MotorWerks Magazine - Volume 11, Issue 3

THE ULTIMATE READING EXPERIENCE VOLUME 11 ISSUE 3 Published by Tree Free Publishing a Division of Webtronic Enterprises

In This Issue

Paul Nevill, Perry Mason, Steven Chan, Sylvain Toupin, Damien Bradley, Andrew Brilliant, Racing Awareness Scotland, Matt Hanrahan

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Ed i t or - i n - Chi e f / Pub l i s h e r Ian Rae EDI T ORIA L We s t C o a s t US A Ed i t o r No r ma n Ne l s o n Mi d We s t US A Ed i t o r Da v i d L e w i s E a s t C o a s t Ed i t o r Cr a i g Ne l s o n S o c i a l Me d i a D i r e c t o r Je s s e Ne l s o n S c o t t i s h Ra c e Ed i t o r G l e n n A l c o c k S c o t t i s h Hi l l c l i m b Ed i t o r Pe t e r L o c k e Eu r o p e a n Ed i t o r Ma x Ro n c h e t t o E a s t Au s t r a l i a Ed i t o r Mar k C o l l i n g w o o d T i m e A t t a c k Ed i t o r Enr i q u e McL e g g o n C o l u m n i s t Ja me s Ho u g h t o n C o l u m n i s t Br a d l e y Gr a v e t t

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Ma x Ro n c h e t t o No r ma n Ne l s o n Mar k C a mp b e l l Cr a i g Ne l s o n Ke v i n Ehr l i c h Jo h n S c r o e d e r A l i c y n Dr e w Di t o Mi l i a n To m Ma x w e l l Ja n i s Ra e S a m Mo o r e

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FEATURES

8 Perry Mason Laying Down the Law 26 Racing Awareness Scotland - You Can Help 46 Ford Tough - Paul Nevill’s RS2000 54 Ford Fanatics, a race series for Ford lovers.

58 Skunkworks Nissan - Sylvain Toupin’s 300ZX 68 Attack of the Clone - Matt Hanrahans Mk2

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KOUNTERSTEER PROFILES 18 Steven Chen’s Turbo Terror

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TECHNICAL

78 In The Air Tonight - Andrew Brilliant

COLUMNS

REGULARS

6 New Products 88 Contact Point - See our advertisers

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NEWProducts Harrop Introduces TVS 2650 Supercharger Kit for Camaro LT4!

Camaro LT4 TVS2650 Supercharger Kit Camaro LT4 TVS2650 Supercharger Features • •

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• • • • •

Intercooler Core Comparison

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23 Sep 2021

Direct replacement upgrade for the factory LT4 TVS1740 supercharger unit.

Supercharger manifold incorporates independent input drive assembly and throttle body housings allowing flexible throttle body applications without the need to replace the drive assembly. The supercharger is supplied with an adaptor that accepts factory LT4 ETC. Utilizing the factory water to air intercooler system, the Harrop LT4 TVS2650 manifold assembly includes upgraded intercooler cores which are 2.5 times larger than the factory LT4 cores (refer table below). To further enhance the factory intercooler system the kit includes a billet reservoir and associated high flow 22mm molded hoses for cooling efficiency.

Optional Harrop manufactured manifold thermal insulators available at time of purchase (these will reduce hood clearances and in some instances may cause a foul condition).

The OEM fuel line is re-routed and retained.

A relocation bracket is supplied for the factory by-pass boost control solenoid valve.

The supercharger has been designed with the throttle body position close to OEM enabling the standard clean air intake tube to be retained and allow fitment of most aftermarket cold air intake systems.

Various 8PK Supercharger Drive pulley's available at time of purchase.

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Power and Torque Comparison

Boost comparison

*Data Correction: 3.29 SAE J607 (20.7oC, 1002mBrA, 44%), Fuel 98 RON (93AKI) *Vehicle upgrades included 1-7/8” headers, hi-flow cats and 3” cat-back, above results achieved with 85mm supercharger drive pulley.

LT4 OEM tall lid vs. Harrop TVS2650 11

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Words by Ian Rae, Images by Neena Channan imagesbyneena.com 8

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Those of us growing up in the ‘60’s will remember the legal TV drama Perry Mason. The title character was played by Canadian actor Raymond Burr. You will not find the Perry Mason we are talking about in this article pleading his case to a jury but quite often he lays down the law, on the racetrack that is. His story is similar to many other racers who had their interest in motorsport handed down from an older sibling or parent.

Perry has been involved in motorsport, auto repair and metal fabrication his whole life, his father was a top racer and technician in Canada, and he grew up around the sport. He

raced in Motocross, karting before moving on to Road racing which is his favorite discipline. He has had the opportunity to crew and worked in NASCAR Stock Car, Grand Am, IMSA, SCCA. The first road race he ever attended was the Canadian GP at Mosport in 1967, where his father was competing in the sedan division races supporting the F1 show.

He told us, “The highlight of my racing career to this point in crewing was with Tom Kristensen, Dindo Capello, Frank Beila and Emmanuelle Pirro on Team Joest with the incredible Audi R8 LMP 900 where we won the Mail2web GP in 2002 at Mosport (CTMP). As a driver, the highlight was winning the 2018 VARAC overall historic racing club championship, and the class championship 4 years in a row including 2021.” Mason excels in vintage racing and has continued his winning ways by taking the class win in the VARAC vintage Grand Prix two years straight including 2021. When he is not racing All Action, All The Time from MotorWerks Magazine

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Mason achieved the highest level of certification as an “Audi Master Guild” technician during his past 29 years in the trade and is proud to have been involved in supporting the growing vehicle lineup of the Audi brand.

His present race car was bought second hand in 1986. Perry was the second owner, and it was a completely original street Audi Coupe GT and it was bright red, the perfect color for an Audi race car. He first saw an Audi Coupe GT race at the 1982 IMSA Camel GT race at Mosport. It was a factory supported car that previously had run in the European Touring Car Championship that was bought by a Toronto businessman and imported to North America to run in Trans-Am and IMSA. Being a German car fan, Mason had always thought he would like to have a car like that, so when he came across the one he has now back in 1986, things were set in motion to acquire it.

That afore mentioned factory car was still around but sat unused in Toronto for a number of years until brothers Hank and Rick Franzack bought it and started doing a minor restoration on it. A 10

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former competitor of Mason’s father’s, the late Rudy Bartling, was given the task of bringing it back to pristine condition. Having heard about the restoration, Mason went to see the car and the work Bartling was doing and discovered they needed some work done to the special bolt on Audi competition fender arches and spoiler.

Smiling he told us, “The bodywork was a key part of my own project so in exchange for assisting with the repairs, I was able to reproduce my own parts from theirs, allowing me to create my own version of the factory car. There are only four of those factory style race cars I know of, so reproducing one with the same look made my car project very special to me.” He went on, “So many custom parts had to be fabricated or sourced to complete my project. Custom 16x 9” 3-piece forged wheels by CCW gave me the right set up to match the factory car. The factory however, used center lock style wheels adapted from the Porsche racing program, so I opted to use studs and nuts for simplicity and availability. Custom gears for the transmission were built for me by Hermann Oberlack in Germany,

1981 Audi Coupe GT

The Build List

Engine: -2.1 self built 5 cylinder Audi - Bosch CIS mechanical fuel injection Drivetrain: - Hermann Oberlack custom transaxle gears Suspension: - Koni front struts self modified to accept 2.5” springs with threaded bodies - Eibach 2.5” springs Brakes: - Aluminum 4 pot front Audi Sport calipers with 11” rotors - Single pot rear Audi calipers with 10” rotors.

- PFC carbon pads - Aeroquip braided hose all round.

an expert in the early Audi transaxles. I Built the powerplant myself a 1984 2.1 inline 5 cylinder that is synonymous with early Audi racing successes.

Springs and damping are from Eibach and Koni respectively, I modified the front struts by sectioning them and converting them to 2.5” springs with threaded bodies.”

ATL supplied the fuel tank safety system. The clutch is carbon Kevlar as are the brake pads. In order to stop the car well, the front brakes are upgraded to 11” with 4 piston calipers, rears to 10” with single calipers similar to the homologation specs of the factory car. The original brakes were very basic, no different than a first-generation VW

Aero / Body: - Fender arches and spoiler reproduced from Audi Sport components.

- OEM Coupe GT rear spoiler - Weight approx 950kgs (2138 lbs) Interior/Safety: - 6 point custom CASC spec cage - Cobra carbon/Kevlar seat - 6 point harness - Safecraft fire system Electrical: - Bosch electronic ignition - Varta period correct battery Wheels / Tires: - 16” x 9” CCW Forged alloy wheels - Toyo R888R for dry and RA1 for wet

Golf, so upgrading them was key creating a race car that would be safe as well as fast. The car was fitted with all the necessary safety items to meet Canadian Automobile Sport Clubs (CASC) rules in Canada, including the 6-point roll cage, fire system and various other items.

All the hard work has been worth it as Mason has found success with his Audi project, winning many races and championships and had a lot of fun doing it. He is especially proud of the result as he basically built this car completely at home in his basement workshop. As noted previously he races historics and does it the old school way as well. Mason noted, “I haul the Audi Coupe to the track on an open trailer All Action, All The Time from MotorWerks Magazine

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towing with a vintage ‘80s pickup truck. It never fails as I haul to the track, I get waves and thumbs up when I am on my way every time. That’s a very special feeling! Not quite as good as standing on the top step of the podium but it gives me satisfaction in a totally different way.”

Perry also told us some interesting tales that had happened during his career. “Former F1 and LeMans driver Johnny Herbert sat in my car and said” I cant see over the dash or reach the pedals!

How do you drive this?” I myself am 6’6” and have the seat and steering adjusted to my size.. So Johnny didn’t even have a chance. Ha Ha! Renowned driver and owner of LeMans cars Peter Seikel, built and raced the original factory Coupe GT for Audi in 1981. He checked mine out one day when they were racing in ALMS at CTMP around 2000 and stated after inspecting it, “ Wow my car is in really good shape still, it looks somewhat different than I remember, even better. Where did you find those wheels?” He really thought it was the factory car he was looking at. I felt proud. Audi Legend Frank Beila had a chance to inspect my car on display while in Toronto in 2006. He told me it was his father’s favourite car, as his father also raced one in the “Oldtimers” division in Germany.

Noted American racers with Audi connections, Don Istook and Randy Pobst were a couple of others who enjoyed looking at the car and checking it out.”

Thanks to : My Sponsor H.J.Pfaff Audi , Pfaff Autoworks and Pfaff Motorsports Thanks to Nothelle Tuning Thanks to the late Rudy Bartling Thanks to my family and the many people who have assisted with the project over the years.

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Perry may have an old school approach to gettting to the race track but there is only one focus when he gets there, WINNING!

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s ’ n a h C n e v e St

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Words by Enrique McLeggon Images by Yia Lor of Yia Lor Photography, Matt Viramontes of MCV Imagery and Gorilla Tornado All Action, All The Time from MotorWerks Magazine

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Steven Chan’s career in grassroots motorsport started 15 years ago when he first competing in autocross with a Mazda RX-8 that he previously owned. At the time, he was not all that serious about competing and was just messing around as he really enjoyed driving and autocross was a great outlet for that. He soon after decided to settle down so he got married and later had two kids that he loves dearly, he also focused on elevating his work career meaning that all his carrelated activities came to an end.

