9SEC STREET IMPREZA + SDR-PACKIN SERIES 2 RX-7 + AE86 WITH 13B POWER + TURBO SR20 KE COROLLA A SINCE S INCE 1988 988
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FOURFRONT
TIME WAITS FOR NOMAN DON’T LET THE OPPORTUNITY PASS YOU BY. START THAT DREAM PROJECT TODAY
W
e all get so caught up in the hectic pace of our modern existence that we sometimes forget to look out for ourselves. Wake up, scoff down brekkie,
throw on the work clothes, pack the kids in the car (if you’re about dat family life) and race through peak-hour traffic to work… When work ends, hop back in the auto, battle a million other bumper car competitors, make it home alive, dinner, domestic duties, some TV and maybe crack a beer… or two. We repeat this daily holding out in hope for the weekend to present its glorious sunshine wonderland to us. But then we’re too tired to even be arsed doing anything on the weekend, burnt out by our working week. Or maybe that’s just me. But there’s a magical topical cream to sooth those aches, pains and irritating itches that gnaw away at us – a project car. Now, yes, it can EDITORIAL & DESIGN prove to be a poison chalice for some – source MANAGING EDITOR – MOTORING DIVISION: JOHN HAMILTON of drama, relationship breaker, stress maker, CREATIVE DIRECTOR: IGOR AMEDOV heart breaker and money taker – but there’s DESIGNER: NICHOLAS SMITH something priceless it will give you. STAFF PHOTOGRAPHER: ERIC TANG That feeling of truly being alive. CONTRIBUTORS See, if you’re a real car guy, you must have CONTRIBUTING PHOTOGRAPHERS: that one car you’ve always dreamt about since STEPHAN SZANTAI, DAVE REID, DINO DALLE CARBONARE, childhood. Or maybe there are a bunch of cars you’d like to build and drive. No matter the PRODUCTION case, let me stress one point to you if nothing PRODUCTION MANAGER: BRONWYN ROWE PRODUCTION CO-ORDINATORS: ALEXANDRA GROSVENOR else – make it happen! Yeah, we can make all the excuses in the ADVERTISING & MARKETING world why we shouldn’t do it: the wife/girlfriend/ NATIONAL ADVERTISING MANAGER: MARK WILDE significant other won’t allow/like it; I don’t have PH: (02) 9741 3658 the money/time/skills; blah, blah, blah… But I’m FAX: (02) 9648-7293 EMAIL: mwilde@expresspublications.com.au giving you permission to indulge yourself in this one dream. Blame me for it. I’ve got no problem SUBSCRIPTIONS with that. Swing past the newsagent or go online FREECALL: 1800 801 647 FAX: (02) 9737 8017 EMAIL: subs@expresspublications.com.au BACK ISSUES: FREECALL 1800 801 647
PUBLISHING GROUP PUBLISHER - MOTORING & LEISURE: GLENN WRIGHT GENERAL MANAGER - MOTORING: IGOR AMEDOV DISTRIBUTION ENQUIRIES – CIRCULATION DEPARTMENT EMAIL: circulation@emgroup.com.au PHONE: (02) 8719 3503 WEBSITE: http://newsagents.emgroup.com.au PUBLISHED BY: EMG Express Media Group, a division of EXPRESS PUBLICATIONS PTY LTD ACN 057, 8087 904 Under licence from EP Investments Pty Ltd ACN 003 109 055. All rights reserved 2 Stanley St. Silverwater NSW 2128 Australia Website: www.expresspublications.com.au DISTRIBUTED BY: NETWORK SERVICES 66-68 Goulburn St Sydney NSW 2000 NORTH AMERICAN DISTRIBUTORS: STONEHOUSE PUBLICATIONS Toll free: 1800 461 1640 Fax: 905 428 7554 Email: kevin@transmediagroup.com SINGAPORE DISTRIBUTOR: PANSING DISTRIBUTION PTE LTD Ph: +65 6457 7678 Email: infomags@pansing.com Website: www.pansing.com All material in this magazine is protected by copyright laws and may not be reproduced in part or full without the written permission of the publisher. Prices and dates quoted in this issue were correct at the time of going to press but might be subject to variation. In respect to technical information provided for any vehicle modifications or driving maneuvers referred to in the articles published in this magazine, the Publisher expressly disclaims any belief in the truth or falsity of the technical information or driving maneuvers provided and is merely passing on the technical information or driving maneuvers as a service to readers. No warranty is given as to its accuracy and it should not be substituted for expert advice from a qualified motor mechanic in respect of technical information provided for any vehicle modifications or from a qualified driving instructor in respect of any driving maneuvers referred to in this magazine. By submitting an unsolicited contribution to our magazine you agree to provide us with a licence to reproduce your material in print and electronic mediums worldwide with the right to edit any written contributions.
and have a search through groups, forums or trader sites, and see if something tickles your fancy. Do some scribbling on the back of a bill envelope, and see how you can make the maths work for a purchase. You think about everybody else every day, but think about yourself just this once. Buy your dream project. Don’t worry how you’ll get it done, just take the leap. If god forbid you fail to finish it, at least you had a crack at achieving the dream. There’s no shame in trying. The disgraceful bit is letting fear of the unknown hold you back from fortune and glory. That first start-up, that first cruise out on the highway… That’s a wet dream to a car guy. That’s living. And if you’re struggling to finish the project, I bet your mates or fellow car lovers will do whatever they can to help you get it done, or keep you motivated to accomplish the feat. We’re good like that. If you’ve made the leap and got your dream build underway, let me see what you’ve got – shoot me an email, or contact me through the Fast Fours Facebook page at www.facebook.com/FastFoursMagazine. We hope you’ve been enjoying the increase in content and new sections, and we’re busy scouring every day for new things to bring you guys. Anyone know of some blokes with cool collections of Fast Fours cars? We’d like to know about it! Get in touch with us. Inside this month’s mag we’ve got some killer cars including the return of a Fast Fours classic, the FROGGA wagon, some old-school love from Stephan Szantai at the USA’s Toyotafest, plus Dino swings past Pan Speed in Japan to have a chat about all things rotor. Hope you enjoy this issue!
