Here's the first episode of our Time Attack S2000 shot during our first testing session of the year at Thunderhill Raceway on Sunday February 5th. Filmed by our friends at MHMM Productions.

It was the five of us - one from Beijing, another from Tokyo, two from Singapore, and myself; a frequent flyer barely qualified to claim Southern California residency. We were in Indonesia for two common purposes: 1) to attend a mind-blowing 5000 attendee wedding and 2) to demystify sacred Mt. Bromo.





The wedding itself was a spectacle too fantastic for words - the reception was equipped with full camera crew, on-site post-production, complete symphony orchestra, opera singers, and catering provided by the top local restaurants. The wedding after-party rivaled some of the best clubs in Vegas with DJ Nino Brown spinning hypnotizing circles around our inebriated heads.

Partying this hard has its consequences. Our anxiousness to climb Mt. Bromo was held back a day and Sunday became a very necessary day of rest and rehydration. But this 24 hour lag was a gift of sunshine we didn't come to realize until the day of the climb. Being this deep into the rainy season any outdoor adventure would be at risk.

At last, it was Monday 3pm, and the 5 of us set sail in a KIA caravan - goodbye Surabaya. Our fascination with the scenery of villages quickly turned into laughter and storytelling. Two hours into the trip, one of our members admitted to his uncontrollable lust for durian fruit - we pulled over at one of the many durian stands. This experience was a game-changer for me; I can now see his fascination with the fruit.





Next we stopped at a restaurant near Probolinggo to enjoy the local dishes; Rawon, a black spicy beef soup, became one of my new favorite dishes. The richness and complexity of the broth, timid spices, and the tenderness of the beef had me drawing parallels to the perfectionism of a ramen master. The price? Around $1.50 USD.





After eating to satisfaction, it was now nightfall and we drove into the blackness - street lights were absent. The KIA's tiny 4-cylinder motor was crying for help as we climbed our way to the Java Banana Resort. It was only 8pm when we arrived but it felt like midnight. Upon check-in, we discussed our plans to tour Mt. Bromo with the hotel manager; his recommendation was to see Mt. Bromo at the crack of dawn. Dawn? I guess nobody got the memo that I'm not a morning person.

The 5 of us got comfy in the largest cabin they offered, there were 3 rooms each equipped with bunk beds. So as not to miss seeing Mt. Bromo at the crack of dawn, we quickly ended the drinking games and crashed by midnight. At 3:30am we diligently got our very groggy selves moving and by 4am boarded a very muscular looking Toyota Landcruiser FJ40.

With a big grin on my face, I took a very long gander at the FJ40 - wow it looks more awesome in person. Up until now I've only seen it in the movies and documentaries. The FJ40 boasted a legendary reputation of being one of the only vehicles that could reliably cross the Sahara Desert - the other being the Rover. And for good reason, it was originally designed for military use commissioned in the 50s by the US Army. The large 4.2l engine was designed for torque - 210 ft-lbs at 1800rpms - not bad for an engine originally designed over 50 years ago. We hit the windy mountain road in pitch black. The air was crisp, the road bumpy, but riding in the FJ40 was pure excitement.



Little did I know that we were not going to Mt. Bromo, but rather hiking up Mt. Penanjakan to get the ultimate view of Mt. Bromo, Mt. Batok, Mt. Semeru and the Sea of Sand (Laut Pasir). After 30 minutes of winding up the mountain, our FJ40 parked amongst a few dozen other FJ40s - we were obviously not the first group to arrive. As we walked in darkness towards Viewpoint #2, the locals offered us donkey rides - we refused, but as the pain crept in I was starting to think a lot more about donkeys. The sky was turning pink and it was a race to find the ultimate spot for photo taking.

Alas, 700 meters later we reached Viewpoint #2 at around 4:45am. The locals were already there with their make-shift stands trying to sell us drinks and snacks. To get away from the crowd, we decided to hike about another 50 meters up a very steep, narrow, dirt trail. This was probably the most dangerous part of the whole hike; one mistake would send you off the edge of the mountain. I was less than prepared wearing my grip-less Converse All Star Vintage Slips; while holding four water bottles (lost two along the way), I nudged myself up the mountain with minimal dirt stains on my pants.





It was now a few minutes before 5am and the sun was about to peak over the clouds. The horizon was a fiery red and the sky quickly turned into beautiful blues. The outline of the scenery was starting to appear second by second and we all stared in awe. The moment was truly magical; I could not help but appreciate life and nature's awesome wonders. I could only wish that those dear to me could share this exact moment. But silence quickly turned into laughter as my group of immature friends started cracking jokes, posing for the camera, and who the hell farted?





The thick fog that covered the Sea of Sand added to the dramatic scenery where once in a while there would be an opening through the fog where we could see the temple. Mt. Bromo and Mt. Semeru (the highest peak in the back) were periodically giving off steam and the texture of Mt. Batok (closest to us) made the scenery that much more dramatic.





After 2 hours of enjoying the view in the sunshine (keep in mind this is supposed to be the rainy season), we decide to hike towards Viewpoint #1. Little did we know that this was going to be a 2km climb; it tested my strength and endurance but most of all, the heat and sweat tested me the most. The cool 5C dawn quickly turned into 20C of humidity. I was wearing 3 layers of t-shirts, a windbreaker, and a sweater - I was drenched in sweat. Slowly but surely we finally reached the top and were now clearly above the elevation of Mt. Bromo and Mt. Batok - in fact, we can now look into the large opening of Mt. Bromo which was blasted off in the November 2010 eruption. We rested at the peak for an hour before we trekked back down to our mighty FJ40.





