Profiles Magazine Volume 1, Issue 2

THE ULTIMATE READING EXPERIENCE Magazine

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VOLUME 1 ISSUE 2 Published by Tree Free Publishing a Division of Webtronic Enterprises

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Magazine

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P u b l i s h e d B y Tr e eF r e e P u b l i s h i n g a Division of Webtronic Enterprises

Ed i t or - i n - Chi e f / Pub l i s h e r Ian Rae EDI T ORIA L No r ma n Ne l s o n Enr i q u e McL e g g o n Br a d l e y Gr a v e t t Ia n Ra e

PHO T O GR A PH Y Photography as noted on the individual ar ticles Ro b W i l k i n h s o n Na t h a n Ve s t a l Ia n Ra e HO W T O RE ACH US P h o n e:(905) 467-5148 i a n r a e @m o t o r w e r k s m a g.c o m

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PROFILES 06 The Quest - Felipe Gonzales 11 Rocco Marciello - RMP Competizione 14 Harrop Engineering - Thunder from Down Under 22 Steven Chan’s Turbo Terror

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Words by Enrique McLeggon, Images by Rob Wilkinson, Justin Gora, Felipe Gonzales and Ben. Felipe Gonzales and His Quest to Become a Racing Driver!

Felipe is originally a Brazilian National who grew up watching the great Ayrton Senna racing in Formula One. He always had a thing for cars and racing and back when he was still living in Brazil, he occasionally competed in kart racing but not at the professional level.

Felipe then emigrated to the US in 2018 as an adult

bumped up through the run groups because of how fast he was and finished the weekend in the advanced group. It was a great experience for him, but it also felt weird because he wasn’t using his own car.

The S2000 was basically stock when he purchased it, with the plan of sending it to PRD Racing for Dean Palmer and Justin Kelly to build it to GLTC specifications. He then focused on learning about

and moved to North Dakota. He later met Jake Joraanstad, the founder of Myriad Motorsports in January of 2020. Jake also competes in the Gridlife Touring Cup (GLTC). Felipe then moved to Fargo in 2020 and started his racing career by driving one of Jake’s Integras at a HPDE event and about a month later, he bought his own S2000. He progressed to getting his GLTC license and got his own car ready for competition.

His first ever HPDE event was at Autobahn Country Club last year where he participated in Jake’s Integra. Started out in Beginner’s group he impressed as the weekend progressed and he was

the car as he was going to be competing in GLTC with it and went to HR Motorsports Racing School where he refined his skills alongside Justin Kelly, Tiffany Kelly and Dean Palmer. His first actual GLTC race was last year at Road America which he also competed in using Jake’s Integra. He was always a wheel to wheel racer and never really liked Time Attack, so it all felt natural to him at the time to be running with others in close proximity. The risks were quite high since he wasn’t driving his own car and as a result, he didn’t push as hard as he could

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have but he didn’t finish in the back either. He then raced again at Gingerman Raceway at night in the

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rain, which was terrifying because he had poor visibility but he still had a lot of fun. It was at that race that Adam Jabaay and Scott Giles gave him his license.

Earlier this year at Gridlife Spring Kickoff was the first time Felipe had competed with his own GLTC prepped S2000 and the car has been evolving every day ever since. Racing in GLTC was scary in the beginning, especially starting at Gingerman with a 55-car field but he knew that he had a good car and had the skill required to run mid-pack so he trusted his instincts while trying his best to minimize his mistakes and most of all being patient. “finish the race with a clean nose, that was my goal.

I never got on track thinking that I would be fighting the top 5 guys immediately. I just wanted to know the tracks better and finish races” As the race progressed, he kept gaining positions slowly and he felt good about his evolution as a driver.

About the car: At the time, there were only four persons in the Myriad Motorsports team (currently there are six) and currently, four of the six cars are S2000s.

