Tag: superlap

A ride fit for a king – the Drift King!


If there’s one car that immediately springs to mind when talking about the “Drift King” Keiichi Tsuchiya, it would have to be Toyota AE86. And while we’ve already arranged for Tsuchiya-san to fang a Pagani Huayra BC around SMSP we knew that WTAC would not be complete if we didn’t let him loose in an AE86 as well. And when we say let him loose we actually mean GET HIS DRIFT ON!


Of course it couldn’t be just any old AE86. The car would have to have some history behind it and of course be of outstanding quality. After all, it would be driven by the DK himself! Luckily we found a car that ticked all those boxes and we are certain no one will be disappointed here.


The car in question is Beau Yates’ freshly rebuilt Toyota AE86. Its history can be traced all the way back to Drift Australia days where Beau carved out his reputation as one of the country’s most gifted drift drivers and in fact won a national championship many years ago.

The AE86 also took part in the International Drift Challenge at WTAC where Beau took the victory in 2010 and also competed in 2011 and 2012, ending its career with an unfortunate crash at the 2013 IDC.


In 2014 Beau moved onto his next project, a brand new Toyota 86 in which he currently competes on the national drift circuit. Since then, his old faithful sat in storage, under covers, patiently awaiting the time when it’ll be brought back to life again.


That time came earlier this year, when Beau with the help of Toyota Australia and Toyota Genuine Parts, finally decided to resurrect the car that has been such a big part of not just his own drifting career but Australian drift as a whole.


The car is an absolute work of art and the painstaking attention to detail is apparent from every angle. The rear hatch houses a custom fuel cell, fuel cooler and surge tanks and a dry sump oil tank all fabricated by the masters of metal at Hypertune in Sydney’s South west.


“While I wanted to stay faithful to the original car, I really did not want to cut any corners when it came to workmanship. This car has been such a big part of my life and I will never sell it. So there was no compromise anywhere. It had to be the best.” said Beau.


Beau’s obsession with quality cannot go unnoticed – the car is nothing short of spectacular, from the body work, interior right down to the smallest detail. The deep dish gold spoke Southern Wave wheels from Barrel Brothers look absolutely stunning under the neat flare guards that are totally period correct.


When it came to the exhaust system of course it had to be titanium and this really is a work of art in itself! All created in house at Hypertune right down to the JDM style lobster back tip!


Powering the beast is a Toyota TRD 3S-GE BEAMS engine. It is fitted with a big GCG/Garrett turbo, a full dry sump system, Hypertune inlet and close ratio TRD 5 speed transmission.


Hypertune is responsible for all of the stunning fabrication and machining and it really must be seen in the flesh to appreciate the detail. It is the type of work normally only reserved for top tier factory race cars or no-expense-spared show cars.


Hypertune also provided the intercooler, radiator and oil cooler. Injectors are SARD 700cc items and horsepower is described as “more than enough”. Very progressive but also brutal in the top end, this is not a ride for the faint hearted!


Engine management comes via Haltech’s vintage E11v2 hooked up to a Haltech logger dash. The ECU is one of the few components that has been in the car from the very early days and is still reliable and testament to a quality product.


A JSAI Aero wide body kit gives the car a low and aggressive stance while still retaining its classic good looks.

“Keeping this car looking authentic was such a big part of this build” said Beau. “It had to be the real deal in every department.”


“It’ll be an absolute honour to have Keiichi Tsuchiya drive this car. I hope it’ll bring back some memories for him.”

“Me and the guys have put our hearts and souls into this rebuild and the car is by far the best it has ever been. I am as excited as everyone else to see the man himself behind the wheel, showing us why they call him the Drift King!”


Keiichi Tsuchiya drifting in what is quite possibly the world’s best AE86?
Yep, just another reason to attend WTAC 2016!

Tickets start from $20. Book yours now!
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Helpful Links

arrow  Who else is coming? See WTAC entry list here
arrow  Travelling from interstate or overseas? See our Travel & Accommodation Guide
arrow  Still more questions? Read the Spectators FAQ
arrow  Frist time at WTAC? Getting to Sydney Motorsport Park
arrow  Need further convincing? 7 Things your need to know about WTAC 2016
arrow  Read to book your tickets? WTAC 2016 Tickets

4 Reasons to Book your WTAC tickets NOW


While there there’s plenty of space for everyone at Sydney Motorsport Park, there are some very good reasons to pre-purchase your tickets for this year’s WTAC.



