motorculture

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motorculture last won the day on December 14 2017

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About motorculture

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    Sean
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  1. As many in the trade know the CX-5 was first vehicle Mazda built entirely without the support of ex-partners Ford, and it’s the first to use Mazda’s new ‘SKYACTIV’ platform. The CX-5 is still a relatively young platform and has only gone through one facelift in 2015 and a new model launch in 2017. With the medium SUV market the largest for new car sales across 2018 and the Mazda CX-5 sales in August reaching 2,599 models sold (the CX-5 was the 5th most purchased vehicle in Australia) and the CX-5 the top selling SUV in 2017 this would be the right time for workshops to start stocking brake pads on the shelf for this high selling vehicle model. 2012- 2017 KE Mazda CX-5- First Generation The Australian production of the Mazda CX-5 was first introduced in 2012 and was available in Maxx, Maxx Sport, Grand Touring and Akera variants. The initial models were available in either a 2.0 gasoline engine or a diesel engine with front wheel drive and all-wheel drive as options (only the 2.0 was available with FWD). Automatic was standard on all wheel drive models (manual was available on the 2.0 gasoline Maxx FWD) The braking system remained the same across the variants making it simple to keep Bendix Brake pads on the shelf. We recommend using the Bendix 4WD/ SUV pad in the Mazda CX-5. Bendix Part Numbers: Front brake pads DB2226 4WD/SUV Bendix 4WD SUV compound Rear brake pads DB2414 4WD/SUV 2015 On - Bendix 4WD SUV compound Rear brake pads DB2227 4WD/SUV 2012 On - Bendix 4WD SUV compound 2017 to present KF Mazda CX-5- Second Generation The second generation CX-5 was unveiled with an overhauled design and new tech at the 2016 at the Los Angeles Auto Show. It arrived in Australia in 2017 with updates to the SKYACTIV-G 2.5 gasoline and SKYACTIV-D 2.2 diesel engines and a new sharper image. Underneath the braking system remains unchanged and still uses the same brake pad as the first KE generation. About Bendix 4WD SUV brake pads: Bendix 4WD/SUV pads are manufactured for extreme strength and structural integrity utilising the best available technology. Bendix 4WD/SUV brake pads are built to withstand heat build-up that comes from frequent braking in heavy city traffic one day and towing or outback driving the next. All 4WD/SUV front pads are grooved which significantly improves performance especially when trekking off road. The groove is used to help expel any water, dust or dirt that comes into contact with the pad which becomes more prevalent when travelling off the beaten track. Find out more about the 4WD SUV click HERE. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page.
  2. In this edition of Cars of Bendix, we visited 'Last Minute Meet' hosted by Tuned. at Sydney Motorsport Park. Despite the unpredictable weather Sydney have been hit with, a diverse mix of cars still came down for the show and we picked out our favourite 8 cars of this edition's Cars Of Bendix. Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  3. It is often said that brake pad manufacture involves more art than science, but this is generally not true. In fact, with more than 2000 materials and substances that are available to brake pad manufacturers, a scientific approach to brake pad manufacture is a requirement and luck can therefore have no part in the formulation of brake pad friction materials. Thus, if you have ever wondered what ingredients, substances, and materials go into the making of modern, high-quality brake pads, this article will answer all the questions you have ever wanted to ask, starting with answering this question: Are Aftermarket Brake Pads just as good as OEM? As with everything else in life, you get what you pay for, but in the case of Bendix brake pads, your customers pay for brake pads that meet, and often exceed OEM specifications in terms of durability, reliability, and smooth, silent operation. In fact, Bendix brake pads include several proprietary technologies such as their Blue Titanium Stripe that eliminates bedding-in, and Stealth Advanced Technology that ensures the optimum pad/rotor contact area to prevent overheating and brake fade in applicable applications. Given the above, it is fair to say that Bendix ranks high among the aftermarket brake pad manufactures that meet, and often exceed OEM brake pad performance levels on a consistent basis, so yes, aftermarket brake pads often outperform OEM brake pads, provided you fit Bendix brake pads to your customers’ vehicles. So, what goes into a Brake Pad? While brake pad manufacturers never publish the exact formulations of their brake friction materials, and are in many jurisdictions not obligated to, this article can only provide an overview of the materials that are most commonly used in brake pad manufacture. Consider the chart below. This chart is the result of diligent research, and it that shows the average percentages of the main categories of materials that are most commonly included in the products of most reputable brake pad manufacturers. As stated elsewhere, brake pad manufactures have a list of more than 2000 substances they can use legally, but since limited space precludes listing all 2000 substances here we will cover only some of the most commonly used materials, and explain what functions these substances have in the overall formulation of brake pad friction materials, starting with- Binders Fibre glass functions both as a binding agent and a structural material, and can comprise between 5% and 25% of the total volume of the friction material, depending on the application Phenolic resins are most commonly derived from cashew nut shells, and functions as both binding agents and performance enhancers. These resins typically account for between 10% and 20% of the total friction material volume, depending on the application Abrasives Mineral fillers derived from quartz or synthesised silicates are used as abrasives to enhance friction, and can account for between 5% and 35% of the total volume. Note that mineral fibres are typically not used in metallic brake pads Oxides of various metals, typically iron oxide and aluminium oxide, function as both abrasives and fillers/binders in metallic and semi-metallic brake pads. Note that it is almost certain that even so-called “organic” brake pads will contain a small percentage of metallic oxides. Depending on the application, oxides of metal can account for up to 70% of the total volume of the friction material Brass filings or chips are used to boost friction in wet conditions. Depending on the application, brass chips can account for up to 5% of the total volume of the friction material Pure carbon fibre is used as both an abrasive and a binder in mostly racing brake pads, although minute quantities of carbon fibre is present in some performance oriented aftermarket brake pads, with the price of the brake pads being a somewhat reliable indicator of how much, or how little carbon fibre is present in the pads. Performance enhancers Cashew resin derived from cashew nut shells is used to resist brake fade, and to reduce, if not eliminate brake squeal. Depending on the application, cashew resin can account for up to 20% of the total volume of the friction material Carbon in various forms exists in most brake pads, and it is commonly used as both a cheap friction booster and/or a lubricant, depending on the application. Carbon can account for up to 30% of the total volume of the friction material Metal sulphides such as copper sulphide, lead sulphide, or antimony sulphide are used to stabilise friction coefficients across a wide range of brake operating temperatures. Depending on the application and the particular sulphide(s) used, sulphides can account for up to about 30% of the total volume of the friction material Calcium hydroxide (lime) is used as a rust inhibitor in both metallic and semi-metallic brake pads “Friction