After a few hours of rest back in our rooms, we got back into the FJ40 and drove into the Sea of Sand. Apparently the blackness of the sand was created by the volcanic ashes. The FJ40 took us as far as it could and it was by foot from there. The locals quickly greeted us with donkeys and this time it sounded too good to pass up.





We quickly approached the temple but it was closed - there was an eerie feeling about being at a temple alone. Two of us jumped the wall to take photos but all the while it felt like someone was watching us. Fresh food still remained in front of one of the statues - perhaps a food offering to one of the gods? Like a scene from Indiana Jones, it felt as if the temple was suddenly abandoned leaving us trespassers alone with a stone god that was about to come alive. After snapping some shots, we bolted out of there like someone was chasing us.









The walk up Mt. Bromo was not very far but try walking up-hill on sand - my legs were done. After seemingly countless steps, we finally reached the top - Mt. Bromo isn't that big afterall. From atop Mt. Bromo we could look down into the crater and watch it spew smoke clouds. Mt. Batok, the volcano immediately beside Mt. Bromo had some interesting texture. Either we were under a layer of fog or it was cloudy, we were just grateful that it didn't rain much.

For the adventurous, I highly recommend this trip. Although we hiked more than we should have, there are ways to do this trip from sitting inside the FJ40. It just so happened that the road to Viewpoint #1 was closed the day were there. For accommodations, I highly recommend the Java Banana - the staff was friendly, the food was good, and the rooms were nice. They could also help arrange all your transportation needs. Another thing to check on is the weather; we were quite lucky that we had some clear skies during rainy season. And lastly, make sure you travel with good company - that is what made my trip spectacular.









Written by: Herman Nakamura

First off, a big CONGRATULATIONS to our beloved TunerPlayground signed & managed spokesmodel, Danielle Lo for this spectacular achievement. We're so proud to see her as the third TunerPlayground model to grace the cover of DSPORT Magazine in just this last year alone.

With that being said, we're also incredibly honored by our friends at DSPORT for continuing to work with us when it comes to their industry-leading publication. We love the partnership that we have with the awesome staff and look forward to many more years and successful issues & covers together! <3



Visit DSPORT online at: www.DSPORTmag.com
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Entering into Sunday the team's goals were much the same as Saturday's, however a few objectives were met with revisions. Sunday's configuration of Buttonwillow compared to the SuperLap Battle-standard CW13 layout was too stark of a contrast (they were running the backwards CCW1, after all) and therefore would be difficult to measure lap times against the existing SuperLap Battle Street FR record. Instead, the TunerPlayground team decided to focus more specifically on the necessary improvements needed in order to allow the car to run as successfully as possible when it came time for competition. This meant relying heavily on the feedback given by the team's drivers, Tom Tang and Andrie Hartanto.





In all, it was a productive day. After a few adjustments to the S2000, both Tom and Andrie expressed a much higher level of confidence in the car's handling capabilities. Tom was able to knock off over 10 seconds from his first session to his last and walked away with a first place finish in the weekend's Chrono Series Time Attack event in the Unlimited S2000 Class. Andrie was able to push for even faster lap times as he continued to find additional time in the S2000, despite some lingering handling concerns.



Following the event, the team got together to do a quick detail job on Irene and get her ready for the camera. With the sun starting to set on the track, it made for some great lighting and a perfect opportunity to snap a few shots of the car. Then it was time to load all the tools and the cars back into the rig and head home as the team discussed further plans and changes to push TunerPlayground and Irene closer to victory. On the docket for further improvements are chassis reinforcement, a slight power increase, additional fine tuning to the suspension and aero and a few other tricks as well.







The team will have its work cut out as the next testing day is less than a month away. Keep checking back for updates on how the team and Irene are coming along!

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By: Michael Ostby

DAY 1

If one were to summarize day one of our two-day testing program weekend at Buttonwillow, one would be hard-pressed to call the day uneventful. While the main goal in mind was to understand for our S2000's capability based on the current Street Class Rear Wheel Drive time attack record for the Super Lap Battle at Buttonwillow, executing that goal was anything but straightforward. For starters, the track layout was different given that Saturday's layout was the CW1 configuration versus the Super Lap Battle standard CW13. Additional factors came in a number of unproven variables such as brand new JRZ RS Pro suspension with an endless amount of adjustability, a need to find the "sweet spot" with our J's Racing Type One 3DGT Carbon rear wing's adjustability in conjunction with our splitter and suspension, new brakes, and new Enkei RPF-1 wheels (www.Enkei.com).



It didn't take a more than a few minutes for things to get extremely interesting. The new and exceedingly improved JRZ RS Pro suspension made the car substantially faster straight away from the car's out-lap. "The suspension was so much of an improvement over stock that I wasn't used to carrying so much more speed. In fact, I found myself constantly bouncing off the rev limiter given that I had never had to shift so soon before," remarked Tom Tang following his first outing.



Following Tom's session, Andrie Hartanto (Team Technical Director & Professional Driver - www.Prima-Racing.com). took the wheel to lay down a few fast laps. While Hartanto was undeniably quick in the car, issues were discussed between the drivers about the excessive loose feeling of the S2000's overall ride. "This car is so much faster with the new setup," Hartanto explained, "however, it's definitely much more nervous in its handling at the limit. We may need to revisit the splitter's design and we'll definitely need to spend some time fine-tuning the JRZs."



