Words Peter Kelly, Photos Ben Silcock
Ignition Magazine

Humans love speed. We love to go as fast as possible, as often as possible, and for what? Is it the satisfaction? The kudos from friends? Apparently, according to the boffins in white coats, it all stems from the love of scaring ourselves shitless, getting the heart racing and the endorphins flowing. Whether it’s jumping off a bridge with a rubber band around your ankles, attempting that huge gap on your motorcross bike or, in Reese McGregor’s case, going from a complete standstill to around 280 kilometres an hour in 7 or so seconds…
Sure, it sounds pretty fun, but lets just think about that for a second. That shouldn’t be fun, that’s just plain dangerous! What is wrong with us?
A slave to this quirk in human nature, Reese McGregor has, over the last four years, built a quarter mile-eating monster out of his 1992 Nissan Skyline GTR in an attempt to appease his primal need for speed.

The year is 2001 and Reese was already a successful and well-known Kiwi drag racer, his much loved blue R33 GTR proving deadly during the 2000 season. As the summer season came to an end, Reese decided it was time to get serious and build a full-blown racecar, but, unfortunately for the R33, it was deemed just too nice a vehicle to hack to pieces in preparation for race spec.
So, Reese purchased a very tidy white R32 GTR, and proceeded to transfer all the tasty bits and pieces from the high-powered R33 into the older shell.

Ever since then, the simple looking Godzilla has terrorised drag strips throughout New Zealand, winning meet after meet, every season, then disappearing over the winter months only to debut once again in a completely new guise. Which brings us to the latest and most definitely, greatest, of such incarnations, characterised by its controversial “snowplough” aesthetics.

Of course, Reese didn’t opt for the “Mr Plow” look for no good reason, as it was in fact designed by ex Formula 1 designer Brent Stanton, for maximum aerodynamic efficiency. Coupling this with the down force provided by the American pro-stock drag car influenced rear wing, the Godzilla slips through the air and sticks to the ground like a Bonneville racer. Other than those two add-ons, most other body modifications on the Nissan have been of the removal variety. As Reese knows all to well, having a lot of power doesn’t mean much if that muscle is trying to pull the weight of fifteen Kirsty Alley’s over the finish line.
Every unnecessary piece of equipment was unbolted, smashed or chopped out in the quest for weight loss, including all glass, which was replaced with Lexan plastic, and the rear floor pan, replaced with a lightweight and more aerodynamic substitute. Next, the standard doors, boot lid and bonnet were binned and replaced with super lightweight carbon fibre items. Once all this was done and the car was a fair few hundred kilograms lighter, Reese took the Nissan to well known Kiwi painter Dr. Bob of Auckland, who coated the whole car in a fresh hide of Artic White paint. While in the spray booth, Steve Levene, widely regarded as New Zealand’s best airbrush artist, got to work giving the Godzilla a fake set of headlights, grill and trademark “GDZ1LR” number plate, a relic from the its more street driveable days.
With the body of the GTR ready to roll, it was time for the fun part.

Reese and his dedicated crew have seen many incarnations of their venerable and all conquering RB26DETT power plant, but this, the latest version, is something special. Once the Petterson 10-litre dry sump tank and Weaver two-stage oil pump was installed and ready to go, Reese went shopping. Only the best was deemed worthy for this engine package, and that meant sourcing everything from the Godzilla’s homeland, Japan. This entailed, more specifically, the spiritual home of hard tuned GTR’s and world famous tuning shop, HKS Kansai. Reese knew he needed a super strong and super reliable engine package, fortunately for HKS and unfortunately for Reese’s wallet, this meant damn near buying the whole catalogue.
Soon, HKS spec internals were arriving at Reese’s garage. Rods, pistons, crank, head, camshaft, custom cams and everything in between were soon in place, ready to take a severe beating from what is over 1300 horsepower at the wheels. This massive power figure is achieved using, as you would expect, more HKS gear. This time in the form of the ridiculously large T51R SPL turbocharger, mounted near the HKS GT spec 60mm external waste gate on the HKS GT exhaust manifold. The turbo is fed a cold dose of air via a K&N filter and custom intake pipe. Once the huge huffer compresses the air, it is sent through custom 3-inch piping and into the large 6-inch thick Trust intercooler. Now, this is where things get clever. Once the air has passed through the intercooler, it is far more dense, and therefore harder to push through the system, so Reese had the intake manifold side of the piping made up to a 4-inch diameter, aiding the flow up to the Jun intake plenum and Jun 80mm throttle body.

With such a massive amount of air screaming through the intake, Reese knew that the angry GTR was going to need a serious amount of fuel to match it and make the bang he required. The decision was made to run straight methanol, due to its ability to run higher compression ratios, not to mention its less flammable, and water extinguishable, properties. A 25-litre fuel cell supplies the Aeromotive mechanical high flow pump and regulator with just enough fuel to get to the finish line. This feeds a total of twelve 1500cc injectors, which sit on a pair of custom high flow fuel rails. Due to the nature of the beast, Reese has also installed a small Bosch electric pump in order to prime the car, before the much bigger Aeromotive unit whirs into life.

Now that the engine had the fuel and the air needed, Reese needed to strike the proverbial match. The job was given to Motec’s CDI capacitor discharge ignition control unit, which sends instructions to the six coil packs, then to the custom leads and sparkplugs. The CDI unit is in turn controlled by Motec’s world beating M800 ecu. The Motec computer allows for the fine point tuning necessary when a car is punching out these sorts of numbers on the dyno.

All that power won’t do Reese much good if it can’t get it to the ground without breaking something and, although the standard GTR driveline is very strong, it just wasn’t up to the task of transferring 1300 hp to the pavement.
Reese decided to bin the standard five-speed transmission in favour of a Liberty Air Shifter 5 speed pro stock gearbox, bolted to a twin plate slider clutch and lightened flywheel. From there, the power is transferred to the standard GTR differentials and out to the 15 x 7 Boggart racing wheels, wrapped in Dunlop drag slicks, via custom heat-treated axles, curtesy of Reese’s main sponsor, Heat Treatments Ltd.

As with any serious drag car, the suspension system is a very important area, and a tricky one to get right. The white GTR is no exception, with the Heat Treatments team going the extra mile in the R&D department to make sure the car was leaving the start line the best it possibly could. Reese and the team installed sensors on all four corners to take advantage of the Motec computer’s data logging system and record every minute movement for post-run analysis in the pits.
Giving the finely tuned system its bounce is a set of king springs, wrapped around Koni adjustable shocks. These are constantly tweaked to the optimum height, dampening and rebound settings for each outing. The shocks are bolted to all new lightweight cromolly replacement arms and supported by a myriad of extra braces and stabilisers, all helping to get the Godzilla off the line as quickly as possible.

Once Reese crosses the finish line and stamps on the custom made pedal box, he needs to be sure that, with the aid of his 180mph parachute, the car will pull up before dropping into the countryside once the road runs out. So, in order to feel confident in the car, Reese binned the standard stoppers and went for a very nice set of Wilwood callipers and discs.

As there obviously wasn’t much need for interior comforts, the entire living space of the GTR is sparse to say the least. When getting ready for a run, Reese slides past the bars of the full roll cage and straps himself into the lightweight RacePro seat using a 5-point harness. While pelting down the strip, a Motec dash unit gives Reese all the information he needs. No gauges you say? Well, I can only assume that at the sort of speeds the GTR is capable of, dials and needles wouldn’t be of much use, so, as an alternative, a pair of bright warning lights have been installed to warn Reese of any impending doom.

Looming disaster or not, Reese McGregor and his Nissan Skyline GTR are set to continue their dominance in the Kiwi drag scene, most likely for a fair while after this ‘Zillas current incarnation is long forgotten, and, more importantly for Reese and his dedicated team, the GTR world record belongs to them. Currently held by HKS’s R33 monster drag machine with a time of 7.67 seconds, it would appear the title might soon be heading down our ways. That is, if it’s not already here by the time you read this…

Godzilllllla

Words Peter Kelly, Photos Ben Silcock

Ignition Magazine

Make Mazda Model 808 Year 1977 Owner Matt Tremewan

Growing up, I wasn’t always a big car person. In fact, up until my 16th birthday, I thought about nothing but guitar solo’s, doing sweet jumps on my bike and, of course, naked girls.

I can vividly remember seeing my first modified rotary drive past o n the way to school. BRAP BRAP BRAP! “What the hell is the point of that?” I thought as it took off from the lights in a cloud of smoke and noise. I just didn’t get it.

Suffice to say, times have changed and I now know the joy of a well ported, pulsing rotor. Sure, they are noisy, obnoxious and hard to maintain, but when done right, its more than worth it. Matt Tremewan’s 1977 Mazda 808 is a perfect example of that.

Matt bought the then completely standard 808 nearly two years ago as a side project to keep him busy on weekends. For those who don’t know, the Mazda 808 is a close match in the looks department with its more desirable cousin the Rx3, but lacks the rotary engine, instead stuck with a feeble four-cylinder donk. In the case of this particular 808, its fortunes were about to change.

Before giving the tired Mazda a new heart, it needed some new looks, and after nearly thirty years, it wasn’t just a tidy up that was required, but a full on extreme makeover.

First on the list was the interior. Three decades of abuse had left the living space of the 808 in a less than desirable condition, so Matt got to work turning the clock back. The standard front seats were replaced with Recaro items, while the rear seats and door trims were custom made to match. Next, a custom center console was built to house the Autometer oil pressure, water temperature and fuel gauges. The Autometer family is rounded out with a 5” tachometer and speedometer, sitting in the standard dash position, behind the replacement Momo steering wheel. Although the pulse of a rotor is music to the ears of most enthusiasts, Matt still wanted a touch of mainstream entertainment. A simple Pioneer headunit now powers Pioneer 6” speakers in the front, and 6×9” speakers in the rear.

