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CONTENTS

10-YEAR PLAN 440KW EVO VI

PROPER PLATFORM

D1NZ PRO 1UZ-FE TOYOTA GT86

CONTRA VAN

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4A-GE-POWERED ESCORT VAN

004 EDITORIAL 006 ED. TEAM CHATTER 008 NEWS 012 MAD MIKE’S SUMMER BASH INTRO 014 GIG GUIDE 016 SOCIAL SLAM 049 SUBSCRIBE AND RECEIVE 064 PADDON RALLYSPORT EV BUILD 066 TOYOTA SUPRA TARGA DRIVE 080 P’CAR BABE 088 WEEKEND WARRIOR 090 K&N WRX FILTER INSTALL 094 CRUISE MODE 096 PRODUCTS 098 UNDER CONSTRUCTION 100 DAILY DRIVEN 102 LOCAL SPECIALISTS 104 DRAG TIMES

044 MAIN-STREET MAYHEM

MCKEOWN PETROLEUM WAIMATE 50

058 GOING STRAIGHT SIDEWAYS GUIDE TO SPECTATING THE WRC

076 BUDGET BOXER BUILD BUDGET WRX BUILD PART ONE

082 WELD PORN TIG-WELDING BASICS 101

RIPPED TO SHREDS

INTERVIEW WITH ROBBIE WARD

EDITORIAL

KEEPING THAT FIRE ALIVE

ankind has a wicked skill at reading the vibe put off by a fellow human. Perhaps it’s a trait left over from our caveman days, when body language played a huge role in how we communicated, and not being able to read someone could result in your death very quickly. Well, these days, lives are a little less strenuous for the average joe, but we do still carry this trait within. The read that I get off some older people really puts the shits up me, and has done for as long as I can remember — not because I feel threatened in any way, but because I certainly don’t want to end up as one of them. I’m sure you all know these types of people — those old bastards who seem to have systematically had the spark of life sucked out of them one syringe at a time. I’m sure that at some point they had a passion in life and chased it with vigour. They had interests and dreams, and a spark of optimism in their eye. I’m talking about the type of guy who you hope isn’t free at the auto-parts counter when you roll in the door; the type of guy who you pray isn’t holding the WOF clipboard as you try your best to silence your minimally muffled exhaust as you pull into the VTNZ — because you know their vibe is about to ruin your day big time. Not ending up as one of these folks is high on my list of priorities, and I guess it’s a big part of why I’m always trying to chase something, be it knowledge, skill, or that hard-to-find part that has been plaguing me for months. I’m by no means an expert on avoiding this fate, but I figure as long as I keep stoking the fire

then the spark won’t die out. I know it’s possible, because, through work and my personal endeavours, I get to deal with those who have been around the block a few times but still have that fire burning. It’s these types of people who I really get a lift from, and love spending time around, as it’s infectious. Get one of these guys at the auto-parts shop and you know that, whatever issue you’re trying to solve, they will bend over backwards to sort it out for you. The moment that you mention a project to these types, you can see that fire light within their eyes, and you know that you’re in the right company as the yarns begin to flow. One that really took me by surprise the other day was while trailering my midget to plumb it at Key West. I pulled into my local gas station, and the old boy filling up a jerry can next to me came over to scan my car. It turned out he had been a crew chief back during the ’90s and had himself raced before I was born. Despite having long retired from the helmet, his spark was still burning bright. He is restoring a vintage chassis at the moment, enjoying his semi-retirement. I could have talked to him for hours, but, 40 minutes later, I finally pumped my gas and got on my way, having picked up a few wise tips for my time. This is what I dream of being as an old guy: the one you can’t shut up, the one who’s still stoked on life, even long after hanging up the helmet.

Marcus Gibson

Email: marcus@performancecar.co.nz Instagram: marcus.momowerks

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EDITOR Marcus Gibson, marcus@performancecar.co.nz ASSISTANT EDITOR Jaden Martin, jaden@performancecar.co.nz SUBEDITORS Richard Adams-Blackburn, Karen Alexander, Lara Wyatt PROOFREADER Odelia Schaare SENIOR DESIGNER Mark Gibson DESIGNER Day Barnes ADVERTISING COORDINATOR Renae Fisher CONTRIBUTORS Arie Stokes, Hayden Paddon, John Cowpland, Ross Dransfield, Richard Opie, Ryan Van Pelt, Strong Style Photo SUBSCRIBE ONLINE: magstore.nz PHONE: 0800 PARKSIDE (727 574) MAIL: Freepost Parkside Media Subs PO Box 46,020, Herne Bay, Auckland 1147 EMAIL: subs@parkside.co.nz

CONTACT US PHONE: 09 360 1480 MAIL: PO Box 46,020, Herne Bay, Auckland 1147 EMAIL: info@parkside.co.nz PUBLISHER Greg Vincent, greg.vincent@parkside.co.nz BUSINESS DIRECTOR Michael White, michael.white@parkside.co.nz GENERAL MANAGER Simon Holloway, simon.holloway@parkside.co.nz MEDIA SALES Mark Everleigh, mark.everleigh@parkside.co.nz DATA ANALYST Isobel Woudberg PRINTING AND DISTRIBUTION Ovato PHONE: 09 928 4200 ISSN ISSN1173-972X

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THIS MONTH ONLINE

oy, has there been a whole lot of bullshit going down in the wonderful world of social media this month. I’ve seen the age-old argument of ‘genuine’ v. ‘fake’ wheels reignited for the 10,000th time and descend into a mud-slinging fest as though those involved have vested interest within the respective companies; the demand that everyone #respectallbuilds; and people once again not understanding that if you don’t own a car and haven’t been given permission to touch and/or sit on it — then don’t! That’s a lot of going-ons to unpack in a small editorial, the kind of stuff that I could write whole essays about, so instead I’ll just rattle off a few thoughts and feelings that I jotted down throughout the month. Regardless of where you sit on the scale of ‘genuine’ v. ‘fake’ wheels, let’s all take a big step

back from the subject. We’re all people, with a shared interest. Having an opinion about a subject, whether you, I, or anyone else agrees with it, is absolutely fine. You’re allowed to have that opinion, and I encourage that: no one should be telling you what to think. However, your opinion isn’t automatically valid because you think it’s right. If it’s a crap opinion, you’re going to get called out, and that’s the way it should be. Stop assigning your opinions validity and using that to be an arsehole. This goes for both sides of the fence. We’ve also seen the expectation to #respectallbuilds used against these opinions. While I get where it is coming from, the way I’ve seen it used is that you must like and/or respect a car simply because it exists. Problem is: no, you don’t. You don’t have to like the car, or respect it, but what I think is important is that you respect the owner’s right to build it. Owners also have to respect

people’s right to dislike it, but are under no obligation to take any shit from them for that dislike. That’s where social media has really fuelled the fire, in that people are mistaking a platform to speak with the validity of their opinions. It’s pretty easy to get your head around, people. Finally, this really shouldn’t need to be said, but can we stop touching other people’s cars without permission — especially out in public and at events. Admire it with your eyes, but there’s no excuse for touching or sitting on a car that you don’t own and potentially causing damage to it. Better living, everyone.

HAYDEN PADDON

ARIE STOKES

RICHARD OPIE

ROSS DRANSFIELD

RYAN VAN PELT

STRONG STYLE PHOTO

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CONTRIBUTORS

Jaden Martin Email: jaden@performancecar.co.nz Instagram: jaden_nzpcmagazine

KEEPING IT REAL SINCE ’83

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NEWS

NEW PB FOR HARVEY If you ever wondered what goes through Rod Harvey’s mind mid five-second pass, we have the answer; “This motherf##ker is flying”. Well, at least that’s what was going through his mind during the recent 5.69@259mph during the Atlantic Oils East Coast Thunder at Sydney Motorsport Park. The pass wasn’t without some drama, with the Yuasa Camry touching the limiter just before the finish line, and one of the chutes tearing, which at just

shy of 260mph is a scary prospect. Lucky Rod was able to pull it up undamaged. Leading into the event, the addition of a new slightly bigger front cover on the turbo, and a few set-up changes to the clutch clearly paid off for the team and Rod says the data shows low 5.60s are a real possibility, although we’ll all have to wait until the new year to see if and when that can happen.

NICK CASSIDY WINS SUPER GT FINAL, LOSES CHAMPIONSHIP With consecutive wins and strong placings across multiple rounds, including winning the final at Twin Ring Motegi (2–3 November), TOM’S Racing driver Kiwi Nick Cassidy, has fallen just two heartbreaking points short of taking out his second Super GT series title. Although Kazuya Oshima and Kenta Yamashita came into the final as favourites, with a strong seven-point lead over Cassidy and co-driver Ryo Hirakawa, it nearly didn’t go the way of the Japanese duo after a controversial incident. Yamashita sent his car down the inside of Yuhi Sekiguchi, with the former locking up and the pair coming out of the corner side by side before entering the final chicane, where they collided and skated off the track. No official action was taken, and the pair returned to the track. Yamashita sprinted away from Sekiguchi from there, and, with second place in the bag for the round, all they needed to do was cross the finish line to take the title ahead of Cassidy and Hirakawa. For LeMans, it’s the second Super GT crown — the team claimed its first some 17 years ago in a Toyota Supra.

PHOTO: JON VAN DAAL

ANDRE HEIMGARTNER STAYS ON AT KELLY RACING

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ANIMAL STYLE GP DRIVER ENTRY AND TICKETS LIVE Last issue, we brought you the announcement that internationally acclaimed Drift Team Animal Style will be bringing their home-grown US style to Hampton Downs Club Circuit on Saturday, 18 January and Monday, 20 January 2020. Since the day it came onto the drifting scene back in 2009, Drift Team Animal Style has been known for its aggressive, sharp driving and unparalleled car styling. Now, thanks to the team behind the

massively successful Pink Style GP, which saw Naoki Nakamura himself grace our shores back in 2017 — D-Club and C’s Garage — the guys from Animal Style will make their way to our neck of the woods in 2020! Driver entry, ticket purchasing, and merchandise can all be found on the D-Club website (dclubgp.com) — but don’t muck around, as this will sell out quick.

Virgin Australia Supercars Championship team Kelly Racing has announced that Kiwi driver André Heimgartner will continue competing for the team with a new multi-year contract as Kelly Racing prepares to switch over to the Ford Mustang platform next year — marking a departure from the established Nissan Altima that debuted in 2013. Heimgartner joined Kelly Racing for the 2018 Supercars season, and the outgoing season has been his most successful in his four-year stint thus far, including a podium at Phillip Island back in April. “Kelly Racing backed me to return to Supercars, and it’s fantastic to lock down the future and continue this journey together,” Heimgartner said. “It was always my preference to stick by the team that have supported me, and the opportunities for next year are really the icing on the cake.” It’s also been confirmed that Heimgartner will be joined by team co-owner and multiBathurst winner Rick Kelly in the two-car stable, which leaves Garry Jacobson and Simona de Silvestro without confirmed drives for next year.

END OF ICONIC CALSONIC BRAND It’s a sad day when one of the most iconic race car–livery naming-rights brands is closed and takes its design with it. As of last month, Calsonic Kansei is no more. Known for its bright blue livery, which has graced many a bubble-era race car, Calsonic will henceforth be branded ‘Marelli’ — as in Magneti Marelli SpA, the Italian supplier of electronics, fuelinjection systems, and engine components, whose own logo has also graced many famed race cars from the other side of the globe. Beloved in Japan and across the world, thanks

ROTARY RECORDS TOPPLED AT WORLD CUP FINALS

Drag racing fans around the world stopped what they were doing and watched as the World Cup Finals descended on Maryland International Raceway, 30 October–3 November, for the biggest drag race of the year. It was for good reason, as two rotary records were toppled: the 13B-powered record and the outright rotary record. Puerto Rican entry Rafaelito Racing laid waste to the 13B-powered record with a 6.162 at 222.73mph (358.44kph) with Luis Rivera behind the wheel of the team’s RX-8, while fellow Puerto Rican team Mech Tech bettered the outright rotary record that hadn’t been touched since 2015, when their New Generation Motorsports Major League RX-8 ran a 6.149 at 229.08mph (368.66kph). Known as ‘Loquito Killer’, Mech Tech’s RX-8 houses a billet three-rotor and makes north of 1119kW; the record-breaking pass clocked in at 6.083 seconds at 229.70mph (369.66kph) — putting rotaries within spitting distance of a fivesecond pass. If that wasn’t enough, Loquito Killer reset the mph record with a 231mph (372kph) on a separate run.

to the hugely successful Group A Skyline GT-R championship winners, the company was perhaps less known outside the enthusiast community. Formed in 1988, when Nihon Radiator and Kansei merged, the company became one of Japan’s top suppliers of heat exchangers and vehicle electronics. As part of Japan’s keiretsu system, Nissan owned a majority stake in Calsonic Kansei, and, according to Automotive News, supplying parts to Nissan comprised 85 per cent of the company’s sales.

In 2016, Nissan sold its 41 per cent share of Calsonic for US$4.5 billion and, in 2018, when Magnetti Marelli was listed for sale, Calsonic acquired it for US$7.1 billion. Sadly, the rebranding means that the name ‘Calsonic’ will disappear and it’s not clear what will happen to the blue livery of the Team Impul Calsonic GT-R that competes in the current GT500 class of Super GT in Japan. We can only hope that the styling remains, albeit with a different combination of letters down the doors.

CARE FOR YOUR CAR WITH MEGUIAR’S

SOUTH ISLAND ENDURANCE SERIES CROWN DEFENDED In a tight finish, in which eight seconds was the difference between winning and walking away empty-handed, International Motorsport drivers Neil Foster and Jonny Reid have gone back to back in the Carter’s Tyre Service South Island Endurance Series at Mike Pero Motorsport Park. With an all-Audi title fight emerging, Foster and Reid claimed the top spot in the final race of the season with their Audi R8 LMS GT3, beating out Dale Chapman, Marc Doran, and Andrew Waite in the updated Evo equivalent. The pair proved a dominant force throughout the season, with wins at Teretonga Park and Timaru International Motor Raceway.

Highlands Motorsport Park looked to be theirs as well, before a puncture knocked them out and ensured that the final at Mike Pero Motorsport Park would be a proper bust-up for the title. “It wasn’t a straightforward race, but we got there in the end,” Foster said. “It was close, and we had to stay ahead of them. Obviously, we have been competitive in all the rounds. We have had to be first or close to it to stay in the hunt … There’s a lot of competition down here, arguably stronger than the North Island series. Our aim was to defend our title, and we have had the pace to do it. Our rivals have done an outstanding job and got closer and closer, so we have had to lift our game.”

Being in the thick of November means two things, people: the days are longer, which means the sun is harsher, and it’s Meguiar’s Car Care Month! Here for everyone, from street cruisers, track heroes, drag strip warriors, and show kings, to those who only have a daily-driver, Meguiar’s Car Care Month is about taking care of your car, especially just after the harsh winter weather — let’s face it, the wintery months are usually when we neglect our washing routine. So, to get you back into the swing of things and bring out the shine, Meguiar’s has a bunch of exclusive tips, tricks, and discounts for the whole of November. Follow Meguiar’s social-media channels for its best car-care tips and chances to win some of its latest products. You can also contact Meguiar’s via email, phone, or Facebook Messenger to find out what you need to bring out your car’s Ultimate Shine. The best part of Meguiar’s Car Care Month is that Meguiar’s is giving you $10 cashback when you purchase $50’ worth of Meguiar’s products at participating outlets. Check out lovemycarnz.co.nz for full terms and conditions, a ton of product information, video tutorials, and FAQs.

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TEAM DNG AUTOMOTIVE DOMINATES TARGA With a strong field, challenging weather, and a major repair for one of the cars just three weeks out from the main event, Team DNG Automotive came out the pointy end to prove a lethal offering at Targa New Zealand 2019 with first-, third-, and fifth-place finishes across the three-car team. With the car of David Rogers and co-driver Aidan Kelly getting stuck in the wall at Highlands Motorsport Park three weeks prior to Targa, the rush was on to get half the car rebuilt at Mills Collision Repair Centre while Dustin Ng and the team at DNG were busy rebuilding the mechanicals. With it finished five days before the start date, they were luckily able to get a test day in before starting the 2000km haul that is the main race.

Kicking off in Taupo, Targa headed over to New Plymouth for a few days before going south to Whanganui then over to Waiouru followed by the Manawatu region before wrapping up in Palmerston North. Dustin tells us that the boys drove a long game, aiming to slowly make their way up the ladder, although they managed to post strong results across the board throughout. Heading into day five, Haydn Mackenzie and co-driver Matthew Sayers held first with a solid lead, so the team opted to back off the power, turning boost down in the name of longevity. Rogers took on a new co-driver in Daniel Claughton for the last day, due to Kelly

attending to other commitments, and the pair needed to find 12 seconds to secure second place. Unfortunately, 70km from the finish, the engine broke a tappet, which Dustin explains is a failure that has never been seen before — a testament to how hard the race can be on the gear. The failure pushed the Evo-powered VW Polo of Jason Gill and Mark Robinson into third place overall, impressive for the pair’s first full event, and put Rogers into fifth, even after time penalties were applied. Across the line, DNG held a 12-minute lead between first and second place, while also scooping up first, second, and third place in Class 10 Open 4WD with a field of nearly 60 cars.

ADVERTORIAL

MAD MIKE’S SUMMER BASH

SATURDAY, 7 DECEMBER, HAMPTON DOWNS

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hen ‘Mad Mike’ Whiddet created Mad Mike’s Summer Bash (MMSB) three years ago, the goal was always to create an event that everyone could come not just to watch but to participate in, and leave with a smile: “I’ve travelled to many different events around the globe and thought about how rad it would be to host my own drift event in New Zealand, incorporating elements from events that I love most. With Summer Bash, I’ve taken the best parts and left out the boring bits to create a fusion of motorsport action, which will hopefully be equally appreciated by both fans and drivers alike,” explains Mike. “The ultimate goal is to create a fun, festival-style event with action-packed entertainment.” MMSB offers spectators the chance to get

involved with the action, even if you don’t have a car of your own to enter into the drifting or Time Attack. Jump behind the wheel of an MX-5 and try your hand at drifting in the Mazda Drift Gymkhana, all in a controlled environment of the purpose-built skidpan. The skidpan will also be open to drive your own car and test your skills against the Mad Mike–designed gymkhana course. Rolling Hard also returns this year with two Internationaltrack cruising sessions, where everything from classic Mazdas to hot rods, low-riders, and dailydrivers will hit the track for a cruise session led by ‘NIMBUL’ and the entire Mad Mike fleet. One of the biggest names to throw their hand into the ring will be Rod Millen. Rod will be piloting his Mazda RX-3, which was built as a modern tribute car to the RX-3 that he campaigned in the New Zealand

Rally Championship (NZRC) in 1975–1977. This car is a constant class leader at Leadfoot, and will no doubt embarrass a few modern turbo cars at the Bash. Off track, the hardpark is always a popular attraction and is backed with massive prizes on offer. “With it being so close to Christmas, we wanted to keep it as accessible to everyone as possible. That’s why it’s free for under 15s, and we have a huge family fun zone at turn two, and a Yamaha kids MX track, so there is plenty to keep the whole family entertained,” says Mike. Tickets can be pre-purchased online from madmike.co.nz, with all driving events requiring pre-purchase. Every ticket purchased will go into the draw to win hot laps with Mike in a ‘BUL’ of the winner’s choice.

TIME ATTACK RETURNS Alongside the Top 16 Drift Superclass, New Zealand’s biggest names in Time Attack will contest in four sessions throughout the day, vying for top honours and fastest lap. Entry to this requires an MSNZ-legal car, and also gives entry to the two cruising sessions and burnout comp.

STOP WHEN THEY POP Killing tyres is in Mad Mike’s DNA, so it makes sense that any event he hosts will have a burnout competition. The fiercely contested Skid King, included as part of your Rolling Hard entry, has proved an extremely popular addition to the show.

GO LARGE

ALL COMERS WELCOME

NIMBUL SET TO KILL

In 2018, MMSB saw a revamped drift format for the Top 16 Drift Superclass, which proved a success, allowing amateur drifters to go head to head with New Zealand’s best. Acting as a proving ground for those trying to make a name in the sport, it’s one of the only chances they get to test their skills against the professionals. “In previous years, we ran the Top 16 as invite only, but, in 2018, we opened to anyone with a MSNZ [MotorSport New Zealand] roll cage. All you have to do is rock up on the Friday and claim a spot by qualifying,” Mike tells us. “It’s a great opportunity for up-and-coming drivers to pit their skills against New Zealand’s best drivers. Last year, we had some big upsets with the likes of Kieran Stewart in his little MX-5 taking out some big contenders — that’s a success in my eyes. It’s about giving these guys a platform, which they might otherwise not get.” For those who don’t qualify for the big show during Friday’s qualifying, there are also the three open drift sessions throughout Saturday. And as well as the two cruising sessions, there’s also the infamous Triple Threat Team Drift for those who like to bang doors with the homies.

