I don’t know if it’s just me, but when I look back on my childhood, life seemed so much simpler. Back then it was acceptable to sit and daydream, and your worst fears were catching cooties from the neighbourhood girls. Today, everything seems different — even if my worst fears are still getting cooties from the neighbourhood girls.
Leon Ackroyd’s Evo may look like nothing special, but it has more power than you would EVER imagine
One man that most likely didn’t spend his childhood daydreaming is Leon Ackroyd. If I had to guess, I would say Leon stumbled across his true passion at a young age. His passion is cars and judging by the number and types he’s owned, I’d say it’s verging on an obsession. He has tinkered his way through a number of modified import rides as well as his fair share of gas-guzzling Yank muscle. That was until about six years ago when Leon got this Mitsubishi Evolution I.
Back then, Evos were a rare commodity and to own one made you an instant star. While a bonus, that certainly wasn’t the main attraction for Leon. At the time, he was kicking around in a fairly modified Mazda Familia GT-X, but was looking for an upgrade. The Evo — although stock at the time — was still a large step up from the Familia and was exactly what Leon was after. So, after forking out an arm and a leg (remember this was six years ago), Leon had his new toy.
The new car buzz never seems to last and it certainly didn’t for Leon. That’s why the Evo didn’t stay standard for long. Although he doesn’t show it, Leon has a taste for the bling — but all teenage girls attracted to chrome wheels and flashy paint jobs can leave now. Anything remotely sparkly has been restricted to the engine bay, and even then, popping the hood will not show it all off. You see, the true standout feature of this Evo is the running gear and, unlike the relatively mild mannered exterior, it is now a far cry from the stock standard state Leon got it in.
Hiding beneath the factory curves of the car lies a newly-armoured 4G63 mill built with nothing but power in mind. Being an engineer, Leon was well aware that large amounts of power are hazardous to any engine’s health. So, preventative steps were taken to create an indestructible block to handle whatever it is force-fed. The bottom end was put through an intensive workout by Speedtech Motorsport, including being fully blueprinted and balanced, while the crank got extensive prepping before being mated to Eagle rods and JE forged pistons.
“Hiding beneath the factory curves of the car lies a newly-armoured 4G63 mill built with nothing but power in mind”
Sitting atop the toned and conditioned mill is an Evo II head decked out with tried and tested HKS 272 cams, and adjustable cam gears from the same maker. Leon promoted an open door policy for the oversize valves, with HKS valve springs preventing any chance of high rev-bounce. Although a respectable size, the factory-fitted TD05 turbo was never going to push the new engine package to its limit. Leon, understandably, decided to play the field a little and see what he could find in the way of a larger huffer. Whether by fate or by chance, a big Precision turbo ended up in his hands and quickly found its way under the hood. What’s more, it bolted straight up, allowing the factory manifold to be retained.
Once in motion, the new turbo delivers a Big Bad Wolf amount of puff to the Herbert Fabrications’ intercooler that flows into an oversized throttle body and ported intake manifold. Of course, this 'family meal deal’ of an engine package is useless without an ample serving of Arabian gold to power it. Whichever day of the week you chance upon Leon will determine the fuel system he’s running. Yes, he has not one, but two systems to choose from.
“Of course, this 'family meal deal’ of an engine package is useless without an ample serving of Arabian gold to power it”
On your average Monday morning, you will hear the almost soothing tones of a Walbro lift pump serenading fuel from inside the standard tank to feed pump gas to the SX fuel pump and filter. Further down the large capacity fuel lines, a SX regulator ensures even dispersal to the 850cc injectors. Come race day (or perhaps just when Leon’s running late for work) pump gas becomes a bit of a liability. To alleviate any concerns, the factory tank is left dry while the boot-mounted fuel cell and surge tank roar with the sobering sounds of the Bosch lift pump, forcing vast amounts of the 'top shelf’ C16 through to the SX gear and to the engine.
Controlling the squirt, spark and other engine related affairs is an epic task. To get the most out of this force-fed workhorse, the factory ECU was given its marching orders and a MoTeC M48 Pro working in tandem with a Greddy Profec B was handed the command. To ensure orders optimise performance, Leon left the tuning responsibilities up to the world famous (in New Zealand, at least) Andre Simon from Speedtech Motorsport. After all, we’re told Andre has played with a few of these Mitsubishi Lancers before. In return, Andre managed to coax a massive 320kW at the wheels out of the car. As if this figure wasn’t awe inspiring enough, even more impressive is the fact this was done on pump gas, not the expensive high octane stuff.
Transferring all this gusto to the treads and keeping it there must have been a slight concern for Leon given his considerable efforts to make sure not a drop is lost through the driveline. A Quartermaster twin plate clutch is responsible for power finding its way to the gearbox. Now, while this does make Leon’s trips to work in morning traffic a lot more stressful, it means 'clutch slip’ won’t be a part of his vocabulary any more.
“With an upcoming C16 tune, this deceptively sleeper-ish Evo is expected to crank well into the 400kW-at-the-wheels zone”
Once engaged, power is sent through to the factory five-speed gearbox and on to the driveline that now benefits from the addition of a lockable centre and Cusco front diff. Final ratios were changed from the factory fitted 3.9 to a drag-friendly 3.5 courtesy of a GSR Lancer. The factory Evo suspension — although reminiscent of the Evo’s rally heritage — can be rather undesirable on your average tarmac surface thanks to some extra height. Although Leon has stuck with the classic Evo stylings for his car, this particular element had to go. So, with the addition of Ohlins shocks and low Lovell springs, the car has been dropped to the ground, improving both looks and handling at the same time.
Thanks to the drop, the polished 16-inch Reflex mags and ultra-sticky Toyo T1S 205/50R16 tyres fill the guards nicely, rounding out a somewhat deceitful looking car that helps keep the average punter in the dark about its true potential. So, what now for Leon and his Evo? A splash of paint, maybe some chrome or perhaps some large, unreadable stickers? Judging by the frown on Leon’s face when I suggest these, the answer is probably 'no’. But with an upcoming C16 tune, this deceptively sleeper-ish Evo is expected to crank well into the 400kW-at-the-wheels zone. With Leon admitting he will never be finished building the car, this story certainly isn’t over yet.