Now that the interior was ready to roll, the car was completely stripped, every dent and scratch removed and then covered in 2003 vintage Mazda 6 black paint, complete with lusty red pearl. Then, a genuine Rx3 nose cone and set of rear lights were sourced to replace the standard 808 items. Lastly, Matt fitted a set of very hot looking 17-inch Lenso RS5 rims and wrapped them in 205/40/17-inch Kuhmo rubber. These are nicely tucked up into the guards thanks to adjustable coilover struts in the front and modified leaf springs in the rear.

Filling in the wide-open spaces created by the new wheels is a set of series 4 Rx7 disc brakes in both the front and rear, replacing the standard puny drum items.

So, with the Mazda nearly ready for it’s re-powering, Matt set about upgrading the driveline in preparation for some seriously up rated muscle. Starting with an Exedy single plate brass button paddle clutch, this was then mated to a Series 1 Rx7 gearbox with a Mx5 gear set. This spins a custom made drive shaft, feeding a Toyota Hilux limited slip diff.

Finally, the time came to put some punch into this once-decrepit machine. Matt made the decision to go with the venerable twin rotor 13B engine, and soon had the engine bay ready to receive its new heart, but not before a fair amount of work was carried out on the motor. The 13b was soon sporting a dowelled block, PTS apex seals and healthy amount of bridge porting in an effort to get more power and reliability out of the notoriously difficult engine.

Of course, it would have been powerful and reliable had a nut not somehow fallen into the carburetor while the car was being tuned, effectively destroying the backend of the motor. With the 2006 RotorNats rapidly approaching, it was a mad rush to build a new engine, complete with brand-new Series 5 high-compression rotors and housings, in possible preparation for a turbocharger add-on further down the track. But, for the immediate future, Matt just wanted to have the car at the Nationals. So, after fitting the PWR radiator and oil cooler, then building a custom set of extractors and 2.5-inch exhaust system, Matt and a few loyal mates loaded the finally finished Mazda onto the trailer, arriving in Tauranga for the event with about three hours to spare.

As long as there are cars like Matt Tremewan’s on our roads, I’m sure to remain a loyal fan of the rotary powered Mazda. And, although everyone’s tastes change eventually, just like blistering guitar solo’s and naked girls, there are some thing’s that are always cool, and I guess you could say car’s like Matt’s 808 fall into this category.

Driver Profile

Matt Tremewan

Previous Rides

Toyota Corolla KE25 Coupe, Mazda RX7 S2

Age

22

Location

Palmerston North

Thanks

Big Blair, Stu Lawton (Lawton Rotorsport), B Man (Bevan Morris), Matt, Bevan, Ed (My Boss), My Mum, Rachelle, Justin and R 

os co

Specifications

Engine

13B Bridge Port
Dowelled
PTS Apex Seals
New S5 High Compression Rotors
New Housings
PWR Radiator
PWR Oil Cooler 

10lbs Flywheel
2 1/4 inch extractors
2 1/2 inch System
Promuff Rear Muffler

Driveline

Exedy Single Plate Brass Button Paddle Clutch
S1 RX7 Gear Box
Custom Drive Shaft
Toyota Hilux LSD

Suspension and Brakes

Front Coil Over Adjustable Struts 

Camber Adjustable Top Hats
S4 RX7 Front Brakes
S4 RX7 Rear Brakes

Wheels And Tyres

17inch Lenso RS5205/40/17 Kuhmo Ecsta 

Exterior

RX3 12a Nose Cone
RX3 12a Tail Lights
Painted Mazda 6 Black with a Red pearl

Interior

Recaro Front Seats
Back Seat 2 match Front
Retrimed Door Panels
Momo Steering Wheel
Autometer Sport Comp Tacho
Autometer Pro Comp Speedo, Oil, Water and Fuel Gauges
Custom Center Console 

Mazda Emblem on Parcel Tray

ICE

Pioneer headunit
6 in x 9in (Rear)
6 in (Front)

Ignition Magazine

There isn’t many people floating around the automotive world that dont know about Nissan’s infamous Skyline GTR, widely thought of as one of the best cars to have ever come out of Japan, if not the world.
It was in August, way back in 1989 that the first modern, RB26DETT-powered GTR rolled off the assembly line. The R32 was, for all intents and purposes, about to revolutionise the Japanese performance market, winning championships all over the world, even being banned from events like Bathurst because it was just too fast.
Now, fifteen years, 3 body shapes and countless variants later, the Skyline GTR is no longer in production, with the last body shape, the R34, long since sold out. Although the R34 is no longer being produced, it is still a favourite among many enthusiasts. Enthusiasts like Kiwi born, but English bred Fraser Simpson…
For all the praise the Godzilla has received, I was never really convinced, how could any car be that good at everything it does?
Until last Saturday that is, when myself and the other Ignition monkeys pulled into a quiet Wellington suburb to meet up with Fraser Simpson and his apparently very sexy R34 Skyline.
As we followed the directions and travelled down suburban street after suburban street, I noticed a staunch, muscular shape off in the distance. No, it wasn’t Ignition Mag’s recently buffed up Editor Ben Silcock, fresh from his latest Pilate’s workout, but Fraser’s 2001 Nissan Skyline GTR Vspec II.

Once we had dropped our fiery haired editor off at the bottom of the street so he could get a few more steps on his pedometer, or man-o-meter as he likes to call it, we pulled up next to the GTR and all my past thoughts on these cars were abolished in mere seconds.

This was the first time I had actually taken a good look at an R34 GTR, and believe me, I had plenty of time to get a feel for the aesthetics of the beast as it seems the Ginger Ninja hadn’t quite made it up the street yet, distracted by an unfortunate local tabby who had managed to get its head stuck in a jar of Peanut Butter…
Once he had wrestled the Jar from the poor creature’s head and realised that the greedy bugger had already eaten the contents, we had our editor back and were once again a full team pouring over every carbon fibre nook and lightweight cranny.

Although this was the very sexy looking Vspec II variant of the GTR when Fraser purchased it four years ago off the showroom floor, it seems it just wasn’t sexy enough. As such, Fraser went JDM crazy and fitted a set of Nismo side skirts, rear bumper and carbon fibre under-car diffuser kit along with a set of Mines vents for the front bumper.
With the standard wheels no longer doing the car justice, Fraser took the plunge and relieved himself of over six grand to score an incredibly sexy set of 19×9.5 inch Rays TE37 rims wrapped in Bridgestone S03 liquorice.
Helping to tuck these spinning works of art higher up into the guards, not to mention provide one of the most impressive cornering displays I have ever experienced, is a full Tein Flex electronically adjustable suspension kit with in cabin controller for tuning on the fly. Helping this high tech system is a set of Cusco adjustable suspension arms and Nismo R-Tune anti roll bars.
As you can probably tell by now, Fraser doesn’t like to do things half assed…

Bar the incredibly powerful American sourced Stoptech brakes, callipers and braided brake lines, this car is all about the Japanese Domestic Market.
Which brings us to the near orgasm inducing sight on offer under the standard carbon fibre bonnet of this Japanese muscle car. A JDM enthusiasts wet dream, Fraser’s GTR is awash with the highest quality branded parts, sourced mainly through friends in the UK, (read Abbey Motorsport) and installed here in New Zealand by the good people at Speedtech Motorsport.
Andre and the crew at STM began by installing an Apexi Super Suction kit with carbon airbox, mated to a pair of Nissan Z32 airflow meters, to get a nice gulp of cold air to the standard issue turbochargers.
Next, it was felt a cooler charge was needed and as such, the standard intercooler was biffed and replaced with an incredibly thick 700x300x150mm Trust unit and hard pipe connector kit.
The strangulated exhaust system was next to go, replaced by a full set of HKS stainless steel down pipes and HKS Super Dragger II stainless exhaust system.

With all these fruity new bits, it looked as though the standard computer was falling behind the mark. Fraser decided on an Apexi AVCR to control the increased boost levels, and an Apexi Power FC computer and accompanying hand controller to run the rest of the system. Which, while mark from Abbey Motorsport had it on the Dynapak dyno, was tuned for a conservative 300 kilowatts.
Although more outright power was easily achievable, Fraser wasn’t interested. In fact, he never has been that fussed about big numbers and as such, Andre dropped the peak power off a tad. Doing this proved a very smart move, netting a far bigger gain in torque, making for an incredibly usable tarmac-eating monster.
To finish it all off, it seems Fraser went right through the Nismo catalogue and cleaned them out, purchasing an intercooler water spray kit, oil cooler finisher kit, radiator cap, low-temp thermostat, oil and fuel filler cap, carbon radiator shroud and carbon B-pillar Garnish.

The interior of this near new car is, of course, amazing, and as such there was no need for the replacement seats or re trims that you would normally see in Ignition feature cars.
But, as you would have probably guessed by now, Fraser felt the need to lavish his baby with more goodies and delved back into the Nismo books and ordered a 320k speedometer and MFD V2 mod chip for the already very cool LCD sports screen, displaying everything from boost levels to G-forces.
A SmartTyre onboard tyre pressure and temperature monitor means that Fraser can keep a good eye on his rubber while on the street or fanging around any one of the local race tracks that he frequently visits.
As the car is currently driven to work most days, Fraser has installed a nice little entertainment system to keep him busy in traffic.
This is controlled using a Kenwood in-dash CD/DVD player, with which he can, after a lot of fiddling around, now play DVD’s to be viewed utilizing the standard issue LCD screen.

Keeping the aural fill up to standard, Fraser and the team at the Car Stereo Company have installed 6.5 inch Boston Acoustic speakers up front, Blaupunkt units in the back and an eclipse 10” sub woofer in the boot, all powered by Sony and Eclipse amplifiers.

