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The world’s best admired automaker had to affected backbreaking deadlines, agnostic dealers, choosy batteries, and its own risk-averse ability to accompany its amalgam to market.

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New York (FORTUNE Magazine) � In backward 1995, six months afterwards Toyota absitively to move avant-garde with its advocate hybrid, the Prius, and two years afore the car was declared to go into assembly in Japan, the engineers alive on the activity had a problem. A big problem.

The aboriginal prototypes wouldn’t start. “On the computer the amalgam ability arrangement formed absolute well,” says Satoshi Ogiso, the team’s arch ability alternation engineer. “But simulation is altered from seeing if the absolute allotment can work.” It took Ogiso and his aggregation added than a ages to fix the software and electrical problems that kept the Prius stationary. Then, aback they assuredly got it started, the car motored abandoned a few hundred yards bottomward the analysis clue afore advancing to a stop.

It’s adamantine to brainstorm Toyota (Research), with its ambience of invincibility, active into such trouble. But the adventure of how it brought the Prius to bazaar — a annual of abstruse potholes, absurd demands, and assorted miscalculations — reveals how a abundant aggregation can affected huge obstacles to accomplish the doubtful assume inevitable. The gas-electric auto represents abandoned a tiny atom of the nine actor cars and trucks the Japanese aggregation will aftermath this year. But it is the aboriginal agent to accommodate a austere addition to the centralized agitation agent aback the Stanley Steamer ran out of beef in 1924. It has become an automotive landmark: a car for the future, advised for a apple of deficient oil and surplus greenhouse gases.

For all its success as a high-quality manufacturer, afore the Prius, Toyota had never been abundant of a pioneer. It was accepted as a “fast follower,” a risk-averse aggregation in which action — the acclaimed Toyota angular assembly arrangement — trumped product. Indeed, Toyota, based in rural Aichi prefecture, 200 afar from Tokyo, enjoys depicting itself as a apathetic aggregation of simple country farmers. But as interviews with aggregation admiral in Japan and the U.S. accomplish clear, Toyota is able of breaking its own rules aback it needs to. In hasty the Prius to market, it abandoned its acceptable accord management, as admiral resorted to such abnormal practices (at atomic for Toyota) of ambience targets and administration deadlines that abounding advised unattainable.

Toyota’s advance into hybrids is abandoned activity to accelerate. Although the Prius aboriginal came to activity beneath Hiroshi Okuda and Fujio Cho, Toyota’s two antecedent presidents, new bang-up Katsuaki Watanabe wants hybrids to become the automotive mainstream. Watanabe, 64, who became the company’s top controlling aftermost June, has the civil air of a longtime ancestors retainer. But he is absorbed on continuing Toyota’s atomic advance of the accomplished bristles years, in which common assembly rose by about half. In an annual beforehand this year at aggregation address in Toyota City, he fatigued that a key allotment of his action is authoritative hybrids added affordable for consumers. “We allegation to advance the assembly engineering and advance bigger technology in batteries, motors, and inverters,” he said. “My adventure is to aftermath a third-generation Prius bound and cheaply.” By aboriginal in the abutting decade he expects Toyota to be affairs one actor hybrids a year.

Since no added automaker can alike access that quantity, Toyota is way out in avant-garde — an abnormal abode for a fast follower. “Is Toyota a bourgeois company?” asks Jeffrey Liker, an engineering assistant at the University of Michigan and columnist of The Toyota Way. “Yes. Does it assume to be absolute banausic and apathetic to accomplish changes? Yes. Is it innovative? Remarkably so. Go slow, anatomy on the past, and thoroughly accede all implications of decisions, yet move aggressively to exhausted the antagonism to bazaar with aberrant products.” If he’s right, Toyota is acceptable a bifold threat: the world’s finest architect and a absolutely abundant innovator. The adventure of the Prius suggests that he is.


The car that became the Prius began activity in 1993, aback Eiji Toyoda, Toyota’s administrator and the ancestor of its cardinal family, bidding affair about the approaching of the automobile. Yoshiro Kimbara, afresh controlling carnality admiral in allegation of R&D, heard the rumblings and boarded on a activity accepted as G21 (for all-around 21st century) to advance a new babyish car that could be awash worldwide. He set two goals: to advance new assembly methods and to choke bigger ammunition abridgement from the acceptable centralized agitation engine. His ambition was 47.5 afar per gallon, a little added than 50% bigger than what the Corolla, Toyota’s accepted babyish car, was accepting at the time.

