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About BENDIX

  1. At Bendix, countless man hours go into the research and development of our brake pads to make sure that they suit your specific driving styles and perform to our high standards. We test them to the most extreme tolerances to make sure that they’ll withstand whatever you throw at them, and then some. To give you a deeper look at what goes into the research and development stage, we headed down to our Product Engineering Centre in Ballarat, Victoria and spoke to the brains of the operation, Bendix’s Head of Engineering, Andrew French. Research & Development The first phase of the process is developing the compounds that make up each brake pad. Each compound is developed according to various customer needs, from those who simply drive their cars around town, to more extreme use on the race track. Our formulations are developed right in our Product Engineering Centre, where the brake pads are then made and tested. The whole process happens in-house thanks to a wide variety of development, mixing, pressing, manufacturing and testing equipment. Both international and in-house procedures and guidelines are used to validate our materials and ensure that our brake pads are safe once installed. They then undergo extensive lab testing both on hub dynamometers and on vehicles. Our range of Bendix brake pads are catered to suit a wide range of driving styles, and of course, each brake pad type is developed differently to cater for your driving needs. General CT The General CT is the bedrock of Bendix’s brake pad range. But they aren’t just your standard OEM spec replacement brake pad. They provide improved quietness and smoothness across a wide range of operating conditions, whilst also delivering low dust and consistent pedal feel. One feature that helps the General CT stand out of the crowd is our specially developed Blue Titanium Stripe. This feature acts as an intermediate layer between the brake pad and the rotor and does away with the standard bedding-in process, providing maximum friction and pedal feel right out of the box. Noise, cleanliness and wear are all tested in-house using dynamometers. These tests are then validating with extensive in-field testing. 4WD/SUV Our 4WD/SUV brake pads cater for the avid adventurer, providing rugged and reliable performance in the most extreme off-road conditons. But we also understand, that most off-roaders also spend a lot of their time driving in urban conditions, so our 4WD/SUV brake pads deliver outstanding braking performance both on and off the road. To formulate our 4WD/SUV brake pads, we’ve taken General CT type manners and combined that with Heavy Duty performance for when its time to hit the rough stuff. Ceramic bases are used for our 4WD/SUV brake pads. There’s a wide variety of 4WD type bases available to suit a wide range of 4WDs, so it’s just a matter of selecting the appropriate base for the appropriate vehicle. The result is a brake pad that offers low dust, low noise and effective performance. Heavy Duty Our Heavy Duty brake pads cater for vans, trucks, utes and other load-carrying vehicles. These workhorses operate under higher load and temperatures compared to your average road car, and thus have very specific needs when it comes to brakes. The Heavy Duty brake pad is specially formulated to withstand the high temperatures and loads that these workhorses operate under whilst still providing consistent performance. Ceramic materials wear excessively in high heat applications, so a material with a high metallic content was needed for the Heavy Duty brake pad. This ensures that performance and wear life is maintained under heavy load conditions. The Heavy Duty isn’t just for trade vehicles either. The Heavy Duty brake pad is also available for most cars for when you need just that amount of performance over the GCT, such as when you’re towing a trailer. Euro+ It can be tricky finding the right parts for European cars, and this includes brake pads. Luckily, the Bendix Euro+ brake pads have been developed to meet and exceed OEM and European Union’s ECE Regulation 90 rules. ECE Regulation 90 rules stipulate that our brake pads need a plus or minus 15% performance against that of the OEM item. To cater for such a wide range of vehicles, Bendix selects the right formulations to suit each vehicle. On top of that, we include all the hardware, such as sensors, required for that specific vehicle to ensure easy, stress-free installation. Our sensors are based on OEM designs and tested for correct fitment for each and every application. Compared to traditional European brake pads, which are known for higher dust levels, our Euro+ formula provides low dust, similar to our GCT. Ultimate and Street Road Track Developed especially for the car enthusiast, Bendix Ultimate and Street Road Track brake pads are perfect for those that like to push their cars hard. Developed specifically for performance applications, they maintain high levels of performance across all conditions and resist brake fade at higher temperatures. Because of this, testing for our high performance brake pads is different to the testing that our GCT brake pads see. Along with standard strength testing, our Ultimate and SRT brake pads are tested under track conditions, both on the dyno and on the track. Brake components for Commercial Vehicles Bendix also manufactures brake pads, brake shoe kits and brake linings for commercial vehicles such as long haul trucks, trailers and buses. To formulate these products, we’ve applied our learnings from out passenger car brake pad research and development and added material for improved strength and wear life to account for the kind of use that these commercial vehicles see. These commercial items see dyno testing and extensive field testing with fleet operators around Australia. This gives us feedback on a variety of real world conditons. Our research and development trickles down into our other brake products and accessories such as our Ceramasil Brake Lubricant, brake cleaner, shims, sensors and clips. All of our brake products are developed and tested for each and every application to ensure long lasting, reliable performance. 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.