After hearing future plans already underway in camp Fraser, including talk of a three litre, single turbo re-power for the already ridiculously fast GTR, then going for a good mountain pass run in the beautiful beast, all I can think about is those slightly homo-erotic Speights advertisements starring those splendidly hick-ish southerners.
“She’s a hard road finding the perfect woman, boy”.
That may well be true, but I think after this weekend, I think I may well have found the perfect car, it’s just a pity it’s not mine…

Driver Profile

Fraser Simpson

Previous Cars

Lancia Delta Integrale, Alfa Romeo 33 4WD, Subaru Legacy RS TT, R33 GTR VSPEC

Age

29

Location

Wellington

Specifications

Engine

RB26DET
Apexi Super Suction Kit
Nismo Intercooler Waterspray Kit
Nismo Finisher Kit for Iil Cooler
Nismo Sport Radiator Cap
Nismo Low temperature Thermostat
Nismo Oil Filler cap
Nismo Fuel Filler cap
Mines Carbon Radiator Shroud
Abbey Motorsport UK Custom Oil Catch Tank
Nissan Z32 Airflow meters
HKS Stainless Steel Downpipes
HKS Super Dragger II Stainless Steel Rear Exhaust
HKS Super Dragger II Stainless Steel Middle Exhaust
HKS Iridium Race Spark Plugs x 6
Trust VSPL Intercooler 700mm x 300mm x 150mm
Trust Intercooler Hard pipe connection kit
Greedy Aluminium performance radiator
Apexi AVC-R Boost Controller
Apexi Power FC ECU

Suspension

Tein Flex Full Kit
With EDFC on board controller
Cusco Adjustable Front and Rear arms

Wheels and Tyres

Rays / Top Secret TE37 19×9.5″ Forged Alloy Wheel Set
Bridgestone S03 285x30x19 tyres

Exterior

Mines Front Bumper Vents
Nismo Side and rear Skirt set
Nismo Rear Under Spoiler Set
Nismo Carbon B-Pillar Garnish

Interior

Blitz Full Auto Turbo Timer
Nismo 320Kph Dash Replacement
Nismo Nismo Multi Function Display V2
Smarttyre Onboard Pressure and Temperature Monitor
Meridian Full Category 1 Alarm with GPS tracker

Brakes

Full Stoptech GTR Big Brake Kit
Front Rotors 355mm x 38mm
Rear Rotors 355mm x 32mm
Oversized 4 Pot Calipers
Stoptech Braided Brake Lines
Axxis street pads
ELF Racing Fluid

I.C.E.

Kenwood DVD Head Unit
Boston Acoustics Pro Series Speakers
Blaupunkt Rear Speakers
Sony Amplifier
Shineybow NTSC -> PAL Converter
Eclipse 4/3/2 channel AMP
Eclipse 10″ sub

Performance

Manfield 1m 20.8 sec
Taupo 45.4 sec
Both with old suspension and brakes
Dyno 289KW

Awards

Best Nissan 2004 4 and Rotary Nats
Best 6 Cylinder 2004 4 and Rotary Nats
Editors Choice – Autosalon Wellington 2005

—————————————————————————————————————————–

Ignition Magazine

As dangerous to your retina’s as a pasty Ginger at the nudist beach, Dan’s candy soaked 1997 Subaru STi version 3 Type-R Coupe turns heads like no other, whether sacked out at a show or rolling the mean streets of Christchurch.
Daniel Currie’s ‘WLDSTI’ has accumulated a mountain of trophies through out its life, winning over judges and spectators with a long list of modifications that range from the subtle to the extreme.

You have to love a custom painted ride, they stand out like your girlfriends finest on a frosty morning and this sonic sub is no exception. The colour combination is top secret; often being referred to as ‘Candy-Pineapple-Glowworm Yellow’, this name perfectly describes the House of Kolor candy, flawlessly applied by Laycocks Collision repair.
Laycocks also fitted the C-West body kit, which accentuates the original design cues of the WRX also adding an air of purpose, to the already focused package.
To subtly differentiate himself further from pack, Dan employed the skills of Aaron at Azztech Enhancements. While under Aarons watchful grinder the standard boot-well was binned and a custom one fabricated, to allow the custom exhausts to exit where the rear number plate previously occupied. This minor change in exterior appearance can go unnoticed by the masses, but certainly contributes to the overall package.

Slipping under 18 wheelers, Fast and the Furious styles has never been easier; flick the switch and this wild Subaru hovers a few centimetres from the black top thanks to a custom air bag set up. Domz…err I mean Daniel Currie has replaced the standard coil over shock configuration with a chrome, FBSS, air-strut allowing the coupe to slam from heaven to hell in milliseconds. The air-struts are feed compressed oxygen through half inch lines from a twenty five litre colour chromed tank, custom mounted in the boot. Keeping the systems pressure up a ? horse power compressor replenishes the tank. The whole system is controlled with an addictive 10-switch switch box and individual bag pressures are monitored with an in dash digital display.

Often tucked up in the bright yellow wheel arches, are a set of charcoal Speedy Lite Sevens. These 18 inch light weight race wheels are wrapped in 215/35/18 rubber, which on occasion are destroyed when Dan spins some circles for the local ladies.

Resembling a bunch of wild vines growing over a boulder, the EJ20 engine bay in its standard form was never going to win anyone over. With the help of Jon at Vantage Auto Electrical in Christchurch, Dan was determine to beat the Subaru engineers at there own game. To get the bay looking as good as the rest of the coupe, the boys set about de-looming, chroming and painting every thing in sight. The factory engine loom was completely removed in favour for a custom Microtech loom, with a virtually invisible installation. The wiring wasn’t the only thing to disappear, brake lines, fuel lines, redundant vacuum hoses and an excess of factory firewall holes, all were removed in an effort to create some negative space.
With half of the tangle removed; the block and gearbox came in to view and were quickly treated to a coat of ‘Maybach Silver’.
The intake manifold didn’t escape Dan’s eye for detail, receiving the same colour chroming treatment as the Air Bag tank, it now takes centre stage with a red mirror finish. To match the now gleaming intake manifold the starter motor, radiator shield, radiator mounts and intercooler piping and much more now sport a generous layer of chrome.
Panels where welded to the front of the bay, just behind the headlights to smooth out factory issue hole and complete the super smooth look.

To make it on the show scene and on the street for that matter, performance is essential; Dan’s ‘WLDST1’ isn’t content poking your eyes out with its intense aesthetic package, it also packs a hefty 225kilowatt power figure.

This equates to a stunning 12.5 second quarter mile, hitting 108mph along the way, all without the touching ‘Go baby Go’ button.
A T3/T4 hybrid turbo, mounted on a custom manifold, forces compressed air through the front mount intercooler, ported and polished heads to the cylinders ready for combustion.
To match the excessive amount of air being forced into the STi, Dan has installed a sturdy fuel system, including a chrome surge tank, twin external pumps and a rising rate fuel pressure regulator all controlled by a Microtech LT-12s aftermarket EMS.
The Microtech system sings the tune, instructing the four 850cc injectors to impregnate the waiting oxygen with fuel, creating a highly combustible cocktail. The spark is delivered to the plug via heavy duty leads and standard coils also controlled by the Microtech EMS.
Incinerated atmosphere and fuel are expelled through a custom 3” exhaust system.
This ‘WLDST1’ packs a killer king hit, in the form of a nitrous oxide system. Not unlike a balloon sucking party goer, when the nitrous is introduced to the intake performance hits dizzying new heights. Currently the system delivers a 50hp shot.

The Coupe was factory fitted with dark tinted windows, these have been replaced with normal glass too flaunt the custom yellow and grey retimed seats, dash and door trims. The interior now requires the use of use of gold plated Ray Ban aviators whenever Dan’s behind the wheel. The bright yellow and grey vinyl covers the modified dash board; housing a trio of Autometer Pro-Comp gauges, a seven inch pop-out screen and many other little surprises. Surprises like the PS2 in the glove box. Between the two random promo girls often seen riding in the back seat, lives a red colour chromed, 10 pound nitrous bottle. It is mounted on a custom bracket made by Aaron at Azz-Tech Enhancments, ready to deliver its 50hp pay load directly to the engine.

The sound system is somewhat understated in comparison to the rest of the car. A tidy installation in the boot sees two Sony 12” woofers, a Sony D Class, Sony four channel, air reservoir and fuel surge tank. These items are all installed in an custom enclosure, trimmed in yellow to match the interior. In the front doors live a pair of six inch Sony components mounted in custom fibreglass pods. In the rear a duplicate set of Sony speakers fill the parcel tray. The whole system is controlled with the Sony CDX-F7700 head unit mounted in the standard location. It may be understated but its defiantly not overrated, pumping out quality and amazing volume that can be heard blocks away.

This killer coupe is definitely appealing, weather on the street or in a show. The wild rex’s air bag suspension, custom paint, crazy engine bay, trimmed interior and amazing entertainment system, seduce heads to turn and crowds to gather where ever Dan takes it.

Driver Profile

Daniel Currie

Previous Cars

1984 Turbo CRX, 1988 Mitsubishi GSR, 1993 Subaru WRX

Location

Christchurch

Thanks

Jon @ Vantage Auto Electrical
Aaron @ Azztech Enhancements
Adrian @ Japanese Race Supplies
Matt @ Bridgestone
Fraser @ Crowesport
Brent @ Magoos
Ben, Jeff, Family Friends and all other people who have helped out over the years

Specifications

Engine

Port and polished EJ20
STI Internals
Lightnened Flywheel
Painted Block and Gearbox in Maybach Silver
Reversed Intake Manifold Colour Chromed Red
Removed Cold start
Moved vacuum lines to back of manifold
Microtech LT-12s Sequential Engine management system
Full removal of Factory Engine Loom
Custom Microtech Loom Installed
Brake Lines and Fuel Lines Removed
Excess engine bay holes Removed
New flat panels installed in front of engine bay
Front mounted ntercooler
Polished and chromed aluminium Intercooler piping
Rage exhausts WRC equal length extractors
3” Exhaust off turbo into two stainless mufflers
T3/T4 Hybrid Turbo with polished compressor housing
Tial 38mm external wastegate with screamer pipe
Chrome crossmember, starter motor, wiper motor, Power steer, radiator, water hosing
GFB lightweight pulley kit
STI Carbon front strut brace
Chrome Surge Tank
Twin 350hp Fuel Pumps
Twin Entry Fuel Rails
Rising Holley adjustable rate fuel regulator
850cc Fuel Injectors
Dual ? inch fuel lines
Full Wet Nitrous Oxide Fogger system

Suspension

FBSS Competition Fastbag Airbag System
Chromed and Shortened Airstruts
? hp Compressor
25L Colour Chrome Tank
10 Switch Switchbox
?” Lines and Valves

Brakes

Cross Drilled and Slotted Discs
High Performance Pads

Wheels and Tyres

18” Lite 7 Speedy Wheels
215/35/18

Exterior

House of Kolor Kandy Yellow
CWEST Full Body Kit
Clear glass (factory tinted)
Clear Taillights
Full Custom Engineered Boot Floor
Exhaust Modified to come out of centre of bumper.

