Kei Car Drifting

The increasingly serious sport of drifting is most often associated with well-endowed rear-wheel drive behemoths, but these two in their Subaru Rex kei micro cars demonstrate that diminutive size and meagre power output do not negate drifting prowess. It would appear that all you need to master the art of hanging the back end out is 58ps (allbeit supercharged) and liberal application of the handbrake. Needless to say these two Subarus have been modified to better suit them to their raison d'etre, with a motorbike based oil cooler and special radiator preventing excessive overheating, and smaller, narrower wheels on the rear creating the necessary disparity in grip between front and back. It certainly adds a little comedy value to the traditionally competitive and deadpan drifting mix.

Civic Type R - Hot-footing it out of Showrooms in Japan

The Japanese Market Civic Type R - A Full 24BHP More Powerful Than Its Euro Counterpart

Living in aged, laid-back rural Japan where tail-back inducing octogenarian drivers, dawdling 660cc keijidousha (micro cars), and blanket 50km/h speed restrictions hold sway, and with the keys to nothing more exciting than a Subaru R1 (and the non-supercharged model at that) at my disposal, your trusty correspondent's current automotive life is somewhat devoid of high-octane excitement. Indeed, it is in the pages of this blog that I seek solace, living out my high-performance Japanese driving dreams vicariously through the written word.

However, several weeks ago, on the 30th March, a Honda press release announcing the launch of the Japanese market Civic Type R seemed to allude to the promise of light at the end of the low-octane tunnel. Despite its most bucolic of locations, surely my local Honda dealer, offering as it does every conceivable model in the Honda range for test drive, would be augmenting its test drive fleet by procuring one of the new Type Rs for my and other local enthusiasts' delectation. Having racked up considerable mileage on a European-market Accord Type R and having revelled in that vehicle's incredible front-end grip and the schizophrenic nature of its ebullient VTEC engine, I thus waited, eager to once again sample the delights of a new and hopefully further improved Type R Honda.



Passing the dealership several days after the new Type R went on sale, there she was, a box-fresh Civic Type R in pristine white - a shimmering high performance oasis in the desert of underpowered 660cc tedium. Perhaps more important however, were the 試乗車 stickers which had been applied to the car's immaculate flanks, duly indicating that this was indeed the demonstrator vehicle I had been waiting for and available for immediate test drive. And yet, the end to my period of enforced abstinence from high-performance motoring was not to be forthcoming. The usual array of work commitments precluded instant gratification, and any hopes of a test drive were thus regrettably consigned to the following weekend's "to do " list.

Having successfully navigated my way to the end of the working week, salivating with an ardour to match even the most rabid of Pavlov's dogs, I duly resumed efforts to appropriate a new Type R to provide a brief respite from my automotive ills. So it was that I found myself pacing back and forth in front of my local Honda dealer at a most ungodly hour one Saturday morning. Rousing myself prematurely from slumber however proved to be futile, for the sales staff, upon their arrival, duly informed me that the sole Civic Type R they had been allocated was already in the hands of a fortunate owner before proceeding to offer scant consolation in the form of some quality time with one of the umpteen "mini" vans in the Honda range. Thwarted and maintaining that I had little need for such a commodious vehicle I duly declined the kind offer and took my leave.


The Type R's Front Racing Style Seats


Having once again resigned myself to a life bereft of visceral automotive excitement a recent press release from Honda confirmed my suspicions that it would be best to abandon any notion of ever finding a new Civic Type R available for test drive. Indeed, according to Honda's blurb it would appear that the new Type R is selling extremely well - if not a little too well for those like me awaiting a test drive - and with sales so strong and demand outstripping supply it seems highly unlikely that demonstrator models will be winging their way back to showrooms anytime soon. In the month since the new JDM Civic Type R went on sale Honda dealers have received over 2100 orders for the high-performance model, far exceeding initial forecasts, which predicted somewhat meagre sales of only 400 units per month.


Any Colour So Long As Its White


While metallic black has traditionally been the prevalent hue for Euro Type Rs, the Japanese tend to be a little more patriotic in their colour selection, with the vast majority of Type Rs on Japanese roads showboating lustrous white paintwork to accentuate the red Type R detailing and evoke images of the Japanese national flag - it is also no coincidence that white is the national racing colour of Japan. It thus duly follows that of the 2100 vehicles ordered thus far a disproportionate number - 84% - have been specified with the Championship White paintwork option, with a mere 9% of customers opting for their vehicles in Super Titanium Metallic, and even fewer - 7% - electing Vivid Blue Pearl as their paint tone of choice.


Unloved - Type Rs in Vivid Blue Pearl and Super Titanium Metallic

Honda's press release also offered an insight into the types of buyer responsible for this disparity between supply and demand, citing, perhaps unsurprisingly, that demand for the Civic Type R is strongest among single twenty to thirty-somethings who enjoy their high-performance driving. However, in a bid to widen the Type R's appeal and lure more family-focused buyers and their offspring into the hot Civic's sculpted bucket seats, Honda will shortly be introducing the Super Deluxe Type R baby and toddler car seat. The Super Deluxe Type R baby seat, upholstered in the same contrasting black and red alcantara of its full-sized relatives, directly mimics the design of the Civic Type R's body-hugging front seats, duly ensuring that there will be no infants flying around the cabin as a result of high cornering speed and/or forces. The bad news however, as with the Type R itself, is that supply of the Super Deluxe Type R baby seat remains strictly limited, with only 300 of the seats going on sale at Honda dealers from July. Those wanting their offspring to ride in Type R style are thus advised to get in quick. Those of us with slightly larger posteriors to accommodate will however have to wait until the initial clamour for the new Type R dies down before being able to experience the sculpted goodness of the Civic Type R's racing seats.


