AE86 - Hachiroku

[sakuraguy]

Toyota AE86 Sprinter Trueno

The Toyota AE86 is a small, lightweight coupe introduced by Toyota in 1983 as part of the fifth generation Corolla line-up. Unlike the front wheel drive AE82 models, the AE86 (along with the lower spec AE85 versions) was rear wheel drive, and is said to be the last rear-drive car of its type, at a time when most passenger cars were being switched to front-drive. The AE86 was replaced in 1987 by the front wheel drive AE92 Corolla/Sprinter range. The car was also known as the Hachi-Roku (the numbers 'eight'(hachi) and 'six'(roku) in Japanese).

http://img372.imageshack.us/img372/9383/ae860om.jpg

Engine/Technical
The AE86 was available with a fuel-injected 4-cylinder twin-cam 1587cc 4A-GEU engine in Japan and Europe, which was also used in the first-generation Toyota MR2 (AW11), which had a maximum power output of 127 PS and 103 ft·lbf of torque in standard form. The AE86 came with a 5-speed manual gearbox, and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Induction System). The AE86 had an optional Limited Slip Differential (LSD).

In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112BHP, and 100 ft·lbf of torque.

The AE86 used ventilated disc brakes at the front, and solid discs at the rear. The car was equipped with independent coil spring suspension at the front, and beam-axle coil springs for the rear.

The AE85 models came with a less-powerful 1452cc SOHC carburettor 3A-U engine without the LSD and was equipped with rear drum brakes. Lower-spec American AE86 SR5 models used the 1587cc 4A-C SOHC unit, did not have an optional LSD, and had rear drum brakes.

Models equipped with the 4A-GE engine recieved a 6.7" rear differential, while 3A-U, 4A-U, and 4A-C models recieved a smaller, weaker, 6.38" rear differential.

In North America the AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (with the 4A-GE DOHC engine) only came with a standard 5-speed manual gearbox.

Bodystyles
Both the Levin and Trueno variants were offered with either a 2-door coupe or 3-door liftback (sometimes called hatchback) body style. Both the Levin and Trueno were generally identical, apart from fixed, rectangular headlights on the Levin and pop-up headlights on the Trueno. Minor bodywork changes were made in 1986 which resulted in different tail lights for both Levin and Trueno models, along with the coupe and hatchback styles. The models sold between 1983-1985 are commonly referred to as "Zenki" and the models sold from 1986-1987 are referred to as "Kouki."

http://img372.imageshack.us/img372/1548/big144li.jpg

Models/Specifications
In Japan, the DOHC 4A-GEU AE86 was offered in GT-APEX or GTV trims as the Corolla Levin or Sprinter Trueno, with SOHC 3A-U AE85 version sold in a veriety of tims including SR, GT, etc. In America, the top-spec DOHC 4A-GEC AE86 was sold as the Corolla GT-S with the SOHC 4A-C AE86 bearing the Corolla SR5 tag, both versions sold with pop-up headlights only. Euro spec models were sold as the Corolla GT with DOHC engines and fixed Levin-style headlghts. The middle east recieved the same basic model as the North American market, with popup headlights and the regulated 5MPH bumpers.

Due to a light weight of around 940kg, and over 120BHP power, the car could reach a top speed of 120MPH, and could accelerate from 0-60MPH in 8.5 seconds in standard specification.

http://img372.imageshack.us/img372/2371/ae866hx.jpg

The AE86 in motorsport
The rear drive configuration, combined with the AE86's light weight (~2300lb curb weight), balance and relatively powerful (and easy to tune) 4A-GEU | 4A-GEC engine made it popular among the Japanese hashiriya street racers, many of whom raced in mountain passes (these mountain races were often called "Touge" races) where the corners suited the Trueno best, especially on the downhill. Among those who utilized this car was Japanese racing legend Keiichi Tsuchiya, also known as the Dori-King (drift king). Tsuchiya helped popularize the sport of drifting, which involves taking a car on a set of controlled slides through corners. The AE86's RWD configuration made it well suited to this kind of cornering and up to this day the car is a mainstay of drift shows and competitions.

