Words and photos: Deven Solanki
Back when the New Zealand drift scene was barely a thing, two brothers from Coatesville were already pulling apart and building Silvias in a tiny shed, drawing inspiration from Japanese drift magazines, staying up late on forums, and figuring it out as they went. No social media, no blueprint, just blogs, good old Kiwi ingenuity, and a genuine love for the culture. Mates started rolling in, then mates of mates, and that little shed in Coatesville slowly became the local hangout. Before long, it had a name: C’s Garage, after the suburb it all started in.
Nearly 20 years down the track, the recipe hasn’t changed. Adam and Joel Hedges still pour countless hours into the shed, building everything in-house from the ground up. The styling still draws heavily from the Osaka and Kansai drift scenes, and the philosophy is the same as it’s always been — build cars to be driven aggressively, and make them look good doing it. That mindset has quietly built them a following that stretches far beyond New Zealand.
But it was never really meant to become anything big. When Joel first picked up a camera and kicked off their blog back in 2007, there was no expectation it would turn into what it is today, just mates in a shed, documenting their builds for the fun of it. “We never intended C’s to get this big; we were just wanting to document what we were doing as a diary for ourselves,” Joel says. Yet somehow, that doing-it-for-fun approach has taken them further than most ever get chasing it seriously.
That recognition has now stepped up another level following a hugely successful US tour that included Final Bout 8, Super D Matsuri, and Super D NYE. While Joel was still at Super D Matsuri, soaking in what he calls a “dream come true” moment, a message landed in his Instagram inbox from the organisers of Ultrace in Poland. It was an invitation to attend as special guests at one of Europe’s biggest automotive events. Before the boys had even had time to properly process it, the announcement post was already live, and just like that, the Europe tour was on the cards.
Joel Hedges — Nissan Silvia S13/Onevia
At just 15 years old and still on his learner’s, Joel Hedges got his hands on his first car, the very same S13 he still slides to this day. Straight out of the Nissan factory, it was a non-turbo manual SR20 QS model, originally owned by an old bloke in Birkenhead who’d left it sitting in a driveway. Joel grabbed it for around $2,000 back when N/A Silvias were worth next to nothing. “I found it through Trade Me or the Trade & Exchange papers,” he recalls — he can’t even remember which. What he does remember is not wasting any time. The car barely had a chance to sit still before he was out there learning how to drift it.
The S13 got an early visual overhaul when Joel tracked down someone on the Silvia forums with a 180SX who wanted to swap front ends, converting his 180SX to a Sileighty, while Joel’s S13 became a Onevia. “We just had a few beers, swapped front ends on the spot and next thing you know I was driving home with a 180SX pignose bolted on,” he laughs. It may well have been one of the first Onevia conversions in New Zealand.
As a uni student, Joel couldn’t afford multiple cars, so the S13 became the uni commuter, daily driver, and drift car all in one. Slammed low on C’s Garage’s custom Yellow BN Sports aero, it scraped its way across Auckland roads on staggered 18s and 19s depending on what was floating around the shed at the time. At different stages, it ran everything from an RB20DET to a 1JZ non-VVTi twin-turbo, and was around the period when the C’s Garage name really started to take shape in the scene.
Eventually, an SR20 made its way back into the engine bay, this time turbocharged, and on a stock bottom end. Not just because that’s what they could afford back then, but because it turned out to be all they ever needed. That setup became the tried-and-tested C’s Garage formula for over 13 years, and they knew exactly what it was capable of. For them, around 280kW was always the sweet spot.
“I love SR20s because it’s cool that you can get a Nissan engine with a stock bottom end, chuck some bolt-ons, a head gasket, and make 280kW all day, every day,” Joel says. In fact, that same stock bottom-end setup is still sitting in the shed right now, ready to drop into another car. After all these years of hard drifting and limi-bashing action, it still goes to this day.
That setup only came out of the S13 after a drifter from down south reached out to Joel on Instagram, looking to swap some parts and ending up throwing a built SR20 bottom end into the deal. Joel made the swap and sent the block straight to Chris at Prestige Tuning to be checked over before committing it to the car. Chris came back saying it had been built to exactly the standard he would’ve built himself, which was enough for the gladwrap to come off and the engine to go into the S13. Not long after, the Final Bout opportunity came up.
