Posts Tagged ‘race car’

Front Cover: Wayne Penrose Volkswagen Racing Beetle for Retro Cars


23 Oct

My photo shoot of the insane turbo, stroker racing Volkswagen Beetle from Wayne Penrose Volkswagen (WPVW) made it on to the front cover of the new issue of Retro Cars in the UK!

RARE BIRD: ‘Jockoliner’ – Jocko Streamlined Dragster


30 May
Jocko Streamlined Dragster

RARE BIRD

One of only six or seven ever built, Norm Longfield’s ‘Jockoliner’ boasts more history and horsepower than your average vintage dragster
Story and pics by hoskingindustries.com.au

The 1950s and ’60s were the golden decades for hot rodding here and overseas. Having really taken off after the end of WWII when the servicemen returned home and begun tinkering with their old jalopies, by the end of the ’50s, it had become a sizeable phenomenon, supported by a burgeoning parts industry, magazines and shows. One enthusiastic rodder was Southern Californian Robert ‘Jocko’ Johnson.

Jocko Streamlined DragsterJocko (a nickname given him by an early employer by the name of George Barris) got involved with rods in his teens before learning to port cylinder heads and ultimately opening his own business, Jocko’s Porting Service. Possessing a very creative mind, he dabbled in various art forms and didn’t limit his experimentation with cars to custom head work. At just 19 he had his first mental images of what would later become the streamlined dragster.

While Jocko wasn’t the first to toy with the idea of an aerodynamically-improved drag car, for the most part no one was giving it too much thought – probably worried that any improvements would come at the cost of extra weight. Looking unlike anything else anywhere near a drag strip in the 1950s, Jocko’s streamliner wore a full aerodynamic body over the top of a more traditional dragster undercarriage, powered by a stroker Hemi capable of an 8.35sec ET at 178mph. Crazy stuff for the 1959 and the fifth quickest time completed in that year.

Only six or seven streamlined dragsters are known to have been built, almost entirely by Jocko himself, from two caravans filled with the necessary machinery and from whatever parts were available at the time from other vehicles typical of the period. As a result of the comparatively makeshift nature of the builds and Jocko’s admission that he was “not an aeronautical engineer”, the cars had their quirks – most of which aren’t obvious with a casual glance.

While the chrome moly chassis were never perfectly square or level and the bodywork never quite symmetrical, the biggest issue was front end lift. The design was gorgeous and quite sound in principle – but in reality, once the mph increased, so too did the problems up front. Measuring a little over 10in under the nose, the ground clearance meant plenty of air was still getting under the car. This was highlighted in the 1970s when Don Garlits bought a streamliner from Jocko and, citing instability at speed but against Jocko’s advice, altered the rear of the body to create more down force on the rear end. Doing little more than compound the problem, Garlits’ car – known as the Wynns Liner – was mothballed.Jocko Streamlined Dragster

Of these six or seven streamlined dragsters – or Jockoliners – only four are known to still exist, with the iconic yellow, aluminium-bodied, Allison V12-powered Moonliner being one of them. Another ended up here in Australia.

Back in the 1980s, Norm Longfield was alerted to the sale of an odd-looking race car in Michigan, USA by a friend. After seeing a stack of photos of it, he made a deal and had the car shipped to Australia, sight unseen. What he got wasn’t too bad, according to Longfield, but it was far from race ready.

Longfield modified the existing chassis to conform to ANDRA specs of the day and put in an all-new driveline to replace the missing parts. This included an alcohol-sucking Hemi that eventually propelled the car to seven-second ETs at the old Eastern Creek drag strip, hitting more than 170mph in the process.

Jocko Streamlined DragsterWith other toys to play with and an unfinished front-engined dragster project on the boil, Longfield’s Jockoliner sat idle for years. It wasn’t until he had an attractive offer to race on an airstrip that Longfield pulled the car out of hiding – he was to race a vintage WWII air plane.

