Japanese Performance 2018 by Omar Estrada

Japanese Performance Issue 214 November 2018

NOWR IN OU

2Y0EAtRh !

MEGUIAR’S HAKOTORA PICKUP – INSPIRED BY A JDM LEGEND

GET INRTAO CING

DRAGEST BUYS +3 B E TO TUN E C & RA

NOVEMBER ’18 £4.95 No.214 japaneseperformancemag.co.uk

ʼRING RAIDING IMPREZA HATCH, GET INTO DRAG RACING, AIR-SLAMMED HAKOTORA

CRAZY EIGHT THE WORLD’S FIRST PANDEM RX-8 IS PACKING A 491BHP TURBO’D RENESIS UNDER THAT INSANE AERO KIT – AND IT WAS BUILD IN JUST 5 WEEKS!

ALSO INSIDE... A HOT HATCH FOR HOT LAPS 500BHP ‘RING RAIDING IMPREZA HATCH (R)EVOLVING A ‘90S ICON GARAGE REVOLVER’S 900BHP SUPRA 10 MINUTE TECH: BUSHES POLYBUSH HAS ALL THE ANSWERS

Attention seekers wanted

hat a show season it’s been! As we are now reaching the point of the year where the shows have finished and only the most hardcore of us continue to attend our regular meets, it’s time to reflect on what has happened over the last six months or so and remember the things that inspired us, made us smile, or even made us sick! You see, the show season is an important time for every car fan. Not only does it give us a reason to get out there and have fun in our modified motors, meet friends and make new ones, but it’s also the time when the scene is pushed to ever greater heights. Demo cars, race cars and even just personal projects are all built to deadlines that coincide with a show, race or event. The very act of building your project is often to show it off, which is great! Why shouldn’t you get the appropriate attention for all your hard work? But it’s not only you that benefits, either, as your car will often go on to inspire others to improve their builds, and so on. And it’s this competitive edge, this one-upmanship, within the scene that drives it ever forward and keeps things fresh. One man who knows the pressure of creating a ground breaking show build is US rotorhead Jonny Grunwald, who was tasked with putting together the first ever street driven Pandem RX-8 for the SEMA show in Las Vegas. Sounds reasonable, doesn’t it...until you realise that Jonny only had five weeks, which included building two engines and developing a unique turbo conversion, too. Read all about it on page 18, and never complain about not having enough time for your build again! And Jonny’s not the only person in this issue to be moving the game on, as on page 36 you’ll find the Supra built by Garage Revolver in Japan. With a one of a kind Varis aero kit and a 900bhp Do-Luck built engine it’s certainly unique and is a fresh take on a ’90s icon. But if it’s icons you’re after, then look no further than cleaning gurus’ Meguiar’s latest ride. Inspired by the legendary Hakosuka, their air-slammed Hakotora truck may not be fast, but it’s the king of cool. Check it out on page 44. And all this is just the tip of the iceberg! We’ve also got a ’Ring raiding Impreza, a Time Attack styled Evo and a guide to getting into drag racing – we’ve even selected three top buys to tune and race to get you started. So with all this to be reading in this issue, what are you waiting for? Enjoy!

DAN SHERWOOD

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WHAT’SIN +

FEATURES 18 RACE AGAINST TIME on the cover It’s SEMA or bust for this Pandem kitted RX-8 with a 491bhp turbo Renesis

28 JDMK CHARITY SHOW Milton Keynes modifiers meet up to raise money for a good cause

32 JAPANESE PERFORMANCE SHOW Tuned Japanese rides packed the halls of Stoneleigh Park

36 FORM & FUNCTION on the cover Garage Revolver’s fresh take on the ’90s icon that is the Toyota Supra

44 IMITATING AN ICON

on the cover

Meguiar’s pay homage to a JDM legend with their menacing Hakotora truck

50 EVOLUTIONARY TALE Working in a bodyshop has its perks – like this Time Attack inspired Evo V

56 THE SILVER BULLET 500bhp Impreza WRX STi is the ultimate tool for lapping the Nordschleife

64 GET INTO DRAG RACING on the cover All the info plus three top buys to tune and race for top quarter-mile fun

78 10 MINUTE TECH – BUSHES 10 quickfire facts about uprated bushes from specialists Polybush

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SUBSCRIBE See page 98 for great money-saving deals or visit:

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WHAT’SIN +

REGULARS 12 NEWS Red Bull Drift Shifters cause havoc on the streets of Liverpool, 5 mins with Funk Motorsport’s Ryan Brock, event previews: Ultimate Stance and Flame & Thunder, Damien Bradley’s latest Legacy build set to take on Europe, tuned Supra smashes the ’Ring Bridge to Gantry time

79 JAPSTUFF Top spec JVC headunit, Richbrook Discarnect battery immobiliser, Wipac LED headlights, PC Specialist Racing Simulators, Evans Waterless Coolant, OBP motorsport pedal boxes, Competition Clutch ultra lightweight flywheel for Nissan RB20/RB25, Mazda rotary-engined cars book, Power Maxed air-con refresh, Tamiya 1:10 Subaru Impreza Mexico R/C kit, PFC big brakes for 370Z

84 READERS’ RIDES

Our favourite readers’ rides this month. The winner gets a Meguiar’s New Car Kit worth £40! Has your car got what it takes to win?

88 THE GARAGE Project Rotary gets the automotive spa treatment as it checks in with Londonbased Ceramic Pro UK for a full paint correction and H9 ceramic paint protection, Project Type R gets its geo settings tweaked by BTCC competitors Power Maxed Racing and Project 5 gets some sleek new headlights

Editor Dan Sherwood Tel: 01480 219990 jap@chpltd.com

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Website www.japaneseperformancemag.co.uk Managing Director Clive Househam Worldwide stockists To find your nearest stockist: UK: seymour.co.uk/storefinder N. America: magfinder.magnetdata.net ROW: export.ops@seymour.co.uk For single copies and subscriptions: japaneseperformancemag.co.uk Digital copies and subscriptions: pocketmags.com Japanese Performance is distributed worldwide by Seymour Distribution Ltd, Tel: 020 7429 4000, info@seymour.co.uk

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Printed in England Wyndeham Roche Ltd © CHPublications Ltd, 2018 ISSN 1467779 Don’t Miss Out

While every care is taken in compiling Japanese Performance, the publishers cannot be held responsible for any effects arising therefrom Japanese Performance is always available at Your local newsagent to order this magazine

THE PISTON TECHNOLOGY LEADER

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PLANET JAP +

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RAGIN’ BULLS! THE RED BULL DRIFT SHIFTERS CAUSE HAVOC ON THE STREETS OF LIVERPOOL It’s drifting, but not like we’ve seen before. Red Bull Drift Shifters filled the busy streets of Liverpool at the end of August with clouds of smoke and thunderous noise recently, in the first event of its kind. It was a competition like no other for several reasons. Not only did the carefully assembled list of drifting royalty have to navigate a series of obstacles, they were judged by electronic devices rather than human beings. Traditionally, a panel of judges score solo runs on a marked course during qualifying, before deciding if the lead or following driver has done a better job in the head-to-head battles. However, at Red Bull Drift Shifters the course was rigged with advanced sensors that measured the drivers’ speed, line, angle and proximity to obstacles. These numbers were then converted into a score to decide the eventual winner. All twelve drivers who entered qualified, with Fredric Asabø in his radical GT86 topping the charts. This was followed by a Top 8 quarter-final shootout, before a Top 4 semi-final that saw Gaz Whiter and Forrest Wang, both running highly modified S-body Nissans, emerge as the two finalists. The final was a close-run thing but it was Gaz Whiter that came out on top in a thrilling encounter.

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THE COURSE HEAD HOON KING, MAD MIKE WHIDDETT OF RADBULL AND MADBULL FAME – WHO ALSO COMPETED AT THE EVENT – DESIGNED THE TRACK WHICH INCLUDED SEVERAL OBSTACLES INCLUDING A YELLOW SUBMARINE PART-SUBMERGED INTO THE TARMAC. A MIX OF TIGHT AND TECHNICAL SECTIONS MIXED WITH A COUPLE OF LONG WALL RUNS MADE FOR AN EXTREMELY ENTERTAINING EVENT. EACH RUN BEGAN FROM THE TUNNEL USED IN FAST & THE FURIOUS 6 AND LED STRAIGHT INTO A MASSIVE WALL RUN. THE ‘GEORGES DOCK WALLRIDE’ OFFERED BONUS POINTS FOR HITTING ALL SIX SENSORS ALONG THE 270° CORNER, WITH DRIVERS NEEDING TO POSITION THEIR CAR WITHIN 30CM OF THE WALL TO SCORE POINTS. SLIDING UNDERNEATH A FULLSIZE TRUCK WAS ANOTHER HIGHLIGHT, AS WAS THE CONCLUSION TO EACH RUN – A PARALLEL PARK INTO A TIGHT SPACE, ONCE AGAIN REQUIRING THE DRIVER TO STOP WITHIN 30CM OF THE BACK WALL TO SCORE POINTS. ALL THIS WHILE BEING AGAINST THE CLOCK, TOO. PHEW!

NEWS + ULTIMATE STANCE SUNDAY 4TH NOVEMBER TELFORD INTERNATIONAL CENTRE Ultimate Stance is an indoor show with a show ‘n’ shine competition bringing together over 500 of the best stanced cars in the scene. Slammed rides will pack the main event hall at the Telford International Centre, roughly 30 miles to the west of Birmingham city centre. The sheer number of cars on display means they’ll spill out into the outdoor arena, that will also host lots of club stands and trade stands selling everything from apparel to air ride suspension. Last year’s Wheel Whores showcase and wheel swap was so popular that it returns again this year, providing the opportunity for you to freshen up your ride by swapping a set of old wheels you don’t want for ones that you do. Other notable features include a retro stanced cars display organised by Retro Rides, and detailing demonstrations by Auto Finesse. www.ultimate-stance.co.uk

FIVE MINUTES WITH...

RYAN BROCK

Q. HI, WHO ARE YOU AND WHAT DO YOU DO? A. HI! MY NAME IS RYAN BROCK. I AM A MOTORSPORT ENGINEER AND CO-DIRECTOR OF FUNK MOTORSPORT, ALONGSIDE MY FRIEND AND BUSINESS PARTNER STEVE HODGES Q. WHERE IS FUNK MOTORSPORT BASED? A. WE ARE IN CHINGFORD, NORTH EAST LONDON Q. WHAT PRODUCTS OR SERVICES DO FUNK MOTORSPORT PROVIDE? A. WE OFFER A UNIQUE RANGE OF HEAT MANAGEMENT PARTS, INCLUDING TURBO BLANKETS, EXHAUST WRAP AND GOLD REFLECTIVE HEAT TAPE. I WISH MORE PEOPLE KNEW ABOUT THE BENEFITS OF EFFECTIVE HEAT MANAGEMENT AS THE GAINS CAN BE MASSIVE, ESPECIALLY ON HIGHLYTUNED TURBOCHARGED ENGINES. ALL OUR PRODUCTS ARE DEVELOPED AS A DIRECT RESULT OF OUR FIRST-HAND MOTORSPORT EXPERIENCE Q. WHAT MOTORSPORT EXPERIENCE IS THAT? A. I HAVE A DEGREE IN MOTORSPORT ENGINEERING AND STILL PROVIDE SUPPORT TO RACE TEAMS AND DRIVERS, SO YOU CAN FIND ME IN A PIT GARAGE MOST WEEKENDS. I’VE PREVIOUSLY WORKED IN BTCC, BRITISH GT, FORMULA 4 AND FORMULA FORD, BUT I’VE ALSO WORKED FOR OE MANUFACTURERS, INCLUDING MCLAREN, WHERE I WORKED ON THE P1 GTR RACE TEAM. SHAKING-DOWN THE FIRST PROTOTYPE 720S AT THE NARDO RING IN ITALY WAS PRETTY EXCITING, THOUGH BEING THE FIRST PERSON TO CUT THE ROOF OFF A 675LT WHEN DEVELOPING THE SPIDER VERSION WAS A BIT NERVE-WRACKING!

FLAME & THUNDER SATURDAY 27TH OCTOBER SANTA POD RACEWAY Fire-spittin’, nitro-swillin’ Top Fuel drag cars are the star of Santa Pod’s Flame & Thunder show. Powered by nitromethane, these noisy beasts accelerate from 0–100mph in under one second, touching 300mph by the finishing line! It’s not just the speed that’s impressive, it’s the chestpounding force as they go past. If you haven’t experienced the sheer brutality of these beasts before, you’re in for a treat. A selection of jet-powered dragsters will be putting on a show, too, alongside competitive races by various classes of bikes and cars. You can also watch stunt displays, monster trucks and drifting. The climax of Flame & Thunder will be a huge fireworks display and bonfire. www.santapod.co.uk/flameandthunder

Q. WHAT ABOUT STEVE? DOES HE HAVE A SIMILAR BACKGROUND? A. HIS EXPERIENCE IS LESS FORMAL THAN MINE, THOUGH STILL HEAVILY INVOLVED IN MOTORSPORT. WE’VE BEEN GOOD FRIENDS FOR YEARS AND HAVE THE SAME OUTLOOK ON MOTORSPORT AND CARS IN GENERAL. WE USED TO MODIFY OUR OWN CARS AND DEVELOP OUR KARTS TOGETHER AND SHARE THE BELIEF THAT IT’S ALL IN THE DETAILS. IF YOU LOOK AT ANY FUNK MOTORSPORT PRODUCT, YOU WILL HOPEFULLY NOTICE THEY’RE DESIGNED IN A VERY SPECIFIC WAY – FROM THE METAL IDENTIFIER TAG AND MESH INNER LINING ON OUR TURBO BLANKETS, TO THE PREMIUM EMBROIDERY ON OUR SNAPBACKS. IT’S QUALITY OVER QUANTITY Q. HOW LONG HAVE FUNK MOTORSPORT BEEN ABOUT? A. SINCE 2011, ALTHOUGH WE REALLY STARTED TO CONCENTRATE ON THE HEAT MANAGEMENT SIDE OF THINGS ABOUT FOUR YEARS AGO. IT’S SUCH A CRITICAL AREA OF AN ENGINE, BOTH FOR RACE AND ROAD APPLICATIONS, TOO. TAKE OUR TURBO BLANKETS FOR EXAMPLE, NOT ONLY DO THEY REDUCE UNDER-BONNET TEMPERATURES (SO THE ENGINE CAN MAKE MAXIMUM POWER RELIABLY), BUT BY KEEPING THE HEAT INSIDE THE TURBINE YOU SPEED UP GAS-FLOW, WHICH MEANS THE TURBO SPOOLS UP FASTER. SIMILARLY THE GOLD REFLECTIVE HEAT TAPE CAN BE USED ON VARIOUS PIPEWORK, EVEN THE CAM COVER TO LOWER THE INTAKE TEMPERATURES. WE’VE HAD SUBARU RACE TEAMS EVEN APPLY IT TO THE BULKHEAD TO REDUCE HEAT-TRANSFER AND LOWER THE TEMPERATURE INSIDE THE COCKPIT Q. THAT’S INTERESTING. WHAT ELSE ARE YOU CURRENTLY WORKING ON? A. INDUCTION KITS. WE NOW OFFER AIR FILTERS OF DIFFERENT SIZES, WHICH YOU MIGHT NOTICE ARE A BIT DIFFERENT TO WHAT’S ALREADY OUT ON THE MARKET. WE’RE NOW DEVELOPING CAR-SPECIFIC INDUCTION KITS AS A BOLT-ON SOLUTION, WITH ALL THE NECESSARY PIPEWORK AND FILTERS Q. DO YOU DRIVE A JAPANESE CAR? A. NOT AT THE MOMENT. I’VE GOT PLENTY OF CARS I WOULD LIKE TO BUILD – EITHER JAPANESE CARS OR CARS WITH JAPANESE ENGINES SWAPPED IN. FOR EXAMPLE, I LIKE THE IDEA OF A PORSCHE CAYMAN WITH A TOYOTA 2JZ, A NISSAN 350Z WITH AN LS V8 OR A CRAZY MAZDA RX-7 Q. DO YOU SPONSOR ANY DRIVERS? A. YES, FUNK MOTORSPORT SUPPORTS A NUMBER OF DRIVERS IN MANY DIFFERENT FORMS OF MOTORSPORT, FROM EUROPEAN RALLYCROSS TO DRIFTING. LUKE WOODHAM, BAGGSY AND DWAYNE MCKEEVER ARE A FEW NAMES YOUR READERS WILL PROBABLY BE FAMILIAR WITH. WE’RE ALSO LOVING OLLY BOLTON’S PURPLE S13 WITH ITS NEW FUNK MOTORSPORT LIVERY Q. THAT’S GREAT. CAN WE FOLLOW FUNK MOTORSPORT ON SOCIAL MEDIA? A. YES, WE HAVE VERY ACTIVE INSTAGRAM AND FACEBOOK PAGES [@FUNKMOTORSPORT] AND ALSO OUR OWN YOUTUBE CHANNEL [“FUNK MOTORSPORT”]. THERE ARE A FEW TECHNICAL VIDEOS ON OUR YOUTUBE CHANNEL AND WE’RE ALWAYS KEEN TO HELP PEOPLE WITH THEIR BUILDS AND OFFER ADVICE. AND OF COURSE OUR WEBSITE IS WWW.FUNKMOTORSPORT.COM THANKS FOR YOUR TIME RYAN, IT’S APPRECIATED!

www.japaneseperformancemag.co.uk

photo by Stuart Santos-Wing

NEWS +

BUILDING A LEGACY Damien Bradley’s stunning Subaru Legacy will be competing at the FIA Historic Hillclimb Masters at Guibbo in Italy. This exciting news comes just weeks after the car set a new class record for modified production cars at Prescott Hillclimb in the MSA British

Hillclimb Championship, with Steven Darley of SD Motorsport behind the wheel. Damien told us that Steven will be driving the car in Italy, too, as development continues on the car we featured a couple of years back. Since then, the car has undergone serious surgery,

with a raft of cutting-edge technology installed – including a lightning-fast Track Formula electronic paddle shift system added to the six-speed sequential Samsonas gearbox, and Bosch Motorsport ABS. The engine remains a 2.35-litre 700bhp monster, built by Mike

Latimer with an AET-developed GT35R billet turbocharger and Syvecs management mapped by Paul Blamire. In preparation for the event, Damien has switched to Pirelli tyres. A fresh set of slicks will be on the car as it heads up the hill against the best Europe has to offer.

