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  1. It’s the second month of the new Meet and Eat event, and its popularity is growing! The slight rain didn’t deter attendees, and as usual, there was a lot of food trucks with skillets, pans, ovens, and stoves all ready to cook up a feast! We were there to capture the sweet cars that rocked up. Here’s our picks for April! Callum’s Nissan Silvia Spec R S15 The Nissan Silvia S15 has such classic lines, and are slowly getting rarer and rarer. Luckily owners have been keeping them in tip top shape, with tasteful and functional modifications. Callum’s Japanese-spec S15 here has most of the fruit right out of the box; the genuine and rare optional Nissan body kit, complimented with JSAI sideskirt and pod extensions. It sits on 9.5in wide TE37SLs, showing off the Brembo calipers up front. The carbon Varis bonnet has been painted white for a stealthier look. Under that expensive bonnet lies the venerable SR20DET. The head has been built to handle a Garrett GTX2867 on an E85 setup. Inside, red Recaro SR4s hug the driver and passenger, while a complement of Defi gauges lets Callum keep an eye on the engine condition. Brad’s 1974 Datsun “Kenmeri” Skyline There’s always a special one that rocks up to these meets. Meet this special one; a 1974 C110 Datsun Skyline, restored immaculately to Brad’s taste. Originally a 240K sold in Australia locally, Brad found it in pieces and slowly put it back together over five years. Production Automotive took care of the L28, rebuilding with triple Webbers for that glorious straight six noise, before it went back into the repainted engine bay. All the rust was removed before the car was sprayed in Nissan Pewter Silver. To accommodate the super low offset Watanabe wheels, bolt on flares were used for that period correct look. Making a very noisy 190rwhp, Brad’s classic Skyline is a treat for the senses. Bayley’s 1976 Expensive Daewoo Torana You see all sorts at meets, like P-platers that show up in the dads’ flashy weekenders driving like its theirs. Fortunately for us, Bayley’s dad has a very interesting weekender, and he does straight up admits that it belongs to the parent unit. Born and bred red through and through, Bayley and his family loves Holdens, especially the special vehicles’ department. This is a special toy, kept in concourse condition. Other than a brand new T5 gearbox, console, and custom exhaust, the car is left untouched. It still runs the original 308cu V8, has matching numbers on all parts, and the number plate was transferred over from a scrapped 1976 Chrysler Sigma. Even the paint is original! Josh’s 2010 Jeep Wrangler When one door closes, another door opens. Josh was dead set on getting a Toyota Supra as his first car, but when his parental unit said no, he didn’t kick up a fuss. He decided that the next best thing would be…a Jeep Wrangler. Those scratching their heads will understand, once they find out that the Jeep has an aftermarket parts catalogue that’s thicker than a telephone book. Except for the rear bar and side steps (Josh has that on his list), nothing has been untouched in the Wrangler. A high flow catalytic convertor and exhaust liberates that glorious 3.8l V6 note. Quad tailpipes add a sporty look, and a tune lets it churn a healthy 220hp and 300Nm at the wheels. Aftermarket fenders, custom halo lights and grill gives it a distinct look. The bulbar, spotlights, light bar, and roof rack are handy when Josh takes it off roading, along with the 2in lift kit. 33in tyres on 17in rims not only work well bush bashing, but looks great on the road too. Josh tells us he’s got big plans for it once he’s off his Ps, something that involves an LS1 and a supercharger! Shaun’s Subaru WRX STi Coupe We are closet Subaru fans at Bendix so when the best looking Subaru that was sold in Australia rocked up, modified, and slammed, it had to be featured. Introducing Shaun’s Impreza WRX STi V5 coupe. Never again will there be a Subaru this perfectly proportioned. Toned, muscular, purposeful, Shaun decided not to mess with the classic GC8 look. Instead he’s focused on making the EJ20 super reliable and punchy. All forged internals were used in the refreshed EJ block. With a Blouch turbo replacing the trusty crusty VF28, the coupe knocks a very useable 220kW with heaps of torque. Tein coilovers, Brembo brake upgrades and the full Whiteline suspension catalogue ensures it handles as good as it looks. Dale’s Mitsubishi Lancer Evo 8MR Arguably the best road going Evo ever made (the Tommi Makinen 6 is another contender), the Evo 8MR comes from factory with a better turbo, aluminium roof, and a