power delivery, without being too peaky. The gearbox complements it very well with closely spaced ratios that make it easy to stay in the power band. And while I wasn’t driving hard enough to take advantage of it, the BRZ has a standard Torsen limited-slip differential. With that being said, I can understand how people might prefer more power. I recently test drove a Ford Focus ST, and in comparison with the torquey turbo four cylinder in that, the BRZ did feel a tad sluggish. The BRZ is also in need of a little more growl and snarl from the powertrain. It’s simply too quiet and understated for a car as fun as it is. As far as the handling is concerned, from the few corners and highway merging I could muster, it felt excellent. The steering genuinely felt telepathic. Changing lanes took virtually no effort with the car responding to the slightest beck and call from the steering wheel. The car corners quite flat and it felt reasonably grippy, even with the standard tires that the BRZ and FR-S share with the Prius. The steering was also light and easy to work with. I would almost prefer a little more weight, but then I drive a car with no power steering. It’s also worth noting that the ride is good. It’s firm, but absorbs bumps without much fuss.

Overall, I was very impressed. The BRZ and its Toyota siblings are excellent cars. They absolutely deliver on the promise of being fun, affordable, simple cars that really get at the heart at what makes a car really enjoyable to drive. Most amazing to me, was just how close it felt to driving my beloved Miata. It does everything that mine does, but with a little more refinement, quite a bit more power, and in a more practical package. And any shortcomings that these cars may have, are going to be quickly rectified. The aftermarket is already booming for these cars, as I saw in Tokyo this year, and increasing power is one of the first things being addressed. I also expect factory forced induction options to be available soon. Subaru has a turbo four cylinder based on the BRZ engine in the new Forester, and I wouldn’t be surprised if Toyota offered a supercharger kit through TRD like they’ve done in the past on cars like the Scion tC.

My only regret is that I didn’t get to drive this car where I could get a real feel for it’s capabilities in corners. And I doubt the dealer would let me take it to an autocross. But either way, the BRZ is brilliant, and I think Mazda will have to seriously up their game with the next Miata if they want to stay competitive. And if anyone happens to know someone with a BRZ or FR-S that would be willing to let me drive it on a twistier road or an autocross, feel free to let me know. I promise I’ll be gentle.

I’m Seeing Double!

Unusual automobiles show up in all sorts of shapes and sizes all over the place. However, it still comes as a surprise when an example of automotive uniqueness shows up in your own backyard. But sure enough, that’s what happened in this case.

A couple weeks ago, a friend of mine posted a Craigslist ad for a “Pontiac Twin Car.” The preview picture was pretty surprising. The ad was for not one, and not two Pontiacs, but really two halfs of Pontiacs. On one end was the front end of a ’94 Pontiac Grand Am, and on the other end, the front end of a ’00 Pontiac Grand Am. It certainly caught my eye, and apparently the eyes of a few other places, even Jalopnik. Knowing that there was a vehicle this unusual just down the road from my dorm at McPherson College, I decided I had to see this car for myself, and meet the people behind its creation.

Eric and his father

So, last Tuesday afternoon, after arranging a time to visit, I drove over to Auto House Collision Repair Center to see the push-me-pull-me Pontiac. I spoke mainly to Eric Unruh who listed the vehicle that he and his dad built. Eric has been working at the shop that his dad started for most of his life, and he and his dad have been working on all variety of vehicles. When Eric was a kid, he and his dad built go-karts, and even turned a John Deere pedal tractor into a powered, pulling tractor. Nowadays, beyond shop vehicles, they have a few racecars they build and take dirt-track racing at Salina Speedway. More specifically, Eric drives both Mod-Lite class cars (like smaller versions of Modified cars using motorcycle engines), and front-wheel-drive compact cars (Preludes, Neons, etc.).

It was the connection to Salina Speedway that started their foray into a push-me-pull-me type car. Eric and his father told me that a friend of theirs had the original idea. Their friend does clowning shows at the racetrack, and thought that such a car would be a great addition to the show. So he talked to the Unruhs, and the project began.