Yes, the tickets are cheaper if you pre-purchase them online. Not to mention the fact that the serious savings are made the 2-Day Superpass which is ONLY available online.



Get your tickets in your own time, while relaxing in front of TV. With a pre-paid ticket you also get in quicker on the day, using the “Pre-Pad Express Queue” at the gates.



While every WTAC ticket includes free on-site parking, the parking spots are assigned on the first-in-best-served basis. So getting in quicker via the “Express Queue” will yield you a better parking spot, closer to the action.



We’ve got some really cool prizes lined up for you. From VIP upgrades to Passenger Rides there will be continuous competitions running from now on until the event. By pre-purchasing your ticket online you are automatically entered into all the pre-event competitions.

So what are you waiting for? Tickets start from just $20, click the button below and book yours now!

Brad Trenwith’s Triple Rotor Treat


In 2012 Brad Trenwith’s then 13BT powered FD RX-7 made a solid impression on Open Class as the fastest RWD with a best time of 1:34.0. Since then, just like most time attack cars, it has evolved and is now a serious piece of machinery.


The car is now powered by an absolute animal of a 20B turbo. Sounding sweeter than any Formula One car on the current grids, the triple rotor has been known to make the occasional ear bleed after a hearing aide has been removed. We caught up with the now faster and more Dan Bilzerian spec Brad to shoot the breeze leading up to his return to SMSP.


WTAC: Firstly Brad, what is it about rotary engines that does it for you?

Brad Trenwith: It all started when I was kid and my dad owned an FC RX7. I remember him driving through the hills and the buzzer going off, thinking how cool it all was! The noise, the feeling, it was just so different to anything else. Dad later bought an FD and I started out buying an FB/SA as my first “performance” car.


WTAC: How did you get into track driving and what was your first track car?

BT: The first car I took to the track was my early model RX-7. A good mate of mine, Chubs, owned a similar car, both had 13B turbos and not nearly enough brakes and suspension. We went to Oran Park on the short circuit and spent as much time sideways or off the track as we did on the track.


But after that I was hooked. I gradually developed the car until one day I couldn’t take it to the track due to a broken gearbox, so I took my street FD instead. When the FD went quicker, I sold the FB/SA without even fixing the gearbox!


TTI 6-speed sequential transmission is mated to Carbonetics triple-plate by Direct Clutch Services.

WTAC: When you bought the FD what were your original plans or did you know deep down that you’d always end up building something to this level?

BT: I had an FD street car that I raced at all of the NSW tracks before I moved back home to Adelaide. I kept racing it, but with it being a street car, it was always a compromise. So, I bought the current car as a stocker and swapped all the running gear over and had it caged. It gradually evolved over the years to what it is now. I remember being so excited when it made over 300kW for the first time!


WTAC: From a driving perspective, how does it feel to drive this car now that is has so much more aero and horsepower?

BT: It has been a complete re-learn of the car. Early in this development I chatted with Oscar from Supashock about the aero and suspension and a power goal he thought we should have. I thought it was crazy to aim for so much power! But, to his credit, the car puts the power down really well. I am continually getting surprised by just how much grip the car has and always having to remind myself “the faster you go, the more grip you have”.


Simon Podlewski from Morpowa has been amazing in helping at the track and dialling the motor in. He has worked with Mark McCoy to set up the traction control, and that has been a huge help to getting confidence in the car.


I still don’t think my driving will be anywhere up to the standard it should be to really show what the car is capable of at WTAC, but it should be a lot of fun.


WTAC: Most race car owners have a love/hate relationship with their cars. What do you love/hate most about this car?

BT: The noise, power, grip, the looks, I love pretty much everything about it. There isn’t much I really hate. Being a “full aero” car means it is a lot harder to work on, but I am lucky to have good mates, Botcho and Glenn who help run the car and prep it. So even the fact it’s harder to work on it just means more shed time with good mates and the dogs, so it’s still a good thing.


Custom wide-body kit by Mark Jantke from White Wolf Performance Moulding.

