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About BENDIX

  1. As modern cars get more sophisticated, so do their braking systems. Many braking systems now features clips, shims, gaskets, and even sensors, all geared towards better braking and vehicle safety. Bendix supplies all that is required for a straightforward, fuss free installation. When you open a box of Bendix brake pads, you may find additional parts in there, other than just brake pads. These items may be shims, backing plates, bolts, sensors or clips. All of these are important to ensure that your brakes are quiet, long lasting and perform at its utmost best. Brake Sensors If your vehicle has brake sensors, Bendix supplies the most popular sensors with the brake pads, for a fuss free, bolt in solution. The Bendix brake sensor is designed to be plug and play, and directly replaces the OEM sensor. The new sensor will include all the grommets, hooks or clips for easy installation. Some vehicles may share the same brake pads, but require different brake sensors. For the right brake sensor to suit your vehicle, contact your nearest Bendix stockist for more information. Brake Clips Some cars’ brake calipers use pins, clips or springs to hold in the brake pads. These accessories are often exposed to heat, dirt, liquids and other environmental stress, causing them to lose their tension and shape due to metal fatigue. This can cause the brake pads to become loosely held in the brake caliper, and cause noise under braking. Bendix supplies brand new clips and springs that are made to OEM exact measurements, for a perfect fit every time where required. Old clips may have rust, be out of shape, or just do not function as well as new ones, so it’s advisable to replace them alongside brake pads. Brake Caliper Bolts While not as common as springs, clips and wear sensors, some cars have brake caliper bolts that require replacing after removal. Bendix has researched and made replacement bolts where required. The bolts come with thread locking fluid already applied for easy installation. Brake Pad Shims Pad shims on everyday passenger cars help reduce noise by providing a barrier between the brake pad and the caliper. The shim prevents small vibrations that build up to annoying noises when the brakes are applied. Bendix’s brake pad carbon steel shims are coated with black fibre reinforced rubber, and are designed to absorb vibrations and prevent brake noise. The shims are known as Fibre Impregnated Rubber Shims (FIRS). The strong steel shim and rubber coating are engineered to last the lifetime of the brake pads. In Bendix’s high performance brake pad, the Street Road Track, the shim is made from carbon steel, with nitrile rubber coating on both sides. The unique formulation is designed for quieter performance braking, vibration insulation, and longevity. It’ll take high pressures and high temperatures easily, meaning drivers can perform hard braking without fade for much longer, and with more consistent brake pedal feel. Brake pad shims also prevents heat transmission from the brake pad to the caliper and its components. Brake performance and longevity is increased when heat is blocked from affecting brake system components such as fluid, lubricant and moving parts. Bendix coated shims perform this task much better than normal, ordinary metal shims. For more information on Bendix ancillary solutions, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  2. Two of the most common reasons to measure a disc pad are: Pad identification; and pad wear checking. This bulletin will discuss some important concepts for each of these tasks. Pad Identification is a crucial step in any brake job, particularly now when some vehicles can be fitted with several different brake options and vehicle owners have greater access to aftermarket brake upgrade kits. The brake fitter needs to confirm that the new pads are the same part as the old pads. Sometimes a visual inspection, or back-to-back comparison of the pads is enough to identify a difference, other times when the pad shape is the same a couple of simple measurements will verify the part. Pad Wear checking is a most useful tool, not just to show when to change the pads, but to pick indicators of problems throughout the vehicles braking system. A. Measuring for Pad Identification The key features of a pad needed to identify it are Shape, Length, Width and Thickness. The Bendix website and latest Bendix printed catalogue give the information required for positive pad identification. The below example of a DB1152 for the Nissan 300ZX shows how to measure a pad that has additional accessories fitted. The Pad Length is the total length of the Backing Plate and Friction Material not including any overhanging clips. In the example measure from the left edge of the Backing Plate to the right edge of the Backing Plate not including the Wear Sensor. The Pad Width is the total width of the Backing Plate and Friction Material not including any overhanging clips. In the example the pad is measured from the bottom edge of the Backing Plate to the top edge of the Backing Plate not including the Anti-Rattle Clip. On some pads the shim on the backing plate wraps around the ends of the pad increasing its effective length, shown below in red on DB1295. In these cases the Pad Length is the total length of the Backing Plate including Shim. The Bendix Website and Bendix Catalogue have a section that shows what the disc pad set consists of, including the measurements. Read the measurements as Length x Width x Thickness. Note some sets have different size pads in them, in this case both pad sizes will be shown. The Pad Thickness is the total thickness from the flat surface of the Backing Plate to the flat surface of the Friction Material. This exaggerated example shows all the common features found on the Backing Plate surface and the Friction Material surface, this is a made-up example just for demonstration purposes, thankfully there are no real pads that are this complex. Remove any clipon shims before measurement, but where Shims or Gaskets are attached to the back of the Backing Plate include them in the thickness measurement. B. Measuring Pad Wear During