Finished just before it was loaded into a container heading to the Goodwood Festival of Speed, Mike’s latest and perhaps most-polarizing build, the Lamborghini Huracán dubbed ‘NIMBUL’, will, for the first time, kill tyres in front of a New Zealand crowd at Summer Bash as the headline star this December. The Huracán was built over the course of only a month by a small dedicated crew working almost around the clock to transform the supercar into a drift-capable machine before debuting on the world stage. The naturally aspirated V10 is now assisted by a 150kW shot of nitrous oxide, and the car also features some very trick suspension components custom built for the project. Having only just arrived back in the country from the UK, the car has undergone a few tests at Hampton Downs to ensure that Mike is ready to put on a show with some demo runs during the event, and he tells us that it will also be out in the cruising sessions. NIMBUL joining all the other BULs in Mike’s stables to lead the two cruising sessions. “This is the only event in the world where I have all the cars in one place and out on the track together,” explains Mike.

For those looking to have a seriously lush day, the premium ticket option will deliver VIP treatment, with access to the trackside VIP grandstand, a barbecue lunch, drink vouchers, and special parking. With grandstand being situated right at the exit of the Double Bastard, you won’t find a better seat to catch all the action trackside.

GIGGUIDE

IF YOU HAVE AN EVENT THAT YOU’D LIKE TO SEE IN THE GIG GUIDE, EMAIL EDITOR@PERFORMANCECAR.CO.NZ WITH ALL THE DETAILS

22–24 NOVEMBER Z CLUB — FORGOTTEN HIGHWAY WEEKEND Auckland to Stratford 23 NOVEMBER HONDA DRAG BATTLE & MEGA MEET FEATURING HONDA PRO JASON Meremere Dragway, Meremere 23 NOVEMBER 2KCUP, ROUND ONE Hampton Downs Motorsport Park, Te Kauwhata

NAKAI-SAN BUILDS RWB NZ 003, THE BLING COMPANY, HAMILTON Few get the chance to see RAUH-Welt Begriff (RWB) creator, Akira Nakai — known for reinventing the Porsche 911 with huge over-fenders, big wings, and wild ride heights — personally build a car that is worthy of wearing the nameplate. However, that’s about to change, as Nan Su of The Bling Company, who was one of the owners of the first two incarnations built here, is personally inviting the entire country to come watch as Nakai-san takes a grinder to Porsche steel and creates the official RWB NZ 003 car! The event is set to go down from 30 November to 1 December at The Bling Company in Hamilton (7 Northway Street) and will give the New Zealand public its first glimpse of what has otherwise been a superexclusive viewing opportunity. Entry is just $5 per person, and all proceeds are to be donated to Waikato Westpac Rescue Helicopter, Starship Foundation, and the Cancer Society. Follow The Bling Company on Facebook for further updates.

23 NOVEMBER PLAYDAY ON TRACK Manfeild Circuit Chris Amon, Feilding 23–24 NOVEMBER NZ SUPERLAP, ROUND ONE Hampton Downs Motorsport Park, Te Kauwhata 24 NOVEMBER MIDNIGHT SHIFTERS MEET & GREET / CRUISE Westpoint Drive, Hobsonville, Auckland 29 NOVEMBER–1 DECEMBER MOTUL HONDA CUP, ROUND TWO Pukekohe Park Raceway, Pukekohe 30 NOVEMBER NATIONAL DRAG RACING CHAMPIONSHIP SERIES, ROUND TWO Amisfield Dragstrip, Tokoroa 30 NOVEMBER–1 DECEMBER SPEED WORKS MOTORSPORT NZ CHAMPIONSHIP, OPENING ROUND Pukekohe Park Raceway, Pukekohe 7 DECEMBER 2019 OLDSCHOOL DRAGS Meremere Dragway, Meremere

MAD MIKE’S SUMMER BASH 2019, HAMPTON DOWNS After hitting a full calendar of international engagements, local drifting ambassador and badass wheelman ‘Mad Mike’ Whiddett will cap off the year with his fourth annual Summer Bash event at Hampton Downs Motorsport Park on Saturday, 7 December. Bringing the noise to the grass-roots community, Mike’s own Lamborghini Huracán ‘NIMBUL’ will make its New Zealand debut and will be drifting on track. Returning for 2018 are all the regular Summer Bash main events, including the Top 16 Superclass, Triple Threat Team Drift, cruising, Mazda Gymkhana, and hardpark. Time Attack Outlaws will pitch some of the country’s fastest grip racers against the clock without the tyre restrictions. Add in some international and local heroes (including Rod Millen), show cars, hot rods, low-riders, and you’ve got a solid day out. Tickets start at $39, with under 15s free. All pre-purchased tickets go into the draw to win hot laps with Mike in a BUL of your choice. Full details at madmike.co.nz.

CULTURE — BACKSTREET CAR MEET 2019, FOUNDERS THEATRE, HAMILTON Culture — Backstreet Car Meet is a laid-back day to celebrate Kiwi car culture — with a focus on low-riders, kustoms, hot rods, bikes, and pre-’87 Japanese and European cars — and is dedicated to bringing different car scenes and like-minded people together. There will be a range of prizes on offer, and the day will end with a casual cruise. Entry will be via gold-coin donation, and all proceeds will go towards the Dream Chaser Foundation. The show is set to begin at 12pm, and any queries can be directed to the Culture — Backstreet Car Meet page on Facebook.

7 DECEMBER 2KCUP, ROUND TWO Manfeild Circuit Chris Amon, Feilding 8 DECEMBER 2019 GUMBOOT RALLY LOUD SHIRT CHARITY RUN Safe Store, Westgate, Auckland 15 DECEMBER PLAYDAY ON TRACK Pukekohe Park Raceway, Pukekohe 29 DECEMBER NATIONAL DRAG RACING CHAMPIONSHIP, ROUND THREE Bruce McLaren Motorsport Park, Taupo 1 JANUARY NATIONAL DRAG RACING CHAMPIONSHIP, ROUND FOUR Meremere Dragway, Meremere 18 JANUARY ANIMAL STYLE GP Hampton Downs Motorsport Park, Te Kauwhata 18–19 JANUARY SPEED WORKS MOTORSPORT NZ CHAMPIONSHIP, ROUND TWO Highlands Motorsport Park, Cromwell 25–27 JANUARY 2020 V4 & ROTARY NATIONALS Claudelands Event Centre, Hamilton / Meremere Dragway, Meremere / Hampton Downs Motorsport Park, Te Kauwhata

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25 JANUARY SPEED WORKS MOTORSPORT NZ CHAMPIONSHIP, ROUND THREE Teretonga Raceway, Invercargill 26 JANUARY NATIONAL DRAG RACING CHAMPIONSHIP, ROUND FIVE Mike Pero Motorsport Park, Ruapuna, Christchurch

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1993 MAZDA RX-7 FD3S

WN OF ITS O IM T ETIC H IC T V S A AE S E N M A O S EST C K UILD BEUT A PLAN RIS MARTINâ&#x20AC;&#x2122;S LATYLE B R A C ITHO ION. JONNY ARITY OF ST TEN, A L ES TOO OF N. STARTING W C IO OR OHPLE OF HOW CTHE SUBLIME T U W L O O L V F E XAM RESULTS IN O R E AL IS AN EN N IO WITH NC T NING A E A R HARD OPIE DRIFT ND CAREFUL PL OTOS: RIC H P D A N A S WORD

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rifting and style. Two words, when applied to doing that sideways thing in cars, that are without a speck of doubt, mutually inclusive. They go together like peas and carrots, Snoop and Dre, hookers and blow — you get the idea. It’s the whole damn point of frolicking around at right angles to the actual track direction. Looking and feeling freakin’ cool, isn’t it? The notion of ‘style’ isn’t prescriptive as such. There’s that whole ‘eye of the beholder’ thing. For every flavour involving wafting gently sideways on a big ol’ set of dishy 19-inch wheels, tyres stretched to the nines, and fibreglass scraping the deck, there’s an equal and opposite reaction. Usually, assuming the form of big tyres, functional ride height, and hefty grip — all in the name of physics-defying flicks toward the clipping point. Above all, the constant is to absolutely own your thing. It’s an attitude that permeates the pit lanes of South Island drift events, days characterized by a real sense of community, a group just vibing on being out there to kick the clutch and countersteer their steeds from the apex to the ripple strip. Dialling up a smile, and letting it rip.

The 13B-REW lives its life on the limiter. The tidy V-mount intercooler arrangement, ducted from the bumper ensures the big BorgWarner squeezes a cool 19psi through to the inlet, for an impressive 331kW at the rears. It’s fast, but needs to be kept on the boil to maintain drift through a section. But does it pulse? Hell yes it does!

HEART ENGINE: Mazda 13BREW, 1300cc, two-rotor BLOCK: large extend ported plates, Turblown stud kit, Green Brothers Racing apex seals, automatic FD rear plate INTAKE: GReddy AirNX mushroom filter, GReddy intake elbow, V-mount intercooler EXHAUST: SURfab 3.5-inch stainless exhaust, SURfab four-inch lobster dump tip, AdrenalinR muffler TURBO: BorgWarner S363, Sinco manifold WASTEGATE: Turbosmart 60mm BOV: TiAL FUEL: Aeromotive A750, AEM 320lph lift pump, Turbosmart FRP, Aeromotive fuel rail, Injector Dynamics 1050cc primary injectors, Injector Dynamics 1650cc secondary injectors, MPSNZ Teflon hose and fittings, Jazz fuel cell IGNITION: AEM smart coils, NZEFI ignition leads, HKS spark plugs ECU: Link G4+ Monsoon COOLING: V-mounted radiator, custom radiator ducting, PWR oil cooler with ducting by Skeleton Fabrication EXTRA: Modified three-litre catch can, DEI heat sleeving, heat shielding, custom inner guards by Jono, GReddy pulley kit

It’s also the stomping ground of one Jonny Martin and his eyeball-scorching ’93 Mazda RX-7. It’s a build that sits pretty in the middle-ground between the Kansai-influenced warriors and boulevard-slammed kings of shine, balancing a truckload of aesthetic with a generous spoonful of driveability. The Mazda represents a recent departure for Jonny, whose drifting trajectory spins a familiar yarn. “I was about 17 when it all started,” he explains. “That was my first Skyline, which ended up being written off after a BMW took us out heading down the hills!” For those players outside of Christchurch, ‘the hills’ references the Port Hills east of the city. Heaving with challenging, twisty roads, they were a favourite for drivers seeking a bit of apex-to-apex action. Either way, Jonny couldn’t go without a boosted rear-wheel-drive fix, and reshelled the wrecked Skyline coupe into an R32 sedan. “It became a bit of an obsession from then,” Jonny reckons, shifting his thirst for wheel-burns to the tracks. As the Skyline developed, dipping his toes into Drift South competition soon followed, but it was the inception of the StreetMeat Glory Daze meets that solidified Jonny as a bit of a figurehead in the 03. Alongside Dan Yeoman and Andy Gnad, Jonny put his hand up to run the first event, a private day targeting good times on track. It was the genesis of Christchurch’s drifting success story — or maybe more of an excuse for a social gathering and a hell of an after party.

DRIVELINE

SUPPORT

GEARBOX: Nissan 370Z CD00A, six-speed, Collins adaptor plate, modified 13BREW auto bellhousing, Collins billet shifter CLUTCH: Custom Exedy FLYWHEEL: Collins three-piece flywheel DIFF: Cusco two-way LSD, RX-8 final drive (4.77) EXTRA: SURfab gearbox crossmember, strengthened front subframe

STRUTS:(F) Parts Shop Max coilovers, 12kg springs, (R) modified BC Gold coilovers, 16kg springs BRAKES: Tilton floor mount pedal box (F) Slotted rotors, (R) Parts Shop Max handbrake EXTRA: Parts Shop Max lower arms, Parts Shop Max Limit Break upper arms, Parts Shop Max inner and outer tie rods, Whiteline front sway bar, Parts Shop max S14-FD3S sway bar adaptor

“The factory knows what they’re doing,” Jonny claims of the FD RX-7 styling. It’s hard to argue with a genuine Series 8 front bumper and matching rear wing, augmented by some select aero components from Shine Auto in the USA. A coating of Mazda Sunburst yellow by mates Longboy and Gantley emphasizes the ‘keep it simple’ mentality

Sealed under a perspex cover in the boot, is what Jonny calls ‘the fuel museum’. A fuel cell, rotorshaped surge tank (“because all rotaries need at least one rotor shaped part”). Aeromotive and AEM pumps and Teflon braided lines all feed the big Injector Dynamics nozzles at the front of the car EXTERIOR PAINT: Mazda Sunburst Yellow by Longboy and Gantley, yellow pin striping ENHANCEMENTS: Shine Auto carbon rear diffuser, Shine Auto carbon side steps, Shine Auto FEED bonnet, Shine Auto FEED front guards (modified by Jono Smith), S8 FD3S rear wing, S8 FD3S front bar, ACM lower lip, modified steel rear guards by Jono Smith

INTERIOR SEATS: Recaro SP-G, Sabelt harness STEERING WHEEL: Nardi INSTRUMENTATION: Link MXS Strada Dash ICE: Pioneer double-DIN head unit, six-inch speakers EXTRA: LRB alloy door cards, MSNZspec roll cage

Four years of StreetMeat down, and Jonny found himself at the wheel of his next Skyline: a slammed R32 coupe draped over single-piece Origin Labo wheels, drizzled in metal-flake red. Retaining Jonny’s signature OEM style, the scarlet R32 became a bit of a celebrity in its own right — even making the pages of NZ Performance Car #222 — before being sold to fund the genesis of his business. Even so, the link to drifting remained. “It’s funny, you know, people will tell you drifting’s a waste of money — but I sold my drift car to start my business, and my first clients were from my drifting circles, so in a way it’s the opposite,” Jonny laughs. While building SignLab into a successful enterprise became the priority, eventually he got the itch. “I’d always wanted an FD RX-7. They’re such a cool car,” Jonny says. “And it was one of those right-place-at-the-right-time sort of moments. I wanted to get back in a drift car, I was in the right headspace, and this RX-7 popped up at a good price.” After an initial enquiry, the seller pulled the old ‘someone else is keen’ trick. Shortly after that, Jonny and a couple of the boys were on the road to Palmerston North, trailer in tow. She was an unfinished project, but the right unfinished project. Originally destined for tarmac rallying, the metallic-

lipstick-pink RX-7 was a totally stripped rolling shell, albeit already fitted with a solid cage. “Everything was there, just not in the car. A bit like buying a jigsaw without the picture to work from,” Jonny mentions. Organizing the parts haul, and a bit of head scratching later, ensured Jonny managed to piece everything together. “No one really told me how much harder it was to find bits for these compared to the Nissans,” Jonny explains of his FD knowledge before delving into the build. “I hadn’t really researched before I bought it, but after I jumped on Instagram I found a few cars I liked the look of and started figuring out what elements worked.” Now, a cohesive aesthetic is a huge consideration for any car Jonny builds. “The factory got it pretty right,” he says of the FD, “so why mess with it too much?” Luckily, the car came with an OEM plastic Series 8 bumper, forming the basis for the FD’s distinctive, clean look. Jonny sourced much of the aero from Shine Auto in the USA — the Feed-style front guards, bonnet, carbon side steps, and rear diffuser taking an anxiety-wracked 10 months to land in New Zealand, courtesy of some shipping difficulties. Nevertheless, with the bits on hand, the FD took shape. Jono Smith took care of sculpting the rear arches in steel, while modifying the new front arches to accept a slightly wider track.

SHOES WHEELS: (F) 18x9 (+25) Advan RG II, (R) 18x10.5 (+15) Advan RG II TYRES: (F) 225/40R18 Advan AD08, (R) 235/40R18 Kenda KR20A

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Single-piece wheels are a must to retain a clean, pseudo-OEM appearance. In this case, Advan RG III in gold accentuates the yellow, as well as maintaining a clean point of difference among a sea of glistening three-piece wheels

Inside, the RX-7 is all business — almost. The grassroots/OEM feel is retained thanks to retaining the complete dash and centre console. Even the original instruments lurk behind the Link dash. A factory gear knob and Pioneer double-DIN head unit just provide the cherries on top

Now drenched in Mazda Sunburst yellow — a factory FD colour — the bodywork is wild in its subtlety, with a psuedo-Japanese timeattack visual to it, aided no doubt by the way the front arch radius drapes over the wheel and sweeps to the stubby Series 8 front bar. It’s the culmination of what Jonny calls a ‘complete’ styling exercise: built to a plan and consistent from front to back. But those wheels … Jonny’s a sucker for a single-piece wheel, and in this instance they’re Advan RG III, the latest iteration of their iconic six-spoke. 18x9-inch front and 18x10.5-inch rears squeeze into the arches, with sacrificial Kendas out the back and sticky Advan AD08s pointing the front end in the right direction. Cracking open the motor revealed a tidy base. In the interest of reliability, the 13B-REW has been treated to a Turblown stud

kit and Green Brothers 2mm unbreakable apex seals, and a large extend port has been added to help breathing — it needs it. The BorgWarner S363 huffs enough air through for a handy 331kW on 19psi, cooled via a V-mount intercooler and radiator set-up. Cog swapping comes courtesy of a CD00A six-speed, more commonly found behind a 370Z. Off-the-shelf conversion kits by Collins ensure a relatively easy install, and in Jonny’s mind a synchro box helps retain a grassroots feel. He claims a dog box would have made it feel “too racecar”, which he feels would detract from the almost OEM-plus theme. When it came to the chassis, Jonny soon learnt that he’d been spoiled by his Nissan past. After being discouraged from cutting and shutting the stock alloy knuckles, Jonny “pretty much

PERFORMANCE POWER: 445hp BOOST: 19psi

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sat and waited for Parts Shop Max to drop their stuff.” A full suite of arms, tie rods, and their Limit Break knuckles keep the front end in check, with Parts Shop Max front coilovers and custom BCs in the back. Surprisingly, the rear end is damn near stock, with factory FD adjustability proving more than adequate for his chassis set-up. With a gleaming, freshly built RX-7 ready to go a week out from the 2019 edition of StreetMeat, disaster struck, with a steering failure sending the FD off course on his first test session. “It was heartbreaking,” Jonny recalls, “but I couldn’t give up and be that guy on a downer. Luckily, Parts Shop Max came to the party, shipping bits from the USA in only three days to get me back on track.” And the drive? “You’ve gotta be on it all the time compared to the Nissans. The RX-7 has so much grip, so much forward motion. The moment you get off it, it straightens and you lose drift. So the

13B is just kept near the limiter all the time. It’s bloody exciting, to be fair,” he says of the drifting experience. But above all, the FD represents Jonny’s ideal package. Styling inside and out pays clean homage to the OEM lines — arguably some of the best out of Japan — which in itself reflects the kind of use Jonny wants out of the car. “I’m not super interested in doing a full season of Drift South, but if there’s a day at the track I can make, when the car’s going good, and I can just fix things in my own time, I’m there,” he smiles, adding, “it just keeps it a bit more fun!” Next on the list? D-Club’s upcoming Animal Style GP, the first pilgrimage North for Jonny, with a crew of the ’03’s finest in tow. North Island aggression meets Southern style. Be assured Jonny will be there, chucking the FD in deep, and banging the limiter all the way out to the edge of the track, grinning all the way.

DRIVER PROFILE DRIVER/OWNER: Jonny Martin AGE: 28 LOCATION: Christchurch OCCUPATION: Signwriter THANKS: My partner, Sarah; The Sign Lab; SURfab/Silvesters; Jono Smith; Alex Smith; all the StreetMeat boys, girls, drivers and wider collective; Rapid Performance; Phil at NZEFI; Longboy; Gantley; Willie Nicks; Jason Smith; NZ Performance Wholesale; The Diff Shop; Skeleton Fabrication; Mag & Turbo Christchurch; Hayden at KVS; Tommy at Parts Shop Max; Rob at Link ECU; Will at JDM Carcare; Streeter Corp; anyone else who has lent a hand or offered advice along the way

Steering failure, and seemingly insurmountable damage only days out from the car’s debut at the 2019 StreetMeat weekend, caused heartbreak for Jonny. Luckily, Parts Shop Max USA showed exemplary customer service, getting new, uprated parts on Jonny’s doorstep in a mere three days. Just in time for a thrash, then!

PEDAL DOWN. PERFORMANCE UP.

