EX­PORT QUAL­ITY

IT’S BEEN A LONG TIME COM­ING, BUT THE POS­SUM BOURNE MO­TOR­SPORT–BUILT SUBARU BRZ, OWNED BY GARY MOR­GAN, IS READY FOR THE WORLD STAGE

NZ Performance Car - - Contents -

A LONG LOVE AF­FAIR WITH SUBARUS HAS LEAD GARY MOR­GAN DOWN A PATH OF RAC­ING EN­DURO AND TARGA. WE CHECK OUT HIS LAT­EST BUILD — A BOOSTED BR-Z — BE­FORE IT HEADS OFF TO TAKE ON SOME OF THE WORLD’S GREAT RACE TRACKS

Yrow­ing up in New Zealand al­most guar­an­tees a Mar­mite and Weet Bix fu­elled life-long af­fair for punt­ing an oval ball around a field, but for some of us, that’s sim­ply not the case; Gary Mor­gan a pre­fect ex­am­ple. A late bloomer — Mor­gan was 20 when he pur­chased his first loud, fast ma­chine — it didn’t take him long un­til he found him­self com­plet­ing his first three-hour en­durance race at Man­feild in a road-le­gal, some­what race-prepped Subaru Legacy RS. A spe­cial bond was formed be­tween Mor­gan and his Subaru, and a fur­ther bond be­tween Mor­gan and en­durance rac­ing it­self, cre­at­ing a con­nec­tion to the sport and spark­ing the cre­ation of an­other kind of be­he­moth — a world class, Pos­sum Bourne Mo­tor­sport (PBMS)pre­pared 2012 Subaru BRZ en­durance racer.

Since re­lo­cat­ing to the Sun­shine Coast in 2005, Mor­gan has con­tested sev­eral Targa and cir­cuit events, ce­ment­ing his pas­sion for the sport be­hind the wheel of a clus­tered-star–badged all wheel drive, as he ex­plained, “I bought a Legacy RSR that was one of the orig­i­nal five rally cars brought to Aus­tralia for the 1991 Rally Aus­tralia. Thanks to my wife, B1 — as she calls it — is still around and has com­peted from Tas­ma­nia to Queens­land, and has spent re­cent years do­ing Targa NZ with some great suc­cess — and some crashes; one made Plays of the Week in New Zealand in 2008.”

How­ever, Mor­gan sought a plat­form that com­bined the en­durance and Targa-style el­e­ments, and his search landed

When you’re set­ting up a cir­cuit car’s sus­pen­sion, you first as­sess what is work­ing else­where. The PBMS team di­alled the MCA coilovers and White­line sway bars to the cur­rent spec run by the Toy­ota 86 race class here in New Zealand. On its first out­ing at Pukekohe, the BRZ han­dled per­fectly and needed no changes for its first race meet­ing at Hamp­ton Downs

him a phone call from PBMS, claim­ing they had just the car. “I re­ceived a call from PBMS offering me the op­por­tu­nity to buy a BRZ as a base car. My son con­vinced me I should — how­ever, the plan at this stage was to build a Targa car.” Mor­gan ex­plains.

Money was duly ex­changed, and plans were hatched be­tween Mor­gan and PBMS to repli­cate a pre­vi­ous build they had com­pleted for Subaru Aus­tralia, who also re­quired a Tar­gaspe­cific BRZ. The only ad­di­tion Mor­gan wanted was the use of a su­per­charger for a bit of ex­tra might over the fac­tory 149kW — nat­u­rally, things snow­balled. “Over time, as the roll cage went in along with some other items, we had on­go­ing dis­cus­sions, and I de­cided I wanted to build a full-blown en­durance car with ev­ery­thing we could pos­si­bly do to it. Firstly, keep­ing an eye on the FIA GT4 rules, and se­condly, making it el­i­gi­ble for all the iconic races around the world in­clud­ing Bathurst, Sepang, Nür­bur­gring, and Day­tona,” Mor­gan ex­plained.

With a clear and stream­lined build plan in place, the team at PBMS set to work on the dif­fer­ent as­pects of the build. Bryan Hay­ton, owner of PBMS, had al­ready blown our minds with his tal­ents with the hand-built car­bon fi­bre items on the Van­tage Mo­tor­sport Subaru WRC car, re­cently fea­tured in NZPC Is­sue 222 — and the BRZ is no dif­fer­ent.

