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    dimanche 27 janvier 2013

    Le Chip Ganassi Racing était le plus fort à Daytona



    Il aura fallu attendre le dernier quart d'heure pour connaître le dénouement de cette 51ème édition des 24 Heures de Daytona, aussi bien en Daytona Prototype qu'en GT. Tout a finalement été une histoire de « splash & dash » dans les ultimes minutes. A l'issue d'une course épique, la victoire est revenue une nouvelle fois à la BMW-Riley du Chip Ganassi Racing with Felix Sabates après 709 tours, ce qui permet à Scott Pruett de décrocher un cinquième succès en Floride aux côtés de Juan Pablo Montoya, Charlie Kimball et Scott Dixon. Il aura manqué un rien (22s) à la Corvette DP/velocityWW de Max Angelelli, Ryan Hunter-Reay et Jordan Taylor pour mettre fin à la suprématie Ganassi. En GT, la course a là aussi été de toute beauté avec au final un doublé pour les Audi R8 GRAND-AM, Filipe Albuquerque, Edoardo Mortara, Oliver Jarvis et Dion von Moltke l'emportant de peu devant Frank Stippler, Ian Baas, René Rast et Marc Basseng, soit Alex Job Racing devant APR Motorsport.

    Et de cinq pour Ganassi Racing with Felix Sabates...
    La dernière heure n'aura pas été de tout repos pour les différents protagonistes encore en lutte pour la victoire. C'est sous un régime de neutralisation qu'ont débuté les 60 dernières minutes, le temps d'évacuer des morceaux de gomme sur la piste. Ils étaient alors quatre roues dans roues en DP avec Angelelli (Corvette DP/VelocityWW), Montoya (BMW-Riley/Ganassi), Barbosa (Corvette DP/Action Express Racing) et Allemendinger (Ford-Riley/Michael Shank Racing). En GT, Rast (Audi/APR), Lazzaro (Ferrari/AIM) et Lietz (Porsche/Magnus) étaient au coude à coude. Dès le restart, AJ Allmendinger était poussé hors de la piste par Joao Barbosa avant d'écoper dans la foulée d'une pénalité d'une minute. Juan-Pablo Montoya prenait rapidement la poudre d'escampette avec une avance de 8 secondes sur Angelelli à l'entame de la dernière demi-heure. Ganassi Racing et Velocity ont un peu joué au chat et à la souris pour savoir à quel moment allait arriver le splash & dash, et surtout d'attendre une éventuelle neutralisation qui ne viendra pas. A dix minutes du drapeau à damiers, rien à l'horizon, et c'est deux minutes plus tard que l'ancien pilote de F1 s'est engouffré dans la voie des stands, un tour avant son homologue de la Corvette DP. Juan-Pablo Montoya n'avait plus qu'à aller cueillir la 5ème victoire du Chip Ganassi Racing aux 24 Heures de Daytona. La dernière marche du podium est revenue à la Ford-Riley/Michael Shank Racing de Allmendinger/Wilson/Pew/Negri/Ambrose, à 55 secondes.

    Audi/Audi/Ferrari en GT...
    « Chaque tour durant la dernière heure a été un tour de qualification » nous confie Filipe Albuquerque, pilote de l'Audi/Alex Job Racing. Les derniers instants ont été très intenses pour les cinq premiers de la catégorie GT. Alex Job Racing a bien failli faire le hold-up avec l'Audi de Albuquerque devant la Porsche de Faulkner. Il ne fallait pourtant pas oublier la Porsche/Magnus de Lietz, l'Audi/APR de Rast, l'Audi/Rum Bum de Winkelhock et la Ferrari/AIM de Wilkins. A 20 minutes du terme, le stand Magnus fait passer le message à Richard Lietz de ne plus se préoccuper de la consommation et de tout donner. L'Autrichien était alors sous la pression de l'Audi de René Rast, très incisif avec un Markus Winkelhock au contact. Alex Job Racing faisait arrêter ses deux autos au même moment, si bien qu'à six minutes de la fin, Albuquerque menait un train d'enfer devant trois furieux, à savoir Winkelhock, Lietz et Rast. Le quatuor a offert une bagarre de haute volée, personne ne voulant lâcher le morceau. On pensait les positions figées au baisser du drapeau blanc où les trois Audi s'acheminaient vers un triplé avec Albuquerque, Rast, Winkelhock devant la Porsche/Magnus, mais Winkelhock et Lietz ont dû mettre un terme au train d'enfer, en proie à une panne d'essence. De trois Audi sur le podium, on passait alors à deux et la Ferrari 458 Italia /AIM Autosport de Assentato/Longhi/Stanton/Lazzaro/Wilkins n'en demandait pas tant pour s'installer sur la dernière marche du podium. L'équipage Balzan/Beretta/Pier Guidi/Frezza est aussi grimpé de deux places sur la Ferrari 458 Italia/Scuderia Corsa Michelotto pour échouer au pied du podium. La première Porsche s'est finalement classée 5ème, avec celle du Magnus Racing de Armindo/Lietz/Potter/Lally.