  2. We visited Cars Under the Stars for this month’s Cars Of Bendix. A monthly event that caters to lovers of old-school metal, the meet was packed to the brim with immaculate muscle and classic cars from all sorts of eras. Experience this blast from the past with our August 2018 edition of Cars of Bendix! Joe’s V8 Volkswagen Beetle Joe’s Volkswagen Beetle is certainly one unique build, as you can plainly see, with seemingly no bolt untouched. The first thing you notice is that the little Beetle’s layout has been drastically changed. Off the factory line, these old Beetles came equipped with a flat-four mounted in the rear. Now that’s all fine and well, but Joe decided that that didn’t suit a hot rodder such as himself. His solution? Move the powerplant to the front and replace it with a 410cin Chevy V8. This alone makes it one of the most unique Beetle’s in existence, but Joe didn’t stop there. Joe added a few race-inspired touches with a big GT wing along with some nicely-bolstered bucket seats and a roll cage. As for the bodywork, the devil’s certainly in the details. Along with that beautiful paintjob, Joe’s widened the fenders, and added a front grill and bonnet vents, giving the Beetle a much more aggressive face – as if it wasn’t menacing enough with that enormous blower hanging out of the bonnet. Classic Cruisers’ 1964 Hot Rod Bus We can’t think of a better way to cruise to your next formal event than in Classic Cruisers’ Hot Rod Bus! As you can plainly see, this ain’t your everyday school bus. Absolutely oozing style inside and out, this unique Hot Rod Bus is a favourite amongst Classic Cruisers’ customers. Completely decked out inside with a mega sound system, bars, mood lights and even a dance pole the Hot Rod Bus is essentially a modern limo inside that classic 1964 bus. But our favourite part? Under the bonnet lies a supercharged 427 V8 singing to the tune of 630hp, so it’s not all about low and slow cruising. Luke’s Expensive Daewoo Late model camira VL Owner and operator at LS Autoworks, Luke certainly knows his way around the revered GM powerplant. Just one of Luke’s pride and joys, this genuine Expensive Daewoo VL Calais is a perfect example of just what Luke and his shop are capable of. Under the bonnet of the mint VL body lies a turbocharged LS3 fully rebuilt with forged rods and pistons. That monster powerplant gets the fuel it needs thanks to a Holley EFI system and AFI fuel cell. The result is a healthy 850hp at the wheels before the dyno topped out, so you can expect that this beast is capable of a whole lot more. Power is sent to the ground thanks to a race Turbo 400 transmission and a 3.45 ratio Borgwarner diff equipped with a Truetrac centre. Surprisingly, Luke’s also has a fondness for little Honda 4-bangers, something usually unheard of in the world of V8. Luke’s shop is also responsible for the world’s fastest FWD Honda CRX, which we’re certainly looking forward to seeing in the future. 1969 XW Ford Falcon GT When it comes to Australian motorsport legends, the Falcon GT is one of the first that springs to mind. The Falcon GT dominated the Aussie racing scene for years and thus, cemented its place not only in the history books, but in the hearts of Aussie car enthusiasts for years to come. These days, they fetch big money and it’s easy to see why. This particular XW Falcon GT was built as somewhat of a tribute to the Falcon GT race cars of old with subtle touches like the black steel wheels and checkered vinyl scatter in the car. Coated in Brambles red and in absolutely mint condition, the XW GT was certainly a favourite. Ford Model T Hod Rod Looking like it rolled straight of the set of Grease, this Ford Model T was an absolute blast from the past. A sight to behold, this Model T featured beautifully finished airbrushed flame graphics, completely chromed-out engine bay and under-body neon lights. This Model T was far from all show and no go, a fact made evident by the supercharger and enormous blower topping that V8 powerplant. Much more than a nostalgic cruiser, you wouldn’t wanna see this thing rolling up in your rear view! Roy’s 1923 Ford T-Bucket Another throwback to the golden age of hot-rodding, Roy’s 1923 Ford T-Bucket certainly caught our attention. Having been Roy’s pride and joy for more than 10 years, Roy’s kept the hod-rodding spirit alive, bringing his beast to as many shows as possible. As you could probably tell by looking at that beautiful exposed engine bay, Roy’s T-Bucket is packing some serious grunt. With 355 V8 stroked to 359cin and boosted by a supercharger, this Ford T-Bucket puts out an impressive 650hp. Weighing in at only 900kg, that’s more than enough to smoke almost anything else on the road that’s a whole lot newer. 1969 Madza R100 If there’s anything that we can’t get enough of, it’s old-school rotarys, and in a sea of RX3s and RX7s, this gorgeous Mazda R100 was one of the best we’ve seen. Going for an all black theme all-round from the immaculate paintwork, enormous Simmons wheels and even the black front-mount intercooler, this R100 looked positively menacing. Rolling past with that familiar rotary buzz, this little Mazda put all the big V8s on notice. Luke’s Expensive Daewoo Torana If you consider yourself an Aussie muscle aficionado, then you know just how valuable a genuine GTR Torana is. Michael certainly hit the jackpot, scoring such a rare ride. Not satisfied with cruising around in original form however, Michael took it just that extra bit further, as you can probably tell from the fat rubber and those hinting number plates. Much more than some pampered garage queen, Michael’s Torana was built to tear it up on the quarter mile. With a tubbed rear to accommodate those enormous rear treads and a 2 speed Powerglide transmission, the little Torana puts its power down to the tarmac with ease. Speaking of power, Michael’s Torana has it in spades, pumping out a gargantuan 1000hp from its small block Chevy V8 with the aid of the ol’ happy gas. Don’t let the plates fool you, this Torana is actually capable of cracking the 8 second bracket! Follow Bendix on Facebook by clicking HERE To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  3. The WRX’s storied history began in 1992, coinciding with the introduction of the first-generation Subaru Impreza. A product of Group