MT Motorsport

August 14, 2012

Live from MTM | AMF HQ: Engines Galore!

Filed under: — Tags: 370Z, 500, 650cc, AMF, autobianchi, AutoMotoFoto, , Boost, Ferrari, FIAT, G37, general motors, GM, Infiniti, LS, Maserati, Mazda, Miata, MT Motorsport, MTM, Nissan, Twin Turbo, V6, V8, vq37vhr — Giancarlo Pawelec @ 1:00 PM

This week at the MT Motorsport | AutoMotoFoto.net headquarters, we take a look at some of the engines scattered around the shop waiting a good (engine bay) home. By now most are aware of the incredible capabilities of our affiliate MT Motorsport ranging from regular vehicle maintenance, custom project builds, full fabrication, and race car setups. Reinforcing the fact that MTM is quite possibly one of the most unique shops in Canada let alone North America, is the wide assortment of vehicles that pass through the garage doors. If the cars on the engine hoists don’t speak volumes, then the power plants being built should – have a look.

The first engine and most noted at the shop is this 6.0-liter LS-engine sitting in the Project LS Miata. Yes, this very same engine was once twin turbocharged making it not only a death wish behind the wheel, but also the 1st twin turbocharged LS Miata in Canada! Version 2.0 of Project Miata will be naturally aspirated and putting down serious power thanks to a new camshaft, GM Performance Parts ported cylinder heads, and an MTM custom stepped long tube header system.

This little putt-putt of an engine is a Fiat 126 650cc, 2 cylinder that puts out 24 horsepower! It may not be ranked high in way of performance figures, but it is enough to move the tiny and rare Autobianchi Bianchina.

If you can’t tell already, this is an Italian V8 based on the number of spark plug holes and the incredible red textured valve covers. This Maserati 4.2-liter V8 engine has four valve per cylinder, overhead cam, dry-sump, and is tuned for 400 horsepower revving to 7,600 rpm! The most impressive thing about this all-Italian power block is that it delivers 333 lb-ft of torque at 2,500 rpm – something which few engines could ever achieve. The engine is currently in tear down mode and ready for a full rebuild for some forced induction goodness! Once the engine is complete, it will be put into a fully custom tube chassis car and hitting some prestigious concours d’elegance events.

Nearby the exotic V8 is the more commonly found V6 amongst tuners, the VQ37VHR. This 3.7-liter V6 from Infiniti (Nissan) is also getting a full rebuild for a 370Z – the rest will be mystery for now.

There is also another VQ37 sitting nearby complete with transmission and all the fixings. This fully built power plant boasts low compression in way of pistons, connecting rods, etc. for an Infiniti G Coupe and some much needed boost!
From the common to the exotic, the MT Motorsport crew has their hands in everything so long as it needs fuel and spark to produce power. From a little 24-horsepower Fiat engine to pushrod GM V8 and high-revving Italian engineering 8-cylinder, there is no feat too great for these unique techs! While most shops turn away customers with vintage or rare projects, MTM embraces the opportunity and delivers beyond expectation – then again, who else is capable of the same in Toronto let alone Canada? Thought so.
Stay tuned next week as we give you more insight as to the happenings at the MTM | AMF HQ each and every Tuesday!
For more information, please visit MT Motorsport and ‘Like‘ them on Facebook!
MT Motorsport
31 Colston Court – Unit 1A
Richmond Hill, Ontario, Canada
L4C 9Z3
905-597-6668

Words & Photos: Giancarlo Pawelec

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August 8, 2012

TOPP Drift Day

Filed under: Events — Tags: 180SX, Audi, BMW, Boost, Canada, drift day, drift posse, drifters anonymous, Drifting, FR-S, JDM, M3, Mazda, Miata, Nissan, Ontario, Pat Cyr, RHD, S13, S14, s15, Scion, Shannonville Motorsports Park, Silvia, SR20DET, topp, Toyota, Turbo — Ben Fry @ 3:00 PM

TOPP Drift Day
Shannonville Motorsports Park
Shannonville, Ontario, Canada
August 6th, 2012
It was the round two of the TOPP’s drift events for 2012 at Shannonville Motorsports Park and you couldn’t of had a better day. It was beautiful as there were only a few clouds in the sky, but it was fairly windy so smoke and dirt flew everywhere. I swear I came home with at least a pair of tires in my hair. It was a pretty huge turn out with the home team Drifters Anonymous out along with Drift Posse and several other drivers. As per usual, with drifting comes accidents and there were a few wall taps, crashes, mechanical issues, but everyone was okay!

