Unaffiliated Blog Entry #03
A 90s Japanese Touring sedan living stateside in 2023
A Car Feature
07/11/2023
I’m sure for most of us enthusiasts, the interest and love for some of our favorite Japanese classics didn’t come from watching them come off the showroom floor, but instead from seeing and imagining the possibilities that come from the aftermarket industry. Many of us have that dream car or build sitting in the back of our heads, possibly even the same one from when we were younger. Whether it was car magazines, DVDs, video games, or old YouTube videos, etc., we all draw our inspirations from somewhere. And over the years all that inspiration has manifested itself into something, a dream.
For Nick DePinto, one of his dreams was a JZX100 Toyota Chaser, and of course it wasn't just any old Chaser. It was a 1997, the same year he was born. The factory manual transmission wasn’t optional, nor was it’s Toyota 040 Super White paint. To top it all off, it had to feature that signature Tourer V badge, the telltale sign it’s equipped with the iconic 1JZ-GTE engine. Altogether, this was no small purchase and, for those unaware, Toyota never blessed the Americas with the JZX lineup. This meant importation was the only answer, and following America's 25-year import law meant it wasn't even possible until 2022.
"Growing up I was involved with cars here and there. My neighbors had Porsches, so I was a fan, but I was mostly into Ferraris, Lamborghinis, and Dodge Vipers. Those were my favorite when I was young."
"I'd say around the time I was 16 I started getting more into it. I didn't even like driving until I had my license. Once I started learning more about cars and modifying them, I was hooked. At the time I wasn't into Japanese cars other than the 350z and the Supra. Since High School I remember always wanting a 350z so it became my first car, in fact I still have it."
"Having my 350z along with my college roommate Hason having an S14 is really what made my interests grow a ton and sent me further down the rabbit hole into all the old Best Motoring, Video Option, street drifting videos, etc. which really comprises most of my interest in cars even to this day."
"It was probably around 2015 or 2016 when I got exposed to the JZX100 watching a Matt Farah video from New Zealand. I always loved the Supra but was intrigued by the Chaser as it even more unique. At the time they still weren't legal, so I told myself once they were, I had to have one."
"When the time came a few years later, the search was quite daunting considering I was spending what many would call an obscene amount of money for a 25-year-old car. I wouldn't even be able to see the car in person before I bought it. It took loads of patience and searching, but one day while I was contemplating buy an SR swap for my S13 I found it. The Dream Spec Chaser, on Facebook of all places. I knew instantly, if I wait any longer the less the chance I get one, it was time to act."
"I bought the car myself from a private seller and had arranged with an import company to ship it for me. Only, just a few weeks after making the purchase the import company closed. Luckily, I was able to get in contact with one of the workers who was able to help get it sorted. Definitely a stressful process."
"It took about six months for the car to arrive, it felt like the longest wait ever and there were so many delays. In that time, I went deep diving the internet trying to find any and all information I could about my car. My search brought me to a series of blog posts of various work done on my car by Midori Seibi Center.
Midori Seibi Center is a GT-R focused tuning shop based in Yokohama, Japan and was the primary maintainer of this JZX100 throughout its earlier life. In its time there, the car received nearly a full refresh with new bushings and suspension arms as well as various other maintenance items and services, all with OEM or improved parts. The exhaust has been replaced with a full titanium one-off setup designed in house. The vehicle also received a full engine overhaul and tuning, a specialty of the experts here, all centered around reliability and balance. To this day, this is believed to be the only JZX100 to have ever been built by Midori Seibi Center giving it a certainly unique history.
"In May of this year, I traveled to Japan and spoke with Uchinaga-san, the owner of Midori Seibi. He told me of all his memories of the car, once owned by his personal friend, and explained all the details of the maintenance and tuning the Chaser received over the course of its time in Japan. It was certainly an outstanding experience."
"During my time there, I also visited G-Corporation in Funabashi. I had always had a personal interest in the brand and loved their S-Chassis products. I had to have a set of their OG Checkered Floor Mats as they are RHD only and I finally had a car for them. I wasn't looking for just the basic set available off RHD Japan though, so instead I got ahold of Nakamura-san there who managed to make me a set in their discontinued gold checkered pattern, along with the metal logo plate stamped in, something that's also been long discontinued. He went into his archives for me, so I was greatly appreciative. He was happy to have me come pick them up to complete the experience."
"Upon my arrival, he gave us a full tour of his shop and his cars before I absolutely cleared his inventory of things I've been waiting to buy. After about an hour of talking with him, I presented him with a few gifts I had brought him and asked about getting ride-along with him at an event he was hosting the following day at Mobara circuit. Incredibly, he said yes, and it led to an overall insane experience. From riding in his D-spec 2.2L SR S15 to getting ride-alongs from other JZX100 owners in attendance. It was a dream come true, and culminated all the feelings I hoped my JZX100 would bring me."