While at first Longfield and the Jockoliner were actually beating the war plane, once he reached the 170mph mark, things began to get sketchy and in a split second the front lifted, sending Norm and the liner into four flips, hitting the ground hard and skidding to a stop over 200m down the strip on its roof. Thankfully Longfield was OK and quickly discharged from hospital, but the car was ruined: the fibreglass body had been ground into the road surface. Instead of fixing it, the streamliner remained in pieces until well into the 2000s.

When Longfield finally decided to return the liner to its former glory, he found the chassis in pretty good nick considering the spill – no doubt thanks to the additional reinforcing he welded in in the 1980s. The primary disaster was the bodywork and the repairs fell to Greg ‘Ziggy’ Sadler at Ziggy’s Hot Rods in Medowie, NSW – the same guy who’d freshened up the old body when it first arrived in Oz all those years ago. According to Ziggy, there wasn’t much left of the original body to be salvaged, thanks to the accident and the subsequent mothballing.

Using old photos as a primary guide, the team at Ziggy’s formed all the new bodywork, creating something that in many ways is probably far better than it ever was originally. The finish to the ‘glass and the paint over it are flawless from any angle, but the subtle asymmetrical nature remains if you look close enough.

Under that slippery bodywork is the driving force behind the liner. Where once Longfield had an alcohol-sucking alloy Hemi there’s now a nitro-breathing cast iron version, forced bulk air and fuel by a Littlefield blower and mechanical injection setup, with big, free-flowing alloy WRE heads. This is backed by a Lenco and by the shortest possible drive shaft known to man, a braced and impossibly narrow 9in out back between the super-rare and reverse-mounted bear claw magnesium wheels wearing vintage M&H Racemaster slicks.Jocko Streamlined Dragster

While the body is beautiful for obvious, almost-serpentine reasons, the inner workings underneath are beautiful for their own reasons – everything is neatly packaged in and around the chrome moly rails and cage in what is a stunning example of ‘backyard’ engineering (not to discount Jocko’s obvious engineering savvy). It’s easy to lament the passing of the days when such rampant experimentation made the drag scene so vibrant and exciting. Sadly today, you’d be unlikely to ever see a machine like this at a race track again – unless a sanctioning body like ANDRA came up with it first.

Indeed, for Longfield the Jockoliner’s racing days are long since over. However, he does intend to get it out occasionally for a ‘cacklefest’-type scenario with static displays of fire breathing entertainment. He’s also expressed an interest in shipping the car back to the USA for the annual NHRA California Hot Rod Reunion in Bakersfield, where photos of the car sent officials into a frenzy. Here’s hoping this piece of rodding history lasts another 60-off years.

Owner: Norm Longfield
Model: ‘Jockoliner’
Bodywork: Fibreglass
Block: Cast iron Hemi
Engine Mods: Velasco crank, Manton rods, forged pistons, Manley valves, Crane valve springs, Crane solid cam’, KB gear drive, Crower pulleys, Waterman oil pump, Littlefield 8/71 blower, Endearle 4-port mechanical injection, Gilmer drive, braided lines and fittings, Mallory magneto, anodised fuel cell, hard fuel lines, Endearle fuel pump, Oberg fuel filter, alloy catch cans, WRE alloy hemi heads, ARP fasteners, solid engine plate
Power: N/A
Exhaust: Open 2.5in headers
Gearbox: 2-spd Lenco, Hays twin-plate clutch, explosion-proof bell housing
Diff: Braced and narrowed 9in, 4.11:1 gears
Brakes: Wilwood rear calipers, 11in solid drilled rear discs, braided lines, Wilwood master cylinder
Suspension: Chrome moly chassis, 6-point cage, Deist fire bomb system, anodised alloy panelling, wishbone front end, solid body mounts, rack and pinion
Wheels/Tyres: 15×3.5in Halibrand spindle-mount front wheels, 16in reversed magnesium bear claws on rear, M&H Racemaster front runners and rear slicks
Interior: Anodised alloy panelling, Autometer gauges, Deist harness, Autometer shift/warning lights, fire bomb switches, single custom race seat, custom switch panel, SAE butterfly steering wheel
Contacts: Ziggy’s Hot Rods, Rod Andrews Race Cars, Airbrush World, Rod Walls, Andy Gabriel, Brad Willard, Richard Bottica, Johnny Williams, Brenton Holmes

