dy geer

CREAM-OF-THECROP RB25 CEFIRO

FIRE-BREATHING 1JZ-GTE MARK II

$10.99 INCL. GST

DEC. 2019

276 ISSUE

9

MUSCLE GARAGE

S U N D A Y S

O N

416803 800821

+ ASHLEY FOREST RALLYSPRINT KIWI ROTOR MEGA MEET +K +W WASTEGATE TECH

CONTENTS

RISIN’ TO THE TOP

RB25 CEFIRO SLIDER

598 REASONS

SUPER-RARE TYPE R CIVIC

NEVER STOP PUSHING GEN SIX OF THE LSM EVO

UNCHARTED TERRITORY

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376KW JZX110 SLIDER

36

58 64

004 EDITORIAL 006 ED. TEAM CHATTER 008 NEWS 012 GIG GUIDE 014 SOCIAL SLAM 049 SUBSCRIBE AND RECEIVE 078 FAST FACTS 084 DRIFT SOUTH R2 088 CRUISE MODE 090 P’CAR BABE 092 WEEKEND WARRIOR 094 NAC INSURANCE TIPS 096 PRODUCTS 098 UNDER CONSTRUCTION 102 LOCAL SPECIALISTS 104 DRAG TIMES

90 80

036 DETAILED DEDICATION

MEET CRISTINA DEUKETT — ARTIST WITH AN EYE FOR DETAIL

058 GRAVEL ISLAND TIME 2019 WINMAX BRAKES ASHLEY FOREST RALLYSPRINT

064 KILLER K20

PART FOUR OF OUR K20 RACE-ENGINE BUILD

080 FLOW CONTROL

UNDERSTANDING THE IMPORTANCE OF YOUR WASTEGATE

STRAIGHT CHILLIN’

KIWI ROTOR’S GREENLANE SHOWDOWN ’19

EDITORIAL

SPATIALLY AWARE

A

nyone who has perused the pages of this magazine over the years will undoubtedly know that I have an obsession with workshop spaces. To me, this is almost as important as the projects that reside within, and I think you can tell a lot about a person by the shed they keep. It’s something that has dictated the living situation for my ever-supportive partner and me every time that we’ve shifted.

I’ve been lucky to have had some pretty special workshop spaces over the years, from the Kerikeri party pad, complete with garden bar and huge gravel skidpad, to the Remuera mansion where I soda blasted and painted shells — much to the neighbourhood’s dismay — to our Penrose shop, where I built the rotary E36.

When building the Penrose shop, I was under strict instructions that we would have to leave when we became parents, which happened. Anyone who knows the Auckland property market will know that it’s a real struggle; getting a house within budget is hard enough, let alone focusing on the shed size over the state of the white picket fence. But we took the risk on a site that no one else wanted, and it just so happened to have a rather large, yet quirky, shed on it.

The last year-and-a-half has been full-on building a house to live in, so setting up the shed was neglected.

I kind of just gave it a lick of paint, slapped up some artwork, and existed in there. However, with the house now coming to completion, it’s finally time to dig in and get it set up and looking/functioning the way I have it pictured in my head.

Far from your typical garage, it’s been built on poles due to its location, which means it has a rather thick wooden floor. While that might give it an aesthetic that recalls the car shed in Days of Thunder where they build the Daytona car, it’s certainly not the ideal floor surface for chassis set-ups. I had a ton of larch plywood offcuts, so lining the walls has been my most

recent project, before chucking up my Initial D wall art from the old shop, as well as some other artwork that I’ve been hoarding.

This will be a work in progress, as I’m kinda fussy about this sort of thing and want it all to mean something to me personally. As with any workshop, keeping the place clutter-free is the biggest challenge, but two mezzanines now hide away most of those parts I’m hoarding ‘just in case’.

To keep the metal mess confined, I’ve built a small fabrication room off to the side, something I’ve long wanted in every shop; seriously, that crap gets everywhere. Long term, I’ll make use of the large unused space under the shop that has internal stairs by building a machine shop. Lighting is all LED — long gone are the days of big power-hungry fluros — and I even managed to score some vintage shades out of an old ’50s-era factory to focus light in the shop’s centre where the midget will live between race meetings.

The shift to racing speedway means that I needed to be more mobile, so everything is on castors, from the tool boxes to the wheel rack, work benches, and obligatory pit cart. That means we can ship out for some late-night hype on a Saturday and then roll everything back in the shop come Sunday, ready to get repairs under way.

I’m about halfway through finishing the space, and, with a full summer of racing coming up, it’s going to get very busy. At least this time my bedroom doesn’t have a direct door to the shop (eh, Michelle?).

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 PROOFREADER Odelia Schaare SENIOR DESIGNER Mark Gibson DESIGNER Day Barnes ADVERTISING COORDINATOR Renae Fisher CONTRIBUTORS Richard Opie, Chris Protheroe, Tony Crossed, Ben Crowe, Strong Style Photo, Brodie Geering 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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Parkside Media uses due care and diligence in the preparation of this magazine but is not responsible or liable for any mistakes, misprints, omissions, or typographical errors. Parkside Media prints advertisements provided to the publisher but gives no warranty and makes no representation to the truth, accuracy, or sufficiency of any description, photograph, or statement. Parkside Media accepts no liability for any loss which may be suffered by any person who relies either wholly or in part upon any description, photograph, or statement contained herein. Parkside Media reserves the right to refuse any advertisement for any reason. The views expressed in this magazine are not necessarily those of Parkside Media, the publisher, or the editor. All material published, gathered, or created for NZ Performance Car magazine is copyright of Parkside Media Limited. All rights reserved in all media. No part of this magazine may be reproduced in any form without the express written permission of the publisher.

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OPEN YOUR F@#KING EYES

I

t’s not often that an experience pushes me into an angry rant; in most of those circumstances, it’s simply a case of gritting my teeth and letting it go. But when that same experience occurs day in, day out, and seems to be localized solely to the place you live, it’s hard to ignore forever.

I’m talking about people pissing around at traffic lights.

Why Aucklanders have such an issue with paying attention when stopped at traffic lights is beyond me. It’s a very straightforward task that so many continue to fail at actioning. When the lights are red, you stop — although this first step seems to be hard enough for some — and wait behind the allocated line, watching for the light to change to green, then promptly get on your way. Surely that’s easy to grasp?

In practice, you may as well be asking people to calculate the sum of pi multiplied by 2.4 million, divided by 72, and then add pi again, all in their head

within a five-second time frame. Either these people are sitting at the lights trying to solve this equation, or they’re doing anything but paying attention. Dicking about on Facebook and Instagram is probably to blame for the most part, as seen by the rising number of drivers being snapped using their phones while driving, although there are clearly some who are daydreaming while the light shows green and a long queue of people sit frustrated in wait behind them.

There’s already a huge issue with congestion in all our major cities, and because no one seems willing to actually leave the heaving clusterf@#k that is Auckland, it only gets worse. With these trafficlight hold-ups that reduce a green-light phase to one or two cars making it through, we’re seeing more and more red lights run, frustrated drivers, and potential crashes as a result.

All you’ve gotta do is sit there, watching the light, and mash the gas when it goes green. If it

CONTRIBUTORS

RICHARD OPIE

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RYAN VAN PELT

helps to imagine you’re sitting at the front of the grid at Fuji or about to run the line at your local dragway, do it. You’re the initial bottleneck that needs to clear, but those of you lined up behind don’t get off lightly, either, as it’s also pretty common for the person behind to piss about, taking a few seconds to click that the car in front has gone.

That 30 seconds of attention can make all the difference to your and others’ commute. Seeing as we’re creatures of habit, and these drivers tend to take the same route home every day, they should know when it’s about to go green by the phasing.

So let’s make it easier on each other — open your f@#king eyes!

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

STRONG STYLE PHOTO

TONY CROSSED

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NEWS

NZ SUPERLAP 2019–’20 The country’s only Time Attack–based series, NZ Superlap, is back for its 2019–’20 season with a fresh set of dates just announced. Kicking off at Hampton Downs in November, the series will break over the holiday period before reuniting at Bruce McLaren Motorsport Park at Taupo in January, followed by Pukekohe in February, and back to Taupo in March for the final.

The previous format carries over, with Pro Open, Pro Street, and Street classes splitting the field.

Garth Walden’s 2017 season records at all three tracks still stand in the Pro Open Class, with Garth having clocked 1min 4.487s, 1min 6.217s,

and 1min 28.487s at each, respectively, behind the wheel of the Team RevolutioNZ Mitsubishi Evo (4WD) running on Yokohama Advan A050 rubber.

In Pro Street, Ian Clegg likewise retains his 2017 records in the ST Hi-tec Nissan GT-R (Toyo R888r) with a 1min 7.828s at Hampton Downs and 1min 34.472s at Taupo, while Barry Manon’s 2015 MRP Toyota Levin (2WD) record of 1min 10.821s at Pukekohe still stands. Hans Ruiterman holds his 2015 Pukekohe and 2017 Taupo records, while Matt Gray is the target at Hampton Downs from 2017.

All series information, entry details, and current records can be found at nzsuperlap.co.nz.

NZ SUPERLAP SERIES 2019–’20

PHOTO: BRODIE GEERLINGS

1. Hampton Downs Motorsport Park: 23–24 November 2019 2. Bruce McLaren Motorsport Park: 4–5 January 2020 3. Pukekohe Park Raceway: 16 February 2020 4. Bruce McLaren Motorsport Park: 28–29 March 2020

TWO OF DTMS PRIMARY SUPPLIERS JOIN FORCES

When is one bigger and better than two?

When two of the biggest wheel designers and manufacturers merge to become one. Wheel Pros and MHT Wheels have combined to become the largest automotive aftermarket wheel platform in the world, meaning double the experience, double the design power, double the impact — forging the way forward (pun intended).

Under the Wheel Pros banner, the newly formed conglomerate — along with our own DTM Wheel & Tyre Ltd — will continue to boast all your favourite brands: Dub, Foose, Fuel, Niche, Rotiform, US Mags, KMC, XD, Asanti, American Racing, Moto Metal, Helo, Motegi Racing, and a whole lot more.

Celebrating 30 years in the business this year, DTM Wheel & Tyre Ltd continues to be the New Zealand distributor for Wheel Pros, and supplies that company’s massive range alongside DTM’s own popular brand and other heavy hitters such as Lenso wheels. DTM also supplies an amazing range of tyres, including Nexen, Atturo, Altenzo, Hercules, and Monsta.

Expect a bunch of fresh offerings to be available at DTM in the near future, off the back of this massive merger!

THE BLING COMPANY BRINGS YOU RWB NZ 003

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Two have already been built on our shores, which you may recall from the cover of NZ Performance Car issue No. 233, although the secretive fraternity that is Rauh-Welt Begriff (RWB) has remained all but a mystery to most of those outside its membership.

Few get the chance to see RWB’s creator, Akira Nakai — known for reinventing the Porsche 911 with huge overfenders, 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 and 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 super-exclusive viewing opportunity. Entry is just $5 per person, and all proceeds are to be donated to Waikato Westpac Rescue Helicopter, Starship Foundation, and Cancer Society.

Lock the date into your calendars, people; this may be your only chance to see a genuine RWB crafted in the flesh, by the master himself.

Follow ‘The Bling Company’ on Facebook for further updates.

MIKE YOUNG DOMINATES RALLY HOKKAIDO He told us it was his favourite event back in Issue No. 268 of NZPC, and now Kiwi rally driver Mike Young has claimed the top spot at the penultimate round of the Asia-Pacific Rally Championship (APRC), Rally Hokkaido.

Mike ended the two-day event with a massive 7min 18s lead over his nearest competitor, piloting

4&ROTARY SOUTH ISLAND CHAMPS ADDS THIRD DAY While the annual main-island party that is the 4&Rotary South Island Champs was announced as a reduced two-day banger for 2019 (over 16–17 November), seeing the traditional Saturday track day–and–Sunday show day format switched to the show on Saturday and track day on Sunday, we’ve received word that a third day has just been added.

Open to all pre-’90s Japanese cars, along with all rotary-powered cars, Friday, 15 November will be known as ‘Japfest’ and go down at Timaru International Motor Raceway.

All competitor and spectator entries will be administered at the gate, so you won’t need to pre-register, and there’s no risk of missing out on a spot, as long as you get there early enough! Gates will open at 10.30am, with the track live between 11.30am and 5pm.

Further information can be found on the Facebook event page; simply search ‘2019 South Island Japfest’.

the new Cusco-built Toyota TRD C-HR on its rallying debut, and was the quickest across all 16 stages.

“It’s really, really awesome to have the win on debut with the C-HR — it couldn’t have gone any better,” the 26-year-old said. “Having done three days of testing with the car, I knew what it was like — that it was strong. All I had to do was to concentrate

After a seven-year absence, despite the efforts of the long-suffering rallying community, Rally New Zealand will finally return to the FIA World Rally Championship (WRC) in 2020! It’s the culmination of years of work to see the top tier of rallying return to our shores, and, while we’ve been snubbed more than a few years in a row, we can finally celebrate.

Details are still scarce, but we do know two things: when and where. Auckland is set to be the host for the rally over 3–6 September 2020. It will be the 10th round of the WRC season, following Rally Finland and ahead of Rally Turkey.

With New Zealand’s return, alongside rallies in Japan, ending a 10-year hiatus, and Kenya, the first time that a rally will have taken place in Africa since 2002, next year’s season will also mark the first

2020 FIA WRC 1.

2.

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Monte Carlo: 23–26 January Sweden: 13–16 February Mexico: 12–15 March Chile: 16–19 April Argentina: 30 April–3 May Portugal: 21–24 May Italy: 4–7 June Kenya: 16–19 July Finland: 6–9 August New Zealand: 3–6 September Turkey: 24–27 September Germany: 15–18 October Great Britain: 29 October–1 November Japan: 19–22 November

on my job and, most importantly, have fun.”

It marks the seventh round on the APRC calendar and the third for the APRC Asia Cup, which Mike also currently leads. With the series final, Rally China, set to take place over 26–27 October, both the Asia Cup winner and the APRC winner will be decided.

time rallies have been held across six continents.

“It’s no secret we wanted to further globalize the series by incorporating more events outside Europe, and we’ve achieved that next year with this exciting new-look calendar,” said Oliver Ciesla, managing director of WRC Promoter.

“New Zealand requires no introduction. It has a long and successful WRC history, and the return of its curving billiard-table-smooth special stages near Auckland will be one of the year’s highlights …

This is the most varied WRC calendar ever in terms of geographic locations, visiting six of the world’s seven continents.”

The 2020 FIA WRC will kick off in Monte Carlo over 23–26 January 2020 and see Japan play host to the final in November.

BMW RECALLS A90 SUPRA — YES, BMW!

weight saving. Even though the class restricts the aero quite heavily, Dr Sammy Diasinos, the man responsible for the outright WTAC 2018–winning RP968 Porsche aero package and a former Formula 1 aerodynamicist, has developed an aero package for the vehicle. Diasinos says that the front splitter and wing package that he has developed should provide a significant increase in downforce and cornering ability.

We won’t see a seasoned driver piloting the car; the driver’s set to be a member of Hyundai’s product-development team — a ploy to aid the testing of the new parts.

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ANIMAL STYLE

For the first time since the event’s inception, the World Time Attack Challenge (WTAC) will see a factory-backed entry thanks to Hyundai.

Set to compete in the Clubsprint Class during the weekend of 18–19 October, Hyundai will field an i30 Fastback N that has been modified

by Hyundai Australia’s product-development team, with assistance from the brand’s highperformance team in Korea.