By the end of 1993 the development aggregation had bent that college oil prices and a growing boilerplate chic about the apple would crave the new car to be both ample and fuel-efficient. Added than that, they were accustomed no guidance. “I was aggravating to appear up with the approaching administration of the company,” says Watanabe, who headed accumulated planning at the time. “I didn’t accept a absolute specific abstraction about the vehicle.”

Direct albatross for the activity lay with controlling carnality admiral Akihiro Wada. To advance the team, Wada went attractive for an architect with the appropriate alloy of acquaintance and open-mindedness. He activate it in Takeshi Uchiyamada. As Wada, now an adviser to Aisin Seiki, a Toyota anchor supplier, explains, “Uchiyamada was originally an able in babble and beating control. But he was austere and hardworking, and we anticipation it would advance his adequacy to accomplish him arch architect of a artefact that could go rapidly into production.”

At aboriginal Uchiyamada affected he could access the G21’s ammunition abridgement by authoritative refinements to absolute technology. In a plan he submitted to Wada in 1994, he wrote that the addition of an bigger agent and chiral arrangement could addition ammunition ability by 50%. But that wasn’t adventurous abundant for Wada, who didn’t appetite to be remembered for bearing yet addition Japanese econobox. “It was not abundant to be a simple addendum of absolute technology,” Wada says. One accessible band-aid absorbed him: a amalgam ability system.

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The abstraction wasn’t new. Toyota had been dabbling for 20 years with the abstraction of acceding a acceptable gasoline motor alongside an electric one powered by batteries that are recharged whenever the car coasts or brakes. (Honda (Research) was alive on a adaptation too.) Masatami Takimoto, now an controlling carnality president, says he was developing a amalgam minivan at the time but that the activity had run into trouble. “There was a breach amid the engineers and sales executives,” he says. “Engineers had the close acceptance that the amalgam was the acknowledgment to all those questions — oil depletion, emissions, and the abiding approaching of the auto association — but the business bodies weren’t in agreement.” They anticipation the exceptional amount for the amalgam would accomplish it absurd to sell.

Wada sided with the engineers and ordered the aggregation to advance a abstraction car with a amalgam powertrain for the 1995 Tokyo Motor Show, aloof 12 months away. To reinforce his directive, he accepted that they accession the fuel-economy ambition alike college to atone for college amalgam costs. “Don’t achieve for annihilation beneath than a 100% improvement,” he says he told Uchiyamada. “Otherwise competitors would bolt up quickly.” As Uchiyamada, now an controlling carnality admiral and a affiliate of Toyota’s board, concedes, “At that moment I acquainted he accepted too much.”

To acquisition the appropriate amalgam arrangement for the G21, by now alleged the Prius, Uchiyamada’s aggregation went through 80 alternatives afore absorption the annual to four, based abundantly on ammunition efficiency. “We had to go through abundant problems — heat, reliability, noise, and cost,” recalls Takimoto, who confused over to the project. “We had acquaintance in automated elements, but we didn’t accept abundant acquaintance with cyberbanking apparatus like motors and batteries, abnormally activating ones.” Afresh the aggregation factored abstruse achievability and amount to appear up with its final choice. In June 1995, Toyota got austere about putting the Prius into assembly and set a ambition to activate accomplishment by the end of 1998.

Two months afterwards Hiroshi Okuda became admiral of the company, which abandoned added the calefaction on Uchiyamada. Okuda admired to move fast, and he told Wada he capital the Prius to go into assembly a year sooner, by December 1997. That meant Uchiyamada’s aggregation had to advance the car, amalgam powertrain and all, in abandoned 24 months — about two-thirds the time an automaker ability booty with a accepted vehicle. Okuda believed the technology was analytical to the approaching of Toyota, but his allegation wasn’t absolute popular. “I accept to accept that we were adjoin the decision,” Uchiyamada says. “Our aggregation believed it was too demanding. Alike Mr. Wada was initially adjoin it.”

Today Wada explains Okuda’s adjustment philosophically. “This is consistently how it is,” he says. “The top administration is not activity to accord abundant instructions on technology. As connected as engineers appear up with solutions by the deadline, that is fine.” As Watanabe, who additionally had a lot benumbed on the decision, puts it, “Everything was arduous about the development of the Prius.”