The resulting car is quite interesting. It was constructed from two Grand Ams that had suffered damage to the rear. The vehicles were cut apart, and work began to make them into a single unit with a twist: both parts of the vehicle can be separated and driven individually. The two halves were constructed with their own roll cages, separate fuel systems, and caster wheels mounted to electric jacks. On the 2000 Grand Am, a latching mechanism is attached to the hand brake lever. When stationary, the electric jacks can be lowered, and the latch released to let the two Pontiacs scamper off in their own directions. Eric and his dad estimated that it took only about two weeks worth of work to get the car into a fully functioning state. And the result is a very entertaining thing to watch, and according to Eric, just as entertaining to drive. (Video link in photo below)

As a result of the extensive surgery, there are occasional handling quirks. As Eric informed me, losing half of the car makes it very light at the back, and that you want to be easy on the brakes as the back is much more likely to lift up. There also isn’t a way to lock the steering on one end of the car, so it’s best to have two people at the wheel when the halves are together. While this may seem like a minor inconvenience, it has its benefits in that you can drive the car sideways in a straight line, and can corner even tighter than a normal Grand Am!

Of course you might be wondering, if this car was built for a specific buyer, why are Eric and his father selling it? Well, as it turns out, their friend decided that he wasn’t going to use it for one reason or another, and Eric and his dad couldn’t find any use for it, so it’s been listed on Craigslist. They are currently asking $2200 and I honestly don’t know where else you would find a car like this. And if it helps, the air conditioning still works on at least one of the halves, so if you need to drive your double-sided Pontiac in hot weather, you can still stay cool. As for whether or not there are any other unusual projects in the future, Eric wasn’t sure but he said, “If we find something cool, we’ll build it.” So, if you find yourself in central Kansas needing a push-me-pull-me Pontiac, or have some other automotive project needing work, you know where to go.

Quick Test Drive: Fiat 500

Though this is technically a 500C at the Indy Auto Show, it is similarly colored and equipped, with the exception of the automatic transmission.

Hello readers, I’m taking a pause in my Tokyo posts to finally bring you some test drive impressions of the Fiat 500. I got to test drive one back over Thanksgiving break, and wrote this up a couple weeks after the drive.

I’ve always enjoyed little cars, and was pleased that a couple years ago such a charming and stylish little hatchback got the chance to come to America. Not only that, but it’s the first new, affordable Italian car to make it here since the early 90s, and as a result, the first Italian car I’ve ever driven.

Easily the most striking thing about the Fiat is the exterior. The Fiat 500 manages to one up the cuteness of both the Mini Cooper and VW Beetle. That cuteness may be a bit hard to stomach for the insecure, but for those that are uninhibited by insecurities would be hard pressed to find any vehicle with the same level of style and chicness for the money.

The style certainly doesn’t end on the outside either. The interior takes the trendy Italian look even further, particularly with the red and white configuration in the 500 Pop I test drove. A short, body color coordinated dashboard evokes the old cars of the fifties that had plain painted dashboards. However, unlike classic 500s, featureless painted metal gives way to painted plastic bearing airbags and all the modern conveniences you would need. The instrument cluster also gets a big dash of style with the tachometer being nested inside the speedometer so that the tach needle races along the inside track and the speedo needle cruises along the outside track. While a very cool idea, the graphics on the instruments were a bit difficult to make out at first, and other data was in the trip computer in the center. The computer was controlled with a very convenient button on one of the steering stalks that is easier to access than those little buttons buried in the panel behind the steering wheel on other cars.

Fiat 500s come well equipped with standard cruise control, leather steering wheel, steering wheel controls, auxillary USB port, air conditioning, ABS, electronic stability control, and remote keyless entry. All of this for a base price of $16,000 MSRP, which also prices it favorably with subcompact leaders like the Honda Fit (only about $100 separate the two). Though from a practicality standpoint, the 500 doesn’t hold a candle to the Fit considering that the Fit has two more doors and is nearly two feet longer than the diminutive 500.

This is probably a good time to go over a couple of issues that crop up from this small package. First and foremost is that the backseat is nearly useless. With two adults sitting up front in comfortable positions, any rear passenger will find their legs merging with the seats in front of them. And even when the front occupants compromise their space for the sake of the rear passengers, comfort is not a word that would spring to mind. Also, avoid packaging your Fiat with a sunroof and the optional upgraded sound system if you have someone on the passenger side frequently. The sunroof takes away some of the admittedly rather good headroom, and the sound system places an amplifier underneath the passenger seat, raising it up. The end result is a severe headroom crunch for the passenger, as evidenced by my dad who is only about 5’10” and was feeling kind of tight.

