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Everything posted by BENDIX

  1. Our video investigates what causes of low stopping power after brake rotors were machined Follow Bendix Brakes on Facebook HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  2. Brake noise is annoying, and a sign that there might be something wrong with your braking system. Our video investigates what causes brake noise and how to prevent them Follow Bendix Brakes on Facebook HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  3. Hot Import Nights is an Automotive Lifestyle festival which centres on cars, but incorporates much more. The 21year old show originating in the USA had a great second running in Sydney with a bigger venue and more sights and sounds packed in Visit Bendix @: https://www.facebook.com/bendixworkshop/ https://www.youtube.com/user/BendixTV/ https://www.instagram.com/bendixworkshop/
  4. Hot Import Nights is an Automotive Lifestyle festival which centres on cars, but incorporates much more. The 21year old show originating in the USA had a great second running in Sydney with a bigger venue and more sights and sounds packed in. It was good to hear Michael Munar; founder of Hot Import Nights reflect on how the car culture is evolving and we are starting to see greater diversity in builds & also higher quality. This year, along with the cars, we saw Miss HIN ‘18 being crowned, street dance battles, a 3 on 3 basketball competition, RC drift cars, sneaker meet and import models; what better place to go and find the cars of Bendix for December. 1. Jimmy’s 2005 BMW E46 M3 - VPOOR This newly wrapped E46 in Avery Dennison dark gloss grey has a nice and aggressive look thanks to plenty of custom body work & inspiration borrowed from the two limited production E46s – the GTR & the Coupe Sport Leichtbau (CSL). The customised OEM front bar has been finished off with a Status Gruppe front lip & customised lower lip. Running back from the quad xenon headlights you’ll find an OEM GTR styled bonnet with dry carbon vents added by Top Stage, which sits above the GTR style front guards and canards from Aero Image Garage. Down the side you’ll find AGT Styling carbon side skirt extensions which run into a GTR Style rear bar sitting on top of an AeroPerformance diffuser, and topped off with a CSL ducktail bootlid & custom roof wing. The car sits on 18” Volk TE37s wrapped in Nitto NT01 Tyres with Bilstein PSS10 coilovers & Turner MotorSport adjustable camber tops & rear arms. Brakes have also been upgraded with a Big Brake Kit – 6 piston 380mm in the front and 4 piston 345mm in the rear to help Jimmy with a bit more stopping power during track activity. The subframe has been reinforced, TMS Swaybars, a Function Autowerks boot brace & Mason Engineering strut brace have also been added to stiffen up the car. A little bit of weight reduction has also taken place with a CSL carbon fibre intake, SuperSprint catless race exhaust with lightweight race muffler & CCC Motorsport Lightweight flywheel & clutch. The interior is also pretty lush with Macht Shnell billet floor mounted Recaro Sportster CS seats retrimmed in Imola red Nappa leather to match the interior styling, an Alcantara flat base steering wheel, Awron vent gauge, & RTD V4 centre locking shifter. This is all finished off with a half cage & fire extinguisher to make it a track-spec luxury machine. 2. Michael’s 1999 Nissan Silvia S15 - 15MAK One of the cleanest S15s in the country, there has been countless hours poured into Michael’s 15MAK. The car has been widebodied with a mix of Garage Mak pieces with front & rear fenders, front bumper, front splitter, side skirts & canards. This is all set off in Ferrari Rosso Corsa paint; the same shade that you’ll find the F40 in. At the rear, you’ll find an Origin 3D GT Carbon wing sitting above a JSAI Aero rear diffuser. The 18” AME Tracer TM-02 wheels match the canards nicely, and they’re tucked under the guards thanks to the Fortune Auto 510 Series coilovers with Swift Spring upgrades and a combination of Parts Shop Max, SPL Parts, Cusco & Nismo goodies for arms, braces & bushings. Michael has gone with 6 piston front & 4 piston rear brakes. 15MAK still runs on a SR20DET with Stock Internals & T28BB Turbo which runs through a custom 3” exhaust with Magnaflow catalytic converter & resonator, Turbosmart Blow-Off Valve, finished off with an Apexi control valve giving Michael the ability to select between loud & quiet modes. 