John ‘Hamo’ Hamilton Managing Editor john@performancegarage.com.au
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DANIEL SHARP OF DOWNSHIFTAUS
M
y name is Daniel and I form part of the Downshift Management Team. Downshift was established in 2009 by Rory O’Donovan for a few reasons. 1) He didn’t want to do his uni assignment and needed to procrastinate. 2) He’d just bought a DSLR and; 3) Wanted to replicate his idols in the car scene and what they had achieved. At the same time, now Downshift owner, Matyas Fulop was organising small catch-ups for a bunch of friends in local car parks around Brisbane using forums as a base to invite people. Starting off as very small hangs, with as little as 10-15 cars, it was just a good opportunity for mates to talk about cars and life. With Andrew Foy (another member of the current management team), myself, Matyas and Rory all there, we had no idea what the next 6 years would bring. Over the months, these catch-ups got bigger and bigger – 30, 50, 60, 100 cars started turning up. Matyas collaborated with Rory at this stage and was now organising these under the DownshiftAus name. One such meet was inadvertently held at the same time as another group in a carpark in Oxley, Brisbane and all of a sudden we had 200–300 cars. This was the beginning of something huge. We started getting too big for public carparks. Whilst behaviour was pretty good, police were being called due to the size of the groups, we were being moved on from locations and car park owners were getting frustrated. Thus, Downshift evolved into what you see today, with our showground events. Downshift was established as a business and we took care of all required aspects including public liability, registering the name officially, hiring official premises, promo girls, we got DJs on board and took the leap into what you see today. It was at this time
that Jared Wilson jumped on board with Downshift as part of the team. We currently hold monthly events in Brisbane that bring in 700+ cars, run by myself. Every two months, Jared runs the meets in Sydney who receive us with Photo credit: Rhys Tro mbetta open arms, bringing in around 1000 cars to Fairfield Showgrounds. We also hold monthly happpy laps events at QLD i t off cars ranging i ffrom Raceway with an awesome variety dailies to 1000hp street cars to supercars. We’ve also held specialty days such as Track Battle and Dirt Battle, being both tarmac and off-road timed events. Last year we celebrated our 5th birthday and held Cinque – a much needed and missed ‘show’ style event instead of our ‘meet’ approach. Concentrating on quality, genuine parts & big builds, it went off as a huge success, showing QLD and Australia that there are still big quality cars being built, driven, and used how they should be – hitting the streets. The achievement that I’m personally most proud of was our 2013 Paul Walker charity cruise and respective monthly meet on the same day. Easily our biggest event with an estimated 5000 cars meeting at Coomera on the Gold Coast, and a large number cruising back up the highway to Hamilton where we had an estimated 3000 cars come in through the gates that night. We raised $7500 that was donated to Paul Walker’s charity – Reach Out WorldWide. Our aim is to give car enthusiasts a safe, legal outlet to enjoy their automotive passions. We’ve had dealings with law enforcement and government all the way up to the Premier’s Office, but at the end of the day, it’s us car enthusiasts that are banding
together to protect and lti t our llove off everything thi automotive. t ti cultivate Whilst our Monthly Meets and Circuit & Coffee events are open to any type of car, we’re very passionate about pushing people towards modifying their cars in a way that supports innovators and quality within the scene. The car scene is not dead. It’s ever evolving, and in my opinion bigger than ever. Our meets as the largest regular gatherings in of their type in Australia are testament to that. If we can influence enthusiasts to modify their cars with genuine, quality parts, enjoy their passions in a safe legal environment, then hopefully others will too and we can be the reason that some young uni-procrastinating person gets hooked on the automotive drug that we all enjoy. A big thankyou goes out to all sponsors, supporters and most of all YOU. The people that make the scene what it is, the enthusiasts. You can stay up to date with all our future events on Facebook at www.facebook.com/downshiftaus/events and all our coverage on www.downshiftaus.com See you on the streets.
Daniel Sharp DownshiftAus
Photo Credit: Jared Wilson
10 >fastfours&rotaries
Got a tough Mazda RX7 with manual box and a big attitude then check out our ZH01SDV Hyper Single VF Clutch Kit. Designed for high performance this is one tough mother transmitting an awesome 500Nm torque at the ywheel that’s ready to cope with the abuse of a highly modiďŹ ed vehicle and a heavy right foot. Punch through the gears harder and faster with EXEDY.
Kit includes: t 4UFFM CJMMFU nZXIFFM t )JHI DMBNQ DMVUDI DPWFS t )JHI UPSRVF DMVUDI EJTD Find the right clutch for your vehicle, visit exedy.com.au J000432E
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12 >fastfours&rotaries
E H T N I Y A DNASPEED LIFE PA
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ous apan’s Pan Speed workshop is synonym even ce, rman perfo y rotar ng andi with outst . proclaiming “We are the ‘RE’ specialist” Dalle Dino stars the Our snapper to Carbonare dropped by to see the workshop this and talk tech. Check out the feature in issue starting page 62.
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fastfours&rotaries > 13
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G
16 >fastfours&rotaries
LOADIN G
fastfours&rotaries > 17
WIDE-BODY S15
T
here is perhaps no better car suited to a wide-body than Nissan’s ubiquitous S15. Everything just looks better fattened up. Just ask Duy Ly, the owner of this very special Silvia. Duy tells us the car was bought with a wide-body kit already in place. Duy, however, wasn’t much of fan, which is when he spoke to Bodyform Motorsports and ordered in the C-West GT kit from Japan.
18 >fastfours&rotaries
fastfours&rotaries > 19
WIDE-BODY S15 As it stands, this is the only S15 with a C-West N1 II full carbon-fibre wide-body kit in Australia. Made to follow the natural lines of the car, plus stronger and lighter than your usual fiberglass fare, it is not a cheap purchase. In fact, the kit alone is worth vastly more than the actual car itself. The result with it in place is one of the best S15s in the country. Adding to the uniqueness of the N1 kit is a host of add-ons especially made for the car by Bodyform — the go-to for external import modification in Sydney. Peter whipped up a custom front splitter, front canards, side splitters, rear diffuser and extensions all made in-house. Once you add in the dining table of a rear wing that is the Voltex GT, the presence alone is enough to have most cowering away at the traffic lights. The beauty of the kit and these additional extensions, however, is that they are also functional, adding muchneeded downforce through the corners and improved aero over factory. Duy is very keen to get to the track, but for now it’s the streets that are being owned. Looking over the engine mods, it’s not a long list. The engine bay isn’t particularly detailed either, but the power cannot be argued with. Running on E85 and tuned via Sydney’s Powertune, the S15 is currently outputting a massive 500rwhp and over 700Nm of torque.
A rotor fan’s dream, the engine bay features the finest in Aussie materials
fastfours&rotaries > 21
22 >fastfours&rotaries
WIDE-BODY S15 Says Duy, “The motor was just something I had built for fun when I had a six-speed box still in the car. It still handled 350kW with 700Nm of torque. The box was still holding up, but I wanted to chase more power, so I pulled it out and replaced it with the RB25 box.” We all know that SR20 boxes are made of glass, which is why the bulletproof RB25 unit is in place with a one-piece tailshaft and NPC HD clutch designed to handle the abuse of 500-rear. It’s as loud as you’d expect too thanks to the custom 3.5in straight-pipe system and the external 44mm ’gate. The GTX is all about the mid-range, but really this is a car that performs right up into the RPM stratosphere.
fastfours&rotaries > 23
WIDE-BODY S15 Buddy Club coil-overs provide the rock-hard ride required to keep this big-dollar kit off the ground, with GT-R brakes making a solid improvement over the usual S15 picks. Finishing it all off are the import classics — three-piece Meisters. As for Duy’s next plans, he says, “I might rebuild the motor and make 500kW later on in the
PECS S
future.” That ain’t an idle threat ever, with plenty of 500wkW—plus cars coming out of Powertune shed to prove they have the numbers on the board. Just give it time… Thanks: “Powertune Australia and also Garage 88 and Bodyform Motorsports for all their help and support to get the car where it is today.”
