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Random Car Facts Pt.2 This is a fact you won’t find on the internet, a true bottom-of-the-iceberg story. In the 1970s, Toyota secretly spent eight years developing four rotary engines. It all started when Toyota signed a deal with Germany’s NSU (the original Wankel patent holder) to study the rotary engine. They formed a whole new division ‘the 8th Technical Department’ dedicated purely to making Toyota’s own clean, fuel-efficient rotary. From early prototypes like the 120E and 12J, all the way to the final masterpiece, the SCRE (Stratified Charge Rotary Engine), Toyota engineers pushed every boundary: 🔹 Dual spark plugs per rotor 🔹 EFI fuel injection before it was mainstream 🔹 Ceramic-coated housings 🔹 Transparent test housings to watch combustion in real time But then came the oil crises. Fuel economy became king, and the rotary’s image tanked. In 1979, Toyota killed the project and dissolved the 8th Technical Department. Their final prototype, a Celica A40 fitted with the SCRE marked the end of Toyota’s rotary dream. Still, the tech they developed went on to shape Toyota’s 1980s engines, including the A-series and even early lean-burn research. A rotary Celica that never saw the light of day, one of Toyota’s most ambitious “what-ifs.” This post deserves a longer more detailed post which I will make at a later date #ToyotaHistory #RotaryEngine #Wankel #JDMHistory #RareCarFacts #ToyotaCelica #RotaryPowered #AutomotiveHistory2025/10/31に公開- 指定なしhttps://www.instagram.com/explore/tags/ToyotaHistory#ToyotaHistoryhttps://www.instagram.com/explore/tags/RotaryEngine#RotaryEnginehttps://www.instagram.com/explore/tags/Wankel#Wankelhttps://www.instagram.com/explore/tags/JDMHistory#JDMHistoryhttps://www.instagram.com/explore/tags/RareCarFacts#RareCarFactshttps://www.instagram.com/explore/tags/ToyotaCelica#ToyotaCelicahttps://www.instagram.com/explore/tags/RotaryPowered#RotaryPoweredhttps://www.instagram.com/explore/tags/AutomotiveHistory#AutomotiveHistory0.94%3187Rally Japan is almost on us. The title fight for the drivers championship is still very much up in the air with Evan’s, Ogier and Kalle all pretty close and Ott a little further behind. Could Kalle take a final title before retiring and moving onto open formula, could Ogier take a record 9th or can Evan’s finally take the title that has escaped his grasp so often? Or maybe even a cheeky home win For Taka. #rallyjapan#wrc#rally#tgrgram2025/10/29に公開- 指定なしhttps://www.instagram.com/explore/tags/rallyjapan#rallyjapanhttps://www.instagram.com/explore/tags/wrc#wrchttps://www.instagram.com/explore/tags/rally#rallyhttps://www.instagram.com/explore/tags/tgrgram#tgrgram0.38%1310I’ve done a few homologation specials over the years of these page. Most are beloved well remembered cars like the Nissan R390, the GR Yaris and the Sierra cosworth. There is a car that’s almost completely forgotten. That being the Sard MC-8R. I have touched on this car before a few times but I thought it’s only fair to give the car its due diligence. When the ACO replaced Group C with the new GT1 regulations in 1994, they created a loophole: if even one street-legal version of a race car existed, it could be homologated for GT1. Porsche immediately exploited this with the Dauer 962 Le Mans, essentially a road-registered Group C car that went on to win that year’s 24 Hours of Le Mans. Watching closely was SARD, a Toyota-affiliated constructor with a long Le Mans history. Seeing their chance, they began work on their own GT1 challenger, the SARD MC8R. Built around a reinforced Toyota MR2 (SW20) monocoque, the car featured a twin-turbo 4.0L 1UZ-FE V8 mounted longitudinally and producing around 650 hp. To qualify for GT1, SARD also built a single road-going MC8, registered in the UK. The first MC8R debuted at Le Mans in 1995, but retired early with clutch trouble after just 14 laps. Later that year, it placed 10th in