Interior

Full Custom Yellow and Grey Interior
3x Autometer Pro-Comp Ultra Lite gauges 2 5/8”
Pro Comp Ultra Lite Silver face Tachometer

I.C.E

2x 12” Sony XPLOD Subs
4x 6” Sony Component Speakers
Sony CDX-F7700 Head Unit
4×200 Amp
7.2” Screen on Dash
PS2 in Glovebox

Performance

12.5 at 108 mph
225kw @ All Fours

Awards

Wellington Autosalon 05
-Best Subaru
-Best Engine Bay
-Best Suspension
-Best Dyno 4cyl 4wd
-Best Interior
-Best Display
-King of Autosalon

4&Rotary SI Champs 05
-Best Subaru

4&Rotary SI Champs 04
-Best Extreme Paint

Autosalon Final Battle 04
-Engine bay champion

Autosalon CHCH 04
-Nomination for King
-Best Engine Bay
-Batchelor of the Babes
-Best Subaru

Autosalon CHCH 03
-Best Suspension
-Showstopper
-Best Subaru

Ignition Magazine

Race tape, 100 mile per hour tape duckt-tape, whatever you like to call it, is just as much part of the modified ride scene as the bucket seat. This crazy phenomenom is poping up everywhere, even on a street near you.

Enter the trend leader of race tape, co-founder of the dorimons and part time dorifter dragon Nick Li, and his 2000 S15 Silvia.

When nick isn’t busy applying race tape, and hes not drifting, im not actually sure what he does, he must be one of those asian mafia dudes, studies by day – ninja by night.

Nick brought this car for one reason and one reason alone…..drift. Nick has owned this car for about a year and he has been drifting the car from the day he got it. Nick really got serious in the middle of last year, stepping up to the big time and entering the D1NZ. After a promising showing in the competion last year, nick really stepped it up this year at round 1 christchurch coming 3rd overall.
On a world scale the new Zealand drift scene is still in its early stages, when reading the entry list it is littered with laurels, cefiros, and r32 skylines. So having a mint as S15 silvia for D1NZ would have to make you the bling drifter.

S15 silvias are the type of car that look pretty decent straight out of the factory, but add a set of 17” volk te37 rims (show), tein suspension, a carbon bonnet and a whole host of vertex aero parts and it goes from decent to damn! Also helping the package in terms of hotness are a set of hella projector headlights, nismo clear indicators, clear tail lights and some ganador carbon mirrors to help accentuate the lines of this slide specialist.

As you can see in the spec list, the items used in this silvia are all from reputable Japanese tuners, makes a lot of sense, to be able to depend on all your bits and pieces when your sideways in excess of 150kmh about to clutch kick the badboy and set up your entry for the next corner.

A good suspension setup is essential to be able to mix it up with the big guns of the sport, apart from the drift essential welded 4 point rollcage, the suspension parts of the car read like, hector (off the fast and the furious) walking into harrys and asking for one of everything out of the cucso footworks catalogue. There are enough bars, rods and arms that this car could host a B’n’D convention.

As the sport evolves and develops in the country, people become more and more familiar with how a vehicle scores highly the competitors will modify their cars to suit. In New Zealand the amount of smoke a vehicle makes in a run is a judged aspect. More smoke is created by more power, the sr20det isn’t a slug to start off with, but with a few tasty add ons in the form of an hks gt-rs turbine kit, nismo 740cc injectors and an apexi power fc the car now makes 250kw at the wheels.

Making sure that the engine is getting the utmost cooling is also important, both for power and engine reliability purposes. Drifting could well the be the most abuse your engine takes in the name of motorsport besides a demolition derby. To avoid the needle hitting the capital H, nick has fitted a trust RSPL HG intercooler, apexi 80mm suction kit. Sr20de 60mm throttle body, trust 3 layer alloy radiator, trust 16 row oil cooler and a U13 twin electronic fan.

Did you ever notice that cars that have roll cages look fully like they mean business.

Being a stealth ninja you would think that the car would be as inconspicuous as possible, nick is not only the black belt of race tape, he is also a 5 daan master of the vinyl graphic. Nicks car is probably the only car contesting the D1NZ that wouldn’t look out of place in the D1GP, very cool on the track super cool on the street.

Sitting in the interior, I wouldn’t balme you if you forgot that you were in the cabin of a hard core drifter. I could swear that I was sitting in some Indians modded up Daihatsu, there are gauges everywhere! Nicely slotted where the air used to vent out are 4 defi BF series gauges. Scattered around the drivers line of sight are a blitz d1 spec boost controller and blitz d1 spec power meter, an apexi auto timer, a pivot super shift light and a sony mex5di head unit to round out the rest of the interior whiz bang flashy-ness.

True to form and keeping with the bling are 2 bride race seats, the passenger gets to clench their buttocks at massive counter steer in a brix 2, while the crabwalk commander gets a more hardcore zeta 3 seat and is locked in with a 4 point harness.

Nicks car is a drift weapon right down to welds that hold the essence of the car together. With each meet he goes from strength to strength, fine tuning his ‘Chinese street drift’ orientated technique.

Drift is his kung fu and it is strong.

Look out for nick and the dorimons at D1NZ round 2 manfield.

Driver Profile

Nick Li

Location

Christchurch

Specifications

Engine

HKS GT-RS turbine kit
HKS 1.2mm metal head gasket
HKS oil filler cap
Tomei Pon-Cam Type-R (256/11.5 in/ex)
Tomei rocker arm stopper
Trust Grex cam sprocket
Blitz D1 Spec Limited SBC ID boost controller
Nismo 740cc injectors x4
Nismo fuel pump
SARD fuel pressure regulator
HPI engine torque damper
Apexi Power FC + commander
NGK Iridium plugs x4
Cusco oil catch tank
Greddy lightweight pulley kit
Trust Greddy intake manifold
Trust RSPL HG intercooler
Apexi 80mm super suction kit
Apexi air filer
Z32 80mm AFM
SR20DE (S15 ) 60mm throttle body
HKS SQV Blow off valve
HKS turbo outlet
JIC Exhaust manifold + heat wrap
Garage R front pipe
Garage R exhaust with no cat
Trust 3 layer aluminum radiator
Trust 16 rows oil cooler
Trust oil filter removal kit
Samco radiator hose
U13 Twin Electronic fan
Nismo 62′C thermostat

Driveline

Exedy single racing clutch + flywheel
Nismo 2-way GT LSD

Suspension

Tein HE coilovers
Tein tie rod and tie rod ends
Cusco front strut bar
Cusco rear strut bar
Cusco front stablizer bar
Cusco rear stablizer bar
Cusco pillow bar tension rods
Cusco tension rod bar
Cusco front lower arm
Cusco adjustable rear upper arm
Cusco rear adjustable toe control arm
URAS “drift pineapple”
URAS Gearbox mount
GP sports multi spacers
Superpro traction rod bush kit
Superpro rear lower arm bush kit

Brakes

Brembo GTR R33 Front calipers
Cusco brake master cylinder stopper
Project Mu HC Titan Kai pads
DBA 4000 R33 front rotors
Project Mu rear SCR rotors
Project Mu stainless brake lines

Wheels and Tyres

VOLK TE37 front 17×7.5jj (215/45/R17)
VOLK TE37 rear 17×8.5jj ( 235/40/R17)
Lightweight racing nuts

Exterior

Carbon aero bonnet
Vertex rumper
Vertex sideskirt
Vertex rear bumper
Ganador carbon fibre aero mirrors
Clear tail light
Nismo clear indicators
Hella 12000k purple HID kit

Interior

Welded 4 point half cage
Underseal stripped
Bride Zeta III driver seat
Bride Brix II passenger seat
Sabelt 4 point racing harness
Nardi steering wheel
Nismo bosskit with airbag sensor
Nismo gear knob
C’s short shift
Cusco spin turn knob
Sparco foot pedals
Blitz D1 Spec Limited Power Meter ID
Defi BF boost gauge
Defi BF oil temp gauge
Defi BF water temp gauge
Defi BF oil press gauge
Defi gauge control unit
Pivot Super shift lamp type-M
Apexi auto timer

I.C.E

Sony MEX5DI head unit
Kenwood speakers

Performance

Dyno Power: 250RWKW

Awards

Third Place D1NZ Round 1 2005

Ignition Magazine

Ever been chased down by a bulldog? I have it’s not a pretty sight nearly having my right buttock gnawed off. Having an r32 GTR following you on the motorway reminds me of that very moment. The GTR has a wide purposeful squatted stance much like a bulldog on the chase, menacing and authoritive. Anthony Allen’s or Anguss’s GTR is a pristine example of the now legendary Bathurst slaying shape.

Anguss has been round the modified car scene for a while now and is quite a well known figure round Wellywood. His first taste of Nissan ownership was an R33 GTS coupe back in the days. He had already done the whole kit, rims and sounds thing and was about to hit the under the hood mods when he got taken for a ride in a mildly tuned R32 GTR, big mistake! As of that moment neither his own car nor any other car that he had been in compared, he was hooked with the way the GTR handled, its insane pull through the revs, the way it sounded and the way it looked. So as you see here we have anguses pride and joy a 1992 Nissan skyline R32 GTR.

