Honda CRF 450R World Motocross Team 2013

Foto: hondaworldmotocross.com via Racing Café 

90 YEARS AGO: THE LE MANS 24 HOURS !

A quick flashback to the first event during the spring of 1923, whose weather was even worse than is currently the case (!), before the festivities linked to this anniversary kick off...

Yesterday!

On 26th May 1923 at 16h00 the start to what would become the greatest endurance race in the world was given in pouring rain. Thirty-three cars crewed by two drivers each set off to do battle with one another in dreadful weather conditions (rain, wind and hailstones) on a rutted gravel road that soon became pock-marked with muddy potholes as the stones began to litter the surface.

Everything that makes the race what it is today was already revealed to the spectators: refuelling done with the utmost haste, cars thundering through the night headlights blazing in front of the full grandstands and a huge illuminated sign giving the places. Despite the gusts of wind the party was in full swing at the circuit!

While there was no question of a fireworks display because of the weather jazz bands got people dancing at the balls, and strong cocktails warmed up the clients at the American Bar that had come straight from the Champs Elysées, while Radio Eiffel Tower broadcast concerts.

In these appalling conditions victory went to a French car and drivers as Lagache and Léonard in their Chenard & Walcker took the flag in first place, while Duff and Clement put on a stunning performance by clinching the fastest lap in their Bentley.

Thus, the discussions at the 1922 Motor Show between Charles Faroux, boss of l'Auto newspaper, Georges Durand, ACO General Secretary, and their faithful financial partner Emile Coquille from the Rudge-Whitworth Company were transformed into concrete form.

Since then, ninety years have passed, and 80 Le Mans 24-Hours races have taken place overcoming the financial crash of 1929, the events linked to the Popular front in France in 1936, WWII, the 1955 catastrophe, the recurring petrol crises since 1974, the dissensions with the world championship, and the 90-year-old-lady is still as fit and spry as ever!

Of those makes in the first race only Bentley and Bugatti remain in the firmament of the motor car in terms of worldly prestige. The Le Mans 24-Hours circuit has become the temple for motor sport events.

Improved road safety is due in great part to the huge contribution of the Le Mans 24 Hours through some 15 major technical innovations introduced especially for the event (front-wheel drive, disc brakes, radial tyres, light emitting diode headlights, etc) without mentioning road infrastructures (tarmac surfaces, signs...).

At a time when the Federation Internationale de l'Automobile (FIA) is working all over the world to save 5 million lives (victims of the lack of road safety infrastructures in emerging nations), let's bet that the Le Mans 24-Hours race has helped to save millions of lives throughout the world thanks to its on-going research to improve the everyday driver's motor car.

Since the start, the economic fallout of the event is equivalent to the organization of three Olympic Games in Le Mans. It brings France, the region and the department a windfall like the snow in Courchevel or the sea at Saint Malô, and to the town of Le Mans itself such renown that after Paris and Bordeaux, it is the third-best known French city in the world!

The Le Mans 24-Hours race has become a legend; it has forged links between the people involved; it has revealed people with irresistible charisma and written pages of thrilling history that have inflamed the ardour of its fans, racing enthusiasts and people everywhere.

The expected revolution linked to the gradual disappearance of fossil fuels is being anticipated, and while the electricity-powered racing car still needs further tweaking, the hydrogen fuel cell that will race in this year's event thanks to the Green GT proves that human ingenuity knows no bounds. Future generations will understand this by paying tribute to the inventiveness that this race dedicated to progress will have fostered.

Friday 31st May : Homage to the drivers

During a private evening - by invitation only - homage will be paid to the men who, by their talent and their courage, have written the history of the Le Mans 24 Hours. During this special evening Tom Kristensen, Jacky Ickx, Derek Bell, Frank Biela, Emanuele Pirro, Yannick Dalmas and Henri Pescarolo, all of whom have won the event at least four times, will be inducted into the Le Mans 24-Hours Drivers Hall of Fame in the presence of the 90-years jury who elected the 11 cars of the legend, plus people from the world of art, show business and sport, in addition to teams, partners of the event and representatives of the media.

