9tro magazine issue 25, 202 by mario mario1961

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contents WorldMags.net features

long live america the lean & mean camaro gt3

proves not all americans are fat

culture clash bentley grilles and audi lights for the veilside 4509 gtr supra

’n’ match 102 mix who says german car means

all-german parts? we didn’t!

the fire 106 through custom takes on a whole new

meaning with this mercedes sl

118 motormen four audis tuned to the nines

by the loony germans at mtm

heaven 134 seven an ultra-rare re amemiya super greddy III rx-7 Here? awesome.

my lady! 146 oh amuse powerhouse goodies for

this yellow yellow pretty lady

regulars

editorials we get to talk sh*t

(and hope it makes sense)

26 96

news we aren’t sure if what we’ve found is true...

feature stories euro tuning in singapore; also,

>>> >> we talk to akira nakai of rwb!

150 time warp porsche tuning you’ve never seen before with the rwb natty dread

160 9tro technicals back to basics this month with the cold air intake!

118

102

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106 r e ve ur co at fe

blitzkrieg!

our very own showstopper bmw 335 has the bite to match its very loud bark

146

114barely legal

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Watch our YouTube videos “9tro9lives”

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contents WorldMags.net events 50 64 68 74

mmer 2012 full report on the most action-packed

and prestigious 12h enduro in the region

9tro’us arena 2012 9tro’us drift evolves to include new and exciting segments - read on to find out!

the alliance meet 2012 singapore’s first-ever bring-what-you-got car meet - and more than 300 cars came

super gt rd. 5 suzuka speedway, 1,000km endurance. this is going to be epic

drift usa 140 formula back to the west coast as the fd circuit takes on the evergreen speedway

publisher hong tsui editor art director brendan mok melvin tan editor (europe) senior digital artists dr. ian kuah jeremiah lopez editor (japan) yaya salim Dino Dalle Carbonare digital artists staff writers Khairul Mokhtar shairazi suwandi (senior) Intan Shuhaidah eik ouitavon sales manager vincent ng contributors B.d&production james wong Damion chee (my) manager casey dhnaram matthew everingham senior sales executive sam yu (sg) human resource team praveent chelvam (MY) hui qi lim (Manager) for any enquiries, nurul farhana bivi email: admin@9tro.com nurul hidayah Official Photography Partner (Singapore)

Strategic Overseas Partner (Indonesia)

Publishers’ Association

>>>>> distributed by:

Special Thanks dm mechanic.performance • milltek • abt sportsline• bsr tomei • rays engineering • buddy club • kw suspensions enkei • mcchip-dkr • forge motorsports • eibach usa • gt-a bilstein • ode to studio • the id agency (FD USA) • daimler spark motorsports • horizon auto tuners (h.a.t) • autovox

MICA (P) 141/04/2012 KDN PP17810/07/2013(032864) issn 20101538

9TRO GROUP PTE. LTD. Woodlands Industrial Park E5 Woodlands Bizhub #09-11 Singapore 757516 Tel: +65 6570 1610

140

No portion of this publication may be reproduced in any form wihtout the written consent of the publusher. Opinions expressed in 9tro magazine by writers, contributors, and advertisers are not necessarily endorsed by the publisher. published articles serve only as general information and should not be substituted for specific advice undertaken by readers. featured car articles are written with information provided by the vehicles’ owners. unsolicited material will not be returned unless accompanied by a self-addressed envelope and sufficient postage. the publisher accepts no responsibility for unsolicited manuscripts, photographs and materials. under no circumstances shall the magazine/publisher be liable for any direct, indirect, specialor consequential damages arising out of or in connection with the use of the information made available in the magazine.

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Team 9tro @ Super GT (Round 3 - Malaysia) Photo Credit: Concept35mm

editorials likeWorldMags.net a baws!

According to recent news reports, the number of summonses issued out for vehicular modification infringements rose by some 41 percent during the first half of this year. Approximately 3,666 such infringements were committed in the first six months of last year, while 5178 were made during the same time this year. However, without wanting to offend or intrude into the fantastic job that the Civil Services in Singapore have been doing, there are a few questions that needs to be addressed promptly. While I certainly do not speak for all, having visited many of our clients and talked to the many automotive enthusiasts out there, I have a pretty darn good understanding of the sentiments (not to mention feeling many of those sentiments myself).

Hub, despite the never ending gossips about its revival, we enthusiasts have no where to go except up North. For decades, we have been doing so, and there are no real problems aside from the logistical nightmares, additional costs and inconveniences. However, it does help boost Malaysian tourism figures, businesses and general economy, thus making us Singaporeans truly neighbourly friendly.

to flourish, but mainly to allow for motorsports enthusiasts to drive their car to-and-fro, from home/workshop to places (such as private events, exhibitions, or up to Malaysia for track or race events). Charge a premium (ie: SG$100/day), and still many will gladly pay.

I myself experienced a related unfortunate situation some time back. Scheduled to head up to Malaysia for a track-day, I picked up my car from the Ok, so building a track is extremely workshop that removed (temporary) my expensive and not necessarily feasible given the small domestic market here in street-legal aftermarket exhaust system Singapore, but there are alternate options and installed a ‘not so street-legal’ in abundance. Scroll around a few online exhaust system. The next day, before forums and you will find good examples the sun rose, I left home and headed for the Tuas Immigration Checkpoint, only of alternatives (maybe one good one to be stopped by the Traffic Police after out of every thousand idiotic ones). Personally, I think selected road closures I exited Ayer Rajah Expressway (AYE). Needless to say, I did not get the chance in weekend-deserted areas would be a to go for the track-day that day. viable option, and will certainly attract throngs. I am almost certain that if an In Singapore, prostitution is legal in Electronic Road Pricing (ERP) system the red light district areas, as long was installed on those closed roads and as licences are paid. Why then, are activated only when they are available for weekend motorsports events such as enthusiasts denied their pleasures? drag races, circuit laps or drifting, we enthusiasts will be more than glad to have out cashcards well financed.

>>>>> Motorsports is a form of sports, no matter how you argue. As an amateur race car driver myself, I know first hand the physical and mental stresses associated with motorsports. Strap yourself into the passenger seat of a drift car and you will also get a good assessment as to how strenuous it can all get. Fair to argue that the streets are not race tracks, and that motorsports activities should be confined to race circuits and tracks, but we have none here. The nearest circuit would be Johor Circuit (Pasir Gudang, Malaysia), and the best circuit within logical driving distance would be the Formula One Sepang International Circuit (Selangor Darul Ehsan, Malaysia). With the unfortunate cancellation of Singapore’s Changi Motorsports

The various agencies should also spare some time researching on the viability of us enthusiasts purchasing day-passes. Not unlike the Off-Peak Car Scheme (red plate – OPC) where owners get to purchase via online or mobile a day-pass to drive their OPC cars on weekdays, there can be a similar system created to allow for enthusiasts to have a ‘modified’ and ‘road unfriendly’ car driven. This is not to allow for illegal activities

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I’d like to state up front that even if I had enough money to buy me a nice European super sedan or sports car, I’d save it. In my ideal life, I would take all the money that I’ve saved to Honda and commission them to make an NSX-R. NA1 version, with the pop-up lights, please. If they were willing, that is. Safe to say that I’ve chosen my side in this Euro-JDM war for enthusiasts’ hearts. Yet, it seems that we simply cannot ignore the rise of the Euro tuners in Singapore - and even on the international scene.

that is probably more expensive than a decently-specified Honda Fit for a piece of paper here, then buy that same Honda Fit afterward for an added premium? I’d spend a little bit more for a Scirocco 1.4TSI with twin-charged goodness, thanks. With this context, we take a look at European tuning here and around the world from a macro point of view, and then zoom in to how several enthusiasts have customised their european tuner cars - from the mild all the way to the customised, widebodied wild.

builds mad widebody kits for Porsches, and his works have become somewhat worshipped on the Internet. I met the man when I made a trip to Tokyo earlier this year. Nakai-san was a great host, telling us about his work and then taking us out for dinner at a local noodle house afterward. I also had the opportunity to ride in one of his customers’ cars - something I won’t forget anytime soon. You know what? If I had the money, I’d save it and buy a 964. Preferably a 993.

>>>>> The international tides are turning for one simple reason - Japan has not producing anything worth modifying, save the BRZ/86. Not at entry level, anyway, where young tuners ready to have a go at personalising their cars.

Euro tuning has always had a large following overseas, where old Jettas and Audi A4s are cheaply available. Seen slammed, bagged and tucked on BBS RS rims all over the Internet, these Euro tuners have long been darlings for Dubbers around the world. Sadly, we won’t find many examples here, since many have since been exported out of the country. In Singapore, the newer generation of European tuners have become the more logical choice. Given the high purchase prices of cars today, why would I pay a five-digit sum of money

Even though I prefer the unique flavour of Japanese muscle, Euro tuning also has its appeal. This style of tuning has always had an orderliness to it that can only be the hallmark of true Teutonicism - various upgrades defined by stages, no matter which tuner you look at.

Then I’d ask if Nakai-san would make a trip down to Singapore.

Yet, I’ve always held the impression that wild turbo upgrades and insane outputs were firmly in the spectrum of JDM tuning, but recently, cars like the VF Engineering Gallardo have proven me quite wrong. These ridiculously fast cars are a lousy excuse for the term “road legal”, and are as much a glorious ruckus as their JDM counterparts. But perhaps the ultimate fusion of the two can be found in a little shop in Chiba, a prefecture just outside Tokyo. Here, a certain Akira Nakai hand-

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brendan mok editor

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editorials from the continent WorldMags.net

While Japanese car tuning is on the wane for a variety of reasons, the German car aftermarket industry goes from strength to strength. The German tuners even have their own official organisation, the VDAT, which is influential enough to lobby governments against proposed new legislation that might negatively impact their members. As Audi, BMW and Mercedes-Benz continue to engineer even better dynamics and build quality into even their most modestly priced models, the potential for aftermarket tuning grows too.

A notch up the ladder, the more conventional rear-driven BMW M135i is also a stunningly good steer. While it comes under the new BMW Performance brand, and is tuned by their M division, the M135i has all the visual and dynamic star qualities of a fully-fledged M car, and is a tuners dream. The ever-tightening emission standards such as the current EU5 and the forthcoming EU6 have made things both tougher and easier for the tuners at the same time. Easier because the new generation of turbocharged motors that offer better part throttle fuel economy and emissions also provide enhanced power and torque as well. Harder because of the encryption protocols some ECU manufacturers have put in place to prevent aftermarket hacking of their systems.

With massive volumes of new cars are being shifted by Audi, BMW, Mercedes and VW in China and other growing Far Eastern markets, unsurprisingly, more owners are looking to differentiate themselves from the herd. Mercedes tuners like Brabus and Carlsson are already well established in China and Singapore, as are ABT Sportsline and MTM for Audi and VW, and AC Schnitzer and Hamann Motorsport for BMW, and TechArt for Porsche.

>>>>> Take the latest Mercedes A-Class for instance. While the original of 1997 had a tendency to fall over, and its second-generation successor was safe but uninspiring, the latest A-Class has proven to be a paradigm of the frontwheel-drive hatchback genre. I am not a big fan of FWD per se, but on the recent launch, the ride, handling precision and lack of torque steer of even the most powerful 200+hp A250 model clearly showed that the Mercedes chassis engineers are at the top of their game. The new A-Class is a keenly priced and dynamic looking car of the highest quality that is just ripe for aftermarket tuning, and the forthcoming 350hp, four-wheel-drive A45 AMG promises to be sensational.

These companies are thus perfectly positioned to take advantage of the boom in Euro tuning. Bring on the age of the Euros!

While the tuners have traditionally been able to access and rewrite the protocols on Bosch ECUs fairly easily, some bright spark at Siemens has managed to install a multi-layer protection system on their units.

Used on the Porsche V8 motors on the Panamera and second-generation Cayenne as well as the latest fourcylinder Mercedes models, the Siemens ECU has proven to be a tough nut to crack. It took over a year to get past the electronic sentry, but it was done in the end.

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dr. ian kuah editor

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editorials jdmWorldMags.net FTW!

Contrary to what the doc might have to say, I believe that no matter what happens, Japanese car enthusiasts will never give up their passion for fettling with cars. Since I began covering the car scene in the land of the rising sun, twelve years ago now, what has impressed me the most is the sheer adaptability that most seem to have. From the last few years of the heydays the nineties left behind, all the way to today, I have seen the JDM side of the industry shift to accommodate new trends, new ideas, and for some time now, an almost complete lack of new Japanese cars offerings modify.

tuners, and for some time this was indeed the case, but as with any fast paced market, companies needed time to adapt, and the weaker ones had no chance but to call it quits. The market is looking somewhat different now, Euros enjoying continuous growth as shops continue to embrace a bigger scope of cars while the JDM is making a big comeback with new cars like the 86 and BRZ. There are now shops that previously had nothing to do with Toyota and Subaru embracing the affordable little coupe; tuners like Revolution and Sun Line Racing come to mind, not to mention pretty much every single other famous name out there doing something with this new platform.

often participating at Hellaflush Japan events with their instantly recognizable Porsches. It is all so diverse that itâ&#x20AC;&#x2122;s almost impossible to generalize. Different cars, different styles, different goals are what differentiates each area of the Japanese car culture. It is continuously evolving as a whole but like anything that is driven by pure passion it will always be there in some form or another. Our job will just be deciding what to cover, and for well over a decade now I have literally been spoiled for choice. Japan is indeed a very unique place!

>>>>> The parallel on the Euro side of things couldnâ&#x20AC;&#x2122;t have been more different, as a lot of people have matured away from domestic cars into more expensive imports, still modifiying them in some way or another but at the same time enjoying the exclusivity any foreign car gives you in Japan. Fast forward a few years and what we have today in Japan is an impressively vast car culture, that unrelenting hunger to fiddle with cars yielding so many different styles and schools of thought. To the outsider it may seem things are looking bleak for the Japanese

All of this adds to form an impressive mix and I always say that there is no other country in the world that embraces so many styles as Japan.

Take the latest trend that has been adopted from the US, the stancedriven movement of Hellaflush. Here domestic and imports are equally sought after, they mix it up in various categories and are mutually respected by the followers of the trend. Even Nakai-san from Rauh Welt has given his nod of appreciation to the movement, his customers

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Dino Dalle Carbonare editor

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tuningwe made updates most of this stuff up WorldMags.net

ABT-ly tuned The Volkswagen Beetle is a nifty looking car, and while some may associate the car with girls, ABT has put forth a tuning package to man it up by quite a bit. The engine under the hood has been retuned to produce 168bhp and 370Nm of torque. Thanks to the extra power, the Beetle now accelerates to 100km/h from standstill in 8.8 seconds, 0.6 seconds faster than the standard model. On top of the engine modifications, the car can be equipped with an aerodynamic body kit, a sport-tuned suspension, high performance brakes and 18- to 20-inch alloy wheels. This tuning kit is exclusive to the 2.0 litre TDI variant of the Beetle - but more will follow soon!

plug and

play

Roar like

With so many software tune-ups in the market these days, it leaves consumers thinking which to choose from. The PPC (Portable Program Carrier) is a hand-held tuning system by BSR, allowing customers to choose which tuning software that appeals to them, without any mechanical modifications. Now, BSR has one for the Volkswagen Polo 1.2 TSI model year 2010-2012 The tuning bumps up the Polo’s power to 122bhp and torque figures jump to 191Nm. The speed limiter will not receive any tampering and the kit is applicable to all powertrains, be it 2WD, 4WD and the likes. The tuning is easily and quickly installed via the PPC3 unit and customers can change between tuned and stock settings as and when they desire.

>>>>>>> > Some say, the Porsche Panamera lacks the points in the looks department, but Militek has produced a little something-something that would surely take attention away from its looks. Militek has produced a hand-finished stainless steel exhaust system for the Panamera Turbo and the Turbo S.

The exhaust system is made of high quality non-magnetic stainless steel, and uses a consistent 70mm bore and CNC mandrel bends for optimum flow. The system bolts directly to the factory catalyst, while the centre silencers have been removed for optimum gas flow. The system also features ‘active exhaust valves’. During conservative driving, the valves shut for a sound that is similar to factory noise levels but as soon as you floor the pedal, the valves open to unleash the grunt that is the V8 powerplant under the hood. The system is available with 100mm ‘GT’ trim tips in Ink Black, mirror polish or Titanium.

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WorldMags.net Many a times, a car can be made or broken by the wheels that it dons and RAYS, one of the biggest wheel companies in the industry, has released a brand new wheel on its catalogue. The Stratagia VOUGE Mode Urbana is a 1-piece casted wheel that promises to bring out the bling in your ride.

breaker

Like most wheels in its catalogue, the Vouge mode Urbana is available in Overseas Limited Edition sizes with a bronze clear coat finish. The elongated spokes on the wheel coupled with the interesting dimensions on the face creates a sense of greater diameter. The wheel is available in 18/19/20 inch configurations.

Perfect with pride timing!

>> >>>>> Tomei have a new addition to their offerings and this particular one is designed specifically for the SR20DE(T). These adjustable cam gears are made of super light Duralumin and because it is made from a single piece billet, it gives the product precision for superior accuracy.

In the process of making it better, the people at Tomei made sure that tuners would not have a hard time installing it or making adjustments. Thus, they have included a simple scale on the face so any adjustments made to the settings are done with ease. The cam gears are coated in Lubrite, which assist in holding the timing chain better and increasing its durability, making for a perfect set of cam gears.

The Enkei RPF1 is a timeless design that holds the hearts of many enthusiasts around the world and for those who are absolutely in love with these wheels, Enkei has something for you to show your love for these wheels even more!

Made of 100% cotton, Enkei has made RPF1 t-shirts for all you RPF1 lovers. Drive your wheels with pride and while you are away from them, wear your shirt with just as much. Unfortunately, these t-shirts are only for USA and Canada purchases only but we are guessing it will only be a matter of time before they release it to the rest of the World.

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tuningwe made updates most of this stuff up WorldMags.net

Chipâ&#x20AC;&#x2122;s

McChip has developed a new tuning program for the breath-takingly beautiful Mercedes SLS AMG. Dubbed the MC700, the tuning package includes a mechanically-driven supercharger, a revised ECU and a Capristo exhaust system. These add-ons, which can take as short as five business days to complete, allow the 6.2-litre V8 powerplant to produce 671bhp and 770Nm of torque. Now this is the approved version of the kit. Export versions, without TUV approval, can be tuned to produce nearly 700 horses and 793Nm of twisting torque.

Cool down Easy peasy

>>>>>> Forge Motorsport has released yet another upgrade to its shelves and this time, it is for the Audi TT/TT-S and the Audi S3. This hand-finished alloy radiator offers significantly improved thermal efficiency, thanks to its 43mm alloy core. The radiator is TIGwelded by hand before going through rigorous ISO standard pressure tests, ensuring that it performs better than any OEM part. Apart from being an essential item on any modified street car, it is ideal for competition vehicles where an uprated intercooler may restrict airflow and affect heat management.

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Leading suspension manufacturer Eibach has worked on one of its best-selling products and improved on it. By adding an OEM bracket to the VW Group Anti-Roll Bar, it has made it easier for tuners to fix on the bars onto cars.

The bar fits most Volkswagen cars, from the Touran to the Passat. By adding and pre-fitting two brand-new OEM bush brackets, tuners now simply have to unbolt the old bracket on the car, as a whole, and replacing it with the brackets which are now already attached to the bars. This saves up to two hours of labour and thus, may reduce the total price of fitting.

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tuningwe made updates most of this stuff up WorldMags.net

Pick your poison Seeing how the BMW 3-series has always sold like hotcakes in the market, KW Automotive has developed a wide range of coilovers for it, made in high quality stainless steel.

The new design of the KW Variant 3+ sees the compression adjustment wheel integrated at the bottom of the housing, while the damping adjustment wheel is located on top. This allows for easy adjustments to be made to the compression and rebound

Run

damping, without the need for any extra tools; perfect for the sporty drivers who wants to make adjustments on the fly.

For drivers who do not have performance in mind, the Variant 1 and Variant 2 are available. The Variant 2 â&#x20AC;&#x153;inox-lineâ&#x20AC;? is able to have its rebound damping adjusted, but this is not the case for the Variant 1. The Variant 1 is suitable for the drivers who just want to lower their cars for that sporty feel.

Straight and true

the streets

>>>>>>> No, we do not endorse any form of racing outside the track! But Cusco has got some goodies on hand to make your street driving a bit more engaging. Cusco has developed a new coil-over suspension kit that features 40-step damping force adjustable settings. It is called the Street Spec A suspension coilover system and is designed to provide a lower ride height on your car while maintain comfort, a good balance for daily driven cars.

On track, the difference of a single second matters and when that is the case, the last thing you want is the lack of control of your machine. Tackle corners and hairpins with easy with the Buddy Club P-1 Racing Lower Control Arm.

Each suspension set has been tested over 500 hours and features a thicker diameter lower casing for increased strength. The springs have been rated to handle over 200kgf/mm2 of tensile strength.

Manufactured through a precise CNC machined processes, the P-1 is constructed of TPU Phermoplastic polyurethane to provide long lasting durability, even under the harshest of operating conditions. During extreme tracking conditions, the P-1 strengthens the entire rear suspension system, contributing to excellent control of your car, when you need it the most.

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DYNAMIC BOUTIQUE I'm sure we've all heard of boutique concept hotels, shops and spas. The word “boutique” immediately conjures images of clean-cut venues with fresh colours and unique themes – also why one would never associate the word with a greasy, run-ofthe-mill car workshop. Of course, this isn't your conventional speed shop. Dynamics Mechanic, the boutique garage, opened its shutters to the world on 26 August 2012. The new workshop is a revolutionary boutique concept for car maintenance and performance upgrades, in a workspace so clean one could literally eat off it.

If ever I am questioned the definition of a “boutique” workshop, I will refer to DM, because this is a fantastic combination of automotive passion and luxury, fused into a beautifully-crafted form. While waiting for the auspicious hour to open, visitors to the opening are treated to a sumptuous buffet spread. When the said hour closes in, a lively lion dance begins the festivities, to roaring applauses and deafening drums. The shutters are pulled open, the founders rejoice in celebration, and DM is officially in business. At this point, we want to wish them good luck and God speed – with many happy returns in the years to come. Albert would also like to convey thanks to the key people that made DM possible – CSF International Taiwan, Graffitti Conceptz, Motec, Jerico International (Taiwan) Co., Link Auto as well as the Rseries Stream Club Brothers. For enquiries on maintenance packages and other services available, contact DM today!

Located at Woodlands Industrial Park E5, Dynamics Mechanic (or DM for short) blows our minds from the moment we reach the buzzing opening ceremony. Albert, founder of DM, leads us around the spick-and-span garage area, neatly spaced so that only three car hoists are installed. Evidently, quality trumps quantity at DM – a sure sign that this is a place dedicated to building thoroughbred modified cars. “Speed and volume are second to us; we just want customers to be assured that their cars will be treated the best possible way, worked on slowly with patience and quality – hence, we only have three hoists for our customers' cars,” Albert mentions.

Clean workspace for that truly premium feel

“While we work on our customers' cars, we also want them to rest and relax in a comfortable place. We spent a lot of effort on the showroom, making sure that our customers remain in absolute comfort,” Albert continues as we move on to the glasspaneled showroom. Inside, cool air-conditioned opulence greets us, with couches and day-chairs placed neatly with magazines and a television running for entertainment. Premium aftermarket parts line the shelves, from imported brands such as APEXi and ARK Design to in-house brands such as their Forge line of big-brake kits.

A rousing lion dance opening celebration

From aesthetics to performance, in-house and import parts; everything you need for your car can be found here at DM!

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motorsports news Spark motorsports trackday WorldMags.net

Never down

With the recent clamp down on modified vehicles, we applaud the efforts of Spark Motorsports in keeping the â&#x20AC;&#x2DC;sparkâ&#x20AC;&#x2122; alive in the arena of motorsports.

Text & Photos Damion Chee park Motorsports, a local fraternity of motorsports minded people who are determined to bring motorsports to the masses, recently held their inaugural track day on the 26th August 2012 at the Sepang International Circuit. With more than 60 participants in cars that range from the usual sports cars to the average family sedan, everyone had their fill in exchanging driving knowledge, while learning the potential of their rides in a controlled environment, provided by the motorsports specialists from Spark Motorsports.

36 Spark motorsports trackday

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Aaand he’s

With an outright massacre at the Nurburgring, Bruno Spengler takes another step forward in his running for the 2012 DTM title! Text Shairazi suwandi Photos Daimler

runo Spengler produced a spectacular win at the legendary Nurburgring, to keep him hot on the heels of Gary Paffett for the DTM title. With the win at Nurburgring, Spengler takes his second win ever since he joined BMW and the 11th of his career. Spengler is now in second place in the title run, 20 points behind Paffett. Spengler started the race on pole position and that was where he stayed from the get go. He extended his lead by a good second by the end of the opening lap and maintained a blistering speed to take a 6.7 second victory in his Schnitzer BMW M3. Like Spengler, Edoardo Mortara maintained his second place position from start till end, easing his Audi away from his competitors after the first round of pits. Audi’s Rockenfeller kept on Mortara’s tail but was passed by BMW’s Martin Tomczyk after the first round of pits, at Turn 3; a move Tomczyk had started two turns prior. Tomczyk topped off the podium in third.

38 dtm nurburgring

Paffett had Rockenfeller in his sights but lost three seconds during his second pitstop, when his pit crew had a problem attaching his right rear wheel. Rockenfeller finished fifth, while Paffett had to settle for sixth. Robert Wickens, would have finished sixth, but was overtaken by Paffett as he was leaving the pits from his first stop. The Mercedes driver played the conservative card and finished in a career best seventh. Filipe Albuquerque made a terrible start from the third on the grid to tenth by the end of the first lap but clever strategy, good pitwork and a great run saw him finish in eighth, after passing Audi’s Timo Scheider and BMW’s Augusto Farfus. The latter two completed the top ten in ninth and tenth respectively. Teams and drivers now head to Netherlands, where they will resume battle on Circuit Park Zandvoort.

