WE ARE BACK — Honda Accord Project PT1

“Unfortunately, the Civic Type R was moved on. Why? Well, you’ll just need to have a read to find out! The big question is; what’s next?”

From the outside looking in I can understand my car situation can come across a bit scattered. Mostly because I wasn’t able to create content here for a few years, so it got a bit patchy as to what vehicle I was running and modifying at the time. I just recently introduced the Type R to you all too, but at that time, it was already for sale after nearly two years of ownership.

It was a very difficult decision to sell the Honda Civic Type R. It was a dream car for me and one that I never thought I would own. I have no regrets about the purchase of that car and I wouldn’t change how things played out for a second. It was an incredibly capable machine out of the box and with the upgrades we did to it, it was looking very promising on track in terms of lap times.

However, something was missing — something I couldn’t ignore for much longer. The Civic was great, but my true automotive passion lies in restoring, modifying, and bringing cars back to life and improving upon their performance. And, at home in the shed. The FK8 was a car so new, and with such low mileage that I just didn’t want to pull it apart myself for fear of breaking a sensor, or part that I couldn’t just find at the local wrecker like most of my projects. It was so new that it just needed cleaning. It’s the painting of rocker covers, polishing of bolts, and reviving of old nuggets that truly lights my automotive fire — I needed change.

With the Civic up for sale, I thought long and hard about potential options to replace it with. I knew the replacement needed to be MUCH cheaper, have tuning potential, have parts readily available, and be just rough enough that I could be put to the test by reviving it. And ideally, it would be naturally aspirated. I’m not competing for lap times (only against myself), so something capable of staying cool and churning out as many laps as possible was a must.

I thought about R56 Mini Coopers initially, Volkswagen Golfs, older Civics, Integras and Accords, Subaru WRXs (this was before I wanted NA only), and so many more. I had spreadsheets weighing up the options and it would literally keep me up at night, as I planned countless builds in my head and how they’d play out from start to finish. What are parts like to source? How reliable are they?

After the Civic sold I ended up narrowing my focus to Honda Integra DC5s, Civic EP3s, and Accord Euro Rs — and the Accord platform came out on top. I love sedans, so the Accord came out trumps.

What is it?
The vehicle I purchased is a 2005 Honda Accord Euro R (CL7). It has a naturally aspirated K20 engine with a six-speed gearbox. It has been tuned with KTuner software, and a few other engine mods (specs at the bottom of the article). But best of all, it’s already certified on coilover suspension which is a huge pain in the ass here in New Zealand. So, a big tick! When I purchased the Accord a couple of weeks ago, it was fitted with factory Evo X wheels, wrapped in Michelin Pilot Sport 5 tyres. I soon found some Advan RZ wheels and some second-hand Hankook Z221 semi-slicks. They’re all fitted up now, so enjoy those photos!

I scored some second hand Advan RZ wheels in 18x9-inch (+35P)

What’s the plan for it?
The Accord Euro R will be a project that I build to be fun on the road and track with friends. It will exist in my life to be an outlet of fun and to test my skills in restoring and modifying a track-focused toy. I plan on assessing the car, completing maintenance, and then tackling paint correction and performance upgrades (already started as you can see. This is the result of two days of polishing!). We will be doing initial baseline dyno runs with the team at Torque Performance, dialing in the alignment, and making sure it’s safe to send on the track.

I have ordered Endless brake pads, with Mike from Prosport Auto ensuring we’ve got the correct compound for our use. It feels as though the engine mounts are on the way out, so that will need to be addressed before we hit the track, too.

I must say, it’s such a nice feeling being back in an older car that has some quirks and issues. The Civic was just too nice to send on the track. And, how good are naturally-aspirated sedans? I am dreaming of an angry K24 setup, with a closer final drive kit, and individual throttles..

I will keep you all up to date with the build and any future updates. Would you guys be interested in seeing a Youtube walk around? I hate being on camera, but I feel it would be a nice progression for TimeattackR. If you own an Accord or K-Series Honda, I would love to hear from you on the must do upgrades I should be looking into for track days. Thanks for reading!

Year/make/model: 2005 Honda Accord Euro R (CL7)
Engine: K20A, 2000cc four-cylinder, PLM headers, three-inch stainless steek exhaust system, AdrenalinR mufflers, J’s Racing carbon filter box, pod filter
Driveline: Six-speed manual, Exedy HD clutch
Interior: Factory
Exterior: Mugen grill, Mugen rear duckbill spoiler, replica J’s Racing carbon fibre bonnet, Flow Designs skirt kit, Mugen weather shields
Wheels/tyres: 18x9-inch (+35P) Advan RZ, 235/40R18 Hankook Z221 (Soft)
Suspension: BC BR Series coilovers, Hardrace front and rear camber arms, J’s Racing strut brace, Hardrace sway bars
Brakes: DC5 front Brembo calipers, S2000 front discs, Project Mu brake lines
Power: Roughly 140kW at the wheels
Fuel type: 98 octane
Tuner: KTuner software

WATCH OUR INTRO YOUTUBE VIDEO!

StreetattackR: Goodbye Rodney, hello Civic Type R!

One of the hardest things I have ever had to do was sell Rodney. So, what do I have in the shed now?

It honestly feels like a lifetime since I sold the Altezza build. It was one of things situations where I got offered an epic amount of money for it, I couldn’t refuse. However, looking back, I am not sure I should have sold it, but that’s another blog entirely.

Since the sale of the Altezza, I have owned several different vehicles in the name of trying things out to see what fits. Directly after the Altezza, I bought a BMW 135i with an N55 engine and the famed dual-clutch transmission. It was a fun road car that I ended up modifying to around 300kW at the wheels. Still, not direct, nor was it raw to drive. Onto the next thing.

I bought a 555 STI which I restored and tidied up over lockdown. This kept me mostly out of trouble, as it was in the garage for most of its time with me. I then picked up an R56 Mini Cooper, with the absolutely shite N14 turbo engine. I upgraded the intercooler, installed Bilsteins, fitted new wheels and tyres, a downpipe, then had it tuned to around 160kW at the front wheels. It was incredibly fun, but it would never run properly. Painful.

Around the same time, I bought another V11 Subaru WRX STi hatch, with the EJ207 engine. Possum Bourne fitted their downpipe to it, a fuel pump and tuned it with ECUTek software and it churned out an impressive 232kW at the wheels. I loved this car, but for some reason, I moved it on. Possibly because it was my second one? I love the GRB hatch, but I think I have had my fun with them — see ya!

During my time at NZ Performance Car Magazine, I was exposed to countless new press vehicles. Hyundai flew me to Adelaide to drive their N range at The Bend Motorsport Park, Toyota gave me their GR Yaris, Corolla, and Supras to drive, and Honda invited me along to their Honda Civic Type R (FL5) press launch.

During the Type R press launch, I was given the opportunity to drive an FK2 Type R, followed by an FK8, then followed by an FL5 — all to see how the turbocharged Honda platform has progressed over the years since its inception.

Unfortunately for my wallet, I was at a very pivotable point in my vehicle buying journey. I was interested in purchasing a GR Yaris, but I couldn’t justify the price they were going for in the used market at the time. I simply refused to pay $72,000 for a Yaris, which was considerably higher than the new price a year earlier. So, I was looking into other options.

My lego head when I realised this was the car for me!

After driving all three Type Rs back to back, I was most impressed with the FK8. For one, it was a heap more compliant on track, it didn’t have as much fake engine noise, and when the FK8 and FL5 were parked next to each other in the pits the FK8 front end had me sold. Yeah, the back is kinda goofy, but the front is full-on, time attack-style aggression and I knew with a nice set of wheels it would look even cooler. I went home, scoured the internet and came across the vehicle I now can happily say I own.

The vehicle I purchased was a one-year-old, 2021 Honda Civic Type R with 4,400kms on the clock. I have never in my life owned a vehicle to this value, with kms this low. Driving it home felt like a dream — it was almost surreal. I know it’s just a Honda Civic, but having been a Honda enthusiast since I was a young teenager, this is peak Honda ownership. Say what you want about the styling, it demands your attention on the road and it’s an incredible cabin to drive in. It has features I always wanted in a vehicle; beautifully-made gear knob and shifter, Alcantara galore, red stitching, bucket seats, and ‘R’ badges everywhere. Epic.

