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 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So many people talk about car stuff in Japan, but most just scratch the surface. I live here, work in the car scene and here’s what I actually recommend if you want a trip to remember. Why come all the way to Japan to finally experience it all when you can have an experience that is truly something to remember. I’ve made a small list giving alternatives to the popular activities most of these videos recommend doing. By all means definitely do those too. That being said Japan is absolutely full of car stuff and it’s all throughout Japan. #jdm #daikoku #japantravel #jdmcars #jdmculture #jdmlifestyle2025/05/13に公開- 指定なしhttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/daikoku#daikokuhttps://www.instagram.com/explore/tags/japantravel#japantravelhttps://www.instagram.com/explore/tags/jdmcars#jdmcarshttps://www.instagram.com/explore/tags/jdmculture#jdmculturehttps://www.instagram.com/explore/tags/jdmlifestyle#jdmlifestyle2.48%81643Forget about Famichiki I’m all about that Famiformula. Japan, 1992. Bubble-era F3 racing was on another level. Big money, big names, and even bigger contests for those much sort after F1 seats. This is the Ralt RT35, wrapped in FamilyMart colours yes, the convenience store and driven by Anthony Reid to five wins and the 1992 All-Japan F3 title. Back then, the economy was booming, and motorsports were riding the F1 hype wave. Even conbini brands like FamilyMart jumped into sponsorships. F3 wasn’t just a stepping stone it was really where sponsors and teams came to find the next F1 driver. The RT35 was a proven performer. Mugen MF204 engine. Pushrod suspension. STACK gauges. Bridgestone slicks. It was more reliable than the newer RT36, which some teams abandoned after aero issues. Reid’s dominance wasn’t just because of the car, it was his skill in setup, consistency, and racecraft. While others struggled with the new tech, he made the RT35 unbeatable in the early season. His toughest rivals? A TOM’S squad stacked with talent: Jacques Villeneuve, Ricardo Rydell, and even Tom Kristensen. By the end of the season, every single race had been won by a foreign driver. Reid finished with 5 wins, Villeneuve got 3, Rydell took 2. No Japanese driver made the top step, a stark reminder of how steep of a competition the road to F1 really was for a Japanese driver. For Reid, this title was his biggest win so far . He’d later challenge for the BTCC crown and race in F3000, but 1992 was his peak he was offered a chance to join Jordan for the inaugural F1 season with the 191 but could not secure the needed funding. #familymart#jdm#formula1#f3#japan#vibe#90s2025/05/07に公開- 指定なしhttps://www.instagram.com/explore/tags/familymart#familymarthttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/formula1#formula1https://www.instagram.com/explore/tags/f3#f3https://www.instagram.com/explore/tags/japan#japanhttps://www.instagram.com/explore/tags/vibe#vibehttps://www.instagram.com/explore/tags/90s#90s0.62%2124I usually try to avoid doing tribute posts when drivers or personalities pass away. I do this mostly because I don’t want anyone to think that I am just posting to ride the wave of popularity that happens when someone passes. Hence why I waited a day before posting a tribute this time. Jochen Mass has always been a huge favourite of mine, as you can see by my icon and personal helmet. Both of which are modeled off Jochen’s iconic Simpson. It was a huge shock when I saw the news that Jochen had passed. Hailed as the all time best second driver of all time. Something that I think needs to be respected a whole lot more than always being put in the background. The closest competitor that any driver can have is their team mate. And pushing their teammate to the max is what Jochen did best. Jochen was a jack of many trades being successful in touring cars, open formula and group C. Using Group C and formula 1 the most to show the world just how great he was. Jochen Mass was one of McLaren’s quieter legends of the 1970s, a driver who stood alongside World Champions like Hunt and Fittipaldi, yet never claimed a title of his own. His sole Grand