SIMON SAYS…

BTG BASHING SUPRA

Simon Hart and his Toyota Supra known as ‘Bignum’ are breaking the internet. Again. This time it’s a video of his fastest ever bridge-to-gantry lap of the Nürburgring Nordschleife in Germany. Simon recorded a jaw-dropping 7min 18sec BTG lap, believed to be the fastest ever lap of the ’Ring by a MkIV Toyota Supra. Simon completed the recordbreaking lap during a trackday there, and his 700bhp beast was wearing 18in slick tyres that had been used by a BTCC team. Under the bonnet lies a fully-forged 2JZ, a single Borg Warner 366 billet turbocharger and

Syvecs ECU. The car doesn’t look flash; there’s no wide arches or lairy paint – it’s a proper ’Ring tool and trackday weapon, and Simon is clearly handy behind the wheel. The rest of the function-over-form spec includes Nitron R1 suspension, a Tomei LSD, Brembo GT brakes and polycarbonate windows. The bodywork features a carbon-fibre rear wing by APR, carbon-fibre hatch, a deep front splitter and of course that headlight blank feeding cool air directly into the turbocharger. Point your QR code reader here to watch a video of Simon’s incredible lap.

‘I TRAVELLED OVER WITH MY SON ALEX, MY BROTHER JAMES AND HIS SON NICK. JAMES ALSO HAS A 700 SUPRA, SO WE ALSO TOOK THAT OVER AND ACTUALLY SWAPPED CARS FOR THE SECOND HALF OF THE DAY. I WANTED TO BEAT MY PREVIOUS BEST TIME OF 7:27. I’D MADE SOME CHANGES TO THE CAR OVER THE LAST 18 MONTHS; SUSPENSION, GEOMETRY, TYRES, TURBO, REMAP, ETC. SO I KNEW IT SHOULD BE BETTER BUT I ALSO DIDN'T WANT TO PUT MYSELF UNDER ANY PRESSURE, AS I DO WANT TO JUST ENJOY DRIVING THE ‘RING. SO I WAS QUITE SURPRISED WHEN I BEAT MY TIME BY NEARLY 10 SECONDS! I WAS ECSTATIC, AS YOU CAN TELL FROM THE VIDEO. WE HAD A FEW ISSUES ON THE FIRST DAY. THE WEATHER WAS ON/OFF, THEN I HAD RUBBING ISSUES WITH THE FRONT SPLITTER. IT WAS SCRAPING ON THE GROUND IN VARIOUS PARTS OF THE TRACK SO I HAD TO RAISE THE RIDE-HEIGHT. IT WAS STILL CATCHING IN PLACES THOUGH WHICH PUTS YOU OFF PUSHING IT. SO THERE IS A BIT MORE TIME LEFT BUT I’M REALLY HAPPY WITH THE 7:18 TO BE HONEST.’

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RACE AGAINST TIME

WORDS: DAN SHERWOOD PICS: NANA KOGAWA & TOYO TIRES USA

JONNY GRUNWALD’S MENTAL MAZDA RX-8 WENT FROM MILD TO WILD IN JUST FIVE STRESSFUL WEEKS AHEAD OF ITS SEMA SHOW DEBUT – NO PRESSURE THEN! 18

ach year, around the end of October, the famous Las Vegas strip gets a little wilder than usual. It’s got nothing to do with the fact that around this time zombies, vampires and werewolves can often be seen walking the streets – as the town’s residents and visitors alike celebrate Halloween in style –

and everything to do with a certain automotive trade show. One that gives the glitzy casinos and flesh-flaunting lap dancing bars a serious run for their money in the attention grabbing stakes. Known the world over as the SEMA show, the Specialty Equipment Market Association show – to give it its full name –

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held annually in the sprawling halls of the Las Vegas Convention Center, is one of the world’s premier events for the automotive aftermarket, with over 2400 tuning and modifying brands from all across the globe attending the show to exhibit their wares to the thousands of petrolheads in attendance.

But it’s not only about new products, as over the years the exhibiting companies have found the best way to attract attention to their respective booths was to have an awesome modified ride placed front and centre. And the wilder the ride, the more attention it attracts. And it’s been this intense competition that has

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pushed the quality of the vehicles on display at the SEMA show to unbelievable heights. ‘Hundreds of thousands of dollars go into building demo cars for the SEMA show each and every year,’ says Long Beach-based petrolhead and long-time SEMA stalwart Jonny Grunwald. ‘It’s a big deal. In fact most people start planning

their build for the show a full year in advance!’ Having been previously employed as a project manager for Los Angeles-based tuning powerhouse Bulletproof Automotive, Jonny has plenty of experience in the lengths that companies go to with their demo cars and has been involved in building some of the

WORLD’S FIRST

MAD MIKE’S DRIFT CAR MAY HAVE BEEN THE FIRST RX-8 TO WEAR THE PANDEM KIT, BUT AS HIS IS A TUBE-FRAMED RACE CAR, JONNY’S RX-8 CLAIMS THE TITLE OF THE WORLD’S FIRST STREET RX-8 TO WEAR THE KIT. AND IN FACT BOTH HE AND THE BODYSHOP AUTO EXPLOSION WERE RESPONSIBLE FOR THE FINAL TWEAKS TO THE KIT TO ALLOW IT TO FIT PEFECTLY ON A STREET CAR

most extreme machines to come out of the USA. ‘When I left Bulletproof, I decided to do my own thing and bought an RX-7 which I then equipped with a TCP Magic kit,’ he says. ‘That was the car that got me hooked on rotaries! I just love how unconventional they are.’ And it’s been Jonny’s way of thinking a little more outside the box that has led to his second rotary powered build – the low, wide and loud RX-8 that you see on these pages.

‘I never intended to build another car so soon, but when I was offered the opportunity to build a car on behalf of TRA Kyoto/Pancross and Toyo Tires for their stand at the 2017 SEMA show, I knew exactly what I was going to do…’ As a fan of Mazda’s rotaryengined machinery, Jonny already had a soft spot for the RX-8 but had never considered one for a full show build before…until he saw the car that Kiwi mentalist Mad Mike Whiddett was building in

conjunction with Kei Miura of Rocket Bunny fame. ‘I had seen the initial renderings of the kit when I was working with Mad Mike and the TCP Magic Japan Formula Drift Team at Fuji Speedway, months before the finished kit’s public debut,’ reveals Jonny. ‘Set to be released under the Pandem sub-brand it was an awesome looking conversion which added serious girth to the Mazda RX-8’s already cool and quirky lines.’ However, months after

seeing the early sketches, any thoughts of building one for himself had since evaporated... until he got a certain phone call. ‘As soon as they offered me the SEMA build, I knew straight away what I wanted to do,’ he smiles. ‘The Pandem kit was just finished and I felt that an RX-8 would be the perfect sister car to my RX-7.’ The fact that tuning and styling a rotary-powered car was also something that Jonny was extremely familiar with, also swayed the vote, especially

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‘MOST SEMA BUILDS TAKE A YEAR, WE ONLY HAD FIVE WEEKS!’

considering the somewhat contracted timescale… ‘Unlike most SEMA builds that are planned and built over a whole year, we only had five weeks,’ Jonny laughs. ‘And this was where my experience as a project manager came to the fore, as it required meticulous planning and time management if we were to get the car finished before the deadline.’ Wasting no time, Jonny immediately went out and bought a bone stock, red, 2009 touring-model Mazda RX-8 in

excellent condition for $10k. ‘The RX stayed standard for all of 72 hours before we began tearing it apart for the transformation to begin,’ grins the 30-year-old Mazda nut. But before Jonny could get busy with the aero upgrades, which would take a further three weeks to arrive from Japan anyway, the main focus of the build was the engine tuning. ‘Many people tend to ditch the original naturally aspirated Renesis II engine and swap it out for a turbocharged 13B-

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REW from an RX-7, a Supra 2JZ or even a LS V8,’ says Jonny. ‘Unfortunately we just didn’t have time for such a conversion, so opted to go for a more unconventional route by turbocharging the Renesis.’ The Renesis is a high compression engine with limitations in the exhaust port design and lubrication system that means gains from turbocharging are hard to come by. But this didn’t concern boost-mad Jonny. ‘Our engine partners in the

project, Turblown Engineering in Minnesota had experience with forced induction on Series I RX-8s and were confident we could make good gains with our proposed setup on a Series II engine.’ Turblown are specialists in turbocharging rotary engines and made the RX-8’s custom exhaust manifold for the BorgWarner 9174 EFR turbo with a trick Turbosmart internal wastegate upgrade. ‘Having worked closely with Californian rotary tuners Lucky

BEAUTY ON THE INSIDE

THE RX-8’S INNARDS HAVE BEEN ALTERED TO BE AS WILD AS ITS EXTERIOR WITH A PAIR OF BRIDE VORGA LIMITED JAPAN EDITION SEATS WITH CARBON ARAMID SHELLS AND TAKATA HARNESSES TAKING PRIDE OF PLACE IN FRONT OF AN AUTOPOWER RACE HALF ROLLCAGE, WHILE A PERSONAL STEERING WHEEL MOUNTED ON A WORKS BELL JAPAN QUICK RELEASE BOSS COMPLETES THE RACE-READY LOOK

7 Racing for almost a decade – includiing the build of my RX-7, I knew they would be the go-to guys for the RX-8, too,’ says Jonny. ‘So while Turblown were working on the turbo system, we needed to get started with the rest of the build back at Lucky 7.’ This entailed running a custom wiring loom to allow the new Adaptronic M2000 ECU to retain all of the original OEM functions as well as designing the custom piping for the frontmount intercooler and installing a custom fuel system. ‘The fuel system comprises an Aftermarket Industries SP1000 surge tank, a single

300lph in-tank pump and two Walbro 450lph external fuel pumps,’ highlights Jonny. ‘Combined with a Turbosmart FPR 2000, a custom fuel rail and four ID1750x injectors, the system ensures that minimal distance is travelled, but maximum fun is had, between fuel stops,’ he laughs. To complicate matters, while all this was going on a second bridge-ported engine was also being built. ‘The bridgeport was always planned to be the final engine used in the car, but we needed to develop the turbo kit on the stock engine first, so we could be sure it would work with no

problems and produce the power we wanted. And with over 60k miles on the original lump, we knew it would likely be on borrowed time anyway, even without adding the turbo.’ The new bridgeport motor features Goopy Performance apex seals, Turblown engine studs, has been fully balanced and drilled to release excess crank case pressure and features an AEM Smart Coils ignition system. ‘The car was initially built and tuned with the original motor and the original bodywork,’ explains Jonny. ‘In fact the original stock – but now turbocharged – engine, was

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dyno tuned in LA with remote assistance from Elliot White of Adaptronic over in Minnesota and Daniel Kuo of Garage Life Tuning working on-site. The team completed over 100 dyno pulls over the course of 24 hours while perfecting and stress-testing the motor. The result was 486bhp and 335lb ft at 19psi on E85 fuel, which is the best result we’ve heard of on OEM Renesis II internals.’ With the new turbo system

up and running, Jonny could concentrate on sorting the rest of the build ahead of the arrival of the aero kit from Japan – namely fitting the wheels, brakes and suspension. ‘To fill the Pandem kit’s huge arches we needed an extreme wheel and tyre setup, so opted for a set of bronze RAYS Volk Racing TE37V Mark II wheels measuring 10.5x18in ET-25 up front and 12x18in ET-33 at the rear, mounted with Thunderbolt

titanium wheel nuts,’ Jonny points out. ‘They looked ridiculous with the stock body as they stuck out about two inches each side!’ And when it came to sorting the Mazda’s ride height, a set of Stance Suspension XR1 coilovers complete with air cup kits were used. These trick air cups allow Jonny to raise the ride height briefly when needed to clear obstacles and negotiate sharp inclines and means you

still have the handling benefits of coilovers, but without the problem of a fully static ride height, giving you the best of both worlds. ‘With the footwork and chassis sorted, we wasted no time in pulling the motor and sending the rolling shell off to Auto Explosion Body Shop in LA where the kit had now arrived and was ready for fitment,’ Jonny says. The kit follows the familiar

‘THE KIT REQUIRED AN EXTREME WHEEL AND TYRE SETUP’

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RX-8 IN NUMBERS

5 – WEEKS BUILD TIME BEFORE SEMA 17 491 – RECORD BREAKING HORSEPOWER FIGURE ON BRIDGEPORT S2 RENESIS ENGINE 486 – RECORD BREAKING HORSEPOWER FIGURE ON OEM S2 RENESIS ENGINE 12 – WIDTH IN INCHES OF THE REAR RAYS WHEELS 100+ – AMOUNT OF DYNO PULLS UNDERTAKEN IN 24 HOURS WHEN TUNING THE ENGINE

lines of Miura-san’s previous work, the now-trademark exaggerated overfenders adding substantial width to the RX-8’s understated design, seemingly swooping and flowing around the wheels. ‘We complemented the kit with a host of RE Amemiya parts including a D1 bonnet with carbon vents and an RE Amemiya front grille,’ says Jonny. ‘But perhaps my favourite addition is the custom

titanium rear wing stays.’ Jonny chose to have these redesigned slightly taller, and cut in titanium. In fact, Jonny actually remade all of the aluminium aero devices on the front bumper, rear quarters and wing end plates from titanium, but not everything made it onto the final car. ‘It was just nine days before SEMA when we scanned and redesigned the parts in CAD, water-jet cut the titanium, and

then burned them by hand. The amount of time and labour that went into these titanium details was insane, only for them not to be used except the lengthened and redesigned wing stands. They get hate, but I love them and smile because of how much work went into that smallest of details.’ Finally the car was treated to a coat of BASF RM Mineral White Metallic paint – a hue that perfectly matches Jonny’s RX-7.

THANKS

JAPANESE PERFORMANCE UK, TRA KYOTO, PANCROSS, TOYO TIRES, RAYS WHEELS, LUCKY 7 RACING, TURBLOWN, GARAGE LIFE, SPEC CLUTCH, AUTOPOWER, ADAPTRONIC, STANCE SUSPENSION, BREMBO, BRIDE, AUTO EXPLOSION, BASF, FOX MARKETING, TAKATA, AFTERMARKET INDUSTRIES, EVOR, SPEEDSTER OIL, MANCHESTER UNITED, DEREK CHAN, MAD MIKE, TAISUKE KAWATO, MY FRIENDS AND FAMILY

CONTACT

INFO@TCPMAGICUSA.COM INSTAGRAM.COM/TRMNL7

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TECHSPEC ENGINE Lucky 7 Racing bridge ported Renesis II engine, Lucky 7 Racing custom fuel rail, Lucky 7 Racing custom engine harness, Goopy Performance 2mm oversized apex seals, Speedster Racing 0w40 engine oil, Speedster ICE coolant additive, Speedster engine oil additive, Phoenix Industries AN hardware, Aftermarket Industries SP1000 surge tank, Walbro 450lph fuel pumps, Walbro 255lph in-tank fuel pump, custom Treadstone Performance front-mount intercooler, ID1750x injectors, Adaptronic M2000 ECU, Turblown spec Borg Warner 9174 EFR turbo kit, Turbosmart internal wastegate upgrade, Turbosmart oil pressure regulator, Turbosmart FPR, Turblown 10mm engine studs, Turblown oil catch can, AEM smart coils ignition IGN1A, HKS Hi-Power exhaust system, Koyo Racing 48mm radiator, Petit Racing AST PERFORMANCE 491bhp, 377lb ft of torque at 21psi E85 TRANSMISSION Factory six-speed manual gearbox, SPEC Stage 3+ clutch, SPEC aluminum flywheel, OS Giken 1.5-way rear limited slip differential SUSPENSION Stance Suspension XR1 coilovers with Air Cup system, P2M upper control arms, rear lateral links, rear trailing links and rear toe control arms BRAKES Brembo Gran Turismo big brake kit WHEELS & TYRES 10.5x18in ET25 (front) 12x18in ET33 (rear) Rays Volk Racing TE37v Mark II wheels with 245/40/18 (front) and 275/35/18 (rear) Toyo R888R tyres, Thunderbolt Japan Racing titanium wheel nuts EXTERIOR Complete Rocket Bunny Pandem RX-8 aero kit, BASF RM Paint – Mineral White metallic colour change, custom Titanium GT wing stands, RE Amemiya D1 bonnet, RE Amemiya carbon bonnet vents, RE Amemiya carbon eyeline, RE Amemiya grille INTERIOR Tommy Kaira x Rowen shift knob, Bride Vorga Limited Japan Edition seats with carbon Aramid shells, Defi Red Racer boost gauge, oil temperature gauge, water temperature gauge, Innovate MTX-L wideband, Works Bell Japan quick release Personal steering wheel, Thunderbolt Titanium steering hardware, Autopower Race roll bar – resprayed in BASF Mineral White metallic – Takata Race 4-point harnesses

With the clock still ticking, however, Jonny had no time to admire the RX-8’s new aesthetic upgrades, as he still had to refit the car’s engine and interior and apply the graphics. ‘When we got the car back we only had 48 hours until it needed to be loaded up for the trip to Las Vegas,’ says Jonny. ‘However, rather than simply refit the tried and test standard engine, I decided to roll the dice and drop in the

experimental bridgeport engine instead,’ he says with a grin. This was a risky manoeuvre, and required mapper Elliot White to take an overnight flight to Los Angeles from Minnesota to make sure the car could successfully run at the show. ‘Luckily, the dyno tuning went without hitch and all the interior upgrades could be fitted just in time to get the car loaded up and off to its debut at the show,’ Jonny remembers.