At the time, the S13 was as bare as a car can be. No engine, no wiring, no bolts — just a shell on a dolly. With a month until the container had to be loaded, Adam went to work. He rebuilt the car from the ground up: fresh engine and body looms, a Link ECU, MoTeC PDM — the first time any C’s Garage car had run a PDM — and a full suspension and bushing overhaul. Adam was grinding 16-plus-hour days on the build, turning down movie fabrication work just to make the deadline.
Four weeks of non-stop wrenching later, the S13 was back making 360kW, run at 320kW on low boost, a long way from the 280kW stock bottom-end setup it had carried for over a decade. But the formula hasn’t changed: a medium-sized GTX3071 turbo, small Tomei Poncam cams, and E85, the same basic ingredients, just with the headroom a built bottom end allows. “Driving an SR20 with and without E85 is like two different engines. E85 just wakes up the SR — when you wind the timing, it gets crazy responsive,” Joel says.
Steering and handling duties are managed with Cusco arms throughout, paired with Naoki Nakamura’s B-knuckle setup to deliver the kind of Meihan-style angle the boys were chasing. “We chose this because our style matches the way Naoki drives — maximum commitment, very aggressive, very precise,” Joel says.
Visually, the S13 is now running Origin Labo’s Drift Line aero — the most aggressive kit in the range — selected to match the Osaka-style drivers they’ve looked up to for years. The yellow and red colourway has long been the C’s Garage signature and continues through this latest evolution of the car. The final livery came out of a three-way collaboration between Joel, Ash Westmoreland at Hero Prints, and Mike Biglands at DMagic, with Mike shaping the initial direction on an earlier livery, Ash and Joel adding their C’s twist to it, and the three of them locking in the finished design together.
Since the Final Bout rebuild, the car has already been well and truly put through its paces. At Super D NYE, Joel had a hard run that ended a tad deeper in the wall than one would like. Once the container landed back in New Zealand, it went straight onto a chassis machine to pull the rear quarter back into shape ahead of the European tour.
Even so, the running gear came through completely untouched — a testament to how the Hedges boys put their cars together. “It goes to show that if you use good parts and build them with attention to detail, they’ll survive,” Joel says.
1991 Nissan Silvia (PS13)
Heart
ENGINE: S14 SR20DET, 2000cc four-cylinder
BLOCK: Factory crank, Manley rods, CP pistons
HEAD: Tomei 256 degree Poncams, Kelford beehive springs and titanium retainers
INTAKE: Factory
EXHAUST: C’s Garage Turbo Manifold, C’s Garage Stainless three-inch exhaust system
TURBO: Garrett Gen II GTX3071R
WASTEGATE: Turbosmart 45mm wastegate
BOV: None
FUEL: Bosch 1550cc injectors, R32 GT-R fuel tank, Frenchy’s Performance Garage in-tank surge tank setup
IGNITION: R35 GT-R coilpacks
ECU: Link Monsoon, MoTec PDM
COOLING: Koyorad radiator, Setrab oil cooler, C’s Garage custom intercooler
Drive
GEARBOX: Fairlady Z32 five-speed, ETS adaptor
CLUTCH: Exedy single plate, heavy duty pressure plate
FLYWHEEL: Factory
DIFF: Cusco 2-way
EXTRA: C’s Garage diff breather and catch can kit, C’s Garage Fairlady Z33 axle flange conversion, Fairlady Z33 axles
Support
STRUTS: Stance USA D1-Spec suspension, Swift springs, Naoki-spec valving
BRAKES: (F) Skyline R33 four-pot callipers and rotors, Project-MU D1-Spec pads (R) C’s Garage big rotor conversion, Project-MU D1-Spec pads, braided lines all round.