    Pour les débuts de la catégorie GX, les Porsche ont été à la fête avec un triplé. La Porsche Cayman/Napleton de Donohue/Lewis/Norman/Canache a connu une course tranquille en menant de bout en bout. L'équipage a devancé de six tours celle du Bullet Racing de O'Young/Rogers/Clay/Thomas/Thomson et BGB Motorsports de Davis/Eversley/Mosing/Foss/Tecce.

    Le classement de la course est ici.

    by Laurent Mercier(Endurance-info.com)

    » Miss Liz Chérie...The French Pin up Sensation ! »

    By Robert Schoehuys for the Pinup Speedshop calendar 2012
Stylisme: Juliette Blondel
    By Ewa Cieszkowska (Paris, FR)
Make-up: Emy Lee

    By Robert Schoehuys for the Pinup Speedshop calendar 2012
Stylisme: Juliette Blondel

    By Robert Schoehuys for the Pinup Speedshop calendar 2012
Stylisme: Juliette Blondel

    By Evestreet for Le Boudoir de Marie ®
Make-up: Mademoiselle MU
Hair: Sophie Haise


     more on Miss LIZ

    Twiggy: A reduced-weight phenomenon



    Everyone knows Twiggy. The freckled, startlingly skinny, crop-haired, 16-year-old schoolgirl who became a fashion sensation and the symbol of a new kind of woman with a peculiar, androgynous sex appeal. Almost overnight, the Bambi-eyed model changed the way feminine beauty was defined…

    She was flat-chested, her arms were rail-thin and her hair was cut like a boy’s. Twiggy was indeed the total opposite of what a woman was expected to look like during the 60s. In fact, her body was so slender that it was hard to tell whether she was a woman or a child. Yet that didn’t stop her from becoming a sex symbol as well as an international fashion phenomenon of unprecedented magnitude.




    Unsurprisingly, Twiggy – with her heavily mascaraed eyelashes and almost prepubescent figure – is often considered synonymous with the swinging sixties: a turbulent decade that witnessed both Beatlemania and the birth of the mini-skirt. In fact, much of the sexuality of the 'mini' had its origins in the innocent, ‘Lolita-like’ image of the long-legged Twiggy.

    When the 60s ended, however, Twiggy’s modelling career, launched only a few years earlier, came to an end as well. And the mini? Well, it went on to have a successful career in fashion and even today, almost 50 years later, it continues to demand attention from women and men alike.

    Text:Laura Leivo(ClassicDriver)
    Photos:Getty Images

    24H DAYTONA, H+22 : LA FORD-RILEY GANASSI #01 CONTRÔLE.



    A deux heures du terme de ces 24 Heures de Daytona 2013, le Chip Ganassi Racing with Felix Sabates contrôle la course avec Scott Pruett toujours aux commandes. Le poleman ne compte toutefois que 22 secondes d'avance sur Max Angelelli au volant de la Corvette DP/VelocityWW. L'Italien vient tout juste de ravir la deuxième place à Marcos Ambrose (Ford-Riley/MSR) avec un dépassement osé en plein trafic sur le banking. Mike Rockenfeller cravache sur la Corvette DP/Action Express Racing, l'Allemand n'étant qu'à 29 secondes de la tête. Une autre Corvette DP est dans le même tour que le leader, Antonio Garcia (Spirit of Daytona) étant relégué au-delà de la minute. La Ford-Riley/Starworks a été poussée il y a peu dans son garage, Allan McNish connaissant des soucis d'accélérateur. La #02 de Ganassi a connu une grosse alerte, Dario Franchitti tombant en panne sur le circuit. C'est lors de la neutralisation pour dégager la Ford-Riley qu'on en a profité pour changer les freins sur la voiture sœur.