The car cops a couple of parts from the i30 N Project C, while the power train has been upgraded with a bigger snail and intercooler and retuned to suit. Gone is most of the interior in the name of

IS COMING DOWN UNDER

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. Representing homegrown US talent, these days, Animal Style is a global name in the drifting community, letting its drifting do the talking in countries such as Japan and Australia.

The team has caught the attention of the drifting greats and picked up tricks from the best, the likes of Naoki Nakamura and Team Burst.

Now, thanks to the team behind the massively successful Pinkstyle GP, which saw Naka 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!

Dubbed the ‘Animal Style GP’, the two-day bash will see Animal Style founders Julian Jacobs and Jason Bostrom venture down under to carve their signature on the Hampton Downs Club Circuit, on Saturday, 18 January and Monday, 20 January 2020.

Saturday will host the public showcase and driver comp, where our American guests are set to throw down individual demonstration sessions for your viewing pleasure and share the track alongside New Zealand’s own driving talent.

Monday will be a whole lot more intimate, with the duo letting their hair down and getting amongst a select handful of invited local drifters with no spectators.

Tickets and entry details are yet to be released, so go follow the D-Club and C’s Garage social-media channels (@dclubgp, @csgarage) to stay up to date.

PHOTO: ELLIOT GOLDEN

HYUNDAI BECOMES FIRST FACTORY-BACKED WTAC ENTRY

It’s barely started to hit dealership showroom floors and the 2020 Toyota Supra has already faced a pretty solid roadblock that will see up to seven vehicles completely replaced.

According to documents published with the US National Highway Traffic Safety Administration, the 2020 Toyota Supra is subject to a safety recall for seat-belt guide loops that may feature improper welds.

It’s not much of a laughing matter for the most part, but the Internet finds it damn well hilarious considering that it wasn’t the Japanese automaker that made the recall but BMW. As has been covered extensively in the lead-up to the Supra’s release, it’s the German automaker that manufactures the car in Austria — meaning it’s responsible for the potential defect.

In the event of a crash, the faulty welds may not let the seat belt do its job and restrain the driver properly. There are just seven cars suspected of being affected by the issue.

Toyota will handle the inspections and reach out to owners directly by phone. None of the affected vehicles is believed to be in New Zealand.

D1NZ TO BE LIVE-STREAMED ON SKY SPORT

The powers behind the national drifting championship, D1NZ, have confirmed a major broadcasting deal with Sky Sport that will see the series live-streamed on TV for the first time. Announced earlier this month, the deal will see the full SpeedWorks Events calendar exclusively broadcast to New Zealand audiences. The deal extends to all five rounds of D1NZ, including stand-alone dates that are not under the SpeedWorks banner.

The broadcasts will feature highlights from qualifying followed by the Top-32 competition. If you miss the live broadcast, you can catch up on all the goodness via Sky Sport and the Sky Sport Now app.

NEW WORLD RECORD

Puerto Rico’s Venenum Racing reset the import drag racing ET world record at Maryland International Raceway early in October in the 2JZ-powered Scion BR-Z Pro-Import with a 5.55s at 254mph. The pass also claims the 1/8-mile record with a 3.69 at 210mph. It bumps Kiwi racer Rod Harvey out of the top three, although Rod retains his speed record with 256.02mph.

EVANS BROTHERS GO LEGO

Kiwi drivers and brothers, Mitch and Simon Evans, will be immortalized in miniature form as their Jaguar team is to be replicated in Lego.

Mitch pedals for Jaguar in the international FIA Formula E series, while Simon races in the eTrophy support series. Both team vehicles will be captured in the ‘75898 Formula E Panasonic Jaguar Racing GEN2 car & Jaguar I-PACE eTROPHY’ Lego set, which will be available to the public from 1 January 2020.

“Mitch and I both played with Lego when we were younger but we never would have dreamed that one day we would be part of a racing team that was captured in a set,” says Simon Evans. “It is our hope that these sets help inspire the next generation of Kiwi motor-racing drivers in some way.”

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

OCTOBER

WAIMATE 50, WAIMATE Clocking up a whopping 60 years, the Waimate 50 has become one of the most iconic motorsport events in the country. Each year, thousands descend on the small South Canterbury town of Waimate, a tradition spanning back to 1959 when a young Bruce McLaren went on to win the 50-lap around-the-houses street race. This year’s incarnation will go down between 25 and 27 October (Labour weekend) and promises a series of toptier motorsport names, including the likes of Hayden Paddon, ‘Fanga Dan’ Woolhouse, and Kenny Smith, among the many drivers who flock from all over to get in on the tight and unforgiving 1.3km Waimate Street Circuit. It’s a race in which the spectators are able to get close enough to the madness to taste the rubber, and the 60-year celebration of the event is one not to miss. Tickets are available at waimate50.co.nz.

25–27 OCTOBER 2019 NZ DATSUN NATIONALS Hanmer Springs --------26 OCTOBER AUCKLAND MR2: THE COROMANDEL LOOP BP service station, Drury --------26 OCTOBER CRUISING FOR HOPE Hampton Downs Motorsport Park, Te Kauwhata --------26–27 OCTOBER FLAT NATS ’19 Pukekohe Park Raceway, Pukekohe / Meremere Dragway, Meremere --------28 OCTOBER EUROHAUS 2019 Bruce McLaren Motorsport Park, Taupo

NOVEMBER

BIG BOYS TOYS, ASB SHOWGROUNDS, AUCKLAND It’s one of the country’s iconic automotive shows, and this year Big Boys Toys will celebrate 21 years in the game. As you’d expect, organizers are putting on a banger of an event to mark the occasion, with the latest and greatest products and services from the automotive, lifestyle, and consumer electronics industries encompassing six halls filled to the brim.

The Driven Hall is the premier automotive area, and, according to the team behind it all, this year’s supercar is arguably the greatest ever.

Meanwhile, the Action Arena will offer up all the extreme sports your mind can handle. It will feature the world’s best freestyle motocross rider, Levi Sherwood, as well as BMX icon Jed Mildon hitting the 8m high mega ramp. Early bird ticket specials are available now. To purchase or find additional information, visit bigboystoys.co.nz.

2019 V 4&ROTARY SOUTH ISLAND CHAMPS SOUTHERN TRUST EVENTS CENTRE / TIMARU INTERNATIONAL MOTOR RACEWAY, TIMARU After settling into the event’s new homes at Timaru’s International Motor Raceway and Southern Trust Events Centre over the past few years, the team at 4&Rotary is back again for a serious shake-up of the southern scene with a full-on two-day affair. Gone is the Friday, the focus being on a sharper two-day format. The show- and track-day order has been switched up too, with the Saturday to be spent at the Southern Trust Events Centre to kick off the 4&Rotary show season, before the chaos will move to Timaru International Motor Raceway on Sunday for a solid stint of track bashing that will include the regular hard park, drifting, cruise sessions, power skids, and a grasskhana for all entrants. Mark this one down on your calendars. Entry is now open; head to the4androtary.co.nz for all the info.

1–3 NOVEMBER BIG BOYS TOYS ASB Showgrounds, Epsom, Auckland --------2 NOVEMBER LAID OUT AT THE LAKE 2019 Great Lake Centre, Taupo --------2 NOVEMBER NOTHN FANCY DRIFT FOR HOMES OF HOPE Evergreen Drift Park, Meremere --------2 NOVEMBER SOUTH ISLAND ENDURANCE SERIES, ROUND FOUR Mike Pero Motorsport Park, Ruapuna, Christchurch --------3 NOVEMBER 2019 TRANSPEC / GT OIL TRACK DAY SERIES, ROUND FOUR Manfeild Circuit Chris Amon, Feilding --------16–17 NOVEMBER DRIFT MATSURI SPRING BREAK 2019 Bruce McLaren Motorsport Park, Taupo --------23 NOVEMBER 2KCUP, ROUND ONE Hampton Downs Motorsport Park, Te Kauwhata --------23 NOVEMBER HONDA DRAG BATTLE & MEGA MEET FEATURING HONDA PRO JASON Meremere Dragway, Meremere --------23–24 NOVEMBER NZ SUPERLAP, ROUND ONE Hampton Downs Motorsport Park, Te Kauwhata --------29 NOVEMBER–1 DECEMBER MOTUL HONDA CUP, ROUND TWO Pukekohe Park Raceway, Pukekohe --------30 NOVEMBER–1 DECEMBER NAKAI-SAN BUILDS RWBNZ 003 The Bling Company, Hamilton

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DECEMBER 7 DECEMBER 2019 OLDSCHOOL DRAGS Meremere Dragway, Meremere --------7 DECEMBER 2KCUP, ROUND TWO Manfeild Circuit Chris Amon, Feilding --------8 DECEMBER CULTURE — BACKSTREET CAR MEET 2019 Founders Theatre, Hamilton

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CONOROBPHOTOGRAPHY

THERE’S A COUPLE OF PATHS TO PIECING TOGETHER THE PERFECT TRACK-FOCUSED MACHINE ON A BUDGET: CHUCKING EL CHEAPO BITS AND PIECES AT A CAR UNTIL THE REQUIRED RESULT IS ACHIEVED, OR UTILIZING A BASKET OF SKILLS, A HANDFUL OF LOYAL MATES, AND A FEW YEARS OF HANDS-ON EXPERIENCE WITH YOUR CHOSEN PLATFORM. IT’S NOT TRICKY TO GUESS WHICH ROUTE HAMISH AND HIS A31 CEFIRO TOOK

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WORDS AND PHOTOS: RICHARD OPIE

1990 NISSAN CEFIRO

W

hen someone reckons that they’re going to slap together a hack build in the shed, it brings with it a certain set of expectations. First, this is a car that’s going to have the wheels absolutely thrashed off it, right? The priorities generally lie somewhere in the zone of function above all else.

The art of dealing to countless pairs of tyres in the name of drifting seems to provide many with the perfect excuse to build a thrasher.

Realistically, to slay a few innocent treads, the requirements are fairly simple: ample grunt under the right foot, a satisfactory chassis set-up, and a few bits and pieces in the name of safety. Looks? She’ll be right — the bumpers are gonna be hanging off or in a billion pieces by the end of the day anyway.

Like it or not, the concept of the ‘track hack’ or ‘drift missile’ has birthed some debatably dubious style choices. With this mindset, form frequently doesn’t breed function — hey, beauty is in the eye of the beholder and all that, but this memo clearly never got through to Hamish MacDonald.

Hamish is a bit of a serial Cefiro offender. Early heartbreak, with his first RB20DET-powered street-driven A31 burning to the ground,

HEART

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ENGINE: Nissan RB25DE+T, 2500cc, straight six BLOCK: Stock HEAD: Stock INTAKE: Four-inch K&N pod filter, Elwood intake manifold, 80mm throttle body, Elwood 600x300x76mm intercooler, Speedfactor silicone joiners EXHAUST: Three-inch straight-through; dual three-inch shotgun tips TURBO: Garrett 3076R WASTEGATE: Turbosmart 45mm Hyper-Gate FUEL: 373kW fuel pump, 1000cc Bosch injectors, Tomei fuel-pressure regulator (FPR) IGNITION: Factory ELECTRONICS: Link G4 Xtreme, custom wiring loom by Sparked Auto Electrix, NZ Wiring cam trigger COOLING: Fenix twin-pass radiator, Elwood Parts silicone hoses, dual Spal 12-inch fans EXTRA: Deloomed engine bay, tucked brake lines, tubbed guards, Isuzu Mu power-steering reservoir, Larson Customs oil catch-can, Dei heat shielding, Speedfactor AN fittings, Garage Zeal engine mounts, steel vacuum lines

When the bonnet is opened, the last words on anyone’s lips are ‘track hack’. Hamish has drawn on show car inspiration to keep things clean and tidy beneath the bonnet. It’s helped by the relatively simple RB25DE+T set-up, kept OEM-plus style with a hidden loom by partner-in-crime Matt Henderson of Sparked Auto Electrix

Hamish’s Cream Dream Machine is an ode to a keep-it-simple ethos. No crazy aesthetic modifications or bristling canards and winglets; an OEM appearance complete with functioning headlights and tail lights ensures that the Cefiro maintains a grass-roots appearance that wouldn’t have looked out of place some 10 years earlier. It’s testament to a taste for clean builds honed by attendance at shows during the import golden era led to his acclaimed black Cefiro. Sporting the ‘LMTBSH’ plates, the black A31 was Hamish’s opus, with a 2JZ-GTE wedged between the struts knocking out 420kW. It’s the complete package, rocking a full Bride-themed interior retrim, arrow-straight panels, and glistening Work VS-KFs. Good enough to land the NZPC 214 cover, way back in 2014, fresh from the shed, ready to tackle the world.

As Hamish puts it, “I did the obligatory show things with it, 4&Rotary Nats, Big Boys Toys.” Not having an especially prominent social-media presence meant that the car hit the scene as a bit of a surprise, to a great reception. Examining one of Hamish’s cars, it’s ironic to hear him remark, “I’ve always loved show cars, but I’m just not a fan of cleaning them.”

Nonetheless, once Hamish had grown bored of the “show thing”, the tarmac beckoned.

“I’d always intended to drift it,” he explains. “Nothing’s too pretty to put on a track.”

A little bit of street hoonage ensued — with him occasionally cooking it, but, thankfully, this resulting in no real damage — before he turned up to his first drift day.

“It was exactly as I drove it on the street, and it did the damage.

I linked the whole track on my third or fourth lap, and never looked back,” he recalls.

Embracing the sideways life wasn’t in question from this day forward, but, as well as gaining an appreciation for dispensing with a copious number of tyres, Hamish also discovered the camaraderie that flows through the drift crews.

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If one word could sum up Hamish’s style, it’d have to be ‘simple’. This extends to the interior, with the all-important retention of the factory dash shell doing away with any instruments except for a boost gauge. The Link G4 ECU is left to look after the engine, with a simple tell-tale lamp alerting Hamish to any problems beneath the hood

Buckling into the passenger seat with fellow Cefiro pilot and Team Cream stalwart Neal Jackson, Hamish was introduced to the human element of drifting.

“He took me out to show me the lines, and, if you know him, you’ll know he goes full send. It ended up with us flying off the track and taking out like 20 tyres,” Hamish says of the experience.

The subsequent unstoppable laughter was followed up with advice from Neal to, “Don’t do it like me”. The experience marked the beginning of something of a bromance, and, ultimately, the recruitment of Team Cream’s freshest member.

Eventually, something had to give. In Hamish’s case it was a clutch, and, in a moment of clarity, he decided that burning 20plus pairs of tyres in a weekend was getting a bit tough on the wallet. The kicker was the realization that the immaculate Cefiro posed a high chance of meeting its maker on the track. Enter the concept of a track hack, beater, or drift slag — call it what you will.

With all the Cefiro expertise under his belt, another A31 was

a given for Hamish. A shed full of Cefiro parts collected over the years meant that costs could be kept down, the core idea being that a track hack would be a cheaper exercise. Fellow Team Cream member Sean Jones put Hamish in touch with Quentin Waratini, whose ex-D1NZ steed was up for grabs. A deal was inked, and the slightly worse-for-wear A31 trailered back to the Waikato.

Importantly, the Cefiro already had the requisite homologated cage from front to back and an RB25DE hanging from the mounts.

The game plan was straightforward. “I love a car that looks good and is reliable, so retaining factory parts and looks is key. It’s a plus not having to work on it all the time too,” Hamish explains of the build ethos.

True to his word, the moment that the shell touched the workshop floor, Hamish stripped the car of its gutted doors and Lexan windows, replacing them with four full-weight factory doors complete with electric windows.