class at the Suzuka 1000km. For 1996, the car returned to Le Mans over 200 kg lighter and wearing new Menicon sponsorship, but engine issues cut its race short once again. By 1997, GT1 had evolved into a prototype arms race with the Porsche 911 GT1 and Mercedes CLK-GTR dominating. SARD heavily rebuilt the MC8R with carbon-composite bodywork, revised aero, and a 664 hp version of the R40V-T V8, entering two cars: #34 in Menicon colors and #35 in black. Both were quick, but disqualified in pre-qualifying for overboost. Their final outing came at the 1997 Suzuka 1000km, where both cars retired, ending the MC8R project. After disappearing for years, the #35 car resurfaced in 2011, restored by collector Senzhi Kunie, and made its first public run in two decades at Suzuka Sound of Engine 2017, a fitting return for Japan’s first true GT1 prototype, built to take on Le Mans but ultimately failing. #sard#mc8r#lemans#gt1#mr2#jdm2025/10/28に公開- 指定なしhttps://www.instagram.com/explore/tags/34#34https://www.instagram.com/explore/tags/35#35https://www.instagram.com/explore/tags/sard#sardhttps://www.instagram.com/explore/tags/mc8r#mc8rhttps://www.instagram.com/explore/tags/lemans#lemanshttps://www.instagram.com/explore/tags/gt1#gt1https://www.instagram.com/explore/tags/mr2#mr2https://www.instagram.com/explore/tags/jdm#jdm6.82%2,3529I was sent a message regarding the JOMO R33 Skyline that raced at the beginning of the JGTC. It’s often thought that the JOMO car served as the base for one of the R33 LM cars. In JGTC GT500 spec, the R33 kept its front-engine layout but switched to rear-wheel drive, optimized for sharper handling and quicker rotation. This came partly from the weight reduction after losing the AWD system. The wheelbase stayed near stock at around 2,700 mm, while the track was widened to roughly 1,650 mm front and rear, giving it a planted stance through corners. Weight sat around 1,100 kg thanks to stripped interiors and lightweight panels. The RB26DETT made about 450–500 hp and 70 kg·m of torque, paired with a 6-speed sequential gearbox. Adjustable dampers and reinforced suspension components improved control, while NISMO/ALCON four-piston brakes with steel discs handled stopping duties. Tires were around 290 mm front and 300 mm rear, ideal for Japan’s tighter circuits. Aerodynamics focused on stability: splitters, canards, and a rear wing added downforce without overloading the chassis. By contrast, the Le Mans GT1 R33 was built for endurance and top-speed stability. The 1995 cars ran standard 2.6 L RB26DETTs, making about 600 hp and 67 kg·m, one with a Group A-derived engine and Xtrac sequential, the other Group N-based with an H-pattern. For 1996, the engine was stroked to 2.8 L and strengthened for reliability, though real figures likely stayed under 600 hp despite magazine claims of 650+. The wheelbase was slightly longer at 2,720 mm, with 1,550 mm front and 1,535 mm rear track, and weight around 1,150 kg due to extra cooling and endurance gear. Brakes remained NISMO/ALCON four-pots but used carbon discs. Tires were wider 315 mm front and 335 mm rear, giving huge grip for Le Mans’ fast sections. The aero was extreme: full carbon bodywork, underbody diffusers, and a tall rear wing built for stability over agility. #R33 #GTR #LeMans #JGTC #JDM #Skyline #R33LM2025/10/27に公開- 指定なしhttps://www.instagram.com/explore/tags/R33#R33https://www.instagram.com/explore/tags/GTR#GTRhttps://www.instagram.com/explore/tags/LeMans#LeManshttps://www.instagram.com/explore/tags/JGTC#JGTChttps://www.instagram.com/explore/tags/JDM#JDMhttps://www.instagram.com/explore/tags/Skyline#Skylinehttps://www.instagram.com/explore/tags/R33LM#R33LM4.24%1,4616Back when print media made for some of the coolest magazine ads ever to see the light of day. I say bring back the vibes. #jdm#magazine#mitsubishi#subaru#mazdaspeed#sti#ralliart#trd2025/10/26に公開- 