    En GT, la lutte pour les premières places est de toute beauté avec actuellement l'Audi R8 GRAND-AM de René Rast aux commandes, devant la Porsche 911 GT3 Cup /AJR de Bleekemolen, la Ferrari/AIM d'Anthony Lazzaro, l'Audi R8 GRAN-AM de Markus Winkelhock et la Porsche/Magnus Racing de Nicolas Armindo qui vient tout juste de repartir en piste. C'est bien ce dernier qui devrait retrouver la tête sous peu. L'Audi R8/AJR est encore en course, mais une pénalité lui a fait perdre le contact avec la tête, avec une 7ème place, derrière la Ferrari/Scuderia Corsa de Pier Guidi.

    by Laurent Mercier(Endurance-Info.com)

    ET C’EST PARTI POUR LE TOME 2 DES BAD DOGS !

    Et c'est parti pour le Tome 2 des BAD DOGS !
    L’été dernier, lorsque je suis sorti de l’imprimerie avec les cartons de la BD des Bad Dogs, je me suis vraiment demandé si je n’avais pas fait une énorme connerie de passer 18 mois à bosser sur ce projet et en plus, de régler une facture plus que conséquente sans savoir si j’allais un jour intéresser quelqu’un. Me voilà aujourd’hui rassuré. Non seulement cette BD intéresse du monde et de plus, ça me permet d’entrer en contact avec une tonne de gens intéressants. J’ai ressenti tout cela dès la fin aout et je n’ai donc pas tardé à lancer le scénario du volume 2. Après avoir structuré l’histoire, réalisé le découpage puis dessiné les brouillons, j’en suis aujourd’hui aux encrages. En cette fin novembre, j’ai terminé la page 12 à l’instant et me décide à envoyer sur le blog une petite image de la page 4. Vous constaterez l’évolution du dessin et j’espère que vous apprécierez…
    Je rappelle que la page Facebook des BAD DOGS est à l’adresse http://www.facebook.com/baddogsmc

    Polish-Artworks !!

    Work in progress polish-artworks.










    24H DAYTONA, H+20 : TOUT RESTE OUVERT



    La course est à nouveau neutralisée au début de la 20ème heure, le temps de nettoyer la piste. La course a perdu l'un de ses plus sérieux prétendants avec la Porsche 911 GT3 Cup/MOMO NGT de Pilet/Giermaziak/Edwards/Cisneros. Le Polonais a connu un souci à l'avant gauche avant de pouvoir ramener au ralenti sa monture à son stand. La Ferrari 458 Italia/AIM de Mark Wilkins a pris les commandes de la catégorie GT, sachant que Alessandro Pier Gudi (Ferrari/Scuderia Corsa), alors leader, a profité de la neutralisation pour s'arrêter, tout comme l'Audi R8 GRAND-AM/Alex Job Racing de Olive Jarvis. Les deux pilotes sont repartis avec un petit avantage pour l'Italien. Rien n'est joué pour la victoire avec le quinté de tête groupé en quatre secondes. Chez Magnus Racing, Nicolas Armindo fait parler la poudre, le champion ELMS (GTE-AM) en titre étant collé derrière les trois premiers. Sept GT encore dans le même tour !

