Australia & New Zealand motors inc updated 5/52016

Darkshine5 · 12 April 2016 07:16

INTRODUCING AUSTRALIA & NEW ZEALAND motors inc.

BACKSTORY.

1945 the war is over and with it thousands of our A.N.Z.A.C troops are coming home!
A young man see’s not only an opportunity but a way to employ the returning troops, and so A.N.Z (not to be confused with the bank) is born. And it was not difficult, with both the Australian and New Zealand governments chewing at the bit to introduce home grown vehicle manufacturing.
Plans were drafted, factories were built, shipping companies were brought on-board to transport engines from south east Queensland to the North Island of New Zealand and bodies from N.S.W to the North Island assembly plants with the stipulation that returning troops were to be employed before all others in the new positions.
An empire had been born!
The first cars rolled out of the assembly plant at Papakura on the 5th of April 1947 and were quickly taken out of Manukua Harbour to begin the journey across the Tasman sea.
The new cars had yet to be named, but on that first journey it was clear that the new cars were to be named after the sea they were crossing and so at the mercy of the currants and rouge waves the “TASMAN” was baptized just as her builders and shippers had been when they first set-off across the oceans to a land of blood and misery.

So a new dawn has come. Out of the sacrifice of our men and boys and the women too who kept the countries running and bear the burdon of the lost hope has risen. Jobs, economic growth and a further bond between our two ocean girthed lands and the cars that we have built and that will forever be reminder that we will triumph in the face of adversity and that we will never forget.

The future looks bright for A.N.Z motors and only time will tell what lies in the fifties.

Darkshine5 · 12 April 2016 08:08

juliusgraham5485 - Tasman.zip (86.9 KB)

Darkshine5 · 23 April 2016 06:26

Darkshine5 · 26 April 2016 07:17

The venture proved highly successful and the Tasman was quickly purchased by the new farmers of the time, however it also proved to be a rather good family wagon that was able to travel the vast distances required to get children to the new school of the air program in central Australia. In New Zealand the Tasman and tasman8 were sought after by deer hunters that now had a vehicle that could reach every inch of New Zealand’s 2 Islands.
However the Tasman GT was a complete failure! The engine was too small, the car was too big and it was as reliable as a hippie in a hemp field.
Regardless of this the company grew slightly larger and in 1955 to commemorate 10 years of peace in Europe the Tiapan was revealed to the Tasman Sea and also to Japan and southern Asia in a bold move from the company. Branded Communists by the Americans and Australians. Tempers within the company grew to a point that this, the most important statement in the company’s history was read before the parliament of Australia on 5th April 1955.
“The war was a raging evil upon all of our lands. Whether on the Western Front or The Southern Pacific the landscape has been torn and burnt from under us. Our Fathers/husbands/brothers/sons and daughters have been lost. We will remember these wars for all time and we will vow never to make the same mistakes again. And this company will not make those mistakes, we are all one race that fought for the ideal’s of far too little men. We shall always remember the horrors but we will never again commit them.”

With that the new Tiapan cars were released to the public. People knew this car was going to be different from the Tasman but they never could have guessed just how much.
With a Fiberglass body attached to a galvanized steel chassis the engine in the arse end, this seamed like something from Germany at the time. This car introduced Power steering across the range, race tuned suspension and the mighty Hemis v8.

The gen1 Hemis v8 was a mere 1.7L in capacity however the patented double over chamber camshaft or DOCC with its unique combustion chamber that was literally modeled from a cricket ball cut in half to create a large completely spherical chamber that the piston which were cast to have just enough room for the valve to fully open. This allowed for much greater compression ratios and a much cleaner burn, using less fuel. The engine was fitted with 3 Weber two barrel carburetors and an electric fuel pump with A.N.Z’s new patented twin fuel intake system or TFI. This device consists of a 5L fuel tank inside of the regular fuel tank a small electric pump delivers fuel from the main tank into the smaller tank where the main electric fuel pump sends it to the engine before any un-injected fuel returns to the main tank. Also unique to this engine was the camshaft driven distributor that was mounted to the rear of the engine to keep the unit cooler.
With 113hp and capable of 0-100km/h in 9.7seconds this light little pocket rocket completes Bathurst in 3:41.

