Japanese tuner TOM’S Racing has launched a new vehicle restoration arm at this year’s Tokyo Auto Salon aimed at Toyota AE86 Corolla enthusiasts. Officially called TOM’S Classic, the services offered include a complete body repair programme that involves stripping down an AE86 down to bare metal and repairing any rust or damage.
If you don’t have a donor body, the company also offers a fully restored AE86 body-in-white structure that comes complete with legal documentation. Pricing for these services are still under evaluation but it isn’t likely to be cheap given the amount of time and labour required.
In addition to the AE86 body shell, TOM’S is also offering Toyota engines that are fully rebuilt to their original state. These include the famed 4A-G, which can be had in 16V (4A-GEU) or 20V (4A-GELU) versions.
The former is compatible with the AE86 and is priced (inclusive of tax) at 2.585 million yen (about RM74k), while the latter at 2.75 million yen (RM79k) can be paired with the AE86, AW11 (first-gen MR2) as well as the AE101/111 Corolla models.
Joining the 4A-G is the 3S-GE, which is compatible with the second-generation (SW20) MR2 and retails for 3.025 million yen (RM87k). Lastly, there’s the iconic 2JZ-GTE at a whopping 6.545 million yen (RM188k) for the well-known fourth-generation (JZA80) Supra.
Customers will get to choose from various engine specifications depending on their requirements and wallet size. The A Spec is the starting point and nets you an overhauled engine using original parts. Next comes the B Spec that is based on the A Spec but with selected upgrades, while the C Spec is a custom-made engine that matches the buyer’s specific wants.
The Honda Civic Type R Mugen Group.B made its debut at last year’s Tokyo Auto Salon with a bunch of add-on parts designed to make the hot hatch even sportier. Fast forward to this year’s event, the carmaker’s in-house tuner has revealed that it spent a year developing its creation to further improve performance and bring it to market.
This pre-production unit you see here previews that Mugen calls the “ultimate Type R” and gets pretty much the range of parts that the tuner worked on. With the use of lightweight materials such as carbon-fibre and titanium, they don’t come cheap. In an official release, Mugen provides a list of parts that are set to be released in 2025:
Carbon-fibre front bumper lower spoiler – 1.65 million yen (about RM47k)
Carbon-fibre aero bonnet – 1.65 million yen (about RM47k)
Carbon-fibre front aero fender – 880,000 yen (RM25k)
Carbon-fibre side spoiler – 1.65 million yen (about RM47k)
Carbon-fibre rear bumper diffuser – 1.1 million yen (RM31k)
Carbon-fibre rear wing – 1.32 million yen (RM38k)
Carbon-fibre tailgate spoiler – 220,000 yen (RM6.3k)
Carbon-fibre side mirror covers – 110,000 yen (RM3.1k)
Titanium sports exhaust system – 880,000 yen (RM25k)
High performance brake system – 1.1 million yen (RM31k)
Carbon-fibre engine cover and chamber cover set – 198,000 yen (RM5.7k)
Mugen LED taillights -165,000 yen (RM4.7k)
With all the parts fitted, Mugen claims the Group.B generates approximately three times more downforce and is around 38 kg lighter than a regular Civic Type R. These new parts join existing ones that are already on sale such as a front bumper garnish, 19-inch forged aluminium wheels, wheel centre caps, racing wheel nuts, a sports steering wheel, full bucket seats, an Alcantara shift knob, a carbon-fibre centre console panel, black and red sports mats and boot mat as well as a hydrophilic LED mirror – these are priced between 4,400 and 297,000 yen (RM125 and RM8,475).
Prices mentioned are inclusive of tax and the products are scheduled to be announced and released sequentially from May this year. Those with deep pockets and intend to kit out their FL5 Civic Type R with Mugen goodies will pay around RM300k for the newly released parts.
This is the Toyota GR Yaris M Concept, and the first thing you need to know about it is it will compete in the Super Taikyu endurance racing series. The second thing is that unlike a regular GR Yaris, the M Concept doesn’t have an engine under its front bonnet.
Opening the tailgate, you’ll find the engine now sits behind the rear seats to create a midship layout as opposed to a front-engine one, but it isn’t the G16E-GTS 1.6 litre turbocharged inline-three petrol unit found in the standard car.
