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An outing of luxury sportscar enthusiasts in Japan ended in an expensive freeway pileup — smashing a stunning eight Ferraris, a Lamborghini and two Mercedes likely worth more than $1 million together.

Police officers investigate wrecked luxury cars at the site of a traffic accident on the Chugoku Expressway in Shimonoseki, southwestern Japan in this December 4, 2011 photo taken by Kyodo. Ten people were slightly injured in the pile up involving eight Ferraris, a Lamborghini, two Mercedes-Benz and two Japanese cars, according to the police. A group of luxury sports car fans were believed to be driving together when the accident occurred, local media reported.

Picture taken December 4, 2011. Digital masking of license plate from source. Mandatory Credit REUTERS/Kyodo (JAPAN – Tags: TRANSPORT DISASTER SOCIETY WEALTH TPX IMAGES OF THE DAY) JAPAN OUT. NO COMMERCIAL OR EDITORIAL SALES IN JAPAN. FOR EDITORIAL USE ONLY. NOT FOR SALE FOR MARKETING OR ADVERTISING CAMPAIGNS. THIS IMAGE HAS BEEN SUPPLIED BY A THIRD PARTY. IT IS DISTRIBUTED, EXACTLY AS RECEIVED BY REUTERS, AS A SERVICE TO CLIENTS. MANDATORY CREDIT. YES

In front of an estimated 20,000 screaming fans at Fuji Speedway, 60 miles south of Tokyo, Toyota CEO Akio Toyoda drove the sharp-looking Toyota 86 down the mile-long straightaway, passed a dozen high profile Toyota and Lexus race cars parked on the grid, and pulled up in front of the world’s media before announcing the all-new model. Few cars are accorded such lavish unveilings. In fact, few cars are worthy of such exaltation. This is one of those cars.

As Toyoda apologized for keeping the motoring public waiting for the car’s launch, he said, “All car lovers have been waiting for this kind of car.” Known for his hands-on developmental work and stints behind the wheel of the Lexus LFA in the Nurburgring 24-hour race, Toyoda poured his heart out to the expectant crowd. “For the last 10 years, I have been a part of the development of this car, so I really feel like my baby is coming out.”

Gone is the concept car’s name, FT-86, replaced by the simple number 86, at least in Japan — in Europe, it will be called the GT 86, and its American-market name is not yet known. With design inspired by the Toyota 2000GT from the 1960s and more recently, the early 1980s rear-wheel drive drifting sensation Corolla Levin AE86 from which the 86 takes its name, the new coupe was borne out of an intriguing joint development project between Toyota and Subaru.

Without going into too much detail, the 86’s exterior styling and product planning (bankrolling) was provided by Toyota, while Subaru supplied most of the bits –- the chassis, the engine, the transmission, brakes and suspension — that make the car so much fun to drive. Toyota offered D4S direct injection engine technology that makes Subaru’s revised 2.0-liter boxer engine cleaner and more fuel efficient, aspects that needed attention. Generating a beefy 200 hp at 7000 rpm and 151 lb-ft of torque at 6600 rpm, the 86 gets 30 more horses than the Mazda MX-5, its main Japanese rival.

The secret to the Toyota’s driver thrills lie in the world-first use of a boxer engine in a front-engine/rear-drive layout with a choice of Subaru Impreza-inspired Aisin six-speed manual or six-speed automatic flappy paddles. The 86 is a two-plus-two, but don’t expect to get anyone over 5’7” in the back seat. Meanwhile, the supportive and comfortable driver’s seat will accomodate folk up to 6’3” without problems. Pedal positions are perfectly set, and visibility is good all round.

Taking off on our allotted three test laps of the short course at Fuji, we are delighted to hear and feel strong Subaru flavor burbling its way through the cabin. The naturally aspirated four-cylinder engine delivers healthy dollops of torque through the bottom to mid-range, but could use an extra tweak at the top end. On the tarmac, the 86 feels light but firmly planted, its ride firm but not harsh. Turn-in is sharp and accurate. Body roll in minimal, thanks partly to the engine’s low center of gravity. Tire grip levels are higher than expected, with a slight tendency to understeer.

Since the 86 was developed to be a reasonably priced sports coupe with serious drifting and racing capabilities, we switch off the VSC and traction control units to see what would happen. After dabbing the firm disc brakes to tuck the nose into a tight left-hander while holding 5000 rpms in second, the initial hint of understeer is replaced by a welcome serve of tail action that requires an instant dose of opposite lock to control the slide. But given our very limited time in the car, and the fact that a professional racing driver even spun out once during the drive, we will reserve judgment on the car’s overall balance and whether a drift can be held for any length of time.

Toyota went on today about its (and Subaru’s) decision to build a lightweight sports car that avoided AWD, turbos, and sticky tires. The end result is a stunning first step: This car is a blast to drive and will inject some much-needed adrenaline into an otherwise bland lineup…but we can’t help think that enthusiasts and tuners around the world will want more power –- and very soon — leading to bolted-on turbos. Why? Because the chassis can take more power. A lot more power.

