Looks like we have another quality option when it comes to charge air coolers for the F8X platform. And since Garrett is such a big player in the aftermarket performance tuning industry, we expect nothing but great quality, fitment and solid performance.
The M3 has become a fundamental part of the performance car world, and the F8X M3/M4 range isn’t any different. Garrett introduces the Powermax™ direct fit performance charge air cooler for the 2015+ BMW M3 and M4 that boasts a 47% larger core with dual pass coolant flow to help reduce intake manifold temperatures. In addition, there are optimized end tanks that improve air flow through the core.
An average increase of 12.4 horsepower and 4.9 lb-ft of torque were measured during back to back dyno pulls. This direct fit performance cooler installs in 1.5 hours and reuses the stock bolts, hoses, and clamps. These units are available in raw aluminium or in black. For more info contact Mr Turbo 011 823 2525.
DD Audio, manufacturer of high quality audio gear for the masses, announces the release of a trio of new oscillatory transducers! These new and revised models sit poised to redefine audible clarity while remaining True to the Source.
The debut model in the new line-up is a replacement for the outgoing VO-CT35. The new VO-CT25 compression tweeter has a clean sheet design leaving no performance behind. DD Audio was able to increase the phenomenal 105dB sensitivity of the previous model to 107dB, while decreasing in size and weight tremendously! The compact nature of this new driver opens up all sorts of install opportunities that would have been impossible with the prior iteration of compression tweeters. The diminutive nature is owed to the high powered neodymium motor construction, and 1” coil utilized on this state of the art driver. This driver is perfect when paired with one of DD’s VO-W Midwoofers or Horn Waveguides.
DD Audio also introduces the strikingly improved VO-B1a and VO-B2a. These ultra efficient drivers boast neodymium magnets for incredible motor strength and ruggedly stylish, yet functional, vivid red anodized heat sinks machined from aluminum billet. The VO-B1a employs a high output 1” diameter voice coil/diaphragm assembly (rated for 100w RMS), and the VO-B2a, sporting an even larger 1.5” coil/diaphragm assembly (rated at a whopping 150w RMS), both benefit from curvilinear wave guides modeled into the sleek design for superior off axis performance and superior high frequency dispersion. The B1a has a frequency range of 3.5kHz-20kHz while the B2a has an impressive frequency range playing down to 2.5kHz, allowing it to pair well with midrange drivers when dedicated three way setups are not possible.
The new sleek, understated look allows these drivers to blend in with even the most boutique interiors for all of the high frequency reproduction you need without having to look garish or intrusive. In an effort for DD to continue to cater to the busy installer, the next benefit of the revision is the ease of installation afforded by the clever re-engineering of the terminal system for the powerful duo. All three models remain serviceable with replacement diaphragms available.
A factory-fitted car system can sound decent enough at times yes, but I’m pretty sure we can all agree that an upgraded car audio system is pretty awesome. Not only does a pumpin’ system breathe new life into music, it also adds a distinct level of enjoyment that only a few would understand. Seeing as life is all about balance; while the upside is some very awesome low bass notes, ultra-warm and realistic vocals and super-crisp highs – the downside is usually some really annoying rattles, and I don’t just mean the rear number plate.
Experience has taught me that the best time to actually tackle the sound dampening process on a car is as soon as you’ve purchased it. I know it might not necessarily be a process you’d look forward to if you’re planning on doing it DIY, but I can promise you that the effort will reap some serious rewards. I say sound dampening should be your very first step because when a car is new, the panels are still rather tight.
The moment you add dampening to metal panels that are still fresh, tight and properly-bonded; the dampening sheets are guaranteed it to keep it that much tighter, compared to applying dampening to panels that have already stretched. We’re not here to discuss dampening metal, though – instead, we’ll be addressing its more annoying sibling: those squeaky, rattling plastic panels that sit atop the doors and tail gate.
It’s worth bearing in mind that squeaks and rattles usually occur as a result of either two surfaces rubbing together, or as a result of some part that’s not quite secure. You should also remember that every component has a resonant frequency, which is sometimes pleasing to the ears – and sometimes not so much.