Watching developments from beyond the Pacific were the artefact planners at the company’s U.S. division, Toyota Motor Sales, in Torrance, Calif. The TMS planners had aboriginal heard about hybrids at a affair in Japan in 1995. “It was all new and unconventional,” recalls business controlling Mark Amstock. “There was skepticism aural the aggregation about whether the hybrids were absolutely cars.” Aboriginal chump analysis in the U.S. accurate the skeptics. “It wasn’t bright that bigger ammunition abridgement abandoned could drive exceptional pricing,” says Andrew Coetzee, now carnality admiral of artefact planning for TMS. But addition bureau was at comedy at TMS: the anytime added acrimonious discharge targets set by the California Air Resources Board. Gradually abutment began to anatomy about hybrid’s ecological potential.

Thirty afar to the south, at Toyota’s architecture flat in Newport Beach, stylists were aggressive with colleagues in Japan to advance anatomy concepts for the Prius. Like aggregate else, it was a blitz job. “Ordinarily we get two to three months to accomplish sketches and adapt models,” recalls artist Erwin Lui. “For Prius we got two to three weeks.” Lui’s architecture for a four-door auto was one of three that Toyota admiral in Japan liked, and he went there in the summer of 1996 to advance an engineering assembly model. But some of his colleagues were unenthusiastic. “The exoteric architecture was polarizing,” says Amstock. “With the Corolla already in our lineup, we wondered if we would be able to advertise addition fuel-efficient babyish car.”

Meanwhile the engineers in Japan kept active into problems. According to a 1999 annual accounting by Hideshi Itazaki and appear in Japan, the batteries connected to be a nightmare. The Prius bare a ample array backpack to ability the car at low speeds and to abundance energy, but it would shut bottomward aback it became too hot or too cold. During alley tests with Toyota executives, a aggregation affiliate had to sit in the commuter bench with a laptop and adviser the temperature of the array so that it wouldn’t access into flames.

Okuda kept up the pressure. He told Wada in December 1996 that he capital to advertise by the afterward March that Toyota had developed a amalgam technology. But acceptance 1,000 Toyota engineers antagonism to get the Prius ready, Uchiyamada’s aggregation still didn’t accept a applicable prototype. During cold-weather testing in February on Hokkaido island, the cars arena to a arrest at temperatures beneath 14 degrees Fahrenheit. A media test-drive was conducted in May, but anniversary actor was bound to two laps about the clue because array achievement was so poor.

But one by one, the problems were corrected. A radiator was added to an cyberbanking basic to anticipate overheating; two months were spent redesigning a semiconductor to accumulate it from breaking down. And afterwards amaranthine fussing and tweaking, the aggregation assuredly accomplished 66 afar per gallon — the 100% breadth advance Wada had asked for.

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Toyota credible the Prius in Japan in October 1997, two months avant-garde of schedule, and it went on auction that December. The absolute amount of development was an estimated $1 billion — afterwards all the anguish, about boilerplate for a new car. But the Prius’s antecedent accession took some executives, including Watanabe, by surprise. “I did not brainstorm such a above success at that time,” he says. “Some anticipation it would abound rapidly, and others anticipation it would abound gradually. I was in the added camp.” Assembly was bound angled to 2,000 cars a month.

Over in California, TMS admiral were still afraid about sales affairs in the U.S. Introducing cars with atypical powertrains wasn’t article they were acclimated to. “It’s difficult to anatomy chump technology awareness,” says Chris Hostetter, now carnality admiral of advanced-product strategy. “Consumers would accept to be accomplished that the car didn’t appear with an addendum cord. Dealers would accept to be accomplished on how to advertise the car and annual it. “

When the aboriginal Prius accustomed in California in May 1999, TMS gave it a absolute going-over. There was still affair about the design. Ernest Bastien, now carnality admiral of agent operations, anticipation an SUV agreement would assignment bigger because it would backpack batteries added easily; Hostetter was abiding that an SUV would accelerate the amiss ecology message. What the California aggregation bare was to barometer accessible reaction. So they took what few cars they had — all of them right-hand drives for the Japanese bazaar — to Orange County to let abeyant buyers try them out. The cars almost anesthetized muster. Some drivers didn’t like the feel of the brakes; others complained that the autogenous looked cheap, that the arm blow was too low, that the rear seats didn’t bend down. TMS planners additionally credible that a babyish adventurer wouldn’t fit in the trunk. “It was a Japan car,” says Bill Reinert, civic administrator of advanced-technology vehicles. “And it seemed out of ambience in the U.S.”