A rallying’s homologation rules, the WRX has earned its reputation as the ultimate rally car for the road. The formula was simple. Take an Impreza, chuck Subaru’s AWD system on it, slap a turbocharger on its flat-four powerplant and top the package off with a hood scoop and a big rally wing. This template created a legend and has been more or less the same ever since. GC8/GF8 (1992 – 2000) Replacing the Subaru Legacy as their weapon of choice in the World Rally Championship (WRC), the Subaru Impreza was released to almost instant success. Smaller and more agile than its older brother, the Impreza proved straight away that it could hang with the rest of the pack and went on to start a legendary rivalry with a certain tri-diamond manufacturer. Off the rally circuit, the WRX was proving to be a hit with the general public. Its relatively sedate looks (in non-STI guise anyway), four-door practicality, rally-bred turbocharged performance and AWD grip, and fairly reasonable price tag made it a tasty proposition in its day. The WRX was released on Australian shores in 1994 with an output of 155kW and 270Nm. Tipping the scales at a meagre 1270kg, the WRX gave local heroes like the SS Late model camira and Falcon XR8 a run for their money, earning itself a giant-killer reputation. For those craving a more focused WRX, the STI was also offered in Australia in their Version 5 and Version 6 guises, albeit in limited numbers. Opting for the STI over the WRX added more power, uprated suspension, special STI bucket seats, gold wheels and an even bigger rear wing. Part Numbers: 1994 - 1998 GC8/GF8 WRX & WRX STI AWD Front - DB1219 GCT, DB1219 HD, DB1219 ULT 1994 - 1998 GC8/GF8 WRX & WRX STI AWD Front w/ 2 Pot Front Calipers - DB1342 GCT, DB1342 4WD, DB1342 HD, DB1342 ULT 1994 - 1998 GC8/GF8 WRX & WRX STI AWD Rear – DB1186 GCT, DB1186 HD, DB1186 ULT 1998 - 2000 GC8/GF8 WRX & WRX STI AWD Front w/ 4 Pot Front Calipers - DB1170 GCT, DB1170 HD, DB1170 ULT, DB1170 SRT, DB1170 BR 1998 - 2000 GC8/GF8 WRX & WRX STI AWD Front w/ 2 Pot Front Calipers - DB1342 GCT, DB1342 4WD, DB1342 HD, DB1342 ULT 1998 - 2000 GC8/GF8 WRX & WRX STI AWD Rear - DB1186 GCT, DB1186 HD, DB1186 ULT GD/GG “Bugeye” (2000 – 2002) After eight years of service, Subaru retired the GC chassis in 2000 in favour of the “New Age” Impreza. Bigger, comfier and more refined than its predecessor, the “New Age” update brought the Impreza to a wider market. However, it was released to a rather mixed reaction. This can be chalked up to the design of the front-end. Dubbed the “Bugeye” by Subaru aficionados thanks to its round headlights, the “New Age” Impreza was introduced to a rather polarising reaction with some considering it to be a far cry from the previous generation’s more aggressive good looks. However, there was still some good news. Underneath the softer, more plush exterior, the WRX was still the same fire-breathing rally rocket car enthusiasts had come to love. Sticking to the same turbocharged AWD formula set by its predecessor, the Bugeye WRX could still hang with the best of them, so those who could look past its polarising looks were in for a treat. The Bugeye Rex also received an up-spec’d STI variant which added power due in no small part to a larger intercooler and turbocharger, STI seats and other interior bits, special STI suspension components as well those classic gold STI wheels. New for the STI, big Brembo brakes were fitted all round to help bring the heavier chassis to halt with ease. The STI was also offered with a 6-speed transmission in place of the WRX’s 5-speed. The Bugeye WRX STI marked the first STI model to be sold in unlimited numbers in Australia. Part Numbers: 2000 - 2007 GD/GG WRX AWD Front - DB1170 GCT, DB1170 HD, DB1170 ULT, DB1170 SRT, DB1170 BR 2000 - 2007 GD/GG WRX AWD Rear - DB1220 GCT, DB1220 HD, DB1220 ULT, DB1220 SRT 2000 - 2007 GD WRX STI AWD Front - DB1678 GCT, DB1678 HD, DB1678 ULT, DB1678 SRT 2000 - 2007 GD WRX STI AWD Rear - DB1521 GCT, DB1521 ULT, DB1521 SRT GD/GG “Blobeye” (2002 – 2005) In 2002, the GD chassis received its first facelift. Recognising complaints about the Bugeye’s soft appearance, Subaru set to rectify this and introduced what would go on to be known as the “Blobeye” by enthusiasts around the world. The goofy-looking round headlights were done away with in favour of a set of more rectangular lamps. The redesign was an instant hit with Subaru fans, reminiscent of the aggressive lines of the first Impreza. WRX fans that were put off by the Bugeye’s looks were reeled back in by the release of the Blobeye, eventually becoming the favourite of the bunch for many in terms of styling between the very first and current of the WRX’s lineage. Underneath the skin, the WRX was business as usual. Mechanically, the Blobeye WRX remained relatively changed from its predecessor, which is by no means a bad thing. The Blobeye WRX was still the same rally rocket for the road it had always been. It had just returned to being a menacing sight in rear-view mirrors, just like the first-gen Impreza. The Blobeye WRX STI also remained largely unchanged apart from the inclusion of an enormous hood scoop and return of that signature big rally wing. However, the 2005 WRX STI saw two major inclusions. The first was the change to a 5x114.3 stud pattern from the 5x100 stud pattern that was standard for Subarus at the time. The second was the introduction of DCCD for Australian market models. DCCD (Driver Control Centre Differential) allowed the driver to adjust torque split between the front and rear wheels from the comfort of their own seat. This system allowed for a torque split from 50/50% to 35/65% front to rear, allowing for a more dynamic driving experience. Part Numbers: 2000 - 2007 GD/GG WRX AWD Front - DB1170 GCT, DB1170 HD, DB1170 ULT, DB1170 SRT, DB1170 BR 2000 - 2007 GD/GG WRX AWD Rear - DB1220 GCT, DB1220 HD, DB1220 ULT, DB1220 SRT 2000 - 2007 GD WRX STI AWD Front - DB1678 GCT, DB1678 HD, DB1678 ULT, DB1678 SRT 2000 - 2007 GD WRX STI AWD Rear - DB1521 GCT, DB1521 ULT, DB1521 SRT GD/GG “Hawkeye” (2005 – 2007) In 2005, Subaru gave us yet another facelift of the GD Impreza chassis. Whilst not as controversial as the Bugeye’s front end styling, this third facelift did receive criticism for the design of its front grille. Designed as Subaru’s corporate