Driver Profile
Leon Ackroyd
Age: 31
Occupation: Engineer
Previously Owned cars: BFMP Familia, GT-X, HX Sandman, LX Torana
Dream car: R34 GT-R Nur — fully modified
Why the Evo? I outgrew my GT-X and wanted something to go further with. The Evo was a good all-round package
Build time: The car will never be finished! There is always room for development
Length of ownership: 5.5 years
Leon thanks: Tash, the team at Speedtech Motorsport for all their time, effort and advice, Geartech Palmerston North, mates that have contributed, Mike O’Neil at Hastings Tyre and Service Centre, G at Ryco
Tuning Menu
1993 Mitsubishi Lancer Evolution I
Engine: 4G63T two-litre DOHC 16v turbo, race-prepped block, race prepped crank, Eagle rods, JE pistons, ARP studs, Evo II head, HKS 272 cams, HKS cam gears, oversize valves, HKS valve springs, K&N filter, custom air box, oversize throttle body, ported intake manifold, Precision turbo, custom intercooler, GReddy blow-off valve, 48mm Turbosmart wastegate, Walbro lift pump, SX fuel pump, SX regulator, 850cc injectors, custom fuel lines, custom surge tank, Bosch lift pump (C16), plastic fuel cell (C16), Taylor leads, three-inch exhaust, MoTeC M48 Pro ECU, Profec B boost controller
Driveline: Factory five-speed gearbox, lockable centre diff, Cusco front diff, 3.545 final ratio, chromolly flywheel, Quartermaster twin plate clutch, Ralliart rear LSD
Suspension/Brakes: Ohlins shocks, Lovells springs, modified rear trailing arms, solid mounted diff, factory four-wheel discs, EBC Green pads
Wheels/Tyres: 16-inch ROH Reflex rims, 205/50R16 Toyo T1S tyres
Exterior: Factory Evo I body kit
Interior: Factory Recaro seats, Auto Meter boost gauge, adjustable shift light, VDO oil pressure, water temp gauges, Kenwood CD player, Kenwood amp
Performance: 320kW at wheels (pump gas at 23psi ) C16 yet to be tuned
Ah yes, sibling rivalry. Many of us will recall the moments of yester-year, where we’d throw down a good ol’ dead arm, donkey punch, or a friendly kick in the groin as a sign of brotherly appreciation. We’d laugh about it and then move on to thinking up the next not-so-deadly scheme in hurting/embarrassing/humiliating/agonizing our brethren.
A tale of two brothers, two Honda Integra Type R’s, and two very different builds
It seems like Taupo terrors Mark and Logan Morrell finally ran out of dastardly things to do to one another, and grew up to become respectable members of sobriety. Or society. Even so, they couldn’t let the old rivalry pass, and decided to man up and! build identical cars instead. Talk about really running out of ideas.
Never fear though, despite how much like brotherly love that idea may sound, one look at their cars and you’ll understand exactly why they did what they did. In an effort to rid themselves of their post-pubescent angst, and aided by living conveniently close to a world-class circuit, they’ve decided to duke it out against each other on the track. Yes sir, these two cars were built with one purpose in mind: to give each other the proverbial kick in the groin! on the track.
In saying that, each brother has gone about building his car in his own certain style — a direct reflection of their sometimes polar personalities.
Mark (a used car salesman), who some may remember from his DC2 show-car days, decided to throw down his wallet and wrote a wish list of JDM parts from 41 Automotive that he wanted for the car. After spending countless nights wading through various US and Japanese Honda-love websites, he finally decided on a hybrid, throwing in a bit of American tuner style, Japanese racer, and a little bit of Kiwi ingenuity. Logan (rugged adventurer and part time Guns 'N’ Roses impersonator), on the other hand, decided to go simple, settling for whatever he could find locally so that he could get down to throwing the first punch.
The B18C 1800cc Honda Type R motors in both cars remain stock internally, more by choice than by constraint. Unless they’re gunning for a complete balls-up race build, most Honda enthusiasts choose to leave the internals — and the already balanced crankshaft of their fabled Type R motors — stock to exploit the famous Honda motor reliability and the well-proven potential of a stock Honda block. If it ain’t broke, don’t fix it.
But while the motor is stock, that doesn’t mean the boys haven’t tickled with things. Tearing out the motor, Mark decided he wanted the shaved hot rod engine bay look, and filled in all unnecessary holes, smoothed any creases, factory weld marks and joins, and removed whatever else he could find to remove — including the air con and power steering.
As the car received a splash of factory Champ White in the engine bay, Mark also decided that the engine and the gearbox could do with a bit of a tidy-up. The gearbox was torn down and completely rebuilt by his friend, workshop mechanic and all-round-super-know-it-all-guy Shaun. With the Morrells owning the Taupo Honda dealership, parts were readily on hand or just a night’s delivery away.
Helped by fellow i-friends Neil and Ryan, plus other miscellaneous folk from NZhondas.com, Mark also squirted some hi-temp silver paint on the block, gearbox, cylinder head, intake manifold, brackets, and whatever else he could find to paint. After all the paint fumes had cleared, and with the aid of 41 Automotive, Mark quickly reassembled the motor with all of his new gear. That gear included a J’s Racing 4-2-1 header, Kakimoto N1 exhaust, Mugen V2 cold air intake, a Hondata intake gasket, Skunk2 cam gears, AEM fuel rail, AEM fuel pressure regulator, Fluidyne alloy radiator, Dytech breathing system and a few other assorted dress-up items.
Logan, on the other hand, decided that throwing in a Simota intake, Mugen 4-1 header, Mugen twin-loop exhaust and the aftermarket Spitfire HT leads was enough for him to close the bonnet and get down to business. Talk about differing personalities.
Both cars retain relatively stock exteriors, as per the US and JDM tuner ethos. More J’s Racing parts found their way onto Mark’s car, including a carbon fibre air duct and aero-racing mirrors. Speedfactory’s OEM-style, lightweight carbon bonnet sits where the factory bonnet used to be, and Zeal side skirts and rear bumpers from Slipstream Performance Tauranga complete the rather factory look of the vehicle. Mark being Mark, he couldn’t help but go one step further and paint the lower half of the rear spoiler black to match the black tow hooks and carbon bonnet. As for Logan, well, he slapped on some Zeal side skirts and a rear spoiler and decided that was enough. Figures!
As for the suspension and brakes, both cars are very similarly matched, as the brothers know that this is the key to faster lap times. Mark’s Integra features special re-valved Bilstein B6 shocks coupled with Spoon sports springs. Logan’s Integra has off-the-shelf Bilstein race shocks and Neuspeed springs. Both setups are proven combinations on the circuit. The cars have factory sway bars, but Mark upped the ante with a big Carbing 3-point strut bar, Skunk2 camber arms, and Cusco rear strut bar, while Logan stuck with the factory items. Both cars also use DOT5.1 brake fluid and Mintex M1166 brake pads, though Mark just “had to have” the J’s Racing slotted brake discs to complete the J’s Racing package on his vehicle.