powder” is a generic term that applies to proprietary blends of several (usually unspecified) compounds that all brake pad manufacturers use for a wide variety of purposes and functions. Typically, though, friction powder is used as a flame retardant, friction modifier, lubricant to reduce dust creation, and brake noises. There is no verifiable information available on the average friction powder content of high quality brake friction materials Fillers Fillers such as barium sulphate, potassium titanate, common household steel wool, and rubber derived from recycled tyres are commonly used to bulk up the total volume of a friction material formulation. Although the filler content of brake pads vary widely, these substances are used mainly to increase the wear resistance of brake pads Structural enhancers Mineral-based fibres that are spun from alumina, silica, calcia, magnesia, and vermiculite are commonly used to strengthen the overall structure of brake pads, although these fibres are also used to resist brake fade caused by high brake temperatures. Depending on the application, mineral fibres can account for between 10% and 20% of the total volume of the friction material, but note that mineral fibres are typically not used in metallic brake pads Ceramic materials occur in an enormous variety, and provided that any given brake pad contains actual ceramic material and not common clay, the ceramic component of the pad can fulfil any of the functions any of the other substances listed here, and in some cases, a brake pad can consist of nothing but highly refined ceramic. However, the problem with ceramics is that many brake pad manufactures define the word “ceramic” very loosely, with the result that many semi-metallic and even some organic brake pads are labelled as “ceramic” when in fact, there is no, or very little ceramic materials present in the pads. Copper is commonly used in ceramic brake pads in small percentages to prevent brake fade, but also as a lubricant to reduce brake noise. Note though that since the use of copper in brake friction material has been banned in some jurisdictions, copper may have been replaced in some friction material formulations by hexagonal boron nitride Kevlar in various forms is used in some specialised applications as a friction booster, but there is no verifiable information available regarding other possible uses. Note though that very few, if any brake pad formulations contain more than about 3% Kevlar. At this point, astute readers will have noticed two things; the first being that the number of friction material ingredients listed above represents only a small fraction of the possible total, and the second being that the numbers listed above do not add up to 100%. The latter point is because no brake pad manufacturer will ever list complete lists of ingredients and percentages, but despite this, the items and numbers listed above cover the most ground, which brings us to- Which type of brake pad is the best? While there is no clear, unambiguous answer to this question, reputable brake pad manufacturers like Bendix produce brake pads for specific applications, each of which works better on the application it was designed for than on any other. However, there are five main categories of brake pads, and while choosing the best formulation within each category for a given application is not always easy, it helps to understand that there are few, if any purely metallic, ceramic, semi-metallic, or organic brake pads on the market anywhere in the world. Nonetheless, Bendix produces high quality brake pads in each of these main categories, but it must be understood that given the extensive list of requirements a particular friction material formulation must satisfy, it is common for brake pad manufacturers to mix and match the characteristics and ingredients of two or more categories of brake pads to obtain the best results in a particular application. In fact, it would be fair to say that brake pads should therefore really be marketed as “predominantly ceramic”, “mainly metallic”, “mostly semi-metallic”, or “largely organic”. Having said that though, below are some details of the chief characteristics and advantages of each of the four main brake pad categories- Metallic brake pads Excellent wear resistance, which is their single biggest advantage over other types of brake pad Outperforms most other types of brake pads at high brake temperatures The disadvantage of metallic brake pads is that they are often not compatible with brake rotors on some high-end applications, which could result in severe brake noise and/or rapid wear of both pads and rotors. Semi-metallic pads These pads offer the best possible compromise between wear resistance, performance, and quiet operation Most new vehicles are factory fitted with semi-metallic brake pads, even though they are more expensive than metallic pads and organic pads Most high quality aftermarket brake pads produced by reputable manufacturers are of the semi-metallic variety While semi-metallic brake pads typically do not outperform competing types in any particular area, these pads offer satisfactory performance in all areas, which makes them a great choice for variable driving conditions, with the exception of track racing or other motor sport applications. Organic brake pads Quiet and smooth operation, which is their single biggest advantage Outperforms other types of brake pads at lower brake temperatures, which makes them an excellent choice for city-driving conditions The disadvantages of organic pads include the facts that they are not particularly hardwearing, and that due to their composition they overheat easily, which destroys their ability to withstand brake fade. Ceramic brake pads Ceramic pads offer excellent performance in all the important areas; they outlast all other types of brake pads even under extreme operating conditions, they are quieter and produce less brake dust than all other types of brake pads, and they offer the best performance over the widest range of brake temperatures and operating conditions However, both pure ceramic and semi-metallic brake pads that contain significant amounts of ceramic are the most expensive categories of brake pads for all applications, which makes them unattractive options for customers on budgets. Film transfer brake pads These are specialised brake pads in which the formulation of the friction material is designed to transfer some of the friction material to the rotor in the form of a thin film. In practice, these pads do not act on the rotating rotor directly; instead, the thin coating of friction material that was deposited onto the rotor forms a barrier between the pad surface and the rotor surface, but since the film and the pad consist of the same material, braking action is greatly increased. This characteristic makes this type of pad an excellent choice for drivers who do a lot of towing, or who participate in motor sports that place high, if not extreme demands on brake components. However, the biggest disadvantages of film transfer pads are that very specific bedding-in procedures must be followed and that very high brake temperatures are required for the transfer of friction material to take place. As a practical matter though, since the required temperatures are seldom, if ever reached during normal driving, film transfer brake pads are not recommended for normal street use. Conclusion From the above, it should be obvious that there is no single “best” brake pad that will satisfy all the requirements of all applications under all possible operating conditions. Nonetheless, brake pads are life-and-limb components on any vehicle, and as such, it is incumbent on us as experienced technicians not only to learn as much about brake pads as we can, but also to be aware of both the characteristics and limitations of the various types of brake pads. More information about brake pads in general, and specific recommendations for various applications in particular, is available at To learn more about the Bendix Brakes range of products visit: www.bendix.com.au Follow Bendix on Facebook by clicking HERE.