In 1959 The fist Tiapan VENOM was released. Hand crafted interiors using the finest Australian Bunya Pine and New Zealand Monterey Pine. The seats and trim were upholstered in Australian/New Zealand Red Deer hide. Still capable of decent lap times The 1985 that were made sold before the first car was completed. The s1 Tiapan VENOM was in production from 1959-1969.

In 1958 a new Tasman was released and following the trend of other local manufacturers the new Tasman was only offered in a utility body. It was still available with a 5L diesel6 (now producing 419Nm 181hp) or the v8 diesel (which has grown from 5L to 6.3L and now produced 454Nm 183hp). Unique to the Tasman was it’s slide back roof which was designed so that hunters could shot from inside the vehicle from a higher vantage point. (We now know these today as sunroofs)
On to the Sixties.

Darkshine5 · 26 April 2016 07:17

juliusgraham5485 - Tasman.zip (107.2 KB)

juliusgraham5485 - Tiapan.zip (129.4 KB)

Darkshine5 · 26 April 2016 07:36

In the sixties A.N.Z decided to sit back and let their empire grow, shortly after making this decision war broke out in south east Asia .

In the beginning of the decade the new Taipan was released. Again it made jaws drop with just how bloody different it was to any other Aussie car. Available in ANZ gold or burnt orange and with the choice of a v6 or v8 there wasn’t too many trims available… Two actually a v6 in gold or the v8 in orange.
The ever reliable Hemis gen1 is plonked behind the rear axle on the 8with a small power increase, but its the 6 that really started the international motorsport clubs and racers chewing at the bit.
Like the Hemis8 the Hemis6 features A.N.Z’s DOCC and TFI technologies, however its bigger MUCH bigger. This monster features 60degree v angles in an aluminum engine block with aluminum Hemis cylinder heads. 4L of displacement and DCOE carburetors let this baby sing to 167hp 323Nm.

With the war in Asia production was decreased and many workers were called back or into service of their countries. Only 1 new model was created but it was perhaps the most important car A.N.Z ever created…The 1969 Tiapan.

Re-doing everything that had come before it the 1969 Tiapan was nothing like its predecessor.
With the engine in the front directly on top the front axle and a double wishbone rear end things went abit topsy turvy. It kept the best bits of the old Tiapans Fibreglass body, race inspired suspension and for the first time 4 seats.
3 engines were available again with the engine being the only difference between the Tiapan6 and the Tiapan8
the v6 Hemis engine was bumped up to 194hp 320Nm, but the v8 was a whole new story.
The Tiapan8 used a new gen2 Hemis engine now with 6L of displacement 399hp 541Nm, which propelled the 8 to 100km/h in just 5.9seconds a 1/4 mile time of 13.74seconds and a hot lap of Bathurst in 3.05
In 1970 the Tiapan VENOM was re-released with an updated gen1 Hemis v8 and new hand crafted interiors this little beauty would reach 100 in 6.7seconds do a 1/4 in just 15.06 and manage 3.13 Bathurst lap times. Incidentally the “hump” on the roof was to allow drivers over 6ft tall to sit comfortably while wearing a helmut.

juliusgraham5485 - TIAPANdarkshine5.zip (137.0 KB)

In 1967 the A.N.Z.A.C troops in Vietnam were calling for a reliable 4x4 utility that would be superior to the Willy’s. Heading the call the Tasman was redesigned and a completely new engine was installed. The chassis was made from heavy duty galvanized steel with the body and a skid pan made from high grade re-enforced steel which was able to with stand a grenade blast directly underneath the vehicle. Another unique feature of the *Tasman was the high output multiple bulb headlights mounted in the front grills, like the 58 Tasman this meant that if a bulb blew or was broken there was still 29 bulbs remaining outputting light. The engine was a Direct Overhead Combustion Chamber BRISBANE motor. Unlike the Hemis cylinder head the combustion chamber is completely flat with the valves arranged inline of one another a necessity in order to run low octane diesel fuel. The engine was not the most powerful that ANZ had ever built but the 2.5L v6 diesel produce 175Nm from 1500rpm to the 3000rpm rpm limit. In doing so this little diesel effectively killed the 5L straight six and this motor became available only as an aftermarket crate engine.

juliusgraham5485 - Tasman.zip (89.6 KB)

Darkshine5 · 26 April 2016 07:36

Production slightly increased in the 1970’s much of this can be credited to the 1969 Tiapan8 and the war ready Tasman and Australia & New Zealand motors inc. were able to slightly increase production and employ a further 1000 returning veterans.