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Of crashes

Crashes and collisions were the order of the day at Zandvoort, as Edoardo Mortara steered past the rubble and chaos for a well-deserved win. Text shairazi suwandi Photos BMW Group

aking his second win of he season, Edoardo Mortara drove a spectacular race at Zandvoort, driving well to avoid the scuffles and spins that filled the track throughout the duration of the race.

At the opening lap, Mortara took advantage of polesitter, Timo Schneiderâ&#x20AC;&#x2122;s stall on the line to take second place, behind the Audi of Mike Rockenfeller. Mortara decided to come into the pits for his first stop two laps earlier than Mortara, a move that almost paid dividends, as Rockenfeller stuck close to the inside of the track to keep his first place position. Midway through the race, a brief rain shower gave problems to Rockenfeller, who after building a 4 second lead over Mortara, lapped as many as 2 seconds slower than Mortara. On Lap 32, Mortara capitalized on this and took Rockenfeller for first place, not before making slight contact with the German as they ran side by side. Rockenfeller kept Mortara in his sights but was not able to take back his position. Mattias Ekstrom completed the all-Audi podium in third. Jamie Green was clocking up serious speed during the opening stages of the race but slow pitstops had him

40 dtm zandvoort

relegated to eleventh, before a series of quick laps had him regain his fourth place, right up till the chequered flag. Adrien Tambay finished his Audi in a career-best fifth while Bruno Spengler climbed the ladder from 18th at the start to finish a great drive in sixth. The brief shower caused Gary Paffett and Martin Tomczyk to get into a small tango, spinning the Championship leader. That tango was just the start of it, as Tomczyk would later collide with Paffett , as the Mercedes driver struggled to slow down under braking. While Tomczyk would retire from damages, Paffett would end the race in seventh, after passing Derk Werner, Ralf Schumacher and Augusto Farfus with only five laps to go. Werner, Schumacher and Farfus would complete the top ten in standings. Championship standings see Paffett still in the lead, 16 points ahead of Spengler with only three races to go. The next race sees the circus reach the Motorsport Arena Oschersleben. Stay tuned for more DTM coverage!

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the cobwebs

After a month long technical break, Formula 1 resumes at the ever exciting Spa-Francorchamps and as usual, the high speed course promises to keep drivers on their toes. Text shairazi suwandi Photos Daimler

ith the routine technical break over, drivers are dusting off cobwebs to get back into the groove of competition. Saturday saw qualifying, as per usual and for the first time in two years since joining McLaren, Jenson Button clinched pole position. Sauberâ&#x20AC;&#x2122;s Kamui Kobayashi surprisingly landed second while Kimi Raikonnen placed his Lotus in third, after Williamâ&#x20AC;&#x2122;s Pastor Maldonado was pushed to sixth after he was penalized for impeding qualifyings. Sergio Perez and Fernando Alonso placed fourth and fifth respectively. Lewis Hamilton, Romain Grosjean, Paul di Resta and Seabstien Vettel completed the top ten. However, as soon as the race got underway, SpaFrancorchamps lived up to its hype. A huge pile up took Hamilton, Alonso, Grosjean and Perez out of the race, prompting the safety car to come on track. This huge incident had Michael Schumacher advance to fifth from 13th and Hulkenberg up to third. As the safety turned its lights off at the start of Lap 5, Hulkenberg squeezed past Raikonnen for second as

Schumacher took fourth from di Resta. Vettel overtook Massa for tenth and as soon as the first round of pitstops were scheduled, Vettel seized the opportunity to make his way to third. Lap 32 saw Narain Karthikeyan spin off and lose a wheel, right as Raikonnen claimed third from Schumacher along Eau Rouge, right as the German lost another spot to Hulkenberg. Massa sailed past Webber for fifth as Vettel held on to second; a spectacular feat seeing that he started from tenth! With the chequered flag, Button sealed a win-from-pole, with Vettel in a remarkable second while Raikonnen rounds off the podium. The remaining points went to Hulkenberg, Massa, Webber, Schumacher, Vergne, Ricciardo and di Resta. While Madonado was relegated ten places for colliding with Timo Glock, Romain Grosjean took the biggest penalty. The French driver was banned for the next race, which is the Italian Gran Prix, after stewards found him responsible for the huge pile up at the start of the race.

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Motorsports news the WorldMags.net latest from around the world

Forza Monza Being one of the oldest circuits in the calendar, the Monza circuit was a mix of long straights and slow corners. Read on to find out how the drivers fared in this historical race. Text shairazi suwandi Photos daimler

t the end of three qualifying sessions, Lewis Hamilton parked his McLaren on pole position while his teammate, Jenson Button placed second to make it an all-McLaren front row. Felipe Massa took third place while Paul di Resta impressively took fourth in his Force India. Michael Schumacher took fifth in his Mercedes while reigning champion Sebastien Vettel finished sixth with his Redbull. Nico Rosberg placed his Mercedes in seventh while right on his tail in eighth is Kimi Raikonnen’s Lotus. Rounding up the top ten is Kamui Kobayashi and his Sauber and Ferrari’s Fernando Alonso. With the lights out, Massa took Button at the first corner for second place while Alonso made it to sixth before taking Schumacher’s fifth seven laps later. Hamilton was slowly widening the gap between him and Massa before the Brazilian was overtaken by Button on Lap 19. The glory was short-lived, as Button retired with mechanical issues on Lap 34.

2012 Formula 1 Drivers Championship (As of Monza) Position Driver 1 Fernando Alonso/Ferrari 2 Lewis Hamilton/McLaren 3 Kimi Raikonnen/Lotus 42 formula 1 italian gp

After the first round of pits, Alonso found himself tailing Vettel, before overtaking the current champion on lap 29. During the battle however, Vettel was faulted for pushing Alonso off-track, incurring him a drivethrough penalty. By Lap 37, Sergio Perez set a fastest lap and was hot on the tails of Alonso. Alonso took Massa out on lap 40, and Perez did as well by lap 44. Perez took Alonso for second not much long after. It was not a good day out for the Redbull team; Vettel retiring from engine problems while Mark Webber spun out in the closing laps, destroying his tires. At the chequered flag, Hamilton took a flawless win, with Perez taking an impressive second and Alonso and Massa in third and fourth respectively. Raikonnen, Schumacher took fifth and sixth while Rosberg, di Resta, Kobayashi and Bruno Senna took the remaining points in order. The next race sees the group head to sunny Singapore. It is the only night Formula 1 race in the World, so watch this space for exclusive coverage on that soon!

2012 Formula 1 Manufacturers Championship (As of Monza)

Manufacturer Position Points Redbull-Renault 1 179 McLaren-Mercedes 2 142 3 141 WorldMags.netScuderia Ferrari

Points 272 243 226

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LIGHT footed

Text brendan mok Photos Anson Chew

Engines roar once again as the MPT Auto Carnival makes a welcome return to the Kallang carparks

ome time ago, the carparks around Singapore's National Stadium at Kallang were alive with the sound of roaring engines every weekend. The local motorsports scene was thriving as the Singapore Motorsports Association (SMSA) organised carpark rallies that featured everything from pocket rocket Swift GTi's to 4WD rally weapons like the Mitsubishi Evolution.

Outside the sprint area, there were also plenty of festivities for visitors to the carnival. As usual, the MPT Race Queen Search provided plenty of eye candy, along with the other models parading the booths at the carnival tentage area. Enthusiasts also got to look at the latest deals with vendors, and had plenty of exemplary modified cars around to gain inspiration from – all in all, a non-stop carnival from afternoon to night!

Sadly, at the turn of the millenium, announcements about the revamping of the area meant that the carpark rallies could no longer be carried out. Economic crises and stricter car modification regulations also resulted in a drop in demand for motorsports, and the carparks at Kallang fell silent. Thankfully, the SMSA have endeavoured to organise motorsports carnivals as often as possible, and this year we were excited to learn that they teamed up with MPT to organise a carpark sprint drag event. The scheduled date was 18 August, and the location was Kallang Carpark F, right in front of Leisure Park Kallang. Racing fans were given plenty to gawk at, because besides the drag-prepped cars, even stripped out two-wheeled superbikes were involved! Workshops such as LTM Performance, Jmotowerkz, SPARK Motorsports and Choon's were all present to compete; the lineup of cars was interesting – everything from a fibrebodied Honda Civic EG6 on drag-specific tyres to a McLaren MP4-12C was competing! Surely, the crowd was in for a treat. The sprint began late in the afternoon, and carried on all the way into the night. Local workshop LTM Performance went away with Class 6 Champion, in their madly-modified widebody Subaru WRX STi – watch out for a standalone feature on that car soon!

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Top and Below: From 4WD rally beasts to lightweight Ariel Atoms - all competing to see who was fastest in a straight line!

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Clockwise from Top: A fine selection of hotties at this yearâ&#x20AC;&#x2122;s carnival both at the booths, as well as at the MPT Race Queen search; A Nissan GT-R cools off after its sprint run - the JMotowerkz FD2R warming up!

Well, she looks familiar! Flip on to see more of Aylna, our feature model for this month!

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Pursuit

Things get more serious as motorsports fraternities turn up the Text damion chee Photos team 9tro

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of speed heat with more time attack focused machines; time tumbling ensues.

ace Craft Academy, commonly known as RCA, continues their ever active role in promoting motorsports in the grassroots level in Malaysia and Singapore, with the Round 4 of RCA Megalap that happened on 26 August 2012.

After a disappointing miss of the road circuit configuration that was Round 3 of RCA Megalap at Bukit Putus, cancelled at the very last minute due to concerns from the authority, Round 4 returns to the ever familiar full track configuration of Sepang where racers from Malaysia and Singapore met head on once again for honour, glory and bragging rights.

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Similar to the previous rounds, RCA Megalap continues to feature a number of classes, one being the Clubsprint Spec, which sees the addition of a new Clubsprint â&#x20AC;&#x201C; CAMPRO Chase, along with the existing Clubsprint Spec (NA) and Clubsprint Spec VTEC and FI (Forced Induction), making it a total of three categories that 9tro Magazine are proud sponsors of.

Next class was the Dragstar sponsored Pro Spec class which was divided into four categories; Pro Spec 4WD (Four-wheel-drive); Pro Spec FF FI (Front wheel drive, forced induction); Pro Spec FF NA (Front wheel drive, naturally aspirated) and the Pro Spec RWD (Rear-wheel-drive). The remaining two classes were the Supercars class and the Open Spec class, the latter then subdivided into the Open Spec 2WD (Two-wheel-drive) and the Open Spec 4WD (Four-wheel-drive). Dark clouds hovered above the skies of SIC, seemingly in anticipation for the imminent battle on the asphalt, as teams, drivers and machines were prepared and determined in bring home laurels, in this pursuit of speed.

Clubsprint Spec CAMPRO Chase The first class to go out was the Clubsprint Spec class, running from 1400hrs to 1430hrs and subsequently at 1530hrs to 1600hrs. With only two entries in this entirely new category, Malaysian Ken Erai took home first place in the inaugural CAMPRO Chase category with his Proton Satria Neo, setting the category to-beat-time at 2:57.425, while Izwan Bahrom took second with a best time of 3:28.781 in his Proton Gen 2.

NA Tough fights erupted between the NA cars once again and after the two runs, Malaysian Zebedee Tay managed to set a blistering quick 2:44.181, effectively taking first place and setting a new category record in his Toyota Altezza RS200. Playing bridesmaid once again was Malaysiaâ&#x20AC;&#x2122;s Raja Izzat Shah in his Proton Satria GTI with his new personal best of 2:46.673, while third place was Adian Yein of Malaysia with a timing of 2:48.741 in his BMW E30.

VTEC/FI The Malaysian domination continued even in the Clubsprint Spec (VTEC/FI) with Mark Darwin taking top honours in his Honda Integra DC5 with a timing of 2:36.210, a new category best, shattering the previous record set by Edwin Khoo, who only managed a third this time with a timing of 2:40.911 in his Mitsubishi Evolution 5. Taking second was Mohd Azlan Rabu with a best timing of 2:40.864 in his Honda Civic FD2R.

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Pro Spec

Open Spec

FF FI

2WD

Only one driver contended in the Front-wheel Forced Induction class this round. Undeterred by the lack of participation, Malaysian Syed Mohd Rizal steps up his game and after two runs, he finished with a best timing of 2:40.835 in his Renault Megane RS250, effectively setting a new best time for the FF FI class.

In the open spec 2WD class, despite breaking his previous class record with a new best timing of 2:30.459, Desmond Yee proved to be no match for Akina Teo of Sparks Motorsports as his best of two sessions came in at a record 2:27.415 in the Nissan Silvia S15 time attack car. Malaysian Suhaimi Shukor came in third with a best timing of 2:33.688 in his Honda Integra DC5.

FF NA Desmond Yee continued his domination in the FF NA class in his Honda Civic FD2R, setting a new class best time of 2:30.383, while Suhaimi Shukor finished in second with a best timing of 2:32.733 in his Honda Integra DC5. Singapore's Lim Teck Leong rounded up the top three with a best timing of 2:40.467 in his Honda Civic FD2R.

RWD Pursuit Malaysians continue to dominate the chart sheets, as Kenneth Lau in his winning attempt run with the Nissan Silvia S15 shatter another class best time, with a timing of 2:30.352. Meanwhile Torres Christian Georges took second in his Nissan 350Z Fairlady with a best time of 2:35.368 while Tengku Djan Ley in his left hand drive BMW E36 finished third with a best time of 2:36.155.

4WD Battle Another class record shattering run was made in the Pro Spec 4WD Battle by Hsiao Tung Wei, with a best time of 2:28.679 in his Subaru GDB RA-R, while second to fifth places are mere hundreds of seconds apart, starting from Allan Wong Weilun with a best timing of 2:31.039 in his Mitsubishi Evolution 6.5; Ong Soo Yong with a best timing of 2:31.249 in his Subaru GRB Ver.10; Elgred Goh with a best timing of 2:31.464 in his Mitsubishi Evolution 9; and finally James Kee 2:31.794 with a best timing of 2:31.794 in his Subaru STI.

4WD Akina Teo continued his streak of record breaking even in the Open Spec 4WD, as he came in first with a blistering quick 2:26.527 in the Sparks Motorsports Mitsubishi Evolution 9 time attack machine, while Leona Chin also representing Sparks Motorsports came in second with a best time of 2:31.582. Rounding up the top three was Ong Soo Yong with a best timing of 2:31.622 in his Subaru GRB Ver.10.

Supercars Finally in the Supercars class where the best time record still held strong, Raymond Liew Tung Fei came in first with a best time of 2:27.822 in his Nissan GTR R35, while Cheam Tow Keat finished his Nissan GTR R35 in second with a best time of 2:33.289. The Ferrari F430 of Nick Mah came in third with his best time of the day, 2:37.032. RCA Megalap continues to shape up as the go-to event for time attack for this part of the region and with most of the previous records shattered, the next round in Pasir Gudang will certainly be under close scrutiny by the motorsports fraternity. Stay tuned for more coverage, here at 9tro Magazine.

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sunrise to sunset 12 hours of pure racing at south east asiaâ&#x20AC;&#x2122;s premier 12h enduro. all the action begins right here Text damion chee Photos team 9tro

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pre-race warm up procedures, engines were rumbling away in the background as more race personnels arrived with race queens in tow, and there I was in the car park, waiting for my ever late comrade-in-hand who was holding onto the camera equipment, as time continued to tick down to the start of the 13th edition of the MMER.

It did not take any Sherlock Holmes to guess my whereabouts that 1st September morning, as I drove into the compounds of SIC, feeling that sense of warmness that only motorsports minded people would feel; I was home. Welcomed by the pits of racing machines performing their

A quick stroll down the pits revealed a sad fact. The Lamborghini and Audi teams were nowhere to be seen this year, and participation count was down to a devastating 30, the lowest since the MMER's inception in 1999. Despite the lack of many familiar faces, it was still good to note that certain manufacturers were present, such as Toyota with their latest boy the 86, fielded by Wing Hin Motorsports, with a driver line-up that comprises of their best Toyota works drivers such as Akira Ida, Takeshi Tsuchiya and Morio Nitta.

t was and always will be a great pleasure to be back to cover for the Malaysia Merdeka Endurance Race (MMER), an exciting and gruelling 12 hour race around the Sepang International Circuit (SIC) which tests not only the strength and durability of both the race teams and machines, but also the people providing coverage for the race, such as myself. Thoughts and attack plans were obviously on my mind during my one hour flight on-board the AirAsia flight back from Singapore, on which corners I would be waiting at, aside from staking the bet on which team would come out tops this year.

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THE RACE

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As the clock struck twelve, following the lead of the Safety Car, machines from the three classes began their warm up parade lap, led by the pole sitting Clearwater Racing Team's No.3 Ferrari 458 GT3 machine in the GT category, followed in tow by the defending champions Team Petronas Syntium in their two Mercedes SLS AMG GT3 machines, with the rest of the GT Sports Production (SP) and Touring Production (TP) making up the rest of the grid. A mere four minutes later, under the gloomy skies that surrounded the circuit, the race officially started with the flagging off done by Malaysia's Moto3 rider Muhammad

Zulfahmi Khairuddin, who rides for AirAsia AJO Racing Team, accompanied by Datuk Mokhzani Tun Mahathir, chairman of SIC and also former MMER champion. Under the hands of ex-Formula 1 driver Gianmaria Bruni, Matt Griffin and Mok Weng Sun, the Clearwater Racing Team's Ferrari 458 GT3 wasted no time in putting on a full-on charge towards the first corner, in an attempt to outrun the defending champions Nobuteru Taniguchi, Masataka Yanagida and Dominic Ang who were in search of a hat-trick. Overheard at the starting grid earlier, Mok Weng Sun was quoted â&#x20AC;&#x153;We told Jimmy (Gianmaria) to use his experience to open up a gap for us.â&#x20AC;? Strategy well understood then.

From Top Left: Always a mish-mash of competition cars at MMER; GT3Rs, DC5s, Scirocco N24s and a 458 GT3 for good measure; ST Powered boys chasing up to the Scirocco R-Cup contenders in the Touring Production class run together

Team Nexus Racing's No.27 Aston Martin Vantage GT4 under the hands of Adrian Henry D'Silva, Mohd Fahrizal Hassan and Daniel Bilski leads the charge in the Sports Production as the class defending champions, fending off the assault from Zen Low, Patrick Ng and Marcus Chye in the FXPrimus Aylezo No.99 Lotus Evora GT4 machine, closely followed by the No.61 Lotus 2-11 of Team Korea driven by Kyongouk You, Hyungil Park and Seoung Hoon Lee. Meanwhile in the Touring Production class, defending champions Type R Racing Team leads the defensive charge in their No.21 Mugen Honda Civic FD2R, driven by Boy Wong Yew Choong, Soh Kee Koon and Lai Wee Sing, closely followed by Team JC Racing's No.45 Honda Integra DC5 driven by Kefli Othman, Firhat Mokhzani and Kesavamoorthy Ayyavu. Following into the first corner in third position in class was defending class champion ST Powered Racing Singapore in their No.22 Honda FD2R driven by Teh Kian Boon, Desmond Soh and Derrick Ang.

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The VW Scirocco R-Cup China continues their contention again this year in the Touring Production class, complete with a separate category award in tow, with the charge led by William Lok, David Cheng and Katsuyuki Hiranaka in the No.89 machine, closely followed by the ladies group of Michelle Gatting, Ola Nilsson and Natasha Seatter in the No.94 machine while the Italian team of Stefano Montesi, Andrea Reggiani and Angelo Negro in the No.88 machine filling up the top three places leading into the first turn. The twelve hour long race took its first casualty in a mere five-laps, as the No.45 Honda Integra DC5 of Team JC Racing suffered a disappointing blown engine at turn 5, putting a stop to their hopes and contention from the get go. The driver, obviously disappointed, is fortunately unharmed in the entire ordeal as he managed to coast the car into the gravels, while racing resumed for the other teams.

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â&#x20AC;&#x153;manufacturer teams like lamborghini and audi were most noticeable this year for their absence; mercedes-benz obviously capitalisedâ&#x20AC;?

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SIXTH HOUR

As the race enters the half-way mark of the twelve hour long race, Team Clearwater’s No.3 Ferrari 458 GT3 machine continues to lead and had completed a total of 158 laps as the track stayed dry in the high temperature and hazy environment. Following in succession was the No.1 Mercedes SLS AMG GT3 machine of Team Petronas Syntium, with their second SLS GT3 machine No.28 a lap behind with 156 laps. Things remain unchanged in the Sports Production class as Nexus Racing continues their dominant charge with 140 laps completed in their No.27 Aston Martin Vantage GT4, holding a five-lap advantage over their nearest competitors in the FXPrimus Aylezo Racing’s No.99 Lotus Evora GT4 machine. Following in third position was Team Korea’s No.61 Lotus 2-11. Having lost Team JC Racing’s No.45 Honda Integra DC5 earlier on in the race, the Touring Production class saw the battle intensify between Malaysia’s Type R Racing Team and the defending class champions ST Powered Racing of Singapore as they jostle for position. After six hours, Type R Racing Team’s No.21 Mugen Honda Civic FD2R leads the class with a lap count of 135, a mere one lap advantage over the defending class champions ST Powered Racing’s No.22 machine. Maintaining a consistent pace from the beginning, taking up third position by this sixth hour

was the Australian debut team in their No.77 Subaru GR Impreza, driven by James Hunter, Gavin Bullas and Grant Johnson. It was a helter skelter in the VW Scirocco R-Cup China class, as we saw some of the race machines developing machine troubles from as early as 40 minutes into the race, with the No.88 machine driven by Stefano Montesi, Andrea Reggiani and Angelo Negro suffering a tire puncture which subsequently cost them two laps and the race lead, followed by No.90 driven by Bao Jin Long, Yuan Bo and Yin Hai Tao which suddenly stopped at the pit lane entrance after its third pit-stop at the fourth hour. A mere one hour after No.90’s incident, the No.89 machine driven by William Lok, David Cheng and Katsuyuki Hiranaka suffered a mechanical trouble at Turn 4, which saw David Cheng, with the assistance of one mechanic under MMER regulations, manage to repair the car in 40 minutes which allowed David to then coast the car back to the pits for further inspection and a subsequent driver change. By the sixth hour, the standings in VW Scirocco R-Cup China was No.91 driven by Eric Kwong, Henry Kwong and David Rizzo with 120 laps, followed by the Italian driven No.88 a mere two laps behind, with the third position jostled between the No.93 machine driven by Li Xue Feng, Li Chao and Zhang Yi Chun and the No.95 ladies machine driven by Michelle Gatting, Ola Nilsson and Natasha Seatter, a mere two laps behind the second placed No.88.

Clockwise from Top Left: Towards the evening and competition is still holding strong; the No. 61 Team Korea Lotus 2-11 in third position in the Sports Production class, behind the FXPrimus Aylezo Evora GT4 and the No. 27 Nexus Racing Vantage GT4

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Clockwise from Top Left: The ST Powered defending class champion in for a routine stop; the Clearwater Racing 458GT3 led the charge in the GT class up to this point, with the Petronas Merc SLS GT3s chasing hard

â&#x20AC;&#x153;toyota decided to represent themselves with their latest offering - an 86 modified by wing hin motorsports for racingâ&#x20AC;?

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FINAL HOURS

After a dominant lead for most of the race, Team Clearwater Racing encountered the most unbelievable stroke of luck entering the ninth hour as the leading machine suffered a steering problem which steered them into the pits on lap 234. Despite spending a good five minutes in rectifying the problem, they managed to return to the track in third position, only to return to the pits once again on the following lap as the matter was clearly unresolved. With another repair work further costing them a good 15 minutes, the Ferrari 458 GT3 machine once again returned to the race, but with lady luck having abandoned them, it was not meant to be for the challengers is their machine clearly could not make it further, which prompted them to return to the pits which led to a subsequent retirement, a repeat of their 2011’s fate, much to the dismay of Mok Weng Sun who had such high hopes.

Like Team Petronas Syntium, Nexus Racing in the Sports Production class also successfully defended their 2011 Sports Production title in their No.27 Aston Martin Vantage GT4 machine driven by Fahrizal Hassan, Adrian d’Silva and Daniel Bilski with an overall of 283 laps, a great improvement over last year’s total of 277 laps. Taking second place in the Sports Production class was Team FXPrimus Aylezo’s No.99 Lotus Evora GT4 driven by Zen Low, Patrick Ng and Marcus Chye, while finishing third much to the expectations of spectators was the No.53 Nissan Fairlady Z33 driven by Mohamed Nazir, Mohamed Ridzuan and Khairul Anwar of team Brothers In Racing. In the Touring Production class, Malaysia’s Type R Racing Team’s No.21 Mugen Honda Civic FD2R driven by Boy Wong Yew Chong, Soh Kee Koon and Lai Wee Sing took their revenge as they upstaged last year’s winners – Team ST Powered to take their second class title in three years, crossing the line with a total lap count of 270 laps. All was lost for the defending champions Team ST Powered’s No.22 Honda Civic FD2R driven by Teh Kian Boon, Desmond Soh and Derrick Ang was forced to retire after 213 laps due to a mechanical error. In their absence, the Australian partnership of James Hunter, Gavin Bullas and Grant Johnson took second place with 267 laps.