It didn’t take long before I started modifying too. I told myself I would leave it stock for around a week before parts were ordered. Why are we like this?! Since I purchased it at the end of 2022, it has seen the track 4-5 times, makes around 270kW at the wheels, and has a total of 8,900kms. It’s safe to say, things escalated quickly with this ‘R’.

Stay tuned for the update blogs next, where I bring you up to speed on the fun I have been having with upgrades and on the track!

StreetattackR: Where have I been?

All in one minute, the next? Yep, I have been gone for some time, so what have I been up to?

Well, hello there! I have been absent from my passion project for around three years now, with TimeattackR sitting dormant, waiting for my return. Around three years ago, I got asked to take on the editor-in-chief role at NZ Performance Car Magazine. Due to a conflict of interest, and a lack of spare time, I focussed my creative energy into producing the best automotive magazine in New Zealand.

I traveled around New Zealand creating content, went to Australia a couple of times for certain events driving prototype race cars, etc, and then I had a change of heart at the end of 2023. I missed my own projects, my own time, and producing content for a publication that was my own. It was time to make a move, so I resigned as the Editor.

Weirdly, it was a discussion trackside in October at Sydney Motorsport Park with none other than Larry Chen where I finally decided I needed to continue working on my own projects. Seeing how far he has come over the years, and now working for himself full-time with a couple of photographers really hit home. Time for my own projects once more.

The Altezza project was moved on a couple of years ago too, and since then, I have tried to replicate the enjoyment I got with that build — with no luck. Turns out, there’s nothing quite like a high-revving ITB build you’ve poured your heart and soul into. However, my current project really has exceeded my expectations in terms of outright performance. The latest TimeattackR project is a 2021 Honda Civic Type R (FK8). So, more on that in the next blog post.

What’s the plan for TimeattackR? Well, for one, I want to shoot more feature cars. Historically, you’ve all loved those the most. We’ll no doubt be heading to Sydney for World Time Attack at the end of the year too. I will also bring you up to speed with the FK8 project, which I built throughout a few issues of NZ Performance Car, and I continue to do so to this day.

There’s a heap more that has happened in the past three years, but I won’t bore you with the details. The important thing is, that TimeattackR still exists, we still love Time Attack racing, and the people and cars in that realm. Got something we can feature? Get in touch!

StreetattackR: NEW SETUP ALERT! Rodney goes ITB

“It’s something I have wanted for so long. Finally, the big header, ITB-setup is now complete and driving! Check it out!”

I cannot begin to tell you just how long I have wanted a four-cylinder-powered, rear-wheel-drive, naturally-aspirated, high-revving machine with big headers and individual throttle-bodies. Finally, the dream setup is complete and I am so incredibly happy with how it turned out.

It has been a while since I have updated everyone on my project; Rodney. So, I will go back a few months pre-lockdown and fill you in on the finer details. The setup you will read about is something I have wanted for this car for a long time. The Altezza is heavy; it still has the sound deadening, full interior, and air-conditioning. On the track, it’s still a heap of fun, and the stock Beams engine is satisfying to rev out. However, I was yearning for just that little bit more.

I had always planned to have Brendan Dunker of Niteparts build me a set of headers. His work is second to none, and I was in love with the design of his bespoke headers. I asked for a quote and waited. Beginning the ITB build was no quick process.

I purchased the required Link ECU nearly nine months ago now. Then, I collected parts such as the AE111 OEM throttle bodies, the SQ Engineering 3SGE to AE111 adapter plate through NSTParts, and plenty of other smaller items.

Before the Altezza went to Brendan to have the headers built, I thought it best to have some maintenance work done at the workshop where I work. At first glance, it looked as though it needed a front-main seal to combat a leak I had. Upon closer inspection, it was leaking everywhere. It was at this moment, things spiraled out of control.

“Let’s just pull the engine out,” Joseph Hirst at NSTechnical told me, as he explained it would be much easier to replace all of the seals on the engine. Great advice, it turned out, as when we pulled the sump off to check the bearings, they had definitely seen better days.

With the engine out, it was sent away to be measured. New ACL Race Series main and big-end bearings were then fitted. It also received new crank seals, new Hardrace engine mounts, we had the lightweight flywheel machined and the team cleaned the engine bay. With the engine away, they had some spare time with the car, so I had them install TRD diff and caster bushes, and replace a bent rear toe arm. Oh, and they had the front Supra discs machined too.

With the engine out, it was best to remove the manifolds to save Brendan some time. The engine was put back in the hole, filled up with run-in oil, and loaded onto a trailer bound for Niteparts where it would stay for a few weeks. There were a few hurdles to overcome during this time too, with a couple of sensors failing, slowing the process down.

However, I got the phone call I had been waiting so long for — the car was ready to collect! A friend of mine and I ripped down, and I heard it for the first time. Brendan also fabricated a 2.25-inch steel mandrel-bent exhaust system with two mufflers and a nice low-key stainless tip.

What a noise! I couldn’t say thank you quick enough (sorry Brendan!) and I was off on the maiden voyage. The first time I revved it over 7000RPM, I burst out into hysterical laughter. I simply could not believe the sound coming from this engine. Taking it all the way to the 8000RPM rev-limit is pure nirvana. I will never forget that drive home.

Fast forward a few weeks (sorry I have been super busy!) and I finally had the chance to drop the run-in oil and replace it with some quality Motul oil. And, here we are. I have wanted to get those photos done for a very, very long time. I still want to tidy things up from this point, like the strut-brace mounts that are now redundant. But, for the most part I am one incredibly happy lad.

For the money, I could have doubled this power with a turbocharger. It would have been much better for the street and would have made street-driving a breeze. But, that isn’t what this car is about. I had to complete my ‘touring car’ appearance, feel, and sound — and I am so glad I did.

I just want to give a MASSIVE shout out to everyone involved in this project. Joseph and the team at NSTechnical, Brendan at Niteparts and everyone else — THANK YOU!

TimeattackR Tour: On Trial — we visit Trial Japan!

“Osaka-based Trial Japan has been on the so-called ‘hit-list’ for some time now. And, with a rental car and no real place to be, Damian and I made the trip out to one of Japan’s most iconic workshops”

One workshop I have known about for a long time is Trial Japan. They have been around for as long as I can remember and have built some incredible machines over the decades. However, seeing as it was not that far from where Damian Smuts and I were staying, we decided to make the trip out there to see how the Japanese tuning house is doing.

Upon our arrival off the narrow Japanese under-bridge highway, we pulled into the customer parking and proceeded to pull out our camera gear. This place was much larger than I thought it would be, compared to the usual pokey small Japanese businesses around here.

On first inspection, we could see a warehouse, a dyno room, storage, and a parts store — huge! However, I couldn’t help but notice, the dyno room doesn’t look like it had been used for some time… The car park, however, was packed. Was there a huge amount of car enthusiasts lurking indoors? Not likely.

This appeared to have been more of a car storage area. Some cars looked as though they had been here for a very, very long time.

After making our way through the car park for a quick look to take in the Japanese goodness on display, we walked through the doors into the main parts showroom. A lot of tuning stores in Japan are quite similar in the fact that there’s absolutely no music playing, making it feel like you have just landed on the moon when you arrive. Which, sometimes is true as these places are awe-inspiring enough.

I must admit, this was one of the coolest parts stores we had been in by the point. Parts everywhere! HKS, GReddy, Bride, Recaro and Trial’s own parts all on display, scattered throughout a colossal showroom. As it turns out Trial Japan is one of Recaro’s major dealers/distributors. Their Recaro display is extensive. It makes my four Racetech seats at work in my showroom look dismal. From race seats to van seats — whatever you need, they have it here on display and in stock.

What I found very interesting and it’s something I wanted to implement back home, is this awesome parts consulting room. Come in, take a seat and let’s talk about your project! How good?!