Instead, this is a new 2.0 litre turbocharged inline-four petrol engine that Toyota is currently developing but isn’t providing much in the way of technical details. The only thing we’re being told is that through the highly demanding world of endurance racing, engineers will repeatedly “break and fix” the car (and its engine) as part of the development process.
Toyota says this is part of its “driver-first” approach to car making that takes into account feedback from Morizo (that’s Toyota chairman Akio Toyoda’s racing pseudonym), professional drivers and gentleman drivers.
Long-time Toyota fans will find the idea of the GR Yaris M Concept to be a familiar one, as the company did something similar back in 2008 when it unveiled the Aygo Crazy. Nicknamed the “shopping supercar,” the one-off concept was based on the Aygo city car and had its small-displacement engine ripped out and replaced with a larger 1.8 litre VVT-i unit.
A turbo kit was added to boost power and the engine was rear-mounted, with drive going to the rear wheels via a five-speed manual transmission. In its stock form, the 1ZZ-FE engine (minus the turbo) powered the final generation of the Celica and MR2.
While the reveal of the M Concept may be looked at as Toyota’s attempt at creating a “Crazy” version of the GR Yaris, it could very well be a test mule for the MR2 revival. It was previously reported that the fourth-generation MR2 would get an all-new 2.0 litre turbocharged engine developed in partnership with Subaru and Mazda, with a target of 400 PS (395 hp or 294 kW) and 550 Nm of torque.
After nearly two years of work, Nissan has finally unveiled the R32 EV at this year’s Tokyo Auto Salon. Essentially Godzilla with an electric heart, the passion project involved a small group of engineers that wanted to find out what would result from combining one of Nissan’s most iconic performance cars with the latest electric vehicle (EV) technology.
Leading the project is long-time Nissan EV powertrain engineers Ryozo Hiraku, who is not only a fan of the third-generation (R32) Skyline GT-R but also a former R32 owner himself. Taking an R32 GT-R and ripping out its petrol-powered inline-six is always going to be contentious, which is something Hiraku knew from the start of the project, but he believed that the end product would be rewarding.
“I wondered if 30 years from now — in 2055 or beyond — owners of this incredible machine could still buy gasoline and enjoy driving it. I saw merit in using electrical and digital technology to replicate the appeal of the R32 GT-R so future generations could experience it,” he said. With a team confident that they could successfully match the legendary model’s driving performance using electrons instead of gasoline, the first step was the transplant.
Out went the twin-turbo RB26DETT, five-speed manual transmission and ATTESA E-TS all-wheel drive system, replaced with a pair of electric motors – one per axle – that each delivered 218 PS (215 hp or 160 kW) and 340 Nm of torque. To power the electric motors, the rear seats were removed and in its place is a 62-kWh battery taken from the Leaf RC_02.
With those components in, the R32 EV is 367 kg heavier than the donor vehicle, which weighed 1,430 kg. However, with outputs exceeding the latter’s 280 PS (276 hp or 206 kW) and 353 Nm and with some tuning, the team managed to match the original R32 GT-R’s torque-to-weight ratio.
According to Nissan, the idea is not to chase outright power and win drag races but to match the performance and “driver’s car” experience that the original offered. A key aspect of the R32 GT-R was its ATTESA E-TS all-wheel drive system, which had a hydraulically actuated clutch system that could apportion torque up to 50:50 between the front and rear wheels.
Engineers working on tuning the electric motors to match this benchmark found that with modern sensors and an absence of mechanical components like clutches, the motors are able to respond faster and distribute torque between the front and rear wheels with even greater precision than the mechanical system they replaced.
As for the suspension, the R32 EV gets the Nismo Sports kit with Ohlins dampers for optimal handling and limited body roll despite the additional weight of the EV components. The brakes are larger than the original and are scavenged from the R35 GT-R, including the rotors and monoblock calipers. Given their size, new 18-inch wheels (with 235/45 profile tyres) were developed that closely resemble the 16-inch units (with 225/50 profile tyres) fitted to the GT-R.
While EVs aim to provide a quiet driving experience, this wouldn’t do for the R32 EV. As such, a cabin speaker pipes in sound inspired by the original RB26DETT engine note. For more driver engagement, the team programmed the sensation of shift shock into the paddle shift logic, simulating the brief jolt a driver experiences when engaging the clutch and shifting up or down through a mechanical gearbox. An EV with paddle shifters? Sounds familiar.
