auto racing

We sit down with Murakami-san to discuss J’s Racing, his love for Hondas, and that engine blow-up.

ASM: Firstly, welcome to Australia. Is this your first time to our side of the world?
Actually no, it’s my second time. Though my first visit was many years ago, and that was more of a holiday. I love it here! This time around I’m here to see JDM Concept, who we are proud to announce have just become our Australian distributor.

ASM: Tell us a little bit about the background history of J’s Racing.
The J’s Racing company is 17 years old, so we’ve been around for a very long time. However, when the company first started, it wasn’t as a tuner. Initially we sold used cars. What we would do was buy modified cars and dismantle the aftermarket parts, returning them back to standard. We’d then sell the cars and parts separately.

ASM: So how did J’s Racing move from that to becoming one of the leading Honda tuners?
It was 13 years ago that we, as a company, entered into a race. It was an all-Civic race, and we were racing an EG6 Honda Civic Si-R. We found that the car needed more speed and performance, and so we started looking into making our parts for what we needed.

ASM: When did these parts become available to the aftermarket?
Three years after that, so ten years ago.

ASM: What would the tuning philosophy of J’s Racing be?
I guess it is important to state that we do not make parts purely for the sake of it… 

ASM: You mean you don’t make parts to capitalise on the market?
Correct, yes. The parts we make are borne from the race track. All of the parts we develop are things we’ve found we have needed in racing. We make parts, we race with them and, if they are successful, we make them available to the public. Of course this means that a lot of our products are made purely for race use. For normal street use they aren’t as effective, as to maximise their full potential you need to use them in racing environments.

ASM: Tell us a little bit about J’s Racing HQ.
We do nearly everything possible for Hondas. We do full race preps – including chassis strengthening – to installations and even regular servicing for tuned street or race cars.

ASM: And you are located in Osaka?
Yes we are. For our Japanese customers in other parts of the country, our parts are also now available through Super Autobacs. In terms of internationally, we have a dealer network around the world: U.S., UK, Germany, Greece, Asia and of course now Australia.

ASM: Now it is obvious that you’ve travelled a fair bit around the world. So in the context of the Honda communities that you’ve seen in various countries, what would the most common mistake be that enthusiasts do?
[Thinks] Overall I think that Honda enthusiasts aren’t making any big mistakes in what they do in terms of modifying. Although, I’d say one thing would be that often enthusiasts are choosing exhaust diameters that are too big for their car.

ASM: In terms of the export market, is the U.S. still the biggest?
It is yes, but I guess the U.S. is different to the UK, Asia and Australia.

ASM: What do you mean? Like a demand for difference in products?
Not really a demand for different products, but that each country is a bit unique in terms of car choices. For example, in the United States, the S2000 is extremely popular, along with the Civic and Integra. In Asia, the Fit is the most popular. 

ASM: Besides those cars you mentioned, what modern Hondas is J’s Racing focusing their efforts on?
Definitely the new [JDM FD2] Civic Type R, which we see as the next popular Honda car.

ASM: Do you see a lot of potential in it?
Oh yes. For example, the S2000 is a very nice car. However in our eyes, it is almost ten years old. In Super Taikyu, the DC5 is faster due to its weight. And so we feel the new Civic Type R will be the next evolution.

ASM: What about the NSX? Have you heard anything about it?
We’ve probably heard similar things to you in terms of its performances around Nurburgring, and it is definitely a car that we’ll be excited to develop once it is released.

ASM: And what would your favourite Honda be of all-time?
[long pause] It would have to be the CL7 Honda Accord Euro R. My personal favourite.

ASM: Why is that? Because of the mix of comfort and sport?
Yes it’s a very, very good car, because no matter how you use it, it is fast. It’s great on the highway, can be used on the touge and even circuit. And of course it offers luxury.

ASM: J’s Racing has certainly grown in notoriety for its S2000’s stellar performances in various Hot Version battles. My question is, who gets to choose the driver? Do the workshops have any input in saying, for example, that we want X or Y driver to steer our car?
Unfortunately we don’t get to choose which driver races our car. That is decided by them.

ASM: An incident happened in one of their races at the Maze circuit [Hot Version: Battles at 10,000rpm]. It was an all-S2000 race, and Jyuichi Wakisaka was driving your car. Something happened – there was fire beneath the car – before the video cut away quickly. It sounded like an over-rev, but there wasn’t an explanation and so not many people know what really happened.
[laughs] Yes he over-revved the engine on a down-shift, but apparently that’s meant to be a secret!

auto black vol I

This is the car that has monstered our Circuit Battle competition, has won many a Dutton tarmac rally against some of the meanest Porsches, Evos, STis and other GT-Rs and is now a Tsukuba veteran. This is Mark Berry and Russell Newman’s awesome R32 GT-R Skyline.