From the factory the R32 GTR was only released in a small selection of colours, grey, white, black, burgundy and blue, its like these colours got the nod for production because they got the tick in the ‘badass’ box. Exterior wise only Nismo side skirts and trust end caps were added by Anguss. These minor visual enhancements accentuate the already muscular lines of the GTR

Anguses car now rolls the tarmac on 18×9″ blitz R1 10 spoke alloys wrapped in 275/35/18 Goodyear eagle F1 rubber. This selection of mags and tyres goes really well with the understated theme of the car.

Under the hood the modifications could be classed as mild more than wild as far as a GTR is concerned. Visually from the outside you can see a small fridge sticking out from the front bumper; it isn’t actually a fridge but a real big ass intercooler, measuring 610x237x136mm and is an Apexi GT spec item specially designed for the GTR. (I would actually like to know if anyone in the country is running a cooler bigger than this, please send in pics to)

On the intake side, to help the beast breathe a little better 2x trust airnx filters were mounted on custom aluminum intake pipes and enclosed in a custom aluminum cold air box. From the pipe work the condensed air makes its way into the compressor wheels of the two hybrid t-28 turbochargers. The engine management is also taken care of by more jdm in the form of an Apexi power FC. On the exhaust side of things Anguss continues to extend the jdm parts list with blitz front pipes leading into a full 3.5″ blitz nurspec exhaust. This combination of jdm bits and pieces equates to a not so shabby 316.5 KW at the wheels.

Now GTR owners have known this all along but the sound of the RB26DETT on full song is such a satisfying thing that you start forgetting lampposts are flying past at an extraordinary rate, yellow lines on the road are merging into a single flowing line, this could be one on the worlds greatest false sense of securities. The standard suspension set up of the car accompanied with the legendary ATESSA 4wd system makes the GTR a pretty competent package in its factory guise (some even say that it has super car slaying abilities but we don’t want you know who to get a big head). As with all modifiers we strive to extract more from our vehicles and Anguss has benefited from the fitting of bilstein shocks at all corners and aftermarket strut braces front and rear. This gives the car a stiffish ride over standard but wont rattle your kidneys lose on a short trip to the local dairy.

In cabin remains close to the day it left the factory floor, with only with minor hints such as the aftermarket trust profec b boost controller and a splitfire boost gauge to the amount of mumbo the lies dormant under the hood.

Anguss has taken a formidable factory package and has modified and tweaked it for the street with an array of proven jdm parts, although tuned for the street this GTR wouldn’t find itself doing badly at a drag meet or a track event it’s a great all round car that has tastefully tweaked in all the right areas.
316.5 KW and 4wd yes please.

Anguss would like to thank:

Biggest thanks would have to go to Kim and Wayne (my parents). They have been the biggest supporters in my quest to own a very good all-round daily driven car. My father also made the Aluminum Radiator Splitter and Cold air-box, it’s definitely given the car something different and I’m more than thankful for it! We have made some up for friends and family so if you are after something a little different then contact us!

GTR Shop/Japanese Performance for their dedication in giving me the best service and prices for new and second hand parts.

C. Moore Motors, always looking after my car as if it were his own?

Thanks for the help Cary, it’s much appreciated!

Dave Duncan ‘GTRPWR’ for all his time and effort.

City Nissan in Lower Hutt for rebuilding the engine.

Thanks to car stereo company for the sound hook ups.

Glenn and Fraser for the rims and suspension, what a difference both
made?

My little brothers for washing my car (even if they done it so I’d drive
them around).

SDU (Skylines Downunder) for some of the best times in my life, you’ll always be family and I’ll always be thankful that I’m a part of such a great club!

Last but not least my daughter Israel. No matter how tough things got I would always see her face and smile, now she is addicted to the pull as much as I am )

Thanks everyone for your love and support, dreams do come true so work hard and believe in yourself as there is nothing you can’t accomplish!

NOTE: ATESSA 4wd system – in very simplified terms the ATESSA 4wd system is a traction control method developed by Fuji heavy industries for Nissan motor sports International and specifically GTR and is highly regarded as the best system of its kind in the world. This system is primarily RWD but if any traction loss is detected in the rear the power is distributed to the front. Think of it this way, a RWD car pushes the car through a corner and a FWD car pulls its self through the corner this system gives the car the best of both those worlds.

Driver Profile

Anthony Allen

Nickname
Anguss
Location
Wellington
Previous Cars
R33 GTS

Specifications

Build Time
3 Years
Engine Code
RB26DETT
Engine Modifications
Trust AIRINX Air Filters
Hybrid T-28 Turbos
Bee-R computer (Soon to be a Power FC)
Blitz Front Pipes
3.5″ Blitz NurSpec Exhaust
237*610*136mm Apexi GT Spec GTR Intercooler
HKS Oil Cooler
Drive Line
Exedy Single Plate Ceramic Clutch
Suspension
Full Bilstein Suspension
Wheels
8×9″ Blitz R1s
Tyres
275/35 R18 Goodyear Eagle F1 GSD3s
Exterior
Nismo Side skirts
Trust End caps
Interior
Spit Fire Boost gauge and Pillar Mount
Trust Profec-B Boost controller
ICE
Performance
316.5Kw at the Wheels
0-400m: unknown
Show Awards
Best 6 Cylinder Engine Bay at the 2004 Wellington 4 and Rotary Nationals
Best Body Kit (standard) at the 2004 Wellington 4 and Rotary Nationals

Ignition Magazine

In Japan there is a phrase known as “Jinba Ittai”, which translated literally, means rider and horse as one.
If ever there were somebody to represent that train of thought, it would be Todd Wylie and his 1992 Mitsubishi Lancer GSR, dubbed NFORCA.
Many of you will have heard of Todd and his car, show winner and media personality extraordinaire.
What you may not know however, is that Todd has come from great adversity, only to triumph and become the lanky lady killer he is today.

Moonlighting as a Ginger in his early years, Todd had a hard time coping with his less than stunning fiery Morange locks and, as I’m sure my editor could tell you, being a raging Fanta Pants isn’t all that much fun. The inevitable taunts and carrot top jokes would take their toll on any man…
Thankfully, It appears someone up above looked kindly upon the poor boy as Todd grew out of those ginger tendencies to become the well known, and thankfully blonde, figurehead of the New Zealand import scene.

Similar to his earlier years, Todd’s other, other half, “NFORCA”, was born a less than sexy flat black, like so many other GSR’s rolling out of the Mitsi factory from 1991 onwards.
If only it knew what was in store for it ten years down the track, when Todd would pick it up from a dealer and void the warranty he had just purchased almost instantly by putting his modification hat on and “altering” a few bits and pieces.

Now, four years down the track, exterior wise, NFORCA is a goldmine of custom bodywork and quality paint.
Barely resembling its original self, the GSR sports a Cyber front bumper, Evo 2 front guards, custom side skirts, Evo 6.5 rear lip, 60’s style wing mirrors, and a 2004 BMW M3 wing, all helping to staunch-out the cars appearance.
My ex girlfriend always used to say to me, “it’s okay Pedey, it’s the little things that count”.
I never quite knew what she meant by that, but, when it comes to Todd’s GSR, nothing could be closer to the truth.
Taking a closer look at the car, you will notice a distinct lack of door handles, which have helped Todd on many occasion, confusing the odd drunkard trying to get a free ride on Courtney Place during a Friday night cruise session.
Also of note, a filled and shaven boot lid, complete with custom hinges that lift the boot parallel to the roofline of the car, as opposed to swinging up as the standard unit would. Look a little bit lower and you will notice a custom “frenched” number plate recess.
All this work, along with a deleted rear wiper, side strips and washer holes combine with the custom PPG “Nightmare Green” paint to create a sleek and muscular look, proven a favorite at many a show, as made painfully obvious by the stack of trophies in Todd’s closet.
In saying that, taking a peak under the custom “saloon door” split bonnet, you will quickly discover that this isn’t just a flashy show pony, this green machine packs some real grunt!

Being a GSR, the car housed a 4G93T 1800 turbo motor when Todd got hold of it. After a fair few mods and subsequent power increase, the motor gave up the ghost and spat a gudgen pin out the side of the block. Suffice to say, the motor was poked.

Instead of shoehorning in a two litre 4G63T evo motor into the seam welded and and completely smoothed engine bay like most others, Todd decided to built himself an indestructible 1800. The task was given to Andre at Speedtech motorsport, who built the motor up using Argo Rods, JE pistons, ARP head studs, a polished crank, 3 layer head gasket and a strengthened block.
All this work was done in preparation for some serious power to be made. With big dyno figures in his eyes, Todd opted for a Garrett GT series huffer, which crams the compressed air through a custom 600x300x75 intercooler, and then up to the 60 mm throttle body and ported intake manifold. A Walbro 600hp fuel pump and 720cc injectors help to match the all that air with the right amount of fuel. The spent gasses are then dumped out through a 3 inch exhaust system.
Controlling all these goodies is a Link Plus ECU, pulling the whole system together to make an impressive 434 Horsepower, all on the old slipping clutch, which was recently replaced a single plate ceramic paddle unit.

The clutch, via an Evo 3 LSD and axles, transfers all those 434 ponies to all four of the 18 inch Momo X1 alloys, wrapped in Kumho 215/35/18 tyres.
Keeping the Italian rolling stock planted firmly to the floor during times of excitement is a set of King springs, matched with KYB shocks and Noethelane bushings. To keep everything at a sensible pace during these times, Todd installed cross drilled and slotted rotors, mated to Evo 2 Callipers, which are fed by braided lines.