Prix win came under murky skies and early stoppage at the 1975 Spanish GP, forever marked with an asterisk as a half-point victory. Mass had moments of brilliance. At the treacherous Nürburgring in 1976, he gambled on slick tyres as the weather turned, using local knowledge to leap through the field. But fate intervened: Niki Lauda’s horrific crash paused the race and leveled the playing field. Jochen finished third, a strategic masterstroke undone by tragedy. Tragety would follow Jochen unfortunately after being dropped by McLaren and eventually moving to ATS then Arrows then March. March. In 1982, he was tragically involved in the crash that claimed Gilles Villeneuves death in a completely unavoidable accident. This event eventually would lead to Jochen walking away from F1. Mass found renewed purpose in endurance racing. With Porsche and later Sauber-Mercedes, he thrived—winning Le Mans in 1989 and mentoring the likes of Schumacher and Frentzen. You will be sorely missed. Rest in peace Jochen Mass2025/05/06に公開- 指定なし1.21%4153Name a better way to end the week than some nostalgic Nissan. #nissan#skyline#180sx#fairlady#240z#nismo#silvia#s13#s14#jdm#vibe2025/05/04に公開- 指定なしhttps://www.instagram.com/explore/tags/nissan#nissanhttps://www.instagram.com/explore/tags/skyline#skylinehttps://www.instagram.com/explore/tags/180sx#180sxhttps://www.instagram.com/explore/tags/fairlady#fairladyhttps://www.instagram.com/explore/tags/240z#240zhttps://www.instagram.com/explore/tags/nismo#nismohttps://www.instagram.com/explore/tags/silvia#silviahttps://www.instagram.com/explore/tags/s13#s13https://www.instagram.com/explore/tags/s14#s14https://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/vibe#vibe7.82%2,69117I don’t do many BMW related posts on this page. Mostly because I just don’t really get BMWs to be honest. But I can appreciate the touring BMWs. Especially those of the E36 generation. The look of all touring cars during the mid 90s were just something else. Achieving the perfect stance without air suspension and widened fenders. Wearing some absolutely iconic liveries and racing wheel to wheel leading to some absolute peak action. Wish we’d get some more throwback livers in motorsport. #bmw#e36#msport#touringcar#jtcc#btcc#90s#jdm2025/05/03に公開- 指定なしhttps://www.instagram.com/explore/tags/bmw#bmwhttps://www.instagram.com/explore/tags/e36#e36https://www.instagram.com/explore/tags/msport#msporthttps://www.instagram.com/explore/tags/touringcar#touringcarhttps://www.instagram.com/explore/tags/jtcc#jtcchttps://www.instagram.com/explore/tags/btcc#btcchttps://www.instagram.com/explore/tags/90s#90shttps://www.instagram.com/explore/tags/jdm#jdm15.42%5,32712Can never say no to a rally Ferrari. #ferrari#rally#groupb#ferrari288gto#japan#martini#wrc2025/05/02に公開- 指定なしhttps://www.instagram.com/explore/tags/ferrari#ferrarihttps://www.instagram.com/explore/tags/rally#rallyhttps://www.instagram.com/explore/tags/groupb#groupbhttps://www.instagram.com/explore/tags/ferrari288gto#ferrari288gtohttps://www.instagram.com/explore/tags/japan#japanhttps://www.instagram.com/explore/tags/martini#martinihttps://www.instagram.com/explore/tags/wrc#wrc1.43%4940Still a bit of an interesting choice when Honda went from the NSX to the Civic. It left most people thinking why has a 5-door hatchback just replaced a midship supercar in Japan’s top-level touring car series. After nearly a decade of running the NSX in GT500, Honda made the call: the next-gen Type R would take the baton from the NSX and would take the fight to the GR Supra and the New Fairlady Z. So out goes the 2-door midship weapon, and in comes the FL5 Civic Type R-GT. Big shoes to fill? Absolutely. The NSX-GT was reaching its limits. No matter how much they fine-tuned the aero, the bulky rear fenders and low roofline meant drag and diminishing returns. The Civic on the other hand? Narrower, taller, and leaner. Way less drag. Way more room for aero creativity especially in the front-end cooling layout. With a split-flow bonnet setup (radiator on one side, intercooler on the other), airflow’s cleaner and more controllable. Downforce? Less than the NSX. But predictability? Through the roof. Drivers say the car’s more stable, less