The members always liked Hondas and as Jorge always wanted a RWD car it was a perfect fit. Since almost everyone on the team had a S2000, it made sense to go with what everyone had because the 8

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development process would be shorter, plus they had spare parts for everyone, reducing costs in the process.

They didn’t face a lot of issues with the car, in fact, the engine hasn’t even come close to overheating. The first mechanical issue they’ve encountered however was last weekend when a rock cracked his radiator and he had to buy a new one. They also had a few small issues with tuning. They had a lot of issues with the AEM ECU they were using but for next season they’ll be using a Fueltech ECU as Fueltech is now one of their sponsors. There isn’t much done to the car in terms of modifications and the car still retains the F20C for the time being with plans to potentially swap another engine into the car to make it a tad more competitive.

He also plans to finish off the season by competing at Road America with the car in one piece. He wants to have a solid qualifying time so that he can play around in the top 15s-20s, even though he’s never driven there in the S2000 before, which means it’ll be quite a learning curve and he’ll have to get up to speed quickly but he’s confident and hopeful. They are also going to swap out the F20C for a J35A and also make a few small adjustments to the car. Other than that, he intends to start the next season a bit stronger.

The Build List

2000 Honda S2000 AP1 built by PRD Racing Engine: - Stock F20C long block w/ ITBs - Mishimoto aluminum radiator - Stock headers Electronics: - AEM Infinity ECU

hInterior/Safety: - Custom full cage built by PRD Racing - Kerkey racing seats - OMP harness - Momo removable steering wheel Wheels / Tires: - Konig Ampliform and Freeform R18 wheels - Hoosier R7 245/40/18

Drivetrain: - Stock drivetrain Suspension: - KW Clubsport v2 coilovers Brakes: - OEM braking system w/ Hawk

Performance pads; DTC70 front,

DTC30 rear

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Rossa Veloce - RMP Competizione

I first met Rocco Marciello and Mike Delle Donne back in 2010 when they were running a pair of BMW 330i cars in the Canadian Touring Car Championship. It was odd for two proud racers of Italian extraction to be fans of BMWs but they are. Mind you Rocco’s car of choice for Ontario regional events is a Triumph TR8 that he has used to good effect and won the 2012-13 and 2015 GT1 CASC GT Sprints Championship.

The duo had some issues with reliability that made them withdraw from the series after a few years but they took the off time to sort them out and in 2016 they came back with a vengeance. With new engines, suspensions, modifications and tuning under the belt, the pair of 2006 BMW 325i’s equipped with BMW’s N52 motors showed they were ready for the new season after a hugely successful test at Shannonvile on the Fabi circuit.

The CTCC opener at Canadian Tire Motorsport Park (Mosport) vindicated at the hard work that was put in with the cars running well and being reliable all weekend, the weekend turned out to be a great success with 52 - MotorWerks Magazine

Michael DelleDonne finishing on the podium taking a stellar third place out of an impressive thirty cars that raced over the weekend.

A week later and it was off to Calabogie and the second round of the CTCC. as well as being a double header with the GT Sprints series. Confident in the BMWs new found reliability Marciello and DelleDonne decided to run the cars in both series. Lap times dropped and both cars showed they were capable of running at the front of the field. The cars again proved to be reliable and with over four hours of racing Marciello finished the weekend with three podium finishes.

By then the North American market and racing scene had started to talk about BMW’s one make championship for the M235iR that had been pressed into service by Classic Motorsports and was the car to beat in the Pirelli World Challenge’s TC class.

When talking about the M235iR with Marciello you can see he is excited about racing the car in 2017. I got to climb all over the car and check out some of the super trick things that BMW built into the car that makes it so All Action, All The Time from MotorWerks Magazine

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Notice the second brake reservoir adding to the brake fluid capacity when running endurance races

Low maintenance powerplant for affordable racing suitable for a multitude of races. Being originally created for an endurance racer BMW Motorsport put a lot of thought into what was really required to make the car super competitive and low maintenance. The PFC brake calipers have HUGE pads in them to ensure long intervals between changes. When the pads wear down during a race the second brake reservoir makes sure there will be no shortage of brake fluid with the need to position the pads closer to the brake rotor. An inbuilt jack system is mounted to the chassis to help reduce tire change times.