face, the front grille which was meant to resemble an aircraft intake (alluding to Subaru’s history as an aircraft manufacturer), was likened to a pig’s nose which in turn gave this facelift model the “Pignose” nickname. Thanks to its angular headlights, it was also dubbed the “Hawkeye” by Subaru enthusiasts - a far less derogatory nickname. Along with the styling update, the Australian market Hawkeye WRX also saw a major update underneath the bonnet. Since the first-generation, the WRX had been powered by the trusty 2.0L flat-four EJ20. The Hawkeye introduced the 2.5L EJ25 to the Australian WRX. This improved down-low driveability a great deal. Whilst power remained the same at 169kW, torque jumped to 320Nm. The Hawkeye STI also received the 2.5L powerplant with a power output of 206kW and 382Nm. On the outside it was unmistakeably an STI, with the Hawkeye also receiving the same treatment as the STI offerings that had come before it. STI buyers were still treated to those massive Brembo brakes, clever DCCD system, and of course, that big rally wing. ` Part Numbers: 2000 - 2007 GD/GG WRX AWD Front - DB1170 GCT, DB1170 HD, DB1170 ULT, DB1170 SRT, DB1170 BR 2000 - 2007 GD/GG WRX AWD Rear - DB1220 GCT, DB1220 HD, DB1220 ULT, DB1220 SRT 2000 - 2007 GD WRX STI AWD Front - DB1678 GCT, DB1678 HD, DB1678 ULT, DB1678 SRT 2000 - 2007 GD WRX STI AWD Rear - DB1521 GCT, DB1521 ULT, DB1521 SRT GE/GH/GR (2008 – 2010) In 2008, the Subaru Impreza saw its first major chassis update in eight years. Targeted to a wider market, the Impreza was softer and more sedate than ever before. Whilst this did make it generally more appealing, die-hard Subaru fans were left wanting more. The WRX also received the same timid styling as the run-of-the-mill Impreza offerings, a far cry from the more aggressive WRX models before it. Coupled with a ride that was also made softer, the new WRX was far less popular with enthusiasts that had grown fond of the street-fighter attitude of WRXs of old. The STI, however, was a different story all together. The 2008 STI was every bit the hardcore rally car for the road it had always been, with a few signs of growing up here and there. Whilst more practical and easier to live with day to day, the STI still performed like its previous generations would. To differentiate itself from the other lowly Impreza models, the STI received pumped from and rear guards, more aggressive front-end styling, a dual-exit exhaust and that enormous hood scoop. Under the skin, the STI remained largely the same as its predecessor, powered by the same 2.5L turbocharged powerplant, albeit with a power increase to 221kW. The 2008 STI also received Subaru’s SI Drive, allowing drivers to choose between three different response settings to suit everything from the daily commute to the weekend mountain road thrash. A first for Subaru, the 2008 STI was only offered as a hatchback, much to the disappoint of Subaru fans that longed for the classic sedan look and Subaru’s signature big rally wing. Part Numbers: 2008 - 2014 GE/GH & GV/GR WRX AWD Front - DB1491 GCT, DB1491 4WD, DB1491 HD, DB1491 ULT 2008 - 2014 GE/GH & GV/GR WRX AWD Rear - DB1803 GCT, DB1803 HD 2008 - 2011 GR WRX STI AWD Front - DB1678 GCT, DB1678 HD, DB1678 ULT, DB1678 SRT 2008 - 2011 GR WRX STI AWD Rear - DB1521 GCT, DB1521 ULT, DB1521 SRT GV/GR (2011 – 2014) In 2011, Subaru finally answered calls to bring back the long-missed sedan body style to the STI. Complaints about the WRX’s softer, more docile character were also heard by Subaru who in turn, gave the WRX its bare-knuckle bruiser attitude back. The 2011 WRX was given the same wide body flares and dual-exit exhaust as the STI as well as a front-end facelift, giving it back that much-needed presence that was so sorely missed from the previous generation. Not much else was changed mechanically apart from slightly stiffer suspension, but this styling update alone was enough to reignite that WRX flame in the hearts of car enthusiasts. The big news for the STI was the return of the sedan body style, and just as important, the return of the big rally wing. The hatchback remained in the STI line-up to cater for those seeking a more practical car. The STI also received a suspension overhaul for 2011 thanks to stiffer bushings and springs and thicker anti-roll bars, making it a sharper, more focused machine than its predecessor. Part Numbers: 2008 - 2014 GE/GH & GV/GR WRX AWD Front - DB1491 GCT, DB1491 4WD, DB1491 HD, DB1491 ULT 2008 - 2014 GE/GH & GV/GR WRX AWD Rear - DB1803 GCT, DB1803 HD 2011 - 2014 GV/GR WRX STI AWD Front - DB1678 GCT, DB1678 HD, DB1678 ULT, DB1678 SRT 2011 - 2014 GV/GR WRX STI AWD Rear - DB1521 GCT, DB1521 ULT, DB1521 SRT VA (2015 – Current) 2015 saw the release of yet another new-from-the-ground-up WRX. This time around, separate from the Impreza range all together. The 2015 WRX dropped the Impreza name all together and featured all-new sheet metal, looking far different from its run-of-the-mill Impreza counterparts. Compared to the Impreza, the WRX’s styling is angular and far more aggressive. The hatchback and station wagon bodies were also retired for the VA WRX, marking the first time that the WRX would be offered only as a sedan. The WRX received a major update in terms of what’s under the hood. Subaru farewelled the EJ-series engine that had been in service since the Liberty RS of the early 90s, and fitted the WRX with the all-new 2.0L Direct-Injected FA20 unit with an output of 197kW and 350Nm. For the first time, the WRX was offered with a 6-speed manual transmission as well as a Lineatronic CVT tweaked specially for the WRX. Electric power steering was also used for the first time, also adjusted for the WRX to still provide a weighty feel. The STI version retained the turbocharged EJ25 used in previous generations. Pumping out a healthy 221kW and 407Nm, the STI still had the power advantage over the WRX. The STI also kept the traditional hydraulic power steering system. Whilst the WRX became the perfect comfortable daily/weekend warrior, the STI remains the weapon of choice for those more serious about driving. 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, your WRX 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. For more WRX pads, click HERE. 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.