  4. In Episode 15 of cars of Bendix we visit ToyotaFest in western Sydney. To find your nearest Bendix stockist, click HERE. For the latest Bendix news and updates, visit our Facebook page
  5. 🔊 Sound on! 🔊 You could win $5k and become the Bendix Mega Mechanic! Click the link to entre https://bendixmegamechanic.com.au https://www.facebook.com/bendixworkshop/
  6. At Bendix, we believe it’s important to provide quality educational material for those in the automotive trade. Take the poster below for instance. Pictured is a detailed diagram of a car’s entire braking system, showcasing each component. This poster was designed to give a greater understanding on how each part works together to create a car’s braking system and to do this, the diagram had to be as detailed and accurate as possible. To do this, we asked our agency for a hand and here’s the back story to end result. What’s the best way to create a diagram as accurate as possible? Not by conjuring it up from scratch on a computer, but by grabbing it straight from the source. To create the diagram, the first step was to grab every single braking component there is in a car. One trip to the wreckers later and we had everything we needed thanks to one Mazda 6 donor car. The next step was to rebuild the brake system in the same layout that it would sit inside a car. To do this, measurements were taken from the Mazda 6 were taken and a rig was made up out of wood to simulate the chassis of a car. The rig was built complete with wheels so it could be moved around with ease and painted white to make the editing component of the project just that little bit easier. With the rig built, it was time to piece the brake system back together. Each component had to be placed in a certain way so that the end result simulated a floating invisible car with nothing but its braking system exposed. Countless Mazda 6 diagrams were consulted to ensure that what was being built was as accurate as possible. A few hours of hammering and spannering later and we were left with this. With all the hard work done, all that was left was the photography and editing stage of the project. The rig was wheeled into and all-white studio and a number of snaps of it were taken of it all kinds of angles to showcase the braking system. Once all the photos were taken, they went straight into the editing suite for some touching up. All the white was blended together to make it seem as though the braking system is situated in mid-air and here’s the final result. With all the photos of the complete braking system taken, all that was left was to take photos of each component close-up for use in educational content. This was a matter of photographing each component and erasing the rest of braking system around it in the editing suite. Take this brake booster, pedal and fluid reservoir for instance. And there you have it! You wouldn’t believe the amount of work that goes into something as seemingly simple as an educational poster, but the end result is worth it to provide educational material that’s as detailed and technically accurate as possible. For more information on Bendix brakes, cleaners and other ancillary solutions, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  7. At Bendix, countless man hours go into the research and development of our brake pads to make sure that they suit your specific driving styles and perform to our high standards. We test them to the most extreme tolerances to make sure that they’ll withstand whatever you throw at them, and then some. To give you a deeper look at what goes into the research and development stage, we headed down to our Product Engineering Centre in Ballarat, Victoria and spoke to the brains of the operation, Bendix’s Head of Engineering, Andrew French. Research & Development The first phase of the process is developing the compounds that make up each brake pad. Each compound is developed according to various customer needs, from those who simply drive their cars around town, to more extreme use on the race track. Our formulations are developed right in our Product Engineering Centre, where the brake pads are then made and tested. The whole process happens in-house thanks to a wide variety of development, mixing, pressing, manufacturing and testing equipment. Both international and in-house procedures and guidelines are used to validate our materials and ensure that our brake pads are safe once installed. They then undergo extensive lab testing both on hub dynamometers and on vehicles. Our range of Bendix brake pads are catered to suit a wide range of driving styles, and of course, each brake pad type is developed differently to cater for your driving needs. General CT The General CT is the bedrock of Bendix’s brake pad range. But they aren’t just your standard OEM spec replacement brake pad. They provide improved quietness and smoothness across a wide range of operating conditions, whilst also delivering low dust and consistent pedal feel. One feature that helps the General CT stand out of the crowd is our specially developed Blue Titanium Stripe. This feature acts as an intermediate layer between the brake pad and the rotor and does away with the standard bedding-in process, providing maximum friction and pedal feel right out of the box. Noise, cleanliness and wear are all tested in-house using dynamometers. These tests are then validating with extensive in-field testing. 4WD/SUV Our 4WD/SUV brake pads cater for the avid adventurer, providing rugged and reliable performance in the most extreme off-road conditons. But we also understand, that most off-roaders also spend a lot of their time driving in urban conditions, so our 4WD/SUV brake pads deliver outstanding braking performance both on and off the road. To formulate our 4WD/SUV brake pads, we’ve taken General CT type manners and combined that with Heavy Duty performance for when its time to hit the rough stuff. Ceramic bases are used for our 4WD/SUV brake pads. There’s a wide variety of 4WD type bases available to suit a wide range of 4WDs, so it’s just a matter of selecting the appropriate base for the appropriate vehicle. The result is a brake pad that offers low dust, low noise and effective performance. Heavy Duty Our Heavy Duty brake pads cater for vans, trucks, utes and other load-carrying vehicles. These workhorses operate under higher load and temperatures compared to your average