They really thought of it all.

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All standard M235iR except for the Motec dash

Still got electric windows!

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ThunderFromd

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down under

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You may not recognize the name Harrop but in its home country of Australia, the Melbourne, Victoria based company is more than well known. Started in 1955

by Len Harrop and his wife Elsa Harrop began producing weaving machines and kept their customers happy by using good old Australian ingenuity and working hard.

Business was good and savvy Harrop decided to expand into other industries such as industrial food-processing equipment, heavy haulage and earthmoving accessories.

In 1963, the Harrop’s son, Ron, joined the company and brought a new vision. Ron was handy as a youngster and by age ten, he was welding up go-karts in the back shed. Once he reached his teens

he got into cars and built a MG TC powered Morris Minor. He then left behind the British Morris and moved on to Australian cars with a Holden EH before building his now famous FJ which dominated on the drag strip.

Solving problems and being able to engineer the solutions inhouse is what has made Harrop Engineering the powerhouse it is today in the Australian automobile arena. In December 2008, Harrop become part of the Adrad Group of companies, an Australian family owned company whose speciality is all sorts of radiator manufacturing.

The Harrop name has not disappeared with the acquisition as third generation Tim Harrop continues as Operations Manager.

TVS 1740 Supercharger kit for the BMW E9X M3 18 70©- MotorWerks Magazine - The Ultimate Reading Experience!

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The Harrop range of Superchargers utilise Eaton’s Twin Vortices Series™ (TVS™) technology. They are a Roots-type positive displacement supercharger designed to deliver more power and torque for uncompromising, high-performance driving. The TVS™ supercharger is capable of running with a high thermal efficiency (up to 76 percent) across a wider operating range. It’s the same supercharger rotating group utilised by the new C7 Z06 with factory supercharged LT4 V8 engine package.

SPECIFICATION Designed specifically for BMW M3 E9X Eaton / Harrop FDFI TVS1740 World first positive displacement supercharger for S65 engine Front Drive / Front Inlet design for shorter less restrictive path Latest intercooler system technology Unique bypass actuation control OE appearance and operation Designed & Manufactured by Harrop Engineering Bolt-On Installation with superior vehicle integration

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Above: The M3 GTS body kits subtely changes the lines of the E92 Bottom Left: Numerous track days helped develop the E9X M3 TVS Supercharger kit Bottom Middle: Almost a sleeper except for that rear wing.

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Bottom Right: Three piece Forgeline wheels give plenty of space for the Harrop Ultimate Big Brake Kit.

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FUEL : 98RON AIR TEMP : 20 DEGREES C ALTITUDE : SEA LEVEL (101KPA) DYNO : DYNAPACK HUB DYNO

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4000 Stock ‐ TQ ‐ 261

5000 6000 Engine Speed ( RPM) Stock ‐ HP ‐ 353

Harrop ‐ TQ ‐ 372

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BMW E92 M3 ‐ 4.0L V8 Harrop TVS Supercharger Stage 1 vs Stock

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Harrop ‐ HP ‐ 525

With positive displacement generating boost from low in the RPM range Harrop has developed an electronic bypass control valve that integrates with the ECU Calibration supplied. This strategy for managing boost transition develops impressive torque low in the RPM range and carries it through to redline, dramatically improving the mid-range performance where the driver will feel it the most.

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One thing Harrop does a good job of is developing parts for particular cars. To make sure they properly engineered the products for the E92 and the BMW S65 engine they bought a M3 to use as a test mule. That meant the car would see all sorts of use, everyday driving to fast road and the occasional track event. Their products have to be capable of doing it all and this M3 was their way to prove each and every component the company built for the BMW. An ever evolving project, the Harrop M3 is kitted out with the following products.