ARMS/KNUCKLES: C’s Garage power brace, Cusco caster arms, B-Knuckle, C’s Garage S14 length lower arms, 555 tie rods, C’s Garage reinforced rear subframe, Cusco camber arms, Cusco toe arms, Cusco traction arms, C’s Garage angled subframe spacer kit
Shoes
WHEELS: (F) 17×9-inch (+15) Rays Engineering Volk TE37 (R) 18×9.5-inch (+12) Rays Engineering Volk TE37
TYRES: 245/40R17 Vitour Enzo (R) 265/35R18 Goodride Sport-RS
Exterior:
PAINT: C’s Garage yellow and red fade, Hero Prints x D-Magic x C’s Garage livery
ENHANCEMENTS: Origin Labo Driftline body kit, Origin Labo Driftline underpanel kit, Origin Labo Type-2 Silver carbon bonnet, 326 Power mirror covers, Origin Labo roof and boot spoiler, D-Max clear tail lights
Interior
SEATS: Custom Thrash Racing X Final Bout X Super-D X C’s Garage Street Spec-Alpha seats
STEERING WHEEL: Fabulous 350mm
INSTRUMENTATION: MoTeC digital dash, Defi boost, tachometer, water temp, oil temp and oil pressure Gauges, Shirtstuckedin crystal gearknob, Shirtstuckedin floor mats, Shirtstuckedin dash mat
EXTRA: C’s Garage six-point Roll Cage, C’s Garage yellow paint
Performance:
POWER: 368kW
TORQUE: 632Nm
FUEL TYPE: E85
TUNER: Chris Wall at Prestige Tuning and Motorsport
Driver Profile:
DRIVER/OWNER: Joel Hedges
AGE: 36
LOCATION: Auckland, New Zealand
OCCUPATION: Business owner
BUILD TIME: 20 Years
LENGTH OF OWNERSHIP: 20 Years
Adam Hedges — Nissan Silvia S13
Adam is what you’d call the mad scientist of the operation, the brains behind whatever wicked shenanigans C’s Garage cooks up next. Before landing full-time fabrication and engineering work in the film industry, he cut his teeth building customer cars at C’s Garage in the early days, plus a stint at SMS Fabrication alongside Graeme Smyth. Building everything from race cars to drift cars such as Carl Thompson’s Silvias and his quad-rotor Lexus GS300, working on projects that just kept levelling up his fabrication skills. He’s been handy with a welder since he was 15, when a KP Starlet kicked it all off, and by all accounts he hasn’t really put it down since.
In the early days, while Joel was streeting his S13, Adam was dailying a midnight purple 180SX Type X, slammed on Hot Rod aero, bronze TE37s, with tools rattling around in the stripped hatch on the way to his building sites during the week, then sent sideways on the weekend.
Around 2012, the competition bug bit and Adam ended up building an S14 for D1NZ. SR20VET, big BorgWarner, NOS, dogbox — the full package, before VET swaps were even common. By C’s Garage standards, it was massively overbuilt, and that’s where the issues started. It wasn’t as bulletproof as they were used to; parts were expensive, and over time the extra power started to suck the fun out of drifting, rather than add to it. The S14 still sits in the corner of the shed under a layer of dust, untouched since.
The shop car came about differently. Originally built by the brothers for a mate to learn to drift in, it eventually made its way back to C’s Garage when he sold up. It then sat unused until they arranged to bring Naoki Nakamura to New Zealand, at which point it was rebuilt for him to drive at Pink Style GP. It later evolved into Animal Style spec for Julian Jacobs from the US. Somewhere along the line, Adam racked up enough seat time in it that he stopped wanting to drive anything else.
Naoki’s feedback on setting the cars up properly for Hampton Downs reshaped how the brothers approached their builds from the ground up. A grippy, responsive, stock-bottom-end package proved more effective than chasing overbuilt competition numbers, and the shop car became the proving ground for the recipe they follow to this day — Naoki’s B-knuckle, Stance suspension, and a simple, reliable SR setup.
For years, the boys ran an unspoken gentleman’s agreement across the fleet — nothing over 280kW. Low boost sat around 260kW, high boost was assumed to be somewhere in the high 280s, and nobody had really checked in years. Then, about three years ago, at a Mad Mike Drift Force day, curiosity got the better of them, and they decided to find out what high boost was all about. Turns out low boost was already making 280kW, and high boost was sitting just north of 300. Two laps later, a rod exited the block, and they were down an SR20 and an unspoken rule of stock bottom ends was further reinforced.