There were a couple of cars outside that caught my eye. Firstly, this Mitsubishi Evo as it was featured in an old issue of High-Performance Imports — an Australian publication with content produced by Dino, of Speedhunters. The Evo was instantly recognisable thanks to the incredible side canards.

I couldn’t help but think that this Evo had been here for some time, and most certainly had seen better days. But, still cool to see a car you’ve read about in the flesh, just randomly — the beauty about Japan.

After having a quick conversation with a friendly English-speaking woman in the store, she told me that the performance industry in Japan has changed considerably over the years she had been there, “Years ago, all of our customers were here for big-power builds. The dyno was always busy and all of the cars were aiming for big power or fast lap times. Now, it’s bolt-ons and body kits. Our dyno doesn’t get much use now.”

I wish I could have said the same about the New Zealand performance scene. In a way, it is similar — sure. But, the amount of big-power builds happening now is more than it ever has been by a long margin. Parts are more accessible, and quality products have come down in price a huge amount. We’ve got it good New Zealand, trust me.

I am really happy I made the trip to Trial. It was a shame to see this once booming tuning house, no installing van seats, and bolt-ons. But, it’s impressive they are still operating all of these years later nonetheless.

StreetattackR: Hi-Power Performance 650kW R34 GT-R

“Wanna go for a ride? Hell yes! We jump in Ethan Lowe’s 650kW R34 GT-R. Built by his performance GT-R shop – Hi-Power Performance – Ethan’s latest machine definitely is the perfect shop car”

Lately, the content has been slow on TimeattackR.com — I apologize. I’ve had some huge curve balls thrown at me in the last few months. And, I have been busy creating content for NZ Performance Car Magazine. What I have decided, is that I am going to mix things up a bit with a blog-style approach, to some of the content I have been producing to keep you in the loop — after they’ve been in print of course.

A couple of months ago, I was mowing the lawns. I’ve got a new place and they needed to be done. Interesting. At around 5pm, I was mid-mow and noticed the lighting was perfect outside for a photoshoot — I knew at that point, there would most likely be a killer sunset. “Hey bro, what are you up too? Are you keen to take some photos of the GT-R?” I text Ethan Lowe, of Hi-Power Performance. Ethan is a great friend and customer of mine. I deal with him daily through my Performance Parts Manager role at NSTParts and the GT-R is always something I have been meaning to take a closer look at. Ethan was heading back from the beach, so he asked for a few minutes to get the GT-R ready and we met around 7pm in the industrial park just behind Millwater, Silverdale.

Choosing a spot here was fairly easy. I wanted the background to be as far away as possible. If it all possible, I wanted the ground to slope away, exaggerating that fact even more. All while having the sun setting behind the car. Now, I am no sunset photo expert. In fact, this is only my second sunset shoot. But, what I learned in my first shoot, was that I needed to seriously underexpose the images in order to maintain the detail of the setting sun and it’s colouring.

Thankfully, with modern camera tech and low F-stop lenses, I am able to bring out darker shadow areas post-edit, without losing too much quality. I could overlay images of different exposures in photoshoot, but that is way too much admin and this shoot, funnily enough, was meant to just be for a laugh. But, it did end up going into NZPC as a 7-page feature — rad! For this shoot, I made use of my Canon 5D MKIV, Sigma 85mm F1.4, Sigma 14mm F1.8, Canon 70-200mm F2.8 and Canon 50mm F1.4. I shot this hand-held.

It has to be said, I think this is most likely the best GT-R in New Zealand. The build quality is second to none. It’s an R34 – the people’s favourite – and it has HUGE power. All while maintaining the OEM Getrag six-speed gearbox. At the time of this shoot, the 2.8-litre HKS-stroked engine was boosted by a Precision 6466 turbo. The idle is ridiculous, with the Tomei 280-degree Pro camshafts flexing incredibly hard.

With the sun still shining, I photographed the GT-R from the front. To let the natural light illuminate the body of the vehicle. Being a white vehicle, any light source available can be used to bring out the detail on the body. If it was a black car, it would be a different story.

With warm, glowy front-shots done, I photographed the interior while there was still light. The interior is somewhat mildly done, with the factory seats and interior still intact. However, the dead giveaway in this cockpit is the Haltech IC7 dash, mounted in front of the standard cluster.

The engine bay to me is damn-near perfect. The red wrinkle-coated cam covers, the painted intercooler piping and the use of Plazmaclamps throughout really had me weak at the knees. I can’t help but think the turbo looks a little small in the bay, but Ethan has already taken that off and replaced it was a much bigger unit (more on that another time!).

With the sun about to drop below the horizon line, I had Ethan rotate the GT-R in a front-on three-quarter position (a classic right?). I framed the car how I wanted and switched between two lenses, to achieve different perspectives; the 85mm F1.4 and the 70-200mm F2.8. The 85mm is incredibly sharp and capable in low-light situations and creates a unique perspective, not commonly used in automotive photography.

However, seeing as this might have ended up in print, I needed to be aware that only the front-end will be in focus as the F1.4 lens has a very shallow depth of field. With enough light around, I made the switch to the 70-200mm F2.8. Even at F2.8, it still captures a large amount of the car in focus at 200mm. It’s interesting to see the shots after one another. It was the following shot, that was chosen as the opening shot for the NZPC feature. The Canon lens, still proving it’s might over the much juicier, Instagram friendly 85mm F1.4 lens.

After dark, it was time to head out just to see how potent 600kW feels like on the street. I definitely was not ready for just how much I would be slammed back into the seat! It was unreal — what a feeling! Ethan has since installed a much larger Precision turbo and the GT-R now makes over 800kW at the wheels. He also tells us an Albins sequential transmission is on the way, ready to be installed after lockdown.

All I can say is, thanks for the experience, Ethan! Definitely one to remember. Featuring GT-Rs sure has become something I frequent often now. Good company? I think so! I will be checking out this GT-R once again soon, so I will keep you posted. What do you think? More of these blog-style behind the scenes articles? Let me know! If you want to purchase the issue of NZPC this was featured in, check it out here.

Event Gallery: Super Sessions 2019

“A diamond in the rough. For some reason, Super Sessions – a Supercar meet – agreed to have myself and Rodney along. Here’s a gallery!”

Thanks to a good friend of ours, our application to attend a supercar and unique vehicle display named Super Sessions was accepted. Seeing as I have wanted to get Rodney out a lot more this summer, I thought it would be a great chance to dust off the cobwebs, pull out the spray wax and wipe off the brake dust.

As I pulled into the venue, sandwiched in between two Ferraris, I had an instant sense of regret. The regret got stronger, as I noticed an array of supercar enthusiasts perched at the entrance — cameras in hand. As I arrived, I was guided into a slot, in front of Vika’s show-ready, sound-heavy Audi S3 hatchback.

Right at the back of the group, layers of supercars, hypercars and sport cars piled in front of me — cementing my attendance, for an unknown length of time. Oh well, the sun is shining and the company was first class!

After hanging around with Philip, Vika, Sam, Andrew and a few other good mates for a good few hours, I waited for the scrum of supercars to roll off the Altezza, before I jumped in, fired it up and made my way home. It was great attending a car meet that wasn’t my usual scene and I can’t thank Super Sessions enough for having me along. Even though the cars were of an incredible value, what I realised is that we were all enthusiasts alike — a refreshing realisation.

StreetattackR: Rodney finally gets new shoes!

“Well, it certainly has been some time between drinks! However, Rodney has new shoes so it was time for a photo shoot.”

I know, I know; it has been some time since I have posted here. To be honest, I have had a lot happening this year with my personal life, so photography, motorsport, and unfortunately the Altezza have all been pushed to the side. That doesn’t mean to say that I haven’t had a few side projects on the go, of course…

Rodney, my Altezza, was purchased for around $1500, with a blown engine, full of cigarettes, pills, and all sorts of other trash. It has been a project, that with the help of talented friends, we’ve been able to make something fairly decent out of it. However, with my love for BTCC and JTCC of the ‘90s, it wasn’t long before I started to want that styling.

