Well it’s been a little while since I posted up, and that’s because I’ve been busy shooting some new rides. Fear not. I’d never let a social life get in the way.

I ran into Jay’s stunning black M3 convertible at a meet earlier this spring and knew right away I had to shoot this car. That was as far as I got. His idea was to shoot downtown so the day we met up I figured ok, if he wants to rip his lip off trolling the pothole ridden streets of downtown Toronto, his game. Surprisingly, this car championed its way around.

Rolling on some M5 fitment BBS RS wheels, this car just oozes style wherever you place it. Like any enthusiasts car, to really appreciate this one you have to go back to the start and understand how far it came. How far exactly? Well, this car started life as a 328i and by middle life it’s become a fully fledged M3.

This is possible since the E36 generation 3 series cars were the same chassis (minus bolt ons) as the M3. The only generation of M3 that this is true for is the E36, so E30, E46, E92 fans are all out of luck if they want to do this kind of ‘build your own’ of their favorite generation M3 when they become more affordable.

Although Jay might debate with you on this being the affordable route to get your own M3. In fact his words on the subject were short and consisted mostly of four letters. But the upside to doing your M3 this way is that you have full control over the parts that go into your car. You aren’t buying someone else’s problems if you properly research and look over the components you buy. The wonderful straight six came out of a southern US car and is in predictably great condition.

Perhaps that’s me trying to put a silver lining on it…

Considering it’s riding so low on its Bilstein PSS9 coilovers the front clearance on the Bimmer isn’t that bad allowing Jay to nearly tuck rim and still get in and out of driveways without leaving his bumper behind every time. Somehow zip-ties wouldn’t suit this car…

The interiors of the latest BMW’s are pretty bland affairs in my opinion. The E36 and E30 gen though are much more full of character. The seats are organic and look like they’d welcome a human form like a baseball glove. The worked in leather is warm and the detailing in the leather surfaces is what set these German cars apart from the competition.

Nice touches populate the interior.

There really isn’t a bad angle on this M3, the wheels dominate the car’s presence, but it makes no difference roof up or down, front or rear, it has proper stance all around, and as much attention was paid to what shouldn’t be fiddled with as what should be.

I love how deep the factory chin splitter is on the E36′s, it echo’s the deep dish of the BBS RS’s nicely.

Suitable camber goes along with such a stance, but Jay’s car avoids looking like its had its knees broken.

See what I mean about angles? Front and rear this thing just properly pops at you. The best part is this car may be for sale soon, so unless I grab it up you should get in touch with Jay if this is your dream car. Once it goes on the market, it won’t last long.

Nigel’s car gets a new wider GT wing this year.  I can’t wait to see what further aero enhancements the Can-Jam guys cook up for this car.

You really get a feeling for how low this car is now, and believe it or not this isn’t as low as it’s going to run normally, this was raised up!

Aerocatches for the rear “doors”. Nice touch.

Not much has changed on the interior of these cars, they were already fully built with all the proper safety and control, all race spec goodness.

Prior to swapping on the wet tires I managed to snap a pic of the dry setup as it stands currently, although that may change too apparently…

Look at how wide! That front chin splitter really does a great job – this was just a slight breeze and the whole car began to levitate…

I’m not kidding about the sleet and snow, conditions for these cars debuts were awful to say the least. Here’s Nigel or Nicholas (not sure who’s more creative this way) warming their gloves on the soup after a session in the wet!

This project has been ongoing for the past few months over at Can-Jam, they decided after dominating the Castrol Touring Car series last season so completely that they wanted to move the cars into events where there would be more opportunity for proper competition.

Nigel’s new black beast will be competing along with Nicholas’ revamped blue car this season in GT Sprints and the newly formed GT Challenge series. Despite appearances both cars have undergone some serious changes over the cold months and firm goals for these cars are set.

While the car may look low and wide now, this is nowhere near as low as it’s going to run normally and this wheel/tire combo isn’t even close to what is planned for this car…

Add to this a substantial aero package improvement along with some other plans I’ll leave for the next development installment, and this is one ‘project’ you’re going to want to keep an eye on.

I really can’t wait to see the next stage of this monster. It’s hard to look away!

The BMW M1 is a car that went down in history as one of the rarest cars BMW ever produced. Another homologation special like the CSL 3.0, the M1 was built to allow BMW an entry into sports car racing.  The race version of the car is so much more beautiful and aggressive than the road version in my view though, so I was thrilled to come across one that’s not sitting in a museum, rather being raced at Mosport!

