コンテンツ種別写真動画複数枚｢#PR｣つき投稿 関連投稿国 指定なし日本 関連都道府県 指定なし 並び替え投稿日順 ライク数順 コメント数順 エンゲージメント率順Can’t get enough of the most legendary Japanese Le Mans overall winner of all time, the Mazda 787B. It’s the one that everyone believes it was banned from Le Mans after 1991, but in fact it was just regulation changes for the entire Group C field, not only for Mazda, their rotary engines or the 787B. THEY WERE NEVER EVER BANNED FROM LE MANS! By the way, enjoy the sights and scratches of the original chassis that triumphed at Le Mans, the 787B-002, seen here at Fuji Speedway, recorded in 2023 during the FIA WEC 6 Hours of Fuji. 🧡💚 #supportJRC in my bio! 🤝🏻2025/07/04に公開- 指定なしhttps://www.instagram.com/explore/tags/supportJRC#supportJRC11.11%14,145135GT-One… or TS020. The one and only. The “Red Lady”. In my profile theme design for July 2025, we celebrate the legacy of this iconic race car in its 1999 version. Cleared the fastest prototype available at Le Mans since 1998, the GT-One was ahead of its time. The design of this car, conceived by André De Cortanze, can be equal to a modern Hypercar from the 2020s. I could fit the WEC’s Hypercar class easily. Out of seven chassis, one of them is the road car, while the other remaining chassis are/were mixed in between Le Mans 1998 & 1999 cars and test cars. This one pictured (taken displayed at the Fuji Motorsports Museum) is the chassis LM804 - one of the older 1998 chassis that received updates for 1999. It was driven by an all-star Japanese driver trio by Toshio Suzuki, Ukyo Katayama and Keiichi Tsuchiya. Just like in 1998, the LM804 #3 driven by them remained as the only surviving GT-One in 1999. It almost took the overall win at Le Mans, if not for the puncture over 300km/h, making Ukyo Katayama busy with his hands blessed by the then late TOM’S founder son Shingo Tachi. This car finished 2nd overall, and it won the LMGTP class. Now, 26 years have passed and the car is still kept preserved for the current and future generations, to show them how incredible and futuristic the past were back then. For this post, I’ll tag some great accounts that also have collaborated with the community and posted about this car several times here, keeping the info of the GT-One on internet fresh and relevant. Thank you guys for keeping this legacy [so] alive. Photos were taken by me while visiting the building of the @fmm_pr. #supportJRC in my bio! 🤝🏻2025/07/03に公開- 指定なしhttps://www.instagram.com/explore/tags/3#3https://www.instagram.com/explore/tags/supportJRC#supportJRC5.71%7,28951The future of JRC… Support: https://www.patreon.com/c/JAPANESERACINGCARS2025/06/30に公開- 指定なし0.68%83737I’m a dreamer. I left my home in Brazil to live my dream in Japan. Here’s the result so far… Which one is your favorite?2025/06/27に公開- 指定なし8.51%10,813118The 1990s JDM invasion at Le Mans With Le Mans vibes all over the place, this comes off as a good opportunity to show you how JDM stars tackled Le Mans 30 years ago. Toyota represented by SARD with the A80 Supra and a special MR2 longtail variant. Nissan represented by NISMO with a pair of R33 GT-R, each one with a different setup. Honda placing their own bets for the first time as a de-facto factory team with a pair of NSX GT1 (one turbocharged and the other NA), also joined by Team Kunimitsu with the sole NSX GT2. It was a complete party by the future big three of Japanese GT racing, built even before the JGTC. After the demise of Group C in the early-to-mid 1990s, alternatives were created for Le Mans and put in application through the endurance world. Two popular choices were seen in considerable numbers by the mid-1990s: WSC (which later became LMP, percursor of 2010s LMP1) and Le Mans GT1 (the famous homologation specials). Japanese makers saw these set of rules and knowing the legacy of Le Mans, this couldn’t have been a lost opportunity. LM GT1 rules did require a road-going version of the car that would be put into the grid of the 24 Hours of Le Mans. SARD/TRD/Toyota did not have any problem with this as the Supra GT-LM is based on the A80 production platform. The NSX was also not affected by this rule. Meanwhile, Nissan, more specifically NISMO, had to homologate a road car to justify the LM-specification R33 GT-R, due to the model not being sold anywhere but Japan. SARD also needed to homologate a road car for its MC8-R “MR2 on steroids”. Plot twist: even Mazda was there with their famous rotary engine, reincarnated as a WSC/LMP prototype. (For those who thought Mazda was banned from Le Mans after 1991). As of these cars pictured here, the best placed at 24LM1995 was the Team Kunimitsu’s NSX GT2, finishing 8th overall. The NISMO #22 car would come in 10th OA, with the SARD Supra coming in 14th, and the remaining NSX GT1 (the other DNF’d) being the last of the surviving cars. NISMO #23, one of the NSX GT1 and the SARD MC8-R retired during the wet race. 