Even though his life was changed, Steven wouldn’t stop thinking about cars and always dreamt of one day owning a Nissan R35 GT-R and in 2015 he made that dream a reality. After owning it, he realized that he really enjoyed the car and being the responsible person that he is, he decided to test it out on the track. He started off by doing a few HPDE events and as he progressed and got faster, he started to wonder how he would fare against others and so he went on searching for different series to compete in. Steven started off with a local series called Nissan Challenge and was then introduced to Global Time Attack in 2017

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via a sponsorship from Ronnie at RD Engineering who ha Nissan Challenge. Chan managed to walk away with wee well as reset the Limited Class AWD record at Streets of The GTA event was intimidating and also intense a competing in an event with such a serious crowd of com wanted to win, not to mention that many of the cars look sure how he would do among this group of competition a well the competition would do either. During his first few was able to lay down a few decent laps but his competito and he knew he had to go faster than 1:20 if he wanted then decided during the last session that he and his team of Nitto NT01 tires, to see if would help and be enough f and he finished first in class as previously mentioned, alo Class AWD record – 1:19.445.

Despite his success however, this journey didn’t co Finding the right direction in terms of the car and honing well as focusing on getting faster was difficult. There’s a available but deciding what works and doesn’t work for h Also, during competition the pressure is really and being what happens yet driving hard is rather difficult and is no how well he would prepare himself for a race event, thin doesn’t always go as planned.

The reason he keeps coming back to Time Attack brings. Not only is he challenged by other competitors bu

ad watched his success in ekend victory at the event as Willow. as it was Steven’s first time mpetitors where everyone ked quite serious. He wasn’t as well as he didn’t know how w sessions of the weekend he ors weren’t too far behind to secure the lead. It was m would switch to a fresh set for him to go faster. It worked ong with the GTA Limited

ome without its challenges. g his skills as a driver, as lot of information out there him was always a big gamble. able to stay calm no matter ot easily achieved. No matter ngs happen and everything

is the challenge the format ut there’s also the challenge

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to himself as a driver. Trying to be the fastest and win the competition is always the goal, but he always sets a target time for himself. The feeling of beating himself is just as good as the feeling he gets whenever he beats the competition. “It’s continuous challenge and when you think you’ve done your best, there’s always room for more.”

To tell the true story behind the car, I have to back track a bit…

Steven’s interest in cars started back when he was 16 years old and during that time, the car that he really admired was the Mitsubishi Eclipse GSX, even though he had an underlying love for the Evo IV which unfortunately was not available in America.

Due to the fact that he was a student at the time and he didn’t have a budget, the Eclipse was too far out of reach and he opted to buy with a NA Miata instead. A few years have passed and Steven had gone through a few different cars, none of them being turbocharged nor AWD and so that left the desire to own a car where he could experience both.

Then came along the R35, which met both criteria.

Although the R35 does have its merits, it does have a few drawbacks when you decide to turn it into a race car. The first thing is the weight. The car was really heavy from the factory and while it’s easy to take off an initial weight of 300lbs off the car, removing more weight requires a lot of custom work and is quite costly. Steven has been trying to find the most cost-effective ways to reduce the weight as much as possible, such as using carbon fiber replacements for the headlights, doors etc., but the car still weights 3600lbs wet without driver. The next step is to probably switch to a sequential which means dropping the AWD and convert the car to a tube chassis but that will no doubt take the car to another level in terms of complexity and cost.

The other main issue is the factory transaxle.

With the fact that a lot of power is then needed to offset the weight of the car, the transmission usually takes a bit hit and the OEM transmission simply would not be able to hold all that power reliably.

Steven upgraded to a HKS unit a few years ago but even then he still encountered transmission failures. The 4th gear in the HKS unit failed just before GTA Finals in 2020 and he had to get the transmission rebuilt, but there lied another problem.

It wasn’t just about repairing the transmission but also the logistics behind getting it fixed. There are only a handful of transmission builders across the country who can rebuild the R35 GR6 transmission and because of that fact, their work is backlogged.

In summary, the logistics involved with getting the transmission repaired has given Steven headaches and as he speaks, the transmission is acting up again, just before GTA Finals, again. He has every intention of making to GTA Finals at Buttonwillow Raceway.

For the off-season, car changes will be kept to a minimum. He believes that he needs to get as much seat time as possible, especially since the pandemic has restricted the amount of driving he can do and he feels that his mind and body have fallen out of the zone a bit. He does feel like he’s back on track (pun not intended) in terms of driving ability and he believes that the more constructive seat time he can get the sooner he’ll be back at his best. He knows the car has a lot left in it as well, even more than the driver and it’s for him to extract it.

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The Build List

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Engine: - RD Engineering Stage 3 Long block - RD Engineering CNC Race Heads - RD Engineering RDE1000 Quick-Spool Turbos - Radium Engineering Triple Pump Hanger - CSF Radiator - ETS Street Intercooler - Pit Garage custom single exit titanium exhaust

Brakes: - Brembo Race 4-piston - TPM 2 piece rotors - CSG racing pads

Drivetrain: - Dodson Extreme Gears - OS Giken Super Lock LSD

Interior/Safety: - Pit Garage custom cage Bride Proface racing seat

Suspension: - JRZ 11 32 2 – Way coilovers w/ Swift Springs - Wisefab Track Kit - Forged Performance Sway Bar

Wheels / Tires: - Rays G27, Advan RZ-DF, Rays ZE40 - Yokohama A052, Goodyear Supercar 3R

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Aero / Body: - Phoenix Power front bumper - PasswordJDM front fenders

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Words by Ian Rae, Alex Milne and Images by John Stewart, Flat Out Photography 26

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here’s a wee motor racing team in Scotland who are a bit different in their aspirations. Yes they love the sport and compete with the passion and commitment that competition demands. However, they have another mission!

They are also doing all they possibly can to rid the world of the terrible illness of Dementia and until that happens, they will campaign to make life a wee bit better for those living with it and their carers.

They use the platform of motor racing and its valuable exposure to raise awareness of Dementia and Mental Health.

The team was formed on the 10th of the tenth 2018 when a bunch of friends joined many others at the funeral of Sheila Milne the wife of Alex Milne.

Alex had been racing for a few years in Superlap Scotland at Knockhill and that bunch of friends came, predominantly, from that source. That day,

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Rab Jobson our lead driver, spoke with those friends about forming a race team to compete in the Citroen C1 24 hours of Silverstone. The idea was presented to Alex over the next few days and he was asked if he would lead that team , set up in honour of his late wife. He liked the idea and immediately kicked into action. That team was called Flying Haggis Racing.

Flying Haggis were, over the next six months, to build a race car to spend the most fantastic cold wet weekend in April 2019 at the iconic Silverstone. The race took place on the full F1 circuit. We finished the race after having the

team change engines in an hour, a gearbox in half an hour and put the biggest bleary eyes and smiley faces on 15 of the best bunch anyone could wish to meet. Alex was given the honour of bringing the car home and taking the chequered flag and that he did. He admitted later that his game plan in the last hour was to forget competing and simply bring home the severely battle- scarred wee C1. As is his want he didn’t really stick to that plan and with the

they support are the Alzheimer’s Scotland, Support In Mind Scotland (for the carer) and Race Against Dementia The team was born from an extremely sad situation which will affect 1 in 3 families and friends around the World, Dementia. It is such a scary word and rightly so. Sheila Milne, Alex’s late wife, died from Dementia. Alex’s life was turned upside down trying to care for Sheila and described his experience:

competitive spirit taking over found himself diving up the inside of the car in front on a tight bend whilst saying” I really shouldn’t be doing this” Since then Alex has moved on with a number of the team joining him in the current venture of Racing Awareness Scotland. He wished to take the charity support in a different direction leaning towards a concentration of resources in raising awareness of the illnesses, campaigning and giving the charities the support and exposure they needed.

Logo Pic Racing Awareness Scotland exists to have fun whilst promoting their causes. The charities

‘Imagine two people who love each other and have lived their best lives together suddenly being held hostage in a dark room. One of them is being tortured, the other has to watch this nightmare unfold, both powerless to end it. No ransom will pay your way out of this’.

This was reality for Alex trying to keep Sheila safe, he would be awake all night in case she wanted to go out in the middle of the night (this happened). This is reality for millions of people. The only way Alex could get to work was to have a companion for Sheila. This companion is a professional carer, Fiona, also an artist who was All Action, All The Time from MotorWerks Magazine

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running Art classes for Dementia sufferers, clicked with Sheila immediately. There were moments of fun for Fiona and Sheila, they did include dance, art, word games until the torturer which was dementia took her from her family and friends. Alex is a campaigner. We want change, lots of change.

We took action. We teamed up with Alzheimer’s Scotland, Support In Mind Scotland (for the carer) and Race Against Dementia. Alex lobbied the Government to have the law changed so on diagnosis the carer is treated as a patient with needs and support.

Alex is an advocate for people without hope, scared, diagnosed and left to get on with it! Fiona has worked with multiple families providing support and has used her experience to help people caring for a loved one as well as supporting the primary carer. Racing Awareness Scotland wants to raise 30

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awareness and offer hope, direct people to the fabulous charities we support and their services.

We are passionate about our cause and want to use our platform to help others. No-one should go through this life changing time without professional support. Of course we need a cure, we need treatment, we need help!

We are now trying to set an example of living in the solution so that means doing our part for research and support through our charities. Our fabulous sponsors help us to achieve this. We hope you will follow our motorsport mission. We try to have fun so use humour as a tool. With such terrible illnesses we support it is crucial that those poor souls still have fun and laughter in their lives and our charities do all they can to facilitate that whilst striving to find a cure. Our mission statement is Help Us Help Others and we firmly believe our charities

Sheila’s final resting place is, not so restful; Knockhill Racing Circuit. We race mainly there so she is with us when we fly over the first corner. do just that and much mo

We now know that our ever spreading success and media exposure is giving our charities substantial amounts of cash and bringing their causes to the front of the public mind. They love that because it does a big part of their job free when charities always fight to survive and expand. Reality

is we gift them cash AND our expertise and hard Work.

We have a large following focussing on our three main charities, Race Against Dementia, Alzheimer Scotland and Support in Mind Scotland. We also have friends Daisy Eye Art in America who are producing great visual work on Facebook to raise awareness of Dementia from first-hand experience.

Days Eye Art pics and links Daisy Vest from Tulsa and I met through social media channels when she posted that she had moved her mum, now 94, into her home after she was diagnosed with dementia. I commented on her post offering some help. We then became fb friends. She has an artistic background and used some of my words to form dementia awareness posters with her art. They have been used by her since for campaigning purposes. Through our association, she became a strong supporter of R.A.D. in helping those organisations seeking a cure. She is now an active campaigner worldwide and well known in dementia supporting circles. She can be reached through Days Eye Art on Facebook

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A wee bit about our racing exploits. We started in late 2019 with 2 cars, both road-going.

That was a Renault Megane RS 225 and an Audi S3. Neither is ideal for the track but they are competent and good fun. They are heavy in road trim so at each race they have a big challenge in trying to match more nimble race prepped equipment. Our choice is to take on that challenge and Try hoping the skill factor brings some rewards and it has to a degree.

In 2021 we built the team up incredibly well thanks to our partners and a lot of hard work.

We introduced 2 new cars and 2 new drivers.