Drift Posse team mates Patrick Cyr (FR-S) and Francisco Becerra (180SX) were getting getting close on turn 14 by the notorious wall. Pat seems to be loving the new car and I’ve heard there is some amazing stuff to come, just imagine what he will be capable of in the new car!

When I first arrived to the track, there was a lonely purple 240SX sitting in a littered paddock looking very sleeping. It needs the rest as it has a huge day of tire slaying ahead of it!

I was happy to finally see a Miata out there drifting, it was quick through the corners and could just fly through the entries with no problem. Miata’s usually have a bad name in way of drifters especially as everyone fetches for the Nissan 240SX / Silvia first, but by the looks of it they can stand their ground.

Drifters Anonymous team mates started a team drift train, as you can see in the photo Miguel was leading the train with Marin closely trailing him! Brent and Jordan were following behind Marin out of frame and holding their own. There truly is nothing like drifting at the home track!

This wasn’t even half of the cars in attendance, there were over 62 drivers and 222 spectators for the day. It was a different then most drift days as there was a large mixture of cars from the usual 240SX to even a BMW M3. Drifting and lapping held together at the same track is always a rarity, I actually even saw a Honda Civic E-brake on one of the corners resulting in a tandem drift with Dugan in his Nissan S14 – truly epic.

BSA Super Rocket

BSA Super Rocket

BSA’s well loved pre-unit twins culminated with the Rocket Gold Star, pretty much a hot Super Rocket twin engine in the Gold Star cycle parts. Overshadowed by its Triumph Bonneville counterpart, the Super Rocket was arguably as good a machine. Jim Reynolds takes a ride out on one, which is probably as good as it gets…

