It is the top level of sports car racing in Japan. JGTC imposed strict limits on power, and heavy weight penalties on race winners in an openly stated objective to keep on-track action close with an emphasis on keeping fans happy. GTS and Japanese oval midget racing cars from the American series join the field. GT cars from Europe and IMSA all joining the field.

PVC/Jelly/Rubber/Latex and Lube:
No oil-based, I cant find a reason not to use silicone-based. Water-based is always safe. You cant use oil-based because the toy is heavily comprised of an oil-based softener. If its not phthalates-based, it is possibly mineral oil although there are other weird chemicals being used, too. Those with an allergy to mineral oil can see an allergic reaction to a mineral-oil-softened sex toy.
If your sex toys are all silicone and shiny ABS plastic, I see no reason to store them in a special way. Ive personally had them all living together in drawers and boxes for months with no ill effects. Both I, and Tantus, have shown a photo of a whole bunch of silicone sex toys touching, stored in a drawer, with no ill-effects. If you do experience bad results, then it is not pure silicone. This photo evidence can be see here, where I have a jar of melted, degraded sex toys that were latex/jelly/pvc/TPR and then a photo of Tantus silicone dildos which are fine. Ive only encountered dye transfer to the light-colored soft Tantus O2 material once, and Ive had a light-colored shiny ABS plastic toy get stained from a highly-pigment PU-coat plastic sex toy. Also, shiny silicone (this is usually gonna be the hand-poured stuff tends to attract dust and fur like you wouldnt believe so for these Ive always liked using organza bags. Partially sheer so you can see what toy is in the bag, can be washed, allows for some air flow in case your toy isnt 100 dry and looks nice. If you need something to store everything in, take a look at my reviews on sex toy storage items. You are probably best off buying satin/organza/cotton drawstring bags (pick something a bit more plush or padded for the metal/ceramic/glass toys and then using whatever storage method works for you be it a small suitcase, bag or drawer. Super-soft or porous materials might pick up dyes from fabrics its best to store these items inside a plastic bag (or undyed muslin/cotton).
Rechargeable vibrators that have the ability to lock should always be locked. I cant tell you how many times a vibrator has turned on because something else bumped the switch and I pull out a dead toy.
Batteries: Battery-operated vibes should be stored without the batteries inside, unless it is a toy you use daily (meaning, youre going to be draining the life out of the batteries before theres any chance of corrosion hello, bullet vibe, thankyouCostcobatteries). Otherwise, the batteries have a chance of slowly draining dead, leaking battery acid, or the toy gets bumped and turned on. When traveling with sex toys, ALWAYS remove the batteries. While it may seem cost-effective to buy and use rechargeable batteries in a battery operated sex toy, it is not. In fact, some toy makers will specifically tell you not to use these, as they are less powerful. You will not see the proper power level of your sex toy by using rechargeable batteries.
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Japanese oval midget racing

Japanese oval midget racing

Japanese oval midget racing
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The JSS series would altogether dissolve into the latter category. What made the series more significant was that compared to other racing series, JGTC teams at the time had the freedom to enter whichever cars they preferred, even if it was the JSS cars from the inaugural season or spaceframe racers from the IMSA GTS class. By the end of the 1995 season, as the cost of obtaining and running a GT1 car had dramatically increased, the JGTC would go through another rules overhaul in order to lower costs and avoid the fate of the JSPC series it had replaced. The newly formed GT500 and GT300 regulations were adopoted, which capped cars with air restrictors depending on their weight and power. While the regulations would continuously evolve, the GT500 and GT300 classes continue to form the top level of Japanese sports car racing today. Japanese Championship” in its name. The series would instead be classified as an “international championship” by the FIA, and would therefore require direct authorization from it, rather than the JAF.

Therefore, on December 10, 2004, it was announced that JGTC would be renamed “Super GT”, with the goals of “challenge to the world”, “challenge from the world”, and “challenge to entertainment”. GT500’s and DTM’s technical regulations, allowing manufacturers to race in both series with a single specification of car. After some delays, full unification of technical regulations is set for 2019. GTA to cancel its Autopolis round, substituting the race with Super GT’s sole instance of a double-header event, comprising two 250 km races held at Motegi. 2006, becoming the longest and most prestigious race on the calendar.

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Super Series Hard Clay Open.

Japanese oval midget racing

Due to its length, many teams choose to bring an additional driver to contest the race. 2018, although GT3 and JAF-GT cars will continue to be eligible to participate. Suzuka will continue to be featured on the Super GT calendar, but with a shorter 300 km race. The names of the categories derive from their traditional maximum horsepower limit – in the early years of the series, GT500 cars would have no more than 500 horsepower, GT300 cars would max out at around 300 hp. However, the current generation of GT500 powerplants produce in excess of 600 horsepower.

GT300 cars have far less downforce than their GT500 counterparts. In both groups, the car number is assigned to the team, in which each team is allowed to choose whichever number they want as long as the number isn’t already used by any other team. The number assigned to each team is permanent, and may only change hands when the team exits the series. For easy identification, GT500 cars run white headlight covers, windshield decals, and number panels, while GT300 cars run yellow versions of those items. The GT500 class is composed entirely of manufacturer-supported teams, the giants of the Japanese racing industry. Since 2014, GT500 cars have been powered by twin-turbocharged, inline four-cylinder engines with two liters of displacement and producing over 600 horsepower.

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The advancements in aerodynamics and horsepower, combined with an ongoing tyre war driving even higher speeds, have made the GT500 class the fastest form of production-based sports car racing today. Super GT with its planned road-going variant having been cancelled. In the earlier years of the GT500 category, a number of foreign manufacturers entered cars in the series, with varying success. GT500 championship, when it did so in dominant fashion in 1996.

Four-door sedans have never run in the GT500 class, despite the regulations being changed in 2012 to permit their entry. Common aerodynamic regulations with the DTM were adopted, as was Class One’s turbocharged four-cylinder engine specification. Aerodynamic development above a “design line” wrapping around the fenders, bumpers, and doorsills was restricted. Over sixty common parts were introduced, including the brakes, diffuser, and rear wing. Furthermore, KERS units were banned, although the only manufacturer to utilize such systems, Honda, had already discontinued their usage in 2016. Unlike GT500, both works-backed and independent teams compete in GT300, so the field tends to be much more varied in terms of types of cars entered.