TimeattackR: Nascar-powered ‘Vette — a peep into the world of Trans-Am racing

“How much power from a naturally-aspirated carbureted V8? Crikey! Maybe I should take a closer look into the world of Trans-Am racing here in New Zealand. Thankfully, good friend Alastair Wootten drives one”

You’re probably a little confused at this point. You’ve clicked into this article wondering, what has this got to do with time attack racing? When you learn that these Trans-Am machines that hail from the United States of America are faster than our fastest time attack cars in New Zealand, you’d be curious to find out why, too.

Alastair Wootten, my best man, an incredibly talented driver with a motorsport history dating back to his childhood, has found himself with the ultimate in father and son projects in the form of this here Corvette — an SB2 Nascar-powered machine with over 800hp. That’s right, there’s no form of forced induction here, nor is there a trick ECU to run the engine. Instead, a carburettor and a steady screwdriver-wielding hand to make fine adjustments — a foreign concept in modern time attack racing.

The tyres? Yep, they’re full-slicks and they’re gigantic. Not only in their track width but in their profile. You’d easily mistake them for drag racing slicks if you weren’t in the know. A quick-change differential, huge slicks and a four-speed dog-box ensure the brutal onslaught of horsepower makes its way to the tarmac. Other cars in the Trans-Am field are now running much lighter five and six-speed sequential gearboxes to give them an edge.

Based on a tube-frame chassis, the lightweight Corvette body panels are simply bolted in place. Alastair’s Kirky race seat is quite a fair distance from the front of the Corvette and is the only seat in the vehicle, tightly squeezed between the behemoth gearbox tunnel, must-have dry-sump system and essential gauges.

Rev-limiters depending on racing conditions are simply increased with ‘rev chips’ or, ‘little USB looking things’ as Alastair puts it. The SB2 punches out an ear-piercing 9000RPM at full song.

There’s an incredibly limited amount of aero on a Trans-Am race car. There’s a rear element, yes, but it’s a similar size to what you’d see on most club level time attack race cars. The front end is void of any splitters or canards, adhering to the local Trans-Am rulebook.

Yes, you’re right in thinking that these machines rely solely on their mechanical grip and engine horsepower to lap the times they do, which in full qualifying mode, can dip into the 1:04’s around Hampton Downs Raceway — what is essentially now New Zealand’s benchmark time attack circuit for enthusiasts. The most impressive part? It’ll do those lap times all day long. Not just one hot lap like in time attack, it’ll run those times happily for more than 20 laps.

“They’re an animal to drive,” Alastair told us, “It’s like driving a drag car that can turn. The steering is heavy and the power comes on hard. We’re topping out near 280kph along Hampton Down’s front straight.”

Better still, Trans-Am's are incredibly entertaining to watch do battle. Their size, noise, and pace make them an exciting spectacle. Alastair managed to take out this weekend’s racing, which is the first round of many for the season. We may take a closer look into some of the other machines during the season, as they cross over with the NZ Superlap Series.

TimeattackR: Turbosmart HQ tour; house of boost

“We’ve been a fan of their products for years, but today was the day we got the walkthrough of the Turbosmart HQ, based in Sydney, Australia, in the lead up to the Yokohama World Time Attack Challenge”

Images: René Vermeer & Damian Smuts

We just had to get the stars to align this year. We’ve been wanting to check out the Turbosmart headquarters for some time now, but every year we attend the Yokohama World Time Attack Challenge, we’re flat off out and never get the chance. It’s also always an awkward time for them too, being the day before World Time Attack.

This year was it though; we locked it in! I sell Turbosmart product through my day job at North Shore Toyota Parts, as we’re the New Zealand distributor for the product, so we teed it up with the team to take us through this expansive facility.

After touching down on Australian soil, we collected our rental car, jumped in, and made our way to the Turbosmart HQ, stopping off on the way to taste Australia’s finest cuisine; Red Rooster. After being thoroughly disappointed in the budget KFC wannabe meal, we pulled in the Turbosmart gates, met the crew, and made our way into the workshop.

The team and I were instantly taken aback by the scale of this workshop. Nothing even comes close in little old New Zealand. First, we made our way to the raw material section, where Brendan would go through each and every material and its uses within the product range.

While this was going on, it was a good time to peep through into the boxes of stock, where half-machined components were carefully placed ready for assembly and anodizing.

Now the exciting part… The heavy machinery! The Turbosmart building is covered in solar panels, which on a good sunny month, means that up to 90% of the power is paid for. This makes running heavy machinery such as this much, much cheaper.

One thing we noticed about the Turbosmart assembly line, is that it’s immaculate. Every workbench was impeccable, with each and every worker taking incredible pride in their respective jobs.

Another great find was the original Turbosmart time attack Mazda RX-7 FC. Powered by a PAC Performance 13B-rotary engine with a GTX4088R turbo, it’s no slouch but hasn’t been raced since 2011/12 — in World Time Attack Challenge no less.

Sporting the wild engine setup, it also needs the stopping power to match, which the team handled with ginormous Project Mu calipers — front and rear. It was great running into this machine. In its day, it would have been competitive. In today’s competition, probably not so much.

Turbosmart head honcho Stewart Mahony took over the tour reins and decided to walk us through some of the assembly himself, of the latest Gen V external wastegate range.

It’s incredibly interesting how simple these components are to put together. But, the design and attention to detail are flawless. From the shape of the valves to the heights of the diaphragm, to the materials used — it’s all of the highest quality.

Turbosmart has added a ‘Motorsport’ range to their existing lineup. These feature a longer valve, with a diaphragm that is much higher off the wastegate. In their destructive testing, they were literally unable to destroy and overheat it. We were told these units have so far, been unbreakable. How many manufacturers can say that? Not many!

The ‘Motorsport’ wastegate range is great for applications in which the wastegate itself has little to no airflow to keep it cool. For example, an R35 GT-R with a twin turbo aftermarket setup more than likely has the external wastegates sitting atop the bellhousing. There’s no airflow there, and wastegates commonly get hot in these applications.

A new feature to the Gen V range of wastegates is the water-cooling. When we asked why you would water cool a wastegate when they have the ‘Motorsport’ model available, we got a very good answer. Stewart told us the water-cooled wastegate is for applications where the wastegate itself is causing excessive heat in the engine bay, which is damaging other components around it. Whereas the ‘Motorsport’ wastegate has been designed to improve the life of the wastegate itself.

Finally, we made our way into the blow-off valve and boost controller area. Staff were kind enough to show us how they are put together after giving us a demonstration on how to properly test a blow-off valve.

You can’t leave the Turbosmart HQ without getting a shot of their GIANT wastegate and blow-off valve! These things are way cooler in person than you’d think.

All in all, an incredible day with the Turbosmart and North Shore Toyota Parts team. We gained so much knowledge and a much greater respect for all of the components involved to make a reliable turbocharger system. We’ll be back for sure, and we’ll get some photos of the Turbosmart stand at World Time Attack.

TimeattackR: 400kW-plus twin-turbo V6 rear-engine Nissan March madness

“You put what, in where? Glenn Hodges has always been an innovator, but this time around he’s outdone himself. A Nissan March with a twin-turbo 3500cc V6 with two turbos hanging off the side…”

There are so many different car enthusiasts out there and that’s what makes this passion of ours such an exciting one. There’s the hard-parkers, the drifters, the muscle-crowd, the time attack racers, and plenty more — and sometimes they’re a combination of a few. I myself am addicted to detailing, Sunday cruising, and time attack racing. I don’t have exceptional mechanical skills or any sort of engineering skills, but I am more than happy to hand those tasks over to the experts. Those experts keep the rest of us out on the circuit or driving around on the weekends. They have exceptional vision and serious talent — Glenn Hodges is one of those people, being a talented fabricator after a career as an aircraft technician and now runs his own shop; The Lab Ltd.

I first met Glenn when I was working at NZ Performance Car Magazine, as we featured his custom chassis Nissan Navara with a Nissan VK56 V8 engine. I knew he was talented then, but then I found out he was a serious Nissan Fairlady enthusiast too and competed in the Prowear NZ Superlap Series in his beautiful blue example. To progress, some serious money had to be spent in the power department and his extremely clean example would soon turn into a dedicated race car — something Glenn wasn’t going to let happen.

After what Glenn described as months of ‘scattered car related dribble’ on what to build next, his mind kept wandering back to Group B rally cars and smallish cars with relatively large engines in the back. “I decided to go ahead with a build that was originally just a load of talk,” Glenn told us. The catch though, was that it had to be a Nissan, Glenn explains “There was no chance it was going to be anything but. After investigating various dimensions and weights, the K12 Nissan March – as ugly as they are – actually stacked up pretty well on paper for its dimensions.” As it happened, Glenn’s long-time supporter Nissin King Izuzu Partsworld had a fresh shell literally sitting on the shelf — and so it began.

Being in the industry certainly helps things, as Glenn had a donor engine for the new project sitting on the floor of his workshop. A Nissan 350Z-based 3500cc V6 that was not economical to repair for his customer, was utilised using Nissan 350Z heads, intake chambers, and plenum bolted to a Nissan Maxima block and sump plate. This combination would have sufficed in naturally-aspirated trim, but Glenn had much larger aspirations for this engine.

To handle the boosted-onslaught that would soon be unleashed on this Frankenstein engine, Glenn installed forged Wiseco 11:1 pistons, Eagle forged rods, Cometic head gaskets, ARP L19 head and main studs, and ACL bearings. However, before this could be bolted in and the manifolds fabricated, Glen first had to get out the angle grinder and get to work removing the rear floor pan and fabricating a firewall between the driver’s compartment and the engine bay.