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With the main contenders Clearwater Racing gone, Team Petronas Syntium’s No.1 Mercedes SLS AMG GT3 machine driven by Nobuteru Taniguchi, Masataka Yanagida and Dominic Ang picked up the lead and continued their charge towards the final hour and subsequently towards the chequered flag in spectacular fashion, as they successfully sealed their hat-trick of wins, with a total lap count of 319 laps. Second place was taken up by the second SLS AMG GT3 machine with a total of 317 laps, and the victory by the No.28 machine driven by Fariqe Hairuman, Melvin Moh and Tetsuya Kataoka also gave the team their second 1-2 finish, duplicating their dominant win in 2009. Taking up the final place on the podium for the GT class was none other than LKM Racing of Hong Kong’s No.8 Porsche 997 GT3 machine, driven by WTCC driver Darryl O’Young, Japan’s Keita Sawa and Siu Yuk Lung, who had persevered well throughout the 12 hours race with a total lap count of 310 laps.

Also going home in style was the MMER debutant No.86 Toyota 86 driven by the combination of Japanese GT drivers Akira Ida, Takeshi Tsuchiya and Morio Nitta representing Wing Hin Motorsports, who rounded up the third place on podium with a total lap count of 267 laps, a mere 1:22.086 behind the Australian team, marking a successful campaign on their MMER debut together with the second-place finisher. Finishing their second season in MMER, the VW Scirocco R-Cup China’s victory went to No.88 driven by the Italian drivers Stefano Montesi, Andrea Reggiani and Angelo Negro with a total lap count of 259 laps. Behind the class leaders with two laps difference was second-place finisher No.91 driven by Eric Kwong, Henry Kwong and David Rizzo, while finishing in third-place was the No.93 machine driven by the combination of Li Xue Feng, Li Chao and Zhang Yi Chun with a total of 254 laps. At the end of the 12-hour Malaysia Merdeka Endurance Race which started with 30 machines, a total of ten failed to survive the challenge, of which includes the leading contender for GT class, Team Clearwater, as well as the leading contender for Touring Production class, JC Racing. Will they be able to take their revenge in the next edition? Stay tuned to 9tro Magazine to find out more.

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â&#x20AC;&#x153;after an unbelievable stroke of luck with the clearwater 458 gt3 suffering a steering failure, the petronas team are in the clearâ&#x20AC;?

From Opposite Page: Racing goes on from mid-day to midnght; the Clearwater Racing limps to a halt at the 9-hour mark, leaving the Petronas SLS AMG GT3 to take the win; Malaysian team Type R Racing take revenge on ST Powered by clinching class victory

From Bottom Left: Your class winners of MMER 2012: Nexus Racing take top spot in the Sports Production Class; VW Scirocco R-Cup China winners are the No. 88 car driven by Stefano Motesi, Andrea Raggiani and Angelo Negro

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58 SARENI united CAMARO GT3

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long live america WorldMags.net

Text DAMION CHEE Photos TEAM 9TRO

this sareni camaro gt3 race car will whip bumble bee’s a*s

he GT3 is one of the many category classifications recognised by the Fédération Internationale de l’Automobile (FIA) under the FIA GT Championship, with multiple race series sanctioned across the globe, most notably of which are the FIA GT3 European Championship, Porsche Supercup, DAC GT Masters and the regional Asia GT Series. Despite sharing almost similar exterior facades with its GT1 brethren, racing machines in the GT3 class differ largely in the development sector, using low-cost engineering and design elements in the road cars to their racing counterparts. As the performance of each individual manufacturers racing machines are brought as equal possible through a preand in-season Balance Of Performance (BOP) adjustment, the GT3 category is one of the most affordable and competitive form of GT racing. In general there are almost no factory super teams in the GT3 category, as most of the teams are usually funded by individuals who love racing and have deep recesses, which are most likely to purchase a car they think is a winning horse, then race it to prove their point. Reiter Engineering, the brainchild of one Hans Reiter was such a company that provided said individuals with need for speed fix. A specialist for both the GT1 and GT3 class, the company through their Lamborghini race cars has been actively carving names on multiple series worldwide, often on podiums. Reiter Engineering is a fine example of an company that does not rest on its laurels, but constantly work on innovative ideas through the knowledge they have gained from their successes.

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A common sight for other competitors? We shall see.

That huge rear wing from the existing Reiter Engineering repertoire

It was not until 2010, when Hans Reiter visited America that he got the inspiration for the GT3 Camaro race car. “I was immediately fascinated by the design. The Camaro is a real man’s car, a muscle car, it is designed to be on a race track”, he said. Armed with a vision in mind, he founded Sareni United especially for the project with a team of 12 of Reiter Engineering’s finest. The decision was not baseless to say the least, as the Chevrolet Camaro donor car was one that commanded a significantly lower price compared to the other competitors in class and is extremely durable, making it ideal for teams that want to go pro racing on a budget. Less than one year after acquiring their approval from the FIA for the homologation process in October of 2010, the Camaro GT3 was born. A quick glance at the GT3 machine and you will be hard pressed to not notice the difference. Compared to the original Camaro, with a stance so low akin to a crouching tiger, the Sareni United version is even more muscular to say the least. It sports a completely overhauled front end, with the most prominent feature being the huge air intake below the grille, the shape of the lighter ABS bumper and widened fenders was remoulded to ensure maximum efficiency to channel air to the juicy carbon fibre bits that are abundant on the race car, compliments of the huge front splitter with integral double floor under diffusers, canards, flat under floor with rear diffuser and a huge rear wing from the existing Reiter Engineering repertoire that spans the entire car width, a combination that pays a fine amount of respect for the dark arts of aerodynamics.

That OZ Racing Magnesium that looks absolutely lovely on the Camaro GT3

Keeping the Camaro true to its American muscle car pedigree, Sareni United retained most of the visual styling cues from the original car, one of which is the dominant hump on the bonnet, originally designed to house the LS3 V8 available in the SS models, which was not a very small engine in terms of size to begin with.

60 SARENI united CAMARO GT3

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“underneath the hood, the camaro’s conventional ls3 v8 has been dumped in favour of a dry-sump lubricated, 7.9-litre, 650bhp, 800nm tomahawk” Enter Katech Motorsports, an engine specialist company renowned for its reliable engine builds and multiple GT1 wins at Le Mans, among others. Given a very concise and precise instruction in the form of “close-to-production, low cost, service performance of 10,000km and maximum power”, the fine chaps at Katech answered to the call with a 7.9 litre aluminium V8 unit, one that churns out a healthy 800Nm of torque and up to 650bhp. The new engine weighs lighter than the original at 170kg, and is significantly smaller in size, which allows it to be mounted significantly lower than the original power unit. Manufactured to be able to run in both sprint and endurance races, it is fitted with a five-stage racing dry sump system that keeps the engine lubricants circulating at different pressures depending on requirement, ensuring longevity and the well being of the engine. Feeding the engine the liquid gold race fuel that it needs are a newly designed and more efficient complete fueling system developed by the people at Krontec, that is fed from a FT3 specification 135 litre racing fuel cell under the watchful management of EFI Technology’s Euro 8 ECU. The Camaro GT3 then drives through an updated Holinger Speed Shift System, complete with steering wheel pedal shift that is made to endure up to 880Nm of torque and weighs

in at a mere 39kg which lays down the power to the 310/710 sized racing slicks that are mounted 12.5j x 18 inch OZ Racing Magnesium Wheels, also repertoire from the existing Lamborghini race cars of Reiter Engineering. Reiter Engineering’s technical expertise in the FIA GT1 and GT3 was also put to good use to help keep the race car as flat as possible through almost every cornering situation and it shows from the suspension set-up that was employed onto the Camaro GT3. Ohlins TTX36 racing shocks and springs are mounted with pushrod actuator dampers through a double wishbone set-up in the front and rear like a formula racing machine. These are then mounted onto a complete front and rear uprights based on GT1 race machine technology with anti-dive, anti-squat and a 4-way adjustable anti-roll bar attached up front, made possible with a heavily revised chassis. Dialing further on their experience with chassis set-up, a big chunk of the original chassis underwent a huge transformation, particularly in the front and rear portion. With the engine mounted a good 120mm lower and 74mm further back than in the production car, a balanced 55 and 45 percent front rear ratio is attained with the race car tipping the scales at a low 1,315kg. The reduced weight also further helps the Brembo GT-R braking system with Teves Racing ABS System to work a lot more efficiently.

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Interior as with all GT class race cars are business class as always. From the Reiter Engineering racing steering wheel system complete with quick buttons, Datron 2D Data Recording Big Dash, Sparco Circuit Plus racing seat and Schroth Racing 6-point racing harness, everything is ergonomically layout and put into place to ensure that drivers have reduced stress while driving, even during long stints in endurance format.

The Camaro GT3 in entirety is a cost-effective way to enter GT racing as the race car is available for 195,000 € (MYR 750,557 / SGD 297,266 equivalent). With the chassis expertise of Reiter Engineering and almost bulletproof engine technology from Katech, it is the gateway for affordable customer racing, especially when the prices of the nearest competitors costing about 25 percent more.

Pushrod actuator dampers on a double wishbone for both the front and rear

“the camaro gt3 is designed for one purpose destroying the opposition with pure american muscle, and at three-quarters the cost”

> > analytics> chevrolet Camaro/ SaReNi United camaro gt3 Transmission: 6-mt Drive Layout: FR Max Power/Output: over 650hp/800Nm

Engine: 7,883ccm Katech Motorsports V8 Internals: 5 stage Racing Dry Sump System Fueling: Krontec Fueling System, FT3 specification 135L racing fuel cell Driveline: 2012 Holinger 6-Speed speed Shift System with Steering wheel Pedal Shift Electronics: EFI Technology Euro 8, Datron 2D Data Recording Big Dash instrument panel Suspension: REITER Engineering double wishbone front and rear suspension, Ohlins TTX36 racing shocks and springs, Pushrod actuated dampers in front and rear, 4-way adjustable anti-roll bar, anti-dive and anti-squat, race front and rear uprights based on GT1 Wheels: 310/710 Racing slicks on 12.5j x 18” OZ Racing Magnesium Wheels Brakes: Brembo GT-R Braking System, Teves Racing ABS System Chassis: Aluminium/Steel with ABS Body Parts, racing front fenders Aerodynamic: Front splitter with integral double floor under diffusers, splitter covers complete frontal under floor, flat under floor with rear diffuser, REITER Engineering high down force racing wing Seats: Sparco Circuit Plus, Schroth Racing 6-point Racing Harness Steering Wheel: Reiter Engineering Racing Steering wheel

62 SARENI united CAMARO GT3

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Racing business class, carpets not recommended

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9troâ&#x20AC;&#x2122;us arena 2012WorldMags.net round 1

Text shairazi suwandi Photos Ode to Studio

9tro'us Arena 2012 Without a care in the world, Changi Exhibition Centre saw a huge turnout of local drifters and gymkhana enthusiasts for a day of rubber laying and exhaust spitting action. Text shairazi suwandi Photos ode to studio/ alvin tang/ SMSA

64 9troâ&#x20AC;&#x2122;us Arena 2012

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t is here again. Held under a new name, 9tro'us Arena was back! The only playground where hardcore, local drifters and gymkhana practitioners come to play under the sun at the Changi Exhibition Centre and to the delight of our team and the participants, the sun was out in force! A week of rain in the morning served as a cold warning to us and our fingers were crossed because rain would severely dampen not only the tarmac but us as well and thankfully, the heavens held up for a fun day of sideways action. A total of 30 drivers came down for a slice of drifting fun and with a course laid out, drifting soon began but not after a session at the skid pan. Brushing off the cobwebs since the last play time, the drifters were warmed up, as with their tires, and proceeded to tackle the course, one man at a time.

Kent from DFM and Smith showing off their S13s in their natural territory

The order of the day was such that single runs were done for the drivers to get assimilated with the course, before tandem sessions were to be held. The tandem session saw the drifters practice getting close to the lead car, something very crucial in most drifting competitions. Unlike the usual 9tro’us Drift sessions, the fastest entry of the day competition was not run during the first round of 9tro’us Arena 2012 - but look out for that happening the next time around!

“a total of 30 drivers came down for a slice of drifting fun - thankfully, the heavens held up, and everyone had a smokin’ good time!”

Several off-road cars gave spectators a glimpse of never before seen JDM weaponry - including a GC8 Coupe, an FD3S RX-7 and Vincent’s RWD WRX!

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On the sidelines, gykmhana participants were out in full force with their slalom runs and handbrake turns. Co-organised by the good people of the Singapore Motorsports Association (SMSA), this round saw an amazing turnout in both participants, and spectators! The gymkhana session was to be run with practice runs, followed by timed runs. There were three classes; Class 1, Class 2 and Open Class with a Shootout run in the end to see who ran the course the fastest. In Class 1 (FWD), Denis Lian dominated the competition in his Renault Megane RS, while second and third went to Kent Fong and Darren Lim. Class 2 (RWD) saw Dan Tay take first, while the remaining two positions were awarded to Roland Teo and Walton Seah.

From Below: The Ray Motorsports boys brought their tuned rotaries out to play, while the Racetech crew fielded some seven to eight cars in the gymkhana arena; here, Roland’s Elise waiting to be released!

Open class saw Denis Lian take top spot again, while Walton Seah finished second and Terence Soh in third. The Shootout Challenge would have each driver take the course in the fastest time and again, Denis Lian took home the award at a trail-blazing time of 51.37 seconds. We’d like to thank Mr. John Ang, VP of Stamford Tyres for helping us with the prizes, SMSA for co-ordinating the event and everyone else for coming and putting on a great show!

From Above: Renault came down to show the power of the latest FWD Megane RS250 - and it swept the podium with the fastest shootout timing for the day; Not to be outdone, Walton manages a fine second in his RWD class shootout

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From Right: And here are your winners - Kent Fong, Darren Lim, Overall champion Denis Lian, Walton Seah, Roland Teo & Terence Soh

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9tro’us arena 2012WorldMags.net round 1

The Alliance

Meet 2012 More than 150 cars registered for Singapore's first-ever bring-what-you-got car meet. on the actual day, however, no one could have predicted that more than double that number turned up, making for Singapore's biggest car gathering – ever. Text brendan mok Photos Team 9tro/ TheRightWrong/ Vince Carlo

Wazzup, ladies?

Last-minute touch ups by owners on their display cars; truly a good show

It’s a hot day - and this candy-red Choon’s Type R cools off by losing its bonnet

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here are always chokes and hiccups that we encounter as we try to be pioneers of something; in the case of The Alliance Meet 2012, 9tro and Singapore’s top online portal therightwrong.net (TRW) tried to pull off Singapore’s first-ever bring-what-you-got car meet. Prior to the event much planning had to be done – the selected venue was the plaza area of the Changi Exhibition Centre, a vast expanse of land with the backdrop of the Johor Straits and Pulau Tekong, an offshore island off the mainland. When registrations first began, the reception was lukewarm at best. Given the current climate of clampdowns on modified cars in Singapore, many owners were hesitant to sign up for an event that aimed to bring together a concentrated number of (possibly) illegally modified cars. It would make for a field day for the authorities, should they decide to take action and set up roadblocks in the vicinity. Booth vendors, however, were very enthusiastic about the event. We had a wide range of performance tuning parts from Choon’s Motorworks, C’s Performance, BOSS Motorsports, Toptech, API Racing, Ray Motorsports, as well

as a booth by the latest performance tuning shop in town, DM. Accessories and car-vinyl wrap specialists Nightz Concepts, DFM and Project de Creation also made their way down. The quota of 30 vendors was reached quite easily – an exemplary performance by the enthusiastic aftermarket industry players. Two weeks after registrations began, however, the number of registered participants was still rather low – and we feared the worst. Along the way, however, something quite unexplainable happened. As we announced the purpose behind staging such an event – purely to celebrate each other’s love for all things automotive – enthusiasts were beginning to come together to believe in something. Perhaps it was a sign of solidarity – that we would not stand for the bullying on the roads facilitated by unclear laws. That we are not criminals, so we refused to be seen and treated as such. Either way, registrations gained a steady pace, and by the time we closed the entries, we had more than 150 cars on hand ready to display their cars for the afternoon.

Engine bay to match BMX bike - that’s dope

“Wazzuuuuuuuuuuup....!”

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WorldMags.net Japanese wheels galore - here, RPF1s on an Evo X

The MINI mob made their presences known!

Have Tommy Kaira GT-R, will have the ladies On the eve of D-day, the team from TRW dilligently marked out the lots for use, so that all the cars would be neatly stacked in rows. To facilitate last minute entries, as well as cars that we collectively thought deserved to be in the show as well, we marked out several extra lots for good measure. Nobody was prepared for what happened the next day. The booth vendors made their way into the event area bright and early. Car groomers Oxygen Performance and Meguiar's staked their booths early, opening up mini displays and showcasing their latest grooming products. This proved pretty useful, because once the booth vendors were set up, the cars were streaming in. By ten in the morning, cars were already making their way in, despite the 11am call-in timing. A row of Mitsubishi

Evolutions from the boys at X-Factor were easily the most enthusiastic, and made sure that their cars were parked on the first row for prime views. I made my way out to the gated entrance to flag the cars in. Group by group, the cars slowly rolled into the Changi Exhibition Centre area, forming a queue at times that stretched a good 50 metres long. By the time the stipulated call-in window was over, more than four complete rows of cars were in â&#x20AC;&#x201C; but the queue wasn't subsiding. At half past twelve I had to get back to man the booths, and I was amazed by the sight that greeted me. Row after row of beautifully tuned machines lined the plaza, and people were walking around despite being under the hot sun, taking photos and talking to owners about their rides, learning and exchanging stories along the way.

Yes, TRW Photog Jonathan is trying to stare down the sun

Watch out for this CF-skinned Elise coming to a 9tro near you Many drivers dressed up their cars for the meet - here, a Fit with Jap plates

70 the alliance meet 2012

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Shai takes shelter in the 9tro van, while TRW videographer Ken gets an elevated view of the meet

From Top Centre: So many glorious classics - an Evo V, GC8 and EK Hatch

Takumi Fujiwara made his appearance!

Domo loves zero wheel gap!

Euro love from the boys at Eurosports Tuning

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Wide and murdered-out GRB STi

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The Runstop folks showing great support

Choons Motorworks and their trio of Hot Hondas AutoGAM and their Evo X at their booth

Wenting’s ironman helmet!

Ubercool Porsche Boxster Spyder at BOSS Motorsports

That’s just half of the display area - by the end of the day there were more than 300 cars that came to The Alliance Meet

Cars came from all across the island, some even sporting colour-matched BMX bikes and decorated boots just for the occasion. The “street style” theme was everywhere, but builds that favoured function were also present. A pristinelykept Toyota AE101 Corolla packing a 4A-GE powerhouse, and a mint-condition Mitsubishi Evo V was but a few treasures that caught my eye. Spectators and visitors crowded around the cars and booths, occasionally making their way to the drift and gymkhana area to check out the action there. The drifters themselves came by too, making slow rounds around the area to check out the other cars on display. Ben Chiam parked his NOSequipped AE86 at a lot for some time, exclaiming, “I want to be in the competition too!” Sorry Ben, your car was drifting! The mechanical eyecandy was abundant, but the organic kind wasn't lacking either: the TRW crew brought four models down, and we had three. Eurosports tuning had their own bevy of race queens beauties, making for an afternoon of fine aesthetics, no matter which type you preferred.

72 the alliance meet 2012

We are going to try to put every car in this issue – but six pages cannot fit what must have been more than 300 cars. At the end of the day, the prizes for best of show, best JDM, best Euro and Biggest Crosshair were given out. Abel (who came all the way from Malaysia) took his Supra to Best JDM, while Graffitticonceptz’s Daniel won Best Euro with his custom C-Class. Noteable mentions for both categories are Keith’s candy red Choon’s Type R, and Jeremy’s Golf on BBS LMs. Best of show went to the ultra-clean, ultra carbon-fibred red Evo IX of Filbert, and the Biggest Crosshair went to Desmond and his Voltex Time-attack kitted Evo. We can't thank you all enough. Nothing would have been possible without this show of solidarity, and as I write this piece, I am sure you have already seen the extensive coverage of the event on therightwrong. net. They have been a great pleasure to work with, and we hope that we may be able to organise the next event like this sometime soon. In the meantime – try to find your own car in these pictures, and thank you very, very much for being part of Singapore's first-ever and largestever car meet.

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Nightzconcepts provides the crazy beats

Check dat Work Meister!

“we can’t thank you all enough. nothing would have been possible without this 300-car strong show of solidarity. we can’t wait for the next.” Classics, tuners and euros galore at TAM 2012

And Abel’s Toyota Supra scooped away Best JDM

Best Euro went to Daniel’s custom widebody C-Class Obviously, Desmond would win Biggest Crosshair

Filbert’s carbon-bodied Evo IX won Best of Show

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supergt round 5: suzuka WorldMags.net

Battle on homeground

Back on homeground, the entourage takes the fight onto the Suzuka Circuit for Round 5 of the Super GT. Text damion chee Photos gt-a

nder the clear mid-summer skies of Japan and with no forecast of rain, a cooling air temperature of 32 degrees C coupled with a blistering hot track temperature of 50 degrees C were sure signs that conditions were set for an unbelievable race as the 41st International Pokka 1000km, Round 5 of the 2012 AUTOBACS SUPER GT series took place on the afternoon of August 19 at the legendary Suzuka Circuit in Mie Prefecture. Coincidentally, the Suzuka circuit was also celebrating its 50th Anniversary this year. There was no better time for racing!

74 super gt round 5

The tension surrounding the air was unbelievable on the race grid as the 5 minute board was displayed. Last minute checks were made, glances were thrown, prayers were made, in hopes that all preparations made during the weekend will be sufficient to take them through the 1,000 kilometre endurance race safely, hopefully gaining a podium position in the process of the 173-laps race.

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gt500

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The lights turned green with the charge led by the polestarting No. 1 S Road REITO MOLA GT-R driven by Ronnie Quintarelli all the way down the main straight into the first turn, followed by the No. 39 DENSO KOBELCO SC430 driven by Hiroaki Ishiura, The No. 6 ENEOES SUSTINA SC430 of Daisuke Ito and the No. 23 MOTUL AUTECH GT-R of Satoshi Motoyama. Upsets began to unfold by the fifth lap, as the No. 38 ZENT CERUMO SC430 driven by Kohei Hirate that was running in eighth position spun out at the Spoon corner and lost a full lap as a result. As if following in suit, the second upset happened four laps later on another Lexus, the No. 36 PETRONAS TOM’S SC430 driven by Loic Duval as his rear left tire burst shortly after clearing the first turn into the ‘S’ Curves section of the circuit. Duval managed to nurse the race machine for an entire lap back into the pits but having suffered critical damages to the machine, the most obvious being the rear left aero-parts, the decision was made to retire from the race. Behind the leading machines No. 1 S Road REITO MOLA GT-R, No. 39 DENSO KOBELCO SC430 and the No. 6 ENEOS SUSTINA SC430, an intense three-way battle for fourth position took place between the No. 23 MOTUL AUTECH GT-R, the No. 17 KEIHIN HSV-010 driven by Koudai Tsukakoshi and the Tsugio Matsuda driven No . 12 CALSONIC IMPUL GT-R.

The deadlock was finally broken as the lap counts hit 19, when the No. 23 MOTUL AUTECH hit the kerb entering the 130R corner while avoiding the back markers, slowing it down considerably. Seeing this chance, the No. 12 CALSONIC IMPUL machine lounged ahead of the No. 17 KEIHIN machine that was caught behind the MOTUL AUTECH machine and took both of them in swift succession, putting it in fourth position. Putting the momentum gained to good use, the No. 12 CALSONIC IMPUL wasted no time in catching up to third place No. 6 ENEOS SUSTINA, and by lap 21, the position was finally relinquished to the chasing car as they entered the hairpin corner. As the track surface temperature rose to a toasty 52 degrees C, excessive tire wear began plaguing race teams and by the 30th lap, the first routine pit stops were made. The first of the GT500 machines to take the dive into the pits was the third position No. 12 CALSONIC IMPUL GT-R on lap 32, followed by the race leader No. 1 S Road REITO MOLA GT-R on the subsequent lap, where Masataka Yanagida tapped for Quintarelli. The No. 24 D’station ADVAN GT-R driven by Bjorn Wirdheim which had climbed to fourth position by this point also made its pit stop on the 33rd lap, followed by the No. 39 DENSO KOBELCO SC430 on lap 34 and the No. 17 KEIHIN HSV-010 on lap 35.

The S-Road GT-R on its way to victory lane

76 super gt round 5

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WorldMags.net Things were looking well for Yanagida as he continued the leading run in the No. 1 S Road REITO MOLA GT-R after getting into the hot seat, further growing the gap from the pursuing No. 12 CALSONIC IMPUL GT-R driven by Joao Paulo de Oliveira and No. 39 DENSO KOBELCO SC430 driven by Juichi Wakisaka. Then disaster struck Yanagida as his car hit a GT300 back marker upon entering the Deguna turn on lap 41, forcing a prompt return to the pits for an emergency stop. This then put the No. 12 CALSONIC IMPUL GT-R driven by Oliveira in the lead. Mishaps continued to plague the field as the No. 6 ENEOS SUSTINA SC430 driven by Kazuya Oshima suffered a burst right front tire on the 50th lap at the Spoon Curve on its scheduled out-lap to the pits, destroying a big part of the front body-work, subsequently sending it out of the race. Further trouble struck on the 59th lap on the entrance to the chicane when the No. 8 ARTA HSV-010 driven by Takashi Kobayashi collided with the No. 52 GREEN TEC & LEON SLS driven by Haruki Kurosawa, sending the No. 52 SLS off the track and into the guardrail, bringing the Safety Car out on the 62nd lap for the recovery. The leading No. 12 CALSONIC IMPUL GT-R took this opportunity to make a pit stop and change drivers to Tsugio Matsuda. This move

put the No. 39 DENSO KOBELCO SC430 driven by Juichi Wakisaka in the lead, but only until it was caught and passed by Yanagida in the No. 1 S Road REITO MOLA GT-R on lap 67 after the Safety Car had left the track. After another pit stop on lap 76, the steering wheel of the leading No. 1 S Road REITO MOLA GT-R was once again in the hands of Quintarelli. In the interm the No. 23 MOTUL AUTECH GT-R driven by Motoyama had taken the lead, only to suffer a slow puncture on lap 81 that sent it back to the pit once again, while the No. 39 DENSO KOBELCO SC430 driven by Ishiura developed drivetrain troubles near the exit of the pit lane that took it out of the race as well. These events left the No. 17 KEIHIN HSV-010 driven by Tsukakoshi in the lead until its rear tire burst on the home straight of lap 93. This was followed by an emergency pit stop for Takuya Izawa in the No. 100 RAYBRIG HSV-010 on lap 98 due to a radiator leak, costing it a huge time loss. The series of upsets seemed to settle down by the 100th lap and the lead order stood firm again with the No. 1 S Road REITO MOLA GT-R in the lead, followed by fellow GT-R machines; the No. 23 MOTUL AUTECH GT-R, No. 12 CALSONIC IMPUL GT-R and the No. 24 D’station ADVAN GT-R.