In 1975 the Tasman was reworked and improved upon for further military use and would be made available to the civilian market ( the 1967-1974 Tasman’s were military only being made available only to A.N.Z.A.C forces). These improvements included a larger four door body with large tray, better rear taillights and a hella headlamp system to reduce costs, 15" steel wheels with large 245 width tyres, a new 5sp transmission and hydropneumatic suspension were also made standard equipment.
Two engines were available the Brisbane v6 diesel had grown to 2.6L and a turbocharger was employed to increase torque to 200Nm using an average of 12.4L/100km. The second engine was to be the last incarnation of the Tasman 3 valve v8. The block used new smaller 91.1 bores with a large 120mm stroke and a turbocharger was equipped. The v8 was highly successful return average fuel consumption in the 20L/100km and made 391Nm 162hp.

juliusgraham5485 - Tasman.zip (111.4 KB)

The Tiapan remained the company’s flag ship vehicle and production boomed. From 1969-1978 the Tiapan changed very little, with only minor body changes (the shaker was replaced with a lighter unit attached to the bonnet and the quad exhaust system was used for the first time. This was basically an early bypass system that split two 1 inch pipes before the rear mufflers, this allowed the vehicles exhaust note to grow much louder in high load applications while remaining sedate enough for the Japanese market.
By the end of the production run the 6 was producing 238bhp, the gen2 Hemis v8 was rated at 419hp and the VENOM produced 200hp form its tiny 1.7L gen1 Hemis v8.

juliusgraham5485 - TIAPAN.zip (254.3 KB)

In 1978 but everything changed with the local market scared away from the big muscle and pony cars by the “supercar scare” in Australia, and sales of the Tasman had completely plummeted in the last twelve months. A bold decision was made to drop the Tasman and the Tiapan and create one universal vehicle that could do every job you could ask of it while remaining very safe for family transport, the Tiaki was born. Available in 3 trims you could have a 138hp 9 seat station wagon for the family duties. A 162hp 5.1L turbo diesel v8 4x4 ute for the farm or job site. Or the top of the line Tiaki 8 with it’s hand made bunya pine interior with red stag hide seats, a 7L gen2 Hemis v8 pumping out 440hp and luxurious 8 track with 4.1 speaker system.

juliusgraham5485 - Tiaki.zip (129.0 KB)
The 1980’s will be funky

Darkshine5 · 26 April 2016 07:36

The 80’s were a time of venture and experimentation into different market for A.N.Z, with this drilled into the designers and engineers the first new car of the 80’s was tooled and released to the market. A first for A.N.Z the new model was exported to Africa and Europe en mass. Incidentally the 3 trims that were available were only available in its exported origin.
Available were the Africa, the Europe and the Australia (the Australia being available in the Asian market as well). All models were available with the new kiwi6 diesel with the Australia and the *Africa available with a 70hp version while the Europe had a 100hp variant. The *Europe was also the only model not to feature 4x4. Highly economical while torquey and reliable the Kiwi proved to be a huge success.
1982 was also the year that CEO Darkshine5 decided to focus on true racing endeavors rather than production sports cars. The low end cars would found A.N.Z’s new racing division which would also include aftermarket parts and crate engines.
So a fourth Kiwi model was introduced to the world market (including America for the first time), The Kiwi Rally Spec. This model was fitted with effective aerodynamic wings, 4 high output spotlights and two low output fog lights, a vented bonnet and rally tuned suspension. The engine powering the little pocket rocket was a 1.7L petrol version or the standard Kiwi engine (Available through A.N.Z racing factory dealers as a crate engine only for $2000aud), this engine was a de-stroked v6 that used the diesel DAOHC high compression heads. By adding a large dish to the top of the forged pistons the engine dropped to a compression ration of 7:1, this coupled with ball bearing bi-turbochargers with anti-lag technology producing 2 bar, boosted the tiny v6 to 150hp from 5000rpm-7000rpm and 227Nm torque. Fuel is delivered by a multiple throttle mechanical fuel injection system and power is put down to all four tires by a 5 spead AWD transmission. This W.R.C car completed Haruna Downhill in 5.13.