ENGIN NE: 2L SR20DET ENGIN NE HARD DWARE GTX37R with 0.63 rear housing, Tomei Poncams, 265deg BC cams and cam gears, BC valves, BC retainers, 6Boost manifold, Dual MAP sensor, custom made 3in dump pipe, HKS blow-off valve, Haltech Platinum Pro ECU and wideband sensor, TiAL 44mm external wastegate, custom straight pipe exhaust to cannon tip, 1200cc fuel injectors running on E85 fuel, coil packs DRIV VETR RAIN RB25 gearbox with a one-piece tailshaft, 4.3 diff ratio with a 1.5-way LSD, NPC twin-plate clutch rated to 1000hp BRAKES/SUSP PEN NSIO ON R33 GT-R Brembo brakes (four-piston brake calipers), Buddy Club Racing Spec Damper coil-overs, Hard Race camber arms front and rear WHEELS S/TYREES Work Meister S1 three-piece 19×10in front and 19×11in rear wheels, Hankook Ventus Evo 2 255/30/19 front and 275/30/19 rear BODYWORK Bodyform full C-West N1 II carbon-fibre wide-body kit, custom carbon-fibre front canards, custom carbon-fibre front splitter, custom carbon-fibre side splitters, custom carbon-fibre rear diffuser, custom carbon-fibre rear diffuser, side extensions, 1700mm-wide carbon-fibre Voltex GT wing INTERIO OR Bride seats
RUNN VIA 5
24 >fastfours&rotaries
P IS NG D
E
YOUR BUILDS
GREG’S LANCER WAGON BUILD GREG WILLIAMS IS BUILDING ONE MONSTER WAGON READY TO ATTACK THE STRIP
SOME OF THE PROJEC:T’S
MODS INCLUDE
• Mitsubishi b h Lancer Wagon • Tube frame chassis built by Glen Hunter • Chassis mods by Denaro Chassis • Built for Sport Compact
• Motor is Nissan FJ20 • Garrett GT47 turbo • G-Force 5-speed clutchless gearbox • Car is coming out of Ultimotive Performance and Racing in Bankstown NSW. The goal is to run mid to low 7s
SHOW US WHAT YOU’RE WORKING ON! EMAIL JOHN@PERFORMANCEGARAGE.COM.AU OR CONTACT US VIA THE FAST FOURS FACEBOOK PAGE FACEBOOK.COM/FASTFOURSMAGAZINE fastfours&rotaries > 27
FAST FOURS ENTHUSIAST
STUART’S 1300WAGON NAME: STUART QUINLAN VEHICLE: 1976 MAZDA 1300 WAGON WHY THIS PARTICULAR VEHICLE? Because it isn’t an RX-3. No, not really. I fell in love with a white one as a teenager.
WHAT DID YOU BUILD THE CAR TO DO? Go as good as it looks. It had to be a performer.
HOW LONG HAVE YOU OWNED IT? 2.5 years.
WHAT’S THE BEST THING ABOUT IT? When the gate opens and the rears light up.
PREVIOUS VEHICLES? EVO IX, Golf R32, WRX, Renault Clio Sport, XR6 Turbo, Golf GTi.
ESTIMATED TIME AND COST? More than my wife thinks.
WHAT WOULD YOU DO DIFFERENTLY NEXT TIME? Not much.
CAR’S FUTURE? Just enjoying her.
28 >fastfours&rotaries
R A FULL STAY TUNED FOUART S FEATURE ON ST WAGON SOON
fastfours&rotaries > 29
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fastfours&rotaries > 33
W
hat happened to the cars you grew up with? Sadly, most will have been parted or left to rot under a cover in a dank, dark place where not even spiders tread. Some, however, live on. Here is a perfect case in point. Soda blaster David Risteski (29) has always loved the 1300 wagons, with ‘FROGGA’, as featured many moons ago, being his all-time favourite. He had to have it. “The car was originally built 15 years ago known as FROGGA. I always loved this car. It takes me back to my high-school days, as I had the car on my school folder. Who would have thought 12 years later I would own it?” David’s had the 1974 1300 wagon around a year now. He loves the numberplates and the Simmons, but the changes he’s made to the car over the last five months means the car owes him somewhere in the vicinity of $50,000. 34 >fastfours&rotaries
ROTOR WAGON Dave continues, “I remember being in high school when the boys from Pac released FROGGA along with the R100 Mazda GEEUPS. My school folder was covered in FROGGA pics. It was my dream car. Fifteen years later a friend of mine had purchased the car from the original owner and had it up for sale. When I found out it was available, I jumped on it and made all the changes to the car to make it my own. Now known as YEBIGA, the car will always be known as FROGGA but definitely needed some mechanical upgrades to suit the modern times.” Pac Performance went all out on the 12A rotor. A great deal of the engine itself has been revised and brought up to date, including new Turbosmart
L ALWAYS BE AS FROGGA BUMT E EDED SO DEFINITELY NE GRADES TO MECHANICAL UP SUIT THE MODERN TIMES
fastfours&rotaries > 35
goodies and a brand-new fuelling system making use of modern technology and tuning. By keeping everything handled in house, there were no headaches. After all, it’s not like this is the first rotary turbo Pac has built… A Powerglide would be nice, but the current four-speeder is holding up under the abuse. David is keen to get the car down the track and see what she’ll pound down the quarter, but until then he’s getting around showing the old girl off and getting punters all droopy-eyed once more. Most interiors from the ’70s look like they were covered in GILF flaps, but this one’s mint thanks to a full re-trim in creamy leather on almost every surface. The Velo buckets make the most of the name, really sinking you into the danger zone. Combined with Simpson harnesses and the cage, it’s actually a very safe place to be. The custom Kermit Green is here on the outer, but the new stars are those staggered Simmons direct from big-Simmons supplier Tempe Tyres. Sam hooked David up with the set, measuring a need-their-own-lane-each 20x10in down the back. Tyres, as you can imagine, weren’t exactly cheap, but nothing is here. It’s all about making a classic even better by using only the best of the best components and people. David’s owned a Nissan S14, S15 and Mitsubishi GSR, but the wagon has always held something of a nostalgic place in his heart. If he could do it all over, he says he’d replace the 12A turbo with a 20B triple-rotor turbo. As for the money he’s already spent here, f*ck it. You only live once, right? Why not do it in style? 36 >fastfours&rotaries
MY SCHOOL FOLDERA COVERED IN FROGGCA IT WAS MY DREAM
ROTOR WAGON
fastfours&rotaries > 37
Thanks: “A special thanks to all my mates, you all know who you are, for the late nights you spent working on the car, Rob, Milan, Sam, Mem, Dave and Miro I can’t thank enough, George, Rodney and Rocky from Pac Performance for all the upgrades you’ve done to the car (9792 7076), Dave from Door 2 Door Detailing (0424 101 202) for getting the car schmick for the shoot, Sam from Tempe Tyres for the Simmons (8577 8577), X-Trim for the trim around the new fuel set-up (4648 2156)
SPECS ENGINE: 12A turbo rotary PERFORMANCE: 367rwhp ENGINE HARDWARE: Custom Pac catch can, turbo and piping, Turbosmart external wastegate, custom sports exhaust system from turbo back, Turbosmart fuel-pressure regulator, heavy duty seals and rotors, ported, boost tee, aftermarket injectors, billet fuel rails, black fittings custom radiator and front-mount tube-and-fin intercooler, black braided lines throughout, custom fuel cell and surge tank in boot, high-flow fuel pumps, Microtech engine management system DRIVETRAIN: Corona four-speed gearbox, Ford 9in diff (mini-spool), 31-spline axles SUSPENSION/BRAKES: Coil-over kit front, Pedders springs and shocks rear, Wilwood slotted discs and calipers front and rear WHEELS/TYRES: 18x6in front and 20x10in rear Simmons wheels, whitewalled tyres BODYWORK: Custom Kermit Green respray INTERIOR: Velo race seats front, full custom leather re-trim including doors, dash, roof-lining, floors, console, seats, trims and boot, Momo shifter, Auto Meter gauges, six-point roll cage, Simpson harnesses
38 >fastfours&rotaries
ROTOR WAGON
NG A CLASSEIC IT’S ALL ABORUTBYMUASKIIN G ONLY TH EVEN BETTEE BEST COM PONENTS BEST OF TH AND PEOPLE
fastfours&rotaries > 39
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Martin Ellis has an extensive experience in streetcars, drag racing and speedway. With his wealth of knowledge, including trade credits under his belt from qualified mechanic, fabrication certs/mig and tig tickets to spray painting - you know your ride, rod, two or four wheeled passion is in the best hands.