“Literally every part of the car is modified in some way shape or form. I think the head and tail lights have escaped, but apart from that it has all been under the knife,” Glenn explains. With the March now ready for an engine, it was jigged up, mounts were made, and eventually shoehorned through the rear hatch of the K12.

Fabrication began on the turbo manifolds, which work their way to the left-hand side of the engine bay and high-mount twin Garrett GT2860RS turbochargers with .83 turbine housings. Individually, these turbos would be fantastic for a 200-250kW SR20DET engine, but the pair on the 3500cc V6 would be capable of some decent numbers once tuned on E85 fuel.

The fuel system, mounted at the front of the vehicle consists of a Jazz 35-litre fuel cell, which is drained rapidly by a pair of Bosch 044 fuel pumps into check valves and fuel filters. Injector Dynamics ID1300 injectors and an Aeromotive fuel-pressure regulator make sure the hungry twin-turbo engine gets the fuel it requires when the boost comes on.

Ethanol content is measured by a Link ethanol content sensor and excess fuel makes its way back to the Jazz fuel cell via a single AN dash six fitting. Black Speedflow fittings have been used throughout.

Power figures are still at a conservative place for the engine, which Glenn is still getting used too. The small March is now propelled by 418kW and 700Nm of torque at the hubs and uses a Nissan Sentra six-speed gearbox to get the power down. A Maxima bell housing was used for this conversion and J32 Maxima half shafts.

Utilising J31 Nissan Maxima knuckles, Glenn was able to literally bolt on Nissan 370Z Akebono front calipers, the rears required a custom bracket,

They look absolutely ginormous on the little March, and Glenn has opted for Z1 Motorsports two-piece discs with custom top-hats designed by himself and produced by Znoelli.

Bolted to these gigantic hubs and brakes are DTM Gravity 18x9-inch front and 18x10-inch rear wheels shod in 235/40R18 and 265/35R18 Nexen SUR4 semi-slick tyres thanks to Glenn’s sponsor DTM.

They’re a fantastic looking wheel, but would not even be close to fitting without the addition of Glenn’s custom-made Aluminium with carbon fibre wrap over fenders, inspired by Group B rally of the ‘80s.

Surrounded by a jungle gym, Glenn saw fit to add some much needed interior additions. An OMP HTE-R driver’s seat was fitted with Sabelt six-point harnesses.

When you’re strapped in, you grab hold of the OMP quick-release steering wheel which is attached to a Woodward steering shaft. Look through that, and you’ll keep an eye on things with the Link Dash2, which has replaced the humble Micra’s gauge cluster. The dash and door cards were flocked by Mike Shaw fibreglass to prevent glare.

The Nissan March is currently in its second reiteration thanks to a very serious crash at Hampton Downs Raceway, but things are now progressing smoothly. The biggest hurdle currently is intake air temperatures, with them sky-rocketing to around 80-degrees Celsius thanks an inefficient water-to-air intercooler setup.

Glenn is currently in talks with a large intercooler manufacturer, so this will be remedied soon. This has been an incredible build to follow, and we’re constantly blown away by the quality of workmanship done in-house by Glenn. Once the faults are ironed out, this will be one seriously fast econocar.

Engine: VQ35DETT, Wiseco 11:1 pistons, Eagle rods, Cometic head gaskets, ARP L19 head and main studs, ACL race bearings
Driveline: Nissan Sentra six-speed manual gearbox (H pattern) Maxima six-speed bellhousing, JWT ally flywheel, J32 Maxima half shafts
Braking: 370Z calipers, Z1 Motorsports two piece rotors front and rear, custom The Lab/Znoelli custom hats rear
Suspension: King Springs, custom SH coilovers
Wheels and Tyres: (F) Nexen SUR4 235/40/18 (R) 265/35/18, DTM Gravity 18x9-inch and 18x10-inch
Body: Custom rear chassis rails, five-door to three door conversion, The Lab Limited custom aero & flares
Interior: OMP HTE -r driver's seat, Woodward steering shaft, OMP wheel & quick release, Sabelt six-point harnesses, Link Dash2 pro dash, flocked custom door cards and dash top (Mike Shaw Fiberglass)
Performance: 418kW at the hubs, 700Nm torque

Driver/owner: Glenn Hodges
Age: too old
Build-time: approx eight months
Length of ownership: 13 months
Thanks: My wife, Race Cars In Sheds, Link ECU, Mike Shaw Fiberglass, Nissin King Izuzu Partsworld, Autoparts, Partsworld Timaru, Z1 Motorsports, GSS, Nexen Tyres NZ, DTM wheels, Top Town, MSNZ, Four and Rotary Promotions, those who got in and supported when times were tough.

TimeattackR: Team 666 Racing join Team TimeattackR with New Zealand's fastest Superlapper

“New Zealand’s outright fastest time attack machine has joined Team TimeattackR, so we sat down with current driver and chief spanner spinner to talk about its progress over the years, WTAC, engine setup — and more! ”

Hey Tony, how did the Evo build come about, and when?
Scott would have started with the Evo around 2004 - and the build would have come about most likely because he wanted something to beat all the Subarus that were competing in the Manfeild Intermarque Sprint Series lol (bit of a back story there hahaha).

What was the purpose of the build from the get-go?
The purpose was always to go as quick as possible, and over the years it has had many successes, from winning/setting records in Wellingtons Port Road Street Sprints, to cleaning up the intermarque series, and then moving on to time attack when it was first introduced to NZ back in 2008.

What have been the major progressions of this build over the years?
A lot of engine development, in the pursuit to gain reliability. We have a pretty good combo now that has proved itself.
The aero has also developed over the years from rather simple home-made pieces, to professionally designed and manufactured items.

Before World Time Attack, what major aero changes were undertaken?
No major changes were made to the aero prior to WTAC last year, but when we were over in Australia, we had to get the “big” splitter modified to suit the rules for WTAC Open Class (had to make it slightly shorter to comply). We also added some extra canards to the front bumper (hand-me-downs from the Tilton Evo). After day 1, Garth wanted a bit more front downforce, so Sydney Composites came to the rescue at 3am on Saturday morning with some extra carbon dive planes fitted to the front guards (although to comply with MSNZ Schedule A I had to cut these off in Round 2 as the scrutineers weren’t having it – I think the organisers really need to consider getting the NZ series sanctioned so that any vehicles looking towards competing in WTAC can run aero without the Schedule A restrictions – especially given that recently there has been a few more NZ cars looking to go over to Australia to compete in the near future).

How did WTAC go for the team and the vehicle?
We all put in some long hours but had a good time. Getting into the top 5 shootout made it worthwhile, as we certainly had some struggles up to that point. A couple of test days at SMSP prior to the event didn’t really pan out as the car ran into issues each day (random engine fire, then gearbox, transfer case, and suspension issues), so actual on-track testing was very limited. Once everything was sorted, we just had to use the Friday of WTAC as our “testing & set-up” and try and go for it on Saturday. We struggled to find the ideal set-up but eventually got it mostly dialled in the session before the shootout (which gave us our best lap time), only to throw it away for the actual shootout by trying something else with the set-up which proved to be completely wrong lol, but oh well.
Other than that, the engine performed flawlessly and we ran BIG boost the whole event with not one engine issue – the same engine is still in the car now. The custom o-ringed head set-up has certainly proved its worth.

What were the major hurdles there?
As above, the usual hurdles you deal with in motorsport – breakages, part failures etc. We were very lucky to have the use of the GWR workshop, and Garth’s connections over there to help us through the issues; otherwise, I can imagine things being a whole lot tougher/more expensive with trying to repair a car in another country if you don’t have any local connections.

What is your role now within the team?
I am currently driving and working on the car for this season of the NZ Superlap Series.

Has DTech undertaken the maintenance and management of the car this season?
Yes, this season myself and Dave are taking care of maintenance and running of the car.

Were any major changes made for the current series of Superlap?
I have made a few changes – firstly downsizing the turbo in order to gain better response. Upon driving the car at round 2 with the taller 35 profile tyres I found the effect they had on the gearing made the car a lot more lazy out of the corners which were a bit disappointing compared to when I last drove the car (on the 30 profile tyres). I decided that I wanted better response, so have now changed to a much smaller turbine housing, and am willing to sacrifice some top end power to get a better low down punch out of the car.
I have just recently revised the intercooler set-up as we were having constant issues with the custom intercooler cracking and leaking all the time. Dave and I have fitted a more conventional style intercooler core and made all new custom piping to suit. This has all just been finished and will hopefully be on the dyno next week to see how it all comes together.
We have also changed the dash to a Motec C125 dash/logger so this gives us a whole heap more usable data for Dave to ponder over ;-)
The factory Mitsi centre diff pump was ditched as well, and we have customised a Nissan GTR diff pump to fit due to their increased reliability (as per the issues we ran into over in Australia).

How has the Evo been tracking this season? Are times where you want them to be?
Unfortunately, I have only done 1 round so far (Taupo, round 2) as there were a few delays in getting the car back from Australia in time for round 1, which is a shame as I really wanted to have a good shot at Hampton Downs on fresh tyres.
As a driver, we always want to go quicker, but I was pleased with my time at Taupo as it was the fastest I have ever driven around there before, although I feel I could drop that time a little more as the fastest lap of the weekend I had one of the intercooler joiners blow a hole through it towards the end of the lap. I am looking forward to round 3, as Manfeild is my home track, so I hope to improve on my lap time from last season (as long as the changes I have made to the car help rather than hinder it).