From Sunday 2nd June to Sunday 16th June: Travelling exhibition

In partnership with the Sarthe General Council, a mini-presentation tour of the collection of Le Mans 24-Hours posters will take place in different towns in the department accompanied by the Chenard & Walcker victorious in 1923.

Saturday 15th June - Sunday 23rd June: Open air films dedicated to the Le Mans 24 Hours

Every evening from 22h00 onwards, a striking visual show retracing the greatest moments of the race since 1923 will be projected on the façade of the Eglise de la Visitation, Place de la République in the centre of Le Mans.

Sunday and Monday 16th and 17th June 2013: Scrutineering

During scrutineering and admin. checks on the Place de la République, decorated in the colours of the 90th anniversary of the race, the town of Le Mans will put on an exhibition of the history of scrutineering linked to the different places where it has taken place since 1923.

18th - 23rd June: Return to 1923!

In partnership with the town of Le Mans, the Pontlieue hairpin, which brought the race into the centre of the town, will be recreated exactly as it was during the five years it was part of the circuit with advertising hoardings of the era, fencing, footbridge, etc, including the café that still exists redecorated in the 20s' style!

Wednesday 19th - Sunday 23rd June 2013: Homage to the cars of the legend

Homage will be paid to the 11 cars that have written the history of the race, which were elected at the start of the year by the surfers and the special jury. An exhibition centre for these legendary cars, brought to Le Mans from all over the world for the occasion, will be open to the public in the Le Mans 24-Hours village from Wednesday 19th to Sunday 23rd June.

During the pitwalk (pit lane open to the public) on Friday 21st June they will be lined up on the track on the slope leading up to the Dunlop Footbridge that will be decorated in an eye-catching fashion.

Saturday 22nd June 2013: return of the Trophy

On Saturday 22nd June at 12h35 the 11 cars will do a full lap of the Le Mans 24-Hours circuit: they will then set off again at 13h15 for a second parade to bring the Le Mans 24-Hours Trophy to the President of the ACO who will put it up for victory again.

Source : ACO via Endurance-Info

WSBK : Tom Sykes flies to another record breaking Superpole at Donington

from TWOWHEELSBLOG

Tom Sykes had previously lead Q1, Q2 and FP2 and as highly expected he took his fourth consecutive pole position of the 2013 season at Donington Park. This 15th career pole position puts him even with Colin Edwards in 6th place for the number of Superpoles.

Mister Superpole as the British rider is known, was untouchable with his flying laps, topping all three Superpole stint and breaking his own 2012 lap record during SP2 with a 1′27.560 lap, and then in SP3 he then went on to lower it twice and finish the final stint in 1.27.378, and take home another Tissot watch.

Taking off on the front row with the Kawasaki riders will be the two Aprilia factory riders Sylvain Guintoli and Eugene Laverty who were 0.338s and 0.636s adrift respectively, and first and second in the standings.

Jonathan Rea took his Honda CBR1000RR to fourth (he won at Donington last year) with his last flying lap and just ahead of Fixi Crescent Suzuki’s Leon Camier in his best qualifying session of the season. BMW Goldbet’s Marco Melandri couldn’t do better than sixth, unable to use his two qualifying tires to improve his lap times and he posted his SP3 time on new race tires.

Chaz Davies will open the third row with two Italian by his side. Davide Giugliano and Niccolò Canepa in 8th and 9th. The wildcard rider out-qualified both regular Ducati Alstare riders Charlos Checa who will
be forced to start from 10th while Ayrton Badovini will be taking off in 14th.

Recovering Leon Haslam will start in 13th and he just missed SP2, after being demoted by Jules Cluzel in his last run.