  4. We have attended possibly the last Meet and Eat at Sydney Dragway. While the cold weather have turned down the attendance a bit, we did spot some very clean and cool cars rolling about. Without much ado, here’s Cars of Bendix July 2018! Dayday’s Lexus LS430 There should be an award for the first dude to have three Cars of Bendix feature. We don’t at the moment, but we really should. Dayday’s next car building adventure swings wildly from loud, fast, bagged BMWs to loud, slow, bagged Lexys. For his latest project, he picked the big boy LS430 and pimped it all out, Yakuza style. This VIP styling isn’t new, but we definitely haven’t seen it get executed this well for a long time now. The big black sedan hunches menacingly over 19in Leon Hardiritts wheels, thanks to air suspension. Supreme labelled calipers on the front because Dayday keeps up with fashion. Premium Junction Produce parts are found all over the car; the neck pillows, table trays, maple wood panelling on the door pillars. The big V8 upfront has had a new exhaust system fitted, to get rid of the 8 silencers Lexus deemed fit to choke it with. As a result, it sounds bloody good just rolling about. Dayday has more plans for it, and unveil the final build at Hot Import Nights this year. We can’t wait! Nick’s Toyota 86 A next level Toyota 86 appeared at the Meet and Eat. Decked out in Varis Arising II kit and INGS fenders, the aggressive kit caught the eyes of everyone it rolled past. We got Nick to tell us more about the car, and we were impressed. Pop the bonnet and positioned front and centre was a HKS V3 supercharger kit. Fueled by 1000cc ID injectors, Walbro high flow fuel pumps, and breathing through an SME 4-1 headers, Blitz front pipe ad Fujitsubo Authorize R exhausts, the FA20 now makes 250kW on E85 fuel. A HKS Light Action clutch ensures all that extra power makes it to the rear wheels, driving through carbon fibre shafts rated to 600hp. The 86’s brilliant handling is enhanced further with Tein coilovers, Cusco sway bars, and wide meaty Ray 57 Xtremes shod in AD08Rs. Omar’s Audi S3 Omar and his pride and joy has been attending heaps of meets, making new friends and showing off his latest mods. We stumbled across his S3; from a distance it looked like every other understated uberhatch, but get in close and you’ll see Omar’s handiwork. The 2010 S3 has been given a stage 1 tune, pushing power up to 280hp. The Audi’s voice is heard via the twin pipes of an Akropvoic exhaust. Massive 2018 Mercedes C63 AMG wheels fill the arches, and we assumed this was won off some poor dude who lost a traffic light race. All around the car, lashings of carbon fibre break the black paint, providing a racecar texture. The rear diffuser added just enough aggression to let you know who is really ahead. Noah’s Subaru Forester Standing out in the crowd is Noah’s Subaru Forester, wrapped in Japanese animation (also known as anime), lowered on Tein coilovers, and massive mesh wheels. Noah calls his car the “Fozurai”, showing off his love for anime while incorporating his interest in cars. Inspired by similarly modified ‘itasha’ cars in Japan while browsing Youtube, Noah set out to transformed his Forester. A nod to other aspects of JDM car culture is the OEM+ Forester STi front bumper, canards, the Futo knot, usually found on VIP luxury cars. USDM influences are also abound, with roof racks, a roof basket and slap stickers around the car. To him, it’s the ultimate in self-expression and a great combination of two subjects he loves. Hernando’s Expensive Daewoo Kingswood Hernando breaks all stereotypes of being a Expensive Daewoo owner, much less a lovingly retro-modified HJ Kingswood owner. First off, the venerable man had a Nissan GTR 32 featured before. After going all out with custom midnight purple paint and a few choice performance pieces, he turned his attention to procuring a true Aussie cruiser bruiser. The 1974 Kingswood isn’t a true HZ GTS, but it has all the trimmings of one. Painted in stunning Atlantis blue, the show condition exterior hides a brawny Chevrolet 383 stroked V8 under the reverse cowl bonnet and Monaro front end. The bay has been shaved and tucked; so clean you could eat off it. There’s a built Turbo 700 to take the power and send it to the tough 9in Ford diff at the rear. The inside has been updated to original GTS specs, in absolutely mint condition, so Hernando can cruise in comfort and snap necks wherever he goes. Jonny’s Toyota Landcruiser It’s a show car legend; an impossibly slammed 100 series Toyota Land Cruiser. If you’ve seen a stock one, you’ll notice just how little room lay between the rails and the tarmac in this one. The custom work that’s been done so the Cruiser could tuck those dished 22in rims in is nothing short of an engineering marvel. Then there is the incredible paint job with custom airbrushing down the side. The deep velvet read is still spotless after all these years, and while the motifs have not aged as gracefully, it still adds a charm to the overall presentation. Chris’ Ford Focus ST The yella Ford Focus ST here is no stranger to car meets; the bagged Highness has had huge media coverage since its first aired down. This is the first time we have seen it though, and its presence is stunning. The fitment of those 18x9.5in wheels are millimetre perfection; just the slightest miscalculation would have ruined those muscular flared guards. Under the bonnet, the turbocharged 2l EcoBoost has been given a bit more breathing room thanks to a Cobb turbo back exhaust, intake and tune. The final exterior touch is a Maxton lip kit, which amplifies the low look. William’s Nissan Silvia S13 Neat Nissan Silvias are hard to find. While highly desirable cars, it’s rare to see one that’s extremely clean and maintained as lovingly as William’s S13. The Nissan was built in his backyard starting a little over 10 years ago, a leisurely tinkering that William did in his spare time. However, he had to get it semi ready for his wedding last year, and it’s been his steady cruiser ever since. That period correct Vertex kit has been coloured an electric shade of Camry blue, with the guards gently massaged to fit GTR sized 18x9.5in Enkei RFP1s all round. Taking care of handling is a set of JIC coilovers. The long running SR20DET is fettled with more aggressive BC camshafts, a Garrett GTX2871 turbocharger, and 740cc injectors, all of which is handled by an EMS Stinger residing in the ECU tray. When asked what are his future plans, he only replied two letters and a number; one, jay, zee. 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
  5. One of the biggest automotive annoyances there is, brake noise usually comes in the form of that dreaded screeching sound. But why does it happen and how do you fix it? In our video, we debunk some brake noise myths and teach you how to keep your brakes quiet, effective and long-lasting. For all your braking needs, find your nearest Bendix stockist HERE. To follow us on Facebook for the latest updates and news, click HERE.