‘I specialise in deadlines, but this was a close run thing, but in the end we made it as a team!’ So the next time you’re running behind on your build, just think of Jonny and his epic race against time and remember: even if you’re not exhibiting at a show like SEMA, simply seeing your build through to completion will mean all those sleepless nights and grazed knuckles will be more than worth it! JP

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Photo by Smokin Images

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WORDS: DAN SHERWOOD PICS: CHRIS PRESLEY

WHEN MILTON KEYNES-BASED PETROLHEADS JDMK WANTED TO GIVE BACK TO THEIR COMMUNITY, THEY DID IN THE WAY THEY KNEW BEST – BY ORGANISING A SHOW TO RAISE MONEY FOR A WORTHY CAUSE

CHARITY BEGINS AT HOME W

atch the news or read the papers and you’ll find one thing in common: very few people have a good word to say about car fans. In fact, if you believed everything you saw, you’d probably rank the petrolhead up

on the same level as some kind of terrorist – bringing fear to the streets with our so called anti-social behaviour. But as we all know, this perception is very far from reality, and while we may torture a few tyres now and again,

generally the only thing that gets hurt from us participating in our favourite pastime is our wallets – which can take a hammering from time to time, as this tuning and modifying game ain’t often cheap! So with such a bad

reputation, it must’ve come as a surprise to those doubters when Milton Keynes-based car club JDMK announced that they were putting on a car show where all the proceeds would be donated to charity. That’s right. This wasn’t

a group of hooligans subverting the law and meeting up to cause havoc; it was car enthusiasts enjoying their passion while contributing their own hard earned cash to a very worthy cause. ‘We’ve got a really

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tight group of friends that are all well into our cars and we love attending shows together and this was just an extension of that, really,’ explains the show’s organiser, Chris Presley. ‘So when the idea of doing our own

show came up, we were all very keen to be involved, and it was felt that it would also be a great way to raise money for charity at the same time.’ The charity in question was Cancer Research UK, with all the

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proceeds from the event going directly to those who need it most. ‘So after securing a location from Bletchley Park Football Club and the Scots Club, we set about generating some interest to get cars through the gate,’ Chris

says. ‘And although we are a club of Japanese car fans – hence the name JDMK – we wanted to raise as much money as possible, so opened up the show to any and all makes and models, so all petrolheads could come

and join in the fun.’ The date of the show was 27th August and when the event opened nearly 200 cars packed the show field. With everything from classics to modified, Jap to German and everything in between, it was a

mouth-watering prospect for any car nut. Walking around the venue there were slammed S-body Nissans, Evos and Supras lined up right alongside a host of VWs, Fords and BMWs, making for a seriously eclectic mix of metal for

the car fans to enjoy. But as you’d expect from a club of hardcore Jap fans, it was the cars hailing from the Far East that were the stars of the show, with the likes of serial feature-car builder Steve Grove bringing along his stunning new Midnight Purple

Hakosuka Skyline for the crowds to drool over. But as rare as these cars are, Steve’s wasn’t the only Hako on display… as a second one rocked up to join in, too! ‘It was great to see everyone coming together for a good cause,’ says Chris. ‘And

everyone could appreciate the cars on display no matter what they were into.’ But the day wasn’t just about the cars, it was also about charity, and with a huge raffle with some even bigger prizes donated by friends and businesses

across the region a grand total of £4000 was raised. The day was a wellorganised, slick event with a chilled-out vibe with trophies awarded for the top three cars plus a Best Wheels gong. We can’t wait until next year’s event! JP

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FAITHFUL FOLLOWERS OF JDM CULTURE MADE THEIR WAY TO THE MOTORING MECCA THAT IS STONELEIGH PARK’S JAPANESE PERFORMANCE SHOW

WORDS & PICS: DAN SHERWOOD

JAPANESE PERFORMANCE SHOW S

toneleigh Park in Kenilworth, near Coventry is fast making a name for itself as the place for the coolest car shows on the performance tuning event calendar. Not only is the increasingy successful Gravity Show held at the venue, but

also the equally awesome Japanese Performance Show. Now in its third year, the Japanese Performance Show has gone from strength to strength with each year’s turnout getting bigger than the last. The latest of the

franchise was held on Sunday 19th August and as usual for the JP Show, the sun gods were smiling and the Stoneleigh faithful were bathed in beautiful sunshine all day. Of course, when the majority of the cars on display are under cover

in both of the two huge halls, then the weather is always going to be less of an issue, but then again, who doesn’t like a car show in the sunshine? This also meant that those displaying in the club areas inbetween the two main halls could

happily polish their pride and joys without fear of all their elbow grease going to waste under a sudden torrential downpour. In total Davinder Playha, the show’s organiser, reckoned there were around 6–700 cars on display, with the

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overflow car parks also full to the brim with paying punters who were there solely to drink in the chilled out vibe and ogle at the incredible metal that was on display. And what a selection there was! From the seasoned pros such as

Robert Reid and his breath-taking Tamonkitted and turbocharged Honda S2000 (as seen on last month’s cover) and the bagged and blinged Nissan GT-R of Barrie Whitehall (as seen on the March cover), to the fresh faces on the scene such as TJ with

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his home-built Pennzoil replica Skyline R33 which also scooped the coveted accolade of Car of the Show! And while your eyes were being widened and your mind blown by the metal on display, there was also a treat for your ears, too, with Kiss 100’s

regular disc-spinner DJ Neev on the decks playing her awessome Kisstory set through the huge speakers on the main stage. And if you got bored of drooling over the cool collection of cars, there was always the chance to indulge in a spot of

PROVE IT!

WANT TO PROVE YOUR CAR HAS THE POWER YOU CLAIM? WELL THERE’S NO BETTER WAY THAN PUTTING YOUR MONEY WHERE YOUR MOUTH IS AND STRAPPING IT TO A DYNO! AND PROJECT PHOENIX WERE ON HAND WITH THEIR MOBILE ROLLING ROAD TO DO JUST THAT. FOR £35 YOU GOT FOUR POWER RUNS AND A PRINTOUT TO SHOW YOUR CAR’S TRUE BHP!

retail therapy with the select group of trade stands who were offering exclusive show discounts for all in attendance. In fact one of the main traders, Kleen Freaks detailing products, was also the sponsor of the show and had donated a host of

top prizes for the various award winners. Speaking of awards, there was also a special Best Wheels award which was judged by Wheel Whores and won by the bright yellow Starlet on the stupidly deep dish split rims. A worthy winner!

But the awards from the main hall show ‘n’ shine only tell half the story as there was also a huge club contingent that were filling both the outside area and second hall with some seriously sweet rides. ‘We were really impressed with the

turnout this year,’ says Davinder. ‘The show is just getting bigger and better each year and we’ve already started planning the next one, which is pencilled in for Sunday 18th August.’ And if it’s going to be anything like this year’s show, we can’t wait! JP

RC DRIFTING

EVERYONE LOVES A SPOT OF RC DRIFTING AND YOU COULD GET INVOLVED AT THE SHOW, TOO. THE GUYS AND GALS OF STOCKPORT RC DRIFTERS WERE RUNNING THE TRACK WHERE YOU COULD ROCK UP WITH YOUR OWN RC CAR AND DRIFT FOR FREE. BUT EVEN IF YOU DIDN’T HAVE YOUR OWN, YOU COULD STILL JOIN IN THE FUN BY HIRING A CAR FOR A PALTRY £5. BARGAIN!

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FORM & FUNCTION WORDS & PICS: CHRIS NICHOLLS

BUILT FOR BOTH SHOW AND GO, THIS 900BHP WIDEBODY SUPRA IS ONE OF A KIND!

ack in late 2016, Garage Revolver CEO Shunsuke Shimomura had a problem. He’d been offered the opportunity to buy a very fast JZA80 Supra from a friend, but wasn’t really sure what he’d do with it. A Nissan man his whole life, he didn’t really have much interest in Toyotas, and while the Supra was already quick, thanks to a built 3.1-litre, highcompression engine with suspension and brakes to match, it also had virtually no interior and was pretty tatty. However, in a stroke of luck, Shimomura-san was chatting about it to Varis CEO Naohiro Yahagi at an event one day, and Yahagi-san mentioned that, with the debut of the new Supra coming up, and 2018 marking both the 25th anniversary of the first A80 production models, and 10 years since the last announcement of any significant new parts (particularly exterior parts) for the car, the 2018 Tokyo Auto Salon would be the perfect stage to announce a major new Supra build. That convinced Shimomura-san to pull the trigger, and work soon began to help transform the car from a tired old warrior into a modern monster, capable of owning both the street and track.

Of course, designing and building such a car is hardly the work of a moment, even for experienced craftsmen like those involved here. Thankfully, in terms of the bodykit, Yahagisan already had a design he’d been sitting on for some time and wanted to use as the base for this kit, but even then, it would still take many meetings with Shimomura-san, tweaks based on his input, and final mods after seeing it in the clay, to come up with the completed look. Of course, all that work was worth it, as the car is stunning in real life, but it did mean many stressful days trying to get everything completed prior to its debut at the 2018 Tokyo Auto Salon. Sticking with the bodykit for a moment, one look and you can see that it’s one of Varis’s more complex designs, complete with swooping curves, numerous vents and many sharp edges. From the front, the extremely long carbon lip captures your attention first, before the sharp bumper lines draw the eye over its numerous vents and up towards the aggressive vented carbon bonnet. Around the side, you can see the complex curves and edges of the front quarter panel flow perfectly into the very sharp cutout at the trailing

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STRICTLY OLD SCHOOL

WHEN IT COMES TO DESIGNING JAW-DROPPINGLY AGGRESSIVE AND EQUALLY FUNCTIONAL BODY KITS, THERE AREN’T MANY FIRMS OUT THERE THAT CAN COMPETE WITH JAPANESE AERO SPECIALISTS VARIS. HOWEVER, ALTHOUGH THE FINISHED KITS ARE AT THE CUTTING EDGE OF DESIGN AND PERFORMANCE, THE WAY THEY ARE CREATED IS ANYTHING BUT, WITH THE FIRM PREFERRING TO SCULPT ALL OF THEIR PROTOTYPE KITS IN FULL-SIZE CLAY TO ENSURE THEY LOOK AS GOOD IN REAL LIFE AS THEY DO ON THE SCREEN/PAGE BEFORE COMMITTING TO THE FINAL DESIGN. THE COMPANY’S BOSSMAN NAOHIRO YAHAGI WAS KEEN TO WORK WITH GARAGE REVOLVER ON CREATING A BRAND NEW KIT FOR THIS BUILD, AS IT WOULD COINCIDE PERFECTLY WITH THE 25TH ANNIVERSARY OF THE A80 SUPRA – AND WE’RE CERTAINLY GLAD HE DID! IT LOOKS STUNNING!

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edge, which helps vent turbulent air from the wheel arch. Following that, the wide, thin carbon side skirts help guide some of that air out and along the lower edge of the car, while the beautiful swooping lines of the door and wider rear quarter panels help channel the rest, emphasising the Supra’s curves, too. Finally, your eyes fall upon the unique rear spoiler and that lovely, functional carbon diffuser, which surrounds the custom-made Power House Amuse exhaust. The whole package really does transform the ageing A80 platform into something far more modern and exotic, all the while enhancing its aero effectiveness, too.

With Varis in charge of the exterior, Shimomura-san enlisted Do-Luck to help with the oily bits. With so much development time spent on the bodykit, Do-Luck’s Ito-san couldn’t do as much as Shimomura-san wanted prior to the car’s debut, but there are still some key changes from the original setup. First and foremost was the prototype electronic throttle body Ito-san created. Not only would this help response (a key demand from Shimomura-san, who hates the treacly nature of engines like the 2J and RB26), but also ensure the car was ready for its eventual swap to an Albins sequential transmission with paddle

shifters, given you can’t have auto rev-matching and modern traction control with a cable throttle. Next up came the DoLuck intake manifold, which again upped response, and a new set of larger injectors to free up some power. The fuel tank was replaced with a Radium cell, and the boot floor was cut to accommodate both it and the centre-mounted Amuse exhaust. (The A80 Supra’s stock fuel tank sits low on the right-hand side, so a centremount system requires both those mods to fit). Finally, Itosan bolted on a custom ARC V-mount intercooler, which not only helped reduce intake temps, but further boosted response (thanks to super-short

piping and excellent flow characteristics) and improved aero efficiency, too. Shimomura-san says that: ‘Normally, ARC doesn’t do oneoffs for people, but because Do-Luck has a great relationship with them, they agreed to help us out this time.’ After fitting everything, Ito-san then tuned the motor to produce around 900 horsepower, up from 800 in its previous form. Having sorted the mechanicals as much as possible before the show (suspension and brakes were left unmodified due to the tight deadline), Shimomura-san then turned his attention to the interior. Obviously, there was a

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‘THE FRONT BRAKES ARE FROM A FERRARI ENZO’

lot of work to do there, given very little remained apart from the weld-in cage, but Shimomura-san entrusted the interestingly-named interior shop Shadow in the Knack Yard to spice it up by putting some interior panels back in and covering them with a mix of Alcantara and Bride seat fabric. This gives the cabin a fresh, modern look and obviously the Bride fabric works perfectly with the new Bride Gias seats. The rest of the cabin was similarly modernised with a very racy OMP Superquadro wheel, Koobator K-01 Wi-Fi switch panel designed specifically for that wheel (so you don’t need any wires connecting the wheel to the rest of the harness), and

an AiM MXS digital dash. Amusingly, Shimomura-san also fitted a skateboard wheel as a temporary shift knob for the Auto Salon but, given that’s still fitted to its original bearing and actually rotates when touched, it’s obviously not used for regular driving. After having done as much as possible prior to the Auto Salon, Shimomura-san then displayed the car on the Varis booth, where it promptly won a top award in the ‘Tuning Car’ category. However, he points out that in reality the car in its current form is only about 40 per cent complete, and there’s a lot more work to do before he considers it finished. ‘Basically, the engine as it was at Auto

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Salon was a placeholder. We had to put the car on display in time, so we did what we could and rolled it out onto the show floor,’ he reveals. ‘We’re going to switch to a BorgWarner turbo soon, which we have and just needs to be fitted… The engine internals won’t change, but much of the rest of the bay will. The intercooler will remain the same, but the fuel system will be swapped over to Radium parts, for example.’ In the end, Shimomura-san says all these upgrades should yield closer to 1200bhp, which will make that aforementioned Albins ’box very necessary indeed. There’s also the small matter of the ‘footwork’, as the Japanese call it. Given the front

brakes are Ferrari Enzo-spec Brembos and the rears are originally from an F50, they’re fine, but with the Albins gearbox alone cutting almost 50kg from the car and further altering the weight distribution, the custom Quantum coilovers it has now (built specifically to handle the car’s previous setup) are not going to work. ‘The last time we tested it at Fuji Speedway, we found the perfect compression settings left us with too little rebound damping. That’s probably a result of the changes to the weight and distribution we’ve already made, so changing the dampers wholesale is probably going to be the best bet,’ Shimomura-san explains. He

TECHSPEC ENGINE 3.1-litre, 6-cyl, 24v 2JZ-GTE, 272degree, 10.5mm lift cams, uprated valves and valve springs, HKS cam gears, GReddy clear cam gear cover, ported and polished (three-angle grind) head, Athena MLS head gasket, 3.1litre (86.5mm oversized pistons, 88mm stroker crank) super high-comp short block with forged pistons and rods and ACL Race bearings, ARC one-off V mount intercooler, Do-Luck intake manifold, Do-Luck Master Link, Ignition Project coil-on-plug ignition, T88-38GK turbo, Do-Luck custom electric throttle body, wire-tuck, Power House Racing full pulley kit, Power House Amuse custom Titanium centre-exit exhaust, Radium fuel cell, TRD oil cap, F-Con V Pro+ ECU

hasn’t decided what he’ll go with, given the dampers can only really be ordered after all the other work’s been done and final weight and distribution set, but he says a nice set of remote reservoir shocks with independent two-way control are a must. Apparently, he’ll partner the dampers with Swift springs no matter what he chooses, though, as he’s friends with the company’s boss. Finally, while the current kit provides more than enough downforce for a slower circuit like Tsukuba, Shimomura-san says testing at Fuji revealed there’s not quite enough to keep the car planted during the

multiple high-speed corners that circuit offers, so a new carbon rear wing is in development, too. ‘The plan is to add a wing that complements and makes the most of the existing ducktail. So it won’t be massive. It’ll be more an extension of the ducktail, and designed so it can be fitted later if owners so desire… The plan is for a chassis-mount design, as is increasingly popular these days, but far less ‘scaffold-like’ than what you see from some companies. Think more McLaren P1 GTR wing than anything else,’ he explains. When the car’s ready, Shimomura-san also plans to leather wrap the cage and

repaint the interior grey, plus redo the exterior in dark blue with some nice candy flake. The matt blue wrap, as lovely as it is, won’t be part of the Supra’s final form, it seems. With all that done, and while a project car is never really ‘complete’, there’s no doubt this Supra will be much closer to Shimomura-san’s initial vision of a modernised, multi-purpose take on the classic ’90s Supra than what he and his partners could manage to put together before its initial debut. What you see before you is still amazing, but it looks like the finished product will be a whole other level of form and function. JP

TRANSMISSION Standard six-speed manual gearbox with uprated clutch

SUSPENSION Custom Quantum coilovers with Swift springs and front lift kit

BRAKES Six-pot Ferrari Enzo-spec Brembo calipers with two-piece slotted discs (front) and F50-spec Brembo calipers with two-piece slotted discs (rear). Brembo pads all round

WHEELS & TYRES 11x19in ET+15 Volk Racing TE-37 Ultra wheels with 295/30/19 Yokohama Advan Neova AD08R tyres, 10mm wheel spacers

EXTERIOR Varis Supreme JZA80 Supra widebody kit with FRP front and rear bumpers, carbon-fibre front lip, FRP front and rear fenders, carbon-fibre side skirts, carbon-fibre front fender side panel, VSDC carbon-fibre rear diffuser, VSDC carbon-fibre bonnet and FRP rear spoiler, Car Shop Glow LED tail lights, Avery Dennison matt blue metallic vinyl wrap

INTERIOR Custom weld-in rollcage, Shadow in the Knack Yard Alcantara and Bride logo fabric re-trim, Do-Luck meter link for AIM digital dash, Koobator K-01 wireless button plate, OMP Superquadro wheel, NRG quickrelease steering boss, Bride Gias driver and passenger seats, boot floor cut and new metal welded in to fit Amuse exhaust and fuel cell