    A quatre heures de l'arrivée de la 51ème édition des 24 Heures de Daytona, tout reste ouvert dans les deux catégories DP et GT. Les cinq premiers sont toujours dans le même tour en DP avec un avantage pour la BMW-Riley/Ganassi #01 de Memo Rojas de 5 secondes sur la Corvette DP/VelocityWW de Ryan Hunter-Reay. Une Ford-Riley complète le tiercé de tête avec celle de Justin Wilson (MSR Racing), à 16 secondes. Suivent Burt Frisselle (Corvette DP/Action Express Racing) à 26 secondes et Ricky Taylor (Corvette DP/Spirit of Daytona) à 1mn05. Sur la Ford-Riley/Starworks, Sébastien Bourdais compte un tour de retard, le Sarthois étant allé jouer la tondeuse. Le pilote IndyCar cravache pour remonter et a souhaité rester dans le baquet alors que Allan McNish était prêt à s'installer dans le baquet. L'autre auto de Starworks a abandonné sur un problème de boîte de vitesses. Après une belle remontée, la Corvette DP/8 Star de Stéphane Sarrazin est maintenant en proie à des soucis de suspension.

    La bagarre est toujours belle et intense en GT avec les cinq premiers dans le même tour. Andy Lally a relayé Nicolas Armindo dans le baquet de la Porsche 911 GT3 Cup/Magnus Racing, toujours aux commandes. Le Français a été longuement chassé par l'Audi R8 GRAND-AM/AJR d'Olivier Jarvis. C'est actuellement Edoardo Mortara qui est en piste à la 3ème position, après un tête à queue. La deuxième place est pour la Ferrari 458 Italia/AIM de Mark Wilkins à 23 secondes de la tête. La Porsche 911 GT3 Cup/AJR est elle aussi bien placée à la 4ème place avec un Jeroen Bleekemolen toujours aussi rapide. La Ferrari 458 Italia/Scuderia Corsa de Alessandro Balzan a perdu quelques postions à la suite d'une pénalité d'une minute consécutive à un contact avec une autre Ferrari. Audi compte une autre R8 GRAND-AM dans le quinté de tête avec APR et Marc Basseng.

    by Laurent Mercier(Endurance-Info.com)

    Circus Life: Hinton fixes spark plug with his teeth


    Eric Hinton
    Below is an extract from Circus Life – Australian Motorcycle Racers in Europe in the 1950s by Don Cox.
    The truth is regularly held to account for being stranger than fiction. It can certainly be more colourful. Take two incidents from the rich Continental Circus career of Eric Hinton.
    Sunday, May 4, 1958 in St Wendel, West Germany. The spark-plug lead of Hinton’s NSU Sportmax comes loose during the 250 race. He rolls to a stop, dismounts and uses the only available “tools” to strip the insulation material from the plug lead – his teeth.
    Eric Hinton 250 NSU
    He bites through the insulation and wraps the bare copper wire around the plug. Then he restarts, a lap behind race leader Dieter Falk’s works Adler. Hinton closes on Falk at five seconds per lap and betters the fastest lap set in the 350 race. But he runs out of laps, finishing one second behind the German rider.
    Aussie ingenuity? “One of the advantages of being Australian is you can think from an outside position, looking in,” Hinton says.
    One week later at the super-fast Hockenheim, Hinton has another, more dramatic adventure. He is flat on the tank at 190km/h, when the NSU snaps sideways. The sump plug has fallen out. “The bike just turned hard right and speared off into the pine forest, between the trees. I broke both ankles without falling off.”
    Hinton broken ankles
    Eric reckons people wouldn’t believe half the stuff that happened during his four years as part of the 1950s Continental Circus. Had he been a cricketer, he might have had a several books of amazing memories published. As it was, he had a great time and occasionally is asked to talk about it.
    These are just two stories from Circus Life, Australian Motorcycle Racers in Europe in the 1950s, by Don Cox. Want more? Visit AutobookworldPitstop Bookshop or buy direct by sending a note tocircuslifebook@gmail.com
    via motorsportretro

    24H DAYTONA, H+18 : GANASSI ET PRUETT AUX COMMANDES.



