NZ Performance Car - - Contents - WORDS: JADEN MARTIN PHO­TOS: MAR­CUS GIB­SON

Stem­ming from its ori­gins in the moth­er­land, drift­ing has al­ways been about one thing: ex­pres­sion. Ex­pres­sion of your driv­ing style and tal­ents, and the ca­pa­bil­i­ties of your ma­chine — and do­ing it all with ev­ery ounce of flair pos­si­ble. The cars are bright, bold, and loud; the an­gle is huge; and the smoke is pumped out by the arena-load. Our own na­tional se­ries, De­mon En­ergy D1NZ, is no ex­cep­tion, and Jase Brown had al­ready made a name for him­self cam­paign­ing his trusty SR-pow­ered S13 in the se­ries. How­ever, with the firm goal in mind of step­ping up from Pro-Sport to bat­tling the big boys in the Pro se­ries, things needed to change. As Jase ex­plained, “We needed dou­ble the power and dou­ble the torque — a pur­pose-built car.” That ne­ces­sity has spawned one of the most sin­gu­lar builds in the se­ries and, pos­si­bly, ever.

Step­ping back in time to the plan­ning stages, Jase said he had a lot of nos­tal­gic at­tach­ment to his old car — the ‘07 OG’ S13, as it’s re­ferred to — as it was orig­i­nally cam­paigned by Takeshi ‘Tux’ Teruya back in the day.

“I didn’t want to wreck some­thing that had been such a big part of D1. It’s got an aura about it, that ’80s and ’90s drift­ing vibe,” said Jase. “I wasn’t sure I could bring my­self to cut the car up to build what I was imag­in­ing. Tux got me into drift­ing and gave me the

“There’s never been some­thing quite like this done in D1; we wanted to see how far we could push the bound­aries — it’s a de­vel­op­ing sport still, and we wanted to get in there early” “There’s a wicked skill level there [in Pro] and it’s all mus­cle mem­ory for the vets — you’ve got to do your time. Try to keep super con­sis­tent and look stylish while do­ing it. That’s what keeps the sport alive, bring­ing new en­ter­tain­ment”

car at a re­ally good price, so I wanted to pass that on to some­one else — es­pe­cially be­cause we didn’t know how the new build would end up, and I didn’t want to wreck a car only to get a bad re­sult.”

The S13 shell on which ‘Franken­stein’ has been built had a long his­tory of half-fin­ished builds and ar­rived as a caged rolling body set up for a 2JZ with tube-framed front end. Al­though the team ini­tially thought it could use the tube fram­ing, the call was made to redo the lot to en­sure it could with­stand Jase’s ag­gres­sive driv­ing style, where a few ‘nudges’ could be ex­pected.

While that fab work was tak­ing place, it was de­cided it would be rude not to con­tinue it through­out the car. The team cut the arches out, re­liev­ing the front to al­low for big dish wheels — sim­ply for that flair. The body­work was ex­ten­sive, to say the least. The chas­sis was seam welded and the sills re­in­forced, along with the ad­di­tion of bash bars down back and a

solid-mounted strut brace across the fire­wall — if that ain’t as stiff as your av­er­age show­girl’s punter, then we don’t know what is. Al­though there was talk of rip­ping out the ex­ist­ing cage and re­plac­ing it, too, the team deemed it to be suit­able for its pur­pose and fo­cused on other com­po­nents in­stead.

“It was ho­molo­gated, and, with shells in D1 be­ing sac­ri­fi­cial parts, as long as it was safe for me, it could be used to develop the car and fo­cus on per­fect­ing the driv­e­train etc. That way, if we have an off, it’s not so much of loss — rather than de­stroy­ing a $10K shell,” Jase told us.

It was around this time that Jase de­cided on the en­gine pack­age, choos­ing to em­u­late the set-up found in his ‘JAPROD’ C34 street car — a Lexus 1UZ-FE V8 with Roots blower.

“Big blow­ers give that in­stan­ta­neous torque; as you touch the gas, it feels like a Freight­liner truck has come up be­hind and pushed you — that big hit of force. We could have done it through anti-lag and twin scrolls, but that’s been done, and we wanted that point of dif­fer­ence.” The Blower Shop bil­let 67-1 blower set-up is some­thing more com­mon in drag rac­ing and burnout cars, as the method of boost­ing works best in short bursts. To gen­er­ate good power, you need a cold charge, which is why Jase runs the sys­tem top-fuel style, with the eight Bosch 1650cc in­jec­tors feed­ing bil­let throt­tle bod­ies on top of the blower, which puts the en­tire charge through the com­pres­sor, help­ing to cool the charge. On top of that, the fuel is iced, and a CO2 to­tal-loss sys­tem con­stantly freezes a cen­tre plate be­tween the man­i­fold and the blower to com­bat the heat soak into the blower, which is caused by those lengthy pre-bat­tle wait­ing times on the grid. “When you run bat­tle af­ter bat­tle, it’s pretty full on, and the driv­e­train starts bak­ing,” said Jase.

What cur­rently re­sides in the car is what Jase de­scribed as “just a test en­gine” and is set to be re­placed by a built equiv­a­lent that he has been de­vel­op­ing on the side. That en­gine reuses all the pre­vi­ously men­tioned parts, and steps it up a notch with Ross Rac­ing pis­tons and Wiseco rods to al­low the boost to be cranked up fur­ther, as he ad­mits the stock in­ter­nals are maxed out with the al­ready super-im­pres­sive 1003Nm it pro­duces on 17psi. Nat­u­rally, with so much force be­ing smashed through the driv­e­train, a stan­dard box wasn’t go­ing to cut it — so the team opted to run the Tex Rac­ing four-speed dog­box.