peaky, and way easier to drive fast. What it loses in cornering Gs, it gains in top speed and drivability. Let’s see what the Honda engineers can do armed with their laptops. #CivicTypeRGT #FL5 #GT500 #SuperGT #DopeJapanMotorsports #HRC #NSXGT500 #TypeR #JDM #RacecarLife #DownforceScience #HondaRacing #CivicGang #TrackWeapon #JDMEngineering2025/05/01に公開- 指定なしhttps://www.instagram.com/explore/tags/CivicTypeRGT#CivicTypeRGThttps://www.instagram.com/explore/tags/FL5#FL5https://www.instagram.com/explore/tags/GT500#GT500https://www.instagram.com/explore/tags/SuperGT#SuperGThttps://www.instagram.com/explore/tags/DopeJapanMotorsports#DopeJapanMotorsportshttps://www.instagram.com/explore/tags/HRC#HRChttps://www.instagram.com/explore/tags/NSXGT500#NSXGT500https://www.instagram.com/explore/tags/TypeR#TypeRhttps://www.instagram.com/explore/tags/JDM#JDMhttps://www.instagram.com/explore/tags/RacecarLife#RacecarLifehttps://www.instagram.com/explore/tags/DownforceScience#DownforceSciencehttps://www.instagram.com/explore/tags/HondaRacing#HondaRacinghttps://www.instagram.com/explore/tags/CivicGang#CivicGanghttps://www.instagram.com/explore/tags/TrackWeapon#TrackWeaponhttps://www.instagram.com/explore/tags/JDMEngineering#JDMEngineering5.91%2,03513For a few glorious years in the 80s and 90s Japan decided to take a page out of the US’s book like they did with CAN-AM and made the JSPC. Group C was at its zenith in the 80s and 90s and Japan just like the Germans wanted in. Nissan, Toyota and Mazda all caught the endurance racing bug again and came out punching. The JSPC was the battleground for the homegrown heroes such as Hoshino, Hasemi, Kunimitsu and Okuda fighting it out with Porsche’s all-conquering 956 and 962C and some legendary Foreign talent such as Ratzenberger, Schuppan and Villeneuve. The JAF split the grid into multiple classes: Group A and B touring cars early on, but the real stars were in Class C and D—machines that echoed the raw speed of IMSA’s Camel Lights and the WEC’s Group C1/C2. Fuji, Suzuka, and even Sugo brought forward racing that was only seen overseas until then. The prototypes howled past at 300km/h, blasting flames and flashing legendary liveries. Nissan’s R91CP, Toyota’s 89C-V, and Mazda’s 767B would bring their efforts to the forefront of the JSPC. It was wild, it was fast and then, just like that, it faded. Rising costs, regulation shifts, and a changing motorsport landscape brought the curtain down in ’92. But for those who saw it JSPC was magic and remains a memorable time in Japanese motorsports up there with the likes of JGTC and JTCC. #wec#imsa#jdm#787b#767b#mazda#nissan#nismo#calsonic#toyota#toms2025/04/30に公開- 指定なしhttps://www.instagram.com/explore/tags/wec#wechttps://www.instagram.com/explore/tags/imsa#imsahttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/787b#787bhttps://www.instagram.com/explore/tags/767b#767bhttps://www.instagram.com/explore/tags/mazda#mazdahttps://www.instagram.com/explore/tags/nissan#nissanhttps://www.instagram.com/explore/tags/nismo#nismohttps://www.instagram.com/explore/tags/calsonic#calsonichttps://www.instagram.com/explore/tags/toyota#toyotahttps://www.instagram.com/explore/tags/toms#toms2.81%96410For rappers and their rides part 4 I thought I would focus on a car rather than a single rapper. That car the original flex machine. No it’s not a super car or a massive Blacked out SUV on big old donks. It is the first gen Mazda MPV. When you think of iconic ’90s hip-hop rides, a minivan probably isn’t the first thing that comes to mind but Biz Markie changed that. Back in ’89, in the video for Bad By Myself, Biz pulled up in a Mazda MPV. Unassuming, and shaped like a loaf of bread, the MPV isn’t really much about what it looks like on the outside it’s all about that inside. Due to the size of the mini van it could fit all your mates and an insane amount of speakers. With V6 power, AWD, it became a sleeper choice for East Coast legends. Fat Joe showcased his in The Shit Is Real (’93). Wu-Tang, Busta, Heavy D, even Biggie all had their MPV moments. Biz said the inspiration came from Harlem legend Rich Porter, who he once spotted in a “weird-looking van.” Next day? Biz copped two. One for his DJ Cool V, and the other fully tricked out with BBS rims and a $12K sound system. DJ Premier even rigged his MPV with a full custom setup so beats could be mixed and sampled from inside the van. When rap is about hustling it was the perfect choice for any aspiring MC By the early ’90s, the MPV had become a full on movement. Even 2Pac was seen rolling through Harlem in one during the filming of Above the Rim in ’94. The Mazda MVP had become the most unexpected flex in hip-hop history. #rap#mazda#mvp#eastcoast#fatjoe#biggy#2pac#cars#hiphop2025/04/29に公開- 指定なしhttps://www.instagram.com/explore/tags/rap#raphttps://www.instagram.com/explore/tags/mazda#mazdahttps://www.instagram.com/explore/tags/mvp#mvphttps://www.instagram.com/explore/tags/eastcoast#eastcoasthttps://www.instagram.com/explore/tags/fatjoe#fatjoehttps://www.instagram.com/explore/tags/biggy#biggyhttps://www.instagram.com/explore/tags/2pac#2pachttps://www.instagram.com/explore/tags/cars#carshttps://www.instagram.com/explore/tags/hiphop#hiphop1.32%4533Another car spotting super post. Always some mad stuff around just parked up. Been here for close to 10 years all up now and I’m still surprised everyday with what’s just randomly around. #carspotting#jdm#japan#kyusha#shakotan#rx7#lbwk2025/04/27に公開- 指定なしhttps://www.instagram.com/explore/tags/carspotting#carspottinghttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/japan#japanhttps://www.instagram.com/explore/tags/kyusha#kyushahttps://www.instagram.com/explore/tags/shakotan#shakotanhttps://www.instagram.com/explore/tags/rx7#rx7https://www.instagram.com/explore/tags/lbwk#lbwk0.92%3162I thought after the Castrol post it was only fair to do a post on what for many is the most iconic car to use the livery. The Castrol TOM’S Supra made its debut in the 1995 All-Japan Grand Touring Car Championship (JGTC), marking Toyota’s intensified effort to challenge Nissan’s dominance with the Skyline GT-R. Notably, in 1997, the #36 Castrol TOM’S Supra, driven by Michael Krumm and Pedro de la Rosa, clinched the GT500 class championship, thus making the car live rent free in many fans heads. A history further solidified thanks to gran turismo which along with fast and furious was amongst the first of many fans introduction to the A80 Supra. Clad in its unmistakable Castrol white, green, and red wavey livery, the car not only mirrored Toyota’s rally heritage but also maintained a certain engine. Under the hood, gone was the 2JZ turbo instead it housed a 2.0L turbocharged 3S-GT engine, delivering over 480bhp. This powertrain, derived from Toyota’s rally success, was pivotal in the car’s competitive performance using the wealth of testing knowledge gained from its time in other motorsports disciplines. Saving Toyota and TRD a lot of time trying to develop the 2JZ to put the fight to Nissan and Nismo. #jdm#CastrolTOMSSupra#JGTC#Supra#MotorsportHistory#Racinglegends#trd2025/04/26に公開- 指定なしhttps://www.instagram.com/explore/tags/36#36https://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/CastrolTOMSSupra#CastrolTOMSSuprahttps://www.instagram.com/explore/tags/JGTC#JGTChttps://www.instagram.com/explore/tags/Supra#Suprahttps://www.instagram.com/explore/tags/MotorsportHistory#MotorsportHistoryhttps://www.instagram.com/explore/tags/Racinglegends#Racinglegendshttps://www.instagram.com/explore/tags/trd#trd9.49%3,27115Sometimes life gets a bit much and you need to step back a bit and take a look at something truly special. 4 years ago I was very fortunate to stumble across the deal of my life so far. Senna’s final ever podium hat (his last ever win, in the 1993 Australian Grand Prix at Adelaide) being fortunate enough to live in Japan’s Mecca of Automotive industry Aichi prefecture I’m not far from Suzuka circuit. Every time I manage to sneak away to Suzuka I make sure to bring Sennas hat with me and reunite it with one of Senna’s most beloved circuits. This time I brought it and placed it up against his MP4/6. I don’t tend to get emotional with many things but every time Senna’s involved it’s a very special moment. Located within the Suzuka circuit park you can find the Honda racing gallery. On top of the Sena MP4s there is also a very nice collection dedicated to the