3. Street Works Team’s 2017 Ford Mustang S550 Coupe Terry and the Street Works Team certainly draw some attention in their widebodied Ford Mustang sporting the Alpha X S550 body kit from Alpha Male Performance which adds a front spoiler with carbon fibre splitter, carbon fibre front canards, over fenders, side skirts with carbon fibre splitters, rear bumper Side Splitters with carbon fibre blades, a rear diffuser & 3 piece ducktail. Thanks to an Air Lift airbag suspension kit there is some serious tuck under the over fenders with a set of RSV Forged 3 piece wheels with 24k Dubai gold on the dish wrapped in Nitto tyres. 4. James’ 1983 Toyota Celica 9LIVES Perhaps this Celica is a cat, or maybe because it’s gone through so many changes that James has plated it 9LIVES. One thing is certain – it does deserve a second, and maybe third look. The late 70s/early 80s charm of the body has been retained with little modification. The majority of the suspension mods have been taken care of by Techno Toy Tuning from the U.S.A. with coilovers, control arms, knuckles, tie rods and roll centre adjusters, combined with Whiteline sway bars. The real work has taken place under the hood as James has managed to squeeze a 2JZ-GE JZA80 Supra motor in there along with triple Weber 45 DCOE Carburetors on a custom intake manifold with 1 ¾” side blast pipes, and a Fenix S13 radiator. The running gear on this Celica Supra is also an impressive feat with a V160 GETRAG gearbox, a Munro Racing 6 puck clutch and Toyota Racing Development 1.5 way LSD. 5. Erin & Adam’s Nissan S14 Silvia – These guys were in good company, having only finished the car the night before Hot Import Nights, and starting to tune it on the drive over. The car looks immaculate in the Nissan Pearl White paint with an Origin Labo Stylish kit, 30mm JSAI widebody front guards in BN Style and 50mm BN Sports widebody rear guards. Inside there is a Work 6 point roll cage, Recaro seats all around with SR3s in the front and custom trimmed in the rear, and a Nardi steering wheel. The real magic happens under the bonnet with an SR20DET running HKS 264 cams, Tomei cam gears, valve springs & head gasket , and ARP headstuds. The GT2871 Turbo is by Garrett, and everything is managed with a Link ECU. A custom stainless 3 ½” exhaust brings the noise. Under the car you’ll find a GKTech solid subframe which holds an RB25 gearbox, Ogura twin plate clutch & KAAZ 2 way LSD. HSD provide the coilovers and get the car sitting nicely on the Work VSXX Wheel. 6. Oz Mover’s 2016 Daihatsu Copen Sedan – LBGTK Kei-cars are almost exclusively sold in Japan. The translation is literally “light automobile” and are the Japanese legal category for the smallest and most limited power, highway-legal motor vehicles. It’s not often that you’ll see one of these driving the streets. Even more rare is to see one decked out like this; the first of its kind in Australia. It has been fitted with a Liberty Walk Daihatsu Copen GT-K kit which transforms the car to look like a widebodied Nissan GTR, complete with GT Wing and quad tip mufflers. The Work Meister CR01 3 piece rims complete the look, matching very nicely with the decals. 7. Steven’s BMW E36 Convertible Steven’s E36 has been kitted out with a Pandem Rocket Bunny Aero kit, painted in BMW Daytona Violet, and dropped to the ground with AIRBFT struts in an Airlift management system. The 18” BBS RS 16” to 18” Triple Step Slant wheels complete the look. Steven gives us a little insight into the origin story for this build: “The E36 has always been a favourite shape of the older BMWs and the convertible; you can say it’s a midlife crisis. The plan was to restore it to its prime until a lady hit me at a round-about. I brought it to Auto Elements for an inspection and said why don’t we go wild! Hot Import Nights was coming up, they hooked me up with Ronnie from Carbon Plus and now I own a Pandem E36 in one my favourite colours in the world.” ==== The interior is soon to be redone, with M3 seats and a few other touches. An engine swap is also planned in the future as well. Visit Bendix @: https://www.facebook.com/bendixworkshop/ https://www.youtube.com/user/BendixTV/ https://www.instagram.com/bendixworkshop/