Harrop TVS1740 Supercharger Kit is the world’s first positive displacement supercharger for the S65 V8.

Harrop Ultimate (BBK) Brake Kit – 6 Piston Front, 4 Piston Rear Lightweight Aluminium Calipers and larger bobbin drive rotors.

Akrapovic Evolution Exhaust System consisting of dualoutlet mufflers, flow-optimized link pipes, and an X-pipe that incorporates high-flow 100 cpsi sports catalytic converters and resonators.

Forgeline GA3R 3 Piece and GS1R Monobloc Wheels – 18x10 Front and 18x11 Rear KW Clubsport 3-way Coilovers BMW M3 GTS Carbon Aero Kit The Experience All Action, All TheUltimate Time fromReading MotorWerks Magazine - 73 21

s ’ n a h C n e v e St

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Words by Enrique McLeggon Images by Yia Lor of Yia Lor Photography, Matt Viramontes of MCV Imagery and Gorilla Tornado All Action, All The Time from MotorWerks Magazine

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Steven Chan’s career in grassroots motorsport started 15 years ago when he first competing in autocross with a Mazda RX-8 that he previously owned. At the time, he was not all that serious about competing and was just messing around as he really enjoyed driving and autocross was a great outlet for that. He soon after decided to settle down so he got married and later had two kids that he loves dearly, he also focused on elevating his work career meaning that all his carrelated activities came to an end.

Even though his life was changed, Steven wouldn’t stop thinking about cars and always dreamt of one day owning a Nissan R35 GT-R and in 2015 he made that dream a reality. After owning it, he realized that he really enjoyed the car and being the responsible person that he is, he decided to test it out on the track. He started off by doing a few HPDE events and as he progressed and got faster, he started to wonder how he would fare against others and so he went on searching for different series to compete in. Steven started off with a local series called Nissan Challenge and was then introduced to Global Time Attack in 2017

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via a sponsorship from Ronnie at RD Engineering who ha Nissan Challenge. Chan managed to walk away with wee well as reset the Limited Class AWD record at Streets of

The GTA event was intimidating and also intense a competing in an event with such a serious crowd of com wanted to win, not to mention that many of the cars look sure how he would do among this group of competition a well the competition would do either. During his first few was able to lay down a few decent laps but his competito and he knew he had to go faster than 1:20 if he wanted then decided during the last session that he and his team of Nitto NT01 tires, to see if would help and be enough f and he finished first in class as previously mentioned, alo Class AWD record – 1:19.445.

Despite his success however, this journey didn’t co Finding the right direction in terms of the car and honing well as focusing on getting faster was difficult. There’s a available but deciding what works and doesn’t work for h Also, during competition the pressure is really and being what happens yet driving hard is rather difficult and is no how well he would prepare himself for a race event, thin doesn’t always go as planned.

The reason he keeps coming back to Time Attack brings. Not only is he challenged by other competitors bu

ad watched his success in ekend victory at the event as Willow. as it was Steven’s first time mpetitors where everyone ked quite serious. He wasn’t as well as he didn’t know how w sessions of the weekend he ors weren’t too far behind to secure the lead. It was m would switch to a fresh set for him to go faster. It worked ong with the GTA Limited

ome without its challenges. g his skills as a driver, as lot of information out there him was always a big gamble. able to stay calm no matter ot easily achieved. No matter ngs happen and everything

is the challenge the format ut there’s also the challenge

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to himself as a driver. Trying to be the fastest and win the competition is always the goal, but he always sets a target time for himself. The feeling of beating himself is just as good as the feeling he gets whenever he beats the competition. “It’s continuous challenge and when you think you’ve done your best, there’s always room for more.”