Initially, I was running Mitsubishi Evo X wheels, as they’re a quality OEM wheel made by Enkei and they fit a nice 225 or 235-wide tyre. This sparked the touring car look, as they large multi-spoke wheels and sedan body were begging for more. After locating a touring car-style wing in Australia, I had it painted and installed — we were getting close!

Unfortunately, though, there was something missing. One thing that was missing was a lower ride height, but the true component missing was a set of motorsport-specific wheels and tyres. Enter, the Speedlines. After doing my usual Facebook marketplace daily check, I stumbled upon a VERY affordable, rashed, curbed and bent set of Speedline wheels, measuring 18x.8.5-inches (+34P) and 5x114.3 stud-pattern. They weren’t for sale long, as I snapped them up extremely quick.

Over the coming months, I had them painted by a good friend Andrew, and had the decals remade in TimeattackR red, instead of the usual blue or black that they normally come in, by Greg Martin of WRC Signage. Greg did an incredible job on the decals, matching the radius of the Speedline wheels perfectly. However, when Andrew went to paint the final wheel, we noticed it was incredibly bent. Knowing I would need an expert, as to not lose a set of wheels, I entrusted the job with the team at Brugar Engineering in Takapuna.

After leaving the wheel with them for a couple of weeks, I was incredibly happy to find out that they were able to repair it. It was straightened, welded, and balanced — then primered, ready for Andrew to work his magic with the paint gun.

To finish the wheels off, they needed a decent tyre. After talking with Dustin Ng of DNG Automotive, he told me he had a set of near-new Dunlop O3G tyres, measuring 225/40R18 — so I snapped them up!

After lowering the car another 10-15mm all round, I couldn’t be happier. In person, it has a real touring car stance. Next on the list, I need to sort the engine. It’s incredibly gutless as it sits, besides being a rev-happy two-litre engine. I plan on installing ITBs, a Link ECU and a set of tuned headers and exhaust system. This should give it a little extra boogy, while still sounding cool and being a reliable package. When I have some more updates, I will let you all know. Ciao!

StreetattackR: at last! Rodney gets a Sunday drive

“With the way life has been lately, I haven’t had a chance to work on Rodney, let alone drive him. However, the stars aligned, I got a few things finished and hit the road”

At long last! Some free time arose, I snatched it and ran for the hills. Rodney, my 2004 Toyota Altezza has been somewhat neglected lately, sitting dust-covered in my downstairs garage. A pile at work mounded though and there were a few cheeky upgrades I wanted to install. Before any of this could happen, though, the Altezza was well overdue for a detailing session. I kicked it in the guts, snow-foamed, rinsed, cleaned and coated it. Then, pushed it back in the garage.

After a long wait, our Nardi shipment landed at work. And, with this order was my Nardi-produced Personal Grinta steering wheel, measuring 330mm and wrapped in suede, stitched together with yellow thread. Honestly, I never have seen anything so gorgeous in my life!

nother interior you will no doubt spot is the addition of a Recaro SPG-N fixed-back seat. I have wanted a Recaro SPG for longer than I can remember, so when this leather with red stitching SPG came up for sale on my local community page, I jumped on after minutes of it being posted for sale. I didn’t care too much about the size, as the price was crazy. However, I was surprised to find it fits me perfectly. To me, the interior is now just how I like it.

The next issue to tackle was my braking. Over the year I have had the brake kit on, I have noticed the braking has gotten progressively worse. After some thought, I thought it may be a similar issue I had with my Subaru, Rex. With pads not up to the task of the abuse, I had managed to glaze the pad right over itself and, I had done the same with Rodney.

After discussion with William Au-Yeung of PZ Tuning (yeah, that guy!) he recommended I try the DTC Hawk range. After talking about the driving I do, he thought I should give the DTC50 a try. So, in they went and god damn, the bite and overall braking is phenomenal! I cannot wait to get them out onto the track.

Alright, everything is done. The wheel is on, pads in, and a few little things tidied up. I got invited down to a drift event to witness the debut of a good friend’s new project, so I made my way down State Highway one, exited off at Hampton Downs and ended up outside the Toyota New Zealand racing facility. Now dubbed ‘GR’ after the release of the new Supra, the colours matched my theme perfectly; red and black.

I couldn’t help but enjoy shooting the Altezza outside this facility. Inside, purpose-built race cars are built with mega budgets. Outside, my Altezza was parked — a car built with the sole purpose of being affordable fun. Maybe one day, you never know where you will end up in life. All I can hope for is that I have a shed some day half as big, with a hoist. Then I will be happy.

Event Report: Caffeine and Gasoline Hampton Downs May

“My new favourite monthly hangout; Caffeine and Gasoline based out of Hampton Downs Raceway!”

Interestingly, I don’t tend to enjoy car shows, or ‘meets’ as much as I enjoy being at the race track. I’m not sure what it is, but there’s something about seeing functional tin doing battle that excites me that little bit more.

However, in recent times, I have warmed to a local event by the name of Caffeine and Gasoline based at Hampton Downs Raceway, New Zealand.

Held once a month, Caffeine and Gasoline started out of a need for a diverse car meet. North of Auckland’s CBD at Smales Farm, Caffeine and Classics is held every month too, however, became diluted with modern tin, much to the distaste of the organisers and for fair reason.

The answer, was a monthly meeting elsewhere. Hampton Downs was chosen for its wide range of attractions, which would turn this monthly car meet into so much more. Feel like going on the skid pan? Sure! Feel like cruising around the race track with your mates? Go right ahead!

What I didn’t anticipate about this event, though, was the diversity. Never before have I seen such a wide range of vehicles in one place. And, a diverse range of individuals.

From young to old, Caffeine and Gasoline was jam-packed with automotive enthusiasts from all walks. Midday, Mad Mike Whiddett even drove through the venue, as his workshop is based here at Hampton Downs Raceway.

The first car that caught my eye was a beautiful bright orange late-model Dodge Viper. These machines are incredible up close, but I bet they’re even more exciting to drive.

Through the rest of the paddock, there was Skyline GT-Rs, Evos, Subaru WRXs, Ford Mustangs, Holden Commodores, Mini Coopers and so much more.

For some reason, at this event in particular, I really appreciated the older American muscle in attendance. Impeccably kept, examples like the above are a sight to see. Credit to the owners, I know first hand how long it takes to get vehicles looking like this. Anyway, enough from me. I will let the album below do the talking for the rest! I am already looking forward to the next one. I honestly think this is one of the best events in the New Zealand car scene at this time.

Event Report: Hans Ruiterman Pro-Open 2WD Champion!

“Superlap fans! You have a new Pro-Open 2WD champion! Congratulations Hans Ruiterman Racing. ”

With what has been an exciting year for Hans Ruiterman, both on the circuit and off - with the birth of his second child - and a tyre blowout at a Pukekohe Park Raceway club day causing some damage, the NZ Superlap Series has now come to a close and we now have a new Pro-Open 2WD champion. Congratulations team! It hasn’t been smooth sailing, though, with a partial refit and repaint of the Silvia S14.5’s front end, fuses ruining the fun last round, and, the elusive 1:05-second Hampton Downs lap time has yet to be achieved. Nonetheless, Hans is confident the package has the capability to do so.

Following Hans this season has been interesting, as we’ve tried to gain a greater understanding of what makes this simple in appearance S-chassis so fast around New Zealand’s varied circuits. What we’ve concluded is that with a simple combination of the right modifications, an understanding of suspension geometry and the rule book, a gnarly SR22VE/DET (VCT) engine and a serious talent behind the wheel grants Hans the lap times we’ve seen this season. We’re sure there’s more to it, however. We caught up with Hans for a run down of his final round of the season, so over to you, Hans;

It was another full-on few weeks leading up to round five. We removed the front bumper and guards to complete the mods and finishing touches before they were to go to the painters. Once we got them back, we fitted them and got the car straight to the sign-writers on Friday morning and had the car loaded up and at the track on Saturday morning.

When we got to the track the fog was thick. Once our session came up, the fog had mostly cleared and the track and air temp was still nice and cool. This session was going to be the best on our DOT tyres and we pulled out a 1:06.8-second lap time in our very first full lap of the weekend.