Bob Hall’s Super Rocket came from an impeccable source – a CBG Small Ad. “I saw the ad, called the chap and he said it was a really good one,” he remembers. “It was expensive though, but I went down to see it and took cash – got it for £500 less than he was asking.” Canny man, this Bob.
Nine years later the bike is as he wants it, and he’s out on the roads using it and getting some return on his investment, in the form of enjoyment. It wears Dunlop TT100 tyres and Bob reckons to get through two rear boots in a normal year, which does suggest an active life. I recently looked at a well known tyre website, and we’re talking £155 plus for a pair of sports-bike boots; that’s a price most classic riders can’t afford.
Bob’s bikes started with a 50ccNSU `Quickly’ that was all his dad would let him have at 16. He took his test on it in his native Crosby, and was told to follow a figure-of-eight through the local streets until the examiner stepped out to simulate an emergency stop. He passed that bit, and the Highway Code questions, but failed on his riding. He was told: “Just because I can’t see you when you’re riding away from me, I can still hear you, and I didn’t hear the exhaust note change, which meant you weren’t slowing down and showing proper caution. I suggest you apply again and remember what I’ve said.” He did re-apply, remembered and did pass.
One day the ‘Man from the Pru’ (Prudential Insurance Co monthly premium collectors) mentioned a widow who wanted rid of her late husband’s old bike. Bob and his dad called round, to find a 1947 350cc Matchless G3L in original but shabby condition – a deal was done. The two of them brought it back to decent health and young Bob found himself the owner of his first serious motorcycle.
Bob then moved on to a 500cc G9, which he fitted with a Steib sidecar as an aid to staying upright on the Merseyside winter cobbles and tram lines. Later he changed allegiance to BSA’s Super Rocket, with a sidecar. The traditional move to cars followed and motorcycles faded from his life; gone but not forgotten.
Working life started in the police, but the need for more cash moved him to the building industry and then to the Post Office telephone service that morphed into British Telecom. He’s a long time Red Cross volunteer, driving the welfare ambulance for handicapped kids in his area; there’s no money in it, but the human reward is good. In an increasingly cynical world, it’s good to know that there are still people who simply wish to help others.
Maybe it was the millennium that stirred his memories into a serious yearning, but nine years ago Bob was browsing through Classic Bike Guide and spotted the 1961 Super Rocket. There was work done, like a later twin leading shoe front brake fitted and a Mikuni carburettor – the owner had commissioned the work to be done by a local engineer, as and when he could afford it and never bothered with bills. Bad move if you’re trying to sell a nice bike for top dollar. Bills to prove what you’ve had done and how much it all cost adds to the attraction of any bike. The result of no detailed work record did help to negotiate the lower price.
Back home, Bob decided to have everything checked out, for his own peace of mind. Having moved from Crosby to Wales, it made sense to visit BSA specialists SRM, at Abersystwyth. They undertook a thorough inspection and a careful rebuild, fitting Thunder Engineering conrods, insisted upon by Bob. “They’re beautifully made. SRM reckon they’re the Rolls-Royce of rods,” he explains. Produced to order by Steve Campbell, using 7075T6 spec aircraft alloy, they easily exceed the requirements of any road riding use. SRM then overhauled the magneto, adding an automatic advance/retard in place of the original manual control and setting the timing with 5⁄16in full advance rather than the standard 3⁄8in. They also sorted out a jet kit for the Mikuni and got that running sweetly, while an SRM touch is the conversion of the dynamo drive from chain to toothed belt, though Mr Lucas’s magneto still relies upon a chain to spin it round.
Out on the road, Bob found the gearbox slightly rough, so he and a mate stripped and rebuilt it, with new shafts and seals. Primary drive remains the standard simplex chain and the clutch is similarly as BSA built it; they also fitted taper roller bearings to the headstock. The twin leading shoe front brake drum was skimmed and the shoes fitted with green racing linings.
Paintwork was entrusted to Geoff Allison, over in Wisbech, a refugee from Manchester who used to trade as Miracle Finishers: “Some of the lads still call me Miracle Geoff,” he told us. “I remember doing that bike for a chap in Wales. It must be five years ago that I did it.” Well, five years on it’s a tribute to the man’s standards. “I don’t want to blow me trumpet, but I’ve been in the business 44 years, started with me dad when I was just 16,” Geoff explained.
It’s a handsome motorcycle with black cycle parts and red pressed steel components and I was glad to notice the Stadium rear view mirrors. “I didn’t have them at first, but one day a modern bike came past with a few inches gap and doing 30mph or more than me,” explained Bob. “I needed to see what was behind me.” That’s a logic against which it’s hard to argue.
Fired up at first kick, this is not a soft spoken motorcycle, thanks to pattern silencers that look the part but seem to lack a baffle or two; good audible warning of approach, I reckon. The brake and clutch levers are set up to suit Bob, but were too downward pointed for me, with no natural stretch of the fingers from grip to grasp. Also, moving the bike about before we headed out into the country, the front brake felt very grabby – mental note made to take care.
Once on the road the bike’s rideability shone through, that Mikuni helping low speed pull; the engine felt really smooth and responsive with the promise of a good spread of power. There’s nothing to add to the solid, predictable BSA chassis. The gearbox was as sweet as a nut, light in operation, with never a hint of a gear missed; excellent. The forks however were seriously under-damped, which combined with a snatching front brake could have made for a rough ride, but once the brake had warmed up its operation smoothed out and it performed progressively and strongly. The forks definitely didn’t like potholes.
Following snapper Wilkinson, with Bob navigating across rural Wales, I enjoyed a country cruise, our speed limited by the Welsh constabulary’s reputation for pointing cameras at passing bikes. They’ve had one £60 dip into my wallet and I don’t intend to open it to their greedy fingers again.
Bob led us up country to the winding climb of the Horseshoe Pass, where we stopped at the Ponderosa Café, to admire the view. As this is a family magazine, I won’t quote Bob’s words regarding the police habit of hovering in the valley at the bottom of the Horseshoe to film traffic unseen… Far better to tell anyone who’s never been up this stunning climb that a diversion from their journey is well worth the effort to stand on that hilltop and drink in the scenery. I ride a lot in Wales and I’ve never yet run out of new vistas to savour – look at Wilko’s pictures to get a hint of what the place offers.
The riding shots involved giving the Super Rocket some stick up and down a stretch of the Horseshoe on a quiet, sunny day. We used a succession of bends of varying tightness, and the flexibility of the Mikuni equipped engine was impressive. On one tight climbing bend I had initially dropped into second, but I realised even in third the bike would comfortably swoop through this right-hander and accelerate strongly up the following climb.
This is the first Mikuni equipped British bike I’ve ridden and I was most impressed. I remember the late Phil Allen explaining how tuneable they were, and here was proof. I can also recall an interview with Barry Johnson, long time Amal sales manager, who said that he would call on big customers like BSA every autumn to discuss the coming model year’s requirements, only to be told that they couldn’t possibly accept a price increase in the current market conditions. Mr Johnson, nobody’s fool, put it: “If you couldn’t put material price increases on the invoice, you took it out of the product.” Mikuni today seem to be in the happy position of selling to the classic bike market on quality and not subject to customers’ dictation.
Making progress with minimum waste of time (how the Institute of Advanced Motorists and their bike branch put it) up and down the Horseshoe on a noisy BSA could have been prize bait for officialdom, but in half an hour or so of enjoying myself there was no interruption. When I stopped, Bob thanked me for letting him hear his own bike at work, which made me realise that few of us get to hear the sound our classics emit and could see why mates swap bikes – the listening can be almost as good as the riding.
You couldn’t describe the Super Rocket as an overlooked classic, because any member of the BSA A10 family line is going to be a good motorcycle, but with a genuine RGS now fetching five figures and the basic A10 to be found for £3000 for a good ‘un, the Rocket should be worth any serious rider’s attention. Its power unit is virtually the same as the RGS, (8:1 cr against the RGS’ 9:1) and a less generous selection of specification alternatives, but it’s damned nearly an RGS engine, housed in a capable rolling chassis with the added benefit of a comfortable riding position. A bike to live with very happily.
Is the A10 BSA’s best ever? The 650cc A10, better known by the more glamorous title Golden Flash, was launched at the 1949 Earls Court Show, the established 500cc A7’s big brother for the 1950 season. Engine dimensions of 70mm bore x 84mm stroke gave a capacity of 646cc and the bike was an instant success, used either to haul a sidecar or cover ground at speed. At 105mph, it was the fastest bike tested by the weeklyMotor Cycling that year. In 1953 came the Super Flash, aimed at the American market with its tweaked engine, a power output of 42bhp and a genuine top speed of 110mph. A serious piece of kit in 1953 and very rare today, but all that power in the old plunger sprung frame was pushing the envelope somewhat.
The line’s natural development came in 1954 with the swinging arm frame, and the rather dated Super Flash was joined and then superseded by the Road Rocket, using the new frame. That model in turn became obsolete when the Super Rocket arrived in 1958 and stayed in production until the pre-unit construction line expired in 1963. It has a slight power deficiency when set against the more glamorous Rocket Gold Star, but it’s much cheaper to buy and the chiropractor’s bills will be fewer. As a blend of traditional BSA sensible riding values and enough performance to easily lose your licence today, I would suggest it is the best of the Beesas.