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hen it comes to iconic Japanese machinery, little can touch Nissan’s legendary KPGC10 Skyline GT-R. Nicknamed ‘Hakosuka’ by its fans, which combines the Japanese word for box (hako) and the pronounced abbreviation of Skyline (Suka or sukairain), the KPGC10 was produced between 1969 and 1972 and enjoyed unparalleled success in local Japanese touring car racing. A large part

of this accomplishment was due to the car’s 160bhp S20 engine – a motor based off of preNissan-merger Prince Motor company’s R380 Japanese Grand Prix powertrain. The aggressive coupe body styling, inspired largely by American muscle cars of the era, also enhanced the car’s reputation as a serious performance machine that means business. ‘Everyone loves a Hakosuka,’ smiles Meguiar’s

facially hirsute marketing manager Tom Clarke. ‘So when it came time to build a new demo vehicle to take to shows, we were keen to lean on the model’s enduring popularity and racing pedigree.’ However, as anyone with an eye on the Japanese automotive market could tell you, the prices for even the most mundane of far eastern retro rides has gone through the roof recently, and this has

pushed the value of the more sought after models up to stratospheric levels. ‘Genuine KPCG10 Hakosukas are going for well into six-figures these days,’ Tom shrugs. ‘With even the more abundant 2000GT models still well out of our budget.’ Not to be deterred, however, it was while reminiscing back to the SEMA show a few years ago that Tom and his partner in preventing grime, Meguiar’s

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IMITATING AN ICON WHEN CLEANING GURUS MEGUIAR’S WANTED A NEW JDM DEMO CAR, THEY KNEW THE ANSWER WAS TO FUSE A JAPANESE LEGEND WITH A DINKY DATSUN PICKUP

WORDS & PICS: DAN SHERWOOD

sales and marketing executive Dale Masterman, hit upon a lineal progression of the theme that may be more in line with their funds. ‘We remembered seeing what appeared to be a bad ass Hakosuka,’ Dale explains. ‘However, it wasn’t until we got closer that we noticed that it had a flatbed rear end!’ What Tom and Dale had stumbled across was actually not a Hakosuka at all – in fact it

wasn’t even a Skyline – but a highly modified Datsun Sunny pickup truck. ‘Upon further investigation we found that the truck was wearing a complete body conversion from Japanese tuning house 09 Racing,’ Tom reveals. ‘Known as the Hakotora kit it basically allows you to graft a Hakosuka-style front end and arches onto the diminutive Datsun. Packing super wide wheels with a low

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and aggressive stance, it certainly left an impression on us. It was just so damn cool!’ And the best part was the ability to get all the cool credentials of the iconic Hako and fuse them with the quirky practicality of the pickup, all at a price that wouldn’t break the bank, or their budget. ‘The last Japanese project car we built was a turbocharged DC2 Honda Integra,’ says Tom. ‘That was a great car, but with

OLD SCHOOL COOL

MEGUIAR’S HAS BEEN MAKING POLISH FOR OVER 100 YEARS. THE COMPANY’S FOUNDER, FRANK MEGUIAR, JR. STARTED OFF BY CREATING FURNITURE POLISH IN A TIN BATH IN HIS GARAGE WAY BACK IN 1901. CARS WERE EXTREMELY RARE BACK THEN, BUT AS THEIR POPULARITY GREW, FRANK RECOGNISED THAT THE MAINLY WOODEN VEHICLES WERE COATED WITH THE SAME FINISHES THAT WERE APPLIED TO FURNITURE. AND IT WAS THIS OBVIOUS TRANSITION THAT STARTED MEGUIAR’S LONGSTANDING RELATIONSHIP WITH THE AUTOMOTIVE INDUSTRY

‘THERE’S ONLY A HANDFUL OF HAKOTORA TRUCKS IN THE COUNTRY’

the current trend for all things retro, we felt that an aired out Hakotora would fit perfectly with the brand and our current customer base.’ So with a plan of action forming in their car-obsessed craniums Tom and Dale began searching for a suitable steed to act as a base for their new build. ‘After some research we came across The Car Warehouse,’ says Tom. ‘The Middlesborough-based Japanese import specialist had a recently imported 1987 Sunny

pickup that was in excellent original condition – it even had the emergency flare still intact in the glove box!’ At £7200, it was the perfect base for the pair’s plan, so without hesitation the dynamic duo headed north to collect the high-riding load lugger and bring it back to the firm’s Daventry HQ. ‘Once we had the truck back at the unit we could give it a more thorough inspection,’ says Dale. ‘Luckily it was even better than we thought and the body

would need only minor correctional work to bring it back to perfect condition.’ This meant that they didn’t need to spend time and money on basic restoration work and could plough full steam ahead with the modifications. ‘Our first job was to get the kit ordered,’ explains Tom. ‘As this would also dictate other aspects of the build, namely how low we could take the ride height and what wheel size would fit under the arches.’ Based in Tochigi, Japan, 09

Racing are the go-to guys for the Hakotora kit, however, being based in the Far East meant an agonising six week wait was in store as the kit was shipped to the UK. ‘We were counting the days until the kit docked, but we knew it would be worth the wait,’ Dale laughs. ‘There’s only a handful of Hakotora trucks in the country, and none that we know of that are running air ride, so we were excited to build something unique.’ And when the kit finally

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POWER UP

TO ENSURE THE PICKUP HAS PERFORMANCE TO LIVE UP TO ITS LOOKS, TOM AND DALE HAVE PLANS TO INSTALL A NEW POWERPLANT UNDER THE TRUCK’S VENTED BONNET OVER THE WINTER. ‘WE’RE NOT SURE WHETHER WE’RE GOING TO STICK WITH THE NISSAN BRAND OR GO COMPLETELY OUT-THERE WITH THE ENGINE CHOICE, BUT IT REALLY NEEDS SOMETHING WITH A BIT MORE POKE TO PROPERLY FINISH IT ALL OFF,’ SAYS TOM. WITH AN RB26 LIKELY TOO BIG TO FIT IN THE BAY, WE RECKON AN SR20 COULD BE THE WAY FORWARD, EITHER THAT OR A HIGH REVVING 13B ROTARY MOTOR FROM AN RX-7! WATCH THIS SPACE TO FIND OUT!

arrived the guys wasted no time in mocking up a test fitting to get a feel for the look before sending the lot off to The Install Company in Leicester to design and fabricate the custom air ride system to give the truck the serious lows that the guys’ plans demanded. However, this wasn’t until after a quick trip to Telford to visit Cobra seats to sort a pair of unique posterior perches to replace the standard grey velour items that were gracing the cockpit.

‘A cool set of seats can transform a car,’ says Dale. ‘After all, they’re the first thing you see when you open the door and one of your main points of contact with the car, too, so they need to both look good and feel good when you sit in them.’ Telford-based Cobra has been making automotive sports seats for road and race applications for over 30-years now and has designs to suit everything from retro classics to full-on BTCC competitors.

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‘We wanted to do something a little different with the seats so after initially trying out a simple retro design, then a full track bucket, we decided on a pair of Negaro fixed-back sports seats, but mixed it up with a custom trim job in leather with twisted Porsche Pasha-style centres,’ says Dale. ‘Their quirky style works so well with the rest of the hard-as-nails build!’ But a simple seat swap was never going to cut it on a project like this, so to complement the new buckets

the dash was treated to a dose of black flocking, while the door cards were replaced with carbon-fibre alternatives. ‘The icing on the cake is the limited edition Momo Illest steering wheel and wax lid gear gaiter,’ Tom points out. ‘The wheel is one of only 300 made and the wax lid just brings a neat nod to the brand, too. It’s one of my favourite touches.’ With the interior sorted it was finally time to send the truck off to The Install Company for the air ride install to begin.

‘We knew there wouldn’t be an air ride kit for the truck straight off the shelf, so it was always going to be a custom job,’ says Tom. ‘Luckily The Install Company are well versed in designing and building custom systems, so we were confident they would be well up to the job.’ The Install Company’s Head honcho Phil James was the man responsible for the setup and has done a blinding job, especially considering the complications brought about by

the pick up’s rear suspension. ‘The front was easy,’ Tom says. ‘As it’s just a case of replacing the stock struts with the air bag struts. However, the rear uses leaf springs, which involved fabricating a complete four-link rear axle setup to allow the fitment of the Air Lift air bags. It also required Phil to take an angle grinder to the original rear arches and test fit the new wider arches to work out exactly how much room there would be to play with ride heights and wheel fitment.’

The end result is a ridiculous drop, running on 3P Airlift management, which practically sits the sills on the deck. Amazingly, it drives only an inch or so higher, so Tom and Dale have to keep a keen eye out for speed bumps to avoid shattering the deep front splitter into a thousand pieces. ‘We’ve gone through three of them already!’ laughs Tom. ‘Luckily we have a good supply of replacements for when the worst happens.’ Tasked with fitting and

painting the seemingly consumable splitters is the same company that painted the kit in the first place – Daventrybased Reflex Auto Design. After the kit was fitted and any necessary fabrication work completed by The Install Company, Reflex was selected for the job of preparing and painting the pickup not only due to its convenient location, but also because the firm has form when it comes to creating show-worthy builds. ‘Matt Leggatt at Reflex has

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TECHSPEC ENGINE 1200cc, 4cyl, 8v, custom exhaust system PERFORMANCE 60% of the time, it starts every time! TRANSMISSION 5-speed (1 is reverse) SUSPENSION Custom Airlift struts front and rear, rearend mounted on tri-link setup created and installed by The Install Company running 3P Airlift management BRAKES Ever seen the Flintstones!? WHEELS & TYRES 9x14in AutoStar Kanji wheels with custom Meguiar’s badges, 185/60/14

NET WORTH

ADDING A SLICE OF UTILITARIAN STYLE TO THE TRUCK’S RAPTORPAINTED PICKUP BED IS A PRO NET IN PLACE OF THE ORIGINAL REAR TAILGATE. THIS NOT ONLY LOOKS COOL THOUGH, AS IT’S ALSO A MUCH LIGHTER SOLUTION THAT SUFFERS WITH LESS DRAG THAN A SOLID TAILGATE. AND THESE TWO FACTORS ARE PRETTY IMPORTANT WHEN YOU CONSIDER THE TRUCK’S PUNY 1.2-LITRE POWERPLANT

Falken tyres EXTERIOR 09 Racing Hakotora conversion including full front-end swap, bonnet, grille, bumper, lights and front and rear wide arches, Raptor tough paint for the flat bed, resprayed in VW LO41 gloss black paint with the arches in satin black, Pro Net rear bed netting, Z Car Depot 240Z-style wing mount mirrors INTERIOR Custom Cobra Negaro seats with twisted Porsche Pasha-style centres, flocked dashboard, limited edition Momo Illest steering wheel, carbonfibre door cards and handles with door latches replaced, Kenwood Mask head unit, 15cm Kenwood speakers THANKS The Install Company, Airlift Suspension, Reflex Auto Design, Kenwood UK, Cobra Seats, Rota Wheels, Raptor Paint

built some amazing cars,’ says Dale. ‘And they did a proper job on the truck, too; stripping it to a bare shell before taking any potential problem areas back to bare metal, repairing any defects and painting it all in a deep coat of VW gloss black.’ The wider arch extensions have been left in a satin finish – no clear top coat – to help them stand out even more, while the front grille now features twin headlights – one clear, one yellow – in the GT-R-badged grille, to complete the classic

‘Hako’ racer look. But as good as the bodywork is, as with any build, it’s the wheels that really finish the Hakotora off in style. Crammed into the arches is a set of 9x14in AutoStar Kanji wheels. Wearing slightly stretched, yet suitablyhigh-sidewall 185/60/14 Falken tyres, the deeply-dished fourspoke rims feature polished lips and gold centres, a combination that works perfectly with the murderous gloss black body. ‘It’s a blast to drive!’ Tom enthuses. ‘Even though it’s still

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only got the original 1.2-litre engine. If you can squeeze yourself into the tiny cockpit behind the deeply-dished wheel, it’s a really cool place to be.’ Which is what this is all about, really. It’ll never be the fastest thing on the road, but with the hardcore look of one of Japan’s most revered icons, mated to the audaciousness of an airslammed pickup truck, the Meguiar’s boys have created what is undoubtedly one of the coolest cars on the scene. And for that we salute them! JP

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WORDS AND PHOTOS: DAVY LEWIS

EVOLUTIONARY TALE www.japaneseperformancemag.co.uk

AFTER A DISASTROUS INTRODUCTION TO EVO OWNERSHIP, JONATHAN PRICE DECIDED THAT THIS TIME HE’D BUILD A SHOWSTOPPER IN THE FORM OF THIS WIDEARCHED EVO V

remember when I saw my first Evo V back in 1998. A guy down my street had imported a dark blue example and I used to gawp at it every time I walked past it. In the late ’90s, this aggressive-looking be-winged rally car for the road was big news. Not only did it look like a weapon, but with four-wheel drive and a potent 2.0-litre turbo lump, it went like stink, too. Contemporary road testers praised its limpet-like handling and its rallying pedigree was clear to see. It’s hard to believe that this Japanese super-saloon is now 20-years old. There are fewer around these days, due in part to their propensity to rust if not meticulously cared for, and the fact that many early imports ended up in ditches after overzealous owners discovered even AWD cars run out of grip eventually. Fortunately, there’s a really strong enthusiast scene in the UK with many well cared for examples being enjoyed on a regular basis. It’s something that Jonathan Price relates to. ‘I’ve always been into Japanese cars; my first was a naturally aspirated MkIV Supra, when I was just 21,’ he explains. Now, as first cars go, a Supra is a pretty special thing indeed. ‘I eventually sold that to a mate and then got myself a twin-turbo model,’ says Jonathan. ‘It was the only carbon Abflug-kitted car in the UK at the time – well, it was until I drove it backwards into a hedge,’ he laughs. Having cut his teeth on Toyota’s cool coupe, the affable Welshman thought he’d try something

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different. Fast-forward a few years and he bought an Evo VI, but all was not well. ‘I hadn’t really done my research and it turned out to be a total rust bucket,’ he admits. ‘It was so bad in the end that I had to break the car and sell it in bits.’ Having had his fingers burnt, he’d have been forgiven for staying away from Evos for good, but that wasn’t the case. ‘I really wanted an Evo again, so I started looking for a V, as for me they look more aggressive than the VI.’ To ensure he got a good ’un, Jonathan contacted Japanese import and tuning specialists, JDM Garage, who had a mint fifth generation car available. As a fresh import it came with a clean bill of health and was totally stock, bar a turbo timer, which had already been fitted when the car was in Japan. ‘It was in really good condition;

‘THE BUMPER IS FROM SVA IMPORTS’ TIME ATTACK CAR’ the underside looked brand new and it had all been Waxoyled,’ confirms Jonathan. ‘I drove it for three or four months and then I saw the Varis bodykit for sale on an Evo Facebook page.’ The genuine kit, which included a Damd front bumper, was too good to pass up and a deal was quickly struck. ‘There aren’t that many kits for the Evo V, so I thought I might as well go all-out,’ he smiles. Being a bodywork specialist by trade, Jonathan wasted no time in stripping down the car.

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‘I removed the doors, the windows, all the rubber seals and the trims – it was taken back to a bare shell.’ With a young family taking up a lot of his time, Jonathan had to cram in working on the Evo around his hectic family life. So any free evenings or weekends were put to good use in the workshop. ‘It took me about four or five months to get it from stock to this stage,’ he admits. Being a genuine Varis kit, everything fitted without any dramas or fuss. ‘It needed a

little tweak here and there, like all kits do, but this was pretty good to be fair,’ he says. The bolt-on wide arches are what really sets the tone, taking the Evo from mildly aggressivelooking to downright mean. The fronts feature custom vents which, when combined with the deeply sculpted Damd front bumper and a full complement of carbon canards, lends it a real Time Attack look. ‘That’s funny because the bumper is actually off SVA Imports’ Time Attack car,’ laughs Jonathan. Keen to make the Evo stand

TECHSPEC ENGINE 2.0-litre, 4-cyl, 16v 4G63, Blitz air filter, HKS intake pipe, HKS dump valve, custom de-cat exhaust system, Tomei oil cap, carbon-fibre plug cover, Evo IX turbo to be fitted

TRANSMISSION 5-speed manual

BRAKES Stock Brembo discs and calipers all round

SUSPENSION Tein adjustable coilovers

WHEELS 10.5x18in bronze Japan Racing wheels with 265/35/18 Falken tyres

INTERIOR Harness brace with TRS driver’s seat harness, A-pillar pod with boost gauge, boost controller, turbo timer

EXTERIOR Full Varis wide body kit with custom vented front wings, custom Damd front bumper with carbon canards (the actual front bumper off the SVA Imports Time Attack Evo), Voltex rear spoiler, carbon-fibre bonnet, carbon-fibre vortex generator, carbon-fibre side skirts and rear bumper extension, carbon-fibre mirrors, vented rear bumper, one-piece headlights, carbon Evolution badge, painted custom red

out from the crowd and being a painter by trade, Jonathan spent a long time mulling over the choice of colour. ‘It was silver originally, but I thought that’d look too subtle with the aggressive bodykit and aero, so I eventually went for this red. It’s a commercial colour, so you won’t see it on another car.’ The deep red hue really suits the angular lines of the Evo and is complemented perfectly by the carbon-fibre additions, of which there are many. Starting at the front there are the aforementioned canards, which lead you to the side skirts, mirrors and then that huge high level GT rear wing. ‘Once the kit had been fitted, I thought the rear bumper looked a bit too standard, so I cut it out and added the black vents, one on each side.’ They certainly add to the Time Attack theme and tie the rear in with the rest of the car. Although the kit fitted as it should, when it came to the wheels, some custom fabrication was required. ‘The wheels I had on it were lost with the wide arches, so I got hold of some 10.5x18in Japan Racing rims,’ says Jonathan. ‘The trouble was, they were so wide, that even with the firm Tein

coilovers, they caught on the inner arches, so I had to cut them back.’ This may have added to the workload, but to accommodate those gorgeous bronze wheels, it was more than worth the effort. ‘I didn’t want to run spacers and I had to have these alloys – the bronze contrasts really well with the red paint. I could have gone for black, but I think these work much better.’ We’d have to agree, and wrapped in 265/35/18 Falken rubber, they offer prodigious grip. Inside, things are a little more sedate. There’s a harness bar in the rear so that the driver’s seat harness can be secured and there’s a turbo timer and A-pillar gauge pod. Aside from that it’s stock Evo V kit. However, Jonathan has plans. ‘I don’t want to turn it into some stripped out track car, as I plan to drive it on the road a lot. Castle Combe is my nearest circuit, so to head there for a show will take about two and a half hours – I don’t want to be sat on some uncomfortable fixed back buckets for that long!’ he laughs. So the plan is to fit some Cobra recliners and replace the worn steering wheel with a dished OMP item. Now, with an aggressive wide

arch kit and beefy 10.5x18in rims, you may expect this Evo to be making eye-watering power, but you’d be wrong. ‘At the moment, it’s on the stock turbo and only has a few engine upgrades,’ says Jonathan. ‘But I’ve got an Evo IX turbo which will be fitted by the time this feature comes out. Once mapped, it should be good for 380–400bhp, which is still plenty of grunt for a fast road and occasional track toy, especially when you factor in the kind of speed you can carry courtesy of the Evo’s awesome four-wheel drive system and rally-hewn suspension.’ From here, the next step will be to forge the engine in readiness for some serious power, but Jonathan fully intends to enjoy it for a good while before he starts taking it apart again. ‘It’s literally just finished and been detailed by my mate Ryan, so it hasn’t even been to a show yet,’ smiles Jonathan. ‘I’ll be putting it away for the winter, then come the spring I’ll be heading to as many shows as I can, including JDM Combe.’ So things may have got off to a shaky start with the rusted out Evo VI, but Jonathan has come back bigger and better with this wide arch V. JP