While the shell had escaped the certain doom of a

SHOES WHEELS: (F) 17x9-inch (+39) SSR Vienna Courage, 30mm spacer, (R) 18x10-inch (0) SSR Vienna Courage TYRES: (F) 215/40R17 Zestino semi slick, (R) 235/40R18 Evergreen

Simple it may look, but the journey was almost cut short on the dyno. During the car’s initial tune session, the flywheel “shat itself all over the dyno cell,” according to Hamish. The car still wears its battle scars with pride: a welded-up slice in the driver’s side floor, and the torn skeleton of the bonnet bear testament to the near disaster

Induction to Team Cream came almost accidentally. Hamish reckons that he sort of suggested that the new car would look sick painted in the pearl cream hue.

The boys agreed, and, with it, the affiliation became official. All that’s left is to run some tyre-blazing trains with the lads

tube-front-end modification, the inner guards had been completely chopped out. Fine for your average hack maybe, but, preferring a cleaner look, Hamish stitched in new tubs, before sandblasting the remainder of the car to unearth any surprises. The rear arches were a bit worse than anticipated, so a pair of Garage 13 widebody quarters were shipped over from Australia to tidy up past sins. With these grafted onto the car, along with full Origin Labo Stylish Line aero, the Cefiro put on yet more trailer kilometres, bombing down to Spray Factory in Palmy for a coat of Team Cream exclusive cream pearl by good mate Greig.

With the exterior look locked in, Hamish and hometown buddy Matt combined their talents to piece together the screaming RB beneath the bonnet. Hamish explains that he’s a man who likes to do his homework, citing parts choices suited to specific power goals, attention paid to heat management, and the use of quality bits and pieces throughout — hack or not. Surprisingly, the core engine is an unopened RB25DE. “I literally touched nothing on the long block,” Hamish says.

“These things go well, and I was never going to be pushing it to the limit with the original gearbox.”

A high-mount Garrett 3076R hangs off the hot side, with the external ’gate venting through the guard for flamin’ fun times. Selffabricated piping runs via an Elwood front mount into an Elwood front-facing plenum, achieving the desired clean appearance.

Matt wired up the Link G4, with the end result being a stout 275kW at 7800rpm. But that itself was not without trials: the initial dyno tune ended in near disaster, with the flywheel ejecting itself via

PERFORMANCE

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POWER: 275kW at 7800rpm FUEL: 98 octane TUNER: Brent at Dynopower

INTERIOR SEATS: Bucket seats, Takata four-point harness STEERING WHEEL: Grip Royal suede INSTRUMENTATION: Auto Meter boost gauge EXTRA: Six-point roll cage, Driftworks handbrake, Trust gear knob

How good are the SSR Vienna Courages though?! While not a conventional choice, the chrome-dished quartet of rims is the blingy yin to the stark cream tone’s yang, endowing the Cefiro with just the right motherland-influenced aesthetic EXTERIOR PAINT: Cream by Spray Factory, Palmerston North ENHANCEMENTS: Origin Labo Stylish Line kit, Origin Labo bonnet vents, Dmax-style rear spoiler, Garage 13 widebody rear over-fenders, mirror-tinted windows, graphics by Sign Tint, reproduction brick headlights, facelift chrome grille, facelift tail lights

SUPPORT

DRIVELINE

STRUTS: XYZ drift coilovers (14kg front, 11kg rear springs) BRAKES: (F) Four-pot Skyline calipers, Znoelli 280mm slotted rotors; (R) Skyline single-pot calipers, uprated pads, hydraulic handbrake EXTRA: Skyline five-stud conversion; Tomlin Power modified knuckles; Kune RE lengthened and gusseted LCAs; adjustable front castor arms; adjustable rear camber, castor and traction arms

GEARBOX: Nissan R33 RB25 five-speed CLUTCH: Competition Clutch five-puck plate, heavy-duty pressure plate FLYWHEEL: Competition Clutch billet flywheel DIFF: Welded Skyline R200 5x1 (4.3)

the bellhousing, firewall, floor, and any other path of least resistance it could find. Hamish admits that some flashbacks of his earlier Cefiro’s fiery demise passed through his field of vision. While the damage was comprehensive — the original ‘small’ five-speed box was scrap — he knuckled down, enlisted the help of some good mates, and had the Cefiro running again in reasonably short order.

The battle scars remain on the bonnet and in the driver’s footwell.

Chassis-wise, the Cefiro is reasonably simple. XYZ drift coilovers drape the arches over sparkling 17x9-inch front and 18x10inch SSR Vienna Courage three-piece wheels. A complement of adjustable arms, lengthened front lower control arms (LCAs), and appropriate steering components means that the Cefiro is a little more driftable than a merely slammed car. Conversely, Hamish is the first to admit that a low ride height takes precedence over ultimate performance.

For now, though, it’s all about driving — that, and deflecting the barrage of friendly banter from the rest of the Team Cream boys over Hamish’s interpretation of exactly what constitutes a ‘beater’: an engine bay that you’d serve a Michelin-star meal from, with an interior equipped well enough not to look out of place in a top-level circuit car.

It turns out that building a track hack doesn’t necessarily mean making it look like a scrapyard refugee. For Hamish, Cefiro number three is the culmination of several years mucking about with the pride of Nissan’s taxi fleet; testament to knowing how and where to spend the money, and that good old Kiwi DIY attitude — with a little help from a couple of cold beers and a handful of great mates.

DRIVER PROFILE DRIVER/OWNER: Hamish MacDonald AGE: Too old LOCATION: Waikato OCCUPATION: Contractor BUILD TIME: One year LENGTH OF OWNERSHIP: Two years

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THANKS: Matt at Sparked Auto Electrix; Craig at Sign Tint, Matamata; Greig and Emma at Spray Factory, Palmerston North; Troy at Repco Matamata; Evan at Speedfactor; Nan at The Bling Company; Harvey at Allenco Marine; my partner, Taylor; Sean, Rodney, Mum, and everyone else who has helped along the way

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SLAMMED WITHIN AN INCH OF ITS LIFE, SPITTING FLAMES OUT THE BONNET, AND BLOWING THE REAR TYRES OFF WITH 376KW ON TAP — TRY NOT TO LOVE THE JZX110 AFTER THIS WORDS: JADEN MARTIN PHOTOS: STRONG STYLE PHOTO

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P

eel back the endless layers that make up the trials and tribulations of a ground-up build the likes of which you’ll find on these pages, and you’ll see they always follow a pretty straightforward equation, an equation that dictates exactly how far things will get out of hand. That end result relies on three simple factors: how much time you have to dedicate, what budget you’re willing to commit, and how willing you are to reach the vision in your head. Max out all three and you’re building the car to end all others. However, as many have learned, no build is ever that simple, and when levels begin to fluctuate, it’s the ultimate test of how much you want it. In that make or break

moment, when time becomes limited and the cash demand never stops, hard decisions are made and plans are pushed well beyond what they were ever meant to be. It’s a tough test, especially when you’re venturing through uncharted territory; though, more often than not, it makes for one hell of a finished product.

Jonas Mallinson is no stranger to the process. Having built and abused a staunch Toyota JZX100 that rolled on a set of big johnnie Work Equip 05s, when it came to chasing the next step in the car’s progression, the calculation indicated that it made more sense to sell the car and start afresh rather than undo the radness that had already been pumped into it.

HEART ENGINE: Toyota 1JZ-GTE VVT-i, 2492cc, straight-six BLOCK: Factory HEAD: Factory INTAKE: Elwood Parts billet plenum, 90mm throttle body, custom Bespoke Fab intercooler with Plazmaman 100mm core, Bespoke Fab three-inch intercooler piping EXHAUST: Bespoke Fab four-inch stainless-steel turbo-back system, custom resonator TURBO: Holset HX40, billet core; Hypertune twin-scroll manifold WASTEGATE: Twin Turbosmart Gen V Hyper-Gate45, Bespoke Fab bonnetvented screamer FUEL: Walbro in-tank pump, E85-rated braided lines and fittings, Turbosmart fuel-pressure regulator (FPR) IGNITION: VAG coil packs, Cooper plugs ECU: Haltech Elite 2000 COOLING: Fenix twin-core radiator

It was right around this time that the model’s 20th birthday ticked over, and import laws meant that a flood of X100s poured into the country. They quickly become a go-to base for modifiers, and, with Jonas seeing one around every corner, he lost interest in the chassis real quick.

Fiending for the tough-as-nails 1JZ-GTE that he had become accustomed to, it would be the JZX100’s younger brother that caught his attention.

“With [the JZX100s] coming into the country and everyone having one, it was harder to set that bar. Then I found this JZX110; it’s not the most desirably shaped car, but it was unique, and I’ve done my best to make it look good,” he explains.

A 2000-spec Toyota Mark II, it was imported into the country as a factory IR-V, packing a 1JZ-GTE heart with an automatic trans slapped behind it, before a previous owner enacted a complete manual power-train swap with just 67,000km on the clock. With enough juice and the car now in Jonas’s ownership, the first port of call was to sort out the stance. A big-bodied four-door with chunky lines, it required a serious amount of low and a sufficiently sized set of rollers to pull it off. Luckily, Jonas had retained the Work Equip 05s that the X100 had worn, but, after having them rebuilt to 18x10inch (-6) and 11.5-inch (-16) specs, the wheels stuck out by what seemed like a metre from the guards.

Exterior styling is a simple, albeit effective, package that sees factory aero combined with a 326Power rear spoiler and Origin Labo front canards, finished in that glorious Mazda 46V hue

DRIVELINE GEARBOX: Toyota R154 five-speed CLUTCH: Quartermaster twin-plate FLYWHEEL: Billet DIFF: Factory

SUPPORT STRUTS: Zeal coilovers BRAKES: (F) JZX Tourer V calipers, slotted and vented rotors; (R) factory EXTRA: Hardrace arms, Kazama steering kit, semi-tubbed rear

Achieving that ride height ain’t no easy feat. The entire Hardrace arm catalogue has been thrown at the 110, as well as Zeal coilovers and a whole lot of custom guard work

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The solution was to drop the car off to Infamous 1081 Customs, which was tasked with making it ‘Jonas-proof’; that meant semi-tubbing the rear arches and throwing the entire Hardrace catalogue of adjustable arms at it to dial in a ton of camber. Even with that, the guards still needed to be cut, pulled, and extensively massaged with a rubber hammer to ensure that the chassis rails sat millimetres from the tar-seal.

To seal off the guard work, Jonas said, “F**k it; let’s paint the whole car”, and called on good friend Fritz Leaning to man the gun.

Jonas initially wanted a candy red; it was Fritz who suggested the Mazda 46V, also known as ‘Soul Red’. Laid over the factory IR-V

aero paired with a 326power wing and Origin Labo canards, the effect helps slim down the big body, especially at the rear end.

The car would see multiple trips to Mexican back roads in this form while Jonas broke in the new chassis and hoarded away parts on the side, itching for any excuse to pull the trigger on the next stage of the build. That day came with a blown clutch after a particularly enthusiastic departure, and he wasted no time in getting it to Haydn from Driftdirect to get underway. The first task was to drop the running gear so that the engine bay could be tidied up and resprayed, while a new hot and cold side was mocked up on the engine.

SHOES WHEELS: (F) 18x10-inch (-6) Work Equip 05, (R) 18x11.5-inch (-16) Work Equip 05 TYRES: 235/45R18 Hifly

Putting that 376kW power figure to the ground is a set of Work Equip 05s that measure in at 18x10 inches (-6) and 11.5 inches (-16), wrapped in 235/45 Hifly rubber at all corners

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As Jonas quickly learned, aftermarket support for the X110 is pretty damn limited, and there’s a whole lot of misinformation out there murking up the waters. It was this, mixed with a well-timed push to reveal the car at the 2019 Chrome Expression Session, that saw a huge effort to squeeze every last drop of power out of the package — including a five-man, four-day marathon at the 11th hour! A Holset HX40 was selected to sit pride of place on the driver’s side, while an Elwood billet intake takes care of the incoming boost on the cold side. In between them lies a custom front-mount intercooler, crafted by Bernard at Bespoke Fabrication, which uses a Plazmaman core. Bernard was also instrumental in a number of other fabrication tasks, including temporarily correcting an error with the turbo manifold.

You see, the X110 is specced with the later VVT-i 1JZ-GTE, which has a different flange configuration than the more common earlier versions. With Jonas set on using a coveted Hypertune unit, it meant a world first for the Australian fabricator. It went as far as sourcing a VVT-i unit to make it happen, although, due to the lack of X110 on its shores, engine-bay clearance was complete guesswork.

In the end, the gamble didn’t pan out, with the twin wastegate ports just fouling on the chassis rail and strut tower. Bernard corrected this with fresh flanges that were sent over by priority air, but it was enough of a delay in an already shortened time frame to mean that the car wouldn’t spin a wheel at Chrome.

Everyone loves a fire show, and Jonas’s JZX110 spits flames straight out the bonnet thanks to the twin Turbosmart Gen V Hypergate45 wastegates PERFORMANCE POWER: 391kW TORQUE: 621Nm BOOST: 26psi FUEL TYPE: E85 TUNER: James Wildon at JT Performance

Controlled by a Haltech Elite 2000 and running on E85, James at JT Performance was able to squeeze out a mammoth 391kW at the wheels on over 30psi, before pulling it back to a very potent 376kW The hurdle tested all three of the equation factors, soaking up precious time and funds, along with dealing a solid hit to motivation, but Jonas used the extra downtime to take care of a few pieces of the puzzle that might otherwise have been overlooked in the haste.

A fresh Hypertune unit, complete with updated X110-specific measurements, is currently being made, while the modified example takes care of things in the interim. As it sits, James at JT Performance was able to squeeze out a mammoth 391kW at the wheels on 26psi — which, Jonas was told, was the absolute brink of what it could handle — then opted to dial it back to 24psi and a very potent 376kW, complete with flame-spitting twin wastegates out the bonnet! From what we can gather, Jonas wouldn’t be too

DRIVER PROFILE DRIVER/OWNER: Jonas Mallinson AGE: 29 LOCATION: Waiheke Island OCCUPATION: Glazier BUILD TIME: One year LENGTH OF OWNERSHIP: One year

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THANKS: Stephen Price at Honest Imports, from who I bought the car; 1081 Infamous Customs, which did all the stance work, guard work, fitting all the arms, and setting up the ride height; Fritz Leaning, for the paint job; Hadyn Storey at Driftdirect, who has been the main chief of the build — a big thanks for the general build, fitting all the aftermarket parts, ECU, clutch install, and all the engine-bay details; Teek and Shay from Classic Performance Imports, for sponsoring some parts and providing a place to shoot the car; Elijah Mallinson for helping me do all the little finishing bits

upset if it were to fail, as he’s using it as a bit of personal research on seeing what an unopened motor can handle. When the time comes, the stock bottom will be switched out for a built 2JZ unit, retaining the current head with bolt-ons before being pushed to the limits of that set-up.

Clearly losing sight of the vision was never an issue for Jonas, and, as long as there’s enough time in the day and treats from the mahi flowing in, the car simply ain’t done yet. But hey, with a car that looks this solid, with that road-banging ride height and 376kW of silliness on tap waiting to blow the tyres off the rear — which strangely is an increasingly regular occurrence when Jonas gets behind the wheel — the sum of that equation was never going to be anything but radness, right?