📸 GAZOO, John Brooks, Auto Sport WEB2025/06/13に公開- 指定なしhttps://www.instagram.com/explore/tags/22#22https://www.instagram.com/explore/tags/23#234.31%5,52515Toyota GR SuperSport *pictures are from 2021. This is NOT a 2025 release* With Porsche releasing a road legal version of its 963 LMDh, Ferrari releasing at least four or five units per year of the track-oriented 499P Modificata and Aston Martin also releasing another one version of the mighty Valkyrie (also like a copy-paste iteration of the LMH FIA WEC/IMSA GTP version), even the ill-fated, centenary-resurrected Isotta Fraschini had built a road/basic version of its Tipo 6 Le Mans Hypercar - and then we have Toyota, one of the first to commit to the new ongoing era of endurance prototypes, with this car pictured they’ve shown us worldwide back early in this decade, aiming to produce a few units of it, loosely based on the concept of the current formula: a literal Hypercar. Four years have passed and they didn’t release this car yet. I guess it’s the time for Toyota to turn on the lights of this project now - especially if they win overall at LM this weekend. 👀 The GR SuperSport is/was built based on the whole experience the Toyota GAZOO Racing Europe have earned during all the FIA WEC’s cycle. It has the same engine as the TS050, the 2.4L twin-turbo V6 that can reach 1000ps with internal combustion combined with the hybrid system it has. First revealed at the 2018 Tokyo Auto Salon, a functional unit of the car was developed and released to do demo runs in specific events, like this moment pictured in this post, being the 2021 24 Hours of Le Mans. The car was also seen several times testing at Fuji Speedway - at we haven’t heard about it ever since. As the car was developed before the introduction of Le Mans’ Hypercar regulations, we don’t know who’s the egg or the chicken: the GR SuperSport or the GR010. Whatever the case, this is truly the road-going interpretation of the Toyota GR010 LMH and we deserved it. 📸 @tgreurope2025/06/09に公開- 指定なし11.83%15,13566Hello, June 👋🏻 Let’s celebrate this month with this iconic theme. You know it already. And the best thing is: it’s coming back to Le Mans, via the #7 GR010 of Toyota GAZOO Racing, which will pay direct homage to the GT-One from 1998. Name a better Le Mans livery than this in the comments, I’ll wait and I’m curious about your replies. 👀 📸 @japaneseracingcars (GT-One & JRC profile theme) 📸 @tgreurope (GR010)2025/06/02に公開- 指定なしhttps://www.instagram.com/explore/tags/7#72.31%2,94914Keep The Dream [So] Alive - Club Le Mans GT-R Remix In the mid-1990s, things have changed drastically musically and in the Motorsport scene. That time, Nissan was about to release the R33 generation of the Skyline GT-R version in 1995. At the same year, a campaign had started not only by Jiro Adachi (former NISMO president) or Kunihiro Kakimoto (NISMO ambassador) but also by the fans to see the then all-new R33 GT-R at the greatest endurance race of the world. Fueled by the desire of seeing the R33 GT-R at Le Mans along with NISMO, an organization called “Club Le Mans GT-R”, to support in 101% everything that can be converted into an effort for NISMO at Le Mans with the GT-R, had started. This effort included not only merch but direct involvement of the members in this club to join the NISMO team being staffs or even pit crew members! About 10000 fans addressed the idea and supported the act, becoming real in 1995, with a “three-year plan” of seeing the GT-R LM at the top of La Sarthe. The #22 car is the one that has the “Keep the Dream Alive” logos on both sides of the car, connecting it with the passion and true effort by the fans of Club Le Mans GT-R. This R33 GT-R, running in a different setup compared to the pink #23 car (Group N spec engine at 450ps and H-pattern gearbox), finished the 1995 race in 10th overall and 5th in the class - ahead of the #23. Due to historic reasons, an internal group responsible for restoration of historic Nissan race cars (slide 2) took this car back to the process to make it drivable like it was in 1995 back in 2015. The car is now part of the Nissan Heritage Collection and it’s often displayed when there’s an event related to the Nissan GT-R, NISMO or Le Mans itself. It’s a piece of motorsport history and I’m so proud of witnessing several times at Fuji Speedway during the NISMO Festival since 2015. After the main dome of Nissan taking over the NISMO spot at Le Mans with the @r390gt1, the ‘Club Le Mans GT-R’ was renamed to just ‘Club Le Mans’, and then absorbed into the NISMO Supporters’ Club where they support Nissan/NISMO racing activities anywhere. 