re-programmed AWD that offers even more grip. Trust Dale to start with a great platform for mods then go all out and build it into a weapon. The beefy 4G63 is pretty solid from the get go, but to make 450kW means a full tear down and rebuilt with the forged aftermarket goodies. JE pistons, Brain Crower rods, fully rebuilt and cammed head, then dual-map tuned on E85 and 98 octane. Currently on a conservative tune making 310kW, the engine package was done at InHouse, while tuning was done at ISMR. It’s relatively more conservative on the outside, with tasty AME Tracer II wheels and carbon fibre side skirts, lip and rear pods. Helio’s Mitsubishi Mirage Our eyes are always peeled for something different...like a stripped out hatch back that focuses on lightness and pure naturally aspirated muscle. “Wait, Hondas aren’t different,” you say, but ha! This isn’t a Honda, it’s a Mitsi. Painted inside and out in an eye catching, yet subtle Golf R blue, the inside is stripped bare saved for the dashboard and two Recaro Pole Position seats. The asthmatic 1.6l stocker was binned in favour of a 2.4l MIVEC donk from the 2005 Lancer. 120kW at the wheels may seem laughable in the time of 300 average killer wasps, but it’s nothing to sneeze at in a car that weighs under a ton. Sticky Toyo R888R rubber wrapped around 15x8 Enkei RPF1s ensure that power runs out before grip does. Still running in, Helio hopes to make 150kW naturally aspirated. Don’t be surprise when this Mirage disappears in front of your eyes. Dave’s VW Golf GTi The Golf GTi has always been styled as the everyman’s performance car. It’s got the hot hatch formula down pat; everyday usable car that can turn into a mountain road weapon instantly. The GTi can be all those things and more; and more is exactly Dave has gone for. More power. More grip. More low. So basically, more speed. It’s his tuning company, Pacortech’s demo car, it’s a showcase of what can the modern turbocharged Golf can do. The stock engine’s ECU has been given a stern talk by Underground Performance, and as a result chucks out 280kW at the front wheels. With some help of a bolt on Hybrid turbo kit, a DSG Milltek catback, and CTS down pipe, of course. Helping it haul up are front brakes pinched from the Audi TT-RS, required to haul up at the end of a 12sec flat quarter mile run. For more information about Meet & Eat events and how to attend visit the Facebook page Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  2. Sydney’s monthly car gatherings are back on again, with a foodie twist! Great food and awesome cars are always a popular mix, so it’s no surprise that the Meet & Eat went off! Double demerits didn’t put off car enthusiasts who showed up in a large variety of rides. We also have to say the food was on-point, thanks to gourmet food trucks who showed up. Check out our picks for the Cars of Bendix this month! Laurence’s Mazda MX-5 It’s the hairdresser’s car, Rambo edition. Laurence of Brintech Customs showed up with an MX-5 packing a big V8 under the fibreglass one-piece front end on this Mazda MX-5. In order to accommodate the cammed LS1 out of a Expensive Daewoo Late model camira SS, the entire front chassis past the firewall was tossed out, and replaced with a tubular chassis. Power is sent to the rear wheels via a T66, and distributed sideways thanks to a RX-7 differential and custom driveshafts. To reign in the newfound power, brakes and hubs were converted to Nissan Silvia S15. Built to be a ferocious weekend toy by Brintech Customs, the owner has had it for 7 years, before taking the next step forward. He plans to stroked the LS1 and go roll racing, just to see what it can do. Rob’s 1968 Chevrolet Chevelle SS This tough classic muscle car has a history like you wouldn’t believe. With just 32,000 miles on the odometer, it is as mint as it comes. Rob bought it from a deceased estate in Baltimore, USA, where it has been off the road for over 46 years. Originally gold with a black roof, the car was brought back and stripped for a proper restoration and modification for more power. Rob says it’s mint as you would expect for a car that had only seen 2 years of driving. All the chrome bits save for the mirrors and front pillar windows are original. The seat trims, dash and roof lining looked like it just came off the showroom floor. The original engine has been replaced with a 454 Chevy small block, stroked to 502 cubic inches and makes about 600hp. To handle all that power, a manualized Turbo 400 with a 4000RPM chucks the power through a 9in differential out the rear. Ransom’s Ford Falcon AU Ute First bought brand new in 1998, Ransom’s Ford Falcon ute was destined