In between trading sessions, the team swapped brake pads to try and help the car's efforts as well as test out a new set of wheels in the ultra-reliable, Enkei RPF-1. The new matte black RPF-1's add a unique dimension to the appearance of the car and are slightly lighter than the incredibly-rigid and dependable Enkei PF01 wheels, which have been a successful cornerstone of the car's testing and development thus far.






The new Enkei RPF1 wheels are so light that Crew Chief Chris Le was able to carry all four at the same time!





The heat, lack of sleep and intense work in between sessions definitely inspired more than a few naps amongst team members, but with additional changes being made to the J's Racing wing angle and a busy in-and-out schedule among drivers with the S2000, there was never a dull moment to be had. Before the day was done, additional height was added to the wing's aerodynamic profile via a set of Challenge Engineering (www.Challenge-USA.com) extended wing risers, which helped settle the S2000's rear end in the high-speed sweeping turns that characterize much of Buttonwillow's layout.



Major leaps have been made at the end of day one, however much work is yet to be done. While the car is undeniably quick, look for resident JRZ suspension tuning expert, Andrie Hartanto to dial in some further changes as well as some tweaks to the aerodynamic package to keep the car planted and confident. "Once we can spend a bit more time with the car tomorrow, we'll have a much better idea of what exactly will be needed in order to break the record as well as what we'll need to work with given our current and very capable equipment," Hartanto commented before the team left the track for the evening.



Check back in for further updates and developments following the second day of testing tomorrow!

By: Michael Ostby

If you were to run around virtually any racing paddock ever assembled in the history of humankind, you'd quickly discover that it is a veritable goldmine of sorts when it comes to finding a near-endless variety of intriguing characters. During our time working with Redline Track Events during the (slightly shortened) season, we encountered a host of exceptional crew members, drivers and even spectators. Although historically known best for its time attack competition, this season also featured some top-quality good-old-fashioned wheel-to-wheel racing in the MotoIQ Pacific Tuner Car Championship. Awhile back we had featured one of its more recognizable drivers, drifting megastar, Dai Yoshihara (see June 28th Blog article, "Dai Yoshihara is Bananas"), however we wanted to give a quick shout to our friends over at APD Motorsports who are some bona fide characters in their own right. After all, who else would add some top-quality Carolina flair to the MotoIQ Pacific Tuner Car Championship by way of slapping a NASCAR Car of Tomorrow front splitter and Craftsman Truck Series underbelly pan on an Acura TSX? That's right, leave it to the guys at APD Motorsports.



Who is APD Motorsports and why should you care? Well, first of all they're absurdly nice guys. Given that most folks we've come across in motorsports are fairly amenable to some degree, this is a genuine compliment. Secondly, they've partnered with Ikon Racing and HPD (Honda Performance Development) and have developed a pretty interesting racing program. What's so interesting about their racing program, you ask? How about the fact that they're running around in a 1,100-horsepower H22-powered, Pro FWD Honda Accord drag car for starters? The folks behind this are no slouches, either. Jerrold Rhodes, for example has been in the sport compact drag racing scene for as long as this author can remember, and Lisa Kubo is certainly a recognizable name, carrying the honors of being the first Pro FWD driver to break into the seven second range, having run a 7.963 back in 2004.



If that wasn't enough, the team is also campaigning an Acura TSX in the MotoIQ PTCC with Brian Smith, Jon Krolewicz and Jonathan Donner at the helm. As we mentioned earlier, the MPTCC is wheel to wheel road racing series in its first season where the rules are incredibly simple to follow, yet rather wide open, allowing for a wide spectrum of tuning capabilities to be employed. While we'd love to give a thorough rundown on the TSX's specs, features, attributes and back story, we'd rather not mess with perfection, as our good friends over at MotoIQ.com have already done a terrific job. (see: "A Look Inside - APD's MPTCC TU Class Killer Acura TSX" - www.motoiq.com, 6/23/11)



What also makes this interesting is that APD is leading the charge towards getting HPD's Honda Racing line out to some of their most important clientele, grassroots racers (that may be a bit of a biased opinion by the author, but we digress). The Honda Racing Line is the link between its members and Honda Performance Development, and the guys at Honda Performance Development are behind some pretty big things. Maybe you've heard of IZOD IndyCar Series before? How about the American LeMans Series? The European LeMans Series? Yup, HPD is involved in that, too. That said, it doesn't mean that Honda is turning a blind eye towards those with dedicated race cars in the drag, wheel to wheel and time attack arena, and with HPD standing behind APD, it's definitely a show of force.



APD's road racing Team Principal, Jonathan Donner, filled us in on some of the exciting developments with the car as of late and it's apparent that the TSX is starting to take shape as a serious contender in the series. Through the help of AEM and Blueprint Racing, the car's K24 power plant now has even more serious amounts of torque and horsepower to play around with. The guys may have even more improvements to be made in the off season, but for now the car should pack a substantial punch in the Tuner Under category for the final two events of the season.



We at TunerPlayground definitely like these guys and are happy to see HPD get behind some of the more serious grassroots teams out there. If you're out near Englishtown (E-Town Raceway), head over to the Sport Compact Fall Nationals on October 1st and 2nd to check out their behemoth drag racing Accord in action. For those of you on the Left Coast, make sure you check them out, as well as your very own TunerPlayground Racing Program, led by seasoned professional, Andrie Hartanto (www.Prima-Racing.com) as we give the APD guys a run for their money in October at Buttonwillow Raceway on October 15-16! Also, for those attending SEMA; stick around Las Vegas after the show to see the TSX in action at the final round of MotoIQ PTCC at North American Festival of Speed at the Las Vegas Motor Speedway on November 4th-6th.