the braking process the friction material and brake rotor absorb large amounts of heat. The friction material also acts as an insulating barrier to slow the heat transfer to the brake caliper and other components. As the pads wear there is less friction material so more of the heat is transferred to other components. It is recommended that the brake pads be replaced when there is less than 3mm of friction material remaining. Note the position of each pad as you take them out of the brake caliper, also note any broken spring clips or shims that come out. Measure each pad at several positions along its length. In many cases the jaws of your measuring caliper can reach right across the width of the pad. Pads that wear unevenly can show a taper when measured. In extreme cases this can be seen during the measurement process. Check the variation in thickness along the length of the pad and across the width of the pad. There is normally a small taper along the length of the pad as the rotor tries to drag the pad in the direction it is turning. Some of the high performance multi-piston calipers now use different diameter pistons to try to counteract this affect. Differences in thickness in a single pad of more than 0.5 mm can indicate a problem with the caliper, requiring a caliper service, recondition or replacement. Even if the pads have worn evenly with no taper they can still tell a story. The differences in thickness between pads can also indicate caliper problems. Some examples are: Outer pads worn more than inner pads in a single piston floating caliper can indicate the floating caliper is binding on its slides either through excessive wear or lack of lubrication, so after a brake application the piston retracts but the outer pad is still held in contact with the disc. To help prevent binding, always clean the caliper slides with Bendix Brake Cleaner, and lubricate with Bendix Brake Lubricant. Wear of both pads on one side of the vehicle could indicate the piston is unable to retract, possibly due to corrosion or a damaged rubber piston boot. If the piston is unable to retract, both the pads will be left contacting the disc after each brake application causing rapid wear, the driver may experience the vehicle pulling to the damaged side for a while after the brakes are released. In extreme cases of piston binding the piston may not be able to move at all, causing the opposite wheel to do much more of the braking, wearing its pads prematurely and potentially causing the vehicle to pull to one side during braking. To help prevent corrosion, always bleed plenty of the old heat affected brake fluid out during a brake job and top up with quality Bendix brake fluid. For more information on Bendix brakes, cleaners and other ancillary solutions, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  3. The LandCruiser Prado is an incredible 4WD that is at home on the tarmac as well as on muddy trails. It is a midsize 4x4 that suits small families who go camping or offroading together, with a proper ladder frame chassis that’s inherited from its bigger, badder brother, the LandCruiser. As the Prado is aimed squarely at the suburban family, the inside is massive, with tons of space for driver and passengers. Rear view camera, dual and rear climate controls, keyless entry, and hidden pockets, cupholders and plush seats make each journey a breeze. In the rear, it retains a rear beam axle for maximum articulation on off road trials. Upfront, the independent strut suspension is considered a little less capable than the usual beam axle construction, but the trade-off for on road manners is immense. The handling is nearly car like, and there is little roll from a car this tall. The Prado is proof you can have your cake and eat it too. Swapping tarmac for mud and gravel, the Prado’s low gear, locked differential options and incredible suspension travel makes it highly capable in off-road conditions. The 3L turbo-diesel engine provides enough grunt to make climbing hills a breeze. As the Prado is incredibly popular in Australia, you’ll find all sorts of aftermarket parts for it. From air snorkels, bull bars, winches, to even camping storage compartments, it seems that the Prado has it all. An upgrade the Prado, and most 4x4s should have, are the Bendix 4WD SUV brake pads. The 4WD SUV brake pads have been lab tested to breaking conditions; conditions no car would ever see. The brake pad is designed with a slot in the centre, to eliminate any dirt, mud or water it comes into contact with. The Bendix blue titanium stripe means that 4WD SUV brake pads work from the get go, reducing bedding in time and delivering stopping power out of the box. It also comes with Fibre Impregnated Rubber Steel shims (FIRS), that effectively dampens vibrations and noise under braking. Its material construction makes the FIRS shims impervious to salt, water, oil, and a wide range of climates. It’s tough enough for all of your on and off-road needs. Brake Pads’ Parts Numbers Toyota LandCruiser Prado 2009 - Current Front: DB1482 4WD SUV Toyota LandCruiser Prado 2009 - Current Rear: DB1200 4WD SUV For more LandCruiser Prado brake pads, click HERE. Find out more about the Bendix 4WD SUV brake pad HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  4. ToyotaFest - It’s one of the biggest and best organized single make meets anywhere in Australia. Thanks to a passionate team of members and moderators from the massive Toymods forum, the annual Toyotafest has been going on strong for 14 years! The meet is so well known it attracts interstate visitors, car fans, as well as owners of rare Toyotas (yes, they exist!). Castle Hill Toyota played the gracious host this year, by opening their multilevel car parks for Toyota owners to show off their pride and joy. Toyota Sports 800 If there was an archetype for a Japanese, affordable, rear wheel drive sports car, surely the Toyota Sports 800 must be it. It’s one of the first Japanese sports cars ever made, with Japanese characteristics that we take for granted today. The entire chassis, frame, even the seats were made from aluminium so it only weigh 580kg. To make full use of the flat two 800cc carburetted engine, Toyota’s designers