http://img372.imageshack.us/img372/8018/car136ea0ei.jpg

The AE86 in Popular Culture and Media
The Hachi-Roku has now been immortalized by manga artist Shuichi Shigeno (しげの秀一) in the hit manga/anime series Initial D, and this, in turn, has led to a resurgence of interest in the car. This rise in the popularity of the AE86 has led to a growth in its demand and a subsequent rise in its resale value; what was once a car that was overlooked by many in the US and abroad (during a time when power and 1/4 mile times were focused on, more than cornering ability and balance) is now a hot commodity among auto-enthusiasts. Nowadays the AE86 even gained attention from Western video game publishers, as the car was included in Electronic Arts's racing computer and video game Need for Speed: Underground 2 (although under the American name Corolla GTS), and Microsoft's Forza Motorsport. And the makers of Gran Turismo have given tribute to Initial D by adding the Shuichi Shigeno edition of the Trueno to Gran Turismo 3: A-Spec and Gran Turismo 4. The Shuichi Shigeno version differs in that it's max RPM is 12,000 RPM, it has a light weight reduction (carbon hood) and somewhat akin to the re-engined AE86 in Initial D Stage 2.

Car Clubs
http://www.club4ag.com/
http://www.aeu86.org/
http://www.4age.net/
http://www.dorikaze.com/
http://www.hachiroku.net/


AE86 VIDEOS - SPECIAL EDITION (Warning Large Files!)

http://www.ae86.hu/movies/toyota_AE86_Special_2.mpg
http://www.ae86.hu/movies/AE86_Tunig_Part1.wmv
http://www.ae86.hu/movies/MR_S_VS_AE86.MPG
http://www.ae86.hu/movies/two_AE86_vs_Skyline.mpg

 

[JaHaX]

Salute ...

Have one myself undergoing full restoration ... but mine is a Levin not Trueno (Also have its earlier version TE71 ... also under full restoration and will dump 4A-GE soon).

An ardent fan of this mysterious creature ... or shall i say a legend.

Chio

 

[sakuraguy]

Yah ..great! .. and good luck in ure restorations.

Another information ....
- World last production FR - Rear Wheel Drive Corolla is the Legendary AE86 ;) after that all Corolla's are FF - Front Wheel Drive.

 

[JaHaX]

Bro ...

How about Altezza? ... i know it is not a corolla ... as it is a model of itself ...

Sport Saloon with FR configuration ... fun to drive also ... and FYI in Japan, they use it as drift car ... also got HKS Altezza in D1 competition

Chio

 

[netmatrix]

Everything just points to manufacturing cost. I believe Trueno/ Levin series wasn't doing well in the markets. That actually spells death by the last AE111 FWD models. It just isn't selling well enough. Whats worse is possible Altezza coming in the markets in 199x's.

And nowdays FR platform are made for big displacement and luxury cars.

Jahax, the Altezza not doing quite well in D1. Maybe driver just getting used to the car or something. But seeing the HKS altezza in action seems weird. Somehow the Subaru just goes sideways much more better.:tongue:

Anyways, the Altezza is allready famous for being too expensive to get sideways!

 

[JaHaX]

Extract from the Super Street on the HKS Altezza.

PS: SORRY FOR HIJACKING THE THREAD.

Replacement Therapy
Does the New HKS Altezza Have What it Takes to be a Champ?

By Ricky Chu
Photography: Wesley Allison
Black is back and red is gone; HKS replaces the D1 S15 Silvia for a drift-spec 473-whp Altezza


Let's say you were a high-ranking D1 Grand Prix driver in Japan (Don't worry, we know you're not, this is make believe. Just humor us and play along with this charade for a second.) So you're drifting what is quite possibly the baddest S15 Silvia in existence for five out of the seven D1GP rounds during the 2004 season. With your sliding expertise and the HKS race team backing you, you've managed to nudge out your closest competitor by six points at the end of the Fifth round. You're confident you can take it all in the Finals if you just stick to your winning formula. Then you get a call from upper management telling you that your flagship S15 is retired and you're going to be driving a Toyota Altezza for the last two rounds. How shocked would you be? We're guessing you'd have the same reaction we had when HKS Japan dropped this bomb on its driver, Nobuteru Taniguchi, and race team. Yes, HKS dropped the S15 Silvia in favor of a new widebody Altezza.


An Altezza in Japan is quite a stout performer. It's considered much more of a performance car than its US counterpart, the Lexus IS300. In Japan, the Altezza is powered by the 2.0L inline four 3S-GTE motor that can be found in the second-generation MR-2, so locating aftermarket parts is a breeze. We've seen tuners push that little engine upwards of 500 hp. Nonetheless, a stock Altezza still doesn't perform or handle like a stock Silvia ever will. Bottom line, it's not a Silvia. To get the Altezza to be comparable to a Silvia takes a lot of hours and manpower, and to build one that matches the excellence of HKS' S15 Silvia is plain insane. That's like asking your girlfriend to pull some Nikki Nova moves in the sack. Or in Otis' case, his blowup doll. Fortunately, the HKS race team always has an abundance of resources to back them up. It doesn't hurt that they're just a tad bit crazy as well.