  5. 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 2018 such a great success. We look forward to sharing more brake information, car culture and great offers in 2019. Our Forum Admins will be on holiday leave from Saturday 22nd December 2018, and will be back in the office on Monday 7th January 2019. Also, our CRM team at Ballarat will be away from Monday 24th December 2018 and will be back on the 2nd January 2019. 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
  6. This is not your average Mitsubishi Evo 8, built and owned by father and son team Mark and Paul at their Kustom Kraft Fabrications workshop in Western Sydney it’s a testament to good old Aussie engineering. What’s different about a modified Evo I hear you say? How about a rear wheel drive drift car! When we asked Mark why he built this unconventional car he said, “I choose the Evo for something different, it’s not your everyday drift car” That is for sure, check out the video and you can see the build quality and man hours that have gone into this project, Bendix Street Road Track brake pads are stoked to be on board! Visit: https://www.facebook.com/bendixworkshop/ https://www.youtube.com/user/bendixTV/ https://www.instagram.com/bendixworkshop/
  7. The Nissan X-Trail SUV is a large five-seat SUV with the option to upgrade to seven seats for those needing to accommodate larger families, hence the appeal of this original SUV crossovers which started production all the way back in 2000. With so many models sold over the 17 years and 3 generations of X-Trail there is still a high demand for this SUV in Australia (Ranking top 5 for SUV sales in Australia 2017). It’s not surprising that automotive workshops are now stocking brake pads on the shelf for X-Trail models. Bendix have developed the 4WD SUV brake pads for those consumers who are more likely to be towing/ carrying larger loads or driving outside of the metropolitan area on dirt roads. First generation T30 2000- 2007 In Australia the T30 was made available in standard ST, mid spec ST-S, high spec Ti and luxury spec Ti-L, with limited editions ST-X, ST-R, ST-S 40th anniversary models. Initially powered by a QR25DE 2.5 L four-cylinder engine initially producing 132 kW in 4WD and 2WD models. The X-Trail was equipped with full electric windows, electric mirrors, single CD player, two airbags and remote central locking. ST-S adds sunroof, alloy wheels, climate control, six disk CD player and fog lamps which was a fairly decent specification at the time for an SUV. Second generation T31 2007-2013 To be fair the second generation of X-Trail did not really see massive improvements in looks or specification. It maintained its box like physical appearance and the 2.5 litre petrol engine remained with still a choice of 4WD and 2WD transmissions. What was new in the line-up was the 2 Litre clean diesel engine making a tidy 130 KW and 350 NM of torque. Third generation 2013- Present What’s clear in the latest generation of X-Trail is that Nissan has followed the modern trend of softer, more family-friendly motoring with an on-road bias, as opposed to something more utilitarian like the first- and second-generation X-Trails. Nissan has five main variant lines spanning from the ST, ST-L, Ti, up to the diesel-only TS and TL variants. Continuing for the petrol models is the 2.0-litre four-cylinder developing 106kW, and the 2.5-litre four-cylinder producing 126kW. Both 4WD and 2WD options are on offer, along with a six-speed manual or CVT automatic, depending on the engine and trim level. Braking systems have remained unchanged in the 17 years of production for the X-Trail with Bendix producing the 4WD SUV brake pad compound to suit most consumer driving needs. Part numbers:
 Front brakes available in 4WD/ SUV
 DB1946-4WD Front brake pads available in 4WD SUV from Bendix Rear brakes available in 4WD/ SUV
 DB1509-4WD Rear brake pads available in 4WD SUV from Bendix About Bendix 4WD SUV brake pads: Bendix 4WD/SUV pads are manufactured for extreme strength and structural integrity utilising the best available technology. Bendix 4WD/SUV brake pads are built to withstand heat build-up that comes from frequent braking in heavy city traffic one day and towing or outback driving the next. All 4WD/SUV front pads are grooved which significantly improves performance especially when trekking off road. The groove is used to help expel any water, dust or dirt that comes into contact with the pad which becomes more prevalent when travelling off the beaten track. Find out more about the 4WD SUV click HERE.
 To find your nearest Bendix stockist, click HERE.