TRACK ATTACK: Steven Lacey’s 480hp, 365ci Holden LX SS Hatch


24 May

Steven Lacey's Holden LX Torana

TRACK ATTACK

Steven Lacey’s genuine LX SS is living the on-track life it was always meant to
Story and Pics by Ben Hosking

Steven Lacey's Holden LX ToranaIt’s no secret that the Torana, in its many various guises, has been a formidable competitor on the nation’s race tracks over the previous four decades. Light weight and nimble, the LC and LJ coupes tore up the Bathurst circuit in their day and the legend and fanaticism that surrounds the A9X LX hatch is rarely matched by any other make or model.

Perhaps it was this mythology, legend and racing heritage that attracted a young Steven Lacey to the LX hatch back in 1993 when he first laid eyes on the example you see before you today. “I bought the car in the summer of 1993 from a guy that lived on the north beaches of Sydney,” remembers 42-year-old Property Asset Manager Steve. “My first impression was that I had to have it.”

Already boasting a red 308ci V8, Top Loader and 9in, the car had been dropped to its knees with an angle grinder, but Steven could see the potential. “The seller wouldn’t let anyone drive it. He took us for what could only be described as a ‘hell ride’,” says Steve. “We were either stopped or flat out, with the arse of the car hitting every bump in the road.”Steven Lacey's Holden LX Torana

Steve had to convince his mechanic father that this was the car was for him. His dad thought the car was a death trap, but he haggled on the price and the next day Steve was back to pick up his new car. “It was here that I discovered that the car was unregistered due to unpaid speeding fines,” smiles Steve. “I don’t remember exactly how much I paid to get the car re-registered, needless to say the guy got much less in his pocket that he wanted.”

Naturally, for a car that’s been with the same owner for 17 years, the development process has ducked and weaved in numerous directions as time has passed. Outlasting at least two engines, including the original 308ci and a later 330ci stroker the LX now runs a 365ci combination based on a VT roller block.

LW Parry Engineering bolted together the sturdy stroker using a Scat crank and 5.7in H-beam rods – a set of dish-top JE pistons completing the rotating assembly with a static compression of 10.75:1. The cast heads were ported to flow 530hp and filled with Isky springs, Crow retainers and Yella Terra 1.65:1 shaft-mount rockers with the valvetrain controlled by a Comp hydraulic roller cam’.

Steven Lacey's Holden LX ToranaBoth the bottom and top ends of the engine are held together firmly with ARP studs, while the bottom gains ever greater strength with a stud girdle. After all, longevity and reliability are two things that can help win races and Steven wins plenty.

Still in the theme of strength and reliability, Steven turned to Mal Wood Automotive for a Tremec TKO600 5-speed manual ‘box. Built like the proverbial brick out house, they’re just the thing for hard driving. It uses an ACE organic single-plate clutch and sends torque down a balanced 3in tail shaft to the old 9in that now runs 28-spline axles, 3.5:1 gears and a True Trac centre.

Unbelievably, Steven is still running a braking system that many would call prehistoric. The front end uses relatively small 276mm HQ rotors and calipers while the rear end is even worse, with the original drum brakes still groaning under the pressure. Despite this, the car hasn’t only been competitive in its class; it’s actually been taking home plenty of silverware.Steven Lacey's Holden LX Torana

“We are looking to improve the brakes, suspension and possibly go to a full-floating rear end in the future,” assures Steven.

Speaking of suspension, the car runs a relatively rudimentary setup, with Selby springs front and rear, along with Koni adjustable shocks and a 24mm front swaybar. It’s been set up with 4.5˚ negative front camber and 5˚ positive castor which wouldn’t be much help on the street, but helps the car stick to the track like shit on a blanket.

Like much of the car, it’s a fairly subtle manipulation of parts that create the environment Steve needs to work his on-track magic. Much of the original SS trim remains, with a Bond 6-point alloy roll cage and Cobra Monaco race seat being the two main deviations from classic 1970s-era appeal. Even the Speco 3in tacho looks pretty retro.

