Toyota Altis E120 Drift Conversion
by the wind on Jul.20, 2010, under Project1
Toyota Corolla E120 more widely known as Altis in South East Asia region is the best selling car of its time (2000-2005)
and continue to be the top contender of all times. This scale model is a fusion of popularity and off the edge imagination in RC drifting. There has been many conversion both in Japan, US, of non FR configuration for drifting. Such conversion famous to be successful namely are Team Orange’s old GDB, EVOs while on US soil, the TC Scion, etc.
With ASEAN flavours, this Altis Drift Conversion come to reality as pioneering catalyst for more conversion both in appearance and ideas represented by RC drifting. Traditional boundary of natural FR commonly embraced by the region perhaps could be richer with more conversions around. It may be far fetched or it may be not, as we see less and less FR car gets produced.
The Toyota Corolla is a line of subcompact/compact cars manufactured by the Japanese automaker Toyota, which has become very popular throughout the world since the nameplate was first introduced in 1966. In 1997, the Corolla became the best selling nameplate in the world, with over 35 million sold as of 2007.[2] Over the past 40 years, one Corolla car has been sold on average every 40 seconds.[3] The series has undergone several major redesigns.
The name Corolla is part of Toyota’s naming tradition of using the name Crown for primary models: the Corona, for example, gets its name from the Latin for crown; Corolla is Latin for small crown; and Camry is an Anglicized pronunciation of the Japanese for crown, kanmuri.
Corollas are manufactured in Japan and in Brazil (Indaiatuba, São Paulo), Canada (Cambridge, Ontario), China (Tianjin), India, Indonesia, Malaysia, Pakistan, Philippines, South Africa, Taiwan, Thailand, Turkey, the United Kingdom (Derbyshire) and Venezuela. Production has previously been made in Australia (Victoria). Production in the United States (Fremont, California) ended in March 2010.[4]
The Corolla’s chassis designation code is “E”, as described in Toyota’s chassis and engine codes.
In November 2000 the ninth generation Corolla was introduced in Japan, with edgier styling and more technology to bring the nameplate into the 21st century. It is also called the Corolla Altis in the ASEAN region. The station wagon model is called the (Japanese: Corolla Fielder) in Japan.
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ABC Hobby – Honda Integra type R
by the wind on Jun.29, 2010, under RC News
New bodyshell from ABC Hobby, the Honda Integra type R released in June 2010,
the model itself made public first by HPI although ABC has definitely made improvement in detailing section.
Other Integra in the market is the DC5 4th gen made by Tamiya.
Although Integras are known road warrior with FF based configuration, we thought it is nonetheless worth mentioning.
JDM lovers would be thrilled with this release.
The 3rd Generation Integra DC4 (circa 2001)
Specifications:
Production 1993–2001
Body style(s) 3-door hatchback
4-door sedan
Engine(s) 1.6L ZC
1.8L B18B, B18B1
1.8L B18C, B18C1, B18C5
Transmission(s) 5-speed close ratio manual
4-speed automatic (with 2000 rpm torque converter)
Wheelbase Hatchback: 2,570 mm (101.2 in)
Sedan: 2,620 mm (103.1 in)
Length Hatchback: 4,380 mm (172.4 in)
1994-2001 Sedan: 4,525 mm (178.1 in)
2000-01 GS-R Hatchback: 4,425 mm (174.2 in)
Width 1,710 mm (67.3 in)
1998-99 Type-R Hatchback: 1,695 mm (66.7 in)
Height 1994-95 Hatchback: 1,290 mm (50.8 in)
1994-96 Sedan: 1,325 mm (52.2 in)
1996-99 Hatchback: 1,335 mm (52.6 in)
1996-2001 Sedan: 1,370 mm (53.9 in)
1998-99 Type-R: 1,320 mm (52.0 in)
Curb weight 2,643 lb (1,199 kg)
Fuel capacity 13.2 US gallons (50.0 L; 11.0 imp gal)
credit 1134
reference:
Honda debuted the third generation model in 1993 in Japan. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed “bug eyes” by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW), and the GS-R received the B18C1 VTEC engine, equipped with a dual-stage intake manifold, ported exhaust manifold and a displacement increase (from the second generation integra) from 1.7 liters to 1.8 liters, bringing power up to 170 hp (126.8 kW). The bug eye model was known in Japan as Integra Si and it powered by a B18C engine with a power of 180Hp which later became the type R power lump.