When left-hand-drive models assuredly arrived, the testers fanned out beyond the country for a affirmation program. The cars had been adapted for the U.S. market, with added application and added emissions equipment, and the array backpack was now lighter. But the aggregation had a adamantine time addition out who the car would address to. It bound abstruse that acute environmentalists weren’t absorbed in hybrids: They were angry off by the technology and bound with a buck. And some dealers were still skeptical. Salt Lake Burghal banker Larry Miller, who owns nine Toyota and Lexus outlets, admired the way the Prius collection but wasn’t abiding about the design. “It was passable,” he says. “It looked like it wouldn’t abash us.” Focus groups added choleric the aboriginal hopes. “When we told the dealers how difficult it was to adumbrate who the client would be,” Bastien says, “they absent their activity to accept a lot abounding of them.”

Meanwhile Honda, which had been antagonism to get a hybrid, the Insight, to the U.S. bazaar first, launched its car in December 1999, seven months avant-garde of the Prius. But the Insight was added an agreement than a austere car. It had acute aerodynamic styling, no aback seat, and a abate agent that acclimated beneath adult technology. Advancing in added provided a annual for Toyota: An Insight client in the U.S. acquaint his owner’s chiral on his website, and TMS acclimated the advice to adapt its warranties.

The two bigger decisions TMS had to accomplish were how abounding cars to adjustment and how abundant to charge, the closing causing abrasion amid California and Japan. Beneath the Toyota system, the U.S. sales accumulation buys cars from the ancestor aggregation at a adjourned price, afresh resells them to dealers. Japan capital the Prius to advertise for added than $20,000, putting it in Camry territory. But the Americans saw a car about the admeasurement of the abate Corolla and produced analysis assuming that buyers would cramp at advantageous that much. A accommodation was accomplished aback TMS cut the banker allowance on the car from 14% to 10% so that it could pay Japan added and still accomplish a appropriate profit. Aback the Prius was accepted to annual for beneath than 1% of their absolute sales, dealers didn’t complain. The car went on auction with a abject amount of $19,995. Japan absent money on the aboriginal accumulation — not abnormal for a babyish car.

Worried about the hybrid’s economics, the stateside Prius aggregation armed itself with accident affairs to addition sales if they started to sag: bargain leases, rental coupons, chargeless maintenance, roadside assistance. But with accumulation margins bare and volumes low, there was no money for advertising. Aback Hostetter capital to buy bi-weekly ads on Earth Day, TMS administrator Yoshi Inaba angry him down. Instead, he relied on grass-roots marketing, accessible relations events, and the Internet.

Since no one absolutely knew who ability buy these things, Toyota created a appropriate Internet acclimation arrangement to ensure Priuses were allocated wherever appeal popped up. Some 37,000 absorbed consumers active up, and 12,000 eventually became buyers. Preselling the cars on the Internet additionally enabled Toyota to analyze chump hot spots. (It came as no abruptness that the San Francisco breadth accounted for 30% of Prius sales, compared with 6% for all added Toyota models.) But some Toyota dealers admired the old arrangement better; they acquainted they were actuality cut out of the process. “Online was adamantine to get acclimated to,” says Miller, afresh arch of the Toyota Banker Council. “I said, ‘Boy, if Toyota has misestimated, it would abatement to us to bazaar this turkey.’ “


The Prius fabricated its U.S. admission in July 2000. It wasn’t a contentment to drive, acute 13 abnormal to get to 60 afar per hour (the Corolla bare aloof ten). A Car and Driver biographer reported, “The Prius alternatively lurches and bucks bottomward the road, its agent babble abscess and subsiding for no credible reason.”

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But the Prius bent on anyhow and, as in Japan, sales were abundant college than the aggregation dared hope. Buyers didn’t affliction about the hasty ride or exceptional amount — they focused on the bigger ammunition economy, lower emissions (as abundant as 80% lower), and avant-garde technology. Resale amount adequate them on the downside: The Prius retained 57% of its amount afterwards three years. Pride of buying was so aerial that abandoned 2% of buyers autonomous to lease.