AUCKLAND OPERATED JAPANESE VEHICLE IMPORTERS Registered motor vehicle traders stocking and sourcing top-grade classic and collectable vehicles along with modiďŹ ed, and or, factory performance cars for both road legal and track use. info@classicperformanceimports.co.nz

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027 532 4555

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CLASSICPERFORMANCEIMPORTS.CO.NZ

NAME: CRISTINA DEUKETT AGE: 31 LOCATION: AUCKLAND OCCUPATION: BRAZER WEBSITE: DEUK46.WIXSITE.COM/DEUKETTART INSTAGRAM: @DEUKETTART

NZ Performance Car : Hi, Cristina. Your highly detailed drawings have been popping up all over the internet.

Can you tell the readers how you got into drawing?

Cristina: Hi, NZPC. I first got into drawing at about the age of nine or 10. Our family used to get complimentary calendars from our car mechanic — we still do, actually — and I used to be fascinated by the cars they would feature in the calendars. It would have all the latest sports cars, luxury cars — the kind of stuff that was amazing to see as a kid — and I just drew what I thought was cool. Mostly on refill paper or in the back of my school books.

So, you have always had a bit of a talent for drawing?

I guess so, yes. I’ve been drawing for such a long time, I knew it was ‘my thing’, but it was only in the last three or four years that I’ve really upped my game.

Besides those calendars, what’s your background with cars?

Not much in the sense that I don’t build cars or anything like that. I would consider myself an armchair enthusiast of sorts, kind of like someone who supports the All Blacks but has never played a game of footy. I do try to attend car shows when I can, and chit-chat with

car builders while at the shows. I’ve found it to be quite a source of inspiration, seeing a person so passionate about their car or bike, and their willingness to share it with others. That’s really cool to see.

And what caused that armchair interest to develop into drawing the cars you saw?

When I saw a car that was cool but knew that I could not have it, I guess recreating it in art form was, and is, the next best thing for me.

That makes a lot of sense. Lately, you’ve been drawing a lot of very detailed and technical-type images. How did that develop?

I started out drawing cars and then moved on to motorcycles. I got bored of doing that after a while, so I tried drawing cutaway diagrams of engines, but just simply drawing them was kind of boring too. That’s when I tried combining caricature style, which I tinkered with while at high school, with the cutaway portraits of motorcycle engines. That was really enjoyable! A couple of years ago, I drew my first engine-bay portrait, which I call ‘enginescapes’, and I loved the details. I don’t know why, maybe I was dropped on my head as a baby, but that’s where I get the most enjoyment.

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I’m not a perfectionist.

Though I do pay more attention to not just the small details but things like angles and proportions

Do you find your drawing abilities better in those small intricate details, as opposed to the larger type drawings?

Drawing the intricate details of an engine has improved my ability to draw full car and motorcycle portraits. My attention to detail in general has improved overall, but I know I can improve further; it’s just practice.

How do you go about choosing the images you draw?

When I was in high school, car magazines were my main source for reference material, and it would just be the one image. Nowadays, especially with the enginescapes and cutaways, I’m having to look at several images to piece all the details together, mostly from the internet. If it’s a commission, I ask the customer to send me several high-res photos of their vehicle. Very rarely do I get to see the vehicle in reality before I draw it. I remember way back in 2008-ish, I drew a Brough Superior, and it wasn’t until a couple of years after that that I saw one at the Pukekohe motorcycle show for the first time. I was totally in awe, like a 12-year-old kid seeing

Justin Bieber, I guess. I looked that bike over for ages; it’s always a buzz to see something in real life, something you’ve only ever seen in books or online, then finally getting to see it in the flesh/metal.

Can you tell us about the typical process of producing a drawing?

I draw my initial sketch in a sketchbook which is A4 size. Once I’m happy with that, I’ll outline it with black ink pen, scan it, and blow it up to whatever size is required. Then I’ll transfer the scaled-up version of the sketch onto the brown card that I use, and, from there, I render it to give it more detail and pop.

Do you try to stick to perfect scale, or is there a bit of artistic licence involved?

Plenty of artistic licence; I’m not a perfectionist. Though I do pay more attention to not just the small details but things like angles and proportions. If I can’t be perfect, I want to at least showcase the beauty of vehicle/engine and hopefully do it justice.

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What materials do you typically use through the process of a drawing?

I use 0.5mm mechanical pencils for the initial sketch. The small nib allows for small details like bolts, clips, threads, etc., to be drawn.

Black ink pens, graphite pencils, coloured pencils, and toned card — some people call it ‘cartridge’.

Can you tell us why you use the brown card as a base, and what effect it has on the finished image?

The brown card is perfect for coloured pencils. It’s pretty heavyduty and can take a lot of layers of coloured pencil, which is ideal for blending. You don’t get to see it in the enginescapes, though, because I fill up the negative space, if there is any. You see plenty of it in the engine cutaways, as I do not colour in the background.

Having a toned background means that the highlights stand out more. Plus, I just like the nostalgic look it has. It’s fitting for the cutaway engines I’ve drawn, which have mostly been classic engines: the BSAs and Nortons, for example.

Are there certain techniques that you’ve discovered work better than others, and how have your abilities changed over time?

Drawing my initial sketch at small scale makes it easier to get a sense of proportions and angles rather than drawing it large scale.

Using multiple high-res images makes the drawing more accurate and the process more enjoyable than working from one small image. I look at the image(s) as a series of lines and points. All the lines and points are positioned relative to one another: intersecting, overlapping, converging, running parallel, etc. If I can position one in its place, then it allows me to position the rest; that’s how the sketch comes to life. It’s kind of hard to explain in words. My art has only improved because I improved this ability and I’m always looking to improve it further. However, it’s not special; just about every artist does this on a subconscious level.

How would you describe your style? Do you think it’s different to what others are producing currently?

My style is slightly obsessed I think [laughs]. The caricature-style cutaways are very different indeed. In general, though, there are more artists paying attention to the detailed engine style. You just need to look at Instagram for two minutes and see that. I think it’s fantastic that artists are paying more love and attention to the engines; after all, if it wasn’t for them, we’d still be cruising Fred Flintstone styles.

The brown card is perfect for coloured pencils. It’s pretty heavyduty and can take a lot of layers of coloured pencil, which is ideal for blending

They are a massive part of what all those involved in the car community do, so it’s good to see the love for them shared! Lastly, where do you hope to see your drawings progress in future?

I hope to see my art owned and being enjoyed by car and bike owners and enthusiasts. They may display it in their homes or garages; it doesn’t matter to me where it goes, as long as people get to enjoy them, perhaps even giving them a new-found appreciation for the vehicles in our lives.

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We will no doubt see more of your art in a few familiar places at this rate, Cristina. Thanks for giving us and the readers an insight into how it all goes down.

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hile the New Zealand winter might not be the harshest you’ll find on the planet, it still has its way of putting a downer on things. It well and truly yanks the handbrake up on getting the car out of the shed on a Sunday for a cruise, leaving many with an itch that needs scratching. So, as soon as the days get longer, the sun turns up the dial, and daylight saving kicks in, the keys are dug out from the bottom of the drawer and the cover gets pulled off the pride and joy.

If your engine features those spinning little Dorito things, then this year it was the Kiwi Rotor Greenlane Showdown cruise that let you shake those winter blues once and for all.

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For rotary owners in the big smoke, two locations are synonymous with Sunday cruises: Greenlane McDonalds, and, of course, that stretch of Tamaki Drive that rounds the bend just before Mission Bay — simply known as ‘Rotor Corner’. Like so many cruises that have come before it, the Kiwi Rotor Greenlane Showdown hit both on 6 October. First, the cruise met at Greenlane, causing all sorts of traffic jams as the general public wondered what the hell all these noisy old Mazdas were doing there, interrupting their Sunday Big Mac. With the summer sun out in force, it wasn’t long before the Greenlane car park was packed to capacity — especially after both the west Auckland and south Auckland premeet contingents arrived en masse — before rolling out to Mission like a swarm of African killer bees. There is truly something so good about rolling in big numbers down the highway weaving in and out of the appliances and stomping the loud pedal, right?!

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Mastermind of the event Jamie Walden had his ever-immaculate 323 JOHDPLQJ LQ WKH VXPPHU VXQ 7KH FDU·V SDLQWZRUN QHYHU FHDVHV WR DPD]H 6WHSKHQ 'HDQ·V ¶*$6*$6· % &RUWLQD ZDV URFNLQJ D QHZ ORRN ZLWK D VHW RI V QRZ VHULRXVO\ WXFNLQJ XQGHU WKH JXDUGV 6WHSKHQ WRRN KRPH · ZRUWK RI *XOO YRXFKHUV RQ WKH day

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Old faces, new cars, and plenty of chrome: everything from inch-perfect restos to slammed FDs that you’d swear the WOF man must have been blind to warrant showed up. No matter your taste, the one thing everyone had in common was a love of Mazda rotaries, so the vibe was nothing but chill. While these types of events are simply about the bringing together the community more than giving out prizes and over-complicating things, the Kiwi Rotor crew had scored a few fuel vouchers from Gull to hand out, with Stephen Dean, Jason Fergison, Craig Irving, Anthony Pearse, William Green, and Fritz Leaning taking home the goods, which we’re sure were all spent on the tanks just to get home.

With such a successful turnout, and summer only just getting warmed up, we’re sure this won’t be the last time we get burnt while chilling on Rotor Corner, so see you there this summer!

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S U B S C R I B E T O D AY â&#x20AC;&#x201C;

A DECADE ON FROM ITS COVER DEBUT, LEON SCOTTâ&#x20AC;&#x2122;S EVO VII IS STILL PUSHING THE BOUNDARIES

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2001 MITSUBISHI EVO VII

WORDS: MARCUS GIBSON PHOTOS: ADAM CROY

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All that remains of the old car is the shell itself and the Tomei stroker 2.3 4G63 with raceprepped head and Holset HX40RS Pro huffer.

Six months on, all that remains of the old car is the shell itself and the Tomei stroker 2.3 4G63 with race-prepped head and Holset HX40RS Pro huffer. The engine, which was originally built back in 2013, has been the mainstay of the car. The reason being that it has proved to be extremely reliable for the team, only needing to have one freshen-up in that time. Leon’s not leaning on the motor all that much, and it really only spends about five minutes wide open on full boost during a session, so it’s pretty happy. Surprisingly, the actual combination is also relatively unchanged, including the race-prepped head with 272 cams. It’s always delivered what was needed, and that’s low-down and mid-range torque to punch out of corners. What has changed is everything around it.

One of the biggest of those changes has been the driveline.

Previously running an Albins dogbox that was forever breaking fifth gear, the shift has been made to a Quaife five-speed sequential.

While most sequentials are six-speed, Leon has elected to stay five-speed, as it allows him to sit within and use the 2.3’s powerband more effectively than a six-speed, which would see him unnecessarily swapping cogs all the time. When he does have to swap cogs now, this will be done with his foot flat to the floor!

To do this, the old HKS F Con had to go. Haltech has come onboard, supplying one of its 2500 Elite units, and a complete loom, from motorsport wiring specialist Rywire in the States, to replace the very tired factory loom. The motorsport-grade loom arrived essentially as a plug-and-play affair. The electronics upgrade dropping a whopping 15kg in the process. The tuning was a joint venture between Jacky at Jtune Automotive, and, through the wonders of the World Wide Web, Scott from Haltech. With Jacky on the dyno in Auckland and Scott in Sydney, the pair were able to extract 470kW and 830Nm from 5000rpm thanks to the new diet of E85.

While it’s not a massive jump in power from the previous set-up — 30kW, to be exact — extra grip is always a welcome accompaniment to a power increase. This has been achieved through some clever thinking on Leon’s part. He converted a set of Intrax remote-canister dampers to sit inverted in the BC ER lower clevis and make use of their spring perches and custom-rate springs. Not only is the Intrax damper a serious piece of kit, but running them inverted has also allowed the remote canisters to be

EXTERIOR PAINT: Sign Formula–designed and –applied vinyl wrap ENHANCEMENTS: Voltex Cyber widebody, Voltex extra-wide over-fender extensions, carbon undertray, Voltex Cyber large front canards, Varis rear diffuser, Voltex 2.1 rear wing (LSM custom uprights), Ganador mirrors

INTERIOR SEATS: Racetech 4100HR, Racetech harness, Sabelt arm harness STEERING WHEEL: NRG quick-release hub INSTRUMENTATION: AiM Strada dash EXTRA: Flocked dash, carbon-fibre Group N door cards, two-way radio gear, Lifeline fire suppression, MotorSport New Zealand–spec roll cage

Shifting to a Haltech Elite 2500 has seen the move to an AiM Strada dash, ditching the previous stack of gauges

Following Leonâ&#x20AC;&#x2122;s crash, his personal safety has been beefed up.

Most important, the inclusion of a head restraint Racetech seat

A full Voltex Cyber widebody has been punched out a further 45mm each side with the addition of Voltex extra-wide over-fender extensions. Up front, Voltex Cyber large front canards, and a carbon undertray

SHOES WHEELS: 18x10.5-inch Wedsport TC105N TYRES: 295/30R18 Z221S semi-slick, 275/35R18 Hankook Super Soft 214 Gymkhana slick (for Leadfoot, etc.)

PERFORMANCE POWER: 470kW TORQUE: 830Nm FUEL: E85 TUNER: Jacky Tse at Jtune

Now on E85, the fuel system has been upgraded to handle the flow. A pair of 044s feed a single 10-feed line to the four 2200cc Bosch motorsport injectors Endless six-pot calipers and Endless Sprint pads clamp on 370mm two-piece rotors

mounted in the engine bay, and thus fine-tuning can be made on the fly by the team, even in pit lane. A combination of Hardrace and Racefab arms completes adjustability.

For all intents and purposes, it’s going to be a new car to drive when Leon lines up for his eighth season of Superlap. As it stands, his current PB at his home track of Hampton Downs is a 1min 7.8s, which we doubt is going to hang around long.

“First, I’ve got to relearn the car. So much has changed, it will be completely different from behind the wheel. For me to get comfortable, it will take some time, so for starters I’d like to get back into the sevens, then push to the sixes, and then ultimately into the high fives. Yeah, it’s two seconds faster, but it’s not an unreasonable target,” he says.

By the time you read this, the new-look car will have completed a half-day test ahead of the season opener, where

Leon has his mind seat on one goal: lowering that PB. Side by side with the Evo that we featured back in 2009, there really is no comparison. It’s both a reflection of how far Leon and his Evo VII have come and how far the sport as a whole has come. The hardware that you’ll find in it now is as good as anyone else’s in the game on the world stage. The only difference is that Leon runs the Voltex aero that won the World Time Attack Challenge (WTAC) back in the Cyber Evo era, which is very mild compared with what the front runners are using in 2019. But that’s some serious investment in itself, and let’s not forget this is a privateer build, pieced together in the shed after work, by a passionate bunch who love nothing more than chasing that clock in true Time Attack fashion. Something that’s hard to shake, and something that is clearly well and truly in Leon’s blood for life.

DRIVER PROFILE DRIVER/OWNER: Leon Scott AGE: Young enough LOCATION: Auckland/Waikato OCCUPATION: Specialist vehicle importer at LSM Ltd BUILD TIME: Six months (overhaul) LENGTH OF OWNERSHIP: 13 years

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THANKS: Nick and Simon at Hyperdrive; James Kirkham at Haltech ECU; Shiraz at Simon Lucas Mitsubishi; Kevin and Jackie at Jtune Automotive; Dean at Sign Formula; Jason at NZKW; Shane at Chicane Racewear; my amazing team Aaron Withers, Darren Clarke, Kevin Herdman; the Whiddett family, for the inspiration and time; my partner Carla, for her super support and management; everyone else who’s played a part, thank you

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.