Andrew Fahey and David Capstick moved from the tools to driving and after only a few hours in the seat joined Alex Milne and Rab Jobson on the grid. The season went incredibly well for the newbies with both Andrew and David collecting silverware at the first weekend. That weekend was the first race of Alex Milne being on the

pitwall as manager which he decided was right at the end of 2020. That decision lasted that weekend only before he jumped back onto the grid and stole the silverware from the newbies.

That wasn’t repeated. Ha Ha Our stalwart Rab had a predictable season of gathering trophies at every event and 34

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nearly taking top honours against the best of the class race cars.

We also embarked on a new affiliate program where independent racers are offered to join us for some shared opportunities and to help spread awareness for our charities. That has worked extremely well with 4 affiliate drivers competing

away from Superlap Scotland both North and South of the border.

The total trophy haul for the team drivers in 2021 was 13 and in the other championships our affiliates recorded great success in their respective disciplines.

All in all it was a fantastic season All Action, All The Time from MotorWerks Magazine

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considering it was only our second season and very much during the formative years of the team.

Oh, there was something else that happened but not quite in the way intended. Alex Milne, looking for an edge as always came up with an idea for our grand finale. He decided to give up his own car and share the cars of Andrew and Rab in the final. That meant they ran their

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normal final but Alex Jumped into the S3 and did his run. He would then jump straight into Andrews car and do another run. Well, that was the plan. The reality took on a different complexion. In qualifying, he blew up the clutch on the S3 before he handed it over to Rab and in his run in the Megane of Andrew he parked the

car against the tyre wall on the first bend. So , Alex was trying to create some kind of record by competing in both finals , one after the other. Reality was he wrecked one car then the other, itself almost certainly being a different type of record. Incidentally, Rab was given dispensation to run his final in the S3 with no clutch and only 4th gear. A tall order. Legend

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that he is managed to do his run and was only 3 seconds of the winners time in his full blown race car. Legend Jobson.

About Superlap Scotland Super Lap Scotland (SLS) is a very intense time-trial challenge event, where competitors compete throughout the day to post the fastest

overall time in each of the nine classes. It is based at Scotland’s only full-time race track, Knockhill, near Dunfermline.

All classes are based on the power-to-weight ratio of each car and driver; which allows even the most modest of road cars the opportunity to compete against the more modified cars out on track; with points awarded for qualifying

positions and overall finishing positions in each class. Meaning that a class G competitor (least powerful) could take the overall championship title from a Pro class competitor (most powerful) by scoring more points throughout the season, 40

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giving us an overall “King of Knockhill”.

SLS in Short Qualifying - consists of a 15 minute session with competitors aiming to top the time sheets against their respective class competitors, with their fastest

lap counting as their outright best time. From there, the drivers in each class then progress onto the single-lap final shoot-out.

Final - this is when the pressure really intensifies.

Competitors get one Superlap, that’s right, a solitary flying lap to post their quickest time - which ultimately defines the winners from the losers. This really is, for want of a better phrase, a “One Lap

championship. The fastest road going cars from each power to weight division will be highlighted at event prize givings. This really is our forte.

Drive the cars to the events, race and hopefully drive them home. If any of you out there reading this think Id love to do some motor racing this is important. You really can drive to Knockhill and, potentially, come home with some silverware.

Dash for the Cash”!

Road Car Awards -Road-going cars competing in standard trim, taxed, MOT’d are eligible to score points towards their own respective sub All Action, All The Time from MotorWerks Magazine

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EXCELLENCE in

MOTORSPORT from

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HeadsUpRacer.com has been Racepak’s premier Canadian dealer for MANY years. We have customers nationwide in all forms of motorsport.

‘Drag Racing, Time Attack, Circuit Racing, Tractor Pulling, Jet Boats’ We sell and more importantly support the systems we sell and when we design a system we do not up-sell you, if you do not need all the bells and whistles we will not push to to buy them.

We are now able to remote program your datalogger and dash from our location outside of Toronto. We can provide support at the track or by phone.

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Data is Power! Have you got enough?

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A DECADE OF INNOVATION IN BRUSHLESS FUEL PUMP TECHNOLOGY BOTH GAS AND DIESEL NEW FOR 2021!

FUELAB announces their all-new Pro Series line, developed for high-horsepower, high flow applications where fuels such as methanol or E85 are used.

At the center of the new series is their 40501 Pro Series Spur Gear pump, engineered with unmatched experience in brushless fuel pump technology. This variable speed pump is built to handle over 2500hp, with extremely low current draw, and compatible with gasoline, diesel, ethanol, and methanol.

Built to compliment the all-new Spur Gear Pump are the 868xx Pro Series In-Line Fuel Filters. Built for maximum flow and minimal pressure drop, FUELAB’s new Pro Series Extreme Flow In-Line Fuel Filters are tough to beat. Machined from billet aluminum and finished in matte black anodize, you get the best in filter features, in a scaled up design. With a 10 GPM flow rating, these fuel filters offer huge flow capacity under extreme conditions.

And lastly, FUELAB’s 565 Series Fuel Pressure regulator, with it’s all new look, rounds out the impressive and very capable FUELAB Pro Series line. 565 Series Fuel Pressure Regulators have all of the same great features as our 515/525 Series except for extreme capacity. Utilizing a massive ½” return orifice and -10AN ports, this regulator holds no bounds. With a bypass capability over 5 GPM at 5 PSI, this regulator can handle blow through carbureted applications well over 1800 HP and for EFI applications using belt driven fuel pumps, even further (with a flattened regulation slope). Regulator comes in four different pressure ranges covering applications between 4 and 80 PSI.

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It is said that a true Ford fan bleeds blue. Although he has never actually shown anyone the proof, it is obvious that the love of the blue oval courses through Paul Nevill’s veins. The 57 year-old managing director from Welwyn, Herts. has been racing for thirty years utilizing both an Escort Cosworth and his current RS2000.

As many racers will tell you, it is tough to find a series that both fits with your lifestyle and is enjoyable at the same time. And like the odd racer before him he found that the answer to that problem would be to start his own series and to that end he did.

In mid 2019 he established the Modified Ford Series which began organizing events in 2020 46

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with a combined grid with the Classic and Modern Motorsport Club (CMMC). The series quickly became a success and in 2021 it became affiliated with the British Racing and Sports Car Club (BRSCC).

Prior to becoming a promoter Paul had competed in various series and championships, driving the afore mentioned Escort RS2000 and Cosworth. He has including many one-off races like the Birkett 6 Hours Relay at Silverstone which is the UK’s biggest motor race. Dating back to 1951, the race was the brainchild of one

e h , n a f d r o F l a n io t i d a r t a s i l l i v e N e Paul h , 0 0 0 2 S R t r o c s E n a s e c a r y l n s o r e t c a no r d e d n i m e k i rl o f s e i r e s a s n u r also Words by Ian Rae, Images by Rafal Biniszewski All Action, All The Time from MotorWerks Magazine

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The Build List

Genuine 1979 Ford Escort MK2 RS2000

Engine: -2.3 16v Ford Duratec engine producing 320bhp & 225 lbs/ft torque built by DTW Competition Engines - All alloy Duratec block, Ported 16v head, 2340cc, - Dry sumped - Omega slipper pistons - Saenz con rods, 12.4 compression ratio - Kent cams -Taper throttle bodies - Arrow steel crank, Drivetrain: - Tractive 6 speed sequential gearbox with flatshift - 6 link (Watts) Atlas semi-floating axle with ZF LSD Suspension: - Bilstein non-ajustable front. Gaz adjustable rear - Front and rear anti-roll bars - Rose jointed compression struts and lower arms Brakes: - AP Pro 5000 - 4 pot front calipers/315 x 28 vented rotors, alloy floating bells, Group 4 hubs.

- Carbon Lorraine pads - Wilwood 2 pot calipers on solid rear discs.

- DS2500 pads - Aeroquip braided hose all round. of the Club’s founding members – Holland ‘Holly’ Birkett. Following Birkett’s death, the event was subsequently renamed in honour of the Club President. 2021 represented the 70th anniversary of the six-hour race event making it one of Britain’s longest established races. Paul has also ventured to Spa for the British Sports – GT & Saloon 6 Hour Challenge.

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Aero / Body: - Modified BMW GT Carbon fibre rear wing with self fabricated alloy fins - Gartrac special alloy arches - Self-fabricated larger wheel tubs - Self fabricated drive train tunnel - Self fabricated damper turrets - Polycarbonate widows and fiberglass bonnet/boot - Weight approx 950kgs (2138 lbs) Interior/Safety: - Gartrac custom cage with self fabricated updates - Cobra carbon/Kevlar seat - 6 point harness - Lifeline Zero 360 fire system Electrical: - MBE ECU with coil on plug ignition, - Odyssey racing battery, - Stack and Race-tech analogue dash gauges Wheels / Tires: - 17” x 8.5” front, 9.5” rear Revolution alloy wheels - Yokohama A005 235 x 610 medium compound

Unlike many racers who got into car racing because of their father Paul’s father passed away before he was old enough to drive on the road. He was into Trial Biking, so it was two-wheel motorsport that I grew up being involved in. Although I do recall he wasn’t happy that I wanted to get a bike for the road, which I guess I understand now as I wouldn’t want it for my own kids, knowing the dangers.

Friends around the neighbourhood were always

messing with cars and engines so I joined in, and it evolved from there.

RS Fords like the Mexico and RS2000 were popular and cheapish back in the day and you could get all the performance mods needed for them because of their racing background. In 1990 a new series started for these type of cars, similar to what we have in the Modified Ford Series, but 30 years ago. And that’s where it started for me, the rest is history as they say.

As far as being successful in motorsport, Nevill has garnered multiple top three awards and a handful of season Class Championships. Going into the final event of 2021 Nevill had the opportunity to take the overall championship but it was not destined to be when he collected a car that had spun in front of him at the first corner resulting in a DNF (did not finish)

natural progression to achieve more power over the Pinto, having 16 valves. I couldn’t afford the change at the time and I was actually still quite competitive with the Pinto, so I didn’t bother. But as time moved on the output of the 16v engines got greater with throttle bodies, engine components, fuel management etc. Now with big power output engines like the Millington and Smith & Jones, the Duratec is the more economical way to remain competitive and is the choice of many racers in the series.”

Those of you who follow the escalating prices of classic Ford RS car might ask the question, “Do you regret turning the RS into a race car considering some of the prices original cars are making now?”

Paul replied, “None at all. They were originally built stronger so it was ready to race. And back then nobody had ever envisioned an RS making almost £100,000 at auction. I guess it makes my race car more valuable than others having an RS registration document.”

“It’s not the winning, it’s the taking part.”

Paul is quite famous for his one liners, one being “It’s not the winning, it’s the taking part” and nothing is truer when you are putting on a succesful race series.

The organising committee of the series decided that it required a class structure to suit the myriad of chassis/engine cominations that are seen in Ford race cars. Nevill runs a 2.3 litre 16V Ford Duratec in place of the 2 litre Pinto that the car came with originally. That puts him in Class B1 that is for normally aspirated multi-valve engines over 2251cc or 1.6L Ecoboost motors. When asked about why he chose a Duratec over a Pinto based motor he replied, “Following the success of the Sierra and Escort in motorsport, the Cosworth YB engine became more available and it was the Fords

Luckily Paul has great help within the series and it allows him to be a competitor as well as the promoter. When we asked him who his toughest competitor is, he came out with another of his famous one lines and said, “The guy beside me on the grid!”