road car, and thus have very specific needs when it comes to brakes. The Heavy Duty brake pad is specially formulated to withstand the high temperatures and loads that these workhorses operate under whilst still providing consistent performance. Ceramic materials wear excessively in high heat applications, so a material with a high metallic content was needed for the Heavy Duty brake pad. This ensures that performance and wear life is maintained under heavy load conditions. The Heavy Duty isn’t just for trade vehicles either. The Heavy Duty brake pad is also available for most cars for when you need just that amount of performance over the GCT, such as when you’re towing a trailer. Euro+ It can be tricky finding the right parts for European cars, and this includes brake pads. Luckily, the Bendix Euro+ brake pads have been developed to meet and exceed OEM and European Union’s ECE Regulation 90 rules. ECE Regulation 90 rules stipulate that our brake pads need a plus or minus 15% performance against that of the OEM item. To cater for such a wide range of vehicles, Bendix selects the right formulations to suit each vehicle. On top of that, we include all the hardware, such as sensors, required for that specific vehicle to ensure easy, stress-free installation. Our sensors are based on OEM designs and tested for correct fitment for each and every application. Compared to traditional European brake pads, which are known for higher dust levels, our Euro+ formula provides low dust, similar to our GCT. Ultimate and Street Road Track Developed especially for the car enthusiast, Bendix Ultimate and Street Road Track brake pads are perfect for those that like to push their cars hard. Developed specifically for performance applications, they maintain high levels of performance across all conditions and resist brake fade at higher temperatures. Because of this, testing for our high performance brake pads is different to the testing that our GCT brake pads see. Along with standard strength testing, our Ultimate and SRT brake pads are tested under track conditions, both on the dyno and on the track. Brake components for Commercial Vehicles Bendix also manufactures brake pads, brake shoe kits and brake linings for commercial vehicles such as long haul trucks, trailers and buses. To formulate these products, we’ve applied our learnings from out passenger car brake pad research and development and added material for improved strength and wear life to account for the kind of use that these commercial vehicles see. These commercial items see dyno testing and extensive field testing with fleet operators around Australia. This gives us feedback on a variety of real world conditons. Our research and development trickles down into our other brake products and accessories such as our Ceramasil Brake Lubricant, brake cleaner, shims, sensors and clips. All of our brake products are developed and tested for each and every application to ensure long lasting, reliable performance. For more information on Bendix brakes, cleaners and other ancillary solutions, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  8. We visited Cars Under the Stars for this month’s Cars Of Bendix. A monthly event that caters to lovers of old-school metal, the meet was packed to the brim with immaculate muscle and classic cars from all sorts of eras. Experience this blast from the past with our August 2018 edition of Cars of Bendix! Joe’s V8 Volkswagen Beetle Joe’s Volkswagen Beetle is certainly one unique build, as you can plainly see, with seemingly no bolt untouched. The first thing you notice is that the little Beetle’s layout has been drastically changed. Off the factory line, these old Beetles came equipped with a flat-four mounted in the rear. Now that’s all fine and well, but Joe decided that that didn’t suit a hot rodder such as himself. His solution? Move the powerplant to the front and replace it with a 410cin Chevy V8. This alone makes it one of the most unique Beetle’s in existence, but Joe didn’t stop there. Joe added a few race-inspired touches with a big GT wing along with some nicely-bolstered bucket seats and a roll cage. As for the bodywork, the devil’s certainly in the details. Along with that beautiful paintjob, Joe’s widened the fenders, and added a front grill and bonnet vents, giving the Beetle a much more aggressive face – as if it wasn’t menacing enough with that enormous blower hanging out of the bonnet. Classic Cruisers’ 1964 Hot Rod Bus We can’t think of a better way to cruise to your next formal event than in Classic Cruisers’ Hot Rod Bus! As you can plainly see, this ain’t your everyday school bus. Absolutely oozing style inside and out, this unique Hot Rod Bus is a favourite amongst Classic Cruisers’ customers. Completely decked out inside with a mega sound system, bars, mood lights and even a dance pole the Hot Rod Bus is essentially a modern limo inside that classic 1964 bus. But our favourite part? Under the bonnet lies a supercharged 427 V8 singing to the tune of 630hp, so it’s not all about low and slow cruising. Luke’s Holden Commodore VL Owner and operator at LS Autoworks, Luke certainly knows his way around the revered GM powerplant. Just one of Luke’s pride and joys, this genuine Holden VL Calais is a perfect example of just what Luke and his shop are capable of. Under the bonnet of the mint VL body lies a turbocharged LS3 fully rebuilt with forged rods and pistons. That monster powerplant gets the fuel it needs thanks to a Holley EFI system and AFI fuel cell. The result is a healthy 850hp at the wheels before the dyno topped out, so you can expect that this beast is capable of a whole lot more. Power is sent to the ground thanks to a race Turbo 400 transmission and a 3.45 ratio Borgwarner diff equipped with a Truetrac centre. Surprisingly, Luke’s also has a fondness for little Honda 4-bangers, something usually unheard of in the world of V8. Luke’s shop is also responsible for the world’s fastest FWD Honda CRX, which we’re certainly looking forward to seeing in the future. 