The team was already working hard on this car way before its debut at Round 6 of the D1GP. From what we're told, the original plan was to build the bare chassis Altezza as a very beefed-up street car. Those plans changed quickly once the competition got fiercer throughout the season. The HKS team realized it had to pull out the big guns. It stuffed the bottom end full of HKS hard parts and bumped the displacement up to 2.2L. A new GT2835 ball-bearing turbo replaced the stock unit and was held to 1.5 bar of pressure via a strengthened actuator and EVC V boost controller. To administer the fuel and timing, an F-Con V Pro D Jetro was paired up with a Bosch high-flow fuel pump, resulting in a very satisfying 473 hp at the rear wheels.

But as we know by now, drifting is more than just making a lot of horsepower. Suspension plays the major role in a sliding machine. Slapping in the HKS Hipermax D coilovers and TRD sway bars was the easy part, but calibrating them to Taniguchi-san's preference was a much more laborious task. Prior to the debut, Taniguchi-san and the team didn't have much track time with the new car. Even during Round 6 of D1, the Altezza still wasn't dialed in perfectly. Taniguchi-san had to use each practice round just to feel the car out so he could tell the team exactly what needed to be changed before qualifying began. No time for breaks at this point. The team spent every minute between rounds trying to find the ideal ride height and coilover stiffness. We barely had time to shoot this feature.

What stands out the most on this Altezza, of course, is the exterior. You can't have an ugly drift car. Well, you can, but it won't make it onto the cover of Super Street as long as Nads maintains his sanity. If you can look past the flashy signature HKS splash graphics, you'll see that the car is still black. Yes, we put a black car on our cover, but your eyes will quickly move away from that fact when you notice the full HKS aero kit with fender flares that tuck in the meaty AVS Model 5 wheels. The kit was installed to increase downforce on the car when it hits high speeds on the track. Each duct is fully functional for cooling something or another, not to mention that the car now looks a lot meaner than your sister's IS300.

All in all, the Altezza came out to be quite an impressive package with tons of potential. Unfortunately, with all the time and money spent on this Altezza, we still didn't get to see the car perform to its full capabilities. Taniguchi-san was still learning a car that had yet to be perfected on a drift circuit, so he didn't make the top 16 during the qualifying rounds. By the time this story comes out, the '04 D1 season will be over and we'll know exactly how the car did in the final two rounds. And if anyone cares, we'd be glad to take the S15 off of their hands anytime.

 

[JaHaX]

Fellas ...

Extract from Super Street again on Subaru drifters

PS: SORRY FOR HIJACKING THE THREAD AGAIN

Agent Orange
Nobushige Kumakubo Takes Four Wheels For One Hell of a Slide Ride

By Antonio Alvendia for Cipher Media Group, Kento Ogawara for Big x USA (Translation)
Photography: Antonio Alvendia for Cipher Media Group

In December of 2004, more than 35,000 people gathered at California Speedway at Fontana, California for the GT Live weekend, and witnessed the D1 "USA vs Japan" drifting competition where a bright orange S15 Silvia driven by Nobushige Kumakubo, the leader of the world famous Team Orange, triumphantly emerged from the clouds of tire smoke with a First Place win.

In the days and weeks after, many of the fans stateside couldn't stop talking Kumakubo's win and about how much fun they had at the event. However, when Kumakubo was talking privately to his most trusted friends, he had something else on his mind. He just couldn't stop talking about the new car he was building for competition in the D1 series-a rear-wheel-drive Subaru Impreza WRX STi.

When I first heard he was planning to build a WRX as his new drift car for competition, I was quite surprised, so I had to ask the question: "Why? What made you choose a WRX?" To answer my question, he replied, "Well, you've seen the huge stack of Japanese drifting and rally magazines in my office. I have always thought rallying was cool, especially since Ebisu is covered with snow in the wintertime. And since there are a lot of people who have Imprezas now, I wanted more Subaru owners to come and drive at Ebisu." Kumakubo's statement and his outlook on the Impreza were both very interesting to me, especially since he's so diehard about drifting, and most of the drifters in Japan naturally adhere to front engine, rear-wheel-drive platforms instead of all-wheel-drive systems.