Being a King of Auto Salon winner, you can be sure that you aren’t going to encounter a standard interior once finding a way to open one of the doors.
What you will find is an overwhelming sea of green. Vinyl adorns the GLXI seats and other trim, while a completely custom fibreglass dash and matching door trims sparkle in the same hue as the exterior paint.
Going the completely smooth route, Todd has deleted every non-essential feature, including all climate controls and ashtrays, leaving only the essentials. This equates to the Momo Steering wheel and knob, standard gauge cluster, a HKS 2.0 Bar boost gauge and a Sony Black panel head unit.

This stealth head unit controls a massive sound system, comprising of a plethora of Directed Audio in cabin components and massive 15 inch JVC dual voice coil sub woofer, all powered by three Directed Audio amplifiers, helping to make 138Db.

Living by the mantra of “built, not bought”, Todd has spent the better part of the last three years building this car up to what it is today, with most of the work being done by himself and his friends.
Now that Todd has retired the green goblin from the show scene, it looks like it just might be up for sale, seems like a chance for someone to own a part of New Zealand’s Import history.
But, that is not to say that the man himself will be doing the same thing, and judging by what we have seen of his next project, this isn’t the last the Auto Salon circuit has heard of Todd Wylie.

Driver Profile

Todd Wylie

Previous Cars

2 x Mini’s, Integra, Lada Station wagon (no seriously) Hilux, KE Corolla

Location

Auckland

Thanks

SpeedTech Motorsport
Race Radiators
Taranaki St Tyres
Custom Autoworx
Performance Engineering
Whenuapai Auto Refinish
Slammed Kustoms
Kumho Tyres
Speedfactory
Bex
All the boys: Shane, Ivan, Ants, Bam, Pedey, Philly, Nathan, Bruce, Mikey, Stanko, The Crazy Paki Boys, Dad, Glen Coppard, Karl Natta, Evil, Dion (WRXION), Roger aka Mike Lowry, PHAT 4, Jeza, Squid, James (EVO 02), The Performance Car Crew and everyone else who I?ve forgotten.

Specifications

Engine

4g93
Custom 600x300x75 Intercooler
60mm Throttle Body
3” Exhaust
Droopy Tip
K&N Filter
Garret GT Series Turbo
Remote Oil Filter Mount
720cc Injectors
Walbro 600hp Fuel Pump
Link + ECU
Argo Rods
JE Pistons
ARP Head Studs
Strengthened Block
3 Layer Head Gasket
Ported Intake Manifold
Polished Crank
De-loomed Bay
Seem Welded Bay
False firewall
Fully detailed

Suspension

King Springs
KYB shocks
Nolathane bushes

Brakes

Evo 2 Callipers
Cross Drilled + Slotted Rotors
Braided Brake Lines

Exterior

Cyber Japan Front Bumper
Evo II Front Guards
Custom Bonnet
2004 BMW M3 Rear Wing
Filled Number Plate Recess
Evo 6.5 Rear Lip
Custom Side Skirts
Custom PPG “NIGHTMARE GREEN” Paint
Clear Indicators
Clear Sidelights
Frenched Numberplate
Removed Rear Wiper
Shaved Handles
Shaved Side Strips
1960s Bullet Wing Mirrors
Flip Flop Boot Opening
Shaved Washer Holes
Evo 2RS Rear Windscreen

Interior

HKS 2.0 Bar Boost Gauge
GLi Front Seats
1996 GSR Rear seats
Custom Smoothed Dashboard
Optima battery
Custom Door Skins
Custom Boot Install
Momo Steering Wheel
Momo Gear Knob
Custom Parcel Tray

I.C.E

Sony Black Panel
Directed Audio Components
Directed Audio 6”components
Directed Audio 250 Amp
Directed Audio 500 Amp
Directed Audio 1100D Amp
Directed Audio Bass controller
15” Power Acoustik DVC Sub

Performance

11.53@119mph
434Hp @ 4wheels
137.4DB(I.C.E)

Awards

3x Nominee for King of Autosalon
Winner of King of Autosalon

Wheels and Tyres

18 x 7.5” Momo X1s
New Kumho 215/35/18

Driveline

Rebuilt GSR Box
EVO 3RS Rear LSD
EVO Rear Axles
Ceramic/Ceramic Paddle Clutch
2300lbs Pressure Plate

Owner Andre Simon

Ignition Magazine

The boys at Speedtech Motorsport(STM) are interested in two things. One, as the name suggests, speed, the other is quite surprisingly, hair styles. Andre Simon, owner of STM and pilot of their flagship vehicle; the drag spec 1995 Mitsubishi Evolution Three you see before you.
Andre is known as a pioneer in the New Zealand Pro Import drag scene for more than one of his prize possessions. The first, his ironically named meth burning drag weapon “DOCILE”, clothed in an unsuspecting evo shell. The other, his ever changing hair style.
‘DOCILE’ started life at Speedtech as a standard Mitsubishi Evolution III, with the intentions of making a 10 second drag car to promote STM and to prove the performance packages that they build and sell. Sonic, a.k.a. Andre and the crew at STM achieved there first goal with a ten second pass right off the trailer at the NZMMC Drags in 2002. Since then the EVO has evolved to match the dropping E.Ts and ever increasing competition, present in the Pro Import field. Breaking into the 9 and then 8 second bracket, STM have there sights firmly set on the title of “The World’s Fastest 4Wheel Drive 4Cylinder”.

The once street driven Mitsi has over the years become a designated drag car. No longer having to comply with warrant of fitness requirements has its advantages, many things that made street driving safe or comfortable have been binned in the quest for the perfect E.T.
Most notably, the all steel front end has now been replaced with a tube frame set up. This tube frame sports a vacuum moulded carbon fibre shell made by the boys at Carboglass. The space frame front not only saves a massive amount of weight but also enables Andre to place what ever components, where ever he sees fit, including a redesigned drag specific suspension set up.
o retain some form of factory appearance, headlights have been convincingly airbrushed on, ready to full the less informed.
The front wasn’t the only item falling victim to the grinder, front and rear doors are now devoid of all structural integrity, the only reason they remain is to perform aero dynamic and aesthetic duties. The rear of the car is kilograms lighter thanks to a plasma cutter attack, which completely removed the no longer required boot floor.
With much of the standard EVO now sitting in a rusting heap out the back of STM, the car needed to regain rigidity, this was accomplished in the form of a very meaty roll cage. The 8 second legal, NZDRA certified, chrome molly roll cage was created and installed by the master of metal, Jono at Performance Metalworks.
Continuing to destroy the street image of the EVO, the interior was stripped back to the very bare essentials. Andre’s office consists of a lonesome Racetech 4000 race seat, suede Momo race wheel, a Motec shift light, a Motec dash and a “Jesus handle”, the Parachute release lever.

Andre is considered a pioneer in the field of four pot turbo power plants and, not surprisingly that’s what this EVO runs, a 4G63t, Mitsubishi’s finest 2 litre engine. This 4G doesn’t come close to the item that left the factory floor over 10years ago, it boasts modifications that enable Andre to tune and estimated 1000hp at the engine from the beast.
Reliable power is hard to get, using quality parts goes along way to getting the job done. Knowing this, Andre’s spec sheet features proven, well known products from an array of high profile companies.
The solid block is built in house at STM, it runs JE Forged pistons and Carrillo rods, with an high volume oil pump and custom sump set up to keep things wet. The ported and polished head, with Kelford cams and HKS adjustable cam gears, is mated to the block using a HKS gasket and STM custom fasteners. To ensure the car keeps its head together under intense stress, it utilises competition valve springs, retainers, valves and solid lifters.
Thrust is generated via a gargantuan HKS T51R ball bearing turbo. Taking pride of place in front of the block, the turbo hangs from a custom exhaust manifold, hand made by Performance Metalworks.
A 60mm HKS GT racing waste gate takes its direction from Motec’s electronic boost control to keep the boost at the desired level.
Flames shoot from the short stainless steel exhaust and turbo dump pipe via a hole in the carbon front guard exiting just before the front tyre.
A water to air intercooler, with an in cabin icebox cools the compressed charge before its awaiting combustion. Andre choose the water to air cooler in favour of the more conventional air to air, to give the lancer increased cooling off the line, as an air to air needs air flowing through the core before it is effective.
Meth monsters require roughly twice as much fuel as a conventional pump gas engine making the same power. Enter eight 1800cc methanol injectors on a custom fuel rail, a Weldon high volume fuel pump with Peterson pre and post pump filters and a ten litre fuel cell all working together to feed the hungry beast.
The all important spark is generated with a quartet of Motec high output coils, controlled with the Motec CDI 4 CD ignition computer. The spark is then delivered to a set of NGK spark plugs through oversized Top Gun 8.8mm ignition leads.
Engine management is one of STM’s specialities, tuning every thing from Links to AVC-Rs, so it seems fitting that the lancers life functions are controlled by what most regard as the best in the industry, Motec. The unit in question is the M800 Ecu with an E888 expansion unit and the fore mentioned CDI4 Ignition computer, all tuned by Andre himself.

To make use of the prolific power figure, a bullet proof drive chain had to be developed to propel the lancer down the strip. After many snapped half shafts and lost gears the STM team believe they have found a Hulk-like combination that complements the strong demands placed on this 4 wheel drive system.

With a huge horse power engine package, feather weight chassis and an indestructible drive line, the suspension system is built to match. As with the drive chain the new set up was a case of trial an error, on more than one occasion this Lancer has broken out of control only to be saved from an impact by Andre’s quick reactions. The original suspension configuration has been changed to a double wishbone setup in the front, using a coil over shock setup with damper and rebound adjustment. The rear factory items were also replaced with adjustable coil overs.
This combination has seen vast improvements in the 60 foot time, when tested recently at a private testing day. This development will hopefully see the EVO dip even lower in to the 8 second bracket.

Increasing the foot print left by “DOCILE”, are 4 Hoosier drag slicks wrapped around a tidy set of Simmons FR15 wheels with custom offset.

