Under-bonnet modifications are modest for now. Jake’s running an A’PEXi air filter to feed the stock turbo, a Driftworks Supercool intercooler is employed to keep intake temperatures down, and boost has been upped by a HKS EVC controller. On the exhaust side, a HPI turbo elbow, de-cat and A’PEXi N1 system expel the spent gases. This little lot has boosted the JZX100’s power output up to circa 350bhp, but Jake’s after more in the near future. For now, the upgrades that have been done improve the Chaser’s handling, power and looks substantially over standard.
We don’t see owners upgrading the brake system on their vehicles as much as we might like – specially as one of the first aftermarket additions. This gorgeous Black Sapphire Metallic 435i Gran Coupe was on the receiving end of a BMW M Performance brake system, further improving it’s overall performance. While not a track beast, the BMW 435i doesn’t lack power and it comes with impressive handling prowess – alongside the comfort levels that are cherished by their owners. In turn, this makes the 435i a great track-day vehicle that easily turns into a business four-door coupe on Monday mornings without problems.
The BMW 335d GT is always combined with all-wheel drive and eight-speed automatic transmission. This combination contributes to the fact that the Gran Turismo with a double-loaded in-line cylinder, according to the factory, weighs 1,820 kilograms – making it the heaviest of all F34 LCI models. The performance promised by the factory shows that it still does not belong to the slow type: from 0 to 100 the power diesel accelerates in 4.9 seconds. And thus leaves the nominally still somewhat stronger 340i xDrive just behind.
A favourite for commercial use and popular as a fleet vehicle, the 16-seater Toyota Hiace microbus has been a Bangladeshi favourite since the late 80’s. With that kind of heritage and ever-present popularity, nothing else needs to be said of the Hiace’s abilities as a useful vehicle for transporting people, luggage and whatever else is needed across any distance. At the Motor Show, the Hiace received discounts of up to 1 lakh taka, price after discount standing at 37.50 lakh taka.
Currently residing between New Delhi and Hong Kong, I am a former financial journalist and have worked in London and Hong Kong with Bloomberg TV, and prior to this, in Washington DC. I now write on a range of economic, political, development and social issues – whilst working on my own tech startup. I am also a contributor to the South China Morning Post and Forbes Asia, among others. I’m the author of Juggernaut’s Honest Beauty, and have written a Lonely Planet Guidebook and a children’s story for the literary NGO Pratham Books.
@Parvez: It is a simple calculation to get your result. If you buy a used hybrid Toyota Aqua for Rs 1.8 million and a Toyota Vitz is available for rs.1.4 million. A Toyota Aqua gives 600 lm on a tankful of Rs. 2400 while Vitz gives 45o km on the same volume of fuel, the difference is 150 kms in fuel saving, which is Rs. 600 per tankful. The price difference of Rs. 400000 divided by 600 would give about 667 tankfuls before the Hybrid breaks even with Vitz. Now, it depends how much time it would take in running a hybrid Aqua 667 tanks of fuel to start getting the benefits of Hybrid. generally, a household Aqua running an average of 600 kms, or a tankful a week would take 667 weeks before being profitable. That means, if a used Aqua lasts more than 667 weeks in use, that is almost 13 years, only than it would break even with Vitz.
@Nate Well the headline did ask whether this was the “wildest” drift car ever built, so I don’t think SL cars would even fit in that category, so I’m not sure what you put down here really is applicable to the question that was asked here based on the context. Why can’t Saito have 1000PS? He’s in a competition to win, it’s not some soukokai event where you can just manji through the straights – it’s a different environment. Not that I have anything against soukokai/free run events. In Both SL and GP all competitors are there trying to win. The only difference between pro and SL is that SL has restrictions that ends up allowing the car being driven on the road. Eventually those that do well in SL make it into GP. However, of all the grassroots event I have been in Japan, it’s very rare to see “winning competitors” of SL cars drive it on the daily, they mainly have trucks towing them. MCR, Burst, Ito Auto, etc all have trailers towing them from home to track. I wonder why that is? Could it be that even a street legal car that is used to compete isn’t utilized as a a-b/grocery car that can do everything? I know KDF is all about the fun, but i think its important to see it from a different perspective because even in Japan – there is the fun element, but there is also that drive to be number 1. Whether it be driving as hard as hell, best flicks, best angles, being the best is a very important part of their culture.
The iA’s proactive safety equipment was developed by Mazda and not by Toyota, and it’s worth pointing out that there are some notable functionality differences. The iA does not include the hatchback’s lane departure alert and automatic high beams. Additionally, while its system can automatically apply the brakes to reduce the severity of a collision (or avoid one altogether), it works only at lower speeds. By contrast, the hatchback’s Toyota-developed system works at all speeds.
I also learned very quickly that if you’re any sort of car enthusiast, you want to depress the Sport button on the center console so the continuously variable transmission can extract as much power as possible from the car’s 1.8-liter four-cylinder engine, which pumps out a mere 132 horsepower and only 128 pound-feet of torque — and you have to rev to 4,200 rpm to reach peak torque. A 6-speed manual gearbox is available, and desirable for driving enthusiasts.
While the upgrade to a 6-speed transmission is a praiseworthy move, the transmission unit itself appeared to be a rather casual and lazy unit, as if tuned for extreme efficiency, even when driven in regular drive mode. There is an ECO mode to make things even more lazy in the name of saving a few teaspoons of fuel. In manual mode, paddle-shifting doesn’t do any wonders as the shifts are noticeably delayed and is not of much use in situations where gear shifts need to be instantaneous, especially in off-road scenarios. To make matters worse, the 2.7’s gearbox never seemed to find the right gear while negotiating city traffic congestion, occasionally going into an upshift-downshift spree. The 4.0 V6’s gearbox doesn’t need to hunt gears as much, due to the torquey engine doing all the pulling.