refined the design for better aerodynamics, resulting in the classic, rounded, and instantly recognizable face of the 800. With only 3,131 units built, and an estimated 10% surviving, it’s highly unlikely for anyone to see it in the flesh. Lucky for us, Al’s fully restored Sports 800 graced Toyotafest with its presence, allowing many who has never seen one in real life get an up close and personal look. Al’s passion for all things Toyota led him to this rare find in Japan. The mint example here is one of two Sports 800 in Australia. As the owner of Al Palmer Repairs, he specializes in Toyotas and is well known for his collection of rare Toyotas. It’s the ancestor from the likes of 2000GT, Celica, 86 GT and the LFA came from. Corolla Levin GT Apex 1984 It’s the car (or twin of the car) that launched a million dreaming drifters worldwide. Initial D popularized the hero’s car, the Toyota Corolla Trueno GT Apex so much so that what was to be relegated as another funky Toyota relic, is now in demand and hugely respected everywhere. Jesse’s own AE86 has a similar story; he loves drifting, and his Levin has modifications to get it sideways anywhere, anytime and in control. The instantly recognizable silhouette is enhanced with a Vertex bodykit, and sits on top of Work Equip 01s front and SSR Formula Mesh rear. Motive power is provided by a more modern silvertop 4AGE 20V. Rebuilt with forged bits for reliability, a Haltech Sprint 500 ECU coaxes max power to it. Between the rear wheels sits a TRD 2 way LSD with a 4.77 final drive, to make the full use of the high revving, naturally aspirated 20V. Finally, a Stewart Wilkins hydro hand brake allows Jesse to initiate gutter to gutter drifts with a simple yank of the level. Toyota Supra JZA70 Daniel’s Toyota Supra JZA70 is packing a very big secret under that massive bonnet. Sporting the familiar ‘banana bunch’ intake manifold, the Expensive Daewoo 5L V8 lurking in the engine bay confused many people with the deceptive Toyota badged rocker cover. The strange plates begin to make sense now. Many assumed it’s the legendary 1UZ-FE V8 from Toyota’s luxury barges, but no, this is simply a rebuilt 308 ripped from a Expensive Daewoo Commodore. It’s sporting an STA supercharger as well, making some hefty power. Making sure the Expensive Daewoo heart work hand in hand with Toyota’s electronics is a Haltech ECU and dash cluster. The subtle body kit features a one off custom lip, GTR N1 vents on either side, and the whole body has been resprayed and rubbed back meticulously by its owner. And finally, it’s finished off with a set of 20in FR Simmons. Lexus ISF The Lexus ISF is Toyota’s take on the European Mercedes Benz C63 AMG, BMW M3, and Audi RS4 sedan beasts. The ISF is equipped with a 5L V8, that’s been touched by Yamaha to produce 311kW, all directed to the rear wheels. Aidan’s ISF is modified to be simple yet effective show stopper. The factory widened guards of the ISF are filled up with Rotiform KPS wheels, measuring 20 x 10.5in rear and 9.5in up front. Instead of opting for coilovers and have its cruising ability ruined, Aidan opted for the more expensive setup of airbag suspension. The ability to go as low as possible while raising itself up to avoid humps and driveways is immeasurable. It also warms Aidan’s heart when onlookers stop, stare and take pictures of the ISF parked and on its guts. The Joe Z carbon tipped exhausts help announce his arrival and departure, should you miss the sight of him rolling in decked on the floor. Corolla KE30 This bright blood orange Corolla is a very well-known car in the Toyota and Australian automotive scene. Jason bought it as a rust bucket in 2001, and with a vision in his head, started working on it. Fast forward 10 years, and the KE30 was finally road ready. Trends may have come and gone then, but Jason’s creation is timeless with its outrageous attention to detail, ingenuity, and all round effort. All the rust has been fixed, then the engine bay, rain gutters, aerials, and moulds has been smoothed over for the orange glassy look. The venerable 4-AGE lives under the bonnet, and powers the rear wheels through a T50 gearbox and a Chrysler Lancer differential. Inside, the stock old seats were replaced with Ford Laser TX3 seats, and the interior was decked out in purple vinyl. Custom door trims, handmade billet dash, gear shifter and hand brake enhance the wow factor inside. Jason loves taking it out to shows, and has won over 70 trophies in total. He’s even done the threepeat at Toyotafest, winning the Car of Show award for 3 years, from 2011 to 2013! Crown 1969 Definitely one of the most unique cars at Toyotafest, Dave’s Corona oozes character and style. The 1970s NASCAR inspired paintwork, widened 15in steelies and period correct decals just stops everyone in their tracks. It has an interesting story too. Dave procured the Corona from a mate, who imported this from Papau New Guinea. The uncommon front end was never available here in Australia, and the A-pillar mirrors were also rare. The square, American muscle car design suits Dave’s NASCAR theme to a tee. The hand painted Crown logo and drawing sets it apart from all the clean, restored, or modified Toyotas. The super low, negative offset wheels are tucked right into the guards, for that awesome shakotan look. Inside it’s been left mostly stock, except for the colourful Mexican blanket covering the rear seats. The rear parcel shelf has also been re-trimmed, with old school, technicolour Star Wars comic covers. All in all, it’s a unique build that really speaks volumes about its owner! Celica TA22 Rome wasn’t built in a day, and was this Celica. In fact, Adam has been working on his pride and joy TA22 for over 20 years! It has gone through many different setups, but it seems like the Celica is approaching its final form. The sleek, pony car has been transformed into a quarter mile smashing machine. A forged 20V 4AG-ZE with a Garrett GT3540 sends 350hp through a two speed, manualized and transbrake PowerGlide to the massive rear wheels. To get the power down to the ground, 17 x 12in wide FR Simmons sit in the tubbed rear end, which now consists of Strange rear coilovers, a VK Late model camira BTR differential with 35 spline axles, and attachments for a parachute and wheelie mounts. Adam doesn’t hold back on safety, as its run down the 400m at Sydney Dragway netted a 10.9 second pass, with potential to go even faster. Adam already has a new engine lined up, but we’ll keep it under wraps as his Celica continues to evolve. 