For more information about the Honda Racing Line parts and support program, please see: http://racing.honda.com/hpd

By: Michael Ostby

For someone who has been as obscenely busy as professional drifting sensation Daijiro Yoshihara, it would be no surprise if the man fashioned himself to be a complete jerk. Take for instance the past three months; five podiums, three wins, overseas exhibitions, coaching, judging, soapbox racing, filming, practicing, raising money and awareness for an ongoing cause that still requires the world's assistance, oh, and not to mention living in hotels and airplanes with very little downtime. In many cases, it is one's personality that suffers at the hands of such cruel burdens. Even the most chipper and buoyant personalities are eventually soul-sucked into a shadow of their former selves.



This is why the man is completely bananas. Despite the myriad of factors being tossed at Dai, he unfailingly seems to possess more composure, gusto and an insatiable thirst for being everywhere at any given moment. Aside from his normal duties as an internationally-renowned drifting superstar, Dai has additionally (and successfully) heeded the call of competitive road racing courtesy of the MotoIQ Pacific Tuner Car Challenge series. His back-to-back wins in the MPTCC Tuner Under class have been nothing short of impressive, having piloted both a Spoon Sports FD2 Honda Civic Type R and the world-famous Mike Kojima-spec original B14 Nissan Sentra "Dog Car" towards two very authoritarian finishes.



A look into Yoshihara's schedule would pitch any jet-setting executive into a sobbing fit of submission and would prove an epically worthy challenge for even the most dutiful personal assistant. As if his time wasn't already monopolized enough with a behemoth-sized list jam-packed with practicing, traveling, competing, PR and marketing duties, drifting coaching and judging all across the globe, Dai has been followed through virtually every moment by the GT Channel's camera crews for the production of the "Behind the Smoke" video series which offers an terrifically unique on and off-track perspective into Dai's world of competitive motorsports. The show offers a genuine portrayal of Yoshihara's competitive, yet easygoing and (at times) hilariously comical nature in conjunction with an endearing personality that is true rarity among those who are as passionately dedicated and as successful as someone such as Dai.



At the moment Dai remains in direct striking distance of the Formula D season championship after nailing a podium in three of four rounds, consistently putting in strong performances and scoring a repeat victory at a challenging Road Atlanta course. Formula D fans have become rather accustomed to seeing Yoshihara tear things up in an obnoxiously badass S13 240SX complete with a monster 6.7L V8 that belches out enough power and torque to travel back in time (sans 1.21 jigowatts and a flux capacitor). His drifting supremacy coupled with his unshakably positive personality and balls-to-the wall attitude has propelled him into the stratosphere amongst his drifting peers. While he has come close to the championship before, Dai has set the bar even higher as he aims to claim the highest points haul for the 2011 season while tirelessly striving to improve his driving prospects a complete package.



What makes this season exceedingly remarkable is the fact that Yoshihara is performing not only under the pressure of the lofty expectations set forth by himself, but with the weight of an entire nation on his shoulders as well. Following the catastrophic events marked by a series of earthquakes and the tsunami that ravaged Yoshihara's native country of Japan, Dai set out to establish a foundation in order to raise funds and show support for those affected. Rather than merely standing on a pedestal in the background to pat himself on the back for his philanthropic efforts, Yoshihara has instead dove head-first into the crowd, actively working for donations and building awareness towards the rebuilding efforts necessary for his country. He doesn't shy away from the challenge of taking on his country's cause despite the daunting task of conjunctly running a winning campaign at the exact same time. Through his efforts and selflessness, Dai Yoshihara has risen above an overwhelming plethora of challenges and circumstances, exhibiting the embodiment of a champion both of his native country of Japan and the sport of drifting as a whole.



So having quickly noted all of the above, it's awfully crazy to think that this author would have been afforded the time to actually interview such a star of supernova-like quantities. Even more astounding is the fact that every time we ran into Dai he is always nothing but super-cool, upbeat and uncannily easygoing. With such a hideous schedule, our interview with our buddy Dai could have easily gone awry...or been limited to less than a handful of words. Yet true to his character, Dai even had time to take a breather to talk to the lucky folks at TunerPlayground.

Our brief (albeit outstanding) meeting went a little something like this:

TP: Just a simple question, but how do you make time to do normal things such as eat, breathe and/or sleep?
DY: Ha! I'm not that busy! Although I have been traveling a lot these past three months. But usually it's not that bad. Maybe I'm just really bad at time management. I need to be more organized.

TP: Your English is really good. For being such a terrible language to have to work with, you're really good at it.
DY: Whaat? Serious? Noooo.

TP: No, I'm not joking. How did you get so good?
DY: No man, I really need to improve my English. You know that! A pro driver needs to be a good spokesperson as well. I've lived in the U.S. for three years and have been back and forth between Japan and U.S. for four years before that. I think I should be able to speak a little more than I am. But it's very hard.



TP: You've been consistently at the top of Formula D for a while now despite some major challenges. Would it be safe to say that you and the entire team are living proof that nice guys can finish first?
DY: Haha! Thanks for calling us nice guys! Well, we got a few 1st place finishes, but we haven't won the series championship title yet. So not yet, buuuut...we will change that this year! Yeah, I think all my team members are nice guys! I really think so. I'm so happy that I'm surrounded by such good peeps!