There’s more space in here if you don’t opt for the Beats Audio sub.

However, it’s not all bad spacewise in the 500. In general, space is quite good. Plenty of headroom (in standard form, no sunroof and no upgraded stereo), elbow room, and leg room. I did find my knee occasionally coming into contact with the center stack near where the shifter is positioned, but pretty good overall. And surprisingly, the 500 does have more cargo space behind the rear seats than the Mini Cooper, another cool small hatchback that has tight rear accommodations as well. The impressive part being that the 500 comes up seven inches shorter than the Mini.

As important as all of this is, the driving experience is where everything needs to come together, and the 500 isn’t too shabby. The compact dimensions make the 500 a piece of cake to maneuver and position. This ease of mobility is reinforced by the superb visibility. Large windows give a great view out, and the very tall riding position lets you take full advantage of it. The high riding position can come as a bit of a surprise as well. For such a small car, you don’t expect to be at eye level of people in large sedans and small crossovers. The combined result makes for a small car that leaves you feeling quite confident darting around town.

Although it is fairly zippy and easy to maneuver, the 500 does come up a little short in the sporty department. The steering was solid and fairly quick, and cornering was fine, but taking it with a little speed up a highway ramp you could feel that it lacked the planted feel of a Mini or a Mazda2. Although the 500 has a sport button, it was a bit hard to tell if it made a difference. It may have been possible to discern a greater difference had we driven on some twisty backroads, but those are in slightly short supply on the north side of Indianapolis. It’s also possible that the Sport model 500 would be more enjoyable in the handling department, but the only one I drove was the base Pop model, which also shares its suspension with the top “luxury” level Lounge model.

Something to relieve those concerned about driving small cars on the highway, the 500 felt quite nice and secure. The ride was nicely composed and the interior was really quite quiet at normal highway speeds. And while the 500 in standard form isn’t going to break any speed records, it does keep up with traffic, even if you may need to downshift to make rapid passes.

Overall, the Fiat 500 is a charming and attractive little car. It’s infinitely stylish with a nice interior, plenty of amenities, all for a reasonable price. Not only that, as a city car, it’s quite nice keeping up with traffic adequately and plenty of agility. However, if you’re looking for a sportier experience, you may want to try something else like a Mini or Mazda2, or if you’re completely in love with the 500, give the 500 Sport a try. Or if you have more of a need for speed, you can try out the more expensive, but more powerful, 500 Turbo or 500 Abarth, both cars I’d like to test drive as well. Either way, the Fiat 500 offers a great all around package if you want a stylish, fun, economical subcompact and don’t need to carry too many people or too much stuff.

And this little test drive segues nicely into my next Tokyo post: European cars.

Tokyo Auto Salon 2013: The 86 Extravaganza

One of my favorite cars released in the past year has been the Toyobaru. And by that I mean the car that is badged three different ways as the Toyota GT86, the Subaru BRZ, and the Scion FR-S. It really is only one car with superficial differences. I’ve read occasionally that there are minor differences in suspension tuning, but for all intents and purposes, they’re all the same car with slight changes to bumpers and lights. Regardless, the important thing is that it’s a lightweight, front-engined, rear wheel drive sports car with a Subaru flat four that uses Toyota’s direct fuel injection technology. And it is a wonderful little car. I still need to drive one myself, but its rave reviews, including being Top Gear’s Car of the Year, it’s fairly safe to say it is a great automobile.

However, after attending Tokyo Auto Salon, I don’t think any country has gotten as excited over what I will here on refer to as the 86 as Japan. Seriously, the 86 was everywhere at the show. There was even a booth called “86 World” dedicated entirely to the car. It was amazing the amount of stuff for the car and for fans of the car. Frankly, 86 World took some of the merchandising to Ferrari-like extremes. Aside from toy cars, you could also see tools, sneakers, and even eyeglasses bearing the 86 logo! It was almost too much. Ignoring the borderline absurd 86-branded goods, there were plenty of really amazing and interesting takes on this great, affordable little sports car.