1969 XW Ford Falcon GT When it comes to Australian motorsport legends, the Falcon GT is one of the first that springs to mind. The Falcon GT dominated the Aussie racing scene for years and thus, cemented its place not only in the history books, but in the hearts of Aussie car enthusiasts for years to come. These days, they fetch big money and it’s easy to see why. This particular XW Falcon GT was built as somewhat of a tribute to the Falcon GT race cars of old with subtle touches like the black steel wheels and checkered vinyl scatter in the car. Coated in Brambles red and in absolutely mint condition, the XW GT was certainly a favourite. Ford Model T Hod Rod Looking like it rolled straight of the set of Grease, this Ford Model T was an absolute blast from the past. A sight to behold, this Model T featured beautifully finished airbrushed flame graphics, completely chromed-out engine bay and under-body neon lights. This Model T was far from all show and no go, a fact made evident by the supercharger and enormous blower topping that V8 powerplant. Much more than a nostalgic cruiser, you wouldn’t wanna see this thing rolling up in your rear view! Roy’s 1923 Ford T-Bucket Another throwback to the golden age of hot-rodding, Roy’s 1923 Ford T-Bucket certainly caught our attention. Having been Roy’s pride and joy for more than 10 years, Roy’s kept the hod-rodding spirit alive, bringing his beast to as many shows as possible. As you could probably tell by looking at that beautiful exposed engine bay, Roy’s T-Bucket is packing some serious grunt. With 355 V8 stroked to 359cin and boosted by a supercharger, this Ford T-Bucket puts out an impressive 650hp. Weighing in at only 900kg, that’s more than enough to smoke almost anything else on the road that’s a whole lot newer. 1969 Madza R100 If there’s anything that we can’t get enough of, it’s old-school rotarys, and in a sea of RX3s and RX7s, this gorgeous Mazda R100 was one of the best we’ve seen. Going for an all black theme all-round from the immaculate paintwork, enormous Simmons wheels and even the black front-mount intercooler, this R100 looked positively menacing. Rolling past with that familiar rotary buzz, this little Mazda put all the big V8s on notice. Luke’s Holden Torana If you consider yourself an Aussie muscle aficionado, then you know just how valuable a genuine GTR Torana is. Michael certainly hit the jackpot, scoring such a rare ride. Not satisfied with cruising around in original form however, Michael took it just that extra bit further, as you can probably tell from the fat rubber and those hinting number plates. Much more than some pampered garage queen, Michael’s Torana was built to tear it up on the quarter mile. With a tubbed rear to accommodate those enormous rear treads and a 2 speed Powerglide transmission, the little Torana puts its power down to the tarmac with ease. Speaking of power, Michael’s Torana has it in spades, pumping out a gargantuan 1000hp from its small block Chevy V8 with the aid of the ol’ happy gas. Don’t let the plates fool you, this Torana is actually capable of cracking the 8 second bracket! Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  9. We have attended possibly the last Meet and Eat at Sydney Dragway. While the cold weather have turned down the attendance a bit, we did spot some very clean and cool cars rolling about. Without much ado, here’s Cars of Bendix July 2018! Dayday’s Lexus LS430 There should be an award for the first dude to have three Cars of Bendix feature. We don’t at the moment, but we really should. Dayday’s next car building adventure swings wildly from loud, fast, bagged BMWs to loud, slow, bagged Lexys. For his latest project, he picked the big boy LS430 and pimped it all out, Yakuza style. This VIP styling isn’t new, but we definitely haven’t seen it get executed this well for a long time now. The big black sedan hunches menacingly over 19in Leon Hardiritts wheels, thanks to air suspension. Supreme labelled calipers on the front because Dayday keeps up with fashion. Premium Junction Produce parts are found all over the car; the neck pillows, table trays, maple wood panelling on the door pillars. The big V8 upfront has had a new exhaust system fitted, to get rid of the 8 silencers Lexus deemed fit to choke it with. As a result, it sounds bloody good just rolling about. Dayday has more plans for it, and unveil the final build at Hot Import Nights this year. We can’t wait! Nick’s Toyota 86 A next level Toyota 86 appeared at the Meet and Eat. Decked out in Varis Arising II kit and INGS fenders, the aggressive kit caught the eyes of everyone it rolled past. We got Nick to tell us more about the car, and we were impressed. Pop the bonnet and positioned front and centre was a HKS V3 supercharger kit. Fueled by 1000cc ID injectors, Walbro high flow fuel pumps, and breathing through an SME 4-1 headers, Blitz front pipe ad Fujitsubo Authorize R exhausts, the FA20 now makes 250kW on E85 fuel. A HKS Light Action clutch ensures all that extra power makes it to the rear wheels, driving through carbon fibre shafts rated to 600hp. The 86’s brilliant handling is enhanced further with Tein coilovers, Cusco sway bars, and wide meaty Ray 57 Xtremes shod in AD08Rs. Omar’s Audi S3 Omar and his pride and joy has been attending heaps of meets, making new friends and showing off his latest mods. We stumbled across his S3; from a distance it looked like every other understated uberhatch, but get in close and you’ll see Omar’s handiwork. The 2010 S3 has been given a stage 1 tune, pushing power up to 280hp. The Audi’s voice is heard via the twin pipes of an Akropvoic exhaust. Massive 2018 Mercedes C63 AMG wheels fill the arches, and we assumed this was won off some poor dude who lost a traffic light race. All around the car, lashings of carbon fibre break the black paint, providing a racecar texture. The rear diffuser added just enough aggression to let you know who is really ahead. Noah’s Subaru Forester Standing out in the crowd is Noah’s Subaru Forester, wrapped in Japanese animation (also known as anime), lowered on Tein coilovers, and massive mesh wheels. Noah calls his car the “Fozurai”, showing off his love for anime while incorporating his interest in cars. Inspired by similarly modified ‘itasha’ cars in Japan while browsing Youtube, Noah set out to transformed his Forester. A nod to other aspects of JDM car culture is the OEM+ Forester STi front bumper, canards, the Futo knot, usually found on VIP luxury cars. USDM influences are also abound, with roof racks, a roof basket and slap stickers around the car. To him, it’s the ultimate in self-expression and a great combination of two subjects he loves. Hernando’s Holden Kingswood Hernando breaks all stereotypes of being