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Lexus LFA Code X class victor at Nurburgring 24 Hours

19 May, 2015

The penultimate modern-day hypercar, the Lexus LFA, has proven itself on the world’s most arduous track — the Lexus LFA Code X took a class victory at the Nurburgring 24 Hours over the weekend of May 16–17, finishing 18 laps ahead of its nearest rival.

The LFA Code X is a 5.3-litre V8-powered version of Lexus’s flagship model, and managed 147 laps of the Nurburgring in the 24-hour period, winning the SP-Pro class. The crew — comprising of Masahiki Kageyama, Hiroaki Ishiura, Kazuya Oshima, and Takuto Iguchi — finished 14th overall.

The Lexus’s success could have been twofold, with a Lexus IS-F finishing runner-up in the SP8 class, only one lap behind the class winner.

And in the SP3T class, a two-litre turbo Lexus RC placed fourth after completing 122 laps, the same number as the class’s second- and third-placed vehicles.

This year’s victory marks Lexus’s sixth class victory since 2012 in the Nurburgring 24 Hours race.

Almost mythical pony

25 July, 2024

The Shelby came to our shores in 2003. It went from the original New Zealand owner to an owner in Auckland. Malcolm just happened to be in the right place with the right amount of money in 2018 and a deal was done. Since then, plenty of people have tried to buy it off him. The odometer reads 92,300 miles. From the condition of the car that seems to be correct and only the first time around.
Malcolm’s car is an automatic. It has the 1966 dashboard, the back seat, the rear quarter windows and the scoops funnelling air to the rear brakes.
He even has the original bill of sale from October 1965 in California.

Becoming fond of Fords part two – happy times with Escorts

17 July, 2024

In part one of this Ford-flavoured trip down memory lane I recalled a sad and instructive episode when I learned my shortcomings as a car tuner, something that tainted my appreciation of Mk2 Ford Escort vans in particular. Prior to that I had a couple of other Ford entanglements of slightly more redeeming merit. There were two Mk1 Escorts I had got my hands on: a 1972 1300 XL belonging to my father and a later, end-of-line, English-assembled 1974 1100, which my partner and I bought from Panmure Motors Ford in Auckland in 1980. Both those cars were the high water mark of my relationship with the Ford Motor Co. I liked the Mk1 Escorts. They were nice, nippy, small cars, particularly the 1300, which handled really well, and had a very precise gearbox for the time.
Images of Jim Richards in the Carney Racing Williment-built Twin Cam Escort and Paul Fahey in the Alan Mann–built Escort FVA often loomed in my imagination when I was driving these Mk1 Escorts — not that I was under any illusion of comparable driving skills, but they had to be having just as much fun as I was steering the basic versions of these projectiles.