📸 @japaneseracingcars (slide 1) 📸 NISMO (slide 2-4)2025/05/31に公開- 指定なしhttps://www.instagram.com/explore/tags/22#22https://www.instagram.com/explore/tags/23#236.06%7,78012Seeing the real deal NISMO 400R in front of me was a priceless experience, just like when I was dreaming of getting this car when I was 5 playing the first Gran Turismo, where I’ve learned that this was the ultimate performance R33 GT-R ever built officially by Nissan Motorsports. The yellow one is the very first 400R chassis ever built prior selective production of this car as a complete build by NISMO in the mid-to-late 1990s. Here’s it at the Nissan Global Headquarters back in late 2024. Of course, with Gran Turismo vibes, things makes even better.2025/05/28に公開- 指定なし4.31%5,49639Tip of the day: start your day pairing Gran Turismo vibes with the real world. I do this here in Japan and here’s the result. If you grew up playing this series in the 2000s, get ready for some nostalgic fever (Real Version Remix).2025/05/22に公開- 指定なし55.87%71,259549What a great way to start May 2025, right? 😎 In less than a week this month, we were all surprised by these two amazing things to bright our lives as racing enthusiast and our inner child that we spent a lot of time driving these beasts on @thegranturismo in the 2000s. Although Nissan is comfortable with only its SUPER GT, Formula E and customer racing program at Super Taikyu, some people under private ownership are giving a new fresh look for some of the most legendary cars ever built or manufactured by Nissan. In this case, we’re talking about the Nissan @r390gt1 which is owned privately by Érik Comas. To celebrate his legacy with Nissan along with this 1997-1998 Le Mans program and his back-to-back GT500 titles earned in the JGTC, Comas and his awesome team have decided to combine two things in one: an R390 GT1 with Pennzoil NISMO colors seen on the R33 and R34 in 1998 and 1999, respectively, those that he drove back then. So, the ‘Pennzoil NISMO R390 GT1’ is not a virtual wrap from Forza Motorsport anymore (please add this car to GT7, Polyphony!!!), it’s a real deal now. On the other side of the Japanese OEM corporations, we have Toyota, more precisely the team responsible for the WEC/Hypercar program (Toyota GAZOO Racing Europe) going back to its roots when it was called Toyota Team Europe and they were on the way to conquer Le Mans with one of the most legendary Le Mans cars ever created. Just like the R390, the GT-One TS020 is a fan-favorite, adored by many and an entire generation that spent their childhood or teenage days racing with this car in virtual tracks such as Red Rock Valley Speedway or Apricot Hill. To celebrate the 40th anniversary of Toyota’s presence at Le Mans, TGR-E will have the No.7 GR010 wrapped like the GT-One from 1998 Le Mans, ready to conquer the LM24 overall trophy in 2025. It’s a late 1990s celebration all over again and I’m so here for it. 💛❤️ 📸 @pitstop_mc (R390) / @tgreurope (GR010/TS020)2025/05/16に公開- 指定なし2.49%3,17819TS020 official tribute for the 24 Hours of Le Mans 2025 Ok, so… after recovering from a jet lag and seeing my DMs in all my accounts not only here but also on FB and Whats App getting flooded by the news of Toyota GAZOO Racing Europe bringing back an iconic sight for this year’s 24 Hours of Le Mans, here’s my statement. All I want to say is… thank you to Toyota, thank you to TGR-E, and thank you who’s involved directly in this party. Since when Toyota returned to the top tier of endurance racing back in 2012, I’ve been asking for them to do something like this. In 2021, when the new Hypercar regulations were brought to the light, it seemed like certain that they would do something special, especially knowing what they did in the past. The Toyota GT-One TS020 (raced only at Le Mans in 1998, 1999 and the Fuji 1000km also in ‘99) may not be the most successful and winningest car by Toyota, but it’s certainly one of the most recognizable, desirable and lovely by the fan base, especially after its introduction in several video games in the 2000s. This is such a celebration that the #7 GR010 will carry on throughout 24 hours in the streets of La Sarthe and we will be all here cheering and celebrating for a great result! This reminds me of when I did this livery on the TS050 in Gran Turismo Sport during the pandemic era (second slide in this post), elevating my theory that they should do it again at some point. Glad they did in reality, now for the GR010, spiritual successor to the GT-One! ❤️ Also, massive thank you for you by simply remembering me about this news even though multiples accounts have shared this already. I know you guys and girls like my opinion so I’m here for it. This reinforces my faith in keeping this page so alive. Thank you. Happy week everyone and good luck to Toyota at Le Mans with this car! 