There’s car­bon every­where; if it can be re­placed with car­bon

fi­bre to save weight, it has been. The roof, with cus­tom air vent, roll cage pan­els, in­te­rior pan­els, fuel-filler duct, en­gine cover, boot tray, door cards, par­cel tray, cen­tre con­sole, and sev­eral other car­bon com­po­nents were whipped up in-house by Hay­ton in the rock-solid yet light­weight weave. But wait, there’s more — more car­bon fi­bre. The more you look, the more you pick up less-ob­vi­ous car­bon items, such as the trim around the air-jack at­tach­ment and side mir­rors.

The Fuel Safe quick-fuel filler point is housed in a one­off car­bon boot tray that looks like an early ’00s sub­woofer com­part­ment. As the E85 is pumped into the dry break, it flows down a fuel neck housed in a car­bon fi­bre duct — one of the most im­pres­sive pieces in the ve­hi­cle. It’s po­etic. The jour­ney con­tin­ues down into the 120-litre Fuel Safe fuel bag, cased in a cus­tom alu­minium hous­ing ca­pa­ble of sup­port­ing the in­creased fuel load. There are two rea­sons a 120-litre fuel tank is re­quired for this build, the first be­ing the ob­vi­ous; it’s a fos­sil fuel–in­hal­ing en­durance ve­hi­cle; the sec­ond comes thanks to a snarling, firespit­ting, chirp­ing, su­per­charged FA20.

PBMS are used to build­ing re­li­able, mon­ster EJ20s in­stead of the later model FA20 found fac­tory in the BRZ, but their ex­per­tise is blue-rib­bon. The na­ture of en­durance rac­ing ex­acts harsh forces on ve­hi­cle com­po­nents due to the heat gen­er­ated over the pro­longed pe­riod of rac­ing, and when the de­ci­sion had to be made be­tween su­per­charg­ing or turbocharging the FA20, it was sim­ple. Su­per­charg­ing the FA20 would pro­duce much lower en­gine-bay tem­per­a­tures for the same given power, and the throt­tle re­sponse a unit such as the cho­sen HKS cen­trifu­gal kit of­fered was un­sur­passed.

Out of the box, the HKS su­per­charger runs a lowly 7psi of boost, but PBMS have in­creased the boost pres­sure with a new pul­ley and have moved the phys­i­cal lo­ca­tion of the charger with a cus­tom mount to al­low for a bet­ter-flow­ing in­ter­cooler pipe ar­range­ment. But the kit dis­liked the ex­tra 18psi that was now be­ing pushed through it, once run up on the dyno. The HKS in­ter­cooler ex­pe­ri­enced in­take temps post-cooler of around 100 de­grees, which caused some drama on the dyno. Tim­ing was pulled back with the MoTeC M130 to re­duce det­o­na­tion, and power was much lower than they ini­tially thought pos­si­ble with this set up. Cou­pled with this, an­other prob­lem found on the first dyno out­ing was the pri­mary header-pipe di­am­e­ters were far too small, along with the rest of the ex­haust sys­tem.

The orig­i­nal ex­haust sys­tem PBMS had built for the BRZ was around 2.5- inches all the way through, but as they found out on the dyno, the head­ers and ex­haust sys­tem were prov­ing to be a ma­jor re­stric­tion. The ex­haust sys­tem was pulled off, re­placed with a cus­tom three­inch set up with no muf­flers, and the header pri­maries were re­placed with larger di­am­e­ter CNC- bent stain­less. This cre­ated a ma­jor in­crease in power on the dyno — how­ever, the BRZ was now far too loud. Two Adrenal­inR muf­flers had to be in­stalled to qui­eten things down

As a res­o­lu­tion, a much larger front-mounted in­ter­cooler, cus­tom en­larged CNC-bent head­ers, and a three-inch ex­haust sys­tem were fit­ted and the team spun her up again. This time, post-cooler in­take temps were around 20 de­grees and the in­crease in ex­haust di­am­e­ter sealed mas­sive gains in power. Tim­ing and ig­ni­tion maps were pushed to the ex­treme with the E85 fuel, and 306kW (410hp) at the wheels ma­te­ri­al­ized at last.