That mishap forced the rebuild that’s been in the car ever since — a forged SR20 built over ten months, every bolt zinc-plated, every alloy component vapour-blasted. “With all the time Adam had to put into the motor, it’s now a proper showpiece,” Joel says. Once Joel had a shakedown with the new setup, he instantly knew he had to follow the same path on his own S13. “It actually started off as the shop car we both shared,” Joel says, but somewhere between Naoki’s feedback, Julian’s visits, and ten months of meticulous rebuilding, it became something far more personal. These days it’s well and truly Adam’s car, and he wouldn’t have it any other way.
1991 Nissan Silvia (PS13)
Heart
ENGINE: S14 SR20DET, 2000cc four-cylinder
BLOCK: Factory crank, Manley rods, CP pistons
HEAD: Tomei 256 degree Poncams, Kelford beehive springs and titanium retainers
INTAKE: Factory
EXHAUST: C’s Garage turbo manifold, C’s Garage stainless three-inch exhaust system
TURBO: Garrett GT3071R
WASTEGATE: Turbosmart 45mm wastegate
BOV: None
FUEL: Bosch 1550cc injectors, R32 GT-R fuel tank, Frenchy’s Performance Garage in-tank surge tank setup
IGNITION: R35 GT-R coilpacks
ECU: Link Monsoon
COOLING: Koyorad radiator, GReddy oil cooler, C’s Garage custom intercooler
Driveline
GEARBOX: Fairlady Z32 five-speed, ETS adaptor
CLUTCH: Exedy single plate, heavy duty pressure plate
FLYWHEEL: Factory
DIFF: Cusco 2-way
EXTRA: C’s Garage diff breather and catch can kit, C’s Garage Fairlady Z33 axle flange conversion, Fairlady Z33 axles
Support
STRUTS: Stance USA D1-Spec suspension, Swift springs, Naoki-spec valving
BRAKES: (F) Skyline R33 four-pot callipers and rotors, Project-MU D1-Spec pads (R) C’s Garage big rotor conversion, Project-MU D1-Spec pads, braided lines all round.
ARMS/KNUCKLES: C’s Garage power brace, Cusco caster arms, B-Knuckle, C’s Garage S14 length lower arms, 555 tie rods, C’s Garage reinforced rear subframe, Cusco camber arms, Cusco toe arms, Cusco traction arms, C’s Garage angled subframe spacer kit
Shoes
WHEELS: (F) 17×9-inch (+15) Rays Engineering Volk TE37 (R) 18×9.5-inch (+12) Rays Engineering Volk TE37
TYRES: 245/40R17 Vitour Enzo (R) 265/35R18 Goodride Sport-RS
Exterior
PAINT: C’s Garage red and yellow fade, Hero Prints x D-Magic x C’s Garage livery
ENHANCEMENTS: Origin Labo Driftline body kit, Origin Labo Driftline underpanel kit, Origin Labo Type-2 carbon bonnet, Origin Labo roof and boot spoiler, D-Max clear tail lights, Supermade headlight cover
Interior
SEATS: Custom Thrash Racing X Final Bout X Super-D X C’s Garage Street Spec-Alpha seats
STEERING WHEEL: Naoki Burst
INSTRUMENTATION: Link digital dash, Autometer tachometer, Shirtstuckedin crystal gearknob, Shirtstuckedin floor mats, Shirtstuckedin dash mat
EXTRA: Six-point roll cage
Performance
POWER: 368kW
TORQUE: 632Nmw
FUEL TYPE: E85
TUNER: Chris Wall at Prestige Tuning & Motorsport
Driver Profile:
DRIVER/OWNER: Adam Hedges
AGE: 39
LOCATION: Auckland, New Zealand
OCCUPATION: Film Special Effects
BUILD TIME: 9 Years
LENGTH OF OWNERSHIP: 9 Years
C’s Garage — Toyota Corolla Levin AE86
This AE86 is something entirely different compared to the rest of the C’s Garage fleet. While the Silvias run a familiar formula — SR20s, medium-sized turbos, E85, and forged bottom ends — the little Corolla stays true to its roots with a naturally aspirated 4A-GE … well, not quite.