to be a promotional vehicle for his wife’s business. When asked if he was a Ford man all his life, Ransom replied “Nope, we just got tired of waiting an hour at the Expensive Daewoo dealership, and just walked across to Ford!” After nearly 20 years in hot pink and purple, Ransom decided it was time to turn it into a tough street car. Other than being meme’d to hell and back, the Falcon AU had a reputation for fast, effortless cruising. Ransom’s ute though, was built to be a road missile. The old engine made way for a Dart 302 V8 block, which was then stroked to 373cu. The Windsor based motor has also been given a shot of giggle gas to help lit the afterburners. Packing 600hp, the 175hp nitrous shot helped Ransom propel the ute into the 10s. He’s aiming to get it down even further with the new 300hp nitrous shot setup! Chuck’s 1970 Datsun Skyline Hakosuka C10 When it comes to desirable Japanese classics, the Hakosuka Skyline finds itself perched above all the rest. The good ol’ boxy Skyline saw the birth of the almighty GT-R and because of this, the Hakosuka is extremely sought after, even in non-GT-R form. Chuck’s 1970 Datsun Skyline C10 is especially rare as it’s a four-door example, which Nissan built less of than its coupe stablemate. Chuck owns one of three four-door Hakosuka Skylines that call Australia home. Now Chuck isn’t one to keep a classic completely original, rather opting to keep the Japanese icon tasteful with period-correct mods. Under the bonnet lives an L28 stroker fitted with 47mm OER carbs, singing to the tune of about 200kW, making it quite the formidable force given the Hakosuka’s lightweight body. All of that power is put to the ground through a Nissan Z five-speed and a Nismo 1.5 way R180 diff, making the Skyline quite a lively thing to chuck about. Inside the cabin, Chuck has treated himself to a pair of old-school Bride bucket seats that don’t look out of place within the near 50-year-old interior. Outside, the Skyline looks exactly how you’d imagine they hotted these things up over in the motherland back in the 70s. A set of Watanabe RS8 wheels, coupled with a healthy drop and a front lip and rear spoiler pulled of the GT-R keep this Hakosuka looking faithful to a time long passed. Paul’s 1989 BMW 318i The BMW E30 has exploded in popularity in the recent years, and have left Paul, owner of numerous E30s, scratching his head. Since he’s no stranger to the E30 chassis, he’s set out to build one just for his go-fast cravings. It started off with a parts car he purchased. It had a blown motor and was set to be cannibalized by Paul and his son for bits when he noticed the body was true, and had a rather mint chassis. He set it aside, then when he got hold of a S54 inline six from the BMW M3 E46, he didn’t hold back. The massive six went into the bay, complete with its original gearbox. Having only 56,000kms on it, the legendary engine runs as tight as a drum; needed as Paul tracks his E30 regularly! With massive Brembo brakes, he had to get custom 17in Simmons wheels to suit. Nitto NT01s are his choice of track rubber. Combined with just 990kg and firepower under the bonnet, Paul circulates Wakefield Park at 1:09:9. Just to make sure people see him coming up from behind, the E30 features a custom two-tone paint job. John’s Toyota Supra MK4 You’d never really see a car done like this at street meets, simply because it’s not a street car. Turning up on the back of a trailer to support his mate’s trade stall, John told us it was originally a NA aero-top automatic Supra, and he has left no stone unturned to turn it into a fire breathing time-attack weapon. The entire car was stripped and the chassis stitch-welded for extra stiffness. The legendary 2JZ-GTE engine was fettled with a 3.2L stroker kit, forged CP pistons, Kelford camshafts, springs and retainers, before being placed into the body. From there it sucked air in via a massive Precision 6466 turbocharger and dispels it via a 6-Boost manifold. Thanks to a combination of E85, Haltech ECUs and John’s shop J&J Motorsports expertise, the Supra now churns 650hp on 19PSI, 870hp on 32PSI. All four corners are shod with Volk Racing CE28s, measuring 18x10.5 wide. The body has been extended via a Ridox kit. Weight has been stripped out leaving only the bare essentials for racing, and even the doors and hatch has been replaced with lightweight carbon fibre items. John has taken it to World Time Attack Challenge 2017, but the car will be undergoing more development before it enters the next one. Ash’s Ford Escort Mk.1 When you know you have something special, you hang on to it for dear life. It’s exactly what Ash did. This