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P P E D

T O

PIONEERING IMPORT DRAG RACING IN NEW ZEALAND, BREAKING WORLD RECORDS, AND DEVELOPING SOME OF THE MOST POTENT POWERTRAINS ON OUR SHORES â&#x20AC;&#x201D; WE DIVE INTO THE LIFE OF R.I.P.S RACING HEAD HONCHO ROBBIE WARD

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INTERVIEWER: JADEN MARTIN PHOTOS: NZ PERFORMANCE CAR ARCHIVE

NAME: ROBBIE WARD AGE: 48

OCCUPATION: OWNER, R.I.P.S RACING LOCATION: ROTORUA, NEW ZEALAND RECORDS: WORLD’S QUICKEST AND FASTEST 240Z AND RB30 — 7.86 SECONDS AT 177.4MPH (285.4KPH) (240Z); WORLD’S QUICKEST AND FASTEST RB ENGINE — 6.99 SECONDS AT 192.7MPH (310.1KPH) (FED), WORLD’S QUICKEST AND FASTEST AWD AND GT-R — 7.28 SECONDS AT 194MPH (312KPH) (‘MGAWOT III’)

NZ Performance Car : Hi, Robbie. Readers will undoubtedly know your name for your drag racing exploits and R.I.P.S Racing workshop; can you tell us how you cut your teeth at the very beginning? Robbie: Hi, NZPC. Leaving school, all I wanted to do was be an automotive machinist and engine reconditioner. I started doing an automotive-machining apprenticeship and became absolutely obsessed with building engines. All of my spare time after hours was spent building engines — anything I could get my hands on, just because that’s all I wanted to do. When I was about 18, I had made a lot of friends who were into cars and came across a Mazda RX-2 at a friend’s wrecking yard. Back then, they were worth nothing; I bought it for $500 or something like that. I was also into Valiants, as I had done quite a few Hemi 265 builds for customers and myself. So, in my infinite wisdom, I decided to put one into this little RX-2 coupe. That was about 30 years ago, back when everyone was an old-school bogan V8 guy. They were all absolutely laughing their asses off, telling me I was dreaming, wasting my time, it would never work, etc. That type of comment made me even more determined. As soon as people start to tell me I can’t do something or that it won’t work, as long as I genuinely believe I can make it happen, I back myself. It fuels me to prove them wrong. Did you manage to prove them wrong with that Hemipowered RX-2? Oh yeah. Back in those days, there were the Ti Street drags in Rotorua. It was an eighth-mile street drag format and everyone would turn up with their Falcons, Valiants, hot rods, and whatnot. I rocked up in this RX-2 and annihilated most of them. Being a pretty cheeky little shit back then, I had rung the organizer of the meeting beforehand to ask what the rules were for the burnout comp. He just said, “What do you mean, you f**king idiot? There are no rules — whoever makes the most smoke wins.”

Those V8 boys were spewing; how dare this little Jappa-driving young fella come along and win. They weren’t happy about it at all

So, what I did was put a tank of kerosene and diesel in the boot with windscreen washers squirting onto the tyres to make sure I’d win. That completely destroyed the whole street — sort of like the Aussie burnouts you see today. Those V8 boys were spewing; how dare this little Jappa-driving young fella come along and win. They weren’t happy about it at all. I entered the next year with the same car, and they said, “If you want to enter the burnout comp, you can’t use the squirters.” I thought, Sweet, I’ll make up some dual wheels out of two space savers joined together with a larger profile on the outside so that when the first pair pop it will drop down onto the second pair and I’ll just keep going. I popped all four tyres and got banned — I was never allowed back. On the drag meet side of it, the rules had always been that the cars must be road legal with a WOF and registration, but, seeing how quick my car was getting, they brought in a pro drag car, a Vauxhall Viva with 454 that wasn’t even close to being road legal. From memory, I lost to it in the final. That’s how I became the arch-enemy of the V8 boys; even with the Chrysler motor, the fact it was a young fella in a Japanese

car with a six-cylinder at ‘their’ V8 event just wasn’t cool. So, you were an import guy from early on; what came next? Well, after the RX-2 I actually changed back to Valiants because of what I had been working on: the usual selection of Pacers, coupes, station wagons, and four-doors. I got quite well known for doing them; people started calling me the Hemi or Valiant man. That was right up until the R32 GTS-T started getting imported into New Zealand. The first model was an ’89, so this would have been the late ’90s, when I had a workshop at home and was repairing cars for car yards. One of the salesmen from one of the yards turned up at my place in a GTS-T and goes, “F**k, Rob, you think your Valiants are quick? Come have a ride in this.” It was pretty quick and handled better, stopped better; it was a whole new ball game. Right then and there, I decided this was what I wanted to do, so I bought one. With them being such new cars at the time, how did you know where to begin when it came to extracting more power? I’m totally self-taught — from scratch. It started with a little boost tap, then playing with bolt-ons; doing the exhaust, intercooler, working my way through them. But, in that period, I never really got to finish one for myself; every time I was nearly finished one, it would get bought up — one by a Targa guy and others [by people] wanting to go fast. By that point, I had maxed out what the RB20DET could do, tried playing with a couple of RB25DEs — but they had nothing on the two-litre turbos — and moved on to the three-litres. I remember this clearly, because I made a jig for doing the tensioner relocation and it’s stamped ‘2003’. I never bought adaptors, never looked at what others were doing; just started with cardboard, drew it up, made my own adaptor plates, etc. — the old-school way.

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How did R.I.P.S form out of this pursuit? When I changed from Valiants to Skylines, everyone called them ‘Jap imports’ and I wanted to be a pro on imports. That’s how we became ‘Rotorua Import Pro Shop’ (R.I.P.S) — I used to get the odd phone call from people thinking it was a golf shop, as they call themselves ‘pro shops’ [laughs]. You’ve built the R.I.P.S name around the RB30; what is it about the three-litre that performs so well?

incredible job. People often ask what’s the most power we can make from an RB30, but, once we’ve got the car up to the kind of power we’re making, the car’s never on the dyno; we’re tuning it on the track. The most we’ve done on the dyno would have to be around 1000– 1100hp [746–820kW] at all four wheels before the rolling road starts having traction issues. That’s about 90 per cent of the data we need for the final tune, and we do the rest at the track. To us, there’s no point in looking for a power figure on a piece of paper; it doesn’t mean anything. Based on the mph we ran in the GT-R, it would need to be around 1800bhp [1342kW] to achieve what we have. It was just far easier to make a lot of power out of them than anything else I could easily get my hands on, and it was a logical step for the cars I was working on, which were GT-Rs. First of all, the blocks were readily available — you could get one from a VL Commodore for $200–$300 — and it had everything going for it, really. The GT-Rs already had the RB26 head, which is the best-flowing option, and that meant you didn’t need to muck around with wiring, just bolt the three-litre block straight in — it was a no-brainer. The biggest thing with them is oil control. Second, you can’t believe everything you read on the internet; when you get told you need something to make it stronger, for example, you probably don’t need it at all. Third is the tuning. You can have the best engine in the world, but, if you don’t have a real good tuner, you’re wasting your time — the only guy who has ever tuned engines in cars that I have built at R.I.P.S is Jason from Infomotive, and he’s done an

At the same time, you were pushing that development back into drag racing, correct? Yes. A doctor brought his GTS-4 to me, and he said he wanted it to go quick. I asked if he trusted me, as I wanted to do a three-litre conversion — this was before I had even developed anything. He did trust me and said to go for it. That was the original 10.2-second car; he let me use it as my guinea pig and work out how to manage an all-wheel-drive RB30 to target the GT-R market. I was very grateful for that opportunity, as, without it, who knows?

You can have the best engine in the world, but, if you don’t have a real good tuner, you’re wasting your time

I ran that car into the 10s the first day out and ended up in the sevens with a world record for the fastest 240Z. After that, the owner of the Rotorua Agrodome, Paul Bowen, dropped off his R32 GT-R and also said to go for it, so I did, and he let me run that into the low 10s as well. That’s when I got my first personal car since R.I.P.S started; it was the record-breaking Datsun 240Z. When I went to buy it, the guy had a small block Chev in it and had done a mid-to-low 10 — something like that — and was a pretty old-school bogan type, so I didn’t tell him what I was planning to do, as I thought he might not sell it to me. I waited until I had done the deal, paid the money, and had the car on the trailer before I told him we were going to take out the motor and put a Nissan six-cylinder in there. He said it was never going to go faster than the small block — it was just like when I was a cheeky little prick at the Ti Street drags; it was déjà vu to those Mazda days. I ran that car into the 10s the first day out and ended up in the sevens with a world record for the fastest 240Z. It was never meant to be that quick; the idea was simply to use an already-prepared chassis to develop engines. Its sole purpose was to develop reliable, high-power engines that could be converted to four-wheel drive to use in the GT-Rs, but nothing is ever fast enough, and we kept going until we got to the point where it was getting dangerous. I knew I’d be f**ked if I crashed that thing — it wasn’t a sevensecond chassis; it was a nine- or 10-second chassis. Rewatching some of the videos near the end, it was getting a bit nasty there. The final straw was when a guy from Saudi Arabia who loved the car made an offer I couldn’t refuse to buy it for his private collection.

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Slightly left of field from what you had been doing, you ended up in a front-engine dragster (FED) with an RB30 after that, right? That’s right. The sale of the 240Z gave me the money to say, “Right, what do I want now?” That’s when we found the FED. I’d never driven a dragster before, so it was jumping in the deep end with a front-engined. Everyone told me I must be pretty keen to do that, as they’re notoriously hard to drive and do real weird shit because of where you’re sitting behind the rear wheels. However, in saying that, we knew that, with that chassis, we could throw as much

power as we could make at it without breaking the car. It was way safer cage-wise, and we chucked a standard blocked, standard cranked RB30 into it and ran into sixes — the world’s first RB to run a six-second pass. That was a massive achievement in itself, despite what people thought of the FED. Was that when your fourwheel-drive system came into play? What was starting to happen is that people expected it to be quick. The 240Z was fine, as it was a very recognizable car — people could quantify its speed; but, with a dragster, people just expect them to be quick; there’s no “Wow, that’s a fast car”, and it didn’t appeal to most people. I had customers start saying, “You’re supposed to be racing imports; what are you doing?” They saw it as an easy way out — at least, they presumed it was easy, but it was far from it. During the time we were running the 240Z and the FED, Reece McGregor was out there nailing his GT-R. I thought if I could ever be as fast as him, that would be the ultimate goal. But watching him, and what a few of the top cars in Aus were doing,

they were all over the track; to me, every run looked like it was pretty out of control and not smooth at all, so, if I was going to beat any of these guys, who had a hell of a lot more money than I had, I needed to come up with something that meant my car wasn’t all over the track, and go faster because of it. As soon as we ran that six, we f**ked the FED off and got back into a car, and that was the perfect timing for me to design this four-wheel-drive automatic system. Using a Powerglide, I developed it all myself. It wasn’t just a case of bolting on a bellhousing and adaptor; it wasn’t a five-minute job at all. To do it the way I did was actually very involved. That’s what the Stagea [‘MGAWOT’] was for; I used it to develop the four-wheel drive. We needed a car to test it. A customer in England had said that if I could prove the system worked, he’d send me a whole car to build. So, I bought this shitty old Stagea and put a nice RB30 in it. Road legal, full street trim, and weighing 1800kg, it ran into the eights almost straight away. It quickly proved that the trans worked. I knew if we could achieve that in an 1800kg car, we’d hopefully be on the money putting it into a lightweight GT-R.

As soon as we ran that six, we f**ked the FED off and got back into a car, and that was the perfect timing for me to design this four-wheel-drive automatic system

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If there’s one thing about that time that I’m disappointed about, it’s that I never got to race Reece. I always wanted to have a side-by-side run, even if I got my ass handed to me

Is that where the ‘MGAWOT II’ and ‘MGAWOT III’ Skylines came from? Yeah, we took everything out of the Stagea and put it into the blue GT-R [MGAWOT II] that was featured in NZPC [Issue No.] 200. Then we bought Glenn Suckling’s GT-R, which he had run for six or seven years. I believe his goal was to run a seven with a manual. Once he’d done that — and it was a massive achievement — I think he had had enough. We did a deal whereby I bought it as a roller, because it was a tidy, set-up car that was red, which most of the R.I.P.S cars have been, and suited exactly what we were trying to do. MGAWOT III was the car in which we set the record for the quickest four-wheel-drive car in the world, and also the quickest GT-R in the world, with a 7.28 at 194mph [312kph]; the auto trans was the key. Out of all the cars that you’ve built and raced, what has been your favourite? The 240Z was great for doing wheel-stands — there were some

beautiful wheel-stands — the FED, because it was honestly terrifying; and the Stagea, because it was such an unassuming piece of shit that no one would give it a second thought; with the Stagea, I purposely entered all the V8 classes just to stick it to them. I wanted to race the best guys and the guys who were in Super Sedan, Top Street, etc. were the best drivers. The V8 classes always had the best racers, even if not the fastest cars. I wanted to be the best driver I could be, so I had to race against the best drivers. For me, it was never about being given the trophy for showing up in a tiny field of cars; you had to earn it, and if I beat the best I knew, I had earned it, which is what we did with the Stagea. At that height of import drag racing, who did you most want to beat? I’d always kept a real close eye on Reece. If there’s one thing about that time that I’m disappointed about, it’s that I never got to race Reece. I always wanted to have a side-by-side run, even if I got my ass handed to me. But, once I got the record, he never got it back

from me, and that stood for two to three years before the Aussie boys caught up, all using autos [laughs]. My goal when I started out was to get the world record, and we managed to get it — it was a massive team effort — and not many people can say that. Without that drag racing involvement, do you think R.I.P.S would still be what it is today? Would it exist at all? Not even close. R.I.P.S and I are only here because of drag racing. There wouldn’t even be R.I.P.S without drag racing. Nothing else has ever been an option; it’s all I’ve ever done. That Mazda RX-2 sealed my fate. There’s some who say that drag racing has died off in recent years; what do you reckon? I agree that it has. Drag racing is incredibly expensive, and it requires an unbelievable amount of dedication, passion, and drive to get towards the top of any class. It’s not a hobby; it’s a 24/7,

all-night, absolutely-consuming passion that will send you broke so fast it’s not even funny. I was 100-per-cent committed, and that was the only way to get to the front of the quick stuff. Most people don’t have the dedication, tuners, expertise, or money to do it. It’s not just a Sunday afternoon fun day out any more, and there’s diminishing returns. So much development is needed to get a 10th quicker or 5mph [8kph] faster; you could spend 12 months working and spend $100K to drop a 10th at the top end of your class. The weather conditions here also play a big part. You can turn up at the track on different days and the weather is different every time. One day the track is cold; the next it’s raining; come back a week later and it’s different again. Nothing bad about the tracks themselves; it’s just the weather we get here. Ideally, you need consistent conditions to run a consistent car and slowly get on top of it, and we just don’t have that here. That’s why quite a

It’s not a hobby; it’s a 24/7, all-night, absolutelyconsuming passion that will send you broke so fast it’s not even funny

few of the quick guys go to Aus; you can run Tuesday, Wednesday, and Thursday with the exact same conditions. You can get on top of your car much quicker.

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More important, will we see R.I.P.S return to the strip after your crash in 2016? What I’ll say is that the crash was far more serious than people realize. Today, nearly three years on, I’m still not fully recovered and probably never will be fully recovered. I’m not comfortable getting behind the wheel of a car at that level again and controlling it — not yet anyway. We have thrown [around] the idea of someone else driving —

I have a couple of mates who are very light and very brave, but they have no drag racing experience, and you can’t just hop in a six- or seven-second drag car and expect to make it to the other end safely. You have to build up to it. The first time you let off the trans brake in a car like this, you would probably freak out at just how brutal the acceleration is. The concern would be finding someone with suitable experience to drive, because, if I was going to do it again, it would be a five- to six-second car. We hope to see you back out there one day, in whatever form that may take. Thanks for taking us all on a trip down memory lane, Robbie.

R.I.P.S and I are only here because of drag racing. There wouldn’t even be R.I.P.S without drag racing. Nothing else has ever been an option; it’s all I’ve ever done

Looking for a car? :LWK WKRXVDQGV RI OLVWLQJV ZHÂ·UH FRQILGHQW ZH KDYH WKH SHUIHFW FDU IRU \RX

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PROPER PLATFORM AHEAD OF HIS D1NZ NATIONAL DRIFTING CHAMPIONSHIP PRO-CLASS DEBUT, KURT BLACKIE HAS TRADED IN THE COMFORT OF THE ONLY CHASSIS HEâ&#x20AC;&#x2122;S KNOWN FOR A SNARLING V8POWERED GT86 CAPABLE OF GOING TOE TO TOE IN THE BIG LEAGUES!

2015 TOYOTA GT86

WORDS: JADEN MARTIN PHOTOS: STRONG STYLE PHOTO

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HEART ENGINE: GM LS, 6800cc, V8 BLOCK: Motor Preparations, Otorohanga built GM L98 block, JE Pistons forged pistons, Eagle forged rods, Eagle stroker crank, ACL bearings, Lewis cam chain, Sikky Manufacturing baffled and gated sump, high-volume oil pump HEAD: LS3 CNC-ported and polished heads, Manley pushrods, dog-bone lifters, stainless-steel roller rockers, Kelford Cams H5108/C12 camshaft, aftermarket valves and valve springs INTAKE: Custom 52mm individual throttle bodies, CNC-machined trumpets, K&N sprint car filter EXHAUST: Custom stainlesssteel three-inch side-exit system, TTT Auto Engineering stainless-steel headers FUEL: Elusive Solutions ethanol fuel system kit, half-inch anodized hardline, braided PTFE line, Velocity ethanol-rated AN fittings, Elusive Solutions surge tank, Carter lift pump, DeatschWerks 350 primary pump, Jaz 40-litre fuel cell, Bosch 1000cc injectors, NZEFI ethanol sensor IGNITION: LS3 coils, NGK iridium plugs, MSD leads ECU: Link G4+ Xtreme, custom wiring loom COOLING: Custom triple-pass radiator, Fenix oil cooler EXTRA: Elusive Solutions stainless-steel braided oil lines, Moroso Accumulator, custom twin overflow cans

ith the amount of time that we spend around them, inside them, and under them, it’s easy to see why such strong bonds are formed with the cars we own. For some, that bond comes by way of an undying infatuation that tends to see a car stick around for years, and it can be hard to stray away from all that familiarity. So, when it comes to making big calls about its future, deciding if you should really take it to the next level or sell it up in favour of greener pastures, the answer isn’t always as clearcut as you want it to be. Throw into that mix the pressures of competitive motorsport, where certain platforms simply reach the edge of what they’re capable of and more is required, and you’re left with only one choice: trade up. It was that exact situation that led Tauranga’s own D1NZ driver, Kurt Blackie, to retire the only chassis he had known and embark on a fast-paced learning curve that has resulted in a completely different animal parked in the KB Drift stable. Known for his choice of Nissan-steel, Kurt had piloted an R32 Skyline since day dot. With several years of grass-roots drifting in the chassis under his belt, he entered his first season of the national series in 2017, showing promise in the Pro-Sport field. With a series of upgrades and a ton of seat time over the off season, he was back in 2018 with a fresh charge that saw him rack up a third-place podium in his hometown of Tauranga and second-place podium in Wellington, making him the most podiumed driver behind eventual season winner Michael Thorley and runner-up Taylor James, with Kurt wrapping the season third overall. With the other two drivers heading up into the big leagues of the Pro class, Kurt and the team made the decision that it was time for them to make the jump too; the podium placings were there to back it up, and, with the Pro-Sport season being reduced for 2019–’20, it would mean more rounds. There was only one thing that needed addressing, and it was a big one: getting the car ready to be competitive at the next level. As the series has developed over more than a decade, the disparity between the two classes has grown not only in driving ability but also in the seriousness of the machinery. Kurt knew

Switching from an RB-powered Skyline to an ITB-clad V8powered 86 has been a learning curve for Kurt, although he says that the 420kW and 780Nm of torque he now has on tap is hard to complain about!

that in order to jump up and not be left for dead, either the Skyline needed a ton of work pumped into it in a short time, or, as would turn out to be the case, they would need to change to a car that was already built to run within the Pro class. That opportunity would be handed down by way of a snarling V8-powered GT86 that had been on the same journey with one of Kurt’s fellow competitors who no longer intended to compete. It was a fair sight different to the long, narrow Skyline and straight-six turbo power delivery that Kurt had become accustomed to, offering instant torque from the second the right foot is planted and a short, snappy wheelbase. Kurt tells us that he had expected there to be at least some similarities between the two, but he quickly learned that they’re more like night and day. Taking the project over at roughly 70-per-cent completed just four months ago, Kurt was able to skip a lot of the long, timeconsuming development that is required for an undertaking like this — ideal, considering that, at the time of writing, the new season is set to kick off in less than three months. What he had bought into

DRIVELINE GEARBOX: Four-speed Jerico WC4 top-shift CLUTCH: Mantic stagefive single-plate FLYWHEEL: Chromoly DIFF: OS Giken two-way, R33 GT-R axles EXTRA: Custom driveshaft, 1350 yoke

SUPPORT STRUTS: BC Racing coilovers, external reservoirs, 12kg front springs, 6kg rear springs BRAKES: (F) Factory, (R) Nissan GT-R calipers, Nissan GT-R rotors EXTRA: Wisefab GT86 lock kit, Wisefab GT86 rear kit, S15 steering rack, TTT Auto Engineering eight-point roll cage, OBP Motorsport pedal box, OBP Motorsport handbrake

In order to put drive to the ground when needed, Kurt has crammed a set of 18x8-inch and 18x9.5-inch rollers wrapped in 265/35 Blacklion semi-slicks under those Rocket Bunny guards

was a 2015 Toyota GT86 less its severely underpowered boxer engine. In its place sits an angry LS-derived eight-banger combo that cranks out a hefty 420kW and 780Nm at the rears running on E85 as tuned by Lin at CDM Tauranga. To do it, an L98 block, which is a factory-modified LS2 unit, has been crammed with JE Pistons forged units; Eagle forged rods; a Kelford Cams H5108/ C12 camshaft; and, more important, an Eagle stroker crank that raises capacity from six litres to a massive 6.8 litres! The heads are equally serious, making use of LS3 castings that have been CNC ported and polished, with oversized valves, dog-tooth lifters, stainless-steel roller rockers, and Manley pushrods added for good measure.