 For the latest Bendix news and updates, visit our Facebook page
  8. If you have encountered steering vibrations under braking, chances are that your brake rotors have DTV (Disk Thickness Variation) To eliminate this issue, your brake rotors will require machining or replacing completely. In the video below we go into further details about Steering Vibrations. Follow Bendix Brakes on Facebook HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  9. In this edition of Cars of Bendix, we visited the All Datsun Day car show in Western Sydney and we picked out our favourite 8 cars of this edition's Cars Of Bendix. Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  10. The 9th Annual Datsun Day saw the 50th Anniversary celebration of the iconic Datsun 1600. This event was one of the most well attended in all their years, with sunny weather and set in the car park of iconic Ettamogah Pub in Western Sydney it was a great place to search out our Cars of Bendix. Rob's Green 1200 Coupe This very tidy 1200 Coupe is near perfect! The CA18 is pushing close to 400kW thanks to the GT3076 turbo, backed by a 4 speed auto that runs into a Borg Warner LSD. Inside the cabin sits a custom dash, with a Momo steering wheel and Velo racing seats, which Rob is looking to re-trim in the near future. The Mazda 2 Spirited Green Metallic paint, with a touch of gold spec through really sets this little Datsun off. Every inch of its old metal has been carefully restored and every piece of plastic trim refurbished or replaced, it’s a true joy to look at the craftmanship in this car. Mark's 1977 Cedric 260C Hardtop If you were after a VIP ride in the late 70s, this car would certainly be at the top of the list. Mark was lucky enough to pick up his Australian delivered 1977 H330 from a little old lady who had owned it for over 20 years. It came with all the bells and whistles - aircon, power steering, 4 speed auto, electric windows, velour interior & electric aerial, very high-tech for its time. Another retro addition was the roof console, making it feel like the cockpit of an airplane. The L26 engine is enough to give this 1,440kg beast a comfy ride and has seen the car doing a few interstate trips to Melbourne and back. Being a co-owner of Barrel Bros Quality Wheels, the car is constantly changing her 14" shoes; currently sporting a set of Super Star Co. SS-03s. There are some strong American influences in the exterior styling of the car which really makes it a one of a kind. Obi's 1984 DR30 RSX Skyline Just one of 3 cars owned by Obi that made it out to Datsun day, this DR30 is pushing 210kW at the rear wheels powered by a Stewart Wilkins build FJ20T engine. The engine is set up with forged internals, aftermarket cams, 6 Boost manifold coupled to a larger turbo and front mount intercooler. The wheels and ride height, mixed in with the touring car wing from the 80s really give the DR30 Skyline that race inspired feel which brings us to an Interesting fact, a Skyline DR30 claimed pole position in the 86 Bathurst 1000 with Gary Scott behind wheel with an amazing time of 2m17.6s and ended third in the race overall. Aden's 1967 1000 2 Door Sedan This little beauty certainly turns heads, not just in the aesthetic department either, having won a number of events around Mount Panorama, and holding the mountain straight hill climb record for sports sedans 1300-2000cc. Under the hood sits a high compression CA18DE race engine with custom camshafts, solid lifters, forged bottom end, custom ITBs with stand-off injection & baffled sump, just to start…. Aden has more plans in the (Race)works for more power with a complete engine refresh. The body has also had an extensive amount of work done too with hand-made fibreglass front guards, hand fabricated aluminium door skins & rear wing chord from a mid 90’s HSV V8 supercar with alloy end plates. The custom paint is modelled on the 70's BRE scheme from USA and set off with red SSR MKII wheels with slick tyres. Michael's 1970 Datsun 1600 A long running project of Michael’s since the car was purchased completely stock when he was just the age of 15. It has changed colours 3 times, 4 engines and countless suspension & brake setups, I think it’s fair to say Michael loves modifying his 1600! The engine is a SR20VE head on an S15 SR20 block fitted with SR16VE N1 cams, SR16 pistons with shaved heads, BC valve springs, modified Nissan S15 Silvia Autech Fujitsubo headers and a set of Toyota AE111 Blacktop 20V ITBs. It is all run through a Haltech Elite 750 with wide band O2 sensor and is tuned on E85. Underneath the car sits an SR20 Gearbox, R180 longnose diff with 4.875 final drive ratios and rear adjustable cross member. The front coilovers are custom HR31 Skyline struts, with S13 calipers, whist the rears are ground control coilovers with R31 brake calipers. Bodywise the Datto has custom metal flares with 15” Watanabe wheels fitted under them, a BRE style front spoiler with the fender mirrors from a Datsun 510, as are the rear tail lights. This car is a piece of 1600 perfectionism! Datsunville's 240Z The Datsunville 1972 Datsun 240Z has just had a small refresh of its RB25/30 engine; first built 20 years ago, the first of its kind. It's now making 426kW with the addition of twin GT2871R Turbos, a Jatco 4 speed Auto transmission, an R200 3.9 Diff, and a hefty cannon at the tail end of the exhaust. Looking around the engine bay you can see the attention to detail with quality parts used to extract every ounce of performance and reliability. The 17/7.5 zepters rims are really set off against the sleek black paint. This 240Z is purposeful and menacing with its sharp front end and piercing headlights it could give any modern supercar a run for its money with low weight and big power. Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  11. The Bendix Brake Cleaner spray bottle (BBL1-PUMP) is specifically designed for use with hydrocarbon-based solvents, lubricants and petroleum products, applicable for brake cleaning, vehicle bodyworks, machinery and engine cleaning, degreasing, waterproofing and de-waxing fluids. The Bendix Brake Cleaner spray bottle offers a number of features: a) WIDE filling aperture (60mm) for easy refilling and minimise risk of chemical spill. c) VISIBLE liquid level – Translucent tank with liquid level indication. b) SAFETY valve with depressurization option. d) ERGONOMIC pump and handle for comfortable operating. f) SUITABLE material nozzle and high quality O-ring and gasket to withstand brake cleaner active ingredient. e) PROTECTIVE sleeve – To prevent direct chemical contact and wear and tear on the gasket, hence extend lifespan and usage. Product Testing The sprayer has been tested with several high concentrations of the most common solvents, for example: a) Naptha b) Xylene c) White Spirit d) Decane e) Heptane The sprayer has also been tested in extreme conditions to ensure no leakage, deformation, pressure loss, or pumping mechanism failure and that the valve and seal maintain there integrity. The product was tested at: a) Maximum operation pressure at 14.5 PSI (3 bar) b) 40 Degrees Celsius c) For 15 days Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  12. As many in the trade know the CX-5 was first vehicle Mazda built entirely without the support of ex-partners Ford, and it’s the first to use Mazda’s new ‘SKYACTIV’ platform. The CX-5 is still a relatively young platform and has only gone through one facelift in 2015 and a new model launch in 2017. With the medium SUV market the largest for new car sales across 2018 and the Mazda CX-5 sales in August reaching 2,599 models sold (the CX-5 was the 5th most purchased vehicle in Australia) and the CX-5 the top selling SUV in 2017 this would be the right time for workshops to start stocking brake pads on the shelf for this high selling vehicle model. 2012- 2017 KE Mazda CX-5- First Generation The Australian production of the Mazda CX-5 was first introduced in 2012 and was available in Maxx, Maxx Sport, Grand Touring and Akera variants. The initial models were available in either a 2.0 gasoline engine or a diesel engine with front wheel drive and all-wheel drive as options (only the 2.0 was available with FWD). Automatic was standard on all wheel drive models (manual was available on the 2.0 gasoline Maxx FWD) The braking system remained the same across the variants making it simple to keep Bendix Brake pads on the shelf. We recommend using the Bendix 4WD/ SUV pad in the Mazda CX-5. Bendix Part Numbers: Front brake pads DB2226 4WD/SUV Bendix 4WD SUV compound Rear brake pads DB2414 4WD/SUV 2015 On - Bendix 4WD SUV compound Rear brake pads DB2227 4WD/SUV 2012 On - Bendix 4WD SUV compound 2017 to present KF Mazda CX-5- Second Generation The second generation CX-5 was unveiled with an overhauled design and new tech at the 2016 at the Los Angeles Auto Show. It arrived in Australia in 2017 with updates to the SKYACTIV-G 2.5 gasoline and SKYACTIV-D 2.2 diesel engines and a new sharper image. Underneath the braking system remains unchanged and still uses the same brake pad as the first KE generation. About Bendix 4WD SUV brake pads: Bendix 4WD/SUV pads are manufactured for extreme strength and structural integrity utilising the best available technology. Bendix 4WD/SUV brake pads are built to withstand heat build-up that comes from frequent braking in heavy city traffic one day and towing or outback driving the next. All 4WD/SUV front pads are grooved which significantly improves performance especially when trekking off road. The groove is used to help expel any water, dust or dirt that comes into contact with the pad which becomes more prevalent when travelling off the beaten track. Find out more about the 4WD SUV click HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  13. In this edition of Cars of Bendix, we visited 'Last Minute Meet' hosted by Tuned. at Sydney Motorsport Park. Despite the unpredictable weather Sydney have been hit with, a diverse mix of cars still came down for the show and we picked out our favourite 8 cars of this edition's Cars Of Bendix. Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  14. It is often said that brake pad manufacture involves more art than science, but this is generally not true. In fact, with more than 2000 materials and substances that are available to brake pad manufacturers, a scientific approach to brake pad manufacture is a requirement and luck can therefore have no part in the formulation of brake pad friction materials. Thus, if you have ever wondered what ingredients, substances, and materials go into the making of modern, high-quality brake pads, this article will answer all the questions you have ever wanted to ask, starting with answering this question: Are Aftermarket Brake Pads just as good as OEM? As with everything else in life, you get what you pay for, but in the case of Bendix brake pads, your customers pay for brake pads that meet, and often exceed OEM specifications in terms of durability, reliability, and smooth, silent operation. In fact, Bendix brake pads include several proprietary technologies such as their Blue Titanium Stripe that eliminates bedding-in, and Stealth Advanced Technology that ensures the optimum pad/rotor contact area to prevent overheating and brake fade in applicable applications. Given the above, it is fair to say that Bendix ranks high among the aftermarket brake pad manufactures that meet, and often exceed OEM brake pad performance levels on a consistent basis, so yes, aftermarket brake pads often outperform OEM brake pads, provided you fit Bendix brake pads to your customers’ vehicles. So, what goes into a Brake Pad? While brake pad manufacturers never publish the exact formulations of their brake friction materials, and are in many jurisdictions not obligated to, this article can only provide an overview of the materials that are most commonly used in brake pad manufacture. Consider the chart below. This chart is the result of diligent research, and it that shows the average percentages of the main categories of materials that are most commonly included in the products of most reputable brake pad manufacturers. As stated elsewhere, brake pad manufactures have a list of more than 2000 substances they can use legally, but since limited space precludes listing all 2000 substances here we will cover only some of the most commonly used materials, and explain what functions these substances have in the overall formulation of brake pad friction materials, starting with- Binders Fibre glass functions both as a binding agent and a structural material, and can comprise between 5% and 25% of the total volume of the friction material, depending on the application Phenolic resins are most commonly derived from cashew nut shells, and functions as both binding agents and performance enhancers. These resins typically account for between 10% and 20% of the total friction material volume, depending on the application Abrasives Mineral fillers derived from quartz or synthesised silicates are used as abrasives to enhance friction, and can account for between 5% and 35% of the total volume. Note that mineral fibres are typically not used in metallic brake pads Oxides of various metals, typically iron oxide and aluminium oxide, function as both abrasives and fillers/binders in metallic and semi-metallic brake pads. Note that it is almost certain that even so-called “organic” brake pads will contain a small percentage of metallic oxides. Depending on the application, oxides of metal can account for up to 70% of the total volume of the friction material Brass filings or chips are used to boost friction in wet conditions. Depending on the application, brass chips can account for up to 5% of the total volume of the friction material Pure carbon fibre is used as both an abrasive and a binder in mostly racing brake pads, although minute quantities of carbon fibre is present in some performance oriented aftermarket brake pads, with the price of the brake pads being a somewhat reliable indicator of how much, or how little carbon fibre is present in the pads. Performance enhancers Cashew resin derived from cashew nut shells is used to resist brake fade, and to reduce, if not eliminate brake squeal. Depending on the application, cashew resin can account for up to 20% of the total volume of the friction material Carbon in various forms exists in most brake pads, and it is commonly used as both a cheap friction booster and/or a lubricant, depending on the application. Carbon can account for up to 30% of the total volume of the friction material Metal sulphides such as copper sulphide, lead sulphide, or antimony sulphide are used to stabilise friction coefficients across a wide range of brake operating temperatures. Depending on the application and the particular sulphide(s) used, sulphides can account for up to about 30% of the total volume of the friction material Calcium hydroxide (lime) is used as a rust inhibitor in both metallic and semi-metallic brake pads “Friction powder” is a generic term that applies to proprietary blends of several (usually unspecified) compounds that all brake pad manufacturers use for a wide variety of purposes and functions. Typically, though, friction powder is used as a flame retardant, friction modifier, lubricant to reduce dust creation, and brake noises. There is no verifiable information available on the average friction powder content of high quality brake friction materials Fillers Fillers such as barium sulphate, potassium titanate, common household steel wool, and rubber derived from recycled tyres are commonly used to bulk up the total volume of a friction material formulation. Although the filler content of brake pads vary widely, these substances are used mainly to increase the wear resistance of brake pads Structural enhancers Mineral-based fibres that are spun from alumina, silica, calcia, magnesia, and vermiculite are commonly used to strengthen the overall structure of brake pads, although these fibres are also used to resist brake fade caused by high brake temperatures. Depending