86 GTS The new Toyota 86 GTS is really only a Toyota in spirit, as it is considered the successor to the much beloved Corolla Levin/Trueno AE86. Beautifully balanced, rear wheel drive, lightweight and with a 2L engine that loves revs, it is a worthy successor. However, it is also heralded as the next hero sports car for aftermarket parts. Nearly everything can be modified on the 86 GTS, and Kurt, the owner of this particular one, couldn’t resist. The now ubiquitous body lines have been upgraded with the more aggressive TRD kit. 18in lightweight Rays TE37SL wheels fill the arches, and its fantastic road holding ability upgraded with a Tein Flex Z kit. In the engine bay, a turbocharger kit from Tunehouse sits aft of the flat four, delivering 200rwKW with just 7 pounds of pressure. Bringing the boom in the rear is a full exhaust from Blitz, with massive quad tips filling up the rear bumper recesses. Kurt has taken the 86 to the track, and plans to go more often, while slowly upping the power even more. For updates and news visit our Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  5. From the 1970s to the 80s, fun, affordable sports cars were dying a slow death. The fun European convertibles had a reputation for being unreliable, and the Americans were obsessed with stuffing low powered V8s into their muscle cars with ancient suspension. On one hand, the Japanese were gung ho with continuous releases of their turbocharged, rear wheel drive coupes, but they were mostly priced outside of people’s reach. Enter the Mazda MX-5. Released in 1989, the MX-5 won the hearts and minds of those who enjoyed pure driving, without breaking down and at a reasonable price. While the spec sheet won’t set any records on fire, the tiny convertible was rear wheel drive with exquisite 50-50 weight balance. Once you get behind the wheel, you’ll understand why it became the best selling sports car in the world, with over 900,000 sold through its generations. The steering wheel, pedals and gear shifter is placed exactly where you need them to be. You sit really low in the car, with your bum mere inches off the ground. Drive out with the roof down and it feels like a go kart, instantly responding to your inputs. The MX-5 featured here has the later 1.8L engine. While you may scoff at the sub 100kW output, it is more than enough for a car that weighs less than a ton. The beautifully balanced chassis meant every turn of the steering was responsive and joyous. The topless classic is so much fun to drive, but we feel that it can be improved even more, with a little bit of Bendix magic. The Bendix Ultimate brake pads are a perfect match for the MX-5, providing high performance braking, with a strong resistance to brake fade. It also provides better brake pedal feel, so you can dive deep into corners without fear. The special fibre impregnated rubber steel shims help prevent noise and heat transmission to the brake caliper and brake fluid. This means you can enjoy your MX-5 on winding roads or the track without fear of brake fade. Brake Pads’ Parts Numbers Mazda MX-5 1.8L 1993-2001 Front: DB1282 Ultimate Mazda MX-5 1.8L 1993-2001 Rear: DB1283 GCT For more Mazda MX-5 brake pads, click HERE. Find out more about the Bendix Ultimate brake pad HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  6. Honda owners have a bad rep due to a few bad apples. It’s amplified by the accessibility and affordability of Honda cars. However, ClubITR is a Honda club with a difference. Its members are mainly mature owners who have a lifelong passion for everything Honda, and this reflect in their meets. ClubITR meets are always friendly, close knit, and showcases some of the best modified examples in Australia. Honda NSX Let’s kick things off with Japan’s first proper supercar, the Honda NSX. We all know that it’s driving dynamics is tuned by legendary F1 driver Ayrton Senna, and Honda’s famed reliability and everyday useability put a leg up on the European exotics. Roland’s example here is what happens when you take the NSX and decide to get a bit wild with the mods. Those massive forged Advan GT wheels draw the eye to the curvey, wide lines of the fattened NSX. Thanks to a mix of Sorcery and Marga Hills kit, with a bit of customization, Roland’s NSX is a visual shock to the senses. The air suspension helps the NSX gets around the tough streets of Sydney, while blowing passer-by’s’ minds when laid on the ground. Honda Concerto 4WD Ram’s pride and joy is a Concerto in extremely rare real time 4WD trim. Made for those who needed traction in all types of weather conditions, the Concerto RT4WD is believed to be the only one in Australia. Found tucked away in a warehouse, it arrived in Australia as a personal import. It wasn’t running and damaged, and Ram took a little over 6 years to bring the car to this state. Its beating heart is a rebuilt, more modern D16Y with VTEC, and complimented by a rare Jackson supercharger kit with water to air intercooler. The transmission and diff was rebuilt, along with a full respray in the original Florence Blue colour. The Watanabe wheels’ retro look compliment the 80s angular design, and the chassis’ handling has been improved with Innovative traction bar, Hardrace gear, Eibach springs and Koni shocks. Inside you’ll find Recaros from the Proton Satria GTi, a classic Honda Momo steering wheel, and other OEM optional goodies. Civic EK 1996 There were no shortage of modified Civics at the meet, but this one stood out for the understated modifications… on the outside. Jack’s Civic began life as a base model version, going through several owners before ending up in Jack’s hands. He began to strip the car of its modifications back to bare shell before beginning on the K20A engine swap from the 2002 Civic Type R. While the ‘K-swap’ is well known in the Honda tuning scene, it’s still surprising what a massive difference it makes. The