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WORDS AND PHOTOS: BEN CROWE

S

ince the birth of motorsport in this country, timed sprint events have held a significant place in the competition scene. On any given weekend, in any given corner of the country, chances are thereâ&#x20AC;&#x2122;s a MotorSport New Zealand (MSNZ)â&#x20AC;&#x201C;sanctioned ClubSport event happening. For those outside the organized car club community, bar the odd resident affected by road closures, most events of this status take place without so much as a mention, largely leaving the weekend warrior to race the clock for a fleeting moment of glory and not much else.

The Ashley Forest Rallysprint has always been a little different.

For 40 years, the undulating 1.7km gravel loop nestled in the pinecovered hills outside Rangiora has proved a hit with drivers and spectators alike. From the eventâ&#x20AC;&#x2122;s inception, it has attracted cars and teams from all over the country, with every gravel specialist wanting to add the outright title to their rĂŠsumĂŠ. For a very select few with the means of achieving it, the title of course record holder remains the holy grail.

On the other side of the tape, spectators can appreciate the action from extremely close proximity. The unique â&#x20AC;&#x2DC;islandâ&#x20AC;&#x2122; profile of the course gives fans situated on the lower parts of the hill an opportunity to watch a car on the uphill leg, turn around, and move 20 or so metres to observe the same car on its return through the fast downhill section.

Adding star factor to the competition was not a driver but the Millington-powered Mk2 Escort QDPHG Âś%DE\ %OXH¡ EHORQJLQJ WR OHJHQGDU\ ,ULVKPDQ )UDQN .HOO\ 7KH ZRUOG IDPRXV FDU UHPDLQHG LQ WKH FRXQWU\ DIWHU .HOO\¡V 1HZ =HDODQG 5DOO\ FDPSDLJQ HDUOLHU LQ WKH \HDU DQG LWV .LZL FXVWRGLDQ *DU\ +DZNHV ZDV JLYHQ D VSHFLDO RSSRUWXQLW\ WR UXQ LW XS WKH FRXUVH :LWK LWV YHKLFOH H[SRUW FHUWLĂ&#x20AC;FDWH GXH WR H[SLUH VRRQ WKH OHJHQGDU\ (VFRUW¡V DSSHDUDQFH LV OLNHO\ WR EH LWV ODVW RQ .LZL JUDYHO EHIRUH LW PDNHV LWV ZD\ EDFN KRPH WR ,UHODQG

The age of social media has taken Ashley Forest beyond the status of iconic to reach a truly global audience. From the viral video of Rod Millenâ&#x20AC;&#x2122;s 4WD FC RX-7 cracking the minute in 1987 to Hayden Paddon documenting his annual exploits to his huge social following, word is quickly spreading internationally. As far as ClubSport events go, this is certainly something special.

For the 2019 running, and with defending champion Alister McRae and 2018 runner-up Neil Webb both notable omissions from the entry list, the 40th-anniversary edition was billed early on as a two-way dogfight between Sloan Cox and Hayden Paddon, and they didnâ&#x20AC;&#x2122;t disappoint. After mechanical failure prevented the World Rally Championship (WRC) winner from progressing past the Top 16 elimination runs in 2018, the Paddon Rallysport team returned with an aggressive aero update complemented by a moderate 373kW engine package in Paddonâ&#x20AC;&#x2122;s otherwise AP4-spec Hyundai i20.

Not to be outdone, the Sloan Cox Motorsport crew also returned with some changes for the Taslo Engineering Evo VII ‘Hillclimb Beast’, most notably in the form of a brand-new, supersized aero package. As the only two cars to break into the sub-minute barrier through the four qualifying runs, the stage was set for an epic showdown during the elimination rounds, providing the reliability curse that plagued both cars last year could be shaken. Sadly, this wasn’t the case for Sloan, who, after resetting the record early on, lost a cylinder in the Top 8, ending his weekend with third in Unlimited 4WD. This would leave Paddon uncontested for outright honours.

Paddon continually rewrote the record all weekend long, with a best of 52.77s, stating that the team had a higher-powered engine that had not arrived in time, so, by the look of it, 2020 will see the battle for sub 50s.

The battle for class supremacy down the field would prove equally enthralling. The 0–1300cc category has long been the class of the mighty Toyota Starlet, and 2019 was no different, with more than half of the field comprising KPs. One driver bucking the Starlet trend, however, was Brightwater’s DJ Musk, making his Ashley Forest debut in a Citroen GSA. Sadly for Musk and fans of unusual race cars, his weekend would not progress beyond the qualifying rounds after he nosed the ditch and spectacularly rolled in front of the large crowd gathered at the bottom of the hill on Sunday morning.

At the top of the 0–1300cc time sheets, it was a Starlet free

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Returning to the fray was young Rangiora driver Ari Pettigrew, who once again showed how a BMW E36 Compact should be driven, displaying the spectacular driving style that has made him a fan favourite

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for all, with two-time class winner Chris Herdman locked in a battle with young gun Tim Smith, the pair trading fastest times over the course of Saturday qualifying. Sunday’s three-car final would be separated by the blink of an eye, with Herdman sealing victory with a 1min 11.40s over Smith’s 1min 11.57s. Peter Murch would round out the Toyota trifecta, albeit more than two seconds behind the leading pair.

Just four cars fronted for the 1301–1600cc category, and again the entry list had a distinctly Toyota flavour about it. Marlborough’s Jonty Brensell was never bettered all weekend long, with the 4A-GE-powered KP Starlet comfortably cruising to victory in the final over the AE101 Corolla FX-GT of Jarrod Glass. Winton driver Brendon Mitchell celebrated his first visit to the forest with a thirdplace finish in his fan-favourite Datsun 1600.

On paper, Classic 2WD may also have appeared short on entries, but, as is often the case in classic competition, quality made up for lack of quantity. First-time Ashley Forest visitor Stewart Reid made the journey from Brisbane to compete in a locally owned ex–Meirion Evans Mk2 Escort, putting in some spectacular drives all weekend long. No stranger to Kiwi gravel, Reid quickly came to grips with the Ashley Forest course and was rewarded with a thirdplace finish in the final. In a repeat of the top two from last year, the RX-7 battle between Phil Walker and Bert Murray again fell in favour of the latter; the iconic Group B RX-7 would claim a two-second margin of victory over Walker’s visually stock counterpart.

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The Unlimited 2WD entry list was big on variety, with an eclectic mix of front-wheel-drive, rear-wheel-drive, extensively modified, largely stock, and no-expense-spared builds taking on the hill. One of the more notable additions to the 12-car field was a second entry for Sloan Cox, lining up in his New Zealand Rally Championship (NZRC) Evo X — reconfigured to frontwheel drive! Cox cited lack of traction off the line as the car’s Achilles heel.

Daniel Feck’s road to the Unlimited 2WD final would be difficult; a dual-driven entry with father and owner Robin, their Mitsubishi V6–powered Toyota MR2 was plagued by driveline problems all weekend long. However, one good run in qualifying was enough for the Dannevirke driver to take his place in the final, only for him to promptly break an axle at the start line. Despite not finishing the run, Feck would be rewarded with third place. Second went to Robert ‘Groove’ McCallum in his Ecotec-powered Mk2 Escort, and class honours went to Mosgiel’s Chris Hey, claiming his 12th title in his Infiniti-powered AW11 MR2. Hey also managed to lower the Unlimited 2WD record to 1min 0.9s.

With records in almost every class, and the type of fastpaced action that most events can only dream of, this 40-yearold New Zealand rally institution is going nowhere. Expect the 2020 running to be even more nail-biting, the kind of action that we think is well worth a trip to Rangiora.

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elcome to part four of the K20 build that we’re currently undertaking. Last issue, we pieced together our short block and also assembled the modified RBB head. This month, we take over the engine room at Jtune Auto as we finally bring everything together in high-compression harmony ready to bolt into the midget chassis.

Before doing any of that, we wanted to dummy assemble the engine to check the very critical piston-to-valve and valve-to-valve clearance at maximum lift due to our Type R camshafts, max comp pistons, and shaved head. As you can’t see inside the combustion chamber when it’s assembled, we raided the kids’ toy chest for some play dough, placing balls in each valve relief on top of the CP pistons, the idea being that the valve will squish the play dough, showing us exactly how little clearance we have to work with. To do this properly, you really need to build the engine. This includes torquing the head down, installing all the rocker gear, and even dialling in the cams so that you can check the clearance at both max advance and max retard. It’s tedious, but necessary.

Finding true tdc is done using a dial indicator, which acts on the top of the piston through the spark plug hole

As you only need to check one piston, we only installed the exhaust and intake rockers on the No. 2 piston. The rockers we have chosen to kill VTEC with are the alloy rockers found on the exhaust side of K20s and some K24s. Some choose to pin Type R rockers, but these alloy rockers are much lighter, although they require some clearancing modifications to work with the wider and bigger lift Type R cams. Our dummy build also gave us an opportunity to test that our modifications would allow clearance.

After fitting the timing gear, following Hondaâ&#x20AC;&#x2122;s guidelines, we found that the shave job on the head had caused the intake cam to be out by about half a tooth, but, as we have adjustable cam gears, we were able to adjust this out and get the factory alignment pins to line back up. These are located on the back side of the head. After dialling the cams, we spun the motor through a few full rotations at both max lift and max retard â&#x20AC;&#x201D; very slowly â&#x20AC;&#x201D; listening intently. It was a little nerve-racking pulling it back down to inspect the play dough, but we neednâ&#x20AC;&#x2122;t have worried, as we had some wiggle room. Did someone say bigger cams?

Final assembly is a repeat process of the test build, only this time we used a brand-new Cometic MLS 0.4 head gasket rather than the used factory one. Itâ&#x20AC;&#x2122;s important that the head bolts are lubed and that you follow the sequence that Honda specifies. Factory bolts are torqued to 39Nm followed by yield, which is two 90-degree turns.

Carry out a full sequence of 90-degree turns, then repeat. The valve train is also torqued to Hondaâ&#x20AC;&#x2122;s specs and done in a specific rotation.

After torquing, valve lash needs to be set. Failure to do so could result in a burnt-out valve or worse. Your lash on both the intake and exhaust will be different; in this case, 0.08mm on the intake and 0.10mm on the exhaust with a torque setting of 10Nm on both (rocker dependent). Itâ&#x20AC;&#x2122;s important to make sure there is no load on the rocker when doing this, so rotate the crank until the lobe is clear.

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When it comes to setting up your timing JHDU \RX¡OO Ă&#x20AC;QG WKUHH miss-colored chain links that match up to marks on the crank and cam gears

This little trinket makes torque to yield easy.

Although a mark on the bolt head is also an accepctible method

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The final job with the long block build is dialling in the cams.

This is an important step and saves plenty of dyno time that would be spent trying to find the sweet spot for the cams. Things like a shaved head will change your engine’s timing, so this is a good way to dial the timing back into spec. To do this, you need to first find top dead centre (TDC) on piston one. The most accurate way is to use a dial gauge through the spark-plug hole. With the K-series spark plug so deep, an extension is also required. With a degree wheel on the crank and a piece of solid wire fashioned into a pointer, the dial gauge can now be shifted to the valve-spring retainer. Ensure that the valve is completely closed, and set the dial gauge to zero. Rotate the cam until it reaches peak lift. Now, loosen the cam-gear bolts and rotate again until you reach max lift once more. Set torque bolts to spec; our Skunk2 gears have a torque setting of 6Nm. Repeat this process on the opposite side of the engine. To follow this method, you need to know your cam specs, as you’ll be working to these degree numbers on the degree wheel.

With the long block now complete, all that was left was to seal up the front cover and our custom dry-sump pan with ThreeBond sealer. We used factory intake and exhaust gaskets.

Sadly, our intake wasn’t completed in time for print, so we can’t show you a completed engine, and it’s not likely to hit the dyno this speedway season, so don’t expect figures any time soon.

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PROVEN QUALITY RELIABLE PERFORMANCE FULLY APPROVED

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(With Heavy Duty Cast Iron Base)

Part # PE1015

Part # PE1161

Part # PE1045

450mm Wall Fan

450mm Floor Fan â&#x20AC;˘ 240V / 50Hz 135W Íť ĎŻ ^Ć&#x2030;Ä&#x17E;Ä&#x17E;Ä&#x161; DĹ˝Ć&#x161;Ĺ˝Ć&#x152; Ͳ Ď­Ď°ĎŹĎŹĆ&#x152;Ć&#x2030;Ĺľ ͞žÄ&#x201A;Ç&#x2020;Íż Íť ϰϹϏžž ^Ć&#x161;Ä&#x17E;Ä&#x17E;ĹŻ ϯͲ ĹŻÄ&#x201A;Ä&#x161;Ä&#x17E; &Ä&#x201A;Ĺś Íť Ĺ?Ć&#x152; &ĹŻĹ˝Ç Ä&#x17E;ĹŻĹ?Ç&#x20AC;Ä&#x17E;Ć&#x152;Ç&#x2021; ĆľĆ&#x2030;Ć&#x161;Ĺ˝ Ď­ĎŽĎ°Ĺľ3/min Íť Ä&#x161;Ä?Íž Íż Ͳ ϲϾ Íť Ä&#x161;ĹŠĆľĆ?Ć&#x161;Ä&#x201A;Ä?ĹŻÄ&#x17E; &ĹŻĹ˝Ç ĹśĹ?ĹŻÄ&#x17E;

750mm Pedestal & Wall Fans 450mm â&#x20AC;˘ 240V / 50Hz 280W Íť ĎŻ ^Ć&#x2030;Ä&#x17E;Ä&#x17E;Ä&#x161; DĹ˝Ć&#x161;Ĺ˝Ć&#x152; Ͳ Ď­Ď°ĎŹĎŹĆ&#x152;Ć&#x2030;Ĺľ ͞žÄ&#x201A;Ç&#x2020;Íż Íť ϳϹϏžž ĹŻĹŻĹ˝Ç&#x2021; ϯͲ ĹŻÄ&#x201A;Ä&#x161;Ä&#x17E; &Ä&#x201A;Ĺś Íť Ĺ?Ć&#x152; &ĹŻĹ˝Ç Ä&#x17E;ĹŻĹ?Ç&#x20AC;Ä&#x17E;Ć&#x152;Ç&#x2021; ĆľĆ&#x2030;Ć&#x161;Ĺ˝ ώϾϏž3/min Íť Ä&#x161;Ä?Íž Íż Ͳ ϴϲ â&#x20AC;˘ 00 Ć&#x161;Ĺ˝ ϾϏ0 KĆ?Ä?Ĺ?ĹŻĹŻÄ&#x201A;Ć&#x;ĹśĹ? ĹśĹ?ĹŻÄ&#x17E; Íť DÄ&#x17E;Ć&#x161;Ä&#x201A;ĹŻ KĆ?Ä?Ĺ?ĹŻĹŻÄ&#x201A;Ć&#x;ĹśĹ? 'Ä&#x17E;Ä&#x201A;Ć&#x152;Ć?