During lunch, we got back on the race track to take the Leukemia and Blood Cancer New Zealand charity auction winner out for a couple of hot-lap sessions. We were more than happy to donate our car and time for a good cause. It was also great to socialise with those involved.

In the afternoon session, we had the left-hand inner CV fail causing a vibration, so we put the car back on the trailer and brought it back to the workshop to replace the axle and check the car out and make sure all was ok.

On Sunday, knowing we had already secured our place for the round and the championship, we decided to put the slicks on for the afternoon to allow us to circulate for the full session to see what the car can do. Our best time was on the first lap, with a 1:06.4. The remaining laps I either got caught in traffic or just couldn’t string together the perfect lap.

Unfortunately, we didn’t dip into the 1:05s, but I’m confident the car is capable in its current setup. I’m also looking forward to doing more circuit racing and testing over winter and will have another crack next season!

Hans would like to thank all of his sponsors for their support this season, including; the team at E&H Motors, Gull Sports/Gull NZ, Motul NZ, Pukekohe Auto Spares, Onehunga Panel and Paint, TTi GTO racing gearboxes, Enduro Fit, and Devise.

Event Report: Kat Benson Racing Season Finale — Best Presented and 2nd Overall in Pro-street

“With some seriously tough competition this year in Pro-street, Kat managed to smash out second overall in the hotly-contested class all while having the best-presented car in the series!”

This season of the Prowear NZ Superlap has drawn to a close. For many, it has been a tough season, yet incredibly successful in terms of development. Last season it seemed as though Kat’s BurgerFuel Mitsubishi Evo was kicking and screaming, reducing Kat’s track time down to only a couple of sessions per round as the newly-powered power-house had a few teething issues.

This season though, most of those faults were ironed out and it was time to fine tune the staunch setup and find out what it’s capable of. Kat fills us in with how she found the final round of the Superlap Series and what we can expect to see next season. Over to you, Kat.

The final round of the NZ Superlap Series brought us back to Hampton Downs Raceway for the third time this season, after the last round at Pukekohe was cancelled due to resurfacing. We had a good run here at round four setting a personal best of 1:12.1 seconds, but we knew there was more in the BurgerFuel Evo and me, the driver.

Although the car was topping out down the front straight - losing us a lot of time-the data from our Aim dash and Link ECU setup told us where we could make up some time by taking a different line out of turn three’s hairpin, into the turn four dipper. The trick was putting it all together and getting used to what felt like an unnatural line to take.

The suggested line had me braking much later into the hairpin, squaring off the corner to the point you are almost running wide to carry more speed through the corner as opposed to getting through the corner with a shorter line.

Straight out of the gate, I was able to match my personal best from round four. After pushing that new line in the afternoon we managed to smash our best time twice, finally ending with a 1:11.7-second lap time.

I can’t wait to change the final-drive in the off season so we can push the top-end speed past the current 236km/h the car is topping out at now. Along with this, we have a raft of other upgrades happening .

Currently, the brakes are at the end of their life, so we’ll be working with Endless Brakes for a new race package and changing the final-drive in the Kaps dog-box. We also want to play with the alignment settings. Adjustable control arms are on the list, as at the moment the factory alignment is maxed out.

I can’t thank my sponsors enough for supporting me this season and I can’t thank my followers and supporters enough too. We are looking forward to continuing our development next season and we’ll see you all there!

It truly has been an honour covering Kat and the BurgerFuel team this season. Thanks for having us Kat! As soon as dates for the next season are announced, we’ll keep you posted and up to date.

Event Report: Kat conquers Hampton Downs Raceway RD4 Superlap 2019

“After leaving Hampton Downs Raceway with broken diffs, fires, and more, Kat Benson Racing finally conquers Hampton Downs Raceway with a PB and a win in Pro Street”

Hampton Downs Raceway has never been the luckiest track for Kat. With flames and explosions hindering previous rounds here, it’s a circuit that Kat has wanted to fight back. For the fourth round of the NZ Superlap Series, the stars aligned and the cogs connected — Hampton Downs wasn’t beating Kat this time around. From the outside, we noticed a big difference in pace, with flat-shifting gear-changes and deeper dives. The Burger Fuel Evo is sounding and performing like an animal. Kat gave us a run-down post-race;

Round 4 of the the NZ Superlap Series was meant to be at Pukekohe, which we were really looking forward too, but due to resurfacing we were shifted over to Hampton Downs, piggy-backing off of an Auckland Car Club event.

Hampton Downs has been a trying venue for us over the past two seasons. Out of four events, we had a catastrophic engine fire, diff explosion and after a dog-ring failure we had to run a standard gearbox last time we drove here.

Believe it or not, this hasn’t deterred the team one bit — it just made us more determined. My PB at the track has stood for the past four events, so my goal was to smash it this round which we did on the second session after some cool southerlies came across the venue.

I have dialled in the clutchless up-shifting which has helped immensely, dropping my times to the low 12s with a best of 1:12.1. Unfortunately, the car is geared quite low with the close ratio gearbox so the Evo was topping out up the main straight in fifth gear at 236km/h. An 11-second lap time is just within reach!

Our lap time during this round was enough to take the win in Pro Street for the weekend, giving us some valuable championship points! Thanks again to my sponsors and crew for all your help and support - Mega Love KBR XO

We’ll see you all at the NZ Superlap final, May 4–5!

Event Report: Mad Max or Hans Ruiterman? Read on…

“After a tyre blowout at a Pukekohe Park Raceway track day, Hans has reconfigured the front end of the Silvia S14.5. So, how did the temporary Mad Max E&H Motors Silvia perform at the fourth NZ Superlap round?”

With an absent round three due to a new family member, Hans Ruiterman made a comeback for the fourth NZ Superlap Series round. This time though, things looked a little...different. Many on the sidelines referred to the battle-scarred Silvia as ‘Mad Max’ followed by, ‘badass’. Although this menacing appearance caused quite the stir, Hans’ Silvia has recently been under the knife due to a tyre blowout at Pukekohe Park Raceway a few weeks earlier. We’ll hand it over to Hans to explain;

After the tyre blow out which destroyed the front end, we had the opportunity to improve the guards, side skirts and stiffen up the front bar slightly. It would have been much faster to simply replace the parts and keep moving but its an area that I always had wanted to improve and now was the time.

With the help of Geoff Layboun and Nigel Lucas we made up a new front section to the side skirt to open up the area behind the front wheel and help get the air out of the wheel arch. The front guards, being S14.5 aren't available in the width we needed so we cut the wheel arch out, extended it and fiberglassed in the new arch. The front bar also got raised slightly as the old one got hammered from touching the track surface way too often.

It was a mad rush to get it all done, and we didn't get time to get everything back on and get the parts painted. We also didn't get time to make up new side fences for the splitter or get the front undertray fitted so we were lacking a little front downforce for the weekend which was noticeable through turn one and turn 10.

As the event was run with the Auckland car club, we had the opportunity to cross enter into racing saloons which gives us one qualify run and three eight-lap races on top of our four superlap runs. To try fit in all this in one day was never going to be easy, but to have an issue with the car it made it much harder. We had an electrical issue in the morning which caused the car to lose power. We got this sorted though and carried on with some great racing.

We had a good set of A050's for this round and thought we would try the 30 series instead of 35s to improve gearing on corner exits. Although this did help with gearing, the lower profile tyre didn't seem to hook up quite as well and made the car more twitchy. As the car has been set up for slicks over the years, it's quite rigid — a little too rigid for a low profile DOT tyre as we now know so we may need to go back to the 35 series or soften the suspension off a tad. We didn't crack a PB on the A050s, but we did on slicks (just) with a 1.06.4.

For the final round, we will have the front end finished off with all aerodynamic aids on and hopefully be able to get it together and dip into the 1.05's!

We’re looking forward to seeing Hans crack into the 1:05-second range around Hampton Downs! For a car that can cut more than one hot lap, it’s incredibly impressive. Hans would like to thank all of his sponsors for their support this season, including; the team at E&H Motors, Gull Sports/Gull NZ, Motul NZ, Pukekohe Auto Spares, Onehunga Panel and Paint, TTi GTO racing gearboxes, Enduro Fit, and Devise.