To tell the true story behind the car, I have to back track a bit…

Steven’s interest in cars started back when he was 16 years old and during that time, the car that he really admired was the Mitsubishi Eclipse GSX, even though he had an underlying love for the Evo IV which unfortunately was not available in America.

Due to the fact that he was a student at the time and he didn’t have a budget, the Eclipse was too far out of reach and he opted to buy with a NA Miata instead. A few years have passed and Steven had gone through a few different cars, none of them being turbocharged nor AWD and so that left the desire to own a car where he could experience both.

Then came along the R35, which met both criteria.

Although the R35 does have its merits, it does have a few drawbacks when you decide to turn it into a race car. The first thing is the weight. The car was really heavy from the factory and while it’s easy to take off an initial weight of 300lbs off the car, removing more weight requires a lot of custom work and is quite costly. Steven has been trying to find the most cost-effective ways to reduce the weight as much as possible, such as using carbon fiber replacements for the headlights, doors etc., but the car still weights 3600lbs wet without driver. The next step is to probably switch to a sequential which means dropping the AWD and convert the car to a tube chassis but that will no doubt take the car to another level in terms of complexity and cost.

The other main issue is the factory transaxle.

With the fact that a lot of power is then needed to offset the weight of the car, the transmission usually takes a bit hit and the OEM transmission simply would not be able to hold all that power reliably.

Steven upgraded to a HKS unit a few years ago but even then he still encountered transmission failures. The 4th gear in the HKS unit failed just before GTA Finals in 2020 and he had to get the transmission rebuilt, but there lied another problem.

It wasn’t just about repairing the transmission but also the logistics behind getting it fixed. There are only a handful of transmission builders across the country who can rebuild the R35 GR6 transmission and because of that fact, their work is backlogged.

In summary, the logistics involved with getting the transmission repaired has given Steven headaches and as he speaks, the transmission is acting up again, just before GTA Finals, again. He has every intention of making to GTA Finals at Buttonwillow Raceway.

For the off-season, car changes will be kept to a minimum. He believes that he needs to get as much seat time as possible, especially since the pandemic has restricted the amount of driving he can do and he feels that his mind and body have fallen out of the zone a bit. He does feel like he’s back on track (pun not intended) in terms of driving ability and he believes that the more constructive seat time he can get the sooner he’ll be back at his best. He knows the car has a lot left in it as well, even more than the driver and it’s for him to extract it.

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The Build List

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Engine: - RD Engineering Stage 3 Long block - RD Engineering CNC Race Heads - RD Engineering RDE1000 Quick-Spool Turbos - Radium Engineering Triple Pump Hanger - CSF Radiator - ETS Street Intercooler - Pit Garage custom single exit titanium exhaust

Brakes: - Brembo Race 4-piston - TPM 2 piece rotors - CSG racing pads

Drivetrain: - Dodson Extreme Gears - OS Giken Super Lock LSD

Interior/Safety: - Pit Garage custom cage Bride Proface racing seat

Suspension: - JRZ 11 32 2 – Way coilovers w/ Swift Springs - Wisefab Track Kit - Forged Performance Sway Bar

Wheels / Tires: - Rays G27, Advan RZ-DF, Rays ZE40 - Yokohama A052, Goodyear Supercar 3R

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Aero / Body: - Phoenix Power front bumper - PasswordJDM front fenders

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Now on YouTube As you can see from the images at the left we now have Youtube channels for MotorWerks Magazine and Cooper RSR.

There are quite a few posted on the MotorWerks channel including some great racing videos with out friend James Houghton including one where he made the correct tire choice, ignoring the choice of wets by the rest of the field and took his maiden CASC win beating a TA2 Trans Am car into second place and take the GT1 and overall win.

The Cooper RSR channel will be featuring some videos of the tools we built to help with the sheet metal work we are doing on the car.

There will be lots of interesting things coming so sign up now!

Harmon Racing Cells 2891 Sampson Ave, Corona, CA 92879, United States ​Tel: 951-737-7220

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