A lot of this car looks like it’s been replaced and upgraded over the years – that doesn’t look like the type of sway-bar mount that would have been on the M1 originally However, the exhaust is fairly period correct I think! Adjustable sway bars were an addition only on the M1 Procar, another differentiation from the M1 street car.

The livery on this car is great, it really highlights the lines of the Giugiaro designed body in typical 1970′s fashion without being gaudy.

There’s something funny about a car like the M1 having street approved turn signals and light clusters, but that’s what comes with being a homologation special!

The front end of this wedge shaped beauty is all purpose. Rads in the front, noise in the rear – the way god intended.

This will give you an idea of the size of the rubber these cars were running. I love the dual rondels on either side of the rear deck – a trademark of the M1 that was carried over into the recent design study BMW did with an eye to reviving the M1.

This car is a regular runner in the Vintage Auto Racing series VARAC and competes in the (duh) 1970+ group. I don’t advocate smoking but race cars should always promote smoking if you ask me, it just fits. Goodyear tires were actually the tire of choice for these cars in the M1 specific series.  I wasn’t able to find specific info on the history of this particular car, but will continue to hunt and if I can update with more later.

That’s a wing that aims to please! The gurney flap isn’t really visible in this shot (check the rear view) but it’s huge! Hiding under that classic slatted rear deck lid is a modified version of the M88 3.5 liter inline 6 cylinder that would eventually find its way into the very first edition of the BMW M5 sedan. Only in this iteration it was putting out 465bhp up around 9000rpm.

The suspension on the M1 procars was completely revamped from the street-going M1, but the 5 speed ZF gearbox was used albeit with an allowance for varied gear ratios for racing.

It’s quite a substantial look car, but the M1 only weighs in at 2200lbs which puts it in Lotus territory! Combined with that screaming inline 6 the M1 would top out at just under 200mph and make the run to 60 in a very respectable 4.3 seconds.

Subtle German influence…

A peek inside the hood slats at the radiator.

That lightweight was the result of stripping the car of anything it didn’t need. As a result the office is, to say the least, minimal and efficient.

In case you’re wondering what the strange hubs are on the wheels, those are actually used only when the car is in transit. They are tie-downs that go on. The car has regular single bolts on while racing.

The interior is as fiberglass as the exterior, which obviously makes it quite light weight, but I’d always drive with the visor down as I imagine a decent smack-up could send great clouds fiber flying all around the cockpit.

Great to see one of these venerable old racers up close and personal, and hear it out on the track. Here’s a stellar video from back when the M1 Procar series was still running of one of these cars (sans wing) testing out on the Nürburgring. A track full of these angry straight-sixes must’ve been a sight and sound to behold.

Why “batmobile”? That should be fairly obvious. This was the first project built entirely by BMW Motorsport entirely, and resulted in like many of the best race cars, a homologation special race car. This was BMW’s way of getting it’s 3.2 (340bhp) and 3.5 (430bhp) liter engines certified for racing.

This particular car is wearing the Alpina wheels from the CSL 3.0 Group2 cars.

This shot gives you the overall profile of the car and you start to get an impression of just how wide this car really is to accommodate the massive rubber on those substantially dished wheels.

Fuel fillers feel more like aircraft grade!

The interior of this car was in great condition considering it’s now nearly 40 years old. Granted, most if it is likely not original, but even the vinyl dash and gauges, which certainly looked period correct, were in surprisingly good condition. Worn, but good.

Inside and out, the details are what make race cars truly cool to poke around…

The rondel on the hood bears the marks of many high-speed runs!

Here’s a closer look at those wide flares pulling in air for the brakes, I believe. I wish I had poked my head in there to see if there was a oil or diff cooler hidden in there, but judging by the amount of space between the front of the wheel I would be surprised.

Every little detail and aspect of this car is as cool today as it was in the 1970s when these cars ran. From the BMW M colours, to the rondels on the headlights, to the slats on the hood and the chrome trim!

This particular car really is in excellent condition for its vintage, and it’s raced too!

What’s better than a side-exit exhaust? Nothing. Exactly.

Fixtures like the rear lights and trim are all in excellent condition as well, it must be a nightmare trying to locate parts for these cars.