a Holden owner, much less a lovingly retro-modified HJ Kingswood owner. First off, the venerable man had a Nissan GTR 32 featured before. After going all out with custom midnight purple paint and a few choice performance pieces, he turned his attention to procuring a true Aussie cruiser bruiser. The 1974 Kingswood isn’t a true HZ GTS, but it has all the trimmings of one. Painted in stunning Atlantis blue, the show condition exterior hides a brawny Chevrolet 383 stroked V8 under the reverse cowl bonnet and Monaro front end. The bay has been shaved and tucked; so clean you could eat off it. There’s a built Turbo 700 to take the power and send it to the tough 9in Ford diff at the rear. The inside has been updated to original GTS specs, in absolutely mint condition, so Hernando can cruise in comfort and snap necks wherever he goes. Jonny’s Toyota Landcruiser It’s a show car legend; an impossibly slammed 100 series Toyota Land Cruiser. If you’ve seen a stock one, you’ll notice just how little room lay between the rails and the tarmac in this one. The custom work that’s been done so the Cruiser could tuck those dished 22in rims in is nothing short of an engineering marvel. Then there is the incredible paint job with custom airbrushing down the side. The deep velvet read is still spotless after all these years, and while the motifs have not aged as gracefully, it still adds a charm to the overall presentation. Chris’ Ford Focus ST The yella Ford Focus ST here is no stranger to car meets; the bagged Highness has had huge media coverage since its first aired down. This is the first time we have seen it though, and its presence is stunning. The fitment of those 18x9.5in wheels are millimetre perfection; just the slightest miscalculation would have ruined those muscular flared guards. Under the bonnet, the turbocharged 2l EcoBoost has been given a bit more breathing room thanks to a Cobb turbo back exhaust, intake and tune. The final exterior touch is a Maxton lip kit, which amplifies the low look. William’s Nissan Silvia S13 Neat Nissan Silvias are hard to find. While highly desirable cars, it’s rare to see one that’s extremely clean and maintained as lovingly as William’s S13. The Nissan was built in his backyard starting a little over 10 years ago, a leisurely tinkering that William did in his spare time. However, he had to get it semi ready for his wedding last year, and it’s been his steady cruiser ever since. That period correct Vertex kit has been coloured an electric shade of Camry blue, with the guards gently massaged to fit GTR sized 18x9.5in Enkei RFP1s all round. Taking care of handling is a set of JIC coilovers. The long running SR20DET is fettled with more aggressive BC camshafts, a Garrett GTX2871 turbocharger, and 740cc injectors, all of which is handled by an EMS Stinger residing in the ECU tray. When asked what are his future plans, he only replied two letters and a number; one, jay, zee. For more information about Meet & Eat events and how to attend visit the Facebook page Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  10. One of the biggest automotive annoyances there is, brake noise usually comes in the form of that dreaded screeching sound. But why does it happen and how do you fix it? In our video, we debunk some brake noise myths and teach you how to keep your brakes quiet, effective and long-lasting. For all your braking needs, find your nearest Bendix stockist HERE. To follow us on Facebook for the latest updates and news, click HERE.
  11. Once in a while we stumble in on ‘small’ meets such as the Wise Guys’ Cars and Coffee. The Wise Guys is a barbershop somewhere in Kellyville, where apparently a huge amount of petrolheads resides. As such, many of them visit the Wise Guys’ to get their fades looking fresh. The Wise Guys’ owners are motor maniacs themselves, so lo and behold, a monthly Cars on the Avenue meet was born. We drop into one and see what the fuss is all about. Shaun’s Mitsubishi Lancer Evolution 6 Ah, the Mitsubishi Lancer Evolution. A line of fast four doors that’s secured its place in motorsports, both professional and amateur, every incarnation is a force to be reckon with. Shaun’s Evo 6 is no different; it’s armed to the teeth with power and handling. The bulletproof 4G63 works with a set of GSC S2 camshafts, MXP V2 manifold, a Tommi Makinen turbo with upgraded titanium wheel, and a Plazmaman intercooler piping kit to pump out 240kW on E85 at all four wheels. To keep it all reliable, it runs a coil-on-plug kit, an AT Performance catch can, and a AEM wideband gauge to keep an eye on the air fuel ratio. Built to attack the track and skidpan, handling is also important. He’s sorted it out with a MFactory helical front LSD, RS rear differential conversion, Whiteline swaybars front and rear, and finished off with MCA’s XR coilovers, designed for track and street use. Jack’s Ford Focus RS The Focus RS has been threatening the ranks of super hatches for the past few generations, and now with the third gen, it comes out swinging with the big guns. Jack has obviously sat up and taken noticed, selling his modified Golf R Mk6 in favour of this nitrous blue blooded Ford. As a big fan of motorsports, he’s got his work cut out. Straight away, the stock suspension was chucked out in favour of KW Competition shocks, Suspension Concepts custom camber tops, Hardrace camber and toe arms, and front roll centre adjuster. A Hambini short shifter helps Jack snap through gearchanges. To hold him down, Sparco Pro2000 bucket seats were installed, alongside a customs Bond’s half cage for safety and stiffening the chassis. 