U4/24 Central Park Dr, Yandina, QLD
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TANG
E E
9SEC WRX
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9SEC WRX
I
t’s funny how cars evolve. For Ryan Nicholls, it all started when he couldn’t dive straight into the WRX of his dreams. What he has now, however, is much, much better. Ryan (24) picked up the 2004 RS nearly seven years ago. “I was on my Ps and always wanted a WRX, but with the P-plate laws I couldn’t have one. This was the closest thing to it. Originally the car was built to look good, as I couldn’t turbocharge it without getting into sh*t from the cops. I had the interior trimmed and a big stereo and stuff in it. Now the car has gone in a totally different direction. I really want to run a 9.1-9.2 in the car with the standard gearbox and current setup, which I think it should do fairly easily. The car is mainly built to be a tough streeter with a strong focus on being able to drag-race it, or take it to Powercruise and upset a heap of people.” There’s been an XR6 Turbo in the garage as a daily/work car, but that simply cannot compete with what the RS has become, far eclipsing even your run-of-the-mill Rex. The first time Ryan raced he didn’t have it ANDRAteched. He just wanted to run and get safety gear going on. He rolled to the line, launched, missed third and grabbed fifth, backed off and cruised down the track hoping for an 11sec run so he wouldn’t be hassled by the ANDRA guys. He got back and they handed him a slip with 10.9 on it. “That’s when I knew it was going to be a fast time when it ran a full pass.”
2 . 9 1 . 9 A N U R TO T N A W D R Y L A L D A N E A R T I S E H T H T I W R , A P C U E T H E T S N T I N E RR U C D N A X O B R GEA I THINK IT SHOULD DO WHICH ASILY FAIRLY E
Hard to tell this is a genuine 9sec streeter
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XXXXXX
With the car’s new direction Ryan is thinking about switching it all back to black
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CIDED TO SOMEWHERE ALONG THE WAY THEY DEDIA LS, 3.5IN HIT THE PUB… WITH HOOSIER DRAG RA T TH E COP STRAIGHT PIPE AND CAGE. IT TURNS OU SHOP WAS ONLY A STREET AWAY
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9SEC WRX I like the fact that not many people have big-power EJ motors, so it’s a point of difference
He lined back up for the second run. An official came over and questioned why he had a parachute on the car. Ryan explained it was there ‘just in case’, as he had no idea how fast the car would run. This time he launched harder and ended up with heaps of wheelspin through first, grabbed second and though ‘fu*k it, I’m going to keep into it’. He went through the gears but tagged the limiter going into fifth. He wasn’t happy with the run, but back in the pits there was a rather pissed ANDRA official. “He came over blowing up about me not pulling the chute and not having all the correct safety gear. After an hour-long ‘discussion’ with him, I finally got my timeslip (9.8) and was told ‘oh yeah, mate, you’re going home’. I also remember another quote from him: ‘Here’s the rulebook, start from page one’. Ryan also dragged three mates along to the Cootamundra Drag Battle. Somewhere along the way they decided to hit the pub… with Hoosier drag radials, 3.5in straight pipe and cage. It turns out the cop shop was only a street away. Pulled over, the cops simply wanted to know what the hell it was they heard starting up. “They went all over the car and were really good about everything. They told us that us guys never cause any trouble every year and to be careful, as there would be a Highway Patrol car there for the weekend. It was a pretty lucky break.”
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9SEC WRX Looking at the cost, all Ryan can do is laugh. “Too much. I couldn’t put an exact time or dollar value on it, but I know there were plenty of late nights/ mornings getting it done.” As for the best thing about it? “Being able to jump in whenever I want and cruise it whenever, and then any other day I can take it to the drags and run a quick time without being hassled. I pretty much just want to run a number in the car. Then I’ll drive it for a little while and probably sell it… but time will tell.” All nine seconds of it. Thanks: “Leigh at Deshele Peformance (0401 405 110, engine builder), Scott at Performance Piping Systems (0408 563 284, cage/fabrication), Chea at Powertune (02 97566789), my girlfriend for putting up with the late nights in the shed.”
SPECS S PECS ENGINE: 2.5L EJ25 six-cylinder turbo PERFORMANCE: 530kW, 9.8@144mph ENGINE HARDWARE: Closed-deck EJ257 block, STI nitrided crank, Manley Turbo Tuff rods, custom CP pistons, Brian Crower 280deg camshafts, 1mm oversized valves, Brian Crower valvesprings, D25 late-model STI castings, extensive custom porting, Killer B baffled oil sump, 12mm STI oil pump, twin Holley 1800+ HP125 lift pumps feeding from fuel cell in the boot and 5L surge tank, ID 2000 injectors, Mishimoto radiator triple-core, Speedfab oil cooler, Haltech Platinum Pro, custom 3.5in exhaust system, Process West reverse inlet billet intake manifold, Precision 6766 ball-bearing turbocharger DRIVETRAIN: STI six-speed, Direct Clutch twin-plate ceramic clutch, OS-Giken push/pull convertor, STI R180 diff, Driveshaft Shop billet axles SUSPENSION/BRAKES: BC BR coil-overs, Whiteline swaybars, WRX four-spot calipers front with Brembo calipers, EBC Redstuff brake pads WHEELS/TYRES: Street: 20in Vertini Fairlady wheels, 225/30 Hankook RS3 tyres RACE: GC8 stock rims, 225/50 Hoosier Drag Radials BODYWORK: Standard INTERIOR: Cobra Suzuka Pro seats, re-trim in leather and suede including rooflining, dash, shifter, gauges and trims
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A
13B AE86
IF ON LY MA A SPRINND THEZDA AN TER IS SAM D NISS A MA E, BECA AN WE TCH M USE RE O ADE I A ROTA NE N HEA RY PHOT OGRA VEN PHY BY DA VE REID
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I BUILT IT FOR THE STREET, MOSTLYTAIN SUNDAY MOUN AT DRIVES WITH THECHOING SWEET SOUNDTREES THROUGH THE
I
t’s very hard, dare we say impossible, to hate on the AE86, but get a cross-company conversion involved and things tend to swing either way. Just ask the owner of this unique Sprinter, Benny Wilkinson. The 26-year-old works in roof restoration and property maintenance, but it’s the restoration and maintenance of his AE86 that seems to consume his thoughts and time. The 1983 Toyota Sprinter is getting on a bit, but rest assured this one is in better condition than most. Says Benny as to the car’s purpose, “I built it for the street, mostly Sunday mountain drives with that sweet sound echoing through the trees.” What sound would that be? Why a ported rotary, that’s what. Benny bought the AE86 for its outstanding Japanese history, handling and looks. He’s owned it 1.5 years and bought it with the exterior already painted, as well as coil-overs and new bushes throughout. It’s taken him a solid three months of slog to get it to this level and he has “no idea” as to how much he’s spent in the process. Benny laughs that this build “was an easy one for him to do”, but it still had its share of minor issues and dramas. For Benny, his favourite part of it all is the DIY nature of the build. “I love the fact I carried out all the work in my garage at home from start to finish. I drove in with a 4AGE and drove out with a 13BPP. 56 >fastfours&rotaries