history of Honda in F1 with 9 formula cars on display as well as the GP bikes that led Soichiro to take the plunge into F1. Well worth a visit. #honda#f1#senna#mp45b#mp46#mclaren#formula12025/04/21に公開- 指定なしhttps://www.instagram.com/explore/tags/honda#hondahttps://www.instagram.com/explore/tags/f1#f1https://www.instagram.com/explore/tags/senna#sennahttps://www.instagram.com/explore/tags/mp45b#mp45bhttps://www.instagram.com/explore/tags/mp46#mp46https://www.instagram.com/explore/tags/mclaren#mclarenhttps://www.instagram.com/explore/tags/formula1#formula11.46%5040Before carbon tubs and dual-clutch gearboxes, there was this. Mechanical, analogue, just what Honda was known for but this time in their most ambitious car yet. The Honda NSX wasn’t built to chase numbers. Built to chase a feeling. Born in 1984 as the HP-X concept, Honda’s goal was to use the technology they had developed in F1 to drive forward just what road cars could be. They scrapped the original V6 layout, went mid-engine, and made history by building the first mass-produced car with an all-aluminum monocoque. That decision alone shaved nearly 200 kilograms off the car. The body panels were aluminum. The suspension arms? Forged aluminum, modeled on Honda’s Formula 1 cars. Even the bolts were lighter. The chassis was so rigid it could run without a roof Honda added one anyway, just in case. And then they brought in Ayrton Senna. During development at Suzuka and the Nürburgring, Senna told them the chassis felt too soft. So they stiffened it by 50%. Every tweak every mm of feedback was driven by what a racing legend felt through the seat of his pants and the heels of his loafers. The result? A car with razor-sharp throttle response, precise turn-in, and no electronic interference. No power steering at speed. No traction control. Just you, the car, and the road. 8000 rpm of naturally aspirated VTEC fury behind your head. #nsx#honda#senna#jgtc#lemans#imsa#jdm2025/04/20に公開- 指定なしhttps://www.instagram.com/explore/tags/nsx#nsxhttps://www.instagram.com/explore/tags/honda#hondahttps://www.instagram.com/explore/tags/senna#sennahttps://www.instagram.com/explore/tags/jgtc#jgtchttps://www.instagram.com/explore/tags/lemans#lemanshttps://www.instagram.com/explore/tags/imsa#imsahttps://www.instagram.com/explore/tags/jdm#jdm15.72%5,42914It’s almost time for WRC to full send it again. #wrc#rally#gryaris#tgrgram2025/04/18に公開- 指定なしhttps://www.instagram.com/explore/tags/wrc#wrchttps://www.instagram.com/explore/tags/rally#rallyhttps://www.instagram.com/explore/tags/gryaris#gryarishttps://www.instagram.com/explore/tags/tgrgram#tgrgram1.14%3960Time for Taisan to shine. One of the greatest combinations in Japanese racing history. Kuni-san the father of drifting and his protege Mr DK Tsuchiya himself partnered up to pilot the reintroduction of the GT-R. The car would see itself face to face with as many as seven GT-R machines including Unisia JECS team (M. Hasemi/H. Fukuyama), Calsonic team (K. Hoshino/M. Kageyama), HKS (O. Hagiwara/Y.Hane), Axia object T (T.Kristensen/K.Shimizu), Reebok Nismo (A.Olofsson/T.Kinoshita) to name a few. Audience was fascinated with battles between the GT-R machines which provided non stop action. The GT-R of course would win but the question would be which one? (Usually the Calsonic, but I digress). The pair would take a win with 9 podium finishes over its three seasons. #gtr#r32#driftking#kunisan#taisan#skyline#tamiya#fujimi#jdm2025/04/17に公開- 指定なしhttps://www.instagram.com/explore/tags/gtr#gtrhttps://www.instagram.com/explore/tags/r32#r32https://www.instagram.com/explore/tags/driftking#driftkinghttps://www.instagram.com/explore/tags/kunisan#kunisanhttps://www.instagram.com/explore/tags/taisan#taisanhttps://www.instagram.com/explore/tags/skyline#skylinehttps://www.instagram.com/explore/tags/tamiya#tamiyahttps://www.instagram.com/explore/tags/fujimi#fujimihttps://www.instagram.com/explore/tags/jdm#jdm2.13%7299The Toyota TS020 (GT-One) was Toyota’s ultimate bid to finally achieve a mission they had set out to do back in the early 80s, the 24 Hours of Le Mans with the end of group C the age of the GT1 was upon the top flight of endurance racing. The TS020 came to be in a sleek, cutting-edge