new, lighter engine makes 130kW stock, and power is available from low down till a screaming 9000RPM. It might not sound like a lot, but considering the Civic weighs only a little over a ton, it’s enough for a rapid street car. The six speed gearbox has been rebuilt with harder internals for future power mods, while MCA Purple XR coilovers and Hardrace suspension parts ensures the Civic sticks to the ground easy. The popular Enkei RPF-1s in 16x8 sizes is probably the only clue to what’s under the bonnet. Integra Type R 1999 The thing about Hondas is unlike most modified cars, the great ones are often understated and under the radar, until you take a closer look. Kenny’s Integra Type R is a great example of this. It’s a Mugen themed Type R, meaning it has all the goodies from Honda’s racing/skunkworks division. Each piece is mostly rare, discontinued or downright expensive. Its extensive list of modifications read like a Honda fanboy’s wet dream: Mugen instrument cluster, room mirror cover, seats, Formula Shift gear knob and a very rare FG360 steering wheel adorn the inside of the car. Under the bonnet, a genuine Mugen Gen 2 strut bar straddles the shock towers, over a Mugen valve cover and oil cap. Maximworks headers direct spent gasses through a ubiquitous twin loop muffler from, you guessed it, Mugen. Tonight, Kenny has put on Spoon SW888 wheels for the meet, instead of the usual Mugen MF10 he normally rocks. The exterior modifications are kept simple with only rare optional side skirts and rear pods. The car has only 120,000kms on it, extremely low mileage for a Honda. Widebody S2000 Paul’s widebody S2000 came about when he bought Enkei wheels that were simply too wide, and then promptly decided to make them fit. Now it runs Circuit Garage front over fenders, with ASM rear overfenders with extensions to tuck those 18x9.5in NT03s under the guards. The visual impact doesn’t stop there, with a full AP2 facelift upgrade, inside and out. It’s not just a pretty boy though. Pop the custom vented bonnet and the F20C engine’s VTEC power is complemented by a GReddy turbo kit. The brains managing the power is a Haltech Elite 750, and power is sent to a toughened up R200 rear differential. At the rear, expensive Car Shop Glow taillights decorate the bum, sandwiched between a rare Tamon rear spoiler and Top Secret rear diffuser. Paul says his next plan is to turn the boost up on the stock motor, and he’s got a spare low-comp engine to replace it with. Exciting times ahead. Honda NSX Nathan’s NSX is about being simple but enhanced. It is diametrically opposite to Roland’s red widebody NSX also featured here. Understated Volk Racing RE30s in double staggered sizes fill up the wheel arches, while customized tail lights from Car Shop Glow bring the NSX into the 21st century. The sweet handling dynamics are enhanced with a set of Tein coilovers. Little modifications like the NSX Type R teardrop gear knob and short shifter assembly dramatically improve the already fantastic driving experience. An RF-Yamamoto GT exhaust amplifies the sweet V6 voice as it rushes to the 8000RPM redline, and…that’s it. No other modifications; Nathan has set out only incrementally improve the NSX, in order to keep the driving experience pure and accessible. Integra 1993 DA9 Here’s a run of the mill Honda that only required simple mods to stand out from the crowd. Jack’s incredibly tidy Integra sits on SSR SP3Rs, lowered on coilovers. Inside, creature comforts such as Recaro seats, a Mugen steering wheel, and an eye wateringly expensive NSX gear knob ensures Jack cruises in style. While the stock B18A1 under the hood isn’t a firecracker like the later Type R engines, it’s still good enough to do 7 seconds to the century mark, and would surprise many cars off the line. Jack has had the car for over 8 years now, and he plans to keep it relatively stock. An engine conversion is on the cards once the current one is up for replacement, and he might chuck on the ultra-rare lip kit he has in storage. Nonetheless, the clean lines of the 1980s Integra is something to behold. Mazda MX-5 Daniel was once a proud owner of a Honda, but even though he’s moved on to other cars, the vibe and people at ClubITR meets always entice him to attend with his latest project. This time, he has brought out his classic Japanese roadster, the MX-5. When Daniel was first handed the keys, the MX-5 already had a Jackson supercharger kit, running a lively 110kWatw. However, the rest of the car wasn’t up to his exacting standards and Daniel set out to build it to his vision. The horrid aftermarket bumper came off and was replaced with the original bumper with the ubiquitous GV front lip. A set of Enkei Apache II wheels gave it a period correct look, while having modern day fitment. Daniel is more at home in his modern Euro cars, so the interior had a massive makeover. A Momo Prototipo wheel, Revlimiter cluster and HVAC faces, Jass Performance gearknob and e-brake button compliment the quilted leather door cards and IL Motorsports door pulls. The retro hazard light toggle and chrome AC vents add a British roadster touch to what is a bare bones, functional JDM interior. For updates and news visit our Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  7. The Ford Focus ST is the modern ‘Euro’ hot hatch. The first fast Focus, the ST170 was built in Germany, and critics applaud it as a step forward for Ford small cars. It rode well, handled brilliantly, and although lacked power, was incredibly fun to drive. Fast forward to 2013, and the Focus ST is now in its third generation. It’s come a long way from its warm hatch days, with even more firepower, handling, refinement and panache. Modern hot hatches now juggle the fine line between premium, sporty looks and affordable pricing. While the Focus has a certain European quality to its design, features and materials, it stays on the reasonable side of pricing. Inside you’ll find leather or Alcantara adorning the touch surfaces, with a pair of Recaro arm chairs up front. Sink into it and you’ll notice the vast glasshouse with heaps of vision everywhere…except the rear quarters. All the must have gadgets such as reverse camera, Bluetooth audio, 10 speaker and