PASMAG 165 - The Drift Issue by PASMAG - Performance Auto & Sound

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THE

T F I R D ISSUE

CONTENTS HAMP C O R P 0 2 FD 20

R J N I T T I G N H VAUG

26 INTERVIEW:

DEAN “KARNAGE” KEARNEY

STEPPING BACK:

KEN GUSHI’S STREET-DRIVEN LEXUS IS300

FD 2020 PRO2 CHAMP DMITRIY BRUTSKIY

INTERVIEW:

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Made in Germany. Made for you.

www.liqui-moly.com

Engineered for Asian and American manufacturers Special Tec AA oils are not standard motor oils. These oil formulations meet the performance demands of high output and high efficiency modern engines and their required emission systems.

Reduction of fuel consumption low friction coefficient Always best performance high thermal and pressure stability

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ERVICE CK IS

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The use of this official API seal distinguishes licensed products and confirms that the motor oil meets or exceeds the specifications and requirements of the American Petroleum Institute (API). The user is thereby guaranteed the best quality.

Longer engine life less wear than regular motor oil

SAE 5W-30

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THE

T F I R D ISSUE

CONTENTS DRIFT BUILDS TO FOLLOW

HOT NEW PRODUCTS

64 48

INTRODUCING ENGLISHTOWN RACEWAY PARK 2.0

THE EVOLUTION OF JUDGING DRIFTING WITH FORMULA DRIFT JUDGE, RYAN LANTEIGNE

PREFERRED DEALERS

SPOT THE DIFFERENCES

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ISSUE PREVIEW

PASMAG (ISSN # 1710-1573) Performance Auto & Sound Inc. 115-42 Industrial Street, Toronto, Ontario, Canada M4G 1Y9

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subs@pasmag.com pasmag.com/subscribe GROUP PUBLISHER & CEO: Tim PUBLISHERS EMERITI: FOUNDER: Frank

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N O I T A I INIT

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EDITORIAL EDITOR: Adam

Gordon

MOBILE AUDIO EDITOR-AT-LARGE: Bill 12-VOLT SPECIALIST: Aaron FEATURES EDITOR: Ricky

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SENIOR VIDEOGRAPHER: Mikey MANAGING EDITOR:

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CONTRIBUTORS Larry Chen, Formula Drift, Englishtown Raceway Park, Casey Miller, Timothy Newport, Andrew Castro, Steven Whitworth, Artem Lavrynenko, Colin Cook, Alex Nagy, Mike Martino, Dave Jeffords, Jaclyn Childs, Simba Nyemba, Julia Subbotskaya, Valters Boze

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Performance Auto & Sound Magazine welcomes unsolicited contributions including stories (typewritten), photos, club news, events, etc. (Forward to PAS, 115-42 Industrial Street, Toronto, Ontario, Canada M4G 1Y9) Canadian Publications Mail Products Sales Agreement #40069655 Printed in Canada PERIODICALS POSTAGE PAID AT NIAGARA FALLS, NY AND AT ADDITIONAL MAILING OFFICES. U.S.P.S. # 022-608 U.S. OFFICE OF PUBLICATION 4600 Witmer Industrial Estates, Unit #4, Niagara Falls, NY, 14305 U.S. POSTMASTER SEND ADDRESS CORRECTIONS TO Performance Auto & Sound, Box 1082, Niagara Falls, NY, 14304. Occasionally, we make our subscriber list available to carefully screened companies whose products and services might be of interest to our readers. If you prefer to have your name removed from this list, please write to us at the address below and include your mailing label. For any subscription inquiries, including change of address, call 1-800-667-7223.

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lutch kick, hand brake, weight transfer via Scandenavian flick - however you do it, drifting is one of the most fun things you can do in a vehicle, and has continued to grow over the past several decades as more enthusiasts and manufacturers alike discover the joys of sliding. At its core, drifting has always been about having fun in style. From its genesis on the mountain roads of Japan, to sanctioned motorsports series around the world, drifting has enjoyed a meteoric rise to the spotlight thanks to a unique intersection of culture, individual skill, and engineering advancements. It also appears in many forms. Grassroots drifting and professional sanctioned motorsport drifting are two very different worlds. In this issue, we hope to cover all of the various styles and niches of drifting. We start off with some drift builds to follow, ranging from street driven cars that can get down at the track, as well as purpose-built drift cars that have gone the distance. We also get up close and personal with one of the coolest street-driven drift sedans by way of Kenshiro Gushi’s IS300 - a bonafide street car that can do the D with ease. Finally, we chat with Vaughn Gittin Jr about his

recent Formula Drift championship win, as well as Dmitriy Brutskiy about his PRO2 win. Of course, this is just a sample of the driftcentric content you will find sprinkled throughout this magazine, among our usual PAS content. As always, thanks for picking up the issue. We hope you enjoy reading this one as much as we enjoyed putting it together, and we hope we managed to capture even a small bit of the magic that is drifting.

ADAM GORDON @gordon.leadfoot PASMAG EDITOR

PASMAG.COM TUNERBATTLEGROUNDS.COM @PASMAG @PASMAG PASMAG @PASMAG

922-7526

964-1836

TOLL FREE: 1-800-667-7223

pasmag.com pas@pasmag.com

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SEMA Member

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PRODUCTS

ISC SUSPENSION

N1 Coilover Kit for BMW FX8 BMW M2/M3/M4 $984 | ISCSuspension-na.com

The ISC N1 coilover for the BMW M2/M3/M4 is a great solution for street or track use. You may choose from street comfort, street sport, or track valving. The N1 coilover comes standard with a monotube damper with 32-way adjustable damping, preload separate from ride height. Front camber plates are standard, and with a lifetime warranty to the original owner, this is a great option to consider for your next set of coilovers.

MOMENTO DASH CAMERAS

Momento M6 Smart Wi-Fi Dash Camera $449.99 | MomentoCam.com

A Wi-Fi enabled Full HD (1080p) dash camera system including front camera, rear camera, GPS antenna, and a 32 GB micro-SD memory card. The M6 is Momento’s first dash cam that connects to your smartphone by creating a small and secure Wi-Fi hotspot inside your vehicle that only you can access through the Momento App. In addition to giving you easy access to your video files, the Momento App also provides additional driving insights such as speed, location and trip data.

PHOENIX GOLD GX1200.6

$579.99 | PhoenixGold.com

The GX 1200.6 6-channel, class-D amplifier is designed to cover a multitude of installation needs. Included in the line are proprietary PG quick connects for high current capability and reliability, while enabling clean and quick installations. The chassis has been optimized by utilizing BFD (Balanced Flow Dissipation) to keep the amplifier running cool when the music is hot.

RAYS GRAMLIGHTS

KNUKONCEPTZ

RaysWheels.co.jp

$26.99 | KnuKonceptz.com

57Trans-X

CONSTRUCTION: Cast / RCF Cast SIZE (IN.): 17-18, 20 WIDTH (IN.): 8-9 BOLT PATTERN: 5x150, 6x135, 6x139.7 FINISH: Super Dark Gunmetal w/ Rim Edge DC

PASMAG

KCA-K4 4 Gauge Installation Kit KnuKonceptz has expanded its neon colored battery cable offerings to their amplifier installation kits. The KCA-K4 4 Gauge complete installation kit, which features an oversized copper clad aluminum conductor, is the first to be released in Kandy Green. Bright, neon colored wire or "Kandy" battery cable is available in limited production in blue, green, orange, and purple.

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[ trending ] HEISE LED LIGHTING SYSTEMS RGB LED Underglow Lighting HeiseLED.com

Metra’s RGB LED underglow lighting by Heise is designed for all-terrain on powersports vehicles, boats, cars, and more! Choose from 16-million different color options using the Metra RGB smartphone app with pre-built lighting transitions, flash patterns, and more. This four-piece package includes two 36-inch and two 48-inch sealed water-resistant LED tubes, mounting hardware, and extension cables, providing a fast and durable RGB lighting solution. Controller sold separately.

GO FAST BITS

VTA T9464 for 2013+ Ford F150 EcoBoost $296.59 | GFB.com.au / JRPOnline.com

The Go Fast Bits VTA delivers huge performance gains for the F150 EcoBoost models. Rather than just venting that factory diverter valve to the atmosphere, the VTA replaces the weak factory valve internals and delivers an aggressive blow off valve sound, improved throttle response and boost recovery, as well as superior boost holding and reliability in extreme conditions. This makes the truck much more responsive in regular driving conditions or when towing.

YOKOHAMA WHEEL R6

YokohamaWheel.jp

CONSTRUCTION: Mold-Form Forged SIZE (IN.): 18, 20 WIDTH (IN.): 7.5-12 BOLT PATTERN: 5x100, 5x112, 5x114.3, 5x120 FINISH: Machining & Racing Hyper Black, Racing Titanium Black, Racing Copper Bronze, Machining & Racing Brass Gold, Racing Candy Red, Machining & Black Coated Graphite

DRESS UP BOLTS

Titanium Hardware Valve Cover Kit for 1JZ-GTE/2JZ-GTE $42.99 | DressUpBolts.com

Dress Up Bolts titanium hardware kit for the 1JZ-GTE and 2JZ-GTE valve covers looks great and delivers a durable replacement option to prevent bolt/nut failure and ugly rust or corrosion. Additionally, this hardware is finished using a PVD coloring process that outperforms the rigidity of traditional anodizing. This kit includes eight titanium hardware pieces to replace the visible bolts on the outer sides of the valve covers.