"Now that I've returned, the real ownership has started. Sorting out issues, adding personal touches, and making plans for the future of the car are constant occurrences. I am extremely excited to see where this car takes me. 頂きます."
Nick has said that as it sits, the JZX100 isn't far off from what he'd call his ideal build, he's constantly on the lookout for wheel alternatives and those small touch up pieces that really bring everything together. His taste and vision certainly shine through on this one, it's a balance between comfortable and elegant sedan and flashy stylish street weapon, and I am all for it.
The old life of this JZX100 may be in the past, but its story continues, and I personally can't wait to see what's in store for it and its owner Nick. Check out his stuff over @Glitch.Speed on IG, or his group here.
*for a full build list read below
Engine/Drivetrain: 1JZ-GTE VVt-i w/ Factory R154, Built and Tuned at Midori Seibi Center, HKS EVC6 Boost Controller, Defi Turbo Timer, Midori Seibi One-off full titanium exhaust, Blitz Intercooler w/ Greddy Piping, Blitz Radiator, ORC Twin Disk Clutch, Titan Cam Gear, Fluidampr Crank Pulley, Blitz intake piping w/ HKS Filter, Tomei Engine Plate Cover.
Suspension & Brakes: Ohlin Coilover suspension, Cusco Front and Rear Sway Bars, Cusco front strut tower brace, Brembo GT 6 Piston Front Calipers, F360 4 Piston Rear Calipers, BIOT 2 Piece Rotors.
Aero & Exterior: AME Tracer GT-V Wheels 18x8.5/9.5 +38, Origin Front Bumper, Vertex Side Skirts, Vertex Rear Bumper, Vertex Trunk Spoiler, OEM Style Plastic Roof Spoiler, Custom Cherry Blossom LED S1 Taillights.
Interior: Nardi Classic Steering Wheel, 2x Recaro SR7 Seats, Blitz Shift Knob, G-Corporation Horn Button and Custom Gold 5 pc Floor mats, VIP Dash Tray, Saiko Custom Works Dash Mat, Carbon Fiber E-brake Handle, Defi Boost Gauge, AEM AFR Gauge, Pioneer FH-8500DVS Radio.
Unaffiliated Blog Entry #02
A Turbo Street Miata Done Right
A Car Feature
10/13/2022
It's no secret the Mazda Miata has somewhat of a controversial standing to some given that the compact roadster has a reputation for its lack of engine power. Through its 4 generations, the Miata has gone from 116 horsepower in 1990, to 181 today in 2022 so it can’t really be argued that the stock Miata is a particularly fast car, but where it loses in speed it certainly gains in its ability to handle due to its lightweight and well balanced chassis weighing around 2,400 lbs in it’s second generation (1998-2005). They’re certainly fun cars to throw around, but I will admit the lack of power has always left something to be desired. Then I went for a ride in this.
At first glance out on the road, this car may not look like much, assuming you don’t notice the roll bars or the front mounted intercooler that is. Upon closer inspection, you may notice the Forged lightweight Jongbloed wheels, or the Wilwood Brakes. What you won’t see is that under the hood sits a 1.9L turbocharged 4 cylinder making just short of 300 horsepower at 17psi of boost. Now, to some that may not sound like big numbers but with only 2400 lbs and a good tire and suspension setup, a lot more than you may think is possible. Just last year an earlier Miata used 320 horsepower on the Nordschleife to run a 7:33.8, putting it among cars like McLaren 650S Spider, the Lexus LFA, and the Ferrari 458 around that course.
Now, I don’t mean to compare this Miata to a dedicated track car, instead actually, I think it’s the differences this car has with others like that that make it special. For one, there’s no cut up panels or overs, no huge wing and unattractive splitter. It’s a clean street car through and through. Furthermore, unlike most track built cars this Miata is still equipped with a full interior, although it has had the addition of a roll bar and harness bar. The factory seats have been swapped out with Sparco Sprint seats equipped with Takata 4pt Harnesses, and the steering wheel with a suede Sparco. It’s also equipped with a custom touch screen setup for displaying gauges.
As for the exterior the vehicle is in its factory British Racing Green paint, making it a rare limited 1 in 3000. The car features little aero to hold onto the clean street look, and while the owner has a few small additions to make including side skirts and an MSM front lip, he has no current plans for any drastic changes to the car. suspension has been upgraded with 949 Racing Xida Coilovers and a FlyinMiata upgraded sway bar, paired with the Falken Azenis RT660s and this car has that proper grip and ride. The car does well to both keep a low profile and maintain effective performance. It's what I personally love about this car, the build is well balanced and effective, and the drive is incredible.