Steven Lacey's Holden LX ToranaSteve runs two sets of wheels on the Torana, with one set of 16in BBS rims for the street and a set of custom two-piece wheels for the track measuring 17x8in up front and a whopping 17×9.5in out back; making full use of those A9X flares. They’re 305/40 Yokohama AO50 tyres wrapping around those rear hoops.

It hasn’t been all plain sailing for the LX though, with a huge stack almost putting the car permanently out to pasture in early 2010. “Whilst running at ECR, the Torrie broke an axle in turn five,” remembers Steve. “The driver’s side rear wheel went under the car, pushed the fuel tank through the floor, splitting it and then catapulted the car about eight feet into the air.”

The damage was extensive, bending the chassis at both ends. However, with the help of companies like Macri Motors, LW Parry Engineering, Panorama Smash and Neale Wheels, Steve says his sojourn to the legendary Mt Panorama a mere four weeks later would never have been a reality.

“I had the opportunity to run the full circuit at Bathurst,” beams Steve with the memory. “It was an amazing experience to do in the Torana. We were clocked at 216km/h up Mountain Straight, 160km/h across the top of the mountain and 247km/h down Conrod. It’s an awesome piece of road.”

Let’s hope this little white LX continues to pound the pavement for many years to come.

Owner: Steven Lacey
Colour: Heron white, Brilliant black
Bodywork: A9X
Engine Type: VT Commodore 5L
Engine Mods: Mains girdle, Scat 355ci stroker crank (small rod journals making 365ci), 5.7in Scat H-beam rods, JE pistons (10.75:1-comp’), JE rings, ARP mains studs, ACL bearings, ported cast heads (flow 530hp), Isky valve springs, Crow retainers, custom catch can, Comp Cams hydraulic roller cam’ (0.600in lift, 248˚ duration, 108˚ LSA), JET Engineering pushrods, Yella Terra 1.65:1 shaft-mount rockers, Rollmaster timing chain, JP high-volume oil pump, custom sump, custom thermo fan, Aussie Dessert Cooler 4-row/triple pass radiator, 750cfm Holley 4150 HP Ultra carb’, 1in spacer, Torque Power single-plane intake manifold, K&N filter, MSD Pro Billet distributor, Crane Hi-6 ignition, Crane LX92 coil, Mallory 140-series pump, Holley FPR, upgraded fuel lines
Power: 480fwhp (380kW), 12.4sec @ 116mph
Exhaust: Castle tri-Y headers (1.75in primaries), twin 3in mild steel exhaust, single Hurricane muffler
Gearbox: Tremec TK600 5-speed, ACE organic single-plate clutch
Diff: 9in, 28-spline axles, 3.5:1 final drive, True Trac centre, balanced 3in tail shaft, heavy duty unis, tail shaft loop
Brakes: Slotted 276mm HQ front rotors, PBR calipers, drum rear, Bendix Street Race Track (SRT) pads
Suspension: Selby springs, Koni adjustable shocks, 24mm front swaybar (4.5˚ negative front camber, 5˚ positive castor)
Wheels/Tyres: Custom two-piece 17in rims (8in front, 9.5in rear), Yokohama AO50 tyres (225/45 front, 255/40 rear)
Interior: Cobra Monaco S driver’s side race seat, Speco tacho, Autometer gauges, 6-point alloy roll cage, 4-point Williams harness
Stereo: N/A
Build Period: Ongoing
Cost: Undisclosed
Thanks: LW Parry Engineering, Macri Motor Repairs, Liverpool Exhaust, Mal Wood Automotive, Gear Exchange Services, Wilson Fibreglass, Panorama Smash Repairs, Bond Rollbars, Neale Wheels, Miller Chassis, Gordon Leven Motorsport Tyres, Hercules Competition Engines, Croydon Racing Developments, Brabond Brakes

ALL ROUNDER: Willem Fercher’s LS7-Powered Holden LJ Torana


10 May

Willem Fercher's LJ Holden Torana

ALL ROUNDER

Street, strip and circuit: Willem Fercher’s incredible LS7-powered LJ Torana can do just about anything you want
Story and Pics by hoskingindustries.com.au

Willem Fercher's LJ Holden ToranaEvery now and then we come across a car that makes our pulses race and our palms a little sweaty. While out and about covering the 2011 All Holden Day in Clarendon, NSW, we came across a vehicle that did just that. Welcome to Willem Fercher’s awesome LJ Torana coupe: a car that seems capable of doing just about anything you could want it to and doing it well. Cruising, straight-line racing or hitting the corners, this purple LJ can do it all. It’s even at home looking pretty at local car shows.