Have there been any major mechanical issues this season?
So far so good – no majors ☺

Will there be any further development this season?
The only development will be me and my driving. The car is a whole lot better than I am, so I just want to come to grips with it, learn it more and keep trying to improve the lap times.

In your honest words, what is the Evo like to drive? Savage?
Yep, savage for sure. Certainly one of the quickest cars I have ever driven – especially when running full boost!

Has it taken some getting used too?
It has taken a bit to get used to as it is a major step up from my previous car in every way. I am still learning the ins & outs of this car, and have not found the limit yet. I prefer to drive within my comfort zone rather than all or nothing!

Vehicle: 2003 Mitsubishi Evo 8
Engine: Built 4G63, with custom o-ringed head sealing; Custom ported head, with the works; Norris Design dry sump system; Full race exhaust manifold, Borgwarner EFR9180 turbo, twin Turbosmart 44mm wastegates; 3.5-inch custom exhaust to side exit; AMS inlet manifold; LS3 DBW throttle body; custom modified 100mm intercooler core w/custom piping; 2000cc injectors; 2x400lph lift pumps feeding surge tank to 2xBosch 044 pumps; Emtron KV8 ECU; Various sensors monitoring everything on the engine – individual EGTs, oil & fuel pressures, temps, lambda, ethanol content
Gearbox: Samsonas 5-Speed sequential.
Braking: Alcon 6 piston front calipers with 365mm floating rotors; Brembo 2 piston rears with 300mm rotors;
Suspension: MCA Red Series with custom valving to suit spring rates (1400lb front, 1200lb rear); Racefab front & rear control arms; Racefab trailing arms; Racefab front and rear subframes.
Wheels and Tyres: TSW Nurburgring 18 x 10.5 Forged Wheels with Advan A050 295/35-18 semi slicks x 3 sets.
Interior: Custom Cages chromoly roll cage; Race Tech 4009HR seat; Motec C125 dash logger; Plumbed in fire system.
Exterior: Custom front bumper, front/rear guards, and side skirts; Custom carbon fibre front splitter (chassis mounted); Lightning Composites dual element rear wing (chassis mounted);
Performance: Last dyno 630kw at the wheels on 40psi boost – yet to be run with new turbo set-up.
Lap times:
Hampton Downs Raceway: 1.04.4 (Garth); 1.04.9 (Tony)
Pukekohe Park Raceway: 1.06 (Garth)
Bruce McLaren Motorsport Park: 1.28.4 (Garth); 1.30.8 (Tony)
Manfeild: 1.08.3 (Garth); 1.08.29 (Tony)
Driver/owner: Tony Satherley/Scott Kreyl
Age: 42
Location: Tauranga
Build time: 14 years
Length of ownership: Scott = too long!
Thanks: Scott Kreyl for persisting with the development and building of the car over the years into the weapon it is, and for giving me the opportunity to drive it; Dave and the boys at Dtech Motorsport for all their help in getting the car to where it is today; HV Electronics for supplying all the sensors & modules needed to monitor all the important stuff on the car; Clint at REMSD for the engine building and development; Bruce at Fast Fibres for the aero construction and advice; EJ at Royal Purple Oils (Australia); Garth Walden for his input, driving, and use of the GWR workshop while we were in Sydney; All the others who have lent a hand at the track or after hours to work on the car in order to get it ready/continue at an event (Nick, Phil, Eddie, Matt etc etc); And of course my wife Alana and daughter Jenna for their support and allowing me to actually go racing!

TimeattackR: MSport NZ join Team TimeattackR with 500kW pro-built Silvia S14

“Centre-lock wheels, a 500kW 2JZ engine, Yokohama World Time Attack Pro-Am spec suspension and wide body— all crammed into an S14 shell make the MSport NZ Silvia one of the most exciting pro time attack builds in New Zealand”

The pursuit of perfection is something most mere mortals aren’t accustomed too. You might think you’re close, getting the job done well, but what you don’t realise is there’s another level above that — one that takes years to conquer. A realm fit for the automotive heroes; heros we’ll be talking about for decades to come. Hard work and dedication are traits embedded deep within the McIntyre family gene pool, with Mark Snr and Mark Jnr (Macca) a father and son team on an inspirational lifelong motorsport journey.

Personally, we’ve been following the MSport Nissan Silvia S14 since its inception. Years ago, it looked somewhat similar at a squinted glance, but now it’s a Silvia on steroids and it has just joined Team TimeattackR. Attendees of the second Prowear NZ Superlap Series were in for a big surprise when the MSport Silvia rolled into scrutineering sporting billet centre-locking hubs, wide aero, and a 500kW 2JZ engine on what would be one of the team’s initial shakedowns of the latest package.

From what started as a $3000 Trade Me purchase, Macca and the team have gone to exceptional lengths to produce a competitive package for GTRNZ racing here in New Zealand, with Macca last season taking out rookie of the year two or three seasons ago. With this newfound title, the team knew they’d need to step it up a notch, and decided to completely redesign the Silvia and take it from a road-going based Silvia (albeit rather mental), to a race-bred monster. Which rulebook would they build it too, though?

The Yokohama World Time Attack is no doubt the biggest event of its kind this side of the globe and its one that Macca has been seriously keen on taking on for several years now. With this in mind, it was decided that the Pro-Am class of WTAC would be where the team would steer their build. A seriously competitive class, with drivers dipping into the mid-to-high minute twenties around Sydney Motorsport Park, Macca knew some local knowledge would be essential to being competitive.

Pace Innovations, a Queensland-based business behind the V8 Supercars and the SuperTourer class, set to work designing custom suspension arms and billet uprights, and another Queensland-based business MCA Suspension designed a set of custom-valved four-way adjustable coilovers which would mount to custom pickup points — keeping within the WTAC rulebook.

To complement the recent suspension design changes, the team knew some larger rubber and wheel width would be required. Zak from Carboglass designed a custom wide-body kit for the Silvia, which now swallows 18x12-inch centre-lock wheels wrapped in Hankook Z221 295/30R18 tyres with ease.

The driveline has some similarities to the old setup, with the 2JZ-GTE engine still sporting Wossner forged pistons and H-beam rods, Crow cams, custom porting and headwork, a Borg Warner 9180, an array of Injector Dynamics ID1000 injectors, with NZEFI coil packs — tuned to 500kW at the wheels on 19psi with aviation fuel.

However, the biggest change in the driveline department has been with the gearbox and differential, with the S14 now running a Winters quick-change diff for in-pit adjustment, custom axles and an HGT five-speed sequential gearbox which replaced the older Tremec TKO 600 with Liberty faceplated gears. Hearing the Silvia pluck through gears with the HGT sequential is a sight to behold.

Without a solid support team, builds like this would be too much for two mere mortals on race day. Now, the MSport team have almost full-time support from Macbilt Engineering and the help of Chris from Prestige Tuning & Motorsport — both of whom have been vital members of the team.

“For now we want to focus on developing the car; there is still so much to learn from it. Now with having a lot of Motec gear, there is a lot of data we are able to get which is helping us work on a lot of different areas of the car. We built the car with the goal in mind of being the fastest time attack car in the country so that is another thing we will be working on. We’ll possibly compete in a full GTRNZ season in GT1. As you know it’s a hard class to compete in so really my goal here is to just do the best we can, finish every race and improve on our personal best times at the different tracks with the goal to eventually get to WTAC in 2019.”

TimeattackR: shed-built V6-swapped midship runabout

“Using Kiwi ingenuity, a people mover 3.5-litre V6, and years of experience, Gregory Hirst has created one seriously trick grassroots time attack machine”

For some reason, we’ve always been intrigued by the Toyota MR2 SW20 platform. They’re nimble, come with a stout turbocharged two-litre platform, and have that classic ‘90s styling we love so much. Gregory Hirst shares a similar passion for the small Toyota platform, and attended regular track days and events in his MR2 G-Limited — a 3S-GE-powered example, that unfortunately was a touch slow, Greg explains, “I had been tracking my MR2 for a few years and just got frustrated getting stuck behind people through the twisty bits, only to be gassed down the straights so I started looking for better options.”

It wasn’t long until Greg found his replacement in the form of a 2GR-FE-swapped SW20, packing around 200kW at the wheels. “I found an MR2 with a V6 already completed. It packs around the same punch as a mildly modified turbo 3SGE engine, but with torque from whenever the pedal hits the floor,” Greg explained. It has to be said, the sound from the 2GR engine is something quite unique, especially when you’re used to hearing them on boost…

After coming to grips with the newfound power, Greg decided to begin modifying it. After finding out that it wasn’t quite as well sorted as he first thought, sorting out the braking was the first thing on the list to upgrade. New poly-bushes in the front-end, Endless ME22 pads, and Whiteline sway bars were installed to tighten up the nimble MR2 nose.

With a long-standing love for Formula One aerodynamics and in more recent times the extreme examples across the ditch at the Yokohama World Time Attack Challenge, Greg started to design his very own setup. “I ordered a wing, which took ages to arrive, but it gave me plenty of time to fabricate the diffuser and splitter before the start of the next Superlap season. Since installing all the aero, it's been a battle with setup,” Greg continues, “The aero itself is pretty well balanced with a small amount of understeer. The problem has been the extra weight behind the rear axle has made the car understeer mid to corner exit.”

After chasing the issues for a couple of Superlap rounds, Greg’s starting to come to grips with the aero package, with the trick being to force it to rotate more aggressively than before. Top speed has been affected mildly, however, mid-corner speed has increased dramatically. “I do need a bit more front downforce, which is in the works,” Greg told us.