13B AE86
The blue is the original colour resprayed. The lack of bodykit is also refreshing
Benny has left the interior as simple and original as possible, with only a Nardi and golfball as mods
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I CARRIED I LOVE THE FACTOR IN MY OUT ALL THE WMEKFR GARAGE AT HO . I DROM E IN START TO FINISH D DROV OVE WITH A 4AGE AN OUT WITH A 13BPP Our man has owned many performance cars in his time, including a VC Commodore, LJ Torana, Sil80, 180SX, Mazda RX-7 FD, Series I RX-7, Mazda 800, 1300, 1800, Bongo, Cosmo, R31 Skyline, R33 Skyline and a VX SS wagon, but the Sprinter remains one of his personal favourites. You just cannot help but love the combination of a potent Mazda rotary with one of the most renowned chassis in the world. It’s a killer combination we’re sure even the Drift King himself would approve of. Daniel Savage helped looked after the engine work, and the power is precisely that thanks to the semi-PP. The rotary football actually looks very at home in the engine bay complete with matching trumpets and custom intake manifold. It’s not putting out mega power yet, but like the rest of the car there is a definite beauty in keeping things simple and sleeper-like while retaining the original cues of the car. 58 >fastfours&rotaries
13B AE86 The 13B looks at home and sounds insane thanks to the SPP, exhaust and custom intake manifold trumpeting out Mazda’s twin-rotor gospel
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13B AE86 Archers Smash Repair helped handle the exterior bodywork, with the engine bay and inner guards taken care of by Benny himself. Largely, though, it was all by Benny’s hands throughout: “All work was carried out by myself, including paint and panel, exhaust, custom manifold, alternator bracket, water outlet/inlet, strut brace and engine and gearbox mounts.” He’s quite the nifty DIYer, our Benny, but he has big plans for the humble little Sprinter yet, so stay tuned. The Sprinter is great, but for Benny his dream car remains an R34 GT-R. It’s the next logical progression, so we’ll see what develops next. Until then, it’s Sunday dori-dori all the way. Thanks: “A few friends for helping drink my beer while I worked on the car.”
SPECS ENGINE: 13B turbo rotary PERFORMANCE: 250hp ENGINE HARDWARE: Side-fed peripheral port, custom alternator relocation bracket, custom engine mounts and cross-member, Injection Perfection intake, 2.5in stainless extractors into 3in exhaust with hotdog and Rota muffler, Bosch 044 fuel pump, Series V turbo injectors, billet Aeroflow fuel pressure regulator, Davies Craig electric
THERE IS A KEEPING T DEFINITE BE SLEEPER-L HINGS SIMPLAUTY IN THE ORIGINIKE WHILE RE E AND AL CUES O TAINING F THE CAR 60 >fastfours&rotaries
water pump, 63mm aluminium radiator, Series V coils, Link G3 engine management system DRIVETRAIN: Series V turbo gearbox, custom tailshaft, Exedy brass-button clutch SUSPENSION/BRAKES: BC Racing coil-overs, custom strut brace, Whiteline swaybars, Nolathane bushes WHEELS/TYRES: 15x8in XR-4 SSR Longchamp wheels, various tyres BODYWORK: TRD front lip and wing, resprayed in original blue INTERIOR: Genuine Nardi steering wheel
TECH TALK
H T I W H C E T G N I K AL
Y R A T O R F O ERS
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WORDS AND PHOTOGRAPHY
BY DINO DALLE CARBONARE
Y R TA O R T U O S K EC H C S R U FO T S FA SPEED
POWERHOUSE PAN
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L
ike most rotary shops out there there, Pan
Speed has been operating in a state of limbo. Rumours continue to circle round that Mazda may or may not continue with the Wankel engine and that we may or may not see a new generation RX-7 in the near future, but at the end of it all there is no certainty whatsoever. So what is a rotary tuner supposed to do? To find out the answer to this, we stopped by Komoriya-san’s little outfit in the Saitamaken countryside to get his take on it all. Pan Speed has been in operation since the late eighties, a time that the whole rotary movement was really beginning to pick up pace. Like all tuners it was first high-speed runs that captivated the scene, everyone consumed by creating the most powerful engines possible in order to record the highest possible speed passes at the now dismantled Yatabe test course. Crippled by unnecessarily low speed limits, it was top speed that really did it for the Japanese enthusiasts, partly because it was a quantifiable and tangible representation of a tuning shop’s capability – if you managed to develop big power, your car will go fast. Pretty simple. It was then on to drag racing and Pan Speed didn’t really care much for it, despite building countless cars for customers. It was the whole ‘soukoukai’ movement that they have really always focused on, the affliction with track days that the Japanese have always had. With the dedication to this particular discipline eventually creating a craze for Time Attack, Pan Speed felt that this is was their natural calling.
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AN RX-7 IS ABOULTIGHT CAR BALANCE, IT’S AE IS SO AND THE ENGINPOSITIONED COMPACT AND E CHASSIS EEP WITHIN TH
TECH TALK
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TECH TALK
ATTEMPTING TO BUILD TRUE RACE CARS WITH INTRICATE AERO SOLUTIONS IS DEFEATING THE POINT OF A TUNER CAR
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TECH TALK
CHAT WITH THE BOSS
N A S A Y I R O KOM Finding all of this progression rather interesting, we sat down with Komoriya-san and asked him a few questions.
Q: YOU HAVE ALWAYS CONCENTRATED MOST OF YOUR EFFORTS ON GRIP RACING AND TIME ATTACK, IS THERE A PARTICULAR REASON FOR THIS? A: It’s what RX-7s are built for. Sure, if you want you can get big power out of a rotary engine, but it won’t last. An RX-7 is about balance, it’s a light car and the engine is so compact and positioned deep within the chassis. That gives it excellent handling capabilities; it’s a very neutral car so we’ve always concentrated on getting the most out of this inherent balance.
Q: SO I’M ASSUMING THAT IS WHY YOU HAVE ALWAYS CONCENTRATED ON TIME ATTACK ALONE? A: Yes, of course. Getting good results at the track is what allows us to test out our products. We always strive to put together the best packages out there, be it for handling, braking and of course engines, and nothing will test your ideas out like getting the best possible result at a track.
Q: IT’S A WAY TO PROVE YOUR PRODUCTS FOR YOUR CUSTOMERS THEN… A: Absolutely, what we learn at the track we take back and use that know how to fine-tune our products and solutions for the street.
Q: YOU’VE RECENTLY DEVELOPED A NEW WIDE-BODY AERO KIT FOR THE FD3S. DO YOU PLAN TO PUSH YOUR TIME ATTACK PROGRAM MORE? A: It was more of a refresh, our FD has served us well over the years, but times change and you need to create something that stays current and that your customers want.
