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    You may have noticed by now that Ireland features heavily in my blog, this is for a number of reasons:

    Location - I'm from North West Wales, really really far away from anything of any importance, except for Ireland!

    The Drivers - I've talked before about how the driving standards in Ireland at competition level are out of this world, with it being so close it seems it would be a shame to miss any opportunity to get to see these guys in action.

    Mondello Park – Has become legendary in terms of drifting heritage in the UK and Ireland, and at just 50 minutes from Dublin, it’s seriously accessible.

    Irish ‘grit’ - The ability of the Irish to make the best of any situation, make the most of every opportunity. Make a spectacle from an empty shed, make extravagant locations from disused car parks and loading bays. Because of the lack of tracks, David Evan and the IDC team have brought to reality what can be achieved if you are able to use your mind's eye in conjunction with some savage project management.


    With this in mind the first of my trips to Ireland recently was to witness Round 2 of the Irish Drift Championships: 'Drift On The Docks'.

    It was to be hosted in the disused port of Dun Laoghaire. It was strange. As I pulled up to the once-busy port, I instantly recognised the buildings and the unmistakable 'metro' tramline that I had travelled on whilst visiting as a child.


    Upon arrival we were greeted by a wall of temporary fencing, draped in IDC branding.


    As you walk towards the event you could hear early 2000’s punk/rock music in the distance, which is always a good sign in my book. Once you reach the event entrance gate you then pass through a tunnelled area under a grandstand. I’m not sure if this was by accident or design but as a spectator it really built up the atmosphere, you could hear but literally couldn’t see anything, until you came up through the floorboards of the grandstand.

    At the top of the stairs was an amphitheatre. The presentation of this track was great with banners, food courts and 2 fantastic looking grandstands. As a driver I’m instantly drawn into the track layout. Luckily being an IDC Pro-Am and BDC Pro-Am licenced driver I see the Drivers Packs, which for the purpose of this blog means I can give you guys a great insight into the minds of not only the drivers but the designers of the course.

    On paper this figure of 8 style track looked relatively simple, but rest assured I can guarantee it was nothing short of a challenge.

    The brickwork provided a different surface to what drivers would be used to, the undulations in the loading area of the dock which this track was lay out on were huge compared to what you would normally find on a traditional racing circuit, and the layout was tight and what I  would call ‘boxy’. When you have 3 clips all contained within walls it creates a 3-sided box, the middle clip of this box will always be a challenge.

    This type of arrangement means your radius has to be perfect to maintain a line that will enable you to stay deep into all 3 clipping points, and on a tight track like this it was going to require some excellent driving technique.

    Another thing that the light coloured brickwork highlighted over the weekend was coverage, the rubber lay down over the weekend created a perfect picture of initiation, full throttle, and transition and, more importantly, highlighted the clips that people had been struggling to reach.

    This gave something extra to the weekend for people who like to really get to know the ins and out of drifting. It made me think one day we will have on screen throttle telemetry like you see in Formula 1, it could make some interesting viewing.


    As the weekend progressed, there was so much happening it’s a struggle to get it into words the action and impact that the weekend's events included, so for this issue I’m going to choose 5 topics I felt rose to the top! Topics that didn’t make the cut included ‘where’s Colfer?’ , ‘the McKeever bump’, and ‘ business as usual in the tower’.

    1: The Galvinator

    Anthony Galvin, what can I say about this chap…? If I’m honest before 2017 I only remember the name of the Galvin Brothers mentioned the odd time as being part of the Irish Drift Community, the fact is they are much more than that. Anthony won IDC Pro-Am in 2015, but over the last 12 months had not featured a whole lot as far as I can remember.

    How that has changed in 2017: from the first turn of the wheel this season he has looked in form. I published in my last blog that I felt that he was one to watch, and this weekend again discussing with Ian Waddington the BDC and IDC commentator prior the event I felt like he was one driver to watch for this weekend.

    Throughout practice he was deep into all of the most difficult clips, I felt that he really made a mark on this event, not only that but the guy’s presentation and attitude makes for a great addition to the household personalities on the IDC roster.