With a lack of bolt-on parts, suspension, and overall setup information available for a time attack-based setup such as this, Greg has had to use good ol’ trial and error at test days to perfect the setup. With a few main rivals, we’ve been told the 2GR V6 might be getting a single turbo to keep things competitive — no doubt more tyre and aero will be needed! At present, it’s no slouch and capable of high 12-second quarters, so it’ll be an exciting ride when it's finished and one we will be following closely. Thanks for your time Greg!

Vehicle: 1992 Toyota MR2 (SW20) G Limited
Engine: 2GR-FE, 3500cc V6, Innovative poly engine mounts
Driveline: MR2 Turbo E153 five-speed, Exedy Sports Tuff six-button clutch
Braking: MR2 turbo slotted rotors, Endless ME22 pads
Suspension: MRP Fortune Auto coilovers, Whiteline sway bars, Ultra Racing strut braces, Prothane poly bushings
Wheels and Tyres: (F) 17x8-inch (R) 17x9-inch Enkei NT03, (F) 205/40R17 (R) 235/40R17 Toyo R888R
Body: Fiberglass custom front splitter, bonnet vent, boot lid, boot spoiler, rear diffuser, Origin Labo dual element wing
Interior: NZKW race seat and harnesses
Performance: 200kW at the wheels (12.9-second 1/4 mile sprint in the wet)
Lap times: Hampton Downs: 1:15.9, Taupo 1:43.9, Manfeild 1:19.3
Driver/owner: Greg Hirst
Age: 36
Location: New Plymouth
Build time: two years
Length of ownership: two years

TimeattackR: Peach’s turbocharged K24 Civic street sweeper

“There’s nothing cooler than a girl in motorsport sticking it to those pesky lads. And, it’s even cooler when you’ve got the bigger stick, in the form of a turbocharged K24 EK9”

The team at TimeattackR.com have known Petrea and Joe Ardagh for a few years now on a personal level. We share a common interest in doggos, Toyota Soarers, Honda Civic hatchbacks, and most importantly, hardcore Japanese time attack racing. It was only natural then, that Joe and Petrea would join the TimeattackR driver team.

Last season of Superlap Joe and Petrea were both campaigning Honda Civic EKs, with Joe’s being a B18CR-powered example, and Petrea’s being a K24-converted Flamenco black 98-spec genuine EK9. I personally have been peeled by this EK9 in its naturally-aspirated form at a track day in my own B16A2-powered EK, so when Petrea told us she had a goal to almost double the power output, I was fizzing at the bung.

At the 2017 Yokohama World Time Attack Challenge, Joe and Petrea made the most out of the trip for research in development, with the world’s fastest time attack front-wheel drive Hondas all in one place. Boosted K-series motors seemed to be the be-all and end-all, and, it was at this time the decision was made to cram some boost down Petrea’s K24 engine.

Joe’s Civic was on-sold to help fund the build, all while making a life-changing move down to Hamilton, in the heart of the Waikato. With this move came new friends, shorter drives to most of the North Island’s circuits, and new contacts such as Sinco Customs who would soon undertake the job of crafting a high and side-mounted turbo manifold.

To motivate the K24A3 engine, a BorgWarner EFR7163 (0.80AR turbine housing) was chosen. With speed sensor capabilities, efficient billet compressor wheels, and a twin-scroll design, the BorgWarner would match the K24 perfectly, and offer mountains of useable mid-range torque. To help control boost, a Turbosmart internal wastegate was fitted and aids in saving room in the Civic’s east-west bay.

With the switch to E85 fuel on the cards in the future, the duo thought it best to future proof everything. A Deatschwerks fuel pump, braided fuel lines, and four Bosch 1000cc injectors supply fuel to the motor and will be utilised when it's retuned on Ethanol. Seeing as the K24 was already an angry NA setup, it already had a few go-fast bits, such as SVM cams, Buddy Club springs and retainers, a ported S90 throttle body, and RBC intake. It features a Moroso sump, K20AR oil pump, MRP oil sandwich plate, and Fenix oil cooler to ensure the oil temperatures are consistent.

With Joe campaigning Civics for some time, and with the knowledge gained in Sydney, handling upgrades were chosen carefully. PCI upper arms, an EG subframe, Hardrace bushes and rear camber and toe arms, and BC BR series coilovers complete the package. With Zestino on board as the main sponsor, the team run staggered sizing with 245/30R17 Zestino semi slicks up front, and 215/45R16 Zestinos down the back, both on Enkei RP01 wheels measuring 17x9-inch (+15) up front and 16x7.5-inch (+30) down the back. A combination often found on winning front-wheel drive time attack racers, like Daniel Meredith’s club sprint-winning EK Civic.

To fit the staggered and aggressive front wheel setup, and to align with Motorsport New Zealand’s restrictions, Moonlight racing front guards and front bumper were crafted onto the EK’s front-end, with a fresh lick of paint. A Team RevolutioNZ 1.0 front diffuser was also thrown into the mix thanks to the two teams bond, and MFS five-inch side skirts have been fitted down the sides to tidy things up. As with most fast Civics, there’s plenty of the business happening up the front, but the proof is in the pudding.

Being road-legal, Petrea has retained the factory EK9 red carpet, and a sound system, however the fixed-back Racetech seats, and eight-point roll cage built by Johnston Customs reminds you you’re sitting in a race car.

With manifold boost-pressure set to a lowly 8psi, the K24 is making just over 200kW at the wheels. Unfortunately, the current intercooler is what Joe likes to call, ‘a bag of sand’ and has proven to be a serious restriction. With time constraints to get the car ready for the second round of Superlap, the team decided to retain the intercooler, but it will be swiftly removed before round three — hopefully releasing better response and overall power levels.

With the second round of NZ Superlap very much a shakedown, round three should see a different beast entirely, with more power, more grip, and a touch more confidence thanks to this much-needed seat time. Being a Team TimeattackR driver, we will be keeping up to date with the progress of this build, so stay tuned!

TimeattackR: 600whp of championship-winning Evo fury

“Since taking out the Prowear NZ Superlap Series a season ago, Leon Scott has refreshed, rebuilt, and renewed his 700whp Mitsubishi Evo into one of the country’s cleanest”

When you last saw Leon Scott’s Mitsubishi Evo on TimeattackR.com, it had just taken out the Prowear NZ Superlap Series outright one season ago. Battle-scarred, bruised, and a little worse for wear, Leon decided it’d be a better time than ever to refresh the Evo from top to bottom, mix up the livery, and chase a few niggly issues that had arisen through rigorous competition.

First off, you’ll notice that it’s no longer pink, blue, white, and black. This time around, Leon thought it best to give a more professional image, as he explains, “moving away from the rally-cross style livery we ran originally, we decided we’d make the move to something far cleaner than ever before. Nothing’s cleaner than white, and we think it shows off the body, wheels, and kit nicely.” In the tin, we can confirm that it has a very Tsukuba-esque vibe about it, intensified by the carbon, paper-thin war-ready canards at every corner and Japanese-based performance products. Better yet, the livery, aero, canards, and overall look have been achieved at home in the shed.

Another welcomed change was the addition of some very serious boat-anchors. Replacing the F40 Brembo calipers are a rather large pair of Endless six-piston calipers, which sink their Endless compound teeth into behemoth 360mm rotors supplied by ProSport Auto.

Endless brakes aren’t the most affordable braking solution on the market, but when you’re after the pinnacle in braking performance and local support, they can’t be beaten. Girodisc two-piece rotors remain down the back, coupled with larger Evo X calipers and Endless brake pads.

Interestingly enough, the suspension in the LSM Evo is relatively simple, with the Evo platform being blessed with fantastic equipment from the factory. The main additions have been BC ER series coilovers with custom springs, and the Racefab chromoly arms. You can thank the Cusco rear differential, Evo XIII MR transfer case, and marshmallow-tacky Hankook 275/35R18 Z224 tyres fitted to 18x10.5-inch Wedsport TC105n wheels for the mountains of usable grip too. For track days and vehicle setup, Leon throws on a different set of Enkei RPF1 rollers that are wrapped in Hankook Z221 295/30R18 tyres courtesy of major sponsor Hyper Tyres.

After popping the lightweight carbon bonnet on Leon’s Evo, it’s hard to get a true understanding of how much of a savage it’s engine really is. Deep within the highly-strung 4G63 block resides a combination of a 2.3-litre Tomei stroker kit, and Carrillo and Manley internals.

The head has been extensively ported and tickled, and now house a pair of HKS 272 and 280-degree camshafts. Bolted to the head is a Hypertune intake manifold with matching 100mm throttle body. Denso 1200cc feed blends of ethanol ranging from E10, all the way up to straight E85 with a resulting 522kW (700hp) at the wheels on its wildest setting. On a more conservative E10 fuel, it’ll still spin up a wild 450kW at the wheels — enough to take out the NZ Superlap series without turning it up.

By far one of our favourite parts of Leon’s Evo is the cabin. A blue-tinted rear windshield casts a cool-hue into the immaculately-presented, heavily Japanese influenced cockpit. Leon’s Bride driver’s seat has now been replaced with a locally-produced Racetech 4009HR seat with a Willans Harness.

The factory Evo dashboard has been flocked to prevent glare, and HKS gauges, dials, and knobs have been thoughtfully-scattered throughout to ensure the 522kW 4G63 remains in check. If there’s one time attack interior we could spend our time in out on track, this would be it.