MOREL

Elate Carbon Pro 63A $2,849 | MorelHiFi.com

The Elate Carbon Pro 63 Active, high power, Hi-Fi 3-way system provides you with an immersive musical experience that leaves you breathless. Equipped with a triple-layered carbon fiber/Rohacell cone for midrange and woofers, titanium voice coils, Morel’s iconic Lotus grills, and a brushed aluminum trim. Highlighted by the Elate Alto cavity-back tweeter employing a high-resolution design. Boasts a threedimensional soundstage with great frequency response and detail, even at extreme volumes.

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PRODUCTS

KICKER

Hideaway 10-inch Compact Powered Subwoofer $349.95 | Kicker.com

Kicker has added a powerful 10-inch version of the Hideaway Compact Powered Subwoofer to its line of bass products. Adding a larger speaker and more power (180 watts) to the Hideaway’s already popular feature set, Kicker engineers ensured the new larger cone would barely alter the Hideaway’s near universal fit in modern vehicles. A highly convenient form factor, the HS10’s all-aluminum body readily fits under a seat, in a trunk or behind a truck bench. Remote bass control included.

PIONEER ELECTRONICS DMH-C5500NEX

$650 | PioneerElectronics.com

The 8-inch DMH-C5500NEX receiver provides vehicles with a lowerlevel trim to be upgraded to the same level or higher than even the top OEM trim levels, enabling features such as a larger LCD screen, navigation, and connectivity. The unit features a modular design, combining a large touchscreen display with a hideaway control unit that installers can tuck into separate compartments of the car, and providing vehicles with limited dash space a premium upgrade solution for drivers’ entertainment needs.

KICKER

Value Wiring Kits Kicker.com

This complete 8-gauge amp kit comes complete with full spec power and ground wire, speaker wire, interconnect cable, fusing, fuse holder and hardware. Hooking up an amp is easy when you get everything you need in one place. The best hardware, signal, and power cable comes in one convenient package. Get an additional year of warranty when you buy a Kicker amp with this kit. All kits include pure, full spec oxygen-free copper cabling for max power transfer, superior bass response, and signal clarity.

VERSUS MODE FORGED C-01

RaysWheels.co.jp

CONSTRUCTION: Forged Monoblock SIZE (IN.): 20 WIDTH (IN.): 8.5-11 BOLT PATTERN: 5x114.3 FINISH: Matte Gunblack/Rim Edge DC, Diamond Cut/Side Dark Gunmetal, REFAB/Side Brightening Metal Dark/MC

SPEC CLUTCHES & FLYWHEELS

SB09A-4 Billet Flywheel for 2013+ Mini Cooper S/Cabrio/Clubman/Countryman $609 | SPECClutch.com

The SPEC billet flywheel for Mini S and JCW S B48 engines fits the 2013-and-up hardtop and hatch, Cabrio, Clubman, and Countryman models. The 13-pound unit offers a tremendous rate of rev and horsepower gain, infinite rebuild capability, and the highest level of reliability over the OE dual mass flywheel. As with all SPEC billet flywheels, a race bolt kit is included.

PASMAG

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Home & Mobile Audio Accessories Home & Mobile Audio Accessories

AmppKits AmppKits

OffaaDifferent OffaaDifferent

Kolor

KOL-AK4 AvailableKOL-AK4 in 2 or 4 Channel Available in 2 or 4 Channel

Amp Wiring Kits in Blue, Green, Purple, and Red Amp Wiring Kits in Blue, Green, Purple, and Red

• Marine Grade Tinned OFC • Marine Grade Tinned OFC • Exceeds AWG Specs • Exceeds AWG Specs • Ultra Flex PVC • Ultra Flex PVC

Amp Kits • Distribution Blocks • Power / Speaker Wire • RCA Cable • Sound Deadener Amp Kits • Distribution Blocks • Power / Speaker Wire • RCA Cable • Sound Deadener PAS164_KnuKonceptz.indd 1

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ROCKFORD FOSGATE R2-750X5 Amplifier

$379.99 | RockfordFosgate

The R2-750X5 is a 750 watt, all-in-one amplifier capable of 4 ohms or 2 ohms stereo with a mono sub channel operating at 4 ohms or 2 ohms. The amplifier's extremely efficient Class-D technology reduces demand on the vehicle's electrical system and features C.L.E.A.N. circuitry to help adjust gain settings, a P.O.W.E.R. supply that generates more dynamic power as voltage increases, and integrated Punch EQ that corrects for acoustic deficiencies while delivering up to three times the bass.

PROJECT MU Type PS Brake Pads Mackin-Ind.com

Achieves both low dust and low noise with the braking force required for street sports driving. A wide-range model with high pedal touch and control performance that supports light and heavy vehicles. Now available for the 2020+ Toyota Supra.

ROCKFORD FOSGATE Power T1D212 Subwoofer

$479.99 | RockfordFosgate.com

The Power T1D212 subwoofer builds on innovative Rockford Fosgate technologies for amazing bass with a focus on sound quality. Patented VAST technology increases surface cone area up to 25% so it performs like a much larger woofer, and the FlexFit basket provides extreme flexibility for extreme installations. The sub also features an anodized aluminum heat sinking dust cap and Kevlar fiber reinforced paper cone for high power demands. The 2 ohm DVC subwoofer is rated to handle 800W RMS and 1,600W max power.

KENWOOD KMM-X704

$189 | Kenwood.com / Kenwood.ca

The KENWOOD KMM-X704 is enhanced for 2020 with Alexa built-in, Bluetooth version 4.2, and iAP2 support for Apple Music / iTunes Radio. Continued highlights include built-in HD radio, variable color illumination and SiriusXM Ready.

SPECIALTY PRODUCTS COMPANY

SPARCO WHEELS

SpecProd.com

$156 | SparcoWheels.com / JRPOnline.com

Rear Camber Arm for 2015+ Ford Mustang

SPC’s forged aluminum link will provide -2 to +3 degrees of camber adjustment, reduced weight versus the OE arm, and exceed its strength. SPC's adjustable arm features high rate rubber bushings to maintain OE noise, vibration, and harshness (NVH), and has a 1.5-inch hexed eccentric insert at the knuckle end of the arm to easily adjust camber without removing the tire. All hardware is included and features hex chromate free finish for rust free long life.

PASMAG

Podio

CONSTRUCTION: Cast SIZE (IN.): 17-19 WIDTH (IN.): 7.5-8.5 BOLT PATTERN: 5x112 FINISH: Gloss Black, Gold, Silver

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As a Turn 14 Distribution customer you have access to the best customer support, real time inventory, nationwide delivery from PA, TX, or NV, flat rate shipping, and the best return policy in our industry. Let us be your competitive advantage.

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DRIFT

#BUILDSTOFOLLOW

ARTEM LAVRYNENKO 1989 NISSAN 240SX Photography by Artem Lavrynenko

LOCATION › TORONTO, ON HORSEPOWER › 162 HP (EST.) TORQUE › 141 FT-LB (EST.)  ENGINE: S15 SR20DE engine swap + HKS air intake + Koyorad radiator  EXHAUST: Custom 2.5-inch exhaust + Twin blast pipes  DRIVETRAIN: S15 5-speed transmission + Welded 4.3 differential + Nismo flywheel  WHEELS / TIRES / BRAKES: Hayashi CR Type wheels - 15x9 -13 (f/r) + CST Demon Camber wheels - 15x7.5 -5 (f/r) + Direzza DZ103 front tires - 195/55/15 + Antares Ingen rear tires - 195/55/15  CHASSIS / SUSPENSION: HSD coilovers + SPL (camber arms, caster arms, toe arms) + S14 240sx lower control arms  EXTERIOR: Bomex (front bumper, side skirts, Bonneville rear valence) + B-Wave wing + Brain Scratch headlight cover  INTERIOR: Nardi steering wheel + Beautiful Boy Racing shift knob + Quattro bucket driver’s seat + Bride Pro passenger seat + Full sound deadening