Q: DOES THIS MEAN WE WILL BE SEEING PAN SPEED RETURNING TO WORLD TIME ATTACK? A: Not at all. We’ve had a go at it and just aren’t interested in following the direction that most teams are going. We prefer to stay true to what a tuner car should be and is all about. Attempting to build true race cars with intricate aero solutions is defeating the point of a tuner car.
Q: BUT WE WILL CONTINUE TO SEE PAN SPEED AT SUPER LAP IN TSUKUBA AND HKS PREMIUM DAY IN FUJI? Q: Oh yes absolutely, as well as our own track events like the Mazdadedicated event we are organising this September in Maze circuit.
Q: WHAT ARE YOUR THOUGHTS ON THE STATE OF THE TUNING INDUSTRY IN JAPAN RIGHT NOW? A: It continues to be tough as people just aren’t as interested in cars any more. But we do have our loyal customers that continue to evolve and perfect their cars as well as new ones that are giving the rotary thing a go.
Q: ANY PLANS TO TRY SOMETHING DIFFERENT, MAYBE DRIFTING? A: (laughs) Well, we have a few customers that drift and we look after their cars, but that’s it.
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TECH TALK
STRAIGHT FROM THE
C I N A H C E M After our quick chat with the man behind the operation, we were left to wander around the workshop where along with countless customer cars the recently refreshed FD3S time attack car stood. As we admired the flowing lines of the new aero package, we heard some hammering noises from the back and decided to take a look. The mechanic in charge of putting all of Pan Speed’s engines together was just finishing up taking apart a 13B that the next day would be treated to a rebuild along with a mild side porting. We asked him a few questions about the sort of tuning that customers go for:
Q: CAN YOU QUICKLY SHOW US WHAT GOES ON IN A 13B REBUILD? A: Sure. Well, when we are talking about engine components themselves, it is always the apex seals that we pay special attention to. Despite these three-piece seals not being made any more, these are always what we go for on our engines. These seal better throughout the entire cycle through the chambers.
Q: CAN YOU SHOW US SOME EXAMPLES OF PORTING THAT YOU DO HERE? For street applications we always recommend customers stick to side porting. This is when we manually increase the size of the opening and modify the profile. We keep this pretty mild for drivability and reliability. Next step up would be a bridge port like this here. This is only for use on circuit and we carve out a secondary port next to the already re-profiled stock opening. This is more complex as we have to add aluminium putty to seal things up between the housings. Then we go to a peripheral-ported housing like we have hhere. This is what we run in our naturally aspirated 3-rotor RRX-8, itt’s the most extreme type of porting that you can do tto a rottary and is definitely not suited for street use.
TO WE ALWAYS STRIVE BE PUT TOGETHER THE E,STBE PACKAGES OUT THER AKING IT FOR HANDLING, BRGINES AND OF COURSE EN
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TECH TALK Despite the fact that Mazda may actually not continue with the rotary engine, as long as we have shops like Pan Speed around, enthusiasts will never feel like they have nowhere to turn to. They are, in their small way, keeping the whole rotary dream alive, and for this we salute them and all Wankel-specialists around!
TO WE PREFER TO STAY STRHUOEULD WHAT A TUNER CAR T BE AND IS ALL ABOU
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T
Y BY STEPHAN SZANTAI
WORDS & PHOTOGRAPH
ED IS N A G R O T S E F A T O Y O T 0TH 2 E H B T U D L E C K R A ’S R M E R R A E O Y T S E R THIS & YOTA OWNER’S
BY THE TO
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TOYOTAFEST USA
T
i me to celebrate! This get-together takes place in Long Beach, a large community of nearly half-a-million folks located 40 kilometres south of Los Angeles. The city has played a key role in the development of the sport compact scene in the United States, being the home to a ton of events, including Formula D drift races, Japanese Classic Car Show and Wekfest – an affair we hope to cover in the near future. Long Beach also welcomes the second-busiest container port in the USA, and just a few miles away resides the Queen Mary cruise ship, one of California’s most popular tourist attractions. It serves as the backdrop to the Toyotafest, along with palm trees and downtown Long Beach. Launched in 1936, the Queen Mary has been converted into a hotel and museum – it incidentally transported military troops in the thousands during WWII. Next time you’re in So-Cal, you may consider a visit, the liner being fully restored
as it was back in the 1930s. Toyota has had very humble beginnings, opening its first dealership in Hollywood back in 1957 – the slow and underpowered Toyopet Crown did not sell well locally. With reliability improving over the following decades, the Japanese brand became a major player on the U.S. market, eventually branching into other makes: Lexus and Scion. Toyotafest has therefore been created to celebrate not only, well, Toyotas, but also these two other brands. The show invades a park situated next to the Queen Mary’s parking lot, truly the perfect spot due to its scenery. Visitors enter the grounds at no charge to admire no less than 400 automobiles, all duly pre-registered. This allows promoters to print entry sheets, which participants typically display under the windshield of their rides. Info divulges not only the owner’s name and model/year of the car, but also often lists the long list of alterations performed, such as engine and suspension. A clever idea!
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TOYOTAFEST USA
OLD-SCHOOL RIDES REPRESENTED A LARGE CHUNK OF THE ENTRIES
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Vehicles are typically grouped by models and years of manufacture, making for impressive line ups. Among the oldest partakers, we noticed a fully restored 1958 Toyota Crown; in fact, old school rides represented a large chunk of the entries, including a handful of models never imported in the United States – or in very small numbers – such as Toyota Crowns and a luxurious 1973 Toyota Century. We should additionally point out that the Best of Show trophy went to Janet Fujimoto, the owner of a subtly modified ’70 Crown, fitted with a 2JZ-GE engine and Enkei wheels. Joining the collector car scene can be expensive; yet, the Toyota scene allows hobbyists to become involved on a modest budget. Vehicles such as the Corolla from the ’70s/’80s have turned into classics in their own right. But others in the vein of the Lexus SC (Soarer in Australia), both attractively styled and fairly inexpensive, are slowly moving in that direction as well. well
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TOYOTAFEST USA How about Toyota’s latest models? The meet had plenty to offer, too, starting with the Scion FR-S known as the Toyota GT/FT86 in other countries. Enthusiasts had complained for years about the lack of exciting new offerings... The FR-S seems to have filled the void, especially now that they become affordable on the used car market. Alright, so it might not be 100% Toyota due in part to its Subaru flat-four engine, but who cares? However, arguably the most talked about ride at the event remained the FT-1 sports car concept, originally revealed at the 2014 Detroit Auto Show. Just taking pictures of this beast proved a challenge, being surrounded by a thick crowd all day long! People absolutely loved its styling that came to be thanks to the involvement of Toyota’s engineers and. the makers of Gran Turismo. With its Formula 1-inspired facia and amazing aero, this coupe had it all. Toyotafest keeps on surprising us every year. We can’t wait for the next instalment, which should take place in May 2016 – more info at toyotaclub.org.