When it comes to wheels, Logan may have the upper hand. He opted for authentic 15-inch Ray’s Engineering/Volk Racing forged TE37 alloys as road rollers, compared with Mark’s 16-inch Rota GT3s. On the circuit, though, it’s Mark’s turn to shine, with 15×7-inch Wedsport TC05s wrapped in Dunlop DZ02G semi-slicks, as opposed to Logan’s 15×6-inch factory DC2-R alloys, also shod with Dunlop’s DZ02G race rubber.
Come the interior, it’s a matter of personal preference between fashion and function. Fashion and trend-savvy Mark chose the brand-name approach, his car’s interior making most Honda enthusiasts drool with hard-to-find premium JDM products. A pair of brand new Bride Zeta-IIIs replaces the factory Recaros, matched with the infamous green Takata harnesses of JGTC and Japanese tuner fame.
The bright blue chromoly Cusco bolt-in roll bar adorns the rear half of what by now is a two-seater, while a dished OMP suede steering wheel stares you in the face as you slot yourself into the seat. It’s actually quite a comfortable ride, and as you sit in the seat you notice a few little trick interior modifications: an actual engine start button from a Honda S2000, and the circuit breaker switch where the cigarette lighter used to be. No gauges sit on the dash, so Mark can concentrate on driving on the circuit, but an A’PEXi RSM and brand new colour display A’PEXi AFC Neo allows him to tickle the car’s air/fuel ratio for optimum mix and power.
Hardcore rocker Logan’s interior, on the other hand, is completely down to business and race raw. A full MANZ-spec 6-point roll cage graces the interior, as does a Momo race seat. Aside from that, the interior is pretty sparse, with an ERG harness holding the driver in place. All in all, it’s not the smoothest ride for a road vehicle. Then again, I don’t think it was ever meant to be a grocery-shopping car. Once again, I’m not really all that surprised.
So, all tech specs aside, what does it all boil down to? Mark’s car drives exactly like it should and just the way he intended it to — it’s a very smooth road car, with a quick throttle response and tight, non-power-assisted steering under speed. But you can’t help feeling as you’re pedalling through the gears that you’re behind a brand new car in a used car shell — just a little louder than most.
Drive Logan’s car, on the other hand, and it’s everything its owner seems to be — raw and hardcore. Random noises from the car when you’re driving? Who cares? Bits falling off inside? Yeah, you’ll put it back later.
“Despite their varying styles of modification and different end results, ultimately these cars ended up pretty well matched, testament to the fact that pets sometimes really do look like their owners”
Which one is better? It’s all down to personal preference. Both cars have been dyno-tuned and spin the rollers to about 135-137kW at the wheels, although in a 0-400m tussle Mark’s car has posted a 13.9, compared with Logan’s 14.2. Then again, Logan said he doesn’t care for quarter mile performance.
And what of the ultimate test — the track? Well, as fate would have it, both cars have posted personal bests of 1:20 around Taupo’s Track 2 (NZPC Super Lap track), despite their best efforts to give one another that brotherly kick in the groin. In spite of their varying styles of modification, these cars ultimately ended up well matched, which is testament to the cliche that pets sometimes really do look like their owners.
Ironically, by the time you read this, both cars will already have been sold on. Time to come up with a new brotherly challenge I suppose.
Tuning Menu
1996 Honda Integra Type R – Mark’s
Engine: Honda B18C-R, 1800cc DOHC VTEC, J’s Racing headers, J’s Racing test pipe, Kakimoto N1 exhaust, Mugen V2 cold air intake, Hondata intake gasket, Skunk 2 cam gears, AEM fuel rail, AEM FPR, Fluidyne alloy radiator, slim-line radiator fan, Samco hoses, Buddy Club battery, Dytech breather, Pro-1 drive pulley, CRV throttle cable
Driveline: Factory C/R 5-speed gearbox, LSD, Xtreme clutch 750kg pressure plate, JUN 3.9kg flywheel
Suspension/Brakes: Bilstein B6 shocks, Spoon springs (6.5kg front, 5.5kg rear), Skunk 2 front camber arms, Carbing tower brace, Cusco rear tower brace, Nolathane bushes, J’s Racing slotted front rotors, Mintex 1166 racing pads
Wheels/Tyres: Rota GT3 16-inch alloys (street) Wedsport TC05 15-inch alloys, Dunlop Direzza tyres (track)
Exterior: Factory Type R front lip, Zeal side skirts, Zeal rear lip, Speedfactory carbon bonnet, J’s Racing carbon air duct, J’s Racing aero mirrors
Interior: 6 Point Cusco bolt in roll cage, Bride Zeta-III seats, Takata harness belts, OMP steering wheel, A’PEXi AFC Neo, A’PEXi RSM, S2000 engine start button, fire extinguisher
Performance: Dyno Power — 137kW @ wheels, 0-400m —13.9-seconds, Taupo Track 2 — 1:20
Tuning Menu
1996 Honda Integra Type R – Logan’s
Engine: Honda B18C-R, 1800cc DOHC VTEC, Mugen headers, Mugen twin-loop muffler, Simota intake, Spitfire HT leads
Driveline: Factory C/R 5-speed gearbox, LSD
Suspension/Brakes: Bilstein shocks, Neuspeed race springs, factory 4-wheel disc brakes, Mintex pads
Wheels/Tyres: Ray’s Engineering/Volk Racing 15-inch TE37 alloys, Ventus tyres (street), factory 15-inch Type R alloys, Dunlop Direzza tyres (track)
Exterior: Factory Type R front lip, Zeal side skirts, Zeal rear lip
Interior: 6-point MANZ-spec roll cage, Momo racing seat, ERG harness belts, APEX’i V-AFC
Performance: Dyno Power —135kW @ wheels, 0-400m —14.2-seconds, Taupo Track 2 — 1:20
Driver Profile
Logan Morrell
Age: 19
Occupation: Hardcore Adventure Guide
Previously owned cars: Honda EK Civic Turbo, Honda CF4 SIR-T Accord, Honda DA6 Integra
Logan Thanks: Evan @ Speed Factor, Kevin, Garry and the team @ Morrell Motors & everybody @ Adventure Trippin’ Taupo
Driver Profile
Mark Morrell
Age: 23
Occupation: Car Salesman
Previously owned cars: Honda DC2 Integra, Honda CL1 Torneo Euro-R, Honda EK Civic VTEC turbo, Honda EF9 Civic VTEC, Honda DC2 Integra Type R, and others!