“1,000 kilometres and 173 laps around the tough suzuka racetrack makes this round one of the toughest in the super gt season”

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Trouble struck once again on the 158th lap as the sixth place No. 17 KEIHIN HSV-010 driven by Tsukakoshi suffered a big crash on the 130R due to a burst right rear tire. This brought out the Safety Car for a second time, allowing gaps between competitors to close rapidly once again. Taking the opportunity, the No. 35 KeePer Kraft SC430 under the hands of Yuji Kunimoto made a charge at the leading GT-R machines as the Safety Car left the track with 11 laps to go. In the assault, the first to be felled was the No. 12 CALSONIC IMPUL GT-R on lap 165, and with successive momentum the attack continued onwards to the No. 23 MOTUL AUTECH GT-R, which was then dispatched off in a mere two laps later on the 130R turn, placing Kunimoto into second position. Behind Kunimoto, Wirdheim in the No. 24 D'station ADVAN GT-R also made a move and overtook the No. 12 CALSONIC IMPUL GT-R on the first turn of lap 170 to take 3rd position, keeping spectators on the edge of their seats right down to the last laps of the spectacular 1,000 kilometre race.

The winner of the 41st International Pokka 1000km was none other than the No. 1 S Road REITO MOLA GT-R, showing that it had speed to spare with a succession of fastest laps in the final stages of the race, making up for the team's disappointing loss in Suzuka last year with an impressive pole-to-win performance, while bringing its much awaited first win of the season. Following the No. 35 KeePer Kraft

78 super gt round 5

SC430 and No. 24 D'station ADVAN GT-R in second and third places were the No. 12 CALSONIC IMPUL GT-R in fourth and the No. 23 MOTUL AUTECH GT-R in fifth. Finishing sixth was the No. 19 WedsSport ADVAN SC430. As many of the top teams in the season ranking fell by the wayside in this tough race, the point-leading No. 38 ZENT CERUMO SC430 held on to finish ninth, barely holding on to its lead. An elated Ronnie Quintarelli said, “When the safety car came out the first time I had a 50-second lead coming out of the pit, but I never dreamed that the safety car would come out a second time. I just concentrated on the restart and in the end I did not worry about the fuel consumption and just pushed hard. I really enjoyed it. I also got lots of power from the Nissan cheering section. I tried to show my gratitude by answering with the engine sound I made after finishing the winning lap.” Overjoyed with the win, a tearing Masataka Yanagida added, “I have long dreamed of winning the legendary Pokka 1000km, so I am especially happy with this result. When I had the collision with the GT300 machine I almost lost hope for a while, but I was able to keep running without losing my concentration and I believe that is what contributed to this result. In the next race I plan to carry the handicap weights we get from this win like a medal of honor and do the best I can.”

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GT300

The start of the GT300 race saw the pole-starting No. 16 MUGEN CR-Z GT driven by Hideki Mutoh leading a difficult race from the start. Within the first lap it was taken by the second and third position No. 0 GSR HATSUNEMIKU BMW driven by Tatsuya Kataoka and No. 3 NDDP GT-R driven Yuhi Sekiguchi. After passing No. 16, Kataoka in car No. 0 spared no time in maximising the lead, while being chased by Sekiguchi in car No. 3. Meanwhile, the attention of many spectators was heavily focused on the amazing exploits far back in the field, especially on car No. 66 triple a vantage GT3 under the hands of Kazuki Hoshino. Hoshino was forced to start from the very last position on the grid after its record-breaking top qualifying time was erased due to a violation found in the post-qualifying car inspection buy after only eight laps into the race, Hoshino had managed to climb through the pack and was closing in on car No. 3 NDDP GT-R in second position and the No. 61 SUBARU BRZ R&D SPORT driven by Kota Sasaki just behind it. Showing that the pace during qualifying was not just a fluke, Hoshino in the No. 66 car made short work of both of them, and by lap 10 he was already in second position, chasing after the leading Kataoka in car No. 0. Taking only six laps to erase a 6-second gap from Kataoka, Hoshino in the No. 66 car took the lead on lap 15 and continued to press hard to open up a gap over the competition, in hopes

to compensate for the extra pit stop that will incur, due to the poorer fuel economy suffered while charging through the pack. In contrast, the GSR HATSUNEMIKU BMW adopted a fuel conserving strategy, in hopes of re-taking the lead at the end with one less fuel stop. However, just one lap short of taking its scheduled first pit stop on lap 35, the BMW came to a sudden stop on the S-turns. Having miscalculated its fuel reserve, the costly mistake subsequently took it out of the race, much to the dismay of the defending champion. This then put the No. 3 S Road NDDP GT-R now driven by Katsumasa Chiyo and the No. 61 SUBARU BRZ R&D SPORT now driven by Tetsuya Yamano in the positions to chase after No. 66. The attempt however was futile as both machines were clearly outpaced by the Aston Martin Vantage GT3 car, and by the 50th lap the No. 66 car now driven by Hiroki Yoshimoto had opened up a margin of nearly 60 seconds. Then, on the hairpin of lap 53, the No. 52 GREEN TEC & LEON SLS driven by Haruki Kurosawa collided with the No. 8 ARTA HSV-010 driven by Takashi Kobayashi. As No. 8 was moving to the inside to try to pass the car in front of it, the move pushed Kurosawa in car No. 52 into the guardrail and up onto it, taking it out of the race immediately. To clear up this accident, the Safety Car was brought in and all the cars were brought to a stop on the main straight in their race order. Fortunately, Kurosawa did not suffer any serious injury.

â&#x20AC;&#x153;the sold-out crowd was focused on the triple-a vantage gt3 - making an amazing last-to-goal climb to victory at suzuka!â&#x20AC;?

Manabu Orido in the JLOC Lamborghini as usual

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After the race was restarted, the leading No. 66 made its routine pit stop, changing drivers from Hoshino to Yoshimoto, leaving Sasaki in No. 61 Subaru BRZ in the lead. Having won consecutive Suzuka races in both 2010 and 2011 in the LEGACY B4, the No. 61 team was expected to be the number one rival for car No. 66 in this race. However, in an apparent attempt to push their advantage in the lead too far, the No. 61 car ran out of gas and suddenly came to a stop on the 130R turn of lap 93, facing the same fate as the defending champion.

Shortly afterwards, however, the GT500 class No. 17 KEIHIN HSV-010 had a big crash on the 130R turn which brought the Safety Car out once again, taking away Yoshimoto's margin of lead in car No. 66 all at once. Meanwhile, Sekuguchi in car No. 3 made his last pit stop during the Safety Car run for a quick refuel, and when the race was restarted with 11 laps remaining, it was a head-on-head battle between the fleeing Yoshimoto in car No. 66 and the pursuing Sekiguchi 13 seconds back in car No. 3.

Continuing its run with an unfaltering pace, Yoshimoto in car No. 66 had only one rival still giving chase, which was Chiyo in car No. 3. However, as the race passed the 100th lap mark, the gap between both No. 66 and No. 3 had grown to more than 60 seconds, as they came up on the back markers. Having the need for an extra pit stop than No. 3, No. 66 returned to the pit on lap 137, and with a margin of one minute and 20 seconds separating them at that point, it appeared to be more than enough to carry Yoshimoto in car No. 66 on to victory.

In a sudden twist of luck, No. 66 was struck by engine trouble and lost pace, which allowed No. 3 to close the gap steadily. Just when it looked like the race would come down to an exciting last-lap contest, Sekiguchi in car No. 3 was given a 10-second penalty stop for passing another car in a yellow-flag zone.

Attention was then shifted to the battle for third, as the former GT500 champion Richard Lyons, climbed through the pack with outstanding driving in the No. 21 ZENT Audi R8 LMS. Closing in onto the second-place Sekiguchi in car No. 3 with only a margin of less than six seconds, Lyons in car No. 21 suddenly came to stop on the 145th lap, the result of a problem with the fueling system. This left the leading No. 66 and No. 3 cars alone and unchallenged, and it looked as if that was how the race would end.

80 super gt round 5

Despite the penalty, because Sekiguchi still had a one-lap lead over the No. 88 Monepa LAMBORGHINI GT3 driven by Takayuki Aoki in third position, he was able to hang on to second position, but any chances of catching up to No. 66 was now gone. This secured an excellent last-to-goal victory for the No. 66 triple a vantage GT3, but after the finish it was evident that the fierce race had taken its toll on the No. 66 car during Yoshimoto's winning lap, when the car began bellowing flames under the engine. Everyone watched anxiously as Yoshimoto and the course officials rushed to put out the flames.

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Finishing in second-place was the No. 3 S Road NDDP GTR, making it a double podium for the S Road team in both GT500 and GT300, with the No. 88 Monepa LAMBORGHINI GT3 coming home in third place. This win moved the No. 66 drivers Hiroki Yoshimoto and Kazuki Hoshino into first place in the drivers' ranking, just one point ahead of second-place No. 3 drivers Yuhi Sekiguchi and Katsumasa Chiyo. Overcoming machine trouble and a penalty, the No. 11 team drivers Tetsuya Tanaka and Katsuyuki Hiranaka of the GAINER DIXCEL R8 LMS managed to finish fifth and stand in third place in the ranking. Having retired from the race, scoring no points, the No. 0 drivers Nobuteru Taniguchi and Tatsuya Kataoka now stand sixth in the ranking, 12 points behind the leaders Yoshimoto and Hoshino.

despite suffering from an engine trouble towards the end, we managed to win. Hopefully we can fix the car in time for the next race.” Third driver Hiroki Yoshida also commented, “Despite not being able to run in this race, I am especially proud of my seniors who had showed me first class racing today. After seeing their race from Sugo, we knew we had to prepare extremely well for this 1,000km race as it was a very challenging race, and I was ready. However, I am still happy to climb on the podium as a member of the team.” The 2012 AUTOBACS SUPER GT entourage will travel to Fuji Speedway next for Round 6. Stay tuned for more updates.

The No. 66 Triple-A Vantage GT3 in an astonishing climb from last to first

A triumphant Kazuki Hoshino said, “The car was in good condition from the very start on Saturday morning, and was great through qualifying, but then the disqualification happened and, to tell the truth, I had almost given up hope. However after a good night's sleep, I woke up this morning and said to myself, 'I'm never going to give up.' The car and the tires were simple the best. It was a really good weekend.” Hiroki Yoshimoto added, “The view from the highest point of the podium is definitely the best. It was truly a weekend full of ups and downs, especially with the qualifying. The car and tires were great today, bar none. The grip did not drop even to the end which allowed me to push, and

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CLASH

Grille from a Bentley, lights from an Audi R8... but under that skin, Veilside has created the most amazing Supra ever to walk this Earth Text & Photos Dino Dalle Carbonare

82 Veilside 4509GTR Supra

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ust as people were slowly forgetting what has to be the most recognized name to ever come out of the Japanese aftermarket scene, Yokomaku-san marked his comeback at the 2011 Tokyo Auto Salon with what can truly be called a culture clash between the tuning worlds of the East and West.

For close to six years the Tsukuba-based company was laying low, trying to survive the biggest crisis the tuning industry has ever been through. As Yokomaku-san told us, “it hasn’t been easy but I hung in there, waiting for the right time to get back on top of things.” We are extremely glad he did because, honestly, the whole JDM world would just not be the same without Veilside. Recall the 400km/h R34 street drag in the early 21st century? Magic, Veilside style. Yokomaku-san is a man of great insight and passion; he looks at cars in a different way to most people, and his mind always thinking how their designs could be improved, or in the case of the Toyota Supra you see here, completely reinvented with elements from the continental tuning world. Since Veilside’s return, the company was busy designing aero kits for new models like the R35 GT-R and 370Z, but when looking for a car that would help him make a statement that people wouldn’t forget anytime soon, Yokomaku chose the trusty JZA80 Supra. The result is this amazing creation – the 4509GTR. To say this Supra is imposing would be a great understatement. It creates the same sense of occasion a concept car would, except this is legal and made to be driven on the road. The idea, like the Fortune models that came before it, is to offer a unique custom creation sporting the Veilside badge, with production limited to 100 cars.

Yokomaku hard at work sculpting the 4509GTR kit

Aside from the unmistakable roofline and glasshouse, every part of the body has been redesigned, sculpted and shaped by Yokomaku’s own hand. The striking front end is very reminiscent of the Bentley Continental GT, purposely done to bring about an air of sophistication and elegance, helping get the theme of the whole car across. Yokomaku wanted to combine the performance of a tuned JZA80 with the comfort and style of luxurious European GTs, something he obviously achieved. The whole conversion is very time-consuming as every body panel is removed, with new fixing points created to mount the FRP replacements onto. This goes for the headlights too, which are very expensive LED items taken from the Audi R8. For added effect, the lenses are lightly tinted. The front bumper, peppered with copious intakes, sports an angular design with a very defined edge working its way onto the front fenders. The vented bonnet incorporates the big grille, a prime specimen of the attention to detail that has gone into the 4509GTR.

Top and Bottom: Lights from an Audi R8, tinted black for good measure; blacked-out grille inspired by the bold honeycombs from the luxurious Bentley Continental GT

84 Veilside 4509GTR Supra

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“aside from the unmistakable supra roofline and glasshouse, every part of the body has been sculpted by yokomaku’s own hands”

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“yokomaku-san wanted an interior as special as the bespoke body conversion - hence the red alcantara on black leather seats” With an extreme conversion such as this, large sized wheels were really a necessity to get the most out of the bespoke looks so Yokomaku fitted matte black Veilside Premier PL-X, 20-inch at the front and massive 22-inch at the rear, all shod in Bridgestone Potenza RE050 rubber. Obtaining a correct stance called for a set of adjustable Veilside dampers mated to Roberuta air cups, allowing the car to be lifted a few centimeters from its normal ride height. These are especially useful to avoid bottoming that custom front end on ramps or speed bumps.

Chunky side skirts allow for the design to flow over the profile before fusing into the massively blistered rear fenders. The rear view is as bespoke as the front, where again we find lights borrowed from the R8 along with the reshaped hatch and boot areas. The carbon fibre spoiler is there to hint at the performance of the car without looking over the top. More carbon is found on the diffuser section of the rear bumper, from which the four tail pipes of the Veilside exhaust exit. Finishing touches include custom side mirrors with integrated turn signals and Veilside emblems.

Yokomaku knew that concentrating on only the styling wouldn’t generate enough interest, and since Veilside has always been known for its achievements in drag racing, high-speed runs and 0-300 km/h shootouts, power was something the 4509GTR was certainly not going to be lacking in. The 2JZ’s stock twin-turbo was thrown out and replaced with shiny Trust stainless steel manifolds and a big T88-34GK turbine, externally gated though the Trust wastegate. The Veilside exhaust is joined by a big bore Trust front pipe and a sports catalyst to keep the car legal on the emissions front. Trust also supplied their big triple core intercooler as well as their polished intake manifold, while everything is plumbed together with GReddy hard piping. Fuelling is handled by six 700 cc/min injectors and a Sard in-tank pump all controlled by the HKS F-Con ECU.

From Left: The devil is in the details - intake ducts galore on the 4509GTR conversion; even the side mirrors aren’t spared, with trick carbon fibre and integrated signals

86 Veilside 4509GTR Supra

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Boost is kept relatively low at 1.2 bar, sufficient enough to produce just under 700bhp. The reason more extreme modifications weren’t carried out to get the most out of the T88 was to help keep the car as drivable as possible, and of course not compromise the reliability of the automatic transmission.

The choice to go for an auto demo car was to emphasize the comfort and usability factors of the 4509GTR, but obviously for those that want to go for a 6-speed manual and even more power, Veilside will be able to arrange everything.

km/h speedometer and GReddy Profec B boost controller are the only other additions, on top of the obligatory state of the art hard disk navigation system. Understandably, the 4509GTR might not appeal to everyone out there; like other Veilside creations, it is quite simply a love-it-or-hate-it creation. It is however an important car, however, because it combines what seems to be the best of both tuning worlds in a vehicle that marks the return of a name everyone was beginning to think we weren’t going to see again. But Veilside is back on top again.

With 680bhp on tap from even the lightest squeeze of the throttle, the 4509GTR required a more competent braking system, needed to also fill the massive Premier PL-X wheels. Veilside collaborated with Rotora on this, who supplied a set of their latest monobloc calipers, six-pots at the front and smaller four-pots at the rear. These lightweight calipers feature titanium piston rings just like race brakes, and are mated to two-piece slotted discs to help the 4509GTR shave speed off twice as fast as it can pile it on. To complement the amount of work that went into the Veilside conversion, both aesthetically and mechanically, Yokomaku wanted to do something special with the interior. Comfort was the key, so the seats were trimmed in leather and quilted red alcantara for the center parts. These are joined by a leather-wrapped steering wheel displaying the stitched Veilside logo, a necessary touch in any complete car conversion. The signature Veilside 320

Top: Veilside’s own Premier PL-X rolling stock for the 4509GTR; 20-inches at the front and a massive 22-inches x 11JJ at the back

“predictably, the 4509gtr might not appeal to everyone; still, it marks the return of one of japan’s best tuners of all time”

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2JZ-GTE and Trust T88 Turbo, making 680bhp in one of Veilsideâ&#x20AC;&#x2122;s coolest creations ever

Toyota Supra (JZA80) / Veilside 4509GTR Transmission: 5-AT Drive Layout: RWD Max Output: 680bhp/ 700Nm Engine: 2JZ-GTE Intake: Trust Airinx filter, Trust front pipe, Veilside Intake Pipe, Trust Piping Kit, Greddy Intake Plenum, Nissan Q45 Throttle Body Fuelling: SARD Fuel Pump, SARD 700cc injectors Exhaust: Trust stainless steel manifold, Veilside Exhaust system Cooling Systems: Trust triple-core intercooler Turbo Variant: Trust T88-38GK turbine, Trust external wastegate Electronics: HKS F-Con V Standalone ECU, Greddy Profec-B Boost Controller Suspension: Veilside adjustable dampers, Roberuta air lifter system Brakes: Cusco master cylinder stopper, Rotora 6-pot calipers, 380 mm slotted rotors (F), Rotora 4-pot calipers, 355 mm slotted rotors (R), Rotora Pads (All around) Wheels: Veilside Premier 4509 PL-X 20x9JJ (F), 22x11JJ (R) Tyres: Bridgestone Potenza RE050 255/30R20 (F), 295/25R22 (R) Body-kit: Full Veilside 4509GT conversion, Front bumper, Front vented fenders, Bonnet, Side skirts, Side mirrors with integrated turn signals, Door panels, Rear fenders, Rear bumper, Under diffuser, Rear hatch, Rear carbon spoiler, Tinted Audi R8 lights, Custom Veilside pearl white, Veilside original badging Trim: Custom trimmed Veilside leather/alcantara, Veilside 360 km/h speedometer Seats: Veilside custom leather seats Steering Wheel: Veilside custom leather steering wheel

88 Veilside 4509GTR Supra

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Our very own BMW 335i may look like a showstopper, but it will engage in lightning warfare at the flick of a right foot Text brendan mok Photos team 9tro

BLITZKRIEG WorldMags.net

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ltm performance bmw 335i 89

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or those of you that haven’t already guessed – this is Hong’s very own 335i. From time to time, we like to go out shooting our own cars, and for this month’s Euro-themed special, we could think of no more appropriate machine for our front cover. Later on in the magazine, you will read that times are a’changing: gone are the days when young enthusiasts saved up for their first Japanese pocket rocket like the Honda EG6. Provisional-license plate holders eager to burn some rubber are looking to continental Europe for their first car instead – and a survey on the street scene quickly reveals a growing number of Golfs, Sciroccos and BMWs of all sorts prowling the night.

So it would be foolish for us to ignore the rise of the Euros – and with the lack of any exciting new cars coming from Japan, the JDM fans are quickly switching sides. Hong grew up with cars all his life, more specifically a self-confessed Japanese car lover, but from the moment he could drive he was in a VW Jetta while studying in Canada.

Despite his prior experience, the die-hard JDM fan in him refused to heed the call to go euro when he returned to Singapore for his tertiary studies. He started out driving the family’s E39 5-Series sedan, which was amazingly never tuned, but when he could buy his first car, he made sure it was Japanese – a Nissan Z33, stroked-up and twin-turboed with premium Japanese parts for an authentic JDM stamp of approval. Some years later in 2008, however, the opportunity to upgrade his car came, and the young entrepreneur decided that it was about time he took on a European rocket for the street and track. “I told my dad I bought a 3-Series, and he was quite glad, thinking that I’d matured and bought a nice 320 sedan. When he eventually saw the car, he was quite shocked!” That’s because it wasn’t – what greeted him instead was a BMW E92 335i, the top-of-the-range 3-Series second only to the revered M3. The E92 was the first-ever bespoke-bodied 3-Series Coupe, sporting completely different dimensions and panels as opposed to generations before, where the 3-Series Coupe was simply a sedan with two doors less.

From Below: Lumma at the front, Reiger at the sides and APR up top - but lime green is without doubt the order of the day

90 ltm performance bmw 335i

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The E92 also had the latest crop of in-line sixes straight from the powerhouses of BMW underneath the hood; the company re-introduced forced induction to its engines, with twin-turbochargers strapped in parallel onto a 3.0-litre N54B30 motor make a heady 302bhp and 400Nm. To most of us, output figures like these means plenty of RWD fun that can be had – but hey, we’re a modified magazine, so Hong’s 335i stayed stock for all of about, er, two hours.

Since he wasn’t driving a Japanese sports car like he wanted, he decided that the next best thing to do was to modify the E92 in the most Japanese way possible to satisfy the JDM fanatic in him. So it was onto LTM Performance, the workshop with which Hong had a long standing relationship for performance enhancements to the 335i. The standard air cleaners gave way to shiny aluminium pipes attached to more free-flowing Blitz Advance Power air cleaners, feeding copious amounts of air to the twin turbos for charging.

“to most, the standard car’s 304 horses means plenty of rwd fun; but this is hong, and his car remained stock for all of about, er, two hours.”

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WorldMags.net To better release built-up boost pressure, the 335i’s diverter valves are dumped for two Blitz Super Sound Venturi Drive blow-off valves; the shiny trumpets welded onto the customised aluminium pipes simultaneously giving the BMW a far more aggressive Japanese persona. Cooling systems received upgrades from Japanese tuner houses as well: a larger HKS front-mount intercooler maintained the temperature of the charged air entering the engine, and a Blitz racing oil cooler kept the viscous fluid at optimum levels of lubrication. While the engines and the two turbochargers weren’t touched, the hot-side items were all uprated – this time with continental tuning parts. Active Autowerke downpipes with deleted catalytic converters were installed, mated to 3-inch diameter

Remus quad-tipped mufflers customised so that the 335i would make as much noise as possible. The 335i was then remapped on a Juicebox, the renown piggyback ECU from American twin-turbo BMW tuners BurgerTuning. On a Stage II map, the car now made 380bhp, more than 70 up on the stock car’s output. To properly handle all the extra horses, Hong moved on to buffing up the car’s drivetrain and handling next. Hong was originally on semi-adjustable KW Variant 2 coilovers, but later swapped them out for Bilstein’s fullyadjustable PSS10 B16 coilover system. “Though the KW’s offered more comfortable daily ride quality, the Bilsteins were much more adjustable, so I was maximise my damping and rebound to improve turn-in on the track,” Hong explains.

“great stance was achieved via a bilstein fully adjustable suspension, slammed and matched to 19-inch breyton gt-s wheels”

92 ltm performance bmw 335i

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You wonâ&#x20AC;&#x2122;t find another 335 like this - with red Blitz air filter cones proudly on display

Alcantara-rewrapped Recaros great for tracking and filtering against unwanted female passengers

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The 335i wasnâ&#x20AC;&#x2122;t just for show, and Hong was a frequent visitor to Sepang; the Recaro SPG-2 seats re-wrapped in black alcantara, along with the complete lack of any rear seats were testament to this.

An 8-pot/4-pot Rotora brake combo for the brakes at the front and back respectively gave Hong the ability to brake at the last possible moment, clamping onto monster 380mm cross-drilled and ventilated discs up front and 320mm discs at the back. Thicker front and rear sway bars reduced body roll, while Urethane composite bushings stiffened the undercarriage of the car at crucial flex points. Finally, to enhance the carâ&#x20AC;&#x2122;s rotation mid-corner, a helical Quaife LSD was installed into the rear axle.

94 ltm performance bmw 335i

Now that the car had more power and better handling, it was time for a bit of flamboyance. Hong always believed that an eye-catching car would be a perfect mobile tool for marketing the brand, so he went all out to create a car that would blitz the track, but stop people dead in their tracks as well. And so the 335i took on a meaner front fascia with a Lumma Design CLR350RS bumper, matched to a Seibon carbon fibre bonnet for good measure to ensure maximum frontal visual assault. The rest of the car received Reiger parts, from the more protruding side skirts to the rear bumper integrated with a squared-out valence.

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For an added dose of aggression, wings of all manner and form were added next; on went a Hamann roof spoiler and an M-tech bootlid spoiler, while an APR Performance V-Spec GT-wing strictly for track work (and this photoshoot, of course).