At least the crazy wide body parts are largely fiberglass! This is an amazing car to see in person, hopefully I’ll get to see it run at a CASC event this year and catch some video and motion shots of it.

If you’ve made it this far, here’s a little gift to close off the post and reward your curiosity! Two great videos of the 3.0CSL in action:

When Nissan’s own tuning arm wants to build a race-winning motor, they goto specialty tuning house Autech. With credits including the JGTC (SuperGT) R34 GTR racemotors, Autech is certainly the only kind of tuner you want fiddling with your shiny new Nissan F/R sports car’s engine. The owner if this 370Z decided his Nismo 370Z wasn’t Nismo enough, and after leaving his car in the capable hands of the builders. Autech Nismo cars are actually sold through select Nissan dealers directly in Japan, but this owner decided good enough wasn’t quite enough. After heading back for MORE from Autech he wound up with a 370Z with some apparently serious head-work making an estimated 390-400 horsepower at the crank. That should be more than adequate to exploit the 370 chassis in a sideways manner! I love the power folding mirrors on these cars. Oh, and the rest is pretty nice too…

Beyond building and tuning the motor not much was done to the pristine Nismo – suspension, wheels, brakes all remain, uhm, “stock”. If you call top-shelf Nismo and Yamaha (yes, Yamaha shocks) parts stock!

You have to love that flat wide strut tower bar and how the engine cover accommodates it.

When you spend the money, you better let everybody know exactly what you’re running. Believe it or not the Autech tuned Nismo 370Z’s sell through Nissan dealers for around $150,000 USD. That’s not a typo, that’s what the cost works out to after the exchange rate! Gulp.

A nice fat, wide set of tires have always been popular with the enthusiast crowd for obvious reasons. Even stretched tires have had their place in our hearts since the 60′s and 70′s (Countache and Stratos, anybody?). But the audacity to run these setups on a daily driven street car, let alone one engineered to run an OEM wheel & tire fitment nowhere near these specs has only really been around in this incarnation for the last few years.

Add to this the fact that setting up a car like this to live a life on the cracked and potholed streets of the Great White North is near insanity! Of course like most trends that catch on in North America the HellaFlush or ‘Wrong Fitment’ style started for us in California even though you can argue its roots in Japan. Where else can you get away with running these ridiculous fitments year round? It spread across the continent rapidly though as people in various scenes started worshiping at the altars of the stretched tire, the GTR face wheel, and the pulled fender.

With a car like the Impreza the whole thing is as much about stance as it is fitment. Dropping the wing off the back of some cars that come with them as OEM is a bit of a bad idea on most cars like the Mitsu Evos but with the overall rake of the Impreza the proper stance really brings out the aggro appearance of the car without the wing.

Wilbert’s 05 STI is really clean, debadged except for the original STI badge in the grille opening. Gotta love the dedication to the look – these guys are all rocking plates that show they’re serious about it! Even if you’re not into this trend, you gotta respect the dedication.

It’s hard to focus on the interior of a car like this when the exterior is so…

… I mean… well this says all we need to know about the exterior doesn’t it!? Work VS-XX’s on the outside, 18×10″ all around. Yum. Look at that lip! On a Subie!! Madness!!!

Just prior to this shoot Wilbert picked up the Voltex rear diffuser which actually fit on over (under?) his already installed APR diffuser. This car is diffusing air like nobody’s business.

Here’s a better view of that big carbon diffuser, this is going to be a nightmare over speedbumps! But that’s all part of the lifestyle, go balls out or go home.

Wilbert also cleaned up the messy rear of the stock STI by removing the ridiculous number of badges out back, his car is clean, low, wide, raked and rolls hard. Definitely one of the nicest I’ve seen!

We’ve looked at a 2005 Impreza, and that’s a challenge to get setup properly for flush fitment. What if your headlight tastes lean towards slightly more … round?

There you go! Loving those projector bug-eye headlights. This car doesn’t just have stance, it’s got some balls too.

How do you fit those meaty rims and rubber up under the rear of a Bug-eye WRX? Pull, pull, pull some more. The fenders in the rear have a substantial pull/flare but it’s done very well.

Hardcore Subi-files will recognize the S204 shift knob…

Just something intangibly badass about a meaty set of rubber stuffed up under the flares of a WRX. Kudos too for chosing white rims, that can’t be fun to keep clean.