Built by the team at Motor Preparations in Otorohanga, it has all the inner workings of a race engine and that extends to the exterior accessories. The intake comprises eight custom 52mm individual throttle bodies (ITB) topped by CNC-machined trumpets that could easily draw in a small child under half throttle. Spent gas is exited from the lump by way of TTT Auto Engineering high-rise stainless-steel headers that do well to fight the ITBs for your attention when peering under the hood. The fuel system is as intensive as you’d expect, with Kurt opting to redo the whole lot himself. It makes use of a speccy Elusive Solutions ethanol kit that sees braided polytetrafluoroethylene (PTFE) line, Velocity ethanol-rated AN fittings, and half-inch anodized hard line added, the foundations for an Elusive Solutions surge tank, Carter lift pump, DeatschWerks 350 primary pump, and Jaz 40-litre fuel cell. Topping it off are Bosch 1000cc injectors, and the whole party is controlled by a Link G4+ Xtreme with custom wiring throughout. Kurt tells us that with the motor already built and run-in, all he has had to do since getting the car is yank the complete package out — mainly for paint — and get his head around this new power plant to fault chase if issues arise when competing; after all, familiarity with your machinery can mean the difference between getting back on track or calling it a day. It also gave him the opportunity to get better acquainted with the four-speed

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The uneducated may call it cheating, but, with a short, snappy chassis like the 86, having Wisefab up front is key. Kurt’s runs the V2 kit that also rids the car of electronic power steering by way of a Silvia rack

EXTERIOR PAINT: Resprayed gloss white by Andrew at HD Refinishers ENHANCEMENTS: Pandem Rocket Bunny V2

INTERIOR SEATS: OMP HTE-R, OMP harnesses STEERING WHEEL: OMP INSTRUMENTATION: Microtech digital dash

SHOES WHEELS: (F) 18x8-inch Forum Zeus, (R) 18x9.5-inch Forum Zeus TYRES: 265/35R18 Blacklion semi-slick

All that power and torque doesn’t appear out of thin air; in this case, it’s thanks to a stroked and forged bottom end combined with two very serious CNCported and polished heads that see the compression ratio bumped to 13:1

Jerico dogbox that it runs — another component that he had yet to gain experience with. The driveline makes use of the Jerico paired with a Mantic stage-five single-plate clutch–and–chromoly flywheel combo, while the rear end is an OS Giken two-way that has been modified to accept the near-indestructible R33 GT-R axles. Due to the need for the hubs to be converted to Skyline calipers in the process of retrofitting the axles, you’ll also find Skyline calipers down back. Kurt mentions that, while the set-up is more than sound, testing has proved that it does limit the ability to change ratios between tracks, which is not helped by the four-speed gear-swapper. After running the upcoming season, he will look at replacing it all in favour of a Winters Quick Change package.

The heart is backed by a four-speed Jerico dogbox, and sends drive down to an OS Giken two-way that, after a bit of garage magic, now makes use of indestructible GT-R axles One thing that Kurt has no intention of changing out, however, is the front steering package. Offsetting the snappy chassis is a Wisefab GT86 V2 lock kit that is well beyond what was run in the R32 and allows Kurt to apply a ton more aggression to his entry when required. The kit also adds an S15 Silvia steering rack that rids the car of the electronic power steering. Meanwhile, the rest of the car has been fitted with BC Racing coilovers that run external reservoirs, an OBP Motorsport pedal box–and–handbrake combo, and a TTT Auto Engineering eight-point roll cage. With a fresh lick of gloss white applied over the Pandem Rocket Bunny V2 kit by Andrew at HD Refinishers, a new set of

DRIVER PROFILE DRIVER/OWNER: Kurt Blackie AGE: 25 LOCATION: Tauranga OCCUPATION: Draftsman BUILD TIME: Four months LENGTH OF OWNERSHIP: Four months THANKS: Lin Chen from CDM, who tunes the car and has been tuning all my cars for seven years now; Andrew Luke from HD Refinishers, who has done a wicked job of painting the 86; Mathew Chandler, who supplied me with all the fuel and oil components that we needed; Faesenkloett from 360Link, who supplied us with our Zeus Forum wheels; a massive thanks to my old man, David Blackie, who is my biggest supporter with drifting; and finally, thank you to my partner, Mikayla Betts, for letting me spend all my money on this new build

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SPONSORS: Connor Hamilton Construction, Savage Performance, The Cave NZ, Kaspa Transmissions, KP Performance, Rack King, Wang Industries, Speed Factor, Cooper Tyres Mount Maunganui , 360 Link, Sign Shake , Fenix Radiators

feet to suit, and a whole lot of small changes to bring the car up to Kurt’s taste, all that’s left now is to crank as much seat time as possible before the season kicks off. The car has already proven to be lethal in testing, with reliability by the truckload, and, with Kurt only getting more comfortable in this unfamiliar territory, his 2020 season campaign is going to be a strong one. He tells us that the goal is simply to see where he can place on that scoreboard, with the ultimate achievement being towards the pointy end of the pack. With a piece of kit like this to pedal and the driving ability he has displayed in his previous seasons, it’d be hard to argue that Kurt isn’t going to be one driver to watch closely next year!

PERFORMANCE POWER: 420kW TORQUE: 780Nm FUEL TYPE: E85 TUNER: Lin at CDM Tauranga

With three wheels that are unlike anything anyone on the open road has ever witnessed, the all-new Can-Am Ryker is here to redeďŹ ne riding.

14c George Bourke Drive, Auckland 09 887 1213

KEY FEATURES Automatic Transmission 4.5" digital display Vehicle Stability System Dual USB plug Tool-free UFit system Rotax 600 or 900 ACE options Glove box - 7 L storage

tâ&#x20AC;&#x2122;s the oldest street-based motorsport event in the country, and, to celebrate its 60th anniversary, this yearâ&#x20AC;&#x2122;s Waimate 50 was next level. Record numbers of spectators crammed their way into Waimateâ&#x20AC;&#x2122;s town centre over Labour weekend, 26â&#x20AC;&#x201C;28 October, for one of the best displays of racing in the South Island, where intense showdowns are fought only metres from your own eyes. A three-day banger, the event was filled with automotive awesomeness including invitational races, motorcycle displays, demonstration runs from the likes of â&#x20AC;&#x2DC;Fanga Danâ&#x20AC;&#x2122; Woolhouse and

Hayden Paddon, and of course the all-important Street Attack! The wild weekend of speed kicked off with the annual Friday hill climb before spilling onto the main streets of the township. On Saturday it was clear that the cars were faster, and the competitors had taken their game to the next level in order to see their names on that all-important Top 10 Shoot Out list, which sends out the weekend with a bang. The evening included the annual North v. South night drift battle, with Andrew Redward taking the crown for the third time in as many years.

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For Sunday, things got back down to business with the Street Attack qualifying in full swing, among other displays. The drifters let loose, laying down plenty of rubber to paint the asphalt almost completely black — a dual-purpose exercise in adding extra grip for those chasing it — and a selection of classic and singleseater demo races were held, including a few seriously cool historic race cars from all over the country. Rain threatened but never came. A few of the top players in Street Attack, including past winner Glen Frew and rally star Hayden Paddon, fell with mechanical failures. However, lap times tumbled quickly for the remaining drivers, and the addition of big screens around the track featuring live timing, full run coverage, and replays really pumped up the intensity of the competition. At the close of the day, it was the Crowesport’s Josh Mitchell, in the WRX, who defended his 2018 title and landed first overall once

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MAINSTREET MAINSTR MAYHEM

Thought a B16-swapped Mini was cool? Well feast your H\HV RQ .HQ 0F&DUWK\·V . VZDSSHG %0: 0LQL .HQ ODLG out an impressive 2min 9.11s behind the wheel

again, with a staggering new outright lap record of 1min 50.59s. Friday’s hill-climb champion, Jeremy Beaton, managed to secure second place in his Evo III, and Daniel Liemberg’s 370Z landed him back on the podium again with a third-place finish. If you’re into cars or motorsport of any kind, which you should be considering you’re reading these pages, and you’ve never been to the Waimate 50, then you’d better damn well get your arse down here next year. Whether you fancy watching from behind the walls or threading the needle through them in the hot seat, this event is as enjoyable for the spectators as it is for the drivers; there’s really nothing else in New Zealand that offers you what the Waimate 50 brings to the table — who knows what they’ll have in store for next year?!

Overall winner Josh Mitchell in the Crowesport Subaru Impreza WRX VHFXUHG WKH WRS VWHS ZLWK D UHFRUG EUHDNLQJ UXQ RI PLQ V

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S U B S C R I B E T O D AY –

1999 MITSUBISHI EVOLUTION VI

WHAT DO YOU DO WHEN YOUR EVO I OF NEARLY A DECADE DISAPPEARS AT THE HANDS OF A THIEF AND IS NEVER SEEN AGAIN? ROB STEWARTâ&#x20AC;&#x2122;S ANSWER WAS TO SPEND THE NEXT DECADE BUILDING A PERFECTLY UNDERSTATED 440KW EVO VI TO REPLACE IT!

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WORDS: JADEN MARTIN PHOTOS: ARIE STOKES

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HEART ENGINE: Mitsubishi 4G63T, 2300cc, four-cylinder BLOCK: Manley 100mm forged 2.3-litre stroker crankshaft, Manley Turbo Tuff I-beam connecting rods, CP pistons, ACL race bearings, Honeywell oil-pressure sensor, AEM oil-temp sensor, ported head, custom sump baffling HEAD: Ferrea 1.0mm oversize valves, Ferrea bronze valve guides, Beehive heavy-duty valve springs, Kelford TX280 camshafts, Tomei adjustable cam gears, HKS head gasket INTAKE: Plazmaman Race Series intercooler, Plazmaman Pro Series intake manifold, Plazmaman 66mm billet throttle body, K&N air filter EXHAUST: 3.5-inch downpipe, 3.5-inch exhaust system TURBO: Garrett GTX3582R turbo, thermal-coated twin-scroll exhaust housing, Sinco twin-scroll manifold WASTEGATE: Twin TiAL 44mm MVR V-band BOV: GReddy Type R FUEL: Walbro 250-litre-per-hour in-tank lift pump, Bosch 044 external fuel pump, custom surge tank, Sard fuel rail, Bosch 1650cc injectors, Sard fuel-pressure regulator, Honeywell fuel-pressure sensor IGNITION: NZEFI high energy coils ECU: Link G4+ Xtreme ECU COOLING: Aluminium radiator, twin 12-inch electric fans, Setrab 25-row oil cooler, custom coolant overflow EXTRA: Custom oil catch-can, Cusco engine mounts, 7bar manifold absolute pressure sensor (MAP) sensor, custom wiring loom

here is no greater disappointment than pouring your undying devotion and entire bank account into a car only to have it disappear from sight at the hands of a scumbag thief. Even worse is when that car is never seen again and the person responsible is never held accountable for their actions. You can either give up and swear off cars altogether in anger — which would be an understandable response — or, as Rob Stewart has done, move forward with a positive attitude and take the next step to better what you previously had. It was the theft of Rob’s Evo I some 10 years ago that acted as the catalyst for the 1999 Mitsubishi Evolution VI featured here. You see, Rob’s been obsessed with anything on four wheels since birth. Like the rest of us, he spent all his time playing with

Hot Wheels and Matchbox cars, and, as the years ticked over, he grew up a member of the generation that watched cars such as Reece McGregor’s GT-R and Andre Simon’s ‘DOCILE’ Evo III carve out a name for the import scene on our shores. Although Rob’s initial venture into modifying was by way of a 1975 Ford Capri 2.0S that was licked in primer and sitting over 13-inch Hotwires wrapped in Bridgestone Eagers, it took only a visit from a friend who owned a CD5A Lancer GSR to sway him to the import side of the fence. “I was completely blown away with the performance and wanted to get one of my own. The dream was an Evo III, but I couldn’t afford one, so I ended up getting an Evo I,” Rob tells us. That Evo I was modified over the course of several years before it was stolen, with Rob left questioning where to go from

Stopping power comes by way of rebuilt OEM Evo VI Brembo calipers that have been beefed up by DBA 4000 Series slotted rotors, Mintex M1166 brake pads, and Goodridge braided steel lines

there. While most of us are left with a base budget for the next build once selling off a car, Rob had to start from scratch this time around, meaning that the timeline was always going to be stretched out. An Evo VI, now known as ‘EV0LVN’, was chosen to replace the Evo I, and has been in the works for a good 10 years to date. Rob tells us that near-on everything has been built in the shed in order to keep costs down; building something of this calibre on a shoestring budget ain’t a small feat. The goal has always been to keep it super clean and visually as close to stock as possible, while focusing his efforts on the performance side of the car: engine, driveline, and handling. It needed to be reasonably comfortable and responsive for road car duties while capable of hitting the track and drags on the weekends. While to most of us that would take form in a simple package that might see a few bolt-on pieces added and upgraded shocks installed, to Rob, it meant a whole lot more. The factory 4G63 has been opened up with a Manley 100mm forged stroker crank crammed into the bottom end — stretching capacity out to a hefty 2.3 litres — alongside Manley Turbo Tuff rods and CP pistons. Among the scattering of track-ready pieces, such as the baffled sump and ACL Race Series bearings that support the increase, the top end has been equally tickled. With a ported head packed full of Ferrea 1.0mm oversize valves, Kelford TX280 camshafts, and Tomei adjustable cam gears, and finished off with an HKS head gasket for good measure, this Evo’s made for big figures.

Pumping out 440kW at all four wheels, this stroked 2.3-litre 4G63 is one badass four-banger that takes the full hit of 28psi with a smile

DRIVELINE GEARBOX: Evo VI five-speed CLUTCH: Tilton 7.25-inch twin-plate, Quarter Master hydraulic release bearing FLYWHEEL: Custom billet DIFF: RS rear-end conversion

SUPPORT STRUTS: Tein Mono Flex Sport Spec Winding Master coilovers BRAKES: Rebuilt OEM Evo VI Brembo calipers, DBA 4000 Series slotted rotors, Mintex M1166 brake pads, Goodridge braided steel lines EXTRA: Cusco camber plates, Whiteline 24mm adjustable sway bars, Cusco strut braces front and rear, Cusco five-point lower front strut brace

SHOES WHEELS: 17x9-inch Advan Racing RS TYRES: 245/40R17 Advan Neova AD08R

Wrapped in meaty 245/40 Advan Neova AD08R rubber, Advan Racing RS wheels measuring in at a square 17x9 inches adorn the corners

So, with a bulletproof bottom end and a head waiting to flow all of the boost, Rob has opted to bolt the ever-popular Garrett GTX3582R atop a Sinco twin-scroll mani and wind the wick up to 28psi with twin TiAL 44mm MV-R gates. All that boost is accepted via a Plazmaman Pro Series intake manifold and 66mm billet throttle body, and mixed with fresh 98 in the cylinders by Bosch 1650cc injectors that sit on a Sard fuel rail. Down the back, the fuel system consists of a custom surge tank that is fed by a Walbro 250-litre-per-hour in-tank lift pump and drawn on by a Bosch 044 external pump. On the dyno at Dyno Power and with Brent on the

laptop, the Evo cranked 440kW at all four wheels. For those of you who know Evos, that’s a shit-ton of power to be putting down, and the kind that loves to blow gearboxes to absolute bits. Thankfully, after a few mishaps that saw broken pieces of clutch being pulled out on the garage floor, the syncros survived — Rob having worked out a suitable package to handle the jandle that consists of the factory Evo VI five-speed gearswapper paired with a Tilton 7.25-inch twin-plate–and–Quarter Master hydraulic release bearing combo. Down back, Rob has converted the rear diff to the stronger

PERFORMANCE

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POWER: 440kW BOOST: 28psi FUEL TYPE: BP98 TUNER: Brent at Dyno Power QUARTER- MILE: 11.1 seconds at 122mph (196kph) (old set-up)

EXTERIOR PAINT: Resprayed in Mitsubishi Scotia White ENHANCEMENTS: Black one-piece headlights and side repeaters, custom cold-air ducting in spotlight recesses

INTERIOR SEATS: OEM Evo VI Recaro seats, HKS Kansai Service low seat rails STEERING WHEEL: Evo IX INSTRUMENTATION: AiM MXS Strada digital dash display EXTRA: GReddy gear knob, HKS turbo timer

RS version. It has caused him little heartache compared to the former incarnation, and, judging by the way the thing gets pedalled at Street Fighters, heâ&#x20AC;&#x2122;s onto a winning recipe. As for ticking the box when it comes to the way it handles, itâ&#x20AC;&#x2122;s been kept fairly simple. Tein Mono Flex Sport Spec Winding Master coilovers appear on each corner and Whiteline 24mm adjustable sway bars can be found at either end, among a mixture of Cusco braces. The factory Evo VI Brembo calipers were more than enough to deal with the uprated power figure, albeit now fitted with DBA 4000-series slotted rotors and Mintex M1166 pads, with Goodridge

With the main focus points being the low-mount twin-scroll turbo manifold, Plazmaman intake, and polished intercooler piping, the engine bay is as much style as function

braided steel lines in place for when the corner shortens up faster than expected and a few stomps of the pedal are required. Lastly, 17x9-inch Advan Racing RS rollers shod in 245/40 Advan Neova AD08R rubber take care of maintaining grip and putting that power to the ground. As Rob told himself it would be, the exterior remains almost completely stock, having been resprayed in the factory Mitsubishi Scotia White and the headlights switched out for black one-piece units along with the side repeaters. If you consider yourself an Evo connoisseur, you may spot the custom cold-air ducting in spotlight recesses, although we laymen would struggle to notice the difference. That same ethos applies to the interior, where the Evo VI Recaros remain, albeit dropped down on HKS Kansai Service low rails. Rob has converted the steering wheel to an Evo IX unit, which he says took a lot more effort than you’d expect. Besides the

well-integrated AIM MXS Strada digital dash, which displays data from the Link G4+ Xtreme ECU — both installed and wired in by Chris at Performance Fuel Injection — and a GReddy gear knob, everything remains factory. While Rob could easily have thrown in the towel and turned his back after losing his car all those years ago, it’s a damn good thing he didn’t, as there was an even better build lurking within. That build has stayed true to what it was supposed to be, even across the decade it took to get it there — what’s that old saying? Some things just get better with age. It definitely hasn’t done it any harm. Whether you catch Rob pedalling this weapon at a local event or simply cruising down to the shops for an ice cream on a sunny day, don’t make the mistake of writing his Evo off as bog standard — this is the culmination of a 10-year plan and it’s just waiting to eat you alive, ice cream in hand and all.

DRIVER PROFILE DRIVER/OWNER: Rob Stewart AGE: 37 LOCATION: Hamilton OCCUPATION: IT business owner BUILD TIME: On going LENGTH OF OWNERSHIP: 10 years

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THANKS: My very understanding wife, Carla, and my two boys, Liam and Logan, for putting up with my car obsession; Chris Hasnip from Performance Fuel Injection; Dick at Hytech Engines; Brent at Dynopower; Jason Faulkner; and everyone else who has helped out

SPECIALISTS IN COMPLETE VEHICLE -

- REWIRES - DIAGNOSTICS - EFI INSTALLATION - FABRICATION - LINK ECUS - PARTS AND ACCESSORIES

FACEBOOK: PERFORMANCE FUEL INJECT - PHONE: 027 631 6456 - EMAIL: CHRIS@PFINJECTION.CO.NZ

AARON MAI HEADS TO RALLY GB TO TRAIN FOR WRC’S RETURN TO OUR SHORES WORDS: AARON MAI PHOTOS: AARON MAI, MARTIN HANSSON

I themotorhood.com

nsanity in the woods would be the best way to explain Wales Rally GB. Of all the top-level motorsport I have seen, none can hold a candle to the World Rally Championship (WRC). I was given my first intoxicating sip of top-tier rally in 1999 and have been hooked on the series ever since. There is something slightly unhinged about the drivers; they go sideways to go straight, and they regularly perform driving manoeuvres that not only defy physics and logic but also just downright shouldn’t be possible. The last time I saw WRC in the flesh, Tommi Mäkinen was driving a Subaru and Colin McRae was picking his nose before a stage north of Auckland — yeah, it was a long time ago. Deciding that it had been too long between drinks, I packed my bags and jumped on a plane headed for Wales with my dad and good friend Martin Hansson. While sitting in transit, I was passing time watching the insane clips from the 2019 WRC season that are floating around on the web.