Mark Thanks: Mac @ 41 Automotive, Kevin, Garry, Shaun @ Morrell Motors, NZHondas.com, Evan @ Speed Factor, Mark @ Slipstream Performance, Alfred @ Speedfactory, Neil, Hammond & the build crew
Burnout competitions are always great fun, but none more so for me than the Masterton Motorplex event on the evening of their annual Import Battle. Maybe it’s the interesting range of cars, maybe it’s the great atmosphere, or maybe it’s just the fact that it is in Masterton, a town where people have usually popped their first standstill by the age of nine. Whatever the appeal is, it’s always great to see everyone from young guys in their Nissans, to grumpy old buggers in their yank tanks and even event organiser Bob Wilton getting out onto the tarmac for a crack at the trophy.
While all this is great fun to watch, the local Masterton rotaries are what a good percentage of the somewhat rowdy crowd comes to see. At the last event, it was Blair Chesmar’s awesome 1983 Datsun 1200 ute that had the crowd off their seats. We all watched in amazement as Blair shifted from first, to second, to third, and then fourth gear during an epic attack on the once-white concrete of the skid pad. With an almighty bang, a pair of Dunlops were no longer and Blair left the pad, the deep pulse of a bridge-ported 13B barely audible over the roar of the crowd.
Blair Chesmar’s 1983 Datsun 1200 is good for three things: cruising, looking good and popping some of the best burnouts this side of the Tasman.
Once back in the big smoke (pun intended), I was soon on the phone organising a trip back down to Masterton to take a closer look at the car. With help from local rotor-head Ben Morecock, we were soon back in the 06 district, meeting up with Blair, who turned up with partner Ang and three year old daughter Mya in tow. During the shoot at a local winery, it was slightly concerning that Mya seemed to know more about rotaries than I did. I guess any kid would pick up the lingo when surrounded by the type of huge rotor culture that exists in the Wairarapa — especially with Dad and his DVS Rota crew at the centre of it. Which reminds me, watch out for more cars in the mag from these guys in the near future. A quick look around their workshop revealed a goldmine of feature cars and even the odd NZPC cover car in the build.
According to Blair, the 1983 Datsun 1200 spent most of its life as a tradesman’s ute, then as a daily driver while he built up his series 1 RX-7. Somehow, the RX is still sitting in the garage, and the ute is not really what you would call a 'daily driver’. Completing most of the work himself, Blair has spent a fair few hours transforming this once rusted out “shitter” into the tyre-popping machine it is today.
Starting with the body, Blair spent many hours sanding, prepping and then painting in a 2-pak gloss black. Further to this, the fuel filler was shaved and relocated inside the tray, and a set of flares was added in anticipation of the much wider 16×8-inch custom Simmons F90 rims. Upon closer inspection of these flares, I noticed that the rears both had a good amount of tyre bead still hanging on from the latest bout of 'sustained loss of traction’. The beautiful, Aussie-engineered Simmons rims sit high up into the guards thanks to shortened Koni RX-7 struts, a set of custom front springs, and re-tensioned leaf springs in the rear end. Pilfering still more RX-7 bits, Blair installed a set of rotors and callipers onto the front hubs, but chose to leave the rears standard; the whole car only weighs a feather-light 800kg.
“I can tell you it’s a fairly powerful setup, and fast, too, once the rear tyres eventually find traction”
As you can imagine, coupling a featherweight body with a powerful motor is a recipe for a lively little machine — and that’s just what Blair did. With a 13B originally destined for his other project already sitting in the garage, Blair knew what he had to do and quickly had the 1300cc motor stripped into pieces on the garage floor. Although the motor was already rebuilt and extend-ported, it had been sitting for a long time; once Blair had a closer look it was discovered that one of the springs had lost its tension. Blair packed the engine up and took it to Lawton Rotorsport, where work got underway rebuilding the RX4-sourced twin rotor.
The engine now sports a fairly brutal extended bridge-port and a pair of slotted rotors spinning with 3mm seals. A high-volume oil pump keeps everything well-lubricated, while a K&N filter sitting atop a 48mm Weber IDA carburettor and polished intake manifold forces air and fuel into the chambers. The large volume of gas is taken from a stainless surge tank in the rear tray by way of 10mm braided fuel lines and a Holley Blue fuel pump. A locked electronic distributor works with a set of Bosch GT40 coils, 9mm leads and NGK plugs to ignite the fire within. Although the package has not been dynoed, after going for a quick blat through the Wairarapa back roads I can tell you it’s a fairly powerful setup, and fast, too, once the rear tyres eventually find traction. A PWR alloy radiator and series 1 RX-7 oil cooler stop the motor expiring during one of the many times it is sitting about 7000rpm. Suffice to say, this angry motor is anything but quiet, and with the Gilmour belt drive and a set of stainless extractors dumping into a twin 2-inch to single 3-inch exhaust system, you can be sure all of Masterton knows when Blair and crew are out cruising. It is interesting to note, however, that the ute is 100 percent legal, and even certified to hit the streets without any form of bonnet, which comes in handy when Blair wants to show off his de-loomed, smoothed and highly polished engine bay.
“We all watched in amazement as Blair shifted from first, to second, to third, and then fourth gear during an epic attack on the once-white concrete of the skid pad”
Speaking of detail, even the 5-speed RX-7 gearbox has been polished. Sitting on custom mounts, the trans works with an Exedy four-puck heavy-duty clutch and lightweight flywheel. The gearbox feeds power back to a locked Toyota Hilux differential via a custom driveshaft.
As for the interior space of the Datsun — of which there is very little — Blair has opted for a very simple aesthetic: purpose over pretty. A pair of Jamex seats replaces the stock items, while Auto Meter oil pressure and water temp gauges and a five-inch tachometer keep Blair in the know when the car is in the red during those more exciting moments. Lastly, Blair has installed a line-lock switch in the cabin, enabling him to cut power to the rear brakes, meaning he can stomp on both the stop and the go pedals without ruining the rear anchors — something he does quite often.
Yes, suffice to say (and I am quoting 50 Cent here) Blair loves doing skids like a fat kid loves cake, and his current situation in life seems pretty good to me. A great girlfriend, a cool little kid, driving a well-respected car built almost entirely by himself in a town obsessed with rotors, burnouts and anything that sucks a lot of gas. Ah, the good life.