prototype that blurred the line between GT car and purebred race machine. Developed by Toyota Team Europe (TTE) in Cologne and designed by André de Cortanze. Despite being classified under the LMGT1 category in 1998, the GT-One was a prototype in all but name. Its aggressive aerodynamics, carbon monocoque chassis, and 3.6L twin-turbocharged V8 (the R36V-R) gave it blistering performance — clocking 343 km/h at Le Mans in ’98 and 351 km/h in ’99. In 1998, three GT-Ones entered the race. Though fast, two cars were sidelined by transmission failures. The third, driven by Katayama, Suzuki, and Tsuchiya (DK), fought through the night to finish ninth overall. 1999 marked a shift to the LMGTP category. With refinements across the board, the GT-One qualified 1–2 on the front row and looked poised for victory. But racing ever the unpredictable activity, had other plans. Accidents and mechanical troubles knocked out two entries. Car #3 remained, mounting a furious comeback. With just over an hour to go, it was within striking distance of the lead — until a tire blew at over 320 km/h. Driver Ukyo Katayama saved the car from crashing, but the delay cost Toyota the win. Crossing the finish line second. The GT-One never secured a Le Mans victory, Toyota would have to wait until the TS050. With just seven TS020s ever built including a rarely seen road-legal version the TS020 became a cult icon through appearances in video games including Gran turismo, iconic videos of DK driving and its over all visuals. It’s remembered not just for these appearances, but for representing Toyota’s continuing commitment to endurance racing. All scans from racing on and autosports magazines. Photos from within fujispeedways museum #ts020#gtone#toyota#grantourismo#wec#lemans#driftking#ドリキン#jdm2025/04/16に公開- 指定なしhttps://www.instagram.com/explore/tags/3#3https://www.instagram.com/explore/tags/ts020#ts020https://www.instagram.com/explore/tags/gtone#gtonehttps://www.instagram.com/explore/tags/toyota#toyotahttps://www.instagram.com/explore/tags/grantourismo#grantourismohttps://www.instagram.com/explore/tags/wec#wechttps://www.instagram.com/explore/tags/lemans#lemanshttps://www.instagram.com/explore/tags/driftking#driftkinghttps://www.instagram.com/explore/tags/ドリキン#ドリキンhttps://www.instagram.com/explore/tags/jdm#jdm15.72%5,42816There’s few more simple things that give me as much joy as car spotting. Doesn’t matter what kind of day you’re having the moment something that isn’t just regular traffic shows up you forget about all those big problems and just take a moment to appreciate the piece of engineering excellence that just drove past. #carspotting#japan#jdm#cars2025/04/15に公開- 指定なしhttps://www.instagram.com/explore/tags/carspotting#carspottinghttps://www.instagram.com/explore/tags/japan#japanhttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/cars#cars1.52%5216As a life long Gorillaz fan I first found out about MF DOOM (ALL CAPS) through the song November Has Come way back in 2005 (that was 20 years ago now, feel old yet?). MF DOOM was a true pioneer, most ‘proper’ rappers speak of DOOM with absolute prominence and respect. A master of mixing and an absolute menace behind the mic. What does this have to do with cars ? Not much. But DOOM like a lot of us had a huge amount of love for the best training wheels you can get as a car enthusiast. RC cars. Specifically the legendary Tamiya 1/10 cars. In a 2012 interview with Intersection magazine, DOOM opened up about his passion for radio-controlled cars. Apart from joyriding his wife’s Lincoln Navigator DOOM did not have a drivers license in the UK. He got his thrills through RC cars, proudly owning over a dozen. Photos from the shoot show DOOM testing his RC cars in a London BMX park with his son, King Malachi Ezekiel Dumile, who tragically passed away at age 14 in 2017. “I’ll easily spend like two thousand dollars on one of those. Every kid wants to have a remote control car. But back when I was a kid we couldn’t really afford it. So now I’m living the dream. Reliving that part of my childhood that I didn’t get a chance to do back then. One day I said ok I’m gonna treat myself and threw down 500 dollars for one of these. It