Saturday, March 26, 2016


Hi, everyone!

It's been a long time since I was here last time. More preciselly, the whole three years. WOW! :O

This blog was created to divide with you with my passion - motorization of course. Last week I met my old friend from primary school. His love to cars is as huge as mine. We were always arguing which mark of japanese cars is better - Nissan or Honda (haha ;)). He asked me if I still run my blog. At this moment I asked myself: "actually, why I don't do it anymore?". Three years ago it was due to a lack of free time, but now I decided to try it again.

I hope that you will eagerly check back here!

Thank you A.!

Thursday, March 28, 2013

New Range Rover Sport 2014

Today I want to present you the new model of Range Rover Sport. In my opinion it has very agressive character and beautiful line. This model is really interesting option and will be very popular in the next years I think. How you like it? :)

and something what this car can do... ;)

Tuesday, March 19, 2013

Drifting - Tuning. PART 5

Hi all! Before I wrote a few posts about drifting, than I had a break because I was busy and I hadn't time to meet with you, but today I want back to this topic and continue it. There were four parts about drifting on mine blog until today. Now I'm gonna to present you part 5 which is about how to tuning our cars to drifting. It will be long post but I hope you have some free time and you will be interested in ;) So...

Drive train

A proper mechanical limited slip differential (LSD) is almost considered essential for drifting. Attempting to drift with an open or viscous differential in a sustained slide generally yields relatively less impressive results. All other modifications are secondary to the LSD.[14]

The most preferred form of LSD for drifting is the clutch type, in "2-way" form, for its consistent and aggressive lockup behavior under all conditions (acceleration and deceleration). Some drift cars use a spool "differential", which actually has no differential action at all - the wheels are locked to each other. Budget-minded drifters may use a welded differential, where the side gears are welded to give the same effect as a spool. This makes it easier to break rear traction because it reduces maximum traction in all situations except traveling in a straight line. Welded differentials have an inherent risk involved, due to the tremendous amounts of internal stress the welds may fail and the differential completely locks up leaving the rear wheels immobilized. Helical torque sensing types such as the Torsen or Quaife (available on cars in certain stock trims such as S15, FD3S, MX-5, JZA8x, UZZ3x) differentials are also adequate.

The clutches on drift cars tend to be very tough ceramic brass button or multiple-plate varieties, for durability, as well as to allow rapid "clutch kick" techniques to upset the balance of the car. Gearbox and engine mounts are often replaced with urethane or aluminum mounts, and dampers added to control the violent motion of the engine/gearbox under these conditions.

Gearsets may be replaced with closer ratios to keep the engine in the power band. These may be coarser dog engagement straight cut gears instead of synchronised helical gears, for durability and faster shifting at the expense of noise and refinement. Wealthier drifters may use sequential gearboxes to make gear selection easier/faster, while sequential shift lever adapters can be used to make shifts easier without increasing shift time.


The suspension setup on a drift car tends to be set up similar to a road racing car.

High spring rates are used for more predictable weight transfers. Stiff sway bars are used to reduce lateral body motion, and to fine tune inside/outside wheel loading. Adjustable dampers are used to tune transient responses, particularly for the rear for fine tuning drift transitions from side to side. Adjustable suspension links are commonly used to adjust camber, toe, and caster for better entry response, lateral grip, and stability.

Chinese and Taiwanese manufactured suspension components are popular in contemporary drifting, mainly due to their afforability compared to more bespoke products from Europe and Japan. Although high end suspension is still popular at competition level drifting, there are numerous competitors using entry level coilover suspension with success.


Because of the large centripetal force encountered during drifting, drivers find it preferable to be retained firmly by a bucket seat, and harness. This allows the hands to merely turn the wheel, as opposed to bracing oneself against the wheel. The steering wheel should be relatively small, dished, and perfectly round, so that it can be released and allowed to spin through the hands as the caster returns the front wheels to center. The locking knob on the hand brake is usually replaced with a spin turn knob, this stops the hand brake locking on when pulled. Some drivers move the hand brake location or add an extra hydraulic hand brake actuator for greater braking force. Many drivers make use of additional gauges to monitor such things as boost levels, oil, intake and coolant temperatures.