    He was unfortunate to go out after an accident in the top 8 against Jack Shanahan, in his own words he was ‘giving 110%’ and it showed.


    2: The Weather

    As much as this event was a spectacle, the weather played its part in taking the edge away from the raw excitement of the weekend.

    In drifting the weather has a dramatic effect, unlike most forms of motorsport drivers are not on the same section of tarmac at the same time. This can bring up some really difficult challenges; not only for the drivers in terms of car setup and driving style, but judging over a period of intermittent weather.

    The IDC is becoming a compact retailable show, the weather is one thing that the organisers cannot control, and it will be interesting to see how this is managed as the sport's popularity increases.


    3:Location Location Location

    Anywhere is a drift circuit!

    With the kind of performance that was put on this weekend I felt that if we as a motorsport can transport this to areas of increased population, bring it to Dublin, London, the cities instead of trying to pull people to the edges and outbacks of our various countries. Drifting is of a level where we can bring the show to them.

    In a culture of Electric cars and Boris Bikes, it has been proven this weekend bringing motorsport to the masses can be done in a way which requires less than 100 meters squared and can be erected and taken down in 5 days. This could be one a historic step in the continued climb of drifting into the public domain.


    4: Jack Shanahan - The Class Act.

    I feel that at the moment, the only thing that can beat Jack is his own car. If they keep the reliability of his 2JZ S14 in check this season, there is not much that can catch him.

    This weekend he really showed that he is capable of anything. After a difficult qualifying session, he found himself in the sudden death bracket of the Pro Class, having to fight for a place in the Top 16.

    I’ve watched Jack drift more than any other driver over the last few seasons, and for me this was his best drive.

    On an unknown circuit in tricky conditions he went against every style of driver, in a range of cars. From the David Hobbs in the Classic style AE86 which has under 200hp and gets clutch kicked around the track to Championship contenders he fought them all using every technique in the drifting book. If you missed his battles on the way to the program and you want a master-class in modern day drifting -  watch the Live Stream back, you will not be disappointed.


    5: The IDC Crew

    Over the years, the guys and girls behind the IDC have honed their skills as a team and it shows. No matter what surprises each event throws up, they seem to get through it. I’ve seen them have to contend with absolutely extraordinary levels of rain, judging towers failing, electrical gremlins, crazy venues and more recently live streams being overloaded with viewers. For this as a spectator in person, on live stream, or driving at one of their events I’d like to thank them all!


    ‘Drift on the Docks’ was definitely a round for the history books. As far as Irish Drifting goes…. I still think we are in the first chapter.


    Take it easy



      Photos this issue by:


      • FJ photography



      Joe Ankers




       Previous Blog Issues

      Issue Four -  BDC The Preparation

      Issue Five - BDC Round 1

      Issue Six - BDC Round 2




      Never in the history of the British Drift Championship has a round been more hyped than Round 2 of the 2017 Championship. In Round One the Irish were again held off the top spot by Matt Carter in his Japspeed R32 Skyline. Teesside has been part of BDC history, and after 10 years of events being held at the Iconic drifting circuit, it brought back some serious memories for me on and off the track.

      It goes without saying the 2017 BDC hype is working. Again, Round 2 was smashing viewing and attendance figures, it was by far the biggest crowd I had ever seen at the Middlesbrough circuit.


      The week for me personally had started well. The car was on top form, re-aligned and tested. At the last possible moment it started to go wrong... when loading it onto Wesley Keating’s lorry, the car just started to cut out! It was not ideal, and in poor conditions with no time to fix we had no choice but to load it onto the lorry. The next time I would see the car was later on that evening after a mammoth 6 hour drive to Teesside, hampered by 3 hours stuck on the motorways surrounding Manchester.


      Social media was gathering pace with competitors arriving all afternoon the excitement began to grow at the venue. Throughout the evening, we could hear the surrounding crews arrive and unload as I spent the evening working on the Nissan, trying everything we could to get the car to idle.


      Eventually we settled on raising the idle control to mask the issue temporarily: at least this made the car drivable.