We’ve been wanting to catch up with Leon for months now, but we’ve put it off until now. It does still need a few small tweaks before competition time again, but he constantly amazes us with his attention to detail on his builds. With whispers of there being a NZ Superlap series comeback, we’ll have to see just how much better it is now with its recent race refinement.

Engine: 4G63, (2300cc four-cylinder), 2.3-litre Tomei stroker kit, CP Carrillo/Manley internals, custom headwork including porting, 272/282-degree cams, Hypertune intake manifold, 100mm throttle-body, Holset Pro40 turbo, TiAL 50mm external wastegate, TiAL 50mm BOV, Denso 1200cc injectors, HKS fuel rail, Bosch fuel pump, surge tank, fuel cooler, Sparktech coil-on-plug with VSD amplifier, 3.5-inch front pipe, three-inch exhaust system with side-exit, Fenix radiators, twin-12inch fans, HKS F-Con Pro Gold 40 ECU, custom breather system, wet-sump based off HKS CT230, Setrab oil cooler, ethanol content analyser
Driveline: Albins dog-box, revised final drive, Exedy triple-plate carbon clutch, Chromoly flywheel, centre-diff pressure controller, Racefab chromoly arms, Torque Solution solid mounts, Cusco rear diff, Evo XIII transfer case
Braking: (F) Endless six-piston calipers, 360mm rotors, Endless pads (R) Evo X Girodisc, two-piece Girodisc rotors, Endless pads
Suspension: BC ER coilovers, custom springs
Wheels and Tyres: 18x10.5-inch Wedsport TC105n wheels with 275/35R18 Hankook Z214 tyres, 18x10.5-inch Enkei RPF1 wheels with 295/30R18 Hankook Z221 tyres
Body: Factory white with custom graphics, full Voltex widebody Cyber kit, custom aero package (one for Schedule A, and one for Unlimited), Lexax windows
Interior: Racetech 4009HR driver’s seat, Willans harness, flocked anti-glare dashboard, NRG quick-release, 40mm spacer with OMP suede steering wheel with boost scramble button, HKS gauges, HKS IR Pro boost controller, HKS Attack meter, two-way radio
Performance: 450kW (603hp) at the wheels on E10 fuel tuned by the late Arnie Nguyen
Driver/owner: Leon Scott
Age: 30-something
Build-time: five-years
Length of ownership: nine years
Thanks: The team at Hyper Drive, Kevin at JTune Engineering, Steve Murch Motorsport, NZ Motorsport Imports, Chicane Motorsport, Ryan at Full Throttle Performance, Pro Sport Auto, my family, and my very understanding partner Holly

TimeattackR: Hans Ruiterman’s 708hp SR22VET S-chassis

“With the recent announcement that Hans Ruiterman will be contesting the Yokohama World Time Attack Challenge in 2018, we thought this was the best time to take a look at the car that got him there — his 708hp SR22VET weapon”

In New Zealand, there’s so much motorsport going on you’d be a fool not to give multiple disciplines a crack. Hans Ruiterman, a Pukekohe local, brothers with Carl Ruiterman, is one of those Kiwis who’s given several things a good nudge and continues to do so to this day. The best thing is, it has been in his extremely trusty E&H Motors Nissan Silvia S14. Now, when we first met Hans, it was at Bruce McLaren Motorsport Park around 2008.

His extremely capable S14 at the time had been taking part in some time attacking racing held at the circuit that weekend, but that didn’t stop him throwing on an old pair onto the rear, grabbing a willing passenger and heading out to take part in some drifting. Fast forward a few years though, and it was grip racing that tickled Hans’s fancy with the tall Dutchman taking part in GTRNZ and New Zealand’s only time attack series; the Prowear NZ Superlap Series.

This fancy tickling was in part due to the development the Silvia has undergone over the years. We’ve seen it in every incarnation, with splitters added, heat-reducing methods installed, a stroker engine fitted, and finally, much larger wheels, tyres, and wings. What this meant for the drifting fan inside of Hans, is that it would now only compete in grip.

What you have before you now though, is an extremely potent package proven in both GTRNZ and the Prowear NZ Superlap Series. Sometimes, Hans competes in two race series throughout the same weekend. This seems backwards to those who are preserving tyres, fuel, and breakages, but Hans likes to get as much seat time as possible.

The final engine setup found in the E&H Motors Nissan Silvia S14 is one that Hans has been developing for some time. Utilising an SR20DET block, a Nitto 2.2-litre stroker kit has been installed for a boost in midrange boogie. Thankfully though, early on Hans made the switch to an SR20VE head from a Nissan Primera P11. This means, besides the mechanical strength benefits of the head itself, top-end power is on a new level thanks to the extra flow the SR20VE head is capable of. As Nissan buffs will know, the best SR20VE camshaft to use with a turbocharged setup is the Primera P12 setup as they provide the most lift/duration from factory.

With a higher flowing head and the extra capacity thanks to the Nitto stroker kit, it meant that it made choosing a turbo an easy task — a BorgWarner EFR8374 although big, would have no troubles at all being spooled up by this engine package. The EFR8374 is a big unit, but things are certainly helped by the twin-scroll Sinco manifold, dual TiAL 38mm external wastegates and a few acts of Link G4 Xtreme sorcery on the dyno Hans has available to him at his workplace in Pukekohe. On its highest boost setting of 30psi, the little four-cylinder produced a stonking 528kW at the wheels. For reliable circuit work though, Hans has the boost pressure set a modest 20psi resulting in 420kW at the wheels.

Now backing the feisty SR22VET engine package is no longer an S-chassis gearbox, but rather a TTi sequential dog box, that apart from one NZ Superlap round last season has been bulletproof. Power is transmitted brutally through a Xtreme twin-plate ceramic clutch and flywheel setup, finally making its way through the KAAZ LSD diff and 295/35R18 Yokohama A050 tyres.

Han’s S14 has to be one of the lowest time attack cars we’ve seen running here in New Zealand, thanks to the custom suspension modifications that have been taken part underneath the Silvia to improve on the factory geometry. These upgrades, combined with the Tein Circuit Master coilovers, custom front and rear aero means it handles extremely well in both high and low-speed corners with both aero and mechanical grip.

In the most recent NZ Superlap Series, Hans took out second place outright in open class with respectable times at every round attended. This aside, Hans just recently announced he’ll be taking part in the Yokohama World Time Attack Challenge, which is huge news for the E&H Motors team. “We’ve started work on a new World Time Attack Challenge shell — this one will be a Nissan Silvia S15. There’s going to be plenty of interesting and high tech stuff going in with this car, so we’ll keep you posted,” Hans told us the last time we spoke.

With an almost identical platform to an S14 Silvia, Hans will no doubt be applying the lessons learned over the years to the new S15 chassis. We’ll be covering this build as it progresses too, so we’ll keep you updated in the build section of timeattackR.com. So, what’s in store for the mighty S14? According to Hans, it might get sold to fund the next build. If it does, the new owner – whoever it may be – is getting one hell of a sorted package to take part in New Zealand’s thriving motorsport scene — oh, and to kick some ass in!

A special mention must be made for Hans and his talented pit crew on behalf of the TimeattackR.com team — they're the nicest bunch of people in New Zealand motorsport and welcome us whenever we're around; thanks, team!

Engine: SR20DET block, P11 SR20VE head, E&H Motors modified block, Nitto 2.2-stroker kit, oversized valves, P12 SR20VE camshafts, E&H Motors porting, E&H Motors race valve springs, custom retainers, E&H Motors custom twin-chamber plenum, custom intake runners, 70mm throttle body, BorgWarner EFR8374 twin-scroll turbo, twin water-cooled TiAL 38mm external wastegates, TiAL 50mm blow-off valve, E&H in-tank twin fuel pump setup, four 2000cc injectors, Evo III coil packs, Eagle leads, NGK plugs, Sinco turbo manifold, E&H Motors 3.5-inch side-exit exhaust system, alloy radiator, Primera cooling fans, Link G4 Xtreme ECU, GReddy sump, E&H Motors trigger kit, E&H Motors catch can
Driveline: TTi six-speed sequential dog box, Xtreme twin-plate ceramic clutch, Xtreme flywheel, R200 differential with KAAZ two-way LSD
Braking: AP Racing six-piston front calipers with Endless pads, four-piston rear calipers with Hawk pads, Brembo floating front brake rotors, Znoelli rear rotors, Tilton brake bias adjuster
Suspension: Tein Circuit Master coilovers, Tein springs, E&H Motors geometry modifications (roll centre change, bump, toe, and camber adjustments, anti-dive adjustments)
Wheels and Tyres: 18x10.5-inch Wedsport TC105N, 295/35R18 Yokohama A050
Body: Onehunga Panel & Paint 2K red/black paint job, E&H Motors custom made front splitter and single element rear wing
Interior: Racetech seats, Momo steering wheel, Race technology Dash2 race dash, E&H Motors eight-point roll cage
Performance: 528kW (708hp) at the wheels on 30psi of boost, 420kW (563hp) at the wheels on 20psi for circuit racing
Lap times: Hampton Downs Raceway: 1:06.5, Pukekohe Park Raceway: 1:07.1, Bruce McLaren Motorsport Park: 1:32.5, Manfeild: 1:10.1
Driver/owner: Hans Ruiterman
Age: 34
Location: Pukekohe:
Build time: 7 years
Length of ownership: 9 years
Thanks: 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, Alicia Ruiterman, Theresa Knight, Claire Robinson, Carl Ruiterman, Scott Withers, Shaun Judd, Alex Lean, Nigel Lucas, Hayden Roose Butcher, Wayne Cowley

TimeattackR: Affinis Motor Sports Silvia S14 — USA

Oh how we love it when a plan comes together. When North Carolina-based Affinis Motorsport owner John Markadakis sent the TimeattackR.com team through images of his gorgeous RB-powered Nissan Silvia S14 facelift, we had to know more. A few in-depth emails later, and John had sent through the required specs, images, and information for your viewing pleasure.