THE TOYOTA SCENE ALLOWS HOBBYISTS TO BECOME INVOLVED ON A MODEST BUDGET
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STREET RX-7
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G TAN
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With the interior complete, mini-tubs will be along soon with even more engine work
D
isasters — more often than not that is precisely what builds become, but if you have the will and perseverance you will make it. Just ask automotive spraypainter Tim Cole-Vetterli (21), the man behind this machine. His 1982 Series II RX-7 in Ice White has had its up and downs, including one very big set-back, but Tim has weathered the storm and come out cheering. Says Tim, “I purchased the car when I was age 16 and in school from a friend in rough condition and in need of a rebuild. I was just meant to paint it and drive it on my Ps, but I got an apprenticeship with my father to do the spraypainting and decided to do it proper with a full rebuild on the car including turbo motor. “I planned to have it finished for when I got my full licence so that I could drive a turbo car (four years). I started the build with my father doing the panel and paint, which included a bare-metal respray and all the rust cut out with NOS Mazda replacing it. I then got the interior completely redone in leather with an Auto Meter dash and console by the good team at X-Trim Motor Trimming. I then went to order the wheels. On the way to Tempe Tyres I had an accident in my dad’s ute. To cut a long story short, those wheels cost a lot more due to the repairs of the car I hit.”
80 >fastfours&rotaries
The dish on the back there is 3.5in, believe it or not
STREET RX-7
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The hunt was now on for a good mechanic. After speaking to a few people around the traps, Tim had some clues, but most shops dismissed him for being too young and not taking him as a serious customer. Their mistake… “After buying a few parts from SDR, I made my mind up to get everything done mechanically by them.” The car was originally to be built with an N/A motor for Tim’s P-plates, but things got out of control and it ended up with a turbo motor and complete rebuild of the entire car. Basically, Tim just wanted to have fun with it. “SDR Motorsport supplied and rebuilt the 12A using PHYSCO seals, a stud kit and a decent-size mild porting. The engine is fully ceramic-coated, as is the exhaust system and other engine parts, with everything mechanical supplied and rebuilt brand-new by SDR. “I am over the moon with the quality of the rebuild of the 12A, gearbox, diff, brakes and a lot more. With the car complete and running, Yavuz from wUnigroup Engineering did a full engineer’s report on the RX-7. I went to register the car and the biggest problem occurred that threw out the entire build.” You see, the car couldn’t be re-registered due to a dodgy owner in the 1990s. Under the new laws, Tim was informed that he had wasted a lot of money building the car. All was not lost, though. “After two months of stress to sort it out, I got help from a member of parliament. He could see the amount of work that had been done to the car and pulled a few strings to get the car registered. “The build wasn’t too bad. There were a few incidents along the way, but it all worked out good. It was rewarding meeting a bunch of good companies and people, buying parts and getting work done on the car. I also learnt a lot about building a car. “With the car on the road now, I couldn’t be happier with it. Future plans are to take it Powercruise Sydney and give it hell on the track before taking it off the road for mini-tubbing and a few other mods. I would like to give my dad a special thanks. If it wasn’t for him, I wouldn’t even have the car.” As for the plates (Disaster), they came about because of all the headaches Tim went through with the build. There might be no flying cows here, but it sure has been a tornado of a ride. 82 >fastfours&rotaries
STREET RX-7
SDR has really worked some magic on the rotor.
fastfours&rotaries > 83
STREET RX-7 Tim says his ultimate ride would be a mini-tubbed R100 Mazda with 20B. Given what he’s achieved here, such a halo car is certainly a possibility, so stay tuned. This has been an $80,000 exercise. It’s not cheap, but as we all know, the best kind of thrills never are. Thanks: “My dad Pascal, my brother and sister Jay and Cara, Bill, SDR Motorsport, X-Trim Motor Trimming, Col, Andrew, Johl (HYP13B), Luke, Mesh, SGPP, Ivan, Jeffy, Andrew Rohan, Tempe Tyres, Unigroup Engineering, Gary Lawson, Luke from SDR and everyone who has helped with the build.”
SPECS ENGINE: 12A turbo rotary PERFORMANCE: 400rwhp ENGINE HARDWARE: PWR radiator and oil cooler, Spal thermofan, 12A housings with a stud kit, PSYCHO race seals, mild porting, Garrett GT35/40 turbocharger, Turbosmart 50mm external wastegate, IDA manifold, Injection Perfection 50mm twin throttle, K&N air filter, aluminium piping, PWR tube-and-fin intercooler, Aeroflow fittings, custom-fabricated aluminium plenum, Turbosmart V-port blow-off valve, PWR radiator and cooler, Bosch 044 fuel pump, Carter lift pump, surge tank, Turbosmart 800 fuel regulator, braided lines, four Bosch coil packs, MSD ignition leads, Moristech black box EMS, SDR Motorsport exhaust manifold, aftermarket cat, 3in stainless steel custom exhaust system by SDR Motorsport DRIVETRAIN: Series V ceramic-coated gearbox, Direct Clutch Services brass-button clutch, lightened flywheel, SDR Motorsport heavy-duty driveshafts, Ford 9in, Detroit Tru-Trac (4.8) SUSPENSION/BRAKES: Falcon 300mm rotors and calipers front, Nissan Patrol booster, Mazda RX-7 drilled and slotted rotors rear, SDR stainless steel lines, lowered King Springs, KYB shocks and struts, Nolathane bushes throughout WHEELS/TYRES: Simmons FR17 wheels (17x7in front, 17x8in rear), Falken tyres BODYWORK: Bonnet latches, PPG Ice White bare-metal respray, welded aerial hole, badges and key locks, tear-drop side mirrors, flat steel firewall, every hole seam-welded and filled, all garnishes and engine bay components chrome-plated INTERIOR: Series III RX-7 front seats, Momo carbon-fibre steering wheel, full Auto Meter dash and centre console, Turbosmart boost controller, BES turbo timer, complete leather re-trim with black stitching and Dynamat sound deadening, tan Mazda logos, custom flat hatch, suede roof-lining, Rockford Fosgate 12in sub, 2x 6.5in rear speakers, 2x 4in front speakers, mono-block amp and amp for speakers, Sony head unit
84 >fastfours&rotaries
fastfours&rotaries > 85
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KE20 COROLLA
88 >fastfours&rotaries
TO
S S E C C U
R E W O P N R E D O M , LINEESSIST AN ADU E THIS IK L CLASHSAIC RD TO R – IT’S
PHOTOGRAPHY BY ERIC
TANG
fastfours&rotaries > 89
It’s very much like a mini-Evo inside complete with factory Recaros
T