These are the eyeglasses you can get, along with tools on the right, and a sign showing available sneakers on the left.

The hero of the Initial D series is a young guy named Takumi Fujiwara and is the driver of a white AE86. And as this drawing shows, he seems to approve of the new GT86.

These taillights were among a large number of parts available for customizing your GT86.

These were some extra small RC Toyota GT86s.

Tomica is Japan’s version of Hot Wheels and Matchbox. The major difference being that these are in showroom spec with showroom colors, and come in nice little cardboard boxes for storage. Yes, I did purchase a Tomica GT86 for myself.

The original AE86 was famous for being a fun, affordable, lightweight, rear drive car. It was also given additional fame as the hero car in the manga and anime series Initial D.

Among the things that I saw tweaked and changed on the 86, power upgrades were quite common. Many people have griped over the 86 having too little power at just 200hp. And while there is likely to be a factory forced induction car (which has even become more likely that the turbo version of the new Subaru Forester uses a version of the same engine), the aftermarket has you covered if you can’t wait. I saw at least three different ways of adding forced induction to an 86 by adding a turbocharger, a centrifugal supercharger, or even a roots-style supercharger. While I’m sure the first two will likely be the most common and most supported modifications, I couldn’t help but love the roots blower on top of that 2.0 boxer engine. However the roots supercharged 86 wasn’t the most unusual 86 with uprated power. I would say that title goes to the Tom’s GT86 on display in the Gazoo Racing booth. In that particular version, the four cylinder was thrown out altogether to make way for a V6. Unfortunately I don’t know nearly enough about the car or the engine to tell you anymore than that, but I would assume that it was taken from another Toyota product.

This is a flat-four engine in a GT86 that has been given the turbocharger treatment by GReddy.

Good-bye flat four, hello big V6.

The other style of supercharger is a centrifugal supercharger. Like a roots-style, it is belt driven and has practically no lag, but is more like a turbo in design, and in the fact that it produces power higher up the rev band.

The roots-style supercharger has been around for a very long time and has been a favorite in the American muscle car community. It’s big advantage is that it produces horsepower low in the rev range, gives a nice smooth torque curve, and has virtually no lag. It also looks extremely cool on top of a flat four.

Outside of just power mods, there were other interesting 86s as well. In 86 World, Toyota had a version kitted out with retro style goodies like vintage looking wheels, thick-sidewall tires, and even rear window louvres! I also was quite fond of the rally style 86 with fog light pods mounted on either side of the grill. Possibly one of the most popular 86s in 86 World was the life-size Choro Q 86. For those of you unfamiliar, Choro Qs are little toy versions of cars that are made to look cartoon-esque with exaggerated proportions and dimensions. This of course translates to a pretty amusing vehicle when scaled to full size.

This is the retro style TRD GT86.

Featuring vintage style wheels with vintage levels of sidewall…

…and rear window louvres!!

Bringing toy cars to a road near you!

I love rally cars, I love the GT86. You can guess how I feel about this.

Over in the aforementioned Gazoo Racing booth, some of the most extreme versions of the 86 resided. The most publicized of them was the Gazoo Racing designed 86 which was inspired by the last generation of the Toyota Supra. I was a little skeptical when I saw some of the early pictures, but seeing it in person, I feel they pulled it off nicely. You could tell it shared some of the Supra’s design aesthetic, but it was its own car. There was also an 86 modified and painted to look like an old AE86 Levin driven by Keiichi Tsuchiya. This was something rather cool considering that the Option Auto booth had that very AE86 on display as well. The Tom’s V6 GT86 did not ignore style either. It was showcasing some new body work including some very cool carbon fiber fender flares and custom split four spoke wheels. The wheels were shown in black and silver and I assume will be available to consumers soon. The last 86 in the the Gazoo booth was one that received the most radical bodywork short of the Supra inspired 86. It was designed with what I would describe as very classic, European lines. It was very organic and flowing, and I feel that it was quite attractive.

This GT86 was designed to look similar to the final generation Toyota Supra. I think it came out quite well.

This GT86 was designed to look like the AE86 raced by Keiichi Tsuchiya.