  6. Once in a while we stumble in on ‘small’ meets such as the Wise Guys’ Cars and Coffee. The Wise Guys is a barbershop somewhere in Kellyville, where apparently a huge amount of petrolheads resides. As such, many of them visit the Wise Guys’ to get their fades looking fresh. The Wise Guys’ owners are motor maniacs themselves, so lo and behold, a monthly Cars on the Avenue meet was born. We drop into one and see what the fuss is all about. Shaun’s Mitsubishi Lancer Evolution 6 Ah, the Mitsubishi Lancer Evolution. A line of fast four doors that’s secured its place in motorsports, both professional and amateur, every incarnation is a force to be reckon with. Shaun’s Evo 6 is no different; it’s armed to the teeth with power and handling. The bulletproof 4G63 works with a set of GSC S2 camshafts, MXP V2 manifold, a Tommi Makinen turbo with upgraded titanium wheel, and a Plazmaman intercooler piping kit to pump out 240kW on E85 at all four wheels. To keep it all reliable, it runs a coil-on-plug kit, an AT Performance catch can, and a AEM wideband gauge to keep an eye on the air fuel ratio. Built to attack the track and skidpan, handling is also important. He’s sorted it out with a MFactory helical front LSD, RS rear differential conversion, Whiteline swaybars front and rear, and finished off with MCA’s XR coilovers, designed for track and street use. Jack’s Ford Focus RS The Focus RS has been threatening the ranks of super hatches for the past few generations, and now with the third gen, it comes out swinging with the big guns. Jack has obviously sat up and taken noticed, selling his modified Golf R Mk6 in favour of this nitrous blue blooded Ford. As a big fan of motorsports, he’s got his work cut out. Straight away, the stock suspension was chucked out in favour of KW Competition shocks, Suspension Concepts custom camber tops, Hardrace camber and toe arms, and front roll centre adjuster. A Hambini short shifter helps Jack snap through gearchanges. To hold him down, Sparco Pro2000 bucket seats were installed, alongside a customs Bond’s half cage for safety and stiffening the chassis. 18in x 9in wide Koya wheels shod with sticky A050 rubber complete the ready-to-race package. Move over XR6 Turbos, the new fast Ford is here. 1932 Ford Coupe The legendary Ford ‘Deuce’ Coupe…it has been immortalized in the film American Graffiti and countless songs. The 1932 Ford Model B was sought after by many young men after World War 2, as it was a cheap V8 equipped car to modify. The Coupe was the most desirable model; compact, purposeful and easily modified in a variety of ways to go fast, also known as hot rodding. To have a hot rod is slang for a modified car in the good ol’ days. Now extremely rare, Ford Coupes like these draw attention like nobody else, and invariably the owner is usually an older gentleman with fond memories of the 50s and 60s before the muscle car craze. As such the Ford here has been immaculately restored to its glory days, with fender deletes to showcase the thumping V8 under the long bonnet. And of course, it’s got to be red, the fastest colour in cars. Luke’s 1999 Toyota Chaser Big quick luxobarges are often the domain of German automakers, but you can’t deny that Toyota has made a few decent ones too in the 90s. Luke’s 1999 Toyota Chaser is one of them. That big square sedan look is unmistakeably Japanese. Inside is a plush interior that’ll rival any European make in terms of quality and features. Fitted with a rare Traum bodykit, the JZX100 looks every bit a Wangan uber-cruiser. Lowered on MCA Purple coilovers, wide and big SSR SP5 wheels, the big sedan handles sweetly thanks bigger Cusco front and rear sway bars. With the steering abilities sorted, Luke revealed that his stash of go faster bits include a bigger Garrett GTX 3076 turbo, full Bosch fuel setup, and an aftermarket Haltech ECU to help punch out 400hp reliably from the straight six turbo motor. Adrian’s Mazda RX-7 Type RS Finding a mint Mazda RX-7 is always a treat for us. Adrian’s Series 8 is a modified example that retains that sweet curvy shape, while packing some power under the bonnet. He’s left the exterior pretty stock, but what drew our attention is the magical spinning double Doritos under the bonnet. The fiddly factory sequential turbo setup has been binned in favour of a big Borgwarner EFR single turbo. Keeping tabs on the air pressure is a TurboSmart Hypergate 45mm wastegate, and cooling the intake charge is an AutoExe intercooler system. The original 13B has been pulled apart and given a mild port before getting refurbished for a long