A mean bodykit cannot be complete without a similarly ominous set of wheels – so Hong committed to a set of Breyton Race GT-S wheels in 19-inch diameters and 8.5-inch sections, finished in flat black and wrapped in Toyo semislick R888 rubber specified 235/35ZR19 all around.

Carbon fibre BMW badges give the car a monochrome menace, while Lumma eyelids and a black film were placed on the lights for a aggressive and smoked look. Finally, the car was sent to paint, where a bright candy green tint was selected to set the 335i alight.

The wheels fill up the arches on the 335i nicely, and complete an astonishingly attractive, yet scary BMW. To my knowledge, no other 335i in Singapore has had the same visual and aural impact; neither have any since. 9Tro magazine is all about the wildly-tuned and beautiful, and this car just about exemplifies that mantra perfectly.

“active autowerke downpipes, custom midpipes and a quad-tip supersprint exhaust all maximised for eardrum destruction”

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BMW E92.335 (MY08) Transmission: 6 speed automatic (w/StepTronic) Drive Layout: RWD Max Power/Output: 380bhp Engine: BMW N54 twin turbo Intake: twin Blitz Advance Power Air Cleaner (customized piping) Exhaust: Active Autowerke downpipes (CAT delete), customized mid-pipes (3.0”, stock 2.5”), Remus muffler (operated with customized piping within), twin Blitz Super Sound Venturi Drive BOVs. Cooling Systems: HKS front mount intercooler with customized piping and mountings, Blitz Racing Oil-Cooler (RS) with customized piping and mountings, Blitz ATF Cooler with customized piping and mountings Driveline: Quaife ATB Helical LSD differential Electronics: Juicebox Stage 2 (JB+) ECU, defi control unit II, defi diagnostic gauges, pivot shift lamp Suspension: Bilstein B16 PSS10 Fully-adjustable Coilover Suspension Wheels: Breyton Race GT-S (19”) Brakes: Rotora: 8 piston 380mm front, 4 piston 320mm rear. Chassis: sway bars: H&R 27mm (front) 20mm (rear) with Urethane/Teflon composite bushings Body-kit: Lumma Design CLR350RS front bumper, Rieger Tuning side skirts, Rieger Tuning rear bumper. Others: carbon fibre badges, SEIBON BM-style carbon fibre hood, APR Performance V-Spec GT wing, Lumma Design front head lights eye-lid, smoked tail lamps, M-tech carbon fibre rear trunk lip, Hamman rear roof spoiler Seats: Recaro SPG2 (re-wrapped alcantara), rear seats removed in entirety

The man and his machine - note equal intensity on face and car

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euro special euroWorldMags.net tuning 101

What is

Euro Tuning? The Euro tuning scene has always been popular, but now it is taking singapore by storm - what defines it, and how is it different? we find out in detail Text shairazi suwandi Photos team 9tro/ dino Dalle Carbonare

96 what is euro tuning?

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etâ&#x20AC;&#x2122;s face it. When it comes to tuning and modifications, the Japanese have the best of all. With a culture that prides itself on perfection and nothing less, the modification and tuning industry in Japan have constantly improved and have always been the envy of automotive enthusiasts the World around. With that concept in mind, it is no wonder that the Japanese idea of automotive wonder has slowly taken over entire continents. For example, the mighty Hakosuka is revered in Japan for its timeless beauty, and word on the street is workshops are willing to forgo all current works in the garage to work on the Hakosuka. These days, it is a revered

piece of work around the world, which is also the same reason why most of the Hakosukas stay in their homeland. One would be hard-pressed to find a Euro car that even comes close to the Hakosuka in terms of hype and status. However, the Euro tuning scene is slowly making waves in the automotive world, with its sick rides and unique brand and style of modification. But where and how did it begin? Before we delve deeper into the world of Euro tuning, let us first take a look at what started the Euro tuning revolution, and the cars and icons upon which the culture began.

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History

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The history of Euro style tuning is very clouded because frankly speaking, no one really knows where and when it exactly started. Some, however, would claim that the whole Euro tuning scene started in the land of Bavarain beauties that is Germany. ‘Tief’ and ‘Breit’ are two words that would simply describe the world of Euro style tuning. These simple German words mean ‘Low’ and ‘Wide’ and Germany has had a long and illustrious history of low cars with mind-boggling wheel fitment. Apparently, some also say that the whole revolution of stretched tyres could have started from Germany. Some hardcore JDM lovers would detest that fact and claim that stretched tyres originated from the Land of the Rising Sun and drifting – drifters started using thinner tyres because they were cheaper to purchase and because of the reduced chance of sidewall flex, drifters could handle their cars a lot better while going sideways.

Cars like the Ford Escort and the Golf Mk.I were tuning darlings of their time The Audi Ur-Quattro - rally icon and street God in the Eighties

While the drifters stretched tyres out of personal choice, the Germans, or the European countries in general, were forced to stretched their tyres because of regulations. TÜV regulations were strict about wheels in general, and they required the tire thread to be within the fender line. This law did not allow enthusiasts to run wider or lower offset wheels and thus, to stay legal, they put on narrower tyres on the wheel in order to go low.

People were modding and rallying the original Mini two days after it was launched in 1961

“Low and wide; that was the mantra on the lips of the earliest euro styling enthusiasts”

98 what is euro tuning?

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then and now

Euro styling then evolved to all about going low and wide, without having to stretch tyres to maintain legality. This was achieved ingeniously - by adding extra overfenders over the existing ones so that drivers could fit insanely wide wheels. Now that the car was made wider, wheels with very low offsets could be fitted, perfectly flushed to the fender while still being drivable with little to no rubbing. Soon, that was the way most of the Euro style scene rolled. Now, the scene is dominated by different combinations of past and present as some opt to stay away from any major fender modifications just to run the perfect set up.

Top and Below: A perfect illustration of old and new Euro - the Golf sports rounded overfenders, but the Audi is sleek as silk in white

Where in the past, lines on the car were disrupted by overfenders that extended out from the original lines, the Euro tuning style now is more defined by fluid yet bold design elements, ranging from very subtle to wildly aggressive, without compromising on quality.

From Left: Deep-dished, concave rims and zero wheel gaps - standard procedure for Euro tuners these days; the iconic three-piece BBS RS wheel first appeared in 1977 - they are now one of the most sought-after rim styles on the planet

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Characteristics

Many would find it hard to say that the Euro tuning scene has the same exact qualities as the Japanese tuning scene - while the Japanese tuning scene prides itself on loud ruckus and ostentatious works on their cars (think Bosozoku), the Euro tuning scene opts for quite the opposite. The Euro tuning scene prides itself on clean lines and riding as low to the ground as physically possible. In fact, I feel that if scraping the ground wasn’t detrimental to the underside of the car, the Euro tuning scene here would already have numerous low-riding German beauties rolling on ubercool BBS rims. Also, the amount of attention to getting these lines clean is another level altogether. Custom-offset wheels from brands like Rotiform and CCW have begun to gain popularity, and lots of smooth and ‘cleaned’ bodywork are the order of the day – some cars have even had their door-handles removed to keep that smooth look. Other hallmarks include a bespoke paint job and luxurious interiors to match the outlook. Some also say that Euro style cars are built in accordance to certain guidelines: Cars have to be tuned in stages, from mild to wild, and the original lines of the car have to be maintained, without adding any extreme bodykit/spoiler to ruin the look. However, don’t be mistaken that Euro styling can only be applied to Euro cars. As long as you showcase the above mentioned characteristics, even a Japanese car can have the Euro look.

“Typical Euro Styling hallmarks? technical modifications, low ride height, a luxurious interior and some truly dope custom wheels” Rota wheels are popular in Singapore - merging with Euro style on this A5

C’s Performance’s twin 535i’s are a cool combination of slick and speed

Euro Styling in Singapore Euro style tuning is at its peak in, you guessed it, European countries; however, the wave is slowly washing over into other countries and in some cases, have merged with other prevalent local cultures to create a unique sub-style. Tuning in Singapore is what some may call, a melting pot of cultures. Like our food, we have access to a multitude of tuning parts and aftermarket goodies that leaves most enthusiasts scratching heads as to which parts to choose. The Euro styling scene in Singapore is slowly becoming the in-thing, partly attributed to the fact that car prices are so

100 what is euro tuning?

high these days that one would rather spend a bit more for a continental car than a Japanese car. Where streets used to be roamed by Japanese bad boys like the Honda Civics and the Suzuki Swifts, the car culture here now sees bad boys from the continent like the Audi A4, Volkswagen Scirocco and the Volkswagen Golf storm to the front of the street scene. We spoke to one of Singapore’s leading Euro tuning garages, Autovox, about their thoughts on Euro tuning in Singapore and what sets it apart.

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Autovox shows us the epitome of Euro tuning with their R8 LMS racecar What is your take on Euro tuning? I think it’s the way to go with more people turning to Euro cars since it makes more sense with Asian cars prices on the rise. Pay a bit more and get longer lasting cars with more prestige. Cars imported in are usually under tuned and under dressed. Where and when did the Euro tuning scene begin? Good question! In terms of tuning for street culture, the Europeans were probably earlier than Asians as people were already tuning the Volkswagen Golf Mk1s in the 70s, and it was already popular in several places in Europe like in Britain & Germany. Take ABT Sportsline for example....they were tuning since 1978! What is the biggest essence of Euro tuning? I would say it’s about reliability and durability. They go through a lot of motorsports testing in tracks and big races. What is the difference in Euro tuning scene here and in Europe? It’s not so different, except that they probably can do more technical modifications like engine swaps across different models. It’s not as strict there compared to here.... if you know what I mean.

What is the single biggest difference of Euro tuning and Japanese tuning? When it boils down to it, it should be the way people go about tuning Euro cars. Unlike Japanese tuners, where mixing and matching is commonplace when it comes to choosing upgrades, Euro tuning brands subscribe to a more orderly method of upgrades. You can see this when people talk about “Stages” - Stage I being the most basic with simple mods, and and Stage III and beyond the most powerful. For customers here in Singapore, is performance or looks more important? Well, we have three types of customers. One for looks only, second for performance only and finally, the one who wants them all. In your opinion, what do you see in the future with regards to Euro tuning in Singapore, say, in 5 years time? It’s rather difficult to predict because with stiffer emissions, cars from the respective manufacturers will have them more equipped. However, I believe that there will always be a future for it as long there are unique individuals & performance hungry enthusiasts. This customised TECHART widebody kitted Cayman S takes Euro aggression to a whole new level

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euro special hardWorldMags.net â&#x20AC;&#x2DC;roc

102 Volkswagen Scirocco

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Mix 'n' match Who says Euro cars have to be hooked up with Euro-only aftermarket parts?

Text shairazi suwandi Photos Zach Ode to Studio

he Euro tuning scene in Singapore is filled to the brim with a myriad of aftermarket parts that are easily accessible. From AC Schnitzer BMWs and ABT Audis, the roads are slowly getting filled with tastefully-done Euro cars that match the growth that this sunny country is facing.

However, that does not mean BMWs are strictly limited to just AC Schnitzer kits and neither are ABTs only for Audis and Volkswagens; this brings us to one of the many feature cars we have for this month. Sleek looking with a touch of masculinity from the aggressive front, the Volkswagen Scirocco has undergone two generations of development, between 1974 and 1992 and now, the third generation has been making its own wave since 2008. Engineered to look sportier and sleeker than the Golf or the Jetta, this style has been sculpted onto the Scirocco ever since MkI. Although the MkI came with a wide range of four cylinder engines that featured a single-overhead camshaft and two valves per cylinder, power was hardly available; that did not stop Euro heads from tinkering with the aesthetics of the car. Now, the MkI is held in high regard with its signature flared fenders.

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The MkI then took a change for the better – the MkII had uprated engines which provided more power and torque, giving enthusiasts something else to tinker with. In the mid 80s, a 16-valve model was introduced to the United States and Canada, which included a full body kit, tear-drop shaped wheel slots and a larger rear spoiler to distinguish itself from the MkII 8-valve model. Fast forward two decades later and we now have the MkIII Scirocco. It still holds the same lines, albeit more free-flowing, and sports a wider range of engines, from a 1.4L TSI engine (as with the car that spans across the next few pages) to a 2.0L TSI engine – perfect for the power-hungry enthusiasts who relish the 200bhp that comes stock from the factory. At a recent local car meet up, this Scirocco caught our attention. Kenny, the owner of this car, is an assistant fitness manager at the renowned California Fitness gym and he mentions that he has always been passionate about cars. “When I was very young, I was intrigued about cars and I have always dreamt about owning a one-of-a-kind ride.” Kenny recollects. “I’ve always felt that coupes were more ‘personal’ to me and I’ve always dreamt about owning one for myself. It was then no surprise that I fell in love with the Scirocco, particularly because of its sleek bodywork and its gorgeous curves.”

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“In the past, I drove a Honda Civic 1.8 i-VTEC, which also was my very first car,” Kenny recalls how he started his adventures in driving. “Honestly, it was not such a bad ride but I was adamant about owning my dream car; that was how I decided to take the plunge getting the Scirocco.” As soon as Kenny got the keys to his ‘Roc, he wasted no time in enhancing its already good looks. For starters, he was not into just getting any other aftermarket kit for his curvaceous beauty. Kenny went straight to the Caractere website to get styling inspirations, and he immediately fell victim to the good looks on the Caractere bodykit. Caractere offers everything from sick body styling kits and rims, to performance upgrades and interior styling accessories. Being specialized in only a handful of cars gives Caractere the ability to put their utmost attention at making their kits extraordinary good looking; that alone was enough to tempt Kenny into getting the kit. Kenny’s Scirocco gets the full montyt – a front spoiler that adds a menacing touch to the otherwise plain look, a front grille, a rear diffuser, side skirts and door trims, and a roof spoiler. Now, if that alone has not made Kenny’s Roc into a looker, Kenny has had a bunch of other goodies to further add points to the aesthetics department. API-Racing suspensions now take the place of the stock shocks; not only providing Kenny with better handling but also aiding

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“kenny wasn’t about to get just any kit for his ‘roc - and once he visited the caractere website he was sold on the full bodykit” in lowering the car for that essential stance. Also in place are 18” Rota IK-Rs that take their place on all four corners of the car. Personally, I have always believed that the wheels on the car can make or break the car and surprisingly, even though these aren’t your usual Euro wheels, these Rotas look surprisingly good! “Which was probably the reason why you guys came up to me during the car meetup!” joked Kenny. “It was definitely a good night, where everyone came out and showed their beautifully done-up rides. I may have been fortunate to have been approached by you guys but I believe there are a lot more cars roaming our streets that deserve the recognition,” ever the humble enthusiast, Kenny says. Kenny has had the stock exhaust replaced with a Remus quad exhaust for the extra bite to match the bark. The modification list may not span an entire page but Kenny is planning on making it slightly longer. “I am on the lookout for a brake kit to replace the factory brakes; after that, who knows?” Outright power may not be on the menu for Kenny’s Scirocco at the moment - but when it looks this good, I think the modus operandi for his car should be “low n’ slow”!

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Volkswagen Scirroco 1.4 TSI(1K8) Transmission: 7-DSG Drive Layout: FWD Max Power/Output: 200bhp Exhaust: Remus Quad Exhaust Suspension: API Racing Wheels: 18” Rota IK-R Bodykit: Full Caractere bodykit (Front spoiler, Front grille, Side skirts and door trims, Rear spoiler and Roof Spoiler)

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euro special ubercoupe WorldMags.net

106 graffiti conceptz widebody sl

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the fire This mad widebody merc sl shows us that euro tuning isn’t always slick - sometimes, going extreme is better Text shairazi suwandi Photos Ode to Studio

ith the recent buzz going on about how the authorities are planning to step up clampdown on owners who sport illegal modifications on their vehicles, you would think that some members of the tuning scene would start to fly under the radar. Some may already have plans to dekit their cars, but some may also opt to pay a higher premium for a product that does the same, sounds the same but with an extra piece of paper that authorizes the installation of the product thereby making it “legal” in the eyes of the law.

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“daniel was given free rein over the project - he proceeded to run wild on the drawing boards, and this awesome creation was born.” That makes absolutely no sense whatsoever, especially when the tests these products go through are rather menial. However, the owner of this insanely done-up Mercedes SL 350 apparently does not see the whole point of the whole hoo-hah. Not when he dons a rather radical (to put it mildly) colour on his ride, coupled with that insane excuse to take up a whole lane with his bodykit. The Mercedes SL350, or the SL-class in general, is Mercedes’ grand tourer and has been that since the 1950s. The SL simply means Sport Lightweight, and in 2009, after five generations, the R320 SL underwent a significant

facelift. New features include a new front end that holds certain similarities to the 300SL Gullwing, notably a large grill with a prominent three-pointed star and twin “power domes” on the hood. The R320 SL featured new and revised engines, and the one you see here sports a 3.7-litre 18-valve V6 engine that churns out 245bhp in standard form. As we scoured the surrounding area of Dover for the perfect place to frame this magnificent piece of work, it arrived in the silent of the night. Finished in a splendid orange hue, this car literally screamed for our attention. As the door opened outwards - and then upwards to our amazement - Daniel, owner of renown bodyworks garage Graffiti Conceptz steps out. Daniel has constantly innovated in the arena of style with his individuality and his ability to turn heads with his designs - this one is no different. Formalities out of the way, I proceed to ask Daniel what lies under the hood. “This is not mine!” laughs Daniel. He then proceeds to tell me that the owner of the car, Eddie, prefers to keep a low profile and while that is perfectly fine by us, it leaves us scratching heads; his car is far from being able to fly under the radar! Daniel tells me that when he first received the car, Eddie told him that he could have his way with it. “It was clean when it first rolled into the shop and Eddie told me that he gave me the freedom to go bonkers,” said Daniel. “And guess what? That was exactly what I did on the drawing boards!”

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“the wide-body draws styling inspiration from the bad-a*s sl65 black; the 20-inch bc forged wheels then complement the kit perfectly”

The first thing Daniel had removed was the bodykit. “Eddie wanted it wide and we went crazy with it.” Well versed in the art of creating bodykits, this wide-body kit was fabricated inhouse by Daniel and his team from Graffiti Conceptz. Taking cues from the glorious SL63 Black Edition, Daniel sculpted each line with much effort, and what you see now is the results of six months and years of experience under his belt. An avid car lover since young, Eddie definitely took his love to the extreme with his SL350. “I’ve always loved cars, ever since I could remember, and with the awesome work done by Daniel and his team from Graffiti Conceptz, it has only reaffirmed my love for these machines even more.” With the custom wide-body kit fitted onto the SL350, the car now sits a whole lot wider in the front and rear; with the added width, spacers had to be added in the rear to evoke that menacing stance! It still boggles my mind, as I crouch from behind the car to examine Daniel’s handiwork. With the bodykit sanded and prepped, Daniel was then tasked to add even more ‘crazy’ to the car, and he did that with a master stroke in terms of paint. The car was sprayed in bright orange, and splattered with a bucket-load of gold glitter to make it stand out even more!

and he settled for a GTR wing instead.” In my opinion, he accidentally stumbled upon quite a perfect wing combination for the widebody! Daniel explained to me that Eddie was absolutely pissed at how the wing was installed. “When he had the GT-R wing fixed, the installers were forced to sand off a huge chunk off the boot.” Daniel explained while showing me where the beautiful paint had been scraped off. “Thankfully, it won’t be there for long as the car is under my care until it gets the required attention.” Attention, something which certainly not lacking when we speak of this car. As it was, driving from point A to point B to scout for the perfect location was not exactly an act of stealth. We had stares, glares and bewildered looks as we settled at a location somewhere in Ubi. On all four corners of the car sit gloss-black BC Forged rims, wrapped by Continental tires. While they really do not help in keeping the ‘low profile’ idea of Eddie’s, they are the perfect addition to the car and its look. “I chose these wheels because they simply look the part.” explained Eddie. “20 inches of goodness on my ride and I cannot be happier.”

As if that was not enough to turn heads and raise eyebrows, Eddie has decided to one up Daniel’s work with a wing in the rear. Now, this is no normal wing one can purchase off the Mercedes catalogue. Instead, Eddie decided to install the wing from a Nissan GT-R to the rear. Again, another case of mix ‘n’ match! Even better, while we are on the topic of mix ‘n’ match, Eddie has had Lamborghini-style scissor-doors installed onto his car. Double crazy! “Eddie did mention to me that he was in the market for a full-sized GT wing!” exclaimed Daniel. “In view that he still wanted to keep his ‘low profile’, I advised against it

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From Top: Staggered 20-inch BC Forged wheels fill up the mad arches to the brim for some salivating stance; Interior remains untouched and luxurious in leather (for now); Who would have thought a GT-R wing would look this good?

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Sitting behind those huge wheels sit AMG brakes and to aid in that stance are a set of H&R lowered springs that bring the ride height to even lower depths! With that huge wheelbase and with such a lowered stance, one can only wonder how many humps have gotten a taste of that premium Mercedes Benz underbody! To complete the look, Eddie has had aftermarket exhaust tips installed on top of the stock ones to add more flair out back. With all these add-ons and that mad body modification, Daniel has really outdone himself in terms of aesthetics. When I asked him whether Eddie has anything else in mind with regards to looks, Daniel just nods in agreement. “Eddie has plans on completely stripping the interior and replacing every panel with carbon fibre,” said Daniel. Damn!

Of course, looks are not only on Eddie’s mind. Eddie has plans on bumping up the V6 powerplant underneath the hood to match the exterior and we know, if the car is anything to base our assumptions on, that they will be as mind-blowing as the car itself and we cannot wait for that to happen.

Clockwise from Top: All manner of wings, ducts and intakes on this wide-body, truly reminiscent of the SL Black; How does this car “fly under the radar” with that kind of visual impact?

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Mercedes SL350/ graffitti conceptz widebody sl Transmission: 6-at Drive Layout: RWD Max Power/Output (bhp): 272bhp Exhaust: customised quad exhaust Tips Suspension: H&R lowered springs Wheels: BC Forged wheels 20x9JJ (F), 20x11JJ (R) Tyres: Continental contisportcontact 5 245/30R20 (F), 295/25R20 (R) Brakes: AMG 8-pot calipers & discs (F), AMG 6-pot calipers &discs (R) Bodykit: graffitti conceptz customised wide bodykit, front bumper, front wide arches, side skirts, rear wide arches, rear bumper, rear diffuser, r35 gt-r rear wing

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114 EYE CANDY barely legal

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BARELY LEGAL We (very carefully) talk to 18-year old Aylna Neo this month and find that this sexy siren is actually a bubbly joker instead! Text brendan mok Photos Darren Ode to Studio

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You've just recently turned 18 Aylna. Are you sure it's alright for us to talk to you? It's alright! You guys sound like pervs when you say that! Are you currently available? Would you go out with us? That's for me to know and for you to find out! Don't you want to get to know me better before asking me out? Such pervs! We're total pervs, actually. OK, what have you been doing recently? Well, I won first runner-up at the recent MPT race queen search, so I've been quite busy with events. In my free time, though, I love art and drawing, so I literally retreat into my own little world with a charcoal pen and a canvas. I've always believed that art imitates life, so sometimes when I express myself, I gain a little more insight into my being. If we're talking about art, then we have to say that you look like chiselled perfection, quite honestly. Is being in front of the camera part of your attempt to connect through art? Definitely. I've always been amazed by the works of Henri Cartier-Bresson, a French photographer famous for candid photography. His spontaneous yet enrapturing monochrome works are truly breathtaking, and although my work isn't quite as candid, I hope to make the same visual impact with a single image. Maybe that's why I always find myself super-serious in front of the camera! (Laughs) Super serious? Don't you mean super sexy? Actually, I think I'm quite the bubbly girl-next-door type – it's just my photos that turn out that way for some reason. I think I'm quite a joker, especially amongst my close buddies. I have a sense of humour and I'm not afraid to laugh at myself, especially if someone is in a bad mood. I would make fun of myself all the time if it means cheering him or her up! Oh no, sexy siren with a sense of humour and a heart of gold? We're sold. Will you please go out with us now? No! Pervs! You haven't asked me what cars I like! This is a car mag, no? We are the best, mind you! Alright, so cars then – Continentals or JDM? What's your favourite car, and what grabs your attention first on a car? Loved the Mercedes SL, by the way. I love how sleek continentals look, along with the more chic feel compared to the raw edginess that Japanese sports cars have. I love the Bentley Continental Supersport GTC, I'll have mine white, cruising through town with the top down please! Cool, shiny rims grab my attention first. OK, so now that the car bit is done and dusted, will you please tell us how we can take you out? Alright, if you must know – I value personality more than appearance, so you guys are obviously out. (Sighs all around) Gentlemen, please apply; tough guys, step aside. Last but not least, you'll need a great smile to melt my heart! Like this? (Buck-toothed smile) NO! EEW!

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â&#x20AC;&#x153;i prioritise character over looks so gentlemen, please apply; tough guys, step aside!â&#x20AC;?

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euro special motoren-technik-mayer WorldMags.net

MOTORMEN The story of one of the most premier Audi tuners on this Earth – this is MTM Text & Photos Dr. Ian kuah

aking cars that do what it says on the tin is Motoren-Technik-Mayer’s specialty. The kind of in-house facilities in MTM’s small but efficiently designed workshop in Wettstetten reflects Roland Mayer’s previous experience as a young engineer in Audi’s development department. Born and bred in this part of Bavaria, Roland learned his trade working for Audi as well as Walter Treser, one of the fathers of the legendary Audi Ur-quattro. Roland’s speciality was

118 MTM Audi Four

electronics, and he was part of the team that developed the Audi five-cylinder engine into its ultimate 20-valve form. Roland left Audi in 1990 to set up his own company on a then new industrial estate in Wettstetten, a small town about six kilometres away from the Audi factory in Ingolstadt. Two years after MTM was established, their development of the fivecylinder 20-valve engine reached the 400bhp mark, and the S2 Coupe it was installed in was the first street legal Audi to break 300km/h.