on the application, mineral fibres can account for between 10% and 20% of the total volume of the friction material, but note that mineral fibres are typically not used in metallic brake pads Ceramic materials occur in an enormous variety, and provided that any given brake pad contains actual ceramic material and not common clay, the ceramic component of the pad can fulfil any of the functions any of the other substances listed here, and in some cases, a brake pad can consist of nothing but highly refined ceramic. However, the problem with ceramics is that many brake pad manufactures define the word “ceramic” very loosely, with the result that many semi-metallic and even some organic brake pads are labelled as “ceramic” when in fact, there is no, or very little ceramic materials present in the pads. Copper is commonly used in ceramic brake pads in small percentages to prevent brake fade, but also as a lubricant to reduce brake noise. Note though that since the use of copper in brake friction material has been banned in some jurisdictions, copper may have been replaced in some friction material formulations by hexagonal boron nitride Kevlar in various forms is used in some specialised applications as a friction booster, but there is no verifiable information available regarding other possible uses. Note though that very few, if any brake pad formulations contain more than about 3% Kevlar. At this point, astute readers will have noticed two things; the first being that the number of friction material ingredients listed above represents only a small fraction of the possible total, and the second being that the numbers listed above do not add up to 100%. The latter point is because no brake pad manufacturer will ever list complete lists of ingredients and percentages, but despite this, the items and numbers listed above cover the most ground, which brings us to- Which type of brake pad is the best? While there is no clear, unambiguous answer to this question, reputable brake pad manufacturers like Bendix produce brake pads for specific applications, each of which works better on the application it was designed for than on any other. However, there are five main categories of brake pads, and while choosing the best formulation within each category for a given application is not always easy, it helps to understand that there are few, if any purely metallic, ceramic, semi-metallic, or organic brake pads on the market anywhere in the world. Nonetheless, Bendix produces high quality brake pads in each of these main categories, but it must be understood that given the extensive list of requirements a particular friction material formulation must satisfy, it is common for brake pad manufacturers to mix and match the characteristics and ingredients of two or more categories of brake pads to obtain the best results in a particular application. In fact, it would be fair to say that brake pads should therefore really be marketed as “predominantly ceramic”, “mainly metallic”, “mostly semi-metallic”, or “largely organic”. Having said that though, below are some details of the chief characteristics and advantages of each of the four main brake pad categories- Metallic brake pads Excellent wear resistance, which is their single biggest advantage over other types of brake pad Outperforms most other types of brake pads at high brake temperatures The disadvantage of metallic brake pads is that they are often not compatible with brake rotors on some high-end applications, which could result in severe brake noise and/or rapid wear of both pads and rotors. Semi-metallic pads These pads offer the best possible compromise between wear resistance, performance, and quiet operation Most new vehicles are factory fitted with semi-metallic brake pads, even though they are more expensive than metallic pads and organic pads Most high quality aftermarket brake pads produced by reputable manufacturers are of the semi-metallic variety While semi-metallic brake pads typically do not outperform competing types in any particular area, these pads offer satisfactory performance in all areas, which makes them a great choice for variable driving conditions, with the exception of track racing or other motor sport applications. Organic brake pads Quiet and smooth operation, which is their single biggest advantage Outperforms other types of brake pads at lower brake temperatures, which makes them an excellent choice for city-driving conditions The disadvantages of organic pads include the facts that they are not particularly hardwearing, and that due to their composition they overheat easily, which destroys their ability to withstand brake fade. Ceramic brake pads Ceramic pads offer excellent performance in all the important areas; they outlast all other types of brake pads even under extreme operating conditions, they are quieter and produce less brake dust than all other types of brake pads, and they offer the best performance over the widest range of brake temperatures and operating conditions However, both pure ceramic and semi-metallic brake pads that contain significant amounts of ceramic are the most expensive categories of brake pads for all applications, which makes them unattractive options for customers on budgets. Film transfer brake pads These are specialised brake pads in which the formulation of the friction material