The guys in this crew follow the HellaFlush/Fatlace crew closely, and this blue bugeye has even been featured as the first Canadian Subaru on the Fatlace blog.

It’s impressive how much rake a little bit of suspension work will yield on an Impreza.

This next car is from out east actually, Toronto Subaru fans may not recognize it since it doesn’t normally prowl our streets.

Those wheels are familiar though!

Nice touches are all over this car, the red anodized tow hook is a nice clean touch on the rear end. I gotta get me one of these to pull all those G35′s out of the ditches this winter.

Sparco pulls duty on the inside keeping the driver and passenger firmly planted.

Like the rest of the cars here though, this ones charms are found in its fitment and stance. The widebody is offset by those Work wheels nicely, and the aggressive front chin spoiler really helps with the already chunky nature of the front end.

The logos say it all!

YZ you gotta get those holes filled with the proper lights!

I believe this wing mirrors are Ganador pieces – certainly rare up here in Canada.

Again this car fully embraces the hellaflush and fatlace communities! It’s gotta be nice for those guys to see their movement is spreading not just across a country but a whole continent.

Now this… this is the setup I want! You hear me buddy!? Enkei NT-o3M’s, just stunning.

It’s just the right balance of comp-spec style rim, dish, tuck, pull – everything in balance.

Sooooooo cleeeeeeean.

You’ve really got to appreciate rim choice when it compliments a car this well, it’s quite impressive how some people ‘get it’ while others are just so far off the mark with their own cars (all of these guys get it though!).

What I see great about the HellaFlush style is that even a fairly stock or pared down car can really have more presence than a car with way more in the way of appearance work done to it. The right set of wheels, some effort put into the stance, and the Impreza goes from 4-door econobox to pissed off bulldog in a heartbeat.

What’s great about the spocom scene is the friendship and ties you make. Finding what ties you together can be a car, a style, a personality, or all of those things. In this case these four friends have found a tie that links them and their cars together in a great way. Really awesome to see guys working hard and doing their best to go after a style with no compromise!

When hunting big game it’s best to bring along a big gun. Which is why I felt entirely unmatched when I arrived at Daikoku PA outside Tokyo for the annual R34/35 meet not long ago. I had foolishly only brought two small lenses with me, no tripod, and was clammoring to shoot every GT-R I could get in front of my lens (and get some other curious enthusiast to move out of the way of). Let’s take a look though at some of the more interesting GT-Rs that showed up…

The first ride I happened upon was this stunningly clean white R34 wearing the killer Nismo rims that have been knocked off so many times by aftermarket wheel manufacturers these days.

This was quite literally the first R34 I had been up close and personal with and I found myself shooting every possible angle of it. Despite the harsh and awful parking lot lighting and not having any flash, this car looked incredible from every angle.

I don’t really think there’s a single bone stock R34 left anywhere that hasn’t had at least an exhaust mated to it…

This killer KPGC-10 GTR was done up in race livery with a (not so period specific) graphic on the side. All the same these little cars look amazing in person and they sound awesome too.

What’s better than bolt on fender flares I ask you… not much.

I’m not sure if it was a reproduction, but all of the chrome and even the GT-R badge on this early 70′s car was in perfect nick.

No, it’s not a GT-R, but Daikoku plays host to a wide variety of ‘enthusiast’ vehicles, just thought I’d show you what was parked up in the background behind some of these amazing Skylines…

This Nur SpecII rolled up looking very menacing. I noticed the DANDY sticker on the lower nose hinting that this car has gone under the skillful eyes of Dandy Tanaka. Dandy has long been known for building GT-Rs in Japan that demand respect, but lately he’s been turning his eyes toward other platforms like the FC3S they sent to Bonnevile Speed Week this past year.

While I questioned the LED light install, I couldn’t question thewheel choice on this R34, BBS RGR look stellar in a GTR-specific offset don’t they?

Not far down the row from the NurSpecII was yet another beautiful example of a KPGC-10 GT-R. I tried to inquire from the owner what had been done to it, but my Japanese was about as good as his English and it wasn’t meant to be. All the same he was very happy for me to shoot it and I was thrilled to get up close to one of these classics. As far as I see it these late 60′s early 70′s (the sedan came out in 67) cars really defined the term ‘stance’ when it comes to cars.

The fender flares really only serve to accent the muscular lines in the side panels of the KPGC-10.