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Since then, the firm has always been game for setting new top speed records with its cars, and tries to participate in every Nardo event run by the German magazines Auto Bild Sportscars and Auto Motor & Sport. Roland is known for lateral thinking, and his problem was that you needed over 600bhp to break the 350km/h barrier. No Audi motor in those days came close to that in street legal form, so Roland’s solution was to design a twin-engined car based on the Audi TT. The twin-engined MTM Bimoto that took part in these events for many years started off with two four-cylinder turbo engines tuned to 326bhp each, for a total of 652bhp, and set a record of 374km/h at the AM&S top speed event at Nardo in 2003. By 2007, the car’s power had grown to over 1,000bhp, allowing it to reach 393km/h at the Papenburg test track in Germany, establishing a new record for that test track. One of the development aids that make MTM’s facilities the envy of most other tuners is the bespoke cooling tower that Roland designed and installed at great cost when he expanded his workshops in 2001.

The refrigeration units pump freezing cold air via hoses to the intake systems of cars on the two four-wheel-drive rolling roads. Ramming refrigerated air into the intake tracts ensures that intake temperatures stay low and intercoolers do not saturate. Because peak engine output remains optimal and consistent over multiple power runs, fine adjustments can be made to the ECU mapping without having to deal with wildly fluctuating parameters. On that score, MTM is sometimes called upon to help with development work for other tuners. For instance, they developed and build the bi-turbo Audi V8 for the Gumpert Apollo. In real world testing, MTM employs world renowned professional drivers like Walter Rohrl and Armin Schwarz, as well as Seat Cupra Champion and former MTM mechanic Florian Gruber. As I have learned in the near 20 years I have known Roland Mayer and MTM, many of his friends are either long-term customers or Audi engineers, but the common thread is their love for cars. This month, I am happy to present an exposé of some of MTM’s finest works to the current Audi lineup – the four rings of power from Ingolstadt are in good hands!

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NARDO CALLING

500bhp and 600Nm in a 320km/h front-wheel drive Audi hatchback – mtm go over the top

irst from MTM – the ultimate go-faster A1, a wild idea conceptualised when MTM first received wind about Audi’s A1 Quattro. What really gave this idea legs however, was the invitation from Auto Motor & Sport magazine to their Nardo top speed shootout event in May 2011. Immediately, the team began refining an A1 for the specific purpose of obliterating the competition. When MTM place the two magic words, “Nardo Edition” on one of their cars, it means that it has gone to Nardo, guns blazing, and come away with an impressive top speed number. This may be the smallest car that MTM has ever entered in such an event – but it is by no means the slowest. As with any other tuning house, shoehorning big engines into small cars is a common pastime at MTM. In the case of the MTM A1 Nardo Edition, rather than a big displacement V8 lurking under the bonnet, one finds the award-winning

120 MTM Audi a1 nardo edition

turbocharged 2.5-litre, five-pot motor from the TT RS, tuned to the nines. The factory A1 Quattro uses the four-cylinder motor from the TT S, with 256bhp and 350Nm of torque, while the TT RS motor packs with 340bhp and 450Nm of torque. However, the factory stock TT RS motor pales alongside the MTM A1 Nardo Edition. So just how much firepower does the little A1 pack? Try 500bhp at 6,900rpm and 600Nm of torque at 4,400rpm – or just about double the output of the factory four-pot in the A1 Quattro, with 42 percent more twist on tap. Extracting 500bhp from the five-pot engine requires quite a bit of re-engineering, according to MTM’s Roland Mayer. “The basic engine is very strong and has lots of latent potential. We don’t modify the inlet tract, other than using a free-flow air cleaner element. However, the standard fuel pump is on the limit at this output level, so we upgrade that as a matter of course.”

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WorldMags.net “how much firepower does this little a1 pack? try 500bhp - five times your average family car”

Next comes a larger IHI turbocharger, colder spark plugs with a smaller gap and a bespoke turbo-back stainless steel exhaust with lower back-pressure for improved breathing capability. The A1 Nardo Edition also inherited the complete water-cooling system and charge air intercooler from the TT RS. MTM’s take on a sports exhaust system is quite unlike the simplistic larger diameter replacement that most people assume such systems are. “The exhaust system has a throttle body and three pipes to balance out the pulses in the stronger gas flow of the modified engine,” Roland explained. “Only then is the ECU remapped to make full use of the greater efficiency of these new or uprated components.” While the factory had to do serious mods to the rear floorpan and rear inner wheel arches of the A1 Quattro to accommodate the driven rear axle and its suspension, MTM’s work was mostly at the front end, because their car remains front-wheel-drive. This is an eyebrow-raising revelation when considering the car’s mad output figures.

Nonetheless, MTM had to do considerable customisation work to fit the new drivetrain. “As there is no A1 variant that uses the five-cylinder engine, we had to change the complete front suspension, brakes and sub-frame to accommodate the bigger engine and gearbox,” Roland explained. The new front set-up is a combination of RS3 wishbones, KW springs and dampers, with the sub-frame made up from RS3, VW Golf and some bespoke MTM components. As a result, the car sits 30mm lower than standard, with MTM’s classic Bimoto 8.5J x 19-inch alloys, wrapped in 235/30ZR19-inch Michelins, flared arches required to cover the widened RS3 front track. These wings are made from carbon fibre, which help to counter the heavier drivetrain. They also add 30mm to the cars width on each side. The inner wings are standard, but are slightly reshaped to gain an extra 10mm of clearance where things would otherwise touch on full steering lock or under full suspension deflection. Apart from KW springs and dampers, the rear end is standard.

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WorldMags.net Braking is not a big issue at Nardo as you have an 11.0km long high-speed bowl, and all the time in the world to slow down after your high speed run. However, since MTM also planned to run the car at Hockenheim in the Tuner Grand Prix, they beefed up the brake system to match the car’s power, using 376mm vented front discs and eight-pot calipers. The rear end uses the standard discs and calipers from the TT RS. “As always with major engine transplants, the biggest headache was with the electronics,” Roland explained. “Being a new car, the A1 uses the latest generation CANBUS system, whereas the five-cylinder motor was developed around the previous generation system. Thus, making the two systems hand-shake properly took some work.” Beyond the engine electronics, the ESP and ABS that also work off the CAN-BUS system, had to be re-calibrated for very different weight distribution and performance

parameters – a phenomena I learned later while driving the hot hatch. Despite a limited slip differential, the front-wheel-drive struggles to deploy the massive power to the tarmac; thus the tardy 5.4 sec 0-100km/h time. To put that into perspective, the 200kg heavier 4WD Porsche Turbo PDK with similar power and torque can monster the 0-100km/h sprint in around 3.0 sec. Of course, having the benefit of Quattro all-wheel-drive would definitely improve these figures. Once the car is rolling and fully hooked up to the road, however, it begins to make up for lost time, and the 14.4 sec 0-200km/h time is seriously quick. AM&S recorded a top speed of 324.06 km/h or 201.36mph for MTM’s A1; bear in mind that the banking at Nardo scrubs some speed off, so the Nardo Edition’s true top speed on the flat with no wind should be around 330km/h.

“once this car is fully hooked up to the tarmac, it’ll rocket to 330km/h easily on a flat, wind free autobahn - if you have the guts to try”

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WorldMags.net With so much grunt going to the front wheels, driving the A1 Nardo Edition requires a firm hand even on the autobahn. Torque steer is the special of the day, so using the power in the first two gears is really off the menu if you want to pick up speed without major drama. Not that you need to gun it in the lower gears, anyway – there’s so much torque on tap that rowing the car along on the gears is unnecessary. Use the fat torque curve to float the car along a gear higher than you normally would, and so long as you have at least 2,000rpm on the clock, you are cooking with gas. Drop a gear and the push you get in the back when you accelerate firmly is solid and relenting. But you need to be constantly aware that mixing this much power with the steering is just not a good idea. The MTM A1 Nardo Edition served its purpose, putting on an impressive performance in the top speed shootout. But because the power overwhelms the front-wheel-drive chassis, it would not be my weapon of choice on a racetrack, or even as a road car. As an exercise in engineering excellence, however, I can think of few better examples of the Q-car genre.

Clockwise from Top: MTM Bimoto wheels in 19-inches look slightly too big for the supermini; Two bucket seats with orange highlights and no rear seats; “Nardo Edition” also means “very, very fast”

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Audi A1 (Type 8X) / MTM A1 Nardo Edition Transmission: 6-MT Drive Layout: FWD Max Output: 500bhp/600Nm Engine: Swapped Audi TT RS/RS3 2,480cc R5 In-line fivecylinder, Turbocharged Intake: MTM Competition Air Filter Fuelling: MTM-upgraded Fuel Pump Exhaust: MTM Downpipe, MTM Turbo-back Stainless Steel Exhaust System Cooling Systems: TT RS Radiator, TT RS Intercooler Turbo Variant: MTM IHI-type Turbocharger Driveline: MTM Limited-slip Differential Electronics: MTM ECU Retune Suspension: KW Adjustable Springs/Dampers Brakes: MTM 376mm vented discs, eight-pot calipers (F), TT RS Discs & Calipers (R) Wheels: MTM Bimoto 8.5J x 19 (All Around) Tyres: Michelin Pilot Super Sport 235/30ZR19 (all Around) Chassis: RS3 Front Subframe, RS3 Wishbones, MTM Bespoke Chassis Parts Trim: Rear Seats Removed Seats: Carbon Fibre Recaro Bucket Seats

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M (UNDER)POWERED MTM’s RS3 and TT RS have the right stuff to ensure bmw’s finest remain in the rear-view mirror Text & Photos Dr. Ian kuah

he standard Audi RS3 was initially marketed with its sights firmly set on the BMW 1M. With 340bhp and 450Nm out of the box, it is fairly competitive when compared to the M Performance division creation. Add MTM into the mix, however, and the most powerful letter in the alphabet suddenly becomes a bit wheezy. The aforementioned MTM-upgraded five-cylinder engine with the same 500bhp and 600Nm finds its way into the stealthy five-door RS3, turning it into not just an M-car killer, but also a supercar killer.

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The extra 160bhp and 150Nm make for a scalding hot hatch capable of reaching 324km/h as MTM proved at Nardo. Imagine the look on the face of a Porsche Turbo or Ferrari Italia driver on the autobahn as you blitz past! Where the A1’s front-wheel drive gives it crazy torque steer antics, the RS3’s Quattro system means optimum traction off the line – 3.8 seconds to 100km/h puts the MTM RS3’s acceleration on par with supercars all the way through the gears.

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Clockwise from Top: Do not check box that says “tacky race graphic vinyls”; MTM RS3’s motor is one cylinder less but 150bhp more than the BMW 1M’s; 8-pot calipers useful when you need to stop from 320km/h

This level of performance is way beyond anything ever dreamt of by the RS3’s development team, let alone the men and women who designed the commonplace A3 on which it is based. Thus, significant chassis uprating is required in the wheel/tyre, suspension and braking departments. The Clubsport coil-over suspension made for MTM by KW drops the ride height by 30mm, and makes full use of the extra mechanical grip generated by the 235/35ZR19 Michelin Pilot Sport Cup tyres on 8.5J x 19-inch MTM Bimoto alloys. Responsibility for stopping the RS3 at the heady upper limits of its performance envelope falls on the massive 376mm vented front discs with eight-pot calipers, which provide

enough retardation needed to keep the 500 horses in check. Being based on an older school Audi means the RS3 does not have the option of the clever Sport Differential to deliver power to the rear wheels. MTM take the next best option, which is to install a box that adjusts the front-rear power split of the Haldex differential for a similar overall effect under most circumstances. If not for its red colour and stick-on chequered flag decorations on the demo car, the MTM RS3 would be a pretty low key fighter jet. The only external giveaway is the carbon-fibre surround to the diffuser insert under the rear bumper/valance.

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“with 500bhp and awd, you’d be Chasing up to supercars in this rs3.”

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Audi RS3 (Type 8P) / MTM RS3 Transmission: 6-DSG Drive Layout: AWD Max Output: 500bhp/ 600Nm

Engine: 2,480cc R5 In-line five-cylinder, Turbocharged Intake: MTM Competition Air Filter Exhaust: MTM Downpipe, MTM Turbo-back Stainless Steel Exhaust System Turbo Variant: MTM IHI-type Turbocharger Electronics: MTM ECU Retune Driveline: MTM-tuned Haldex torque split Adjuster Suspension: KW Clubsport Fully-adjustable Coilovers Brakes: MTM 376mm vented front discs, eight-pot calipers Wheels: MTM Bimoto 8.5J x 19 (All Around) Tyres: Michelin Pilot Sport Cup 235/35ZR19 (All Around) Body-kit: MTM Carbon Fibre Rear Diffuser Insert

Inside, the biggest change is the figure-hugging MTM sports seats with red, quilted centres to match the cars paintwork colour. A set of MTM floor mats adds a finishing touch. Thanks to the super-smooth and lightning fast DSG gearbox, the MTM RS3’s performance is at once superlative yet seamless. If you push your right foot to the floor, the car will launch off the line with just a trace of wheelspin, its motor screaming its off-beat, warbling war cry as it devours each gear ratio on its way to 320km/h and more.

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The lowered suspension and wider rubber give the car supreme stability and poise on fast autobahn sweepers, and also inspire a huge amount of confidence on a twisty road. The trade-off is a firmer low-speed ride that constantly reminds you this is a tuned hot hatch rather than a long distance tourer like the RS6. However, the drawbacks are worth tolerating when you factor in the MTM RS3’s BMW dwarfing power numbers and the stability conferred by its quattro all-wheel-drive system. Now what did you say was the most potent letter in the automotive alphabet?

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ORANGE STREAK

If you require style with speed, then the MTM TT RS Nardo Edition is your weapon of choice

Text & Photos Dr. Ian kuah

Clockwise from Above: MTM CF engine cover dressing hides 472bhp; Haldex differential control for amount of lock; 6-speed manual to deal with 600Nm; Orange-quilted alcantara is unique to TT RS Nardo Edition

f stealth is not quite your cup of tea, the orange and grey paint on MTM’s TT RS Nardo Edition may be the best option for you. It is certainly distinctive, and looks good as the car flashes by – which is what it will do, all the time. With the same engine enhancements as the RS3, the different intake and exhaust packaging means that the TT RS Nardo Edition has a more conservative 472bhp. But even so, this is enough to be playing in 911 Turbo territory. The TT RS’s heavier body means 0-100km/h times are 0.1 second short of the MTM RS3’s at 3.9 sec, but a 300km/h top

speed still puts the MTM TT RS firmly in the supercar league. On the A9 autobahn near Ingolstadt, this sleek multi-coloured rocket streaked past all the traffic, giving a Porsche 911 Carrera in the overtaking lane a very hard time until its driver relented and moved over. After that, he couldn’t keep up. The smoothness of the power delivery means that you don’t get the serious kick of a 5.0 litre V8 twin-turbo motor when you floor it on the autobahn. But on a country road with plenty of bends for you to arrive at carrying far too much speed, the uprates engine, suspension and brakes really show their mettle.

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The power on tap shortens straights, while the Quattro allwheel-drive system straightens curves. The uprated front brakes with their 380mm cross-drilled, vented discs and eight-pot callipers also work hard to counter the big speeds you can quite easily reach on the straights.

The suspension is uprated with lowering springs only, which work just fine with Audi’s magnetic ride active damping system. The lower ride height and gorgeous 9J x 20-inch MTM Bimoto alloys shod with 255/30ZR20 Dunlop Sport Maxx rubber give the car its tougher, more purposeful stance. While these wheels look fabulous, they do make the ride a tad firm on less than smooth road surfaces. On a car this size, 19inch wheels are just fine optically, and from my experience, make for better handling anyway. MTM is offering two optically different versions of the TTRS. Their 20th Anniversary edition has just the mechanical and

optical changes described and special commemorative badges, while their Nardo Edition is even more speed oriented, with lightweight Recaros trimmed in orange Alcantara centres to match the orange of its upper body paintwork. The TT RS could very well be the 21st Century spiritual successor to the Ur-quattro, with a distinctive warbling engine note to evoke images of the revolutionary coupe in its prime. The significantly more powerful engine and more visceral soundtrack of the MTM TT RS, on the other hand, brings you up close and personal to the kind of velocities that were once the province of the mighty Sport Quattro S1 Group B rally car, but wrapped in a much more civilised package. Rather than a forest stage and tarmac rally bruiser, the MTM TT RS is an autobahn stormer par excellence. It also happened to be docile enough to take you to work every day in effortless style.

“this car is an autobahn stormer par excellence; it also happens to be docile enough to drive everyday with style”

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Audi TT (Type 8J)/ MTM TT RS Nardo Edition Transmission: 6-DSG Drive Layout: AWD Max Output: 472bhp/ 600Nm Engine: 2,480cc R5 In-line five-cylinder, Turbocharged Intake: MTM Competition Air Filter Exhaust: MTM Downpipe, MTM Turbo-back Stainless Steel Exhaust System Turbo Variant: MTM IHI-type Turbocharger Electronics: MTM ECU Retune Driveline: MTM-tuned Haldex torque split Adjuster Electronics: MTM ECU Retune Suspension: MTM Lowering Springs Brakes: 380mm Cross-drilled, Ventilated Discs, Eight-pot Calipers Wheels: MTM Bimoto alloys 9J x 20 (All Around) Tyres: 255/30ZR20 Dunlop Sport Maxx (All Around) Trim: Custom MTM 20th Anniversary Commemorative Badges, Custom Orange Alcantara Trim Seats: Recaro Full Bucket Seats (Nardo edition)

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130 MTM Audi r8 gt3-2 supercharged

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TEUTONIC MTM straps a supercharger onto an R8, and removes the front diff for good measure Text & Photos Dr. Ian kuah

little further up the performance spectrum, MTM has saved the best for last. The debate as to whether two-wheel-drive or four-wheel-drive is better for high powered supercars is a heated and long running one, and although MTM tunes a large number of Quattro-enhanced Audis in the range, they have a black horse in the stable.

For two reasons, according to MTM boss, Roland Mayer. “First, the car is so well balanced that it makes for a perfect midengined rear-drive racecar – the fact that the factory R8 LMS won the 2009 FIA GT3 Championship in its first year of competition says a lot about its potential. Second and more relevant to us, some purist owners simply prefer a rear-driven car.”

The arguments for and against these two drivetrain configurations have waged on for decades. Four-wheel-drive ensures better traction off the line, so you will always get a better time for the 0-100km/h benchmark. On the other hand, there is no question that a car without drive to the front wheels has better, uncorrupted steering feel, which is important to the purist.

All fine and dandy when you have slick tyres and plenty of wing to give you the downforce required on track, and only 500bhp because of a mandatory air restrictor. The high-revving characteristics of the race car’s engine also means it doesn’t make enough torque at low revs to overwhelm the huge sticky slick race rubber.

Having a driven wheel at each corner is unquestionably safer for the less experienced driver, especially in slippery situations. However, when a driver panics and suddenly comes off the throttle on the limit, 4WD can be unpredictable. This is certainly the case with big and powerful cars like the Murciélago, which will turn around and bite a driver who does not show it due respect. Yet, this is a question of engineering; supercars like the Audi R8 and its big cousin from Molsheim, the mighty Bugatti Veyron, show just how tame a well-sorted all-wheeldrive system can be. The R8 drifts neatly on the limit with no tendencies towards snappy oversteer, and is far more benign than its other 4WD relative from across the border, the Lamborghini Gallardo. So if AWD versions of the R8 are fine, why have the German tuners, notably MTM and ABT, suddenly both produced road-going supercharged V8 R8s shorn of their frontdifferentials?

But this is certainly not the case with the supercharged MTM R8 GT3-2 that I am driving today. With rear wheel-drive only and lightweight Recaro Pole Position seats in place of the heavy electric chairs that normally inhabit its roomy cabin, this R8 is a good 130kg lighter than normal. That sounds tame, but then MTM do the unthinkable, and bolt their supercharger system to the 4,163cc V8. The conversion uses a variation of the very efficient Swedish-made Lysholm Technologies Twin Screw Compressor, and bumps output figures up to 560bhp and 580Nm – 60bhp more than the race car, and 35 more than the V10 factory offering in a car carrying a lot less weight. The supercharger boosts at just 0.55 bar, and its intrinsic characteristics impose low drag on the engine. As a result, both the sharp throttle response and free-revving character of the dry-sumped RS4-derived engine remain unsullied, its explosive power delivery simply enhanced.

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The intercooler arrangements are similarly efficient, with a Swedish-made Laminova intercooler providing the chargeair temperature control for the conversion. Water-cooled and built into the intake manifold between the supercharger and cylinder-heads, the intercooler features extremely short flow length, so the chance of pressure drop and loss of charge pressure are minimised. Outwardly, the MTM R8 GT3-2 is a lot more purposefullooking than their normal road-going R8 conversion. The same 9.0J and 11.0J x 20-inch MTM Bimoto alloys with 245/30ZR20 and 325/30ZR20 Michelin Pilot Sport Cup tyres are used, but this car sits significantly lower on a Bilstein B16 CSC fully-adjustable track biased suspension system, with ride height set up 50mm lower than stock. Adding to the GT3 look are a carbon-fibre front splitter, side sill extensions and a big adjustable rear wing. A rear valance underbody diffuser and exhaust end-pipes taken from the R8 V10 are also added to give the car a more aggressive look. Big Brembo-made 380mm front discs with eight-pot calipers sit behind the front wheels. The rears are standard, which means 356mm discs with four-pot calipers.

The supercharged MTM R8 GT3-2 drives fine in the dry; in the wet, however, 560bhp and RWD in a superlight R8 is a recipe for disaster

Apart from the Recaro bucket seats, this R-Tronic-equipped R8 feels very normal from behind the wheel – until you flex that right foot. Full acceleration is totally bombastic in both sound and feel, and the experience in this lighter car is even more visceral than with the 4WD version I drove last year.

On a dry road at least, the MTM R8 GT3-2 feels like a big Lotus Exige, with a similar almost empathical turn-in to bends, and a sweet transition from mild understeer to neutral to a drift when you push it just past the limit of mechanical grip.

The V8 has lost none of its sweet, high-revving abilities – only a truly compelling supercharged thrust that brings me to 100km/h in 3.9 seconds, and onto 317km/h with the electronic limiter removed. On a more personal note, the thunderous NASCAR soundtrack of the blown V8 also trumps the warbling voice of the V10 anytime.

In the wet however, grip becomes a precious commodity. With this many horses chomping at the bit, the extra differential and driveshafts quickly made their absence felt. Any significant excursion into the throttle’s progressive travel quickly spins up the rear tyres, prompting decisive counter-steering to quell the rear end’s eagerness to step out.

Because the clever Audi quattro 4WD system is so rear-biased in normal running, the amount of steering feel the MTM conversion adds is negligible. It is further diminished by the sheer amount of sensory input bombarding me as I manage the 500 wild horses trying to rotate the rear tyres on their forged alloy wheels.

So is the MTM conversion just what the doctor ordered for the R8? Consider this: MTM’s Florian Gruber managed a 1:11.062 sec at Hockenheim – significantly slower than the 1:10.528 sec he managed in the heavier four-wheel-drive MTM R8 R with the same engine spec.

Sadly, the six-speed R-Tronic gearbox is a far cry, in both speed and smoothness terms, from the latest crop of twinclutch PDK/DSG designs that have overtaken all other means of swapping cogs. It is the weak link in the drive chain.

So for all practical purposes, the four-wheel drive MTM R8 seems to be perfect practical supercar. But should you desire a bit of RWD lunacy, the MTM R8 GT3-2 might just be your prescribed therapy.

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Audi R8 (Type 42)/ MTM R8 GT3-2 Transmission: 6-AT Drive Layout: RWD Max Output: 560bhp/ 580Nm

Supercharged and RWD only not for the faint hearted

Engine: 4,163cc V8 FSI Intake: MTM Customised Intake System Fuelling: MTM High Flow Fuel Pump Exhaust: MTM Sports Exhaust System, R8 V10 Exhaust Tips Cooling Systems: MTM-Laminova Intercooler Supercharger Variant: MTM Twin-screw Type Supercharger, 0.55bar boost Driveline: MTM Rear Limited Slip Differential Electronics: MTM ECU Retune Suspension: Bilstein B16 CSC Fully-adjustable Coilover Suspension System Wheels: MTM Bimoto 9.0Jx20 (F), 11.0Jx20 (R) Tyres: Michelin Pilot Sport Cup 245/30ZR20, 325/30ZR20 (R) Body-kit: MTM carbon-fibre front splitter, MTM side sill extensions, MTM Rear Valance Underbody Diffuser, MTM adjustable rear wing Trim: Stripped-out Trim Seats: Recaro Pole Position Full Bucket Seats

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SEVEN HEAVEN If we're talking about bespoke modification, then this is the epitome – an RE Super G-kitted RX-7 hidden deep in the treasure troves of Optima Werks Text & Photos brendan mok

ne of the hallmarks of euro tuning is a clean custom finish – a completely re-worked exterior that looks like it came straight from the factory, but isn’t. Full body conversions are perhaps one of the most sought after mods around – they are usually painfully expensive, but the satisfaction of seeing a car transformed to look like something else (while still looking original) is often unquantifiable. In Japan, RE Amemiya are prime proliferators of this ethos - Isami Amemiya was a rotary engine tuner for more than 30 years before he started Yūgen Kaisha Āru-ī Amemiya Jidōsha in 1995. Since then, they have achieved countless victories in Super GT, and have come up with mind-blowing conversions for various Mazdas to become the authority on all things rotary tuning and motorsports. It is hard to stand out in a country where there are almost 150 different Mazda tuners, but RE Amemiya have carved a niche for themselves by developing full body conversions for the Mazda RX-7 for some time now; earlier, we featured their latest NA Super 7 creation in Japan, but now we’ve found something better – right here in Singapore.