To put some things into perspective, Nobushige Kumakubo is one of the most well-respected and well-connected drifters in Japan, not to mention one of the wealthiest. Technically, he could have built whatever he wanted as a drift car-V35 Skyline, BMW Z8, Ferrari Enzo, Bentley, whatever. The Kumakubo family owns quite a bit of land in Fukushima, Japan, which, by train, is roughly 3 hours north of Tokyo. An unspoiled gem of the Japanese countryside, Fukushima is abundant with rice paddies, mountains, and green rolling hills. However, for car enthusiasts, Fukushima's top attraction has nothing to do with lush forest areas or mountains. In this area it's all about the twisty mountain roads! With this in mind, Kumakubo planned and designed his own version of motorsports paradise called Ebisu Circuit on a group of mountains owned by his family. In fact, Kumakubo went on to explain that he not only designed the course on paper, he also drove the bulldozer himself! Known by the hashiriya (street racers) as "The Holy Land of Drifting," Ebisu Circuit is now legendary in Japan because of all the numerous drifting events that have taken place there over the years-Carboy Dori-Con, BM Cup, D1GP, Big X, and others. This new WRX from Team Orange is significant because it is the first time ever that a Subaru will be used in D1 competition. Therefore, before Kumakubo could transform the car into a vehicle competitive enough to battle the other high-tech machines in the series, a ton of research and development was necessary. For the job of taking his brand new all-wheel-drive Impreza WRX STi and making it into a front engine, rear-wheel-drive drift machine, Kumakubo chose to call upon the services of his longtime friend, Susumu Koyama, at JUN Auto Mechanic in Saitama, Japan. In case you were wondering, yes, this is the same JUN who made the Hyper Lemon S14 Silvia, Bonneville Z32 Fairlady 300Z, and Bonneville Top Speed JZA80 Supra that were brought to the United States in past years. Again, with Kumakubo's vast resources in Japan's automotive industry, it's no doubt that just about every company would be interested in working with him on building a new drift car, especially something this remarkable. That's why, as we were driving through the twisty downhill service road leading to Kumakubo's office at Ebisu's East Course, I just had to ask the question again, "Why JUN? What made you choose it over all the other companies out there?" Kumakubo's answer was a simple one. "When it comes to making parts and building a race car from scratch," he explained with a smile, "JUN is the shiznit." Since building this new car for a high-profile driver like Kumakubo was a huge undertaking, Koyama-san and the JUN mechanics put all their other projects aside and focused all their efforts on Kumakubo's Impreza. This process took them roughly six months of non-stop work.

Koyama-san and his staff at JUN started off by acquiring a 2500cc EJ25 engine from the USA, which has more torque to start with than the motor in their Japan-spec Impreza. However, to build this motor into the 500-plus horsepower beast that Kumakubo wanted as his powerplant, the engineers at JUN had to completely rework the engine. The factory engine internals were tossed in favor of JUN original parts-custom crankshafts, 8.2:1 forged pistons, and forged connecting rods, changing the piston bore to 100 mm and giving the engine 79 mm of stroke. An EJ25 standard 1.4mm head gasket was combined with JUN custom camshafts and valve springs to complete the head,although the stock valves were retained.

On the intake side, a Trust Airinx air filter was used, along with a factory throttle body. However, on the exhaust side, the factory exhaust manifold was combined with JUN TD06 turbine adapter, fitted with a TD06 SH25G turbo. When paired with an E-01 boost controller and Type R wastegate from Trust, this setup gives Kumakubo up to 1.76 bar of boost, although he usually only runs the car at around 1.5 bar. When Kumakubo builds his cars, he wants only the best. Therefore, it was only fitting that he used an exhaust system from Fujitsubo, Japan's top manufacturer of exhaust systems and headers. The exhaust starts out at 60mm at the down pipe, and then expands to 76.3mm at the main pipe, then 120mm at the exit for maximum exhaust flow.

Since the original Subaru engine layout is set up for all-wheel drive, JUN had to convert the car to FR layout by making a custom bell housing adapter for the Hollinger 6-speed sequential transmission. While the engine uses an Ogura Racing Clutch lightweight chromoly flywheel and clutch combo for the EJ25 Impreza for quicker revving, JUN had to fabricate a custom one-off drive shaft to connect the Hollinger tranny to the differential, which is actually a Skyline GT-R unit and a Cusco LSD installed inside the pumpkin.