The Super Deluxe Type R Baby Seat

New Mitsubishi Lancer - Make That Galant

In recent months rumours of the reintroduction of the Galant to Mitsubishi's vehicle line up in Japan have been gaining increasing currency in the local motoring press, with certain publications - including Automobilia Japonica - positing that the new vehicle would be dimensionally similar to the North American market Galant in slotting into Mitsubishi's range above the Lancer. However, to the consternation of many, in an unforeseen and outlandish move Mitsubishi Motors Japan today issued a press release, which, somewhat unsurprisingly, confirmed that the latest Lancer Evolution will indeed be named "Lancer Evolution X" in Japan when it goes on sale in the Autumn, but which, more surprisingly, also introduced the name of a further sporting saloon Mitsubishi plans to introduce to the Japanese market at the same time as the Evo - the Galant Fortis.

The New Mitsubishi Galant Fortis

However, in a bizarre act of corporate branding it would appear that the new Galant Fortis is in fact a Lancer, the new Galant being all but identical in appearance to the Lancer GTS already on sale in the North American market, only minus the GTS' rear wing and with the addition of some extra detailing on the front grille. Further details of the Galant Fortis are somewhat scarce at this juncture, with Mitsubishi's marketing blurb merely describing it as a high powered sporting saloon, which while being fun to drive also offers comfort, economy and high levels of safety - most revealing. The press release also states that the Galant Fortis will be equipped with Mitsubishi's newly developed aluminium block 2-litre MIVEC engine as found in American-spec Lancers, so a similar power output of 152hp is to be expected.


On the Lancer Evolution X front, Mitsubishi's latest press release didn't really provide any new information, bar the appearance of two new official photos, merely confirming that the new Evo will be equipped with Mitsubishi's latest S-AWC (Super All Wheel Control) system, and be powered by a turbocharged version of the new aluminium block 2-litre MIVEC engine mated to a six-speed clutch-less manual gearbox.



The Latest Official Photos of the Lancer Evolution X

So thus, in a strange twist of fate, it looks like the rumours are true, and the Galant is making a return to Japan, only this time it’s making its comeback as a Lancer.

News Snippet: Daihatsu's Exciting EV Race Coming to Tsukuba in May

Daihatsu's Copen EV

Love motor sport, but not overly keen on having your olfactory sensibilities besmirched by the accompanying aromas of scorched rubber and super-heated exhaust fumes; your aural senses assaulted by the banshee-like wail of internal combustion engines reaching their pre-defined engineering limits? If so, then Daihatsu may have an event which suits your exacting motors port needs down to the ground - the "Daihatsu Exciting EV Race", scheduled to take place at Tsukuba Circuit's Course 1000 in May.

An Electric Version of Daihatsu's Midget

With the EV nomenclature designating that this will be a race event solely for electric vehicles (standard production cars which have been modified to run on electricity, to be precise), the cacophonous orchestra of high-revving race-tuned engines and their attendant noxious odours which normally characterise such gatherings should be absent, making this the perfect event for those of a more delicate disposition who prefer their motor sport both tranquil and sedate.

While it remains to be seen just how "exciting' this form of eerily silent motor sport is, proceedings on race day are set to deviate from those of previous years, with the bulk of the action being focused on a time trial around Tsukuba's Course 1000 as opposed to the everyone-for-themselves fight to the finish style race of previous years. There will also be a gymkhana event, where beginners can try their luck in electrically powered go-karts.


The Atmosphere at the Exciting EV Race is Guaranteed to be Electric

With the "green revolution" progressing apace, it won't be too long before all motor sport becomes as muted an affair as Daihatsu's upcoming shindig, so those wishing to view tomorrow's motor sport today should make sure they are at Tsukuba on the 5th May. The event runs from 7am to 4pm and entrance for spectators is free. Those attending are however advised to bring their own soundtrack; ear defenders will however be surplus to requirements.

Mitsuoka Galue Convertible: Mustang Madness from those Purveyors of the Peculiar at Mitsuoka

The New Mitsuoka Galue Convertible



Mitsuoka, without doubt the most enigmatic of all Japanese carmakers, never fails to raise both eyebrows and smiles on the infrequent occasions it launches new models. Indeed, displaying its customary eccentricity in choosing to launch its latest visually challenging model on Friday the 13th (of April), Mitsuoka looks set to once again make waves with its new, dare we say it, handsome addition to the curious Galue range - the Galue Convertible.


