NZPC #260 Preview

HOW TO GO 300MPH WITH AN F1 V10

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10,000RPM MIVEC MIRAGE

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260 ISSUE

$10.99 INCL. GST

AUG. 2018

416803 800821

JOHN HAD SET AN AMBITIOUS-YETSIMPLE GOAL TO RUN A SEVEN-SECOND PASS IN COMPLETE STREET-LEGAL TRIM

16 BEAST

FROM THE EAST

GODZILLA ON ’ROIDS, A NITTO 3.2 PUMP-GAS MONSTER

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32 10,000

STILL IN A DAZE

REASONS

STREET MEAT’S 2K18 GLORY DAZE

HYPO HEAD-SWAPPED MIVEC MIRAGE

GUNNING FOR 300MPH

REG COOK’S 2018 ASSAULT ON BONNEVILLE

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FLOOR-SWAPPED 13B-POWERED FAMILIA WAGON

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004 EDITORIAL 006 ED. TEAM CHATTER 008 NEWS 014 GIG GUIDE 030 SUBSCRIBE AND RECEIVE 046 CONCEPT CAR 064 POWER PLANT 086 INDUSTRY INSIDER – DTM 088 NEW PRODUCTS 090 WEEKEND WARRIOR 092 P’CAR BABE 094 CRUISE MODE 098 DRAG TIMES 100 DAILY DRIVEN 102 LOCAL SPECIALISTS 104 WHAT’S COMING NEXT MONTH

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056 VIVA FOREVER 072 COMPRESSION SESSION 076 DRAG JUNKIE 082 WEEKEND WORKSHOP A COLLECTION OF TOYOTA’S RALLYING GREATS

AIR-COMPRESSOR BUYERS GUIDE

NINE-SECOND TWIN-TURBO SOARER

DIY END-TANK SHAPING

themotorhood.com

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SHINE BRIGHT LIKE A DIAMOND 2018 MITSUBISHI OWNERS DAY

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BEAST FROM THE EAST

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1991 NISSAN SKYLINE GT-R (R32)

WORDS: JADEN MARTIN PHOTOS: ADAM CROY

CHASING FOUR-DIGIT POWER FIGURES AND SINGLE-DIGIT QUARTER-MILES, ALL IN THE NAME OF BECOMING THE ULTIMATE GODZILLA

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Saturday was all about the trains, a new format for the event. We’re told that it’s here to stay, as it promotes hard driving

WORDS: NZPC PHOTOS: MAX SPOONER

REVISED FORMATS, STORMY DAYS, AND DOOR-BANGING DRIFT TRAINS MADE GLORY DAZE 2K18 NOTHING SHORT OF AN EPIC TIME

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f, late it seems that no one in the scene can catch a break when it comes to running events, as, all too often, we are being greeted with a shit storm rolling in for the weekend. But this is New Zealand, and if you’re scared off by a little rain then perhaps a shift in climate should be considered. The boys and girls behind Street Meat Glory Daze weren’t going to take it lying down, with a last-minute format change ensuring that what has become one of the country’s best skid parties would rage with the full force of the Christchurch car scene.

While the on-track shenanigans went on more or less unhindered, it was Sunday’s Show N Pine that was quickly shifted to Saturday to ensure

that Mike Pero Motorsport Park’s outer grounds would remain filled with the lower island’s finest, and even the odd North Island GCs that made the trek south. While standing around getting soaked is no one’s ideal, you have to make do. And the Car Limbo certainly did not fail to bring some laughs.

Auckland-based Fritz Leaning and his super-slammed quad-rotor FD from the cover of NZPC Issue No. 250 had made the road trip south alongside a good contingent of Yung City Boys (YCB) and Circle Jerk Crew (CJC) guys.

Fritz would take out the Non-Convertible class, while the Convertible class was won by a slant-roofed MX-5 that had a roof height barely a half metre off the tarmac, utilizing a good extra 10 bodies to take the lowest spot.

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WORDS: MARCUS GIBSON PHOTOS: DUNCAN ROURKE

1996 MITSUBISHI MIRAGE RS (CJ4A)

NO TURBO, NO VTEC, NO WORRIES. THIS HYPO HEAD-SWAPPED MIVEC MIRAGE PROVES THAT THERE IS MORE THAN ONE WAY TO BUILD A POTENT TRACK-DAY WEAPON

ON GIBS CUS M CROY R A : M : ADA RDS WO PHOTOS

H P M 0 0 3 R O F G N I N N GU

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round this time every year, the normally sleepy Ness Valley, south east of Auckland, becomes a hive of activity as a small-but-dedicated team of maverick mechanics work day and night prepping a pair of land-speed machines before their boat leaves for the opposite side of the Pacific.