The 86, and its brother the BRZ, are not just fun, rear-drive coupes powered by the same boxer engine. This joint venture has added a fun car to Toyota’s range while injecting some rear-drive spice and variety to Subaru’s AWD lineup. But more than that, these two cars will make the world stand up and take notice that Japan has not forgotten how to make a great driver’s car that looks the part and does not break the bank.

Source: Toyota, http://www.motortrend.com

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MSRP: $89,950 – $95,100
MPG Range: 23 – 23 mpg
Body Style: Coupe

Back when the Nissan GT-R was first unveiled in late 2007, chief engineer Kazutoshi Mizuno said that not only had he built an “everyday supercar” that could jump to 60mph in 3.5 seconds and circle the Nurburgring in 7 minutes 38 seconds, but that he would continue to develop the car and announce new revisions every year. Well, Mizuno-san has been hard at work to make the latest version of Godzilla — though called a 2012 in Japan, it will be called a 2013 once it hits our shores early next year — even better. Not only did it reach 60 mph in 2.7 seconds in Nissan’s testing, but it made the sprint through the quarter mile in 10.8 seconds, a full 0.4 seconds faster than the 2012 model we tested in February, using 100 RON octane gas (96 octane using the U.S.’ AKI ratings).

How is the the 2013 Nissan GT-R so quick? Partially thanks to the addition of even more power. The engine now generates 545 horsepower and 463 lb-ft of torque — both going up by 15 from the 2012′s 530 and 448 — and produces beefier top end torque response right up to the 7000rpm redline. The 2013 revision also incorporates more efficient cooling ducts for the front brakes, slip-resistant seats, and a Track-Pack option that shaves over 200 pound in weight. Mizuno also stressed that his car generates these neck-snapping numbers by using an even leaner mixture of fuel than before.

The right-hand drive version sold in Japan also employs a world-first asymmetrical suspension system that uses a higher spring rate on the front left wheel and a slightly softer spring rate on the rear right wheel to counteract the extra weight (from the transfer case and propeller shaft) carried on the right hand side of the right-hand drive version. It allows the GT-R to corner flatter at the limit and maintain maximum grip. The US-spec left-hand drive version does not need this technology.

What of ‘Ring times? “While we were not able to get our hot lap in at the Nurburgring with our latest GT-R update, we will try again next spring and are more than confident that we will break the 7 minute 20 second barrier,” said Mizuno.

We can’t wait to see how well this latest and greatest GT-R does on the famous German circuit, but more importantly, we can’t wait to test one ourselves and see what it can do using California’s 91 ‘premium’ octane.

Source: http://www.motortrend.com

The Nissan Juke was already one of the most unconventionally-styled vehicles on the market, but that hasn’t stopped Japanese tuner Impul from adding some wild body parts, including a bizarre front grille and a wing inspired by the Subaru WRX STI.

In stock form, Nissan’s Juke is one of the strangest-looking crossovers on the market, what with its bug-eyed, low-set headlamps; oversized fender flares;and wide-smiling grille. Impul has made some minor updates to the exterior, which reduces the cute-factor of the car in an attempt to make it look more like a miniature rally weapon.

The front grille eschews the smile in exchange for a gunmetal silver metal “moustache,” whichspans the width of the entire front fascia. A front half-spoiler, side sills, 19-inch black alloy wheels, and a full aero kit help visually lower the compact crossover. In back, Impul has added a rear half-spoiler along with a tall, double-foil rear wing. Aero-shaped side visors and a body-length pinstripe (complete with the Impul name) add the final touches to let passersby know that this isn’t a typical Juke.

However, Impul’s package doesn’t neglect go in favor of show. The company offers a sport-tuned suspension kit, a reflashed ECU, stainless-steel exhaust, and a new throttle valve that reportedly helps the Impul Juke to breathe better. Power figures haven’t been released yet, but we expect the tuned cute-ute to produce more than the 188 hp and 177 lb-ft of torque that the standard turbocharged 1.6-liter inline-four puts down.

All of the pieces are available from Impul separately, but for the whole kit it will run around 1,386,900 yen (about $17,382) plus the price of a new Juke, which starts at 1,620,150 yen ($20,305) in Japan.

Source: Impul

Aftermarket heavyweight HKS recently announced that it will be closing the doors of its U.S. offices after nearly 30 years in business. Since 1982, HKS has offered everything from air filters to complete turbo kits and fuel management systems to import enthusiasts. Having been a part of America’s tuner scene for so long, the shuttering of HKS USA is an unfortunate loss. The closure is expected to happen sometime around the end of August, at which point all operations will be transferred to the company’s Japanese headquarters.