Tuning Menu
1983 Datsun 1200 Ute
Engine: Lawton Rotorsport13B RX-4 block, slotted rotors, 3mm seals, high volume oil pump, extended Bridgeport, 48mm Weber, polished manifold, K&N filter, 10mm braided fuel lines, stainless surge tank, Holley Blue fuel pump, Bosch GT40 coils, 9mm leads, NGK plugs, locked electronic distributor, stainless extractors, twin 2-inch into single 3-inch exhaust system, PWR alloy radiator, S1 RX-7 oil cooler, braided oil lines, Gilmour drive, de-loomed/smoothed engine bay, shaved/polished housings
Driveline: Polished S1 RX-7 gearbox, custom gearbox mounts, 8-pound flywheel, Exedy 4-puck heavy-duty clutch, shortened locked Hilux differential, custom driveshaft
Brakes: RX-7 front discs and rotors, standard rears
Suspension: Shortened Koni RX-7 struts, custom front springs, re-tensioned rear leaves
Wheels/Tyres: Simmons F90, 16×7 front with Toyo FZ4 rubber, 16×8 rear with any rubber available
Interior: Jamex seats, Auto Meter oil pressure, water temp and monster tachometer gauges, line locker
Exterior: 2K Cosby gloss black, deleted fuel filler
Performance: Fourth gear burnouts
Driver Profile
Blair Chesmar
Age: 24
Occupation: Engineer
Previously owned cars: KE30, 3x Datsun utes, Mazda 808 wagon, currently building a Series 1 Mazda RX-7 and a Datsun 1200 coupe
Build time: 9 months, and nearly a relationship!
Length of ownership: 7 years
Dream Car: This one, tubbed with a 13BT, or maybe an RX-3 coupe
Blair thanks: My partner Ang, my daughter Mya, Dad, DVS Rotors, Busta, Johnny Johnson, Longskin, Handy, Cole, Lawton Rotorsport and Matahiwi Estate for the shoot location
Words: Peter Kelly Photos: Quinn Hamill, Peter Kelly
I love Americans. That might not be the most popular thing to admit these days, but you have to agree, they sure do have a knack of making unrelated things work together. Popular examples include: peanut butter and jelly sandwiches, drift cars and under-car neon kits, Tom Cruise and Katie Holmes. And, of course, they love shoving strange motors into even stranger cars.
Be it engineering ingenuity or the result of extremely idle hands, the Yanks always seem to create something that seems completely silly, yet oozes a strange appeal and charm. Such is the marriage of two car marques from opposite realms of the automotive spectrum. I present to you, the Londa.
If you hadn’t guessed, this is the insane hybrid of a Lotus Elise S1 and one of Honda’s famed engines — the two-litre K20A. The 220hp DOHC VTEC motor (as commonly found in the new generation Accord/Integra/Civic Type R fleet) has proven itself a highly responsive platform with massive potential for modification.
“Within seconds of owning the car, Dean knew the raw, mind-numbing 118bhp produced by the standard 1800cc Rover K motor wasn’t going to cut the mustard”
Retrofitting these suckers into all forms of Honda cars was the next obvious step. But it wasn’t until Prototype Racing in the US decided it would be kind of cool to mount the transverse motor into a lighter-than-light composite fibreglass, 700-odd kilogram Lotus that the Londa madness began.
Enter Dean Harper — speed freak, self-confessed driving nut and carbon fibre genius. His lifetime of dodging grievous bodily harm on two wheels, gives you some idea of what lies behind this crazy Frankenstein.
Within seconds of owning the car, Dean knew the raw, mind-numbing 118bhp produced by the standard 1800cc Rover K motor wasn’t going to cut the mustard, or come close to feeding his speed addiction. So began the four-year build of this unassuming monster sleeper.
After discovering Prototype Racing USA’s Lotus/Honda hybrid, Dean sourced a JDM-spec K20A and went straight to work with a little help and electrical advice from local Honda guru Andrew Short of Rally AS.
Contrary to the mantra of building a monster motor and throwing it into car with your fingers crossed, Dean instead focused on a strict power-to-weight strategy.
First on the list were Prototype Racing’s Lotus K20 engine mounts and linkages that allowed him to seat the motor 'just like a bought one’ in the engine bay of his beloved Elise. With overseas development of the K-series motor continuing, Dean realised that it wouldn’t take much to squeeze more power out of the motor in N/A trim.
A shielded cold air intake and K&N filter feeds air through a custom tuned Prototype Racing intake bell and induction tube, far away from the heat of the engine compartment. The standard fuel system with its 310cc injectors was retained, while juice is fed by a Walbro 255-litre-per-hour unit via a high flow fuel filter. Once the mixture passes the high flow 300cfm standard K20A head, a set of custom designed Pro-Coated 4-2-1 extractors pull the carbon monoxide through the maze of pipes leading to the 64mm collector. It then travels down the 150x700mm muffler can and out the stainless tip protruding out the rear bumper.
Aside from the standard Lotus radiator, a Laminova C-183 oil/water cooler runs the crucial Motul 300V engine blood through a remote mounted Canton Racing high flow, high filtration oil filter. There’s also a baffled aluminium sump, complete with hinged doors to direct and keep the oil at the pick-up — a crucial piece of equipment for the high Gs encountered in high speed cornering.
Topping off the motor package (and at the other end of the Prototype Racing custom wiring adapter harness for the engine conversion) is none other than Hondata USA’s famed K-Pro ECU. The brainchild of Kiwi-born lads Doug MacMillan and Derek Stevens, Hondata ECUs are the tuning tool of choice for K-series enthusiasts all over the world due to its ease of use and functions compacted into a standard Honda box. On top of that, Dean’s car was personally tuned by Doug himself, netting an impressive 172kW at 8600rpm and 229Nm at 5005rpm. That’s approximately 184kW at the crank, roughly 15 per cent more power than at the treads. Remember, this is on an essentially standard setup with an intake, extractors, exhaust and an ECU added. Not impressed? Well, that’s attached to a 700kg vehicle, you’ll recall, and then you might begin to understand its driving potential.
Motoring this vehicle around and providing its acceleration punch is the JDM K20A gearbox, complete with the tight factory six-speed gears, 4.764 final drive and accompanying limited slip differential. Being designed for a FWD platform, it offers Dean plenty of cornering traction during the silly sideways moments as a RWD platform.
Much of the factory suspension has been retained and consists of Lotus patented aluminium uprights and double wishbones front and rear. The factory shock and spring combo was binned for height adjustable Bilsteins and Eibach springs, rated at 242lb in the front and a heavier 320lb in the rear for a bit more oversteer kick. Upgraded rear toe links — another common Lotus modification — have also been thrown into the mix.
Of course, being a driver’s car, there is no power-assisted steering rack, something Dean insists separates the men from the boys. Halting this monster of a go-kart are AP Racing brake callipers up front, with super-trick metal matrix composite brake discs and the required composite brake pads front and rear. For road duties, covering the brakes are the factory Lotus designed cast alloy 15×5.5 front and 16×7.5 rear five-spoke wheels, wrapped in 195/50 and 225/45 T1-Rs supplied by Toyo.
“When you punch the throttle, it screams all the way to 100kph from standstill in a startling 3.8 seconds”
Come race time, you will find Toyo R888s wrapped around 15×7 front and 16×8 rear forged alloy TMR Engineering/Racing Podium FSL001 rims, weighing in at an astonishing 4.65kg up front and 5.75kg in the rear.