134 Optima Werks rx-7

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We arenâ&#x20AC;&#x2122;t supposed to say what this is - but you can count, no?

Teardrop rear light ducts are an object of art

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“there are only twelve known re-amemiya super greddy III conversions in the world; This is the only one outside of japan.”

The company has had a history of collaborating with performance parts house Greddy to create full-body conversions for the Mazda RX-7, inspired by their Super GT creations – some looked more purposeful and racy, while some were completely custom works that even featured Porsche headlights. These “RE-Super G”-dubbed creations were stars of the Tokyo Auto Salon, and in 2008 the RE-Super G III was released, stunning enthusiasts all over the globe with its intricately carved lines that changed the silhouette of the car, complete with custom light conversions that were wholly original designs. The fact that someone bothered to keep a Mazda RX-7 on our roads is already a feat in itself, given the high financial layouts required for COE renewal. However, to add a completely bespoke RE Super G III kit – one of seven kits known in the whole world, and the only one outside of Japan – is altogether something else. Maintained by local tuner house Optima Werks, the owner of this car shuns the limelight – not least because it is so unique – so we have to keep him anonymous. Even the workshop owners keep a tight lid on the details about this silver beast, but this month, we are letting the cat out of the bag. As I approach the garage on the day of the photoshoot, owner of Optima Werks Jason is just about finished detailing the car. Work for the day has been complete, so we have the time and space to explore the car in all its magnificent detail. For starters, the kit is simply breathtaking. The RE Super G III

136 Optima Werks rx-7

kit is a 12-piece body conversion that transforms the RX-7 from run-of-the-mill (if one even considers the beautiful coupe mundane) to an all-out circuit racer. Every piece is constructed from high quality carbon fibre, justifying its five digit price tag. Despite the fact that every panel on the car is totally reworked, the fitment and finish look so good that it may as well have been straight from the Mazda factory. The front bumper integrates larger air scoops to feed the engine and brakes with fresh cooling air, combined with aerodynamicimproving canards and a protruding lower lip – obvious signs that it isn’t just for show. The carbon fibre bonnet also features vented gills that combine with the customised oval headlights to present a very different front end from the RX-7 we know and love. The rounded themes continue along the sides with large,

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Clockwise from Above: Rotary engine fully strengthened and hooked up to an Owens GT35 - we’d put our money on horsepower figures starting with “6”; 12-piece RE Amemiya conversion is bespoke and absolutely beautiful riveted front overfenders for housing larger wheels – perfect for improving handling on track. At the back, the customisation begins once again with an even more swollen rear fender to create that awesome traditional FR-stance; the rear tailgate and bumper are all original creations that must have required hundreds of hours of fabrication – custom right down to the very last detail, these items give the Super G III its well-deserved showstopper status. The kit is topped off with an RE Amemiya GT-wing and rear diffuser, and the whole car sits low on Ohlins fully-adjustable dampers. At all four corners of the car, 19-inch Volk Racing GT30s fill out the widened arches, wrapped in 265- and 285-sectioned Toyo rubbers at the front and rear respectively and finished in an impeccable chrome. Beyond the multi-spoke Volk Racing wheels, more goodies come in the form of uprated Brembo six-piston calipers clamping on slotted rotors to increase the RX7’s stopping power. The brakes at the rear feature an additional Cusco brake stopper, supplying even more power to the four-piston calipers.

19-inch Volk Racing GT30 rims more for street cruising than attacking the track; Uprated Brembos inside for additional stopping power

We finish highlighting the exterior, and move on inside the workshop to get underneath the skin of this beast. As Jason starts the car, a short whirr gives way to a rotary bark I’ve never experienced – and the hairs on the back of my neck are all standing at attention. I have to see what lies underneath that hood – but we’ll save that for later.

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Clockwise from Above: BRIDE Reclinables and a full stereo system so this car is still inhabitable; Nardo steering, Motec dashboard and surge tanks part of the race-spec mod list, complete with carbon fibre everywhere

138 Optima Werks rx-7

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The car goes up on the hoist, and Jason begins pointing at the many upgrades that improve the handling of the car. Thicker sway bars stiffen up the chassis, and Cusco bracing litters the undercarriage of the car: A six-point brace further tightens handling up front, while a lower brace at the back keeps body roll in check.

We take the car back out as the engine continues its quick brap-brap-brap barking, and it’s the moment I’m waiting for. Jason pops the hood, and the chromed-up engine bay gleams under the evening sunlight. I’m told not to reveal too many details about this engine, given the strict regulations governing the modification scene, so I’ll let pictures do the talking here. It’s a fully-strengthened engine that isn’t quite the same as other RX-7s; fuel gets supplied via a 255LPH Walbro pump; 1,600cc injectors feed immense amounts of fuel into the rotary housing, where they are mixed with the pressured air shoved in by a monster Owen Developments GT35 turbocharger, and combusted by race-spec NGK plugs. Exhaust gasses then move into the exhaust port and onto a customised downpipe, where they are carried through to a Greddy exhaust system. Drive goes through a twin-plate Ogura clutch to the large rear wheels, and the entire system is tuned on a Motec M800 standalone ECU.

Mazda RX-7 (FD3S)/ RE-Amemiya/Optima Werkz RX-7 Transmission: 6-MT Drive Layout: RWD

Internals: Fully Strengthened Internalsa Intake: Customised Intake System, Customised Aluminium Piping Exhaust: Customised Downpipe, Greddy Exhaust System Cooling Systems: Greddy Radiator, Greddy Intercooler, Customised Oil Cooler Fueling: Walbro 255LPH HPFP, 1,000cc Injectors Turbo variant: Owen Development GT35 Driveline: Ogura Twin-plate Clutch, Cusco 1.5-way LSD Electronics: Motec M800 Standalone ECU, Motec RaceLogger Dash Unit Suspension: Ohlins fully-adjustable Coilovers Wheels: Volk Racing GT30 19x9.5, Volk Racing 19x10.5 (R) Tyres: Toyo T1R 265/30/19, 285/30/19 Brakes: Brembo 6-pot calipers (F), Brembo Additional Brake Pump (R) Chassis: Seam-welded Chassis, 6-point Cusco Undercarriage Brace, Cusco Lower Arm Bar Body-kit: RE Amemiya RE Super G Full Kit, RE Amemya GT-Wing Trim: Full Carbon Fibre Interior Trim Seats: BRIDE Cuga Semi-bucket Seats Steering Wheel: Nardi Torino 350mm

Inside, the interior is kept largely intact for comfortable street cruising – because this is a car that deserves to be paraded as much as it gets thrashed on track. Two BRIDE semi-bucket seats keep passengers comfortably snug, while the driver grips onto a tactile Nardi steering wheel. The entire interior trim has been converted from fabric to lightweight carbon fibre, from the entire door cards to the centre console. Instead of the usual dials displaying speed and engine revolutions, a Motec dash unit feeds accurate realtime diagnostic information over and above the usual dash information. Optima Werks keeps this car hush-hush for good reason – I wouldn’t be surprised if it had more than 600bhp on tap from that monster turbocharged engine. Coupled to a rare and beautiful one-off RE Amemiya body conversion, this car could very well be the Japanese equivalent to the euro car building ethos – but it’s probably better.

Underbraces and thicker sway bars at the front and back of undercarriage so that this car is as stiff as a board

“this car is a kept secret for good reason the rarity of the kit alone is worth killing for; let’s not even start on that engine.”

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formula drift usa round 5: Evergreen Speedway WorldMags.net

FATAL FOUR

The title fight boils over with four drivers locked headto-head â&#x20AC;&#x201C; all the action from the Evergreen Speedway Text brendan mok Photos Larry Chen/FormulaD.com

140 FD USA Round 5

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he Formula Drift circuit completed its trip across the American continent and headed back to the West Coast with Round 5: Throwdown at the Evergreen Speedway.

Located near Monroe, Washington, the oval speedway was once unpaved, and a venue for horse racing. More recently, however, the Evergreen Speedway is now home to NASCAR car and truck racing, and is also the longestrunning venue on the Formula Drift circuit. Over the years, the venue earned a name for itself for providing drift action almost as precipitous as that at Irwindale; perfect timing, then, with Vaughn Gittin Jr. finally getting his act together and earning his first FD win at Wall. The Monster Energy Mustang driver ups the tally to four: Justin Pawlak leads the pack, with ace-rookie Daigo Saito not far behind. 2011 Champion Daijiro Yoshihara stands in third, and fourth-placed Vaughn Gittin Jr. makes the 2012 FD Championship title fight a fatal four-way.

One part of the quartet of contestants for this yearâ&#x20AC;&#x2122;s FD USA title, Daijiro Yoshihara is separated from the top spot by a mere 50 points.

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The longest-running venue on the Formula Drift circuit doesn’t disappoint - always a sold out event and with enthusiastic spectators!

“After writing off his e36 m3 at wall last time, chelsea denofa makes a quick comeback in the bc racing/nitto tires rx-8”

142 FD USA Round 5

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QUALIFYING

After some rain in the morning, Friday qualifying began with some drama that would prelude the action-packed weekend. Daigo Saito and Daijiro Yoshihara found themselves unable to set pace during their first qualifying runs, but eventually found their rhythm to enter the Top 32.

In doing so, however, Tyler McQuarrie was knocked out – marking the first time he has failed to qualify this year. In contrast to Saito and Yoshihara, the Brostangs Vaughn Gittin Jr. and JTP made their presences known by qualifying first and second respectively – what a way to throw down the gauntlet. As the rest of the field jostled for position, Japanese RS-R driver Toshiki Yoshioka placed his S15 a fine third, while tandem expert Pat Mordaunt took fourth. Third member of Drift Alliance Chris Forsberg joins Vaughn and Justin to round up the Top 5 qualifiers.

The moment the Top 32 began on race day, the action and surprises were non-stop. First to bite the bullet was Miko Ovcharik and his V8-powered S15, as he simply could not keep up with top qualifier Vaughn Gittin Jr. Odi Bakchis then took on the crazy Mike Essa, but a mistake tapping the wall on his chase run meant the Z4 would pull through. Chelsea DeNofa, now in the BC Racing/Nitto Tires RX-8 after he crashed his M3 at Wall, fell to hometown hero Walker Wilkerson in his V8 S14. Fellow V8 S14 mate Matt Powers had an easy time with Kyle Pollard’s SR-powered Silvia, but veteran Pat Mordaunt had a harder time with rookie Jhonnattan Castro. After a spin on his first run, the APEXi/ Yokohama Lexus SC430 driver lost drift on the chase, handing Castro the win. The first heavy-hitting battle of the Top 32 came when Rhys Millen took on Chris Forsberg – but Chris’ mistakes and Rhys awesome ability to maintain proximity on the chase meant the Hyundai pulled through to the Top 16. What happened later was even more epic – JTP was caught off guard by Jeremy Lowe of Enjuku Racing in his FC RX-7, and left a gap on his chase run; on his lead run, the Falken Tires Mustang driver put two wheels off course, resulting in a zero – with JTP out of the running, the championship was now up for grabs. Robbie Nishida hit the wall in his Soarer and handed Ryan Tuerck the win; the rest of the Top 16 grid formed up like so: Toshiki Yoshioka defeated Tony Angelo, Ken Gushi overcame Kenneth Moen, Conrad Grunewald took care of Tony Brakohiapa, and Daigo Saito kept D-Mac out of the Top 16.

From Opposite Page: Chelsea DeNofa, now in the Nitto Tires RX-8; the drivers are briefed for the weekend; DeNofa falls to hometown hero Walker Wilkerson; Chris Forsberg’s mistakes means Rhys Millen wins

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TOP 16

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Mike Essa terminated himself in the first battle of the Top 16 against Vaughn Gittin Jr. after coming into the bank too hot; his brakes failed, and he ploughed straight into the wall, right front first. Despite a good lead run, hometown hero Walker Wilkerson fell to fellow V8 S14 competitor Matt Powers after hitting the rear bank.

Vaughn Gittin Jr. seemed unstoppable by now, but Matt Powers wasn’t about to go down without a fight. The birthday boy held his car beautifully during his chase run, but it all fell through when he approached the first front clip on his lead run and spun the S14. Another possible podium finish for Vaughn.

Matt Field took out Jhonnattan Castro, and Rhys Millen faced Dai Yoshihara in a Jersey rematch – this time hoping to defeat the Discount Tires S13. Fate would favour him this time around, as Yoshihara let two wheels off course during his chase run – advantage Millen.

Rhys Millen then took out Matt Field in their battle, showing experience reigns supreme. Ryan Tuerck did the same in his Retaks Nissan Silvia, when he took out the Nexen Tire Nissan 350Z of Ryan Kado.

Jeremy Lowe ended his lucky streak in the Top 16, however, as the Enjuku Racing FC RX-7 ate barriers in his battle against Ryan Tuerck. Ryan Kado continued his consistent performance with a win against Fredric Aasbo, while Toshiki Yoshioka’s hood flew off before any drifting began to end the battle between him and Ken Gushi. The FR-S completed a perfect lead run to the S15’s zero, and Gushi moved on.

The enemy of the moment was now Conrad Grunewald, and he must have felt the bad karma as he spun his Hankook Tires Camaro during his battle against Ken Gushi. The Scion FR-S held the advantage going into the chase, and Gushi completed the ranks for the Final Four.

The final battle of the Top 16 saw Daigo go against Conrad Grunewald – and some really silly tactics. After a great chase run by Daigo, Conrad Grunewald stopped his car three times before the “restart” cone to force a restart during his chase. Some truly bad sportsmanship showed, and once the race was underway Conrad had to shallow up his lines to keep up with Daigo’s awesome SC430. Sadly, the Japanese champ had a stall on the way out and straightened up, earning him a zero. Game, set and match to Conrad Grunewald.

“the final battle between ryan tuerck and vaughn was intense, but the judges awarded vaughn his second win in as many rounds”

From Above Left: Gushi capitalises on Kenneth’s mistake putting two wheels off course in the Top 32; the Top 16 parade; Toshiki Yoshioka prepares to go up against the Greddy Scion FR-S in the Top 16

144 FD USA Round 5

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FINALS

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Rhys Millen and Vaughn Gittin Jr. are both weathered veterans in the sport – a clash between these two titans guaranteed some door-to-door drifting action, and that’s exactly what they delivered. Sadly, the Genesis put one wheel off course, and that was enough to make a distinction between the two. Could this be two in a row for Vaughn? Ken Gushi and Ryan Tuerck were so close, the first One More Time of the event had to be called – all the way into the finals! On Tuerck’s lead re-run, the Retaks S13 gave everything it had, and it managed to establish a noticeable gap between it and the FR-S. Ryan Tuerck would face the Monster Energy Mustang of Vaughn Gittin Jr. The third-place battle was one of power – and the V6 Turbo Genesis Coupe had the advantage over the Boxer-four Turbo on the FR-S. Ken Gushi sacrificed line to keep up with Rhys, handing him third place on the podium. The final battle between Ryan Tuerck and Vaughn Gittin Jr. had the crowd on their feet and cheering, as the two Drift Alliance members provided intense action on both their lead and chase runs. In the end, however, the judges favoured Vaughn, and gave him his second consecutive victory. The action on the track showcased the true competition of the Series with many close battles and upsets throughout the event. “It just feels so good to re-focus and drive my heart out and stand on top of the podium!” said Vaughn Gittin Jr. about his win. With only two rounds left and 50 points separating the Top 4 – you’re in for an awesome ride all the way to the end with 9tro Magazine!

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Drivers

Results

Vaughn Gittin Jr. Daigo Saito Justin Pawlak Daijiro Yoshihara Ryan Tuerck Rhys Millen Fredric Aasbo Chris Forsberg Matt Powers Odi Bakchis

391 Points 383.50 Points 376 Points 347 Points 328.50 Points 318.25 Points 295.50 Points 293 Points 275.50 Points 267.75 Points

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Oh my

lady! Legacies were meant to stand the test of time and when you have a legacy as attention-grabbing as that of the nissan fairlady z, having one does not seem like a bad idea at all. Text shairazi suwandi Photos Zach Ode to Studio

eave through the sands of time and you will find instances of genius, or stupidity for that matter, that would remain a talking point up to this day and age, and likewise for the automotive scene, legacies still play a huge role in making what the scene is today. For example, it has been said that the Nissan Skyline KPGC10 GT-R is held at such a high degree in Japan that workshops have been known to cease every other ongoing work just to restore the beau to showroom condition! Likewise, for the Nissan Fairlady Z, its illustrious history has made it a cult icon in the eyes of endearing enthusiasts. When it was first introduced into the market, the Fairlady Z was designed to tug at the heartstrings of the many enthusiasts by being everything that they wanted; stylish, fast and most importantly, inexpensive. The first Fairlady Z, the S30, was introduced in 1969 and was received with critical acclaim for its well sculpted body and with performance to boot. When the highly-acclaimed Japanese manga Wangan Midnight hit the shelves in the '90s, it sealed a place for the S30 in the history books. Now, many years after that, Nissan has released their latest fairlady, known as the 370Z (Z34). Introduced in 2009, the 370Z is powered by Nissan's 3.7 litre V6 engine, which pushes out 332bhp with 370Nm of torque and with a century sprint of 5.1 seconds, it is the fastest production Z to date. With the 370Z, Nissan Z cars hold the record for the best selling sports car in the world, with over two million units sold!

146 powerhouse amuse 370z

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Slight power upgrades thanks to the twin M7 intakes; up to 350bhp

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Therefore, it was to no wonder that Alvin, the owner of this sick looking Z34, chose this fair lady as his latest fling. Being a car sales consultant at one of the biggest used car dealers in Singapore for approximately two years has its perks. Getting the low-down on where he could find certain cars was definitely one of the many perks of the job and after going through four different cars, Alvin finally settled for the Z34.

Being just another face in the crowd was the last thing on Alvin’s mind. “I wanted something that stood out from the crowd in terms of aesthetics and power,” mentioned Alvin. Ensuring he stands out from the crowd, Alvin went on to purchase a full Powerhouse Amuse kit complete with a carbon fibre spoiler. Amuse are known for their attention-grabbing bodykits and as soon as that was on, Alvin went on to fully wrap this beauty in matte-yellow.

“The cars that I have owned in the past all had different layouts and I made it a point to go for something different everytime I got a new car.” mentioned Alvin.

“I actually wanted to repaint the car in the same blue as the Porsche GT3 RS but after thinking about it, I decided that wrapping in matte-yellow was just as striking. The rest was history,” said Alvin. Now, even that was not enough, as Alvin went on to add a rear diffuser to the rear bumpers. Coupled with the wide rear fenders, the car looked mean to the core from the rear.

Among his cars were a Toyota MR-S and a Volkswagen Scirocco. Alvin tells me that that were certain reasons why he chose these cars. “I wanted a different about for each car I drove. The MR-S was a mid engine, rear wheel drive car while the Volkswagen Scirocco was a front engine, front wheel drive car.” said Alvin. “therefore, I wanted a car with a front engine and one that was rear wheel driven and I didn’t waste time in acquiring my current ride.”

Alvin’s Z34 had to sound the part as well. With exclusivity in mind, Alvin would not settle for anything lesser than an off-the-shelf system. What Alvin acquired instead was a full Akrapovic Evolution system. The Akrapovic Evolution system generates a racer-inspired tone, very apt for the high-revving powerplant sitting underneath the hood.

A car enthusiasts and a collector of miniature cars ever since he was young, Alvin really knows a thing or two about driving. “I felt that with different setups for each car, I was able to understand how different card reacted under different conditions and from there, have a clearer understanding of cars.” quirked Alvin.

What that meant was that you hear Alvin way before you see him. “You should see the amount of heads that turn as I drive by!” exclaimed Alvin. “When I stop at the lights or when I park the car, I get double passes from passersby and I must admit, I’ve gotten Facebook friend requests because of my car!”

When Alvin first got his Z34, it was clean as a whistle in white but that was as clean as it was going to get as Alvin already had plans to turn the ‘lady’ into a baroness!

Propped low on H&R lowered racing springs, Alvin’s Z34 rides significantly closer to the ground. “The car is still riding on stock coilovers, but I am looking at the KW V3 very soon

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“the powerhouse amuse kit gives alvin’s 370z tonnes of presence; the akrapovic evolution then backs up that show with go”

for more performance ability on track,” Alvin talks about some of his proposed plans. Stock wheels have been swapped for some sweet-looking WORK Gnosis GS-2s, customised to fit the offset of the kitted Z34. “The wheels were an easy choice for me. I just did not want anything that was common, so I decided these WORKs were perfect as they were loud and huge!” Wrapped around equally huge Michelin Pilot Super Sports, this Z34 is definitely rolling mean. Under the hood, modifications have been kept simple with two M7 Japan Super Power Flow aluminium filters, connected to both sides of the mighty VQ37DE. Performance wise, the stock 332bhp has been slightly bumped up to an estimated 350bhp. Simple as it may be, Alvin tells us that this is not going to stay like this for long. “My future plans for this car will revolve heavily around track-use. I have plans to ‘boost’ numbers in the power department very soon but with what is still a question I am trying to figure out myself. Either way, I’m making sure that I am taking this ride to its ultimate potential!” says Alvin. “Aesthetics wise, I have plans to go wide!” When all is said and done, the ‘lady’ in this Fairlady has been put on an extreme makeover and what stands before us is really a warrior princess. This Z34 has only been in the hands of Alvin for a couple of months now, and we cannot wait to see what else he has in mind for the car. Only time will tell and with the Fairladies of years past standing strong with the test of time, this one is bound to endure in Alvin’s heart.

> > analytics> Nissan 370Z(Z34)/ Amuse 370Z Transmission: 7-At Drive Layout: RWD Max Power/Output (bhp): 350bhp

Intake: twin m7 Japan Super Power Flow Aluminium Filters, customised intake piping Exhaust: Akrapovic extractors, akrapovic Evolution exhaust System Electronics: M7 Auto Pro-R electronic Throttle Controller Suspension: H&R lowered Racing Springs Wheels: Work Gnosis gs-2 20x9.5jj w/ stepped-lip (all around) Tyres: Michelin Pilot SuperSport 255/30ZR20 (ALL AROUND) Bodykit: Full Powerhouse Amuse Bodykit (with carbon-fibre spoiler)

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150 RWB natty dREAD

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the natty dread Porsche tuning like you’ve never seen before, now worshipped by millions everywhere. this is rauh welt begriff

Text & Photos Dino Dalle Carbonare

obody would ever associate the JDM world with any European make, much less Porsche. In reality, however, car passion runs very deep in Japan, and people certainly don’t limit themselves to customising only Japanese cars.

The truth is that no matter what car is tuned in Japan, it ends up looking incredibly good – and it’s not just because I love the country. The tuning scene here features very broad styles, including its own take on European car modification.

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The Type-993 Porsche 911 Carrera 2 that we bring to you for this Euro-themed month exemplifies a JDM-style Euro interpretation, created by the now-legendary Akira Nakai, a tuner who has been famous since setting up one of the most respected drifting teams, Rough World.

Back in the day, Nakai-san started out driving and modifying AE86 Toyotas, and he was the one that started the so called “Rough” style, lowering cars right to the ground and pushing wheels out past the lines of the bodywork with aggressive levels of negative camber. To this day this remains one of the most popular looks and styles in drifting, but since then Nakai-san has moved on dedicating his passion of cars to Porsches. His new venture is called Rauh Welt (a German translation of Rough World), and in the 12 years he has been working on Porsches he has started somewhat of a religion, creating some of the wildest, most beautiful and most talked about Porsches on the internet.

Roadsweeping front lip for you, sir?

Some purists of the Stuttgart brand might cringe at the sheer aggressiveness of the looks on some of his cars, while others love them right down to the smallest detail. For better or worse, we had to go and meet the man behind the build at Rauh Welt, and uncover this awesome 993 creation in detail to find out more. When Keiji-san, the owner of this 993, approached Nakai-san, he told him to do as he pleased with his car, trusting in his vision completely. He went to work like an artist with a blank canvas, and the result is nothing short of a masterpiece. Nakai-san has long specialized in the aesthetics of his cars, creating one-off custom creations after tirelessly working in his small workshop, located in Chiba. The transformation of Keiji-san’s 993 began with a Sunburst front bumper, sporting a far more aggressive race-oriented design. Nakai then created custom front and rear overfenders, attached to the body work with exposed rivets, once again to stay true to an authentic race car feel. Between the front and rear fenders are some chunky custom side skirts, also riveted into position. The rear spoiler is courtesy of Promodet, another famous Japanese tuner specializing in Porsches, and Keiji-san’s wing sports a JDM-style stacked spoiler look, akin to Varis or Voltex, where the top winglet is made from carbon fibre and adjustable to various settings. The rear and side glass has been swapped out for lighter lexan material, with the side windows also integrating air intakes that channel the air towards the engine from inside the car.

Remember these three letters - they are coming to you, soon

Customised names for customers’ cars - nothing more unique than that

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â&#x20AC;&#x153;The natty dread proliferates a jdm interpretation of euro style - made famous by one akira nakaiâ&#x20AC;?

Promodet does the mechanical stuff; RWB makes the bodykit mad

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Find a rim dish deeper than those on RWB cars and we’ll pay you - no, really Like all Rauh Welt creations this 993 sits substantially lowered in true “Rough” style thanks to a set of custom valved and adjustable Zeal dampers. Nakai-san had to cater to on-road obstacles without sacrificing looks, so he created a blade-like rubber lip spoiler so it wouldn’t be cracked or ruined by uneven roads.

All Rauh Welt cars are completed with a perfect choice of wheels, and this 993 is no different. Filling in those massive arches are custom bronze painted SSR Professor SP1 18-inch wheels, 10-inches wide at the front and a massive 12 at the rear! They are fitted with sticky Hankook semi-slick tyres, seeing as how Keiji-san drives this 993 mostly on track.