TP: Now you've been getting into some road racing action with the MotoIQ MPTCC. How do you like it?
DY: I love it! Man, it's so much fun. It's very different from drifting. I'm learning a lot and I think it can improve my drifting skill.



TP: From a driver's perspective, is it difficult to go back and forth between drift and grip racing? What are some of the major differences you've experienced between the two?
DY: Well, those disciplines are two completely different ways of driving. In road racing, if you get into sideways, it really just slows you down a lot. And in drifting, if you straight-out grip, the judges will give you a bad score or even worse, they'll just disqualify you! So it's completely opposite! But I don't think it's difficult at all. If anything, I feel competing in different disciplines actually helps increase my skill in both areas.

TP: Okay, so in addition to road racing, I heard that you ran a SOAPBOX RACER?!
DY: Yeah, actually I already did it and it was so cool! Definitely a fun experience.

TP: Is there anything that you WON'T race?
DY: Ha! Nope! Well, um...I can't really think of anything at the moment...so, no.

TP: Your drifting abilities have allowed you to go to some pretty amazing places. What's the most memorable place you've been to yet?
DY: It's amazing that how much I can travel all over the world because of drifting. In between Round 3 and Round 4 of Formula D, I even went over to Singapore. Crazy, huh? I love it, though. I've enjoyed every place that I've been to, but if I had to pick one place, it would be Yas Marina Circuit in Abu Dahabi. We went there and had an exhibition event early this year. The track was amazing! It's so new, so all the facilities were super nice and clean! The track surface was perfectly flat and smooth. We didn't have a chance to run the whole track but I would love to do some circuit lapping and maybe a time attack there or something.



TP: You've also been doing a fair amount of coaching as well. For someone looking to get behind the wheel and get sideways on a skidpad or drift day, what is the one most important piece of advice you could provide?
DY: Everyone has a different opinion and different way of coaching. But I believe practice is the most important. So I suggest one should invest their money on gas and tires, and not for the body kit or cool wheels. To really get started, you just need a good LSD and a set of coilovers. I shouldn't say this because it won't help this industry but this is what I think.

TP: Is there anywhere that you'd like to showcase your dynamic driving skills that you haven't been to yet? Is there any place that you wouldn't go to?
DY: I haven't been to Europe yet and I really want to go there. Especially, Germany. I would love to drift at the Nurburgring.

TP: The "Behind the Smoke" series so far has done a great job of giving fans a glimpse into nearly every angle of your championship campaign this season. Buuuut...what I'm really curious about is how many awkward man-hugs from Mike Kojima DIDN'T make the final cut?
DY: Hahaha!! Not that many!



TP: So no budding bromance there?
DY: That was just an accident. For real! At that moment, I was talking to some other people so I was out of it. He came in a wrong timing! Haha!

TP: Any hairstyling tips for an envious white guy? Or am I pretty much screwed?
DY: I'm not a stylist or anything so I don't know what's the best look for you.


(Johnny Depp alongside TunerPlayground Staff Blogger Michael Ostby - LOL!)

TP: Um, my mom cut my hair up until last year, so don't worry about it.
DY: Well I think you have pretty thin straight hair. Is that right? So, I would do long hair like Johnny Depp! I think that's a cool style for an envious white guy! Haha! My hair is very thick and curly. Plus I have a lot of hair. So I can't do long...

TP: Lastly, what you've been doing for everyone over in Japan via your rfjp.org site and personal fundraising efforts has been nothing short of amazing. What have you experienced through this process in your campaign to help those in Japan?
DY: Obviously, I'm doing it to help my own country and its people. The experience has been so great. To meet and talk to so many people at the events and able to feel their kindness, it's so touching and encourages me a lot. While I am doing this for my country, I really think that through all the love and encouragement, I'm the one who's supported the most by doing this.



For those looking to see Dai in action in his road racing endeavors in the MotoIQ MPTCC and more racing action than one can possibly endure, join TunerPlayground, MotoIQ, Dai and the all of the Redline crew at the Redline Track Events' Liberty Grand Prix this weekend (July 2nd & 3rd) at Willow Springs International Raceway! www.RedlineTrackEvents.com and www.MotoIQ.com

Also, don't forget to check out every episode of the GT Channel's "Behind the Smoke" at both http://www.gtchannel.com/videoChannel/behind-the-smoke and http://www.daiyoshihara.com/media.html

Make sure you support Dai's Relief For Japan organization, please do so by visiting his website: www.rfjp.org

All donations will be sent to the support the relief and rebuilding efforts in Japan through the Japanese Red Cross Society.

By: Michael Ostby

On Friday May 27th we decided to have a spontaneous photoshoot session at Auto Club Speedway in Fontana, CA prior to Round 3 of Redline Track Events (Circuit Battles, Pro Time Attack, MotoIQ PTCC) with Miss Redline 2011 (TunerPlayground exclusively-signed model) Michelle Yee and the K&N Filters G35 driven by Paul Brown.



As you can see, some people were clearly harder at work than others, but hey, can you blame the guy? After all, Michelle is gorgeous. There's no doubt that we would be doing the same...helping her get ready.



Luckily our Staff Blogger, Michael Ostby (who also happens to be a Redline Track Official) was onsite and therefore able to snap off a few fairly amusing behind-the-scenes photos for our viewing pleasure.