â&#x20AC;˘ 240V / 50Hz 100W Íť ĎŻ ^Ć&#x2030;Ä&#x17E;Ä&#x17E;Ä&#x161; DĹ˝Ć&#x161;Ĺ˝Ć&#x152; Ͳ Ď­Ď°ĎŹĎŹĆ&#x152;Ć&#x2030;Ĺľ ͞žÄ&#x201A;Ç&#x2020;Íż Íť ϰϹϏžž ĹŻĹŻĹ˝Ç&#x2021; ϯͲ ĹŻÄ&#x201A;Ä&#x161;Ä&#x17E; &Ä&#x201A;Ĺś Íť Ĺ?Ć&#x152; &ĹŻĹ˝Ç Ä&#x17E;ĹŻĹ?Ç&#x20AC;Ä&#x17E;Ć&#x152;Ç&#x2021; ĆľĆ&#x2030;Ć&#x161;Ĺ˝ Ď­ĎŽĎ°Ĺľ3/min Íť Ä&#x161;Ä?Íž Íż Ͳ Ϲϳ Íť ,Ä&#x17E;Ä&#x201A;Ç&#x20AC;Ç&#x2021; ĆľĆ&#x161;Ç&#x2021; tÄ&#x201A;ĹŻĹŻ &Ĺ?Ç&#x2020;Ĺ?ĹśĹ? WĹŻÄ&#x201A;Ć&#x161;Ä&#x17E; â&#x20AC;˘ 00 Ć&#x161;Ĺ˝ ϾϏ0 KĆ?Ä?Ĺ?ĹŻĹŻÄ&#x201A;Ć&#x;ĹśĹ? ĹśĹ?ĹŻÄ&#x17E; Íť DÄ&#x17E;Ć&#x161;Ä&#x201A;ĹŻ KĆ?Ä?Ĺ?ĹŻĹŻÄ&#x201A;Ć&#x;ĹśĹ? 'Ä&#x17E;Ä&#x201A;Ć&#x152;Ć?

&HUWLÇ&#x201C;HG WR $6 1=6 Email sales@isl.nz for your nearest stockist

(With Heavy Duty Wall Bracket)

PROequip Industrial Fans carry a 12 month commercial use limited warranty against faulty workmanship and materials. A full range of replacement and spare parts are available.

Part # PE1026

Climate Class

T45 except PE1045

1998 HONDA CIVIC TYPE R (EK9)

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TAKING THE RAREST OF FACTORY TYPE R COLOUR CODES AND CRAMMING IT FULL OF LEGENDARY HONDA BRANDS AND A 136KW NATURALLY ASPIRATED B-SERIES HAS BEEN A DREAM TURNED REALITY FOR THIS FEATURE CAR OWNER WORDS: JADEN MARTIN PHOTOS: STRONG STYLE PHOTO

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rack open the high-security storage vault that is more commonly referred to as your home garage and dig through that series of ‘strategically’ arranged piles, and you’ll no doubt find more than your fair share of parts that date back to a car that you owned five or more examples ago. For the seasoned car enthusiast, no part is ever wasted, because there’s always that niggly thought in the back of your head that says you might need it one day. While this usually relates to small items — an old steering wheel, a spare set of tyres, or the likes of engine-bay components that aren’t model specific — on some occasions, it can mean hoarding away

a special set of rollers that you’d simply never find again, your favourite bucket seats that have been in every car you’ve owned, or that engine package you’ve been saving for the right chassis to dump it into.

It was the last of these that saw prolific Honda owner Jepoy de los Reyes acquire his latest example, this 1998 Honda Civic Type R (EK9). It’s one of many in a very long line of Hondas that have fallen under his ownership since he moved to New Zealand back in 2015. The Philippine native explains that, back home, EF and EG Civics are easily accessible, much as they are here.

However, unlike here, EK9s are few and far between, driving the

HEART ENGINE: Honda B18CR, 1834cc, four-cylinder BLOCK: CP Carillo forged pistons, Eagle forged rods, ACL Race Series bearings HEAD: Ported and polished; Skunk2 Pro 2 camshafts, Skunk2 adjustable cam gears, Skunk2 intake valves, Skunk2 exhaust valves, Skunk2 valve springs, Skunk2 retainers INTAKE: Skunk2 manifold, Skunk2 70mm throttle body, Blox velocity stack pod filter EXHAUST: PLM Tri-Y stainless headers, Kakimoto 2.5-inch stainless B-pipe, Tanabe G-Medalion stainless chambered muffler FUEL: B16B injectors, B16B fuel pump IGNITION: Eagle 10.5mm leads, NGK-R plugs ECU: OBD 1, Neptune chip COOLING: Half-size two-row alloy radiator EXTRA: Oil catch-can

EXTERIOR PAINT: Factory Phoenix Yellow (Y-56) ENHANCEMENTS: Seeker V1 spoiler

INTERIOR

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SEATS: Recaro SR3 STEERING WHEEL: OEM INSTRUMENTATION: OEM

One of an estimated five in the country, you can bet that you won’t see another Y-56, Phoenix Yellow, EK9 making backto-back passes at the drags

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Spent gas is ejected rearward via PLM Tri-Y stainlesssteel headers connected to a Kakimoto 2.5-inch stainless-steel system and finished by a G-Medalion stainless chambered muffler

prices through the roof and making them almost impossible to get your hands on unless you’re rolling in dough. So, when he first landed on our shores and almost immediately found this very EK9 for sale on the local auction site, it was love at first sight, albeit that it would turn out they would not actually be united until much later.

You see, fresh into a new country and on a lowly student income, Jepoy would need to work his way through a number of lower spec EK-series Civics, including stints in a 96-spec DC2 Type R as well as a CL7 Accord and FD2 Type R in order to sample the K-series hearts. By the time he was done trying out all the

Hondas that our shores had to offer, he had already found himself owning two examples of the EK9, both in the coveted championship white hue, but couldn’t shake what he refers to as an indescribable calling to this specific example. Why? For Jepoy, it was the extremely rare factory Phoenix Yellow (Y-56) paintwork that adorns its panels. This is one of just 598 examples produced by Honda for the worldwide market, none of which was ever sold locally. We don’t know about you, but to us that makes it a sure sight harder to find than your typical EK9, and Jepoy has based the entire build around the chassis so that he can lay claim to a legitimate example.

DRIVELINE GEARBOX: Honda S4C five-speed CLUTCH: Xtreme heavy-duty FLYWHEEL: Exedy lightweight DIFF: Helical limited-slip

SUPPORT STRUTS: BC Gold coilovers BRAKES: (F) Spoon twin-block four-pot calipers, slotted rotors; (R) OEM EK9 calipers and rotors EXTRA: Spoon front strut brace, Blackworks Racing lower control arms (LCAs), P1-Racing camber arms, EK9 sway bars

PERFORMANCE POWER: 136.3kW TORQUE: 123Nm FUEL TYPE: BP 98 TUNER: Jonno Fowler QUARTER-MILE: 13.7 seconds (Meremere)

SHOES WHEELS: 16x7-inch (+45) Spoon Desmond Regamaster TYRES: 205/45R16 Bridgestone Potenza

If Jepoy loves one thing more than the colour code, it’s Spoon, which is why you’ll spot those lush Spoon four-pot calipers hiding behind a 16x7-inch (+45) set of Spoon Desmond Regamasters Through his long-running list of owned Hondas, Jepoy was able to amass a serious collection of parts, and, more specifically, an engine package that he had been saving for the right chassis: this chassis. Purchased within an EK4, the heart was originally found inside a DC2 Type R, making it the big daddy of the B-series, a B18CR. It also came with a stack of receipts detailing a block fitted with a set of high-compression CP forged pistons mated to forged Eagle rods, and the head had been ported and polished before being crammed with Skunk2 Pro 2 camshafts, adjustable cam gears, oversized valves on both sides, valve springs, and retainers — all serious kit when you’re looking to make solid naturally aspirated (NA) power. Pair that with a Skunk2 intake manifold and 70mm throttle body, a full exhaust, B16B injectors, a Neptune OBD 1 ECU, and a tune from Jonno Fowler, and you’ll see 136.3kW on tap — a figure that will impress those who know what putting down anything of the sort through a lightweight front-wheel-drive hatch like this amounts to.

We aren’t sure who gave Skunk2 the shakedown, but the B18CR head has been crammed with what seems like the full catalogue; Pro 2 camshafts, adjustable cam gears, oversized valves, springs, and retainers — it’s all there Aside from the engine package, which has been mated to the factory S4C five-speed gear-swapper that makes use of a helical limited-slip diff (LSD), Jepoy has opted to keep the exterior styling subtle. This is, after all, a desirable model, thanks to its timeless design and even more sought-after hue. To satisfy his itch for upgrades, Jepoy has chosen to create somewhat of a tribute to legendary tuning house Spoon, collecting up numerous parts that are to be fitted to the car. As it sits, you’ll find Spoon twin-block fourpot calipers adorning the front corners, fittingly hidden behind a set of Spoon-commissioned Desmond Regamasters that measure in at a Honda-friendly 16x7-inches (+45). There’s also a Spoon front strut brace and a number of trinkets that have been ported straight over from Japanese styling. Jepoy tells us that there’s even more Spoon goodness sitting in the storage vault waiting to be fitted.

Don’t for a minute think that this EK9 is locked away and only seen on the rarest of occasions such as in the Honda New Zealand showroom where the photo shoot went down. No, in Jepoy’s eyes that would be a damn shame, because rarities like these need to be seen and appreciated, which is why you’ll find it regularly servicing his love of drag racing. It’s run him a personal best of 13.7s at Meremere Dragway in full street trim and has the potential to shave more off with a few key upgrades that are already in the pipeline.

Away from the strip, Jepoy tells us that the EK is used nearly more than the daily-driver, something that is hard to hold against him.

Jepoy has done well to achieve a final product that not only makes him happy — which, he tells us, is critical with any of his cars — but also mixes potent performance and a firm respect for the design that left the factory floor all those years ago. It wears all the right pieces and nothing it could do without, which, in our book, makes it one solid car and just one of the 598 reasons why he knew all those years ago that he’d own it some day.

DRIVER PROFILE DRIVER/OWNER: Jepoy de los Reyes AGE: 32 LOCATION: Auckland OCCUPATION: Community support worker BUILD TIME: 17 months LENGTH OF OWNERSHIP: 17 months

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THANKS: Tropang Honda; Other Side Racing team; NZHondas; Padek Auckland; Tyre King; Automotix; Speed Science; Mustang Dyno; Meremere Dragway; Jason Clay; Jonno Fowler; Benjamin Rogers; my wife, Dian de los Reyes; and my kids, Sky and Summer

SUNDAYS ON

PRODUCED BY THE TEAM AT

FAST FACTS

FIVE PERFORMANCE UPGRADES ON A BUDGET

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OK, SO YOU’VE DECIDED TO CUT SOME LAPS IN YOUR CAR. HERE ARE OUR TOP FIVE WAYS TO IMPROVE YOUR CAR’S PERFORMANCE WITHOUT BREAKING THE BANK

FIVE — SUSPENSION TUNING

No matter how much power you’re making, it’s no good if you can’t put it all to the ground. Before even replacing anything, small adjustments in suspension alignment for things like toe, castor, or camber can make a huge impact. Shop around for a good alignment tech who knows his race craft. Replacing any wornout bushes will transform the handling before having to worry about shelling out cash for things like upgraded spring rates and shocks valved to suit your driving discipline. Cheap coilovers are rarely the key to quicker laps. Upgrading piece by piece is a great way to measure the improvements.

FOUR — ROTATING MASS

While we will touch on weight reduction later, rotating mass in particular is worth its own mention, as it will greatly affect how the car handles, accelerates, brakes, and ultimately performs. A kilogram removed from here is worth roughly three times this number, if taken off what is known as ‘sprung weight’ (anything that is held up by the suspension). You’d be surprised what wheels can weigh. If you can save only 10kg a corner, that’s the same as ditching 120kg from the vehicle’s sprung weight. This calculation applies to any of the rotating components.

THREE — GEAR RATIOS

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Your engine will have a rev range where it’s most happy, and thus making the most power, so keeping the engine in this range is very important. The key to this is having the right gear-ratio combination, and, thankfully, there are plenty of online calculators to work this out (we use the Tremec Toolbox app). The easiest

one to change is the final-drive ratio in the diff. With most models, you’ll be able to find different options at the local scrapyard; it’s just about doing some research to find out what sub models have what gears. The higher the division number — e.g., 4.1:1 — the lower the top speed, but faster acceleration . You want to be almost hitting your max speed at the end of the longest straight.

TWO — LET IT BREATHE

Engines are often let down by the volume of air that they can consume and the volume of spent gasses that they can expel. If either of these are choke points, then you’re robbing yourself of horsepower. Check out our intake dyno test on themotorhood.com to see the difference a proper cold-air intake can make. A complete exhaust is not cheap, but the gains are noticeable. The first point of call for most track cars is to ditch the cats and minimize the mufflers and crush bends. To really make the most of this flow, a retune is advisable.

ONE — WEIGHT

Power-to-weight ratio is where the biggest gains of all can be. If your car makes X-amount of power, the less weight each of those units of horsepower has to push, the faster your car will be. Ditch every unnecessary gram from the car; it all adds up. From the spare wheel to the passenger seat, or get brave and get the hole saw out. The next level will be to replace factory components with lightweight versions, but this is where the outlay is. Look at any top-level motorsport, and you’ll see the lengths that these people go to to save weight.

Other side effects will include better braking performance and the car being more nimble and having faster acceleration.

PERFORMANCE DYNO TUNING 2WD AND 4WD TURBO UPGRADES, EXHAUST SYSTEMS TURBO MANIFOLDS AND WASTEGATES, BOV'S CUSTOM BRAKE AND SUSPENSION SETUPS FULL MOTORSPORT FABRICATION AND PREPARATION PERFORMANCE ENGINE BUILDS AND ROTARY ENGINE BUILDS GEARBOX ADAPTORS AND REBUILDS ALUMINIUM AND STAINLESS WELDING NOS REFILLING STATION AND NOS FITTING ALL GENERAL REPAIRS Phone: 07 578 3332 Fax: 07 578 3339 www.dynopower.co.nz dynopower@xtra.co.nz 99 Birch Avenue, Tauranga

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Performance, Retro, Street -

Camshafts, Cylinder Heads, Engines

UNDERSTANDING THE IMPORTANCE OF YOUR WASTEGATE WORDS: NZ PERFORMANCE CAR PHOTOS: NZ PERFORMANCE CAR ARCHIVES

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he wise Keiichi Tsuchiya once said, “What is power without control?”; when it comes to boosted applications, the wastegate is front and centre in the fight on over-boosting. So, why is something so integral to the performance and reliability of the boost system often the last concern during the design process?

Your turbo has an insatiable appetite for spent exhaust gases; left unchecked, it would consume everything, including your engine’s internals. The wastegate’s job is to keep your turbo in check. It does this by bleeding off exhaust gas pressure over and above a set psi to avoid over-boosting. This psi is set first and foremost by the spring located inside the gate, held in a sealed cavity between the flexible diaphragm and the top cap.

The exhaust pressure inside the manifold must overcome the force exerted on the wastegate valve by the spring before the valve will open. A stiffer spring will raise the base boost, while a softer spring will lower it. These spent gases often put on a great show as they are vented to the atmosphere.

The next level in boost control is to add a boost controller to the mix. This will allow you to run boost over and above the spring rate, by leaking off the exhaust pressure pre diaphragm to fool your wastegate spring into thinking that it hasn’t yet reached its psi rating. Even with a controller, you still need a spring, as this will set your base pressure. You’ll find two types of controller available: pneumatic and electronic. Both achieve the same result, although the biggest difference is that an electronic controller is wired to the ECU and allows for adjustable pressures to be prescribed; for example, boost by

gear. A pneumatic controller is simply a mechanical tap offering a single level of control dialled in the tap, hence the common name ‘boost tap’.

The wastegate’s performance is directly related to its installation/orientation. There are three very common issues that we see regularly: poor location, incorrect controller plumbing, and incorrect sizing of the gate itself.