By the time you’re clicking through these pages, the Berry/Newman car will have gone to Japan and competed in what is surely the holy grail for lap sprinters around the world: a genuine time attack event at Tsukuba circuit, Japan. The event, known as the Rev Speed Time Attack, was held on December 5 (although this story was written shortly before it) and boasted a star-studded entry list that included JUN, HKS, Tomei, RE Amemiya and even two teams from the UK!

What had proven to be adept at monstering the competition in Australian motor sport was going up against some of the most carefully prepared, big dollar, multi-national corporation-backed juggernauts in a knock ‘em down, drag ‘em out battle royale. So, to present a firm challenge to this daunting field full of mechanical insanity, the boys had to take their road-going GT-R into full race specification.

We’re talking about a big dollar new engine that has been built from the ground up, new suspension, a thorough diet to reach a new target race weight and more. The whole car was gone through so that it would do Australia proud when it hit the frozen tarmac early in the Japanese winter and to present a real challenge to the rest of the world.

Taking an all-Australian developed car to the home of Time Attacks (and the Skyline) is a hugely ballsy move, because there is more than just Mark and Russell’s pride on the line. Japan is one of our local aftermarket’s burgeoning new marketplaces, so these guys had to be sure that their products would perform on-par (or better) than the world’s best, because any embarrassment could have major implications for the growth of their businesses.

Before the latest rebuild, the R32 retained most of its street car DNA, produced around 400kW in a responsive and torquey manner to suit circuit driving and ran a best of 10.02 seconds at 137mph on the drag strip. But, to compete against other cars that had been built from the ground-up with only the Time Attack regulations in mind, quite a few radical changes had to be undertaken, rendering the machine a race-only proposition.

Firstly, a race weight of 1300kg was deemed to be one of the main targets for the vehicle, and with much of the original bodywork still in place there were quite a few gains to be had. The interior was already gutted in preparation for the On Track Engineering Chromoly rollcage, while a custom-made carbon fibre boot lid and door cards from Carbon Components got the nod and new gutted carbon fibre door skins were fitted (saving some 24kg each!), plus Lexan windows to replace the heavy OEM glass.

Shedding those kilos helps the performance more than many would expect, with later braking points, higher corner speeds and better acceleration all possible through minimising fat on the car. On top of this, some racers have found that their cars use less fuel (as there is less mass to haul) and that they can then run lighter fuel loads, which helps weight even more.

Along with the roll cage, the chassis preparation also extended into getting the BNR32 corner-weighted, which is a massive amount of work but absolutely necessary to get the best out of the suspension set-up. It’s a technique that many touring car racing teams go through before each round, tailoring the handling for that particular circuit to suit the majority of the bends (either left or right) and something most other Time Attack teams do to eek out the merest of advantages over Tsukuba’s short distance.

Corner-weighting – and this is a simplification of the process – works off positioning the vehicle’s mass in the best location possible for braking and cornering and also managing energy transfer during that time. While negotiating a turn, weight will shift diagonally across a vehicle’s chassis, so in a right-hand bend the weight (and energy) will move from the left rear to the right front, causing issues with balance and grip (otherwise known as understeer and oversteer).

To remedy this, the car is put on scales and the mass of each corner is measured independently from the others and then the adjustments start to raise, lower, stiffen and soften different ends. However, changes made to one corner will affect the other three, as taking weight off the front left will also take weight off the right rear and place more weight on the opposite corners. Much like Old Man Newton said, for every action there is an equal and opposite reaction, so if weight is wound off struts on one diagonal axis, then the opposing axis needs to be stiffened by equal measure.

The coilovers being adjusted in question are nothing short of the Holy Grail for many tuners: hand-made remote canister Swedish Ohlins units bought through ex-pat Aussie Steve Bijok of Arabian Automotive Technologies in Dubai. Apart from being lighter in weight than a conventional coilover strut, the fluid-filled damper is kept cooler as there is more fluid available and the heat doesn’t get trapped in the body like it would on a normal unit. This means it is able to control compression and rebound forces more accurately as the oil is kept at its peak operating viscosity.