It seems as if everyone present wanted to be a part of the photoshoot session as several people gathered around with their cell phones out, including Circuit Battles driver Joe Scarallo and his entire Group A Wheels team which included his brother, Jonathan, and father, Scarallo Senior. Later in the day Joe ended up bringing out his absolute monster of a Pontiac GTO, and we were able to get some great photos with that car as well.





Special thanks to our beloved Michelle, the entire K&N Filters crew along with Lucio Tapa, Paul Brown, and TunerPlayground contributing photographer Kyle Lewis along with photographers Eric Gearhart and Doug Hughes!



Beginning Monday June 6th we'll be giving away one FREE digital HD (1920x1200) wallpaper every day until Friday June 10th, each one featuring a never-before-seen image of TunerPlayground model Michelle Yee & the K&N Filters G35. Be sure to visit our Facebook page: Facebook.com/TunerPlayground for details!

Toyota/Scion - Is it time to start looking at the Man in the Mirror? Shall I hold my breath and save my dollars for something new and exciting? Or would it be better to say the hell with it, pick up an S2000 and be happier and walk away with some change in my pocket to go play with the car?

I should initiate this blog post with a disclaimer that I anticipate nary a single Toyota or Scion decision maker should stumble upon this particular musing with any sort of purpose or intent to gleam any objective feedback that will further dictate the long and winding road that has been the development of the occasionally revised, often-speculated-about FT-86/FT-86 II/FR-S.



In fact, I would doubt that my hopes for the auto maker's final product would even be in-line with the majority of other enthusiasts or critics out there who are dead-set to see different styling cues, horsepower numbers, etc. My wish for the car is absurdly more simplistic, at least on a superficial level. All I REALLY want for this car is for it to be the precise and nimble driving car that the true driving enthusiast is looking for. Seems simple, doesn't it? In theory, it should be. In reality, the end product is typically arrived at after painstakingly traversing a minefield of compromises that ultimately bastardizes the initial concept of what the car was intended to be.

Given my previous statement along with the plethora of publicized and rumored changes, one may think that I've all but written off Toyota and Subaru's joint venture yet that couldn't be farther from the truth. When I first heard about the project in what seems to have been eons ago, the notion of a new, lightweight front-engine, rear-wheel drive platform had me more excited about a brand-new car than I have been in ages. I was unquestionably sold on the concept. This is in spite of the fact that I consider myself to be quite the Honda aficionado.



Fast forward to what seems to be a decade later and it's as if we've already seen two quasi-generations of the car come across the internet newsreels. I understand the notion of using the entire global car community as a focus group, but I'm not entirely sure what Toyota hopes to accomplish as opinions seem increasingly varied with every new (or speculated) detail. At the very least, each rendition of the Toyobaru has undergone noticeable changes. I remember the first time I saw Chevy's newest-generation Camaro drive past me on the street and hardly giving it a second look. The darn thing had been paraded around for so long that it was of no consequence once it hit the roads. Even Nissan's Godzilla itself didn't completely blow me away the first time I came across one in person. Yeah, I said it. Despite the numerous changes in the FT-86/FR-S's design, I'm already beginning to develop a slight level of apathy in the same way I assume many Michael Jackson fans did after the um-teen-thousandth face-change.



As far as the actual exterior design is concerned, I'm not incredibly particular. As someone who has always been biased towards the function department over complete aesthetic form - I believe that truly functional design nearly always pleases the eye more than anything else - I really don't care what Toyota/Scion does with the car as long as it ultimately isn't punted into the market with the face of a dumbed-down, Miata-spec Scion tC. Wait, didn't you just say the design wasn't important? True, but what the design signifies much more. If the FT-86/FR-S looks like a market-segmented, fleet-style, cookie-cutter compromise of a design, I'll be left asking what else have they compromised on? Is there an open differential now? Is the suspension simply an easily-sourced off-the-shelf initiative to cut costs? Has the chassis been weighed down with obscene amounts of sound-deadening and softened to placate a mass audience who are unlikely to purchase the car in the first place? Are the brakes and cooling sufficient, or will everything overheat and give up at first sight of anything aside from the daily commute with an on-ramp/off-ramp or two? Will buyers be optioned (and priced) to death in order to maintain the facade of an attractive entry price?

Another thing; I've come across a lot of griping about horsepower lately. Besides the fact that it's still anybody's guess as to what is actually going to be in the car to begin with (the Subaru boxer layout still seems to be the consensus for now), I feel it's not of major significance. To others, this will be a massive selling point because much of the car-purchasing herd is brainwashed by horsepower numbers. Curb weight and distribution, proper suspension design, chassis rigidity, steering response/feel are completely omitted by much of the purchasing public. As long as the motor is responsive and boasts a useable powerband, I feel this is a bit of a moot point. Guys like us are going to squeeze and/or bolt-on horsepower. The basic driving public, especially NOT the typical Scion target market, would NEVER be my prime candidate for introducing a high-horsepower, fairly short wheelbase vehicle. My point is, if Lotus can utilize Celica and Camry engines to produce an insanely fun to drive car, there's no reason why Toyota can't do the same thing.