The next step was then to tackle the aerodynamics of the Lotus Elise, to completely maximise the factory package and to give Dean those precious tenths-of-a-second reductions around the circuit. Being a carbon fibre and composites whiz, Dean managed to whip up a custom alloy centre undertray with accompanying carbon fibre intakes. Simple modifications like making the complete underbody of the car flat gave Dean a slightly faster cornering speed, as air flows to the custom rear Kevlar diffuser with extended fins for increased down force. For street use, the rear diffuser is swapped for a lesser alloy version.
The weight savings continue in the cabin with just the bare essentials — a pair of lightweight Elise seats, Nardi steering wheel and Honda’s six-speed gear knob. Dean and his often-terrified passenger are locked in place with Luke four-point harnesses connected to a Lotus competition harness bar.
SPA oil temp and pressure gauges are a constant reminder to Dean if all is well behind him and a programmable Ecliptech LED shift light makes sure his eyes are firmly focused in front of him as he tackles the corners and the circuit. Remembering that this is also used as a road car, Dean wanted a small audio component added to the miniature rocket as light relief during the drive to and from the office. Pioneer’s DEH-P3550 MP3 headunit feeds two mini 3.25-inch, two-way Infinity front components and the six-inch Infinity rears. An 80-watt mini sub amplifier powers a mini six-inch JL Audio sub speaker that sits in a sub enclosure made from carbon fibre and Nomex moulded into the passenger’s foot well.
Describing the Frankenstein nature of this vehicle is not easy. Abiding by Dean’s strict power-to-weight strategy, the Londa manages to stamp down a numbing 0.349hp per kilogram. While that doesn’t seem much, consider that the Lamborghini Murcielago super car weighs in with approximately 0.351 hp per kg. Also, consider the million-dollar Ferrari flagship Enzo that clocks in at 0.438hp per kg, and you get what is the speed and acceleration equivalent of
a 550-odd horsepower 10-litre supercar packed into a 700kg two seater composite body vehicle.
When you punch the throttle, it screams all the way to 100kph from standstill in a startling 3.8 seconds. That puts it on par with the 4WD Murcielago’s 0-100kph brochure figures. It’s no surprise that Dean has managed to pilot the Londa to a blitzing 68-second lap around Pukekohe, and a 12.1 at 181kph at Champion Dragway. Despite its top speed of 260kph, Dean has so far only managed to clock up 235kph on Pukekohe’s back straight before running out of road.
After four years, is the Londa project coming to an end? Not quite, says Dean. Just like those darn Yanks (or maybe from working with composites), his hands have begun to itch and he has compiled a wish list of parts that will make their way into the Londa over the next few months. More carbon fibre parts are on that list and there’s more power in the form of camshafts going into the car to bring it closer to the magical 60-second mark around Pukekohe. Perhaps there’s even an 11-second, 0-400m pass in this street-driven, street-legal two-litre N/A vehicle. After that, perhaps there’s a Jackson Racing Supercharger on the cards.
Then, with well over 320bhp and close to 0.5hp per kg that would mean he’d have to upgrade his brakes. That would mean larger and wider wheels, and then to accommodate the wider wheels a set of fibreglass composite widebody fenders might be needed, and then, and then! It looks like this marriage is definitely in for the long haul.
Tuning Menu
1997 Lotus Elise S1
Engine: Honda K20A, two-litre DOHC VTEC, factory Type R cams, K&N filter, cold air intake, tuned length Prototype Racing intake bell and induction tube, Walbro fuel pump, factory 310cc injectors, custom 4-2-1 header with Pro Coat, custom exhaust, factory Lotus radiator, Laminova C-183 oil/water cooler, Canton Racing oil filter, Hondata K-Pro ECU, baffled sump
Driveline: Honda six-speed gearbox, factory Honda LSD, custom drive shafts
Suspension: Lotus double wishbone front/rear, alloy uprights, Bilstein shocks, coil-over Eibach springs, upgraded rear toe links, factory Lotus sway bar
Brakes: Front — AP Racing callipers, MMC rotors/pads, Rear — Lotus Esprit callipers, MMC rotors/pads
Wheels/Tyres: Street — 15-inch/16-inch Lotus factory alloys, Toyo T1-R tyres, Track — 15-inch/16-inch TMR Racing forged alloys, Toyo R888 tyres
Exterior: Factory Lotus Elise body kit, custom alloy undertray with carbon fibre intakes, custom alloy (street) or carbon (track) rear diffuser
Interior: Eliseparts seats, Lotus competition harness bar, Luke four point harness belts, Nardi steering wheel, Honda six-speed shift knob, SPA oil temp/pressure gauge, Ecliptech Shift — I LED shift light.
Performance: Dyno Power — 172kW @ 8600rpm, 229Nm @ 5005rpm, Circuit — Pukekohe: 1:08-secs (road tyres) 0-400m: 12.1@181kph (road tyres)
Driver Profile
Dean Harper
Age: Old
Occupation: Sales Manager
Previously Owned Cars: Mitz Cordia Turbo, three Honda Civics, Mini 1300, Honda CBR 600 & 900 RR, GSX-R 750! and much, much more
Dream Car: Lotus Exige S1 with Supercharged K20A Honda and if money’s no object, a Koenigsegg CXX.
Build time: Four years and still going!
Dean Thanks: My wife Rochelle for putting up with me in the garage all this time, Doug and Derek at Hondata, Joe at Prototype Racing USA, Andrew and Phil at Rally AS, Ron at Intrinsic Performance Solutions, Gavin at Nationwide Accessories (Toyo tyres), Tony at Ecliptech, Darren, Rory and Nigel at Southern Spars, Koji at TMR Engineering Japan, Dave and Chris at Strong for Honda, Tim and Kay at Motul, Armand and crew at Alert Engineering, Ken at KW Historics, Tuning and Performance, Alan at Dynapack, Custom Chambers, Rob at Rapid Radio, Dave at Greenlane Speed Shop, Pro Coat, Roger at Drury Performance Centre, Phil at Antonovich Panelbeaters, Gary T, Club Lotus New Zealand and New Zealand Hondas Club
Name: Leo Yeung
Age: 23 Occupation: Sales @ Redline Performance
Hi Leo, you don’t see many modified Legacys around like yours. Fill us in on the details.
Well, it’s a 1994 GT wagon lowered on Koya Inox 18-inch rims using D2 coil-over suspension. I’ve also gone with larger front and rear sway bars, aftermarket end links, a Cusco under-brace and a GReddy strut brace, so it handles pretty well. Then of course there’s the 'ricey’ stuff like carbon fibre bonnet, carbon fibre wing, quad headlight conversion and a pair of fixed back bucket seats.