指定なしhttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/magazine#magazinehttps://www.instagram.com/explore/tags/mitsubishi#mitsubishihttps://www.instagram.com/explore/tags/subaru#subaruhttps://www.instagram.com/explore/tags/mazdaspeed#mazdaspeedhttps://www.instagram.com/explore/tags/sti#stihttps://www.instagram.com/explore/tags/ralliart#ralliarthttps://www.instagram.com/explore/tags/trd#trd5.43%1,8772The JZX100 chaser has very much become an icon these days. It’s FR JZ set up paired with some of the best looks in the Japanese sedan game has led to some very iconic drift cars. But what if I were to tell you it was already very iconic before it became the go to drift estate. The JZX100 chaser came out at a time when saloon racing had seen a massive resurgence thanks to series like the BTCC, DTM and V8 super cars. Japan always one to say yes to the action and seeing a split in their own group A touring car series the JTC into the JGTC and the JTCC the time was ripe for TRD to jump in the fight against the primera’s, accords, 318is. Unfortunately for them the Toyotas had taken a leaf from Nissans book and completely obliterated the completion leaving all but a lonely WRX GF8 in the final year of the 98 season. It didn’t end there though as there were plans to bring back the ever iconic Super silhouette series and used the chaser (be it not really a chaser anymore) as the image/hype car. Unfortunately this series would never come to fruition. The car itself now though is located at a technical collage in Oita city (home of one of Japan’s best car museums). #jzx100#chaser#jtcc#jdm#supersilhouette#driftking#1jz2025/10/25に公開- 指定なしhttps://www.instagram.com/explore/tags/jzx100#jzx100https://www.instagram.com/explore/tags/chaser#chaserhttps://www.instagram.com/explore/tags/jtcc#jtcchttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/supersilhouette#supersilhouettehttps://www.instagram.com/explore/tags/driftking#driftkinghttps://www.instagram.com/explore/tags/1jz#1jz9.08%3,12916Can’t help sharing random car facts, anyone else? #groups#CarFacts #GroupB #WRC #CarEnthusiast2025/10/24に公開- 指定なしhttps://www.instagram.com/explore/tags/groups#groupshttps://www.instagram.com/explore/tags/CarFacts#CarFactshttps://www.instagram.com/explore/tags/GroupB#GroupBhttps://www.instagram.com/explore/tags/WRC#WRChttps://www.instagram.com/explore/tags/CarEnthusiast#CarEnthusiast0.73%23617Part two of touge’s lest traveled. Isegami tunnel touge. tucked away in the forgotten corners of Aichi prefectures Asugawacho lies Isegamis tunnel One of the prefectures most haunted spots, Isefami tunnel has gone from being a weekend hang out to a fully fleged WRC stage. The hundreds of corners, hairpins and elevation changes makes for one of the events most demanding stages so far claiming 5 rally1 cars in its 3 years of service. Outside of Rally Japan however, the roads are completely deserted. When touge driving is discussed it is often only as a fun past time for developing driving skills and exploration But ill let you in on a secret, rally was the orginal touge (mountain driving) hense why Takumi graduates into rally driving. choosing the ultimate form of motorsport to further his skill. Due its appearance at rally Japan all 23km of this grade A touge route can be run on the WRC games making practicing before you come possible. the route itself is relatively deserted any day during the weekday. I myself have spent mutiple hours driving up and down never seing another sole. The Isegami tunnel stage sees an elivation change of 450m, 121 courners, 32 hairpins and a haunted tunnel. #touge#aichi#japanlesstravelled#jdmlife#drift#峠#伊勢神トンネル2025/10/23に公開- 指定なしhttps://www.instagram.com/explore/tags/touge#tougehttps://www.instagram.com/explore/tags/aichi#aichihttps://www.instagram.com/explore/tags/japanlesstravelled#japanlesstravelledhttps://www.instagram.com/explore/tags/jdmlife#jdmlifehttps://www.instagram.com/explore/tags/drift#drifthttps://www.instagram.com/explore/tags/峠#峠https://www.instagram.com/explore/tags/伊勢神トンネル#伊勢神トンネル5.4%1,84326October