Event Report: Kat Benson Racing — NZ Superlap RD3 a season favourite

“Kat Benson Racing — nothing can get in the way! Kat pushes through to lock in third place overall at Prowear NZ Superlap Series RD3, second in Pro Street and third in the top 10 shootout!”

Images by: Lawrence Tze June Chok

An exciting round for NZ Superlap competitors, the Manfeild Autocourse round is a single day event with an added test day beforehand, tacked onto the V 4&Rotary North Island Jamboree. A six hour trip down for Katherine Redward, it’s a round in which you want to go smoothly as you’re a very long way from home. Last year, Kat debuted her angry new setup and managed to lay down a 1:15.4-second lap time. With more power on the cards and some more seat time in the current setup, Kat was keen to see how she and the package would perform. Over to you, Kat!

“Round three of the Prowear NZ Superlap series brought us to Manfeild Autocourse alongside the V 4&Rotary North Island Jamboree is a 6.5-hour drive down to the friendly town of Feilding — made short by good banter and a stop in at Taihape to check out the Gumboot Festival.

While it is a long haul down for a one day event, Manfeild Autocourse is probably my favourite track in the North Island — so well worth it! The banked turns and flow through turn two to splash is just epic fun.

With a faulty oil pressure sensor ending our first session after only two laps – putting the ECU into limp mode – we hadn’t quite beaten last year’s PB of 1:15.4-seconds. Luckily, fellow Superlap competitor Chris Parker called in a favour and had a replacement oil pressure sensor to us just after lunch; only missing one session. Thanks, Chris and Keith!

Once my awesome team got the sensor back in and Dave checked everything was setup correctly via the laptop (legend!) we were back on track trying to drop times.

The third session was too hot to go much faster, but the final session of the day netted a time good enough to make the Top 10 shootout. Once the temps dropped and it was just that one final lap, I put it all on the line and just went for it, securing third place overall and second place in Pro Street with a 1:14.6-second lap time.

Thank you so much to my sponsors, crew and supporters. Bring on round 4 held at Pukekohe Park Raceway! “

Kat.

Event Report: Attack Festival 2019 Competition Day

“After the Attack 2019 test day, we didn’t think Tsukuba could get any better — rookies! Of course it would get better. I have never seen so many drool-worthy machines in my entire life in one place…Attack 2019; the holy grail of time attack”

This time, pulling into Tsukuba circuit with a bunch of Admix-built 700hp-plus monster GT-Rs in tow was something I had done before. Very recently, but, it was an experience I had encountered and soaked up every essence of just the day before. I thought, for a brief moment pulling into the famed Japanese circuit, that being overwhelmed by the sheer sight of Attack would have worn off during the test day, which, at the time seemed like a large number of vehicles and spectators.

Oh, boy — I was wrong. The car park at the time of our early arrival was almost full, trucks, trailers, and race cars abundant. Oh, my poor heart, pounding out of my chest. How was I to handle the infield? Or, was it the already consumed duo of warm canned coffees causing my heart to race?

After being instructed to park up outside the circuit, we made our way through the tunnel that smashes its way into the infield pit-bay area. Compared with the day before, this area was now a hive of activity, with drivers and teams rubbing the sleep out of their eyes while backing trucks, rolling tool boxes, tyres and other key race-day essentials.

After being handed our media vests, it was now go time. For some reason, I thought a large percentage of the competitors at Attack would have tested the day before, but so it turns out, numbers had now multiplied by a factor of ten as teams and drivers from far away prefectures made their long journeys to compete.

Again, the variety hit me with full force. This time, Skyline GTS-Ts (no, not GT-Rs for a change!), Silvias, Civics, RX-7s and much more were already unloaded and their allocated spaces. Drivers, as though on auto pilot checked over their machines, fitted tyre warmers, and torqued wheel nuts in preparation for the fight to come.

With a couple of hours until the racing would kick off, we made our way around the pit area to check out the new talent. With a seemingly endless supply of highly-modified Japanese tin, it seems like an impossible task, but a plan was hatched and we systematically approached our game, shooting anything in sight.

With no experience photographing Tsukuba, I prioritised each corner as to what shots I wanted to achieve. I know I had to get a shot of Seyamax diving into turn one, so that was where we began, as did a bunch of others. What I was surprised about on Tsukuba’s turn one was the angle in which it was attacked.

It appears to be a really late dive, uphill, then a roll around turn one until the late apex is found, around about when the power is applied. The sheer disbelief as to what these high-level cars can do has to be seen in real life.

With only a handful of sessions on throughout the day, we made sure we were keeping a close look at the time. With enough time for a second pit wander, we made our way through the masses of people that had populated the infield. Nob’ Tanaguchi was hosting a talk, GT cars were on display and there was an array of food stalls, where we did indulge in our fair share of hot dogs to keep warm.

Pushing through with bellies full, we made the quick walk around to the famous 80R Tsukuba corner. An interesting location for cars to set up camp, we noticed something we don’t see back home in New Zealand. Makita planers were being used to bed in, or rough up the tread on brand new Yokohama A050 semi-slicks — crazy!

Wanting to soak in as much atmosphere as possible during our time at Tsukuba, we saw it fit to check out a few grand stands and capture photos the same way as the spectators see them. No tricky angles, no hiding behind bushes, just the angles in which these corners were meant to be photographed. From height, and with the right amount of proximity.

There’s something so unique about the engine bays in Japan. It’s definitely function over form with these machines. Trust T-88s are still being used, too. Something I found most interesting. After a lengthy discussion with Mitsuhara of Admix Racing Service as to why the T-88 is still being used on every big power build he does, it’s apparent that they’re being used because it’s easy. They make the power, the supplier is local and the turbocharger is a symbol of power in Japan. As much as I love the older T-88 turbo for nostalgic reasons, I don’t see the reason in using a very expensive HKS V-Cam system, or nitrous to give the engine more mid-range, where something like a BorgWarner EFR/Garrett GTX would do this out of the box.

One car we had to have a closer look at is the Carbon Junkie Toyota AE86. Well, there’s not much AE86 left at this point, but what you’ve got is a vehicle that is much lighter and stronger than the original. Headlights? nope, they’re now stickers! The ultimate lightweight variant of an already lightweight platform.

With only one remaining session left for the day, we made our way to Tsukuba’s final turn. A fast-paced bend allowing a range of shots to happen. First off, we needed to clean our gear, check our cards, batteries and so on. Between every attack session, this guy would jump this fence and sweep the track.

Nothing on this planet can prepare you for witnessing Japan’s fastest time attack cars flying at you, in excess of 230km/h, mostly taking Tsukuba’s final turn either flat or close too. Even the mid-level cars came flying in at phenomenal speed. The speed record for the event, though? Adam Casmiri in the JDMYard Honda Civic EG with 253km/h, wiping Under Suzuki from the record books.

William Ae-Yeung pedaled the PZtuning Motorsports Honda Civic to victory at Attack, snatching the front-wheel drive record from Nob’ Tanaguchi by two-seconds, finishing the event with a best time of 53.071-seconds, proving that modern technology in the engine, gearbox and tyre department goes a long way. I think after this new record, the local Japanese folk are going to seriously reassess their setups. With clever traction control, a paddle-shifted sequential gearbox, the latest EFR9280 turbo, and Hoosier A7 DOT-rated tyres, it’s in its own realm, with World Time Attack breeding a unique demon.

Of course, the Admix Racing Service machines in attendance were getting photographed around the famed bend. The Takanori Seyama-driven R32 GT-R is hands down my favourite Japanese time attack machine. There’s no denying, it’s the staunchest looking car out on track.

After racing concluded, we took a couple of track-side profile photos, then made our way back to the pit area.

Alright, alright — you can have a photo too! Everyone is so friendly in Japan. We felt welcome at every moment, every conversation and every interaction.

With the final session done and the track closed, the walk back to the pits probably talk the longest it had all day long. Just, wow. This white Mazda RX-7 had me weak a the knees. Beautiful, yet it was competing all day and was packed up to be driven home on the streets. The ultimate all-rounder!