Willem, proprietor of Winmalee Car Care, built the car to be adaptable and to excel in no matter what discipline he was to choose down the track. As you’ll read later on, he took several clever steps to ensure that anything would be possible, allowing different combinations of driveline components to suit the task at hand.

Purchased in 2009, Willem informed us during the photo shoot that the car had actually had a previous life as a speedway car. Considering the die-straight ‘purrple’ bodywork the car boasts today, we almost fell over at the statement. However, given the car’s long life as a racer, its life today with Willem seems perfectly fitting.Willem Fercher's LJ Holden Torana

Underneath the machine Willem equipped the coupe with plenty to smile about, including a CRS chassis strengthening kit, tubular upper control arms and a complete VX Commodore trans’ tunnel. “I did that to make it easy to swap from a manual to an auto’,” Willem says. “I run a T56 for circuit racing and a Craig’s Automatics-built 4L65E for drag racing. It also uses the VX cross member in its original bolt holes.”

At the time of our shoot the car was set up for drag racing and had the auto’ fitted, including a steep 5200rpm stall. This backs up what is perhaps the centrepiece of the entire car: the LS7. The normally 427ci alloy monster was stroked out to 445ci thanks to a Callies crank and rods, with Wiseco pistons compressing a diet of E85 up against a set of ported alloy heads to the tune of 14:1 static comp’.

Willem Fercher's LJ Holden ToranaIf horsepower is created by burning air and fuel, then it’s no surprise Willem’s LJ makes 600rwhp and runs an “easy” 9.96sec ET. Mounted atop a ported Carey single-plane intake is a staggering 2000cfm Edelbrock throttle. Coupled with a meaty Comp Cams hydraulic roller boasting 0.700in lift, this engine can breathe some big air. Waste gases exit via a set of custom fabricated headers with 2in primaries, which is about all it runs when drag racing. For circuit work and life on the street, Willem bolts on a pair of extensions with a pair of mufflers to quiet things down.

“The car is street registered, it runs 9s and in circuit format it has been as high as a Top 4 spot out of 80 cars at the Bathurst hill climb,” Willem says, proudly. “We’ve also had it around Wakefield where it’s run a best of 1min 10sec.”

No matter where you look on this Torana, you’ll find gobsmacking attention to detail that is far beyond what you’d normally expect to see in a car built to race. From the artful stainless fuel lines under the car to the symmetrical fuel lines and centrally mounted regulator in the engine bay, everything has been carefully thought out and expertly executed.Willem Fercher's LJ Holden Torana

It’s the same inside the car, where things like the carbon door trims and delete plates have been neatly fettled into place. The extensive cage has been colour coded and contrasts nicely against the largely black cockpit. Sparco Sprint buckets are the only chairs in here, with the rear bench deleted to make way for the cage and to save weight. It’s not all about forgoing comfort for speed however, with the cabin and boot space extensively covered in sound deadener to keep in-car noise as low as possible. Hell, the front half even boasts nice, fresh black carpets.

Willem is no stranger to late-model power plants. He previously owned a daily-driver VZ Commodore with a 427ci stroked LS3 that ran 10.8sec and the LJ’s recently completed stable mate is a circuit-racer VK HDT mock-up that also runs a stout LS7. “With the LJ currently set up for drag racing, I want to get it back to the track,” Willem says. “I’d like to explore 9.5-9.6sec ETs. It did the 9.96sec easily. We just needed more setup time.”