is usually a quiet time in Japan, as the country settles down and prepares for the coming winter. But in Nagoya, that calm is broken during the long weekend of Sports Day. Every year, the streets of the city’s Sakae shopping district come alive with the sounds and sights of automotive brilliance. It’s strange, though for a show that gathers most of Japan’s rarest and most beautiful cars, few people outside Nagoya even know it exists. The event is called Coppa Centro Giappone, and it’s unlike any other automotive celebration in Japan. The event is an annual event that started in 2022. Organized by Masamitsu Hiramatsu the son of Japan’s largest Ferrari collector, Joji Nagashima one of the most legendary car designers to come out of Japan designing the likes of the E90, Z3, E39 and Teruo Katsuta, president of LUCK automotive first Japnese national to win an FIA sanctioned race with his class win at Lombard RAC in 1983. #coppacentrogiappone#carshow#nagoya#wrc#groupb2025/10/14に公開- 指定なしhttps://www.instagram.com/explore/tags/coppacentrogiappone#coppacentrogiapponehttps://www.instagram.com/explore/tags/carshow#carshowhttps://www.instagram.com/explore/tags/nagoya#nagoyahttps://www.instagram.com/explore/tags/wrc#wrchttps://www.instagram.com/explore/tags/groupb#groupb0.4%1380Through the tireless efforts of young Japanese hooligans armed with handy-cams and RWD drift missiles, the global car scene has become well-versed in Japan’s touge culture. So much so that over 3 million tourists travel to Japan every year to experience it for themselves. Unfortunately, most of that exploration ends at Hakone Skyline. I’m here to take you deeper, to one of Japan’s best-kept touge secrets. Welcome to the Sanshū region of southern Nagano and northern Aichi. #touge#tougesociety#japanlife#jdm#aichi#nagano2025/09/27に公開- 指定なしhttps://www.instagram.com/explore/tags/touge#tougehttps://www.instagram.com/explore/tags/tougesociety#tougesocietyhttps://www.instagram.com/explore/tags/japanlife#japanlifehttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/aichi#aichihttps://www.instagram.com/explore/tags/nagano#nagano3.11%1,05621After the post going over the interesting GT300 cars seen in Super GT in the late 2000s and early 2010s, I thought I could continue the theme of newer cars and move it all the way to the current day with the GT300 Supra. With a focus on two of the best-looking cars in the whole series, the Green Brave and Hoppy GR Supras. Unlike the base A90 Supra, these Supras ARE powered by a Toyota engine…well, technically it’s a Lexus 2UR-GSE with some Yamaha magic sprinkled in, but you get the point. Bored out to 5.4L and still naturally aspirated. No turbos. No hybrid assist. Just big NA grunt and razor-sharp throttle response. Both cars run under the JAF-GT rulebook, not GT3 or Mother Chassis. That means no Balance of Performance and no factory-spec parts. It’s all hand-built, developed in-house, and full of character. Green Brave’s Supra was built from scratch by Saitama Toyopet and debuted in 2020. After some early struggles, it came into its own, taking the 2023 GT300 championship with Yoshida and Kawaai behind the wheel. Hoppy Team Tsuchiya’s Supra, built by the veteran Tsuchiya Engineering outfit, brought over the legacy of the iconic pink-and-white 86 MC. But 2023 was almost their last year, funding was tight, and the future looked grim. Thankfully, they found a path forward through crowd funding and returned in 2024, keeping one of the most beloved liveries in Super GT alive. All photos from Autosport magazine #supergt#grsupra#a90#supra#racecar#jdm2025/06/23に公開- 指定なしhttps://www.instagram.com/explore/tags/supergt#supergthttps://www.instagram.com/explore/tags/grsupra#grsuprahttps://www.instagram.com/explore/tags/a90#a90https://www.instagram.com/explore/tags/supra#suprahttps://www.instagram.com/explore/tags/racecar#racecarhttps://www.instagram.com/explore/tags/jdm#jdm5.05%1,73611Nothing