With all the mechanical work done, the focus shifted to the R32 EV’s aesthetics. Rather than shaking things up, the team opted to preserve as much of the R32 GT-R’s styling as possible for an unassuming look. Break out the measuring tape and you’ll find the R32 EV and R32 GT-R share the same length (4,545 mm), width (1,755 mm) and height (1,340 mm).
The alluring Gun Grey Metallic paint finish also helps in giving the R32 EV a factory-fresh appearance that disguises its heart transplant. This approach of keeping things as original as possible extends to the interior, with only key items being upgraded. These include the custom Recaro seats, the double DIN head unit and meter cluster, the last of which gets high-resolution digital screens that replicate the R32 GT-R analogue dials.
The completed car was then delivered to Nissan master test driver Hiroyoshi Kato, who was responsible for providing the team with feedback. As one of Nissan’s most experienced drivers and a member of the evaluation group that fine-tuned the R32 GT-R ahead of its 1989 launch, Kato’s input is invaluable as them continues tuning and dynamic development work. Sadly, the company has no plans to commercialise the R32 EV or offer a conversion kit.
“Owners who can enjoy the R32 GT-R nowadays are very lucky. Recently to preserve the R32 GT-R is not easy in its good condition. We realised the way to prevent this extinction would be to convert its features using electric parts and digital technologies that would be more common in the future. The essence of the R32 GT-R could be kept alive for future generations. By remastering the analogue (gasoline-powered) model into a digital (EV) form, the R32 GT-R’s sprit will continue even 30 years from now,” said Hiraku.
Making its public debut at this year’s Tokyo Auto Salon are Mazda’s first Spirit Racing models based on the MX-5. Officially called the Spirit Racing Roadster 12R and Spirit Racing Roadster, both come with a series of performance upgrades, although the former is a little more special as it is limited to just 200 units and receives a power bump.
Based on the soft top version of the MX-5, the Spirit Racing Roadsters are powered by a 2.0 litre naturally-aspirated inline-four petrol engine. This is already a big deal, as the soft-top MX-5 in Japan is only offered with a 1.5 litre NA inline-four unit making 136 PS (134 hp or 100 kW) and 152 Nm of torque. The 2.0 litre engine is reserved for the MX-5 RF (known as the Roadster RF there), which brings with it 184 PS (181 hp or 135 kW) and 205 Nm.
The 2.0 litre engine’s output figures are for the regular Spirit Racing Roadster, while the 12R version gets a new cylinder head, exhaust system, pistons, camshafts and revised cooling system for 200 PS (197 hp or 147 kW) and an undisclosed amount of torque. Power goes to the rear wheels via a six-speed manual transmission.
Other things specific to the 12R include Recaro sport seats with four-point racing harnesses, but beyond that, the Spirit Racing Roadsters come standard with Brembo brakes featuring red-painted calipers and four-piston units at the front, Bilstein height adjustable dampers and a set of forged Rays TE37 wheels paired with Yokohama Advan Neova AD09 tyres.
In terms of styling, there is an aerodynamic package developed based on knowledge gained from the brand’s participation in the Super Taikyu endurance race series. Components include a front spoiler lip, side skirts, a rear diffuser and a boot lid spoiler. The 12R version is offered with an Aero Gray paint job, special decals and a black-painted tower bar. Inside, you’ll find a generous amount of Alcantara on the steering wheel (with a 12 o’clock marker), dashboard, centre console and gear knob.
In addition to the cars, Mazda is also launching a range of Spirit Racing parts which include a sports muffler, reinforced bushings and shorter bump stops and slotted brake rotors paired with sports pads. These items, along with four-point harnesses and Advan Neova AD09 tyres, are also available for purchase by existing owners.
Here’s a gallery of the new Suzuki Swift Sport ZC33S Final Edition on display at this year’s Tokyo Auto Salon. Set to go on sale in Japan on March 19, production of the swansong model will be limited from March to November this year.
Mechanically, the ZC33S Final Edition doesn’t differ from a standard Swift Sport based on the third-generation model, with a K14C 1.4 litre turbocharged inline-four petrol engine delivering 140 PS (138 hp or 103 kW) at 5,500 rpm and 230 Nm of torque from 2,500 to 3,500 rpm to the front wheels. Buyers will have two transmission options, including a six-speed manual that retails for 2,329,800 yen (about RM67k), while the six-speed automatic is a little bit more at 2,401,300 yen (RM69k).