The Mitsuoka Viewt (2nd Generation)

Mitsuoka, although outlandish in its approach to vehicle design, has, until now, more or less stuck to a tried and tested formula when concocting its singular automotive creations, traditionally taking a standard vehicle from any number of Japanese manufacturers, before then endowing these aforementioned vehicles with numerous styling cues lifted directly from various British automobiles of the 1960s. To witness evidence of this approach to automotive design, one need only look as far as Mitsuoka's most famous export and perennial bestseller - the Viewt. This vehicle, now in its second generation, adheres firmly to the Mitsuoka formula, taking a standard Japanese domestic market vehicle - in this case the Nissan March/Micra - and extensively reworking it, incorporating various elements of British car design circa 1960 to produce an end product which bears more than a passing resemblance to the getaway car of choice for armed robbers in 1960s London, the Jaguar Mark II. Indeed, this pattern of paying homage - although some purists may prefer the term “bastardising” - to classic British designs repeats itself across the Mitsuoka range, with the Daihatsu Mira-based Ray mimicking a Riley Elf and the larger Ryoga showing traces of Jaguar Mark X and early Jaguar XJ.


The Nissan Fuga-based Galue Saloon

However, the newly launched Galue Convertible - Galue being derived from the Japanese word 我流 meaning "to go one's own way" - looks set to live up to its name and jettison the ageing Mitsuoka philosophy of melding antediluvian British design with contemporary Japanese hardware. Although the new Convertible's sister model, the Galue Saloon, gave intimations as to Mitsuoka's new direction, fusing, as it does Japanese underpinnings with a British Bentley-esque front end and an American Cadillac-inspired rear, the Galue Convertible consolidates this new design philosophy, breaking with tradition and becoming the first Mitsuoka offering not to be based on Japanese hardware. Whilst the Galue Saloon is a remodelled version of the Japanese market Nissan Fuga, the Convertible model has gone further afield in search of its inspiration and is based on the American market Ford Mustang Convertible.


The Galue Convertible's Mustang-based Interior

While the Galue Convertible still exhibits strong traces of Mustang -most noticeably on its flanks and in its interior, which is, bar the edition of a Mitsuoka-embossed steering wheel, carried over almost wholesale from the Ford - the front and rear of the Mustang have been extensively refashioned, duly imbuing the Convertible with the idiosyncrasy necessary to bring it sufficiently into line with the rest of the Mitsuoka range. Mitsuoka have traditionally been keen to preserve the more traditional elements of car styling however, the Galue Convertible sees the company show a distinct disregard for the Mustang's iconic design, Mitsuoka's stylists giving the Mustang a frontal treatment which bears similarities to Bentley S2s of the 1960s. Meanwhile the rear styling of the Galue Convertible skips a couple of decades and crosses the Atlantic Ocean, imbuing the vehicle with heavy doses of Americana and a derriere reminiscent of a mid-1980s Cadillac Eldorado. The overall result, despite the use of such disparate design motifs, is surprisingly coherent and sufficiently unorthodox to justify both the vehicle’s Mitsuoka badge, and its hefty premium over a standard Mustang.


The Galue Convertible's Cadillac Eldorado-inspired Rear

The Galue Convertible will be offered with two power plants, both of which are Ford engines found in the Mustang: one a 4-litre V6 (213ps), and the other a 4.6-litre V8 with a power output of 304ps. Both models are equipped with a 5-speed automatic gearbox and are only available in left-hand drive. Meanwhile, body colours are limited to black, red, or white, with the leather interior available in either red or black. Those wishing to own one of these Anglo-American/Japanese automotive oddballs will be required to shell out 6,720,000 Yen (£29,000) for the V6, or 7,770,000 Yen (£33,500) for the V8. Eccentric exclusivity never came so cheap.

Mazda Roadster Mazdaspeed M'z Tune: Extra Poke for Significantly More Mullah

Mazda Roadster Mazdaspeed M'z Tune

While it remains an accomplished example of the budget roadster genre, the third generation of Mazda's epoch defining MX5 (Roadster) has been widely accused of having deviated from the uncompromising tenets of light weight and high performance so tenaciously adhered to by its two predecessors. Despite the introduction of a new 2-litre power plant (putting out 170bhp compared to the 146bhp of the previous generation's 1.8-litre unit) to the MX5 range as it embarked upon its third tour of duty, the performance of the Mark 3 has often been chastised as lacklustre, its apparent shortage of pep and élan when compared to its older two siblings singled out for particular critical attention. However, Mazda Engineering and Technology (henceforth Mazda E&T), the subsidiary charged with invigorating Mazda's standard line-up, aims to readdress the balance of power, and lead the MX5 back onto the path of righteousness with the recent launch of its Mazdaspeed M'z Tune model for the Japanese market.

The Mazdaspeed M'z (pronounced M's) Tune, based on the Japanese spec 2.0-litre Roadster RS complete with its soft top and six-speed manual transmission, in addition to offering an interesting take on the use of the apostrophe, also features an array of modifications which should see the somewhat languorous temperament of the standard RS dispelled and the tauter more vivacious character of its ancestors reinstated.

The first component of the standard car to receive Mazda E&T's attention is the engine. Although the M'z Tune ostensibly sports the same 2-litre unit as the standard Roadster RS, Mazda E&T have incorporated a plethora of subtle yet ingenious modifications into the standard engine to imbue the unit with increased potency and heightened responsiveness. Refinements such as a lightened, and hence more inertia resistant flywheel, coupled with the effects of a modified air duct increasing the rate of air intake to the engine and a remapped ECU, all work to sharpen the MX5's waning wits and improve both torque and acceleration over the standard car. Meanwhile, a thoroughly revised exhaust system, where a sports muffler and modified catalyser now see action, provides, through a reduction in exhaust resistance, further increases in get-up-and-go while concomitantly indulging the more enthusiastic listener with a more mellifluous exhaust note. While Mazda is yet to release official performance figures for the M'z Tune Roadster, it is thought that this throng of subtle, yet effective mechanical modifications will confer a 7% gain in power over the 170bhp produced my the standard 2-litre RS.