What I like to do when addressing these annoying rattles, is to change the panel’s resonant frequency by adding Constrained Layer Dampening (CLD), which we traditionally call “Sound Deadener”. By doing so, you’ll be able to better-control the panel’s natural resonance. Yes, these pads have greater use beyond just being used on metal panels and the inside of your doors!
There’s no denying there are some solid brands out there, but my personal preference in my rides (for various reasons), is products from the STP range. Not only do they come with a proven track record internationally, but more importantly: it’s freely available, and there’s always stock available. The other factor that draws me to them is that they happen to have a few different CLD solutions to choose from within their range. For these panels in particular, I used some of the older STP Gold; which I cut into little blocks, which I then evenly distributed over the entire area (as I didn’t have too much of on hand at the time). I managed to cover just over 30% total area of the panel, which yielded great results; however, if your budget allows, I guarantee you the results would be even better if you covered the entire panel.
Once you’re satisfied with your CLD layer, you can move onto the next important layer – the sound absorber. For this, I used the STP Biplast Premium; which is a sound absorber, heat insulator and vibration absorber all-in-one. Not only does it feature the highest sound-absorption coefficient, it also has the widest frequency range-absorption; but for the purpose of this article, we’re only interested in its vibration-absorbing abilities.
This material has its own adhesive which is pretty strong, so I seriously recommend you work with it in small sections at a time. You could even go as far as cutting it into little blocks; the last thing you’d want is to have it sticking to something it’s not supposed to – because if that happens, not only is it very difficult to remove but you’ll have wasted the material (it’s not reusable). Unlike the CLD, when using Biplast Premium (sound absorber) you’ll need to ensure that you get 100% coverage – in other words, you don’t want to be able to see any part of the inside plastic at all. Once you’re done completely covering the panel, fit it back into place and you should be noise-free.
For your final assurance for rattle-free panels and a powerful, immersive in-car experience; I recommend you try out some STP Bitoplast Anti-squeak Tape, which gets applied to all of the panel’s securing clips. This will ensure an ultra-snug fit, and complete your efforts at getting rid of all undesired rattles and noises. Not only will all these steps vastly improve the sound quality of your car audio, but the cabin will also be a lot quieter and solid; basically, just a really nice place to be in during your daily commute. For more information on STP products, please check out http://www.ananzitech.co.za
Over a decade ago, Gemballa introduced the Mirage GT, a heavily upgraded version of the Carrera GT limited to just 25 units worldwide, and hits 100 kph from standstill in just 3.7 seconds. So maybe that’s why the owner of the car, Benjamin Chen, was arrested after losing control of his Gemballa Mirage GT and then smashing into a parked van. A while later, Chen is seen driving away with bits of the car being strewn across the relatively quiet 11th Avenue, New York. Chen is said to be a supercar collector and the co-founder of Gold Rush Rally.
In the video, Chen appears to have gone very sideways and ended up into a minivan. The crash frenzy didn’t end there as he ended up crashing into several more cars before authorities caught up.
Police said the car was not stolen, but was being operated by Chen when the incident occurred. He’s been charged with operating a motor vehicle while impaired by drugs and reckless driving.
We already know that electric cars are capable of outrageous acceleration and put many of the petrol-fed world’s supercars to shame. But imagine piloting a 5000hp electric dragster? Top EV Racing in Western Australia have built an electric dragster that can go up against the fastest Top Fuel cars in the world.
HyperPower Technologies developed the electric motor that generates a mammoth 1,340 horsepower. The scary thing is that the Top Fuel-style dragster is now powered by four of the motors for a combined output of 5,360hp. They also claim a 0-200km/h time of 0.8 seconds, a 0-531km/h time of 3.7 seconds, and a top speed of 611km/h
Eleven years ago, the team set out to build an insanely fast electric car. The initial goal was simple: develop a new electric power system with enough power to compete with the world’s Top Fuel class dragsters. The plan was to develop a system with high levels of energy and power density, all in a lightweight chassis.
“The two battery packs in the car are equivalent to 22kg of TNT in energy density,” says HyperPower founder and managing director Michael Fragomeni. The QFM-360-X electric motor measures about 17-inches in diameter and is designed to be scalable, meaning ten of them could be mounted on a common shaft to deliver 13,400hp if needed. “This motor is the culmination of my career’s effort and a notable milestone for our team to now have the X-series prototype in production, with volume assembly running in parallel,” says Fragomeni.