It’s funny; if you told us you had an RB-powered Nissan Silvia here at home in New Zealand, we would have told you to get in line. The drool-worthy swap is done on a regular basis in the land of the long white cloud, but not so much in the United States of America. We love it when international enthusiasts reach out to us, and John Markadakis is a hardcore Japanese performance car enthusiast with his very own performance parts business in North Carolina, named Affinis Motorsport.

Originally starting out his modifying days in Texas, it was Hondas that first drew John into the modifying realm. After modifying a Honda Prelude Type SH for some time, John’s ‘90s Nissan obsession was starting to create an annoying itch — the only problem, though, was that it was a Skyline that he was after. And, if you’ve heard about the excessively strict import laws with the most-wanted tuning platform, you’ll know that was never going to happen. The natural progression was to an S-chassis, and with 240SXs in a strong abundance John managed to find an already RB-swapped Silvia S14 facelift. With the graceful, highly tunable chassis of the S14 paired with the beating heart of John’s dream car, it was all was coming together, or so he thought…

Purchased with known problems – all fixable in John’s eyes – he set to work ordering performance parts for the build, however, it was all extremely short-lived, as the discovered internals of the RB25DET NEO engine John had inherited would soon rain on the parade. No, RB26 pistons and crank are not compatible with the NEO head, which unfortunately for John, meant completely replacing the motor.

Not a bad thing though, as what was learned from this experience was that if this build was going to stand the test of time, time must be the sacrifice. As John’s business developed, and several cars came and went, the project sat dormant, waiting for when the influxes of the highest level components arrived. “I always had this magic number of 500WHP in mind. I went though several turbo setups, using what I could afford at the time. I ran into turbo reliability problems with Precision, and Holset, and had bad boost creep due to cheaper manifolds I was using. I eventually learned the hard way that good parts are worth saving and waiting for,” John told us.

As the engine sits now, it’s a 372kW (500hp) R34 RB25DET engine, force fed by a BorgWarner EFR 8374, which is internally gated and sits on top of a billet twin-scroll EFR manifold. After binning the A’PEXi Power FC that came with the build, the swift switch was made to an AEM Infinity unit which harmoniously tunes the Injector Dynamics ID1000 injectors with the onslaught of boost pressure the RB now handles.

Backing the RB engine is an R34 five-speed gearbox, Nismo G-Max twin-plate clutch paired with a Nismo G-Max flywheel. As no factory diff was going to provide any sort of traction or reliability, a KAAZ Super Pro two-way clutch-type was installed. Once the mechanical differential outputs the power, the final deliverance makes its way to the tarmac via 18x11-inch Rays TE37SL wheels shod in 315/30R18 Falken RT615K track tyres. Front end grip comes via an array of braces, arms, FEAL coilovers, and 18x10.5-inch Rays TE37SL wheels with 265/40R18 Falken RT615K tyres.

So, we now know how this highly-tuned S-chassis makes, and gets the power down, but as you all know that’s only the beginning with a time attack vehicle as the aero is one of the most vital components. John’s S14 now runs a wide range of GP Sports best gear, including the front bumper cover, side skirts, and rear bumper cover. A Yashio Factory hood protects and vents heat from the engine bay, while the Chargespeed 20mm front and 50mm rear overfenders allow the much needed tyre space. Instead of opting for a common Voltex wing, John decided upon the Sard GT 1700mm unit that tie in beautifully with the RIZE Japan carbon fibre canards. Front-end downforce has been taken care of with a Anointed Aero carbon fibre front splitter.

“The biggest challenge to date was hunting down someone who could take care of the body work the right way. The car sat for a year with its aero kit unpainted because I kept running into body shop hiccups. I’m grateful that Eastern Wake Collision in NC took care of the project and did the job extremely well,” John explained to us.

John plans on running the Silvia in basic HPDE events so he can further develop and get a feel for the car. With the current build quality as it sits, John’s passion for the time attack racing scene, and a drive to build a highly competitive well-sorted race car, this is one build we will definitely be following in the future.

“The car has been great to me and has definitely taught me everything I know today about building cars. We’ve been through a lot — she’s on motor number four now, has had four turbo setups on it, and two different engine management setups. I love the evolution and constant change as the car gets better and I’m glad I can finally get to enjoy it,” John tells us, concluding his story.

A HUGE thanks to Final Form USA for the imagery!

Vehicle: Nissan Silvia 240SX (S14)
Engine: R34 RB25DET Neo 6 Turbo, four-inch Carbon inlet w/AEM Dryflow filter, BorgWarner EFR 8374 w/internal wastegate (.92AR) T4 Divided turbine housing, Raw Brokerage Billet twin-scroll EFR turbo manifold, Turbosmart twin-port wastegate actuator, Turbosmart BOV cover for EFR, Injector Dynamics ID1000 injectors, AEM fuel pressure regulator, Walbro 485 in-tank fuel pump, Radium fuel rail, -8AN / -6AN Aeroquip lines, Custom three-inch downpipe with flex elbow, three-inch custom exhaust system with Reinhard Ti Muffler, Griffin Radiator, Nismo thermostat, Flex-A-Lite dual 12-inch pusher fans. Setrab Oil Cooler, Grex cooling adapter, AEM Infinity 6, Wiring Specialties pro harness customized to include; oil pressure, oil temp, air temp, wideband, boost control, fuel pressure, CAN bus for Race Capture Pro MKII data logger/telemetry with android tablet for dash display/lap time, HKS timing belt, R33 front subframe, Syko Performance mount kit
Driveline: R34 RB25DET Neo five-speed gearbox, Nismo G-Max twin-plate clutch (pull type R34 GT-R), Nismo G-Max flywheel, KAAZ super pro 2-way clutch type, Driveshaft shop aluminum driveshaft, stainless steel braided clutch line, brake lines, billet differential bushings, Energy Suspension; subframe/steering rack bushes, Peak Performance poly transmission mount
Suspension: FEAL Suspension/Megan Racing race coilovers, Voodoo13 billet front tension rods, Voodoo13 billet rear upper control arms, Voodoo13 rear toe links, Voodoo13 billet rear traction rods, Peak Performance inner tie rod, GKTECH outer tie rods, SIKKY RB-swap front sway bar
Braking: Project MU front brakes, Z32 two-piston rear brakes, Z32 master cylinder
Interior: Recaro SPG seats, Momo MOD70 steering wheel, Autosport Labs Race Capture Pro MKII , Nexus 7 Tablet, BadFish Performance rollcage, BadFish Performance rear fender mini-tubs, BadFish Performance sheet metal Interior panels, Pride Motorsports/Robot Racing dry carbon dash, Takata six-point Profi harnesses , Street Faction front & rear bash bars w/tow strap mount, Street Faction heel-up plates, Cusco steering wheel hub, carbon radiator cooling panel, Aerocatch Hood & Trunk Latches, K-Sport air jack system
Body: GP Sports G-Four front bumper cover, GP Sports G-Four side skirts, GP Sports rear bumper cover, JDM OEM S14 Kouki headlamps, URAS Type 1 grille, URAS bonnet/hood spoiler, Ganador powered side mirrors, Yashio Factory carbon hood, ChargeSpeed front wide fenders (+20mm), ChargeSpeed rear wide over fenders (+50mm), CAR SHOP GLOW Hand Made LED tail lights, SARD GT 1700mm Wing, Anointed Aero carbon fiber front splitter, RIZE JAPAN carbon fiber canards
Wheels and Tyres: (F) Rays TE37SL (18x10.5-inch +15), (R) Rays TE37SL (18x11-inch +18), (F) Falken AZENIS RT615K (265/40/18), (R) Falken AZENIS RT615K (315/30/18)

Poll: what's your favourite time attack platform?

When people mention different horses for different courses, they don't think about time attack. Us time attack folk are crazy and we'll modify almost anything, so we wrangled together the most common platforms to pit them against each other! Take the poll and see which platform comes out on top...

TimeattackR: Leon Scott's championship-winning Evo

The Prowear NZ Superlap Series last season was anybody’s game. There were fast entrants, terrible weather on some rounds, and more than one driver wanting the outright win. However, there can only be one champion and this year the champion was Leon Scott of Leon Scott Motorsport. We had a quick catch up with Leon recently to see how the season went, what the team thought and to talk about how his Evo performed.

During the offseason, Leon told us that the Evo had to be retuned. With a new power output on E85, of around 500kW at the wheels, Leon was itching to use it in the first round at Hampton Downs Raceway. Unfortunately, though, the LSM team were still waiting for their new Albins dogbox, so the high-boost E85 tune was unable to be utilised. The team were also running last season’s 265-wide semi slicks and battled with ignition issues. Alas, the LSM team managed a second in class.

Yet another Hampton Downs round, round two was to be an extremely wet one. The LSM team had resolved the misfire issue and made the switch to a 295-wide Hankook semi slicks, so things were looking promising. Running their lower boost setting, Leon Scott managed to run a 1:10-second lap time in the damp, but dry conditions. After these sessions on Saturday, Leon made the call to not run for the rest of the weekend, which paid off, as it was extremely wet for the remainder.