WTAC: If you were to start again from scratch would you do anything differently?

BT: Yeah, the benefit of hindsight is always great. There are a few things I want to change in the offseason, but the car was built to a timeline and a budget. If all you do is work towards building something perfect, I think you miss out on using it and enjoying it. It’s a balance and I am happy with what we have done given time and money constraints.


WTAC: What do you think it is about this event that has people keeping coming back for more every year?

BT: The variety, the excitement, the event format, the whole package that Ian and the crew have put together is so unique and spectator friendly. Knowing these cars are wound up about as much as possible and are putting it all on the line for a single lap, it’s pretty exciting to be a driver in that sort of format and I think that is felt by everyone watching.


Engine management is via Motec M800 wired by Troy at TeeZee Tuning.

WTAC: What are your main goals for the event and are there any particular Pro-Am cars you’d like to beat?

BT: I just want to go there, have the car run reliably and have fun. One of the best things about the event is the people and friends I have made over the years. Not competing for the last few years meant there are plenty of people i have not been able to catch up with, so my main goal is to have fun and drive the car back onto the truck Saturday evening.


As far as cars I would like to beat, not really, we will just focus on running our car and anything that goes our way will just be a bonus.


WTAC: What competitors or teams are you inspired by?

BT: One of my favourite drivers/cars would be Rob Nguyen in the Mighty Mouse CRX. I feel that is probably the epitome of the spirit of time attack. It represents the variety and the capability of any car when a good team and driver execute a plan. I was so excited when they went sub 1:30 last year.


Outside of Time Attack I have had a lot of input and help from Drew/Jerry of Direct Clutch. Both own 3 rotor RX7s in circuit and drag, and have been a wealth of information and assistance in getting the car to where it is.


Short-crank 3-rotor peripheral port makes 627kW at the wheels and 950Nm torque.

WTAC: How far would you like to go with this car?

BT: From here I would just like to get the car to as many tracks as possible and enjoy it. Down the track, getting weight out of it would be the main goal. That would be the only real further development I would like to do. I just want to focus on enjoying it as much as possible.


Special thanks to:
Morpowa Auto and Dyno Tuning
Australian Race Car Engineering
Solid Engineering
White Wolf Performance Moulding
Direct Clutch
D&S Tint and Sign
AT Performance
SA Motorsport Tyres
Sonic Performance
Teezee Tuning

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Helpful Links

arrow  Who else is coming? See WTAC entry list here
arrow  Travelling from interstate or overseas? See our Travel & Accommodation Guide
arrow  Still more questions? Read the Spectators FAQ
arrow  Frist time at WTAC? Getting to Sydney Motorsport Park
arrow  Need further convincing? 7 Things your need to know about WTAC 2016
arrow  Read to book your tickets? WTAC 2016 Tickets

Japanese “Car Shop Dream Lotas 7” RX7 enters Open Class


With so much of the focus over the years on the Pro Classes we are now seeing increased interest right across the board and in 2016 we will see our first ever Japanese entry in the hotly contested Open Class.


Team Car Shop Dream Lotas 7 have confirmed their entry in the Link ECU Open Class and have spent the past few months ensuring their Mazda RX7FD complies with the class rules.


The car’s owner and most of his team hail from Kitami, a small city on the East coast of Hokkaido. The city is covered in snow for almost half of the year with temperatures getting as low as -30C.


Undeterred by the harsh conditions Kurokawa-san and his team of loyal mechanics spend the winter months tinkering away in a heated workshop. Getting the car to the nearest race track involves a 30 hours ferry trip which makes their achievement all the more remarkable.


The engine is a 13BREW Bridgeport built by Watanabe Shin. Watanabe is a bit of local rotary guru with decades of experience building 7-sec drag racing engines.


The engine is mated to a Quaife 6‐Speed sequential dog gearbox. Endless brakes  and D2 Japan suspension  complete the package.


Kurokawa’s chief mechanic, Yamaguchi Koji, also has his roots in drag racing and is no stranger to dealing with high horsepower, highly stressed engines. The engine is controlled by a Link ECU tuned by Kumaki Toru from Top Fuel Racing


The person responsible for the car’s aero is Osamu Suda, Having previously worked at Voltex Japan, Osamu is no stranger to aerodynamics and plays an important part in the car’s development. The most important task ahead of him right now is to trim the current aero package (so it complies with WTAC Open Class rules) without sacrificing too much of its downforce.