subwoofer sound system by Sony is there, as expected of a hot hatchback. The rear seats are spacious too, with a massive boot for all your storage needs. Fire up the 2L EcoBoost engine and suddenly the 181kW turbo four cylinder thunders into life. That lively centre exit exhaust likes to make itself heard when you plant the foot down, but otherwise your Spotify playlist will drown it out in daily traffic. The steering still retains the playfulness of the previous generation, and the big wide wheels have no trouble providing masses of grip. All that power through the front wheels do introduce some torque steer, but we’ll notch that up as character. The Focus ST is a great, well rounded car, packing just the right amounts of oomph, comfort and liveability. So when it comes to replacing the brakes, the Bendix General CT keeps that well roundedness that makes the Focus ST such a great car to live with. Made to match, and in most cases, exceed OEM brake pads’ performance, the General CT is extremely low dust and noiseless. The unique Blue Titanium Stripe means there is no need for complicated bedding in. Instead, the titanium stripe delivers great pedal feel and instant friction out of the box. Noise absorbing shims combined with its Stealth Advance Technology means that General CT brake pads are quiet and perform without you knowing it’s even there. Brake Pads’ Parts Numbers Ford Focus ST 2013 Front: DB2353 GCT Ford Focus ST 2013 Rear: DB1763 GCT For more Ford Focus brake pads, click HERE. Find out more about the Bendix General CT brake pad HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  8. Bendix's latest Ceramasil Brake Lubricant is formulated to provide longer lasting lubrication and protection on brake components. Check out our video on why sufficient brake lubrication is important for quiet, long lasting brakes. For more information on Bendix brakes, cleaners and other ancillary solutions, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  9. Join the Bendix Facebook and Instagram contest to win a set of Bendix brake pads for your car! Simply follow these simple steps: Step 1: Post up a pic of your ride on Facebook or Instagram, and tell us about your car and how you use it. Step 2: [email protected]_Workshop or #bendix_workshop Step 3: Follow @Bendix_Workshop on Facebook or Instagram Step 4: Get your mates to like your post! Here’s an example from our Bendix Quality Manager: “Purchased in January 1990, I’ve owned it for over 27 years, and we’ve gone over three colour changes in it. It’s packing a sweet little 161 straight six, with a stage 3 Yella Terra head, roller rockers, twin Stromberg carbs, extractors and a mild Speco cam. We’ve taken it to two Summernats in the late 90s, and now we’re planning the ultimate rebuild for it, with a new driveline from a late model Commodore, while retaining the classic 60s style.” The top 3 posts with most likes will win: Bendix Front and Rear Brake pads to suit their vehicles, with 1 x Bendix Jacket, 1 x Bendix Ceramasil Brake Parts Lubricant Tube, 1 x 500ml bottle of Bendix High Performance DOT4 Brake Fluid and 1 x Bendix Brake Cleaner & Parts Degreaser The top ten runner ups from 4th to 10th place will receive: 1 x Bendix Ceramasil Brake Parts Lubricant Tube, 1 x 500ml bottle of Bendix High Performance DOT4 Brake Fluid and 1 x Bendix Brake Cleaner & Parts Degreaser For the full terms and conditions of the Bendix competition, click HERE. For more information on Bendix brakes, click HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  10. The cold obviously never bothered car enthusiasts, as June’s EOMM was once again flooded with cars at Sydney Dragway! A wild and varied mix were on show this month, from feisty little hatchbacks to low-riding Caddys, all the way to show cars with massive sound systems, and little racy coupes setting fast times at the track! Andrew’s 1982 Nissan Stanza SSS “A Nissan what?” you may ask. The Stanza was never a popular car worldwide, slotting in between the Sunny and 200B. It was assembled locally by Nissan Australia from 1979 to 1982, and did well amongst local buyers. Andrew’s Stanza SSS was immaculately repainted and restored by the previous owner, and once he took possession of it, promptly went to the drags and ran a 12.9sec quarter mile with a standard SR20DET. Now it’s back meaner than before, with a forged motor under the bonnet, sucking air through a GTX3076 turbo. Andrew reckons it’s on 270kw on the run in tune, and after it’s all done, would love to get low 11s on street radials. Chris’ 1966 Cadillac DeVille Classic American luxury coupes are a thing in the Australian car culture, and it’s no wonder; all you need to do is to take a beautifully restored Caddy, put it on bags, and slam it! Chris’ DeVille was restored in Nevada, before being imported here and sold to Chris. Arguably the best looking version of the old school Caddys, the 1966 coupe pictured here featured a vinyl roof and paintjob in Inverness Green, period correct wire wheels with white walls, and of course, air bags for that gangster low look. Elliot’s 1990 Corolla FX-GT It’s a Toyota Corolla, but before you start yawning, it’s a mint one that you can’t go on Gumsales.com.au and buy for $500 with 6 months rego. The rare, two door hatchback was only available in Japan, and this one here was a personal import. With only 149,000kms on the clock, and a full, up to date Japanese logbook from Nagano, it’s certainly a collector’s item. Elliot’s own modifications include a Toaster White respray, custom DIY flares, and 9.5in wide BBS style wheels. Inside it has a mint interior other than some wear from Japanese tweed, and a bit of ciggie burn on the rear seat from a JDM dart. It really has character, something that can’t be said for most of today’s Toyotas. Steven’s 2014 Toyota 86 Steven’s list of modifications look like a JDM fan’s Dear Santa letter; from the TRD and Varis body kit, right down to the massive AP Racing big brake calipers on the front. Under the bonnet, the parts are from Japan’s most well-known tuners; Cusco, Revolution, HPI, GReddy, HKS, Blitz, etc. The wide Wedsport rims are running Yokohama AD08Rs, made to run very quick lap times on the track. Despite being