is designed to transfer some of the friction material to the rotor in the form of a thin film. In practice, these pads do not act on the rotating rotor directly; instead, the thin coating of friction material that was deposited onto the rotor forms a barrier between the pad surface and the rotor surface, but since the film and the pad consist of the same material, braking action is greatly increased. This characteristic makes this type of pad an excellent choice for drivers who do a lot of towing, or who participate in motor sports that place high, if not extreme demands on brake components. However, the biggest disadvantages of film transfer pads are that very specific bedding-in procedures must be followed and that very high brake temperatures are required for the transfer of friction material to take place. As a practical matter though, since the required temperatures are seldom, if ever reached during normal driving, film transfer brake pads are not recommended for normal street use. Conclusion From the above, it should be obvious that there is no single “best” brake pad that will satisfy all the requirements of all applications under all possible operating conditions. Nonetheless, brake pads are life-and-limb components on any vehicle, and as such, it is incumbent on us as experienced technicians not only to learn as much about brake pads as we can, but also to be aware of both the characteristics and limitations of the various types of brake pads. More information about brake pads in general, and specific recommendations for various applications in particular, is available at To learn more about the Bendix Brakes range of products visit: www.bendix.com.au Follow Bendix on Facebook by clicking HERE.
  15. In Episode 15 of cars of Bendix we visit ToyotaFest in western Sydney. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page
  16. Sound on! You could win $5k and become the Bendix Mega Mechanic! Click the link to entre https://bendixmegamechanic.com.au https://www.facebook.com/bendixworkshop/
  17. At Bendix, we believe it’s important to provide quality educational material for those in the automotive trade. Take the poster below for instance. Pictured is a detailed diagram of a car’s entire braking system, showcasing each component. This poster was designed to give a greater understanding on how each part works together to create a car’s braking system and to do this, the diagram had to be as detailed and accurate as possible. To do this, we asked our agency for a hand and here’s the back story to end result. What’s the best way to create a diagram as accurate as possible? Not by conjuring it up from scratch on a computer, but by grabbing it straight from the source. To create the diagram, the first step was to grab every single braking component there is in a car. One trip to the wreckers later and we had everything we needed thanks to one Mazda 6 donor car. The next step was to rebuild the brake system in the same layout that it would sit inside a car. To do this, measurements were taken from the Mazda 6 were taken and a rig was made up out of wood to simulate the chassis of a car. The rig was built complete with wheels so it could be moved around with ease and painted white to make the editing component of the project just that little bit easier. With the rig built, it was time to piece the brake system back together. Each component had to be placed in a certain way so that the end result simulated a floating invisible car with nothing but its braking system exposed. Countless Mazda 6 diagrams were consulted to ensure that what was being built was as accurate as possible. A few hours of hammering and spannering later and we were left with this. With all the hard work done, all that was left was the photography and editing stage of the project. The rig was wheeled into and all-white studio and a number of snaps of it were taken of it all kinds of angles to showcase the braking system. Once all the photos were taken, they went straight into the editing suite for some touching up. All the white was blended together to make it seem as though the braking system is situated in mid-air and here’s the final result. With all the photos of the complete braking system taken, all that was left was to take photos of each component close-up for use in educational content. This was a matter of photographing each component and erasing the rest of braking system around it in the editing suite. Take this brake booster, pedal and fluid reservoir for instance. And there you have it! You wouldn’t believe the amount of work that goes into something as seemingly simple as an educational poster, but the end result is worth it to provide educational material that’s as detailed and technically accurate as possible. 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.
  18. 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.
  19. 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
  20. 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.
  21. 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
  22. 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.
  23. 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
  24. 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.
  25. 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

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