With the recently purchased Albins installed, Leon was excited to attack Pukekohe Park Raceway, as it’s not often the Superlap series runs there. However, the newly-installed gearbox blew fifth gear on its first pull, which was a disaster for the team. That and their tyre supplier supplied a medium/hard tyre compound instead of the soft compound ordered. This meant that the target lap time of 1:08 went out the window, and a 1:13 was the result.

After round three’s gearbox issues, the LSM went hard to work repairing the Albins gearbox. The found issue was repaired and the team was ready to attack the Bruce McLaren Motorsport Park. Disaster struck once again and fifth gear yet again blew. That night, the team made a quick trip to Tauranga to raid parts from a spare Albins gearbox they had lying around. With the new parts in hand, the team worked hard throughout the night to have the Evo up and running for Sunday’s sessions. Disaster struck Sunday. Fifth gear blew yet again, however Leon managed a time quick enough to secure the second spot, behind Garth Walden in the Team RevolutioNZ Evo.

After solving their mechanical issues, the LSM team took a trip down to New Zealand’s most southern North Island circuit: Manfeild Autocourse. With only one round this far south, the team was keen to attack it as hard as possible. “There wasn’t enough track time to dial the car in properly , but we still went quick and grabbed the second spot again. Things were looking up and we had a comfortable lead!” Leon told us.

Round six would be another Taupo round, at the Bruce McLaren Motorsport Park. Leon was confident in their vehicle setup for the circuit, and as he told us, was beginning to have a whole lot of fun behind the wheel. With a late entry from Andy Duffin of 3 Rotor Racing, Leon managed to nab third place, as triple-rotor RX-7 is one serious machine.

With a comfortable amount of points in the bag, Leon Scott was amping for the series finale held at Hampton Downs Raceway. Power levels were increased to the high-boost tune and Leon managed a 1:09 with the use of semi slicks — something the team is very proud of. What this meant for the team was that they would walk away with the overall championship win, which is something they’ve been chasing for a long time. Well done team, we can’t wait to see what you manage next year!

“My team and I had been chasing the win for five years and studied what was needed to pull off the victory. To win, we knew we needed a reliable setup and a good team, and also a fast as f#@k car capable of lap times to keep us in the top three.”

Fastest lap times to date:

Hampton Downs Raceway: 1:08.85
Pukekohe Park Raceway: 1:09.88
Bruce McLaren Motorsport Park (long): 1:34.7
Bruce McLaren Motorsport Park (short): 1:13
Manfeild Autocourse: 1:12.1

Setup

Engine: 4G63, 2.3-litre Tomei stroker kit, CP Carillo and Manley forged internals, ported and polished head, 272/280-degree cams, Hypertune intake manifold, 100mm throttle body, Holset Pro HX40 turbo, TiAL 50mm external wastegate, TiAL 50mm BOV, 1200cc injectors, HKS fuel rail, Bosch fuel pumps, surge tank, fuel cooler, Sparktech coil-on-plug, VSD ignition booster, 3.5-inch front pipe, three-inch straight through exhaust with side exit, Fenix radiator, twin 12-inch fans, HKS F-Con V Pro Gold, custom breather setup, wet-sump based off HKS CT230 Evo

Gearbox: Albins dogbox, revised final drive, Exedy triple-plate carbon fibre clutch, Chromoly flywheel, modified AYC, centre-diff pressure controller

Suspension: BC ER series coilovers (external reservoir), custom spring ratesBrakes: Girodisc two-piece rotors by Prosport Auto, Brembo F42 calipers, Endless pads, Endless fluid, ducting

Wheels and tyres: 18x10.5-inch TBC wheels, 295/30R18 Hankook Z221 semi-slicks

Exterior: Factory W83 white, custom graphics, Voltex widebody Cyber kit, custom aero, Lexan windows

Interior: Bride Maxis III Racing series (head restraint), OMP suede steering wheel with high-boost button, NRG quick release, 40mm steering wheel spacer, HKS gauges, HKS IR Pro boost controller, HKS attack meter, two-way adjustable radio
Performance: 440kW (590hp) at the wheels on 98 octane, 510kW (683hp) at the wheels on E85/98 blend
Driver: Leon Scott
Age: 30-something
Location: Auckland
Thanks: Simon at Hyper Drive, Kevin at Jtune Engineering, Iain at ST Hitec, Steve Murch, NZ Motorsport Imports, my family and friends, Rayn at Full Throttle Performance, my understanding girlfriend

TimeattackR: Daniel Meredith's K24 supercharged EK Civic

“When we first saw Daniel Meredith’s EK Civic out on the racetrack, it was making noises an EK shouldn’t at a pace much faster than expected… We had to know more…”

With time attack racing still somewhat in its infancy compared with other mainstream motorsports, we’re starting to see some pleasantly surprising out of the box thinking from some competitors around the world. Common and effective setups are being thrown out the window in the hope for something extraordinary — something Daniel Meredith knows all too well.

When the time attack bug really bit hard for Daniel, he was the proud owner of this silver Honda Civic EK, complete with a small-capacity rev-happy B16A2 engine. Now, the B16A engine is no slouch in factory trim, but if one were to make an impression in the time attack scene, a serious upgrade would need to take place. The obvious progression in this day and age would most certainly be a K-series engine.

BYP Racing are experts with the K-series engine, Hondas, and time attack racing. Nearly every single vehicle that leaves their workshop flies out the door with a K-swap of sorts, so they were the obvious choice for swapping in a K24/K20 hybrid monster.

First, though, BYP Racing set the Civic up for the extra grunt, with a 4x100 Integra Type R brake upgrade, replaced the suspension bushes throughout, installed a larger rear sway bar and GAB SSR coilovers, and an XT Racing GPX Pro 8 lap timer.

Both Daniel and the Civic were now ready for some track time. With the K-swap completed and a set of 15x7-inch Advan RG wheels wrapped in 205/50R15 AD08R street tyres fitted, Daniel visited Wakefield Park for the final round of the Advan Neova Cup and took out first place in the N/A engine category with a rapid lap time of 1:08.1 seconds. After this win, some drag racing followed, with the little Civic managing an impressive time of 12.3 seconds down the quarter mile and yet another trophy at the 2015 Jamboree.

Following this, only minor cosmetic enhancements came, this time in the form of an immaculate set of blue Volk TE37 wheels measuring 16x8-inches. With the extra width came bigger tyres, with the little Civic now running 225/45R16 Advan AD08R tyres. With the new tyres, Daniel managed to be the fastest front-wheel drive vehicle at the second round of the 2015 Nulon Nationals.

Progression after progression — Daniel was at it again. The entire SPM/PCI aero kit was supplied by the BYP team and installed in-house. Daniel’s times further improved, but most impressively, at Sydney Motorsport Park, by setting the new record for a front-wheel drive equipped with Advan AD08R tyres with a time of 1:46.7 seconds.

With the little EK Civic now performing well above what most would imagine possible for a front-wheel drive vehicle, Daniel still wanted more from the constantly developed chassis. After a lengthy discussion with the BYP Racing team, it was decided that in the lead up to the 2015 Yokohama World Time Attack Challenge, the K24 were to be boosted by means of a Rotrex supercharger kit.

To handle the planned 18psi of boost pressure the Rotrex kit would soon dish out to the K-series engine, the BYP team forged the bottom end. In no time at all, thanks to a relatively straightforward installation process and swift bottom end rebuild, the Civic was on the dyno being tuned. With a result of 330kW at the wheels on 18psi of boost, Daniel knew that another tyre upgrade would be in order to make use of it. Guards were spaced to align with WTAC regulations, and on went a set of 17-inch wheels with 255/40R17 Advan AD08R tyres. This upgrade was enough to beat the outstanding Wakefield AD08R previously held by BYP, with a 1:05.4.

With only two weeks to go until WTAC, the BYP team and Daniel made the decision to reduce weight yet again and dial the setup in during a private testing session at Sydney Motor Sport Park. With the Civic now down to 990kg wet without a driver, the team was confident in its capabilities. During the test day, the BYP team managed to pedal the Civic to an impressive 1:38.9 second lap time, which was faster than the winning 2014 Club Spring time, and 0:0.2 seconds off the Club Sprint record at this circuit.

With the keys handed over after testing, it now up to Daniel to take a handle on the Civic’s new found capabilities and string together the ‘one perfect lap’. Throughout the day, Daniel managed to stay ahead of everyone in the class and proceeded to blow everybody away with the pace of his Civic. With a final time of 1:39.44 he dominated anything and everything in its way.

It was an extreme delight to see Daniel’s EK Civic in action at the Vic Time Attack Challenge because it was a build that really resonated with me. I too owned an EK Civic last year, and if it weren’t for my move to Australia just recently, it would have been my time attack project too. Daniel’s Civic shows what can be achieved with the affordable and lightweight chassis, with a budget some would spend on an engine alone. Our hats go off to Daniel and the entire BYP Racing team for producing something so competitive with just what some would call the basics.

TimeattackR: Herbert Hugon’s R34 built to destroy

“After a few track days the turbo finally gave up and this is where it all got serious. ”

— Herbert Hugon

You know, it's sometimes humorous when we ask how a time attack project began. We’ve heard of stories where individuals, or bands of gentlemen chip in, buy a rolling body and build a circuit slayer. We’ve heard stories of a natural progression of a road-going vehicle, getting slightly more aggressive at every outing, until a point in which, it becomes too aggressive and is imprisoned, garage-bound and tortured with pneumatic and 230-volt-powered tools until it’s next dogfight.

For Herbert Hugon, his path to on-track brutality began somewhere in the middle. Yes, it was a road-going vehicle that saw a few upgrades to enhance performance, but instead of an all-out no-expense-spared build, this all began because the factory nylon-wheel RB25DET Neo turbo failed.