This Toyota AE86 was driven by Keiichi Tsuchiya, a top notch racer.

A fairly clean look given some additional muscle from the carbon fiber flares.

While not everyone’s cup of tea, I find four-spoke wheels to be quite cool, and Tom’s did an excellent job with these.

Although the bodywork and wheels on the Tom’s GT86 attracted my attention, it was all overshadowed when I looked under the hood.

Good-bye flat four, hello big V6.

I really rather like the organic, flowing look of this take on the GT86.

Elsewhere, throughout the show, you would find 86s scattered all over the place. From Top Secret, to Abflug, to Project Mu, it really was an 86 invasion. And you could find them in an array of styles from all function track style to just all style. There was even a kit that could make your 86 look like Toyota’s other, substantially faster and more expensive sports car, the Lexus LFA. The 86 even showed up in miniature customized form, with a USDM style model kit catching my eye. The 86 was almost overwhelming. It was very nice to see though that this small, low cost, rear drive sports car is going to get so much support and attention from the aftermarket. Cars like this simply don’t really exist anymore. The lone torch-bearer left in this segment has been the Mazda Miata, and while I love the Miata, I’m glad to see that there is another amazing little sports car out there. And hopefully if the 86 is as successful as it looks like it will be, we may even see a couple other competitors enter the fray.

Top Secret is one of the biggest names in Japanese tuning, and is well known for it’s extremely fast GT-Rs and a V12 Toyota Supra. So of course they had to do a GT86 too.

Budget too small for the $400k Lexus LFA (which is also now sold out). Not to worry, you can now turn your humble GT86 into an LFA. Your friends will probably still know though.

This is a model kit that I assume was a Toyota GT86 since it was right hand drive. However, it has been given a US style treatment with a stickerbombed fender, Yakima bike rack, and Scion FR-S badging.

I don’t know much about this particular GT86, but I do like the Subaru hood scoop.

Tokyo Auto Salon 2013: Race Cars

The big draw for me at the Tokyo Auto Salon was all the amazingly modified cars that are on display. But those aren’t the only vehicles that show up at show. As it turns out, to my surprise and delight, some pretty cool race cars from the past and present were on display this year. Two of Honda’s 1960’s Formula One cars were on display, one from 1967 at Honda’s booth, and one from 1964 at the NGK booth. What I love about these cars are the elaborate twisting headers sprouting from the rear mounted engine. And speaking of F1 there was also a 1996 Ferrari Formula One car on display.

1967 Honda F1 Car

1967 Honda F1 Car

1996 Ferrari F1 Car

Super GT cars were also out in force, ranging from Toyota Prius, to Honda CR-Z, to GT-R, and the lamented HSV-010. The HSV was what came of the remains of Honda’s canceled NSX project. The plan was originally to have a V10 mounted up front for the next generation NSX, but economic conditions led Honda to cancel the project. The Super GT HSV was developed from the stillborn NSX. As many of you know, the NSX will return, but instead with a mid-mounted V6 hybrid. I still look forward to the newest interpretation of the NSX, but I still wonder what a front engine V10 NSX would have been like.

Nissan GT-R Super GT Car

Honda CR-Z Super GT Car

Toyota Prius Super GT Car

Honda HSV-010 Super GT Car

Honda HSV-010 Super GT Car

Le Mans cars also showed up, and this probably excited me the most. Last year marked a serious return of Japanese cars to the big prototype leagues at Le Mans. Toyota fielded two LMP1 prototype cars, both gasoline hybrids, against Audi’s nearly invincible entries. Although they were not victorious, it was still a big deal to see them on track and being reasonably competitive. One of those Toyota racers was on display this year. Almost more exciting was seeing the DeltaWing (powered by Nissan) race car at the Nissan booth. The DeltaWing is one of the most radical race car designs to come up in many years. It’s design involves a very narrow track up front with a wide section at the back. The idea is that the car is half the weight and half the aerodynamic drag of its competitors, and as a result, only needs half the power and half the fuel of its competitors. It’s proven to hang well with the established racers, but how to classify it has been a major issue, with the car being relegated to experimental classes. The other issue has been completing a race without wrecking. Through no fault of its own, the DeltaWing has had unfortunate incidents where other cars have taken it out of contention. Ironically, at Le Mans 2012, it was taken out by a Toyota. The other Le Mans racer on display was Mazda’s new diesel powered LMP2 car. This car is brand new and marks Mazda’s return to Le Mans this year. Mazda is the only Japanese manufacturer to ever win Le Mans overall, and the only one to do so with a rotary engine. Since Le Mans is generally dominated overall by the LMP1 class, I doubt that we’ll see Mazda take an overall win, it will be interesting to see how it does in the LMP2 class.