AARON LEAVITT

1992 NISSAN SILVIA Photography by Casey Miller (@casserito), Timothy Newport (@tnewport_photo)

@sidewayshatch

LOCATION › SEATTLE, WA, USA ENGINE› NISSAN SR20DET 2.0L TURBOCHARGED I4 HORSEPOWER › 300 WHP TORQUE ›265 LB-FT TEAM › ANIMAL STYLE  ENGINE: + Wiseco pistons + BC titanium valve retainers + ACL bearings + ARP head studs + A’PEXi copper treated head gasket + Garrett GTX2863r turbocharger + HPI equal length manifold + Tomei 740cc injectors + HKS intake + S14 valve cover conversion + Power By Max high-mount intercooler  EXHAUST: Power By Max Cobra downpipe + Custom 3-inch straight pipe exhaust  DRIVETRAIN: Z32 transmission + Xcessive Manufacturing transmission swap kit + Competition Clutch (clutch, flywheel) + 4.6 welded differential + TF Works shortened stub axles + Z33 axles  WHEELS / TIRES / BRAKES: Work VS-KF wheels - 17x9 -20 (f) + 18x10.5 -15 (r) + Falken RT600 tires - 235/40/17 (f) + Kenda Kaiser KR20 tires - 265/35/18 (r) + S14 Silvia 4-piston front calipers + Project Mu D1spec rear brake pads  CHASSIS / SUSPENSION: Stance XR1 coilovers + Swift springs (9K/5K) + Heatmaker/ Naoki Nakamura B-knuckles + S14 240sx (lower control arms, outer tie rods) + Maxima inner tie rods w/ slip-on spacers + Voodoo13 tension rods + Circuit Sports rear suspension links  EXTERIOR: Origin Labo (Aggressive body kit, Type 2 wing, GT wing, roof wing, Type 2 hood, Combat headlight)+ ChargeSpeed grille + Z33 sideview mirrors + AeroWolf mirror visors + DMax tinted tail lights  INTERIOR: Thrash Racing 330mm steering wheel + Street Kreature E-brake boot + Flower shift knob + Cusco D1 roll cage + Recaro bucket seat + DMax checkered floor mats + Silvia cup holders  AUDIO / MOBILE ELECTRONICS: JVC touchscreen head unit+ Pioneer speakers  SPONSORS: AeroWolf + DMagic + FlashVideoMagazine + GarageStar + Heatmaker + LCMGarage + Origin Lab USA + P3 Labs + Rarespecwheels + B-Knuckle + Street Kreature + Stance Suspension + Super D USA + Thrash Racing + TF Works + Superwow Factory

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DRIFT

#BUILDSTOFOLLOW

NIEKO GUNTHER

1991 NISSAN 240SX Photography By Dave Jeffords (@gorillatornado), Nieko Gunther LOCATION › ORANGE COUNTY, CA ENGINE › SR20VET 2.0L TURBOCHARGED I4 HORSEPOWER › 451 WHP TORQUE › 381 FT-LB TEAM › HAMMERTIME

 ENGINE: SR20DET (block, crank) + CP Pistons 86.5mm 8:5:1 pistons + Eagle connecting rods + GTIR SR20 main bolts + ARP head studs + P11 SR20VE (head, cams) + SuperTech (valve springs, retainers) + HKS GT-Pro 2835R turbocharger + Mazworx (SR20VE intake manifold,SR20VE solenoid relocation kit, fuel rail) + Full-Race turbo manifold + Tial 40mm external wastegate + Injector Dynamics 2000cc top-feed injectors + Aeromotive fuel pressure regulator + Walbro 340 LPH fuel pump + Koyorad N-Flow radiator + Tomei oil block adapter + Earls oil cooler + Derale dual electric fans  DRIVETRAIN: BMW ZF transmission + DriftHQ (ZF to SR adapter kit, 6-puck clutch) + BMW SAACHS pressure plate + Driveline 2-piece slip-yoke driveshaft + KAAZ 2-way differential + RivalAutoWorks Z33 input shafts + Z33 axles  WHEELS / TIRES / BRAKES: RAYS Gram Lights 57DR wheels - 17x9 +12 (f), 18x10.5 +15 (r)  CHASSIS / SUSPENSION: Stance GR + Pro coilovers + PSM (V1 lower control arm/traction rod combo, V2 rear upper control arms, V2 rear toe rods, V2 rear traction rods, V1 rear dropknuckles) + PSM style front drop knuckles  EXTERIOR: D-MAX (Type 3 style kit, D1 Spec FRP hood) + Origin style + 55mm (front fenders, rear overfenders) + Circuit Sports (tail lights, front turn signals) +  INTERIOR: Bride (Zeta 3 bucket seats, FG seat rails) + Nardi Deep Corn 330mm suede steering wheel + AEM Performance Electronics CD5 digital dash + Schroth racing harness + Coolerworx shifter  SPONSORS: Unrivaled Tuning, RivalAutoWorks, Bside Fabrication, Apexi

@niekotheboss

HARRISON ROSKE

1986 MITSUBISHI STARION Photography By Colin Cook (@colin_cook) + Alex Nagy (@tracermedia) LOCATION › FARIBAULT, MN ENGINE › TOYOTA 2JZ-GE 3.0L I6 HORSEPOWER › 180 (EST.) TEAM › DIRTYLOVE  ENGINE: Toyota 2JZ-GE engine swap  EXHAUST: Custom 2.5-inch exhaust system  DRIVETRAIN: Mk3 Toyota Supra + W58 transmission + Custom driveshaft + ACT clutch + R200 welded differential  WHEELS / BRAKES: Rota Grid Classic wheels - 15x8 (f), 15x9 (r) + ASD passthrough hydraulic handbrake  CHASSIS / SUSPENSION: S13 240sx steering rack + Stance S14 240sx coilovers + DLGarage (extended front lower control arms, modified knuckles, custom adjustable rear suspension arms) + MKS Motorsport bushings + Energy Suspension bushings + S14 240sx rear subframe  EXTERIOR: Custom Blazeberry paint job + Custom fabricated (front splitter, body work)  INTERIOR: Bride style seats + Corbeau harnesses + DLGarage custom roll cage + Grip Royal custom painted wood steering wheel + GlowShift gauges

@dirtylove_harry

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#BUILDSTOFOLLOW

MIKE MARTINO 1999 NISSAN SILVIA Photography By Adam Gordon + Mike Martino

LOCATION › TORONTO, ON ENGINE › NISSAN SR20DET 2.0L TURBOCHARGED I4 HORSEPOWER › 310 WHP TORQUE › 334 LB-FT TEAM › CAR SHOP REACT

 ENGINE: A’PEXi Power FC D-Jetro + Blitz (front mount intercooler, radiator cap) + HKS Mushroom intake filter + Tomei (oil cap, brake master stopper) + Universal engine damper + Dynamotorsports ECU tune @ 19 PSI + Car Shop React SR20 coil pack cover + Aeromotive Stealth 340lph fuel pump + 800cc injectors + Trust 3-inch turbo elbow  EXHAUST: Trust 3-inch downpipe + Rein Hard dual tip exhaust  DRIVETRAIN: Nismo (Super Coppermix clutch, GT 2-way differential)  WHEELS / TIRES / BRAKES: Volk Racing TE37 wheels - 17x9 +12 (f), 18x9.5 +12 (r) + Valino Greeva tires -235/40/17 (f), 235/40/18 (r) + Max Brakes drilled/slotted brake rotors + Hawk HP+ brake pads + GKTech ABS delete kit  CHASSIS / SUSPENSION: PBM (front TC rods, rear traction arms, rear toe arms, rear upper control arms) + Maxima inner tie rods + Tein outer tie rods + ERA-1 front drop knuckles + Stance XR1 Drift Spec coilovers + Swift Springs (10k front, 8k rear) + Driftech subframe risers + GReddy strut bar  EXTERIOR: Vertex body kit + Final Konnexion under canards + OriginLabo (carbon fiber front bumper canards, carbon fiber roof wing) + Knight-Racer rear vortex generators + DMax (trunk wing, LED tail lights) + C-West style hood + Ganador mirrors  INTERIOR: Bride Zeta II red driver seat + Vertex “King of Vertex” steering wheel + A’PEXi speed meter + BeeR rev limiter + GReddy 52mm gauges (boost, water temp, oil pressure) + AEM UEGO wideband + G-Corporation checkered floor mats + Works Bell short hub + NRG quick-release  AUDIO/MOBILE ELECTRONICS: Atoto A6 double-DIN head unit + Optima Yellowtop battery

@vsmartino

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#BUILDSTOFOLLOW

PAUL HARRISON 1972 TOYOTA COROLLA Photography By Jaclyn Childs (@jaclynchilds)

LOCATION › NANAIMO, BC, CANADA ENGINE ›TOYOTA 3S-GE BEAMS HORSEPOWER › 200 WHP TORQUE ›145 LB-FT TEAM › SHADYNASTY  ENGINE: Toyota 3S-GE BEAMS engine swap + AE111 individual throttle bodies + Custom (ITB adaptor, low profile oil pan) + Adaptronic E420D ECU + PanicWire harness  EXHAUST: Custom 4-inch high rise 4-1 header to 2.5-inch exhaust system  DRIVETRAIN: J160 transmission + MA40 7.5-inch rear axles + Lightweight chromoly flywheel + HD Copper 6-puck clutch + 4.3 gears welded differential  WHEELS / TIRES / BRAKES: SSR MKIII wheels - 14x8.5 (f/r) + MA60 Supra front brakes + MA40 Supra rear disc brakes + AE86 Corolla dual rear calipers + Hydraulic handbrake  CHASSIS / SUSPENSION: Custom relocated subframe + AE86 Corolla steering column + AW11 steering rack + Stance Suspension AE86 coilovers + Custom 1-inch front sway bar + Full roll cage + Extra chassis bracing  EXTERIOR: Custom (front lip, rear spoiler, fender flares)  INTERIOR: Recaro seats + Deep suede steering wheel + Race Technology digital dash + Halon fire extinguisher