Owner: Willem Fercher
Colour: ‘Purrple’
Bodywork: GT-R spoiler
Engine Type: 445ci LS7
Engine Mods: Callies 4.1in crank, Callies rods, Wiseco pistons (14:1-comp’), Clevite bearings, ported alloy heads, PAC springs and retainers, ASE breather tank, Comp Cams hydraulic roller cam’ (0.700in lift, 270˚ duration), chromoly pushrods, Yella Terra 1.8:1 roller rockers, ARP head and mains studs, JP timing chain, Moroso oil pan, Meziere electric water pump, PWR alloy radiator, SLP oil pump, 2000cfm Edelbrock throttle body, K&N filter, ported Carey single-plane intake, stock relocated coils, GM rocker covers, VZ LS1 ECU, twin Bosch 044 pumps, Turbosmart FPR, 3L surge tank, 60L fuel cell, custom stainless fuel lines, Speedflow fittings
Power: 600rwhp (447rwkW), 9.96sec @ 133mph
Exhaust: Custom headers (2in primaries), twin 3in mild steel exhaust, ‘race’ merge collectors, muffler extensions fit for street and circuit
Gearbox: 4L65E, 5200rpm Circle D stall
Diff: 9in, 31-spline axles, Strange 3.5:1 final drive, Strange full-spool
Brakes: 326mm front rotors, 300mm rear rotors, 6-piston VTTR calipers, Carbon ceramic pads, Tilton pedal box
Suspension: King front springs, Koni front shocks, tubular upper front control arms, rear coil-overs, Selby rear sway bar, modified steering, Castlemaine chassis kit
Wheels/Tyres: 18in Oz 3-piece rims (8in front, 10in rear), A048 Yokohama tyres
Other mods: Mini tubs, battery relocated to rear, VX Commodore trans’ tunnel and gearbox cross member
Interior: Momo steering wheel, 100mm boss, Sparco Sprint buckets, deleted rear bench, carbon fibre door trims and under dash panels, RCI harnesses, B&M Pro Ratchet, full cage, chequer plate floor panels, sound deadener throughout, black carpets
Stereo: Carbon fibre blocking plate
Build Period: 12 months
Cost: Undisclosed
Thanks: Winmalee Car Care, Craig’s Automatics, Diff Technics, Wholesale Suspension, Fibremaster, Bond Rollbars, Duspeed, Oz Wheels, ASE, Compton Excavation, Blaxland Auto Electrics

THREE TIME’S A CHARM: Jason Hill’s 600rwhp Turbo LS2-Powered VN Commodore


18 Apr

Jason Hill's Holden VN Commodore '2SKID'

THREE TIME’S A CHARM

We’ve featured Jason Hill’s green VN sedan before, but the turbo LS2-powered beast never looked like this before
Story and by hoskingindustries.com.au

Jason Hill's Holden VN Commodore '2SKID'Long time readers might remember these number plates from long ago – issue 138 to be exact. They belong to Jason Hill and they’re attached to the same 1989 VN sedan that they were attached to back then. However, a lot has changed since then and we thought it was high time that we brought you all a fresh perspective on the Novacastrian’s tyre-destroying ex-cop second-gen’.

Jason has had the car for around eight years and as anyone who’s owned the same car that long, you’d know things tend to evolve over that kind of timeline. When we last saw the car, it was more suited to cruising and burnouts than what Jason has set the car up for these days – which is straight line havoc.

“This is the third rebuild,” Jason says. “I have the best group of mates. They all came together to build this car for the third time.” And most of those mates all came out to help on the photo shoot, too, with about 10 bodies there to hang out, assist, watch and shoot the shit while the VN enjoyed its moment in the sun… we mean, rain.Jason Hill's Holden VN Commodore '2SKID'

The day of our photo shoot fell right in the middle of the storm season the East Coast of NSW experienced in late November, early December 2014. Between the hell fire happening in the skies and the raucous cacophony emanating from the 5in pipe exiting the VN’s front passenger guard, it really felt like Hell was coming to breakfast.

Perhaps it was an apt occasion for the shoot, considering what Jason’s VN has become since issue 138. Today, the car is powered by a 600rwhp turbocharged LS2 from a VZ HSV. But that’s 600hp on a run-in tune. No one is quite sure yet what the engine will make once the boost is ramped up from the 10psi it’s on now.