to see here unless you want a bunch of 90s Toyota race cars to show you the definition of perfect fitment. #jtcc#toyota#jzx100#trd#advan#jdm#fitment#wheels2025/06/22に公開- 指定なしhttps://www.instagram.com/explore/tags/jtcc#jtcchttps://www.instagram.com/explore/tags/toyota#toyotahttps://www.instagram.com/explore/tags/jzx100#jzx100https://www.instagram.com/explore/tags/trd#trdhttps://www.instagram.com/explore/tags/advan#advanhttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/fitment#fitmenthttps://www.instagram.com/explore/tags/wheels#wheels5.41%1,8676I’ve always loved the GT300 cars a bit more than the GT500 cars especially in the early days of JGTC before it became Super GT. Nowadays for the most part the GT300 cars are almost entirely made up of GT3 cars, unlike in the previous seasons of the JGTC where most of the GT300 field were all very unique race cars. That being said, in the GT300 class of Super GT there have been some very unique cars too. Today I thought we could look at some of the more unique cars that have graced the tracks in Super GT. In the mid-2000s, Japan’s GT300 class became a playground for homegrown innovation. Amidst foreign GT3 cars and traditional JAF-GT entries, three unique Japanese machines pushed the limits of design, engineering and rulebooks. Beginning with the Vemac RD408R. Developed by Tokyo R&D and run by R&D Sport, it looked more like a Le Mans prototype than a GT car. With a sleek, curvy body and mid-mounted 4.0L M-TEC V8, it was incredibly light, nimble, and aerodynamic. It was the final iteration of a line that began with the RD320R. While it never clinched a title, its raw speed and layout left a lasting impression. After 2008, it disappeared from the grid. Today, a show car version survives, but without that glorious MF408S engine. Then there’s the Mooncraft Shiden (紫電), one of the most purpose-built machines to enter GT300. Designed by aero legends Mooncraft and backed by Cars Tokai Dream28, the Shiden featured a tubular space frame and carbon body shaped in the wind tunnel. It ran a race-prepped 4.2L Toyota 1UZ V8, dominated races, and won the 2007 championship. Heavily penalized by BOP later, it was eventually legislated out by 2012. Finally, the apr Garaiya. Born from a shelved Autobacs road car, it was transformed into a serious race machine with a VQ35DE V6 and, in 2008, a new frame and center-mounted driver’s seat. Light, compact, and fast it fought for titles and heartbreakingly lost the 2008 championship in the final laps. #gt300#supergt#jdm#motorsport#racecar2025/06/21に公開- 指定なしhttps://www.instagram.com/explore/tags/gt300#gt300https://www.instagram.com/explore/tags/supergt#supergthttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/motorsport#motorsporthttps://www.instagram.com/explore/tags/racecar#racecar7.75%2,67114Every few months a do a cut away post from all the accumulated scans I find while making other posts. There’s something so special about getting a good behind the skin look into these legendary race cars. It’s something you just can’t see these days thanks to this little thing called ‘industry secrets’. I truly think that if race teams opened their doors for a sneaky little high detail illustration you’d gain quite a few proper fans unlike a certain generation of fans you see in F1 cough DTS cough. Who seem to be more interested in drivers and couldn’t care less about the amazing pieces of engineering that they expertly fling around the worlds race tracks. #illistration#f1#dtm#jgtc#porsche#70s#80s#jdm2025/06/20に公開- 指定なしhttps://www.instagram.com/explore/tags/illistration#illistrationhttps://www.instagram.com/explore/tags/f1#f1https://www.instagram.com/explore/tags/dtm#dtmhttps://www.instagram.com/explore/tags/jgtc#jgtchttps://www.instagram.com/explore/tags/porsche#porschehttps://www.instagram.com/explore/tags/70s#70shttps://www.instagram.com/explore/tags/80s#80shttps://www.instagram.com/explore/tags/jdm#jdm13.31%4,59613After