THANKS Ryan at One Stop Automotive for the detailing, Steve the gaffer at work, Paul Howard at JDM Garage, and to my missus for being patient

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THE SILVER BULLET

WHEN YOU WORK WITH HIGH-PERFORMANCE SUBARUS EVERY DAY AND HAVE A GROWING COLLECTION OF VALUABLE ONES AT HOME, WHAT DO YOU DRIVE AT THE ‘RING? THIS EXPLOSIVE 560BHP GRB STI OF COURSE... WORDS: DAN GOODYER

PICS: DAN SHERWOOD

hirty-six-year-old Ian Leedham isn’t your average Subaru Impreza WRX owner. He’s a complete, die-hard Subaru nut with an enviable collection of cars, including this stunning trackday weapon. ‘It’s not a daily driver,’ confirms the cheerful director of Pole Position UK Sales, the high-performance Subaru specialists based in the West Midlands. He smiles: ‘It’s far too much fun to be driven slowly…’ Ian has to ‘make do’ with a Range Rover for commuting duties, but his super-secret lock-up hideaway (otherwise known as his garage) contains a few motors that are much more interesting. ‘I’ve got the

hatch, an RB320, a Prodrive P1 and a couple of other Subaru project cars, too. As I’ve got older and a bit more financially secure, I’ve invested in some models that are going up in value. To my mind it’s the best of both worlds; you can’t enjoy money when it’s sitting in a bank, can you? I get a real kick out of these cars. I’ve tried buying other high-performance cars, but I always end up back in a Subaru. There’s something very unique about the way they drive...and the way they sound!’ It was about four years ago that Ian decided he needed a track car. He didn’t fancy the idea of putting a dent in one of his investments (literally), by

burying it into a tyre wall. So he jumped at the chance of buying this 2010 Subaru Impreza WRX STi (GRB) when he found it for sale at a competitive price. It was a completely standard car. Calling it a blank canvas is a bit of a cliché, but to Subaru enthusiast Ian, that’s exactly what it was. Ian explains: ‘From the outset, I knew it was no good having a car that just looks pretty, it had to perform. I wanted to put together a car that I could push all day long without any issues. If it looks nice, that’s a bonus.’ It certainly does look nice, despite Ian’s focus on performance. He’s a self-confessed carbon-fibre

addict, too, which helps with both looks and performance, but we’ll get to that shortly. ‘The standard car was fine,’ remembers Ian. ‘It was quick, refined, handled well…but you always get used to the power, don’t you? So I found myself wanting more. Of course, I was looking forward to getting behind the wheel on some trackdays but building the car was also good for the business. It’s a great way to show our customers, who are also our friends, what we can do at Pole Position UK.’ The short description for that is ‘pretty much everything’. The Pole Position UK team can take on anything from a simple

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service to a full engine rebuild, which makes it surprising that Ian decided to order a readybuilt engine from Cosworth for the project. ‘It was just a matter of time,’ he explains. ‘I was so eager to get the car built and start enjoying it, and we were so busy with customer builds, that it just made sense. Having said that, I know the lengths Cosworth go to – their process for choosing the right engine block to start with is meticulous. I think the final bill came to around £10,000 and we could probably have built a biggerspec engine for less money ourselves...but I’ve no complaints.’ Ian points out the standard

engine pulled well enough but is known to be quite weak when you start tuning it, hence the need to start with a fully-forged block. It’s the solid basis around which the rest of the car is built. It’s still a 2.5-litre powerplant, but now it has forged Cosworth con-rods and pistons, attached to a nitrided OE STi crankshaft. The process of nitriding hardens the metal, making it more resilient. Cosworth also supplied the cylinder heads, which feature the firm’s own unique porting, cams and 14mm head studs. Air is fed into the engine via a Cosworth inlet manifold with Tumbler Generator Valve (TGV) deletes. These pesky butterfly

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valves are designed to help with cold idle emissions but can fail and cause limp mode, or in more extreme cases break off completely and damage the engine. So they’ve been removed from the equation. Among the supporting upgrades that include a Hyperflow front-mounted intercooler, Trust GReddy 3in exhaust and a custom breather system, lies the star of the show. A custom Garrett GTX3076R in a rotated setup, because space is tight. This spins up to 1.6 bar of boost in regular operation (approx. 23psi) to give 500bhp on Shell V-Power super unleaded. No methanol, no water injection, no

nitrous. Just straight-up boost creating a wave of torque as the revs rise in each gear. It’s worth pointing out the fuel upgrades, too. Braided Teflon hoses feed a pair of Cosworth fuel rails housing 1000cc DeatschWerks fuel injectors. Not only do the braided lines look great but they reduce the chance of any leaks or drops in fuel pressure, which is monitored by that Turbosmart gauge sitting proudly at the back of the bay. Everything is controlled by the original STi ECU with adaptations made by Andrew Carr. He regularly maps Pole Position cars and has tweaked Ian’s car using EcuLabs

software. This method is costeffective and retains all the benefits of the OE cold-start, knock protection, etc. That said, Ian has recently bought a Syvecs ECU to take things to the next level in the very near future… ‘We have wound it up to 560bhp before,’ claims Ian, ‘...but I like to keep it at 500bhp to give the engine a bit of headroom.’ Power figures get thrown about and exaggerated all the time. We live in a world where every Nissan GT-R seems to have 1000bhp, so it’s easy to get caught up in it all and lose

track of how much grunt 500bhp really is. That’s supercar power in a five-door hatchback! All that force is pushed through a six-speed Driver Controlled Centre Differential (DCCD) gearbox, which helps transfer power to the wheels with the most traction. Interestingly, Ian has removed an aftermarket quickshifter that he initially fitted to the car, as he was continually having problems engaging third gear. Now he’s gone back to the STi shifter the problem has gone away. Grip is provided by

235/40/18 Nankang NS-2R rubber at each corner, wrapped around 9.5x18in Japan Racing JR11 alloy wheels. Ian explains: ‘I chose these wheels because the concave spokes look aggressive, and the low offset fills the arches properly. I feel the style of the JR11s really suits the chunky shape of the hatch, too.’ Ian has exaggerated the muscular STi bodywork with some carefully-chosen modifications. We love the look of the car at the rear in particular. Ian points out the standard STi spoiler is fairly

SEEING RED

IF YOU CATCH SIGHT OF IAN’S WRX ON TRACK AT ANY POINT IN THE FUTURE, IT MAY LOOK A BIT DIFFERENT. ‘I’VE GOT A SET OF RED WHEELS FOR THE TRACK,’ SMILES IAN. ‘THE TYRES ARE EXACTLY THE SAME BUT THEY’RE SLIGHTLY NARROWER 8.75X18IN XXR 527S AND THE CAR DOES FEEL A BIT MORE AGILE. I LIKE THE RED WHEELS BECAUSE IT SIGNIFIES THE CAR IS IN TRACK MODE.’

small, so he’s replaced it with an upswept Varis carbon-fibre item. This works really well with the Chargespeed carbon-fibre lip kit that underlines the four exhaust tailpipes. It looks purposeful, like an enhanced version of the original STi

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‘THE SUBS CAN BE REMOVED TO REDUCE WEIGHT ON TRACK’

concept, rather than ‘I’ve chucked a load of aftermarket bits at my car’. The same is true at the front, although Ian couldn’t bring himself to paint the Seibon carbon-fibre bonnet or indeed the matching front grille. The Chargespeed lip kit provides just enough extra muscle to bulk up the factory STi bumpers. However, the rarest modification is on the roof. It’s a genuine Spec-C roof-vent that has been cut out and grafted in place to give this STi a flavour of its rally car heritage. Ian adds: ‘I only know of one other hatch with a Spec-C roof vent

and I think I was the first to do it.’ For a relatively minor detail, it’s amazing how much impact the vent has. For a car that is primarily used on track, with the occasional bit of fun on the road, the interior is extremely tidy. You can’t ignore those leather and Alcantara Recaro seats. It’s unusual to see a set of recliners rather than bucket seats in a track car, especially when they share the cockpit with a full rollcage as they do here. One of the main reasons Ian wanted to build the car is for trips to the ’Ring with friends, so the Recaros provide

a lot more padding and comfort for that long journey than lightweight race items, whilst still being bolstered enough to keep Ian and any passengers in place during the rollercoaster ride provided by the Green Hell. The flat-bottomed steering wheel is another interesting touch. Like most of the components on the car, it’s available to buy through Pole Position. It looks great and gives Ian a bit more leg room to boot. Talking of boot, Ian likes his tunes so there’s a box back there containing a pair of Rockford Fosgate subwoofers, along with his Sparco helmet.

Of course the box is removable, so he doesn’t have to lug the weight around when he’s on a hot lap of the Nordschleife. One of the most satisfying things about this build, apart from the immense power and performance of the car, is the red detailing that runs throughout. What started with the immaculate painted engine parts under the bonnet soon migrated to inside the car, too. The rollcage is covered in the same high-gloss red, which complements the STi logos and stitching on the seats and steering wheel, the gearknob, even the subs match!

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TECHSPEC ENGINE 2.5-litre, 4-cyl, 16v EJ25 ‘boxer’ engine built and supplied by Cosworth with forged pistons, forged rods and nitrided OE STi crankshaft, ported Cosworth cylinder heads and 14mm head studs, Cosworth camshafts, Cosworth inlet manifold with custom TGV deletes, Cosworth fuel rails, braided Teflon hoses, Turbosmart fuel pressure regulator, 1000cc DeatschWerks fuel injectors, custom rotated turbo setup with a custom Garrett GTX-3076R, Hyperflow frontmount intercooler with custom pipework, custom catch can setup, Mishimoto radiator, Trust GReddy stainless steel 3in exhaust system, resprayed engine bay with Kandy red painted detailing

POWER 500bhp @ 1.6 bar on Shell V-Power (560bhp on max. boost)

TRANSMISSION 6-speed DCCD manual gearbox, Exedy Hyper twin-plate clutch

SUSPENSION KW Variant 3 coilovers with adjustable top mounts, SuperPro alloy front lower arms with increased castor, SuperPro rear arms, SuperPro front and rear antiroll bars with SuperPro drop-links, full SuperPro bush kit

BRAKES 6-pot calipers from a Porsche GT3 with 360mm discs (front), OE STi 2-pot Brembo calipers with 298mm discs (rear), Brembo pads all round

WHEELS & TYRES 9.5x18in Japan Racing JR11 alloy wheels with 235/40/18 Nankang NS-2R tyres (fast road setup), 8.75x18in XXR 527 alloy wheels painted red with 235/40/18 Nankang NS-2R tyres (track setup)

EXTERIOR Seibon carbon-fibre bonnet, Seibon carbon-fibre grille, Varis carbon-fibre rear spoiler, Chargespeed carbon-fibre lip kit all round, genuine Spec-C roof vent adapted to fit

INTERIOR Optional STi Recaro leather and Alcantara seats, DAMD flat-bottom steering wheel, Cusco (Safety Devices 21) rollcage

That red theme spills out to the exterior, too. Each wheel has red anodised wheel nuts and red on the centre cap logo. Look behind the front wheels and there’s an even bigger chunk of the same Kandy red on a set of very special brake calipers. Ian explains: ‘They’re Brembo 6-pots from a Porsche GT3 that I took from a Type-25 I broke for parts. I removed an AP Racing setup to fit them and I’m amazed how much better the Brembos are. To be honest, the brakes were one of the first things I upgraded. For all the power the engine makes, I’m actually more interested in making sure it stops and handles properly. That’s why I went for the APs and then these GT3 Brembos, and why I’ve upgraded so much of the original STi suspension.’ The foundation of getting any suspension setup to move

and perform correctly is to ensure the bits that shouldn’t move don’t. So that means working with a stiff bodyshell, something that Subaru engineers sorted, and ensuring the bushes hold the various arms and anti-roll bars in place, something that Ian has sorted using SuperPro parts. He explains: ‘We have worked closely with the guys at SuperPro over the years, in fact we’ve even had our cars on their stand at shows, and for good reason – their products work. The build quality is obviously great, but it’s the way a set of their bushes and roll bars can turn a clumsy car into a giant-killer that gets me.’ Ian has gone one step further with this car, adding SuperPro alloy lower arms that reduce unsprung mass and add a bit of castor. All these supporting parts mean the KW

Variant 3 coilovers can really shine. They remain one of the go-to sets of coilovers for trackday drivers who still want acceptable levels of comfort when driving on the street. Which is exactly how you would sum up Ian’s car. It’s got loads of power and gets driven hard on the track. Indeed, Ian’s best ‘Bridge-toGantry’ time is an impressive 8-minutes 12-seconds, set on a tourist day despite some traffic getting in the way. However, the car wouldn’t look out of place at a show ‘n’ shine competition. It’s immaculately presented and, for the incredible performance it offers, it still retains far more comfort than most dedicated trackcars that are often stripped-out, noisy and harsh on the road. Combining the best of both worlds has put Ian’s WRX STi at the front of the grid. JP

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IN THE THIRD OF OUR MOTORSPORT-INSPIRED SERIES WE FOCUS ON DRAG RACING AND HIGHLIGHT THREE VERY DIFFERENT JAPANESE PERFORMANCE CARS YOU COULD BUY – AND TUNE – FOR THIS EXCITING AND HUGELY ACCESSIBLE FORM OF MOTORSPORT

GET INTO… DRAG RACING

hether it takes the form of illegal street racing, or organised and regulated motorsport, drag racing – in one form or another – has been around since the dawn of the motorcar. However, it first gained notoriety in Southern California back in the 1920s and 1930s, where rivals would duel headto-head on the beach. After the Second World War the sport moved onto Tarmac and in 1947 the Southern California Timing Association was formed with races timed properly, but over various different distances. The first official drag event, however, didn't happen until six-years later in 1953. It’s now arguably the most inclusive form of motorsport – with tens of thousands of amateur and professional competitors in the UK alone. And that’s because you don’t need any special equipment, and beginners can race in their factorystandard road car. The race distance has been standardised for a long time at a quarter of a mile, with electronic timing and speed sensing systems

used to record race results in the UK since the 1960s. In each race between two cars the first car to cross the white line is the winner, and in some events each winner then progresses to the next stage of the competition, until eventually only two cars are left – with the quickest winning the competition. But most people are simply looking to improve their last quarter-mile time, or terminal speed, and will pay for a number of runs. More recently a shorter 1000ft track has also been used in some drag race competitions – like Top Fuel dragsters and Funny Cars. But you don’t need a fire-breathing ride to take part, or a big budget for modifications – normal road cars are absolutely fine. And you don’t need much training to get started either. So, if you’ve had your fill of traffic light Grands Prix and fancy pitting your wits and reactions against others in a safe and controlled environment, then amateur drag racing could be the ideal motorsport for you.

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HOW CAN I GET INVOLVED? Most of the UK’s drag strips offer Run What Ya Brung (RWYB) days, aimed at street-legal cars, and these events are the perfect place to learn the art of drag racing, as well as asking the experts how and when to progress on to the higher classed events. ‘For beginners, Run What Ya Brung, public track days are an absolute must. You need little more than a road going vehicle and a driving licence to take part and they can be as simple or involved as you like,’ confirms Santa Pod’s James Forster. ‘Even helmets are only required for

those going 110mph+ which is a pretty serious speed in a 1/4 of a mile. We have all sorts of vehicles and driver experience levels running on track on any given day and, even if you're in a 1.0 litre hatchback, the chances are you won't be the slowest of the day.’ All that is required to take part is a valid driving licence. At the other end of the scale, high-end competitors in the Pro class of the Jap Drag Series regularly require wheelie bars, chassis checks and even parachutes on anything clocking over 150mph terminal speeds. A full rulebook covering the requirements for every class is available at www.japdragseries.co.uk/rules.php So how much does it cost? Well, a

RWYB event at Santa Pod will set you back £35. This includes a £10 entry fee and a £25 signing-on fee which allows you to run as many times as you can throughout the day. Advance signing-on can also be made if you live far away, and once you've mastered the basics, then the next step would be to compete in a series like the Jap Drag Series or Front Wheel Drive Drag Series. For that you first need a 'non race' MSA B licence that requires registration with the Motor Sport Association (www.msauk.org) and costs £34. And further down the line – if you are looking at a quarter-mile time of under 9.99 seconds, then a £45 chassis check will also need to be undertaken.

WHAT SHOULD I DO TO MY CAR? The quick answer is nothing at all – assuming you’re a complete beginner starting out with RWYB days. Just turn up in your daily driver, in completely standard factory spec and you can take part. You don’t need to do any tuning either, but do make sure your car is in good working order – so check all hoses, tyres, brakes, water and oil levels and suspension components. All racers will need sensible (closed toe) shoes and some long trousers, and eventually you may need a decent helmet, too. Make sure that your car is properly fuelled for the journey to the strip and plenty of runs and it’s wise to get rid of as much unnecessary weight in the car as possible – this can range from simply removing the spare wheel and tool kit to stripping the seats and interior out! Also make sure you take plenty of cash – for sundries and possible extra runs – and invest in a good tyre pressure gauge. Racers will experiment with different tyre pressures, which can drastically affect your quarter-mile times. Pumping up your tyres for example will reduce the rolling resistance, but also grip levels, whilst tyres will expand slightly as they get warmer and can slightly alter your gearing and axle ratio. Fitting slick tyres will clearly improve your times, but normal road tyres are fine for beginners. Before each run remember to turn off your car’s aircon, which robs the engine of a little bit of power, and although accidents are very rare, cars can break down. So, it’s wise to have an alternative way of getting back home in the back of your mind just in case you’re unlucky. All Japanese performance cars could be used for drag racing, but we’ve highlighted three of our favourite contenders and looked at how each one can best be prepared for repeated runs up the quarter-mile strip.