JUN also customized the intercooler to fit the Impreza using a Trust core, then welded up custom intercooler piping, using 60-70mm pipe sections. The oil cooler chosen was also a Trust unit, with 16 rows to keep the car running cool at high rpms.

The radiator setup, however, is pretty different, and always amazes people the first time they lay eyes on the car. The radiator itself is a 3-row unit, which was special ordered from Yashio Factory in Saitama, which isn't too far from JUN. The engineers at JUN custom-mounted this Yashio radiator in the trunk of the Impreza since there wasn't much room left in the engine bay. To make this work, JUN had to cut the side of the car and add custom air scoops in the rear doors of the Impreza, which would use metal ducting to route air to the radiator while Kumakubo has the car sideways during a high-speed drift. Since JUN customized the M-Sports wide-body panels for the car, the rear fender scoops were originally twice as big, but when Kumakubo saw the huge intake scoops, he thought it looked a bit too bulky, and asked the mechanics at JUN to make it smaller. Since the customer is always right (especially when that customer is Nobushige Kumakubo), the JUN technicians reduced the size of the scoops and vents, and found that there were no problems with the water temperatures even though the scoops were smaller, so it seems the orange bear got his way after all. Other than the custom air scoops on the side of the car, the rest of the aero kit (front/rear bumpers, side skirts, hood, and fenders) was made by M-Sports, which is the same company who sponsors Kumakubo's close friend and Team Orange counterpart, Kazuhiro Tanaka. When I asked Kumakubo's chief track support mechanic, Igusa, why M-Sports chose to make only the Impreza's hood and front lip spoiler out of carbon kevlar, I was quickly corrected. "No, no, Antonio; it's not Kevlar. Technoora." I didn't understand. I thought he was teaching me the Japanese translation for Kevlar. "Nani? Wakaranai. What did you say? I don't understand," I responded. Igusa continued to explain that Kumakubo is sponsored by a company named Teijin, which makes this fabric product called Technoora, a strong fabric that's like carbon Kevlar, but is much stronger, lighter, handles impact better and is harder to break. Apparently, Kumakubo's yellow-hued hoods on his S13 K-truck, S15 Silvia, and WRX have all been made out of this new Technoora material. All the while, most of us thought it was some sort of carbon kevlar! Kumakubo seems to be the first person to use Technoora for automotive purposes, and innovated its use in motor sports.

For the rest of the chassis customizing, JUN fabricated a one-off chromoly roll cage and spot-welded areas of the interior, around the doors, engine bay, and trunk area. Kumakubo also asked that JUN install a set of air-jacks on the car, because he thinks the air jack systems on Super GT cars are so cool, not to mention convenient. Kumakubo didn't want to wait around all day for Igusa to manually jack up each end of the car. When he wants those tires changed, he wants it done ASAP. Everyone knows the key to control when drifting is a good suspension. For his footwork needs, Kei Office custom made a set of coilovers to match Kumakubo's spring rate and dampening specifications, using Swift springs and DG5 dampers. The rest of the Impreza's suspension components are pretty much all made by Cusco, from the under chassis bracing to the rear arms and pillow ball links. Even all the bushings on the car are pillow ball-type from Cusco. The only exception is the standard STi strut tower bar, which has a tow hook welded to it. This tow hook sticks out of the hood for ease of access.

Braking is an important part of drifting, when it comes to adjusting drift angle and driving line. To ensure the brakes would perform optimally, Kumakubo requested stainless steel brake lines and Endless brake pads to be installed on his standard OEM brake rotors and calipers. It just goes to show that huge brake rotors and 6-piston calipers aren't absolutely necessary for drifting, although it does make things easier sometimes. The car sits on wide Enkei RPF1s, with 255/40R17 Advan Neova tires mounted on the 17x9.5J front wheels, and 265/35R18 Neovas mounted on the 18x10.5J rear wheels.