      The next morning it was clear that it was going to be another tough round. Many of the competitors from both classes had made use of the Teesside practice days throughout the year, and from the off it was obvious that a lot of the guys had the line dialled almost instantly.


      I hadn’t driven the circuit for a few years, but I was building in confidence, until we had a tiny bit of drizzle just enough to mean on the edge initiations were enough to spin the car. After a couple of spins, I just doubted myself going into qualifying - unlike in previous years.



      This resulted in 2 tame runs, the second being the better, I just came up short  of clip 2 and 3, the rest was good but even a wall run on clip 6 wouldn’t be enough to get me into qualifying missing out by just 1.4 points.


      Looking back, I’m just kicking myself for not just going at it. In the commentary, Dave used the word ‘tentative’ and I couldn't have said it better myself! No matter what happens I need to shake this qualifying nerves, something that’s never bothered me before.


      After watching myself slowly drop out of the qualifying positions on the live stream, I quickly realised that even though this was the end of my participation in the weekend, it most certainly was not the end of the event!


      Next up was Pro Practice…. and wow! The sheer level of the driving in the Pro practice session was outstanding, and really gave me the feeling that Sunday was going to be something special. I was pitched up next to Wes and some of the Irish guys, who unfortunately were having some teething problems in the LSX powered 180sx.


      I missed most of the Pro Am battles after helping them with a couple of water hose issues, but from what I did see it was a BMW wash out. Matt Walker, a dude I had watch drive from being a total beginner, was slaying it in his M3 powered E30.

      Peter Hayden in an E36 BMW took the Pro-Am win, just beating Matt in the Final.


      Once the day’s activities had come to a close it was time for a chill, eat some pizza and to watch the Formula D top 32 on the side of a lorry, which was probably one of the coolest ways I’ve ever watched drifting!

      Sunday started wet and miserable, with the clouds looking like it could go either into a tropical storm or glorious sunshine - the first hour of practice was certainly tricky.


      One thing about drifting in the wet is it shows the true colours of a car and it’s set up. The wet will exploit any flaws that car has and things that are barely noticeable in the dry become exaggerated in the wet. You can tell a lot about a car’s set up in the wet and how well they have been prepared, guys like the Shanahans, Martin Richards, dive only slightly slower in the wet than they do in the dry and the stability of the drift and the confidence the drivers have is clear to see.


      Many cars that maybe rely on low tyre pressure to maintain high grip, have may struggle to quickly dial more grip in. You can see many cars instantly become sitting ducks if battles were to be run in these conditions it would make for an interesting technical spectacle, but no where near the level of showmanship and entertainment that the record breaking crowd deserve.


      Qualifying was dominated by the Shanahan brothers taking first and second place, and at the time I felt it was surely not going to be long before we had the same result on the podium.

      Talking of the podium, Matt Carter again sprung to my mind as the clear favourite for this event, as if single handedly showing the Irish the door at Round 1 was not enough. Maxxis had provided team Japspeed with semi slicks. Something the Maxxis backed team had been lacking over the last couple of seasons, and this addition could push the team back into a similar domination which they had around 2010-2012.


      Anthony Galvin was a noticeable addition to the Irish contenders looking to take the BDC silverware back to Ireland, I have always liked the look of his car and to take a good look around it and meet the guy was a pleasure this weekend. Even if his car did drip oily black exhaust condensation all over my fresh Yellow paint!


      I watched as many battles as I could from the infamous Teesside bank. As I watched on, I can’t help myself but look into the technicalities of how some of these guys with fully sequential boxes, just slapped it in 3rd or 4th down the main straight and didn't even need to change again for the entire run!


      I was envious, not just of the cars but the driving quality. It was absolutely every bit as good as what I had been watching in Ireland over the last couple of seasons. Looking back to Teesside events of the past, I would sit on the Middlesbrough circuit outer bank distracted by the driving I would get hideously sunburnt. Watching normal BDC level runs with timid driving at best. Waiting for the one moment of chase car magic normally supplied by Carter, Luney, or Huxley… Not this time.