AUTO STYLE

Wanna learn the right way to deck you car out widebody? Please, let us introduce you to Bernard Ling and his monster ZZT230 Toyota.



For more than thirty years now, Toyota Celicas have been finding their way into the hearts of modifiers and driving enthusiasts around the globe. Since the very first model was rolled out, there has always been something special about the Celica; always something that grabbed peoples' attention. While there may have been some models that captured more hearts than others, you can be sure that for every single generation of Celica released you will still be able to find die hard enthusiasts blasting away on Internet forums about where they might source that rare set of wheels or a replacement bumper for their pride and joy.

For each generation of Celica, Toyota has aimed at breaking ground in one particular engineering aspect of vehicle design: during the ‘70s they worked on creating accessible rear drive sports cars and developing great twin cam engines, while during the ‘80s and ‘90s they broke a lot of ground in making cost effective and sporty 4WD and FWD drivetrains.



From its very beginnings, the ZZT230 model was designed to pave new way in automotive styling. Toyota wanted to try and show the world what could be done to make a car look completely futuristic and yet at the same time be able to age gracefully. They wanted to deliver a shape that would capture people’s hearts and hopefully be looked back on in years to come as another great Celica. What they were aiming for is so very, very difficult to achieve, however: capturing that winning exterior design is like the holy grail of automotive manufacturing and not many styling teams ever get to drink from that mystical cup.

Now, if Bernard Ling's dedication to this particular ZZT230 is anything to go by, we think Toyota may just have come very close to their goals of capturing hearts with their sleek automotive styling. Bernard purchased this Celica almost six years ago and in that time has added to it with only his personal take on the ultimate looking ride. Since being in his possession, this car has grown by about double in size thanks to some of the most extreme aftermarket metalwork you are likely to see on the streets today. The car is wide - and as we all know, wide is good.



Bernard is the kind of modifier that we here at ASM really enjoy. To look at this hardcore, decked out Celica you may think that he has been modifying for decades, building a new project car every year; but in actual fact, the reverse is true. This here 2002 Celica is Bernard's first car and he has told us that prior to starting on this project he didn't know the first thing about cars. We guess then, that their must be something hardwired in certain people's DNA that predisposes them to wanting to take a car and push it to the very edge of what is possible with modification. So, six years ago, Bernard rolled out of the Toyota showroom with a brand new ZZT230 Celica and the journey of customising began.

 Widebody conversions have been prevalent in our scene for a good while now and considering we are all die hard engineering fans, this is something we've been very pleased about. Increase your car's track, throw in some good suspension, plus some wide rolling stock, and you will be well on you way to racing nirvana. But, while it is all well and good to slash up your original guards and throw on some overfenders, how good would it be to actually maintain your car's original lines throughout the new design? This is exactly what Bernard has been able to achieve with this six year project and we have to say that it looks simply amazing.



To achieve the widening, each front and rear fender was carefully and precisely cut and new metal inserts welded in (60mm was added at the front and 80mm was added at the rear). This is the sort of process that can be very tricky, but as you can see from the results, the team at Racing Project has done the job very well. When it came to sorting out a front bar, rear bar and sideskirts, the guys had to once again get the cut and shut tools out to custom fit the Veilside pieces; which were originally designed for a much skinner Celica. Finishing everything off is the rear spoiler moulded into the tailgate with custom numberplate lighting, as well as custom door handles with electric solenoid door release, and a shaved rear windscreen wiper. For those that might be wondering about the colour scheme, Bernard selected a Candy Apple Red base and then went with black for the bonnet scoop, diffuser and tailgate lining.

Look at the car from a few different angles and it still looks so very much similar to the original gracious and flowing lines of the standard model, but catch it in full view of the massively increased track and it looks like you are standing in front of a supercar. To fill the enlarged guards, Racing Hart are the wheels used - 19x8-inch on the front and 19x10-inch on the rear – matched with adjustable Zeal Function B6 coilovers.



As is fitting for a car that looks like it is just about to hit the track, the stoppers on this here Toyota are nothing short of insane. Peeking past the massive rims you will spy 8-piston Brembo calipers and 15-inch slotted rotors up front, while in the rear lies a set of 4-piston Brembo calipers and slotted rotors. What is especially great about Bernard and the way he has built this Celica is that he has been able to have the whole car fully engineered, even with the use of a braking setup that would be just at home on a V8 Supercar.