@paulcorolla

ANDREW CASTRO

1995 NISSAN 240SX

Photography By Andrew Castro, Steven Whitworth (@nokrew)

@issuh_s14_ LOCATION › COLTON, CA ENGINE ›NISSAN RB25DET NEO 2.5L I6 HORSEPOWER › 484 WHP TORQUE ›367 LB-FT  ENGINE: RB25DET Neo engine swap + CX Racing Top-mount turbo manifold + Garrett GTX3076R Gen 2 turbocharger + ISR Performance (front facing intake manifold, fuel rail) + Injector Dynamics 1050cc injectors + Walbro 450 fuel pump + Wiring Specialties engine harness + Haltech Platinum standalone ECU + Koyorad dual pass radiator + Flex-a-Lite electric fans + Aeromotive fuel pressure regulator + Splitfire coil pack upgrade  EXHAUST: Tomei single-exit exhaust system  DRIVETRAIN: RB25DET transmission + Clutch Masters (FX400 full face ceramic disc clutch, chromoly steel flywheel) + Driveshaft Shop 1-piece steel driveshaft  WHEELS / TIRES / BRAKES: Yokohama Advan TC4 wheels - 18x10.5 +15 (f), 18x11 +15 (r) + Federal 595S tires + Cadillac CTS-V front calipers + 350z rotors + 300zx rear brake conversion  CHASSIS / SUSPENSION: Fortune Auto 500 coilovers + PBM (rear UCAs, toe arms, high angle tension arms, solid subframe risers, solid differential bushings) + POP Shop extended front LCA + GKTECH toe arms + DC Ssports (front strut tower bar, rear strut tower bar) + Sikky front sway bar  EXTERIOR: KBD Navan style front bumper + Navan side skirts + JDM Kouki (rear bumper, rear valances, tail lights) + D-MAX roof spoiler  INTERIOR: Suede reupholstered dashboard + OEM S14 leather seats + Suede headliner + Haltech IQ3 Racepak dash  AUDIO / MOBILE ELECTRONICS: Alpine double-DIN head unit + Infinity Kappa (door speakers, component speakers) + Rockford Fosgate (P2 12-inch subwoofer, 2-channel amplifier, 4-channel amplifier)

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#BUILDSTOFOLLOW

SIMBA NYEMBA

1991 NISSAN 240SX Photography By Simba Nyemba, Adam Gordon

LOCATION › CHICAGO, IL ENGINE › NISSAN SR20DET 2.0L TURBOCHARGED I4 HORSEPOWER › 380 WHP TORQUE ›370 LB-FT

 ENGINE: S14 SR20DET engine + Cusco motor mounts + AEM Infinity ECU+ Garrett GTX2863R turbo (.64 AR) + Tial MV-S wastegate + Forged pistons + Oversized valves + Greddy (intake manifold, oil pan, oil filter) + Koyorad (N-Flow radiator, oil cooler) + Circuit Sports coolant overflow tank + Tomei (poncams, rocker arm stoppers) + Proceed spark plug cover + Brian Crower (valve springs, retainers) + DSG Custom oil catch tank + Swirl pot + Synapse BOV + HPI front-mount intercooler + TF Works (custom intercooler piping, custom intake piping) + K&N air filter + SARD fuel pressure regulator + Deatschworks 1500cc injectors + Walbro 455LPH fuel pump + Improved Racing oil thermostat + Raceflux AN lines and fittings + Oil filter relocation + Ford Taurus electric fan  EXHAUST: Spectrum Motorsports (V-Band Exhaust Manifold, V-Band Turbo Elbow, Downpipe) + Works 9 exhaust  DRIVETRAIN: 300ZX transmission + Mazworx SR-Z32 bell housing+ ORC twin-plate clutch  WHEELS / TIRES / BRAKES: SSR Agle Minerva wheels - 17x9 + 10 + SSR Vienna Courage wheels - 18x10.5 + 12 + Falken RT615K+ front tires - 235/40/17 + Falken FK510 rear tires - 265/35/18 + Infiniti Q45 front brake calipers + Powerstop (rotors, pads) + Stainless steel braided brake lines  CHASSIS / SUSPENSION: STANCE Pro Comp coilovers, rear toe arms, rear UCAs, rear traction rods, solid rear subframe bushings) + Heatmaker (Hotside knuckles, 32mm extended front LCAs) + Steering rack relocation + Nismo power brace + Ikeya Formula (inner tie rods, tension rods) + Tein outer tie rods + Koyorad power steering cooler + Custom power steering reservoir + Power steering AN lines + Maverick Motorsports rack spacers  EXTERIOR: ProceeD Grey paint + Candy Blue painted roof + Proceed livery by 3LLL + JDM Silvia front end + Works 9 body kit + Origin (Great Wave off Kanagawa hood, front 20mm fenders, rear 50mm fenders, clear corners) + Custom LED Origin clear bumper lights + Custom LED tail lights + Aero mirrors + R32 GT-R grille + Strobe light kit  INTERIOR: TF Works 6-point roll cage + Custom "Burberry" Buddy Club bucket seats + Street Faction door cards + Tomei/Personal steering wheel + HKB steering hub + Quick-release + Custom gauge cluster + Bride seat rails + Team Tech 6-point harnesses + Yellow Origin checkered floor mats + Innovate wideband + Blitz boost gauge + AEM (oil pressure gauge, GPS speedometer, fuel pressure sensor) + Yashio Factory Okachan water/oil temp gauge + AutoRod control switch panel + Eric's Auto Lab wiring harness + Super Duper switch panel  AUDIO/MOBILE ELECTRONICS: Kenwood (12-inch subwoofer, amplifier) + Bluetooth audio receiver  SPONSORS: Koyorad, Heatmaker, TF Works, Stance, Falken Tires

@ggsimba

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E G A N R KA BEHIND THE

y, the driverr. e n r a e K n a e with D drift ca An interview orld’s most powerful of the w Valters Boze Story by

Adam Gordo

y by Photograph

Dean “Karnage” Kearney is the pilot of one of the most bonkers vehicles in motorsports - the Oracle Lighting Dodge Viper. With 1,250-plus horsepower available on tap at any given moment thanks to a twin-turbocharged V10, Kearney’s Viper just might be the most powerful drift car on the planet. Naturally, both ourselves and our audience have a lot of questions for Kearney, so we sat down for an interview in our new segment: 10 Questions We’ve Always Wanted to Ask. Here’s how it went.

igh h r o ell year, h e m Co r next wateis where this to be.” I got

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You started drifting at a pretty young age. How'd that happen? Yeah, I started drifting at 16 years old - competitively. My father was into rallying, he drove a Sunbeam. He and I in Ireland were actually doing the National Rally Championship. So it was always in our blood. Myself and my older brother started messing around with cars when we were younger, and then this new sport of drifting showed up out of blue, and we went off to see the first ever event in 2004, I believe. They held a D1 IRL I think is what they call it. I went up and that's actually where I met James Deane. I think I was probably 13 years old, and James was probably 10. And then they didn't host another event until 2006. We showed up, and I qualified fourth in my brother's car. Ever since then I’ve just been along with the wave. I definitely still have this inner passion for rallying. It's somewhere I want to go back to at some point in my career, but trying to find funding for highlevel rally is extremely difficult, and in the U.S., it's not exactly a big thing. So if I was to do it, it would be a transition back over home where I would do it on more of a fun level. But for now, I'm kind of stuck in the chase that is the Formula Drift dream.

The European Championships you took part of are a pretty big highlight on your resume, and so are multiple FD podiums. So how does the world of European drifting compare to Formula Drift? Are there any major differences you noticed between the two? Yeah, that's a good question. So when I transitioned over here, we won the European Championship in September 2009. That was our last kind of big win, which feels like a lifetime ago at this point. But European drifting at the time was still in its kind of infancy of development, if you know what I mean. And all eyes were on FD and Samuel Hübinette, Rhys Millen, Tanner Faust - these like rock star drivers with factory-backed deals. We came over and we watched the Red Bull World Championship in 2008, and I remember going home on the flight going “Come hell or high water next year, this is where I got to be.” I came over here after winning the championship in September 2009 to compete in Irwindale that season, and we qualified 33rd unfortunately - didn't make the bracket. Ever since then, it's just been here all the time.