As to the future and what his plans for the RS2000 are Paul noted, “The plan is to just keep going, doing more of the same but I have no plans to upgrade the car just yet, but you know how that goes!”

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Nevill made a point that the success of the series was not down to one of two people and he wanted to give a shout out to all involved. “Thanks to everyone who competes in the Modified Ford Series, you are the show and what a great show you put on.”

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“A special thanks to committee members Chris Baker, Jimmy Neophytou and Jamie Gough for sharing my vision and making the Modified Ford Series the success it is.”

“Thanks to all our sponsors especially Scalextric for continuing their support into 2022, it is great to have a recognized name like theirs associated with the series. It proves we are doing something right.”

When I asked Paul about his favorite circuit in the series?

He replied, “It has to be Cadwell Park for all its twists and turns, ups and downs, but Oulton Park and Donington Park are special too...

When you’re racing, they all have something to make you smile about.”

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Words by Ian Rae, Images by Rafal Biniszewski 54

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Ford Fanatic R a ce A n

y Ma ke o

f Ca r a s L

When I contacted Paul Nevill about writing a feature about his Mk 2 Escort RS 2000 he obviously was a bit sceptical, “I’m not familiar with the magazine but I see its not UK based. Why did you select my car?” I told him I had a ‘79 RS 2000 Custom when I lived in the Uk and that seemed to be enough for him as the next comment from him was, “Ok, what do you need from me” The fact that another Ford owner even if

on g a s it s

s

a Fo rd

it was an ex-owner that was good enough for him. What I never told him was the RS was not the only fast Ford I had owned. My first car was a 105E Anglia with a Cortina GT engine. It was followed by a Mk1 and Mk2 Cortina GT. Both of these cars saw motorsport duty on the local Caithness Car Club Rumster hillclimb.

Then it was a pristine Daytona Yellow Mk1 Escort Mexico without the wide stripes. The next All Action, All The Time from MotorWerks Magazine

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car was a trip to the mundane, a Mk3 Cortina Estate that was needed to haul my racing kart as I had gone back to kart racing. That did not last long as the ‘Need fro Speed’ prevailed and I bought the ‘79 RS 2000 and a tow bar.

My last fast Ford in the UK was a 1980 Capri 3 litre Ghia modded with RS Recaros, Bilstein suspension, Alleycat wheels and a Richard Grant body kit. it was amazing how a big car like that covered the miles of the A9 that is now regaled as the north Coast 500. You might think the fast Ford story stops there but a few years after landing on Canadian shores, my girlfriend and I took delivery of a Oxford White 1990 Ford Mustang GT. As a certified car nut there are a few cars that I still have a soft spot for, my 998 Sunbeam Imp special saloon, the 998 Clan Crusader modsports car I built with the late Henry Sinclair and pretty well any fast Ford. Now, Paul you may understand why I wanted to do a feature on your car.

It was only when Paul returned the form he filled in for the feature that I found out he was the guy behind the Modified Ford Series. I clicked on the hyperlink in the form and surfed into their website and was promptly blown away. What an array of great cars!

Talking to Paul he told me, “The Modified Ford Series was created to provide ‘the place to race’ for the huge variation of modified Ford (production) cars that have been developed over the past 50 years, where most series or championships impose specification restrictions that exclude so many, we are inclusion, we want to give them a safe place to come and have fun. Considerate driving and good car preparation is something we pride ourselves in.

With quite a few of the drivers in our age group (Paul is 57 and I am 65) nobody wants to be thrashing on a car to make a race or fixing it during the event. For many of us racing is a stress reliever, something to do to relax from the pressures of business.”

In the short time that the series has been 56

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around it has grown in leaps and bounds and I think that may be because of the rules and class structure. Acknowledging the value of the cars that run in the series, the vehicle build age was capped at ten years or older, to encourage cars that are more classic, welcoming the RS marque, the sporting pedigrees and everything fast in between.

The classes were set up as follows, Class A: All multi-valve forced induction engines.

2wd & 4wd or All forced induction dual-valve engines over 1950cc capacity or all 24v normally aspirated V6 engines & All V8 engines.

Class B1: Normally aspirated multi-valve 4 cylinder engines over 2251cc & 1600cc Eco boost engines.

Class B: Normally aspirated multi valve engines from 1751cc to 2250cc or normally aspirated dualvalve 4 cylinder & V6 engines cars over 1751cc or Forced induction dual-valve cars not exceeding 1950cc.

Class C: Normally aspirated engine cars not exceeding 1750cc Super Classes

I was impressed by the fact that the 2022 race season dates have already been set. That is something many race series should take note of and implement as soon as they can. People’s lives are so busy these days that is is in the race series interest in having their racers plan the next year’s calendar ahead of time.

Website: https://www.modifiedfords.co.uk Videos/Photos: https://www.modifiedfords.co.uk/ gallery

S/A & S/B1: Any recognisable production Ford (Body shape) Engine size - Categorised as above Origin and year of build, engine &/or chassis is free.

Space frame and kit cars allowed.

A driver may request to be considered to race a car which does not fit in any of the normal published classes. It shall be at the discretion of the race administrators whether to accept or deny any such request.

Classes A-C Minimum Weights – including driver. No success ballast will be applied.

Class A - Two wheel drive - 950kgs. Four wheel drive - 1050kgs Class B1, B & C - 800kgs Super Classes N/A All Action, All The Time from MotorWerks Magazine

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Sylvain Toupin builds a

Skunkow rks NIssan

Trois-Rivières, QC resident Sylvain Toupin started out in motorsport as a drifter in 2009 with a self-built Nissan 240SX S13. Initially it was just for fun but after some local events he decided to compete in a 58

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full pro-am season of the Drift Mania Canadian Championship in 2011. But that year at Autodrome Ste-Eustache he destroyed his precious S13 after a steering rack failure. “It was one of the saddest days of my life,” he said,

NIssan

“I loved my S13 drift car, it was so clean unlike many of the other drift cars you see. After the crash I sold the S13 chassis and decided to start a new project with a Nissan Z32 but this time my focus would be lapping as during all

my years in drifting I saw guys lapping and they seemed to be enjoying themselves. I had always wanted to try lapping and didn’t have the chance, now with the new project I would.”

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The project was started in 2012 after Sylvain found a very special Nissan 300ZX 1993 in Ottawa, ON. It was the base 300ZX 2+0 model with NA engine and with the very rare slicktop: only some US models came without the T-top so it was the perfect base to turn into a race car. Sylvain noted, “ I purchased the car for only 2500$ and considering the engine was leaking oil, the body had some dents but the most importantly it had no rust because it was a US car.”

The plan was to put the SR20DET engine from my S13 in the 300ZX to create a light and slick race car.

He would also reuse a lot of parts from my drift car like: rear suspension arms, Rotora front brake, seats, mirrors, wing, wheels, etc He did the engine swap by himself including building the cage. The engine was mated to the Z32 transmission with a Mazworx adaptor plate. By 2014 the car was ready and it was time to hit the track and some lapping days. The car was already pretty fast right out the gate so in 2015 he decided to run some Time Attack events.

After winning some Track & Time Time Attack events in Quebec, Toupin was ready to see if he could compete with the best Time Attackers in Canada at the Canadian Sport Compact Series.

His first event was Shannonville in 2018 and all day long he was the fastest Unlimited RWD on track but just before the final I broke my shifter so the car was stuck in third gear. He noted, “I was very sad but I knew now than I could run with the best in Time Attack. These guys are fast, they get more track time than me and have a lot more experience than I have. I was down in the dumps but the positives put a smile on my face.”

One of the things anyone following the build of the SR71 would have noticed would be the changes in aerodynamic aids over the years.

With the advent of the Internet there is so much

information online that he researched carbon fiber manufacturing and he taught himself how to do it. All of the the aero you see in the lead photo has been designed and built by Toupin in his small garage. When we asked him about the design of

the aero he noted, “I just went online and just took inspiration from CFD images, there are plenty to view and it is quite easy when you recognize the car, you know that some of them just work.” when asked if the changes worked he said, “Yes it’s a great feeling when upgrades work as expected, like last winter, I made some modifications to my splitter like 7mm lower and 65mm longer and feel more downforce at the front so I had to add more downforce at the rear with the rear wing to balance it. I can balance understeer and oversteer with the aero so it works, I’m very happy with it.”

The Future With the extended off season in Canada compared to some southern States Sylvain plans on making some upgrades to the car over the winter. They include a Garrett G25-660 from Turbo Parts Canada Inc. and equal length turbo manifold from Spectrum Motorsports Solutions. In an effort to maximise the gains he will also be adding a bigger fuel pump, a titanium exhaust, twin disc clutch and larger tires, probably going with 295 front and 315 rear.

He ran a 1.13.2 at TMP in 2021 and is aiming for a 1.12 next year with his future upgrades.

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Sylvain would like to thanks the following for all their support • • • •

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Mchip Performance Trois-Rivières Turbo Parts Canada Black Fox Vitres Teintées Samsonas USA and of course hiw wife Michèle.

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Sylvain tends to make an annual trip to Toronto Motorsport Park for the Canadian Sport Compact Series season finale. “I’d love to come to the CSCS more often.” he said before continuing, “It is over a nine hour trip from my home in Trois-Rivières and without any sponsors to pick up the tab is would be difficult to follow the whole series. But we make this one trip the highlight of our year; head West and see how the car has improved since the previous year.”

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1993 Z32 Nissan 300ZX

The Build List

Engine: - SR20DET engine - CP piston 86.5 mm 8.5/1 - Manley rods - Cometic head gasket - BC valves and springs with double guide shims - Tomei cams 256/260 - Ported ebay intake and 75 mm throttle body Mishimoto radiator and intercooler Greddy oil cooler Garrett GTX2867 gen 2 turbo Turbosmart blowoff valve ATI crank pulley Walbro 255 fuel pump Drivetrain: - Samsonas 6 speed dogbox - ACT clutch and XACT flywheel - Custom aluminum driveshaft - Carbonetic carbon differential - Greddy oversize diff cover Brakes: - Rotora 4 piston front calipers - Hawk rear rotors - Hawk brake pads DTC60 front /DTC30 rear - Chase Bay master cylinder

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Suspension: - GK tech front control arms - Voodoo13 rear control arms - CX Racing coilovers - Swift springs 14kg/mm front and 12kg/mm rear Aero / Body: - Self built Aero - Weight approx 10330kgs (2272 lbs) Interior/Safety: - Self built custom cage - Sparco PRO ADV QRT seat - 6 point harness - Lifeline Zero 360 fire system Electrical: - Apex i Power FC ECU - 850cc injectors

Wheels / Tires: - Hoosier A7, 285-30-18 front/ 295-30-18 rear - Konig Hypergram 18X 10.5 wheels

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Now in our 11th year of publication, MotorWerks Magazine is expanding and more importantly changing its format.

Where we previously assembled the whole magazine and then published it, we are changing to what we are calling a Just In Time (JIT) format.

This format was tested on our new digital publications, Profiles and Miniology. The response we have had since publishing the initial issues have been impressive, everyone has loved being able to see new content in a timely fashion instead of having to wait months for a new issue.

So sign up here to be updated every time new content is published!

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hen you read the many feature articles we publish here in MotorWerks Magazine you get to hear about how the owners of the cars get into motorsport. I met Matt Hanrahan online just before we left to go to Australia to cover the 2018 World Time Attack Championship.