    Le soleil est revenu sur le Daytona Internationa Speedway et les concurrents ont repris le combat aussi bien en DP qu'en GT. Après 526 tours bouclés, la BMW-Riley/Ganassi Racing with Felix Sabates est aux commandes avec une avance de 14 secondes sur la Corvette DP/Action Express Racing de Joao Barbosa. On trouve même deux Corvette DP dans le tiercé de tête puisque Jordan Taylor (Velocity) ne compte qu'une seconde de retard. Richard Westbrook est aussi dans le match sur la Corvette DP/Spirit of Daytona, le Britannique étant à trois secondes de la troisième place. La première Ford-Riley est cinquième avec Alex Popow (Starworks), elle aussi dans le même tour que le leader. Qui aurait imaginé qu'à 9h30 du matin, on aurait trois Corvette DP dans le quinté de tête. Sur la BMW-Riley/Team Sahlen, Simon Pagenaud pointe en 19ème place.

    Rien n'est joué en GT puisque les cinq premiers sont au coude à coude avec une domination Porsche. Patrick Pilet (MOMO/NGT) possède un petit pécule de dix secondes sur Richard Lietz (Magnus Racing). Une Audi R8 GRAND-AM est dans le coup, avec celle de Alex Job Racing pilotée actuellement par Filipe Albuquerque. Le Portugais compte 17 secondes de retard sur la tête. Suivent Marco Holzer (Porsche/Alex Job) et Alessandro Pier Guidi (Ferrari/Scuderia Corsa). Clint Bowyer poursuit son apprentissage avec une belle 7ème place sur la Ferrari/AF Waltrip. Pas de chance en revanche pour nos compères Dumas/Collard qui ont abdiqué sur un bris de différentiel. Dommage pour le tandem français de la Porsche/TRG aux couleurs du Krohn Racing car les pilotes n'ont pas ménagé leurs efforts pour remonter parmi les positions de tête. Les Porsche dominent toujours la catégorie GX avec le Cayman/Napleton Racing de David Donohue solidement installé aux commandes.

    by Laurent Mercier(Endurance-Info.com)

    Dartz Black Snake revealed for China


    Reportedly based on the Mercedes GL63 AMG


     Dartz Black Snake revealed for China

    Dartz has announced plans to offer a new Black Snake in China.
    Designed to commemorate the "year of the snake," the model is based on theMercedes GL63 AMG and is the firm's first non-armored vehicle.
    In typical Dartz fashion, the Black Snake has a boxy exterior which begs for attention. Once you get past the gold accents and the diamond-encrusted hood ornament, it is interesting to note the truck has an aluminum body which is made using the same "kapsula” technology that was first employed on Joseph Stalin’s armored car.
    The S-Class inspired cabin is elegantly appointed with wood trim, shark skin floor mats and a Bang & Olufsen audio system. Buyers can also select from a variety of exotic leathers including snake, crocodile, ostrich and whale penis.
    Power is provided by a twin-turbo 5.5-liter V8 engine that develops 557 HP (410 kW) and 760 Nm (560 lb-ft) of torque. It is connected to a seven-speed automatic transmission and an all-wheel drive system which enables the model to accelerate from 0-60 mph in 4.9 seconds.
    While the $1,000,000 (€743,165) price tag is certainly steep, owners will receive 56 grams of Mottra caviar delivered monthly for two years.
    Source: Forbes and Jalopnik
    via worldcarfans
    Dartz Black Snake - low res - 25.1.2013

    Dartz Black Snake - low res - 25.1.2013

    Dartz Black Snake - low res - 25.1.2013

    Dartz Black Snake - low res - 25.1.2013

    Bugatti Gangloff Concept imagined


    Inspired by the 1938 Type 57 SC Atalante Coupe


     Bugatti Gangloff Concept imagined
    Pawel Czyzewski has worked on the Bugatti Gangloff Concept design study inspired by the one-off 1938 Type 57 SC Atalante Coupe.
    The design also takes cues from the current Veyron and tries to envision a supercar which brings back to life the period of exclusive and hand-built automobiles. The exterior of the Bugatti Gangloff shows muscular front fenders and rear shoulders, along with slender flanks featuring the traditional blade-shaped air intakes. It also boasts LED lights and the spine which runs along the vehicle's symmetry plane - from the grille to the rear split rear window - as a throwback to the Type 57 SC Atlantic.
    Pawel Czyzewski says "in times of commercial trash and plastic it is hard to see something that has a soul and is able to squeeze out a positive mark on the heart". Like most classic and modern Bugattis, Pawel tried various color schemes for the interior and exterior of the Gangloff Concept.
    via worldcarfans
    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Gangloff Concept