I love this shot because while the car was really clean, the road grime just lends the car that bit more credibility. Nobody loves a trailer queen and this car has clearly seen some proper use!

Perhaps my favorite car of the evening was this amazing grey VSpecII example. The owner saw I was shooting some pics while he sat in it talking on the phone. He got out and insisted I get shots of his car without him in it. Japanese enthusiasts are not only lucky but very willing to share their rides!

This is easily the best angle of the R34 front end for me (not that it has a bad angle really), it’s just so slanted and aggressive!

As you can see this car was NotSoStock despite its relatively sedate exterior…

I think this one might make a nice wallpaper! What do you think?

… or maybe this one?

Despite the plethora of R34 GT-Rs, the night I was at Daikoku was actually the R35 specific evening and there was actually about 20 of them that showed up throughout the night. I saw so many R35 GT-Rs in Japan that they’re really starting to lose their uniqueness to me.

This car however, was still quite unique in it’s all matte black finish with extra wide GT1 style fenders front and rear.

There was of couse plenty of stock R35′s parked up all in rows…

but the crowd had formed around the matte black car and wasn’t moving much.

Despite the giant wing and (not for my taste) black with red rims, this car was still very menacing feeling and I really loved the details on the GT1 style front fenders.

This Bayside Blue VSpecII was riding a little high for me. This is fairly stock looking though I suppose.

I assume though this car has attended the GT-R festival at FISCO!

Parked up with the blue VSpecII was this wild R32 with some sort of custom GT style fenders on it and fully wrapped in Motul red vinyl. The colour on this car screamed for attention under the sodium lights in the parking lot.

The car was plated but I couldn’t find out specifically what had been done to it and whether it was mostly show or a lot of go.

That’s a bit intimidating to see come up in the rear-view mirror eh?

Here you can see just how wide the rear fenders are on this car, they really went all out and added some width to this car overall.

I’ll have more photos to come from this meet, but I’ve chosen some of the more interesting cars here to show first because you really couldn’t swing a cat without hitting yet another R35 this night.

Unfortunately I even saw my first riced out R35. Fog lights may not seem like utter blasphemy, but if you look closely you’ll see this red car has that chrome stick-on trim all the way down the door’s edge – the kind of torture you see normally reserved for a minivan or taxi in Bangladesh.

This was really a night for Nissans of all vintages.

I’ll leave it there for now, more images to come from the Japan trip as I filter through, edit and group them.

Sometimes there’s a definite plan or mod-route in mind when a serious project car is undertaken. Sometimes, there isn’t a plan at all, and it’s the result of years of evolution and tweaking and fiddling. Stephen’s Honda falls into the latter category. Perhaps it’s the definition of this category…

Stephen bought this car new back in 1997 and never gave it up. He never had a finite goal with the car, other than he wanted it to be as different from other cars as he could.

The custom CCW rims he picked up this season really do accomplish that goal. They’re 1-off sizing made just for him and the result of months of back and forth work. Definitely worth it in the end though! Hiding behind those rims is set of AEM rotors and pads. Gotta make sure you can stop before a pothole when you got proper fitment going.

That’s what I call fitment. Stretched tires on CCW with a nicely rolled fender. Stephen enlisted the help of someone who’s had a hand in many of the best cars in the scene – Vince from Shinzomedia. Vince helped a great deal with the fender work and kept everything neat and tidy and up to the highest caliber of work. It’s tight but unlike most extreme setups like this he has no real rubbing issues.

The Acura EL front end conversion Stephen did to his car was one of the first major mods he completed on it back in 2002.  Before that it was primarily suspension stuff. The striking gold paint was done many years later in 2007.

The gold theme carries over from outside the car to inside the engine bay. There’s a wicked ‘Chinese’ theme going on here to me, red & gold – feels very royal. Every time I pop the hood on one of these cars I’m reminded how filthy my car is. Stephens headers are probably cleaner than my apartment. Look nicer too.

Inside a set of brides and the ubiquitous Takata harness holds him and his passenger in place.

The gold paint changed color quite a bit when the sun went behind some clouds. I can see why Stephen calls the car the Pineapple Express now. It definitely goes more yellow than gold in certain light. (Compare it to the below taken earlier in the evening than the one above.)