lifetime of service. The two stroke magic of converting air and fuel into power and fumes are funnelled out the back with a 3in full exhaust system. Looking after everything is a Haltech ECU, still on a run in tune. Adrian expects a lot more than 400hp, which was what the previous engine setup ran. 1970s Toyota Corolla Swapping a modern, lightweight, powerful, and affordable V8 into a muscle car of choice has never been so easy. It’s so easy, in fact, it’s become something like the Midas touch. Nearly any car in the world has an example where the General Motors LS-series motor has been shoehorned in. And here is just one; a KE30 Toyota Corolla with a worked LS V8 shoehorned into its tiny tiny engine bay. With an increase of over five times the capacity, and nearly six times the horsepower, the Corolla underwent major surgery to make sure it could put every HP to use on the drag strip or road. The rear has been fitted with a custom ladder chassis and suspension setup, as well as drag slicks for maximum traction. Ensuring nothing goes boom when the clutch drops is a 9in rear differential. Rob’s 1966 Pontiac GTO One of a kind probably doesn’t describe Rob’s 1966 Pontiac GTO…how about one in a million? This is an incredibly rare, right hand drive conversion, sold brand new in Australia back in the muscle car heydays of the sixties. That’s right, no yellow plate VINs here, it’s true Aussie blue. It’s been repainted in charcoal blue and the interior has been restored immaculately. Under the bonnet, it’s rocks the factory 389ci XS block, which is a rare factory option, even in the US of the A. Keeping it period correct are 3x2 barrel Rochester ‘Ram Air’ carburettors as the only engine mod, and swapping out the stock rims for Cragar SS ones. Meticulously kept, Rob’s ‘Daddy’ of muscle cars turns heads whenever he takes it out for a drive. For more information about Wise Guys’ 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
  7. Choosing the right Bendix brake pad to suit the driver’s needs goes a long way in meeting product expectations and customer satisfaction. With a large variety of Bendix brake pads to suit different driving styles and vehicles, it’s easy to determine which brake pad to use by answering the following questions. What factors are important to the driver? There are three main areas that are important; positive brake feel, brake noise, and the amount of brake dust. Each factor will influence the other to a certain degree. Low brake noise and good pedal feel could meant that the brake pad generates more brake dust to be quiet while providing great braking feedback. How does the driver use his/her vehicle? Also just as important is how the vehicle is being used. Does the vehicle owner spend most of the time in stop start traffic, long highway drives or lots of enthusiastic driving? The type of driving done will determine if the vehicle requires a high friction, high performance brake pad, or a quiet long lasting one, for low speed multiple stops. What vehicle are the brake pads getting fitted to? Vehicles are used in a wide variety of roles, but it can only be best at a few. A delivery vehicle or a taxi that does frequent stopping and carries passengers and goods will require a high friction, long lasting brake pad, such as the Bendix Heavy Duty. Is the vehicle is used for towing? If so, check if the trailers used have brakes. Whether they are towing once a year or every day, it’s an important factor when picking brake pads. Does the owner haul heavy loads regularly? It goes without saying but a heavier vehicle will be more demanding on brakes. This is the case especially if the vehicle usually carries heavy loads. The answers to these questions will determine which Bendix brake pad will be suitable. For OEM replacement brake pads with better performance, less dust and noise, choose the General CT or 4WD SUV for sedans, hatches, crossovers and SUVs. For more information on the Bendix General CT, click HERE. If your customer requires high performance brake pads and are less concern about dust and noise, pick the Ultimate or Street Road Track pads to satisfy their needs. For information on the Bendix Ultimate brake pad, click HERE. For details on the Street Road Track, click HERE. Finally, for commercial vehicles, trucks and utes that tow or carry heavy loads, we recommend the Heavy Duty brake pads. The Heavy Duty is long lasting yet provides the tough, stable performance required for everyday towing or carrying loads. For more information on the Heavy Duty 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.