Mazda E&T's goal for its Mazdaspeed M'z Tune products (a range which also currently includes the M'z Tune RX8 and M'z Tune Atenza (Mazda 6)) is to endow its vehicles, not just with increased performance, but also with improved levels of refinement and drivability. Thus, to consummate these lofty goals, the MX5/Roadster M’z Tune employs specially developed Bilstein shock absorbers, which, in conjunction with new sports springs, should impart the M’z Tune’s ride and handling with a more overtly sporting feel. Meanwhile, to ensure that the new model is just as amenable to decelerating as it now is to accelerating, Mazda E&T have furnished the M’z Tune with Mazdaspeed brake pads, which should counter any over exuberant use of the enhanced performance faculties in double-quick time.

The Roadster Mazdaspeed M'z Tune Prototype as Seen at January's Tokyo Auto Salon

Externally, although the Roadster Mazdaspeed M’z Tune prototype exhibited at January’s Toyko Auto Salon was awash with aggressive styling cues, the charismatic aesthetic of the show car has been somewhat subdued for the production vehicle. Although the aero package of conspicuous frontal air dam, subtle side and rear skirts, and understated rear-wing are carried over from the earlier prototype, the seemingly decorative flourishes such as the provocative air ducts which adorned the flanks and bonnet of the show car have sadly failed to make the transition to the finished product. The attractive wheels of the prototype are also conspicuous in their absence, the M’z Tune making do with the standard offerings from the RS model, although the show car’s items are seemingly available as optional extras. The M’z Tune’s exterior is finished off in Mazdaspeed’s signature hue, the delightfully named Moist Silver Metallic.

The interior of the M’z Tune has also seen a number of revisions aimed at increasing the car’s sporting intent, the most notable of which are the new 3D Net semi-bucket seats which offer both driver and passenger alike with increased support for those more sinuous stretches of tarmac. The interior ambiance is further heightened by the addition of a Mazdaspeed-designed gear knob and Mazdaspeed inscribed scuff plates.

With a host of modifications honing the standard car’s already clearly apparent sporting potential, the Roadster Mazdaspeed M’z Tune is set to prove a more visceral and engaging addition to the MX5 range – the definitive MX5 for those frustrated by the stunted performance of the standard car. However, such raw unadulterated performance comes at a not insignificant price – the M’z Tune’s modifications adding \650,000(£3,000) to the price of the 2-litre RS and pushing the total to \3,150,000 (£13,700). Admittedly this is an indubitable bargain when viewed from the perspective of European MX5 pricing however, such a hefty premium for the performance and raw driveability the third generation MX5 should have demonstrated from the offset seems to run counter to the MX5’s ethos of performance on a budget.

Honda S2000 CR: Fast, Furious, and Bedecked with more Frivolous Ornamentation than your Average Christmas Tree

The New Honda S2000 CR - Aerodynamic Apendages Abound

The Honda S2000 has always been a superbly understated performance car - the very epitome of a frenzied wolf in sedate sheep's clothing. However, the appearance of a new more focused interpretation of Honda's now venerable roadster, the S2000CR (CR denoting "Club Racer"), has seen this ersatz sheep tumble into a trough of vivid blue paint, to which it has seemingly had a rather severe reaction, emerging as it has covered in a rash of unsightly protuberances.

We Have Lift Off - The CR's Incongruous Rear Wing Sacrificing Beauty for Down Force

The most ungainly of these appendages which now clutter the once fluid lines of the S2000, is the CR's eyesore of a rear wing, so audaciously oversized that it may well be moonlighting as a back-up launch pad for one of NASA's shuttles. Of equally ludicrous proportions are the aerodynamic flourishes which protrude at raffish angles of attack from the front of the vehicle. While the CR's new aero-package may add its fair share of visual peculiarity to the styling of the original S2000, other aspects of the design do however pass muster, with the CR's newly designed 17" alloys offering a viable, handsome alternative to the 10-spoke affairs found on the standard car; the new Aluminium hardtop, which for weight-saving purposes replaces the standard S2000's electronic rag top, is also a thoroughly considered piece of design, which, when in use, softens the unnervingly dominant visual impact of that cumbersome rear wing, duly bringing the many conflicting, disparate elements of the CR's design together as a cohesive whole.

Looking Much Better - The Hard Top Really Brings the CR's Design Together

Such overt criticism of the S2000 CR's styling is perhaps however unwarranted, as Honda never set out to create the CR as an aesthetic exercise, the ultimate expression of automotive beauty. Instead, the CR was conceived as the uncompromising apogee of the S2000 range, the ultimate racing car for the road, and it is as such that this track-orientated iteration of the S2000 must be judged. As a matter of fact, when the CR is viewed in this light, as a race car for the road - and the occasional track day - the incongruous aero package begins to appear a little more rational; the bold visual statement the various aerodynamic adornments make is unintentional, their stylistic impact merely the result of form following function, for the shape of the CR's wings has been dictated by the wind tunnel in order to maximise down force and hence cornering speed. Indeed, the CR abounds with numerous such details designed to hone the S2000's performance and handling for the ultimate on-track, driver-focused experience.