    Bugatti Type 57 Atalante Concept and the Gangloff Concept

    Bugatti Type 57 Atalante Concept and the Gangloff Concept

    Bugatti Type 57 Atalante Concept and the Gangloff Concept

    THE 1000HP 4-ROTOR, TURBO, NITROUS, LEXUS GS300


    If there’s a fine line between genius and insanity, when it comes to building cars, New Zealander Carl Thompson walks that line. Need proof? Then look at his latest creation, because this built-to-drift Lexus GS300, is both brilliant and at the same time borderline crazy.
    If you’re social media savvy then there’s a pretty good chance you’ve already seen – and heard – the car in question; albeit via a short, off-the-cuff YouTube clip walk-around shot by Speedhunters’ own Mad Mike Whiddett. Within the space of just one week it had generated over quarter of a million views. If you haven’t done so already, turn up your speakers and watch it, then you might understand why.
    I first laid my eyes on the car back in 2011 when it was nothing more than a bare, rolling shell having its roll cage sorted at M3 Racing after some serious chassis modification courtesy of M3 and Rolling Addiction. I chanced upon it again last year when it was in the throes of having its engine fired up at CBR. Now, three years on since Carl and his father Jamie set out to build what is quite possibly the craziest Lexus drift machine the world has ever seen, we meet again – this time on its own turf.
    The Thompson compound is a very cool place, and while the guys did some last minute detailing I took a walk around what is essentially Jamie’s private auto museum. I’ll show you a little more later in the post…
    Amidst a large collection of old school classics, I found the car that started it all off for Carl. He got the Corolla when he was just 13, and within five years it had gone from stock 4K-powered to pushing close to 450hp to the rear wheels through a built 1.6L, turbocharged 4A-GZE. And that was without factoring a large shot of nitrous oxide at the ready should the need for even more power arise. Which, for Carl, it did.
    In many ways this rabid (and rapid!) little Toyota was the catalyst for the Lexus build. Having owned three GS300 (aka JDM-spec Toyota Aristo) road cars previously, Carl had his mind made up on exactly where he wanted the drift project to start. Engineering the car with a similar power-to-weight ratio and the same questionable demeanor as the Corolla is where he wanted end up.
    To that end the Lexus was essentially built as a “scaled up” version of the Corolla, but with pure race car functionality and absolute high-end build quality in mind.
    On the flip side, Carl had clear intentions about what the car should look like too; and in this respect wheel type, ride height and fitment all shared the number one spot on his priority list. Of course, there are two ways you can go about achieving perfect stance: the right way, and the wrong way. This one’s had custom chassis work including a 7″ body drop and tubbing for the cause, so I don’t think I need to spell out which route was taken.
    Meticulous attention to detail is common theme throughout the car, and absolutely no corners were cut, or compromises made, during the intensive build period.
    When I was talking to Mike about the car a few months ago, he suggested that it might just be the best drift build he had ever seen. I don’t think he’s wrong either, because the more you look, and the deeper you delve into the car, the better it gets. Take the 18×12.5″ Work Meister wheels, custom full floating Endevor Engineering hubs and dual Wilwood 4-pot calipers (one pair exclusively for the e-brake) on the rear end for example.
    And that said, there was absolutely no questioning the fact that it needed a limited edition Speedhunters #MAXIMUMATTACK sticker stuck on it!
    The one detail that did change during the build is actually its defining factor. Initially a Toyota 2J-GZE was destined to give the big car the big power it needed – four digit horsepower output the required goal. Although started that engine build was never completed, at by which time Carl had his sights set on a less conventional approach.
    And the flame-throwing and subsequent metal-warping result of that idea is nothing short of spectacular.