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DRAG RACING CLASSES/SERIES • RUN WHAT YA BRUNG RWYB IS OPEN TO ALL STREET-LEGAL CARS. JUST BRING YOUR ROAD CAR DOWN TO THE STRIP AND SEE WHAT SORT OF TIMES YOU CAN MANAGE. THE IDEAL STARTING PLACE FOR BEGINNERS • SPORTSMAN ET THE ENTRY-LEVEL CLASS IF YOUR CAR IS FACTORY STANDARD, OR JUST MILDLY MODIFIED. THE SLOWEST TIME TO FASTEST TIME ALLOWED IN THE CLASS IS FROM 30.0 SECONDS DOWN TO 12.0 SECONDS • JAP DRAG SERIES (REAR-WHEEL DRIVE/FOUR-WHEEL DRIVE STREET) STREET LEGAL CARS THAT RETAIN THE FULL OEM CHASSIS, BUT WITH HIGHLY-MODIFIED ENGINES. CARS RUN 12.5-SECOND QUARTER MILES OR QUICKER • FRONT WHEEL DRIVE DRAG SERIES STREET LEGAL FRONT-WHEEL DRIVE CARS FITTED WITH SLICK TYRES TO HELP GET THE POWER DOWN THROUGH THE FRONT WHEELS. CARS IN THIS CLASS ARE RUNNING AT LEAST 13.0-SECOND QUARTER MILES • JAP DRAG SERIES – PRO THE ULTIMATE PUMP-FUEL DRAG RACING, WITH SPECIALLY-DESIGNED DRAG CARS BOASTING BIG SLICK TYRES, LIGHTWEIGHT TUBULAR CHASSIS AND HUGE POWER. PRO CARS RUN A QUARTER MILE IN WELL UNDER NINE-SECONDS WITH THE FASTEST CARS CROSSING THE LINE WITH TERMINAL SPEEDS IN EXCESS OF 200MPH

USEFUL LINKS

WWW.RWYB.CO.UK WWW.JAPDRAGSERIES.CO.UK WWW.FWDDRAGSERIES.CO.UK WWW.MSAUK.ORG WWW.EURODRAGSTER.COM WWW.SANTAPOD.CO.UK WWW.CRAILRACEWAY.CO.UK WWW.YORKRACEWAY.ORG.UK

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CONTENDER NO. 1

TOYOTA SUPRA TWIN TURBO (1993 TO 2002)

Toyota’s rear-wheel drive MkIV Supra Twin Turbo is an obvious drag strip choice, with its 326bhp twin-turbo 2JZ-GTE engine and rear-wheel drive setup. Launched in Japan in 1993 and packing sequential turbos, performance is impressive across the rev range and official UK models came with a six-speed manual and an optional four-speed automatic transmission. Both were well equipped with a limited-slip differential,

traction control, a large rear spoiler, five-spoke alloy wheels, cruise control, electric heated front seats and leather upholstery. Official UK imports ceased in 1996 but production for Japan continued until 2002, with a minor facelift in 1998 which included an uprated VVT-i engine. Japanese models came in a variety of different specs, so it’s best to consider each car as totally unique and check the spec closely. The pre-facelift

UK model is the highest spec of all but is rare and pricey – especially the sought-after manual – whilst the GZ model is the highest spec import version. The straight-six engine is over-engineered and has a great reputation for durability and there is really no need to tune the Supra TT further for drag racing – even factorystandard models cover the standing quarter in around 13.3 seconds.

BUYING AND TUNING FOR DRAG RACING Prices for the finest examples are rising at the moment, with £13,000 a realistic starting point for a Twin Turbo Supra. Rare manuals (which can deal with close to 1000bhp with some fine tuning) are more sought after, with UK examples going for £30,000-plus; but the factory automatic transmission is good for over 500bhp and can be

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TOYOTA SUPRA BUYING TIPS • Look out for any signs of accident damage and rust and ensure that the chassis number VIN plate includes 2JZ-GTE. Check the wheels and tyres closely • Warped dashboards are common on imports and check all electrics (including the sunroof, mirrors, central locking, air conditioning, windows and seats) work properly • Engines are good for 200,000 miles or more if properly looked after, whilst replacement turbos can be as little as £600. Look out for leaking valve stem, or turbo seals – and perished engine mounts • Clutches on manual ’boxes used for drag racing will wear out quickly, whilst the auto transmission needs regular servicing. The rear differential is able to handle nearly twice the normal power output • Suspension dampers, bushes, gearbox mounts and engine mounts all perish with age, and check the brake discs for any signs of rust, scoring or warping

USEFUL CONTACTS

WWW.MKIVSUPRA.NET WWW.MKIVSUPRAOWNERSCLUB.COM WWW.GARAGEWHIFBITZ.CO.UK WWW.SRDTUNING.COM WWW.FENSPORT.CO.UK

upgraded to deal with higher power outputs. The auto ’box is also great for drag racing. The JDM factory-fitted Bilstein suspension is fine for the strip, too, but if you’re thinking of fitting an alternative TOYOTA SUPRA (UK MK4) TWIN TURBO ENGINE MAX POWER MAX TORQUE TRANSMISSION MAX SPEED 0-60MPH

2997cc in-line six 326bhp at 5600rpm 325lb ft at 4800rpm 6-speed manual/4speed auto 155mph (limited) 4.9secs (auto 5.1secs)

setup, stick to those offering adjustable height and bump/rebound settings. And as your experience increases you can look to add further mods, with a plethora of experienced Supra tuners like Garage Whifbitz happy to help. ‘The Toyota Supra is one of the most highly tuneable cars on the planet,’ enthuses Managing Director Paul Whiffin. ‘And we have a huge amount of experience on Supras and the 2JZ engines – we have been

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specialising in them since the year 2000.’ In that time Whifbitz have built countless big-power Supras, including their company demonstrator, which currently produces 1336bhp! Give careful consideration to the best tyre, wheel size and tyre pressure choices for drag racing, too, and you take a holistic approach to any further modifications, as Lee Perryman, at Supra Racing Developments emphasises: ‘Research, a clear plan and

confidence are all key when trying to build your perfect Supra. Costs can easily spiral so decide on a budgeted plan and stick to it.’

JP CLASS RATING POWER: ACCELERATION: CONTROLLABILITY: TUNEABILITY: COSTS: OVERALL CLASS RATING:

CONTENDER NO. 2

NISSAN SKYLINE GT-R R32 (1989 TO 1994)

Any GT-R will make a great drag strip ride, but the R32 Skyline also boasts significant retro charm, and is now an appreciating classic. As drag racing is a low-risk motorsport your investment should be pretty safe – so you could have some serious fun in your R32 for a few years and still sell it on for a profit. Designed to compete in Group A Touring car races Nissan’s R32 Skyline GT-R was

launched in 1989, and its 276bhp RB26 2.6-litre straightsix twin-turbo engine was a revelation at the time – the real power output was well known to be a good deal higher. Never officially imported into the UK the R32 is lighter and more nimble than later incarnations, making it a better starting point for drag racing, whilst the four-wheel drive system maximises launch grip. Factory-spec cars top out at

156mph, with sixty dispatched in around 5.6 seconds. And the car’s aerodynamics are pretty decent, too, considering its boxy body shape. A five-speed manual transmission was standard, along with four-wheel steering, and as with any other classic car the R32 does need regular fettling, and you would be wise to seek out a cherished example before parting with your cash.

BUYING AND TUNING FOR DRAG RACING Prices have risen sharply over the last year or two but a budget of around £15–20,000 should suffice, and to begin with you won’t need any modifications: ‘The standard engine on an R32 Nissan Skyline GT-R produces close to 300bhp,’ confirms Dave

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NISSAN SKYLINE GT-R (R32) BUYING TIPS • Listen for any knocking from the engine. Services are due every 6000 miles, with a new timing belt every 48,000 miles or every five years • Inspect the whole car closely for rust – especially the rear wheel arches, boot lid, inner wings and under the body • Brakes take a real hammering so check the pads and discs carefully. And look out for any slippage in the clutch • The gearbox is tough, but replacing worn synchros is expensive – as are any repairs to the four-wheel steering system • R32 suspension components deteriorate with age – rear rack and track rod ends are especially prone to wear

USEFUL CONTACTS

WWW.GTR.CO.UK WWW.ABBEYMOTORSPORT.CO.UK WWW.THEGTRSHOP.COM WWW.PLANSPERFORMANCE.COM WWW.RBMOTORSPORT.CO.UK

Warrener of the GT-R Heritage Centre. ‘But 1000bhp is obtainable. The standard twin turbos have ceramic turbine wheels, so there’s little lag, but the bigger horsepower cars tend to go to for a single turbo and lots of lag.’ NISSAN SKYLINE GT-R (R32) ENGINE MAX POWER MAX TORQUE TRANSMISSION MAX SPEED 0-60MPH

2568cc 276bhp at 6800rpm 260lb ft at 4400rpm 5-speed manual 156mph 5.6 seconds

Bear in mind that launching all that power will eventually put pressure on the four-wheel drive transmission. Eventually, if you become bitten by the drag racing bug, you might want to consider switching to a rearwheel drive GTS setup instead. ‘And of course, you need to add some sticky tyres,’ adds Mark at Skyline GT-R specialists RB Motorsport. ‘You’d also be wise to strip and lower the car as much as

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possible,’ points out Mark Gillam at Abbey Motorsport. ‘And remove any unnecessary items from the car, too.’ Engine-wise most owners fit an aftermarket exhaust system, electronic boost control and a re-mappable ECU. Add a racing cat, together with a front pipe, a panel filter, uprated spark plugs, a metal head gasket and you’ll see around 430bhp. Bigger injectors, an uprated

fuel pump, and a larger intercooler should take this to around 460bhp, but beyond that you’ll need forged pistons.

JP CLASS RATING POWER: ACCELERATION: CONTROLLABILITY: TUNEABILITY: COSTS: OVERALL CLASS RATING:

CONTENDER NO. 3

HONDA CIVIC TYPE R EP3 (2001 TO 2005)

A front-wheel drive car might not seem the ideal choice for drag racing, but the FWD Jap Drag Series is actually one of the most popular classes in the UK. And the EP3 Type R can be bought for a fraction of the cost of many other alternatives. Street legal frontwheel drive cars are fitted with slick tyres to help get the power down and, with EP3 prices starting at just £2500, you can afford to spend quite a bit on modifications and still stay

within a sensible budget. Launched in 2001, the EP3 came with a 197bhp 2.0-litre K20 VTEC engine and a new, slick, dash-mounted manual gear-change, 17in dark-grey alloy wheels, front and rear spoilers, a mesh front grille, front and rear strut braces, and ventilated disc brakes with ABS and EBD. And in factory trim an EP3 hits 62mph in 6.6 seconds. A limited-slip diff wasn’t standard, though. 2004 saw the launch of a

30th Anniversary limited edition of 300 cars sporting tinted rear windows, red Recaro seats, a Momo steering wheel and air conditioning, whilst the facelifted 2004 model – thanks to a lightened flywheel and ECU tweaks – delivered improved throttle response and increased driveability. A run-out Premier Edition Type R followed in 2005 with tinted rear windows, red Recaro seats, a leather Momo steering wheel and red carpets and door inserts.

BUYING AND TUNING FOR DRAG RACING Despite that FWD setup, if you add some slicks you can have some serious fun. Neil Holden, Technical Director at Type R gurus TDi North Ltd recommends you should play around with tyre pressures to start with: ‘Raise the rears to about 40psi to reduce the rolling resistance and lower the fronts to about 20psi (on normal

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HONDA CIVIC TYPE R EP3 BUYING TIPS • Look closely for any signs of accident damage, holes in the radiators, rusty wheel arches or boot hinges and corroded alloys • Alarms can play up and owners also report malfunctioning fuel gauges, worn window seals and tired air conditioning units • Regular servicing is a vital prerequisite for long engine life. Look out for any signs of oil leaks, misfires, any lack of power and heat shield rattles • Clutches do wear out and ensure the gearbox works smoothly. A knocking sound through the steering wheel at full lock could indicate a new steering rack is needed • Rear suspension arm bushes and drop-links do fail – causing knocking sounds from under the car, and check that there isn’t any squealing, grinding or pulling to one side caused by warped brake discs

USEFUL CONTACTS

WWW.CIVICTYPE-R.CO.UK WWW.TYPE-R-OWNERS.CO.UK WWW.TDI-NORTH.COM WWW.CPLRACING.CO.UK WWW.TTS-PERFORMANCE.CO.UK WWW.EURO-SPEC2000.CO.UK

road tyres) to increase the size of the contact patch,’ he suggests. ‘Just remember to reset the pressures before you drive home!’ Weight is your enemy – so if HONDA CIVIC TYPE R EP3 ENGINE MAX POWER

1998cc 4cyl 197bhp at 7400rpm (JDM 212bhp at 8000rpm) MAX TORQUE 145lb ft at 5900rpm (JDM 149lb ft at 7000rpm) TRANSMISSION 6-speed manual MAX SPEED 146mph 0-62MPH 6.8 seconds

it’s not bolted down, then throw it out. ‘There is a good chunk of weight in the passenger seat,’ Neil points out. ‘And before you say: ‘But my mate wants to see what it does,’ he can watch from the stands – because he is only weighing, and slowing, you down!’ You should add a good coldair intake and a decent exhaust before you start chasing power figures, and Neil feels a remap is worth it, too: ‘There is so much to be gained from a good

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map on these little cars, with a stock car we can see around a 40bhp increase in the midrange alone, which will transform the way the car drives day to day but also improve your times down the strip no end.’ We can also increase the rev limit, add a shift light and launch control – which can only be good for drag racing.’ Regularly hit the strip with a forced induction EP3, however, and you will rapidly start to have issues with the

driveshafts, differential, gearbox and clutch. Many thanks to James Forster at Santa Pod www.santapod.co.uk) for assistance with this feature.

JP CLASS RATING POWER: ACCELERATION: CONTROLLABILITY: TUNEABILITY: COSTS: OVERALL CLASS RATING:

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10 MINUTE TECH BUSHES EACH MONTH WE QUIZ A SPECIALIST WITH 10 QUICKFIRE QUESTIONS ABOUT A PRODUCT TO GIVE YOU THE KNOWLEDGE YOU NEED TO NOT ONLY MAKE THE RIGHT DECISIONS WHEN IT COMES TIME TO UPGRADE, BUT ALSO TO HAVE THE AMMUNITION TO IMPRESS YOUR MATES AT YOUR NEXT MEET. THIS MONTH WE SPEAK TO POLYBUSH TO GET THE LOWDOWN ON BUSHES…

1. WHAT IS A BUSH AND WHAT DOES IT DO? A BUSH ACTS AS THE JOINING POINT BETWEEN DIFFERENT SUSPENSION PARTS. THEY TEND TO BE RUBBER OR POLYURETHANE AND OFFER BOTH SHOCK ABSORPTION AND RIDE COMFORT – THEY ALSO ACT AS A BUFFER BETWEEN TWO METAL COMPONENTS, PREVENTING ANY METAL-ONMETAL DAMAGE

2. ARE ALL BUSHES THE SAME?

NO, FAR FROM IT! BUSHES COME IN MANY DIFFERENT SHAPES, SIZES AND DEGREES OF HARDNESS, DEPENDING ON THE APPLICATION, WITH A CHOICE OF MATERIALS AVAILABLE TO SUIT THE INDIVIDUAL REQUIREMENTS. SOME ARE SIMPLE ONE-PIECE ITEMS WHEREAS OTHERS CAN FEATURE STEEL INSERTS FOR ADDED STRENGTH

3. WHAT ARE THEY MADE OF?

OEM BUSHES TEND TO BE MADE OF RUBBER; THIS IS LARGELY DUE TO ITS RELATIVELY LOW COST. OTHER BUSH MATERIALS DO OF COURSE EXIST SUCH AS NYLON AND POLYURETHANE – THOUGH NOT ALL BUSHES MADE FROM THE SAME MATERIAL ARE OF THE SAME QUALITY

4. HOW DO AFTERMARKET BUSHES DIFFER TO OEM ONES?

POLYURETHANE MATERIAL IS LARGELY UNDERSTOOD TO BE THE BEST MATERIAL FOR BUSHES, THE ONLY REASON IT IS NOT USED AS OEM IS COST, SO OF COURSE COST IS ONE DIFFERENCE, HOWEVER POLYURETHANE BUSHES ALSO RETAIN THEIR SHAPE AND FEEL, KEEPING THE VEHICLE GEOMETRICALLY ALIGNED WITH BETTER BRAKING AND REDUCED TYRE WEAR. AFTERMARKET BUSHES ALSO ALLOW A DESIGNER TO LOOK FOR THE BEST DESIGN, NOT JUST THE CHEAPEST OPTION. THIS CAN BE SOMETHING AS SIMPLE AS MAKING THE BUSHES IN A TOP HAT DESIGN TO ENSURE AN EASY AND QUICK FIT, OR VOIDING A BUSH TO ALLOW FOR BETTER SUSPENSION MOVEMENT

5. WHY, OR WHEN, WOULD YOU NEED TO UPGRADE YOUR BUSHES?

PEOPLE UPGRADE THEIR BUSHES FOR MANY REASONS, THE MOST COMMON BEING A RUBBER BUSH FAILING ON AN MOT, HOWEVER, ANOTHER POPULAR REASON TO CHANGE IS TO UPGRADE THE HANDLING AND PERFORMANCE OF THEIR VEHICLE TO GIVE A NOTICEABLE DIFFERENCE IN HANDLING, RIDE AND CORNERING. IT’S ALWAYS WORTH CHECKING YOUR BUSHES AND CONSIDERING REPLACEMENTS WHEN YOU ARE MAKING OTHER SUSPENSION UPGRADES, AS NOT ONLY WILL ANY SUSPENSION COMPONENTS WORK BETTER WITH UPRATED BUSHES, BUT IT WOULD ALSO MEAN YOU COULD FIT THEM AT THE SAME TIME, REDUCING LABOUR AND COSTS, RATHER THAN DOING THEM SEPARATELY

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BUSHES 10. OTHER THAN ENSURING YOU GET THE RIGHT BUSHES FOR YOUR APPLICATION, WHAT ARE THE MOST IMPORTANT THINGS TO LOOK OUT FOR WHEN BUYING UPRATED BUSHES?