Yamaha Aerox

The Yamaha Aerox 

• Well.. the Aerox has been going so perfectly and still feels very fast. The next bits I was to put on are a bigger front brake disc and caliper adaptor. I will have to source these from the UK so I may as well order a few more pieces.. maybe Halogen headlights and EGT (exhaust Gas Temp) Guage. I am tempted to midify the headlight myself and put in 2 x Halogen lamps and relay. I should be able to mould the Lamps into the headlight internal part that moves with the adjuster screw, therefor stil giving me lamp adjustment, higher and lower. If you focus above the rear tail lamp, you'l see I've hotglued in and wired up a bunch of 6 x  high bright red 10mm LEDs. These look very bright from behind and are wired to be on always when engine is runing and headlight switch is 'on' position. I've been running stainless steel braided fuel line and oil lines. I have also modified the exhaust tip of the Giannelli Sprint. I've cut off the end and welded a stainless angles bend to it. I think it looks nicer. lol   Posted Oct 17 2009, 07:16 PM by Aeroxracer with 2 comment(s)

• Other Bits and Parts.. Pics

  Some pics of Dellorto 22mm Carb Malossi Kit Currently I'm using an 88 Main Jet MHR Delta Clutch Malossi Prodigy Rear adjustable Pulley. On below setting at the moment. The old original pulley has worn out badly.. I tried a Leo Vince ZX Exhaust also but decided to stick with the Gianelli Sprint for now. I'm needing a more racey pipe like a Yasuni. The ZX peeked at 7000rpm but I'm lookin to peak engine at 9000-10000rpm. The Sprint is a slightly shorter pipe over the ZX. Sprint sounds raspy and the ZX sounds a bigger and more powerful sounding exhaust. Posted Sep 10 2009, 06:25 PM by Aeroxracer with 1 comment(s)

• Reed pettles, Valves and gearing issues..