The CR's Interior - Trimmed in Yellow Thread and Boasting a Unique Spherical Aluminium Gear Knob (Air-Con and Stereo Both Optional Extras)

In addition to the aero-package, a quicker steering ratio, wider rear wheels finished with Bridgestone Potenza RE070 tires, firmer springs and dampers, and more substantial stabiliser bars all combine to refine the chassis balance and feel of the S2000 CR for track-based work. Handling prowess should also be further augmented by the additional rigidity provided by increased structural bracing in the storage area, previously reserved for the now redundant soft top. Although motive force is still provided by the same 237bhp 2.2-litre V-TEC power plant from the standard car, the 40kg of excess weight lost by the CR should pave the way for slightly more appealing performance figures.

The Standard S2000 - The Proverbial Wolf in Sheep's Clothing

With only a smidgen over 100,000 S2000s having been sold in nearly 8 years of production, the standard car has long been the dark horse, the underrated wolf in sheep's clothing of the sports car world, revered by enthusiasts for its subtlety, frenetic engine and driver appeal. The new Club Racer, while wearing its wolfish streak more discernibly on its sleeve, is set to be no exception, its raw, ever more focused approach more than likely to appeal to the S2000 faithful with increased verve.

The S2000 CR goes on sale in Autumn 2007 in North America, with plans to launch the vehicle in other territories seemingly undecided at this current juncture. Lucky owners might however be advised to park their CRs briefly in a less than salubrious part of town, in order to give certain unsavoury characters the chance to partake in a little constructive vandalism and make off with that monstrosity of a rear wing. Perhaps Honda would do well to consult Nissan and their Fairlady/350Z NISMO edition to see an aero-package which perfectly melds both form and function.

Strange Happenings: Buy 35,000 Scewers of Grilled Chicken, and Receive a Free Porsche

A break from the usual heavy automotive analysis and vitriolic diatribe with a story of a more congenial, light-hearted nature.

For those of you that like nothing better than a little bit of chicken with your German sports cars, one Japanese grilled chicken entrepreneur may have just what you are looking for. Tokyo-based cyber-wholesaler of "Yakitori" (Japanese-style chicken kebabs), Iro Tori Dori, is offering to throw in a complimentary Porsche 944, for the first customer prepared to lay down the cash and purchase 35,000 skewers worth of chicken. The price for such chicken based gluttony - a mere 4,200,000 Yen (roughly £18,250 at current exchange rates) including delivery. For those on a tighter budget and with less voracious appetites, the same retailer also offers a special Porsche Pack which includes a 1/58th scale Porsche Boxster and a variety of appetising kebabs, all for a mere 4,200 Yen.

The Porsche in question is a 1988 Porsche 944 Turbo, in silver and with a registered 104,800km on the odometer. The vehicle has been fully maintained by a local Porsche specialist and is currently awaiting a new owner with a suitable penchant for chicken kebabs.



The chicken meanwhile shall be delivered in vacuum-sealed refrigerated packs, and once removed from the packaging a single kebab can be cooked and on the table after a brief 90-second blast in a 500W microwave.

Giblets: Yakitori - Japanese Chicken Kebabs

Should anyone feel the need for speed, and indeed, the need for prodigious amounts of chicken on a stick, you had better get in quick. More details can be found here (in Japanese): http://www.rakuten.co.jp/it-dori/1783769/1769921/.

Disclaimer: Automobilia Japonica will not be held responsible for any chicken/Porsche induced vomiting resulting from purchase of the aforementioned product.

Subaru B9 Tribeca: Subaru's Piggy Faced SUV Succumbs to Pressure from the Design Police

The ugly duckling of the Subaru range (a title seemingly under threat from the new Impreza, if recent shots circulating on the internet are anything to go by), the B9 Tribeca, and its much maligned exterior design, have gone under the cosmetic surgeons knife at the behest of the design police, duly resulting in the facelifted 2008 model Subaru Tribeca, due to be launched at today's New York International Auto Show. It would appear that the B9 nomenclature has been dropped for the new model, as have the previous model's quirky front and rear aspects - the front end having been squared-off with a more neo-con Forester-inspired look.

Subaru Tribecas:

Past (2007 B9 Tribeca)...


...and present (newly launched 2008 Tribeca)

While earlier incarnations of Subaru's B9 Tribeca were widely acclaimed for their interior design, the original car's exterior styling received few plaudits; the Tribeca's challenging front-end treatment often leading to the B9 being lumped together with other aberrations of automotive design, such as Pontiac's Aztec and the vast majority of product from Korean firm, Ssangyong; her po-faced mien becoming the butt of many a hack’s comic musings. Although Subaru’s outgoing corporate façade, with its prominent central snout flanked on either side by rakish wing-like grilles, succeeded in lifting the strangely compelling R1 – one of Subaru’s petite offerings in the Japanese kei-car market – above the mundane, this piggish visage translated less successfully to larger models as it gradually infiltrated the Subaru range, the corporate proboscis finding itself awkwardly grafted to the front of the Impreza, before ultimately ending its life in ever more embellished form on the front of the flagship Tribeca.

Evolution of the species:

Subaru's corporate snout, from diminutive R1...


...through Impreza...


...to the 2007 model B9 Tribeca.