I could go on and on about this to the point of arguing that pricing, interior design, etc., doesn't matter, but I'll stop here. I'd especially like to launch into an argument of how releasing the car under Scion's branding and marketing/fixed-pricing strategy is the perfect catalyst for an overall dumbing-down and desecration of what was originally a great idea, but I shall abstain. My basic plea to Toyota/Scion that they continue to push towards a final product for those that the car should truly be intended for and for an actual purpose. Not a middle-of-the-road Hail Mary to attempt to save a brand that in many ways has missed the mark. I'm not hinting that their little FT-86/FR-S should eventually result in some hideously un-attainable abomination like the LF-A (great car, excellent statement piece, but really, Toyota?), but more that they address the goals of what a lightweight, front-engine, rear wheel drive car should ultimately be.



I think it's safe to assume that Honda's S2000 never sent the company's profit margins into the stratosphere solely on the sales of the platform alone however it was a means to end in order to open up Honda's doors to enthusiasts from across the board. If the finished product is nothing more than a stalwart, fun to drive platform straight out of the box, I WILL be sold on it. A strong foundation with tons of potential is paramount and Toyota has proven that it can deliver in the distant past. However, if the eventual car released to the public is nothing more than a middle of the road attempt to boost an ailing brand's sales while vaguely touching on every consumer's demands, yet directly addressing none, the car will be doomed to fail before it ever, IF it ever gets released. Oh, one last thought; has anyone heard anything more about the Subaru variant of this car?

By: Michael Ostby

(First Auto Cross in 2004)

Which comes first; the chicken or the egg?  Hell if I know.  I'm here to put a spin on the question in what is likely to be a vain attempt in finding out an answer.  This isn't about protein synthesis or a debate on whether it's possible for an egg to exist without a chicken.  To rephrase in terms relative to my dilemma, which comes first; competitive seat time, or a proper driving school?


(First HPDE with RSX in 2004)

For me  the answer is murky at best.  My driving resume wouldn't overwhelm anyone, yet I'd be lying if I stated that I was inexperienced.   I've spent two years cutting my teeth at a handful of informal driving schools with a virtually unmodified car, shot through the NASA HPDE ranks towards a TT license in 2 events, and won a national Redline Time Attack Championship while setting a few unique records along the way.  Still, I would never consider myself a great driver.  A good driver?  Possibly.  A great driver?  Not yet.


(Changes made to RSX during 2006)

So, what makes a great driver, you ask?  In my limited opinion, it's a combination of things.  While great drivers will have varying strengths in certain areas, the following four traits are non-negotiable in order to be considered with such prestige.   First and foremost, a great driver is consistent, smooth and capable of getting a car up to speed at any circuit in only a matter of a few laps.  Second, a great driver is dynamic, able to cope with varying conditions, driving lines and on-track scenarios.  Third, a driver can squeeze out that extra tenth of a second seemingly on command when the situation arises, keeping the performance of both the driver and the car right at its limits.  Lastly, a driver must be able to articulate the on-track performances (or lack thereof) of their equipment in order to further develop the car - this includes interpreting data analysis, anticipating and recommending different setup arrangements, etc.  This may not be a complete list yet all of these characteristics must be possessed by any great driver.


(RSX equipped with J's Racing Wing and Mugen Bumper competing in Iowa with NASA)

In performing an honest self-assessment of my own capabilities, I fare well with one glaring exception; that whole last bit about car development is virtually nonexistent.    Until a month ago, the only car I had ever driven at speed on a track was my own front wheel drive Acura RSX and a rally-spec Acura GSR.  The extent of my development capability is quite simple and limited.  So simple that I can actually list it right here:

1. I hate this car. It's embarrassingly slow on corner-exit and unequivocally sucks until I'm in a straight line.  I'm going to be like all my friends and just get an Evo/STI and call it a day.


Swap out the open differential to a clutch-type LSD



2. Turn-in is about as sluggish as Dodge Ram dually on 145-width tires and I can't get enough rotation under trail braking


Ditch the dime-a-dozen "tuner" aftermarket coilovers, get more purpose-built racing suspension with proper steering arms,  spherical bushings, get a proper alignment, and stiffen the rear end of the car as much as possible



3. Crap (quite literally), the rear end snaps out like crazy on high speed sweeping turns and kinks when the front end seems planted.  I don't want to sacrifice the slower-speed cornering, either.


Add a wing and diffuser to help stabilize things



4. The revs are either too high or too low to use the powerband effectively on most tracks.  I'm short-shifting, or getting off the throttle too early.  5th & 6th gear are worthless.


Swap out to a shorter final drive gear

(RSX equipped with J's Racing Front Aero in St. Louis)

That's it.  That's the extent of my ingenious analysis and car development.   Now that may seem respectable considering my limited budget and seat time, but I'm not about to fool anyone into thinking I came up with all of those ideas on my own, either. 


(Nashville 2008)

Few things have ranked higher on my "to do" list than elevating my competitive status in road racing.  Roadblocks have come in the predictable form of time and money.  While this could be a topic unto itself, I'll refrain from elaborating since countless aspiring drivers are likely in the same ship as me.  Oh, and when I say ship, I'm not referring an aluminum bass fishing boat.  It's more like an Allure of the Seas-type vessel.  (This however is an entirely different topic of discussion which is best left for another musing on another day.)   After a few years of constant encouragement from a number of friends and family, I've all but reached a breaking point after sitting idle for nearly two years.   Despite the ever-growing level of insanity, life as we know it has a terrific knack of knocking this lofty priority down near the bottom of my list.