JUST in time for a couple of team photos with the JDMYard team. Absolute legends these guys.

It has taken me a long time to get through this content to bring you this. For that, I am sorry. As a percentage, I would say the images in here represent around 3% of what was photographed and with a decisive lack of certain cars you can almost guarantee there will be a spotlight of them this year, as I go through and edit everything from this event. Attending Attack Tsukuba has been a dream for so long. As such, I didn’t want to a general event report, but rather a report on how the day went, from our point of view, as we saw things.

Attack Tsukuba, thank you for having TimeattackR. We’ll be back to photograph it again at some stage and even possibly a few of the other circuits in the series. Keep an eye out in the upcoming months or spotlights on a bunch of top-level Tsukuba monsters. Follow us on Facebook to keep updated!

Event Report: ATTACK Festival 2019 Test day

“Finally, I made it to Japan for a time attack festival. So, how was ATTACK, held at Tsukuba Raceway? Read on…”

I’ve been waiting for what seems like my entire life to get to where time attack began. As like most car enthusiasts of my vintage, we know this circuit and it’s cars extremely well. We've raced this track too; via countless laps on racing platforms such as Gran Turismo and Forza Motorsport. I know where the stands are, the exciting corners and where I must see the action from, through watching thousands of hours of Tsukuba Best Motoring and similar videos. What I hadn’t experienced though, is getting my real feet on the real ground of this really sacred place.

This trip to Japan was fairly last minute. With no real idea of what we were getting ourselves into, Damian and I booked our flights a week before and a week after Attack, giving us plenty of time to explore and travel Japan’s many cities, restaurants and tuning workshops.

Thankfully, on the ground, I had a contact by the name of Mitsuhara Motojima of Admix Racing. Through stumbling upon each other on Facebook a couple of years ago, we’ve kept in touch, with the automotive realm, a common interest in GT-Rs and time attack racing bringing us close together, thousands of miles apart.

As a kind gesture, Mitsuhara offered us the use of his Nissan Cube and transport to and from our accommodation on both the race and test days. Which, considering he was running an entire team and four cars, was an incredibly kind gesture. Something I soon would learn the Japanese are incredibly well known for.

After exploring Tokyo for a few days, it was time to make our way to a city named Kawagoe. At Mitsuhara’s recommendation, Kawagoe had a lot more accommodation than anywhere closer to Tsukuba Raceway and is close to his workshop, Admix Racing Service in Saitama. “I’ll pick you up at 4am,” he told us, through the phone.

After an incredibly early-morning collection and meeting, Mitsuhara took us to one of his workshops where a couple of trucks were waiting with GT-Rs on their trays. After swift instruction that I was to take the wheel of the Nissan Cube and follow him in the truck, we made our way to Tsukuba Raceway, sandwiched between two R32 GT-Rs bound for testing.

At this point, the excitement was building. We were now approaching our dream circuit, through the local township. As we neared closer, motorsport-orientated billboards started appearing. This was it!

We parked our Nissan Cube in our allocated parking, then stepped out of the vehicle amidst Tsukuba's infield. Words cannot describe the feelings that moment, as we took a breath of fresh Tsukuba air. It’s incredible. It is everything I had hoped it to be. Alright, let's grab the cameras!

It was snatch and grab time. A technique I named where I run around like a mad man, capturing as much as possible surrounding me in a 30-minute window as the excitement is still within me — as I’m taking it all in for the first time. Straight away, I started noticing cars I have seen online, buildings I have seen on videos and people I had become friends with on Facebook. A dream come true!

Mitsuhara had organised us media vests for the Attack event day, but not the test day. Which for us, was completely fine, as we were mainly focussed on capturing the Japanese flare these cars are known for internationally. “Seyamax!” Mitsuhara yelled, motioning to a truck entering the infield, carrying my all-time favourite time attack machine. Yeah, Mitsuhara knows I’m a major fanboy…

After letting Takanori Seyama unload the GT-R from his truck, I made my way over to take a closer look at his machine. Initial thoughts were that it was black – something I have believed for a long time – but rather, once I threaded on my lenses CPL, I found out it’s rather a matte purple — very tricky!

Clad in brand new Voltex body armour, the sheer presence of this car in person is one of a kind. Its width, length and detail had me drooling.

Takanori Seyama checked over the GT-R while talking to numerous folk that came over to chat with him. The transport coilovers were removed and the circuit coilovers installed. Not an easy task getting something this low and wide to the circuit. I’ll have a dedicated spotlight on this car soon, so don’t worry about the lack of photos.

After drooling over the GT-R for a solid 30-minutes or so, we made our way around the circuit to get familiar with things and make a plan for competition day. On top of the pits, around some of the grandstands and mapping out where the ever so important vending machines are.

Now, it was time to spot some of those famous foreigners, Adam Casmiri and William Ae-Yeung. Many speculated about the times that these boys would lay down on Tsukuba soil. Many even thought there would be a serious rivalry between the pair. The only thing serious between these two is there sense of humor and determination to perform at their peak.

William, who we were excited to catch up with at Tsukuba had already run a 56-second pass by this point in the morning on their first outing, getting familiar with the car.

Adam had too, already besting the time of HKS, which was the goal for the team and on their fourth lap no less. The JDM Yard Honda Civic was sounding angry and the boys were convinced they’d go much quicker through the two days.

After scouting a few corners, we found one we could hang out from without vests. A famous corner for a famous shot, we had to try it out for ourselves. Watching big-power GT-Rs powerslide through the exit of this turn was a sight to behold and proved the challenge these big-power cars have getting power down on such a tight circuit.

What blew me away on this test day was the variety. As you all know, I own an RS200 Altezza and I found this one squeezed in-between a Mazda RX-7 FD and an NSX — all built for time attack. I really enjoyed the simple over-fenders on this and the large rear wing element. I couldn’t see what engine upgrades it had, so hopefully they matched the exterior.

One thing that is evident here in Japan, is that the K20A engine is out in force and in naturally aspirated form too. Both of these Civics – one an EK and one an EG – sounded like motorbikes out on the circuit, with gearing that would be of no use outside of Tsukuba. These machines are built for attacking this circuit and that’s what is so special about Japan.

One thing I learned on my first day at Tsukuba is that the Japanese are incredibly nice and willing to show you their engine bay or setup. Everyone talks to one another, laughs and shares advice. Happiness and laughter were a common sight and leaving the circuit after the first day, I couldn’t have felt happier. If you’re passionate about a certain chassis over in Japan, make that work for you. If you love your unique machine that might not be perfect for circuit racing, carry on driving what you love — take the Autobahn Soarer for example.

If this was only the first day, what was day two going to show me? Well, I was about to find out how hard Japan ATTACKS! Lets go!

TimeattackR Tour: Global Auto Japan — is this GT-R heaven?

“Global Auto Japan is known as one of Japan’s leading GT-R car yards. We had to find out for ourselves, so we made the trip out from Osaka to take it all in…”

With a few days locked into the Osaka region after Attack 2019 Tsukuba, we started to formulate a list of must-sees in the surrounding areas. To be honest, for some strange reason Global Auto slipped my mind and it wasn’t until a kind lady at Trial reminded us about the yard that we remembered. A quick input into Google and we found out we were only around 20-minutes away. The GPS was locked in and we set sail (ha, R33 jokes).

After a swift driveby in our rental, we realised that Global Auto is a very small yard on an even smaller street. With no parking nearby, we found our closest 7-11, parked up and grabbed our cameras.

As we walked around the corner, we were greeted by an incredible lineup of R34 GT-R Skylines, fronting the car yard.

We made our way down the side road to the entrance and meandered in, welcomed by salesmen on the yard. It was apparent we were there purely to take in the incredible sites, so we were left to be.

R32s, R33s, R34s, R35s — you name it and they had them in abundance. For some reason, I felt as though they had more R34s than anything else in the yard. Which, is odd because back home they’re the rarest chassis.

After looking through several windows, it was apparent the majority of vehicles on this yard were not factory. They were either lightly tickled or heavily modified. Perfect.