However, to seemingly discourage the world’s automotive press from continued sniggering at the Tribeca’s expense, and to placate those potential customers of a more staid disposition, who may otherwise have been dissuaded from purchasing the car in its earlier flamboyantly eccentric configuration, Subaru have extensively reworked the exterior styling of their SUV offering for the 2008 model year. The result is a resounding coup for the forces of conservatism with all traces of the profligate idiosyncrasy – swooping curves, challenging creases, oddly positioned headlights, imposing grille – of the previous model having been quashed, all intimations of underlying character replaced by the prosaically generic. The most pronounced changes are to be found at the front of the vehicle, where the now infamous Subaru snout has been replaced with a nondescript grille – an enlarged version of the new Subaru corporate grimace, as already seen on the Japanese market Stella, and the new Impreza – which looks as though it could have already seen prior service on any number of identikit Korean vehicles from the late 90s and early 00s. The frontal visage has been further diluted by the addition of yet more unassuming Forester-derived features which aim to give the car a more aggressive, squared-off look, and all but eradicate the charisma formerly exhibited by the outgoing Tribeca’s engaging, if controversial, frontal detailing. Meanwhile, the Tribeca’s hindquarters have also been remodelled, with remedial cosmetic work straightening out a once curvaceous posterior, raising the position of the number plate, and softening the once prominent crease which formerly circumnavigated the car’s rump.

Subaru's New Corporate Look

The Stella (Japanese market "Kei" car)

The New Impreza Hatchback

Changes for the 2008 model Tribeca, currently scheduled to go on sale this summer, are not however solely limited to the realm of the aesthetic. The Tribeca’s boxer engine has been enlarged from 3-litres to 3.6-litres for the new model year, and the new power unit is also set to feature Dual AVCS (Active Valve Control System), which promises increased torque across the rev range. As is to be expected from a vehicle with a widely lauded interior design philosophy, inwardly little has changed for 2008, bar the addition of a second lever, on the driver’s side of the vehicle, to move the central row of seats forward and facilitate access to the rearmost passenger seats. Meanwhile, revisions to the seat mechanism itself, now mean that much less effort is required to manoeuvre the Tribeca’s central row of seats back and forth. The final modification of note comes in the form of new bushes for the rear suspension which have been designed to offer improved comfort and ride-quality.

The largely unaltered interior of the 2008 Tribeca

With these and a raft of other tweaks finding their way onto the 2008 model Tribeca, the new car is destined to be every inch the accomplished vehicle its forebear was. It is difficult, however, not to be disappointed by the overarchingly commonplace stylistic mutations, which have tempered the eccentric individuality of the pre-facelift Tribeca, and robbed her of her singular character. While the retiring B9 Tribeca could never have been described as a thing of automotive beauty, she nonetheless exuded a certain sense of occasion and a defiant, unorthodox charm, duly maintaining the lengthy Subaru tradition of producing offbeat, challenging designs, as established by cars such as the XT, and the Giugiaro-penned SVX. Her successor, the 2008 model Tribeca, however, merely blends in with the amorphous automotive landscape.

Toyota Prius: Toyota Launches 10th Anniversary Edition

The Toyota Prius S "10th Anniversary Edition"

Could the unthinkable be happening in the boardroom at GM? Could Hummer be attempting to rebrand itself as the manufacturer of choice for those in the market for a more environmentally conscious ride, by pitching its most diminutive offering, the still leviathan H3, as a genuine, thinking-environmentalists alternative to Toyota's greener than green Prius? Such conjecture may not be quite as implausible as it first appears, with GM’s Vice Chairman, Bob Lutz, recently promising that within three years the entire Hummer range will be capable of running on biofuel, and similar sentiments being conveyed by the UK's sole Hummer dealer - a representative from which outlined the possibility that the Hummer H3 could be more carbon efficient than Toyota's Prius, should one consider the vehicle's lifecycle in its entirety, from initial manufacture through to final disposal.


Toyota's Prius and the Hummer H3 - Two Green Peas in a Pod?

Toyota, whether consciously or not, seemingly unwilling to concede any sales in the eco-car sector to the H3, has risen to the gargantuan challenge and upped the ante, today releasing the Prius S "10th Anniversary Edition", which aims to match the H3's blend of ostentation and specious environmentalism by mating the Prius' lauded green credentials to a modicum of extra bling. While the new Prius may lack the war-inspired D-rings of its American rival, duly making the attachment of parachutes, and hence a spot of automotive base-jumping, sadly out of the question, the special edition Toyota is thankfully replete with a host of other accoutrements aimed at luring the medallioned away from their Hummers. First up is the Anniversary Edition Prius' unique hue, which while perhaps not garish enough for certain tastes, nonetheless boasts a splendidly protracted and grandiose name: Light Purplish Blue Mica Metallic - sounds enchanting, but personally I find it to be more of the light blue, and less of the purplish. Meanwhile, technologically, the 10th Anniversary Edition is equipped with a raft of supplementary gadgetry, including gas discharge headlights, complete with a self-levelling function and Toyota's Intelligent Parking Assist System, not to mention a new smart entry and ignition system. For the directionally challenged, the 10th Anniversary is also equipped with an HDD Navigation System with voice recognition and hands-free compatibility, while standard cruise control allows compulsive multi-taskers to make alternative use of their right foot. Finally, a leather-trimmed four-spoke steering wheel and illuminated entry system - consisting of myriad external and internal lamps aiding entry to the vehicle in the event of a lunar eclipse - add the proverbial cherry on top. Those who take delivery of the Prius S "10th Anniversary Edition" will also, quite appropriately, receive a special 10th anniversary case to house the key for their trusty new Toyota.