To solve the issue of incorrect sizing, we recommend that you speak with your tuner before purchasing the gate. The size is dictated by the engine configuration, turbo sizing, and power goals. As a rough rule of thumb, running low boost will require a bigger gate than running high boost on the same turbo. This has to do with the flow: the lower the boost you run, the more pressure will need bleeding off. If the gate is too small, the resulting backlog of pressure will cause a spike in the exhaust pressure your turbo is experiencing, causing a boost spike. As we said, consult your tuner on this before purchasing any gate.

Equally important to the size of the gate is its location/ orientation on the manifold. Sadly, this is often a second thought in manifold design and most often dictated by the available space in the engine bay. The most efficient location is to have all primary runners merge and then divide equally to the turbo and wastegate at as shallow an angle as possible. However, as many manifolds merge directly at the turbo flange, again due to space restrictions, this is a common location to feed from. The only circumstances in which it is OK to feed the gate off a single runner is when more than one gate is employed; for example, in a 13B rotary with dual gates.

keeping it legal

The New Zealand Transport Authority (NZTA) WoF Vehicle Inspection Requirements Manuall (VIRM ZKLFK RXWOLQHV ZDUUDQW RI Ă&#x20AC;WQHVV M requirements, states: â&#x20AC;&#x153;Externally venting wastegates (screamer pipes) are QRW SHUPLWWHG DQG FDQQRW EH FHUWLĂ&#x20AC;HG DV WKH\ DUH QRW DGHTXDWHO\ PXIĂ HG and the exhaust gasses do not exit behind the passenger compartment. +RZHYHU ZDVWHJDWHV WKDW IHHG JDVVHV LQWR WKHLU RZQ PXIĂ HG H[KDXVW system exiting behind the passenger compartment, or feed gasses back LQWR WKH YHKLFOH¡V H[KDXVW V\VWHP DUH SHUPLWWHG Âľ ,W¡V DOVR ZRUWK NHHSLQJ LQ PLQG WKDW WKH VIRM VD\V WKDW ´/99 FHUWLĂ&#x20AC;FDWLRQ M LV DOZD\V UHTXLUHG IRU WKH Ă&#x20AC;WWLQJ RI D VXSHUFKDUJHU RU WXUERFKDUJHU DV D PRGLĂ&#x20AC;FDWLRQ RU WKH XSJUDGLQJ RI D VXSHUFKDUJHU WXUER RU ZDVWHJDWH RU WKH UH FKLSSLQJ RI HOHFWURQLF HQJLQH FRQWURO XQLWV >(&8V@ RQ WXUER YHKLFOHV Âľ 6R Ă&#x20AC;WWLQJ DQ H[WHUQDO ZDVWHJDWH UHTXLUHV WKH YHKLFOH WR EH /99 FHUWLĂ&#x20AC;HG HYHQ LI WKH ZDVWHJDWH YHQWV EDFN LQWR WKH YHKLFOH¡V H[KDXVW V\VWHP ([WHUQDO ZDVWHJDWHV WKDW IHHG LQWR WKHLU RZQ DGHTXDWHO\ PXIĂ HG H[KDXVW system are still required to meet the conditions of the VIRM¡V H[KDXVW QRLVH UHTXLUHPHQWV ,I WKH YHKLFOH JRHV WKURXJK /99 &HUWLĂ&#x20AC;FDWLRQ WKLV FDQ EH FKHFNHG GXULQJ DQ REMHFWLYH QRLVH WHVW E\ WKH FHUWLĂ&#x20AC;HU DSSO\LQJ FRPSUHVVHG air to the wastegate to make it open as it would under boost. A separate exhaust system for a wastegate would also need to terminate in a position where the outer end of the exhaust pipe is not directly underneath or in front of the passenger compartment; as well as meet the rest of requirements of the LVV Standard: Engine & Drive-Train Conversions.

2

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3 Exhaust gas is lazy; it hates turning corners and really requires as smooth and flowing a path as possible. In providing this, you will ensure stable boost control and can actually run a smaller gate size because of it. All manufactures stipulate as shallow an angle as possible in relation to the primary tubes and never more than 90 degrees. The closer the feed angle is to 90 degrees, the less efficient it will become. Having the feed teardrop into the manifold so that the gas flow is as smooth and uninterrupted as possible will help immensely.

Almost any tuner will tell you that the plumbing of the boost controller itself is the number-one issue they come across. Getting it right before you arrive at the dyno will save some serious dollars in dyno time spent rerouting lines. The most common solenoid is the Mac three-port, so the first thing to master is what each port in the solenoid is designed to do — and that’s where many come unstuck.

Port one is normally closed; this means that it stays closed until the actuator is activated via a signal from the ECU. Port three is normally open; this means it stays open until the actuator is activated. Port two is known as ‘common’. This port either receives boost pressure from port three or sends it to port one, depending on whether or not the actuator is activated. Now that you know what each port does, our three diagrams should explain themselves a little better and hopefully clear up any confusion come plumbing time.

Planning your boost system correctly will save you headaches come dyno time, but, as always, consult your engine builder and tuner at each step of the process. It’s better to ask questions first than to show up and be turned away because you have something wrong — especially as some tuners are booked months in advance.

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2

Common

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MOVING YOUR DREAM CAR, TO YOUR DOOR STEP.

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SHELDON KNEALE TAKES OUT ROUND TWO OF DRIFT SOUTH IN A BORROWED MACHINE

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orrowed car, slammed, 215s — that doesn’t sound like the normal combo for taking the top spot in a competition event in this day and age, right? But Sheldon Kneale managed to do just that with a brilliant drive to pull off the win in round two of the 2019–’20 Drift South series. Kneale hadn’t fared so well in round one, being the one coming off worst in a multi-car incident,

writing off his beloved long-serving 180SX. However, thanks to fellow Team Gusto member lending his RB25 Cefiro, Kneale managed to qualify second, before bagging the top spot overall to keep his championship hopes alive.

For round two, a shift to the faster section of Ruapuna proved a challenge, as the drivers took some time to get their heads around the

new section. Early in the day, things were a bit messy, but, before long, the lines improved, and you could see that we were in for a day full of tight battles.

Daniel Scott in his 180SX took the top spot in the qualifying rankings, but things were super tight behind him, with no more than a two-point gap between any places in the top-eight qualifiers.

Consistency proved critical, as, with the drivers needing two good scores, a few drivers ranked lower than they may have expected due to not pulling out the second good lap they were hoping for. The top pair from round one, Zac Palmer and Glen Pupich, rounded out the top-four qualifiers.

Into the eliminations, and Brad Knight had also qualified well in fifth, but blew third gear in his last qualifying lap. The track was just too fast for four, and he was taken out by Rob Neeley, whose S15 has been repowered with the less common VQ30 engine and a large single huffer for a good combo of power and balance.

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Daniel Liemburg was looking menacing as he powered past his opponents, first dispatching Tom Ickenroth and then running the chase of the season so far during his defeat of Morgan Rooney. Liemburg’s big chases were impressive but may have led to his downfall, when he ran out of road out of the last turn and had to straighten up before the finish line, which let Daniel Johnson through to the top four. Johnson then lost a tight run against Hayden Millings, who was impressive in taking his first-ever podium placing.

The final battle came down to a pair of A31 Cefiros — yeah, the old family cars still have a bit of life in them. An uncharacteristic mistake by Glen Pupich was the decider in the final against Kneale, but two strong results mean he’s taken a commanding lead early in the championship. The chasing drivers are all so tight that there is a huge battle for the minor placings.

Three rounds to go, though; anything can happen.

Ashton Anderson made it back-to-back wins over Peter Sarchett in the Development Series. Anderson’s run wasn’t easy though, with mechanical issues before and during the event keeping his team busy. Campbell McKenzie, who had made the long trip up from Invercargill for the event, rounded off the top three.

Round three will be the twilight one again this year, just before Christmas on 21 December at Mike Pero Motorsport Park, Ruapuna. Hoping for a great afternoon/evening to sit up on the hill and catch all the action.

FOR ALL YOU R AUTOMOTIVE AND MARINE UPHOLSTERY NEEDS MIDNIGHT UPHOLSTERY LT D, 431B TE RAPA ROAD, HAMILTO N

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CRUISE MODE

2008 MITSUBISHI EVOLUTION X PHOTOS: JADEN MARTIN

NAME: JAINIT KNIGHT // AGE: “YOUNG ENOUGH” // LOCATION: AUCKLAND OCCUPATION: IAG BUSINESS INSURANCE CONSULTANT NZ Performance Car : Hi, Jainit. Tell us what made you want to buy an Evolution and how long you’ve owned this one.

Jainit: Hey, NZPC. Owning an Evo X was a high-school dream for me, so onwards from there it became a goal to purchase one of my own. It was things like reading NZ Performance Car since I was 12, and 2 Fast 2 Furious, that really made me want an Evo. I was fortunate enough to be in a position to do that four years ago, and have owned this one since then.

Did you own Evos before this?

No, I have not owned any Evos before this one. My previous cars have been an ’07 BMW 530i, ’97 Audi A3 1.8T, and a ’01 Honda Integra.

What does the Evo X primarily get used for?

It’s primarily used as a weekend cruiser, but it’s set up and ready for all track events too.

Multi-purpose! What made you decide to go widebody?

Initially, when I bought the Evo X, I wanted to go for the most aggressive look I could. I went with the Chargespeed kit as, for me, it was the perfect balance between track and show styling.

How did the performance modifications start?

At the beginning, I just wanted to get the basic bolt-ons done, which were the exhaust and intake. But once I had a taste from the stage-one tune, I had to go back in for some more power with the help of Jacky from Jtune. He sourced and supplied the AMS STX400 package, which has made a big difference.

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You also made carbon-fibre panels for the interior — where’d you learn to do it?

Yeah, I did. I was wanting more of an aggressive touch for the interior but sourcing them for right-hand drive was rather impossible. Since I had panel beating experience in the past, I thought, Why not give carbonfibre panelling a try? It took me approximately two weeks and made me understand why carbon fibre is very expensive to manufacture.

What’s next on the list for the car?

Next will be a 2.2-litre stroker.

Big things to come then! Cheers, Jainit.

ENGINE: 4B11T, 2000cc, four-cylinder; Tomei Arms 8280 turbo, AMS downpipe, AMS intercooler, AMS intercooler pipes, AMS intake, AMS boost pill, Grimmspeed three-port boost controller, ETS V2 exhaust, DeatschWerks 65C fuel pump, Fuel Injector Clinic 1000cc fuel injectors, HKS SSQV IV BOV DRIVELINE: Six-speed SST twin-clutch transmission, AMS SST transmission cooler, Brembo brakes INTERIOR: Half-leather Recaro seats, Soundstream speakers, full carbon interior panels, AMS carbon-fibre gear knob, Cobb Accessport V3, LED interior lighting EXTERIOR: Chargespeed widebody kit, Varis V2 front bumper, Varis carbonfibre front lip, Varis side skirts, Varis carbon-fibre side-skirt extensions, Showstoppers carbon-fibre rear diffuser, Vland headlights, Mars tail lights, Voltex-style carbon-fibre wing, carbon-fibre vortex generator WHEELS/TYRES: 19x9.5-inch Advan RS2, 245/35R19 Toyo T1 Sport SUSPENSION: BC Racing coilovers POWER: 260kW FUEL TYPE: BP 98 TUNER: Jacky at JTune Automotive THANKS: Sedqi Naddaf at GMB Automotive, AJ at The Gloss Master, Jacky at Jtune, Iain at ST Hi-tec, Ryan at Luxury Sports, and my wife Zeena

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BABE

WEEKEND WARRIOR

1987TOYOTA COROLLAAE86 PHOTOS: JADEN MARTIN

NAME: ETHAN LOWE // AGE: 29 // LOCATION: AUCKLAND OCCUPATION: OWNER, HI-POWER PERFORMANCE NZ Performance Car : Hi, Ethan. Is this the first AE86 you’ve owned, and what was it about the 86 specifically that made you want to buy it?

Ethan: Hey, NZPC. Yep, this is the first one I’ve owned. Ever since my mate Charlie imported it for himself, I had wanted to own it. I liked the fact it’s a notch and not hatch, and it was bloody tidy. It’s only done 117,000[km] total and is a legitimate AE86, not a converted 85.

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You have a bit of a connection with this 86 through your Hi-Power Performance workshop, right?

Yeah; it actually started around four years ago, before I had the shop. We rebuilt the motor in [Charlie’s] shed, then, after I opened up Hi-Power [Performance], it eventually made its way up to me again to be finished off before being sent back down to Wellington. Not long after that, Charlie mentioned possibly selling it, so I was straight in there — jumped on the next plane — and drove it back home.

What has been the focus for the car since you purchased it?

The whole car had more or less been rebuilt front to rear, including the work I had already done on it, so I knew it was solid, but I wanted to make it better in certain areas. I found some old Recaros that suited the stripped interior and updated all the suspension components, then gave the engine bay a decent makeover.

You’ve also got a GT-R build that we saw back in Issue No. 236; what do you plan on using the 86 for primarily?

The 86 is keeping me for the time being until my GT-R short block is finished at Platinum Racing Products, where Herman is sorting me a fresh block, fitting a billet main brace, and all the rest.

What’s next on the to-do list for the 86 then?

More engine-bay tidying, I guess; besides that, just drive it!

It definitely needs to be driven. Cheers, Ethan.

ENGINE: Toyota 4A-GE 16V, 1600cc, straight-four; rebuilt bottom end, rebuilt head, Tomei Poncams, Toda cam gears, 4A-GE 20V individual throttle bodies (ITBs), Techno Toy Tuning ITB adaptor, 1000cc injectors, Haltech Elite 550, Fujitsubo headers, Fujitsubo exhaust system DRIVELINE: Toyota T50 five-speed, Toda flywheel, Exedy clutch, TRD 4.3:1 limited-slip differential (LSD) INTERIOR: Recaro Expert seats, Nardi steering wheel, TRD shift knob, Techno Toy Tuning rear panels EXTERIOR: Resprayed in Initial D Panda black and white, carbon bonnet WHEELS/TYRES: 14-inch Wantanabe, 185/60R14 Falken ZE912 SUSPENSION: Cobra front springs, aftermarket front shock inserts, TRD rear springs, TRD rear shocks, TRD front sway bar, TRD rear sway bar, Techno Toy Tuning Panhard rod POWER: 75kW FUEL TYPE: BP 98 TUNER: Brian ‘The Tuna’ Ingham at NDT Developments TIMES: “Yup”

ADVERTORIAL

INSURANCE 101

HOW THE CLAIMS PROCESS WORKS, WITH NAC INSURANCE

W

hen you’ve been involved in an accident or found your car/motorbike stolen, it’s fairly stressful. That’s why the team at NAC Insurance aims to make the claims process as easy as possible for you. So that you can understand exactly how the claims process works, and what information you’ll need, we’re breaking it all down right here.

NAC CLAIMS PROCESS • • •

If something has happened to your vehicle, please call NAC as soon as you can on 0800 501 508. Your claims handler will ask for any information needed to get repairs underway, or take you through what happens if your vehicle is deemed a total loss.

NAC will assess your claim.

If your claim is approved, NAC will either: — arrange for the repair with an approved repairer or someone of your choice. If you choose one of NAC’s approved repairers, they will guarantee their work for as long as you own the vehicle — pay the market value up to the sum insured on your policy.

For windscreen claims, simply give NAC a call and the team will take care of it. Note: windscreen cover is only included in the Car Comprehensive policy.

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INFORMATION NEEDED FOR NAC TO PROCESS YOUR CLAIM • • • •

Pictures or a description of the damage.