2013 WSBK Donington Superpole results:

1. Tom Sykes (Kawasaki Racing Team) Kawasaki ZX-10R 1′27.378
2. Sylvain Guintoli (Aprilia Racing Team) Aprilia RSV4 Factory 1′27.716
3. Eugene Laverty (Aprilia Racing Team) Aprilia RSV4 Factory 1′28.014
4. Jonathan Rea (Pata Honda World Superbike) Honda CBR1000RR 1′28.139
5. Leon Camier (Fixi Crescent Suzuki) Suzuki GSX-R1000 1′28.252
6. Marco Melandri (BMW Motorrad GoldBet SBK) BMW S1000 RR 1′28.280
7. Chaz Davies (BMW Motorrad GoldBet SBK) BMW S1000 RR 1′28.644
8. Davide Giugliano (Althea Racing) Aprilia RSV4 Factory 1′28.779
9. Niccolò Canepa (Team Ducati Alstare) Ducati 1199 Panigale R 1′29.318
10. Carlos Checa (Team Ducati Alstare) Ducati 1199 Panigale R 1′28.454
11. Jules Cluzel (Fixi Crescent Suzuki) Suzuki GSX-R1000 1′28.844
12. Loris Baz (Kawasaki Racing Team) Kawasaki ZX-10R 1′28.850

Villa Serbelloni: The last of the classic 'Grand Hotels'?

What would a traveller have experienced, spending a summer on Lake Como in the Roaring Twenties? We can’t turn back time, but a stay at Villa Serbelloni will bring you as close as you can get.

Sometime in May 1925, a blue Bugatti Type 30 burbles through the narrow streets of Bellagio. With a mixture of suspicion and curiosity, the townspeople flock towards the shapely new convertible. A Russian prince emerges; his destination is the Grand Hotel Bellagio. 

For those arriving at Villa Serbelloni by car, the experience has changed little in the past 80 years. The ferry from Cadenabbia delivers you to the historic centre of Bellagio; from there you can navigate the narrow, largely pedestrianised streets (though hotel guests are allowed to drive), before reaching the famed Villa Serbelloni. Previously known as the Grand Hotel Bellagio, it’s been welcoming guests since 1870. 



The spacious, park-like garden – smelling of lemon, cypress trees and wild roses – is one of a dying breed, typical of a classic Grand Hotel. With a mix of traditional Italian hospitality and slightly melancholic, yet opulent charm, the 95 rooms and suites invite you on a personal journey. Meanwhile, the more time you spend in the outdoor saloon, nourished by a gorgeous view of the lake, the more vividly you can picture the aforementioned Russian prince dancing with a beautiful young lady at dusk. Time seems to pass more slowly within the massive walls of this extraordinary hotel and its surroundings. 

One gets the impression that every corner of this Grand Hotel could tell a story. Since 1918, it’s been run and owned by the Swiss Bucher family, head of which – Gianfranco – lives in the hotel with his family. Only very rarely does one find such a close bond of family owners, so close to the ‘pulse of the hotel events’. 



The Bucher family has endured many turbulent times at Villa Serbelloni. At the end of the First World War, it served as a barracks and refuge for needy families. Later, under Mussolini’s rule, there were plans to appropriate the property, but by decree it was placed under the protection of the Swiss consulate in Milan, allowing it to remain in the hands of the rightful owners. 

The New York Times once wrote of the Villa Serbelloni: “One of the best hotels to visit, if you can afford it.” Those tired of the hard futon beds in ‘fancy’ designer hotels will no doubt welcome the luxury. And who knows, maybe during a walk along the shores of Lake Como, one might encounter a Bugatti-driving Russian prince. 

Related Links The Villa Serbelloni website: www.villaserbelloni.com.

Text: J. Philip Rathgen (Classic Driver)
Photos: Villa Serbelloni

Seaweed & Gravel CB550

This 1975 Honda CB550 has been put together by Brady Young, formerly of UGLY Motorbikes, and now part of Seaweed & Gravel in southern California.