Attributing the decision to various factors, HKS cites a shrinking market for aftermarket products around the world as the primary reason for withdrawing from the U.S. Failing to see signs of economic recovery or the U.S. dollar’s strength returning to its former glory, HKS came to the decision to consolidate its operations. HKS isn’t the first aftermarket company to feel the sting of the economic downturn, with tuner staple Greddy/Trust having filed for bankruptcy last year.

HKS also names the disaster in Japan as a contributing factor to its shuttering of its U.S. offices; since the country’s economic future is still uncertain for the most part. As it already has a vast network of dealers and distributors established, HKS says it will still be able to serve the U.S. market from Japan, but the exact details of how it will conduct business going forward have yet to be announced.

The closing of HKS USA is just the latest in a series of blows to hit the import niche, preceded by Mitsubishi’s axing of the Lancer Evolution and the death of enthusiast magazines like Sport Compact Car and Turbo & High-Tech Performance. While these events may not be directly connected, they do show a slow but steady decline of interest in the tuner scene. Even The Fast and the Furious franchise has shifted its focus away from modified imports, the types of cars that defined the series throughout the majority of the last decade. Whatever the current trend indicates, there has been a definite change in tastes over the past few years that you can’t just attribute to a recession. Whether it closed due to real financial troubles, competition from cheaper, lower-quality Chinese-made products, a decreasing interest on the part of its customers or a combination of all of the above, HKS USA will surely be missed.

Source: HKS USA, http://rumors.automobilemag.com/

The Japanese earthquake may have hit Toyota harder than any other automaker, as its latest issue stemming from the disaster revolves around further parts shortages. As a result of the shortages, Toyota will ration its existing inventory until its supply chain is back on line.

While parts shortages are affecting production lines globally, Toyota‘s latest drought involves replacement components. Toyota describes the parts in short supply as body panel and pillar subassemblies, and shock absorbers. In total, some 233 parts will be rationed for the next 30 days, with that timeline possibly being extended depending on the state of the affected suppliers.

“It has been confirmed that damage sustained by certain Japanese parts suppliers will interrupt their normal production,” Toyota spokesman Mike Michaels told Automotive News. “Inventories of parts from these suppliers are currently adequate.”

Standard replenishment of short-order parts will not be filled for dealers, unless there is an emergency order placed. Toyota will update dealers daily on the status of the parts shortages.

The shortage makes up only a tiny sliver of Toyota’s current 300,000 active part numbers; most vehicles on the road today contain roughly 30,000 parts.

A freshened version of Nissan’s mighty GT-R is still about a month away from its official debut at the L.A. auto show, but Nissan went ahead and sent us some pictures of the U.S.-spec car. Unfortunately, we don’t have all of the specifics on the American version yet, but we have been able to glean plenty of info about the car from press releases distributed regarding the U.K.- and Japan-spec versions. Revised GT-Rs will arrive first elsewhere as 2011 models, whereas ours will go on sale in early 2011 as a 2012.

The photos confirm that the styling changes we observed at the recent Paris show will come here as well, including the revised front fascia with double “rectifier fins,” new LED running lights, and redesigned headlight innards, as well as new wheels, super-huge exhaust tips, and a revised rear diffuser. Both front and rear downforce measurements are said to increase by 10 percent compared to those of the current car, and Nissan also claims the overall coefficient of drag drops from 0.27 to 0.26, which is surprising since added downforce usually increases the drag coefficient.

More important to GT-R fans are the changes made to the twin-turbocharged 3.8-liter V-6, which deliver a healthy 38-hp boost (to 523), and a rise in torque from 434 to 451 lb-ft. Modifications were made in the areas of boost pressure, valve timing, air/fuel mixture, and exhaust flow. Nissan claims improvements in emissions and fuel economy as well.

Nissan made improvements to the six-speed dual-clutch transmission’s “R mode” launch control; we hope they will bring 0–60 times back down into the low threes. (The company chose to reprogram the system for 2010—slowing the car’s sprint by 0.6 second to 3.8 in the process—due to transmission reliability issues.) Also of interest is a two-wheel-drive mode that prevents low-speed binding in parking lots; it activates when the car is traveling at speeds below 6 mph and the steering wheel is turned more than halfway to full lock. We’d like to see a two-wheel-drive mode we could use on the track, too.

The GT-R’s structure has been strengthened with a new strut-tower brace and another brace added behind the glove box. Chassis tweaks include modifications to the front springs, shocks, and anti-roll bar; an increased front caster angle for improved straight-line stability; a lower rear roll center; and new front brake rotors said to improve fade resistance while extending rotor life.

Thanks to a redesigned dash pad with improved stitching and a new nav-display surround, among other minor revisions, the interior should appear a bit more worthy of the GT-R’s premium price, which is currently set at $85,060 for the 2011 model. Other markets will get numerous derivatives beyond the standard (Nissan calls it Pure) car described above, including Black, Premium, Spec V, and the over-the-top EGOIST and Club Track models. We’re not sure which of them we will get here, although we’re told the U.S. model lineup will be similar to today’s.