NZ Performance Car - - Contents - WORDS AND PHO­TOS: JORGI LEE

Adam Davies and Dave Steed­man are among the few orig­i­nal play­ers left in the game of drifting. They’ve known each other for half their lives, and have learned a thing or two about how the other drives — we take a look at how this duo have upped their game from street cars in the old days, to round-win­ning track cars to­day.

Adam Davies and Dave Steed­man have known each other for over half their lives. From their high-school days to to­day, th­ese two have been med­dling with any­thing and ev­ery­thing car re­lated. Some­where along the way — no doubt with oil-stained cloth­ing, grease up to their el­bows, and a beer in hand — Adam and Dave de­cided to es­tab­lish Team DSR (Davies Steed­man Rac­ing).

It was 10 years ago that the duo first moved their street cars onto the track. Dave spoke fondly of his time as a be­gin­ner, but both he and Adam quickly re­al­ized street cars were not right for the level of drifting they as­pired to. Dave re­calls, “Af­ter a hand­ful of track days I had the bug, and I de­cided to build my Nis­san Ce­firo A31 to a com­pet­i­tive level. Back then, though, a com­pe­ti­tion stan­dard pretty much only con­sisted of a roll cage and 260kW at the rear wheels, and you were ready to go.”

The 180SX

Adam’s push from a street to a track-only build came af­ter a big scare at Pukekohe Park Race­way. He had spun his Nis­san 180SX in the mid­dle of the sweeper, and was un­able to restart be­fore an­other drifter slid straight into him, caus­ing ir­repara­ble dam­age. “This was an eye-opener for me. At the time the car had no roll cage, and to have sur­vived such a hor­rific crash and walked away with only a few cuts and scrapes, I felt very lucky,” he said. “I re­al­ized very quickly the im­por­tance of safety within the mo­tor­sport in­dus­try.” With a spare shell al­ready sit­ting in the shed, Adam’s first pri­or­ity was to build a com­pre­hen­sive eight-point roll cage that ex­ceeded the min­i­mum mo­tor­sport re­quire­ments. But this is about where the build veered off the tra­di­tional path. “I wanted this car to be unique. When I started the build, ev­ery­one in the drifting scene was pre­dom­i­nantly run­ning RB and SR en­gines.” Adam had his heart set on one power plant only — a Mazda 13B turbo. An engine and gear­box pack­age came up for sale in the cen­tral North Is­land, and he wasted no time in se­cur­ing the sale.

The engine was ini­tially run un­opened, and was equipped with a cus­tom-made ex­haust man­i­fold. For many years now, Dave and Adam have en­trusted Mike from Mac’s Muf­flers to de­sign and con­struct all their en­gi­neer­ing com­po­nents. The ex­haust man­i­fold was planned as a firm foun­da­tion for the Master Power turbo. “As my driv­ing im­proved, I be­gan to seek new ini­tia­tives that would ben­e­fit the car and con­tinue to aid my driv­ing style,” Adam said, so he sought the experience of Green Broth­ers Rac­ing to re­build the Mazda 13B. The build team up­graded the ports to an ex­tended port setup and ex­changed the Master Power turbo for a BorgWarner 300SX turbo, which was con­ve­niently able to uti­lize the ex­ist­ing man­i­fold.

Adam com­peted with this setup for two sea­sons of the D1NZ Pro-Am cham­pi­onship, be­fore good re­sults meant he was el­i­gi­ble to shift up into the Pro cham­pi­onship. He re­vis­ited the Green Broth­ers to have the rotang re­built. That in­cluded ex­ten­sive port­ing on the 13Bs plates, re­sult­ing in a fierce-sound­ing semi-pe­riph­er­al­ported mon­ster. Mac’s Muf­flers fab­ri­cated a new stain­less twinscroll ex­haust man­i­fold with twin TiAL 44mm waste­gates to house the new BorgWarner EFR 9180. A switch from a Mi­croTech to a Vi-Pec i44 ECU, and with Richard from Green Broth­ers work­ing the key­board, the new pack­age pro­duced a healthy 500kW at the rear wheels on 24psi.

The S14

The weapon of choice for the other half of Team DSR is a lit­tle more con­ven­tional. Dave’s Nis­sans have al­ways run RB30s, although what you’ll find in his S14 to­day is a far cry from the 340kW RB30 that pow­ered his pre­vi­ous Ce­firo chas­sis in his early D1NZ days. The switch in chas­sis came af­ter only three events, as Dave wanted to de­velop some­thing lighter.

The S14 build be­gan with the heart from the Ce­firo, but as this engine setup was far from fit for pur­pose it’s been un­der con­stant devel­op­ment ever since, re­sult­ing in the cur­rent forged RB30DET pow­er­house. The fac­tory Nis­san crank­shaft sup­ports Manly rods and Mahle RB25DET high-com­pres­sion pistons. The R33 RB25DET head re­mains stan­dard, how­ever, it does house a pair of Kelford high-lift camshafts and valve springs. The fac­tory in­take run­ners were used to fab­ri­cate a cus­tom-made front-fac­ing plenum, and uti­lize an 80mm throt­tle body. The pre­vi­ous Gar­rett turbo was an adequate so­lu­tion, but Dave’s de­sire to achieve ul­ti­mate per­for­mance lead him to the ex­ist­ing BorgWarner EFR 8374 twin-scroll tur­bocharger. To sup­port the BorgWarner, a new cus­tom ex­haust man­i­fold had to be con­structed. Mac’s Muf­flers de­liv­ered an­other beau­ti­ful