      The only thing I could relate from this weekend to BDC of the Pre-Egan era was my f**king sunburn. Even writing this now as I sit here a day later with a drift hangover, my face feels like it’s been through one of those rotary hotel toasters.


      From the top 24, nearly every battle had drama. Literally every other battle had a door rub, a wall ride or even airborne cars dragging there dismembered suspension into the grass (not that drifting is all about crashing), but all of the drivers had to fight their way into that top 24, and not one of them was going out without being on the knife edge of ‘all or nothing’.

      As the rounds went by, Matt Carter looked unstoppable. His team mate Paul ‘Smoky’ Smith in the GT86 looked like he was finally getting comfortable in the Toyota chassis and I'll put him down as my one to watch next round.


      Clutch issues had hampered Jack Shanahan all weekend, yet somehow he still not only managed to make top qualifier and still made it through to the top 4. Not even BDC 2017 wonderboy Oliver Evans had a look in, as Connor prepared to battle Matt Carter in the final.


      The first run was intense, with Malx the Line Marshall noticing something amiss with the Westlake liveried S13, Connor decided to risk the car and head into battle. By the time the cars came around for the second battle, Connor’s car was not fit for the 2nd run and sadly after a calling a 5 minute rule. Was not able to get back to the line.


      For me at the moment, Matt Carter is still the favourite to take the 2017 BDC Title, not only because I feel that he at the moment is the best chase driver on British soil, but the Shanahans always seem to have this cloud of reliability over there cars. Sometimes I just find myself willing them to make it on but rarely an event goes by where one or both of the cars have some kind of issue. 


      Drifting is basically one of the only remaining motorsports that is truly unlimited, and with that is going to come danger and questionable reliability, only time will tell how this pans out throughout the season.

      My S14 was loaded onto the back of the WKD imports lorry, it’s heading over to Ireland for a few weeks. At the time of writing we don’t think we will be driving it at Round 2 of the Irish Drift Championship unfortunately but we are on the reserve list somewhere. With limited driver spaces we didn’t make the first cut. I'll be doing as many events as possible while the car is in Ireland we just don’t know what yet.


      BDC round 3 is scheduled as a Pro only round, but the rumour on the street is that this may now also be Pro-Am, But I’ve sent the car to Ireland, so in reality I have no idea what’s going to happen this week or next week or anytime soon!

      Until I know what the hell I am doing.

      Take it easy



      Images By  : FJ Photography 


      • Joe Ankers



      • Previous Blog Issues

      Issue Three -  Drift Matsuri 

      Issue Four -  BDC The Preparation

      Issue Five - BDC Round 1



      After a frantic week repairing the car after the crash at 3 Sisters, the car was running and ready for an event in what seemed like the first time in ages. I was ready to give the new, revolutionised British Drift Championship the best I could on my return.


      Instantly, the vibe of the event was completely different. It felt edgy, almost cut-throat. Everyone knew that if you were going to make waves, or get results, you had to be on your ‘A game’.


      The balance of driver/spectator excitement had been addressed with a much higher focus on making the event a spectator frenzy. David Egan comes across, to me, as less of an ‘event organiser’; and more of a ‘team captain’ wanting to send his drivers into the cauldron.


      Watching him address the Drivers’ Briefing reminded me more of Big Chief from Street Outlaws; laying down the new rules, explaining how to ensure the best possible content appears over the live stream to present to the world the level that British drifting can reach. He does this, not in a condescending way, or with an air of superiority, but as one of us, a fellow drifter, driver and all around motorsport enthusiast.


      The Pro-Am class in the BDC this year looks insane. I estimate around 80% of the cars are pushing over 500HP, and most of them feature Wisefab, semi-slick tyres and are built to a level that could easily hold their own in the Pro Class. When I last did a full championship back in 2014, a 350/400 HP SR would see you nicely in the middle to top end of the field. Now with our car on the lower end of that scale we are seriously behind in the power stakes.


      I set the car up for a medium to high rear grip, and headed out to practice. The first half of practice went well and, as the session was progressing, I was edging out towards the unforgiving walls, and I was feeling confident that the car would be able to be competitive.