The current record for an electric dragster belongs to legendary drag-racer Don Garlits, who in 2019 set two new speed records at Palm Beach International Raceway in an electric dragster over 400m: one for a time of 7.235 seconds, and the other for a trap speed of 304km/h.
In an unfortunate turn of events, the world’s leading and innovative giant in air suspension has filed for bankruptcy and closed down. AccuAir released a statement a few hours ago that the COVID-19 pandemic has proven insurmountable for the business. Directors had no choice to take this drastic move after the California State closure that was expected to last only 2 weeks has now been extended through the end of April or possibly longer.
The company has been in operation for 18 years, and have a massive following worldwide. Founded in 2001 by brothers Reno and Dustin Heon, AccuAir has stayed true to its motto by investing more design, engineering, and testing into the Art of Controlling Air Suspension than anyone else in the world.
The release further went on to say “Words cannot express the gratitude that we have for the many customers that loyally supported AccuAir over the past 18 years and made it possible for us to create the most innovative products in the industry. Although the end is bitter, our role in making aftermarket air suspension grow from niche to mainstream was pretty sweet. The many families that our business provided for (both internal and external) and the many close relationships developed over all those years offers us some consolation that it wasn’t “all for nothing”.
With regard to warranty issues and support, unfortunately all operations have been stopped and there is no staff to address your questions. One wonders if a gap in the market has opened up for others to capitilize on? Could this be the first of many industry leaders closing down? It’s a scary, unpredictable world we’re living in.
Dominic Toretto’s 1970 Dodge Charger is one of the most iconic cars in the Fast and Furious franchise, and is now available as a Lego set. The model is a part of Lego’s Technic line, which means that it won’t just look cool; it will also include some moving parts. The car comes decked out with a replica V8 engine and a bottle of NOS (nitrous oxide) in the back — which is important if your goal is to try to race a model train to really set up the mood of the first film.
The approximately 1,100-piece Technic-line kit can be posed both on four wheels and in a wheelie stance thanks to a flip-down prop stand (which itself looks a bit like a misplaced wheelie bar). The kit includes details such as a trunk-mounted dual-bottle nitrous kit, a detailed roll cage, and other nods to the long-running movie car.
Pop open the hood, and you’ll find a plastic brick version of the car’s 900-hp Hemi V-8 engine complete with working pistons. A double wishbone suspension underpins the Charger R/T and in the trunk a set of nitrous canisters add a little extra boost when needed. There’s even a wheelie bar hanging off the rear end so the Charger can be displayed in a nearly upright position after it’s built.
The kit starts deliveries on April 27. That’s about when “F9” was originally due to premiere but the film’s release has been delayed by a year due to the Covid-19 coronavirus. To purchase the kit for $99, visit www.lego.com
All that Quentin Boylan really wanted was a crazy 550hp bakkie to go to work in every morning. But as we know it, things never quite go according to plan.
By Joel Batty Silva
It’s a brave new world out there in the land of engine swaps. As it turns out, 2JZs in Corollas aren’t nearly as awe-inspiring as they once were and the new kid on the block is supposedly the 4.0L Barra motor. Displacement trumps all, or so it seems, and there really is no better place to get it than with General Motor’s family of V8 LS engines. Or so that was what Quentin Boylan thought.
The LS1 is the obvious choice for would-be swappers. It’s true, there are exponentially more powerful LS engines, but at 350hp, few other engines make as much sense. But what happens if you find something with almost twice the power and grunt!
“The LS1 is a pap motor!” he says with a straight face. “I originally fitted a LS to this Hilux – it didn’t really excite me.” The tone in his voice raises slightly as he explains how he bought a wrecked Mercedes Benz S63 from an auction. And after reading up how much power the AMG lump made, he said “hang on, let’s gooi that thing in!” In a matter of time, his right-hand man Hercules “Tjonkie” van Wyk planted the M156 6.2L AMG seed deep inside the Hilux’s belly. Quentin explains the swap was pretty-straight forward, although the hardest thing to conjure up were the exhaust headers. For this he entrusted CME Engineering. With restricted space to work with, Chris Muller used loose flanges to fabricate the headers instead of going the one-piece route.