This EVO is one of the best presented race cars in New Zealand, with trophies to prove it. It sports a rich blue custom paint job, in side and out as well as TSW Wheel signage down the full length of the Lancer. This creates an unmistakable race look.

While competing in the pro import field for the last couple of seasons, Andre has not only pioneered the meth burning 4 wheel drive drag car, but also his ever changing, crazy “Mullehawk” or “Mo-llet”. The often colourful combination of mullet and mo-hawk seems to be catching on, with many other top drivers following Andres lead and getting retro fitted with these reinvented relics from the past.

Driver Profile

Andre Simon

Previous Cars

Daihatsu Charade Gtti, Toyota DX Corolla Turbo, Mazda BFMR.

Location

Lower Hutt, Wellington

Thanks

TSW Attitude Metal
Wellington Institute of Technology
Jono @ Performance Metalworks
Garry @ Bodyworks
George Stocks – Koni Shock absorbers
Alan & Aaron @ Dynapack
David & Grant @ Racetech
Kevin & Peter @ Kelford Cams
Phil Small @ Mitsubishi Motors NZ
Viv & Zack @ Carboglass mouldings
Gina, Mark, John, Ben D, Sue & Mike @ Turbo vehicles, My Parents

Specifications

Engine

4G63T
Custom JE Forged Pistons
Custom Carrillo Con Rods
Solid block
High Volume Oil Pump
Custom Sump w/internal Baffle Box
HKS Competition Head Gasket
Custom STM Fastners
Engine fully balanced and blueprinted to STM specs
Ported polished and CC’d
Competition Valve Springs, Retainers and Valves
Custom Billet Camshafts
Solid lifters
HKS Vernier Adjustable Cam Gears
90mm Alloy Intake Plumbing
90mm Throttle Body
Custom Alloy Plenum Chamber
Custom Stainless Manifold
HKS T51R Ball Bearing Turbocharger
HKS GT 60mm Wastegate
Ice/Water to Air Barrel Intercooler
Tial Racing B.O.V
Wiggins Aerospace Hose Clamps
10 Litre Fuel Cell
Weldon Methanol Fuel Pump
Peterson Pre Pump Fuel Filter
Peterson Post Pump Fuel Filter
Twin Custom Fuel Rails
8x 1800cc Methanol Injectors
Weldon Adjustable Fuel Pressure Regulator
4x Motec Coils
Top Gun 8.8mm Leads
100mm Stainless Exhaust
Stainless 65mm Dump
Custom Header Tank
Custom Water Overflow Tank
Motec M800 ECU
Motec E888 Expansion
Motec CDI4 Ignition Computer

Drive Line

Custom Dog Gear Box
w/Custom Drag Gear Ratios
Full Spool Center Diff
Cusco Clutch Plate
1.5 Way Front LSD
Chrome Molly Flywheel
w/Quarter Master Triple Plate
Cusco Clutch-Plate 4 Spider Rear LSD
Custom Half Shafts
Custom Main Drive Shaft

Suspension

Custom Chrome Molly Double Wishbone Front
w/Koni Adjustable Coil Over Shocks
All Linkages Rose Jointed
Modified Rose Jointed Suspension Arms Rear
w/Koni Adjustable Coil Over Shocks & Pillow Ball Mounts
Rear Cusco Strut Brace
King Springs Competition Coil-Over Springs

Brakes

Standard Evo 3
Simpson Parachute

Wheels and Tyres

Simmons FR15 Wheels
Hoosier 26x8x15 Drag Slicks

Exterior

EVO 3 body kit
One Piece Carbon Fibre Front End
Alloy Rear Wing and Carbon Fibre Rear Diffuser
Full Flat Carbon Under Tray
Light Weight Doors
Lexan Windows

Interior

1x Racetech 4000 Seat
Momo Race Wheel
Momo Gear Knob
Four Stage Shift Light
Trust Water Temp Gauge
Parachute Release Lever
8 Second Legal Chromoly Roll Cage

Performance

8.78 @ 168.5mph
1/4mile MPH 170.5mph

—————————————————————————————————————————————————————————————–

Owner Jason Anderson

Photos Performance Car

Anonymity is a wonderful thing; with no face to your name it is possible to getaway with nearly anything. The popularity of the internet is sure proof of this fact.

Jason Anderson’s stealth is almost instantly destroyed when he leaves the safe haven of the World Wide Web and jumps into his 1993 Honda Integra Si. Jason’s Teg is no maroon nana mover; it is a bright orange, turbo monster, oozing street style that constantly shouts “look at me” as it ironically displays ‘DSCRET’ (Discrete) on the plates.Like a shot of mandarin juice to the eye, Mr Anderson’s tarmac tickling Teg makes you jump back and contemplate; “There must be better ways to peal this delicious package of citrus-e goodness”.

Soon after purchase, Jason’s Honda was taken to Extreme Bodylines where an Extreme body kit was sourced to sharpen up the factory lines. This kit included a front bar with enough room to accommodate the large intercooler, a set of extreme side skirts and a custom rear bumper.
Before being taken to the paint shop, the Teg stopped in at Mikes Panel workshop where all shopping trolley dings from pervious life were removed and the Extreme body kit was fitted and prepped.
Justin at Kingsbeer in Palmy is responsible for the custom “stealth stealing” orange, which is based on the Ford Blood Red colour.
The car is now so bright, Jason’s face has had aviators surgically attached, as prolonged exposure would surely result in blindness.

Further damming the once incognito nature of Mr Anderson’s ride is a long list of carbon fibre items. A bonnet, tail lights and custom rear diffuser not only ensure this Honda is one of a kind, but also breaks up the orange.

A sharp set of 18 inch 5Zigen Fighters, finished in a titanium hue, give the car a ballsy race demeanour. The 215/35/18 tyres are given the arduous task of traction.
A set of RSR springs over the standard shocks bring the wheel and tyre package within centimetres of the guards, this low stance increases handling and street presence.

Much like pealing back the skin of a mandarin, popping the Integra’s hood reveals a number of tasty bits good enough to eat.
Jason got tired with the power generated by the naturally aspirated 1.8 Litre engine, so took steps in the turbo direction to give the Teg a more aggressive bite.

A T3 / T4 Garret turbo was rebuilt by Motorsport engineering and is mated to a custom exhaust manifold to perform the air grabbing induction duties.
Once oxygen is plucked from atmosphere and compressed by the Garret turbo, it is delivered to its certain annihilation with a cooling trip through a colossal front mounted intercooler.
Introductions are kept short and sweet as the cooled intake charge meets fuel and awaits spark. Before plans of a reunion are made the newly formed cocktail is ignited with a spark and transformed into energy and then exhaust gas.
The simple fuel system consists of an in-tank pump, scavenged from a Nissan GTR feeding four 450cc injectors. The ignition upgrades are kept to up-rated NGK Platinum spark plugs.
The spent gases are ushered though a 60mm Stainless Steel RSR and a carbon rear muffler before being reunited with day light.
Excess boost is given a shorter trip via a Blitz Blow Off Valve and Tial 38mm Waste Gate.
The entire power generation process is controlled with the V2 Integra Link System, this was tuned by Malcom at Fortec Performance in Parlmerston North.
Jason’s well researched setup and Malcom’s tune received it’s comeuppance at the recent Wellington Autosalon where it took away the “2 Wheel Drive Dyno Power” prize, with 209kw @ 7700rpm on 8psi.
With many custom fabricated parts made specifically for this car, Jason was glad his old man was willing to part with some time in an exercise in father and son bonding, which saw Dad throwing the welder around and Jason fetching the beers.

Enhancing the appetizing collection of go fast goodies attached to this turbo terror, Jason ensured it wouldn’t look out of place at any car show in country, with the addition of some ascetically pleasing “bling”.
The cam cover and intake manifold were chromed to match the polished intercooler piping. Stainless lines and an oil catch-can now sit in the de-loomed engine bay, reminding every one that Jason means business whether on the strip, street or at a show.

Brakes are as important as go fast on the street and on the track. Knowing this, Jason has upgraded the pads to Mintex M1166s all round. The often overlooked brake fluid has been changed to an ELF racing liquid. The standard rotors and callipers still remain, these simple brake modifications allow the Teg to be pushed well beyond the factory limitations.

Contrasting the loud exterior appearance, the interior is remarkably subtle.
Two Jamex Milano reclining bucket seats replace the unsupportive standard issue benches. These, like the door cards and gear boot have been re-trimmed in a light grey that blends flawlessly with the dark dash and carpet. A MOMO Jet steering wheel and a Nismo gear knob keep Jason’s hands happy when they are not pawing fluff that often rides shotgun.

Receiving “Editors Choice” at Autosalon’s prestigious Final Battle and pulling a respectable 13.9 second quarter mile, this pavement pealing, street styled Integra stands out from the crowd like a mandarin in a banana filled fruit bowl.