The inspiration for the build was spawned by a previous bike of Brady’s, made from spare parts over a few weekends. The bike was rough, full of character and frequently saw the dirt. Nonetheless, it caught the eye of the client who commissioned it, but with new shoes and a slightly more classy attire.

“Our goal for this build was to create a simple, clean, minimalistic bike with an aggressive, low stance; pulling elements from both the cafe racer and brat style palettes, whilst preserving the classic lines that were buried in stock form. Once the form and stance of the bike was set, we moved forward with making it function.”

The top end was rebuilt with new internals and tuned by a retired racer and mechanic, who managed to turn the bike into a true one-kick, cold-starter. The client also wanted an electric start, so we called on the guys at Antigravity Batteries whose powerful unit powers the brand new wiring harness with updated reg/rec.

“Our theory on the finish of our bikes is overall modesty with bold features.  With an all-black bike we incorporated matte, satin, and gloss finishes to add some contrast. Here at Seaweed & Gravel feel we’ve produced a bike that we can be proud of, and have welcomed a new member into our family of weirdos.”Well said fellas. She’s a peach.

from the Bike shed

La Vita é Bella: Taking a Ferrari 458 Spider to Bellagio

The Ancient Romans often headed to Lake Como in summer, to spend a little leisure time on the Bellagio peninsula. We have revived that tradition – aboard the latest Ferrari Spider. 

What are two thousand years when it comes to the eternal grace of Lake Como? Towards the end of the First Century AD, Pliny the Younger, a prominent Roman lawyer and prolific letter-writer, would travel here during the summer months to fish, to walk under the palms and lemon trees, and to hunt. The mild climate and stunning mountain and lake views is unchanged, but today luxurious villas and hotels have been added to arguably the most charming roads in Northern Italy. You wouldn’t choose to manoeuvre some great chariot along these narrow and winding lanes; the ideal transport needs to be agile in the tight corners, quick to accelerate out of the bends, and ideally open-topped to enjoy the fresh spring air. So we made a call to Maranello, to beg a loan of the new Ferrari 458 Spider. Perfect.

Only it didn’t quite turn out as we planned. Nothing wrong with the Ferrari – far from it – but the black clouds hanging thickly over the mountains soon broke open to pour gallons of water onto our car, the wiper blades fighting gamely to scoop it away from the windscreen. We hadn’t imagined that a late spring journey in an open-topped Ferrari would be quite like this, but at least our aluminium folding roof felt bomb-proof, the Manettino dial was switched to ‘Wet’, and we could enjoy a suitably apocalyptic soundtrack by Carl Orff blaring from the surround sound system. Then, at last, there was light at the end of the St. Gotthard Tunnel and the promise of a better world. A quick espresso in Bissone, then it’s time for roof down, windows open – and Ferrari driving as it’s meant to be.


We’ve already sung the praises of the ultra-fast and highly precise Ferrari 458 Spider, but in the tight switchbacks built into the steep slopes between mountain and lake, the 570HP horse feels more sprightly than ever. With the driving mode set to ‘Sport’, the transmission in ‘manual’, and some conciliatory words to the passenger, there’s nothing to prevent the driver from enjoying those curves to the full. It’s remarkable how easily and accurately you can point the big Spider, keeping its well-balanced potency in check before unleashing it when the road straightens out.


Those seeking curvy roads for four wheels or two will find plenty of fun on the trip to Bellagio, situated on the edge of Lake Como. We save the next mountain roads for the following day and instead take a ferry from Cadenabbia, on the western shore of Lake Como, to reach Bellagio. The northern Italian lakes are stunning but the scenery is dramatic, rather than ‘pretty’, especially when blue skies and the white foam dancing with the Riva boats give way to torrential rain – which, at this time of year, can happen almost without warning.