an automatic, Steven has lapped the Wakefield track in the 1:10s, a very respectable time for any circuit racer. Jayden’s 1990 Nissan Patrol We walked past this hulking monster and had to double back after spotting an out-of-place straight six petrol engine inside this 4WD. Jayden had chucked out standard issue 2.4L diesel engine, making way for the updated 4.2L turbocharged petrol straight six from the more modern Patrols. A Garrett 3540 hangs off the side of it, and Jayden says it makes 300hp, but with 800Nm of torque on the fat 35in tyres. A 5in lift kit with external reservoirs are needed for serious off-roading Jayden often does, and those knobbly BFG KM2 tyres provide serious grip in all sorts of conditions. Best thing is, it’s all built in the backyard with his mates! Laura’s HSV Clubsport Laura’s HSV Clubsport is one of a kind, with a custom body kit and pink paintjob, it definitely stood out at EOMM. The LS1 has been given a tickle with a cam, full exhaust system and an OTR intake, along with an accompanying tune. Looks and speed isn’t enough for Laura though; she’s serious about the Clubsport, with plans to enter it in this year’s prestigious MotorEx car show. Pop the boot and doors, then stand way back, it is jam packed with the best gear from Pioneer, all arranged in a simple but pleasing way. Laura tells us it’s not complete yet, with air bags on the to-do list. Can’t wait to see this lay rail on the ground! Nathan’s 2002 Toyota Crown Athlete V The Crown Athlete V isn’t a car you see every day. Nathan purchased it in Japan via an import broker, and registered it just last month. Powered by the renowned 1JZ-GTE, the Crown is all about cruising the roads in aristocratic luxury and style. The imposing presence is heightened by the lowered stance and wider 7Twenty Style49 wheels. Inside the all leather interior has been garnished with the choiciest Junction Produce curtains and neck rests, Garson DAD dash mats and passenger table. Even the OEM TV has been tweaked to mirror Nathan’s iPhone. Airbags, engine work and proper Leon Hardritt wheels will soon join the mod list. Lachlan’s 2005 Mini Cooper S Despite the updated, modern retro shape, the new Mini still retains all the fun character of the original; go kart like handling and the ability to put a smile on your face. The updated supercharged engine in Lachlan’s Cooper S means push is upgraded to shove. The enhanced Cooper S makes quite a bit pony more than from factory, thanks to a 17PSI pulley, aftermarket intercooler, custom hurricane exhaust, and tuned to pump 220whp. The 18x7.5in wheels don’t look lost in the wheel arches, and are wide enough to provide awesome grip around corners. For more information about End of Month Meet and how to attend visit the Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  11. The WRX nameplate has an illustrious history of providing motorsport excitement, while retaining everyday driveability and affordability. A mainstay of the Australian automotive scene, the WRX offered hot hatch performance, with the versatility of a medium sized four door sedan. Since its introduction in 1994, the WRX has evolved over the years, adding more power, a bigger engine, and a more modern interior. The 2011 Subaru Impreza WRX finally received the wide body treatment that was reserved only for the WRX STi, making it look aggressive on the road. Only the trainspotters could tell the difference, but otherwise, it’s a car you’d look back at when you get out and walk away. The massive boot, comfortable interior, and on point suspension tuning meant that the WRX is an easy car to live with, despite its fierce looks. Under the bonnet, the 2.5L turbocharged boxer engine makes 195kW, putting the power to the ground efficiently through Subaru’s signature all-wheel drive system. The torquey engine makes the WRX feel lightweight, as it just flings itself up the straights. Steering the car is still easy, and has a lightweight clutch and manual gearbox that’s effortless to shift. This makes the WRX easy to drive fast, whether in a straight line or attacking corners. With its duality nature, the WRX needs brake pads that can stop well and yet be easy to drive with on a day to day basis. Bendix Ultimate brake pads are designed for cars that see daily traffic, windy roads and track days. The brake compound provides reduced stopping distances without screeching to a halt, thanks to Bendix’s noise dampening shims. The Ultimate brake pads also has great pedal feel, and is highly brake fade resistant for repeated hard stops. Bendix Brake Pad P/Ns Subaru Impreza WRX (2008-2014) Front – DB1491 Subaru Impreza WRX (2008-2014) Rear – DB1803 For the full range of Impreza WRX brake pads, click HERE. Find out more about the Bendix Ultimate brake pad HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  12. Uneven brake pad wear is when a brake pad or a set of brake pads wear out quicker compared to the other side of the car, truck or van. When this happens, brake pads will have to be changed well before its used up, costing time and money to buy and install a new set of brake pads. A common cause of uneven brake pad wear is DTV (Disc Thickness Variation). Variation in the thickness of your rotors chew away at the brake pad as they come in contact with flat spots in the disc, causing the pad to wear unevenly. Depending on the extent of the impact of DTV on your rotors, they can be machined to iron out any flat spots. Rotors can only be machined so many times though so be mindful of that. It’s also important to hit your newly-machined rotors with Bendix Brake/ Parts Cleaner & Degreaser to get rid of any machine dust. The key to avoiding the effects of DTV is taking measures to prevent it in the first place. If you’re installing a new set of rotors, preparing them properly beforehand is an important step to take. Make sure to give them a hit of brake cleaner before installing them to clear any dirt and anti-rust coating. Issues with the operation of the brake calipers are also major contributors to uneven brake pad wear. Often, components within the caliper, such as the guide pins, can seize and cause the brake pad to drag along the rotor whilst the brakes aren’t applied which