Let's talk about your FD car for a minute because it certainly stands out on the grid. How would you describe drifting that insane Dodge Viper? And is it as good of a drift platform as it looks like? So it's definitely wild, okay? Like there's no doubt about it - it's pretty intense. But on paper it makes mathematical sense as we say. It's what I would consider pretty close to the perfect wheelbase, the perfect track width, and it’s a double wishbone car. The downfall of the car is visibility. There's not really good visibility out of the car, and you sit quite low and far back, which makes getting the balance of the car correct a challenge. But as the sport of drifting has evolved over the last 15 or 20 years, everyone kind of ran cars in the past with 60% front weight, 40% rear weight. While now things like our tires are getting bigger, we get more and more horsepower, and you're starting to develop things more like Formula One cars where if you really want to make a lot of traction, you put all the weight behind you, and you put the biggest tire you can on the back of it. So as the sport has evolved, I think the car has come more into its own, and the series is growing into the platform, if you know what I mean. So that that is kind of a good segue to my next question. I think your twin-turbo V10 makes your car one of the most powerful drift cars on the planet, if not the most powerful. What kind of drivetrain modifications go into that to make it last through all those events? It is, I'm pretty sure - correct me if I’m wrong - I'm pretty sure it is the most horsepower drift car in the world. But we run a factory Dodge motors, and then we do pistons, rods, crank, heads - everything on the motor to make it last. I think we run the majority of the rounds around 1,200-1,250 horsepower. But when you think about it in more simple terms, you have the likes of Steph Papadakis out there with a four cylinder 2AR making 1,000 horsepower. 250 horsepower a hole is what they're making on the motor, which is a lot of horsepower for each cylinder. We only make like 120 horsepower [per cylinder], so our motor is on cruise control. We don't get any motor issues really. And then we use a SPEC Clutch behind the motor, which we custom designed. It's a factory style Viper flywheel, then has one solid disk and one sprung disk. We want a little bit of slip on the drivetrain so it doesn't shock everything every time we drop the clutch. Then a Samsonas six-speed sequential on a GForce driveshaft and GForce axles, and a Speedway differential. I would definitely say we have found the limits of what we can do with those products. We were probably the go-to guys in our industry for people that have products that want to see how much they can really hold, if you know what I mean, so we found the limits.

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Speaking of finding the limits, have you had any truly scary moments behind the wheel before? Nah. I don't know. Every time I put on the crash helmet, it's like whatever happens happens. It’s wreckers or checkers, no matter if we're out doing practice laps or a fun event or whatever. It's always 110% or nothing. And to be honest I think drifting, in terms of motorsport, is probably as safe as it's really able to get. Obviously now the cars are getting bigger, faster, and crazier and the courses are basically concrete pinball courses now, basically. So you do see some really big wrecks now, but nothing that’s made me shy away from it.

BEHIND THE

KARNAGE

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I want to switch gears a little - automotive style. It doesn't affect the standings, but it goes a long way with audiences. What are some key factors to keeping your Viper stylish? I've actually been asked this a few times, and I don't really have a good answer for it. But my take on it is this: Professional cars need to have a certain element of corporate to maintain the look, and obviously generate the funding for what we're doing. And I personally think corporate style cars - which I would consider our car; it’s like a corporate livery. It's not like a Ryan Literal car livery that's all over the place and looks absolutely badass, but you can't see any of the branding on the car, if you know what I mean. Whereas our car - it's very, very obvious it’s the Oracle Lighting Dodge Viper, and you can see it clearly. I think corporate cars, when you look back into the test of time with Motorsports have become iconic because of what they are, and become staple cars in the industry. When you look at the old McLaren racecars with Marlboro on it and stuff - it's clean, it's to the point, and they've been there forever, you know?

If you could pick a single racetrack in the whole world as your personal favorite, which one takes the title? Depending on what you're talking about - if you're talking about drifting on race tracks, or in general, but for drift tracks I would probably say Irwindale or Long Beach. It's a toss up between the two of them. They just have that wow factor and it always helps that we go there at the right time of year when you have the sunshine with a little coastal breeze, and the palm trees, and tire smoke, and the fans are all engaged. It has drawn an atmosphere that you want to be a part of. But considering racetracks around the world, probably Spa-Francorchamps is probably my favorite track of all time.

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sive s a m I'm asche guy, Por a Viper and nically o guy uicgh now. I eno tely have i defint spot fo3r, a sof0s like S1 a 24 d S15 S14 asnsive soft. ma or them spot f

So outside of drifting, what cars do you like? Do you have a dream car? I actually have a 1988 [Porsche] 930 Turbo. It came off the production line six days before I was born. I'm a massive Porsche guy, and a Viper guy iconically enough now. I definitely have a soft spot for 240s like S13, S14 and S15 - a massive soft spot for them. A funny story about the S13. I bought back the car I won the championship with in 2009 to fund the drive at Irwindale. Two months later, I parted out the car. And I actually bought back the chassis almost 10 years later to the day. I got it back about maybe 18 months ago. I got it back in my possession, and when I was home over Christmas, I put on subframes and wheels and made it a roller. Someday it'll come back together. One day. I gotta do it. Like exactly as a throwback - put it back exactly the way it was. Which Formula Drift city has the best food, and what is it? Best food? Jeez, that's a tough question, I tell you. If I'm honest, it’s Long Beach I would think because there's a little bar across from the track. It's actually called the Auld Dubliner, and it's a buddy of mine. He actually immigrated over here like 20 years ago, and I’ve become super good friends with him. He gets in my local beer - every time I'm there he gets it in from Ireland. And they cook genuine, authentic Irish food there, so that's probably my favorite place. So lastly, I want to give you the floor. What would you like to say to all the fans that are watching this year? Yeah, I just like to say to all the fans that I hope that you guys feel safe in your own skin and in their city or in the county that you're in to come and actually attend the events this year and try to get us back onto more of a normal playing field. It was something that personally I missed last year - actually having the fans there, and the interaction, and meeting people and showing them around the racecar. So, to all fans out there, get your ass out there this year, attend the events and support the series, and keep all this alive.

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PRO2 CHAMPION:

D MITRIY BRUTSKIY Formula Drift PRO2’s last champion fills us in on the year behind, and the year ahead. interview by

Adam Gordon

Photography by

First of all, congratulations on the big PRO2 win last year. Can you tell us a bit about the experience? Thank you very much. I had a very rough start to the season. I picked up my new car from Essa Autosport about three weeks before the first round. About a week later we had a test day at Englishtown in NJ with my teammate Brian Wadman where I had a catastrophic engine failure. Later we found out one of the valves dropped

PASMAG

Larry Chen

and locked up the motor. With only one week before we had to hit the road, I decided to swap the engine from my Z4 which had almost two seasons on it. I knew the motor was not the healthiest, and wouldn't last a whole season in FD, but with no time to build another one all I wanted was to get through one event. After a few sleepless nights the car was running again and that was a huge relief. Then we moved on to wrap the car, and finished it on the night we loaded it into

the trailer. We arrived in St. Louis for our first round and had to finish a few loose ends, pass tech inspection, and were set up and ready for practice. As soon as practice started my car went into limp mode, and I wasn't able to make a single practice lap. After chasing the problem for two days we finally found the issue which was an ECU failure due to loose ground. Luckily another team had the same ECU and they let us borrow it. 30 minutes before the opening ceremony my car was back to normal. With no practice laps I had nothing to lose - I was happy that I could drive at least a few laps even if I lost my first battle, so I went out and had fun with no pressure. I ended up going all the way to the semi-finals where my engine decided to give up and left me with 4th place for the first round. The car

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was shipped back to Essa Autosport right from the track for a new engine. For the 2nd round in Seattle I had a fully refreshed car and we took the win. The third round in Texas we had good practice and focused on my leads and very little on my chases and that is what took me out in the Top 8 battle after OMT. Going into the 4th and final round in California I was sitting 2nd in points. The car went to the shop for some more improvements and to be refreshed before the very important round. Irwindale is a very iconic track and has more drifting along the wall than without the wall, and with two banks which suits my driving very well. I had great practice both lead and chase, and was confident to go all the way. In the Top 8 battle during my chase I was pretty aggressive and didn't expect the lead car to slow down where it did and ran into it which took me out by judges split decision (2-1). By then I had more points in the championship than any other driver, and was crowned a champion for the 2020 Formula Drift PRO2 season. It was a really unique feeling that is hard to explain. Just like every driver who enters the series wants to win the championship I would imagine things in my head and was talking about winning the championship before the season started, but when things

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started to finally come together it was pretty unbelievable and exciting. What was the biggest factor in your success in PRO2? The biggest factor for me was to have a solid team who is dedicated and willing to do the impossible, and having MIchael Essa - former champion of Formula Drift - on my team as well. How did you get into drifting in the first place? How have things changed for you since you first started? I always loved cars and racing. I’ve always been very competitive in anything I do. While I was drag racing before drifting, I was dreaming of getting into drifting. One time while I was quading with my friend I was invited to the local drift event in 2015 and after attending one event I was hooked and bought my first drift car - a 2001 BMW Z3. In the first season I was just having fun and tried to attend as many events as possible. Only later I found out about competition events and would imagine myself competing one day. A lot has changed since I started and would be too much to list but one thing that remained the same is I'm having fun doing it.

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T R A C K

D R I F T

S T A N C E

S T R E E T TYLER NELSON #7 FORMULA DRIFT - PRO 1 DRIVER @DRIFT_NELCO

For the past decade ISC Suspension has proven itself as a diverse weapon for multiple driving disciplines for both street and motorsports; from Time Attack and HPDE, to Drift, Autocross and Street.

