Chassis:
Ford BA XR8.

Our car started off life as just a bare body shell painted in the green e-coat from the factory. From there we are allowed to remove certain brackets, under seal etc to reduce the weight of the body shell and in an effort to reduce the weight we use carbon fiber where possible. The cars have some 14kgs of paint and e-coat on them from the factory so we use the least amount of paint possible. When it came to painting the inside of the car we gave the boys at the paint shop 5 litres of paint and we were given 2.5 litres back. We haven’t painted the outside of our car blue but instead had the whole car wrapped in vinyl. The only painted bits on the car are the door handles and rear wing. There is over 50 meters of chrome molly tubing forming the roll cage. Our roll cage was designed in conjunction with Garry Pedersen and a Cad Cam system in the U.K

Engine:
Ford uses a Windsor 302 4 bolt main bearing block. The compression ration is 10:1 and like most things in this class the inlet manifold, carburetor,  connecting rods, cam shaft, crank shaft, fly wheel, harmonic balancer, cylinder heads, bell housing, engine rockers, air cleaner, cold air box and exhaust system are all controlled parts. The pistons and the sump are free. The carburetor is a Barry grant Demon with a mechanical secondary and the inlet manifold is manufactured by Edelbrock. The exhaust system is manufactured in Hamilton by Coby and the total horse power is around 420hp and 400ftlbs of torque

Drive Train:
All cars in the New Zealand v8 touring car class have two choices of gearboxes ,we can use either a  4 speed Jerico racing gearbox or a 4 speed Richmond box out of America which is fitted with an Australian straight cut gear kit. Because we have rolling starts our 1st gear is very high and is equivalent to 2nd in most road cars so there is no need for a 5 speed gear box. Drive shaft is free but must be made of a non ferrous (steel) material.
The diff centre must be 100% locked and this can be done by either welding up the existing unit or installing a mini or full spool. The final drive must be 3.08:1. The diff housings are modified and hubs are fitted to the housing , this stops the wheel going into the crowd during an axle failure.

Brakes:
Front  brake caliper, PFC pads and PFC rotors are controlled part’s and are the same for both the Holden and Ford camps. The  brake lines are free  and we use dash 3 steel braded hose with a Teflon inner core
Rear brake caliper and PFC pads are controlled parts and once again are the same for both Holden and Ford, the rear disk rotor is free but we have limited dimensions for it.. We once again use a dash 3 braided hose to the caliper. For those of you who don’t know Dash 3 is the terminology used in the Motor sport and aircraft industry and refers to the inner diamaniter of the Teflon inner core.
We are allowed ducting to draw air in from the front nose clip for the front and under the car for the rear brakes.

Wheels:
Once again a controlled part and is the same supplier for both the Holden and Ford. The wheels are made by Advanti.
Tyres:
Yet again these are controlled parts and are the same tire for both Holden and Ford. We are only allowed 4 new dry Tyres per meeting. For the wet we all use the same tire. All our tyres are marked by the technical department.

The dry tire is a Dunlop racing slick 240/625/R17
Wet tire is also a Dunlop 245/45ZR17, it is the same tyre the Australian v8 supercars use but a bit narrower.

Aerodynamics:
The front clip (front bumper) is also a controlled part and is the same silhouette as the v8 super cars with the only difference being it is manufactured in fiberglass instead of carbon fiber. We are allowed an under tray which can to extend as far back as the radiator cross member and unlike the super cars we are allowed to cover up the head light apertures.

The rear clip is allowed to be after market and we manufacture our own based on the standard road car design. The side skirts are also manufactured by a third party to our own design.
Rear wing is off the super car and can be adjusted up or down within a specified amount

Fuel System:
All of the NZV8's use the BP ultimate 98 octane gas which is the control fuel.
For the sprint rounds we use a fuel tank that has a capacity of 80 litres and for the long distance races a 120ltr tank is installed as this is the maximum capacity allowed. We use lift pumps inside the tank to feed a collector tank that then has 2 electric fuel pumps to supply the engine with the fuel. To make sure the capacity is correct for the long distance races we take the car to the officials and they put in 120ltrs of fuel and if you are ok they will seal the top of the tank and if you are over you need to reduce the volume. This is normally done by putting in empty 600ml coke bottles until the capacity is correct

Suspension:
Koni shocks are the controlled part on both the Holden and Ford.

The front end of the Ford has a double over wishbone set up which is a similar layout to a single seater race car. The shocks have a rebound adjustment but other wise is a sealed unit and we have no freedom to pull the units apart to change the valving. Springs are free but we are limited to only one spring per wheel and it must be of a constant diameter. There is an adjustable platform on the shock that allows us to raise and lower the car. The Camber is adjustable by the way of shims under the top arm. Unlike the Holden the Ford is fixed to the amount of caster we can achieve. The top arms are off the road car with after market bushes and like the upper the lower is also of the road car but with spherical bearings in place of the existing bushes.
The rear end in a live or a fixed beam axle with standard trailing arms with aftermarket bushes in them.

Dash Display:
We use an Aim MXLPRO2005 system that is used in many forms of motor sport through out the world. This system replaces the gauges and dials that you road car has and all the engine information is feed back to a digital display that is mounted in the dash of the car.

There are many parameters that are recorded and at the end of a session we plug in a lap top and down load the information. The information that shows up on the dash includes Water and oil temp, oil and fuel pressure, fuel mixture, steering wheel angle, battery voltage, wheel speed, lap times and engine speed or rev counter. Other information that is recorded and is down loaded but not shown on the dash includes longitudinal and lateral g forces, throttle and steering positions, brake bias front and rear,  etc. If there is some thing we need to find out on the car we can record it.
This is one of the most valuable tools on the racing car if used and understood correctly.

Interior:
The entire existing interior is removed and only the dash board, steering column and wheel is maintained. The reason we used the existing steering column is the rules of the class say we have to. The dash board is reused because it is the lightest available. We cannot even match the weight of it using carbon fiber and as it came out we know it will fit back in. We use an after market steering wheel and this has a quick release system so we can remove the steering wheel from the colume. The steering wheel also has buttons for the radio, cool suit, and the page button so the driver can change the display page on the dash