(2009 Autobahn)

Call me cocky or arrogant, but I have no major doubts that with the right amount of seat time and some proper guidance, I, or anyone else for that matter, could be well on the way to a successful and productive driving campaign.  I've checked myself for delusions of grandeur, fearful of degenerating into "that guy" you often see (or hear) at the track.  Anyone who has been around the track is familiar with the big-talking never-was.  I wouldn't be able to live with myself if that were to be me.  Maybe it already is?  The thing is this, without any additional seat time, a heightened level of competition and foregoing further driver education, how will anyone ever be able to further their driving prowess?  Simple.  They won't.


(2009 Autobahn)

So given this overly-elaborate analysis, of which I've had years to ponder, I wonder what the best possible bang-for-the-buck would be to kick my driving experience and capability up a few gears.  I've driven a stock-horsepowered car in time attack events for a few years now, and while I've never finished lower than second place in spite of this, it has become increasingly clear that the car and driver have been maximized in their current state.  What next?  1.) Throw tons of horsepower plus the cooling, tires, brakes and transmission components to support the power?  2.) Go get schooled and see if there may be another second or two left in the car's current state through an even more refined driver and setup?  3.) Get all the proper safety gear, go wheel-to-wheel racing and see what shakes out?  In a perfect world, I'd of course do all three, but reality (aka: my wallet) functions flawlessly to keep me in check. 


(2009 Nashville)

If we turn the clock a few years back, my wife, then girlfriend Lee-Anne presented me with the hypothetical choice of the previously-mentioned three options.  With very little hesitation I indicated that a proper school, like a Jim Russell school, would be my ideal choice.  My reasoning?  I figured if I could attain the proper knowledge of how to set up a production vehicle to perform as close to a full-blown single-seater and refine my driving skills in the process, it would enable me to do three things; 1.) Run even faster in a car that already appears to be punching well above its weight, thereby potentially gaining the attention and confidence needed from sponsors to 2.) Attain the support needed to enter in more events, improve the car's competitiveness, and/or 3.) Present the opportunity to drive other cars with minimal personal investment, if any at all.  After all, the aim would be that following a proper racing education, I would be fully equipped with all the tools and traits necessary to go from a good driver to a great one, thus putting me in a position to market myself according to reap the related benefits. 


(2009 Nashville)

Fast forward a few years and I'm still chewing over the same dilemma.  With the new MotoIQ Pacific Touring Car Championship underway, my RSX would slot nicely into the Tuner Under class and would be the perfect way to go head-to-head with some exceptional cars and drivers.  At the same time, following a wedding on another continent, a few career changes, a major cross-country move and the subsequent loss of the job related to the move, (see: Life) the funds currently do not exist to jump into the series without a few upgrades, both in terms of safety and performance.  Jumping into a school like Jim Russell might result in sheer torture following the experience.  After all, my hands would sit idle again for an extended time until I could amass the funds needed to fully take advantage of my newfound education.  Sure, I could instead frequent the local track day, maintain the car in its current form and gradually begin my downward spiral towards my transformation as a track day bar-fly, but I won't allow it. 


(2009 Nashville)

Indeed, I sound like a bitterly over-analytical grump who isn't grateful for all the wonderful track experience I've already gained.  The fact is that I'm a banker by trade who began cutting his teeth right as the financial crisis imploded the lending market, thereby kicking my analytical ambivalence into overdrive.  The underlying fact is, while I enjoy every chance I can to get behind the wheel of virtually anything, I desperately want to challenge myself to become a better driver. 

Fast forward again to last week when my wife unexpectedly asks the same hypothetical question that was asked of me over three years ago; Would I rather make the car faster to elevate my competitiveness in time attack, improve the car's safety standards to allow for wheel-to-wheel competition or go to the Jim Russell school? 

Before I continue, let this be a lesson to male readers that women DO actually listen from time to time, and that when they do, they certainly remember EVERYTHING.


(2010 Autobahn)

Without fail, I started to wallow indecisively at the premise of hypothetically making a choice.  I mean, come on, who asks that kind of question to someone who currently has no job?  That's like asking a quadriplegic, "Which event would you like to run tomorrow; the 100m dash, the triple jump or maybe a triathlon?"

That's when my wife told me to snap out of it.  It wasn't a hypothetical situation and that it was REAL.  This floored me.  I was unspeakably stunned.  A million questions raced through my head, but all I could mutter was "why?"  According to my wife, I was more than deserving (debatable, at best) after my unwavering support of her over the course of our relationship and that she knew how much driving meant to me.  She wanted to help me out of my current driving rut and had secretly been saving for the last few years.   This was one of very few times that I found myself at a loss for words.


(2010 Autobahn)

I pleaded my case that the money should be used elsewhere, but my wife said this was non-negotiable and that I was always at the top of my game in life's other arenas whenever I was behind the wheel.  The decision had already been made for me.  It is now time to get in shape and make the most out of my time to prepare, as I am now slated to enroll in the Jim Russell School of Racing.  Even if this doesn't solve my dilemma outright, this will be one of the most intense experiences of my driving career.  I simply cannot wait.  The meaningfulness of this learning opportunity cannot be summarized into words and I plan on taking full advantage of it.


(2010 Autobahn)

I'll be documenting my progress leading up to the actual school, highlighting both the physical training necessary to be razor-sharp inside the cockpit as well as any and all research necessary to morph myself into a wadded-up sponge, ready to absorb every last bit of knowledge thrown at me.  Hopefully this ongoing series of blog entries will be a moderately entertaining read for those who are interested.  For me, keeping track of my progress will be a helpful way to document my progress and approach.


(Jim Russell Racing School)

Wish me luck!  I have no shame in admitting that I'll need it.

By: Michael Ostby