I fondly remember getting the chance to drive this Miata a few years back in 2018 or 2019 prior to it being turbo-charged, well, the car was awaiting a turbocharger. When I drove it, I distinctly remember feeling how nimble the car was and how smooth the steering input felt. The suspension was soft but didn’t roll when cornering. The brakes grabbed well but not too well, it was definitely a blast to dart around. But naturally aspirated, the factory motor was missing that kick the car was built to handle.
While the car was setup and ready for a turbocharger, it'd be some time before it made it in. This was due to multiple complications with an unnamed turbo manufacturer and its product, and some poor luck resulting in some timely setbacks. Ultimately, the owner made the decision to install a Garrett GT2560R and has been satisfied since. Just from riding along in it since, along with it's recent E85 tune I can certainly say that this is what it was in need of.
When asked what his favorite part or best memory of the car had to be, the owner, Brad, said “It’d be pretty hard to pick my favorite thing about the car, but if I had to, I’d say how all the parts come together to make the car feel as amazing as it does. That and all those fun memories and friends I’ve made along the way, I enjoy them as much as the car.” Honestly, I couldn’t agree more, it feels as though every part of this car just works, it’s where it should be, and it makes for one hell of a Miata.
*For a Full Build List, Read Below
Engine/DriveTrain: 1.9L BP-Z3 Mazda Block (84mm Bore), Wiseco Pistons 9.5:1, Manley Rods, ACL Bearings, FlyinMiata Log Turbo Manifold, Garrett GT2560R Turbo, Fab9 Intercooler, FlyinMiata Downpipe and Intercooler Piping, Skunk2 Intake Manifold, Skunk2 64mm Throttle Body, Radium Fuel Rail, DeatschWerks 1000cc Injectors, Fuel Labs Fuel Pressure Regulator, GM Flex Fuel Sensor, LS Ignition Coils, Boundary Engineering High Volume Billet Oil Pump, FlyinMiata Stage 2 Clutch. Powered by MSpnpPro Standalone ECU.
Suspension & BrakeS: 949 Racing Xida Coilovers, FlyinMiata Sway Bar, Wilwood 4 Piston Calipers & Slotted Rotors, De-powered Steering Rack, JongBloed Racing Wheels Series 500 15x8 +36, 205/50R15 Falken Azenis RT660 Tires.
Chassis: Hard Dog Hardcore M2 Roll Bar and Harness Bar, Sparco Sprint Seats, Takata ASM 4pt Harnesses, Sparco Steering Wheel, GRacing Short Shifter and Carbon Shift Knob, Raspberry Pi3 Touch Screen Setup for Gauges and MS3, V8 Roadsters Frame Rail Reinforcements.
Unaffiliated Blog Entry #01
An Introduction to Grassroots Drifting
With Media from RioBash
6/30/2022
Drifting is a style of driving that I’m sure most readers already understand well enough, the act of sliding the rear end of a car while maintaining enough grip in the front to steer a car through a turn. Popularized in the mid to late 80’s in Japan, drifting has taken on many forms over the years and has gotten much attention in the motorsport field, from Japan’s own D1 Grand Prix, to Formula Drift, and many more including the former International Drift Championship series. Outside of motorsport though, drifting has developed a thriving culture that’s much less focused on efficiency and the spirit of competition, and more so on the style around the driving technique and its origins. This is most commonly referred to as Grassroots Drifting.
The term grassroots typically refers to the basic or entry level of an activity, and while that technically still applies to drifting, I’ve found it’s more than that. As I said before, grassroots drifting has developed a sort of culture and that's what I believe separates it from just being a beginner sport, if you could even call it that. Here in the Midwest, the most popular track for grassroots drifting has to be USAIR (USA International Raceway). Located in Shawano, Wisconsin, USAIR is a 1.1 mile road course typically split up into 2 small tracks and sometimes featuring a small skid pad for warm-up. This track is also the home of 2 very popular drift organizations, ClubFR and FinalBout. ClubFR is actually the Midwest’s first drift organization, being established in 2003 in the Chicagoland area, commonly hosts open drift events throughout the season at USAir, as well as a handful of special events mixed in. This past weekend I attended one of those events, RioBash, and was able to do media as well thanks to ClubFR.
RioBash is a particularly special event, even more so to others than myself, and its purpose in bringing the community together is exactly what makes grassroots drifting so special. RioBash, named after Jake ‘Rio’ Possemato, is an event dedicated to not only remembering those who are no longer with us including Jake, but also to celebrate what they and us all love, drifting. There’s something about the whole event, and honestly pretty much all the ClubFR events, that can be hard to put into words. The community almost feels like a big family. Every time I go I find myself meeting plenty of new people and making new like-minded friends and I’ve heard the same from many others as well. It’s never about who’s got the fastest car, or fastest time. There’s no scoring, and nobodys there to judge other people’s driving. It's all about the fun of sliding with friends.