       For the time being, I was stuck with the 3.9 diff which was still really too long to make 3rd a useable gear from an upshift. Despite this, with the first section of the track nailed in 2nd, I wanted to hook up third for the final section. However, to do this I needed to run with much less rear grip, so we changed the setup to do this. The first run with this set up in the final section either 3rd didn’t hook up at all or I put it into 5th. I wasn't sure either way, I was still not used to the new box so I tried again and the same thing happened. I was confident I had third, so decided to loosen up the rear even more to see if the car would spin up in 3rd.


      On my next lap there was a loud bang on initiation into the first corner and the car shutdown and ground to a sudden halt, the car wouldn’t move at all. I instantly thought our new gearbox set up had gone, or the diff had gone, It felt pretty much like a weekend ender.


      The car was dragged back to the pits with the rear end sounding very unhealthy. To make matters worse, because of the difficulty moving the car, the front bumper took a heavy beating when under tow!


      A quick investigation by Hywel and the Race Day Developments guys diagnosed a sticky caliper on the right rear, after a quick bleed the system seemed fine. In all the years driving I have never experienced this, it was frustrating it had to happen now and we lost valuable practice time.


      By the time I had got back to the line there had been a crash and a oil leak on circuit, we lost nearly an hour of practice because of the clean up and putting improved barriers in place I thought I may have had another lap of practice but practice was over.


      With limited knowledge of the car, and a lack of seat time, and having missed half of practice it was decided that the RDD team would put the car back to how it was originally, and dial in even more grip so we could do the entire track in 2nd.


      Qualifying came around and with the new super grippy set up, I was ready to give it my best shot. It was the most nervous I’ve been in years, qualifying has always been a strong point of mine, I rarely ever qualified outside the top 16 but not being 100% confident in the car this time I wasn't so sure, and it showed.


      First qualifying lap, after initiating at clip 1 the car just bogged down and by clip 2 the car was straight. I continued the run to get some idea of how the car performed around the rest of the track. The final section was much better but the new grippy setup was going to be a challenge in the first section. I began to notice a strange banging noise on rotation from the rear of the car and feared our earlier issue may not be solved.


      With a couple of text messages telling me a lot of the field had ‘zeros’, I decided to make my second run a ‘safe run’; something I have never done before. Normally if I have had a zero on my first run in qualifying I would say to myself ‘that's the safe run gone - it’s all or nothing on this one’. The safe run was more than safe it was abysmal, literally pathetic, and as the rest of the scores came in we tumbled from around 23rd down to 32nd and somehow for the last few runs we stayed there. Safe to say I will never be putting in a ‘safe run’ again.


      For my first battle back in the BDC I was up against the first place qualifier Mark Gemmell, in a turbocharged V8 350z (I think). I didn't know much about him, which wasn't a surprise because in my couple of years out of competition driving most of the guys I had driven with over the years have either decided to take the route of enjoying practice days and chilling, or progressed through to Pro Class.


      Either way I knew he was going to be fast, I knew so long as I kept up with him at a start and I stuck to my motto ‘Twin no matter what’ I could hopefully give him a run.


      The Pro am coverage hasn’t been re uploaded as to date so I can’t comment on this objectively or how it looked from the outside, but from the inside I felt like I had a good run out of the gate in the chase position I initiated late and hard. As I slid out deep into clip 2 he was already on the power way before me, I had to modulate not to overshoot clip 2 and from then on it was a catch up game. As I have said before I want to twin no matter what so I continued to drift the circuit, but cut the course short in a number of areas to try and regain proximity, as I would rather that over ‘hedging my bets and doing a safe chase run a few lengths back’.


      Even taking a shallower line it was not enough to close the gap and he walked the first run, I have been told (again I have no idea) on the whole it was a 7-3 advantage across the judges. The reverse battle much like my qualifying run lacked aggression the car was still just too grippy for the first section, but I knew that if I wanted to take the win it would require a large mistake from him so I just kept pushing it and maintaining drift.


      Again I have no idea what actually happened, apparently he did a few straightens behind me, probably due to my shallow line, some people said that the second run was a 5-5 but I don’t really have a clue. Either way when the flag came down at the end of the run it was him that had won.