At that time Matt was busy working on a Mk2 Escort Zakspeed replica. As tends to be the case with many builds the car was not complete in time for our visit to Sandy Bowman’s AUS4WD shop in suburban Melbourne. It was no big deal, I know how these builds go, especially when you think you are getting to the end of it. The small detail jobs are the ones that take the time and Hanrahan’s Escort was no different.

So, on the way back from Harrop Engineering’s Ultimate Street Car Invitational we arranged to drop into Bowman’s Kilsyth, VIC shop and meet up with Hanrahan himself. After all the introductions were made we set the iPhone recording and asked Matt what had brought him to this point and asked why an Escort? He smiled as he said, “When I was 18 my girlfriend’s brother (Later to be my Brother in Law) had a Datsun 1600 rally car and he had a mate with an Escort RS2000.

When I saw it I fell in love with it and when I was 22 I bought my first car, a 1980 MK2 Escort RS2000.

This started my passion for working on and modifying cars. I have had a total of seven Escorts throughout my life but had never done any track racing. As what happens to many of us aspiring racers I got married and I started a family so the car was sold and it wasn’t until about 12 years later 70

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when I turned 40 and decided to get back into cars and build my dream car and go all out on it.”

By then the Melbourne, VIC native had joined the requisite car club (The Rallye Sport Owners Club of Victoria) and had made many friends through the shared passion for small Fords so when he decided to build a car he contacted one of them and made a deal to buy a “rust free” shell that would suit his needs and build requirements. It was only a bog stock Mk2 Escort that came from the factory with a 1600 Kent motor but someone had already upgraded it to a two-litre Pinto at some stage. It had a big dent in the passenger B pillar and door but it wasn’t too bad and did not put Hanrahan off purchasing the car. Everything about the car was stock including the driveline and running gear and that suited Matt as he planned on replacing pretty well everything anyway, it was a great canvas to start on.

The initial plan was for the Escort to become a Zakspeed clone, within reason. “While I would love to have built an exact replica”, he said. “We all know that would get quite expensive as anything Zakspeed is pretty trick with a lot of exotic parts.”

His livery of choice was the Castrol red and green over black similar to what famed German racer Hans Heyer used during part of the 1975 Deutsche Rennsport Meisterschaft (DRM) 2 liter championship.

Originally the car would have been run with an 1840cc BDA in Group 2 trim but Hanrahan located a mildly tweaked 2000cc Pinto on twin Webers to sit between the frame tails. Heading rearwards things have taken a bit of Aussie flavor with a W58 Toyota Supra gearbox. With Australia being so close to Japan there is plenty of stout parts around that are just shouting out to be used in

race cars. The Supra box is one of them and it has performed admirably. A one piece propshaft takes the power to the back axle that is fitted to another Japanese piece, a shortened Toyota Hilux diff with a Kazz LSD. As you can see from the photo above the car looks outstanding in the Castrol colors. The Zakspeed Group 2 arches and chin spoiler with be joined at a later date by a rear wing from an Aussie Supercar to complete that Seventies era look.

I mentioned above that Matt had used parts available in Australia instead of those you would normally see on a car built in Europe. Over many discussions online with Antipodean friends of mine I found out that the cost of shipping and import duties sometimes forces ‘down under’ racers to look around and substitute parts that they can source locally.

The brakes were another place wher that was true with Hanrahan using 305mm rotors on the front with Brembo EVO 7 calipers, the rears being 297mm with Nissan R33 calipers.

Matt’s plans are to keep doing the Sprint Days series and in the future he would love to compete in a Targa Style Event as there are many of these running in Australia including the famous Targa Tasmania.

As with any racer or race car build there are always things that happen that stick in your memory. Matt related a couple of them to us recently, “Not long after the car was built and after the 1st track day I was jacking it up to change the oil when it slipped off the jack and crashed down and the jack pad snapped the edge of the engine block off which necessitated the engine to be removed and the block to be fixed. While it was very disapointing it happened I was just thankful I wasn’t under it at the time it came down, that could have been real nasty.”

His second memory involves an event at one of Australia’s most scenic race tracks. “I was doing a Sprint Day at Phillip Island Racing Circuit when I lost it on turn 2 doing around 130kpm All Action, All The Time from MotorWerks Magazine

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(Tyres had overheated and lost grip after 15 laps) and started spinning down the centre of the track with all the cars around me ducking and diving to avoid me. I pushed in the clutch and ended up facing the right way still on the track so put it in 2nd and just putted around the track shaking from the adrenaline and just drove it straight up on the trailer. Sometimes you really have to be lucky rather than good, but I was done for that day!”

I couldn’t write this without thanking Sandy Bowman and his business AUS4WD who pretty much built the entire car including the roll cage, bodywork and paint and panel. His amazing work allowed me to have the car of dreams and his patience for putting up with all my many changes and wish list demands and constant drop ins too!

I have been lucky enough to have many other mates drop in to give me a hand throughout the build and it is very humbling to have so many great mates help you out.

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The Build List 1978 Ford Escort Mk2 Group 2 Zakspeed Replica Engine: - 2000cc Ford Pinto - Extensively ported head - Forged rods - Tony law 3 piece headers - 2.25 mandrel bent exhaust system - 18” Auspac muffler Drivetrain: - W58 Toyota Supra 5 speed gearbox - Twin plate 184mm clutch with lightened flywheel - Custom on piece driveshaft - Shortened Toyota Hilux differential - Kaaz LSD 4.3 :1 ratio Brakes: -Brembo EVO 7 4 piston front calipers - 305mm vented front rotors - Nissan R33 rear calipers - 297mm rear vented rotors - Wilwood brake bias pedal box, hydraulic handbrake, proportioning valve Suspension: - Gaz Gold coilovers, 275# 2.5” springs - Eccentric top mounts with sperical bearings - Bilstein rear shocks with reset leaf springs - Alloy anti dive bar - Superpro bushes - Insitu 22mm adjustable sway bar - Speedflow braided lines and fittings

Fuel System - Aeromotive 40 liter internally baffled alloy fuel tank - 4-6 psi electric fuel pump Cooling System - PWR race radiator 12” Spal Thermo Fan Aero / Body: - Zakspeed Group 2 arches and spoiler - Painted in Castrol colors as run by Hans Heyer - Rear wing coming Interior/Safety: - 6 point Aus 4WD cage with side bars and strut bars - Cobra racing seats - OMP steering wheel Electrical: - Rewired with Ez Wire 21 circuit loom - Stack ST8100 dash - Cartek Electronics GT solid state battery kill - Custom Switch Panel with Billet Automotive Buttons - Electronic distributor - Corsa C EPAS power steering motor Wheels / Tires: - Toyo R888r, 235 all round - Braid Classic Series 15 X 9 front wheels, 15 x 10 rear wheels

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Top left: The OMP wheel with the Stack dash mounted behind it Top right: The Aeromotive aluminum fuel tank Right: Notice the custom mounted built switch panel facing the driver.

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s c i m a n y d ero

A

e u l a V e c a F at

Words by Ian Rae and Andrew Brilliant, Images by Ian Rae and AMB Aero 78

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For those of you familiar with Time Attack, the image that immediately comes to mind is wildly modified cars from the likes of Under Suzuki’s Nissan S15, Cole Powelson’s Nissan GT-R and the Nemo Lancer Evolution. These bewinged monsters of Time Attack have become the Hero cars of the sport and their performances on track have made mainstream motorsport fans sit up and take notice.

When it comes to the aero development of these cars there tends to be only one name mentioned: California native Andrew Brilliant. A trained engineer, Brilliant made his living working with race teams running in the International Motor Sports Association and IndyCar series. Little did he know that an unfortunate fire that burnt the team’s race car to the ground would change his life in a way he never thought possible.

While many in the sport might expect to lose their job after such a devastating loss to the race team, Brilliant was lucky. In an effort to keep the prime team members together the LG Motorsports offered to put them on a sabbatical until they could regroup and come back with a new race car. Feeling adventurous, Brilliant then in his late twenties decided to visit his sister who was living in Japan. While there he decided to check out Japan top touring car series, the Super GT series that consisted of GT300 and GT500 classes.

The series has such a high profile that former F1 drivers Jensen Button, Ralf Schumacher, and Pedro de la Rosa, all used it as a steppingstone on their way to the F1 circuit. What really excited Brilliant was the aero on the Japanese cars. “It seemed 80

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to me that Super GT really had the most advanced aero of all the GT classes running World-wide and that turned my crank for sure.”

It was there that Brilliant met Yoshi Suzuka who would go on to become his partner in AMB Aero that Andrew saw Super GT was miles head, FIA GT seemed like child’s play. Suzuka was the aerodynamic genius behind the Nissan prototype cars that were so successful all over the World during the 90s.

Over the last 40 years his designs have been part of numerous victories and championships in various sports car, GT, and formula series. In addition to his success in motorsport, Yoshi headed up the advanced aerodynamics program for the Nissan R35 GTR production car. Meeting Suzuka was the Eureka moment for Brilliant who saw aerodynamics and his love of CFD as a new career choice and Suzuka was the perfect person to partner with, they then embarked on a joint project to change how Nissan carried out their aero testing.

Having been involved with Time Attack when he lived in California with a Mitsubishi Eclipse Andrew could see that it was a particular motorsport genre that would benefit from some dedicated aerodynamic involvement and AMB Aero was born. ”It was like motorsport with the blinders off, trying anything you could dream of and see if it works!” he continued to live in Japan (and got married) as it was in fact the cradle of Time Attack genre and there is a huge interest there in advancing the frontiers of the sport and everyone is wanted to be number one especially if they could set a new record at the famed Tsukuba track. Personally, Andrew hoped it might be an easier way for him to get involved in F1 through Honda. As it turned out, just

as he got the experience and the contacts, Honda decided it was time for one of their occasional withdrawals from the top of the sport. The F1 reemerged a couple of years later when McLaren International offered him a spot on the team.

Unfortunately, they would not provide any assistance in getting a work visa, and after much pain when he relocated to Japan, Andrew did not want to go through it again and decided to forego the offer.

One thing that Brilliant made one of AMB Aero’s core values is that you don’t need to have a Formula 1 level budget to benefit from aerodynamic design and components. Brilliant explained, “We wanted to give grass roots level racers enough information to build aero that would work for them. Previously they built carbon aero components that did not work, and it was a huge waste of money. Our entry level package uses our ‘Best Practices’ model where we use our huge knowledge bank of 15,000+ CFD tests to suggest what route the team should take to develop and build components what will give them a proven aero package. With the cost of building the carbon components being the most expensive part of the process, having a proper idea to work from makes sense and saves money in the long run.”

When asked what is the best bang for the buck on a race car, updating the power, the suspension or develop an aerodynamic package.

Andrew noted, “You have to understand all three.

Just look at the World Time Attack Challenge back in 2009/10 and compare it to times run in 2018.

The lap times dropped almost 10 seconds during that time and the only major advancements were in the aero department. When you compare the

engine costs required to drop a couple of seconds a lap, they are huge compared to the cost for aero components to do the same. Aero is very cost effective in the big scheme of things and when you integrate in suspension and engine upgrades the benefits can be huge.”

That brings us to an interesting project that is underway as we head into 2022. AMB Aero received a request to get involved with an Alfa Romeo 4C project that the customer wanted to be cutting edge

and send shock waves through the North American Time Attack community. We can’t say too much about it but those interested need to keep their eyes on Mike Kojima’s MotoIQ website where there will be a series of articles about the design process and build of the Alfa.