*I do think now is a good time to mention that while I have been attending these events for several years, I myself am not a driver. I have been fortunate enough to do media a handful of times and hope to do more in the future. Just a disclaimer.
Something particularly special about grassroots is the relationship between the drivers and their cars. Firstly, for some drivers their vehicle may be their only car, meaning they likely not only drive their car from home to the track, which for many is a fairly large distance, but then drive the whole day on track, and drive the car back home, all in a weekend. For me and my friends, the drive is 3 hours, not including the time wasted bullshitting before leaving, and at whatever gas station/food stops we make. On top of that, pretty much none of the cars seen are team built, there’s no sponsors or budget, what they can afford to put into it is what you see and some of these guys throw everything they can and it shows. Many of the famous cars were meticulously built piece by piece designed to as close as they can get to the owner’s idea of perfection. Most driver’s pour their heart, soul, and wallet into getting as much time on track as possible because for them and myself, it’s a surreal experience.
I can’t leave off without mentioning FinalBout somewhere in here because it is literally the culmination of everything talked about. Granted FinalBout is a competition, the spirit of it is much more about bringing driver’s together, some from all over the country, and some even from outside it. Some of the best builds and best driver’s come together and it’s seriously a blast to witness. It’s been said many times, it’s a rolling car show. I’ve enjoyed every event they’ve had and I seriously recommend seeing it too someday, just make sure you get a hotel early cause they fill up real fast.
Grassroots culture as a whole is about friends getting together simply to enjoy driving. Its presence beyond the scope of track days is notable as well, and a big part of what brought so much attention to drifting in the first place. Nowadays, the culture has certainly shifted more towards the light of mainstream media, at least compared to what it was 5-10 years ago. In my experience, it hasn’t done much to hurt the community, at least not here. There’s been a lot of media attention recently towards meets like take-overs. People taking over public streets and parking lots, blocking off areas and doing burnouts and donuts in the middle of large crowds. I bring this up as I don’t want the poor judgment of one group to bleed into the other. While groups like that exist, there’s essentially no cross-over between that group and this one. The driver’s who spend months perfecting their rides just for this, aren’t wasting nights doing burnouts on public roads, in fact most in the grassroots community hate the take-over crowd. It’s stupid, it’s dangerous, crash videos pop up on Facebook every other week, people getting hit, cars getting destroyed, its not a good sight.
Hopefully this gives some insight into grassroots culture. I know it doesn’t quite fully explain what grassroots culture is, but I think that’s something that needs to be experienced. With events typically being held monthly if not sooner, I highly recommend coming out and seeing what it’s all about for yourself. As stated this was just an introduction. Hopefully in the months to come I can showcase much more of this community and share some of what’s out there.
Unaffiliated Blog Entry #00
A Prologue
10/31/2021
Ever since I was a kid, I had somewhat of a fascination with cars. Back then though, most of my interests peaked from movies, poster cars, and car magazines. Unfortunately nowadays the journalism side of auto culture has seemed to slow down significantly, many popular magazines no longer being produced, others moved online, and the good ones still out there, at least for me, are not easy to come by. As a high school student I was set on going to a school like Mizzou and getting into the journalism field, but due to finances and other variables, I never went. Instead I found myself at a community college learning the automotive trade. Not wanting to let my interests go though, I found myself buying a DSLR. Nothing special, just an entry level Nikon D3400.
Jump to today and I've been doing photography for almost 5 years. Not long enough to call myself a professional, but enough experience to produce quality and fairly consistent work. I've always felt that while I love photography, I wanted to do more with it. Growing up around Chicago it takes a lot to really stand out as an artist, and with how saturated the industry is, commission work was not something I found much interest trying to getting into. Instead, from my time around the Chicago car scene I've found a rich and growing culture that I feel doesn't get the coverage it deserves. It was that, that made me really reconsider reinvesting myself into journalism, not as a career, but as a hobby. I wouldn't have the financial backing of a professional magazine, or the quantity of posts due to time restrictions, but it would allow me to bring attention to some of the things I think are significant within this midwestern subculture.
After a good period of time to think it over, having drawn inspiration from places like Option Magazine, Super Street, and Speedhunters, I present The Unaffiliated Blog. I have no plans for things like scheduled blog posts, or regular updates. With this project I want to focus on quality work over quantity. I want to solely write on things that I think need coverage such as events, builds, interviews, and more. This is all very new to me so be patient as I try to find my footing on this project. I don't have an expected date for the first official blog, but I cannot wait to get started. For now, that's all. I wanna thank you for taking the time to read through this, and I hope you're as excited as I am for the start of the Unaffiliated Blog.
Many Thanks,
Dylan -- Unaffiliated Media