he KE Corolla has become a real classic of late. The prices some of these cars are going for now would blow people’s minds a decade ago. Robert Tripodina (29) is an IT administrator. His 1971 Corolla is not only perfect in almost every way, but will happily run elevens and push 8000rpm. It’s the best of everything that is classic about the KE with the proper modern powerhouse between the strut towers. It is the best of every world and an absolute bargain. Well, it was… You might recall Robert’s 2006 Ford Focus XR5 Turbo, a car with a very long list of mods to its name. The KE might seem like something of an odd departure then, but Robert tells us he’s long been a fan of the old Corolla’s classic lines. It just needed a ‘push’ in the right direction performance-wise. “I always liked the KE20 for its curves and size. When this came up for sale with its long list of mods, and already engineered with the SR20, it was hard to say no. The main aims for the car after purchase were to build it so that it could actually turn corners and be faster all around. The suspension set-up was poor. It definitely needed some attention. I dropped the car off at K-Mac for some much-needed upgrades for better handling and, in turn, ETs. With the current set-up on Mickey Thompson Street Radials, the car has gone 11.0@124.5mph and soon to be quicker.” Although the conversion was in place when Robert bought the car, that engine wasn’t long for this world. “After purchasing the car, the cam spray bars blocked up, causing the intake cam to destroy itself. This was the perfect opportunity to pull the engine out and inspect everything. Upon inspection we realised this was also the best time to make a few modifications. We upgraded the standard rods to Eagle H-beams, upgraded the pistons to CP pistons and rings, and ACL bearings. From there we rebuilt the head using HKS Step III cams, double valvesprings, retainers, solid lifters, rocker arms and valve stem seals. The valves are standard. 90 >fastfours&rotaries
A figure like 300rwkW should come easily once the E85 is sorted. It won’t be long, we’re told
It’s Auto Meter everything for the vitals now, with a wideband in place for additional monitoring
KE20 COROLLA
G IN ILD BU RS HE OT TO CE VI AD E M SO VE HA I DO GRADE THE GEARBOX AN SR20 PROJECT: UP WHILE YOU ARE BUILDING THE CAR
fastfours&rotaries r > 91
S THE KE20 FOR ITCA I ALWAYS LIKED ZE HEN THIS ME UP CURVES AND SI ITS. W S, OD M OF T LIS G N LO H IT W LE SA R FO GINEERED WITH THE AND ALREADY ENRD SR20, IT WAS HA TO SAY NO
The body’s original lines have been left intact, but the custom teal and Simmons drag it right into the modern day
92 >fastfours&rotaries
KE20 COROLLA
SPECS ENGINE: S13 SR20DET four-cylinder turbo PERFORMANCE: 270rwkW@7700rpm ENGINE HARDWARE: Custom oil cooler and remote filter with braided lines, Davies Craig electric water pump, custom alloy radiator, Eagle H-beam conrods, CP pistons and rings, HKS Step III camshafts (272deg, 12mm lift), HKS lash killer lifters and rocker arms, ported and polished head, Tomei metal head gasket, ARP head studs, HKS double valvesprings with retainers and stem seals, Garrett GT3076 (.70 front housing, .63 rear housing, 19psi), TiAL 38mm external wastegate, custom manifold and air intake, K&N pod filter, custom inlet pipe, custom bar-and-plate front-mount intercooler, SR20DE N/A throttlebody, custom plenum chamber, 40L RCI fuel cell, stainless steel -8 hardline to pump -6 to fuel-pressure regulator and return, -6 braided lines from fuel-pressure reg to fuel rail, Sard fuel-pressure regulator, 1000cc Xspert injectors, custom fuel rail, Bosch 044 fuel pump, MSD CDI with M&W coils, Autronic SMC and boost controller, custom equal-length extractors, Catco cat, mild steel from cat-back (mandrel-bent) with 4in tip DRIVETRAIN: S14 five-speed manual, Nismo brass-button clutch, 31-spline Moser billet axles, custom 3in tailshaft, VL Turbo diff with Romac full spool (4.11) BRAKES/SUSPENSION: RA60 Celica discs and calipers front, VL Turbo discs and calipers rear, Mitsubishi booster and custom bracket, EBC Greenstuff brake pads, RA60 custom coil-overs with Koni adjustable shocks, King Springs and Nolathane bushes front, custom K-Mac swaybar and strut tops, Koni adjustable shocks, custom-length spring shackles with custom springs and Lakewood anti-tramp rear WHEELS/TYRES: 17x7.5in FR17 Simmons wheels, Falken 205/40 tyres BODYWORK: Custom teal respray INTERIOR: Scheel re-trimmed buckets and standard rear seat re-trimmed, Momo Race steering wheel and gearknob, custom dash, Auto Meter gauges throughout with AEM wideband
“This car is the fastest car I have driven and has a way to scare me each and every time we go for a drive. I laugh every time I have a passenger in the car and you can see them searching for the grab handles to hold onto when the car comes onto boost and moves up the road sideways through second and third. “I do have some advice to others building an SR20 project: upgrade the gearbox while you are building the car. I have a collection of spares waiting to be bolted up until we get the chance to put an RB25 box into it.” Rob says his ultimate ride would be a 1000hp R32 GT-R. That would be nice (and expensive), but until that fateful day the KE should do the trick just fine. New plans are to look into a revised fuel system and make the switch to E85. An RB25DET gearbox conversion is also on the cards for its improved strength over the SR ‘glasshouse’. Rounding everything off with be a half-cage inside should the single digits come calling. From what we’ve seen, they might be around sooner rather than later… Thanks: “Vince Scandizzo from Mastascan in Croydon (0416 267 114) for all his help with the engine rebuild and tune, and all the advice along the way, all the guys who have helped with the many long nights and rescues to pick me up with the car trailer after breaking the gearbox, and of course my wife and son.” fastfours&rotaries > 93
PRODUCTS
THROTTLE
FULL
AUSTRALIA'S LEADING MANUFACTURER AND SUPPLIER OF EFI PARTS AND ACCESSORIES, EFI HARDWARE, IS PLEASED TO ANNOUNCE THE ADDITION OF AN UPGRADED FOUR-BARREL FOUR BARREL THROTTLEBODY THROTTLE OD TO ITS PRODUCT RANGE
L
ookinng for a four-barrel throtttlebody to please for yoour next EFI project? Look no more. This new lowprofille (46.5mm) unit is available in three bore mm and 40mm sizes - 46.5mm, 45m - allowing for 10800cfm, 1000cfm and 700cfm respecttively and features both Holley square bore and spread bore mounting patterns. The EFI Hardware H throttlebodies are proudly p manufactured and assembled in Australia from Austtralian castings to ensure quality coontrol and a superior finish. Manufactured from a certified AA601.3 Allloy and heat treated to T5 rating, EFI Haardware's manufacturing processes provide thhe highest quality integrity of casting and a superior CNC machined finish. Says EFI Hardwaare, “Every single throttle bore and throttle plate are a measured and matched as a pair to ensure thee most perfect throttle fit and production unit. Unlike consistency across every e cheap imports that run through parent metal, the ware throttle bodies run on shafts on EFI Hardw bearings with lip seeals behind, and unlike cheap imported units, EFII hardware throttlebodies are fully serviceable forr an extended useable lifespan. Each is CNC machined to precise tolerances, the EFI Hardware throtttle bodies then assembled and quality checked before shipping from our Melbourne warehouse.” All three variants utilise a standard Holden/ Delco throttle position sensor and IAC stepper motor and have a progressive throttle linkage with secondary throttle application beginning at 33 percent of primary throttle. All units are also available as either throttlebody only or as a kit with throttlebody, TPS, IAC and cable pulley. EFI Hardware also manufacture anti-reversion plates to suit the 1000cfm units. Starting at $565 plus GST for throttlebody only or $665 plus GST as a full kit, the EFI Hardware fourbarrel throttlebodies offer a superior Australianmade product at a highly competitive price. What are you waiting for?
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THROTTLEBODIES ARE PROUDLY MANUFACTURED AND ASSEMBLED IN AUSTRALIA FROM AUSTRALIAN CASTINGS TO ENSURE QUALITY CONTROL AND A SUPERIOR FINISH fastfours&rotaries > 95
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96 >fastfours&rotaries
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fastfours&rotaries > 97
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