If we go back to the comment about not needing a Formula 1 style budget for aerodynamics that is true and it is not just Brilliant and Suzuka that say that. There are many people out there who are willing to give their input on aero. Now do they all know what they are talking about. That is the big question! Look at the car they have worked on and see how successful they are. Just because they win may not be purely because of the aero package.

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Nathan Morcam’s EVO 9

An Open class car in the World Time Attack Challenge Nathan’s EVO 9 has a substantial amount of aero fitted.

• Front splitter with end plates • Hood/bonnet with central EVO vent and lovres located each side of it.

• Wide front fender/wings/guards with cutout A panel and rocker panel venting. On the top surface louvres and large canards • Dual element rear wing • Trunk/Boot wing • Cutout rear bumper with no diffuser

Andrew’s Comments

This is an interesting car because the previous owner didnt even let us do a full Pro Racer design (not even Plus) so we designed something that would fit in between Racer and Pro Racer. We only got to CFD design the splitter and the rest we used our ‘Best Practices’ data as described in 82

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our Racer package. You can see for the 2018 photo above there is no diffuser fitted. Yet the car won the Open Class at the WTAC once and placed in the top 3 the other times, all with what essentially is an AMB 2012 era tech splitter.

when looking at what is making a winning car successful. It may make more way more power than the opposition and that makes the difference, or it may just be handling better. Talk to the driver and ask him about how it worked before after the aero changes. When a change in aero is made, does the car respond and is it in a positive way?

What does Andrew see as the hierarchy as far as developing a race car. “As far as time attack goes, I see aero being the number one influence on a car’s performance, followed by power to weight ratio.

Next up is the tire size and compound followed by the driver. You may not agree with that but that is what we have learned during our time working with race teams all over the World. A common misconception is that aero does not matter until you hit a magic mph number. If that were the case, why would unlimited autocross

cars have the crazy aero that they have. We see racers that have one of our Racer packages drop 3-5 seconds off a lap time that would be in the 1:30 zone. That is pretty impressive considering most racers would be happy to take off 3-5 tenths.”

A Racer design package takes around a

A typical entry level RACER design package week to complete and the customer receives 5 support hours in addition to all the design guidance previously noted in the last paragraph. Previous successful projects using the Racer package are the FXMD Acura NSX, the Evolution Custom Industries

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Porsche 944 and the Motive S14 seen below.

In last month’s issue of MotorWerks Magazine we talked to Sylvain Toupin who told us about the aero development on his Nissan 300ZX. He mentioned he did lots of Internet surfing, reading, and reviewing all sorts of CFD (Computational Fluid Dynamic) images. When questioned about that approach Andrew said, “Well, it sure is better than having no data at all.

Our CFD images that he found would relate to a specific car that has been scanned into our supercomputer, so the results are based on that particular car and are not generic as such. Generic aero suffers greatly even with our advice package that’s from the mouths of the people having done 15,000 CFD tests in time attack, we still make two or three times more downforce in the aero design for the Alfa4c. That means certain aspects of the aero package may not have worked on Sylvain’s car at all, but on the other hand if the car was more similar, it could still make a huge difference compared to nothing at all. Sylvain noted he could feel the changes in the car with the additional aero components but there is probably more to be gained. It was good that he put some work into the design before all that hard work he did fabricating the carbon parts.”

He went on, “As noted our entry level Racer package uses a ‘Best Practices’ model where the car is not scanned and the resultant time to convert the data to a point where CFD can be generated is time consuming and labor intensive is not required.

So how do we come up with the Racer design?

I visit the customers shop to inspect the car and discuss the customer’s needs. I talk to the team to get a feeling on how they understand aero, and we discuss their thoughts on how they are going to turn the design into reality. Who is going to fabricate the 84

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Andrew’s winning Eclipse design

parts and how strong they must be as well as how to mount them is included in that discussion? We also discuss the changes that might be required to the cooling system to work with the new aero and possibly a more powerful engine.”

Having collected all that data Andrew heads back to Japan and the AMB team sets to and finalizes the design. Andrew lays out what is required, and Kumar Satish turns that into the CAD drawing that are required for the customer.

Now the advantage we have after scanning a car is that we have invested heavily in technology and have a supercomputer called Nimrod that can handle F1 style calculations (and at times does).

That means we can run multiple scenarios through the computer in the time others take to run one option.”

“It is because of that huge data bank where we have run all sorts of options that our entry level package works. We know what works on all the cars we have scanned. If the car we are working on has not been scanned, we look at one that is similar and that allows us to make informed decisions as to what is required aero-wise. Is it the ultimate solution? Probably not but way better than working from a clean sheet of paper.”

Andrew got his start in motorsport when he

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was studying engineering in California, his choice surprisingly was land speed events on the salt flats and dry lake beds and that is where his love of CFD began. “I loved seeing how the air travelled over the car,” he said. “The dust patterns on the cars showed exactly how the air moved, video and photos showed the salt billowing behind the car and that gave me the ability to view air movement from the nose of the car right through to thirty feet behind it.

Although not originally trained as an aerodynamicist Andrew’s analytical engineering brain allowed him to understand that you must look at the whole picture when looking at an aero design.

“The air does not just flow over the car,” Brilliant stated, “It flows through the car, it has to be able to maintain cooling on a race engine and transmission.

Imagine building an aero package that is second to none but only being able to run three laps before the engine overheats. That is no use to anyone and could get expensive. There are many things that have to be considered as a whole and only then can a truly successful race car be built.”

Looking back, Brilliant attributes much of his success to his enquiring mind but more than that the fact that he was very hands on himself. Back in the days of the Mitsubishi Eclipse there was a lot of trial and error. He did not have the massive data bank he has now. The CFD he used in the Eclipse days was severely limited by the computer power he had available.

Andrew’s Eclipse was not a quick build, it took him and his friends thirteen years from start to finish as they tweaked and developed the car.

Talk about a labor of love! It went through many iterations along the way, some worked, others didn’t. It was a bit of a mad professor 86

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time for Brilliant as he sought ideas to make the car faster and more competitive.

And competitive it was, it took 2009 & 2010 Super Lap Battle Limited FF wins as well as setting M-FWD/Limited FF records at Buttonwillow Raceway, S-FWD Spring Mountain Motorsports Park, S-FWD Willow Springs International Raceway. The car now resides back in the US bought by a passionate owner and hoping to race again in Super Lap Battle, this time with 4wd.

So how does one go about choosing somebody to design an aero package for you?

First of all, look at your sanctioning bodies class rules. Make notes of what is and isn’t allowed.

Your designer will need this information to maximize the design within the rules. What capabilities do you have to get the components built in carbon fiber?

There is no point having a super trick aero design if you cannot get it built. Do you envisage staying in the current class or stepping up to a more aero dependent class in the future? This would allow for the designer to come up with components where add-ons would work rather than totally throwing away a front splitter for instance.

The huge thing is communication, relay what you are expecting from the package and then both parties know where they stand.

In the next issue we will be ‘Gone With The Wind!’

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LATESTNews GRIDLIFE debuts a new festival at LRP

Jan 26th

of bringing a legendary group of 80s-90s-00s racing vehicles together for this inaugural event.”

Chris Stewart GRIDIFE Founder and Experience Director

GRIDLIFE hosted the “State of the Grid” press conference on Friday of the 2021 PRI Show where they revealed their 2022 Competition Calendar, and announced their plans for a new festival expansion to the Northeast called “Circuit Legends” to be hosted at Lime Rock Park, scheduled for August 1920 at the celebrated circuit in Connecticut.

Circuit Legends is a new festival concept for GRIDLIFE, who are known for their Music and Motorsports Festivals with late night concerts. The Circuit Legends concept will be a unique festival experience, in that it won’t feature musical acts, but instead celebrates motorsports culture of the Mid 80s through Mid 00s by featuring vehicles that represent “The Golden Age of touring car racing”.

The goal being to resurrect all the vehicular heroes from around the world and set them loose in the hills of Lime Rock in a celebration of touring car racing.

“We see the Circuit Legends concept as ‘the concourse for us’. It’s a car culture and motorsports showcase designed for the younger generation that was brought up on Speedvision, BTCC, DTM, JTCC, etc. Rather than musical talent we are going to look to the automotive heroes as our headliners in hopes 88

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The Circuit Legends Festival is a collaboration between the GRIDLIFE and Lime Rock Park, who are producing the new event as partners. GRIDLIFE believes that combining their fresh approach to grassroots racing with the history of a legendary track like Lime Rock will result in a stand-out motorsports event that will return to the park year after year.

“We’ve been working to deliver the best experience that we can possibly create for our guests, and debuting Circuit Legends at Lime Rock Park is a truly exciting addition to our 2022 schedule. Launching Circuit Legends reflects our ambition to introduce Lime Rock Park to a new audience so opening this new chapter with GRIDLIFE is a great way to do that. The track has several long held traditions and events, and we are eager for our fans to experience this new addition to our schedule in August.”

Dicky Riegel Lime Rock Park President and CEO At Circuit Legends at Lime Rock, fans will be able to see their vehicular heroes up close and at speed.

On track, GRIDLIFE will bring its HPDE, TrackBattle Time Attack, the exciting wheel to wheel GRIDLIFE Touring Cup (GLTC), and a special “Legends session” where the legacy touring cars will be on track at speed in a shootout style showcase.

Callum Newsham Heads to TCR UK

2022 will see Callum Newsham and Norscott Coffee & Vending move from the UK MINI Challenge after four years into the TCR UK series with Power Maxed Racing in a Seat Leon. The twenty-two year old Scot, son of ex BTCC racer Dave Newsham tested for the team at Donington in November, 2021 and said “I really can’t wait for the 2022 series to start.”

Supported by the family run Norscott Coffee & Vending concern based in Inverness as well as Liqui Moly UK, Callum has put together an amirable list of marketing partners to support his first TCR program, one of whom; Cobra Exhausts UK has put together a special deal for Newsham fans. If they order a performance exhaust system for their car using the code: callumnewsham and they will recieve 10% off their order.

TORONTO, ON // JANUARY 21, 2022 • The organizers of the Motorama Custom Car & Motorsports Expo Presented by eBay Motors are very happy to announce that the dates for the upcoming show have been pushed back seven full weeks. The show will now take place April 29, 30 & May 1, 2022, at The International Centre.

On Wednesday, Ontario health officials reported that the peak of the current Omicron wave has likely passed. In response to that, the province’s leaders announced that Ontario will soon begin the process

of reopening.

“We’ve been working with our partners at The International Centre, and we think we’ve settled on an ideal situation,” said Motorama’s David Weber. “Through the cooperation of the venue and their suppliers, we’ve come up with a one-time plan to reschedule Motorama to a late April date.

We thank them for their efforts, and we’re excited to be hosting Motorama April 29 to May 1. We’ll return to our traditional March date, in 2023.”

The date change transpired very quickly but the show’s organizers were able to poll several car owners, exhibitors and sponsors about the new date. All of those contacted were in support of the change and feel it will result in more vehicles, exhibitors and attendees participating.

“We’ve done a lot of work preparing for Motorama 2022, but some car owners and partners have been understandably concerned about preparing for an event of this nature while the province is in lockdown,” continued Weber. “We are relieved and happy to have some extra time so that people feel more comfortable about coming together to celebrate amazing cars and Canadian motorsports.

Our team is very excited about the news. It’s 98 days until we open, and we’re all revved up to produce the best show ever. People miss Motorama and we’re going to give them a great comeback show!”