👊🏻 The GT-One pic 📸 in the first slide is courtesy of my visit to the Toyota Automobile Museum in 2021.2025/05/13に公開- 指定なしhttps://www.instagram.com/explore/tags/7#74.02%5,15615Words of Érik Comas to JRC: “After my Formula 1 career ended in 1994 at Suzuka with a 7th-place finish in the rain driving my Larrousse Ford, I was approached by a Toyota satellite team (Cerumo) that wanted to enter a Supra in the newly established JGTC in the top-tier GT500 category the following year. The tragic loss of Ayrton Senna in front of me at Tamburello on that cursed May 1st 1994, had convinced me that taking such risks in an F1 car that had no chance of reaching the podium was simply not worth it. In insight, I was already driving a historical F1 car without realizing it—a manual gearbox when the others had moved on to semi-automatic gearboxes, ABS, traction control, and even active suspension until the previous season. It was almost as if today’s Formula 1 grid were completed with six GP2 cars just to make up the numbers to 26. The Land of the Rising Sun and this new challenge were a resurrection after four difficult seasons in F1 and 63 Grand Prix starts. I had already dabbled in GT racing in 1987, winning the French Superproduction Championship in my very first year with the Renault 5 Turbo Philips—my first professional contract as a racing driver for Renault Sport. Now, I was back in a turbocharged four-cylinder, the same engine from Carlos Sainz’s Toyota Celica WRC, installed in this magnificent Japanese coupe. The following year, in 1996, I claimed my first victory with the legendary Castrol Toyota Supra at the Hi-Land circuit in Sendai. On the strength of this success, Nissan approached me with two goals: to drive for Nismo in the GT-R and to compete in the 24 Hours of Le Mans with an all-new GT1 entirely built in carbon fiber in collaboration with TWR (Tom Walkinshaw Racing)—only the second GT1 car in the world after the McLaren F1. Its code name: R390 GT-1, in reference to the Nissan R380 from the 1960s, which fiercely rivaled the Porsche Carrera 6. More than just swapping my Supra for a Skyline GT-R, it was this stunning R390 that won my heart. The R390 GT-1 was the reason I signed with Nissan, beginning a collaboration that would last nine seasons.” Full reveal of the car/livery tomorrow (May 8th) on @r390gt1 and @lemansheroes2025/05/07に公開- 指定なし3.28%4,19327On May 1st, 1994, we lost one of the greatest racing drivers of all time at Imola. At the same time, or literally a few hours before, on the other side of the globe, we’ve won the greatest GT championship of all time. In Japan, May 1st 1994 stands for the beginning of what we know nowadays as SUPER GT. This was the very first proper race of the All Japan Grand Touring Championship, world widely known as JGTC. We still didn’t know we were about to live the biggest boom ever of the history of GT racing in Japan. As regulations were still in full development and maturing, several cars from other categories were adapted to fill the grid, including several Group A R32 from JTC, Cup cars, GT1 and GT2 cars, even Group C and later that year, Group B. Let’s not forget to mention a few street cars that were converted directly to JGTC competition/application. Those were the times… Some of the cars here were lost in time. Some were rescued, some are traveling the streets of Japan like the F40 with @bingo_international - and some are with friends like the UNISIA JECS R32 JGTC, which is now in Sweden with @sangfroid_shift. Photo credit 📸 goes to Yoshihide Ashizawa, who worked for UNISIA JECS at the time and was able to capture these astonishing moment for us to re-write the history of Motorsport in Japan! 🇯🇵2025/05/01に公開- 指定なし10.55%13,53626Hope with this selection you stop spreading misinformation about this topic I love to see, produce and work on to make it better day by day - and in as much quality as possible. Not everything on the internet is real and informative, unless if you find pages like @japaneseracingcars. Thank you for your feedback, as always! 