1996 Acura Integra
In 1998[citation needed], Honda redesigned the Integra after the new Type R was released. In Japan the redesign had two more conventional looking headlights as the bug eye look had proven unpopular, outside Japan it had a slightly revised version of the four headlight front.
A Type R model was added for the 1995 model year in Japan and in 1997 in other markets, powered by a highly tuned, hand-finished variant of the Si/SiR engine. That same year the Integra GSR was sold in Japan as the SiR-G. The JDM B18C Spec-R (B18C5 for USDM) equipped Type-R produced 197 BHP. Although it had an impressive rev limit, the Type R was still hampered by some criticism; its maximum torque output of only 133.8 lb·ft at 7500 rpm meant that the engine would have to be revved high to achieve the best performance.
[edit] Type R Trim Level (1997–2001 excluding 1999)
The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching on the arm rest and shift knob for 1998, and after year 2000, faux carbon fiber for cup holders, climate control, cluster bezel, and the shifter plate. The Canadian market received a limited number of vehicles in the final year of production (2001) with the ultra rare red interior which composed of red front and rear seats.
The Type R’s B18C6 (EDM/UKDM), B18C5 ((USDM)This engine only had single exhaust valve springs opposed to the B18C6 which had daulvalve springs) engine was not merely a tuned version of the GS-R’s B18C1. The Type-R’s head is a re-worked PR-3 head, with better valves, camshafts, retainers, stiffer valve springs and a red cover. During production, the B16 heads would get a green marker line to signify a ‘perfect cast’, and these would be the heads put away and later used for Type R engines which would receive a hand port and polish. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weights were installed on the crankshaft which altered its vibration modes to enhance durability at high rpm. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The intake ports were given a minor port and polish. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A re-tuned engine computer also contributed to improved power output, which allowed the Type-R to accelerate from 0 to 60 mph (100 km/h) in 6.2 seconds (as opposed to the GS-R’s 7.0).
The transmission gearing used was very similar to that of the civic Si from 1999–2000, which featured closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. However, the Type R transmissions featured stronger synchros in all 5 gears. The North American version retained the same 4.4 final drive throughout the Type-R’s production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing (However the 4th and 5th gear in the 4.785 transmission was from the GSR transmission, which made the ratios for 4th and 5th on the 4.75 nearly identical to the 4th and 5th gear in the 4.4 tranny, resulting in easier cruising at higher speeds). Unlike the other model Integras with a open differential, The Type R came with a torque-sensing limited slip type.
The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. “Performance rods”, chassis braces that were bolted in place, were added to the rear trunk wall and sub-frame. The front strut tower bar was replaced with a stronger aluminum piece. Honda marketed a rear strut tower bar as a dealer accessory as well, but it required cutting of the damper mount access panels. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. This rigidity was further improved in 1998 when the smaller upper suspension link was changed from a stamped steel part to a fabricated part with a more rigid bushing. The Type-R’s body also received a new functional rear spoiler, body-colored rocker panels and front lip, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 summer tires.
The Type-R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 10 mm (0.4 in) reduction in ride height. The rear anti-roll bar diameter was initially increased to 22 mm (0.9 in) in diameter, and further enlarged to 23 mm in diameter in 1998. The front anti-roll bar retained the same size, although the end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.
The interior was stripped down to reduce weight. The air conditioning system was optional in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn’t mind. The seats were also unique to the Type-R. For the U.S. market, the upholstery was done in Alcantara and mesh, with the bottom cushion made softer than the standard Integras to preserve comfort. The Japanese market cars used Recaro SRII seats—a slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats.