The goal was never to build the fastest AE86 around. Instead, Joel and Adam took everything they’d learned developing their Silvia steering and suspension setups and applied it to the Corolla, chasing that same aggression and predictability they’d become known for, while keeping all the character that makes an 86 an 86.
Under the bonnet, things get a little more serious than your typical NA 4A-GE. Rather than sticking with the standard recipe, the boys ended up with a 7A-GE — a 1.8-litre 7A block topped with a 16-valve 4A-GE small port head. Custom pistons and longer rods, a carefully selected crank combination, and a purpose-built head make this one of the more unique setups you’re likely to come across.
Joel has since put a handful of track days on the new build before it was loaded into the container. On the Mainline dyno, it laid down 148kW at the wheels with the new setup — not bad for something with no turbo hanging off it. “It’s a grunty 7A-GE,” Joel laughs. It’s the product of good engineering, plenty of seat time, and doing things their own way.
1986 Toyota Corolla Levin (AE85)
Heart:
ENGINE: 7AGE, 1800cc four-cylinder
BLOCK: 7A-FE block, MRP long rod conversion kit, MRP rods, Traum pistons, ARP2000 rod bolts, billet MRP crank, ACL bearings, Toda billet oil pump gears, ARP main studs, MRP main cap straps, Ross harmonic damper
HEAD: Garage 4age-built 16-valve smallport head, custom port work, Kelford 300/294 cams, Kelford beehive valve springs, Kelford beehive titanium retainers, underbucket shim conversion, Supertech Atlantic intake and exhaust valves, ARP head studs, TRD head gasket
INTAKE: BMW 52MM individual throttle bodies (ITBs), C’s Garage billet throttle manifold, C’s Garage trumpet set, Pipercross filter
EXHAUST: CBY stainless headers, C’s Garage three-inch stainless exhaust, false rear muffler
FUEL: C’s Garage billet fuel rail, Bosch 731cc injectors, Turbosmart fuel pressure regulator, BA Falcon in-tank fuel pump conversion
IGNITION: 1NZ coils, SQ Engineering coil adaptor, C’s Garage crank and cam trigger kit.
ECU: Link Monsoon GX4, C’s Garage engine harness, MoTeC PDM15, C’s Garage body loom.
COOLING: Koyorad radiator, HPI oil cooler
EXTRA: N2 belt stabiliser
Drive
GEARBOX: Toyota J160 six-speed, Niteparts adaptor plate, Niteparts gearbox Mount, SQ Engineering shifter kit
CLUTCH: Exedy five-puk
FLYWHEEL: Exedy
DIFF: T-series rear end, Weir 28mm axles and side gears, KAAZ 2-way centre, Weir solid pinion spacer
Support:
STRUTS: Stance USA custom-valved coilovers, Swift springs.
BRAKES: (F) Toyota Vitz front callipers, modified Honda Civic rotor, Project Mu B-Spec pads, C’s Garage adaptor kit, Key West braided lines (R) S13 Silvia callipers and slotted rotors, Project Mu D1-spec pads, Toyota Techno Tuning adaptor brackets, Key West braided lines
ARMS/KNUCKLES: (F) Zegrace Type-5 knuckles, Orange Planning lower and caster arms, Cusco tension rod brackets, Cusco S8 way bar, three-point strut brace (R) Cusco junior upper and lower arms, adjustable panhard rod, factory sway bar
Shoes:
WHEELS: (F) 15×7.5-inch (-10) Rays Volk Racing TE37V (R) 15×9-inch (-15) Rays Volk Racing TE37V
TYRES: (F) 195/50R15 Toyo R1R (R) 195/50R15 Toyo R1R
Exterior:
PAINT: C’s Garage yellow paint, C’s Garage x Hero Prints vinyl livery
ENHANCEMENTS: Tec-Arts front bumper, side skirts, and rear bumper; RunFree front and rear flares, TBO Japan fibreglass bonnet, Mikeshaw TRD-style fibreglass hatch, Winds Auto mirrors, RunFree headlamp eyeline rims
Interior:
SEATS: C’s Garage carbon Kevlar seat, Bride FG rail, Cusco harness
STEERING WHEEL: Keys Racing steering wheel, Works Bell quick release
INSTRUMENTATION: Defi 115mm tachometer, AIM MXS Strada race dash, MoTeC keypad
EXTRA: Carbon dash, Bee R carbon door cards, C’s Garage extended handbrake, six-point roll cage
Performance:
POWER: 141kW
TORQUE: 198Nm
FUEL TYPE: 98 Octane
TUNER: Chris Wall at Prestige Tuning And Motorsport
Driver Profile:
DRIVER/OWNER: C’s Garage
LOCATION: Waimauku, Auckland
BUILD TIME: Two years
LENGTH OF OWNERSHIP: Two years
THANKS: Thanks to Chris Wall at Prestige Tuning & Motorsport, Garage 4AGE for the head work, Hughes Race Built for the help with the bottom end, Stance Suspension USA, Dillon Grant, Jesse Streeter, Cam Ward, Mike Shaw, and everyone else who helped out with parts and bits to get the car to this point.