Herbert wasn’t simply after a replacement unit, but instead, Herbert saw this moment in time as an opportunity to give the R34 a new lease on life, utilizing a stronger heart with more punch. No, not a high flow turbo, but rather a fully-built tough-as-nails RB30DET engine, built by Ray Evans. The RB30 block made use of an impressive factory RB26 head and Garrett turbo, but this combination wasn’t to last...

The combination didn’t last thanks to a mechanical error, but rather the complete opposite. The new-found torque of the RB30 was too impressive, and when Herbert found out that capacity could be further increased, it was simply too hard to pass on.

Not too long after, a Nitto 3.2-litre stroker kit was installed into the block, and with it, the envelope was pushed further again with a resulting 373kW(500hp) at the wheels, and mountains of useable torque.

Mountains of useable torque and power would be nothing without control, and this is a quest that Herbert has taken on himself. Armed with a few aerodynamic books and online articles, Herbert has dramatically increased downforce and cleverly reduced overall vehicle weight.

After all, what R34 is considered a lightweight? Weighing in at 1345kg, it’s still no Honda Integra, however, there are hopes of shaving another 100kg from this total weight to improve performance yet again.

“The car has been good to me so far. The only mechanical issues I've had so far have been a split power steering line on the very first shakedown and a broken fuel line at Vic Time Attack,” Herbert told us. Even after a brief discussion with the crew that was in attendance at Vic Time Attack, it’s evident there is huge confidence in the car's ability to perform flawlessly.

We struggled to identify this R34 as a GT-T at first, and that’s thanks to the addition of the riveted on Viva Garage widebody guards and Viva Garage front guards. These bulging sides, coupled with an aggressive front bar, shortened rear bar with a diffuser, and Z-Tune carbon fibre bonnet are complemented perfectly with the white paint.

There’s no doubt in our minds that this influence is purely Japanese. For a moment there, beanie on, hood up standing behind our camera we had the sensation we were somewhere much further north on earth, taking in the atmosphere of an authentic time attack event.

There’s more to the exterior that meets the eye, though, as Optimus Prime would have told you. The windows are no longer heavy glass units, but rather lexan.

The wheels are the functional, yet timeless 18x10.5-inch Volk Racing TE37s, wrapped in 285/30R18 tyres. We’re certain there’s no better wheel for the R34 in a time attack scenario.

Eight-piston D2 calipers, teamed up with GReddy four-piston units down the back take the heat, as Herbert pulls the R34 up from speeds of over 240kph, on Phillip Island’s turn one.

Herbert’s functional mind flows into the cockpit, with a safe-but-solid six-point Targa-spec roll cage, Sparco 2000 seat, and an RPM six-point harness. Like a fighter pilot with a master key, Herbert hangs his Sparco steering wheel from a high-hanging ceiling hook, so that the R34 has no chance of an uncontrolled escape.

Herbert’s R34 build is one we’ll be paying close attention too. Like a drifter being passionate about Japanese style builds, we’re the same here at TimeattackR.com with our chosen clock-watching discipline. The styling, engine package, and aero have us weak at the knees, so we’re sure to follow the team's progress. Stay tuned.

Of course, this build wouldn't be possible without the help of Herbert's crew, family and main sponsors. Herbert would like to send a warm thanks to Liqui Moly for the huge support.

Vehicle: Nissan Skyline GT-T (R34)
Engine: RB30E block, RB26DETT head, Nitto 3.2-litre stroker kit, Nitto ceramic coated pistons, Nitto I-beam conrods, Nitto oil pump, ATI balancer, rear head oil drain, Spitfire coil packs, custom loom, APR head studs, Nitto head gasket, Tomei cam gears, Garrett twin-scroll TO4Z, 6Boost turbo manifold, custom four-inch turbo-back exhaust, Turbosmart 50mm wastegate, Turbosmart Race Port BOV, HKS intercooler, PWR oil cooler, 52mm aluminium radiator, Accusump oil accumulator, 35-litre fuel cell, twin Bosch 044 fuel pumps, Tomei fuel rail, 1000cc Sard injectors, Sard fuel pressure regulator, Haltech Pro plug-in ECU, Racepak IQ3 logger dash
Driveline: Nismo twin-plate clutch
Suspension and brakes: BC ER series coilovers, D2 Racing eight-piston front calipers, GReddy four-piston rear calipers, Wilwood brake bias
Wheels and tyres: 18x10.5-inch Rays TE37, 285/30R18 semi slicks
Exterior: Custom aero kit, carbon fibre boot, Z-Tune style bonnet, Viva garage front fenders and rear guards, Plastic4performance perspex windows
Interior: Targa-spec roll cage, Sparco 2000 fixed-back seat, RPM six-point harness, Sparco 320mm steering wheel

TimeattackR: Ben Lipman's boosted griffin

“Not your usual time attack chassis of choice, Ben Lipman proves that with some weight taken out and some clever engineering, the JZZ30 can be a weapon”

Japanese vehicles aren't the most affordable in Australia, especially when you've got locally-produced Fords on Holdens available for scrap-like prices. One affordable Japanese platform, though, is the JZZ30 Toyota Soarer. They’re miles cheaper than a Supra, and offer big power and comfort for the little outlay. This originally drew Ben Lipman to the platform over a decade ago, when he purchased his first example for around $30,000.

Fast forward a few years, and Ben has been modifying the Soarer platform for some time. Although modifications began on his daily driver, things started to get out of hand, and Ben decided that it would be a better option to purchase a track specific vehicle, as to avoid the attention of the NSW police. Being a keen Soarer enthusiast, Ben made the purchase of another Griffin-badged Toyota, and swapped over his upgrades from his road going daily driver.

Fast forward to it’s current guise, and what you have is years of development, in what Ben describes is a chassis that suffers from a lack of aftermarket support. He wouldn’t have it any other way though, as the lessons he has learned along the way wouldn’t have happened with bolt-ons. Interestingly, the Soarer still retains a factory-block 1JZ-GTE engine, with twin turbos. However, 206kW at the flywheel is now a distant memory, and power is currently sitting at 370kW at the wheels. With twins, you ask?!

With the help of Kurt Atzmuller, and Munro Racing Turbochargers, the 1JZ-GTE now sports a pair of extremely custom CT20 turbos, based off the 2JZ-GTE. Not only do the twins have custom actuators to control boost and bigger compressor and turbine wheels, they also feature custom surge compressor front covers, which were machined in house at Munro Racing Turbochargers.

Not your usual engine setup, Grant and Glenn at Extreme Street Performance took on the challenge of tuning this machine. Although the Soarer was producing an unusual, never-seen-before power-band, the tuning duo had it running at its optimum in no time.

With near-on 400kW at the wheels, Ben knew the Soarer would need some upgrades in the braking department. JZA80 Supra four-piston and two-piston calipers were sourced from New Zealand at a discounted rate, and are paired with Project Mu pads and high-temp fluid. Even with speeds of up to 250kph, the Soarer has no problems hauling up to a stop.

This has also been aided by the extreme weight loss, thanks to a carbon fibre obsession of Bens. “My best mate convinced me to try working with carbon fibre and I set about replacing all the steel panels with carbon fibre. About the same time I began reading every aerodynamics textbook I could find and incorporated this new knowledge into the panels,” Ben told us, after we asked how the carbon onslaught came about. As much as 40kg per door was saved with carbon fibre. It’s safe to say, the Soarer is no longer the heavy weight in which it is known for.

Up front, there is an extremely rigid carbon fibre front bar with canards, and down the back, a rear undertray aids in stability on high-speed courses such as Phillip Island. To finish off the aero, there’s a – yup, you guessed it – carbon fibre single-element rear wing.

Ben’s one of those blokes that is willing to share his knowledge with anybody willing to learn. His Soarer is proof that anybody, providing they have the drive, can achieve anything. We’ve got huge respect for Ben for taking on the challenge of building something so unique — let this be a lesson to all of you!

Vehicle: Toyota Soarer (JZZ30)
Engine: 1JZGTE, Haltech PS2000, 1NZ COP conversion, Munro Racing Turbo high flow CT20 turbos, Kurt’s JZ customs manifold, dump pipe and intake piping, ‘Delta fin’ style intercooler, custom three-inch side-exit exhaust, 400litre fuel cell, two-litre surge tank, Holley Red lift pump, Bosch 044 main pump, 1000cc injectors in BPP fuel rail
Driveline: Toyota R154 five-speed manual gearbox, Exedy street tough clutch, Torsen LSD solid mounted, OEM drive shafts
Suspension: CAMS spec roll cage, HSD HR coilovers, Ikeya Formula adjustable front Upper and Lower control arms, Driftshop adjustable toe and traction arms, Selby sway bars, solid diff and engine mounts, with rose joints or Polyurethane bushes throughout
Braking: 330mm Supra ventilated rotors, JZA80 four-piston front calipers, JZA80 two-piston rear calipers, Project Mu Club spec/Intima Type D pads
Interior: Completely stripped interior, Haltech Racepak dash, basic Speco gauges
Body: Custom made carbon fibre panels (vented bonnet, vented guards, side skirts, doors, roof, boot), Lexan side and rear windows, carbon/Kevlar front bumper, canards, splitter and undertray, carbon fibre single element rear wing with custom uprights, Carbon fibre rear diffuser/floor
Wheels and Tyres: Desmond Regamaster 17x9-inch and 17x10-inch wheels, Nitto NT01 semi slicks
Power: 370kW tuned on e85 by Extreme Street Performance

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