Driver Profile

Jason Anderson

Previous Cars

1979 Escort Sport, 1991 Laser TX3, 1994 Lancer GSR, 1997 Lancer Mivec

Location

Palmerston North

Thanks

My Dad for all the custom Fabrcation work
Dave@ Main Street tires P.N
Bevan@ YHI
Fortec Performance P.N 06 353 2 DYNO
Electroplating Manawatu 06 3579668
NZHONDAS

Specifications

Engine

B18c
Standard Block
K&N Pod Filter
Modified Intake Manifold
Hondata Heatshield Gasket
Garret t3/t4 rebuilt by Motorsport engneering
Custom Exshuast Manifold
Custom Bar & Plate FMIC 660x270x60
Custom 65mm Alloy intercooler pipes
Tial 38mm wastegate
Blitz BOV
4x 450 injectors
GTR Skyline fuel pump
NGK Platinum Plugs
65mm Dump Pipe
60mm Stainess steel RSR exshaust
Carbon Fibre Rear Muffler
V2 Integra Link
Greddy Turbo Timer
DE loomed
Battrey relocated
Chrome cam cover + intake manifold
Polished Intercooler piping
Stainess Oil catch can
Braided lines

Driveline

Lighten Flywheel
Excedy Heavy duty Pressure Plate
Excedy Brass Button Clutch
Factory LSD

Suspension

Custom Shocks
RSR Springs

Brakes

ELF racing Fuild
m1166 Mintex Pads

Wheels and Tyres

18×7.5 5zigen Titanium Fighters
Nankang NS2 215/35/18

Exterior

Extreme Front bumper
Extreme side skirts
Custom Rear Bumper and Carbon Rear defuser
Vented Carbon Fibre Bonnet
Shaved Rear boot lock, Arial, rear window wiper and washer
Custom based on Ford Blood orange
Carbon Fibre look taillights
Chrome window tint

Interior

Jamex Milano Seats
Momo Silver Jet Wheel
Nismo Gear Knob
Greedy Boost Gauge
Retrimed Door Cards
Retrimmed Gear Boot

I.C.E

JVC MP3 Player

Performance

209kw @ 7700rpm on 8psi Gizzmo Dyno @ Final Battle 04
13.9 @ 107mph First run with the Turbo

Awards

Editors Choice @ 04 Autosalon Final Battle
2 Wheeldrive Dyno Winner at Wellington Autosalon 05

Owner Falgoon Patel

Ignition Magazine

A long winters night two Septembers ago in a small isolated warehouse in a secret location, two determined lads set out to complete a mission, the mission to create one of the most unique in your face street cars to ever have graced the roads New Zealand. A tall order in any way that you look at it, but as you can see here we have Falgoon Patel’s 2000 STi version 6 AKA CNDYMN AKA STILYN and it is definitely by all means unique.

The term WRX is common as mud in the modified car world, you’ve either owned one, been for a ride in one, had a play with one, or your cousins best mates older brothers uncles son has one and he’ll smoke you with it. We’ve all grown up with them weather they are winning rallies, cruising down the streets with their hoochie sirens at full noise (read blow off valves .Ed) or parked at the end of your street.

The thing that you notice about a car on the road or that makes you do a double take about a ride in the first place is the colour. And this car people is brown, candy chocolate brown. It’s a colour with many personalities; it can be dark brown, light brown, medium brown, bronze and gold in the sun and even wait for it, poo brown. If I asked someone what colour they are going to paint their car and the said ‘brown’ all sorts of weird images conjure in your mind like, dirt is brown, bark of a tree is brown, Cindy Crawford’s mole is brown, the principals corduroys back in intermediate were brown, but you couldn’t imagine it as decent car colour. Well it actually is.

As far as body kits go this could be the mother of all, with almost every panel on the car modified and attacked with fiberglass only the roof remains sacredly sheet metal. The front bumper is loosely based on a 22b front item, but has had a new lip developed and the spotlights shaved off with custom indicator mounts, and has been cut up to incorporate the angled front mount intercooler.

The front guards have had the original indicator holes shaved down, and a new sharp profile line built in. This sharpened profile line up the entire side of the car, though a subtle mod gives the vehicle a wide staunch look on the road and also sets off the flip in the paint. Basically this line makes the kit, and this kit makes the car.

The custom side skirts are fully built in house at Autoworx specifically for this vehicle. The new rear guards have been grafted on, beginning from the mid point of the rear doors all the way to the back of the rear of the original guards. All the original guards have been cut away to allow for wheel travel and eliminate all guard rub. The rear bumper has been reshaped and remolded to incorporate the carbon fiber diffuser. The carbon diffuser actually joins to a carbon under tray that runs the entire length of the vehicle like a flat panel, i.e. if you raised the car on a hoist all you would see is carbon fiber with the exhaust running down the middle of the car.

The custom wing is also carbon fiber, with custom carbon end caps and aluminum low wing mounts. All the carbon fiber gives the ride that 2 fast 2 furious/ GT spec race car look. Got carbon?

Another subtle visual mod is the wing mirrors, you would think with their bat like styling they’d look out of place but they mysteriously blend into the overall look of the car. The front grill of the car has also been attacked and has been given custom inserts that if you look at really closely read: Autoworx build 001. The grill also has a set of custom Autoworx eyelashes on it and makes the car look plain mean even when parked up outside the local fast food joint.

Under hood go fast mods seem minimal when compared to the military scale of body mods. Over standard the car runs a K&N extreme filter, with a custom Autoworx 4″-2 1/2″ intake pipe. This direct air intake feeds the IHI VF 28 roller bearing turbo which is standard on the version 6. The turbo is now mounted on a custom Autoworx twisted turbo setup which consists of a twisted turbo up-pipe and down-pipe. The original extractors have been modified and exhaust wrapped to keep the engine temps down. Now a small but effective mod is to relocate engine components outside the actual bonnet, V8 modifiers have been doing it for years, relocating their bug catchers or super chargers out above the bonnet. With the intake manifold of a boxer engine being at the top it seems to make perfect sense for the intercooler pipes to come back over the engine, the only restriction the bonnet, solution – cut the bonnet and run the pipes over the engine for a front mount with super short pipe work without having to reverse the intake. Aluminium bonnets are overrated anyway. Only other mod to the engine go-fast wise are top gun 8.8mm ignition leads, NGK iridium sparkplugs, and a hand made custom Autotechfab oil catch can.

Although very mildly modified go-fast wise, the engine bay has received the full treatment cosmetically, the whole engine, gearbox and sub frame have been pulled apart, prepped, primed and painted in either ultra dark gunmetal grey or magenta STi pink. All metal components have been chromed and all aluminium parts polished. All the original hoses have been replaced with either Samco silicone hoses or braided line. Luxuries such as the aircon and ABS have been binned in the pursuit of a more simple and purposeful existence.

Continuing with the overall street race theme of the car, it now rolls on 17×9″ 5zigen pro n1 alloys with 245/35/17 Hankook T-104 rubber.
Subaru 5/100 stud fitment doesn’t cater for alloys anywhere near wide enough so the stud pattern was changed to 5/114.3 (Nissan and Toyota pcd).

The interior has had a slight makeover more than full re-trim. The roof lining has been re-trimmed using a real trick thatch weave vinyl. Sitting in the car makes you think of words like psychedelic and groovy. Also adding to the street presence of the car is the addition of two STi version 6 front seats custom mounted in the rear. Losing shotgun isn’t really an issue no more.

ICE wise the car is fully Sony loaded, with a TFT screen head unit, Sony front and rear speakers and a flip down swivel TV screen that is hooked up to a spy camera that acts as a backing mirror and up mini skirt looker..
In the boot there is a full Sony install consisting of 2×12″ subs in a custom Perspex mirror box each run by a Sony d-class amp. There is also a Sony 4channel amp to run the interior speakers. And all the sounds are run by a baby optima yellow top dry cell battery.

With so many in your face and subtle changes that that you would be struggling to pick them all up this is no normal STi. To truly appreciate how visually modified and far from standard this car is you would have to park it next to a standard STi, and jot the mods down making sure to write really small and you might be able to get it all on a pad of refill.

If the modified street car scene is about individualisation then this car could be the dictionary definition. Modified to the owner’s specifications in every department and unique in all aspects this is unlike any other car that graces the roads of New Zealand. The best part, it’ll be representing on a street corner near you.

Mad respect, mission accomplished.

Driver Profile

/Falgoon Patel/

Nickname

Falgs

Previous Cars

1988 NZDM Honda City

Location

K Massive

Specifications

Engine:

Ej20t
K&N extreme filter
IHI vf28 roller bearing turbo
Twisted turbo set up
550x280x76 Front mount intercooler
Custom intercooler piping
2x HKS ssqv bov
8.8mm top gun ignition leads
NGK iridium spark plugs
3″ exhaust from turbo
STi genome muffler
Possum link ecu

Driveline:

All STi nzdm spec

Suspension:

A’n'z attack pro fully adjustable suspension
Tein camber plates
STi carbon strut brace front
STi sway bars front and back

Brakes:

Interbrake cross drilled slotted and vented rotors front and back, OEM fit.
Wildwood 6pot calipers front.
Hawk hp+ street/race pads front and back.

Wheels and tyres:

17×9 5zigen pro N1 alloys (5/114.3 pcd)
245/35/17 Hankook t-104 tyres.

Exterior:

Full custom Autoworx wide body kit consisting of, front bumper, rear bumper, side skirts,
Front and rear guards.
Custom wing mirrors.
Custom carbon rear wing.
Custom carbon rear diffuser.
Custom carbon under tray.
Custom front grill with eyelashes.

Interior:

4x STi bucket seats.
Re-trim of roof lining and plastic trim.
Door sleeves all re-trimmed.
Blitz boost gauge/turbo timer.
Momo wheel, pedals, gear knob.

ICE:

Sony mdx-1000 head unit
Sony xshf600 front component speakers.
Sony xsv1640h 3way speakers.
Sony xm4060 4channel amp.
2 x Sony xmd-1000 d-class amps.
Sony xvmr70 overhead swivel monitor

Performance:

189.2 KW atw
12.5sec quarter mile at masterton motorplex (k&n panel filter 3″ exhaust)
135db SPL.

Show awards:

Wellington Autosalon 03 that’s a sick body kit
Wellington Autosalon 04 the killer kit
Wellington Autosalon 04 sleek Subaru
Auckland Autosalon 04 sleek Subaru
Auckland Autosalon 04 driver with attitude
Christchurch Autosalon 04 top judged brakes
Christchurch Autosalon 04 top judged innovation
Christchurch Autosalon 04 top judged body kit
Christchurch Autosalon 04 top judged car feature.
Christchurch Autosalon 04 top judged drivers attitude
Final battle 04 engineering champion runner up
Final battle 04 brakes champion runner up
Final battle 04 drivers attitude champion runner up
Final battle 04 body kit champion
Final battle 04 car theme champion
Autosalon 2004 NZ top ten modified cars – 3rd place overall