Supervising the AMG motor is a Motec M150 EMS, which Martin Roets from MJR undertook. “The huge headache is that Motec cannot control the AMG gearbox. I’m probably the only person in the world begging them to sort out a Canbus for that reason. So that’s why I went for the GD6 6-speed gearbox.”
“Before we changed the bellhousing, you couldn’t get the gearbox out on its own – you had to remove the entire engine and gearbox because of the constraints in the tunnel.” The transmission has always been a thorn in Quentin’s paw. The first setup involved the said Toyota Hilux GD6 gearbox and a Honda double copper clutch which he found lying around the workshop. Sadly, that setup never worked as Quentin explains, “It was kak to drive in traffic. It was so harsh, and it irritated me. So, I sold the bakkie!” The new owner sorted out the clutch issue. But when Quentin was offered the opportunity to buy back the bakkie, he couldn’t say no. On the first day behind the wheel, the flywheel bolts broke off. Tjonkie and Quentin devised another idea to try out a D4D clutch plate. Sadly, that too couldn’t handle the punishment. But when they added a second D4D clutch plate, the heavens opened, and a choir of angels descended.
After taking out the gearbox more than 25 times, they eventually got it right, and he has the father and son team of Kobus and Lehann from Xlint Clutches to thank. “The bakkie is now drive able and the clutch doesn’t slip,” says Quentin. “Remember, we’re making 750Nm at 1500rpm: the 2Js can get away with the single D4D clutch because their power and torque comes in at the top. But we had to use two.” Cooling was another issue which is 99% sorted: Junior Welding Works fabricated a bigger radiator that incorporates a fan off a Prado. “I still want to do an induction of some sort – it’s still getting a lot of underbody heat. Maybe I’ll put a Nissan R35 vent with the induction running down to feed cooler air.”
The Hilux uses Golf R discs and calipers (right) to stop. “Shit. We can’t call them proper brakes then!” he says, laughing out loud. But they do the job and that’s what counts. The exterior features subtle additions like the 20-inch Aline wheels, AMG striping, a custom Ford Wildtrak roll bar, and an extension on the front bumper which he found in Malaysia.
I guess owning a massive spares enterprise specializing in Colt and Toyota bakkie spares has its fair share of advantages. But the love Quentin has for the trusty Hilux goes far and beyond that. Scroll through his Facebook wall and you’ll encounter modified Hilux’s in every form and manner, even a hefty turbodiesel that could well embarrass a hot hatch on any given day.
When the Scribante Racing team released their GT-R to the world, it broke the internet. Some laughed, others cried, but there was a method to the madness. Known for their notorious exploits at the Knysna Hillclimb by obliterating the field in 2019, the team have said they aren’t stopping there either, and are planning another assault up Simola’s famous hill ! Batty caught up with Cobus Jonker and Franco Scribante to get some insight into The Sheriff!
There’s no denying the fact that the two drag teams of RCB Racing and Czank Racing have become household names South Africa. And with the influx of street car events and the limited “no-go” for big tyre drag cars, these behemoths are finding it hard to race in events that are predominantly street car-fed, and frankly, something’s gotta give!
But why has it become such an issue? We interviewed Craig Czank and Riaan Meyer who explained their dilemma. If these two are fed up, then surely the rest of the big-tyre SA drag industry is feeling it too. Both teams recently got together and hired a private test and tune day at Tarlton Raceway. We were privileged enough to tag along, and got some awesome behind-the-scenes interviews and action.
The never-ending pursuit of the perfect, high-horsepower sports car is something Jerry Luis knows all too well.
By Joel Batty Silva
The builder of the Toyota 86 is none other than Jerry Luis, a crucial player for the Import Parts team that supplies us eager beavers with some proper high-end product for many significant project cars which we’ve featured over the years. How can we forget his silver supercharged Civic which was probably the first of its kind in South Africa? We also can’t deny how outrageously insane his new AWD Honda project will be. There’s been a few more builds which he has supplied product for, which many of his customers have brought to our attention. But this GT86 is his latest and greatest creation.