Tamiya #84132 TA05 VDF (High End Drift Chassis)
by the wind on May.13, 2010, under RC News
From 2010 Tokyo Hobby Show, Tamiya finally reveal the real name of #84132 High End Drift Chassis in TA05 VDF or Vertical Double Frame chassis. As mentioned in our earlier release, this chassis geometry is not new, and neither does the vertical double frame. For instance, Kawada once release SV-10 Alcyon SP although with rear midship motor mount, it utilizes twin vertical frame.
Nevertheless, the kit comes with some unique points:
- extreme steering angle through new crank mechanism and knuckle extension
- front balancing weight
- steel & alloy swing shafts
- TRF dampers
- front oneway
- rear spool
and option parts:
- alloy bulkheads
- CF shock towers
- CF decks
- center oneway
so the rumour about many names, one being TA06 has been dashed to the bin with the final reveal of this new Tamiya High End drift chassis.
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Tamiya TA-06 ?
by the wind on Apr.08, 2010, under RC News
Tamiya production chassis #84132 could be called TA06, TD01 or even the latest buzz TBC (that’s a bad labeling, sounds like the disease).
It doesn’t matter what it will be called, truth is this chassis is an actual ongoing production of Tamiya, and judging from the looks, one can be certain that it is meant for drift market.
Many enthusiasts ponder about when will the RC giant unleash such chassis after several ‘Drift Spec’ relabeling on TA03F Pro, TT01, TB02 and the last TB03. Unimportant as it may seem, these all bear the genes descends of racing breed, and as such were never really quench the thirst of drift purists.
Not until now..
It won’t wow you in terms of what is new, because similar geometry has been around for quite sometime as the Alex Racing CER, the first kind that came up with front midship motor mount off production line, the Tamiya version looks less sturdy nor solid in the bulk head department. Instead of one solid piece on each side, it incorporates bridges that connect the motor mount and the diff housing.
The motor mount cage looking very similar to those of OTA-R’s.
The whole setup also kinda reminds us of a flipped around TA04 conversion done by some RC drift hobbyists in Japan. With Tamiya’s magnitude, we honestly been expecting something special if not revolutionary ground breaking.
Perhaps something like improved version of TA03F, with simpler and more efficient drivetrain, better arms,.. oh well..
excerpt:
The design chassis only for drifting, pre-bid price Y49,800, shipping delivery expectation will be in July 2010.
The motor made of aluminum mount is arranged in made of the carbon in, and the best weight balance for the drift running is achieved. The maximum feature is “Double upper frame” that vertical (vertical) mount is done. The rigidity in the direction of the pitch (Before and behind) was high, and it was assumed in the direction of the roll (right and left) a flexible chassis characteristic made of the carbon of 2mm thickness.
The steering wheel system that becomes an important factor with the drift chassis improves a right and left tire slice corner, and parallel (parallel) geometry that runs side by side is adopted and the control at counter steering has been improved.
TA05 bulk head, 37T/18T Pulley, and upright TRF416, etc. are choice as for parts up to now, in the touring car with results. A lot of OP parts of the TA05 faction that abundantly becomes complete can be used. The new size front and rear belts, rear belt is × 2, front × 1. Front Ball diff drive system, Ride air coupling, universal shafts around, TRF damper equipped.
So, is that it? Will it be just another TA05 plus conversion kit packaged into one? It would seem so as the rest of geometry are darn straight forward obvious. Lateral battery placement, electronic positioning and belt layout. Seen it once, seen it all.
Just one shocker to add prior the launch in 2010 mid, it comes with a hefty price tag; ESRP $500.
So guys, would you go for this one?
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source:tamiya
Suzuki SX-4 Fanta (part 2)
by the wind on Apr.06, 2010, under Howto, Project1
front
side
rear
fun shot
Spektrum DX3-E
by the wind on Apr.01, 2010, under RC News
Good news for budget constrained RC drift hobbyists, Spektrum just released a budget 2.4GHz radio system, that also includes one servo to bring you that much closer to running condition if you just started out.
Basics is in, if you’re one looking for simplicity, prefer less bells and whistles to fiddle with, this radio is it. Just buttons and no display (unlike Airtronics/Sanwa Sport) making it technically on par with Towerhobbies 224 – the cheapest 2.4GHz system.