Ford Escort Mk.1 has been with him through thick and thin, since he was 14. It’s almost 20 years now and the love is still going strong. “It’s been through quite a few changes, most notably about three engines!” he says. A worked 2L Pinto now sits up front. It gulps fuel and air through twin Webers, then converts the mixture into 160hp, sent to the rear wheels. Plenty for the lightweight Escort. It’s bright orange; a 16 year old paint job that was done in the shed. In fact, Ash and his late dad worked on the car themselves. It was built, painted, assembled and fixed in the driveway or shed, never seeing the inside of a workshop unless it’s absolutely needed. Ryan’s 2008 Subaru WRX STi Sitting low and fat in the middle of the meet was Ryan’s 2008 Impreza WRX STi. The already beefed up hatchback gets more girth thanks to a set of bolt on flares; required to cover the 10.5in wide Enkei RS05RRs. The width is accentuated by Ryan’s choice of aero enhancements. Upfront is an Ewing splitter with a pair of AutoElements canards. It’s not for show either; under the scooped bonnet lies a forged boxer motor, spinning a reliable 250kW to all four wheels, thanks a Blouch 2.5 turbo and a tank of E85. That infamous boxer beat shouts from an Ark Performance exhaust, apparently 1 of 1 in Australia. For more information about Meet & Eat and how to attend visit the Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  3. Click the image above to open the podcast! Bendix’s Product Engineering Manager, Andrew French, recently appeared on Mechanic.com.au’s podcast to talk brakes. Some very useful information for mechanics and DIYers alike with info on choosing the right brake pads, friction types, troubleshooting brakes and more! For updates and news visit our Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  4. When it’s time to service the brakes and a change of brake pads are required, you might be told that the front brake pads are done, but the rears will be fine. It’s a rule of thumb that since the rear brakes do less work than the front, the pads will last twice as long. In modern cars and vehicles, this is no longer the case. with the advent of traction control, stability programs and electronic brake force distribution systems found in today’s new cars, the rear brakes are given a work out just as much as the fronts, often without us realizing it. Electronic brake force distribution (EBD) is a system that is now found on most modern cars with high safety ratings. EBD works by varying brake pressure between front and rear wheels, depending on speed, road conditions and how hard the driver is braking. It works alongside standard anti-lock braking systems for peace of mind. Often, EBD uses the rear brakes to stop the car from diving under initial brake application. This prevents excessive weight transfer to the front, allowing for more stable handling, and a better ride for the car’s occupants. In rear wheel drive cars, clever traction and stability programs are used in place of a limited slip differential, by braking the inside or outside rear wheels to improve handling and traction. Stability control programs also brake the inside rear wheels to prevent understeer in emergency situations. Automatic hill descent features are now mostly standard in modern 4x4 vehicles or SUVs. The hill descent program individually brakes each wheel while the vehicle goes down a steep slope, without input from the driver. Front and rear brakes are independently used to maintain a specified speed going downhill in slippery off road conditions. This also results in rear brake pads to wear out sooner than expected. Bendix brakes are suited to modern car technology that continuously improves to meet ever stricter safety regulations. Combined they offer exceptional on-road safety. Make sure to check your rear brake pads, calipers and rotors as well at your next service, and ask your mechanic for Bendix brakes. For more information on Bendix brake pads, click HERE. To find your nearest Bendix stockist, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  5. The last car show of 2017, and what a way to end the year! Hot Import Nights brought the summer sizzle with insane cars on display. Add the hottest import models from both the US and Australia, supercars from all continents, and huge variety of modified rides on display, Hot Import Nights is a bona fide premier auto event. It was super tough to pick the cars, but these are what we reckon are stars of the show! Pandem BMW 318 E30 This obese E30 belongs to Redha, an admin of a wildly popular Facebook page European Motor Fanatics. He has a lifelong love for…you guessed