🫡2025/04/26に公開- 指定なし4.84%6,12688Time flies and your favorite [literal] JRC is turning into an even more classic year by year 😮💨 I’ve decided to discover the age of our Gran Turismo idols (with pictures taken by me in person) and I stopped at the middle of the process cuz I can’t believe my fav race car is 15-years-old already. 😥 I’m not the only one thinking that after 2020 we’re living in a filler saga. Bring me back to 2019. 🫠 (I’m here just for entertain you. Do not get, in fact, depressed.)2025/04/14に公開- 指定なし19.55%24,961160JGTC & SUPER GT sights. Simply: yes. Enjoy the week everyone! 🤘🏻🎹🚢🎮🎼🎧🥁🏆2025/04/08に公開- 指定なし2.55%3,260154 Hours and 44 Minutes of Gifu at YZ Circuit (Round 1) - we made it! This past Sunday (April 6), I was amongst the 7 drivers representing the CARProject crew behind the wheel of our white Daihatsu Mira L250 cargo. We’ve been here before last year with a stock-but-tuned Subaru R2 and then we knew we needed to work further if we want higher top notches. In this race, it’s obligated to race with Kei cars and nothing else - although you can modify your car as much as you can. However, you need to race with eco tires and refueling is forbidden. And the funniest part of the rules is that you have to drink a bottle of Cola (or Fanta or Real Gold if Cola is sell-out on the vending machine) every time there’s a drivers change or if the car/driver is penalized. This Daihatsu Mira is the best race car I’ve ever driven in my life. It was a great drive by everyone. Unfortunately, luck was not a factor for our team this time. On the first laps, the car had one of its connectors out, bringing us to the pit earlier and already losing a few laps there. Throughout the race, 4 of our 7 drivers were punished for different reasons each. We had a puncture as well, and the toughest moment for us was during the last minutes of the race, where we thought we were going to retire our car due to oil leak from the oil cooler. Luckily, after 17 minutes of repair, we could go back to the race and complete two more laps to finish in 16th overall. With a car with high potential of a podium finish or a top 10, the race result for this race was not the best for us compared to last year, but we gained experience and we will bounce back for the round 2 in July, with an improved car and crew strategy. Massive thank you to everyone involved. We are living the dream. Keep the dream alive! @shinoharajunior @honda_gavioesjp @nicknagano @iketani_parah @harry43_drift @kamikaze__garage @ruggero_yanai @mikionagashima @agnesbianchimizutani @brunayumi302025/04/07に公開- 指定なし0.51%6474Kei car endurance race (4h44m of Gifu - YZ Circuit / Round 1 2025)2025/04/06に公開- 指定なし0.24%3093Before the GT-One… Toyota has been active at Le Mans since the pinnacle of Group C era in the 1980s, but with the demise of the category, things have changed dramatically in terms of cars & regulations. After a ‘grandfathered in’ year in 1994, and with the introduction of the JGTC in Japan, Toyota brought to life the Supra GT, respecting the all-new GT1 class at the time. At the same time, SARD, which had been at Le Mans even before Toyota and before becoming a kind of factory force in the late 1980s and during all the 1990s, was developing its own GT1 car in parallel to the then-ongoing JGTC/Le Mans SARD Supra. The car was designed based on the Toyota MR2, widening the wheelbase of the car, giving a “long tail” look, and replacing the original 4cyl engine with a V8 NA. Since this was a completely modified car, it was homologated as ‘SARD’ instead of Toyota, becoming the ‘SARD MC8-R’. The Supra, on its Le Mans configuration, was technically equal to its stats in the JGTC. The engine was still the 2.1L 503E (3S-GT) derived from the AAR Eagle-Toyota MkIII IMSA GTP, and the suspension taken from the TS010 Group C prototype. Although these two cars didn’t make to the top at Le Mans, they represented resilience, until Toyota deciding that, to shine bright at the greatest endurance race of the world, they should sacrifice a whole year to develop an all-new car specifically for Le Mans, with lessons learned and experience gained with their past race cars and, especially, these two. I had the opportunity to see both the Supra GT-LM and the SARD MC8-R here in Japan. The Supra is the 1995 spec, while the MC8-R is in its final evolution (1997).2025/03/29に公開- 指定なし5.07%6,49912<前へ12345...7>次へ×インフルエンサーコンテンツCSVダウンロードフォロワー総数、フォロワー増減数、エンゲージメント数、エンゲージメント率ダウンロード※ データには投稿ID, キャプション, LIKE数, コメント数の他、投稿日, 投稿URL, Reel再生数, Reel動画尺, スクリーンネーム, 名前, 自己紹介, フォロワー数, ユーザーURLが含まれます。 コンテンツをCSVでダウンロード
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