      To be honest at this point I wasn't disappointed at all, I was relieved after 2 years of problem after problem. We had come to an event in a car that looks relatively badass and put some points on the board. The car needs a lot of work if it’s going to be competitive, but considering inconveniences and the issues we had it’s a huge step in the right direction.


      Upon further inspection, it was determined that we had damaged a drive shaft throughout the day which may have contributed to the poor performance. We took the rest of the weekend to chill and watch the main event, The Pro class was a fantastic spectacle, thrashing all BDC previous attendance and viewing figures.


      The Irish were in town, hoping to make their mark here in 2017, but it was not to be. I had mentioned to Ffion the night before that Matt Carter was going to be the man to beat, the circuit was a chase driver’s dream and at the minute he’s still, in my mind, the top chase driver in the BDC at the moment.


      Oliver Evans, a Fellow North Walian, took the win in Pro-Am and smashed his way to second in the Pro competition behind the championship leader Matt Carter.



      Till next time, take it easy!




      Images By  : FJ Photography | Street Track Life | Beasy Media | Shaun Woods Media


      • Joe Ankers



      • Previous Blog Issues

      Issue Two - The Irish Drift Championship

      Issue Three -  Drift Matsuri 

      Issue Four -  BDC The Preparation



       Last month saw the first round of the 2017 British Drift Championship. We are a little behind in terms of blog posts, as the start of the year didn’t quite go to plan (more on this later!). In this issue I thought I’d cover a little about my own S14, and throw together a couple of paragraphs summing up what we have been up to during the off season.

      The first thing to talk about is the engine department. The engine for this year is a Straight Cam SR20DET from my previous competition car (1992 Nissan PS13 Silvia). We didn’t have the budget to go for fully forged, so a full refresh was in order. All parts were replaced with brand new, genuine OEM items, apart from where we could obtain basic upgrades. This included:


      ACL Race bearings

      ARP Rod bolts

      ARP Head bolts

      Tomei 1.2 mm Head Gasket

      Tomei Pon Cams

      Tomei Rocker Stoppers

      Improved Solid Intercooler pipework by Race Day Developments to the GTR Intercooler

      The entire bottom end balanced Inc clutch and flywheel.

      Walbro 450lph fuel pump


      This added to the existing:

      Owen Developments GT3868HTA

      Nismo 740cc injectors

      Grex Oil cooler

      3 inch Custom Exhaust with Jetex and Buddy Club Boxes

      Rear mount radiator

      Tubular manifold



      With these modifications, the car needed a re-tune. This was undertaken at Protuner, where Greg Gush (The Sr20det Guru) worked his magic. The car made 350whp, which is a 50hp increase on what was achieved before the refresh.



      Once the Engine was sorted it was time to turn our attention to a few other areas of the car. The new rear rad set up had been working great in the few times we had tested it over the last year. The only issue was, with such an increase in the volume of water when the temperature increased; only a small amount the pressure was enough to bypass the radiator cap, so during the off season we have added a small expansion bottle with a re-circulating and self bleed system.


      During mapping, the system worked perfectly and the thermal imaging camera clearly proved that the radiator was performing well, even under an intense workout.

      We also looked to improve the handling of the car with a new set of 7Twenty Monotube Coilovers, which allowed us to have much more control over the way in which the car transferred weight, and enabled us to get maximum attrition from the tyres. We will cover more about car set up in coming issues.



      With the car’s new power, we made a rather last minute decision a week before our pre season test and only 2 weeks before the first round of the championship we decided to fit a Z32 300zx Gearbox.

      With not much planning I ordered a conversion plate for a SR20DET to Z32 from Low Origin, a friend had a Z32 manual box from a previous project so we had the main components for the conversion to hand. After four long nights, followed by a 48 hour straight-stint in the garage (overcoming hours of unforeseen issues), we emerged from the garage a few hours late but ready to roll and hit our first practice of the year at 3 Sister’s Raceway.


