At the time, the Corolla GTS with it’s 1.6 liter 4AGE, DOHC 16 valves and employing Toyota’s new T-VIS technology was a radical engine in a modest chassis. It did not take long for Toyota to put it to good use in circuit and rally racing. The combination of ease of tuning, accessible performance parts from TRD, and a lightweight chassis made the Corolla GTS a formidable opponent in many forms of racing.

Because of it’s racing heritage, it has now become the most in-demand Japanese classic car in the world. It’s cult-like status comes from not only Toyota-backed racing, but also the overwhelming successes in Japanese street racing, touge or mountain-pass racing, and circuit racing. It is the weapon of choice for many serious competitors both on and off the race track.

With such a rich history of racing, you can understand why I was blown away when I first laid eyes on this gem almost a decade ago. It was owned and operated by Peter ‘Rabbit’ Vang who had modified the car with all intentions to autocross. Keep in mind that back in the early 2000’s there were no outlets to drift. Most people who were serious about motorsports were out there drag racing, trying to push their all-motors Civics or nitrous injected, turbocharged Supras to the limitations of straight-line racing.

To maximize the AE86’s abilities on the autocross course, Tokico HTS 45 way adjustable dampers were matched up with Ground Control coil-overs up front and TRD Japan 8-way adjustable shocks were matched up with TRD Japan springs in the rear. Battle Version 30mm roll center adapters and Battle Version pan hard rod were also added to keep suspension geometry in check and control rear solid axle movement, respectively. A factory LSD unit in the rear also keeps the AE86 in traction.

Basic bolt-on modifications were added to increase the efficiency of the 4AGE. An intake system was added to draw in more air and TRD headers help exhaust flow through the custom piping. In order to keep the modest look of the AE86 and maintain low-end torque, a stock-style performance exhaust was added in the rear.

Although the AE86 is set up for autocross and did quite well, these days it is mostly a garage queen. Rabbit passed the car onto his good friend Keng Lee a few years back to focus on other priorities. Keng intends to keep the AE86 true to it’s heritage. No crazy nitrous kits, no turbo swaps, but rather an optimal suspension setup and a highly tuned naturally aspirated engine to keep the car revving at high RPMs through the winding roads.

The heart of the AE86 has always been it’s simplicity in form and function. Even today, for what it lacks in brute power and advanced technology this underdog succeeds with agility and finesse.

In the engine bay:
Intake adapter
TRD headers
Magnacore wires

Underneath the chassis:
Battle Version 30mm roll center adapter
Battle Version pan hard rod
Tokico HTS 45-way adjustable front damper
Ground Control front coilover springs (6.3kg/mm rate)
JIC magic pillow ball mounts
TRD Japan springs (5.1kg/mm rate)
TRD Japan 8-way adjustable shocks
Custom exhaust piping
Stock-style exhaust
Factory LSD

Inside the cage:
Corbeau Forza fix position driver seat
Corbeau 4-point harness
Momo steering wheel hub
Momo 320 mm steering wheel

The model which arguably had the most influence on the industry in the late 70’s to early 80’s was the 1978 280ZX. When it was released in the US, it was a complete redesign from the previous Datsun Z’s. With aerodynamics and efficiency in mind, the 280ZX was designed to have a low center-of-gravity, near 50/50 weight ratio and high speed stability. The development of the 280ZX marked the first time that Nissan used wind-tunnel testing.

With all those advancements to go fast, the 280ZX was also fitted with braking and steering improvements. Lucky for us, the whole package gave us the opportunity to drive faster and with more enjoyment whether it was straight towards triple digits or weaving through a slalom course.

Upon it’s debut the 280ZX really was something new and exciting from ‘The Land of the Rising Sun’. The new 280ZX eventually became the car that raised the bar for Japanese performance sports cars in the 1980’s decade. It was universally praised by the automotive press industry and was later named Motor Trend’s Import Car of the Year. From 1979-1980, Nissan sold over 140,000 vehicles in the United States alone.

Of course a car that had so much praise has not been forgotten to John Renna who still owns the 1983 280ZX that has been a part of his family for a number of years. So beloved is his Fairlady that he even had it strapped down to and trailored 1,000 miles up to Philadelphia to accompany him through his studies in Mechanical Engineering.

In order to keep up with the style of the current times, this 280ZX has been mildly modified and restored. With a few minor interior cosmetic upgrades, such as the Grant GT Corsa D racing steering wheel with a fashionable ‘Z’ logo horn button, a set of ProSport gauges, and upgraded 300ZX seats. On the exterior, the Z has been cleaned, prepped and repainted to an glossy finish of “Performance Red” (2000 Mustang Cobra GT color palette). It currently sits on 17″ ADR wheels wrapped with Hankook Ventus HRII tires.

For the future, this 280ZX will continue to bathe in the glory of being one of the earliest trend setters in the Japanese performance sports cars segment. John also hopes to do some serious suspension work. With plans to adapt a full coilover setup for the S130 chassis, along with strut bars, anti-roll bars and modern 4 caliper front brakes, this Z will become a serious contender once again.

An avid photographer and car enthusiast, John Renna considers himself a “rotorhead at heart”. He owns a couple RX7s (both FC and FD models) and this Datsun 280ZX. He shoots with Canon and Nikon gear, plus has a few DIY tricks up his sleeve. Go Phillies!