The car control skill that these guys possess can only be described as superhuman, and I would happily hang my head out and say they are the most talented drivers of any motorsport discipline on earth. Don’t believe me? Well, maybe it’s time to see for yourself, as filmed coverage doesn’t do this sport justice — and next year you will get the opportunity to just that. Right as I was due to jump on my connecting flight, a line caught my eye as it flashed up on my screen: “New Zealand is back in the WRC for 2020!” Even in the transit lounge, I could hear the collective screams from all the Kiwi rally fans. Wales was about to serve as my entrée for the main course next year. So, with Wales Rally GB serving as our training ground, in preparation for the return of WRC to our shores, here is my rally spectating guide for anyone who feels like they should make the effort to get out to the stages in 2020.

DO THE MAHI, GET THE TREATS

ALLOW TIME

WRC is a motorsport for those who appreciate adventure, and planning is paramount. You don’t arrive at a track, find a park, and then sit on a seat for the day while eating hot dogs and chips. The rally happens in the backblock country roads, usually where mobile-phone reception is minimal and Google Maps doesn’t function too well. Ahead of time, grab a programme and study the maps inside to locate a good stage and corner from which to spectate. If you only want to watch the top-tier cars, which always run first, you need to skip the local drivers and stage-hop to intercept them again for maximum viewing opportunity. Take a good old paper map or TomTom to guide you, as, in my experience, 3G and 4G are non-existent in many places where the rally goes, and signposts are few and are between, so it is very important to have a plan of attack for where you are going.

With a large number of people and cars all attempting to park on, and get up and down narrow country roads, expect congestion. Although the stage may still be 4km up the road, the end of the parking lot might be right in front of you. Never expect to drive right up to the action and park. If you are nice and early, you may get lucky; otherwise, a hefty walk will be on the cards. Wales Rally GB presented spectators with a minimum 5km walk from where they parked the car to the stage, and then there was the return trip — the kilometres soon add up. If you don’t like walking, perhaps the Super Special Stage (SSS) is more for you.

GO PREPARED Essential items that you’ll need consist of a full tank of petrol, gumboots or comfortable walking shoes, an umbrella, a jacket,

snacks, maps, and plenty of water. Not all stages have food and drink stalls, so ensure that you have enough to keep going until you return to civilization later in the day, just in case you donâ&#x20AC;&#x2122;t spot a BBQ or coffee cart on the way in. All event tickets can be purchased online ahead of time, and I highly recommend purchasing day passes before the event so that there are no problems when the mobile Eftpos machine canâ&#x20AC;&#x2122;t grab a signal out in the boonies.

MIX IT UP

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The WRC is unique because it takes place across a vast area of countryside and is void of grandstands and single-corner viewing like circuit racing. Undoubtedly, a mid-stage fly-by on the ragged edge is what you really want to experience, but donâ&#x20AC;&#x2122;t forget to experience the service park, regroup areas where drivers and cars refuel, and a stage start. All these additional places allow you to get a close-up look at the machinery and interact with the drivers. When planning your itinerary, tailor-make a schedule and visit the parts of a rally that interest you the most, creating your own unique experience. The on-stage action is only a small component of what a WRC event entails.

GET UP CLOSE As a fan, you can easily get up close and personal with the cars and the drivers. This is one of the most admirable things about the WRC; it truly is the people’s motorsport. The team service buildings have viewing areas specifically for fans to come and go during servicing, putting you a mere arm’s length from the action. The drivers and co-drivers are truly the best thing about this sport. They are always happy to sign autographs, pose for photos, and even just have a yarn with their fans. Simply being able to walk up and have unbridled access is surreal — try getting even within viewing distance of Formula 1 drivers on race day. No other top-tier motorsport facilitates the kind of access that WRC gives its fans, so make the most of it!

ENJOY YOURSELF, BUT ACT RESPONSIBLY This is of paramount importance. In Wales, a group of Belgian fans decided to stand on the inside of a fifth-gear flat-out left-hander, a mere half-metre from the cars, and this resulted in the stage being cancelled.

Your safety, and the safety of the driver and co-driver, should always be the priority; being responsible for the cancellation of a stage will probably result in an angry mob. WRC cars now are all equipped with live TV broadcasting, so anyone acting like a tool will be seen not only by the helicopter cameras but also by the in-car camera, with officials watching very closely. Don’t be that person who ruins it for everyone else.

SOAK UP THE ATMOSPHERE

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There is something hard to explain about the atmosphere emanating from a few hundred people all standing around in a forest in the torrential rain and fog next to a muddy Welsh road. It sounds miserable, but, in reality, there was something electric about it. In Wales, you expect to be soaked to the bone, knee deep in mud; I wouldn’t have had it any other way — it just wouldn’t have been Wales Rally GB otherwise. Luckily, our own WRC is usually much sunnier, and, with a nice view and a cold bevvie in hand, it makes for a superb day out with friends. Anyone who drives out to the middle of nowhere and walks 5km to stand in a paddock is clearly a rally fan and shares the same passion, so making new friends is easy!

FIND A FAST TECHNICAL SPOT AND APPRECIATE THE INSANITY THAT IS WRC This is an absolute must; the new generation of WRC car churns out 280kW, has aerodynamic freedom that hasn’t been seen since the Group B days, and is considerably quicker than the monsters of 1986. Getting to see Ott Tänak at full chat in sixth gear, dancing from one apex to another, is something that every motorsport fan needs to witness first hand. A long straight piece of road is boring; these guys are famous for their insane ability to thread the needle sideways in sixth gear, so make sure that you are on a curvy bit of gravel. Throw in a jump or crest for a truly eye-opening experience. After the chaos and excitement of Group B ended, many feared that rallying would never recover. Well, I can assure you that it has, and it’s now the quickest that it has ever been. The cars are mechanical works of art, and the driving is a ballet of brutality. Combine these two and you have a spectacle that, when experienced live, will leave you utterly speechless. While getting the most out of a WRC event requires a bit of work, the juice is more than worth the squeeze. See you on the stages in September 2020!

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1/2" dr 12 point regular sockets: 3/8" - 1" FRP ratchet & 17" flex handle Universal joint & 3/8"F :1/2"M adaptor Screwdrivers: PZ1, PZ2, Flat 5.5, 6.5mm

NEW SOCKET SIZES INCLUDED IN THIS SET AND AVAILABLE INDIVIDUALLY

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BEGINNING

f you had asked me two years ago if we would build or race an EV rally car, I would have smiled at you and thought you were crazy. But such has been the development and advancement of technology in the automotive sector, that in a very short space of time it’s now not only feasible, but an incredibly exciting prospect for me — especially after recently driving a 600kW EV rallycross car in Europe. These cars will be very, very fast and spectacular. I’m as much of a motorsport nut as anyone and love the dramatic nature of our sport. The thing that excites me the most about motorsport is the speed and the adrenaline. The only thing I have against EV motorsport is the lack of sound, but this is an engineering challenge that our small New Zealand team are tackling head on in order to find a new solution to add an element of sound to EV motorsport. So our EV rally car will make noise! Project manager and head engineer Matt Barham explains; “Electric powertrains are quiet (at least compared to an IC car), and this not only detracts from spectator engagement, but poses a safety risk. Our engineering team are prototyping a system that will give the car its own unique sound

that rivals an IC rally car. This will remove the need for an early-warning siren (as seen on EVs competing in hill climbs). The concept of this EV project that we are currently embarking on originally started in 2017. This was when I noticed that there was a far greater commercial interest for investment in such a project than once thought. After all, motorsport is expensive, and to attract funding from manufacturers or large corporate entities, you need to be relevant. This being the case, and coupled with my vision to build Paddon Rallysport Group into an international motorsport team, winning championships all around the world in the next five to ten years, I felt there was an opportunity now to get a jump start. Of course, EV technology exists in other forms of motorsport — some focus on performance, some on range. With rallying, it’s a combination of both, which is why we have yet to see a top-tier EV rally car on the stages. Our current project began almost 12 months ago when we set up our new base at Highlands Motorsport Park, Cromwell, and recruited seven of the brightest young engineers and technicians. We all know the challenges we face, and while we plan this car to be

running by April/May 2020, it will then require an extensive testing and development programme over the next 10 months. This will also entail competing on short-format events before we hit the rally stages in 2021. Matt Barham explains some of the challenges we face: “As with any ground-breaking project, one of the biggest challenges is trying to predict the unknown. Rally is one of the most demanding forms of motorsport, and introducing new technology into this environment is no easy task. The goal for the car is to contest a full season of the NZRC (New Zealand Rally Championship) alongside the internal combustion competitors without any special privileges (for example, extra ‘refuelling’ points for battery swaps). Compare the energy density of E85 to a lithium-ion battery and range anxiety begins to creep in. What capacity does the battery need to go between services? On which stages should energy be conserved in order to push later? How does the electric powertrain affect driving style and therefore energy consumption? These are some of the questions that need to be answered during the development stages of the car.” With a project of this magnitude, we are designing and building as much in-house as possible. Although, as a team of seven, it’s difficult to be able to do everything at this early stage. So we have teamed up with Austrian motorsport technology company STARD,

who are assisting us with the supply of specifically designed batteries, motors, and transmissions. Every other aspect of the project is done 100-per-cent in-house. For the last six months, our project manager, Matt Barham, and engineers, Rory Callaway and Jack Williamson, have been busy designing the concept using CAD software. Before we physically started building the car or chassis, it was important we ensured we had a design that was going to work. Having a clean slate to work from has given us a lot of freedom but it also creates more work. We have used the geometry of both the WRC and AP4 cars combined and have designed the chassis around the optimum chassis characteristics. We have also simulated it using the new weight distribution our EV will have. The physical build of the chassis has now begun, and with the extra weight of the batteries it’s also important we build the chassis to be as light and safe as possible. Over the next month, we will see substantial progress in the chassis build and things will now begin to happen quickly as 90 per cent of the designs are now frozen on the computer. We are pleased to be working directly with NZ Performance Car to give readers exclusive updates on this build — so stay tuned here over the coming months.

with the extra weight of the batteries it’s also important we build the chassis to be as light and safe as possible

TOYOTA NEW ZEALAND CHUCKED NZPC’S ASS ED. THE KEYS TO A BRAND-NEW GR SUPRA AND LET HIM LOOSE ON THE UNFORGIVING TARMAC RALLY STAGES OF TARGA NEW ZEALAND! DID THE CAR SURVIVE? READ ON TO FIND OUT

FLY-IN DRIVER WORDS: JADEN MARTIN PHOTOS: JOHN COWPLAND, JADEN MARTIN

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riving a newly launched press car through bumper-tobumper traffic and giving it a couple of spirited squirts on country back roads is typically the only way we journos can get an idea of how it drives. That was, however, until Toyota New Zealand told me to pack my camera and board a flight because there was a 2019 Toyota GR Supra waiting for me. Where was I headed? One of the only opportunities to get buck wild on public roads without the risk of getting slapped around the head by Johnny Law: Targa New Zealand! That’s right, Toyota was actually keen enough to give me the keys to a brand-new Supra and let me pedal the borrowed car in full anger across some of the best, and most challenging, roads on offer. I’m talking completely closed stretches of corner-laden roadway where the only limits are your driving capability and the performance of the car you’re pedalling — and here was I, standing at the start line with a brand-new car and an undying itch to mash the gas. The 2020 GR Supra was launched earlier this year, and I thrash-tested it back in NZ Performance Car Issue No. 274. Despite the fanboys sooking about the fact that it was manufactured in collaboration with BMW, I gave it a solid thumbs up for being agile with a well-balanced chassis that had more than its fair share of response and top-end power. At the time, I thought that I’d seen enough to know the car solidly well, but shit was I wrong. It can be pushed so much further when given the right environment. Toyota gave me a choice of any special stage, and it only took a few messages to some seasoned Targa competitors to find out the best section of road to drive full noise: Whangamomona. A 38.84km stretch east of Stratford in the Taranaki region, this section of road offers the perfect mix of tight, technical corners to throw

yourself through; long, winding high-speed sections to hammer down on; and elevation changes that send you sky-high with cliff faces on one side and unimaginable drop-offs on the other. It’s not for the faint of heart and definitely cannot be treated with anything but respect, which made it the ideal proving ground to test the limits of what Toyota had been touting as a perfect 50/50 weightsplit chassis, with more rigidity than anything else in the Toyota line-up by a good mile and performance figures that should make anyone smirk. Straight away, it was obvious that this environment is where the Supra thrives. It remained poised and soaked up most of the unwanted country-road feel while leaving you just enough to know when and where you could push that extra inch further. Even with

the Whangamomona stage being packed with deep, cambered corners that corkscrewed on occasion, heading into a bend at full throttle with a late tap of the brakes wasn’t too much of an ask for the Supra. A quick downshift on the paddles meant that ample power could be extracted from the turbo six coming out the other side, and carrying momentum through a corner felt natural. The unsettling weight shift that would normally be found in a car just wasn’t present. That planting meant a quiet confidence that convinced you that, as long as you were pointing the nose in the right direction, the Supra would make sure you were just fine — hell, even when I thought that I was really pushing it towards the edge, my Toyota co-driver Nick advised that there was still a little more room to go.

The on-board safety features and traction control are responsible for much of that feeling, quietly working to alter input to the wheels at the right time and occasionally reminding you that they’re there with a slight judder when you are powering out of a corner with your foot hard down. The only time that I managed to find out where that support stopped was when it had rained and I ran across a glossy black patch of tar-seal on the innermost point of a cambered, upward hairpin; the car moved roughly half a metre laterally before the rubber quickly refound its grip. While we escaped unscathed and at a relatively quick pace, the same couldn’t be said for a few others; I could see them in my rear-vision mirror, sliding around as if it was an ice rink! The Michelin Pilot Sport rubber loved the wet just as much as the dry, and there was little change needed to entry or exit speeds. While I definitely set no stage records, the Supra proved to

have a capable and balanced offering of handling and performance. When we just wanted to cruise with the windows down between stages, it was more than happy to do so comfortably. For me personally, it more than stacks up to the Supra nameplate, and — at the risk of pissing off an entire fan base by putting this into print — it’s easily the best one yet; you’ve just got to give it a chance to show you why. With whispers of Toyota New Zealand looking at bringing in GT4 models intended to be prepared for motorsport use, I don’t think it will be long before we see the Supra really making a name for itself as a potent race car. In the near future, one might just win Targa! Thanks to Toyota New Zealand for its hospitality and the opportunity to drive the Supra at a level beyond what most have access to.

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For me personally, it more than stacks up to the Supra nameplate

SUNDAYS ON

PRODUCED BY THE TEAM AT

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1970 FORD ESCORT MK2 VAN

An auto sparky by trade, Matt has built a custom loom that’s tucked and hidden from view. Ignition comes via a modified 5K distributor with a recurved ignition and 4A-GE external igniter

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For most, this form of trading is lost to the ages, but for those with an in-demand skill, like auto electrician Matt Henderson, it’s alive; kicking; and, best of all, 100-per-cent tax-free. Matt’s 1980 Mk2 Ford Escort van was built almost entirely using this system — everything from the engine to the paint job, and even the original van purchase, was the result of bartering. “I managed to pretty much build this van by doing odd jobs for people in exchange for car parts,” Matt explains. “It started when I rebuilt my brother’s Mini for him. The deal was that I would get the van as payment. I scored the engine as payment for wiring an engine transplant, I scored the gearbox for wiring a speedway saloon, and even the paint job was a labour trade.” Originally purchased by Matt’s brother as his work wagon, the Escort was a bit of a bogged-up basket case when it landed in Matt’s hands. He had originally hoped simply to daily-drive it, but a failed WOF for rust around the windscreen sealed the van’s fate for the next seven years. The extent of the rust reached well beyond just the windscreen, and saw repairs necessary to almost every panel, including the replacement of both floorpans. Then there were the portal windows in the rear to deal with, a hangover from the ’80s custom van scene. Wary of his ability to patch them without warping the panel steel beyond repair, Matt decided that the simplest solution was to cut the holes bigger and this time square, just like the factory.

Matt wasn’t just interested in repairing 1980s styling faux pas; he would now turn his skills to improving the engine bay, smoothing and filling all unnecessary holes. One of the bigger jobs was to remove the ugliest part of any Escort bay: the extended brakebooster assembly. The answer was to shift everything under the dash, but, with the only off-the-shelf solutions available not legal under Low Volume Vehicle Technical Association (LVVTA) regs, it would be a small engineering feat to complete. “I measured up the original Escort pedals, which are a 5:1 ratio, but, as I got rid of the booster, I made them 6:1, and it feels great. I think I just fluked it somehow,” says Matt. The completed assembly, including Wilwood balance bar, then took a trip to Wellington to the LVVTA headquarters, where it failed first time around due to the thickness of the plasma-cut brake pedal. A new pedal was soon cut out and the pedal box got that all-important tick of approval. With the goal of it being a daily-driver now well and truly out the window in favour of a weekend toy, the crossflow 1600 that was sitting in the hole was next replaced with a Toyota 4A-GE that had been traded for a wiring job. Getting the Toyota power plant to fit required a custom rear sump, which Matt fabricated to hold six litres of lube, and control surging using baffles and gates. While the engine remains unopened, a set of 45mm sidies and modified headers provide the soundtrack befitting an old workhorse like the

HEART ENGINE: Toyota 4A-GE, 1600cc, four-cylinder BLOCK: Stock HEAD: Stock INTAKE: Twin side-draught DHLA 45mm carbs, Hitech Motorsport manifold EXHAUST: Modified 4A-GE extractors (four-into-twointo-one design), 2.5-inch exhaust, single resonator FUEL: Carter low-pressure fuel pump, Holley regulator, braided/ steel -6 lines IGNITION: Modified 5K distributor with recurved ignition and 4A-GE external ignitor COOLING: Ford radiator, 12-inch electric fan EXTRA: Custom reversed baffled and gated sump, custom engine loom, relocated battery, smoothed and shaved engine bay

Shot in track-day trim, the driver’s seat is an Autosport bucket with Takata harness that is swapped out in favour of an MX-5 item when it comes to normal day-to-day driving Re-barrelled Escort Sport 13-inch steels now measure 6.5 and eight inches wide, and have been wrapped in sticky Advan AO48 rubber

DRIVELINE GEARBOX: Toyota W55, five-speed, Niteparts bellhousing CLUTCH: Auto Clutch six-puck, Quarter Master hydraulic release bearing FLYWHEEL: Toyota 4A-GZE DIFF: Toyota Hilux, locked centre (4.3 or 4.8) EXTRA: Custom two-piece driveshaft

SUPPORT STRUTS: (F) Adjustable coilovers, QA1 springs, camber plates, adjustable castor; (R) Gaz adjustable shocks, 2.5-inch reset rear leaf springs with extra spring BRAKES: Custom reverse swing pedal box, Toyota MR2 handbrake; (F) Ford Capri Mk2 vented rotors, stock Escort calipers; (R) Nissan Silvia S13 rotors, Toyota MR2 AW11 calipers EXTRA: Nolathane bushes throughout

PERFORMANCE POWER: Untested

EXTERIOR PAINT: Resprayed in white ENHANCEMENTS: Custom rear window, graphics

INTERIOR SEATS: (F) Autosport bucket, Takata harness STEERING WHEEL: Wildcat INSTRUMENTATION: Factory

SHOES WHEELS: (F) 13x6.5-inch widened Ford Escort Mk2 Sport, (R) 13x8-inch widened Ford Escort Mk2 Sport TYRES: 185/60R13 Yokohama Advan AO48

Twin 45mm DHLA side-draught carbs sit on a Hitech Motorsport manifold and breathe filterless through spun trumpets

panel van — one that Matt’s willing to sacrifice a little performance for to retain. A little auto-sparky trickery also went on with the modified 5K distributor to recurve the ignition and convert it to an external igniter pack. It also goes without saying that Matt whipped up a custom hidden loom. However, after three years of use, Matt’s now growing a little bored of the performance, with a set of cams next on the shopping list to liven things up. “It goes all right, but I just want to beat these little Hondas,” Matt explains. “At Puke, I could catch them under braking, but just not quite enough power to get them on the straights. If the cams aren’t enough then I will look at changing to a completely new engine.” With a Toyota-derived driveline capable of upwards of 300kW, this is something that has been future-proofed. Whatever Matt does decide to do, rest assured that it will be in keeping with that restomod style that is so evident. The only real hint of what lies within is the re-barrelled factory Escort Sport wheels and Advan semis at all four corners; or, as Matt notes, perhaps the lack of oil dripping from the sump, a hallmark of any old Escort, is the biggest indicator. While it might have all the strength and reliability that Toyotas are known for, it’s not lost any of that old-school charm that an Escort brings with it, and, better yet, it was all achieved for less than you can pick up a rusted-out Escort shell for these days. So, if anyone has a set of hot 4A-GE cams and needs some wiring done, give Matt a call; we’re sure a deal can be done.