    At the heart of the GS300 is one of the angriest rotary engine packages you’re likely to find outside a methanol-guzzling drag motor. It’s the handiwork of Curran Brothers Racing – or more specifically the man behind the Auckland-based operation – Brent Curran. In it’s simplest form you’re looking at four-rotor peripheral-ported motor built from a quartet of CBR race-prepped 13B rotors and housings, wrapped around a Precision Engineering (NZ) four-rotor crankshaft. Even without pushing the ignition switch it’s a work of automotive art. When it fires into life it’s nothing short of mind-numbing.
    A four-rotor engine on its own is cool enough, but for the task at hand the motor required a little extra motivation. That’s come about through a custom BorgWarner turbocharger of substantial size, and a greater system that features dual 600x300x75mm intercoolers with custom aluminum pipework and a TiAL 60mm V60 wastegate employed to control boost pressure. With 1.5kg/cm (22psi) dialed up, 900hp at the rear wheels – an easy thou’ at the crank – is the result.
    To meet the engine’s high RPM demands there’s an equally serious ancillary system. For spark, eight MSD coils are employed…
    …Powered up through of pair of MoTeC Capacity Discharge Ignition System (CDI) modules. This photo also shows one of four D2 Racing air jacks on board.
    A custom-built 80L fuel cell in the trunk supplies a strict diet of E85 to the engine through large braided lines via a mechanical pump, an Aeromotive adjustable fuel pressure regulator, and eight 1600cc/min fuel injectors. The cell shares space in the truck with an oil tank – one part of the Peterson dry sump system – along with shroud (complete with electric fan) that draws heat through…
    …A rear-mounted Griffin oil cooler. Ducting from both rear side glass-coated Lexan polycarbonate windows to channel cool air towards the core is still to be fitted. It’s mounted here mainly through a lack of available space at the front end of the car, but also because of the safety factor in case of a frontal impact.
    Meanwhile, a MicroTech engine management system tuned by CBR looks after fuel control.
    As it stands the engine is making good numbers but the turbo has proven to be the limiting factor, especially in regard to whereabouts in the rev range maximum boost is produced.
    Installed but not yet employed is a big ol’ shot of nitrous, which like in the Corolla will be used mainly to bolster performance through the low and mid-RPM rev range.
    And when that happens, an extra 200hp will be available, and right where the engine needs it.
    Before that happens though, there’s a larger BorgWarner turbo to be fitted, and more boost – 2.0kg/cm (30psi) – to flow from it. For the time being, however, Carl can only imagine what kind of hell will break loose when the package is full sorted and the nitrous switch is tripped. When that happens I’ve been promised a ride, but I’m not entirely convinced that accepting it would be a good idea…
    Another important aspect of the car, but one you can’t see, is the rear-end set up. Some serious work has gone on in this region including the fitting of a Strange Engineering 9″ differential (currently running 3.75:1 gears) in a Moroso Competition Racing housing. Local company Endevour Engineering supplied a pair of race-ready axles and the aforementioned full floating hubs. Suspension-wise Koni custom-valved dampers and platform-adjustable King Springs coils hold up all four corners. Revised arms allow for alignment adjustment and roll center adjusters are also used. And just in case you’re wondering – no, the current ride height, which was wound low for the car’s official unveiling at the 2013 4&Rotary Nationals in Auckland this weekend, is not the height it’s driven at. Low – yes, but not this low.
    In the cockpit you’ll find pair of Sparco Evo Plus seats and Sparco harnesses. From this angle you can also see some of the custom steel work inside the car; the revised tunnel – part of an entirely replaced custom floorpan – and the enlarged rear wheel tubs, which happily accommodate 285-section wide tires, at a very low ride height.
    The suspension set up also features adjustable blade sway bars front and rear by M3 Racing, which can be tightened up or softened off depending on requirements and track conditions. The gear lever drives a Roltek 4-speed straight-cut dog box via a Direct Clutches twin-plate clutch, although using the clutch to make shifts is not required once the car is moving.