Arriving at the Villa Serbelloni, we leave the Ferrari in the driveway with its eight-cylinder engine crackling as it cools, the air above it shimmering in a heat haze, while we enjoy an Aperol Spritz on the terrace. The liveried waiters give us the latest news on the weather forecast and we study the map to plan the next day’s adventures. Pliny the Younger could not have had it any better.

Related Links  Numerous classic and modern Ferraris can be found in the Classic Driver Marketplace

Text & Photos: Jan Baedeker (Classic Driver)

Harley Sportster "Scrambler" by Red Devils Custom

Foto: Red Devils Custom VIA rACING cAFE

SuperMoto : deuxième round à Vairano (Italie)

Le Grand-Prix d’Europe, seconde épreuve du Championnat du monde FIM SuperMoto se tiendra, ce week-end, à Vairano à Sud de Milan.

Long de 1450 m avec une partie terre de 250 m, le circuit de Vairano accueille pour la première fois une manche du mondial SuperMoto. En s’imposant à deux reprises lors de la première épreuve en Capua en Italie, le finlandais Mauno Hermunen (TM SHR) devra confirmer son statut de favori.

Qualifié seulement à la 13^ème place, Thomas Chareyre (TM Factory Team), champion du monde en titre, est parvenu à se hisser à la seconde place lors des deux courses. Le français espère rééditer sa performance pour défendre son titre.

Pour son retour en mondial après quatre saisons d’absence, Sylvain Bidard (Honda – Team Luc1- Michelin) s’est offert une troisième place lors de la seconde manche à Capua. Troisième au classement général, le pilote Honda-Michelin vise à nouveau une place dans le Top 3.

Premier poleman de la saison et troisième ex-aequo, Ivan Lazzarini (Honda  - L30 Racing- Michelin), évolue ce week-end à domicile et aura à cœur de briller devant son public.

Chutant lors de la seconde manche, Christian Ravaglia (Only Motor- Honda-Michelin) est actuellement sixième talonné par son compatriote Andrea Occhini (BRT Suzuki) blessé au dos la semaine dernière lors de l’International Series SuperMoto à Latina.

Débuts difficiles pour Adrien Charreyre (Aprilia – Team Fast Wheels) qui n’a pas réussi à rentrer dans le Top 10 lors de la première épreuve.

L’anglais Matthew Winstanley (TM SHR), cinquième, ne participera pas au reste de la saison, son équipe ayant décidé de conserver uniquement deux pilotes, Hermunen et Vorlicek.

Programme :

Samedi 25 mai :

11.00 - 11:30 Essais libres 1

14.00 - 14:30 Essais libres 2 
16.10 - 16:50 Essais chronométrés 

Dimanche 26 mai :

10.30 - 10:50 Warm-up 
14.00 Course 1 
16.20 Course 2

URBAN DISTURBANCE: A 13B-PP SMOKE MACHINE

I can hear Robbie Longley’s Mazda wagon, as I’m sure anyone else in a couple of miles radius can too, but I can’t see it. A few seconds ago he had flicked the switch marked LINE LOCK and stepped on the gas. Now all I see is white, and all I can taste is the pungent by-product of melting tyre treads. On a cool New Zealand autumn afternoon it’s a warm welcome to ‘Burnout Alley’ – aka Robbie’s driveway.

I first saw the RX-3-fronted Mazda 808 wagon at this year’s 4&Rotary Nationals where it was parked up with a few other notable cars includingCarl Thompson’s four-rotor, turbo and nitrous-assisted Lexus GS300, and our own Mad Mike Whiddett’s MADBUL RX-7. The “Rotang Klan” might only be an informal car club that Mike started back in ’93, but its home to some of the country’s toughest rotary-powered machines.

And by tough, I’m not just talking about the way the cars look, but also how they’re engineered. Robbie’s car – just like the old school, rotary-powered Mazdas that his brothers Sam and Glenn have owned – has been built to be beaten on.