ISCSUSPENSION-NA.COM

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@ISC_SUSPENSION

ISCSUSPENSIONNA

ISCSUSPENSION

2021-05-31 11:05 AM

PRO2 CHAMPION:

D MITRIY BRUTSKIY What was the process like when it came to taking things from grassroots and ProAm drifting to the PRO2 grid? Did you notice any major differences? PRO2 is a whole different level of professionalism. From drivers, tracks, exposure, and the pressure. The preparation is on a whole different level. One small mistake will end your weekend where in the grassroots scene those things go unnoticed. Once you come into the Pro level of competition you're under the microscope where all your smallest errors will be noticed. And that was a good thing for me to see where I'm lacking and work on my improvements. What are some of the partnerships you’ve made that help you stay competitive? How have they helped you? Before I was in any professional competitions I became a very good friend in drifting, and later teammate, with Brian Wadman. Brian was a huge support when I needed and motivation throughout the years. One of my very first official sponsors were ISC Suspension and Essa Autosport. That made me feel legit and confident as I went out for my first ProAm

competition. I knew I could always ask Mike any questions, and ISC had my back when I broke some parts. You’re staying in the PROSPEC competition another year to defend your title. Why is that? There is still a lot to learn for me in this big sport. I think staying in PROSPEC another season will build up my team, my program, and prepare us better for the jump next year. Will there be any major changes to your car moving forward into the second consecutive season? The car just went through a complete overhaul with a new engine, quickchange, suspension parts, and rebuilt transmission. Now we have spare parts that came off the car in fully working condition in case we need it. This year we are working on a better spare parts list, inspection on the car after each round, and preventive maintenance. What are you most looking forward to in 2021? As always first thing is to drive and have fun, and second is to have more podium finishes than last year.

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PRO2 CHAMPION:

D MITRIY BRUTSKIY

- Essentials LOCATION › Spingfield, MA ENGINE › S54 turbo HORSEPOWER › 850 whp TORQUE › 700 ft-lbs TEAM › Never Settle SOCIAL MEDIA @dimabrutskiy Dmitriy Brutskiy

ENGINE

S54 built by EssaAutosport + Boostline rods + JE pistons + ARP studs + Supertech head + AEM Performance Electronics + Infinity standalone ECU

EXHAUST

Custom exhaust + DOC Race equal length headers + Top mount BorgWagner turbo

DRIVETRAIN

GSR 4-speed dogbox + Clutch Masters FX850 twin disc clutch + DriveshaftShop (carbon driveshaft, 1,000hp axles)

WHEELS / TIRES / BRAKES

Enkei wheels + GT Radial tires + Wilwood brakes

CHASSIS / SUSPENSION

ISC Suspension BMW E46 M3 + suspension components + Wisefab angle kit

EXTERIOR

DTM FiberWerkz body kit

INTERIOR Sparco

SPONSORS

GReddy Performance + KW Suspension + HEYMAN + Ascura Garage + KoyoRad + GramLights + Sparco USA

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47 2021-05-28 10:42 AM

INTRODUCING

ENGLISHTOWN RACEWAY PARK A behind the scenes look at how the latest world-class drift facility came to be, rising from the ashes of a closed NHRA drag strip. interview by

Adam Gordon // Englishtown Raceway Park

Photography courtesy of

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2.0 T

he times, they are a’changing. To say the world of professional motorsports is undergoing some changes would be an understatement. Sure, motorsports are always in a state of flux - it’s the nature of our entire industry - but even in an ever-changing world, the story of Englishtown stands out as a testament to the shifting tides. The Formula Drift press conference at SEMA 2019 was where we all first heard the news. The drag strip at

Englishtown’s Raceway Park would become the first NHRA drag strip to be closed down and converted into a dedicated drift track, adding a sanctioned professional element to the grassroots drift-centric facilities already available to Englishtown visitors. As Formula Drift viewership continues to rise, it’s no surprise that the series has begun to eclipse many of the motorsports that came before it.

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The new drifting stage makes use of the already established grandstands and hotel suites which stand alongside and over top of the former drag strip. Drivers will enter the course under the hotel suite tunnel between the grandstands, and drift an elongated figure-eight course which extends out from both sides of the dragway lanes. Having the facility’s accommodations already established makes the audience seating a breeze, and gets the audience as up close and personal with the action as ever before. When we heard that Englishtown Raceway Park would become another destination for Formula Drift events, we had to see the place for ourselves. We hopped on a plane and met up with Michael Napp, owner and operator of the facility for several years running. After a tour of the awesome facility, we got to sit down with Napp to see just how the iconic facility became one of the world’s most desirable drifting locations.

How long have you been working at Englishtown Raceway Park? I got my first paycheck when I was 15, so that’s going to be 1977, I guess. It’s a long time ago. I’ve always been at Raceway Park. I always came in with my father and I ran around here catching frogs and snakes, riding dirt bikes and go carts, and inventing zip lines trying to fly. Somehow I didn’t die. But yeah, since I was 15 years old - that was the first paycheck I got. What was the first drift event at the facility? The first drift event at the facility was the famous story about Matt Petty and Tony Angelo, and actually Chris Forsberg coming in 2002 kicking rocks and hoping they could just get somebody to let him do one thing once in a parking lot. Of course, it exploded in that meeting. And then in ‘03 it began with Forsberg, Tuerck, Gittin - gosh, there’s still a few other people that are still doing stuff that were there for those very first events of the first year. #165 // DRIFT ISSUE

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INTRODUCING

ENGLISHTOWN RACEWAY PARK

How has it grown? Petty stuck through everything thick and thin in that one junky ass parking lot we had under terrible lighting next to a drag race next to a Wednesday night time trial night for years. I think he thought that’s where his fate was always going to be - stuck in that little parking lot - but he didn’t know that I had secretly planned to sort out the then-unfinished road course and make it adequate for drifting. It required a wall, it required seating, it required fencing for safety - it required a lot of stuff. It was a slow and steady work in progress, and just about the time that the parking lot he was using was basically unusable, I dropped the bomb on him. I told him “Hey, why don’t you go try the drift track? I want to run events out there. You’re welcome.” He chuckled and said they had already been out there. So that’s how it grew. By me believing in him.

2.0

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What prompted the closure of the NHRA drag strip and the subsequent conversion to a dedicated drift track? Well that was a tough one. Simply you had one giant event per year, and being between New York and Philly, the land cost to sit here is just astronomical. To do the Nationals, you basically needed every square inch of the facility for that one event. Every square inch wasn’t producing money, so it really wasn’t enough to float the place. We really couldn’t support 425 acres with one event a year. And we had our own large events, but it really just couldn’t add up. It couldn’t support the size of this facility at this location with the given schedule that we had, and what we could do. When we went to make an adjustment to do storage that we’re doing now, the town mandated that it was on the parking lots of the drag strip. So even though I’m in

love with the motocross, and the drifting of course, and the things that are happening on what we call Raceway West, the decision to stop drag racing wasn’t solely our choice to cut off one part and let another part live. It wasn’t really a pure decision that way. The town, believe it or not, was the final straw on what was to stay and what was to go. The things we’re doing now were mandated to be on the footprint of drag racing. So that was basically the end of that. Now the subsequent conversion was really because I love drifting. We had enough money to scrape together to put in a track, we have a beautiful 20,000 person facility still in place. We always had a plan to keep that anyway, even though we’re doing storage. We’ve got the beautiful hospitality suites, and it just was a match to bring in the sport of drifting, and give it a facility at the level and caliber that this is. It needs hospitality,

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it needs press, it needs indoor air conditioning, it needs massive amounts of seats, and more parking than we could ever use. And of course, being between Philly and New York will allow FD to expand. There’s a lot of sponsorship opportunities when you’re not out in the middle of nowhere. You’re more tracked. NHRA always enjoyed that part - they came in and they were in the city entertaining their sponsors and clients. That’s just a great fit for FD. To finish answering the question, Raceway Park is used to being the jewel of the crown for a lot of different things. You know in drag racing we were one of the first ever national events. A lot of our events we’ve been the biggest and best of different events like in motocross here. Formula Drift would be another jewel in the crown. It was kind of a niche that we didn’t fill. We didn’t have a pro event, and instead of converting the entire track out there, which I would have liked to have done, it made more sense to give them hospitality, and kind of an upgraded facility so they can further their business as well. There are no limits for them as far as their professionalism and opportunities in this stadium. What makes Englishtown the perfect drifting destination? The people here are passionate about what happens here. So there’s going to be a different vibe - people that are running it are very charismatic. You attract the best people when you have the best place and the best stuff going on. It just feeds on itself. Plus, we’re around gazillions of people so it’s easy to get a crowd! The other drag strips always say they would love to have a crowd of just the people driving around lost in our area. It all just fits together and makes this a really good destination. I understand we’re the number one destination in America, so that’s pretty awesome, and number three in the world. I don’t really know who said that so I can’t give him credit. It wasn’t me is all I can say.