stain­less twin-scroll man­i­fold, which, like Adam’s, sup­ports the new turbo and two 38mm TiAL waste­gates, which merge un­der the pas­sen­ger foot well into a 3.5-inch side-exit ex­haust system. A Wal­bro in­tank fuel pump sup­plies E85 fuel to a cus­tom Mac’s Muf­flers stain­less surge tank. From there two Bosch 044 pumps feed six Bosch 1680cc top-fed in­jec­tors. With the ex­ten­sive mod­i­fi­ca­tions, Dave needed an ECU that was ca­pa­ble of com­plete engine man­age­ment. A Link G4+ was fit­ted, and with the mad sci­en­tist — Dar­ryl Turk (Chicken) from EFI and Turbo — be­hind the tune, a more than ex­pected 615kW was achieved, but that was di­alled back to a re­spectable 550kW on 20psi. Hav­ing stripped the third and fourth gears in nu­mer­ous RB25DET gear­boxes, Dave knew he would re­quire a sub­stan­tial up­grade to en­sure re­li­a­bil­ity. A Tex Rac­ing T101A four-speed dog­box was sourced di­rectly from a Nas­car, and has been used in the S14 chas­sis since.

Whilst pre­vi­ous set­ups al­lowed both Team DSR driv­ers to achieve some great re­sults in D1NZ cham­pi­onship rounds, they are very fo­cused on the 2016–’17 sea­son. Af­ter hav­ing spent the 2016 win­ter work­ing end­less hours on the cars, they are qui­etly con­fi­dent that they will per­form bet­ter than they ever have be­fore. Adam says, “We have such a great team be­hind us, who know the cars just as well as we do, and it means that Dave and I can leave our cars in their ca­pa­ble hands and fo­cus on our driv­ing.”

The long hours have clearly paid off this sea­son, Dave took home his first-ever first-place podium at round two at Man­feild. That’s some­thing that means the world to the team — to have a re­sult they, and their very loyal spon­sors, can be proud of. But they aren’t about to rest — there is the sec­ond half of the sea­son to go, and no doubt many tweaks and chal­lenges for the team to work through dur­ing the re­main­der of the sea­son.

Both cars run cus­tom-made one-piece lower con­trol arms and strut top hats de­signed and con­structed by Team DSR


Although high power curves can be ob­tained from a well­built rotary engine, they are not renowned for very high torque lev­els. To keep Adam’s 13B within its torque range, he needs to be able to change gears ef­fi­ciently. This sea­son, he will run a new TTI fivespeed se­quen­tial gear­box

The cor­rect sus­pen­sion com­po­nents are vi­tal to achieve max­i­mum per­for­mance in a com­pet­i­tive drift car. Adam has a full set of MCA XD se­ries coilovers, which are paired to Part Shop Max knuck­les in the front and rear of the car

Bal­anc­ing power and trac­tion is a fine art that all drifters strive to achieve. Dave has ac­com­plished this with the as­sis­tance of a full set of Tein su­per drift coilovers cou­pled to Drift­works rear drop hubs. The hubs are housed com­fort­ably in­side the cen­tre of Team DSR’s sig­na­ture rims, 18-inch Lenzo Spec-E wheels wrapped in 265 wide semi-slicks POWER 550KW

DRIVER/OWNER: Dave Steed­man AGE: 33 LO­CA­TION: Tau­ranga OC­CU­PA­TION: Work­shop fore­man BUILD TIME: 14 months LENGTH OF OWNERSHIP: 4.5 years

THANKS: Ryco 24/7; Mim­ico; Mac’s Muf­flers; Ve­hi­cle Ser­vice Cen­tre; Ex­treme Au­to­mo­tive Dis­trib­u­tors Tau­ranga; Gulf West­ern Oils; SP Tool;, our amaz­ing Team DSR crew — Michael Bond, Sean Scully; Mike Hawkins at Mac’s Muf­flers; Si­mon and Jorgi Less; my part­ner An­drea Wiles for ac­cept­ing my ad­dic­tion; Terri Cave; and all my friends and fam­ily who con­stantly fol­low, help, and sup­port both my­self and Team DSR Per­haps the team should be known as the Mim­ico / Ryco 24/7 Team DSR, as both brands have had a long-stand­ing re­la­tion­ship with the duo, Mim­ico stretch­ing back 10 years. Dave says, “Since the es­tab­lish­ment of Team DSR, Mim­ico has been a huge part of our team. Adam and I have both had ties with Mim­ico for many years, and its con­tin­u­ous sup­port has cer­tainly lifted the pro­file of our team.” DRIVER/OWNER: Adam Davies AGE: 32 LO­CA­TION: Tau­ranga OC­CU­PA­TION: Spray painter BUILD TIME: Eight years LENGTH OF OWNERSHIP: Eight years

THANKS: My part­ner Terri for putting up with the hours spent away; Mike at Mac’s Muf­flers for build­ing an awe­some chassi;, Mim­ico; Ryco 24/7; Ve­hi­cle Ser­vice Cen­tre for all the work­shop space we oc­cupy; Richard and Chris Green at Green Broth­ers Rac­ing for their end­less help; all the Team DSR crew — Dave, Scully, Michael, Si­mon, Jorgi, Mike, Andy, plus mum, dad, and the rest of the fam­ily for their sup­port; Ex­treme Au­to­mo­tive; SP Tools; Mo­tul oils; Ryan at Lux­ury Sports; and ev­ery­one else who has given me a hand to build this car

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