This white drag-spec R34 GT-R was a favourite among the bunch. A true flashback to early 2000s drag racing and late night Wangan runs.

In the yards workshop lay another R34 GT-R getting a brake upgrade…

And, in front of the workshop lay one of the most beautiful RX-7s I have ever seen, featuring FEED Fujita Engineering decals all over and gorgeous Advan wheels.

The only other non-GT-R on the yard was this beautiful red NSX in manual. A rose among a sea of grey, silver and white thorns.

I honestly don’t think I have ever seen something so awe-inspiring in all of my life. The sheer quality of every single vehicle on the yard was incredible. They were all stand alone immaculately-presented examples that alone, would steal a show. I seriously had the urge to ask how much for a few of the R33s on the yard, but that time will come eventually. Anyway, this was just meant to be a quick post on our 15-minute visit to Global Auto. I hope you enjoyed!

StreetattackR: Suhail Khan's dream DC2R

“There’s nothing quite like a clean DC2. They’re a dime a dozen these days, but Suhail Khan is out there waving the B-series DC2R flag with pride in his immaculately-presented Type R”

A HUGE thank you must go out to the very talented Archee Lal for making this feature happen. She has a serious photographic skillset and we’re proud to have her contribute on TimeattackR.com. Enjoy! — René

Hey Suhail, we’re a huge fan of your street DC2. When and how did you first acquire the Integra?
I purchased this thing back in 2015. I was still in high school about to finish my final year. There's a bit of a story behind this; I’ve followed this car and its sales path for a while. I was browsing the infamous NZHondas.com forum one day – as I did every day – just looking at things for sale and I stumbled across this car when it was initially for sale. His car was super clean — not even a ding to be seen. It had been taken care of on levels which can’t be explained. I bookmarked that page and everyday I’d open it and stare at it before it was eventually sold.

The new owner then posted it up for sale on NZHondas again. His reason for sale was, “it's too low for my driveway”. It wasn’t up for long. I think maybe a couple weeks before it was sold to the person I purchased it off. At this point I’m obsessed with this car — I dubbed it Snow White because it was Championship white on new white Enkei RP02’s. Trust me they were WHITE. I message the owner, made small talk when I could and a few days into chatting I ‘accidentally’ arranged a viewing. As soon as I arrived, I knew I was going to own the car. I went for a ride and I was sold. I arranged a proper time for pick up with my old man and I’ve never had a larger smile on my face like that night upon collection.

Whose Honda is your biggest inspiration?
I’ve always loved the Integra chassis for the way they look mainly. The DC2 was always my favourite chassis and to be honest my dream car.

My family have always been into cars. My uncles were the main drivers to me owning the Integra. One of them whom we call Chief (Shafin) built and owned a K20 DC2R back around 2007. I’d confidently say this was one of the first ever K-swaps in little old New Zealand and he is very well known for that car. The plate was FQTRBO — a bit of a reminisce to my number plate.

My cousin had numerous DC5R’s over the course of me being in high school and I knew I wanted the DC2R and my other cousin would own an EK9R.

After driving the Integra I just felt at home; the handling of Honda’s poster car was more than what I could have ever imagined. Everyone has their own opinion on Hondas as the internet knows, but you can’t beat on it until you drive one.

What build is your biggest inspiration?
I don't specifically have a single build which would be my biggest inspiration because at that point I feel like I'm trying to mimic someone else's car which is something that wouldn't suit me. I definitely have taken a few leaves out of a few books to get the car where I am today and I'm still changing the car to suit me. To name a couple; Reggie C Mah (@reggiecmah), Ryan from Rywire (@rywire_motorsports_electronics), Chief, Tim Chai, Kieran Munro, Beggz, and Justin Pillay. So as you can see just to name a few of my inspirations.

Each car has their own unique aspect which I love.

What have you done to the Honda since owning it?
Well since owning it I’ve done a few things, to be fair not much. With cosmetics I’ve been through a few phases. I had the complete stock DC2R look, I’ve had the Spoon style lip with the optional side skirts and rear end caps and now I’m onto Mugen. I currently only have the front bumper on, but the side skirts will hopefully be on soon to complete the exterior or this phase.

Suspension wise I’m currently running BC BR Series coilovers and Hardrace camber arms. Nothing too extreme yet, but a good base to branch off from. The engine is still stock, it has had an OEM rebuild done with the basic bolt ons; intake, exhaust and a bit of a turn on the dizzy. It’s a really basic reliable set up that gives me no issues which I owe to Ajay from Brian Payne Motors.

What is next on the cards for the Honda?
Next is definitely a bit more power; when you have friends with over 400kW cars you get left behind rather quickly. After that is more suspension work, although it is fine as is, but Fortune Auto coilovers would be nicer and to get the car dialed in. It’s easy to drive a car fast on the track, but if it’s not the way you like it what’s the point of doing it?

Do you plan to do any circuit work?
Yes definitely, I’ve done a couple track days and I love being on the track. I’ve learnt a lot and I've made a few changes since then and I’m eager to see how the car would perform the next time I attend. I’d love to do NZ Super Lap, but with University it proves to be a tad difficult.

What's the most fun you can have in the Honda?
Everyone would say its being on track and I do agree but, I find it really fun passing turbo cars. Look = priceless.

Are you a B-series or K-series fan?
Everyone on the internet knows I love the B series engine and I will run it till I no longer can. The VTEC crossover of the B-series is unbeatable and every Honda head knows that but, you cant beat the power the K-series can make when in the right hands. I’ve heard a few people saying B will die soon and K will take over — I disagree with that. The B series will live on forever.

Will the Honda ever be finished?
Well.. I’d like to think some day it’ll get to a point where I wont do anything to it but that day is quite far away.

What has been the best and worst thing about owning this car?
The best thing about owning this car would be the smile it brings when I drive it. As cliché as that sounds, it really is the car I’ve always wanted and I don’t regret any of it. The worst thing would probably be how much money I spent on engine oil!

StreetattackR: Rodney gets parted out — bigger things coming!

“I know, I know; I’ve just built it? Why stop now?”

Rodney, the TimeattackR project car has been an incredibly fun project. From what started as essentially a rolling body, has turned into an enjoyable, yet capable street and track day car. Initially, it was mean to be a project in which I would spend as little as possible, to get out on the track and learn how to drive.

In a way, I did this, however I did spend a little more than first intended. Why? I had an idea of how I wanted it to perform and with each and every part available through my place of work, I thought it rude not too.

Now though, what’s going on? Why the blog? Well, as of last week, I have started to sell some pieces off the Altezza. At the end of next month, I have a trip to Japan planned for ATTACK Tsukuba, February 23. What this means is, I need extra money.

The trip was booked last minute with a good friend of mine, and I need to bring in some money to make it work. Before getting parted, though, I decided to take it for one last spirited drive with my friend Keegan and his 2JZ-GTE-powered Altezza.

What does this mean for Rodney? Every time I watch Japan Superlap Battle videos, ATTACK footage, or hang around of New Zealand’s local circuits, it makes me want to get the angle grinder out. Rodney is going to level up, to a lighter vehicle with a little more power.

After talking with a few people in the industry, my plans to turbo the Altezza diminished. One person in particular, Brendan Duncker of Convert Motorsport, told me tales of his 260hp at the wheels 3SGE engine in one of his previous drift cars, that would rev to 10,000RPM with tonnes of throttle response.

I don’t think I would be happy with the power the turbo engine would produce and the added strain on the driveline isn’t worth the risk to me at this stage. Maybe one day when I can do it properly, it will be done. I do still have the HKS F-Con ECU with plug and play loom kicking around, which is tuned for an NA setup — which should kick things off quickly.

So far, I have sold the Evo wheels and tyres. Next, will be the seats and GReddy turbo manifold. The seats will be replaced with lighter Racetech or Bride units and the wheels will replaced with either another set of Enkeis or Work wheels from Japan. I am excited about the next phase of the build, as for me, I enjoy the driving just as much as modifying.

For now though, it’s on stands until after Japan. Come March, I will be ripping back into it and ordering my favourite things of all time; PARTS!