  Well with Cylinder done, run-in and running oh so sweet, it was time to play with the reed valve. I fist remove the standard reed block, removed the metal standard reeds because I am revving the motor to 9500rpm now (1000rpm over standard redline), so I was conserned about the metal reed pettles snapping off and potentially destroying my engine. I next installed some Malossi 0.3mm Carbon reed pettles into it.. I didn't notice any speed increase with this modification but it gave me some peace of mind because if carbon reeds break off at high RPM, there little chance they will do any damage to the engine. Strangely enough though, the engine did begin to start up much easier in the mornings from being dead-cold. Starting on very first turn of the key, with a little choke on. Hmm I got a call 2 weeks later from GPS Imports (my usual dealer for parts here in Melbourne), telling me the Malossi Reed blocks for Aerox 100cc had just arrived.. yes I couldn't resist to get one and find out if they were different to the original, and if so, how. About $100bux later and here it was. The first thing I had noticed was that the whole body was coated in rubber, as opposed to the original which is bare metal and lightly rubber coated on the surface the pettles flapped on. Also on the new Malossi unit the pettles were slightly larger in length and width. I thought there was not a great deal of difference to the original.. until I turned it upside-down. From this view I could see that the total valve area was much much larger than the original. Longer opening and wider opening. If I was to guess, I'de say the Malossi value could pass/flow about 30% more volume of Air-fuel mix through it. The full thick rubber coating on the Malossi value body also allowed me to not have to use a paper gasket on the mounting surfaces as the rubber coatings provide a good seal to engine and intake manifold. With the new valve installed, the easy cold starting was still there and I've noticed more top speed of about 5kph although its getting hard to measure top speed now because the numbers on speedo end at 120kph. The needle looks like its pointing at  about 130-135kph so the Aerox winds off the speedo heaps. Gearing issue's.. For a long while now, the Aerox has had 20-60kph problems not excelerating hard like it does after 60kph. This is because the gearing is shifting up taller too early and not letting the engine use its most powerful RPM's of 8000rpm+. At 20kph-60kph it revving from 6000rpm-7500rpm, which its still putting out decent power but no where as much as it does after 8000rpm. I've been stratching my head for ages trying to figure out what could be causing the gearing to up change too early. I've tried changing Contrast springs from standard to yellow (which I use now) and even tried a red spring with no difference at all. I've tried different belts and even adding a spacer washer in-between the variator, thinking maybe the gearing issue was to do with the wider malossi Kevlar belt being wider than standard and sitting too high in the variator. This wasn't the case because the spacer made no noticable different at all, only lower my top speed slightly. So I'v been running no spacer in variator and using Yellow Malossi read contrast spring now for a long time. Today I had an idea to dis-assemble the read torque pulley completely and check for anything unusual. This was a great idea lol, because it turned out that the problem is coming from badly worn out guide chanels in the rear pulley. As you can see the chanel where the pin run allong to control opening and closing of the pulley is very worn out and causing the pulley to open up (raise gearing) too early and too easily. So next mod is definately a new real torque pulley from either Malossi or an eBay shop from Taiwan item made by Prodigy, a standard Yamaha Item could also be used. Over the next week or two I will be working on fixing this problem up and post results and pic here in my blog. Posted Jul 30 2009, 07:41 PM by Aeroxracer with no comments

• Latest progression..