As you’d expect, the stereo system that Bernard has had fitted to the car is pretty much as extreme as the work he has done with the widebody kit. There is some serious kit hiding away in the dash, and some adequately powered subs ensuring that the car can be heard coming. For all you audio tech heads, check out the specs box for more info.



While engine modifications haven't so far been drastic from Bernard, we think that considering Toyota's original aims were primarily of breaking new styling ground, then this is rather fitting. Toyota wasn't trying to build the most ball-tearing of ultimate performance vehicles, but rather they were trying to make new, interesting and hopefully influential statements about their ideas in car design. Had they gone and decked the car out with an insane powerplant and uber-complicated-electronic 4WD system, it would have no doubt been rendered out of the 'accessible' tag and would have been a rarity on the roads. Thanks to tuners like Bernard though, we can see just how insane a car the Celica can be when given the right treatment.

GIRTH BY SEA

Low, wide and boasting enough power to torch all four tyres, Miranda Moyle’s FATGTR Skyline ticks all our boxes



Go to your computer and give it a hug. Why? Because without a doubt we can thank the Internet for opening up the options available to today’s car modifier. A couple of clicks of a mouse on any regular home computer can see an open, fertile mind being pummelled with images and specifications of insane rides from thousands of kilometres away.

Even better, thanks to forums and hosting sites like YouTube and Photobucket, we can see and hear modified cars from across the world in action. This can be dangerous to your wallet if you own something as easily modified as a GT-R Skyline. Think about the first time you saw a video of a big-power GT-R launching off the line or blasting supercars at insane speeds, and just imagine the havoc that would wreak in a stock GT-R-owner’s mind at the potential maelstrom waiting in their car.

Right now, there are probably GT-R owners amongst the people reading this story about Miranda Moyle’s R32, scanning the specs list for inspiration of modifications to do to their car, dreaming of opening the bonnet of their Godzilla to see a snake’s pit of braided lines, before squinting into the reflection off a highly polished custom high-mounted billet turbocharger. For Miranda, it’s been a long two-year road to get to this point, but when the results are as stunning and well-presented as this, we’d say it is two years well-spent.



From the outset, the 30mm-wider guards and Andromeda paint assault your retinas, showing off the hard work from Adrenalin Auto Styling, who are responsible for the bonnet, front and rear bars, and side skirts. The custom bonnet and front-bar give the front-end a distinctive, angry appearance, while ensuring that plenty of cold air gets through the intercooler and the hot air is expelled out the vents.

Complimenting this aggressive exterior are the 18x10.5-inch Work Meister rims. The wheels are one of the most sought-after rims not only for GT-Rs, but any classic Japanese vehicle. With the extra girth packed onto the track of FATGTR, the wheels now offer more dish than usual and really do enhance the aesthetics to a point of near-perfection.

While some people would think that the car would be pretty sweet at this point, Miranda and her fiancé, Adam Drady, pushed on to build the Skyline into something that would be considered as a righteous interpretation of what many consider the ultimate ‘90s tuner car. This called for plenty of engine mods to the RB26DETT to liberate the bulk horsepower we all know is lurking inside the motorsport-derived in-line six-cylinder. Isn’t it great that there is so much information on the Net about these motors?



One of the tried and true ways of getting that huge power figure is to ditch the two smaller snails for one large, high-mounted single turbocharger. Although it was initially only used in Japan on drag and Wangan-style GT-Rs, plenty of Australians, Europeans and Americans have trod the “big single” route to kilowatt Nirvana. On top of that, FATGTR certainly pushes the right buttons with exceptional detailing on each of the high-performance parts making this engine bay walk the line between a show piece and track tool. Our recommendation is to take some time out to really appreciate it all.

Internally, a crankshaft from an R33 GT-R, ACL bearings, CP pistons and Eagle con rods form the textbook forged bottom-end that can take the bulk of the horsepower increase. On top of that, R32s suffered oiling problems, so with this new short-motor mated to an upgraded Tomei oil pump and Tomei sump there will be no lack of the slippery stuff in the RB, because let’s face it – there’s no point making 10,000kW if your car only does it once.



Other items chosen for the safety of the in-line six are the 850cc fuel injectors, twin Bosch 044 fuel pumps and the A’PEXi PowerFC D-Jetro – which lets Miranda ditch the pesky air flow meters for a cleaner, easier air intake as the D-Jetro runs solely off the MAP sensor.

Other ancillaries fitted to the engine include an HKS twin spark ignition system to stop the boost blowing out the spark at high loads, a Turbosmart e-Boost electronic boost controller and a custom front-mounted intercooler kit from Fantasy Performance.