was a T-Maxx from the Traxxas company.” Tamiya entered the RC world in 1976 with the Porsche 934, a racing-spec 911 recreated in incredible detail. To get it right, they bought and dismantled a real 911 to get more accurate measurements. Fast forward to 1983, The Frog marked a major shift. Instead of copying real cars, Tamiya began creating their own original off-road buggies, often drawing subtle inspiration from animals. Then came the Hotshot in 1985, Tamiya’s first 4WD buggy, pushing the envelope in handling and design. In 1988, Tamiya raised the bar again with the Avante, a high-tech, high-price 4WD machine that looked and felt like the future. Finally, 1989’s Egress combined everything they’d learned into one elite-level buggy—still one of the most admired Tamiya models ever made. #tamiya#mfdoom#rc#rccars#rap#hiphop2025/04/14に公開- 指定なしhttps://www.instagram.com/explore/tags/tamiya#tamiyahttps://www.instagram.com/explore/tags/mfdoom#mfdoomhttps://www.instagram.com/explore/tags/rc#rchttps://www.instagram.com/explore/tags/rccars#rccarshttps://www.instagram.com/explore/tags/rap#raphttps://www.instagram.com/explore/tags/hiphop#hiphop1.68%5728Sometimes racing doesn’t go the way you want it to. #crash#racingcar#lancia#skyline#formula1#jgtc#gt12025/04/13に公開- 指定なしhttps://www.instagram.com/explore/tags/crash#crashhttps://www.instagram.com/explore/tags/racingcar#racingcarhttps://www.instagram.com/explore/tags/lancia#lanciahttps://www.instagram.com/explore/tags/skyline#skylinehttps://www.instagram.com/explore/tags/formula1#formula1https://www.instagram.com/explore/tags/jgtc#jgtchttps://www.instagram.com/explore/tags/gt1#gt13.04%1,0465Right towards the end of group C we were just starting to really see what was capable with the tip top of endurance racing. Toyota still hungry to get that ever elusive win at LeMans put forward their latest creation. The TS010. The Group C era, launched by the FIA in 1982, attracted global attention from major automakers with its focus on endurance and fuel efficiency. However, a 1991 regulation change requiring 3.5-liter naturally aspirated engines caused many manufacturers to withdraw, leading to the decline and eventual end of the World Sportscar Championship (WSC) in 1992. Toyota responded by developing the TS010, a completely new prototype designed by Tony Southgate to accommodate the V10 engine. Longer and more aerodynamic than its C-V predecessors, the TS010 debuted at the 1991 WSC finale in Autopolis, finishing sixth. In 1992, Toyota entered a full season, winning the opening round at Monza after Peugeot crashed out. Despite mechanical troubles in later races, Toyota entered three TS010s at Le Mans. One finished second, six laps behind Peugeot, and another took eighth. Throughout the season, Toyota remained Peugeot’s closest competitor, consistently finishing behind them and ultimately securing second in the championship. The TS010 later dominated the All Japan Sports Prototype Championship (JSPC), securing two wins and the manufacturer’s title in 1992. With both WSC and JSPC canceled in 1993, Toyota focused solely on Le Mans, building three new TS010s. The top entry, driven by Eddie Irvine, Masanori Sekiya, and Toshio Suzuki, finished fourth. Another car placed eighth. With no other races available, the TS010 was retired, and Toyota turned its attention to IMSA in the U.S. In 1994, Group C cars were still allowed at Le Mans under new restrictions. Toyota adapted the 92C-V into the 94C-V. A SARD-run car led most of the race but suffered a gearbox linkage failure just before the finish, once again ending Toyota’s hopes with a second-place result—marking yet another near-miss in its pursuit of Le Mans glory. #lemans#groupc#ts010#toyota#enduranceracer#jdm2025/04/12に公開- 指定なしhttps://www.instagram.com/explore/tags/lemans#lemanshttps://www.instagram.com/explore/tags/groupc#groupchttps://www.instagram.com/explore/tags/ts010#ts010https://www.instagram.com/explore/tags/toyota#toyotahttps://www.instagram.com/explore/tags/enduranceracer#enduranceracerhttps://www.instagram.com/explore/tags/jdm#jdm5.06%1,7438<前へ123456...9>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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