Inside, it’s pretty stock, save for Lunati cam’, valve springs, pushrods and lifters. All the good stuff is happening on the outside of the engine, with a 105mm throttle shoving vast amounts of air into a single-plane Edelbrock manifold. On the other side is a pair of custom turbo manifolds that connect an 80mm B/W turbo to the mix, with fuel fed from an Aeroflow pump on a strict diet of E85 and a set of ID2200 injectors.

Jason Hill's Holden VN Commodore '2SKID'This is all backed by a US-sourced Powerglide with a 3000rpm stall, mating to a spooled Borg Warner rear end running 4.11:1 gears – however, Jason tells us a sheet metal 9in is on the way. Probably a good thing considering the punishment he intends dishing out to the driveline in the near future (if the parachute didn’t give things away, just a little).

An extensive, colour-matched roll cage weaves through the cabin of the VN, connecting everything together, firming up what is structurally a pretty flimsy monocoque design. Within the cage you’ll find a bare-bones cabin boasting OBX race seats and RCI harnesses, with a neat sheet metal dash wrapped in carbon vinyl, matching the fuel cell out back. The rear seat is gone, both to save weight and to make room for the mini tubs that house the 28×10.5in slicks. Mounted under the dash are all the relocated fuses, relays and the Haltech Platinum Sport 2000 ECU that runs everything.

After some engine trouble (factory oiling issues), Jason and the guys at Bassett Racing had to rebuild the original LS2 and fabricate a custom 10L sump to try and ensure failure wasn’t something that happens twice. As such, no times have been run yet. Needless to say, it’s got the hardware for a nine and we can’t wait to see what it does. The evolution theory in practice!

Owner: Jason Hill
Model: 1989 VN BT1
Bodywork: SV5000 kit, alloy wing, fibreglass bonnet and boot lid
Colour: Custom Dupont green
Block: VZ HSV LS2
Engine Mods: File back piston rings, Lunati camshaft, Lunati pushrods, tie-bar lifters, Lunati dual valve springs, sheet metal rocker covers, custom 10L sump, Meziere oil pump, Aeroflow fuel pump (E85), ID2200 injectors, Edelbrock single-plane intake manifold, Borg Warner 80mm turbo, custom PWR radiator, Aeroflow oil cooler, Haltech Platinum Sport 2000 ECU, engine plates, 66mm Precision wastegate, Turbosmart BOV, braided fuel and oil lines, alloy catch can w/B&M breather, 105mm throttle
Power: 599rwhp (446rwkW) @ 10psi
Exhaust: Custom turbo manifolds, 5in exhaust
Gearbox: Powerglide, 3000rpm stall, trans’ brake
Diff: Narrowed Borg Warner, full-spool, 4.11:1 final drive, 28-spline axles
Brakes: VT twin-piston front brakes, factory rear, Bendix pads
Suspension: 90/10 front shocks, QAX1 rear coil-overs, modified adjustable rear panhard, mini tubs
Wheels/Tyres: 15in Centerline billet rims (3.5in front, 10in rear), 28×10.5in slicks
Interior: OBX front race seats, sheet metal dash w/carbon wrap, black carpets, custom door trims, RCI harnesses, cage, ‘chute handle, B&M Pro Ratchet, deleted rear bench, Drift steering wheel
Stereo: N/A
Build period: 8 years (ongoing)
Cost: “Nearly a house”
Contacts: Bassett Racing, Off Tap Custom Resprays, Neals Glides USA, Mr. Stitches, Mallaby Sheetmetal, “Thank you to the boys, my son Ryder, Zac, Dylan, Jesse, Huber, Damo, Tony and my dad”

Feature Car: Wayne Penrose Racing Volkswagen Beetle


18 May

I’d been hanging to see my shoot on Wayne Penrose’s incredible race car make it into print. This thing is unlike any other Beetle you’re ever likely to see. It might look like a ’70s Superbug, but underneath is a Formula-2 open-wheel race car running a huge 2827ml stroker motor with a T04E/60-1 turbo making 460rwhp! Look at the attention to detail in this thing! You can read the whole story of it’s 25-year history in the latest issue of VW Magazine Australia, on-sale nationwide now.