Up top, the RB26’s head runs OS Giken cam gears and lumpy Tomei 262-degree cams to suit the peaky top-end rush of the Mr Turbo billet Z-P huffer, which is a Queensland made product also seen on Mark Navcic’s GODZLA R32 GT-R. With the large-frame Garrett-based turbo slung on a Fantasy Performance exhaust manifold, and with boost bled off by an HKS 60mm wastegate, Miranda needs the four-wheel-grip of the GT-R when all 22psi hit the tyres in a massive top-end rush.

While they could have gotten away without running the aftermarket cams, the truth is that a high-mount big turbo will make its power further up the rev range than where stock cams will be at their most efficient, so the prudent choice is to change the cams to shift even more of the power towards redline. And when you experience how a GT-R with these mods comes on boost you’ll understand exactly why so many people take this line. If you consider that Miranda’s FATGTR has spun the Auto Salon dyno rollers to 379kw at the treads, that is one hell of a rush to experience!



A stock clutch was never going to cop over 500hp at the treads, so an ORC twin-plate clutch was installed. The twin-plate means Miranda can run a less aggressive pressure plate, but still get the clamping force required by such a powerful motor and all that torque the RB26 is putting out.

Handling is taken care of thanks to the ever popular Cusco coilover struts, while a Cusco strut brace also adds more bling to the engine bay already shining from the huge amounts of braided hose snaking its way around the RB motor, not to mention the polished compressor housing of the turbocharger.

On the braking front, there are a seriously huge set of stoppers peering out from behind the front Work rims, with KTS brand callipers, rotors and pads being given the nod to haul up the four-wheel-drive terror from the insane speeds it can reach. Considering the big power, it’s a very wise upgrade.



Inside, there is a mix of street and track themes with a pair of Bride-trimmed recliner buckets holding passengers in place when the roads turn twisty, and Miranda saw fit to have the door card inserts trimmed in the matching Bride material for more JDM flavour. There’s a pretty sweet stereo install too, featuring a Kenwood DVD headunit, Fusion front speakers, Bzerk amplifier and an Alpine subwoofer.

The Auto Meter monster tacho will mean the driver doesn’t ever miss a shift, but it is the way it has been mounted – with the Auto Meter volt gauge and Defi water temp, oil temp and boost gauges affixed to it in a clock-like layout – that will surely grab the most attention. While most people just mount theirs in a row in the glovebox, or dash-top, Miranda has come up with an innovative and easily viewed solution.

All in all, FATGTR represents a fantastic blend of street detailing and race engineering – bolt on parts and a lot of individuality combine for an exceptionally well finished car boasting plenty of drool-worthy parts. With nearly 400kW at the wheels it certainly backs up the Godzilla legend and should provide plenty of inspiration for others out there around the world. 

TESTED: CIVIC TYPE R

Think the Type R’s been watered down? Seems like Honda has heard your cries.

Ask a performance enthusiast what first pops into their mind when you mention ‘Type R’, and I’ll bet a fiver they’ll use adjectives like ‘raw’, ‘harsh’, ‘rev happy’, ‘brutal’. Indeed, Honda’s Type R-badged cars are synonymous for being painfully unrefined, with the original EK9s and DC2s being stripped of anything that went against the R’s mantra of more power, less weight, and nothing in between. Sound deadening was deleted, the suspension was spine-snapping stiff, the chassis stiffened, and even the windscreen’s thickness was reduced to save precious grams.

However with each new generation of Honda, the Type R variants became softer. Creature comforts returned, the buzzing road roar – a by-product of any car that doesn’t have tar between you and the road – muted, and overall it had become, well, more compliant. Purists – and Type R fans were certainly sticklers in this respect – cried foul. What Honda was doing was nothing short of sacrilegious. This went against everything the Type R stood for.

Compounding this was a growing jealousy amongst Australian Honda enthusiasts, who looked enviously at the JDM FD2 Civic Type R. Although based on the sedan shape, the Japanese had the full strength 165kW K20A as well as a compliment of Brembo brakes.

When Honda announced a couple of years ago that the Type R badge would return to Australian shores after a brief hiatus, the purists were dejected that we would only be receiving the UK-built FN2 hatch rather than the FD2 sedan. Although few would argue that the hatch is nicer on the eyes than the four-door sedan, Type R’s were not about the aesthetics but rather the exhilarating ride that left drivers gasping for breath.