    Remote reservoirs allow fluid levels to be monitored from within the cabin, while an array of Auto Meter Pro-Comp gauges keep an eye on the engine’s operating condition.
    The battery is one of many components specifically positioned in the car to improve weight distribution. Furthermore, the GS300 has been subject to a session of corner weighting.
    Along with the performance focus, the car has plenty of personality too. Mr. Mad Mike Whiddett can be credited with all the vinyl and pin-striping work.
    The body on the other hand is mostly factory-spec fare. Carl’s not big on body kits, instead relying on subtle enhancements – in this case cut and boxed front steel fenders to allow the 18×10.5″ wheels to fit – to pull the look together.
    To line-up with the fenders, the front bumper was cut though the middle and widened to suit.
    At the rear the fenders have been massaged outwards, but they’ll soon be sliced up to make way for removable fiberglass over fenders that will run to the taillights.
    Having such a competitive package at his disposal, the only thing left for Carl now is to gather as much seat time as possible. At its first private track shakedown a month back it showed stacks of promise straight off the trailer, and according to Carl, felt exactly as he hoped it would –  just on a slightly larger scale than he’s become accustomed to with the Corolla.
    Crazy or brilliant? In my mind this might just be the perfect combination of both…
    Before I wrap up this post, I thought I’d include a few more photos from inside one of the coolest garages I’ve had the pleasure of spending a day in.
    The iron clad shed doubles as an office for Jamie, but at the same time houses a collection of old oil tins and cans.
    The collection is predominantly Ford-based, but there’s still room for Carl’s Toyotas, of course.
    Gas bowsers and model cars are well represented in the collection, and perfectly displayed to boot.
    If you saw my post on the 2013 NZ Festival of Motor Racing you might have seen the actual Cologne Capri this model was scaled from.
    Big thanks to Carl and Jamie for letting Speedhunters drop by!
    Brad.
    SPEC
    Engine: Curran Brother Racing (CBR) custom-built 26B four-rotor Mazda rotary; Precision Engineering four-rotor eccentric shaft; 8x MSD coils; 8x 1600cc fuel injectors (E85); CBR-spec BorgWarner turbocharger; TiAL 60mm external wastegate; TiAL 50mm blow-off valve; 2x 600x300x75mm front-mount intercoolers; custom aluminum intercooler pipes; 5″ exhaust from turbo, 2x 3.5″ side-exit pipes;  2x MoTec CDI modules; custom engine mount plate; Peterson dry sump pump; Peterson dry sump tank; Griffin rear-mounted oil cooler; Griffin aluminum race radiator; 90mm throttle body; Aeromotive adjustable fuel pressure regulator, Aeromotive mechanical fuel pump; custom 80L fuel cell; custom fuel surge tank; custom header tank, catch can and power steering reservoir;  XRP steel braided lines & fittings, Nitrous Oxide Systems 200hp kit; custom wiring
    Engine Management: MicroTech, tuned by CBR
    Driveline: Roltek 4-speed straight-cut dog box; Direct Clutches twin-plate clutch; custom 2-piece driveshaft; Strange Engineering differential; 3.75:1 gears; Moroso Competition Racing 9″ diff housing; Endevour Engineering full floating rear hubs; Endevour Engineering custom-built axles;
    Suspension: Front/Rear – custom-built Koni adjustable dampers; King coil-over springs; M3 Racing adjustable blade sway bars front/rear; modified arms, custom castor arms, performance bushes; adjustable roll center
    Brakes: Front – Wilwood 365mm rotors, Wilwood 6-pot callipers; Rear – Wilwood 330mm rotors; twin Wilwood 4-pod calipers; Wilwood adjustable bias; hydraulic e-brake
    Wheels/Tires: Front – 18×10.5″ -14 Work Meister alloys; 245/45R18 Nitto NT05 tires; Rear – 18×12.5″ -14 Work Meister alloys; 285/35R18 tires
    Body: Factory Aristo; widened front bumper; cut/widened front fenders, Lexan glass-laminate door and rear windows
    Interior: Custom-chassis rail modifications & 7″ body drop; front & rear wheel tubs; MSNZ-spec roll-cage; Sparco Evo 2 seats; Sparco harness belts, custom dash panel; Auto Meter gauges; Sparco suede steering wheel; D2 Racing air jacks; Sparco plumbed-in fire suppressant system; custom floorpan
    Thanks: Colin @ Rolling Addiction, Kerry @ M3 Racing, Brent @ Curran Brothers Racing, Karl @ Elite Automotive, Mike @ CRE8GRFX
    from SPEEDHUNTERS