it, Euro cars. A current owner of three BMWs, he decided his E30 318i should go under the knife for Hot Import Nights. Built in just three weeks, the Pandem kit you see here was sourced from Carbon Plus in Melbourne. Frantic phone calls were made, and countless nights were spent in the garage to get it fattened up for the hottest import show of 2017. Redha has wildly succeeded as you can see here. Sitting on ridiculously wide 16in BBS RS wheels re-barrelled to fill up the wide guards, the E30 has a presence like no other in the hall. The Double Unicorn AKA Nissan Stagea R34 Ben’s Nissan Stagea is famous. Like, really really famous. On the Internet. Where a whole series of YouTube videos has been dedicated to how a Nissan V8 made its way into what was originally an AWD family station wagon. Ben, A.K.A. the Mechanical Stig (the very same one on Mighty Car Mods), found the Stagea really cheap, when he was trying to sell a GTR 34 front end. During a trip to Japan, MCM mates began hatching a plan to make it something different. A VH41 V8 was originally found in Nissan Cima; big lumbering plush sedans found transporting top officials and businessmen around town in Japan. After 14 or so episodes of Mighty Car Mods, the result is a Nissan V8 turbocharged, all-wheel drive, manual, double unicorn Stagea, with a GTR 34 front end. Say that out loud, as it could be the coolest thing you’ll say in 2018. Start your year right and all that jazz, y’know. MCA86 Conquering the car world, one field at the time, MCA Suspensions brought out their latest toy to display alongside their stand at Hot Import Nights. This is their second Toyota 86; while the other one packs a lot more horsepower, this one doubles up on neck snapping power. A rare Aimgain/Stancenation body kit widens up the 86’s flanks to accept the deep dished 18in Work Meister L1 three piece wheels. Bringing the wheels and the arches together is a set of MCA Suspension Red Series coilovers with the traction mod, so it can ride low and comfortable, yet vastly improve the handling over the stock suspension. Finally, the icing on top is the mind bending psychedelic 3M wrap; the subtle dark silver complementing the spectrum shine perfectly. The wide rear is topped off with a Voltex Type 7 swan-neck spoiler, rising high above the roofline. The stock headlights and tail lights have ditched for the more complex Valenti designs. Under the hood, the FA20 has been tuned to accept E85, and spits spent gasses out the back courtesy of the Invidia 4-1 Equal Length extractors and titanium cat back. 2000 Nissan Pulsar SSS The smallest details make the biggest difference, and this Pulsar SSS is full of them. Mitchell’s 2000 Pulsar SSS has come a long way. Inspired by aerospace and aircraft elements, the SSS is visually striking from afar, yet is incredibly polished and detailed when you get up close. The widened Crazy Hornet front guards have been given the carbon fibre treatment, while the flying tiger decal on the front bar shows the N15 is ready to eat up other road users. The rare JDM SR20VE engine has been given the more aggressive cams from the even rarer SR16VE, a customised Toyota individual throttle bodies, and tuned with an Adaptronic ECU. 150kW is nothing to sneezed at in this car weighing only 900kg. Inside you’ll note Recaro seats from a Civic Type R, Snap On Pry Bar Handle gear knob, Defi gauges and the Grip Royale steering wheel for optimum control while touge dogfighting. Rare JDM parts like the Lucino tail lights and number plate surround, VZR rear pods and front lip, as well as Almera side skirts round off the more subtle details of the exterior. It sits on 15x8.5 Fatlace AME wheels, with grippy Toyo R1R rubber. The bright red wheels are finished off Garage 326 lug nuts and spiked caps. Liberty Walk Honda S660 Small packages can have the biggest impact. It’s clearly what Honda had gone for with the S660. The diminutive convertible was built with Japanese kei car regulations in mind, and thus punts out only 64hp from its 660cc 3 cylinder turbocharged engine. With a mid-mounted engine, it drives as good as it looks. Brought in by OZ Mover, this S660 was initially a car to test its marketability here. Having sold a few, the owner kept this baby blue one and decided to go a bit over top. Liberty Walk released a kit for the S660 and it was decided that was what the tiny roadster required; more phatness. The slammed Liberty Walk S660 is also blessed with a Mugen aftermarket exhaust, just in case you missed the hyper blue paint and wide flares. The front bumper is also completely redesigned to mirror its more expensive, exclusive stable mate, the new