You’d be surprised to learn that to create the custom matte black colour that so deeply defines all of Nakai-san’s creations, the car was first sprayed in a base coat of red and then covered with the satin-finish hue, so it is actually a mixture of black and red.

In the braking department, Promodet, the shop that has taken care of the mechanical components of this project, replaced the standard calipers with more powerful items from the 993 Carrera RS model – enough for enhanced braking, without the need to blow the bank on budget.

The body creates subtle bordeaux reflections under bright sunlight, quite an amazing effect. Nakai-san stopped at every layer to buff out any imperfections. The result is an almost rubber-like finish, which is actually more durable than most would think!

Next on the car’s to-do list was the engine, and Keiji-san didn’t want to go overboard on this particular area as he really appreciated the fine balance between power, weight and handling of his car.

RWB cars must have hard damping qualities - here, ZEAL coils with inboard reservoirs keep things firm

154 RWB natty dREAD

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This didn’t mean Promodet left everything stock, however, as the reality is far from that. To improve the overall character of the flat-six, Promodet allowed the engine to breathe easier thanks to a more freeflowing intake with cone filter, as well as specially-built race exhaust manifolds and race exhaust system.

To get the most out of the modifications, a Motec M48 ECU replaces the stock Bosch unit, with a custom programmed series of engine and ignition maps that improve response and power throughout the revrange. Thanks to these minor enhancements, power stands at a healthy figure of 330bhp, which is a fine lot to play with given the light weight of the car. After most of the modifications were done, the interior had to be addressed. The 993 is now is borderline racecar, with most of the trim gutted out to shave weight off. Keeping the chassis nice and stiff is the custom roll-cage, which has been bolted and welded in place also to keep the occupants safe if any disaster were to happen on track.

Light engine mods to make 330bhp from the air-cooled 3.6-litre flat-six. M’s solid engine mounts improve power transfer

The door trims are replaced with carbon cards, while the seats have been removed completely from the rear. Up front, Recaro buckets are the order of the day, along with the OMP racing steering wheel for more tactile grip. Being a dedicated track car means that a lap timer is a must, as is the brake bias adjuster helping Keiji-san vary the feel of the brakes according to track type and course conditions. It goes without saying that Keiji-san is over the moon with the car that Nakai-san put together for him. Like how an artist names his creations, once this 993 was done, Nakai-san called this the Natty Dread, which according to him, is supposed to describe Keiji-san’s style of driving. A JDM-style Euro masterpiece, courtesy of Rauh Welt.

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Porsche 911 Carrera 2 (Type 993)/ RWB Natty Dread Transmission: 6-MT Drive Layout: 330bhp Engine: Porsche M64/21, 3.6-litre flat-six, naturally-aspirated, M’s Solid Engine Mounts Intake: Promodet intake piping, Promodet cone filter Exhaust: Promodet stainless steel exhaust manifolds, Promodet racing exhaust system Driveline: Promodet Uprated Clutch Electronics: Motec M48 Standalone ECU, P-Shot Lap Timer, Rotated JDM drag style instrumentation Suspension: Zeal custom valved adjustable suspension kit Wheels: SSR Professor SP1 18x10JJ (F), 18x12JJ (R) Tyres: Hankook Ventus TD 265/35/18 (F), 305/30/18 (R) Brakes: 993 Carrera RS Calipers (All Around), Brake bias adjuster Chassis: Bolted & welded roll-cage Body-kit: Sunburst front bumper, Rauh Welt custom rubber lip spoiler, Rauh Welt carbon front canards, Rauh Welt widened front fenders, Rauh Welt side skirts, Rauh Welt wider rear fenders, Sunburst rear engine bonnet, Promodet rear spoiler, Sunburst rear bumper, Craft Square carbon mirrors, Rear side windows Integrated w/ air intakes for engine cooling Trim: Custom-stripped Interior, Custom Carbon-fibre door cards, Custom Pedals Seats: Recaro competition bucket seats, Sabelt harnesses Steering Wheel: OMP Race-spec Steering Wheel

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Forget everything you know about Euro tuning – and be enchanted by the magic that is Akira Nakai and RWB Text & Photos Dino Dalle Carbonare

here seems to be an ongoing convention when it comes to euro tuning style – smoothed lines and plenty of power upgrades seem to have become the norm. In Japan, however, a certain tuner house breaks all the rules, but has gained unparalleled fame in the process. To fully comprehend the cars you see in these pages you must first remove all prejudice about continental car tuning. Purists shudder at the sight of such extreme transformations, but passing judgement at this point would hinder any attempt at grasping the essence of the cars Akira Nakai at Rauh Welt Begriff (RWB) creates.

156 Interview Akira Nakai

In the twelve years that the little body shop in rural Chiba has been in business, it has managed to make a name for itself on the international scene, reaching nothing short of cult status thanks to the wide reaches of the Internet. As a result, the name “RWB” has now set up shops in Thailand, the USA, Europe, Russia and Dubai, and his extreme wide body conversions have become as much a part of the Japanese car culture as things like drifting. The RWB name is now synonymous with rebel Porsche tuning, and we get true insight into what Rauh Welt is all

about as we spend an afternoon with the man himself. Nakai-san is a man of vision; a trait you instantly feel in the first few minutes you spend with him. That, and his film noir-style of automotive creativity, results in cars with a never before seen amount of visual impact. He approaches every project uniquely, which is why before he even gets started there is an interview period for the customer. Nakai tries to get an understanding of the owner, and how the car will be used. He even keeps a chart for every project, where he jots down ideas or sketches.

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Entrusting your pride and joy with Rauh Welt ensures that your car becomes an object of art. Nakai almost always sleeps in his workshop, and like an artist he is never too far from his creations if a sudden wave of inspiration were to hit. He tells us he prefers to labour at night, a perfect time when there are no interruptions – just total focus and concentration on his work.

Originally a member of the legendary Rough World street-drifting group, Nakai has been fine-tuning his style for over two decades now. He was the first to lower his car right to the ground with wide wheels pushed out and excessive amounts of negative camber, commonly known in Japan as onikyan, or demon-camber.

This “rough style” that Rough World was getting so well known for was further perfected when he painted his little Toyota matte black, and these styling elements have become a sort of trademark signature for Nakai’s creations today. It wasn’t until the late Nineties that Nakai had the chance to work on Porsches. He soon developed a fascination for these machines, amazed by their bulletproof mechanicals and tempted by their aesthetic potential. When he turned 28, Nakai-san bought his first Porsche, the 930 that is now the infamous “Stella Artois.” Six years later, Rauh Welt, a German translation of Rough World, opened its doors to the world.

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You can’t help but marvel at the memorabilia that line the office section of the corrugated iron workshop. There is a certain mix of old American and European iconography, fused together with an oriental flavour that hints at the stylistic influences that sway Nakai. Stacks of deeply dished SSR and Work wheels, suspension parts, classic Japanese slot machines and a jukebox reside in the lounge-slash-office area. Smooth modern Jazz plays in the background, as Nakai regards it “a necessity to everyday life.” The vast array of cars in the workshop are projects that are on their way to being transformed, but Nakai’s own 930 grabs our attention first.

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The car is (amazingly) still road legal, but has been turned into an outright track racer, which Nakai aggressively drives at the various Idlers meetings. It serves as the perfect example of what RWB is all about, and is a car that a lot of customers want to emulate. To Nakai-san, however, every build is different, and his customers trust him. Nakai-san also sends the cars to various other specialists who deal with the engine tuning and suspension refinement.

Wheel choice is crucial for completing that authentic RWB-style; this calls for very wide, deeply dished wheels pushed so far out on stretched tyres, that the lip of the rim is often aggressively exposed. Like the cars, wheels are also custom painted with satin finishes to complement the matte look. The final step is the naming, something

The RWB throne - with a mix of old and new American iconography

158 Interview Akira Nakai

that is done to almost each complete car. By the time a car is finished, Nakai-san has usually gotten to know customers quite well, and names are given as a reflection to the owner’s character or interests.

Nakai’s own car, the Stella Artois, is named so for the simple fact that he loves that particular brand of Belgian beer, something evidenced by the stacked collection of empty bottles that line one of the office windows! His newest personal car, the cabriolet Spearmint Rhino, is named after a strip bar in Las Vegas that he visited during his time there at last year’s SEMA show. Nakai-san’s recalcitrant Porsche tuning incites hatred and love from all four corners of the world. Call it deviant, call it revolutionary, call it anything but bland, because RWB has turned the tuning world upside-down, and it isn’t looking to stop any time soon.

Above and Below: A line of customers’ cars sitting quietly outside; Nakai’s own Stella Artois is a sight to behold

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What was your very first car and a favorite memory of it? My first car was an AE86 Toyota Corolla, and I loved drifting it.

How did you get into car building? I started because I wanted to drive something special, cars that I built according to my own taste. There was nothing really out there that ever appealed to me in stock form, so the need to create something bespoke got me going. When and why did you decide to launch RWB, and how did you go about setting it up? The actual idea and theme of RWB has been active for about 15 years. I was just waiting for the right time to start up about ten years ago, as I knew that once I got going there wasn’t going to be any time to play around and enjoy driving my car. As for how I set up, well, there wasn’t much to it really; the only big investment I made was the $1,500 I paid for the pool table you are sitting next to (laughing) Tell us about the cars you own now? I currently drive three cars; the 930 Stella Artois which is mainly for track, the new 964 cabriolet Spearmint Rhino which I drive every day and the 993 Tunerhaus which is both a road and track car. What is the design ethos of RWB? There isn’t an ethos. It all comes from my

own inspiration and imagination as well as a complete balance of various key points. I look at the car’s owner for example, and that is also why I travel to each different country when I’m asked to build a car, as it’s the owner’s uniqueness and taste that partly makes the car. There aren’t so many RWB cars in the world, that’s why I need to make sure that each is as special as it can be. How does the thought process begin when designing a new body kit? It usually suddenly hits me but I always listen to what the owner wants and expects. I use him and his character as inspiration. How do you actually create a body kit, from start to finish? And how long does the process take? If it’s a complete one off car then it can take up to a year as the masters and moulds for the body panels need to be shaped and created.

If the car is built using regular RWB parts it takes about a month to get the fiberglass panels and bumpers made, then more time for the finetuning of the body and of course paint. Very wide bodies also take time, when we fit wide 12J wide rears with -30 offset. Actually we have just made a new wheel with Work Wheels that has a massive -70 offset!

What are the similarities / differences between you and other influential car builders? Well we all build cars so generally we are all the same. Also in the current economic climate, if you manage to get customers then it means you are offering a good service. I think the only difference is that maybe I’m the only one that works during the night (laughing) What characteristics must a concept project have to be a worthy RWB product? As long as the owner loves cars that’s good enough to start a project. There are no requirements on actual car or model. It’s your final project. What car? What style of design? There won’t be a “final project.” Whenever that time comes I just want to be able to concentrate and give my best on whatever I will be working on at the time. You’ve just had success in America with the Pandora One, what other countries are you hoping to launch RWB over the next following years? Any plans beyond 2012? Anywhere where I can find the right kind of passionate customers that think like me. As the Japanese say: “Rui wa, tomo wo, yobu” or birds of a feather flock together. Just like previous years, I just want to continue doing what I love.

Obviously, drink driving is a way of life here

That’s Stella’s heart, taken out for surgeery

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AIR IN: POWER OUT Text Brendan Mok Photos darren ode to studio equipment h.a.t./ boss Motorsports/ team 9tro

We go back to basics this month with cold air intakes

ir and fuel combusted equals power – this is the basic principle of the internal combustion engine found in any car. Currently, most car manufacturers provide a basic intake system which consists of a plastic housing with a dropin filter, so that clean air gets routed into the engine for combustion. However, the standard design of your stock air intake is one optimised for noise reduction and space conformity, with multiple turns and bends. Noise reduction is good, but this means that there is a lower volume of air entering

your engine, which equates to lower power. All those kinks and bends also conspire against efficiency, so throttle response is needlessly lost. One of the most simple and beneficial modifications available for any car are cold air intakes. A cold air intake system can increase horsepower substantially, and provide improved throttle response at the same time. On the new generation of Euro tuner cars, an intake system – along with an improved exhaust and an ECU retune – forms the basic “Stage I” modification programme.

Given the relative simplicity of the cold air intake upgrade, the number of choices available for enthusiasts is immense, so making a decision can be quite mind-boggling – short-ram intakes, conical intakes and ram-air systems are but the tip of the iceberg when it comes to the kinds of choices on the market. This month, we touch on the various intake setups; we also highlight several myths about cold air intakes, so that you have an enhanced understanding of this small but mighty mod.

Open-pod air filters are another common intake mod found more commonly on Japanese cars

160 technicals cold air intakes

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Cool facts

Let’s explain the “cold” in “cold air intake” first: the standard airbox is located in the engine bay, so the air that it draws during operation is relatively hotter than the air outside. A cold air intake rectifies this by drawing cooler air compared to your standard intake.

How can this can be done? Some systems feature a tube that connects the intake to a duct cut out from your bumper, drawing cool ambient air into the intake; alternatively, tuners also create heat-shields in the engine bay to insulate their

cold-air intakes from the hot surrounding air. Why is cooler better? Cold air is theoretically denser, meaning a higher composition of oxygen in any given volume compared to the same volume of heated air. More relative oxygen content equates to more combustion, which then means higher performance from your engine. Make sure you choose an intake with sufficient heatresisting properties, otherwise your cold air intake upgrade would be for nothing!

bigger is better Most cold air intake systems feature a filter in the shape of a large cone (hence, conical filter), with a large surface area from which air can enter the engine. Some systems also have a drop-in filter, but with a larger diameter to allow more air through.

to suck in air form the atmosphere. Performance cold air intake systems maximise the amount of air that enters the engine, resulting in the more power produced. Choose a cold air intake that maximises this volumetric efficiency (rate at which air can be converted into power) of your engine, and enjoy the performance gains! A car’s engine exerts a net amount of intake “vacuum” every time the throttle is depressed – inducing the intake

Lean is not mean However, there is a point where too much of a good thing can be bad. Switching to a cold air intake too big for your car can cause your engine to run lean (too much air versus fuel in the combustion chamber), increasing the risk of an engine blowout. One of the earliest symptoms of this is your engine check light – so if it lights up after you’ve installed your cold air intake, get it checked! A simple re-tune is sufficient to solve this issue.

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From Left: The BMS Dual Cone intake for BMW twin turbo engines is proven to provide one of the lowest intake air temps around, with gains of up to 10bhp recorded. The Burger Tuning Performance Intake kit uses high flow filter properties to bring about added performance to twin-turbo BMWs too!

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straight through

By doing away with the turns and bends found on a standard intake system, cold air intakes feed air from the atmosphere to the engine via the shortest route possible – leading to higher flow rate and improved throttle response. Alternatively, aftermarket tuners also spend much time and effort refining the design of systems so as to reduce air resistance and choking; the result is awesomely-shaped airboxes and smoother intake piping internals that contribute to the same improved response. When considering an intake, you must consider the tradeoff between volume and response – a larger-diameter intake pipe allows more air through, thereby creating more power, but a larger diameter also means air is displaced at a slower rate, therefore sacrificing throttle response.

Of course, the fastest way for air to enter an engine is without piping at all - such as with individual throttle bodies like these

cold or ram? How is a ram-air intake different from a cold-air intake? The former is essentially a subset of cold air intakes, using a front air scoop to literally “ram” air into the engine via a filter and small hose or pipe. This setup is most commonly found in turbocharged or supercharged cars, where a short ram-air intake feeds the turbo and engine with copious amounts of air to make as much power as possible.

162 technicals cold air intakes

Does it have an exposed filter element? - if not, then it’s most likely a ram-air system

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MYTHS & LEGENDS

Some say, cold air intakes cause rainwater to go into the engine. we separate fact from fiction

MATERIALISM

Contrary to popular belief, material composition actually does very little in terms of cold air intake performance – that is to say, if two identically-designed intakes, one made of plastic and the other from metal are compared, the performance difference between the two will be undistinguishable. Intakes made of exotic materials will cost more, but it is more important to choose an intake based on size, volumetric efficiency and flow rate. Just because it is made from pretty carbon fibre, doesn’t mean it will give you the best performance.

Don’t mix and match - because intake manufacturers usually have the best formula pinned down after much R&D

You’re paying extra so your intake looks good in carbon fibre - performance advantages on FRP items are minimal

ANYTHING WILL DO?

Although a cold air intake system can be defined basically as a large filter and some pipes directing air into the engine, not all systems are created equally. Many brands offer uniquely-shaped intakes and filters that simultaneously act as a calling card. Tuners sell the different components of their systems separately (eg. Filter, piping), and some brands even have universal parts, but mixing and matching different brands isn’t always good. For best fitting and results, use a complete intake system from a single trusted brand to benefit from their unique extensive research and development.

RAIN RAIN GO AWAY

Worry more when you encounter a flash flood - normal rain is nothing

It rains very often here, so concerns about water entering cold air intakes (especially those that feature external intake ducts) are very valid. This myth is actually half true, but driving through basic (even heavy) rain with cold air intakes will not cause water to enter the engine. You would have to be driving through standing water up to at least the height of your intake to cause hydrolock (the phenomena when water enters the engine and destroys it), and this is highly unlikely to happen. Unless you’re a rally driver. In which case, a snorkel might be more appropriate. The cold air intake is a musthave basic modification while you are on your quest for higher output figures. There are proven brands and parts that are affordable to buy, and provide notable power gains with minimal fuss during installation, so do you research and choose wisely. Extra power, better throttle response and a nice swirly sound coupled with a turbo blow-off like chuff offthrottle? Bring on those catalogues now!

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hearing aid audio news from everywhere WorldMags.net

Find the bass! Stock sound systems from the factory usually have bass roll off at higher volume levels and while adding an amplifier and a subwoofer may remedy the situation for a bit, some owners still want more bass when they turn the volume up.

No fret, because AudioControl is awaiting patent on their AccuBASSTM circuit, designed to recover missing bass when volume is increased. AccuBASSTM is activated only when needed and a simple one-time adjustment during installment is all it takes to give the system great bass at all volume levels. The great thing about the AccuBASSTM is that it has been designed to work equally as well on factory sound systems.

New tune-up toys Alpha

Lightning Audio has recently announced their latest addition to their subwoofer range. Scheduled to be shipped out in November, the LA-THREE series subwoofers will complete the 2013 lineup of subwoofers by Lightning Audio.

It features dual linear spiders with multipoint stitched 16 AWG tinsel leads that aids in improving mechanical stability while reducing mass and stress. The motor assembly is rounded out by a 2.5 inch voice coil for better handling and efficiency.

Alpha-Nav Multimedia have recently updated the AN5650NV 2 DIN Navigation/Multimedia in-dash unit. The AN5650NV is a 6.2â&#x20AC;? TFT-LCD in-dash unit that features Bluetooth for full phone operation and to stream A2DP audio, all controlled on-screen. It is also iPod and iPhone compatible via the A/V interface cable. Upgrades come in the form of the relocation of the USB input from the front to the rear for easier iPod A/V cable connection, an iPod Album Art display, advanced auto clock time settings, IGO navigation software updates and an improved call log function during Bluetooth operation.

The voice coil is made in anodized alumuminium with spun laced Nomex collar provides superior heat dissipation during elevated levels of operation.

Among other features include 24 bit A/D decoders with adjustable centre frequency bass and treble tone controls, a subwoofer output with an internal electronic crossover along with 4 channel line level outputs and 4 x 40 watts from the internal amplifier.

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168 chuan sing audi a4

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Top and right: The Alpine F1 sound processor promises supreme sound quality to enhance the listening experience; The circuit boards of one of the four amplifiers adds a geeky touch to the audio display in the boot

pulling a high note Dark as the night, this Audi A4 may look like a sleeper from outside but look in the boot and you will soon realise that 'quiet' is not really in its dictionary. Text shairazi suwandi Photos zach ode to studio

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Top and bottom: The cockpit of this Audi A4 looks clean, except for the Micro Precision Z Studios on the A-pillars; The Alpine F1 head unit gets tucked in the foot well of the driver, hidden from view

hile we are on the subject of European cars, tuning and the likes of it, let us not forget that tuning can also come in the form of aural pleasure. Now, before we jump the gun and say that a Milltek exhaust system on an Audi A4 would do a good job at boosting decibel levels, the type of decibels we are dealing with here is one of a different sort. Again, we here at 9tro have no problems whatsoever with a throaty exhaust note (unlike some people who clearly think it is a dastardly contributor to noise pollution), but we do not look away either, when it comes to the handiwork and the attention to quality of well-done audio set-ups. The set-ups on audio systems in Singapore, and pretty much around the World, is in line with, and part of what Euro style tuning encompasses. Perfectly placed audio equipments and clean lines are the epitome of audio set ups, as with Euro style tuning. Now, what we have here is an Audi A4, the workhorse of the Audi family. The B8 A4 has an increased wheelbase, allowing for increased rear seating legroom. On top of that, the boot has also increased to 480 litres and with all these simple increases in dimension, the B8 A4 has lost some weight, reported at a whole 10% from the prior B7 A4.

without compromising on practicality. The added legroom? That just meant his passengers could enjoy the ride even better! As I shook his hand for the first time, we started reminiscing about the good old days when cars were cheaper than prices are today and the slightly more flexible rules that surrounded the art of modifications. “I used to own a Honda Civic 1.6 and while that was not your Type R, I remembered doing whatever I could to bump up power.” recalled Martin. “Coilovers, filters, exhaust systems. You name it, I’d have probably done it. But those days are long gone now. These days, the focus is on finding the ‘perfect audio-system’.” Which still boggles my mind till today, and at every ICE car shoot I do. Why were owners willing to spend a truckload of cash into an audio system? (And by truckload, I mean into the tens of thousands!) I remembered shooting a car that had 30 thousand dollars thrown into the system and when I raised that to Martin, all he told me was, “I think I may have beat that guy!”

Now, for performance-minded individuals, these increases in numbers just means that you can pack more passengers in your car for a screaming ride but the A4’s inline-4 2.0 TFSI engine, while providing enough torque for everyday use, was considered lacking compared to its lighter rivals with 6-cylinder engines, all posting faster acceleration times. However, Martin, the owner of this simple yet elegant A4 did not have performance on his mind when he started out with the project. The added storage capabilities in the trunk just meant that he could pack in a more audio components

170 chuan sing audi a4

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Chuan Sing Auto pulled out all the stops with the layout of Martin’s system

“Martin spent a cool forty thousand dollars on his system but fortunately, he did it over a very long period. Thank god!” “I’m sure I’ve spent somewhere close to 40 thousand dollars on my audio system and before you ask me why, I did it over a very long time.” Martin assured me. “I don’t think anyone has the amount of dough, or the common sense, to dump it all at one time. It’s a long but very rewarding process.” What we see in his boot is the result of a very long love for audio set-ups and most of the parts you see in this car right now were used in his previous cars. With 40 thousand dollars of equipment, you only want the best in the business and one of the very best audio installers in Singapore is Chuan Sing. Known for their intricate designs and fabulous set ups, Martin entrusted Kenny and Chuan Sing with his car. As with any audio system, the head unit will usually be the first to go and so is the case for Martin and his car. Out with the old and in with a new Alpine F1 9960 head unit. A combination of only the best materials Alpine could find on the market, no compromises were made in the creation of this head unit.

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“A glorious journey of upgrades over the years sees martin feeling extremely satisfied with his accomplishment” The IONBUS feature of the F1 head unit keeps all signal in digital realm, eliminating degradation in sound quality and instead of optic fibres, copper cables is used; optimizing transmission accuracy and allows for all data (audio, control) to be carried out on the same high-speed line.

The four amplifiers and sound processor take residence in the now enlarged boot, encased in a well-lit enclosure designed by Kenny and his guys from Chuan Sing. The exposed circuit board is a nice touch, coupled with a purposeful diagram, showing the layout of the whole audio system.

Decked onto the A-pillars are a set of Micro Precision Z Studios, configured in a 3-way arrangement. A 3-way system is when there are three different units within a component to deliver a low-base, medium-range and high range sound separately. When space is an issue, a 3-way arrangement allows the user to get the best out of the system without making other modifications to the housing area.

A Sinfoni 12” subwoofer is hidden from view by a boot cover but can be easily removed to be displayed in all its glory, while providing the necessary thump in all audio systems.

Sound quality is also optimized because each unit in the component is responsible for only one type of range, unlike normal speakers where one speaker unit attempts to reproduce the entire range of sound. “The music needs to sound as good as if I am in a music studio or at a concert hall.” confessed Martin. “My car is my “personal studio” these days and sometimes, I would imagine myself as the producer with the singer singing to me from the other side of the windscreen.” However, before the speakers get a chance to blast music, audio signals will first go through an Alpine PX1-H990 processor. Equipped with Auto Adaptive EQ and Auto Time Correction, Martin and his passengers are treated to an amazing experience of aural beauty. Providing power to the system are a set of Audio Wave Aspire Pros and a couple of Sinfoni 150.2 amplifiers that ensure that signals are boosted appropriately and sound quality is maintained during operation.

172 chuan sing audi a4

With such a high-end setup, Martin has a certain pet peeve that shows his love for music. “I never want my drive to end especially when the music is playing.” said Martin. “I would reach my home carpark and get out only after the entire song has been played. In short, I can’t part with the music.” “It has been a glorious journey of upgrades to get me to this stage.” said Martin. “I may see what the future holds for me but for now, I am extremely satisfied with what I have now!”

> > analytics> Audi A4 (B8) Transmission: 6-spd Tiptronic Drive Layout: FWD Max Output: 158bhp/ 250Nm

Audio Head Unit: Alpine F1 9960 Sound Processor: Alpine PX1-H990 Amplifiers: 2 x Audio Wave Aspire Pro, 2 x Sinfoni 150.2 Speakers: Micro Precision Z Studio (3-way) Subwoofer: Sinfoni 12”

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