Your details, address, phone, email, and policy number if known.

Details of the other party(ies) involved: name, address, phone number, and car registration number.

If your vehicle has been stolen, a police report is required.

THINGS YOU SHOULD KNOW Please take reasonable precautions to prevent any further loss or damage to your vehicle — always get your vehicle towed to a safe place if it is unable to be driven following an accident.

The towing costs will be covered once the claim is accepted (towing costs are not covered under Third Party Only insurance).

Don’t spend any money on repairs or replacement parts without talking to NAC first.

If it’s an emergency, go ahead, but keep any receipts to claim a reimbursement.

If you believe you have caused damage to someone else’s property, don’t admit you are at fault. After the immediate stress has passed, you may find out that there were other reasons for the accident. Just say you need to speak to your insurer and phone NAC on 0800 501 508.

If you receive documents from anyone else about your claim, give NAC a call as soon as possible.

SMALL CHANGE. BIG DIFFERENCE.

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PRODUCT REVIEW

BASS KICK With a no-holds-barred approach to design and engineering, the prestigious KICKER TB Sub System range are the definition of the expression of power and accuracy. They are a modern take on an old-school classic, featuring thick ABS construction, and come equipped with both an active CompR woofer on one end and a Reflex Sub on the other. You get louder, deeper bass that you can mount almost anywhere — the aluminium bracket system allows the TB to be mounted horizontally or vertically. And it’s also weatherproof, meaning you can hook it up to your boat, UTV, or Jeep.

Available in eight-inch and 10-inch 2/41 applications, you can contact your local Kicker stockist for pricing: kickernz.co.nz/ where-to-buy

DEGLAZE With summer rolling in hard and fast, up your photo game with a B+W XS-Pro Circular Polarizer MRC Nano Filter. This product helps to reduce reflections and glare, resulting in a noticeable increase in the saturation of skies and foliage, as well as clearer imagery when photographing in hazy conditions. The Multi-Resistant Coating (MRC) is both an antireflection coating and a protective surface. It also includes an additional eighth layer over the regular MRC, which results in a better beading effect with water for greater cleaning efficiency. You’ll even be able to see objects and people behind surfaces, such as shop windows and car windshields.

These filters range in price from $135 to $319 and can be found at aucklandcamera.co.nz.

DISPLACEMENT REPLACEMENT For the LS-swapped crowd, the new LS bushing trunnion upgrade kits at 1st Auto Parts are engineered to provide maximum lubrication to the trunnion while also providing maximum load capabilities. The proprietary bushing material is fed with a full oiling channel, which constantly feeds oil to the bushing surface, ensuring proper lubrication. The greater surface area will support 300 times the load of what a needle bearing can, and there is no chance of destroying the engine when using much more aggressive cam profiles with stock-type rockers like the needle bearing would. Kits include the trunnion, bushings, and C-clips, and can be used with the stock rocker bolt.

Priced from $378.35. Call 1st Auto Parts on 09 638 6439 for more information.

Lightweight Pedalling

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If you’re looking to replace your factory pedal assembly with something a bit more serious, you cannot look past the Racing Power Company (RPC) Brake/Clutch Racing 5.1-1 Pedals.

RPC pedal assemblies combine the brake and clutch pedal together as one unit and allow for precise adjustment of frontto-rear brake bias. The integrated balance bars are designed specifically for racing applications and are longer to allow for greater adjustability while maintaining weight reduction through their lightweight aluminium construction. Mounting the cylinders behind the pedal assembly, the pedal arms swing away from the master cylinders through the reverse-swing configuration. A great choice for anyone wanting to save space and time.

Available now for purchase, the RPC Brake/Clutch Racing Pedals unit can be found at myautomotive.co.nz for $275.

NO RAIN, JUST RAINIER Freshly landed in at DTM Wheel & Tyre, the Niche Rainier M239 and M240 have classic Niche monoblock styling with big-brake clearance, concave profile, and aggressive staggered fitments — you can’t mistake them. The Rainiers spokes extend right to the outer edge of the lip, allowing for maximum concave, and are available in anthracite and gloss-black finishes. Sizing is hefty, with 18-inch, 19-inch, 20inch, and 22-inch diameters. They are available with a range of widths and offsets to choose from.

For more information and to find your nearest stockist, visit dtm.co.nz

Don’t Gamble with Grip Trial and error when building a car can be a costly exercise in both time and money. Whiteline have removed the guesswork with their new Grip Series Stage 1 suspension packages, available for most high performance import models and hot hatches. Each kit has been tailor made to optimise through ride height and chassis balance, and contains Whiteline’s signature front and rear adjustable sway bars, drop links and performance lowering springs.

For more information and where to get yours jump onto whiteline.com.au.

RRP $1301.28

Stopping on a Dime BEST OF BOTH WORLDS If you’re keen to get that wind-through-your-hair feeling that can only be delivered by a motorcycle but want the stability of a dialed-in performance car, your best bet would be to go have a hoon on the latest offering from Can-Am. The new Ryker has everything you need to peel through the windies and let rip on the open road without the need for a motorcycle licence — these bad boys can be driven on your full car licence.

Priced from $15,499, call the team on 09 887 1258 to book in your test ride, or visit jfks.co.nz for more information.

Suitable for all braking systems in car, truck, and bus applications equipped with disc or drum brakes (for which Super DOT 4 or DOT 4 is specified), Valvoline Performance Super DOT 4 Brake Fluid is the product of choice.

With low moisture absorption, Valvoline fluid maintains maximum performance under severe conditions, incorporating vapour-lock protection, and mixes well with conventional fluids. While ideal for hydraulic and disc brakes, it also maximizes ABS performance and reliability.

You can buy Valvoline Performance Super DOT 4 Brake Fluid in a 500ml bottle for only $22.43. For more information, go to myautomotive.co.nz.

UNDER CONSTRUCTION

YOUR BUILDS IN DETAIL

DREW COPPINS’ F20B CIVIC

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Setting goals and achieving them ain’t always a straight-cut process.

Drew Coppins admits that, for him, it usually means being the guy who fluffs around and never really commits to a project, let alone one single car, for any longer than five minutes. However, when 2019 rolled around, Drew set himself a few serious goals, one of which was to start a project car and commit to it.

The plan was always going to be building something outside that box that didn’t require huge amounts of customization. Having picked up a super-tidy, low-kilometre 1993 Honda Civic EG5 (New Zealand–new GTi), Drew, along with JP from R Developments, put together a foolproof plan of attack that would make use of an F20B. Sourced from an Accord SiR-T, it’s a cost-effective option that’s also unique to our shores, where the norm is

to plank in a K-series, B18CR, or even the related H22A big block.

It will be mated to a five-speed gear-swapper borrowed from an Accord CL1 Euro R and future-proofed for a turbo conversion down the line, although right now Drew is focusing on getting it driving, which it isn’t too far from doing.

Exterior-wise, the aim is to keep the chassis as OEM as possible, with a show-stopping engine bay that you wouldn’t be expecting to find under the bonnet. Drew mentions that, to him, the ’90s was a rad era of styling that remains timeless, so it will be a throwback to what you would have found in period. After a recent trip to Japan, the simple, lowkey styling of Spoon Sports has also had a major impact on the car, and Drew’s back pocket.

GRANT TODD’S JZX100 You never know when and where you’ll end up finding your next project. For Christchurch local Grant Todd, this 1997 Toyota Chaser JZX100 would end up occupying his driveway after he tried his luck at the auctions while in Japan on holiday with son Vinny.

“We came across the Chaser at a recycled auction. I’ve always been a big Toyota fan, loved the look of the Chaser and the incredible paint job it had, so we put a bid in just to see what would happen and ended up with a bargain,” Grant tells us.

Since landing on our shores, the Chaser has seen three drift days, with Grant eagerly piloting the 1JZ-GTE-powered four-door.

The first outing saw a blown clutch, the second a diff, and the third a turbo; who said drifting isn’t hard on gear?

That meant a new Exedy Hyper single clutch, Cusco RS 4.3 LSD, and Tomei Arms turbo. From there, Grant stripped out the interior to cage it, and followed that with paint through the cabin.

The idea is to reinstall the full interior once complete.

A custom loom is to be made and will incorporate a Link G4+ Storm ECU. The end goal is a reliable drift car that Grant can throw his mates in the passenger seat of and keep looking like the early 2000s Japanese drifter that it is.

WIN NEXT MONTH

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

WORTH $150

CALE SUBRITZKY CLARK’S K24 INTEGRA

It will be stripped back to bare metal, the engine bay shaved, the interior partly stripped, resprayed, and completely rewired, with fresh nuts and bolts throughout.

The car is currently being built in sections, with the full list of Hardrace adjustable arms and new OEM bushes everywhere. It sits on BC Gold coilovers and is soon to run 16x8-inch (+25) Rays TE37s.

The long block has been mocked up in the engine bay, and an all-wheel-drive gearbox has been sourced from a CR-V to deliver power rearward as well as forward. It’s still a few years off at this point, but, once complete, will be one to watch out for.

Buying back a car you used to own can be either a reunion with an old friend or a bird’s nest of heartache. Cale Subritzky Clark originally owned this 1991 Honda Integra DA6 back in 2013, selling it the same year. He tracked it down three years later to buy it back.

Cale admits that it was pretty run down at that stage but was an awesome base to start from, as it had no rust or dodgy bog repairs.

What started as a simple clean-up quickly turned into a full build, with Cale opting to do it once and do it right. The idea is a street-legal boosted-K24 Integra that puts power to all four wheels — yep, this will be all-wheel drive!

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LAB-BUILT VK56 GLORIA There’s no cool like the old school, and, while many of us are still caught up in the late-’80s and early ’90s hype, there are a few out there keeping the much older girls alive. The Lab Limited’s Glenn Hodges, the name behind the mental V6 twin turbo–powered Nissan March, has been tasked with restoring this 1969 Nissan Gloria HA30.

Originally fitted with an L24 engine and column-shift trans — for the bench seat, of course — at some point in its life, the Gloria was repowered with an L28 and changed to suit five-speed floor shift.

With Glenn’s influence and the owner’s eagerness to pull a few more ponies out of the old girl, gone is the lowly L-series in favour of a Nissan VK56DE V8. As if twice the number of cylinders wasn’t already enough of an upgrade, it now has a Stillen Titan supercharger kit bolted on top that makes use of a water-to-air

intercooler built into the intake manifold. The party will be controlled by a Link G4+ Xtreme ECU. Backed by a G35 Skyline six-speed manual, which required a custom tunnel to fit the beefy box and two-piece driveshaft, the rear end will be converted to a Ford nine-inch with a limited-slip diff (LSD), retaining the four-link rear end that had previously been fitted.

Glenn has been tasked with a serious amount of fabrication, creating new straight front rails to allow for the VK to fit in the bay, while the front suspension has seen S13 Silvia geometry retrofitted to custom towers. There will also be an Aeromotive A1000 fuel system. The exhaust consists of custom steel headers that came with the engine package and a twin 2.5-inch stainless-steel system made in-house at the Lab. The finished product will be a humble cruiser with plenty of usable power on tap when the situation permits.

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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

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

E&H MOTORS 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

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

WORLD OF TYRES

WAIKATO

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

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

TE RAPA AUTOMOTIVE REPAIR

NATIONWIDE

BAY OF PLENTY

THE WHEEL MAGICIAN

DYNO POWER PERFORMANCE TUNING

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

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

SUSPENSION / STEERING

CONCEPT DYNAMIC MOTORSPORTS

AUCKLAND

TARANAKI

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

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

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

NATIONWIDE

CANTERBURY

MOUNT SHOP

KENNELLY CAMS

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

RE SINCLAIR

MECHANICAL SERVICES

SERVICING, MODIFICATION, TUNING, RE-POWERS, ENGINE BUILDS, ENGINE MANAGEMENT

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

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

CONSUMABLES

OILS, ADDITIVES FLUIDS, FUELS AND WORKSHOP CONSUMABLES

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

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

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

THE LAB LIMITED 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

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

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

HORSEPOWER HEADS

STAHLCAR AUTO DIAGNOSTICS

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

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

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

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

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

SPECIALISTS freephone 0508 86 66 86 MANAWATU

MANAWATU

COUNTRY CLASSIC CARS

AUTOMOTIVE DIRECT

CLASSIC & CUSTOM MOTOR TRIMMERS

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

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

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

CANTERBURY

CANTERBURY

JAPANESE RACE SUPPLIES

JC INSTALLS LTD

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

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

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

PROTECT AUTO SOUND

CANTERBURY AEROTECH 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

VALUATIONS, INSURANCE, SHIPPING AND TECHNICAL SERVICES

NATIONWIDE

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

AUCKLAND

MOUNT SHOP

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

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

NATIONWIDE

MR. MUFFLER

AI CONTROLS LIMITED

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

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

AUTO CONNECT Holden and Ford body kits, hard-lids, clear lights, spoilers spoilers.co.nz / 0508 776 453 / 46 Waione Street, Petone,Wellington

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

KELFORD CAMS 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

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

XPERT WINDOW TINTING & SIGNAGE

CANTERBURY JT AUTOGLASS

PANEL, PAINT, EXTERIOR

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

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

Woolston, Christchurch

AUCKLAND

MANAWATU

AUTOMOTIVE BLASTING

GEARTECH AUTOMOTIVE

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

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

CHOPPERS AUTO BODY SHOP LTD

NATIONWIDE

INTERIOR / ELECTRICAL

Specializing in auto restoration, fabrication, rust repairs, panel beating, and spray painting choppersautobodyshop.co.nz / 09 419 0773 / 35B Enterprise Street, Birkenhead, Auckland

AUCKLAND

DOMINION PANEL & PAINT

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

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

CAR VALUATIONS NZ LTD

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

WAIKATO

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

DASHBOARD RESTORATIONS

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

ALL THINGS AUTO-ELECTRICAL, AUDIO AND UPHOLSTERY

HOTWIRE AUTO ELECTRICAL

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

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

GT AUTO SOURCE

MATAMATA PANELWORKS

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

BAY OF PLENTY WAX ATTACK VALET & WHITEWALL TYRES BOP

HIGH PERFORMANCE COATINGS

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

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

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

WAIKATO

TARANAKI

TRENDS CAR AUDIO & ALARMS

RE AUTOMOTIVE

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

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

BAY OF PLENTY

MANAWATU

BUYBRAKES

ACTION CANVAS & UPHOLSTERY

RESTORATIONS UNLIMITED

Fittings, upholstery, covers, carpet, accessories, trimming, installation, repairs 07 574 1888 / 23A Hewletts Road, Mount Maunganui, Tauranga

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

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

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

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 9.85 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

194.50 173.00 169.40 168.67 164.19 162.00 164.94 159.72 158.26 152.00 150.83 154.76 151.42 160.00 152.00 155.74 149.98 148.92 146.20 147.06 143.60 133.00 147.09 139.30 137.27 141.43 137.95 137.59 135.01 136.29 136.87 140.78 138.68 132.51 135.56 141.11 138.00 136.97

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

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

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) 8.57 @ 255kph (159mph) 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 Rob Kelly Jon Peplow Aidan Reidy 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 NZ Car Parts S.P.E.C Performance Untamed Motorsport 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 KE25 Nissan GT-R R35 Mitsubishi Lancer Evo I 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) 9.78 @ 220kph (136mph) 9.80 @ 240kph (149mph) 9.80 @ 231kph (147mph) 9.92 @ 231kph (147mph) 9.94 @ 215kph (134mph) 9.96 @ 231kph (147mph)

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