When it comes to old school Mazdas and other rotary retro-fitted street cars, New Zealand’s community is quite close-knit. Before Robbie got his hands on the 808 – Mazda’s piston-powered equivalent of the RX-3 – it had already changed hands a few times and was quite well known on the local scene.

The fact that the wagon was being sold as a work in progress with a half completed, four-link rear-end conversion and no engine or gearbox wasn’t a worry, but more of an opportunity for Robbie stamp his own mark on the machine. His brother Glenn completed the rear-end work and all of a sudden the 808 was back on its feet and powered by a fresh Rolling Addiction 13B J-port engine.

At the utmost limitsof side-porting, the J-port (aka monster port) set-up bestowed plenty of power on the lightweight 808 chassis, but when the chance to upgrade to a fuel injected, 13B peripheral port race motor came up, Robbie didn’t let it go to waste.

The Curran Brothers Racing (CBR) engine had originally been built for a GTRNZ race car, so unsurprisingly its powerband – which began at 8,000rpm and didn’t relent until 11,000rpm – proved to be just a little bit too peaky for the street. Utilising brand new Mazda rotor housings, the rebuild that followed centered on reducing the peripheral intake port size down from 55mm to 43mm, which brought it in line with Mazda’s factory peripheral port specification, and made it far more tractable. Well, as tractable as you’d ever get from a set-up like this anyway.

Instead of running with an Weber IDA carburettor as so often is the case with hardcore N/A builds in old school scenarios, the 13B breathes through an EFI Hardware 55mm throttle body mounted on top of a custom-built CBR aluminium manifold. For its high octane properties, the engine’s been geared to run on E85 bio-fuel and that’s delivered via 800cc primary injectors and 1600cc secondary injectors, a Tomei adjustable fuel pressure regulator, XRP braided lines and a Bosch Motorsport 044 pump that draws from a custom alloy Motorsport Fabrications drop tank. Four Bosch coils supply the spark and the firing orders are given through a MicroTech LTX-8 engine management system.

The whole set up is very clean looking and that’s thanks in part to the de-loom job which has rid the engine bay of any unnecessary wiring, and rerouted the essentials as discretely as possible. As for the 13B itself, in its current street tune dialed in by local tuner Speedsource, there’s a solid 262whp on tap and a willing 10,000rpm redline to boot.

More importantly for Robbie, there’s more than enough power at his right-foot’s disposal to do this…

… until tyres look like this.

Of course, there’s a big difference between five seconds burnouts, and burnouts that carry on until the tyres go pop or things catch on fire – or a combination of the both. To make sure the engine’s up to task, special attention was made to oiling and cooling, hence the Mazda Competition oil pump and adjustable Peterson remote relief valve; and the large electric fan-equipped aluminium radiator and equal-width oil cooler mounted directly below it.

The interior space has purpose too; a place where perfectly-preserved factory fittings straight out of 1975 blend with some more modern offerings, like the Sparco suede-wrapped steering wheel and Auto Meter gauges.

There’s that magic switch that disconnects the rear brakes, allowing Robbie to stand on the brake pedal and the gas pedal at the same time and perform monster skids. Of course, that sort of carry on is pretty hard on the driveline, but that too has been suitably upgraded with a Toyota W57 five-speed transmission, Tilton twin-plate clutch and a shortened-to-fit Toyota Hilux LSD rear end with a tall 5.2:1 final drive. A Green Brothers Racing steel bell-housing mates engine to gearbox, and Robbie’s brother Glenn fabricated a two-piece driveshaft after a couple of modified one-piece items tore apart on the dyno.

Elsewhere in the interior, there are Recaro seats from a DC5 Integra Type-R that replace the 808′s vinyl-wrapped originals and a K-Sport hydraulic e-brake that found its way into the Mazda so the driveline tunnel could be rid of cables.

You don’t have to venture under the rear of the Mazda to recognise the four-link suspension upgrade – QA1 adjustable coilovers in the trunk tell part of that story. The front end has been up-specced too, with custom coilovers built around Bilstein dampers and featuring adjustable camber plates and roll centre adjusters.