Then celebrities credible the Prius, and it absolutely took off. Leonardo DiCaprio bought one from a Hollywood banker in 2001; Cameron Diaz anon followed. A California accessible relations bureau asked Toyota to accommodate bristles Priuses for the 2003 Academy Awards. Toyota says no money afflicted hands, but the amount of seeing Harrison Ford and Calista Flockhart footfall out of a chauffeur- apprenticed Prius was, as they say, priceless.

The addition from the Oscars and steadily ascent gasoline prices stoked absorption in the added bearing Prius, which was in development alike afore the aboriginal adaptation went on auction in the U.S. Launched in the abatement of 2003, the new archetypal became a appearance statement. It had a different auto anatomy appearance that fabricated it angle out in traffic. It was faster and added able than its predecessor, acclimated beneath gas, and produced beneath emissions. (And, acknowledgment to a acknowledged accomplishment by American planners, it did not accept a complicated touchpad ascendancy that appropriate scrolling through several airheaded aloof to accomplish the defroster. “We had some appealing bare-knuckled fights [with Japan] because it was already packaged in,” says Reinert.) Bodies waited months to get their Priuses, as assembly struggled to accumulate clip with demand. U.S. sales angled to 53,991 in 2004 and about angled afresh to 107,897 the afterward year — about 60% of all-around Prius sales. “It’s the hottest car we’ve anytime had,” says Jim Press, admiral of TMS.


With success has appear the assured backlash. Critics accuse that hybrids are inherently big-ticket because the $3,000 or added the technology adds to the amount of the agent can’t be recouped with greater gas mileage; that they don’t advance ammunition ability that much; and that some American models were actuality congenital added for achievement than to annual the environment. Carlos Ghosn, CEO of Japanese battling Nissan, cast to blow fun at Toyota’s declared amusing responsibility.

“Some of our competitors say they are accomplishing things for the annual of humanity,” he says. “Well, we are in a business, and we accept a mission of creating value.”

The knocks adjoin hybrids are all true. But what the critics didn’t put a amount on was the amount of actuality apparent as eco-sensitive after giving up performance. “Does it save abundant money to pay for itself?” asks Press. “That’s not the idea. What’s the accurate amount of a gallon of gas, if you bureau in adopted aid, Boilerplate Eastern wars, and so on? The accuracy is on our side.”

The best arresting catechumen to the amalgam account has been General Motors (Research) carnality administrator Bob Lutz. As afresh as 2004, Lutz absolved hybrids as “an absorbing curiosity,” abacus that they didn’t accomplish faculty with gas at $1.50 a gallon. (Besides, GM had its own powertrain of tomorrow: ammunition cells.) A year later, with gas branch to $2.50 a gallon, Lutz was backpedaling, acceptance that GM had absent the boat: “The apparent success of the Prius acquired a amend on everybody’s part.” Now GM is bringing out amalgam auto trucks, SUVs, and buses. Added makers are additionally hasty to advance models. LordlyMercedes-Benz (Research) showed a diesel-electric S-class at the Frankfurt auto appearance aftermost fall. Ford (Research), which licenses Toyota technology, has promised the accommodation to anatomy 250,000 hybrids by the end of the decade. Alike Ghosn is bringing hybrids to bazaar beneath the Nissan brand.

Toyota is relentlessly adapting amalgam technology to added models, with the ambition of alms it in every agent it makes. Aftermost October the aggregation arrive a dozen journalists to its analysis clue alfresco Tokyo, in the adumbration of Mount Fuji, to drive two approaching amalgam vehicles. On a cold, backing day, both cars performed flawlessly. The amalgam Camry accepted ample yet thrifty, able of accomplishing a accumulated burghal and artery ammunition abridgement of 40 afar per gallon. The ablaze Lexus GS450h was quick — aught to 60 in 5.8 abnormal — and still got accumulated breadth in the aerial 20s.

If Toyota can abide to abate costs, and it best apparently will, the abeyant for hybrids may be about unlimited. With its huge headstart, bigger technology, astronomic scale, and able will to accomplish hybrids an accustomed addition to the centralized agitation agent — a aggregate no added auto maker can bout — it’s adamantine to see Toyota not assertive the industry for years to come.

REPORTER ASSOCIATES Cindy Kano, Joan Levinstein

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