Another positive side-effect of the date change is the fact that car owners – especially racers – will have additional time to have their vehicles in perfect condition and ready to display at the show. Many Ontario racetracks and series will start their seasons within a few weeks of Motorama.

There’s still some space available, so if you are interested in being part of Motorama you should email the show at info@MotoramaShow.com or call (416) 962-7223. Car owners and clubs are encouraged to submit vehicle application registrations at MotoramaShow.com.

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Words by Enrique McLeggon, Images by Nathan Vestal, NVUS Images, Rob Wilkinson, Syndicate Race Photos, Matan Roseberg.

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atan Rosenberg is a very skilled race car driver. You might be surprised by his age and the length of time he has been behind the wheel but he has a skill not bound by age.

Matan’s racing career started off in a bit of an interesting way. His father competed in autocross during his teenage years and had always been into cars. Like many once he had young kids, he no longer had time for cars and went on to find an activity that his kids could also participate in, dirt

After a few years, he was also working his way towards NASA’s Teen Miata Challenge and had purchased another Miata and started building it out to Spec regulations. He was just about ready to go to competition school with NASA when his Spec Miata lost a motor and his plans got messed up. Instead, he started instructing with AutoInterests and started competing in GLTC. While competing in GLTC, he also started instructing with Gridlife, starting off with the Black Hawk Farms event.

bikes. Matan was four years old when he started riding and later got into racing dirt bikes, but was never comfortable enough on two wheels to be what he considered fully competitive.

At the age of thirteen he came up with the idea of buying a Miata as a project and by fourteen he found a slightly track-prepped NA Miata, had messaged the owner, and after some negotiations bought it. He then contacted a few HPDE organizations and found one called AutoInterests, who would gave Matan the opportunity to drive on track. After getting their approval, Matan continued to drive with them for a few years, progressing through their various levels, eventually getting to the advanced group. His older siblings had also got into HPDE, and even his dad was back at the track once again, now with a track-prepped Corvette.

“I formed a plan to swap my Miata and go race GLTC. I had a few good connections from AutoInterests like Ed Cz who is a chief instructor at both AutoInterests and Gridlife. So, I got connected to Gridlife through that.”

Matan is currently 17 years old, making him one of the youngest drivers to ever compete in a Gridlife event. He works for his family’s scrapyard and is the fourth generation of his family to work there. His interest in anything that has an engine began at that scrap yard and it all grew from there. In order to have enough time to race and work he chose to take college classes since his freshman year of high school via a dual enrollment program.

Rosenberg’s first race with Gridlife was interesting to say the least. He debuted at

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Blackhawk Farms, seven hours away from his home and without the usual support of his family and track friends. He was a bit nervous instructing HPDE and learning a track that he’d never driven, or even watched a video on, with a car that only had one weekend of testing prior to the event. After watching a few car videos Friday evening when he got to the track, he decided to go out and learn the track, race, and have fun.

The first actual race of that weekend went well until Matan had a small off track excursion that ripped his belly pan and air dam off, and then with his very untested car not being properly ducted which caused the motor began to overheat. He battled heating issues the entire weekend as his car kept going into limp mode. Matan then decided to add hood vents and ducting to fix the problem before the next event.

His biggest challenge as a driver was getting started.

Being fourteen, emailing organizations who rent tracks and run HPDE events was a bit of a feat for him. He got denied a few times by numerous organizations and had to keep looking for one to at least give him a shot at competing. AutoInterests was generous enough to do so and for that he couldn’t thank them enough.

He stated, “Driving came to me fairly naturally. I’ve seemed to have a natural sense for a car sliding and what it’s doing under me. It took me a couple years to start driving more aggressively with more pace and I still have a long way to go. I think my biggest ongoing struggle is that I’m impatient…”. Slow progress makes him feel like he’s plateaued and it frustrates him at times, but the love for the sport continues to drive him.

So why a Miata? Matan chose a Miata as his first race car because he learned they were fairly

‘Simply The Best’

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forums on the Internet. He just learned as he went along as the Miata is a great starter car and can be easily modified.

His plans for the off-season were to do some aesthetic work, straightening and reinforcing the chassis etc, installing the MK60 ABS system and an OS Giken differential. He decided to focus on GLTC during the 2022 season and try to attend as many events as possible and try his best to finish within the top fifteen of the championship.

He knows it will be difficult but believes that it is possible if everything goes to plan. His main focus will be on GLTC and honing his skills as a driver after a season of testing. He will continue to instruct at and be a part of AutoInterests events as he enjoys them so much.

common, relatively cheap, and good chassis for a track car. He’s also gotten the opportunity to drive a lot of cars as an instructor, so he’d experienced a bunch of different cars…anything from a Corvette C8 on slicks to a Spec Fit. The Miata just made sense to him, even at his young age.

In terms of the car’s weaknesses, the Miata hubs are known to be problematic but Matan was fortunate enough to acquire a sponsorship from BroFab who retrofits them with a better hub. Matan also broke the sway bar mounts and replaced them with a set from V8 Roadsters and went on to weld braces onto the diff mounts to help it from breaking under the increased torque from the GM Ecotec engine that was installed in 2021. The front lower control arm mounts were also reinforced by a part made by Mazda. When asked why he went with an Ecotec Matin replied, “It was a cost effective swap that would make enough power for GLTC and had good torque, I could get one fairly easily and it just made sense.”

He’s learned the hard way with most of the improvements he’s made, but fixing the issues was easy thanks to the many well documented Miata 94

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The Build List Mazda Miata Engine: - 2017 GMC 2.4 liter Ecotec - Ecotec Miata swap kit - Custom stainless exhaust - Custom intake piping 190 whp / 190 wtq Drivetrain: - Miata 5 speed gearbox by JO Racing - OS Giken LSD - BroFab Miata hubs Cooling: - Ron Davis radiator Brakes: -StopTech ST 42 front calipers - Hawk 2-piece front rotors - OEM rear calipers - Sport Miata rear rotors

- Mk60 ABS system - Hawk ER-1 pads Suspension: - Ohlins coilovers - Spec Miata sway bars Body/Aero: - Nine Lives Racing wing - Custom air dam and splitter mounts Interior/Safety - Ultrashield aluminum seats - Lifeline harnesses - Digital Dash - IRP short shifter - Custom made chassis harness - Firefox 20# fire suppression system - Custom cage by Hutter Racing Wheels/Tires - Konig Freedom 15 x 9.5 - 225-15 Falcon 660

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‘A Honda Man at heart, Gizfab’s Eden Young develops a Nissan Micra for Time Attack’

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31 year-old company director Eden Young certainly is one to buck the trend. Not one to follow the pack and run a Honda, EVO or WRX Eden decided to go with a Nissan Micra as his Time Attack weapon of choice. The Micra is a car commonly used by greasy takeaways, such as Pizza, Kebab, Chinese fast-food restaurants as

has been my sole source of income since we established the business back in August 2016 so it just made sense to build a Micra at some stage.”

He went on, “My project car at the time was a 1988 Honda Civic Shuttle RT-4WD. I had swapped in a SOHC D16Z6 Engine with a Jackson Racing

a delivery vehicle. When the public ask about the car, I always joke that once I finish the day at the track I would have to rush back home to get back to delivering, it definitely gets a lot of relatable laughs.

Young started his motorsport career in short

Supercharger and I was looking to find someone to install a couple of Laminova cores to introduce charge cooling into the setup. I couldn’t find anyone in the UK that would touch it and the only place in the world who did the conversion had stopped doing

oval track racing using a Vauxhall Nova, before moving onto circuits in the form of trackdays. He explained, “In 2021 I decided I wanted to finally do some form of circuit motorsport. I had been following Time Attack for some years and I liked the concept, and there definitely should be a lot less banging and barging compared to on the short ovals. That would mean less car damage and the resultant work between events.” So that brings us to the Million Dollar Question; why a Nissan Micra?

Eden replied, “The answer to why a Micra is an

it. So, I took out a credit card behind the wife’s back, bought a cheap little TIG Welder and set about learning to weld in secret in my garage. I slowly started to get better and got to a point I found some of my work presentable enough to show the world on my Facebook page. People started asking for jobs and it just spiralled from there. I was working my usual 9-5 job and then doing another 4-5 hours a night in the garage making stuff for friends. It got to a point where I quit my full-time job to pursue my passion for automotive fabrication.”

odd one - as I’m a Honda Man at heart, always have been. However, producing parts for the Micra

Eden started to work with a local guy producing parts for the Micra and before long he

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decided to pick up the pace and start producing more and more parts and five years later GizFab is the place to source Micra parts. Eden added, “I started to grow quite fond of the K11 motor and when Covid hit us, I had a saving accounts I had put aside for a Rainy Day / Holiday and I decided to use those savings to build the shop a “Demo Car” that featured our entire catalogue of parts, but also it was a way to prove to the community that our newly developed budget supercharger kit packed a punch.”

And he was not kidding when he said the self-developed supercharger kit packed a punch!

Attached to a CG13DE 1300cc, DOHC motor that produced 75hp in OEM trim the GizFab blower 104

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recorded 123 bhp and 123 ftlbs pf torque once the dyno development was completed. And all this was done on a stock ECU with raising rate fuel pressure adjustability. The exhaust system was nothing exotic either! It consisted of a GizFab 4-2-1 exhaust manifold and sports exhaust system. Those numbers were pretty impressive for what is basically a home brewed system.

As 2022 came into view Eden was looking to step up his program, especially as it looked as if motorsport was going to open up more after Covid.

He got good news from Haltech UK who came on board with the electronics required for his ambitious new program. The 1300cc motor was gone and in its

place was a 1600cc QC16 motor with a Eaton M62 supercharger sourced from a Merceded SLK. While that sounds impressive, Young had even bigger plans and had sketched a compound system that would add a Garrett GBC22-350 turbocharger into the mix. With that setup the young Englishman has a target of 300hp when fully sorted.

You can see that even a lower powered car like Eden’s run with aerodynamic aids. We talked about that and Eden told us, “We developed the aero with zero testing. Our design was inspired by what other teams & drivers had developed and with such a small budget available at the time.

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instead relying on plywood and UPVC Plastics.” He continued, “I was 100% responsible, I designed and built all the aero inhouse at GizFab, I did have some parts of the car 3D laser scanned, but time was of the essence to complete the build and we still have not found time to make use of the CAD data.”

When asked if he was happy with how his aero package had turned out he noted smiling, “Considering the time and budget constraints, yes.

I have only driven the car with the aero from day one and was unable to feel the benefits of the aero as I had not driven the car without. However mid-season I removed the rear wing trying to find the 0.2 seconds I needed to achieve a sub 1-minute lap around the Brands Hatch circuit. With the wing remove the rear felt very unstable and unpredictable. I’m sure with more seat time I could have driven the car faster without the rear wing.