in turn leads to uneven brake pad wear. If it’s come time to replace your brake pads and you’ve found there to be some uneven wear, check the caliper guide pins. If one or both of the guide pins are seized, it’s time to pull them out and regrease them with Bendix Ceramic High Performance Synthetic Lubricant. If they’re a bit worse for wear, it’d be a good idea to replace them. If this doesn’t rectify the problem, the issue might require a caliper rebuild or replacement. For more information on Bendix brakes, cleaners and other ancillary solutions, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  13. The Nissan Silvia was an affordable sports car with all the right ingredients. Turbocharged power, rear wheel drive, and striking good looks is a timeless recipe, and the last Silvia had all of them in the right proportions. This Silvia, or 200SX when it was sold here by Nissan Australia, is the last generation made, going by the chassis code, S15. The previous generations were already legendary mainstays in the modified car scene, thanks to the balance of power, handling and styling. The S15 has the most powerful factory engine ever in a Silvia, and is paired with a six speed gearbox, driving a helical LSD in the rear. It drives as good as it looks, too. Without any modern electronic nannies other than ABS, the driver has full control over the S15. To use grip for the racing line, or hang the tail out for fun, the S15 can do both in equal measures. The longevity of the S15 has been bolstered by the staggering amount of aftermarket parts for it. From extreme wide body kits, to off the shelf racing and drifting suspension setups, the S15 can be fully customised for drag, drift, racing or just for the street. Bendix has just the right brake pads to match the S15’s versatile roles. The Bendix Ultimate is a high performance brake pad that is engineered for pure stopping power on windy roads or on the track. However, daily drivability is not compromised, thanks to the special Bendix noise absorbing shims. Providing excellent pedal feel from the get-go, the Bendix Ultimate is highly tolerant of extreme temperatures for fade free braking. Brake Pads’ Parts Numbers Nissan 200SX (S15) 1999 – 2001 Front: DB1170 Ultimate Nissan 200SX (S15) 1999 – 2001 Rear: DB325 Heavy Duty For more Nissan 200SX brake pads, click HERE. Find out more about the Bendix Ultimate brake pad HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  14. Different people use their vehicles differently, and that’s why Bendix has a range of brake pads to suit differing driving needs. Whether it’s everyday general driving, off-roading, towing or even the odd track day, Bendix has just the right brake pad to suit. Under extreme testing, the Bendix Ultimate pads offer proven reduced stopping distances, with excellent pedal feel. Its tolerance to extreme temperatures means you can put your foot down over and over again with confidence. It is highly suited to enthusiastic drivers with an energetic driving style or for premium high speed touring cars. It is also ideal for vehicles that does the occasional track day. Find out more about the Street Road Track brake pads HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  15. Take a normal, everyday garden variety Lancer, and give it a shot of steroids, some gamma ray radiation, and arm it with superhero technology. You’ll end up with the Lancer Evolution, and in this case, the Evolution 8 MR. Thanks to motorsports, the Mitsubishi Lancer Evolution exists. Back in the early 90s, participating car manufacturers in Group A of World Rally Championships had to produce 5000 road going versions of their competition cars due to homologation rules. Mitsubishi was one of them, and the first Lancer Evolution featured a turbocharged two litre engine and a wickedly intelligent all-wheel drive system. The cars proved so popular that Mitsubishi continued making them. And with every Evolution, the car got bigger, meaner, and faster. With the Evo 4, 5 and 6, Mitsubishi swept four World Rally Championships in a row, cementing the car’s legendary status. The 8th Evolution has packed even more technology into the AWD drivetrain, more firepower under the bonnet, and other chassis improvements, such as a lightweight aluminium roof, front fenders and bonnet for weight reduction. The wing has been tweaked for more downforce, and what Mitsubishi engineers call a vortex generator has been mounted on the roof to allow the wing to work more efficiently. Inside, it’s all business. The standard Recaro seats bear hug your body, so you are properly seated for the duration of the performance. A slick, mechanically notchy six speed gearbox on the left and a Momo steering wheel ahead of you provides the necessary controls for this rally bred road missile. The entire driving position is focused, so it doesn’t distract you from the task at hand, or noticing the rather pedestrian interior. Under the bonnet lies the tried and trusted 4G63. Its roots can be traced back all the way to the first Evolution, displacing the same two litres of force fed air. It’s been updated with a more efficient turbocharger, exhaust and intake, reaching its monstrous power band at 3000RPM. Channelling the power through a very clever all-wheel drive system, the Evo 8 MR makes it easy for the driver to just get on the power through the corners; it will simply just grip, and go. A rally bred road racer like the Evo 8 MR requires weapons grade stopping power, and Bendix’s Street Road Track brake pads are more than up to the task. The Street Road Track brake pad is an ultra-high performance brake pad for the road going race car. With its high friction mu and extreme tolerance to heat, the Evo can go hard and stop harder, every time. The specially developed shims reduce heat and noise, enhancing the Street Road Track performance on the track, and useability on the street. Bendix Brake Pad Part Numbers Mitsubishi Lancer Evolution 5 to 9 Front Brake Pads: DB 1678 Mitsubishi Lancer Evolution 7 to 9 Rear Brake Pads: DB 1521 Find out more about the Bendix Street Road Track brake pad HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.


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