BUY A SHIRT, PRINT AND MORE!

As always, we’ve got a series of FREE desktop wallpaper images for you to enjoy. Simply CLICK HERE or on the thumbnails below to visit our Flickr page where all the goodies lay in wait for your visit.

Wayne Penrose Racing Volkswagen Beetle

Wayne Penrose Racing Volkswagen Beetle     Wayne Penrose Racing Volkswagen Beetle

Feature Car: Michael Ryan’s Ford EB Falcon


20 Jul

Our photo shoot on Michael Ryan’s incredible 8sec EB Ford Falcon drag car made it into issue 138 of Street Fords magazine, which is on sale now. The car has been almost entirely built by Michael himself and is powered by an insane turbocharged single overhead cam (SOHC) Ford six. be sure to read about this engineering masterpiece in the latest issue.

BUY A PRINT

As always, we’ve got a series of FREE desktop wallpaper images for you to enjoy. Simply CLICK HERE or on the thumbnails below to visit our Flickr page where all the goodies lay in wait for your visit.

Michael Ryan's Ford EB Falcon

Michael Ryan's Ford EB Falcon     Michael Ryan's Ford EB Falcon

Feature Car: Phil Mizzi’s 1954 Volkswagen Barndoor Single-Cab


03 Jun

We’re stoked to be able to bring you some samples from our photo shoot with Phil Mizzi’s insane 1954 Volkswagen Barndoor Single-Cab drag car, affectionately known as ‘Grover’. Powered by a 2.8L forged Autocraft stroker engine that’s been supercharged with a Harrop HVT2300 blower, this VW boasts more engineering than any Kombi you’re ever likely to see. You can read all about it in the latest issue of VW Magazine Australia (VWMA), which is on Aussie newsstands now. It’ll be coming out soon in the UK in Performance VW magazine.

As always, we’ve got a series of seven FREE desktop wallpaper images for you to enjoy. Simply CLICK HERE or on the thumbnails below to visit our Flickr page where all the goodies lay in wait for your visit.

Phil Mizzi's 1954 Volkswagen Barndoor Single-Cab

Phil Mizzi's 1954 Volkswagen Barndoor Single-Cab     Phil Mizzi's 1954 Volkswagen Barndoor Single-Cab

Feature Car: Rod Gurney’s XT Ford Falcon Race Car


23 Apr

Rod Gurney's 1968 XT Ford Falcon

Rod Gurney's 1968 XT Ford Falcon   Rod Gurney's 1968 XT Ford Falcon

Issue 121 of Street Fords magazine is out now and includes our photo shoot on Rod Gurney’s championship-winning 1968 XT Falcon GT sedan. Rob races the car in the Muscle division of the iRace series and has won the championship twice with this 347ci Windsor-powered Falcon. The graphics pay homage to Australian racing identity Ian ‘Pete’ Geoghegan.

As always, we’ve got a series of FREE desktop wallpaper images for you to enjoy. Simply CLICK HERE or on the thumbnails below to visit our Flickr page where all the goodies lay in wait for your visit.

 

Feature Car: Evolution Custom Ind’s Porsche 944


24 Mar

So issue 199 of Zoom magazine is out now on newsstands everywhere and has our photo of the Evolution Custom Ind Porsche 944 on the front cover! We figured it was about time to bring you our patended (not really) collection of FREE desktop wallpaper images from our photo shoot.

The 944 boasts a built turbo four that’s making over 500hp and thanks to its finely tuned suspension setup, super wide stance and brilliant engineering, is laying down fast times on tracks around the country. Be sure to pick up issue 199 of Zoom and read the whole story.

As always, we’ve got a series of FREE desktop wallpaper images for you to enjoy. Simply CLICK HERE or on the thumbnails below to visit our Flickr page where all the goodies lay in wait for your visit.

Evolution Custom Ind's Porsche 944 WTAC Racer

Evolution Custom Ind's Porsche 944 WTAC Racer     Evolution Custom Ind's Porsche 944 WTAC Racer