DRIVER PROFILE

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DRIVER/OWNER: Matt Henderson AGE: Too old LOCATION: Matamata OCCUPATION: Director of Sparked Auto Electrix, Matamata BUILD TIME: Seven years LENGTH OF OWNERSHIP: Ten years

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FORGET BIG-DOLLAR, BIG-POWER BUILDS, WE’VE SMASHED OPEN THE PIGGY BANK TO BUILD A WRX FOR CHUMP CHANGE AND WE’LL SHOW YOU EXACTLY HOW WE DO IT WORDS AND PHOTOS: MARCUS GIBSON

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etting lost in a big-dollar car build that spans years, and swallows your wallet whole time and time again, is something that is all well and good if you have the budget and patience, but what if you had limited funds and wanted the whole project to be over in a matter of weeks not months? That was the brief to Jtune Automotive for the project, code-named ‘budget boxer build’, for which we’d keep the total build cost under $10K and exact as much party power as the factory engine would allow while still holding on to its rods. The project is based around a 2003 Subaru WRX 2000cc turbo with 240,000kms on the clock. The plan? To push the power levels to around the 170kW mark — a point that is about the ceiling for an unopened EJ20 of this vintage. To do this, we are going to upgrade the turbo, exhaust, injectors, and fuel pump, give it a little more boost, and reflash the factory ECU. “The idea came about after going overseas for work and tuning. There is a lot of cars out there with a lot of modifications, but zero tuning. Not everyone is educated or has

the real experience to understand how important tuning could be.” Jacky continues; “We also wanted to prove a point, parts are cheap now a days, it’s often cheaper to buy something that can be bolted on, than make it. With experience you can get amazing results without overspending, going fancy or over doing it.” The project will be split over two issues, and we plan on showing you everything we get up to. A word of caution: we are going to push this engine to its limits, so, if you choose to follow suit, you do so at your own peril. It is also worth noting that most shops JTune Automotive included would not take this job on, the reason being, second hand parts can fail, cheap parts can fail and not last. This is intended as a DIY project, as the time and effort to make things to work can end up with a lot of labour, when a shop is charging upwards of $100 an hour. Stage one began with collecting everything we might need to complete the project — second-hand if we could source it; otherwise new. There are a few more things to purchase, but we are still on the hunt for things like an STi suspension.

THE PARTS SO FAR TD0520G TURBO: Slightly second-hand — paid $200; retails for $495 EXHAUST: Full stainless, including front, up, and mid pipe — $495 2ND HAND INJECTORS: STi 560cc — $80 FUEL PUMP: DW 225 — $40 off Trade Me 30A FUSED RELAY AND CABLE: $50.00 BOOST TAP: $15.00 MOTUL 300V 5W40: $160 NGK NO.7 HEAT RANGE PLUGS: $45 2ND HAND REFLASH BOX: $50 2ND HAND STI VER8 INTERCOOLER: $250 DIY PARTS FOR INTERCOOLER SPRAY: $20 K&N PANEL FILTER: $95

As with any such project, the first thing we did was get the car on the dyno to set a baseline from which all our modifications could be benchmarked. The factory-advertised output for this model is 127kW at the wheels. Our first run on the 240,000km EJ20 netted 123kW with a max boost pressure of 13psi, which then tapered off to 11.5psi at our redline of 6000rpm. It was now that our first issue arose — not unexpected, though. The factory intercooler struggled to keep up due to its compact size. On the later run, the intake temp rose to 68 degrees at the point at which we were making 123kW previously; we were now making 120kW with the factory ECU safeguards pulling all boost from the tune. The knock could be heard by all in the dyno cell. We are staying with a factory top mount setup due to the fact that once we replace the turbo with a bigger one it will spool a lot lazier, and adding a front mount will only compound that issue as there is more volume to fill before the system gets pressurized (aka comes on boost). As long as we can cool the air quick enough and stable will be fine with a top mount setup. We cooled down the intercooler with water spray and an industrial fan to a run-start temp of 20 degrees. This saw a huge

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gain of 5kW, with power jumping to 128kW. In part two we will build a budget water sprayer set-up. Next, we changed out the oil for Motul 300V 5W40. The factory-prescribed oil is 5W30, but, as we are going to be pushing this stock engine pretty hard, so the added heat capacity we’ll get is great insurance. We also plumbed in our $15 boost tee, which simply plumbs into the factory wastegate pressure line. To set it up, we held rpm at 4500 and wound the tap until it was holding 16psi, which is close to maxing out the factory turbo. These cheap tees don’t offer finite adjustment, as one click is two PSI as we found out. With the boost set and the intercooler chilled to 20 degrees, our next run netted us no gain in the top end, but a gain of 5–9kW from 3500 to 5200rpm. So, going up in boost didn’t gain top end, only mid range, the reason being that the factory tune has gone really rich. It went to 11.4 AFR and then up to 10.4 AFR. To correct this, we will need to retune the car using our $50 flash box and free downloaded software. Jacky from Jtune Automotive believes that, just by leaning out the tune, we can gain another 8–10kW with this exact set-up. “We always think putting more boost in will give us power, yes correct, but the tune needs to be right. Too lean and you will melt motors, too rich and you lose power, if you have too much ignition timing and low poor octane fuel then it detonates and ka-boom!” Explains Jacky. But more on that next issue, when we will cover off all the modifications and show you how to reach our goal of 170kW without breaking the bank. But, for a first attempt and cash investment of only $175, (oil and boost tap) a 9kW gain isn’t bad, don’t you think?

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THINK TIG WELDING IS BEYOND YOUR REACH? HERE ARE OUR TIG WELDING BASICS TO GET YOU WELDING IN NO TIME WORDS: GREG HOLSTER / NZ PERFORMANCE PHOTOS: JUDE WOODSIDE / NZ PERFORMANCE CAR

T themotorhood.com

here comes a time in all car builds when you need to join two pieces of metal together. Having the ability to pick up a welding torch and do it yourself is a must-have skill for any serious car builder. While we’d say that MIG welding is the gateway to welding, it’s tungsten inert gas (TIG) welding, also known as ‘gas tungsten arc welding’ (GTAW), that produces cleaner, more precise welds on almost any metal; plus, the weld pool can be easily manipulated, making it the ideal choice in automotive fabrication: mild steel, high-tensile steels, stainless steels of all grades, nickel-chrome alloys, Monel-nickel-copper alloys, Inconel, titanium, aluminium, magnesium, brass, bronze, copper, and many space-age metals. Gold can be TIG welded. You can even weld dissimilar metals: copper to brass, stainless steel to mild steel, stainless steel to copper.

Before you go picking up the torch and striking an arc, there are some basics to lock down. TIG welding is a welding process that produces an electric arc between a non-consumable tungsten electrode and the parent metal that is being welded. The process provides the operator with greater control over the weld pool than arc or MIG welding does, not to mention stronger, higher quality welds. For example, the petrochemical and dairy industries use TIG constantly because of the high-quality welds that can be produced. This is especially so for high-temperature and high-pressure applications where a high-quality root run is so important. However, in comparison with MIG, TIG is a little more complex and can take longer to master. It is also slower, and adds more heat, than most other welding techniques.

Familiarize yourself with the components

COLLET BODY

TUNGSTEN ELECTRODE

COLLET

Tungsten Tungsten is used for the electrode as it has the highest melting temperature of all metals. The molten weld pool and the area around this tungsten electrode are all shielded from the surrounding atmosphere by an inert shielding gas flowing through the TIG torch. This inert gas is most commonly pure argon. Without the argon shielding gas, nitrogen and oxygen in the surrounding atmosphere would react with the molten metal, greatly distorting the chemical and metallurgical components of the parent metal, not to mention burning the end off the tungsten electrode and oxidizing the weld area. The TIG process can produce temperatures upwards of 6000°C — a lot hotter than oxyacetylene welding at 3150°C. It is much like fusion welding with oxyacetylene, but the flame is created by an arc off the tip of the tungsten electrode. For those who enjoy a bit of oxyacetylene welding, don’t be surprised if you suddenly become a big TIG fan. So, where does this electric flame come from? The arc produces energy between the tungsten and the material being welded. This is conducted across the arc through a column of highly ionized gas known as ‘plasma’. Sounds very technical, but, basically, it looks like an electric flame.

GAS CUP

BACK CAP

TIP GROUND TO 2½ X THE DIAMETER OF THE WELDING ROD

CORRECT STRAIGHT GROUND

INCORRECT RADIAL GROUND

Sharpening tungsten Grind your tungsten to a point. After you have been welding for a while, the point will round off slightly. A few bad strikes will also blunt the point, and an unstable arc will occur. Resharpen the point on the tungsten. Grind in the long direction and make the point roughly 2.5 times the diameter. A 200-grit or finer grinding wheel is ideal. Good practice is not to use the wheel for other jobs, as the tungsten can become contaminated, resulting in an unstable arc and inferior weld quality.

Which electrode? z Pure tungsten: General-purpose electrodes, although primarily used for AC welding of aluminium and magnesium. z Thoriated tungsten: Easy arc starting, good arc stability, higher current capacity, good resistance to weld pool contamination. Contains thorium, which is radioactive. Avoid breathing the dust when grinding these electrodes. z Ceriated tungsten: Very similar performance to thoriated tungstens. Excellent arc starting, good for arc stability, and a relatively long life. Contains cerium, a rare earth element. z Lanthanated tungsten: Similar performance to thoriated and ceriated but with a slightly higher current capacity. Great arc starting, good arc stability, long life. Contains lanthanum, another rare earth element similar to cerium.

Filler Rods A metal of similar chemistry to the parent metal is normally chosen as a filler material. This is added to the weld pool with a rod or wire, using a similar technique to that of gas-fusion welding. Some welds, known as â&#x20AC;&#x2DC;autogenousâ&#x20AC;&#x2122; welds, donâ&#x20AC;&#x2122;t require a filler rod when both pieces of the parent metal can be fused together.

Power

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The power supplies for the various types of welding are different too. MIG uses a constant-voltage power source, while the TIG welding process uses a constant-current welding supply. Stainless steel, mild steel, nickel alloys, copper, and titanium use direct current (DC) for TIG, while aluminium and magnesium alloys require alternating current (AC). We will run through aluminium welding using TIG in a future article. These DC welders can also be used for arc welding, producing a result that is so much smoother and with far less spatter than work from the old AC arc machines.

TIG WELDING

TIG rules

GAS NOZZLE

TUNGSTEN ELECTRODE FILLER ROD shield gas weld pool

arc

weld metal

1. Thoroughly clean the area to be welded. Cleanliness cannot be stressed enough. It’s not like MIG or stick, where you might get away with welding over a bit of rubbishy or unclean metal. Try to TIG weld over rust, paint, or heavy oxide, and you will contaminate the tungsten electrode and the weld pool. Make sure that the weld joint area and the filler rod are as clean as possible. Acetone is a great product to use. 2. As a rule of thumb, the amount of tungsten electrode stick-out should be half the diameter of the nozzle orifice. We always add a couple of millimetres so we can see more easily. 3. With low amps and thin material up to 6mm thick, start with an argon gas flow of eight to 10 litres per minute. Use a higher flow for bigger amps and heavier material. 4. Use argon gas only, not the argon mixes commonly used in MIG welding. 5. Use thoriated, ceriated, or lanthanated tungsten electrodes for DC, and zirconiated for AC aluminium welding. 6. To set up and test that the settings of your machine are correct, try welding some scrap metal first. You don’t want to blow a big hole in something that you want to keep. 7. Feed the filler rod into the weld pool. Many learners will shove it into the arc and hope for the best. Not so! Just dip the wire into the leading edge of the weld pool. That’s where your concentration should be. 8. On thin materials, it is a good idea to make short 2–3mm tack welds close together, as the heat will distort the joint as it is being welded. 9. Clamping may be needed if the work piece cannot be held during tacking or welding. Remember: you need both hands for TIG welding. 10. Hold the TIG torch in your hand at a 70- or 80-degree angle. Hold the filler rod lightly in your opposite hand so that it rests horizontally at about a 15-degree angle from the material. Wait for the molten pool to form on the base metal and move forward, at a regulated speed (you will soon see what speed suits your amperage). Gently dip the filler rod into the weld pool as you go. You will see the weld bead starting to form.

Which machine? There is a vast range of TIG machines available in New Zealand, especially single-phase machines. As technology has changed, so has the cost. Like many electronic devices, they have become cheaper to make as more of them are being made. Chinese manufacturers have come a long way towards achieving reliability. A few years ago, your average sheddie would be nervous about buying a welding machine from China. This has changed. The most popular TIG units are the small 130–180A inverters, which are usually ‘scratch-start’. This means that, to start the arc, the tungsten must make contact with the earthed parent metal. High-frequency start machines have a micro switch on the TIG handpiece, which fires a highfrequency spark to start the arc. These inverter-type machines are smaller and lighter (between 4.5 and 8kg) than older transformer models and draw less power. They are also versatile. For example, a simple, good-quality 130A machine will weld chrome molybdenum roll cages or stainless boat fittings in the DC TIG mode, and then, with no fuss, you can hook up a set of arc-welding leads to run a hard-facing, low-hydrogen or cast-iron manual arc electrode.

Which brand?

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It would be easy to be biased, but the best advice we could give is to treat the purchase of a TIG machine like buying a TV set. Ask these basic questions: z Is it a good brand? z How long is the warranty? z Who will service it if something goes wrong? z Can the person selling this machine set it up and show me how it works? z Has the correct TIG torch been included in the package? This approach is pretty much common sense and should help you avoid costly mistakes in getting a TIG machine suitable for your purposes. Don’t forget: if all else fails, retrieve the instruction book from the rubbish bin and read it. Most popular brands supply some good and helpful info in their instruction manuals, such as how to sharpen tungstens, what the polarities are, etc., not to mention safety precautions. Don’t forget your local technical institute. Check out what courses are available in your area.

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1980TOYOTA COROLLAKE70 PHOTOS: JADEN MARTIN

NAME: EARLE AND DAVID MCFARLANE // AGE: OLD AND 29 LOCATION: AUCKLAND // OCCUPATION: FREELANCE NZ Performance Car : Hi, Earle and David. Can you tell us the McFarlane family’s background in motorsports? Earle: Hi, guys. I started competing in basic club events in my late teens and found I couldn’t drive that great so started to swing spanners instead. Ended up working for some of New Zealand’s best rally drivers; I have been involved with the Adams and Woolf families for many years, and spent several years working for Rod Millen. David: I started doing basic club events in my mid teens, progressing to co-driving in national rallies in my early 20s and continue to do that now. I also service for rally teams here and there. What’s the story behind this KE70? Earle: I bought the car in 1989 as a standard vehicle because I always loved the shape and how they handle, and AE86s were still too expensive. I wanted to modify it anyway, so this was the logical choice, as I have always been a Toyota man. How did your motorsport background influence the build? Earle: It had to be able to compete in paddocks and on rough roads, and has done so most of its life. Due to my country upbringing and learning to drive on gravel roads, we tend to find them more entertaining than circuit work. We built it as a club car and a fun road car, for its time, but it’s still great fun now. It had to be simple and reliable. I also happened to have a box full of 2T-G and TRD parts that I had collected while working for Toyota New Zealand.

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What has it become today? Earle: The car hasn’t really changed much since the motor was fitted in 1992 — the 2T-G was the 4A-GE of the era. We’ve recently rebuilt it with a few extra pieces, but the main changes have been collecting more wheels (Work Equip 01, TRD Tosco Rally, and a factory set of Celica wheels), all in 14 inch. It has had a fresh coat of paint to tidy it up but not to restore it, as we still want to be able to take it on gravel, if we so desire. Is that still how it primarily gets used: the road car come club car? Earle: Yes, it’s mostly used for weekend driving now, with the occasional gymkhana or autocross, and the yearly trips to Leadfoot and Circle Jerk Crew events. Sounds dreamy. Cheers for the yarn, lads.

ENGINE: Toyota 2T-G, 1588cc, four-cylinder; balanced and deburred, 3T lightened and partial knife-edged crankshaft, 3T rods with polished beams, Wiseco 3T-C 1mm oversized forged pistons, TRD 288-degree inlet cam, TRD 272-degree exhaust cam, port-matched head, port-matched intake manifold, twin 40mm Solex side-draught carbs, modified distributor (no vacuum advance) DRIVELINE: Toyota T50 five-speed manual, TRD short-shift kit, heavy-duty clutch, lightened 16-pound flywheel, TE71 disc-brake rear, TRD two-way LSD (4.1:1) INTERIOR: (Street) TE71, (club) Autosport seat and harnesses EXTERIOR: Removed side mouldings, Hella 170 spotlights WHEELS/TYRES: (F) 14x7-inch Work Equip 03, 195/60R14 Hankook; (R) 14x7.5-inch Work Equip 03, 195/60R14 Hankook SUSPENSION: TRD-spec springs, KYB front shocks, Bilstein rear shocks, TRD AE86 high-ratio steering rack, TE71 front and rear sway bars POWER: Slightly more than factory FUEL TYPE: BP98/Avgas TUNER: Screwdriver and ear TIMES: Slow

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n easy bolt-on job for anyone with only a few basic hand tools, the K&N Air Intake kit for Subaru WRX 2014–2017 is an easy way to unlock a few extra kilowatts without breaking the bank or having to permanently modify your WRX. The kit comes complete with everything required to complete the installation, including a washable, reusable High-Flow Air Filter. K&N guarantees kilowatt gain, as its dyno tests showed an increase of 6.8kW at 4800rpm, and 24.4Nm of torque at 3100rpm when installed on a 2015, 2000cc WRX.

Tools required

• Ratchet • Extension • 10mm socket • 10mm spanner • Phillips screwdriver • Flat-head screwdriver • 3mm Allen key • Measuring device • Scissors or blade

STEP ONE Ensure that your ignition is turned off, and disconnect the negative terminal using the 10mm spanner. Remove the fresh-air intake by releasing the two clips found on the radiator support panel.

STEP TWO Remove the air filter housing by loosening the two 10mm nuts located on the inner guard, and one 10mm bolt securing the housing to the chassis rail. Open the filter box and remove the front cover and filter.

STEP THREE Release the mass-airflow connector

by releasing the clip located on the rear of the housing. Next, remove the intake tube by loosening the hose clamp (located just behind the headlight) and removing the 10mm nut securing it to the chassis. The unit should now come free of the turbo intake tube. Remove from the engine bay.

STEP FOUR Remove the mass airflow (MAF) sensor from the air filter housing by releasing the two Phillips-head screws.

STEP FIVE Now install the factory MAF sensor into the K&N intake tube and secure using the provided cap screws.

STEP SIX Install the K&N tube-mounting tab using the provided 10mm bolt. This bolts in the factory intake tubeâ&#x20AC;&#x201C;mounting location.

STEP SEVEN Install the K&N air filter into the K&N intake tube, securing the hose clamp. Now insert the filter assembly into the factory turbo-intake tube. Its orientation is dictated by the location of the tab that secures to the pre-installed mounted tab from Step Six. Use the provided hardware to secure to the tab.

STEP EIGHT Install the K&N MAF extension harness to the factory connector and then plug into the MAF meter.

STEP NINE Install the rubber-mounted stud onto the chassis rail in the same location you removed the filter housing mount in Step Two. Simply tighten in by hand.

STEP TEN Using either scissors or a blade, cut the edge trim into three pieces: 762mm, 394mm, and 76mm. Install all three sections onto the K&N heat shield.

STEP ELEVEN Install the K&N heat shield into the engine bay, and secure onto the rubber mounting stud, and the two factory filter-housing mount studs on the guard using the factory hardware.

STEP TWELVE Reinstall the factory cold-air intake and secure using the two factory clips. Double check all your installed hardware and reconnect the negative battery terminal.

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1983PHOTOS: NISSAN SKYLINE RYAN VAN PELT

NAME: SCOTT LUXON // AGE: 30 LOCATION: CHRISTCHURCH // OCCUPATION: PARTS CONSULTANT NZ Performance Car : Hi Scott, a simple one to start off: why the Skyline? Scott: Hey, NZPC ! I have always been a Nissan fan, especially of older models. It was back in 2013 when I first saw this one and met the owner. I decided I had to have it. Finally, in 2015, I convinced him to sell it to me. What was the goal for the car when you finally got hold of it? The original plan was to give it a wee tidy-up and use it as my daily. Has that happened? Nah, that plan didn’t last long. When it came time to lower it, I couldn’t find a good spring to run, so the coilover swap started. That led to finding new wheels, and then blowing CV joints from trying to have it too low. I’ve finally got the height right now so that doesn’t happen. What condition was it in when you bought it? I was lucky that Kyteler, the previous owner, had already fitted the DR body parts and front lip. It was originally about 10 different shades of red, and the first couple of times I washed it the ground turned red as the paint came off. It was relatively straight, though, so that made it easy for my mate Josh Helm to respray the factory red. Do you get to drive it much? It goes through stages, mostly just collecting dust in the garage, but is just a good weekend car now that I have made it reliable.

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Were there any sacrifices to get it to this point? The only real sacrifice was selling my old GX61 to buy this! Do you have any future plans for it? I’m always keeping and eye out for bits and pieces to tidy it up more. Next year will see it get some period-correct engine work and hopefully a road trip to Circle Jerk Crew’s [CJC] annual Jerkfest! That’ll be a sweet roadie. Thanks, Scott.