Th­ese num­bers are not pos­si­ble with the fac­tory in­ter­nals, but PBMS cov­ered this off with JE forged pis­tons, made to PBMS-spec, and Pure Per­for­mance Mo­tor­sport con­rods. They also made sure the heads re­ceived port­ing to make use of the added boost pres­sure, and added Kelford Cams valve springs for re­li­a­bil­ity. The shake­down was com­plete.

With the en­gine now on its best be­hav­iour, Mor­gan is ready to con­test New Zealand’s best, mean­est, and mon­strous, as he tells us, “The plan now is to test its re­li­a­bil­ity over the win­ter months at the North Is­land and South Is­land en­durance races cul­mi­nat­ing at High­lands 101 in Oc­to­ber. As­sum­ing the bud­get can be found for the pro­gramme and the test­ing goes well, then the Bathurst 12 Hour in 2015 is the goal.”

Mor­gan will pi­lot the BRZ in both New Zealand and Aus­tralia. To help out, he has cho­sen young tal­ent Mark Gib­son, who has a back­ground rac­ing both Suzuki Swifts and V8 Su­perTour­ers. “We hit it off im­me­di­ately, and I asked him to drive at the first race meet­ing at Hamp­ton Downs. Mark very quickly got in­side the Top 10 in the first race against Porsches, a Nis­san Sky­line R35 GT-R (fea­tured in NZPC Is­sue 218), and a couple of Audi R8s GT3s. He is, and will re­main, the main driver, as he loves the car and fits well with the team,” Mor­gan con­cluded.

The liv­ery will change once a spon­sor is se­cured, but if you do catch Mor­gan and the team at a lo­cal cir­cuit, make sure to say hello, and you might get a closer look at this wild Kiwi-built mon­ster be­fore it ships out to take on the world.

“Over time, as the roll cage went in along with some other items, we had on­go­ing dis­cus­sions, and I de­cided I wanted to build a full-blown en­durance car with ev­ery­thing we could

pos­si­bly do to it.”

PER­FOR­MANCE

POWER: 306kW (410hp) at the wheels on 25psi with E85

IN­TE­RIOR SEATS: STEER­ING WHEEL: Sparco IN­STRU­MEN­TA­TION: MoTeC C185 Dis­play Log­ger dash OTHER: Suede-trimmed dash­board, PBMS car­bon fi­bre cen­tre con­sole, PBMS car­bon fi­bre MoTeC dash sur­round, PBMS car­bon fi­bre foot tray, PBMS car­bon fi­bre door cards, PBMS car­bon fi­bre roof vent, PBMS car­bon fi­bre fuel filler duct, PBMS car­bon fi­bre par­cel tray

DRIV­E­LINE GEAR­BOX: Holinger SG3-SS six-speed se­quen­tial CLUTCH: Exedy twin-plate FLY­WHEEL: Exedy DIFF: PBMS-spec diff, Cusco LSD, GReddy ex­tended hous­ing OTHER: Drive­shaft Shop 600hp axles

SUP­PORT STRUTS: MCA cus­tom built

SPRINGS: MCA BRAKES: End­less RF650 brake fluid, PBMS braided brake lines, AP hand­brake, AP floor-mounted pedal box, (F) End­less MONO4 calipers, 345x32mm two-piece ro­tors, End­less MA45B en­durance pads, (R) End­less MONO4 calipers,

332x28mm two-piece ro­tors, End­less MA45B en­durance pads OTHER: AP Rac­ing air jacks; White­line sway bars, bushes, and ball joints; PBMS chro­moly

ad­justable bot­tom arms

PAINT: Subaru World Rally blue Gla­surit paint by Mills Col­li­sion Re­pair EN­HANCE­MENTS: PBMS car­bon fi­bre roof, PBMS car­bon wing mir­rors, car­bon fi­bre wing, PBMS car­bon fi­bre front guard garnish WHEELS: 18x8.5-inch Work Emo­tion

CR Kai TYRES: 245/45-18 Pirelli P-Zero

EX­TE­RIOR

SHOES

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