When it comes to building and racing cars, much like Under Suzuki, Kurosawa-san is very hands-on. He is involved in every aspect of the car, from building, tuning and race preparation to actually driving it. To create this time attack monster the team tried not to rely on factory parts and manufactured most of the accessories in-house.


They’ve even experimented with their own handmade mini wind tunnel using a 1/12 plastic model of the car with fans and scales below each tyre to measure the downforce created. But don’t let their DIY approach fool you. This is a very capable team and Kurokawa is certainly no novice behind the wheel.


A local racing celebrity, Kurokawa had dominated the Hokkaido racing scene in the 1990s with a JAF Hokkaido 6-hour Endurance Race trophy and JAF Hokkaido FJ1600 Series Championship under his belt. He was also the first ever Hokkaido-based Nismo pro driver.

In 1999 Kurokawa started Car Shop Dream and formed his Hokkaido based racing team in 2013. Since then the team has been breaking records at Tokachi International Speedway most notably Nobuteru Taniguchi’s Sports Car Class record (set in HKS CT230R) by over a second.


After shipping the car down to Tsukuba for a shakedown session earlier this year the team managed a time in the 56 second range. Kurokawa-san explained this was simply a test day and they are confident the car will be capable of low 55s by the time it leaves for Sydney. This should put the team well within their goal of a podium placing with a possibility of having a serious shot at the class title.


The Car Shop Dream Lotas 7 racing team sound like a great bunch of guys and the car is a credit to their ingenuity and perseverance. We are sure they’ll be well received by the Australian rotary fans as they race for the Open Class title in October!

Images: NaritaDogfight.com, Attack – Maximum Challenge and Speedhunters.com
Translation thanks to: Rhett Roylance


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Helpful Links

arrow  2015 WTAC Highlights: Tilton’s Winning Lap
arrow  2015 WTAC Highlights: Open Class
arrow  2015 WTAC Highlights: Pro Am Class
arrow  Understanding WTAC: Rules, aerodynamics and control tyres explained 
arrow  7 Things You need to know about WTAC 2016

Class of 2015: Clubsprint


Pro and Pro Am classes have crazy aero and huge horsepower. Open class has cutthroat workshop vs workshop competition. Despite all that, it’s the Clubsprint class that has exploded in size this year, overtaking Open as the biggest class at WTAC.


A large and, more importantly, growing grassroots entry-level class is great for the sport. It attracts new racers while allowing them to race on the same track and at the same event as the top heavy hitters. Just like every other motorsport, time attack needs to attract new people to its ranks and that’s what the Clubsprint class is all about.


Secondly, Clubsprint class provides a relatively easy and inexpensive way for young racers to get into time attack racing and WTAC. As the cars competing for the outright win are hitting six digit build budgets, it’s even more important to keep the entry level class affordable and accessible to the average enthusiast.


With heavy restrictions, Clubsprint cars are very close to their street-driven origins and many of them are actually driven to and from the event. Jason Naidoo’s Evo (above) is one such competitor. These restrictions keep the development costs down and shift the emphasis to engine and drivetrain setup as well as showcasing driver skill.


Despite the restrictions Clubsprint class has intense competition for the podium spots. It is a vibrant, exciting and unpredictable class with a different winner each year.


Interestingly, the class record of 1:38.86 set by Nev Scott in his Subaru WRX back in 2012 still stands. Nev Scott has since progressed to Open class and this year’s winner Daniel Meredith (above) came very close to beating it in his Honda Civic with a time of 1:39.4470.


David Lord driving his Tunehouse-built Subaru STi shaved almost a full second off his last year’s best, finishing half a second behind Meredith.


Marginally faster this year (1:40.086), Jason Naidoo pinned all his hopes on the Superlap Shootout, a gamble that unfortunately didn’t pay off when the shootout got rained out.


Also improving this year was John Richardson in his Nissan R33 GTS-T. John’s consistently fast lap times (best lap of 1:41.311) put him amongst favourites for the class podium next year.