yesterday’s post I thought it’s only fair to do a larger slideshow post. The Peugeot 205 Turbo 16, one of the most dominant Group B rally cars in WRC history, was actually born from a marketing plan. By the early ’80s, Peugeot had become France’s largest automaker but lagged behind Renault’s popular Renault 5 in small cars. To catch up, Peugeot launched the 205 as a youthful, sporty compact and motorsport became its stage. At the time, Renault was pioneering turbo engines in Formula One, so Peugeot aimed to shine globally in the WRC’s new Group B era. The 205 Turbo 16 hid a mid-mounted 1.8L turbo 4-cylinder, full-time 4WD, and a lightweight composite body under its hatchback shape. Peugeot built 200 road versions to homologate the car for racing. Between 1984 and 1986, the 205 T16 scored 16 WRC wins, 2 Manufacturers’ Championships, and 2 Drivers’ titles with Timo Salonen and Juha Kankkunen. It wasn’t just fast, it was reliable and balanced, often beating faster but less steady rivals like Audi and Lancia. The 205 T16’s legend crossed the Atlantic in 1985, debuting in the SCCA Pro Rally Championship with driver Jon Woodner. In the final round, Woodner finished 3rd despite a tire blowout that forced him to drive 24 km on a bare wheel, proving the car’s toughness. 1986 was a tragic year. A crash at the Rally of Portugal killed three spectators, and weeks later, Henri Toivonen and co-driver Sergio Cresto died in a fiery crash at the Tour de Corse. The dangers of Group B had become clear. As a result, Group B was banned after 1986. But the 205 Turbo 16’s story didn’t end there. Peugeot transformed it for new challenges, the brutal Paris–Dakar Rally and the legendary Pikes Peak Hill Climb. For Dakar, Peugeot created the 205 T16 Grand Raid with longer wheelbase, bigger fuel tanks, and reinforced suspension. Ari Vatanen won Dakar in 1987, followed by Juha Kankkunen in 1988. At Pikes Peak in 1987, Peugeot entered three highly modified 205 T16s. Despite turbo trouble, Vatanen finished second, showing the car’s incredible versatility beyond Group B. #groupb#wrc#peugeot#peugeot205turbo16#rally2025/06/19に公開- 指定なしhttps://www.instagram.com/explore/tags/groupb#groupbhttps://www.instagram.com/explore/tags/wrc#wrchttps://www.instagram.com/explore/tags/peugeot#peugeothttps://www.instagram.com/explore/tags/peugeot205turbo16#peugeot205turbo16https://www.instagram.com/explore/tags/rally#rally4.23%1,4606Everyone hypes the Quattro and 037… but the 205 Turbo 16? That thing showed up like, ‘Guess who hits the gym now.’ One of the hardest-hitting beasts of Group B, time to give it the respect it deserves.#Peugeot205T16 #GroupBRally #RallyLegends #80sRally #WRCHistory #TurboLife #AntiLagAttack #MidEngineMadness #FrenchCarCulture #MotorsportHistory #ClassicRallyCars #PetrolheadCulture #JeanTodt #RallyHeritage #RaceCarReels2025/06/18に公開- 指定なしhttps://www.instagram.com/explore/tags/Peugeot205T16#Peugeot205T16https://www.instagram.com/explore/tags/GroupBRally#GroupBRallyhttps://www.instagram.com/explore/tags/RallyLegends#RallyLegendshttps://www.instagram.com/explore/tags/80sRally#80sRallyhttps://www.instagram.com/explore/tags/WRCHistory#WRCHistoryhttps://www.instagram.com/explore/tags/TurboLife#TurboLifehttps://www.instagram.com/explore/tags/AntiLagAttack#AntiLagAttackhttps://www.instagram.com/explore/tags/MidEngineMadness#MidEngineMadnesshttps://www.instagram.com/explore/tags/FrenchCarCulture#FrenchCarCulturehttps://www.instagram.com/explore/tags/MotorsportHistory#MotorsportHistoryhttps://www.instagram.com/explore/tags/ClassicRallyCars#ClassicRallyCarshttps://www.instagram.com/explore/tags/PetrolheadCulture#PetrolheadCulturehttps://www.instagram.com/explore/tags/JeanTodt#JeanTodthttps://www.instagram.com/explore/tags/RallyHeritage#RallyHeritagehttps://www.instagram.com/explore/tags/RaceCarReels#RaceCarReels1.48%5076With another LeMans in the bag. I