What’s the GT RICE personalised plate all about? I assume you’re taking the piss, right?
Oh it’s definitely a piss-take! But hey, who doesn’t like a bit of rice now and then?
So most of your modifications have been for looks and handling then?
It’s not how fast you go, it’s how you look when you go fast. So yes, mostly aesthetics.
Why did you decide to go down that route as opposed to performance, considering you work for Redline Performance?
It does have 184kW at the wheels, so she’s not slow — just not as quick as some cars. But, bit by bit, I will be doing more engine mods seeing I have access to such a large variety of parts from work.
184kW — that’s not bad! How did you manage that?
Pretty basic stuff, really. The car runs a 3-inch exhaust with titanium muffler, a Walbro fuel pump, Turbosmart fuel cut defender, Turbosmart Supersonic blow-off valve and a GReddy e-Manage computer. There are a few other little bits and pieces too, but the engine itself is stock standard, as are the turbos.
You must cop a bit of grief about the car from the other Redline staff!
You can’t even imagine the amount of grief I get from my fellow staff members here.
Why did you buy the car in the first place?
It had a Tommi Kaira front bumper on the car when I bought it, which I liked. But being an Asian driver, I crashed soon after and the bumper went to heaven.
It must pull the girls, right? Just look at the size of that wing; chicks love that stuff.
The only things I pull in this car are tickets from cops — no chicks, sorry. Maybe someday!
If you didn’t own the Legacy, what would you be driving?
Probably a Toyota Chaser JZX100 with the 1JZ twin turbo, or a good old AE86 Toyota.
Sounds as though you like the rear-wheel drives. And what if you had no budget to stick to?
Definitely an Aston Martin Vanquish.
Ah yes, a very nice choice. Ok, cheers for letting us have a look at GT RICE Leo.
No problems guys.
Nora
Age: 20
Occupation: Beauty Therapist
Hi Nora, you look fantastic, how are you?
Thanks! I’m great!
Cover model shoots are always good days to come into the office. How did you find the shoot today?
It was so much fun! The clothes were gorgeous and the room was nice and warm.
Have you done many of these sorts of things before?
Yes, I’ve been modelling since I was 15, but haven’t done so much lately. It’s great getting paid to do something fun.
I bet! What do you normally do to pay the rent?
Oh, you know, rob banks and pick pockets, that sort of thing, haha! But no, seriously, I’m a busy girl, working three days a week in a pharmacy at the moment and three days in a beauty salon. I also squeeze in a bit of modelling and promo work when I can.
Well, a life of crime could work for you; who would suspect someone like yourself? So where do you hail from?
No, no — I’m a good girl. I’m from up north, the lovely Whangarei, which is about two hours out of Auckland.
So I guess that makes you a bit of a beach girl, as opposed to a snow bunny?
Definitely! The beaches up there are so beautiful. I’ve been to the snow once and I broke someone’s leg, so I don’t think I will be going again anytime soon.
What was it like growing up there?
It was a simple formula of beaches, modified cars, lots of friends and too much family. Yeah, it was the best!
Too much family? What do you mean?
I’m the second of 12 kids, plus one in my mum’s tummy. They are all crazy and beautiful. The house is a bit like a zoo though, especially at feeding time.
There seems to be a big car enthusiast population up Whangarei way, are you one of them?
Yes, I support all the Drift Corp boys. I tried to pimp my DX Corolla once by spray painting it pink; it ended up looking like a ’70s tie-dyed shirt. All I can say is, don’t get inexperienced baby brothers to help.
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Whether you like or dislike European cars, there is no disputing that DTM touring cars are some of the finest race vehicles on the planet. Back before the days of V8 Supercars, small European sedans were the most publicly acknowledged saloon racers on this side of the world. During the ’80s it was E30 BMWs, RS Cosworths and A4 Audis battling it out around the Wellington waterfront during the legendary Nissan Mobil 500. Once the V8s had taken over and the local politicians put an end to the street race, the only glimpse most New Zealanders got of British Touring Cars was on TV.
“The R32 Skyline RB26DETT engine fit the BMW engine bay remarkably well, helped by the decision to ditch the twin turbo setup”
Dunedin businessman Chris Henderson must have seen more than his fair share of the Euro monsters battling it out, most likely during the mid ’90s when E36 BMWs reigned supreme. Although the genuine British Touring Cars never raced on New Zealand soil, it was a glorious time for New Zealand motorsport. Kiwis Paul Radisich and Chris Amon were gaining international recognition against big names such as James Kaye, David Leslie and Alain Menu. Chris Henderson was competing in motorsport himself at this time, albeit on a far smaller budget than his European counterparts. But this didn’t stop him from dreaming of one day owning a BMW Supertourer.
Fast forward to 2003. Chris’s business was at a point where he could look seriously at racing competitively, and what better vehicle could there be than a BMW? After making the trip to Europe and checking out some genuine Supertourers, Chris made a smart decision, one that would undoubtedly save him thousands of dollars. The 10-year-old genuine factory race cars — while being well used — still commanded a serious price. This is not what put Chris off purchasing one; it was the repair and maintenance that was the last straw. If a car was purchased and exported to Chris in Dunedin, what would happen if anything went wrong? Sending parts across the world is costly, and would also result in huge time delays. So the plan changed. Chris wouldn’t buy a car that no one knew how to work on; he would build his own. And it would be more powerful and much simpler. All it required was a few talented locals and some strange crossbreeding that could only be done in the Deep South.
As Chris owns a car yard, it wasn’t long before the perfect sacrificial lamb showed up. The innocent-looking 1994 318i BMW sedan was soon to have a new heart with a whole lot more punch than its old one. Over the next 18 months, the vehicle evolved bit by bit into a wild amalgam of Japanese and German engineering. GT-R Skylines have had a huge impact on world motorsport, winning just about every event they have been allowed entry into. So what better than to take a Skyline motor and drop it where the anaemic German anchor once resided?
Phil Winter, a familiar name in these pages, helped out with the conversion, and as with Phil’s previously featured 2JZ-powered Altezza race car, all fabrication is top notch. Another NZPC regular, Mike Lynn, owner of Dunedin’s Turbo Shop, was another invaluable contributor to the project. As Chris puts it, “Whatever Mike said, we did”. Once Christchurch’s Scott Fitzgerald completed the comprehensive roll cage the car was sent back to Midway Motors, where the rest of the build would take place. The R32 Skyline RB26DETT engine fitted in the BMW engine bay remarkably well, helped by the decision to ditch the twin turbo setup. In place of the factory cast manifolds and small turbos is a beautifully crafted steam pipe manifold that holds a Garrett GT3540 turbo. “I would love to have a tubular manifold,” says Chris, “but it wouldn’t be strong enough to hold the turbo for endurance events.”