PASMAG

INTRODUCING

ENGLISHTOWN RACEWAY PARK

2.0

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Vaughn Gittin Jr Secures His Second FD Championship a Decade After the First Story by

Adam Gordon

PASMAG

Photography by

Larry Chen

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First of all, congratulations on the big win. First championship win since 2010 - that’s a big deal. How does it all feel now that it’s over? Yeah, it feels amazing. I mean, honestly, I really haven't thought too much about it since it happened. You know, with all the things we have going on. But reflecting on it, it’s something I'm extremely proud about - it's really cool. I didn't even realize at the time, but I’m kinda having some really great luck with the ends of the decades, right? 2010, 2020. It just feels good. And also to get first and second in such a challenging series and challenging sport, I think is just a huge testament to our commitment and the things that we're doing all around the board to earn such success. So it definitely feels good. It's always nice to see vision and hard work and commitment earn great results for us and our partners.

After all these years, you’ve kind of solidified yourself as a veteran in the field. How has the competitive field changed in those 10 years between championships? I've been doing FD since 2004 - since the first round. I've only missed one event in 17 years. It's been crazy. You know, the sport has been constantly progressing and challenging more than ever. The builds, the drivers, the talent, what you need to be on a competition weekend - what you need to pull out of yourself time and time again is, I think, the biggest challenge out there, and frankly is what keeps me coming back year after year. I just enjoy it a lot and I like a mental battle, a physical battle of driver skill, but also the battle with the machine and running these things on the ragged edge, keeping them going - keeping them out of the wall. It's just one of the ultimate forms

ency t s i s Con ally the is rey to win a ." onlypwionships cham

of challenging yourself that I've found in motorsport. So it's quite surreal that I've been doing it this long. It's for sure given me a tenure, but I think that's just a testament. We haven't changed what we do, how we approach it. We've been here fighting, and we've had seconds, we've had thirds. First just eluded us. So here we are. In previous interviews with Forsberg and Deane, they’ve both attributed consistency to their victories. Is there a particular aspect of competition that you focus on to stay consistent? Consistency is really the only way to win championships. I mean, you make one dumb mistake you're out in the top 32. It really, really hurts your chances. So for me, it's really just focusing one battle at a time and focusing on getting through it. And I find that results become a side effect of the mindset of: “Hey, I need to go out and be the best that I can during this battle.” And you don't think about winning it. You don't think about losing it. You just do the job that the judges asked, you educate yourself on your opponent and do the best you can to battle them. I find that if you take that approach, you can expect good results unless you do something stupid. But consistency is also related to the team and the vehicle and the equipment that you have chosen to run and battle with, because if you have equipment failures - well then you can't be consistent. So it's a lot mental, it’s a lot physical as it relates to our Mustang RTRs. So you need all those things to come together to earn success and consistency.

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You mention educating yourself on your opponents before you battle them. Is there anyone out there that you consider a serious rival? I mean, everybody is really, really good. Chelsea and I are teammates, but we're rivals when we're on the track. Forsberg and I are good friends, but when we're on the track, we go back and forth, so he's a big rival. Aasbo obviously he and I have a long colored history of smashing each other, battling each other, and me running him over. I think without a doubt in the top guys rivalries just just happen. I don't really think about it as, you know - what happens on track is what happens, and we all want to win and we're all competitive. So for me rivalries or something to talk about, something for fans to talk about, but to me, it's just everyone. Everyone is a competitor and I don't sleep on anybody. Certainly when it seems more and more when I battle people, they end up putting on their best run that they've ever done. So I just assume I have to do it better.

March-ish. I just got back from King of the Hammers racing off road, and I've got quite a few other projects going on. I just kind of dive in and out of my head space as needed. Immediately after Irwindale, we had debriefing, we talked about, “Hey, we won a championship. That happened, but it doesn't end.” You know, we don't get lost in that. We just keep moving forward. So we got a plan of adjustments we're going to make. All the cars are really dialed, but with myself and Chelsea behind the wheel, we can always nitpick things that we want to change or that we didn't get to last year, so those things are being implemented now just to make the cars even better and better to drive and, and all that. Very soon, you'll be at Road Atlanta for round one, which you know I am super, super pumped about.

With the new season approaching fast, how is your pre-season prep going? Everything's going good. Being a professional fun-haver and playing in a lot of different spaces. Right now our Formula D focused team is in FD mode. For me, I won't really start getting into it until testing, which is probably

PASMAG

and m a r og rdware r p r o ha ot Our mf our reayl refined all of is reall y well." stufworks ver and Are there any major changes to your car or your team moving into the 2021 season? No. I mean, there were a lot of changes leading into the 2020 season - pretty much a pretty full revamp of the team, and new processes, new things like that. I'm going into 2021 with just some small changes. We're going to make some adjustments to some things we learned on the front

end this year. Our motor program and all of our real hardware stuff is really refined and works very well. So the architecture and everything is pretty much going to stay the same. Just a couple of little tweaks to make the car steer a little bit better - ease of driving, you know. In a sport where your chase runs are dictated by a lead driver that's either extremely good or trying to figure his life out, you need to have that adaptability and adjustability. We're just constantly refining that, but other than that, the cars are going to be very similar to what they were last year. Until somebody forces us to take another step. We’re in a really good place - we'll never sit still, we're always making some adjustments. I mentioned that whole reliability thing and we've got a very reliable program, and very reliable components that we use. That's one of those things that you don't fix if it’s not broke, you know? Is there a driver whose driving style do you most admire on the grid? I have a lot of respect for Chelsea and one of the reasons why he is on my team is that he has a chance to be the best in the world at this sport, given his commitment and his intimate knowledge of it. And, you know, the fact that he drives literally every day at his school. He's the guy. I’ve really been enjoying watching Adam LZ’s come up. I think he's got a lot of natural talent. He's got a good style. Let's see, who else? I mean, obviously James Deane. We'd love to see him back on the grid. It's been nice to see Tuerck in a new car and relaxed where he's not like thrashing and getting in the car, but Tuerck’s always had style. The other thing too, I think, has been cool to see JTP (Justin Pawlak) come around. He's always had really good style, he's

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always been aggressive, he's been a bit slow, but he started to get some speed in the car and he's coupling it with his style, and that's been really cool to see his progression as well. So I think I top three: Chelsea, Adam LZ, and JTP, I think. All of them have great style and very different styles and approaches. They’re very fun to watch. A big part of your personal brand - and I’m sure, your own enjoyment in this career - is being a professional funhaver. What’s the key to keeping the fun at the forefront of serious competition when things get tense? For me, being a fun-haver, it's a mindset, right? We all know that there's going to be challenges in anything that you do. It's a glass half full mindset, right? Find the good things in everything, and you'll always have fun every day of your life. And that's kind of like what fun-haver means and what that is to me. At a Formula

D weekend, there's some things that aren't fun. You know, it's stressful. It's crazy. You're constantly battling with yourself. It’s those voices in the head that are telling you that you're going to hit the wall, you know, things like that. You just laugh at them and then have fun with them. When you're kind of having that struggle or getting a little bit stressed, you have to acknowledge - I'm sitting on a freaking race car, you know? Like this is fun, quit being an idiot and getting stressed out about it. So for me, it's just mindset and perspective. I choose to be a very happy, love-filled guy, and with that commitment to myself comes the commitment of being grateful. I've worked hard to be here and be doing this, and I need to love every moment of it. You take the good with the bad, you know? It’s drifting - sometimes you might not agree with the calls of judges, or you might not like what somebody did on the track when you were running them, but getting mad about things that happen? It already happened, so

what's the point of getting mad? Just find the fun in it. And if you lose, go back to the trailer, and figure out how to be better. Always try to improve. So for me, that's how I approach it, and it's what works for me.

but a testament to their commitment to the sport. I think that's going to make for some great battles. For the audience, a fan experience that has never been experienced before. I’m super pumped on that one.

Is there a specific track that you look forward to more than others on the FD circuit? I love Atlanta. I was really bummed to leave Atlanta last year. I love that track. Really fast entries, like a very committed and technical track. I’ve had a ton of success there and it's just a great event overall from a fan perspective and track perspective. I'm really, really looking forward to Englishtown. You know, my first organized event was at E-town and they've done a really good job of building - I think - one of the world's first purpose-built drifting stadiums. I mean, a drag strip my father used to drag race on back in the day is now turned into drifting, which I think is a huge testament not just to our sport,

Which city on the FD circuit has the best food, and what are some of those foods? So we've got Atlanta - some good barbecue in Atlanta, for sure. I do eat some meat, but recently have gone plant-based cause that's been working very well for me. So Atlanta also has good juice and smoothie spots. I know where all the smoothie spots at all stops are. Oh, and Seattle! Seattle's gott good food - Indian food, Thai food, and Mexican food, all within reach of our hotel. A lot of good natural places to eat and things like that, which is what speaks to me these days. So I have to say Seattle for the food tip is my favorite. I think Seattle is the one that would surprise most people, and they’ve got great seafood too.