Not everyone likes the plasticky silver look on Spektrum, but not everyone minds about it either. Reversing switches are not easily flipped as it is leveled with the casing. This is good to prevent accidental switching. Aside the main trim for throttle, steering and dual rate, the rest of trim control has to be accessed with mini trim driver.
It appears that this radio has the minimum footprint both standing and laying, with its antenna folded. One additional extra plus point for minimalist hobbyist on the go. The grip is rubber padded on fingers and thumb down, and with thumb rest it makes the grip felt more ergonomic.
In short, DX3-E does promise more than decent entry level 2.4GHz system and at MSRP placed below $100, it is definitely one strong choice for RC drift beginners.
Features
- 3-channel surface system
- Spektrum™ 2.4GHz DSM® technology
- Includes SR300 DSM 3-channel receiver
- One S200 digital servo included
- One model memory
- 2-position, 3-position or linear auxiliary setting
- Steering dual rate knob for easy adjustment
- Independent travel adjustment dials for all three channels
- Battery voltage level indicator LEDs
- Servo reversing on all three channels
- Compatible with DSM2™ and the MR3000 receivers, in addition to DSM surface receivers.
- 4 AA alkaline batteries and a medium-size grip included
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source:spektrum
ABC Hobby Toyota Celica LB2000 GT & 1600 GT
by the wind on Mar.16, 2010, under RC News
So they seemed to be the same but if you look closely, they are definitely not. ABC Hobby just release another additional to their Genetic fleet of mini 4WD chassis (210mm wheelbase) in the Toyota Celica LB2000GT model.
Earlier last year, the 1600GT was released, and so for Celica enthusiasts, the two would make huge grin of contention.
First generation / A20/35 Series (1970-1977)
First Generation 1970 Toyota Celica hardtop
Production start Dec 1970[1]
Production end Jul 1977[1]
Assembly Toyota, Japan
Body style(s) 3-door liftback
2-door hardtop
Layout FR layout
Platform A20, A35
Engine(s) 1.4 L T I4
1.6 L 2T I4
1.9 L 8R I4
2.0 L 18R I4
2.2 L 20R I4
Transmission(s) 4-speed W40 manual
5-speed W50 manual
3-speed A40 automatic
Wheelbase 94.75 in (2,407 mm)[2]
Length 164.2 in (4,170 mm)
Width 63.0 in (1,600 mm)
Height 53 in (1,300 mm)[2]
Curb weight 890 kg (1,962 lb) (Early Coupe) -
1,166 kg (2,571 lb) (USA Liftback)
Fuel capacity 58 litres (15.3 US gal)
Related Toyota Carina, Toyota Corolla
The first generation Celica was released to the Japanese market in late 1970, and targeted to be a more affordable alternative to Toyota’s sportscar, the 2000GT.
Displayed at the 1970 Tokyo Motor Show in October, and marketed in December of the same year, the Celica was a personal car that emphasized styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV.
1976–1977 Toyota Celica (RA23) LT hardtop (Australia)
For export markets, the Celica was offered in three different levels of trim; LT, ST and GT. The lower-end LT was equipped with the single carbureted four-cylinder 2T engine displacing 1600 cc, while the ST came with a twin downdraft-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC 1600 cc engine equipped with twin Mikuni-Solex Carburetors.
At its introduction the Celica was only available as a pillarless hardtop notchback coupe. The SV-1 liftback was shown as a concept car at the 1971 Tokyo Motor Show. With slight modifications, this was introduced in Japan in April 1973 as the 2000 cc RA25 and 1600 cc TA27 liftbacks. It was then exported to Europe in RHD form as the 1600 cc liftback. After the October 1975 facelift, it was available in both RHD and LHD forms in other markets. The RV-1 wagon was also shown at the 1971 Tokyo Motor Show but it did not reach production.
The Japanese GT models had various differences from the ET, LT and ST including the hood flutes, power windows, air conditioning, and specific GT trim, but shared a few things with the ST – a full-length centre console and oil pressure/ammeter gauges whilst the LT had warning lights for these functions.