18in x 9in wide Koya wheels shod with sticky A050 rubber complete the ready-to-race package. Move over XR6 Turbos, the new fast Ford is here. 1932 Ford Coupe The legendary Ford ‘Deuce’ Coupe…it has been immortalized in the film American Graffiti and countless songs. The 1932 Ford Model B was sought after by many young men after World War 2, as it was a cheap V8 equipped car to modify. The Coupe was the most desirable model; compact, purposeful and easily modified in a variety of ways to go fast, also known as hot rodding. To have a hot rod is slang for a modified car in the good ol’ days. Now extremely rare, Ford Coupes like these draw attention like nobody else, and invariably the owner is usually an older gentleman with fond memories of the 50s and 60s before the muscle car craze. As such the Ford here has been immaculately restored to its glory days, with fender deletes to showcase the thumping V8 under the long bonnet. And of course, it’s got to be red, the fastest colour in cars. Luke’s 1999 Toyota Chaser Big quick luxobarges are often the domain of German automakers, but you can’t deny that Toyota has made a few decent ones too in the 90s. Luke’s 1999 Toyota Chaser is one of them. That big square sedan look is unmistakeably Japanese. Inside is a plush interior that’ll rival any European make in terms of quality and features. Fitted with a rare Traum bodykit, the JZX100 looks every bit a Wangan uber-cruiser. Lowered on MCA Purple coilovers, wide and big SSR SP5 wheels, the big sedan handles sweetly thanks bigger Cusco front and rear sway bars. With the steering abilities sorted, Luke revealed that his stash of go faster bits include a bigger Garrett GTX 3076 turbo, full Bosch fuel setup, and an aftermarket Haltech ECU to help punch out 400hp reliably from the straight six turbo motor. Adrian’s Mazda RX-7 Type RS Finding a mint Mazda RX-7 is always a treat for us. Adrian’s Series 8 is a modified example that retains that sweet curvy shape, while packing some power under the bonnet. He’s left the exterior pretty stock, but what drew our attention is the magical spinning double Doritos under the bonnet. The fiddly factory sequential turbo setup has been binned in favour of a big Borgwarner EFR single turbo. Keeping tabs on the air pressure is a TurboSmart Hypergate 45mm wastegate, and cooling the intake charge is an AutoExe intercooler system. The original 13B has been pulled apart and given a mild port before getting refurbished for a long lifetime of service. The two stroke magic of converting air and fuel into power and fumes are funnelled out the back with a 3in full exhaust system. Looking after everything is a Haltech ECU, still on a run in tune. Adrian expects a lot more than 400hp, which was what the previous engine setup ran. 1970s Toyota Corolla Swapping a modern, lightweight, powerful, and affordable V8 into a muscle car of choice has never been so easy. It’s so easy, in fact, it’s become something like the Midas touch. Nearly any car in the world has an example where the General Motors LS-series motor has been shoehorned in. And here is just one; a KE30 Toyota Corolla with a worked LS V8 shoehorned into its tiny tiny engine bay. With an increase of over five times the capacity, and nearly six times the horsepower, the Corolla underwent major surgery to make sure it could put every HP to use on the drag strip or road. The rear has been fitted with a custom ladder chassis and suspension setup, as well as drag slicks for maximum traction. Ensuring nothing goes boom when the clutch drops is a 9in rear differential. Rob’s 1966 Pontiac GTO One of a kind probably doesn’t describe Rob’s 1966 Pontiac GTO…how about one in a million? This is an incredibly rare, right hand drive conversion, sold brand new in Australia back in the muscle car heydays of the sixties. That’s right, no yellow plate VINs here, it’s true Aussie blue. It’s been repainted in charcoal blue and the interior has been restored immaculately. Under the bonnet, it’s rocks the factory 389ci XS block, which is a rare factory option, even in the US of the A. Keeping it period correct are 3x2 barrel Rochester ‘Ram Air’ carburettors as the only engine mod, and swapping out the stock rims for Cragar SS ones. Meticulously kept, Rob’s ‘Daddy’ of muscle cars turns heads whenever he takes it out for a drive. For more information about Wise Guys’ events and how to attend visit the Facebook page Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  12. Choosing the right Bendix brake pad to suit the driver’s needs goes a long way in meeting product expectations and customer satisfaction. With a large variety of Bendix brake pads to suit different driving styles and vehicles, it’s easy to determine which brake pad to use by answering the following questions. What factors are important to the driver? There are three main areas that are important; positive brake feel, brake noise, and the amount of brake dust. Each factor will influence the other to a certain degree. Low brake noise and good pedal feel could meant that the brake pad generates more brake dust to be quiet while providing great braking feedback. How does the driver use his/her vehicle?Also just as important is how the vehicle is being used. Does the vehicle owner spend most of the time in stop start traffic, long highway drives or lots of enthusiastic driving? The type of driving done will determine if the vehicle requires a high friction, high performance brake pad, or a quiet long lasting one, for low speed multiple stops. What vehicle are the brake pads getting fitted to?Vehicles are used in a wide variety of roles, but it can only be best at a few. A delivery vehicle or a taxi that does frequent stopping and carries passengers and goods will require a high friction, long lasting brake pad, such as the Bendix Heavy Duty. Is the vehicle is used for towing?If so, check if the trailers used have brakes. Whether they are towing once a year or every day, it’s an important factor when picking brake pads. Does the owner haul heavy loads regularly?It goes without saying but a heavier vehicle will be more demanding on brakes. This is the case especially if the vehicle usually carries heavy loads. The answers to these questions will determine which Bendix brake pad will be suitable. For OEM replacement brake pads with better performance, less dust and noise, choose the General CT or 4WD SUV for sedans, hatches, crossovers and SUVs. For more information on the Bendix General CT, click HERE. If your customer requires high performance brake pads and are less concern about dust and noise, pick the Ultimate or Street Road Track pads to satisfy their needs. For information on the Bendix Ultimate brake pad, click HERE. For details on the Street Road Track, click HERE. Finally, for commercial vehicles, trucks and utes that tow or carry heavy loads, we recommend the Heavy Duty brake pads. The Heavy Duty is long lasting yet provides the tough, stable performance required for everyday towing or carrying loads. For more information on the Heavy Duty brake pads, click HERE. To find your nearest Bendix stockist, click HERE. To follow us on Facebook for the latest updates and news, click HERE.