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Outside of drifting, I know and your team stay busy with all sorts of fun stuff. What else have you been doing this past year? We have quite a few businesses going on. So that and Formula Drift, and then a ton of activation, and extracurricular events, and special projects, and things like that. Last year we debuted the Mach-E 1400, which was our first EV build, the project between RTR vehicles and Ford Performance. I'm an old IT nerd and I love technology, and I've been watching the electrification space for a long time. It is an honor for Ford to ask us. We ended up building this amazing electric vehicle with Ford Performance. We built it all at our facility here in Charlotte. It’s just a mind blowing car. It really opened my eyes to

READ Y TO

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electric, and what's possible and what the capabilities are - it’s just incredible. It was an incredible experience. We've been doing some planning on the next things we're going to do with it. I’m also going to be busy with product development and new vehicles. The new Bronco is coming out, we've got constant development and Mustang products, so that's doing really well. And of course, the Fun-Haver OffRoad team. So that's basically a partnership between myself and

Loren Healy that runs out of New Mexico. Really just planning a lot of product development, and races, and activation, and things that we're doing. I've basically taken what I do and have done on road for the past 17 years and kind of brought that over to off-road, which is a space I love. Drifting is a sport that sets you up to be good at anything behind the wheel. I mean, not to be arrogant, but it's the ultimate car control - and what's car control? It's just weight. Knowing when to go and

ed to all in. t t i m om o. We're ing c y r e I'm vything I dard to seefully everook forw and hope We lout therel year ." you re norma a mo

To watch this interview with Vaughn Gittin Jr, head over to PASMAG.com knowing when to stop, knowing how to move things around. So that translated very well to off-road, and I've become a very good competitor in the Ultra4 series. Over the past five years, I’ve been running with guys that have been doing it for 15 or 20 years. My family and I also moved down to North Carolina from Maryland, you know, we've been in Maryland forever, now we’re in North Carolina. So it's been quite a lot of stuff going on, especially in a really crazy challenging year, but you take that fun-haver mindset, find the best in everything, and focus on the goals and focus on the things you want to come to you.

It's all been rocking and rolling. You know, work hard, play hard, and surround yourself with a good team and anything's possible. Vaughn, thanks very much for your time. We’re all wishing you well for the next season. We hope to see you on the podiums once again. Thank you very much for that. I really appreciate it. If we’re not there, it’s not going to be for lack of effort. I’m very committed to everything I do. We’re all in. We look forward to seeing you out there and hopefully a more normal year. See you out there!

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THE EVOLUTION OF

JUDGING DRIFTING IN MOTORSPORTS How trial and error, as well as technology, changes the judging criteria in sanctioned drifting competition.

Story by

Ryan Lanteigne

Photography courtesy of

Formula Drift, Julia Subbotskaya (@delorein)

n the mid-2000s I was working at DMCC, the Canadian Drift Championship. I did all kinds of things, from office work to the starting grid, and giving contest winners drift ride-alongs in my R32 Skyline. I was recently going through old emails, and I stumbled upon one from August 2006 in which I was relaying some driver feedback to the owner of the series at the time. The driver, a Japanese-Canadian that had been competing in Japan before his move to Canada, said “The judges need to tell the drivers before each race what it is they are looking for. They have to let the drivers know what is important on that particular day, so that all the drivers are on the same page and know what to do to impress the judges.” Looking back almost 15 years, it’s difficult to remember specifically how drifting was judged. The many

procedures and regulations that have been implemented and modified since then have clouded our memories, but it’s fascinating to read those words and realize that the judges were relaying so little information to the drivers before each competition. The year after I sent that email, a few Drift Alliance drivers were brought up to do demos and judge the series, so things surely got better with their arrival. But I did ask around, and although

s, it's r a e y y ost 15pecificall m l a backmember s d." g n i k " Loocult to rewas judge diffi drifting how 2021_PAS165-DriftCars-ID2020-JudgingDrifting_V02.indd 61

I’m sure Formula Drift judges were doing a better job at that time, everyone I asked told me things were vague at best. In today’s world, the driver briefings that are held during any Formula Drift, Drift Masters, or RDS event are filled with pictures, diagrams, and videos to define every aspect of the track to the teams and drivers in vivid detail. In the early to mid-2000s, judging, much like the driving itself, was in its infancy in North America, and there is plenty of footage on YouTube to prove both of those claims. Check out some of the competition videos of Formula Drift from 2005 and you’ll see what I mean. As teams have built faster cars and the drivers have become comfortable mere inches away from one another from start to finish of almost every battle, the judging has been refined and retooled to keep up. I started judging with Formula Drift in 2011, and we’ve made changes to the judging regulations every single year - some years more than others. The progression of judging regulations hasn’t been without its challenges and setbacks mind you, as we have attempted to zero in on a system that is fair and as objective as possible, while allowing the drivers to express themselves freely in a sport that prides itself on individualism. That individualism means a wide variety of cars, engines, power levels, tire brands, and tire sizes to contend with. All of those variables conspire to make our job as judges fairly complicated. We work to continually evaluate and adjust the rules to be sure they apply to the different scenarios that can arise between cars that behave so differently on track. Let me explain a couple of decisions we’ve made over the years while we attempted to write regulations that checked all the right boxes. Let’s start with an example of a time we missed the mark. You may remember that back in 2013 we started placing “off-course markers” in areas where drivers frequently went off track, hoping to penalize drivers that weren’t being as precise as we wanted them to be. Making contact with one of these markers, which were basic orange cones, would result in a zero (or what we refer to today as an “incomplete”). They definitely made judging easier, as we just wrote “0” when we saw one of the cones tumbling down the track, but everyone hated them for causing

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61 2021-05-28 3:42 PM

lso a e w that ing e m i t this the scor from d n u aro ed from mes up ." s a w " It ved spe still co riefings remoem, which driver b syst to time in time

THE EVOLUTION OF

a decline in risky, stylish driving and forcing drivers to be too calculated and cautious so they would reduce their risk of making an error. You might wonder why the rules became so strict all of a sudden. Teams had been voicing concern that drivers were not being sufficiently penalized for errors they made during a run. They wanted some of the wild driving to be better controlled, and expected cleaner, more precise driving to be rewarded. The big issue for us after implementing these rules was that we were often giving drivers zeros just because they hit a single off-course marker, while the rest of their run was phenomenal. We realized quickly that we had pushed the judging regulations too far, and we were reminded constantly by the drivers and fans throughout the season. We removed the off-course markers the following year, reduced the list of errors

JUDGING DRIFTING IN MOTORSPORTS

PASMAG

that would automatically earn a driver an incomplete, and instead gave the drivers a set of objectives and judged them comparatively based on how well they achieved them. Having fewer “hard zeros” has allowed drivers to be more confident and aggressive knowing that a killer run with small mistakes was going to be chosen over a safe, boring run with no mistakes all, and the competition is much better for it. It was around this time that we also removed speed from the scoring system, which still comes up from time to time in driver briefings. There are arguments on both sides, but I’m confident that we’re better off without speed as a judged criteria. One of the reasons scoring speed causes us issues is the unpredictability of the weather. As an example, if there’s a change in the track conditions during qualifying, whether from dry to wet or wet to dry, we have to throw out all the speed scores that we’ve already logged and stop using speed for the rest of the event to be fair to everyone. When that happens, we then score each run out of 90 (assuming speed

was worth 10 points) and all of the benchmarks that would be set for the tandem competition will also be lost in the process. Not to mention the aforementioned differences in car builds and power levels that makes setting a “minimum” or “required” speed difficult and unfair for some. Another point against speed in judging is that as an event progresses, from practice to qualifying and on through the competition brackets, speeds always increase as drivers push harder and harder through to the finals. When that happens we can’t penalize a driver for going too fast, nor can we give them extra credit for going that much faster, so the speed points become an impressive statistic that doesn’t have any actual bearing on the judging. I’m not against recording speed for the announcer to hype up or teams to use strategically, but I’d personally rather see tight tandem battles at 100mph than low-proximity battles at 110mph, just for the sake of having higher speeds. After all, cars rubbing against one another for two tight runs is what makes a battle exciting and memorable for everyone. Looking ahead, I’m often asked how we’ll be changing the judging regulations going into the next season, and further into the future. While annual changes are generally made in increments, with minor adjustments to specific rules, the next big step will certainly be telemetry. Some series around the world utilize telemetry, such as in Belarus, Russia and of course the much-maligned DOSS system in Japan. The best system I’ve seen so far is the one developed and financed by Red Bull in Drift Masters, with live in-car cameras and multiple drones fed to the judges and the fans alike in real time. This type of system is surely the future of the sport, as it allows well-informed humans to continue making the decisions that the drivers will be comfortable with, and the fans can relate to consistently. The only issue with the Red Bull system is the stratospheric cost related to the amount of staff, cameras, and production and broadcasting rigs needed to make it all come together. The hard work of developing and integrating the technology into a drift competition format has already been done, now it just needs to be consistently funded so it can be implemented here at home.

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2021-05-28 2:16 PM

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2021-06-01 5:01 PM

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2021-05-27 6:48 PM