ALWAYS BUY FROM A REPUTABLE MANUFACTURER: IF THE PRICE LOOKS TOO GOOD TO BE TRUE IT PROBABLY IS, AND MAKE SURE YOU ARE BUYING A GENUINE PRODUCT AND NOT A CHEAP COPY. HERE AT POLYBUSH WE TALK TO A LOT OF PEOPLE WHO HAVE PROBLEMS WITH BUSHES BECAUSE THEY ARE NOT GENUINE AND HAVE TO REPLACE THEIR BUSHES A SECOND TIME RESULTING IN EXTRA COSTS. YOUR SUSPENSION IS WORTH INVESTING IN NOT ONLY FOR COMFORT AND TO INCREASE PERFORMANCE BUT ALSO FOR THE SAFE HANDLING OF YOUR VEHICLE

9. ARE THERE ANY DOWNSIDES TO UPRATED BUSHES?

THE ONLY DOWNSIDES OF POLYURETHANE BUSHES COME FROM POOR MANUFACTURING OR DESIGN. FOR EXAMPLE, POOR QUALITY INJECTION MOULDED BUSHES DETERIORATE IN THE SAME WAY AS RUBBER DUE TO THE LOW-QUALITY POLYURETHANE USED. WHERE A HIGH GRADE, DEGASSED POLYURETHANE IS USED IN AN OPEN CAST MOULD AND THEN FOLLOWED BY A CURING PROCESS, SUCH AS THOSE MADE BY POLYBUSH, THE RESULTS ARE FAR SUPERIOR AND GIVE THE DESIRED RIDE, HANDLING AND LONGEVITY. POORLY DESIGNED BUSHES CAN LEAD TO A HARSHER RIDE AND INCREASED NOISE AND VIBRATION, NOT THE INTENDED RESULT YOU WANT AFTER ALL YOUR HARD WORK FITTING THEM. AS WITH ANYTHING IT IS WORTH INVESTING A LITTLE MORE TO FIT POLYBUSHES AT THE INITIAL STAGE AND THEN ENJOYING THE RESULT AND NOT WORRYING ABOUT HAVING TO CHANGE THEM AGAIN IN THE NEAR FUTURE

8. WHAT OTHER MODS SHOULD YOU CONSIDER WHEN UPRATING BUSHES?

6. HOW IMPORTANT IS THE TYPE OF BUSH MATERIAL?

MATERIAL PLAYS A BIG PART IN THE PERFORMANCE AND LONGEVITY OF BUSHES AND CAN DRAMATICALLY CHANGE THE RIDE AND HANDLING OF YOUR VEHICLE. A GOOD QUALITY, CAST POLYURETHANE BUSH HAS THE SAME DAMPING EFFECT AS A RUBBER ITEM, SO THERE IS NO INCREASED NVH (NOISE VIBRATION, HARSHNESS), BUT THE POLYURETHANE LASTS FOUR TO FIVE TIMES LONGER THAN THE RUBBER EQUIVALENT. WITH THAT SAID, MANUFACTURERS SHOULD ALWAYS TEST BUSHES IN RELATION TO THE CAR THEY ARE BEING MANUFACTURED FOR, AS THE HARDNESS OF THE SUSPENSION BUSHES CHANGES FROM VEHICLE TO VEHICLE AND THIS MUST BE TAKEN INTO ACCOUNT

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7. WHAT CAUSES FACTORY BUSHES TO FAIL? DO AFTERMARKET BUSHES SUFFER THE SAME FATE?

A LEADING CAUSE OF OEM RUBBER BUSH FAILURE IS COMPRESSION SET WITH THE BUSHES GRADUALLY DEGRADING, SPLITTING AND NOT BEING ABLE TO RETURN TO THEIR ORIGINAL STATE. RUBBER BUSHES IN A COMPRESSED STATE RESULT IN POOR HANDLING, AN UNCOMFORTABLE RIDE AND INCREASED TYRE WEAR. POLYURETHANE BUSHES LAST LONGER BECAUSE THEY DON’T SUFFER FROM THE COMPRESSION SET SEEN IN RUBBER BUSHES – POLYURETHANE WILL ALWAYS RETURN TO ITS ORIGINAL SHAPE NO MATTER HOW MANY POT HOLES OR SPEED-BUMPS YOU SUBJECT THEM TO

AS RUBBER BUSHES TEND TO BE THE WEAK LINK IN SUSPENSION BY DESIGN, THEY TEND TO NEED CHANGING A LOT SOONER THAN THE SURROUNDING COMPONENTS. WITH THIS IN MIND ALL AFTERMARKET BUSHES SHOULD BE MADE TO BE COMPATIBLE WITH THE OEM SUSPENSION, SO NO OTHER MODS ARE NECESSARY. IT IS A COMMON MISCONCEPTION THAT CHANGING SUCH A SMALL PIECE OF THE CAR CAN’T MAKE A NOTICEABLE DIFFERENCE; IN FACT, IT CAN MAKE A SUBSTANTIAL DIFFERENCE IN REGARDS TO RIDE, HANDLING AND EVEN TYRE LIFE AND IS SOMETHING THAT WILL FORM A MUCH MORE STABLE BASIS FOR ANY FUTURE SUSPENSION AND HANDLING UPGRADES SUCH AS COILOVERS, ANTI-ROLL BARS, SUSPENSION ARMS AND ALIGNMENT PRODUCTS

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JAPSTUFF + BRINGING YOU THE HOTTEST NEW PRODUCTS ON THE JAPANESE TUNING SCENE Every month we bring you the latest and greatest products on the Japanese tuning scene. We always showcase a 'Red Hot' product at the front of the

section and also highlight the ‘must-have’ products at either end of the budgetary scale. This way you can decide whether to

save your pennies to afford the 'Big Spender' or simply splash a little spare pocket change on the more affordable 'Chump Change' product. Enjoy!

T O H RED UCT PROD

JVC KW-M745DBT DIGITAL MEDIA RECEIVER JVC has long been recognised as one of the world’s leading manufacturers of in-car entertainment systems. Further galvanising its reputation for excellence, the firm has released details of a killer new range of multimedia products. Kicking off the proceedings is the KW-M745DBT digital media receiver. A slick double-DIN system loaded with Apple CarPlay and Android Auto, this greatlooking bit of kit comes complete with a 6.8in touchscreen enabling quick and easy user input. Furthermore, following the recent launch of Apple’s iOS12 operating system, Google Maps has been bundled with CarPlay, adding to the KW-M745DBT’s already impressive list of features. This is fantastic news, enabling owners of Japanese

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cars equipped with this new JVC offering to take advantage of what has long been regarded as the ‘go to’ navigation app. When it comes to connectivity, the KWM745DBT is super-impressive. For a start, there’s automatic pairing with iPhone and Android smartphones. Bluetooth functionality allows for handsfree calling and access to your lists of contacts, plus the technology enables the user to stream and control audio from a mobile device. Spotify integration is seamless. Simply connect to the music streaming service by hooking up your compatible device via USB. Speaking of which, the KW-M745DBT’s USB connection doubles up as a 1.5amp charging point, ensuring your smartphone’s battery remains full of life whilst you’re on the move.

One of the KW-M745DBT’s best features is its short-body chassis design. In simple terms, this means the unit is smaller and requires less depth than traditional doubleDIN hardware. It takes up far less room behind your car’s dashboard than you might expect, making it ideal for Japanese sports cars where cabin space is tight. Well done, JVC! You’ve done it again! Price: TBC Contact: uk.jvc.com

JAPSTUFF + PC SPECIALIST RACING SIMULATORS PC Specialist is Britain’s leading bespoke laptop and desktop computer manufacturer. The company has combined its expertise in the field of computing with the skills of performance exhaust maker, Milltek Sport, and BTCC team, Power Maxed TAG Racing, to deliver a professional racing simulator frame designed, developed and hand-finished in the UK. With options for single or multi-monitor setups, high quality components are designed to deliver the best virtual racing experience. A choice of three different Cobra racing seats are available to order with each rig, which come with the option of peripherals from sim-racing equipment manufacturer, Fanatec Racing. These certainly aren’t the cheapest setups around, but finance deals are available. Price: Varies Contact: pcspecialist.co.uk or call 0333 011 7000

WIPAC LED HEADLIGHTS Designed to replace any existing round headlight measuring seven inches in diameter (e.g. classic Datsun Z-cars), these fantastic LED headlights from Wipac follow an exclusive design and manufacturing process to ensure unrivalled illumination. Fully E-marked and road legal in the UK and mainland Europe, each intense white lighting upgrade is sold as a package comprising a pair of headlights with halo sidelights and a choice of black or chrome bodies. Shipped in an attractive retail pack, Wipac’s offering is available for order with immediate effect from the website of automotive accessories retailer, First Four. Price: £429 Contact: firstfour.co.uk or call 01404 891121

MAZDA: ROTARY-ENGINED CARS

RICHBROOK DISCARNECT BATTERY IMMOBILISER The Discarnect battery immobiliser from automotive accessories giant, Richbrook, allows you to efficiently disconnect your car’s battery with the minimum of fuss. Simply unscrew the product’s black control knob! Discarnect comes supplied with a fuse link, allowing low level current to pass to alarms, radios and clocks, but not enough current required for ignition. If the fuse isn’t fitted, then all power can be connected or disconnected each time you hop in or out of your car – ideal for those who want to avoid the battery going flat on their laid-up Japanese sports car. Suitable for all battery types with either square or round post terminals, Discarnect can be installed in minutes and is offered at a pleasing price point. Price: £9.95 Contact: richbrook.co.uk or call 01328 862387

RECOMM ENDED

READ

Author, Marc Cranswick, takes us on a journey through the history of rotaryengined Mazdas, from 110S to RX-8. An amazing story of how a small Japanese car maker remained independent yet managed to achieve mainsteam global success using an unorthodox engine design, this 192-page hardback features more than 230 images highlighting the fast-road and motorsport achievements of rotary racers around the world. Interestingly, the book takes a look at Mazda’s struggle with emissions legislation and fuel economy as it battled to keep rotary power on the road. This terrific tome also includes a guide showing how you can tell rotary clones apart from the real deal. Price: £40 Contact: veloce.co.uk or call 01305 260068

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OBP MOTORSPORT PEDAL BOXES OBP Motorsport is Europe’s first name in race car bias brake pedal box assembly solutions. The British company has worked closely with race teams all over the world to ensure its excellent pedal boxes offer drivers the highest level of front to rear brake bias adjustability. Each pedal box is fabricated with lightened steel pedals and oil impregnated spherical bushes to ensure longevity and efficiency, and you can rest assured the guys at OBP are die-hard petrolheads with their own colourful racing backgrounds. These really are the bee’s knees of pedal boxes, promising hassle-free installation and a range of fitments, including a solution designed specifically for Japanese applications, including Imprezas, Silvias, Skylines, Supras, Evos and many more. Cable accelerator and drive-by-wire options are available, as are alloy master cylinder covers, heel rests and brake hose bundles. Price: From £360 Contact: obpltd.com or call 01487 812301

EVANS WATERLESS COOLANT Since the 1930s, engine coolants have been based on a mixture of water, ethylene glycol (antifreeze) and corrosion inhibitors. These mixtures have inherent physical and chemical limitations, they can adversely affect engine performance and, worse still, can lead to the premature failure of highoutput powerplants. Indeed, according to the British Testing Council, ‘up to sixty per cent of engine failures can be attributed to faults relating to cooling systems.’ Evans Waterless Coolant represents a major step forward in engine cooling technology. The product offers a boiling point above 180°, which effectively eliminates overheating, boil after boil. Low vapour pressure eradicates the danger of scalding and encourages reduced strain on engine components. Water contains oxygen and acts as an electrolyte, which leads to corrosion. Evans claims its product eradicates this source of engine damage at the same as reinstating bhp lost through poor combustion as a

consequence of underperforming traditional coolants. Furthermore, Evans Waterless Coolant is proven to reduce liner pitting by a massive seventy-five per cent when compared with the effects of water-based coolants. Impurities and hardness salts leading to scaling and poor heat transfer are also dismissed by this fantastic fluid, which is non-toxic (standard antifreeze is highly toxic, presenting a danger to pets and the environment). Ideal for owners of Japanese joy toys who wish to push their car’s engine to the limit in fast-road or competition environments, Evans Waterless Coolant can be bought in two-litre or five-litre bottles. Please note: if switching to Evans Waterless Coolant for the first time, you must also purchase Evans Hygroscopic Prep Fluid in order to remove any dirt, scale and residual coolant from car’s cooling system. Price: From £29.95 Contact: evanscoolants.co.uk or call 01296 663824

PROD

UCT SPOTLIG HT

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CHUMP CH ANGE

POWER MAXED AIR-CON REFRESH It’s all very well keeping the outside of your motor looking fresh, but what about that pongy cabin space?! Car care company, Power Maxed, has the answer in the form of an air-conditioning system refresher which removes the toughest of odours and the strongest of smells by making use of your pride and joy’s airconditioning recirculation system. Simply position the car’s blower controls to the recommended setting before cracking open the 100ml can of magic mist. Job done! Proven to kill a broad range of bacteria, fungi and yeasts whilst leaving a pleasant citrus aroma, this new Power Maxed product is yours for less than a fiver. Bargain! Price: £4.99 Contact: powermaxed.com or call 01789 330668

JAPSTUFF + COMPETITION CLUTCH ‘ULTRA LIGHTWEIGHT’ FLYWHEEL FOR NISSAN RB20/RB25 ENGINES Competition Clutch lightweight flywheels are known to be capable of improving the throttle response and acceleration of their host vehicles, The manufacturer’s latest offering is sure to raise even more excitement, particularly among Nissan Skyline owners. Designed for vehicles propelled by RB20 or RB25 engines, each single-piece 4140 forged steel part weighs just 4.7kg, well under half the bulk of Nissan’s 10kg factory flywheel! Competition Clutch claims ring gear separation is prevented, friction surface warpage is reduced and rigidity of the flywheel will be maintained following installation, although the part can be resurfaced for further long term durability if required. All of the American firm’s flywheels are CNC-machined and balanced to OEM specification, allowing for hassle-free ‘plug and play’ fitment when replacing your car’s stockspec transmission componentry. Price: £230 Contact: competitionclutch.co.uk or call 01327 226134

TAMIYA 1:10 SUBARU IMPREZA MEXICO 2004 R/C KIT The Tamiya Subaru Impreza Mexico 2004 TT-01E is a 1:10 scale radiocontrolled car assembly kit recreating the super Scooby as it competed in the 2004 WRC. The kit includes an accurately reproduced polycarbonate body, rear view mirrors and a sectioned rear wing. It also includes period-correct sticker markings. The body is mated to Tamiya’s high performance, easy-toassemble, four-wheel drive, shaft-driven TT-01 Type E chassis. The bathtub frame has its motor and battery close to the ground in order to achieve a low centre of gravity and optimum balance. Combined with Tamiya’s familiar wishbone suspension system, not to mention front and rear differential gears, all of the kit’s qualities come together to result in superb driving characteristics. Propelled by a torque-tuned Type 540 motor, this diminutive rally machine is instructed by a two-channel radio control system which has been usefully bundled with the required battery and charger in both starter and racing cost options. Price: £119.99 Contact: wonderlandmodels.com or call 0131 229 6428

PFC FOUR-PISTON BRAKE KIT FOR NISSAN 370Z Motorsport and fast-road car parts specialist, AS Performance, is one of the UK’s main distributors of PFC braking systems, including this four-piston caliper and two-piece disc kit for the Nissan 370Z. Unlike many distributors, AS Performance carries a large stock of PFC parts, meaning despatch is almost immediate. Unusual or bulk orders can also be accommodated thanks to the strength of AS Performance’s fifteen-year working relationship with PFC. In addition to the 370Z anchors, a vast selection of premium braking equipment (including two-piece discs, pads, fitting hardware and fluids) can be ordered from AS Performance for pretty much any Japanese car or superbike. Don’t delay – pick up the phone and speak to the company’s friendly team about your requirements today! Price: Varies Contact: asperformance.com or call 0191 410 3770

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THEGARAGE +

READERS’ RIDES WORDS: DAN SHERWOOD PICS: OWNERS’ OWN

EACH MONTH WE GET TONNES OF SUBMISSIONS FROM OWNERS WANTING TO GET THEIR CARS PLASTERED OVER THE PAGES OF THIS HALLOWED MAGAZINE. UNFORTUNATELY, NOT EVERYONE CAN GET A FULL FEATURE, AS WE’D SOON RUN OUT OF PAGES! BUT RATHER THAN LEAVE THEM FESTERING IN OUR BULGING EMAIL INBOX, WE THOUGHT THE BEST ONES COULD BE HONOURED HERE IN OUR READERS’ RIDES SECTION. SOME MAY EVEN GO ON TO BECOME FULLY-FLEDGED JAPANESE PERFORMANCE FEATURE CARS! SO KEEP AN EYE OUT ON FUTURE ISSUES, AS YOU NEVER KNOW, YOU MAY HAVE SEEN A SNEAK PEEK HERE FIRST! WE WILL ALSO BE PICKING OUR CAR OF THE MONTH, WHICH WILL WIN AN AWESOME MEGUIAR’S NEW CAR KIT WORTH £40!

! INNER

ADAM ROBSON’S FD3S MAZDA RX-7

It’s always great to see an immaculate FD3S Mazda RX-7, and they don’t come much more immaculate than Adam Robson’s RE Amemiya-kitted example. But it’s not all style and no substance, as beneath that perfectly polished vented bonnet lies a bridgeported 13B being supplied a hurricane of boost from a Turbonetics T72 turbo. Combined with an uprated fuel system, a front-mount intercooler and a Blitz Nur Spec exhaust system it’s making a brutal 475bhp at just 1 bar of boost!