NSX. Side Mugen mirrors, and a special Liberty Walk x Frontline 16in wheels finished it off. David’s Honda S2000 Jaw dropping, yet elegant in execution, David’s S2000 is a masterclass in being clean, simple and slammed. It kicks off with a full respray in Honda OEM deep purple, a colour only available on the Honda Odyssey of years gone by. The deep purple appears black until light hits it. A rich violet hue only then becomes apparent to the eye. The occupants are covered by an OEM hardtop and held in by a pair of Recaro SPG bucket seats. We’ve been told that the front bar is the only one in Australia; it’s a rare CR version that was only released in the UK, Japan and the US. Other bits include a Voltex Wing and rear diffuser, and carbon fibre side diffusers and strakes to round out the rest of the exterior bodywork. You might notice that this S2000 is laying on its rails. Thanks to an Air Lift suspension kit with a custom boot install, the 18in super clean Work Meister S1s tuck into the wheel arches at a touch of a button. There is little need to modify the F20C other that forced induction, but David has chucked on HKS headers and a Hi-Power exhaust to help liven up the driving experience. KustomKraft RWD Drift Evo 8 KustomKraft Fabrication’s drift Mitsubishi Evolution 8 was on display at HIN, bonnet ajar to show that this is a truly one of a kind car. Extensive fabrication work feature throughout the ride, all for the purpose of sliding and smoking the rear tyres for as long as the driver want to. The almighty 4G63 has switched from transverse to longitudinally mounted; its cam gears now faces forward. Stroked and forged for power and reliability, the 2.4L engine gets fed air and fuel through a Garrett GTX3582R and a set of 2000cc ID injectors. A Haltech ECU and Turbosmart goodies ensure that E85 and spark are delivered correctly where needed. All this power is sent straight to the rear wheels courtesy of a Tremac TR6060 in a custom bell housing, driving a custom tail shaft and turning a R32 GTR rear differential. It also looks stunning thanks to a full wrap from Prowraps and Graphics, taking out the Hottest Livery award. Chris’ Time Attack RX-7 Voltex, Bride, RE-Amemiya, Feed, RAYS, GReddy, Craftsquare, Cusco, HKS…the list of top shelf JDM parts goes on and on and on. Chris’s Mazda RX-7 has been a long build, as each modification or part is simply the best he could get for the car. Supplied and mostly installed by Garage 88, purveyors of high end car modifications, the RX-7 is a regular fixture at their workshop. The track inspired kit and style came from Chris’ own desire to race in the World Time Attack Challenge, and all that aggressive aero isn’t just for show; they actually enable the rotary coupe to corner at dizzying speeds. Propelling the beast is a custom HKS T04S single turbo setup, running E85 on 14psi. Motive force is directed through a OS Giken enhanced gearbox and a Cusco Pro Adjust rear LSD. Inside, a pair of Bride seats hug the driver and passenger firmly, while a Vertex steering wheel helps the pilot steer the RX-7. Junior’s Phat 180SX Straight outta Japan and given an Hot4s twist, Junior’s Nissan 180SX snaps necks easily wherever it goes. The 180SX used to be Junior’s daily driver, but when he got side swiped in traffic, he decided to go all out with the rebuild. The aggressive looking Rocket Bunny V2 kit was chosen for this car, and repainted in a custom House of Kolor Gold. It’s got so much flake it in you swear it’s glitter up close. Filling up those widened guards are 18in Volk Racing TE37Vs with negative offsets, running on Nitto Invo rubber. There’s inner beauty too, with the interior retrimmed in black suede and fitted with Bride seats. Under the bonnet, a Garret GTX2867R has been fitted to the SR20DET, and a Haltech PS1000 brain ensures it works together with a custom CAI and front mount intercooler to pump out around 250kW. The lack of a rear bumper exposes the XForce Varex exhaust muffler; required as Junior daily drives this 180SX everywhere! As he doesn’t believe in bags, it’s been slammed to the ground thanks to a set of BC Racing coilovers. For updates and news visit our Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  6. There's nothing more simple and exciting than two cars going head to head, down the strip. First to cross the line wins. This is what roll drags is about, and it's open to anyone who rocks up and registers. We attended November's roll drags and came away impressed with the array of monsters battling down the drag strip. Check out Part 2 of November's Cars of Bendix! What’s your favourite car from the roll drags? Let us know in the comments or on our Facebook page. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  7. Bendix would like to wish everyone a very Merry Christmas and a Happy New Year. We are humbled with the responses to our tech and Cars of Bendix program, and would like to thank everyone for making 2016 such a great success. We look forward to sharing more brake information, car culture and great offers in 2018. Our Forum Admins will be on holiday leave from Friday 22nd December 2017, and will be back in the office on Tuesday 2nd January 2018. If you have an urgent inquiry during the holiday period please call the Bendix Brake Advice Centre on 1800 819 666 or contact us directly using the contact form here: http://www.bendix.com.au/content/contact-bendix For updates and news visit our Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  8. A certain form of racing has become popular this year; roll racing, or roll drags. Competitors get a rolling start, and once they reach a certain point on the track it’s pedal to the metal. First to cross the finish line wins, no ifs or buts. Elimination rounds are nail bitingly exciting, especially when power packed behemoths cross paths in the later stages. With only just one run to decide the winner, roll drags or roll racing makes for an exciting and entertaining spectacle. It all boils down to who crosses the finish line first wins, whether by an inch or a mile! Porsche 911 Carrera Supersport A drag way is probably the least expected place to stumble upon a Porsche. What’s a 911 Carrera mucking about with Holdens, Fords or other common imports? Arthur is no stranger to hard work though, as his 911 Supersport has all the right ingredients to get down and dirty. It’s been modified largely by the owner himself, even extending to the rebuilt 3.2L boxer engine nestled in the rear. A massive Precision 6466 turbo pumps enough PSI to require forged and stroked internals. Combined with an Autronic ECU, the 911 makes an autobahn shattering 513rwKW. All that weight over the wide 18x12in wheels with 305 wide ET Street tyres still struggle to contain the power, as Arthur has only managed to run 11secs at 133mph. The front relies on just 17x8.5in wheels to direct the 911’s nose. Stopping the Porsche blitzkrieg are massive NASCAR Brembo brake calipers, equipped with Bendix Race brake pads. Just freshly built, Arthur has been itching to put it up against the competition. Watch out for this ‘bahn-stormer coming to a drag strip near you! Expensive Daewoo Monaro GTS HQ If Mad Max drove a Holden, he would be driving this. Anthony’s 1972 Expensive Daewoo Monaro GTS HQ was restored and given a matte evil black paint job, with subtle dark blue stripes. It’s lowered on forged Weld drag racing wheels, and of course, a massive 14-71 blower sticking up through the bonnet. Under the supercharger lies a 500ci big block Chev that has a nasty cam in it, evident from the choppy and thumping idle as Anthony rolls around the staging area. Sending all that power to the rear, untubbed wheels is an automatic TH350, with a high stall to help it launch off the line. It’s the Monaro’s first time out racing since being rebuilt by Pro Flo Performance, and Anthony is all about having fun at the roll drags. Chrysler 300 SRT-8 We’ve been told that this is the fastest street legal Chrysler 300 SRT in the country right now, and with a 9.8sec quarter mile time to back it up, we had to take a closer look. Under the hulking good looks of the 300 lays rather small wheels…with fat drag radials front and rear. The owner, Greg, was kind enough to pop the bonnet for a closer look at the 392 Hemi, and what makes it so quick. Sitting on top of the engine is a 2.9l Whipple supercharger, its capacity equivalent to two econobox engines. Running on E85, it sends ‘enough power’ through the upgraded NAG1 gearbox and a 4in custom tailshaft. A peek inside revealed that the 300 was running full trim, with zero weight reduction. This made the 9.8sec run even more impressive. Greg was secretive about the other ingredients of his 9 second, 2-tonne Chrysler, saying that he’s already drawn up plans to go even quicker Datsun 1200 Brent’s pride and joy has been in his care for over 9 years. Not too long ago, the Datto’s final form came together, with the janky Nissan motor tossed out in favour of a turbocharged 13B rotary engine. The brap generator was bridgeported and force fed air via a Garrett GT40 turbo, while sweet E85 made everything go bang safely inside the magic spinning triangles. Everyone knows while manuals get…ladies of questionable morals, automatics wins races. A 3 speed Jatco box transmits 450rwhp to the 15x10in