  Well, I haven't been able to play around with the Aerox for a couple months now until a 2weeks ago, which is when my latest addon to enhance power further a 120cc Cylinder kit was optained. Below is a comparison between the original cylinder and the new Clyinder kit.  I knew my standard cylinder was hurting me makin power but when I finally stripped the cylinder off and took a close look at the ports and piston, I knew I would see nice power gains with new cylinder / /piston kit. Its also a bigger cylinder and piston. Original Piston = 52mm New Piston = 55mm The exhaust and inlet ports are bigger also, expecially the exhaust port, Its large and kinda wide. I raised the Aerox of the motor / rear wheel assemble and rested bike on a seat. Things are very easy to work on when apart like this Here is a fast scetch of the new cylinder..   ENGINE MODIFICATIONS :                                                                          MAX SPEED (flat road no wind, head down) (All tests with 98octane fuel and reading taken off speedo) Lighter Original Rollers 6g Malossi x 6                                                            80 KPH Malossi Red Airfilter on Original Airbox                                                           82 KPH Malossi Kevlar Belt (was wider than original 1-2mm)                                        85 KPH Malossi Multivar 2000 Variator (larger rollers in it 12gr)                                     90KPH    (Was highest top speed but was bogging under 6000RPM and slow take offs) Malossi 9.3gr Rollers                                                                                    85KPH     (Gave me slightly less bog under 6000rpm 55kph, but 5kph less top speed - nicer to ride tho) Gianelli Sprint Exhaust                                                                                 85KPH     (I was shocked to find the pipe gave me no extra power, just a better note, this is when I knew standard cylinder is robbing me) Malossi Dellorto 22mm PHVB Carburettor Kit 22mm Intal rubber also.              85KPH     ( Grrr Had nicer throttle responce and very more powerful in cold weather somethimes - Cylinder must go.. ) Malossi White Clutch springs in Orig Clutch.                                                  85KPH     ( Revved to 5500 to grip on and originaly used to grip at 4000rpm - felt slippyer but bit nicer to ride. ) At this point over the last couple months, the engine at time felt so gutless becaust the cylinder was so old and blocked and also very restictive port size and layout.  Another $200 (cheap) for 120cc 55mm sport kit later and.. 120cc 55mm Sport/Race Cylinder Kit with extra 20cc over stock                     ???120+???Guessing but becaust the engine is only hours old I havent held open throttle very long.. It feels like total rocket .. at 10% throttle Im reaching 80kph and when I give 1-2 secs of full throttle the Aerox totally rockets off.. I'l post results here in  few days when i can test more and engine can be punished more. Update: It has been a few days now and I'v been opening up the throttle allot more. I'm in love with my AeroxR 120cc so much more now.. It's gone from sporty Zippy 2stroke scooter to a seriously fast Machine. So with the throttle opened full for about 10secs from 60kph+ then Aerox shot off to 130kph (speedo ran out at 120kph) and there was even more still in it, I just didnt want to keep the throttle open for too long until I start using Synth Oil again and have a chance to go over the whole drivetrain of the scoot to re-tighten and re-adjust all the bolts and make 100% sure carb jetting is ok. Its a good thing the Aerox is one of the best handling scooters available, with this new found power and speed. I'v ridden about 6-8 scooters that come to mind, and some of them even didn't feel stable at 60kph, let alone 120-130kph. Yamaha Aerox come with light alloy wheels.Michelin semi-slick tyres, Brembo brakes with 2 piston calipers and braided stainless steel brake lines to prevent brake line ballooning under heavy braking. The Piaoli Suspension systems on the Aerox finish off the handling package nicely with perfect bump/rebound rates (for my weight anyway.. 66kg).   Posted Jun 27 2009, 07:19 PM by Aeroxracer with 1 comment(s) Filed under: aerox 100cc yamaha malossi gianelli dellorto scooter blog

• Modifications

  As I'v just started the blog, I'l add more pictured as I take then while playing with the bike ect. The first thing I changed was the rear tyre because the Michelin Bopper was worn. The rears seem to ware out much quicker than the front.. obviously this is because its carrying the most weight. I replaced it with a Michelin Pilot Sport Scooter 140/60/13. The Front Michelin Bopper is still fine althought it will be replaced soon, the compound seems to be getting hard because of its age or ware. I'd much rather get New Michelin Boppers but I cant find anywhere in Australia that sells them and when I phoned Michelin headquarters, I was told I'd need to import the as they are only sold in Europe and U.S.A. Above is a recent photo.. the tyre is still great after 1year and 18000kms :D The Next mods I did was abit of Painting.. I painted wheels gold/champaine colour, rear undertray white to look more racing style and kick starter black. I also added some Red Dirtbike handgrips which dont slip like the originals in the heat and feel great. The rear mudflap also got chucked in the dump.. yuk! ..And I added matching red anodised alloy tire valve caps to the wheels.