This yearly pilgrimage to what must be the most inhospitable racing environment on the planet has been highly successful for Cook Motor Racing (CMR), which has claimed multiple records each visit since first making the trip back in 2011.

This year will mark the third that CMR has made a two-car assault with the NX Coupe dubbed ‘Cookie’ and the streamliner known as ‘Wairua’. Both are multiple record holders and have been powered by everything from Honda K20s, VW diesels, to the bespoke Synergy two-litre V8s, the engine that Cookie will run again for 2018. While record holders in their own right, both vehicles are really just tools for the classroom. The subject is land-speed racing, and the graduation assignment will be running north of 500mph (800kph), speeds no wheel-powered streamliner has gone before.

To attempt this, Reg and his team will be building a new car, one

R K MOTO O O C R LDE ALT ORD-HUORN TO THE SE V10 C E R D EE ET ITR AND-SPG UP FOR A TRH A THREE-L3KPH) L E L P I T MUL G IS GEARIN IS TIME WI 00MPH (48 RACIN OF UTAH, TH XCEEDING 3 FLATSHE GOAL OF E AND T

that is the culmination of everything they are currently learning from running Cookie and Wairua. Sure, running over 500mph is an ambitious goal, but Reg is methodical in his approach, and the results thus far are painting a promising picture. “Is anyone in my team in their current state capable of running it at 500mph? No, but are they capable of learning? Absolutely. It has to be like going to school; we’re playing with things,” explains Reg. It’s a goal that Reg and his team have had their eyes set on for five years, with each successive year treated as a stepping stone.

Each year, they have been running a little faster, with a slightly bigger team and, inevitably, a more complicated piece of machinery with which to get from point A to point B. For 2018, the streamliner will be powered by a three-litre Judd V10, a prominent engine of the ’90s Formula 1 (F1) era. It’s an unorthodox approach in a sport dominated by US low(ish)-revving engines, but, then again, most things this team do are unorthodox. The three-litre V10 was run throughout the ’90s by teams such as BMS Scuderia Italia, then, later, Judd teamed up with Yamaha and the engine received new heads and a redesign which was used right through till ’97.

The intake on the nose feeds through a radiator before entering the yetto-be fabricated plenum.

Fed via an icebox, the system is proving very effective, with air-intake temps dropping from upwards of 45°C to 15°C

An rpm value of 14,500 results in som for the valve spe serious speed rings to cope with, the ki of speed that no metal cannd game-changerwithstand. The for F1 was the introduction of pneumatic buckets in plac e of the springs

Receiving an engine pre-built and ready to run is not what Reg is used to; in fact, he mentions that it’s strange having no control over the engine programme

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p pum ny 18psi otfe i t s Thi uces 2 actua m prodssure to. The teaup pre alves to beef ir the vve had board ar the ha e on- sed fo ply th m u o sup p, e t u systshifter start- the n t r o i n i a 8ps oi r 21 which pkes ove at mp ta pu

Judd still offers V10s today, although now they are 4–5.5 litres in capacity, so the three-litre was a special order pieced together using new parts and components left over from the ’90s F1 programme. Like all F1 engines of that period, the heads feature four valves per cylinder, which are controlled by pneumatic valve control, small lightweight buckets that replace the springs, and see upwards of 200psi. These allow the motor to reach 14,500rpm.

Such rpm is coped with by the engine being oversquare, with a super short stroke and a rather large 107mm bore. As it’s a low inertia engine there is no flywheel — or pulleys, for that matter. The

water pump, four-stage dry sump, and alternator are all driven off the crank. All this results in an advertised 690hp (515kW) from an engine that weighs a touch over 100kg.

Two major factors drew Reg to the Judd over other options on the market. The first being that it’s the only such option that you can purchase outright — other available engines are lease only, from the likes of Ferrari. That kind of arrangement would not have worked when the intention was to add nitrous to the mix. The other appealing fact was that advertised horsepower of 690, and that it has an ever-increasing power curve right to redline.

The water pump, oil pump, and alternator are all mounted directly to the block — talk about compact