For boost control Mike recommended a Tial 42mm external wastegate that vents into the vehicle’s 3-inch exhaust. As reliability was more important than outright power, Chris has spent the money where needed, without chasing unusable horsepower figures. The engine’s bottom end remains as the engineers at Nissan intended, with the only exception being a freshen-up of bearings and rings. Helping the hard-working straight six to keep well-lubricated is a Brennan Racing dry sump, with the 10-litre tank mounted in the rear foot well.
Cooling is the most important area of the car when it comes to engine reliability and longevity, so as well as the dry sump the car runs a large oil cooler and remote mounted filter. Water cooling is taken care of by a three-row alloy radiator, while intake charge is cooled with a 100mm thick intercooler.
“While it would be tempting to add even more power to the car, the 450hp it produces at the wheels will keep even the most experienced of drivers busy”
The fuelling side of the engine is where a substantial amount of time, effort and money have been spent. The stock injectors remain, but they’re now fed by an A’PEXi twin entry fuel rail. Braided lines lead into each end of the rail from a large custom-made surge tank mounted in the boot. Just below and rearwards of this is the huge 120-litre fuel cell and twin Bosch 600hp capable fuel pumps. With twin quick fill inlets, topping the tank takes just seconds. Being able to carry such a large amount of fuel is great for reducing the number of pit stops during endurance events, but not so good when looking for weight savings. But placing the setup behind the rear axle and as low as possible has aided with the car’s front-to-rear balance, as well as helping traction.
Recently Phil has remanufactured the vehicle’s rear end. The custom diff cradle now sits far higher in the vehicle and is braced directly to the roll cage. This was because of the car’s healthy appetite for CVs with the previous drive shaft angle. The diff itself is also from a GT-R Skyline and runs a 4.5:1 ratio on an LSD head. Further forward up the driveline is an RB25DET 5-speed manual gearbox with an OS Giken twin-plate clutch. To get the ratios exactly as Chris wanted, a custom lower ratio fifth gear has been produced.
Suspension-wise, KSport coil-overs are used in all four corners, along with King Springs, a custom front strut brace and custom sway bars. These items, plus the extra-stiff roll cage and custom-built rose jointed rear arms, ensure a precise and predictable handling package. Another outstanding part of the vehicle is its brakes. Up front, 6-pot AP Racing callipers have been mounted to the BMW hubs and clamp on 330x32mm vented rotors. Down the rear are 4-pot Wilwoods and 300x30mm rotors with carbon metallic pads. Thanks to the Wilwood pedal box, brake bias is adjustable on the fly and a solid, un-boosted pedal is assured.
Along with the pedal box, the rest of the interior is a full race affair; all creature comforts are long gone. Inside the vehicle a lengthened steering column allows for the rear-mounted Racetech carbon/kevlar seat and Momo race wheel. Mounted in place of the stock instrument cluster is a MoTeC digital dash, which receives its information from a MoTeC M600 engine management system.
Since it was partly the aesthetics of the factory race cars that attracted Chris to run a BMW, it was essential the car look the part. All four wheel arches have thus been substantially flared and a custom front splitter added to the bumper. For weight savings a carbon/kevlar bonnet and boot lid were added, the latter with a large carbon fibre rear wing. Both headlights have been replaced with black covers, which not only provides a staunch look but also allows for airflow through the headlight cover to the Uni Filter. Chris’s choice of ANZ RS 18-inch wheels also adds to the appearance, and there is no doubting that the 245/45R18 Kumho slicks mean business.
The build totalled two-and-a-half years, which is about normal for one of this magnitude. Since completion the car has been highly successful in a number of endurance events. While it would be tempting to add even more power to the car, the 450hp it produces at the wheels will keep even the most experienced of drivers busy. The decision to build the car using a Japanese motor and local knowledge means that mechanical dramas and repair bills have been virtually eliminated. With the genuine race car Chris originally looked at requiring an engine rebuild after almost every event, I’d say he made a very wise decision.
Driver Profile
Chris Henderson
Age: 34
Occupation: Business owner
Previously Owned Cars: CA18DET-powered AE86 race car, 13B-PP Mazda RX-7 rally car, Mazda BFMR rally car, AE86 Trueno race car
Dream Car: DTM Touring car
Build Time: 2.5 years
Length of Ownership: 4 years
Chris Thanks: Midway Motors, Kumho Tyres, ANZ Wheels, KSport suspension, Collision City Mosgiel, Scott Fitzgerald, Rick Deihl, Mike Lynn @ Turbo Shop, Mike Patrick @ Cropper Smash Repairs, Jason Bouzaid @ Collision City Mosgiel, Phill Winter, Tony Wilson, Brent Russell @ ANZ Wheels/KSport suspension, Craig Russell @ Automotion and everyone else I forgot.
Tuning Menu
1994 BMW E36
Engine: Nissan RB26DET 2.6-litre DOHC 24v in-line six, Garrett GT3540 turbo, custom exhaust manifold, Uni filter, heat-wrapped intake, A’PEXi twin entry fuel rail, 2x Bosch 600hp fuel pumps, 120-litre fuel cell, custom surge tank, 3-inch exhaust, Turbonetics 42mm external wastegate, three-row alloy radiator, MoTeC M600 ECU, MoTeC digital dash, Turbosmart bleed valve, Brennan Racing dry sump, 100mm intercooler, remote oil filter
Driveline: Nissan GTS25T 5-speed gearbox, custom fifth gear, OS Giken twin-plate clutch, GT-R rear diff, 4.5:1 diff ratio
Suspension: KSport struts, King springs, custom front strut brace, custom sway bars, custom diff cradle, rose-jointed custom rear lower arms
Brakes: AP 6-pot callipers, 330x32mm front rotors, Pagid pads, Wilwood 4-pot rear callipers, 300x30mm rear discs, carbon metallic pads
Wheels/Tyres: 18×8.5-inch ANZ RS lightweight alloys, 245/45R18 Kumho slicks
Exterior: Flared guards, M3 front bumper, carbon/kevlar bonnet, carbon/kevlar boot lid, fibreglass splitter, Lexan windows, carbon fibre rear wing
Interior: Racetech carbon/kevlar seat, Momo race wheel, lengthened steering column, MoTeC digital dash, carbon door trims, custom roll cage
Performance: Dyno Power — 450hp @ wheels (18psi boost), Ruapuna — 1.31, Levels — 1.07, Teretonga — 1.04