There was also the GTV version, which had the 2T-G engine, a slightly cut-down interior, and did not come standard with things like power windows, but they were optional. The GTV has firmer suspension.
The first generation Celicas can be further broken down into two distinctive models. The first of these was the original with slant nose (trapezoid-like shape front corner light). This is for Coupe model only, TA22, RA20, and RA21. These models were released from 1970 to 1975 and came equipped with the 2T, 2T-G 1.6 liter, or 18R 2.0 liter motor. They had a 95 inches (2,400 mm) wheelbase. The second series (98 in (2,500 mm) wheelbase) had a flat nose (square front corner light) and slightly longer wheelbase. This facelift model appeared in Japan in 1974, but for export was the 1976 model year.
The first Celica for North America, 1971 ST was powered by 1.9 liter 8R engine. The 1972-1974 models have 2.0 liter 18R-C engines. For 1975-1977, the engine for the North American Celica is the 2.2 liter 20R. The Celica GT and LT models were introduced in the U.S. for the 1974 model year. The top-line GT included a 5-speed manual transmission, rocker panel GT stripes, and styled steel wheels with chrome trim rings. The LT was marketed as an economy model. Mid-1974 saw minor changes in the Celica’s trim and badges. The automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975, the ’74 body was used, but body-color plastic fascia and sturdier chrome and black rubber bumpers, replaced the chrome bumpers used in the earlier cars (in accordance with US Federal bumper laws).
1975 Facelift
In October 1975, The entire Celica lineup was given a facelift, with a revised front bumper and grille arrangement. The new model numbers were RA23 worldwide (RA24 US) for the coupe, and RA28 worldwide (RA29 US) for the liftback.
The Liftback was introduced for Japanese market in April 1973, but not until 1976 for export models. Models for home market Liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA25 and RA28). The American Liftback is a GT (RA29) with a 2.2 liter 20R engine. All the Liftback models, which are commonly referred to as the ‘Mustang’ shape, have flat noses. Although there is no “B” pillar in the Liftback, the rear windows do not roll down (as they do in the hardtop coupe). Although they looked the same, there were a few minor visible differences. The facelifted coupe is coded RA23 with an 18R engine, or RA24 with a 20R engine. Also available was the TA23, which was similar to the RA23, but with the T-Series engine. The RA23 and RA28 had a more distinctive bulge in the bonnet, or hood, which was lacking in the TA22 or RA20 Coupe and in the TA27 and RA25 Liftback Celica. The TA22 Celica also had removable vents mounted in the bonnet, which the RA23 and RA28 lacked. The RA series also had an elongated nose to accommodate the larger engine. The door vents, fuel filler cap, and interior were also different between the TA and RA series.
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source:abchobby
ABC Hobby #66122 Nissan Fairlady Z
by the wind on Mar.13, 2010, under RC News
Another good news for RC drifting from ABC Hobby bodyshell factory with the refined Nissan Fairlady Z.
This bodyshell has some additional detail touches compared to the previous release.
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source:abchobby
Ko Propo EX-5UR #82011
by the wind on Mar.13, 2010, under RC News
Another good news for Mini-Z cum Ko Propo enthuse hobbyists.
Ko Propo has released an EX-5UR adaptation for Mini-Z use.
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source:kopropo
Tamiya #58461 Mitsubishi Evo 5
by the wind on Mar.11, 2010, under RC News
A Re-release bodyshell with a fairly recent chassis in DF-03Ra package.
Dirt Kick- Toyota Altis E120 Drift Conversion July 20, 2010
- ABC Hobby – Honda Integra type R June 29, 2010
- Tamiya #84132 TA05 VDF (High End Drift Chassis) May 13, 2010
- Tamiya TA-06 ? April 8, 2010
- Suzuki SX-4 Fanta (part 2) April 6, 2010
- Spektrum DX3-E April 1, 2010
- ABC Hobby Toyota Celica LB2000 GT & 1600 GT March 16, 2010
- ABC Hobby #66122 Nissan Fairlady Z March 13, 2010
- Ko Propo EX-5UR #82011 March 13, 2010
- Tamiya #58461 Mitsubishi Evo 5 March 11, 2010