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The Build List 1995 Nissan Micra (in 2022) Engine: - QG16 (DOHC, Stock Power 118 hp) - Forged conrods - Suzuki Vitara 76mm Cast Pistons - Eaton M62 Supercharger (from Mercedes SLK) - Garrett GBC22-350 turbocharger - Power target 300bhp running in compound setup - 3” turbo back exhaust

Cooling System - Double thickness EG Civic radiator - Davies Craig Electronic Water Pump

Drivetrain: - QG18DE Transmission - With Nissan SR20 Gearset and Final Drive - M-Factory ATB LSD

Interior/Safety: - 6 point cage by Caged Laser - Turn 1 HANS Harness - STR Seat

Brakes: -Nissan Pulsar GTiR 254mm brakes - M-TEC C Hook discs - Porterfield Race Pads

Electrical: - Haltech Elite 1500 ECU - Haltech IC-7 Dash - Haltech Boost and Wideband Controllers

Suspension: - GizFab Race Spec coilovers - Whiteline Front and rear anti-roll bars

Wheels / Tires: - Rota RKR 15x8 ET10 wheels - Nanking AR-1 225/45-15 tires

without it. The front splitter and air-dam however, I was unable to feel any measureable difference with or without it so the plan is to develop the aero further throughout the 2022 season.”

Eden made a point of noting that he could not run this program without the help of Giz-Motorsport – Engine Building & ECU Tuning

Aero / Body: - GizFab wide body - GizFab front splitter and air dam - GizFab chassis mounted rear wing

the commentator for Time Attack UK, So we do get some favorable coverage on the commentary and live feed.

Haltech – On board for 2022, Haltech have provided us with their latest products to ensure we have a competitive edge for the 2022 season.

ICB Design and Engineering – Supplies laser cut profiles & Components that help build the car.

Thunderwood Racing – Social Media (Alexy also is All Action, All The Time from MotorWerks Magazine

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olton Wade is a 32 year-old business owner from Columbus, Ohio. Since his very first memories, he can always remember being inexplicably drawn to cars. “If I think back as hard as I can,” he said, “I think my very first memory is sitting in the driver’s seat of my father’s 1969 Corvette Stingray 427. I remember the romantic fascination I had with that car, which sparked that same kind of attraction to the car scene as I grew older. That car is the first car that I remember triggering the kind of emotions that only a love of cars can, and I still feel that way to this day. Of course this translated into a deep love for all things motorsports, specifically NASCAR and F1, but I never thought the opportunity to drive a racecar in a competitive wheel-towheel environment would present itself.” In fact he didn’t even realize that “track days” and club racing were a thing until he met some folks around the paddock while trying his hand at autocross back in 2010 or 2011. Even then, he never thought he would be fortunate enough to enter that arena. But as a dreamer, what kid doesn’t dream of one day building and driving a racecar?

So, he decided to plan on putting some savings away several years ago for his ‘special project’ and was able to buy “Lydia”, who started it’s life as a bone-stock e46 M3 with a SMG transmission. He had no real plans other than to build a track-focused car as he had the money to buy the parts in his ‘race fund’ and had the time to do the work. To keep everyone informed he started an Instagram page to archive the project. “I had no real idea what I was getting myself into…” he stated with a laugh.

Words by Ian Rae, Images by NVUS Images, Colton Wade, All Action, All The Time from MotorWerks Magazine

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• The car started as an unmodified 2005 e46 M3, SMG transmission with the peppy Competition Package from BMW. Colton explained the car’s history, “I can’t speak to the life the car had lived before the previous owner, but I can tell you that it had been neglected and needed more than just basic maintenance when I purchased it. But all in all it was simply an unmolested e46 M3, the perfect base for my project.”

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Wade elaborated, “We’ve spent the last two years building and developing the car specific to Gridlife’s Touring Cup series (GLTC), and we

continue to do so even through the first few months of our 2022 season. Although it is fairly easy to spec the car for several

NASA, SCCA, AER, WRL series, I have come to enjoy the GLTC series so much that I’ve decided to focus all of our team’s energy into developing the car for GLTC in order to make it as competitive as possible. There is still a long list of projects to complete to find every advantage within the GLTC ruleset, so please follow our Instagram page @regularguyracing_M3 to watch how we finish the build to GLTC spec this season. Gridlife is also holding an event at Limerock Park this year called “Circuit Legends”, a bit of a tribute to the DTM glory days, where we will be unveiling an awesome new livery that will be a tribute to a few very recognizable cars.”

We always ask about any amusing or interesting anecdotes during the car build. Wade had one for us, when he had purchased the car from its previous owner in 2017. He flew to Charlotte to pick it up with the intention of driving it back home to Columbus, Ohio. The car was in less-than-perfect condition, contrary to the owner’s description of course, so he had his reservations about driving just over 400 miles and making it home. Surprisingly, things seemed to be going well other than some warning lights coming on and off at random. However he did describe the M3 as doing anything other than driving a straight line as he pointed it North on Interstate 77. That is until he got caught in the worst snowstorm of the year when he was less than 30 minutes from making it home. He ended up getting stranded in the snow and spun a rod bearing trying to get unstuck. He had to leave the car and hike up the road two miles to a roadside motel for the night; then finished the remainder of the trip riding shotgun on a rollback making friends with a local towtruck driver…I think his name was Greg? All that being said, what better origin story for my first racecar than it being one giant pain in the a**! After all, things could only get better!

You can see from the photos that Colton decided to take advantage of some aero developments which is something not all GLTC teams do. When asked about the point he decided on adding aero to the M3 he answered, “Wow that is a complex question, one I All Action, All The Time from MotorWerks Magazine

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wouldn’t have been able to answer as a rookie driver before I understood aero. I think the simple answer is when we realized we wanted to get competitive in GLTC. At the time, all I knew was that the fast cars had wings and splitters, and I was going to need them too. Fortunately, my partnership with Fields Auto Works is a huge educational resource for me. Rob Fields, formerly of GOODAero, designed and balanced the current aero package on the car, with the focus on fixing the car’s pushy nature and maximizing stability and speed in more technical parts of the tracks. It is a great axample of the value of finding and developing relationships with the right people.

“Fortunately, the GLTC rules on aero are pretty straight-forward, but maximizing the advantages is better suited for an aerospace engineer like Rob than for a neanderthal driver like myself.

Rob’s previous aerospace engineering resume and his experience from when he was with GOODAero was more than enough convincing for me to rely on him to design and develop the aero for our GLTC car.”

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Colton’s decision to go with a professional Aero package? “Yes, absolutely,” he said. “While we knew exactly what we wanted to put on the car, I was unfortunately plagued by this ugly grassroots epidemic called “a budget”. So luckily a good

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racing friend and quasi-teammate Woody Heimann (currently racing MX5 Cup) was able to lend me his wing for the majority of my rookie GLTC season in 2021. Rob made us a homemade splitter which also cut costs, and that was our aero solution until we had the funds for our more permanent aero setup.

How much input did Wade have in how he wanted the car to look or as he prepared to accept all the aero designers came up with? Smiling once again, Wade commented, “I was much more the focused on the function of our aero kit than I was on the look of it. That being said; I do think the look of our aero is spectacular and only getting better.”

When asked if the designer had set aero packages laid out describing exactly what he was getting for his money, Colton replied. “For the most part, the manufacturers and dealers for our hardware have some very helpful folks to use as resources when shopping aero. Beyond that, our engineer has educated me quite a bit on this subject over the last couple of years. I can’t stress

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enough the value of finding and developing relationships with the right people. Now this aero package is not a wild in your face Time Attack package so our aero team did not think we need to scan the car for this specific application, but that is something the Fields offers and I believe GOODAero does as well.

The great thing was the support we got after the fact, once the components were built and on the car.”

He went on, “ I keep mentioning Rob Fields but he has been amazing, he designed and fabricated our front splitter (and remanufactured on a few occasions, oops), and worked very closely with his former colleagues at GOODAero for the wing and uprights. Additionally, we’ve been running the vented front fenders from DTM Fiberwerkz to properly direct the air from the underhood and have been very happy with the results. I’ve been very satisfied with all of our manufacturers so far. GoodAero, DTM,

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and Rob’s chief fabricator, Sean MacNealy, all turned out quality parts for us. Bravo all around. The updated aero on the car yielded massive results. The data showed significant gains virtually everywhere, in some cases several seconds a lap on bigger tracks. The car was much more planted through mid-corner and corner-exit and showed much higher minimum speeds in cornering data. The aero not only made the car faster, but the more I learned how to use it, the more confidence it gave me when pushing the car and myself to our limits.”

When asked if he had to alter his driving style to take full advantage of the new downforce levels he replied, “Fortunately my high performance driving abilities and racecraft were still in their infancy,

The Build List 2005 BMW e46 M3 Engine: - BMW S54 - Supersprint Race Exhaust Drivetrain: - RWD, 6spd SMG converted to 6spd manual - CAE self-centering shifter Brakes: - APRacing 4-psiton calipers with J hook rotors (front) - OEM “ZCP” Competition calipers and rotors (rear) - PFC 01 compound pads - Tilton pedal box with bias adjuster Suspension: - MCS 2-way adjustable remote damper set with coilover rears - MCS springs and camber plates, - Solid FCA bushings, - Adjustable rear bar Cooling System - Custom radiator - Chase Bays power steering kit - DTM vented hood

Aero / Body: - DTM vented fenders and hood - Fields Auto splitter - GoodAero chassis mounted wing - Livery by Tridico Design - Bimmerworld lexan window panels Interior/Safety: - Sabelt GT Pad containment seat - Sabelt Platinum 6pt harness - Fire bottle with engine bay and cabin nozzles plus inertia trigger, - Cage fabricated and installed by McMahan Autosport in Akron, Ohio Electrical: - Emtron KV8 stand-alone engine management with integrated ABS and Traction Control - AIM MXG 1.2 digital data-logging dash - Racekeeper dual camera video system Wheels/Tires: - Apex ARC8 17x10.5, currently wrapped in - 275 Falken RT660s per the Gridlife 200TW rule changes for 2022

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so I didn’t have a lot of time to develop too many bad habits. I spent two years in HPDE with some second-to-none instructors prior to ever experimenting with aero, so it was really more of a natural progression towards pushing the car harder rather than adjusting a certain driving style. What I found to be more difficult, and still have to practice regularly, is correcting the car when overdriven with aero vs without aero. The limit is higher with aero, but the window for mistakes is smaller.”

Colton wanted to say a few words at the end of this column which I thought was pretty cool, here they are.

“ I always drive with the next generation of grassroots racers in mind. Kids, if you spend all afternoon in your mom’s Camry sitting in the driveway pretending you’re the next Lewis Hamilton or Jamie Chadwick, don’t worry, that just means you were born to be a racing driver. If you’re a parent and your child takes a shine to cars or motorsports, try to open a door for them to explore it. It can be anything from getting them involved around your garage at home to putting them in a kart every once in awhile. Motorsports and cars in general are having a tough go of it in today’s world, it’s up to us to spark excitement in the next generation of enthusiasts if we want to secure motorsports’ future.”

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• • • • •

Team Name: Regular Guy Racing Owner/Driver: Colton Wade Crew Chief/Engineer: Rob Fields Chief Mechanic: Jonathan Lamb Radios/Spotter: Emily Wade

Sponsors & Community Partners • Fields Auto Works, Owner: Rob Fields Racecar manufacturer in Plain City, Ohio, Designers and developers of the Fields Cardinal Coupe and the Scioto Coupe track cars • Fields Engineering, Owner: Rob Fields Trackside support and racecar engineering • Auto Assets • Owner: Chip Vance • Operations: Eddie Collazo • Premium car dealership and track prep shop in Powell, Ohio • Tridico Design • Owner: Ben Tridico • Family-owned vinyl and graphics shop in Columbus, Ohio *Special thanks to all the exceptional men and women at all our partners. You not only make your places of business what they are, but you also help make this grassroots racing team work!*

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