Apart from improving the wagon’s handling prowess ten-fold, the suspension upgrade has allowed it to sit nice and low too. The wheels are classic Australian fare – Simmons F90s in 16×7-inch fitment at the front end and 16×8-inch about the back, with 195/40R16 Toyo rubber all round.

I can’t forget the RX-3 Savanna front nose-cone conversion either, which is all original Mazda steel stuff and coincidentally was originally once affixed to Mad Mike’s legendary FURSTY/HEDAKE 808 wagon. Amazingly enough, it’s all factory paint on the car, save for the nose-cone which needed to be switched from blue to orange. The fender mirrors and the JAF badge are a cool Japanese touch.

It’s all 808 spec at the rear, right down to the polished model-denoting badges on the rear fenders, and the ‘Deluxe’ placard on the boot door. I love the juxtaposition between the original wagon – which given its exterior and interior condition was obviously very well cherished in a former life…

… and the sensory assaulting machine that it is today. Thanks for not running me over Robbie!

As it so often is, Burnout Alley was put to good use through the late afternoon and into the evening, culminating in the mother of all burnouts complete with fireballs. It was kinda awesome and quite timely too, because the very next day someone turned up wanting to buy the engine and it was subsequently pulled from the bay. That, of course, has left a literal void in the 808, but according to Robbie it won’t be that way for long. A new plan of attack has already been cooked up and on his return from an impending overseas excursion, the old school Mazda will beat to the sound of a new three-rotor drum – naturally aspirated and peripherally ported of course. Robbie wouldn’t have it any other way – unlike his brother Sam, who prefers his RX-2 with a 500hp side order of boosted 13B bridge port. But that’s another story…

Brad Lord
brad@speedhunters.com

Robbie Longley’s 1975 Mazda 808 

Engine
Mazda/CBR 13B twin-rotor, new Mazda FD3S housings, Mazdaspeed-spec 43mm peripheral porting by CBR, lightened and balanced FC3S S5 N/A RX-7 rotors, 3mm carbon apex seals, Mazda Competition bearings, Mazda 20B stationary gears, Mazda Competition oil pump, CBR aluminium intake manifold, EFI hardware 55mm throttle body, ITG air filter, MicroTech LTX-8 engine management system, Bosch coils, MSD leads, custom extractors, custom twin two-inch to three-inch system, AdrenalinR resonators, truck muffler, Bosch Motorsport 044 fuel pump, -6an XRP fuel lines, custom alloy drop tank, 800cc primary injectors, 1600cc secondary injectors, aluminium radiator, oil cooler, Peterson remote relief valve

Driveline
Toyota W57 5-speed gearbox, Tilton twin-plate clutch, 10lb flywheel, Green Brothers Racing steel bell-housing, custom two-piece driveshaft, shortened Toyota Hilux rear axle, limited slip differential with 5.2:1 final drive

Suspension/Brakes
Custom Bilstein coilovers, adjustable camber plates, roll centre adjusters, larger sway bar (front), 4-link conversion with adjustable arms by Rolling Addiction, QA1 coil-overs (rear), Mazda FC3S RX-7 S5 4-pot callipers, DBA drilled/slotted discs (front), Nissan discs/callipers (rear), K-Sport hydraulic e-brake, line lock

Wheels/Tyres
Simmons F90 alloys 16×7-inch (front), 16×8-inch (rear), Toyo Proxes 195/40R16 tyres (front/rear)

Exterior
Mazda RX-3 steel front nose cone, Mazda 808 factory body work

Interior
Recaro SR3 front seats, Sparco suede steering wheel, Sparco shift knob, Auto Meter Sport-Comp tachometer with Shift-Lite, Auto Meter Sport-Comp oil pressure and water temp gauges, Auto Meter Ultra-Lite oil temp gauge