  8. Get the lowdown on this month's Cars of Bendix here! V8 trucks, turbo RWDs, and a 600hp bayside blue GTR, there's something for everyone. Matt’s 1997 Suzuki Swift GTi If there is a miniaturized Saturn V on four wheels, this would be it. Matthew’s 1997 Suzuki Swift GTi hot hatch days may seem to quaint in this age of 200kW turbocharged fire-breathing uber hatches, but pop the bonnet and you’ll see some additional firepower. The venerable 1.3L was a 8000rpm screamer back in the days, but it’s taken a liking to forced induction now. A Garrett GT25 turbocharger sits way down in the engine bay, with only a wastegate to show for. The air/fuel mix is ignited up with an MSD Blaster coil and leads. Exhaust gasses are expelled via a custom, ‘quiet’ 3in mandrel bent exhaust. Pumping 124kW means this Swift is packing some power per pound. On lowered Lovell springs and 16in Buddy Club wheels, the GTi looks stuck to the ground, standing still or going around corners. Matt is the new owner of this Swift, with the previous owner doing all the work (also named Matt). Emre’s Nissan Skyline GTR 34 VSPEC 2 What’s with all these crazy Nissans that keep coming to the shows? We always try hard not to favour one manufacturer, but it’s hard when there are so many quality Datsuns and Nissans show up. Emre’s Nissan Skyline GTR 34 V-Spec 2 (phew, what a mouthful) is a sweet cruiser bruiser. Just fresh from having its RB26DETT heart rebuilt by B2R Motorsports with forged internals, cams and other expensive gear, it powers all four wheels to the tune of 600hp. In between, an expensive Nismo Coppermix twin plate transmits the power from engine to the clever ATTESSA system. Outside, Emre left the car pretty stock, as the GT-R V-Spec 2 kit is already pretty aggressive. The only changes were TE37SL wheels with Tein coilovers, and a slightly more aggressive front lip. Built as a weekend cruiser, Emre definitely has necks snapped his way when he’s cruising the Bayside Blue beast! Andrew’s 1998 Toyota Starlet Let this be an inspiration to you; take your daily and turn it into this! Andrew’s Toyota Starlet started life as a humble A-to-B econobox. With a lick of paint (Midnight Purple III), JDM Glanza bodykit conversion, and some zero offset Work Equips, it’s an amazing head turner in traffic. The GT rear brakes replace the rear drums, and inside you’ll find hugging Recaro seats from the Evolution 6. Andrew says the weak stock engine will be pulled out soon in place of a turbocharged 4-EFTE that the Japanese models came with. Rob’s 1997 Expensive Daewoo Late model camira SS Question: what do you do when you buy a mint Expensive Daewoo Late model camira SS that’s only going to shoot up in value, but you have that modifying itch? Rob’s incredible 1997 Late model camira VS looked like it just came out from the factory. With only 137,000kms on the clock, it’s a blast from the past. The paint and condition is immaculate inside out. Having owned it for 3 years, Rob has made some very small modifications to it to bring it into the 21st century. First off, he chucked on 20in Walkinshaw remakes that looked right at home tucked slightly under the guards. The brakes were upgraded all round for better stopping power…and that’s it. Other than keeping the SS in mint condition, there is no need for other modifications. Emmanuel’s 1976 Toyota Celica TA23 It’s a funny thing with old school Toyota Celicas. They mainly fall into 3 categories; mint, restored examples, old Outlaw-styled with patina, or high powered, no expenses spared monsters. One look at the bright Ford XA GT orange paintwork and you sort of know which category Emmanuel’s Celica falls into. Pop the bonnet and the 1JZ-GTE basks snugly between the front radiator support and massaged firewall. Boosted by a GTX3582, drunk on E85 and putting power through a R154 gearbox, the Celica makes 380kW. Yes, let that sink in. Finished just two weeks ago, Emmanuel plans to take it down the drags and see what time it sets, but mostly he built it to be a fun cruiser. With only 235s on the back on 15x8in rims, it’ll be a very, very fun cruiser. Tyler’s Mini Cooper Clubman GT Tyler’s Mini Cooper has been restored and rebuilt to race in the Bathurst motorkhana for light cars. Inspired by the rare Aussie only Clubman GT, Tyler decided to add the external flares, restore the interior and pump the engine up from 1275cc to 1380cc. You may laugh at the tiny four piston in the engine bay, but slurping fuel and air through that massive Weber, it will propel the lightweight Mini towards the horizon without fuss. 13x6in wheels at each corner will give it plenty of grip on the race track. Painted a bright blue hue, Tyler’s Mini is sure to bring smiles wherever he drives it. Wayne’s 1976 Ford F100 The Ford F-truck is the truck that other trucks look up to. Wayne’s F100 however, is the car in the poster F-truck owners have on their bedroom walls. Nine litres of supercharged Detroit V8 muscle will do that. With just under 900hp and 800lbs of torque to play with, Wayne has to be very careful with the throttle on his daily drive to work. Yes, this truck is a daily. Sure, Wayne is on first name basis with the local gas station owner, telling us once he spent nearly $400 on fuel a week, but nothing else puts a bigger smile on his face. “Just a bit too pokey on the throttle and the Mickey Thompson tyres on the 10in wide rear wheels will light up,” Wayne chuckles. As it’s his dad’s truck, the F100 has been in the family for 30 years, and he hopes it continues to stay in the family. Ryan and Nelson’s 1996 BMW 318i A pair of mates working out of their garage has put together a pretty amazing DIY turbo Beemer. Pop the hood of the 318i and you’ll see the ethos of having a go installed in the engine bay. The rubbish 4 pot has been tossed in favour of a proper straight six from the E46 330i. Nestled next to it is some eBay T3/T4 hybrid turbo, but that’s not important. Ryan and Nelson knew that while the turbo can be junked in the future, the manifold is where most of the power can be made. They spent over a grand on the custom high flow exhaust manifold. Next up was making sure the M3 cammed motor would be able to handle the boost. A big money Motec M130 GPR ECU was purchased to handle the duties, along with the required sensors. Nelson did most of the wiring and tuning, road and dyno. As he’s just a young P-plater, we were impressed. With 230kW at the wheels, it was finished just in time for the meet! 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
  9. Time has definitely flown by. We’re now at the third Meet and Eat of the year, and its popularity has simply exploded. New food trucks, trade stands, and so many car makes and models were on display. People just turned up and made new friends, discussing their cars and others. Check out the video and see what cool cars were at May’s Meet and Eat. 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
  10. Brake wear sensors are getting more and more common in modern cars, so how do they work and function? Watch our video to get an in-depth look at brake wear sensors. Bendix’s brake wear sensors are a guaranteed fit for most common makes and models. To check with your nearest Bendix stockist for brake sensors to suit your car, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  11. The General CT is the Bendix’s brake pad for everyday driving. Designed to eliminate brake dust and noise, the General CT brake pads suit the commuter who needs quieter, cleaner and more consistent performance for everyday driving. Patented STEALTH Advanced Technology reduces noise and vibration by using diamond-shaped pads. Bendix General CT also features a Blue Titanium Stripe for instant friction without the need for bedding in. Available for over 95% of cars on the road today, the General CT promises dust-free, quiet and reliable braking performance. Find out more about the General CT HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  12. 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
  13. 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
  14. 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
  15. 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.


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