  13. Get the lowdown on this month's Cars of Bendix here! V8 trucks, turbo RWDs, and a 600hp bayside blue GTR, there's something for everyone. Matt’s 1997 Suzuki Swift GTi If there is a miniaturized Saturn V on four wheels, this would be it. Matthew’s 1997 Suzuki Swift GTi hot hatch days may seem to quaint in this age of 200kW turbocharged fire-breathing uber hatches, but pop the bonnet and you’ll see some additional firepower. The venerable 1.3L was a 8000rpm screamer back in the days, but it’s taken a liking to forced induction now. A Garrett GT25 turbocharger sits way down in the engine bay, with only a wastegate to show for. The air/fuel mix is ignited up with an MSD Blaster coil and leads. Exhaust gasses are expelled via a custom, ‘quiet’ 3in mandrel bent exhaust. Pumping 124kW means this Swift is packing some power per pound. On lowered Lovell springs and 16in Buddy Club wheels, the GTi looks stuck to the ground, standing still or going around corners. Matt is the new owner of this Swift, with the previous owner doing all the work (also named Matt). Emre’s Nissan Skyline GTR 34 VSPEC 2 What’s with all these crazy Nissans that keep coming to the shows? We always try hard not to favour one manufacturer, but it’s hard when there are so many quality Datsuns and Nissans show up. Emre’s Nissan Skyline GTR 34 V-Spec 2 (phew, what a mouthful) is a sweet cruiser bruiser. Just fresh from having its RB26DETT heart rebuilt by B2R Motorsports with forged internals, cams and other expensive gear, it powers all four wheels to the tune of 600hp. In between, an expensive Nismo Coppermix twin plate transmits the power from engine to the clever ATTESSA system. Outside, Emre left the car pretty stock, as the GT-R V-Spec 2 kit is already pretty aggressive. The only changes were TE37SL wheels with Tein coilovers, and a slightly more aggressive front lip. Built as a weekend cruiser, Emre definitely has necks snapped his way when he’s cruising the Bayside Blue beast! Andrew’s 1998 Toyota Starlet Let this be an inspiration to you; take your daily and turn it into this! Andrew’s Toyota Starlet started life as a humble A-to-B econobox. With a lick of paint (Midnight Purple III), JDM Glanza bodykit conversion, and some zero offset Work Equips, it’s an amazing head turner in traffic. The GT rear brakes replace the rear drums, and inside you’ll find hugging Recaro seats from the Evolution 6. Andrew says the weak stock engine will be pulled out soon in place of a turbocharged 4-EFTE that the Japanese models came with. Rob’s 1997 Holden Commodore SS Question: what do you do when you buy a mint Holden Commodore SS that’s only going to shoot up in value, but you have that modifying itch? Rob’s incredible 1997 Commodore VS looked like it just came out from the factory. With only 137,000kms on the clock, it’s a blast from the past. The paint and condition is immaculate inside out. Having owned it for 3 years, Rob has made some very small modifications to it to bring it into the 21st century. First off, he chucked on 20in Walkinshaw remakes that looked right at home tucked slightly under the guards. The brakes were upgraded all round for better stopping power…and that’s it. Other than keeping the SS in mint condition, there is no need for other modifications. Emmanuel’s 1976 Toyota Celica TA23 It’s a funny thing with old school Toyota Celicas. They mainly fall into 3 categories; mint, restored examples, old Outlaw-styled with patina, or high powered, no expenses spared monsters. One look at the bright Ford XA GT orange paintwork and you sort of know which category Emmanuel’s Celica falls into. Pop the bonnet and the 1JZ-GTE basks snugly between the front radiator support and massaged firewall. Boosted by a GTX3582, drunk on E85 and putting power through a R154 gearbox, the Celica makes 380kW. Yes, let that sink in. Finished just two weeks ago, Emmanuel plans to take it down the drags and see what time it sets, but mostly he built it to be a fun cruiser. With only 235s on the back on 15x8in rims, it’ll be a very, very fun cruiser. Tyler’s Mini Cooper Clubman GT Tyler’s Mini Cooper has been restored and rebuilt to race in the Bathurst motorkhana for light cars. Inspired by the rare Aussie only Clubman GT, Tyler decided to add the external flares, restore the interior and pump the engine up from 1275cc to 1380cc. You may laugh at the tiny four piston in the engine bay, but slurping fuel and air through that massive Weber, it will propel the lightweight Mini towards the horizon without fuss. 13x6in wheels at each corner will give it plenty of grip on the race track. Painted a bright blue hue, Tyler’s Mini is sure to bring smiles wherever he drives it. Wayne’s 1976 Ford F100 The Ford F-truck is the truck that other trucks look up to. Wayne’s F100 however, is the car in the poster F-truck owners have on their bedroom walls. Nine litres of supercharged Detroit V8 muscle will do that. With just under 900hp and 800lbs of torque to play with, Wayne has to be very careful with the throttle on his daily drive to work. Yes, this truck is a daily. Sure, Wayne is on first name basis with the local gas station owner, telling us once he spent nearly $400 on fuel a week, but nothing else puts a bigger smile on his face. “Just a bit too pokey on the throttle and the Mickey Thompson tyres on the 10in wide rear wheels will light up,” Wayne chuckles. As it’s his dad’s truck, the F100 has been in the family for 30 years, and he hopes it continues to stay in the family. Ryan and Nelson’s 1996 BMW 318i A pair of mates working out of their garage has put together a pretty amazing DIY turbo Beemer. Pop the hood of the 318i and you’ll see the ethos of having a go installed in the engine bay. The rubbish 4 pot has been tossed in favour of a proper straight six from the E46 330i. Nestled next to it is some eBay T3/T4 hybrid turbo, but that’s not important. Ryan and Nelson knew that while the turbo can be junked in the future, the manifold is where most of the power can be made. They spent over a grand on the custom high flow exhaust manifold. Next up was making sure the M3 cammed motor would be able to handle the boost. A big money Motec M130 GPR ECU was purchased to handle the duties, along with the required sensors. Nelson did most of the wiring and tuning, road and dyno. As he’s just a young P-plater, we were impressed. With 230kW at the wheels, it was finished just in time for the meet! For more information about Meet & Eat events and how to attend visit the Facebook page Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  14. Time has definitely flown by. We’re now at the third Meet and Eat of the year, and its popularity has simply exploded. New food trucks, trade stands, and so many car makes and models were on display. People just turned up and made new friends, discussing their cars and others. Check out the video and see what cool cars were at May’s Meet and Eat. For more information about Meet & Eat events and how to attend visit the Facebook page Follow Bendix on Facebook by clicking HERE. To learn more about the Bendix Brakes range of products visit: www.bendix.com.au
  15. Brake wear sensors are getting more and more common in modern cars, so how do they work and function? Watch our video to get an in-depth look at brake wear sensors. Bendix’s brake wear sensors are a guaranteed fit for most common makes and models. To check with your nearest Bendix stockist for brake sensors to suit your car, click HERE. To follow us on Facebook for the latest updates and news, click HERE.