If all this sounds as tantalising as a carrot dangling from a stick to a dim-witted donkey, the Prius 10th Anniversary Edition can be yours in Japan for a mere 2,730,000 Yen (£11,700). While, this limited edition Prius stands as little chance of dragging purveyors of bling away from their Hummers, as the Hummer does of becoming the environmentalists weapon of choice, the new features of the 10th Anniversary model go some way toward giving palpable form to the Hollywood cache it has attained since its introduction in 1997 as the first mass-produced hybrid car. I shall however be waiting for the appearance of a track-honed, superleggera, club sport version of the Prius before heading to my local Toyota dealer to put down my deposit.

Celica & MR2: New Entry Level Sports Cars in the Works at Toyota

Toyota MR-S V-edition Final Version

With production of Toyota's seventh generation Celica having ended in 2006, and with its stable-mate the MR-S (MR2) currently coming to the end of its tenure in Japan with a limited run of 1000 "V-edition Final Version" models, Toyota's vehicle line-up is currently void of any entry level sports cars, with the notable exception of the Scion tC in the North American market.

However, this paucity of sports-orientated product, which seemingly runs counter to the image Toyota is trying to promote with its strong presence in Formula 1, is rumoured to be in the process of being rectified, with plans currently afoot to introduce successors to both of Toyota's legendary entry-level sports cars, the Celica and the MR2, both of which are scheduled to debut in 2009 at the very earliest. However, while the new Celica is expected to be a natural evolution of earlier models, duly adhering to the sporting philosophy of its predecessors, the MR2, although maintaining its guise as an open-top vehicle, will move away from its origins as a driver-focused, mid-engined sports car, to become a slightly softer introductory open-top sports car, aimed at a much wider target audience.

The 7th Generation Celica

The new Celica, at 4420mm in length, 1785mm in width, 1415mm in height, and with a wheelbase of 2700mm, is dimensionally very similar to Scion's current tC, making the probability of the new Celica sharing its platform with the next generation of the tC relatively high. Meanwhile, it is expected that the new Celica will be offered with a choice of two petrol engines: a normally aspirated 2.4litre (2AZ-FE), and a newly developed 2.5litre 4 cylinder DOHC Turbo unit equipped with valvetronic, and producing 300bhp. These engines are likely to be coupled to the next generation of Toyota's SMT, sequential manual transmission, although it is also anticipated that a standard six-speed manual transmission will also be on offer.

With the current third generation MR2 (MR-S) approaching the end of its life after eight years of service, it appears that plans are already progressing at Toyota with regards to a replacement. However, with a change in approach for the new model duly seeing the MR2 shift from enthusiast-orientated mid-engined roadster to more populist, user-friendly open-top sports car, mating a four-seater layout with a retractable metal roof, it seems more than likely that the new model will be released under a new moniker to reflect this shift. Indeed, with MR2 denoting "Mid-ship Runabout 2 Seater" and the new model lacking both a mid-ship engine layout and a two-seater configuration, further scrutiny thus suggests that the MR2 nomenclature stands only the slimmest of chances of finding its way onto the rear of the new model. This new entry-level open-top sports car will be aimed primarily at the North American market, and it is currently anticipated that the new vehicle will share its underpinnings with the Japanese market Mark X sports saloon, duly placing the new car's dimensions at somewhere in the region of: 4450mm(length), 1780mm(width), 1380mm(height), and 2730mm (wheelbase). The new four-seater open-top sports car is also expected to share its 2.5litre V6 powerplant with the base model Mark X, which should endow Toyota's entry level sports car with approximately 230bhp. Prices are anticipated to be somewhere in the region of 2,800,000 to 3,000,000 Yen ($23,500 - 25,000).

Toyota's Mark X Sports Saloon - The Basis for Toyota's Entry Level Open-top Sports Car?

With both of these new Toyota sports cars not scheduled for release until at least 2009, fans of Toyota's more reasonably priced sporty offerings may be in for something of a wait, while Toyota must bide its time before reaping the benefits of the sporting kudos bestowed upon it through its involvement in F1.

Nissan GT-R: Godzilla - The Return

With a 330bhp version of Nissan's new 3.7 litre V6 (VQ37HR) engine seemingly confirmed for the new Fairlady/350Z-based Infiniti G37 coupe, prior to that vehicles official release at April's New York Motor Show, it appears increasingly likely that the same engine will be nestling under the bonnet of the new Nissan GT-R when it struts onto the world stage at October's Tokyo Motor Show. However, a mere 330 horses will surely not suffice for this, the most megalomaniacal of Nissan's sports car offerings? Indeed, it has been surmised that, as with Skyline GT-Rs of yore, the 3.7-litre V6 from the G37 will see service alongside twin turbochargers, duly boosting power output to somewhere in the region of 450bhp. It should however be noted that throughout the most recent stages of the GT-Rs development it has consistently been benchmarked against Porsche's indomitable 997 model 911 Turbo, a car showboating a not inconsiderable 480bhp of firepower. Thus, if the 911 Turbo's performance statistics are taken into account, it seems feasible that the GT-Rs power output could even rise to be in the same ballpark as the Porsche's 480bhp, further placating GT-R fans and their ever vociferous calls for more power.