      We arrived early afternoon after my girlfriend's mum, Fiona, offered to tow us to the track (as she felt it wouldn't be safe after myself and Ffion being awake for so long)!


      The conditions at the circuit were sketchy at best, with damp patches and intermittent showers throughout the day it was difficult to get any real testing done. However the engine was running great and the new box seemed to be working.


      We had one minor issue where I had forgotten to tighten a bleed bolt on the engine and it popped out mid track, fortunately a quick tow back and re-bleed and we were up and running again!


      I wanted to try and get used to the new box, especially the change from the direct close SR gear throws I had been driving with for the last 8 years box to the remote VG Shifter, I tried to hook up third a couple of times, but with the 3.9 diff and the relatively small circuit it did not seem to want to hook up as well as I would’ve liked.


      By the end of the afternoon, a little frustration had crept in and I wanted to make sure third at least worked so I entered the lunar section of the track in third and clutch kicked the car until it finally broke into a drift. However, I was so offline by this stage I clipped a waterlogged foam barrier which span us across the track and into some tyres placed on the inside of the circuit.


      It was my own fault, but at least I knew third worked, the car didn’t start after the crash so we loaded it up and headed home to assess the damage.


      We had a week to go until BDC Round 1, and with the car back in Wales, it was time to asses the damage. The good news was the engine started, but something didn’t sound quite right, the knock to the rear left when I hit the block had smashed the rear bumper and bent the exhaust in 3 places and ripped the flexi section out.


      With a couple of days to go, Hywel from Race Day Developments was able to spare a couple of hours one night for some emergency repairs.


      Hywel came over to asses the damage, it was clear that the entire exhaust needed to be re shaped, and reset. Unfortunately the RDD workshop was full of awesome projects currently undergoing major work, and with no ramp available we turned to a RX7 FD loving fellow Jap enthusiast Josh, luckily he had a ramp available for us to use.

      With the car in the air we set about fixing the damage, and within a couple of hours the car was ready to go.


      It was time to head to BDC round 1.


      Till next time, take it easy!




      Images By  : FJ Photography & Harry Adair

      • Joe Ankers



      • Previous Blog Issues

      Issue One - The Introduction

      Issue Two - The Irish Drift Championship

      Issue Three -  Drift Matsuri 




      Drift matsuri is one of the very few events in the drift calendar that makes me believe that drifting in Britain still has some connection & parallels with the kind of events that take place in the motherland of our chosen pastime. Open tracks, the widest range of driving talents i have ever seen,  an insane mix of cars and a shitload of seat time.



      I'm lucky enough for it to be held once a year on a circuit a few miles away from where I grew up, and not too far away from where I currently live.


      The circuit is divided up into 3 tracks: the ‘Practice Hairpin’, the ‘Touge Track’ (part of the coastal circuit, also known as Hill / Mountain track) and the ‘Fast Track’ (Club Circuit). Each one has their pros and cons, but either way all of them are excellent fun and it’s definitely worth spending time on all of them over the Matsuri weekend. Here’s a brief insight into the chosen configurations.



      The Hairpin is an area of the circuit which, for sure, is under used. It has no tyres lining the track and allows you to really test the limits of your ability and car setup with minimal risk. I tested out the car here before moving on to the other tracks!


      My personal favourite is the Coastal; in particular the section from the start line up to the back straight. From the first drift day held at the circuit (around 2013), I have always said that section of track is one of the best sections of track in the UK, and I feel there is some potential here for a great competition layout.



      The layout provides a challenge for all drivers and car set ups, and there are a number of lines to be taken, dependant on your style. My personal favourite is to attack the Hill Section with as much speed as possible throwing the car over the crest already sideways using as much angle as possible to slow the car down for a solid 3rd gear pull onto the back straight. Which is what I have been working on in the previous years.


      The Coastal Circuit continues onto a tight 180 hairpin left and a 90 degree right to finish. This brings you back around to the start line queue, with the option to hit the pits for a fresh set of rubber or move onto the Fast Drift Circuit (Club Circuit).



      Unfortunately Matsuri for me didn’t go to plan and I only managed a couple of passes up the hill in somewhat sketchy & patchy conditions, trying to get used to a new set up with a poorly car.