The car is powered by a B20 block with a B18 type R head. The head was shaved, ported and polished. DC 4-1 headers and an Apexi exhaust are is out back. The car was changed from automatic to a manual setup along with an Exedy Stg2 clutch & lightened flywheel. A type R LSD and a B&M short shifter make this a much more fun car to drive than it was originally!

Stephen’s taken this car a long way from its humble beginnings and he’s getting some attention from serious mags now. Look for the car to pop up in some big places soon!

“JDM” is a funny term. Like any trend based around a single ideal, the core of that ideal will be diluted and worn away as more and more people latch the trend and don’t stick to the original intent of the idea. It’s not a bad thing, it’s just a natural progression.

However over time the original ideal will be eroded to the point that it no longer carries the same meaning at all. Over the years what has defined something as “JDM” has been worn down to slapping on bumpers, lights, oil caps, rad shrouds and other such high-dollar nonsense that we all admit to coveting. Also, at the end of the day putting parts by Amuse or Greddy on your car doesn’t make it “JDM”.

Don’t get me wrong, I have nothing but respect for people who want to try something unique and go after a look or performance they can only get with the Japanese parts, but you can’t deny that there’s an intangible element of mystical truth and honesty to a car like a Skyline that’s been fully built & tuned in Japan when it’s placed into North America.

Lots of R32s are now imported into Canada for sale – some good, most crap. We’ve all seen the beaters brought over by shady local importers and we’ve all seen the occasional diamond-in-the-rough that may have a few scuff marks but are obviously good runners and considered in the back of our minds “maybe I could pick that up and do it justice…”

Toshi and his R32 Skyline GTR are as JDM as you get though – no grey market imports here. Hailing originally from Japan himself and here in Canada on work, he’s a die hard enthusiast and has brought to Canada with him the true Japanese spirit of car passion. He also brought with him his Top Secret built GTR. You may remember Toshi as he’s also the lucky owner of the red R35 GTR I shot earlier in the summer. You can see why his R35 is still stock…

Having seen more than a few R32s of all different levels over here, this is easily my favorite one. It’s not the prettiest, the sponsor stickers are a bit worn, it wasn’t even freshly washed for the shoot – and that’s why I loved it. The rims are stained and pitted with brake dust from the aggressive Endless pads and from aggressive use. This is a car that was built by enthusiasts, for a true enthusiast, to be driven enthusiastically. It’s a car that is living it’s life to its proper potential.

What do you get when you put your car in the capable hands of Top Secret to build and tune it? Starting with a Nur Spec RB26 engine, Top Secret bored and stroked it out to 2.8L and built the internals.

The interior of the car is as JDM as it gets. When I think of cars built in the hayday of tuning and wangan running mayhem, I don’t think of slick gauge packs and integrated electronics. I think of double sided tape and universal everything. Gauges that are function oriented. Electronics that would look more at home in the bargain bin of a Radioshack then a powerfully modified tuner car. Toshi’s car is a perfect blend of this honesty. Quality parts that don’t fit together into some preconceived theme of what a tuner car should be. They all just serve a purpose and work the way they should; much more like a race car than a street car.

One feature that I love about Toshi’s car is the ability to change from AWD to fully RWD on the fly. R32′s have long been doing this by removing a fuse or something (I’ve never gotten a straight answer on how it was done the ghetto way) but Toshi can do it with the flick of a switch. 700+ hp out the rear wheels is a recipe for terror.

Everywhere you look on this car it’s brand names you covet. The bumper and body kit are Do-Luck items.

Although you may overlook the Top Secret built and tuned motor as it isn’t as much of a center piece.

A Brembo Gran Turismo big brake kit takes care of clamping duties. 4 piston up front, 2 piston in the rear. Slotted two piece floating rotors up front help keep weight down.

The color of this car just screams beautifully against the rusty fence and burnt orange of the fall colored plants. Bright fall days are great for shooting.

Carbon everywhere, as far as the eye can see! I always wonder how well carbon fiber pieces will stand up over time on a car like this since the gelcoat is something that will eventually be worn down by UV light, stone chips, etc. Toshi’s hood, trunk and big GT style wing have all stood up beautifully.

I have to say a big thanks to Toshi for bringing out his absolutely amazing R32 to shoot. Toshi is a great guy and a true enthusiast. This is really one of the best most honest JDM pieces I’ve seen in Toronto, and easily the nicest R32 I’ve seen. As far as I’m concerned it’s the perfect mix of power, flash, reputation and soul.