predict the loadings on this kind of chassis to do any rigorous analysis. Nelson’s Superstock engines are impressive, “The Nissan VK 56 and Toyota 1UZs that we prepare for Superstocks are a different proposition,” says Nelson. “These engines have a 4L capacity with a 10 to 1 compression ratio, which is extremely low, but we are able to get over 500 bhp from these engines running on a single carburettor. This is an impressive amount of power from such a lightly stressed engine.” The rules dictate retaining the 10 to 1 compression ratio, which is good because it keeps the budgets down. As soon as you increase the compression ratio everything else must be strengthened and reworked so the costs can get out of control very easily. “It would be nice to have fuel injection on these engines, but the rules dictate the use of carburettors,” says Nelson. “Our Superstock engines are pretty cool considering Superstock is a full contact motor sport.” Superstock racing is very popular in New Zealand, but like V8 Supercars the concept doesn’t travel very well. Nelson also sells kit sets for most of their lower to 22 February 2016 medium budget engines. “There are a lot of people in New Zealand capable of bolting an engine together, but it’s hard for them to compete with what we can do, as far as the maths and design goes,” says Nelson. “So its good for everyone if we put a lot of the important parts on the open market. It would be arrogant of us to expect every competitor to buy an engine from us, so we make a lot of our parts available to anybody. It’s a winwin, by mass producing things like brackets, pulleys, cam-shafts, even CNC ported cylinder heads, it keeps the cost down for everybody, keeps more engine builders in business, and the sport prospering as a whole.” Because the Superstock rules dictate that the engine must be normally aspirated and fed from a 4 barrel Holley carburettor Nelson has designed a special carburettor adapter to connect a four barrel Holley to a custom, flowed inlet manifold for the Nissan VK 56 and the Toyota 1UZ V8s. When Nelson says he makes (or commissions) everything he means it, including aluminium brake rotors, flywheels, camshaft and waterpump pulleys, but he usually manages to incorporate a Mark 2 Cortina cam belt tensioner in there somewhere, as they are still plentiful, economical and they do the job. He has plans to make camshafts and crankshafts when he can make room for a CNC lathe. “When it comes to pistons, if we could forge our own, we probably would,” says Nelson. “But as that is well outside the means of most engine builders, we typically send a drawing to Ross pistons in America, or just use blanks and finish machine the top profiles.” There is a big flow bench in the shock absorber dyno room, which again is surrounded by boxes of shock absorbers in various states of repair. The shock absorber dyno room is at the heart of the testing and recycling part of the business. Shock absorbers are pulled apart and serviceable parts are reused – the rest is scrapped. “The problem with working in the speedway racing business is that the budgets are not over the top, but everybody wants the best equipment, so nothing is thrown away if it can be reused,” says Nelson. The engine dyno is next door. “We try to organise all the engine dyno work for a particular type of engine into one week,” says Nelson. “Because dyno testing K I W I M A D E Custom drive shaft coupling. 3D printed intake trumpets. Kent engine ‘school project’. 1500 bhp Sprint Boat Nissan VK 56 Engine.
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