DAN KNIGHT’S NISSAN SKYLINE R34 GT-R The prices for Nissan’s Skyline R34 GT-Rs have gone through the roof lately and we can imagine that Dan Knight’s awesome example will now be worth a pretty penny! Fitted with GT2860 turbos, HKS cams, Tomei cam pulleys, 800cc injectors, a Link G4+ ECU and a Trust Titanium exhaust system, and the Z-Tune styled GT-R packs a potent punch!

COULD YOUR CAR BE A WINNER?

TO BE IN WITH A CHANCE OF YOUR CAR APPEARING AS A FEATURED READER’S RIDE, WINNING A MEGUIAR’S KIT OR EVEN GAINING A FULL FEATURE, SEND GOOD QUALITY PICTURES OF YOUR CAR ALONG WITH A BRIEF WRITE UP AND SPEC TO JAP@CHPLTD.COM OR LOOK OUT FOR OUR REGULAR READERS’ RIDES POSTS ON OUR FACEBOOK PAGE

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CHRIS DUNNETT’S MUGEN RR

AIDEN WILTSHIRE’S TOYOTA SUPRA TWIN TURBO

With only 300 Mugen RRs ever made, Chris Dunnett’s super Civic is one of the rarest cars on the road! As you would expect, it’s in mint condition having only covered 16k miles from new. Out of the 300 built, only a handful are known to have made their way to the UK, with Chris’s the first in Scotland!

We know that Supras turn heads, but Aiden Wiltshire’s example is taking things to extremes! The eye-catching Itasha-style Manga livery is actually an intricate vinyl wrap. Underneath the vinyl graphics is a Ridox-style bodykit and a 450bhp engine featuring Whifbitz hybrid twin turbos, a Chris Wilson side-mounted intercooler, a full 3in exhaust system with de-cats and a GReddy boost controller. A set of HSD coilovers make sure the 18in Ultralight wheels sit well within the coupe’s arches.

NICHOLAS CARRON’S SUBARU FORRESTER

DAVE CLARK’S MITSUBISHI EVO VI When it comes to his cars, Dave Clark’s not a man who’s afraid to get stuck in and get his hands dirty. His Mitsubishi Evo VI has been rebuilt from the ground up by Dave himself. It may not be as powerful as some of the cars on these pages, but Dave reckons it’s likely to be the most solid, as many of these models are now suffering from metal fatigue. Either way, we’re loving the combination of baby blue paint job and the contrasting 18in Rota Force wheels in a cool gunmetal colour. Stunning!

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The Subaru tuning scene may be dominated by Imprezas, but that doesn’t mean that’s the extent of the Fuji-based brand’s performance potential as Nicholas Carron’s 360bhp Forrester STi proves. A JDM import it features Meister R coilovers, a Cobb intake kit, a rally-spec throttle body, a Grimmspeed top-mount intercooler and a rare 5Zigen stainless steel exhaust system. And there’s even Kevlar brakes behind those gleaming Bola B1 alloys!

LATERAL SUBARU PARTS FROM ROAD TO RACE

THE BEST SUBARU TURBOS JUST GOT BETTER

ALWAYS LOOKING TO IMPROVE OUR PRODUCTS WE ARE NOW FITTING THE MDX321 BILLET ‘T’ AND ‘V’ WITH THE HI SPEC T3 ACTUATOR FOR EVEN BETTER BOOST CONTROL

AND TO FURTHER IMPROVE RELIABILITY IN BOTH ROAD AND RACE THE STANDARD GARRETT PLASTIC BEARING CARRIER AND BEARINGS ARE REPLACED WITH METAL COMPETITION CARRIER AND CERAMIC BEARINGS ON ALL LATERAL TURBOS

PRICING FROM £1495+VAT INC ZIRCOTEC CERAMIC COATED EXHAUST HOUSING, COMPETITION BEARING SET, FITTING KIT AND 2 YEAR WARRANTY

WWW.LATERALPERFORMANCE.CO.UK TEL: (+44) 01923 238477

INSURANCE DIRECTORY +

MODIFIED CAR? or standard of course Be correctly insured, it doesn’t cost as much as you’d think

MARKET LEADER IN SPECIALIST AND PERFORMANCE CAR INSURANCE

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PERFORMANCE MODIFIED TRACK COVER YOUNG DRIVERS 23+ LIMITED MILEAGE CLUB DISCOUNTS

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Insurance as it should be - you are a person not a policy number!

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LEADING THE WAY FOR JAPANESE PERFORMANCE CARS FOR OVER 20 YEARS

CALL US NOW FOR A FRIENDLY NO NONSENSE QUOTE

THEGARAGE + THANKS & CONTACTS Adrian Flux www.adrianflux.co.uk 0800 085 5000 Ceramic Pro UK www.ceramicpro.co.uk 0333 733 1221 Scoobyclinic www.scoobyclinic.com 01246 590807

PROJECT ROTARY

THE PROFESSIONAL TOUCH WITH THE NEW PAINT JOB COMPLETE, WE DECIDED TO ENSURE IT STAYS IN PERFECT CONDITION BY HAVING IT CERAMIC COATED BY CERAMIC PRO UK Since collecting the RX-8 from Scoobyclinic’s sister company Clinical Performance, after its full colour change respray from standard Sunlight Silver to BMW Austin Yellow, we’ve had a chance to really inspect the quality of the job. And after running over the car with a fine tooth comb – not literally, of course, that would scratch the paint – we have to say we were stunned by the result! The finish

is flawless and they even went to the trouble of masking off any factory fitted stickers in the door shuts and under the bonnet so even under close scrutiny you’d be hard pressed to tell the car wasn’t yellow out of the factory. The only real giveaway is that factory paint is rarely this good! Suffice to say, we’re over the moon with how the paint has turned out and the new gloss black GRAMS splitter really is the

perfect finishing touch. But it’s all very well having your car resprayed and looking like new, but with regular use and without a garage to store the car in – especially over the winter months – how can you make sure it retains its perfect shine? Step forward Ceramic Pro UK. Ceramic Pro UK is the UK distributor of the Ceramic Pro range of revolutionary protective coatings that simultaneously

protect and enhance the appearance of automotive paint and interior surfaces. These special nano-ceramic coatings create a permanent bond with the surface they are applied to giving long lasting protection from damaging contaminants. We’d heard about the benefits of Ceramic Pro coatings from numerous feature car owners, who swear by the protective, high gloss finish that is achieved, so

BEFORE ANY CERAMIC COATING CAN BE APPLIED THE CAR IS GIVEN A THROUGH WASH AND FULL PAINT CORRECTION TO ENSURE A PERFECT FINISH

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0800 085 5000

INSURANCE

AFTER PAINT CORRECTION CERAMIC PRO NANO-PRIMER IS USED TO PROVIDE A PERFECT SURFACE FOR THE 9H COAT

thought that it would be the perfect way to protect Project Rotary’s now perfect paintwork. As well as distributing the product, Ceramic Pro UK also have a studio based in West London where they offer various packages for the professional application of the range of coatings, which was where we went to have the firm’s Gold package applied to the RX-8. The Gold package consists of a thorough wash, including tar and iron removal stages before a full paint correction procedure and machine polish. The preparation stages are actually by far the most labour intensive and time consuming part of the

package, as the quality of the final ceramic coated finish is hugely dependant on the quality of the paintwork underneath. Any scratches, swirls, holograms or marring of the paint, can actually look even worse once the ultra glossy ceramic coat is applied, so these preparation steps are crucial, and can be the most costly, too, depending on the condition of your car’s paintwork. Luckily, as it was fresh out of the bodyshop, Project Rotary’s paint needed very little in the way of correction and a simple machine polish was all that was needed before degreasing with a special cleaning solution – to remove any polish residue and

Did you know that, when getting insurance cover for your car, your experience behind the wheel counts for a lot in terms of the price of your policy? And we’re not just talking about how long it’s been since you passed your test, but also the types of car that you have experience of driving, too. For example, a 30year-old with 12-years’ experience driving a range of high performance cars will likely get a cheaper quote (on another performance car option) than a 30-year-old that has been driving a Honda Jazz for 12-years. That’s assuming that all other variables remain equal of course. This means that if you want your policy renewals to plummet, the best way is to get as much experience of driving the type of cars you want to insure, not just jump in at the deep end. Build that experience and you will be rewarded.

dust particles – and applying a coat of Ceramic Pro Nano-Primer. The Nano-Primer acts like an extremely fine polish which also fills any mirco scratches and pores in the paintwork providing a perfect surface for the Ceramic Pro 9H coating. Ceramic Pro 9H is a permanent nano-ceramic coating which bonds to the surface and provides excellent scratch, chemical, thermal and UV resistance as well as having a high gloss hydrophobic effect that repels water and means dirt and grime won’t stick to the paint, keeping coated panels cleaner for longer. Applied with an applicator pad

CERAMIC PRO 9H AND LIGHT ARE APPLIED TO THE PANELS WITH A SPECIAL APPLICATOR PAD BEFORE THE EXCESS IS BUFFED OFF WITH A SOFT CLOTH

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THEGARAGE +

WHAT A TRANSFORMATION! THEY LOOK LIKE NEW!

BEFORE AND AFTER: AFTER A THOROUGH CLEAN UP, CERAMIC PRO WHEEL & CALIPER WAS COATED ONTO THE BRAKE CALIPERS, SUSPENSION AND WHEELS

and cloth, Ceramic Pro 9H can be used on practically any surface from painted panels to glass, plastic, leather and rubber and can be built up in layers to give extra protection and a shine. However, although Ceramic Pro 9H is capable of doing a whole car, there are other more specialised Ceramic Pro products /coatings that are designed to be used in certain areas, that can provide even greater protection or a more flattering effect. Ceramic Pro Light is used as a top coat over previously

applied layers of 9H and is used to further enhance shine and hydrophobic qualites. It’s not as tough as 9H though, so should remain as a finishing coat. Commensurate with the Gold package, the RX-8 was treated to three coats of 9H before a final coat of Light was applied and it looks incredible. Deep, glossy and as smooth as glass. Another coating used on the Mazda was Ceramic Pro Wheel & Caliper, which was used to amazing effect on the wheels, brakes and suspension (see

above). This coating features increased heat resistance and protects wheels and brakes from brake dust and metallic fallout. The final coatings used were Strong (extra tough finish for exhausts, inner arches, engine and suspension components), Rain (a glass specific coating that promotes beading without affecting wiper blades) and Plastic (which as the name suggests is for use to protect plastic and rubber surfaces but with a lower sheen effect than 9H or Light). There are also other

Ceramic Pro coatings for vinyl wraps and even leather and textiles, but the latter would only feature in a Platinum package or a dedicated interior treatment. In total the RX-8’s Ceramic Pro treatment took around three days to complete, but to say the results are amazing would be an understatement. Not only can we be confident that the car is now fully protected from the elements, but it also looks better than when it first rolled off the production line! It really is that good. We just have to keep it that way! – Dan

CERAMIC PRO ALSO HAS COATINGS DESIGNED FOR SPECIFIC AREAS. ON THE RX-8 WE’VE HAD ‘STRONG’ ON THE EXHAUST TIPS AND ‘RAIN’ ON THE GLASS

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THEGARAGE +

THANKS & CONTACTS Adrian Flux www.adrianflux.co.uk 0800 085 5000 Power Maxed Racing www.powermaxedracing.com 01789 330668

PROJECT TYPE R

GOING STRAIGHT YOUR CAR’S ALIGNMENT SETTINGS CAN RADICALLY ALTER HOW IT DRIVES. WE WENT DOWN TO BTCC CONTENDERS POWER MAXED RACING TO SEE IF THEY COULD IMPROVES THE CIVIC’S HANDLING FOR THE BETTER Like most things in life, tuning can often be a compromise. For example, an improvement in one area can often be to the detriment of something else. Sometimes these compromises are ones that we are more than happy to make, such as the increased noise from an aftermarket exhaust or the reduced fuel economy from an uprated turbocharger. But other times we need to do something about them. And this was the situation we found ourselves in with Project Type R’s suspension setup. Now, suspension and handling is an extremely personal thing. What feels perfectly fine to one person, can feel jarring and alien to the next, but as we’re not trying to please everyone and felt that the car could do with a tweak, we headed down to Power Maxed Racing in Warwickshire to see if they could work their BTCC

magic on the Civic’s handling. The main problem we had with the previous setup was under hard acceleration while in a straight line. Plant the throttle and you needed to keep your wits about you, as the combination of the geo-settings, limited slip diff and the torrent of torque from the supercharger at full chat meant that the car was all over the place and felt like a firework on a piece of string It was a trait which was all the more noticeable on country lanes where the varying surface undulations and camber changes could radically exacerbate the problem and meant overtaking was especially hairy as you had to be extremely careful that you didn’t end up in a ditch! But while this sounds bad, it was only in those ten tenths situations and largely on the straights. Tip the car into a corner and its response was

immediate, stable and with buckets of confidence-inspiring grip. So while we loved that aspect, it wasn’t worth the resulting straight-line instability. When we got to Power Maxed Racing the top techs fitted the car with the same Absolute Alignment precision alignment equipment as they use on their BTCC race cars. This is a service that the firm offers to anyone, so you too can have your car fettled by the same guys that run the Power Maxed Racing Touring car! And it’s not expensive either, with a basic front wheel alignment session costing from just £35. Once the system was up and running it was noted that the rear end was pretty much where it should be, but the front toe settings were set to slightly toein. This was giving excellent initial turn in and mid-corner grip but the trade off was the lack of

straight-line stability that we were experiencing. To alter this characteristic, the Power Maxed Racing guys recommended a very slight toe out setting, which should help alleviate the problem. The Civic’s tie rod ends can be accessed from the engine bay, so it was a pretty straightforward excercise to make the adjustment, after which it was simply a case of taking the car for a spin to see if the new settings had done the trick and made it a little less of a handful when on the power. After a quick blast it was clear that the new toe out setting had improved the straight ahead stability, but at the same time had ever so slightly dulled the turn in, but not to any significant level that the overall impression wasn’t one of an improvement. See, we told you tuning was all about compromise! – Dan

www.japaneseperformancemag.co.uk

0800 085 5000

INSURANCE Even though having the right insurance can save you money when you need to make a claim, your policy excess – the amount you have to stump up before you recieve the rest of your insurance payout – could still run into hundreds of pounds, particularly if you have a bad accident, or you have opted to reduce your premium by selecting a high voluntary excess. To help soften the blow of claiming on your insurance, it’s worth checking to see if your insurance provider has an excess protect policy, which will pay back the cost of your excesses during the year, saving you the cost of your claims. In many cases, excess protect cover is available at different levels to help you tailor cover to the cost of your excess. Adrian Flux is one such specialist insurer that offers excess protect as an add on policy to your exisiting cover. To find out how much it would cost to cover your excess and ensure you aren’t out of pocket should the worst happen, speak to a member of their knowledgeable and helpful team. You never know, you could save hundreds! THE ABSOLUTE ALIGNMENT EQUIPMENT USED ON THE CIVIC IS THE SAME GEAR THE POWER MAXED RACING TEAM USE TRACKSIDE ON THEIR BTCC RACERS

POWER MAXED RACING OFFER THEIR ALIGNMENT SERVICES TO ANY CUSTOMER, SO YOU CAN HAVE YOUR CAR SET-UP BY THE TEAM’S TOP BTCC TECHS

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THANKS & CONTACTS Jass Performance www.jassperformance.com +44 5601565813

PROJECT 5

THE LIGHT FANTASTIC THE MX-5 MAY HAVE LOST ITS TRADEMARK SMILEY FACE THIS MONTH, BUT MATT IS DEFINITELY A LOT HAPPIER WITH THE MORE AGGRESSIVE LOOKING 5 One of the biggest talking points between MX-5 owners and car enthusiasts alike, is centred around one of the most instantly recognisable pieces of design in automotive history, the standard MX-5 'pop up' headlights. Now, some people love the fact that they combine perfectly with the open mouth bumper and give the little Mazda a smile and character that gives Herbie a run for his money. It's also possibly one of the selling points that has dragged women and hairdressers screaming from their salons to make it the most popular soft top ever made. On the flip side of the coin though, the aerodynamic qualities of the lights when raised is really poor and for anyone trying to shake off the effeminate nature of the car, finding an alternative solution is the only option. Various companies have been

messing about with the headlights for quite a few years now with Low Profile, Sleepy Eyes and even twin headlight conversions available on the market, but with sky high prices and shipping from overseas, the alternatives cost far too much for many owners to seriously consider. Jass Performance has yet again come to the rescue of 5 owners though, and the firmâ&#x20AC;&#x2122;s head honcho Vlad has designed something that not only solves the problem and retains the lines of the original lights, but as with all Jass parts, Vlad has managed to manufacture the lights at a price that most of us will find affordable. The kit itself is substantial to say the least and comes complete with the lights, all of the associated brackets and bolts, the shells themselves and

even a relocation kit to shift the radiator overflow tank back a touch and re-use the bonnet stay. Fitting was initially straightforward thanks to the indepth installation guide, but getting the lights sitting perfectly with the near infinite amount of adjustments is the thing that will really test your patience. I'm pretty OCD when it comes to things like this, so I'm not completely happy with how they sit at present, but with a little more fettling I'm sure I can get them bob on. The removal of the lights and the subsequent fitting of the new lights and lightweight shells has removed all sorts of heavyweight items and Jass Performance themselves quote a significant weight loss of 5.3kg over the standard setup. Not too shabby! The lights are ready to rock as soon as they're fitted and

even come with a scratch and UV resistant black finish. I, on the other hand, opted to wrap the outer parts of my shells in matching vinyl to fit in with the rest of the car. The output of the lights is definitely not affected with the change and even with my untrained eye, I might even say that they were slightly brighter than before, but I guess that could be down to all sorts of factors. The lights have added a new edge to the car and managed to get rid of the smiley face nature of the front end. They should also be fantastic on track if ever the need arises to use them at night. Overall, I'm pretty chuffed with the new look. Weather had stopped play on wrapping my over arches this month, sadly, but I did manage to get another one of the wings wrapped at least. Slowly, slowly, catchy monkey! â&#x20AC;&#x201C; Matt

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