thought it could be a great time to show some of the past competitors who have joint the hypercar class. On today’s offerings we have Toyota, Porsche, Ferrari and Peugeot. It’s been great seeing more and more manufacturers getting back into the big dog game that is WEC. #wec#groupc#ferrari#porsche#toyota#pugeot2025/06/16に公開- 指定なしhttps://www.instagram.com/explore/tags/wec#wechttps://www.instagram.com/explore/tags/groupc#groupchttps://www.instagram.com/explore/tags/ferrari#ferrarihttps://www.instagram.com/explore/tags/porsche#porschehttps://www.instagram.com/explore/tags/toyota#toyotahttps://www.instagram.com/explore/tags/pugeot#pugeot4.18%1,4425Leaked inital D deleted scene. #initald#animememe#jdm#meme2025/06/15に公開- 指定なしhttps://www.instagram.com/explore/tags/initald#initaldhttps://www.instagram.com/explore/tags/animememe#animememehttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/meme#meme4.64%1,59015To celebrate Le Mans I thought we could step back and look at a personal favourite of yesteryear. The Mazda 737C. The car in particular we will take a look at is the 737C-001. This particular car had a dramatic history. In the lead-up to the 1985 Le Mans, it was severely damaged in a fire during testing at the Snetterton Circuit in the UK. The car was completely destroyed by the blaze. However, within just three days, it was rebuilt from spare parts and made it to the starting grid at Le Mans as car number 85. After its Le Mans appearance, the car was transferred to Shizuoka Mazda, where it continued to race in Japanese domestic series for several seasons. During that time, modifications were made — most notably, the exhaust layout was altered, which prevented the installation of the original rear underpanel. That piece was removed and never reattached. Eventually, the 737C left competition and passed through a couple of private collectors. After a long absence, it finally returned to Hiroshima a few years ago. The 737C represented Mazda’s final Group C2 machine before the company shifted focus to the more competitive Group C1 class. The intense privateer competition in the 1985 WEC C2 category spurred Mazda to rapidly develop its successor the Mazda 757 for the following year. The 1985 Mazda 737C was built for Group C2 racing, featuring a compact aluminum twin-tube monocoque chassis with double wishbone front suspension and a top rocker-arm setup at the rear. It was powered by a 13B two-rotor rotary engine producing 300 PS at 9,000 rpm and 27 kg·m of torque at 8,500 rpm, fed by Weber 48IDA carburetors. Power was sent through a 5-speed Hewland FGA gearbox, with braking handled by Lockheed ventilated discs. The body was made from GFRP and Kevlar composite, and the car rode on Dunlop tires. #mazda#groupc#80s#lemans#mazdaspeed#jdm#rotory#13b2025/06/14に公開- 指定なしhttps://www.instagram.com/explore/tags/mazda#mazdahttps://www.instagram.com/explore/tags/groupc#groupchttps://www.instagram.com/explore/tags/80s#80shttps://www.instagram.com/explore/tags/lemans#lemanshttps://www.instagram.com/explore/tags/mazdaspeed#mazdaspeedhttps://www.instagram.com/explore/tags/jdm#jdmhttps://www.instagram.com/explore/tags/rotory#rotoryhttps://www.instagram.com/explore/tags/13b#13b1.4%4822The ultimate GR Yaris is already here. It’s got a wide body, a heap of carbon and you can fight for titles in the rally stages. Today we take a deep dive into the GR Yaris Rally 2. (I know I’m missing information but hey only got so long to talk)#gryaris#rally2#wrc#rally#tgrgram#cars2025/06/13に公開- 指定なしhttps://www.instagram.com/explore/tags/gryaris#gryarishttps://www.instagram.com/explore/tags/rally2#rally2https://www.instagram.com/explore/tags/wrc#wrchttps://www.instagram.com/explore/tags/rally#rallyhttps://www.instagram.com/explore/tags/tgrgram#tgrgramhttps://www.instagram.com/explore/tags/cars#cars0.41%13571234...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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