ENGINE: Nissan L20ET, 1998cc, straight-six; 2.5-inch exhaust, HKS panel filter DRIVELINE: Five-speed manual, R200 LSD INTERIOR: Nardi Classic steering wheel, CJC gear knob, Broadway mirror, Pioneer TS-X7 EXTERIOR: DR30 front grille, DR30 side skirts, DR30 end caps, ADthree spoiler, front spoiler WHEELS/TYRES: (F) 15x7-inch Work Ewing, 195/60R15 Blacklion Cilerro, (R) 15x8-inch Work Ewing, 195/60R15 Blacklion Cilerro SUSPENSION: S13 Silvia BC Gold coilovers, S13 Silvia front knuckles. POWER: 143hp [107kW] in 1983

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BE HEARD

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Don’t just be seen on the streets, be heard! Hella’s dual Sharp Tone and Super Tone horns look and sound like nothing else on the road, and guarantee that you’ll get the attention needed in every situation. Using a combination of low and high tones, Hella disc-type horns project a powerful sound and are ideal for aftermarket fitment. The Sharp Tone and Super Tone horns feature a sporty design with distinctive red or yellow grille. The horns are also corrosion and water-spray resistant, so ideal for rugged off-road usage. Experience them for yourself by downloading the Hella Horns app from iTunes or Google Play. Hella horns are available from all leading auto electrical outlets nationwide. Visit hella.com/horns for further information.

CRUCIAL LINK Nobody wants a rolling mess through the corners. Don’t let that sway bar be hindered by worn or inadequate mounts. Drop links and lateral stoppers affect the performance of your sway bar(s). Whiteline adjustable sway bar links are engineered to be up to the task with top-spec, lightweight componentry combined with a window of adjustability, eliminating sway-bar preload on installation. But, more important, they ensure the maximum output of the sway bar for improved grip and better handling. Priced at just $216, visit whiteline.com.au for further information.

REACH THE PEAK There’s nothing like the guarantee and peace of mind that you get from using original-equipment technology, which is why, next time you’re doing a coolant change, look to Peak. The Peak Asian Coolant range comes in Blue, Green, and Red/Pink to suit a range of vehicles, including Honda, Mazda, Subaru, Nissan, and more. The Peak Euro Coolant range offers solutions for Audi, BMW, Jaguar, Mercedes-Benz, Porsche, VW, Volvo, and more. Each coolant is formulated with the same corrosion-inhibitor technology that protected your vehicle straight from the factory. These formulas provide top-tier protection against rust and corrosion to all cooling system metals, including aluminium, and are fully compatible with other extended-life coolants. Peak guarantees these coolants will provide service life protection of up to 150,000 miles (241,395km) or five years. For more info, call 0800 227 422 or visit smitsgroup.co.nz.

TRACK IT No one wants to see their car go missing at the hands of a thief, but, in the event it does, it’s good to have measures in place to get it back safely. The Gator GPS Tracker (GTRAK4QB) is a simple and effective unit that won’t break the bank and is suitable for individuals, families, and small fleets. It provides real-time and accurate vehicle tracking and can be used to monitor and protect your valuable assets, including cars, trucks, construction equipment, trailers, caravans, boats, motorcycles, and more. Featuring alerts, remote immobilization, and geofencing, the module also has a built-in rechargeable back-up battery that will provide power if the device is disconnected from a power supply, allowing the vehicle to still be tracked. Contact your local stockist for pricing; see griffithsequipment.co.nz.

SHOCKINGLY SUPERIOR

LICENSED TO CHILL It’s summer. That means kick-back weekends, plenty of sun, and cold beverages by the truckload! So, the last thing you want is those beverages to be anything but icy: get your hands on a Promarine Cooler / Chilly Bin. Constructed from high-density polyethylene, they feature a fully mounted and integrated hinge system; heavy-duty carry handles and drain valve; a foodgrade liner; and, best of all, two fitted bottle openers. Optional accessories include a cup holder and an insert basket for holding the snacks. Available in 25-, 33-, 47-, and 71-litre sizes, pricing starts at $239. For further details, visit promarine.nz.

With an official New Zealand distributor onboard (Race Shock Specialists), you can now get your hands on the MCA Suspension range locally. A special product range has been put together specifically for our market, starting with the Street Essentials Elite, which is designed, developed, and assembled in Brisbane, Australia. The Street Essential Elite is not only designed for maximizing comfort; it also incorporates a very enjoyable level of handling for street applications and features a significant improvement in handling over the standard products, thanks to the addition of MCA Suspension’s latest Fusion Valving technology along with a more thorough and dedicated development programme. Priced at $2250, the Street Essential Elite is fully adjustable, premium quality, and offers a two-year locally supported warranty. Visit mcasuspension.com for more information.

UNDER CONSTRUCTION

YOUR BUILDS IN DETAIL

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Deep in the hills of the country’s windiest city, Wellington, is a collection of Nissan Silvias unlike any you will have seen with your own eyes. Very few have seen it to its fullest extent, having been offered only glimpses into the owner’s chaotic mind through the wonders of social media. Hell, we really couldn’t even tell you the whole story of what’s going on there, because, the truth is, when we think that we’ve seen it all, another one shows up, then another, and another. That owner is Steve Kerr, the man behind Stealth Ride. A former feature car owner, Steve has appeared in Under Construction multiple times, and he’s established a name for himself building Silvias, from air-bagged, big wang cruisers to serious

grass-roots drift cars and lethal engine-swapped ego-hurters. While we talked a little while ago about the tarmac-scraping yellow S14 project that he’s been working at, it seems that it hasn’t been enough to occupy his mind and garage. Enter Steve’s latest undertaking: a facelift S14 with a hulking twin-turbo V8 that has loss of traction on its mind. Steve explains that it culminated after the last motor package the car saw burned to the ground at a Manfeild track day. While he had thoughts of simply chucking the eight-banger in naturally aspirated, he is easily talked into stupid ideas, and now we have this to drool over. The power plant is an unopened LS1 that has been fitted with a Kelford Cams 288-degree

camshaft and matching beehive valve springs and a custom intake manifold and throttle body. The rocker covers are 350 Chev units with adapter plates, 1000cc injectors adorn the rail, and Woods Motorsport has done all the fab work involved with affixing the lump to the chassis and allowing the twin Garrett GT30s to supply boost. It’s also got an eight-point cage built by Jackson Murray, everything from the TSD Performance suspension catalogue, C’s Garage 555 knuckles, a Nismo two-way limited-slip diff (LSD), and a twincaliper set-up down back. With a tune booked in at Prestige Tuning and Motorsport for January, expect to see this one running and driving real damn soon.

ANDREW’S CRESSIDA RE-POWER

There’s a certain period of vehicle manufacturer that seems to be unrivalled to this day, with near-on everything produced that was just a solid-looking car, even when it was slightly on the uglier side of the spectrum. In the period roughly between the early ’80s and early ’90s, there were boxy, angular, submodels up the damn wall, and the variation was wild. Fast forward to recent years, and chucking a set of suitable rollers onto one of these and dropping it to the floor makes for one hell of a combo. However, with 30-plus years of development and modern power levels that often quadruple what was made in period, these cars can lack a bit of grunt. After acquiring this GX71 Cressida, Andrew Grass had always intended to swap out the factory heart in favour of a 1JZ to solve that issue. The car itself was one that Andrew recalls having spotted around Pukekohe on numerous occasions over a six-year-or-so period; he later found out that it belonged to a local named Anil, who sadly passed away. He found the current owner at the time and made a deal to purchase it, meanwhile gathering pieces for the aforementioned engine swap. Andrew sourced engine mounts from the US so that the JZ could be slotted straight into the bay, and the complete engine was picked up from Osaka Motors. The plan is to make use of a Sinco turbo manifold and Garrett TA3410 on the hot side, with 550cc injectors, Walbro fuel pump, and also add a Link ECU. To back the new heart, a brand-new R154 has been ordered through Toyota.

HAYDEN’S AVENIR UTE

Kiwis love their utes. We’re talking full on froth-spec over a good ute. They’re the quintessential rural hauler that has managed to take the big cities by storm. These days, you cannot turn down a road without finding one in front of you, coming towards you, or parked on the side of the road. They’re goddamn everywhere, because, well, Kiwis love their utes! In our modified corner of the world, that has seen a whole lot of performance upgrades thrown at various offerings over the years. While there’s a ton of solidlooking utes out there, with a few cranking out massive power and others that can tackle corners with ease, there’s one more aspect of utes that we often forget about: making them out of non utes. Reminding us that custom utes are alive and well, Hayden Anderson has embarked on a project that we’ve never seen before — one that involves a lot of spare metal and a Nissan Avenir. “I’m building it because I want a car that no one else has, something that is still usable,” he explains. “There will be two packages: one with raised suspension, mud tyres, and a bull bar; the other with street suspension, street wheels, and bumpers — you know, multipurpose.” It will be powered by a built incarnation of the factory SR20DET and a four-wheel-drive package, out of which Hayden intends to crank 350-plus kilowatts.

WIN NEXT MONTH

SEND US YOUR PROJECT, AND IF IT’S FEATURED, YOU COULD BE CHOSEN TO RECEIVE A CENTURY BATTERIES GIFT VOUCHER

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DAILY DRIVEN

1990 BMW320IS/E PHOTOS: JADEN MARTIN

NAME: SAM SHONK // AGE: 19 // LOCATION: AUCKLAND OCCUPATION: CONSULTANT PROJECT MANAGER NZ Performance Car : Hi Sam, how did you come to own the E30? Sam: Hi, NZPC. I’ve had it for just over four-and-a-half years. I bought it as my first car about two weeks after I turned 15, so it was almost a year before I could even get my licence, but I was eager to start messing around with cars and learning. I’d initially wanted a Mk2 Escort, but numerous people pointed out that in my budget range they would be plagued with rust and weren’t all that safe, so my uncle suggested an E30 — classic styling but a more modern chassis and driveline.

Anything in mind for the future? Next big item on the list is getting the interior recovered, as the sports seats don’t match the rest of the interior and are looking a bit tired. The longer term plan is to get some coilovers, do a steering-rack swap using an E46 purple-tag rack, upgrade the brakes, and build a 2.8-litre stroker motor with individual throttle bodies. Solid plan. Cheers for the yarn, Sam.

What state was it in when you bought it? Mechanically, it was pretty sound, but it had all the worn parts you expect to find on a largely untouched 25-year-old car. The paint was in very poor condition. There was hardly any clear coat left on it, a lot of crazing, particularly on the top of the doors and guards, and the boot lid looked as if it had been touched up with house paint. What was the goal for it? To start learning about cars from working on it as much as time and budget would allow. Bigger picture was to tidy it up and get ready for getting my learner licence. You had a crack at repainting it yourself; how was that? Definitely a time-consuming process to do it well, and a steep learning curve. I had a lot of help from my uncle, who had previously painted a few cars, albeit not for 10 to 15 years. Most difficult part was probably setting up the garage for spraying, to keep the dust down and prevent overspray from covering everything and spreading into the house. Beyond that, it’s just a lot of sanding!

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Why the engine swap? Because the standard two-litre used a lot of fuel, made a lot of noise, and had very little to show for it. It also gave me another challenge — something else to learn from — and had the added benefit of providing an excuse to paint and tidy up the engine bay. What have you done to it since? Initially, mainly maintenance such as replacing all the bushings and mounts, and a complete overhaul of the brakes, etc. Since then, I’ve upgraded based on the driving experience, which resulted in an LSD as the first major upgrade and then on to the suspension.

ENGINE: M20B25, 2494cc, straight-six DRIVELINE: Getrag 240 five-speed manual, 3.91 medium-case LSD INTERIOR: OEM 325i leather Recaro seats, black carpet and parcel shelf, factory black vinyl door cards, E28style centre console trim EXTERIOR: Resprayed Alpine White 2, IS front lip, Hella headlight covers, smiley headlights, S/E side skirts, Pfeba spoiler, reflective heckblende WHEELS/TYRES: Refurbished 15-inch BBS basket weaves, Toyo T1R tyres SUSPENSION: Eibach lowering springs, solid front-control-arm lollipop mounts, front and rear strut braces, four-point front lower cross brace POWER: 125kW FUEL TYPE: 98 TUNER: Home tuned

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UNDER CAR www.mountshop.co.nz WHEELS / TYRES

MAGS, TYRES, WHEEL ALIGNMENTS, WHEEL BALANCING, AND REPAIRS

PARAMOUNT ENGINEERING

WRC DEVELOPMENTS

Highly skilled engine reconditioning services; classic, vintage, performance cars, nationwide Aucklandenginereconditioner.co.nz / 09 426 8592 / 9 Forge Road, Silverdale, Auckland

Workshop, dyno/ECU tuning wrcdevelopments.com / 06 843 8430 /36 Leyland St, Napier

AUCKLAND

GLENDENE ENGINE RECONDITIONERS

MTS PERFORMANCE

60 years experience in engine reconditioning, servicing, and repairs ger.co.nz / 09 818 5352 / 31D Cartwright Road, Kelston, Auckland

Lowest price guaranteed on wheels, tyres, and suspension mtsp.co.nz / 021 4 TYRES (021 489 737) / 82 Wairau Road, Glenfield

ARROW WHEELS NZ’s leading builder, repairer, refurbisher of alloy wheels for 35 years arrowwheels.co.nz / 09 818 8388 / 6D Westech Place, Kelston, Auckland

BRUGAR ENGINEERING Mag wheel repair specialists since 1979 magwheelrepairs.co.nz / 09 486 6832 / 7 Barrys Point Road, Takapuna, Auckland

AUCKLAND

A team of expert car mechanics and vehicle repair specialists 09 360 8218 / 400 Great North Road, New Lynn, Auckland

SOUTH PACIFIC ETHANOL

E&H MOTORS

Suppliers of quality race fuels southpacificethanol.co.nz / 021 885 902 / 20 Bledisloe Street, Cockle Bay,

Dyno tuning, engine and gearbox rebuilding, street car racing preparation, general services ehmotors.co.nz / 09 238 8987 / 179 Manukau Road, Pukekohe, Auckland

HOUSE OF BOOST

WAIKATO WORLD OF TYRES

WAIKATO TE RAPA AUTOMOTIVE Dyno tuning specialists, ECU installation, engine reconditioning, WoF, servicing and repairs terapaauto.co.nz / 07 8496722 / 14 Northway St, Te Rapa, Hamilton

TARANAKI

PRECISION PERFORMANCE

TARANAKI TYRETORQUE LTD

Tuning, fabrication, and rotary specialists 07 870 1302 / 2 Jack Russell Drive, Te Awamutu, Waikato

Taranaki’s leading tyre/mag specialist, providing automotive services and customization tyretorque.co.nz / 06 757 5988 / 53 Molesworth St, New Plymouth

WELLINGTON 41 DEGREE WHEELS

NOSTALGIA MOTORS Mechanical repairs and maintenance, WOFs, LVV certification, lapsed regos, noise testing, modifications nostalgiamotors.co.nz / 07 846 1623 / 4E Wickham Street, Hamilton

Three-piece wheel specialists, custom offsets, repairs — 100% made in NZ 41degreewheels.com / 04 974 7830 / 29 Montgomery Crescent, Upper Hutt, Wellington

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THE WHEEL MAGICIAN

DYNO POWER PERFORMANCE TUNING

Specialist quality on-site repairs for kerb-damaged alloy wheels wheelmagician.co.nz / 0800 537 233

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JOSHUA MOTORS

Dyno tuning, Link/Nistune, performance upgrades and servicing houseofboost.co.nz / 09 444 4547 / 37G View Road, Wairau Valley, Auckland

Hamilton’s leading retailer of tyres, wheels, batteries, and wheel alignment servicing worldoftyres.co.nz / 07 847 0330 / 62 Greenwood Street, Frankton, Hamilton

CONSUMABLES

Dyno tuning specialists, ECU installation, engine reconditioning, WoF, servicing and repairs terapaauto.co.nz / 07 8496722 / 14 Northway St, Te Rapa, Hamilton

Performance dyno tune and fabrication Facebook: Dynopower / 07 578 3332 / 99 Birch Avenue, Judea, Tauranga

RECHARGE BATTERIES Battery revitalizer and conditioner recharge.net.nz / 0800 36 66 36 / PO Box 350, Pukekohe, Auckland

NATIONWIDE FUELSTAR Fuelstar fuel combustion catalysts for less fuel, cleaner air fuelstar.com

MICROTECH NEW ZEALAND LTD Producing a range of affordable high-quality engine management systems microtechnz.co.nz / 03 374 5000 / 125 Wordsworth Street Christchurch

FABRICATION

NEED SOME CUSTOM WORK? MAYBE A NEW EXHAUST, ROLL CAGE, INTERCOOLER OR CATCH CAN

AUCKLAND SANDBROOKS Race car heated windscreens, curved plastic window specialists, CFRP CNC tooling sandbrooks.co.nz / 09 278 9816 / 39 Noel Burnside Road, Papatoetoe, Auckland Choppers Auto Body Shop Ltd Specializing in auto restoration, fabrication, rust repairs, panel beating, and spray painting choppersautobodyshop.co.nz / 09 419 0773 / 35B Enterprise Street, Birkenhead, Auckland

WAIKATO

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SINCO CUSTOMS

Dyno tune, fabrication, and general repairs/service conceptdynamic.co.nz / 07 572 5089 / 5 Hocking Street, Mount Maunganui, Tauranga

Fabrication specialists sincocustoms.co.nz / 07 847 3392 / 47A Bryant Road, Te Rapa, Hamilton

AUCKLAND

TARANAKI

THE LAB LIMITED

ALIGNMENT SPECIALISTS

WAIWAKAIHO AUTO SERVICES LIMITED

The mechanics in Penrose that will keep you on the road alignmentspecialists.co.nz / 09 579 5246 / 137 Station Road, Penrose, Auckland

Car repairs, air conditioning services, to fine tuning — all makes and models waiwakaihoautos.co.nz / 06 757 9177 / 651 Devon Street, Waiwhakaiho, New Plymouth

COILOVERS, SHOCKS AND SPRINGS, STEERING JOINTS, AND SUSPENSION COMPONENTS

WAIKATO GET LOW CUSTOMS We specialize in air suspension parts, installs, and custom fabrication getlowcustoms.co.nz / 027 247 2247 / 138 Riverlea Road, Hillcrest, Hamilton

WELLINGTON TOTAL MECHANICAL SERVICES Experienced dyno tuning with full racing workshop for all of your needs tmsracing.co.nz / 04 297 0600 / 23 Hinemoa St, Paraparaumu

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Leading under car specialists mountshop.co.nz / 0508 86 66 86 / Whangarei, Henderson, Penrose, Hamilton, Napier, Palmerston North, Lower Hutt, Christchurch

Custom camshafts, performance cylinder heads, race engines, flow bench, dyno kcams.co.nz / 03 366 3378 / 6 Battersea Street, Sydenham, Christchurch

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Experts in performance car modification, service, and tuning resinclair.co.nz / 03 389 2126 / 35 Stanmore Road, Phillipstown, Christchurch

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AUCKLAND AUCKLAND ENGINE REBUILDERS From the latest to the oldest, we can rebuild it enginerebuilders.co.nz / 09 589 1280 / 2 Botha Road, Penrose, Auckland

Specialist products, and cylinder head modification services for clients worldwide shop@horsepowerheads.com / 03 377 0974 or 021 869 663 / 85a Coleridge Street, Sydenham, Chirstchurch

NATIONWIDE MICROTECH NZ Producing a range of affordable high quality engine management systems microtechnz.co.nz / 027 472 5000 / Nationwide

General automotive in light engineering and fabrication thelab.nz / 027 278 9691 / Unit 2/48 Tawn Place, Pukete, Hamilton

CANTERBURY BURKES METALWORKS From chassis to steering wheel, we offer top quality custom bodywork burkesmetal.com / 03 349 4413 / 7 Mountview Place, Hornby, ChCh

RUSTORATIONS Fabrication, superior quality restorations, workmanship you can trust rustorations.co.nz / 03 374 6330 / 7 Penn Place, Riccarton, ChCh

PARTS / ACCESSORIES

GENERALIST PARTS SUPPLY, PERFORMANCE PARTS, OEM REPLACEMENT PARTS AND BOLT-ONS

AUCKLAND J T AUTOGLASS Installation, windscreen replacement, glazing, glass replacement, repairs jtautoglass.co.nz / 0800 555 141 / 16 Surfers Place, North New Brighton, Christchurch

SANDBROOKS - RENNEN GLAS Racecar heated windscreens, curved plastic window specialists, CFRP CNC tooling sandbrooks.co.nz / 09 278 9816 / 39 Noel Burnside Road, Papatoetoe, Auckland

STAHLCAR AUTO DIAGNOSTICS Car diagnostic specialists stahlcar.co.nz / PO Box 11-698, Ellerslie, Auckland

OUTWEST TINTING AND WRAPS Vehicle window tinting, vehicle wrapping, and mobile tinting service owt.co.nz / 0800 649 32 / 122 Railside Road, Henderson, Auckland

SPECIALISTS freephone 0508 86 66 86 ALL SUBARU PARTS WORLD Subaru specialists; panel, mechanical, and everything in between. Full workshop aspw.co.nz / 0800 278 2278 / 114 Kitchener Road, Waiuku, South Auckland