Cam Ward — Toyota Mark II JZX100
Cam Ward is one of the newer faces in the C’s Garage friend circle, but his path to hanging out and driving with the boys wasn’t an overnight one. Running a drainlaying business and getting onto the property ladder early meant cars took a back seat for a while. That all changed around three and a half years ago when he picked up an AE86 off a friend of a friend and properly stepped into the world of drifting. From there, he would show face at every drift day he could, maximising seat time while linking up with the 86SPL crew — Brendan Duncker, Nick Teeboon, and Tarran Smith — who helped guide him through the early stages and sharpen his skills behind the wheel.
The connection to C’s Garage came through Joel needing parts for his AE86 Corolla. Cam had built up a stash of Corolla shells and parts, and through Tarran’s introduction, the pair were put in touch and clicked straight away. Cam had already been following C’s Garage online for years, drawn to their aggressive, Japanese-inspired driving style, so every visit to their shed quickly became a learning exercise. He’d absorb what was happening around him, then take it straight back out on track and rinse and repeat. Living just ten minutes away from the brothers made the regular stop-ins part of the routine.
Before the JZX100, Cam had already started down the Mark II rabbit hole with a single-turbo 1JZ JZX90, heavily influenced by Nick Teeboon, with plans to turn it into a dedicated drift car. But when Adam ran through the build plan, reality quickly set in, and what came back was a long list of everything it would need to reach a reliable, fun drift car that he could drive the way he was now aspiring to drive.
Around the same time, a familiar JZX100 Mark II came up for sale. Originally built up by Reuben Clive-Smith from D-Club, another drift buddy of theirs, the car was already most of the way there. “It would be stupid not to buy it,” Adam told him, and eventually Cam had heard enough and pulled the trigger.
The JZX100 had started life as a street car before it got into Reuben’s hands, whom Cam describes as a bloke who loves the grinder. From there, it quickly transformed into a dedicated drift car, picking up Kazama Pro wide-body metal guards along the way and being resprayed white before being handed over to Cam. “If the Final Bout invitation had never come, it would probably still look much the same today,” Cam admits.
But it did come, and Joel and Adam were so impressed with Cam’s improvement and dedication to driving over the past two years that the invitation to bring Cam and his JZX to the States with them was extended. They had a pretty strict standard for how the fleet needed to present to the rest of the world. Joel sat down with Cam and asked him to put together a mood board showing what his ideal JZX100 would look like exterior-wise. Cam already had a clear direction, drawing inspiration from Daigo Saito and the wider JZX scene in Japan, channelling that early-2000s D1GP flavour that sits naturally within the C’s Garage aesthetic. The plan was always to get there eventually, but Final Bout fast-tracked the whole thing by a few years. Once the vision was set, Cam went heads-down sourcing everything needed to make it happen.
Mechanically, it’s still the original unopened 1JZ-GTE VVTi, now with 250,000km under its belt. Add in cams, a G30-770, and the usual supporting mods, and Chris at Prestige Tuning has it making 359kW — more than enough for Cam to lean on.