Horsepower is not the only area in which the specs of the new GT-R correlate with those of the current 911 Turbo, as the Porsche is also expected to set a precedent in providing a blueprint for the type of turbochargers employed on the new GT-R. The 997-model 911 Turbo was the first petrol-engined vehicle to utilize turbochargers with variable turbine geometry, and it is currently anticipated that the new GT-R will follow suit in this regard. Variable turbine geometry, a technology usually associated with turbo-diesel engines, enables the angle of a turbocharger's turbine blades to be changed according to engine conditions, increasing the efficacy of the turbocharger across a wider rev-range, and working to reduce that bête noire of certain forced-induction engines, turbo lag.

However, while the 911 turbo may have provided the yardstick against which the new GT-Rs performance has been measured, the Nissan is set to provide the same bang as its German rival for significantly less buck, even in its top trim level. While on the subject of trim levels, it is worth noting that recent rumblings in Japan have mooted three different spec levels for the new GT-R: base-model (6,600,000 Yen/$55,500), V-spec (8,000,000/$67,225), and Evolution (12,000,000/$100,800). It is thought that all three models will be fitted with the same powerplant, however, putting the entry-level GT-R on the market at such a competitive price naturally means that certain sacrifices have to be made, and hence cost-cutting measures are likely to result in fewer high-tech adornments in comparison to the upper echelons of the GT-R model spectrum. While both the V-Spec and Evolution models are likely to be fitted with a semi-automatic dual clutch DSG (Direct Shift Gearbox), boasting six-speeds, and similar in nature to the R-Tronic system found on the new Audi R8, the prohibitively high cost of this piece of state-of-the-art gadgetry means that such a gearbox will not be finding its way onto the base model, which will duly have to make do with a cheaper, and, no doubt, slower six-speed manual transmission. The base model also makes do with four-pot calliper brakes, while both the V-spec and Evolution are expected to come complete with six-pot calliper systems. Although, Skyline GT-Rs, from the nascent R32 onward, have customarily been equipped with Brembo brake systems, it appears that Japanese firm Akebono, with their recent foray into Formula 1 in partnership with McLaren, may also be in contention to supply brakes for the new GT-R.

While the V-spec GT-R gains a two-pedal DSG transmission and six-pot callipers over the standard car, it will also differ cosmetically, with a more prominent rear wing and rakish front bumper. The V-spec will also sport lighter alloy wheels. Meanwhile, the GT-R Evolution, currently pencilled in for release a year after the standard car, in Autumn 2008, will be to the GT-R what the GT3 is to the Porsche 911: a stripped-out, lightweight road-racer, set to form the basis for the NISMO machines participating in the Japanese Super GT Championship. As with the 911 GT3, the GT-R Evolution will do away with its rear seats and make extensive use of high-tech materials in the pursuit of lightness: the bonnet, rear wing and diffusers will be hewn from carbon fibre, while the standard steel doors will be replaced by aluminium items. It has also been postulated that the Evolution will be home to a hand-built, hand-fettled version of the standard car's engine however, power output and performance are not expected to differ overtly from the standard powerplant. Cosmetically, the Evolution will gain an even more agressive rear wing, while certain pieces of carbon fibre trim are expected to remain unpainted.

While such details and comparatively reasonable pricing certainly whet the appetite, only time will tell whether the GT-R proves to be an adequate, cut-price alternative to the omnipotent 997-model Porsche 911 Turbo.

Source: Best Car Magazine (Japan, 10th April Edition)

Nissan Skyline R34 GT-R: End Of The Road For Most Powerful NISMO Version

Nissan's tuning and motorsport division, NISMO, today announced that production of the hand built Skyline NISMO R34GT-R Z-tune has ended, with 19 of the vehicles having been sold around the world. The NISMO R34 GT-R Z-tune, an encore performance for the R34 having been introduced two years after Nissan officially ceased production of the R34 Skyline GT-R, is based on well maintained, lightly used examples of the R34 Skyline GT-R which were hand-picked by NISMO engineers, before being stripped and fully rebuilt with a variety of new and highly modified parts. The R34 GT-R Z-tune was conceived in 2005 as being the ultimate, most powerful production version of the R34 Skyline GT-R and was marketed as a stop-gap, limited-edition vehicle aimed at whetting the appetite of the GT-R faithful prior to the release of the next generation model (currently due to be released at the Tokyo Motor Show in November 2007). The Z-tune achieved its "most powerful production Skyline GT-R" status thanks to a bored out 2.8 litre version of the standard GT-R's power plant equipped with two industrial, race-strength turbochargers, which duly furnished the car with 500 hp and 398 lb-ft of torque. Although initially envisioned as being a strictly limited run of only 20 vehicles, a lack of suitable donor R34 GT-Rs led to production being halted after the completion of the 19th vehicle. Of the 19 cars that found a home, 13 were delivered to Japanese customers, with the rest being purchased by foreign enthusiasts.

While NISMO continues to produce tuning parts for a wide range of Nissans, both past and present, the demise of the GT-R Z-tune means that the company currently has no custom built, complete vehicle packages on its books. This paucity of product should however soon be rectified with the planned summer release of the Fairlady Z Version NISMO Type 380RS, based upon the standard Nissan Fairlady Z (350Z).