Toyota LMP1 Car 2012

Toyota LMP1 Car 2012

Toyota LMP1 Car 2012

DeltaWing 2012

Diesel Mazda LMP2 Car 2013

And besides all of these, there were race cars of a slightly more stylized persuasion. Inside the show there were a handful of drift cars scattered about, but it was outside that you could see some D1 Grand Prix drifters putting their cars through their paces in a small course marked out in the exhibition area. Each driver had two solo runs, one a warm-up and the other a scored run, and then they ran tandem drift runs. Though I’m sure it wasn’t quite as spectacular as at a full scale race circuit, it was still brilliant to see some pretty impressive car control, and a healthy (unhealthy?) amount of smoke in such a small area.

Panorama of Demonstration Area

D1 Grand Prix Drivers and Cars

Also, be sure to check out the videos linked to YouTube down below for a taste of the drifting action at Tokyo Auto Salon:

Tokyo Auto Salon 2013: Wow!

I love cars, and I love all types of cars, but I do have a personal fondness for imports, and especially modified imports. I have little doubt that growing up with the Fast and Furious movies and games like Need For Speed Underground, and Midnight Club 3: DUB Edition. I’ve had a lot of exposure to modified cars and especially modified imports. As such I’ve always followed coverage from car media outlets about these kinds of cars and some of the biggest shows featuring modified cars.

Two of the big shows that stood out to me over the years have been the SEMA Show in Las Vegas, and the Tokyo Auto Salon in Chiba. Of course both shows had some inherent obstacles for the average person to overcome to see either show in person. SEMA (Specialty Equipment Manufacturers Association) is closed to the public so only members of the industry and press can go to the show. Tokyo Auto Salon, although open to the public, has the issue of being very, very far away from central Indiana, so is expensive to go to. However, in a fortunate convergence of events over the past year, I was able to earn enough money, as well as be able to take time off from school in order to go to the Tokyo Auto Salon. And let me tell you, the trip was worth every penny.

The show is at the Makuhari Messe convention center in Chiba and lasts a weekend in January from Friday to Sunday. Friday is reserved for press and people who have purchased special preview tickets, and Saturday and Sunday are open to the public. So I set off Saturday morning for the first public day of the show. Fortunately that day, as well as the next, had quite nice weather. In fact it was right around 50 degrees fahrenheit so I was unencumbered with heavy jackets or coats. Immediately upon stepping off the train and into the main part of the station, I saw signs pointing toward Makuhari Messe. All things being said though, I think I probably could’ve followed the very large crowd to where it was headed and still made it just fine.

The main path from the station to the convention center was mostly on an elevated walkway and on the roads below you could see the occasional Japanese sports car: a Nissan Silvia, a Toyota GT86, a Subaru Impreza STi. And as you got closer to the convention center, you could start to hear the sounds of engines echoing behind the building from the demonstration area.

After a short walk through the somewhat drab hallways I entered the first exhibition hall. Before me lay an enormous room covered in cars. Once down the escalator, all that I could think was, where should I start, and where do I go next? So without any sort of plan, I just started off with whatever was right in front of me, and sort of snaked my way through the halls, booth by booth.

And good grief was there a lot to see. At first, having not read the map, I thought that it was just going to be one major exhibition hall, maybe one other. However, it turned out that the first exhibition hall was just one of four, and that’s not counting the outside exhibition area. It was unbelievable, not just in size but in the fact that it was only a three day show. And the reality is, it would be absolutely crazy to try and cover everything I saw at Tokyo Auto Salon in one post. So over the next few days, I will be putting up posts that cover highlights and help show what this amazing event was like. So stay tuned!