Joel and Adam both drove it early on and knew straight away the existing steering setup wasn’t going to cut it for the way they like to drive. So they went through the suspension, steering, and tyre setup, applying the same recipe they’d spent years dialling in on the Silvias, refining it session by session at Hampton Downs until it clicked. “If you blindfold yourself and drive Cam’s car, you would think you’re in a Silvia, just slightly bigger,” Joel says. Coming from someone who’s spent his entire life behind the wheel of a Silvia, that’s about as good as it gets.
On the outside, a full BN Sports Type-3 kit wraps the big-body Toyota, topped off with a Koguchi wing. The Rosso Corsa red paint sets it apart from the C’s Garage colourway, giving the car its own identity within the team. A set of lightweight Rays Gramlight 57DRs ties the whole look together, nailing the aggressive, wide D1GP styling Cam has had in his head since day one.
1997 Toyota Mark II (JZX100)
Heart
ENGINE: 1JZ-GTE VVTi, 2500cc six-cylinder
BLOCK: Factory
HEAD: Brian Crower 264 cams
INTAKE: Factory
EXHAUST: 6boost turbo manifold, stainless three-inch exhaust system to four-inch tip
TURBO: G30-770
WASTEGATE: Turbosmart HyperGate45 GenV
BOV: None
FUEL: Xspurt 1170cc injectors
IGNITION: Factory
ECU: Link G4X
COOLING: Koyorad radiator, Fenix front mount intercooler
Drive
GEARBOX: R154 five-speed
CLUTCH: Tilton
FLYWHEEL: Factory
DIFF: KAAZ
Support
STRUTS: MCA Red adjustable coilovers
BRAKES: (F) Factory callipers, rotors and pads (R) Wilwood dual callipers, factory rotors and pads
ARMS/KNUCKLES: Heyman forged
Shoes
WHEELS: (F) 18×9.5-inch (+12) Rays Gramlight 57DR (R) 18×9.5-inch (+12) Rays Gramlight 57DR
TYRES: (F) 265/35R18 Goodride Sport RS (R) 265/35R18 Goodride Sport RS
Exterior:
PAINT: Rosso Corsa Red
ENHANCEMENTS: BN Sports Type-3 full body kit, Koguchi Power carbon rear spoiler
Interior
SEATS: Custom Thrash Racing X Final Bout X Super-D X C’s Garage Street Spec-Alpha seats
STEERING WHEEL: Sparco
INSTRUMENTATION: Haltech iC-7
Performance:
POWER: 420kW
TORQUE: 653Nm
FUEL TYPE: E85
TUNER: Chris Wall at Prestige Tuning and Motorsport
Driver Profile:
DRIVER/OWNER: Cam Ward
AGE: 34
LOCATION: Auckland
OCCUPATION: Business Owner
BUILD TIME: One year
LENGTH OF OWNERSHIP: 1.5 years
THANKS: Thanks to my amazing wife for holding things down at home and supporting me through all the trips, Joel and Adam for the crazy opportunities they’ve given me, and Final Bout, SuperD and Ultrace for making these trips a reality. Huge thanks as well to everyone who’s helped in any way to make things possible along the way — Chris at Prestige Tuning and Motorsport, Jerry at Big Brown Industries, Phil at Key West, ACL, Shirtstuckedin, Ash from Hero Prints, Thrash Garage Racing, and lastly C’s Garage. And of course, big appreciation to our wider group of drift buddies for all the support along the way.
THANKS FROM C’S GARAGE
Every single person that has been part of C’s journey over the past 20 years, everyone that has grabbed a t-shirt or sticker, followed along on the socials and commented along the way. Stance Suspension USA, Origin Labo NZ, Powder Pros Powdercoating, Prestige Tuning & Motorsport, Hughes Race Built, Thrash Racing, Jesse Streeter, Casey from Shirtstuckedin, Ash from Hero Prints, Michael from D-Magic, Jerry & Kim at Big Brown Industries, Phil at Key West, Beth for all the photos and keeping us organised on these wild trips, Drift Team Animal Style & Heat Maker for getting us to Super-D, Simba for getting us to Finalbout, the Ultrace team for making this Europe trip a reality and to Neil from Juiceboxforyou for getting us to Ireland.
_________________________________________________________________________________________________
This article originally appeared in New Zealand Performance Car issue 321