Tunehouse returned with their Toyota 86 and Josh Muggleton behind the wheel. The car underwent a complete engine overhaul with a new turbo kit replacing the supercharger used last year. Despite suffering from mechanical woes the car managed to go half a second faster than last year (1:42.34).


Scott Stewart debuted his bright orange Evo VI with a 1:42.6160.


The ‘other’ Tilton Evo – driven by Charlie Dang clocked in at 1:44.674, almost a second faster than last year.


Harrop Engineering’s Toyota 86 driven by David Schardt turned heads whenever it went out on track, posting a respectable lap time of 1:47.413.


The Euro content at WTAC continues to grow in numbers with Stephen Muller and his VW Golf MK6 (1:47.87)…


John Tucker’s VW Golf MK6 (1:52.923)…


Harrop Engineering’s BMW M3 (1:48.579)…


and Paul Kovaceski’s immaculate Porsche 944 (1:49.828).


Bill Nabham was flying the rotary flag in Clubsprint (1:48.297)…


along with Elliot Malouf (1:49.721)…


and Shane Barwood (1:51.806).


David Dalrymple in his R32 GTR also improved by almost a second from his last year’s best by stopping the clock at 1:44.977.


Jim Seng Tu in the Team EXE OTR Mitsubishi Evo 9 – 1:42.023.


John Healey in the ROH Toyota 86 – 1:42.9310


Michael King in the DTMF Racing Mitsubishi Evo VIII – 1:43.377.


Steven Planinic in the Garage 88 Mitsubishi Evo – 1:47.5950


Darrin Morice in the RTR Subaru BRZ – 1:47.1020


Siev Gour in the Ton Legal Honda Civic – 1:46.3140


Stuart Rankin in his Toyota Supra – 1:47.997.


Laurence Gleeson in the Team Lori – Walk for a Cure Nissan Bluebird – 1:49.0730


Thomas Bullock in the Team Honed Honda CRX – 1:50.1190


Vel Tomic in the Insight Motorsports / SPMR Honda Civic – 1:55.5848


Mark Collingwood in the Automotive Plus Mazda MX5 – 1:55.6970


Adam Clarke in the Dragcarfab Nissan R33 GTST – 1:58.649.


Anthony Halwagy in the U.G. Racing Honda Civic – 1:54.518.


Alan Chea in The-Lowdown Mitsubishi Evo V – 1:54.494.

Helpful Links

arrow  Relive all the action: Watch the 2015 Live Re-Stream
arrow  2015 WTAC Highlights: Tilton’s Winning Lap
arrow  2015 WTAC Highlights: Sigsworth’s Pro Am Winning Lap
arrow  Understanding WTAC: Rules, aerodynamics and control tyres explained 

Midnight Heroes


They say nothing shows your true character like your actions when faced with adversity. Last night we saw the true character of Scorch Racing and LYFE Motorsport teams and it was truly inspirational.


Much to everyone’s horror, Suzuki-san didn’t complete his last session on Friday and had to be towed back to his garage. The diagnosis did not come till a couple of hours later – bent valves amongst a few other things.


Without the slightest sign of hesitation the team immediately got to work replacing the engine with their back-up unit. When we dropped by the Scorch garage, around 1am this morning, Suzuki-san just gave us a quick nod and said: “We’ll be ready!”


True to his word, at 4:30am the car fired up with its new engine in place.


Scorch Racing S15 Silvia will indeed be ready for the first morning session on Saturday!


Another team burning the midnight oil were LYFE Motorsport. “We were gutted when we lost our engine” said Cole Powelson, “but there’s no way we were going to let our fans, our sponsors and all the spectators down.”


The team managed to secure a replacement engine and were hard at work throughout the night replacing its fatally wounded motor with a new one. “We knew knew it was going to be an all-nighter, but at the same time we knew that it had to be done.”


At 5:50am on Saturday morning LYFE Motorsport R35 GTR started and drove up and down the pit lane.

Scorch Racing and LYFE Motorsport – we take our hats off to you. This is what this event is all about. This is the true spirit of motorsport. This is World Time Attack Challenge.

Support these guys by cheering them on today and send your messages of support to the official WTAC Facebook Page.  Now let’s get today’s proceedings under way!