Competitive level drift cars run anything from turbocharged 4-cylinder engines, to big-displacement V10 engines. The power produced can range anywhere,from 400hp to even 1000hp+, even though peak horsepower figures are not necessarily beneficial. Larger-displacement engines are typically in favor. These engines can be tuned in a manner where peak horsepower is reduced in order to have a wider torque band for easier throttling in any circumstance and have greater reliability.


Steering angle and geometry is often modified to increased steering angle so that it is possible for the car to achieve greater drift angle and aiding in spin recovery. Modified steering racks/tierods, and revised steering knuckles that effect ackerman angle are common. With the combination of well set up suspension and tire selection, many cars are capable of achieving a 90-degree drift without spinning out.


Chassis preparation is similar to a road racing car. Roll cages are sometimes employed for safety, and to improve the torsional rigidity of the car's frame, but are compulsory in events that involves the 2+ cars' tsuiso runs in the event of a side collision. Front and rear strut tower braces, B-pillar braces, lower arm braces, and master cylinder braces are all used to stiffen the chassis. The interior is stripped of extraneous seating, trim, carpet, sound deadening; anything that is not essential is removed to reduce weight.

Body kits are often attached with cable ties. When the body kit meets the wall or curb, the cable ties snap, releasing the part, as opposed to breaking it.

As drift cars are pushed faster, aerodynamic tuning becomes more important as well. Rear spoilers and wings usually are useful only in large, open tracks where the cars develop enough speed to create a need for more downforce. Wheel arches are often rolled or flared to allow the fitment of larger tires. Airflow to the engine is critical, so the hood is often vented.

Due to the nature of the hobby, drift cars are typically involved in many minor accidents.


S13 Silvia - tire stretched over a wide rim, increasing sidewall rigidity. The rim has a low offset to increase track.

Competitive drifters often run DOT-approved tires closer to racing tires, which is permitted, with the exception of some major championships including D1GP which only permits commercially available tires that are approved by them. Professional drifting has come to a point where the maximum amount of tire grip is necessary to be competitive in terms of sustaining speed, and stability in a drift.

Grassroot level Japanese cars with low horsepower quite often have different tires on the front and back. The tires with more grip are used up front and harder compounds in the rear to be able to spin the rear wheels in a higher gear while still being able to maintain a relatively moderate speed in a drift.

6 PART SOON...!!!


Saturday, March 16, 2013

Wolfsgruppe Vag Event 2012

Hi all! Today I would like to present you a movie which I've found last time. It's a move from meeting of german cars, mainly Audi, Volkswagen and BMW. I think that there is really high level of german style and I was very fun when I've watched it. I hope you will like it :) Have fun ;)

Sunday, March 10, 2013

Raceism Event 2012 - Meeting in Poland

Hi everyone! Today I have something from the country where i live - Poland. It's a JDM meeting called Raceism Event which was in 2012. In my opinion it's on the quite good level in comparison to the other countries :) What's your opinion? Have fun while watching this!

Thursday, March 7, 2013

Amazing acceleration - Honda Civic Hulk

Hi everybody! I would like to present you something incredible. This video is popular in the world of JDM and you might know it, but it's so amazing that I have to paste it into my blog ;) Very fast Honda Civic with the huuuuge turbo = as fast as crazy! Have fun while you will watch this! ;)

Sunday, November 4, 2012

Hello again!

Hello everyone after that really long break!

I would like to apologize you that I wasn't active for such a long time but I was very very busy and couldn't be with you :(

I hope that you are not angry on me and you will visit my blog with a big pleasure! I promise you will find here a lot of interesting posts about motorization and maybe not only ;)

Have a nice Sunday and see ya!

Tuesday, May 15, 2012

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Sunday, May 13, 2012

Formula Offroad Extreme 2011

Hi! Last time I was watching some movies with offroad cars and I found this one. The movie presents hardcore Norwegian races with hardcore V8 cars. Have a nice watching! ;)

Saturday, May 12, 2012

"Strange" Toyota Celica

Hi everyone :) Today I would like to present you a car Toyota Celica, isn't a normal Celica, it is a strange Celica ;) In my opinion it is exaggeration, it looks funny...Do you like it?