Let’s face it, there’s no denying Rocket Bunny’s beauty. The styling is aggressive and offers an unprecedented look on the street. From the wide, riveted fenders to the signature spoilers and aggressive front-ends, enthusiasts of all kinds can appreciate the mean character of every Bunny-fitted coupe. Which brings us to this magical blue beauty…
We all know the Toyota 86 are proper handling cars, but with the help of his buddy Alex “the Weekend Warrior”, this burpee-hating Crossfitter has taken this 2013 coupe and turned it into a dedicated street racer that isn’t afraid to tackle the twisties. While out on a recent track day at Redstar Raceway, we had the chance to snap some photos of the car in its natural habitat. But night-time is where the magic happens, and under the glorious moonlight, it’s here where the witchery from the 86’s Rocket Bunny body kit will make any man go weak at the knees.
The inside has been handed a dose of Rockford Fosgate love courtesy of Woodmead Sound and Security. Installer Zoltan Nemeth weaved his magic here, fitting a Rockford Fosgate PBR300X4 Punch BRT 4-channel amplifier, a 12” Cerwin Vega subwoofer, Rockford Punch 6.5” components and Rockford Punch 4” co-axials.
The factory head unit remains. But flick the console open and you’ll notice more gadgetry like the Tein EDFC Active Pro which makes it possible to adjust damping force (with ease from the driver’s seat) by controlling stepping motors installed on each shock absorber.
These air cups are supervised with an imported Stanceparts air suspension system that is fed by the ViAir compressor and the 2-gallon tank in the boot. Being an authorised dealer for Tein suspension in South Africa, has enabled Jerry to include the top of the range Tein Flex A which offers ride height adjustment with little or zero change in ride quality. With an impressive arsenal of suspension parts under his control, Jerry can navigate the lowered 86 over speedbumps without leaving any traces of the front splitter behind. Real proper stuff!Besides the impeccable bodywork, the other thing that stood out for me was the rather large and rather impressive big brake kit from K-Sport which had forged monoblock 8-pot calipers coated in a Titanium colour. The 2-piece cross drilled brake discs just clear the highly sought after Enkei forged RS05RR wheels which Jerry also sells through his vast Import Parts catalogue.
Let’s chat bodywork: for starters, instead of a huge wing many 86 owners opt for, Jerry clicked the “ADD” Rocket Bunny duckbill spoiler button to the online shopping cart. And I’m glad he did too. It was exactly 8 years ago that the whole Rocket Bunny movement truly exploded. Toyota supplied the masses with a fresh new car, and Rocket Bunny creator and aero kit superstar Kei Miura let his imagination run wild.
What he came up with was a very simple series of bolt-on aero additions that managed to add in your face aggression. What we have here is Miura-san’s Version 2 kit that has been expertly installed and finished off by Tex and Carlos from Rudia Autobody and Paint. They also fitted the 6-piece Rocket Bunny Dai canard kit, Chargespeed side mirrors, the APR Racing carbon front splitter and lastly the GReddy engine hood lifters. Oh, and the taillights are Valenti Helix Red Edition pieces that break the OEM Ultramarine colour.
You can’t help but to stand aside and appreciate the package. The truth is this V2 aero kit gives the 86 so much presence. It’s more aggressive in some areas but more sedate in others…that ducktail spoiler, the diffuser, its super bright bumper-mounted LED lights piercing through the onsetting dusk…sheesh! Someone hand me a bottle of wine, cream and tissues.
But does the bark match the bite? Well, it’s certainly no slouch. The internals are untouched, but Jerry has added a Sportronic-developed bolt-on turbo kit that features products from the houses of GReddy, Mishimoto, Tial, Grams and of course, Precision Turbo. All of these were installed by H&M Tuning and currently tuned on 0.6bar boost by RBTS. It runs on 95-octane, all day every day.
Now that this 86 is complete, it’s time for – you guessed it – another project. “There’s a small matter of an AWD Honda but the biggest issue I have these days is time. How and when am I going to finish it? Hopefully soon.” Whenever you’re ready, Jerry, you know who to call.