Inside the cockpit, the Impreza is all business. The rear seat area was gutted and replaced with the huge ducts which lead from the rear doors to the rear mounted radiator. The only thing inside the car, aside from the custom made rollcage, are the bright red Bride bucket seats and Teamtech camlock seatbelts. Kumakubo installed a Key's Racing 350mm suede steering wheel with quick release hub, along with Stack gauges for instrumentation. To add to the Impreza's "rally look," JUN installed some rally style metal footplates on the floor of the car. While I was shooting photos of the car, Kumakubo asked if I wanted to go for a ride in the Impreza. Uhmm, let's see - how do you say, "Hellfockeryeah!" in Japanese? I've always wanted to ride with the Tsuisou King (Tsuisou meaning "tandem") himself on his own stomping grounds at Ebisu's Minami Course, where the D1 competition is held. As I strapped myself into the Bride buckets, I asked Kumakubo how he likes the Impreza in comparison to the Ichi-go (his famous S15 Silvia). Kumakubo smiled and explained that, "compared to the Ichi-go, the driver's position is different in the Impreza. It is more centered towards the middle of the car, further from the engine." Since his seating position is different, when he would drift the Impreza, he used to think that it had a lot more angle than it actually did. In fact, it took several of his friends watching his runs from outside the car to convince him that the angle was actually shallower than he thought. Kumakubo explained that this is a situation that is also common with the 350Z and G35. Now that he has been able to overcome this issue, he can now achieve a deeper angle in the Impreza than he ever could have gotten in his S15.

Riding with Kumakubo on his home court was awesome, to say the least. He blasted through the course full throttle, coming closer and closer to the pit wall, and then with a flick of the steering wheel, he would send the Impreza into what seemed like a violent left hand spin at over 160 kph (100 mph), but Kumakubo's mastery behind the wheel is unequaled. He deftly counter-steered to the right and feathered the throttle, controlling his ferocious orange Impreza at high speed, with a line so perfect that the left front tire would pass over the rumble strip every single time. We were not alone on the racetrack when Kumakubo took me for this ride along. There were about 15 cars out on the course, with a mix of S13s, S14s, AE86s, assorted Skylines, and Toyota Mark IIs. However, the less experienced drivers on the course couldn't help but be intimidated by the WRX's menacing HID headlights rapidly approaching in the rearview mirror, and while the gold and brown graphics depicting a ferocious grizzly bear on the side of the Impreza have a sort of "regal" look to them, the graphics also kind of screamed "get the hell out of the way" at the same time. One by one, the other cars on the track either nervously spun, or pulled to the side, bowing to the king as he passed. Amazing would be an understatement.

 

[sakuraguy]

Nah! its ok .. thnx for sharing more informations buddie. In my experience and opinion, the best drift cars ever built and suitable to build is AE86 and Silvias ... non other than that!

 

[yolk]

don't rule out the other lightweight toyota .. the mrs .. with the 2zzge engine and the proper driver it can even outrun keichi and his tuned ae86 :D

 

[sakuraguy]

out run the drift king? ... he he .. impossible

 

[yolk]

sakuraguy
hahaha i think you never seen the video yet .. it was the battle between below 2 litter class and in the final was keichi ae86 and orido was driving the mrs 2zzge .. in their tauge battle keichi lost to orido and keichi ae86 FINALLY LOST to a newer modern car .. but then keichi said not fair coz use 1.8 litter car to tapao his 20+ year old 1.6 car .. hahahaha :D

 

[sakuraguy]

yah .. could be because of power comparison, but skill wise .. keiichi is more acceptable. Have u seen his action in kei-office s15? .. ;) ... manabu orido is more to grip race compared to drift race ...

 

[chinozie]

yup saw that video...both...uphill and downhill keichi loose to orido...

cappucino also were there...heee...cute car...:D...big ass powerful engine

 

[sakuraguy]

UPDATES SPECIAL VIDEOS OF AE86
-------------------------------------------

Please see the links at below 1st post on top, download using download managers, very large files.

thnx

 

[koolspyda]

sakuraguy
hahaha i think you never seen the video yet .. it was the battle between below 2 litter class and in the final was keichi ae86 and orido was driving the mrs 2zzge .. in their tauge battle keichi lost to orido and keichi ae86 FINALLY LOST to a newer modern car .. but then keichi said not fair coz use 1.8 litter car to tapao his 20+ year old 1.6 car .. hahahaha :D

http://i3.photobucket.com/albums/y96/koolspyda/AEvsMRS.jpg

keichi was actually hamsapping with the jap gurl la
http://i3.photobucket.com/albums/y96/koolspyda/MRZ_Ellis.jpg

K Office S15 vs MRS
http://i3.photobucket.com/albums/y96/koolspyda/MRSvSS15.jpg

actually the yotas 2ZZ-GE series engines are the "evolution" from the 4AGE. Can say it was the proud grand father for 2ZZ !!