rear Weld RTS wheels, with the rear chassis mini-tubbed for wheel clearance. It’s important to also look good while going fast, so the exterior has been fully resprayed in exotic purple. The interior has been retrimmed with leather, along with a roll cage and custom bucket seats. The dashboard also been updated with new gauges, as well as an electronic instrument cluster to keep an eye on vitals. The outdated rear lights have been swapped out for LED ones that mimic the Skyline GTR 32. The tiny monster is something to be reckoned with too; Brent has piloted the Datto to a 10.1 sec quarter mile pass. Nissan Skyline GTR32 A rather ordinary looking GTR 32 caught our attention as it was lining up to go racing; it had insanely massive rear tyres compared to the front. Normally drag strip GTRs tend to have equally sized tyres front and rear to take advantage of their grippy all wheel drivetrain. This prompted us to have a chat with Dave, the owner. When he opened the bonnet, we understood. The fabled RB26DETT was gone, replaced by the newer, more reliable VQ35DE HR from the facelifted Nissan 350Z. To keep it from blowing up, Dave rebuilt the engine with forged internals, reconditioned the heads, and basically replaced every component he could with stronger items. Why? That’s because the V6 is equipped with extra firepower in the form of two Borgwarner EFR turbochargers. Culled from Indycars, these high tech turbochargers are only pumping 10PSI, as Dave is still running the rebuilt engine in. The famed ATTESSA all wheel drive system has been ripped out in favour of a simpler, lighter rear wheel drive setup, with a sequential gearbox sitting between the rear diff and the engine. Determined to go down a path less travelled, Dave tuned the car using a Syvecs ECU, and a fully customizable Plex SDM 700 display. Massive NASCAR Brembo calipers on 2-piece rotors front and rear are employed to anchor the GTR. Punching out 520rwKw, on a run in tune, there’s more to come from this Godzilla with a heart transplant. Ford Capri ‘72 Anyone into drag racing and V8s would know who Tristan ‘Tricky’ Triccas is. One half of the defunct tuning shop Tricky and Mansweto, Tristan now runs Affordable Race Parts (ARP), and this is his weekend street cruiser. A 880hp, 308kph (before running out of road), 8sec to 400m, weekend cruiser. Let that sink in. Buying the Ford Capri with the bodywork restored and the small block Windsor running at 650hp, Tristan decided that Roary (named by his son) needed a bit more livening up for his tastes. As a famed engine builder and mechanic, he pulled the motor himself, ported the heads, added a grumpier cam, up the compression, and stuck on a very big carburettor. Yes folks, this is all pure muscle, no turbo required. And just for giggles, the Windsor snorts a hefty 320hp shot of nitrous to get up and boogie. In an effort to actually hear himself think while driving, Tristan packed the interior with Dynamat and sound deadening, so he can actually cruise with his kids in the back seats and the wife. It even has air conditioning! His plans? “To run a 7secs pass, before dialling it back for the street,” Tristan smiles. Chevrolet Camaro SS ‘68 When Sam’s Camaro SS rolled into view, we collectively thought that this was a Fast and Furious car. It’s definitely a car that Dominic Torretto would roll in, thanks to a shiny and massive 4/71 supercharger sticking out of the bonnet, with throttle butterflies shimmying open and close. The 468ci small block Chev under it is fuel injected thanks to an ECU from EMS. Prepped by Pro Flo Performance, it makes over 800hp at the wheels. To channel that power, a manualized Turbo 400 works in conjunction with the mini tubbed rear end, 9in diff and four link rear suspension to help the 22x10in Billet Shop wheels chew the tarmac. Step back and look at the ‘69 Camaro as a whole, and it’s stunning. Easily the best looking car of the 60s era, the Camaro’s classic shape is painted in Ferrari deep blue. It’s accented with two black stripes running down the centre of it for a true muscle look. For updates and news visit our Facebook page To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  9. 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.
  10. 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.
  11. 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.
  12. 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
  13. 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.
  14. 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
  15. 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.

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