      I have put together a little video of one of the last runs before I had to call it a day. This pass over the hill has a little extra manji on the climb up the hill than I would normally like to do. However, it was still fun and I seemed to be getting some accuracy on the line after a few sketchy runs. While getting used to the rebuilt S14, I was happy tagging a few nice rear clips.


      The Fast Circuit is basically 3 corners, a fast 90 degree left onto a strait and into a banked 180 degree right into a large 4th gear (in your 300bhp Stock SR20DET and SR Gear Box) 90 degree right. This course is a challenge, and to do it well requires some serious commitment. The first straight is linkable with a huge transition, or even with a single manji, which if you're progressing from Manjis working onto a transition gradually increasing the speed and commitment, the feeling of nailing it is amazing. However, a lot of dudes think that the aim is to get as many manjis per straight as possible, after all you can do what you like, but it does mean that it can get tricky at times (Although personally for me 6 manjis per straight is a waste of speed and tyres).



      The 180 degree hairpin is deceiving as the bank means you can hit it with way more speed than you think, the following straight again is about maintaining speed and getting your initiation for the fastest corner timed right for maximum angle and speed.


      The event has a really chilled vibe and the fact it’s a 2 day event really removes a lot of the pressure you would get on a practice day, the seat time was great and some of the drift train lengths were into double figures.



      The weekend didn't come without its casualties this kind of event takes its toll on cars if not mechanically then certainly aesthetically and it wasn't just the grassroots guys, some of the Pro level drivers see this as the last event of the year so quite often like to see it off with an actual bang.



      One guy keeping a lot of the drivers on tack, either with repairs, recovery or even getting parts shipped to the track throughout the weekend was Hywel Rosenthal. He is the MD of local garage Race Day Developments (RDD) with the help of his mechanic Olly had a busy weekend repairing drift cars. Some of you will know that RDD have sponsored me over the last few years, but this weekend Hywel was kept busy by not just myself but many other drivers. Just the few times I managed to catch up with him he was welding lower arms, hubs, steering racks! There are a few people missing from this list but a run down of the people i can remember he has helped in one way or another are: Marc Huxley, Ryan lawrence, Adam Agatowski, Sid Crowfoot, Stuart Roy, Nat Younger, Chris Bate, Hayden Jones, Jesse Ashley on behalf myself and all the people he helped I think he is definitely worthy of some thanks!



      This year the night fight for me was not quite as good as the previous 2 years (2014 was a full BDC level comp ran on the BDC circuit which was ruled by a fantastic drive by James Deane. 2015 was an insane open pit session on the fast track in the dark which I was lucky enough to drive in). This year saw the return of competition format on the reverse of the BDC layout and then continued around to the back of the circuit. For me it was too spread out and not as focused as when the BDC layout is used (especially from the spectators point of view). That said, people doing insane drifts in the dark is never a bad thing!



      The following day, drifts resumed, albeit with a few sore heads after the ‘Party In The Pits’ (featuring a questionable DJ). The chilled vibe continued and the seat time was phenomenal, unfortunately still sitting out the day with the car not 100%, I took time to spectate from some of the more remote parts of the circuit, the coastal and mountainous views are spectacular and well worth the 15 minute walk up the hill.



      Probably the highlight of the weekend was getting a few laps out with TJ Berney and the Irish guys. There’s no reason for me to hide the fact I have huge respect for TJ, the guy bossed the IDC Pro Am in a car not much higher spec than my own, here are a few clips from the laps I got with him, including a classic drift save moment!


      Drift Matsuri has never disappointed and this one was no different, as a driver a spectator and a drift fanatic Matsuri's are here to stay, my only hope is they become more common, less oversubscribed and sensationalised and be about drivers getting out on track together!



      Til’ next time, as always check out these useful links, and take it easy!


      Joe Ankers



      • All photos this issue by FJ photography




      • Joe Ankers




      • Drift Matsuri

      Drift Matsuri Website




      • Previous Blog Issues

      Issue One - The Introduction

      Issue Two - The Irish Drift Championship