In terms of styling changes, there is a gloss black front grille and fog lamp bezels, with the 17-inch wheels (paired with 195/45 profile tyres) also receiving the same colour treatment. Elsewhere, you’ll find red brake calipers, ‘ZC33S’ decals on the C-pillars as well as a red/black emblem on the tailgate.
Inside, the unique trim on the dashboard, door cards and centre console feature a “heat gradation” effect, with some of these pieces sporting ‘Sport’ lettering or ‘ZC33S powered by Suzuki’ wordings on them. Gloss silver steering wheel garnish completes the look.
While this serves as a farewell for the current Swift Sport, rumours suggest Suzuki is working on a new version of the hot hatchback based on the newer, fourth-generation model, although this hasn’t been officially confirmed yet.
In what appears to be a change of heart, Subaru has chosen this year’s Tokyo Auto Salon to unveil a new WRX STI. This isn’t just any WRX STI but the latest member of the fabled S-series called the S210, which is being previewed in prototype form ahead of the production version that will go on sale in Japan in the spring.
Like past S-series cars, sales of the S210 will be limited, with just 500 units set to be offered. However, unlike its predecessors, the S210 will not come with a manual transmission, with only a CVT (dubbed the Subaru Performance Transmission) being offered – paired with the brand’s all-wheel drive system.
Subaru says the S210 is based on the existing WRX S4 STI Sport R EX sold in Japan and is powered by a FA24F 2.4 litre turbocharged four-cylinder boxer engine that gets a number of upgrades. These include improved intake and exhaust parts as well as a specially tuned ECU that sees outputs increase to 300 PS (296 hp or 221 kW) at 5,700 rpm and 375 Nm of torque from 2,000 to 5,600 rpm.
By comparison, the standard car serves up 275 PS (271 hp or 202 kW) at 5,600 rpm and 375 Nm from 2,000 to 4,800 rpm. While there is more grunt, the VB-generation S210 is still down on power when compared to previous VA-generation S209 that had 345 PS (341 hp or 254 kW) and 450 Nm.
Other changes for the S210 include extra bracing and specific adaptive dampers and springs which are paired with a set of forged BBS wheels and Michelin Pilot Sport 4S tyres in a 255/35 size. The brakes are by Brembo and feature upgraded pads and red-painted calipers with six-piston units at the front.
On the exterior, you’ll find a black-painted grille with red accents, black side mirror covers, a dry carbon rear wing, S210 badging as well as a full body kit (front and side under spoilers, rear diffuser, side garnish). Inside, the S210 gets carbon-fibre-backed Recaro seats at the front that come with power adjustment, an S210 serial number plate, microsuede-wrapped surfaces and piano black trim, while the rest of the cabin looks pretty much like a regular WRX.
Pricing for the S210 hasn’t been announced yet, but expect it to cost well over 5.302 million yen (about RM152k), which is the amount of the most expensive variant of the WRX currently on sale in Japan, the STI Sport R-Black Limited. Is this a true WRX STI? Debate down below.
At this year’s Tokyo Auto Salon, Honda introduced a new ‘Racing Black Package’ variant for the Civic Type R, which swaps out the very red interior for, well, black. The price for this subdued look is 5,998,300 yen (about RM172k), or just over a million yen more than a normal Civic Type R at 4,997,300 (RM143k).
With the Racing Black Package, the red suede upholstery gets switched out for black suede, with the colour swap also applied to the interior carpets and floor mats. Light grey stitching is also used throughout the interior too, with the only red cues left being the seatbelts, the badge on the steering wheel and ambient lighting.
In addition to these changes, Honda also replaced shiny trim for the climate controls and air vent stalks with darkened trim, while the rubberised dashboard gets suede to cut down on light reflection. An auto-dimming rear-view mirror also makes its way into the cabin.
While the interior gets the black treatment, the exterior can be had in a variety of colours, including Championship White, Sonic Gray Pearl (a cost option), Crystal Black Pearl, Frame Red and Racing Blue Pearl.
The powertrain stays unchanged, with a K20C 2.0 litre inline-four VTEC Turbo engine serving up 330 PS (326 hp or 243 kW at 6,500 rpm and 420 Nm of torque from 2,600 to 4,000 rpm. A six-speed manual is the only transmission pairing to drive the front wheels.