MANAWATU AUTOMOTIVE DIRECT Specializing in Japanese used imports. Family owned for over 19 years automotivedirect.co.nz / 06 323 1980 / Cnr Aorangi St & Kimbolton Rd, Feilding

CANTERBURY JAPANESE RACE SUPPLIES Biggest range of performance parts — best price guarantee! japrace.com / 0800 566 525 / 143 Antigua Street, Christchurch

OSAKA AUTO PARTS Used Japanese Nissan performance parts osaka.co.nz / 03 366 8477 / Christchurch

SOUTHLAND E HAYES The one-stop shop that’s got the lot ehayes.co.nz / 03 218 2059 / 168 Dee Street, Invercargill

NATIONWIDE MOUNT SHOP

BAY OF PLENTY ACTION CANVAS & UPHOLSTERY Fittings, upholstery, covers, carpet, accessories, trimming, installation, repairs 07 574 1888 / 23A Hewletts Road, Mount Maunganui, Tauranga

MANAWATU CLASSIC & CUSTOM MOTOR TRIMMERS Specializing in classic cars and hot rods ccmt.co.nz / 06 357 0835 / Unit 1, 209 John F Kennedy Drive, Manawatu

CANTERBURY Professional installers of performance car audio systems and accessories jcinstalls.co.nz / 0800 128 346 / 19 Stewart Street, Addington, Christchurch

New performance camshafts, regrinds, valve springs, stainless valves kelfordcams.com / 0800 338 000 / 15 Kennaway Road, Woolston, Christchurch

WS IMPORTS Specialist importers of Japanese cars and classic Japanese performance parts facebook.com/WSIMPORTSNZ / 027 741 3248 / trademe.co.nz/ wsimport

INTERIOR / ELECTRICAL ALL THINGS AUTO-ELECTRICAL, AUDIO AND UPHOLSTERY

AUCKLAND HOTWIRE AUTO ELECTRICAL Car audio and security professionals hotwirenz.co.nz / 09 813 2460 / 4099 Great North Road, Kelston, Auckland

DASHBOARD RESTORATIONS Have your classic’s dashboard restored to a long-lasting factory-new finish dashboardrestorations.co.nz / 09 444 4211 / 3/54 Ellice Road, Glenfield

WIRI AUTO ELECTRICAL

Quality body-kit manufacturer aerotech.co.nz / 03 384 3629 / 16A Maces Road, Christchurch

AUTOTECH PANEL & PAINT Full restoration and minor repairs, paint suppliers, and tyre-fitting autotechpanelnpaint.co.nz / 03 688 6488 / 50 Redruth Street, Timaru

SERVICES

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AUCKLAND XPERT WINDOW TINTING & SIGNAGE

PROTECT AUTO SOUND Car Audio, Car Security, GPS, Bluetooth Hands Free protectauto.co.nz / 0800 HOOK IT (0800 466 548) / Unit 2/75 Blenheim Road, Christchurch

NATIONWIDE

KELFORD CAMS

AEROTECH

Car audio installation soundworks.net.nz / 0800 2 INSTALL (0800 246 782 55) / 352 Ferry Road, Christchurch

AUTO CONNECT

Specialist high-performance muffler manufacturer — mufflers, resonators, accessories combo packs adrenalinr.com / 06 870 3526 / 136 Ormond Rd, Twyford, Hastings

CANTERBURY

SOUNDWORKS

ADRENALINR

Old skool bodywork, painting, airbrushing, and all other restoration needs countryclassiccars.co.nz / 06 324 8884 / 699 Rongotea Road, Palmerston North

JC INSTALLS LTD

Leading under car specialists mountshop.co.nz / 0508 86 66 86 / Whangarei, Henderson, Penrose, Hamilton, Napier, Palmerston North, Lower Hutt, Christchurch Holden and Ford body kits, hard-lids, clear lights, spoilers spoilers.co.nz / 0508 776 453 / 46 Waione Street, Petone,Wellington

COUNTRY CLASSIC CARS

Sound and security specialists soundworks.net.nz / 08002INSTALL / 72 Lismore Street Waltham, Christchurch

AI CONTROLS LIMITED Design and manufacture of bespoke electrical harness and control systems aicontrols.co.nz / 022 367 0260 / aicontrols.co.nz / 022 367 0260

PANEL, PAINT, EXTERIOR

PANEL BEATING, PAINTING, CUSTOM BODY WORK, BODY PARTS AND EXTERIOR EQUIPMENT

AUCKLAND AUTOMOTIVE BLASTING Comprehensive media blasting service specializing in classic cars 09 2384298 / 0272902076 / 12A Subway Road, Pukekohe, Auckland

DOMINION PANEL & PAINT Masters of quality, V8 specialist – Call Rob for a quote 09 815 5521 / 16 Morningside Drive, Sandringham, Auckland

WAIKATO MATAMATA PANELWORKS Award-winning classic car restoration and custom paint work panelworks.co.nz / 07 888 7831 / 23A Waihou Street, Matamata

MUSCLE CAR FABRICATIONS Quality restoration, custom fabrication, radiator repairs, fibreglass repairs Facebook: Muscle Car Fabrications / 07 888 4295 / 55 Firth Street, Matamata

NGATEA PANELBEATERS LTD Vehicle restoration specialists — ask about our dustless blasting! ngateapanelbeaters.co.nz / 07 867 7561 / 34 Kohunui St, Ngatea

For all auto electrical repairs for classic cars and daily runners wiriauto.com / 09 262 2660 / 121 Plunket Avenue, Wiri, Auckland

BAY OF PLENTY

JAY BEE AUTO ELECTRICAL

WAX ATTACK VALET & WHITEWALL TYRES BOP

GPS, alarms, air conditioning, re-wires, stereos, reverse cameras batteries, stereos jaybeeautoelectrical.com / 09 620 7813 / 156 Stoddard Road, Mt Roskill

Full vehicle valet, whitewall tyre enhancement, cut and polishing professionals waxattackmobilevalet.co.nz / 07 577 9999 / 283B Fraser Street, Tauranga

GT AUTO SOURCE

TARANAKI

LED, HID, halogen — your local automotive lighting specialist gtautosource.co.nz / 09 375 0007 / 7B Morgan Street, Newmarket, Auckland

RE AUTOMOTIVE

WAIKATO

Paint and mechanical workshop Facebook: RE Automotive / 06 765 7656 / 32 Fenton Street, Stratford

TRENDS CAR AUDIO & ALARMS

MANAWATU

Leading home of car audio and security in the Waikato trendshamilton.co.nz / 07 846 6340 / Corner of Massey and Greenwood Streets, Frankton, Hamilton

RESTORATIONS UNLIMITED Complete auto body restoration services restorationclassiccar.co.nz / 06 345 5515 / 199 Ingestre Street, Whanganui

Automotive, marine, commercial — we provide mobile services throughout Auckland xperttinting.co.nz / 09 299 3728 / 179A Great South Rd, Takanini, Auckland

MR. MUFFLER Specialists in mufflers and exhausts 09 636 6622 / 149 Station Road, Penrose, Auckland

CANTERBURY JT AUTOGLASS Mobile windscreen replacements old and new cars, trucks, buses. jtautoglass.co.nz / 0800 555 141 / Unit 2/97 Rutherford Street. Woolston, Christchurch

MANAWATU GEARTECH AUTOMOTIVE Gearbox, differential, clutch specialists since 1983, covering all major manufacturers geartech.co.nz / 06 354 7590 / 334 Tremaine Ave, Palmerston North

NATIONWIDE HIGH PERFORMANCE COATINGS Exhaust coatings, piston coatings, turbo coatings, and much more hpcoatings.co.nz / 09 267 1007 / Unit O/62 Mahia Rd, Manurewa, Auckland

CAR VALUATIONS NZ LTD Car valuations — nationwide — where we’re needed carvaluation.co.nz / 0800 5000 40 / Nationwide

DRIVELINE/ BRAKES

BRAKES, GEARBOXES, DIFFS, DRIVESHAFTS, AND AXLE PARTS AND REPLACEMENTS

AUCKLAND DIFFS R US Not only diffs, also chassis fabrications, suspension, tubbing, custom body modifications 09 270 0855 / 4A Kaka Street, Otahuhu, Auckland

MP AUTOPARTS Clutch and brake specialists - including testing, rebuilding and modifying mpautoparts.co.nz / info@mpautoparts.co.nz / 0800 CLUTCH 28 Montgomery Crescent, Maoribank, Upper Hutt

SOUTHLAND PADDON RALLYSPORT GROUP Winmax brake pad suppliers for street, drift, offroad, circuit and rally paddonrallysport.co.nz / 027 318 1748 / info@paddonrallysport.co.nz / 26 Silverstone Drive, Highlands Motorsport Park, Cromwell

NATIONWIDE BUYBRAKES Performance brakes, rotors, pads, StopTech Big Brake Kits, Hawk brake pads buybrakes.com / glen@buybrakes.com / 021 420 120 / 1800 014 685

COOLANT

58.45

47.00

2x Pack Dex-Cool Long Peak Conv Green Coolant Life Antifreeze/Coolant & Antifreeze 3.78L

OIL/LUBRICANT

26.37

19.55

Honda Accord, Civic, Odyssey + Front Brake Pad Set

Mazda, Nissan & Suzuki Front Brake Pad Set

FILTERS

31.10

A1358 Ryco Air Filter

TIME MPH

Reece Fish Brendon Shearing Aaron Jenkins Ben Morris Craig Hedley Kerry Stewart Daniel Southall Gary Bogaart Dave Moyle Aaron Thomas Tony Gera Mike Carlton Aaron Jackson Geoffrey Dann Azhar Bhamji Ben Moorcock Roger Binnema Mike Bari Tony Witinitara Craig Smith Ross Whelan Darren Riches Oshana Solaka Ray Peterson Kathryn McDonald Chris Daley Warren Black Jason McKillop Dallas Graham Geoff Sadler Aaron Williams Garth White Wayne Fowler Tim Lacey Matt Kriletich Aaron Costello Abdul Samad Ian Rainbow

1956 Chev Bel Air 7.38 1971 Holden HQ Monaro 7.95 1977 Holden Torana 8.14 1969 Chev Camaro 8.37 1994 Toyota Supra 8.46 1923 Chrysler Bucket 8.45 1969 Chev Camaro 8.59 1975 Falcon XB Coupe 8.67 1989 Ford XF Falcon ute 8.81 1954 Ford Pop 8.84 1970 Ford Mustang 8.92 1973 Chev Corvette 8.95 1974 Holden Torana 8.97 1969 Chev Camaro 8.99 1969 Mazda R100 9.01 1974 Mazda RX-3 9.08 1968 Pontiac Firebird 9.09 1971 Chev Chevelle 9.26 1979 Holden HZ Premier 9.33 1967 Ford Cortina 9.38 1934 Ford Model Y 9.45 1954 Ford Pop 9.66 1977 Mazda 323 9.67 1970 Ford Mustang 9.70 1969 Chrysler Valiant 9.72 1972 Holden HQ Monaro 9.80 1972 Holden HQ Monaro 9.81 1974 LJ Holden Torana 9.85 1978 Toyota Corolla Coupe 9.94 1932 Ford coupe 9.89 2015 LVV Ford Pop 9.90 1963 Ford Galaxie 9.93 1967 Chev Camaro 9.70 1981 Holden Commodore 9.94 1973 Ford XA Falcon Coupe 9.95 1969 Chev Camaro 9.97 1992 Mitsubishi Evo I 9.98 1950 Chev Coupe 9.98

194.50 173.00 169.40 168.67 164.19 162.00 164.94 159.72 158.26 152.00 150.83 154.76 151.42 160.00 152.00 155.74 149.98 148.92 146.20 147.06 143.60 133.00 147.09 139.30 137.27 141.43 137.95 137.59 134.00 136.29 136.87 140.78 138.68 132.51 135.56 141.11 138.00 136.97

ENGINE

TRIM AS RACED

540ci BBC twin-turbo 509ci BBC twin-turbo 540ci BBC twin-turbo 580ci BBC Procharger SC 2JZ Turbo 540ci BBC SC 406ci SBC Procharger SC 408ci SBF nitrous 563ci BBF nitrous 408ci SBC twin-turbo 480ci BBF nitrous 540ci BBC SC 555ci BBC nitrous 540ci BBC twin-turbo 13B turbo 13B turbo 540ci BBC NA 598ci BBC nitrous 540ci BBC Procharger SC 302ci Windsor turbo 427ci SBC NA 540ci BBC NA 13B turbo 417ci Windsor NA 604ci BB Mopar NA 540ci BBC SC 555ci BBC SC 421ci SBC NA 1UZ turbo 496ci BBC NA 400ci SBC NA 551ci BBF nitrous 454ci BBC SC Buick V6 Turbo 410ci BBF NA LSX Turbo 4G63 turbo 572ci BBC nitrous

E85, ET Streets C16, exhaust removed, DOT Hoosiers E85, DOT Hoosiers C16, exhaust removed, DOT Hoosiers E85, ET Streets Avgas, exhaust removed, full slicks C16, exhaust removed, DOT Hoosiers C16, exhaust removed, ET Streets C16, ET Streets Avgas, exhaust removed, DOT Hoosiers Pump gas, exhaust removed, ET Streets Avgas, ET Streets Avgas, exhaust removed, DOT Hoosiers Pump gas, full exhaust Pump gas, exhaust removed, ET Streets Pump gas, DOT Hoosiers C16, exhaust removed, ET Streets C16, exhaust removed, DOT Hoosiers C16, DOT Hoosiers Avgas, exhaust removed, DOT Hoosiers C14, exhaust removed, DOT Hoosiers Avgas, exhaust removed, ET Streets E85, MT Slicks Q16, ET Streets Pump gas, DOT Hoosiers Avgas, exhaust removed, DOT Hoosiers Avgas, exhaust removed, DOT Hoosiers Avgas, exhaust removed, DOT Hoosiers E85, DOT Hoosiers Pump gas, ET Streets, uncapped Avgas, exhaust removed, MT Slicks C12, DOT Hoosiers Avgas, DOT Hoosiers Avgas, exhaust removed, ET Streets C12, exhaust removed, ET Streets Pump gas, DOT Hoosiers E85, DOT Hoosiers C16, exhaust removed, Dot Hoosiers

NEW ZEALAND’S QUICKEST STREETCAR RULES Cars must be registered and have a WOF, drive back up the return road, have raced within the last two years, and still belong to the driver who set the time. If you know anyone who should be on the list, make sure to let us know by emailing editor@performancecar.co.nz with their timeslip

53.54

A1597 Ryco Air Filter Honda

YOUR FIRST CHOICE FOR; BRAKES, LUBRICANTS, ADDITIVES, FILTRATION, TOOLS, SUSPENSION, CAR CARE AND MORE!

FREE DELIVERY NATIONWIDE

myautomotive.co.nz

YELLOW TEXT DENOTES A NEW ENTRY OR BETTERED ET

45.95

NEW ZEALAND–IMPORT DRAG RACING RECORDS

Mobil 1 5W30 SN 1L

BRAKE PADS

CAR

Mobil 2 Stroke Oil 1L

NEW ZEALAND’S QUICKEST STREET CARS

New Zealand’s online auto store

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38

DRIVER

TEAM

CAR

QUARTER-MILE ET

Rod Harvey

Yuasa / Terry’s Chassis Shoppe

Toyota Celica

5.90 @ 384kph (239mph)

DRIVER

TEAM

CAR

QUARTER-MILE ET

Charlie Bates Cory Abbott Brent Curran

Mazda-B8’s Terry’s Chassis Shoppe CBR / Castrol EDGE

20B Dragster Mazda RX-7 Series 6 Mazda RX-2

6.50 @ 337kph (210mph) 6.63 @ 304kph (189mph) 6.89 @ 326kph (203mph)

DRIVER

TEAM

CAR

QUARTER-MILE ET

Reece McGregor Robbie Ward Reece McGregor Nick Reiri Chris Kingstone-Cox Matt Buttimore Ben Cox Adam Wigg Aaron Barnes Tony Markovina Sam Khamis

Heat Treatments Racing R.I.P.S Racing Heat Treatments Racing Lawton RE Privateer/Rotamax CBR RSL / NZ Car Parts Wigg Motorsport Privateer Maz-Sport M&M racing

Nissan 350Z (VQ35) Nissan R32 GT-R MGAWOT III Nissan Skyline R32 GT-R Mitsubishi Evolution VIII Mazda 1300 Mazda RX-3 (20B) Datsun 1200 coupe Nissan Skyline R34 GT-R (VH45) Mazda RX-3 (20B) Mazda RX-7 Series 5 Mazda RX-3

7.09 @ 329kph (205mph) 7.28 @ 312kph (194mph) 7.41 @ 310kph (193mph) 7.65 @ 273kph (170mph) 7.68 @ 288kph (179mph) 7.74 @ 269kph (184mph) 7.79 @ 286kph (178mph) 7.81 @ 289kph (180mph) 7.83 @ 267kph (165mph) 7.84 @ 286kph (178mph) 7.97 @ 240kph (149mph)

DRIVER

TEAM

CAR

QUARTER-MILE ET

Kris Robb Mathew Buttimore Dean Hargreaves Craig Hedley Jeremy Hewson Ryan Baldwin Craig Davis Jason Horn Leon Ruby Tony Markovina Hilton Bush Dick Richardson Shane Herbert Arif Samad Chris Anderson

10 Tenths CBR Rotamax Speedy Signs Putaruru Panel & Paint Privateer CBR / Pro Tint GRP / Hytec Engines / Top RPM Super Freight Maz-Sport Privateer Hytech Engines / GRP Maz-Sport M&M racing Anderson Construction

Mazda RX-7 Series 4 Mazda RX-4 Mazda RX-3 Toyota Supra Toyota Starlet (13B) BMW E36 (13B) Mazda RX-2 Mitsubishi Lancer Mazda RX-7 Series 1 Mazda RX-3 (12A) Mazda RX-2 Mitsubishi Evolution I Mazda RX-3 (12A) Mazda 323 (13B) Ford Courier

8.03 @ 267kph (165mph) 8.13 @ 265kph (164mph) 8.30 @ 260kph (162mph) 8.46 @ 265kph (164mph) 8.54 @ 252kph (157mph) 8.56 @ 246kph (153mph) 8.38@ 267kph (166mph) 8.59 @ 255kph (159mph) 8.63 @ 254kph (157mph) 8.66 @ 246kph (153mph) 8.70 @ 248kph (154mph) 8.78 @ 260kph (162mph) 8.82 @ 240kph (149mph) 8.82 @ 251kph (156mph) 8.88 @ 251kph (156mph)

DRIVER

TEAM

CAR

Aaron Baldwin Azhar Bhamji Zach Sayer Paul Norris Joel Marsh Michael Zahorodny Scott Tolhurst Jon Peplow Suheib Kareem Chris Anderson Ben Moorcock Tim Hawke Oshana Solaka Dallas Graham Rob Kelly Jon Peplow Aidan Reidy Anton Silva Curtis Crichton-Sigley Dallas Graham Raja Bhatti

Privateer Prowear Privateer Privateer Rotamax West Auckland Rotary Privateer S.P.E.C Performance M&M Racing Anderson Construction Privateer Privateer APE Racing Privateer NZ Car Parts S.P.E.C Performance Untamed Motorsport Ruff Red Rota Racing Privateer Privateer Edgell Performance Racing

BMW E36 (13B) Mazda R100 (13B) Nissan Cefiro (RB30) Ford Escort Mk II Mazda RX-3 coupe Toyota Starlet (13B) Toyota Soarer (1UZ) Honda Civic EG Mitsubishi Mirage (4G63) Ford Courier Mazda RX-3 (13B) Toyota Corolla KE20 (1UZ) Mazda 323 (13B) Toyota Corolla KE35 (1UZ) Toyota Corolla KE25 Nissan GT-R R35 Mitsubishi Lancer Evo I Mazda RX-7 (12A) Nissan Skyline BNR32 Toyota Corolla KE35 (1UZ) Mitsubishi Evo III

QUARTER-MILE ET 9.02 @ 238kph (148mph) 9.15 @ 248kph (154mph) 9.15 @ 232kph (144mph) 9.16 @ 241kph (150mph) 9.27 @ 238kph (148mph) 9.28 @ 234kph (145mph) 9.28 @ 225kph (140mph) 9.30 @ 237kph (147mph) 9.44 @ 226kph (141mph) 9.46 @ 235kph (146mph) 9.48 @ 230kph (143mph) 9.59 @ 217kph (135mph) 9.67 @ 236kph (147mph) 9.71 @ 220kph (137mph) 9.78 @ 220kph (136mph) 9.80 @ 240kph (149mph) 9.80 @ 231kph (147mph) 9.87 @ 228kph (142mph) 9.92 @ 231kph (147mph) 9.94 @ 215kph (134mph) 9.96 @ 231kph (147mph)

SILICONE HOSING ALUMINIUM PIPING

OVER 400 DIFFERENT TYPES QUALITY • SERVICE • KNOWLEDGE • LATEST RANGES WHANGAREI . HENDERSON . PENROSE . HAMILTON . PALMERSTON NORTH . LOWER HUTT . CHRISTCHURCH