“You feel like you’re be­ing abu­sive with it, as you have to be very def­i­nite with shift­ing, but it just takes it — I should have

With the car al­ready dry-sumped and ev­ery­thing com­pressed to al­low for clear­ance, the team wel­comed the 40mm wider and 60mm taller Rocket Bunny V2 Boss front to al­low the en­gine pack­age some room to breathe

done it years ago,” Jase said. “With how rapidly this thing comes on power, you can be quite lazy with shift­ing and don’t need to clutch-kick to get it go­ing. Slow shift it and be a sav­age on the ac­cel­er­a­tor, and that’ll do it.”

The Tex boxes also have the benefit of rev­ersible dog gears, which means if you’re an an­i­mal on the shift­ing, you can pull the box apart and flip the gears around to use the other side, get­ting dou­ble wear out of them. To en­sure that things don’t get to that stage, how­ever, the team has fit­ted an An­drews hard­ened gear set.

While all this was go­ing on, the 07 OG car was sold to fund the Tex box and Peterson four-stage dry sump, and the hunt began for a suit­able look. Jase knew ex­actly what he wanted: a staunch front to match the gnarly shit hap­pen­ing un­der­neath the skin — what else, then, but the S14 Rocket Bunny V2 Boss kit? Even though the S14 is roughly 20mm wider on each side and 60mm taller in the guards, the dimensions ac­tu­ally suited the car per­fectly. The team was al­ready strug­gling to pack in the very tall en­gine pack­age, so the tube fram­ing was built to suit. It also meant

It also fea­tures a self­con­tained electric jack sys­tem, which is boosted to 24 volts with a Toy­ota Land Cruiser so­le­noid. “It only adds 12kg of weight, which is the dif­fer­ence be­tween my sum­mer and win­ter weight” said Jase

they wouldn’t have to muck around try­ing to repli­cate a cus­tom kit if an off oc­curred, with short re­build times be­tween rounds. A swapsy job was done with Bruce Tan­nock to ac­quire his mod­i­fied 180SX Rocket Bunny 666 rear kit and, to pull this mish­mash of aes­thet­ics to­gether, Jase’s wife Nicki, the in-house wrap­per, de­signed and ap­plied the cus­tom liv­ery.

This car is much more than just a nuts driv­e­train pack­age and a few trick pan­els stuck on, though — the sim­ple but ef­fec­tive sus­pen­sion set-up, which con­sists of Keto mod­i­fied front knuck­les and 555 ex­tended lower-con­trol arms, de­liv­ers damn near 80 de­grees of lock. Thanks to the en­gine place­ment — sit­ting back 100mm from where the SR once was and a mere 15mm off the fire­wall to bal­ance the 35kg of ex­tra weight from the blower sys­tem — the car has a more or less 50/50 split.

“We raised the front 50mm, too, and flipped the S14 side skits so left was on the right and vice versa, so when you chuck it in, it has the ruth­less drag­ging look,” ex­plained Jase.

Two rounds into the sea­son, and with the car now com­plete for the most part — it was await­ing its heart trans­plant at the time of writ­ing — Jase is aim­ing to develop his skills and the car fur­ther in Pro-Sport to en­sure that he re­mains con­sis­tent once mak­ing the leap up.

“You have to earn it. Peo­ple may feel they’re held back in Pro-Sport and want to bat­tle peo­ple with bet­ter abil­ity and quicker speeds, but, if you’re build­ing a new car, you need to get it right, super con­sis­tent, and have it di­alled in, so that, when you do step up, you can de­liver,” he said. “We’ve built the tool; now I need to back it up with the skill.”

Jase also made a point that the car now han­dles bet­ter than the SR ever did, and, with the cur­rent power curve, it’s “pretty sav­age — it’s all sole pres­sure on the ac­cel­er­a­tor”


SUP­PORT STRUTS: Tein Super Drift coilovers; (F) 8kg springs, (R) 6kg springs BRAKES: (F) K-Sport eight-pot calipers, 380mm ro­tors, (R) Wil­wood two-pot pri­mary calipers, Wil­wood two-pot sec­ondary calipers, Znoelli speed­way pads; Wil­wood pedal box EX­TRA:...

Hav­ing an in-house wrap­per is a handy perk — Jase’s wife Nicki took charge of de­sign­ing and ap­ply­ing the cus­tom liv­ery to pull to­gether what was once a clunky mish­mash of styling

EN­GINE: Toy­ota 1UZ-FE, 3969cc, eight-cylin­der BLOCK: Ross Rac­ing pis­tons; Wiseco rods; Peterson four-stage dry sump, preprim­ing oil pump, and fil­ter relocation kit HEAD: Hart­ley En­gines and Motorsport camshafts, over­sized valves, solid buck­ets,...


DRIVER PRO­FILE DRIVER/OWNER: Jase Brown AGE: 32 LO­CA­TION: Hamil­ton OC­CU­PA­TION: Auto elec­tri­cian BUILD TIME: Six months LENGTH OF OWN­ER­SHIP: Two years THANKS: My amaz­ing wife, Nicki Brown; Luke Wise­man, for his cus­tom ma­chin­ing and de­sign; Phil at Jet...

SHOES WHEELS: 18x10.5-inch (-5p) SSR Vi­enna TYRES: 235/40R18 Vi­tour

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