To Honda Australia’s credit however, it seems that all the bemoaning hasn’t fallen on deaf ears. This year’s line-up sees the launch of the 2009 model of the FN2 Honda Civic Type R. Unveiled at the Melbourne International Motor Show earlier this year, the new Type R addresses two of the biggest concerns the diehards have long harboured towards the Sunderland-built version.

The most obvious is the new colour option: white. But not just any white; Championship White, the colour synonymous with Honda’s racing history and the exclusive trademark of Type R pedigree. Although it’ll seem frivolous to those who can’t see the importance of a white paint option, trust us when we say the Honda fans will be nodding appreciatively. 

And seeing our Championship White test car in the flesh was certainly impressive. Put simply, there’s something just right about Type R’s in white and the way they contrast so strongly with the red badges. It just works. If we could have things our way, all Type Rs would be white, period.

Having already tested the FN2 hatch upon its Australian debut, we were keen to embark on our week-long test to see what amendments there were to this year’s model. Although not a facelift per se, there are a multitude of subtle improvements.

A poke around the cabin uncovers a USB adaptor and auxiliary connector within the centre console box. In the previous version an iPod connector was only available as an option, and so this inclusion will tick a must-have box for the majority of us who have a portable MP3/WMA player.

Although there’s plenty of glass to aid rear visibility, the rear spoiler has always been an obstruction. Subsequently, Honda has now included reverse parking sensors, which are colour-coded and nestled along the bumper. There are faint alterations along the exterior too, with a smoke chrome finish now used on the door handles and fuel filler lid. While we never needed to experience it during a seven day test, we’re told that the Type R also has an automated tyre deflation warning system, which will ping the owner if one of the tyres suddenly drops pressure.

While all of the above are nice touches, what has transformed this car is the limited slip differential. It seemed borderline incredulous that it was omitted the first time around, and the difference an LSD makes in a hot hatch like this is about as subtle as letting off a firecracker in a cinema. It’s a completely and utterly different beast to drive. Whereas in the old model there was the annoyance of the inside wheel lighting up like a banshee out of tight corners, the LSD-equipped Type R is the polar opposite. Totally poised, direct and formidable.

With two Series 1 FN2’S in ASM’s extended family, we were able to conduct back to back tests along some of our favoured twisting roads. While straight-line comparisons netted similar results, there was no competition when it came to cornering. String together a couple of tightening radius corners and the gap quickly went from two-car lengths to six. It comes as no surprise to learn that the LSD-equipped version lapped the Tsukuba circuit some 1.44 seconds faster than its predecessor.

While the Type R still retains its trademark stiff bump stroke, it remains remarkably composed, even on rut-infested entries into sweeping corners. While the days that a Type R badge signified a bare-boned boy racer’s wet dream are long gone, it’s not fair to say that performance purists are being handed a watered down offspring. This Civic Type R is compliant and comfortable, yet delivers all the point-and-shoot goodness that we come to expect from Honda’s racing breed. In our eyes, that’s a damn good thing. Here’s a car that you can enjoy day in day out, whether it be on an open road or through traffic jammed streets. And you won’t have to ask your passengers if they mind having bruised kidneys either.
 

Design n Win part II

Crazy amounts of entries came flooding in, with all kinds of unique and well-presented ideas!


Wayne Harrison


Martin Ingvorsen

Design n Win part I

With so many good entries to our Design & Win competition, we just had to show you more!


Michael Abreu


Larnelle Fynn


Michael Koza (Wow!)

DESIGN & WIN: THE BEST ENTRIES

Auto Salon is proud to announce the winner of our Design & Win competition. Entrants had to design their rendition of the ultimate Toyota Corolla, turning a base image of the new look Corolla hatch into their own personalised, wicked creation. Entrants could use any tools from pencils to Photoshop, and there were plenty of jaw-dropping designs. 

Tarek Serougi’s stunning concept is the competition’s winner, and he and a friend have won a round-trip to Las Vegas to visit SEMA – the largest automotive aftermarket show in the world. The prize includes two return economy airfares, hotel transfers, accommodation, tickets to SEMA and $1000 spending money! 

His design was also so good that we’ve decided to turn his concept into a real car! That’s right, Auto Salon have purchased a brand new 2010 Toyota Corolla Levin ZR hatch and over the coming months we’ll transform it into Tarek’s winning design. 

Here is a selection of our favourites, with a special mention going to Joseph Hui for his awesome Photoshop work.

Joseph even had time for a second attempt!

Both race and show style!