juliusgraham5485 - Kiwi.zip (151.2 KB)

Also introduced in 1982 was the new Tiaki. The utility and wagon body’s have been dropped and a single simple 4 door sedan has been adopted. Available in three trims the 82 Tiaki was the first A.N.Z production car to feature its rally inspired awd system Constant Rally Transmission or CRT. Crt comprised of a standard North-South engine and transmission mounting however inside the gearbox itself is a second mainshaft runs via a straight cut cogged gear attached to the end of the center main-shaft, this secondshaft runs under the gear box and thru a tunnel in the oil sump of the engine, inside the sump in a 8" differential that outputs to two 2" thick drive shafts (the system resides in its own internally sealed boxes so as not to interfere with the engine oil or transmission oil.

a diagram of the CRT transmission twin main shaft gearbox.
Coupled to this transmission were the faithful 2.6L Tasman turbo diesel and the Hemis v6
Wether the diesel entry model to the high spec luxury GLX these cars while boring to look at really performed and were quite cheap too.

juliusgraham5485 - Tiaki.zip (131.3 KB)

The Tiaki had a complete facelift in 1987 and a monoque chassis and body were used for the first time. It was still AWD but the diesel had been upgraded to a 2.7L and the GLX model has been dropped due to poor sales. in its place a sinlge Hemis 6 was available.
1987 also saw a new WRC for A.N.Z racing, the Kiwi while successful was woefully under-powered compared to the rest of the field. The Tiaki WRC was an instant champion (although it new won more than 2 races). The 4.7L Hemis has been de-stroked to 4L and compound turbocharging has been deployed with a tiny turbo on the left bank spooling the big turbo on the right bank, this has netted 375hp and a flat torque curve with 420Nm from 4000rpm to 6500rpm. Featuring large spotlights and fog lights with large wings this WRC completes the Huruna Downhill in 4.58.

juliusgraham5485 - Tiaki87.zip (138.1 KB)

Following his promise to start producing more race ready vehicle CEO Darkshine5 conceived and produced the first Mulga. Following in the footsteps of the Tiapan the Mulga was fitted with a v8 in the front that drives the tires in the back. Like the Tiapan before her the Mulga had double wishbone suspension front and back and a fibreglass body. The v8 is all new and has been designation the Hemis Gen 3. utilizing aluminum Hemis heads on a aluminum block A.N.Z arrived back into the muscle car market with a 4L 191hp that weighs less than half of that of the gen2. The engine was choked by the introduction of anti-pollution equipment and catalytic converters, still even with the max speed capped at 180km/h (to conform with AUSTRALIAN DESIGN REGULATIONS) the light long beast would do a low 15sec quarter and make a lot of smoke doing it.

But the Black wasn’t all of the story… The Mulga was available as a ready to race drag vehicle!
Factory fitted with a 6 point roll cage, drag ready slick rear tires and front runners, 5sp “dogbox” gearbox, 4.53 9" differential with 2.25" drive shafts and hydrapneumatic suspension.
In factory form this beast covered the 1/4 in 12.5sec with an initial 0.6G’s slamming you back in the recaro carbon fibre race seat. This vehicle was not street legal however many drag spec engines made thier way into Black models. And the engine was simply magnificent 4.7L all alloys gen3 Hemis with ITB mechanical induction and 365hp.

juliusgraham5485 - Mulga.zip (109.9 KB)

Then in 86 the Tiapan was announced as coming back to production. The reason for this, Le Mans, CEO Darkshine5 wanted to compete with the best of the best.
The road going version of the Tiapan was long and sleek and featured technology only available from Le Mans cars of the time. A 300hp 4L version of the gen3 Hemis propels this car to 250km/h and inside the hand made Bunya pine interior has come back with a all new wood only factory opened just for the 555 cars that were planned to be made ( only 553 were made ).

The LeMans racer was an altogether different story. Nicknamed the wombat (Due to its large front air intake and wing that looks like a nose) the racing version was capable of 275Km/h and 0-100 in 3.8 seconds. While not as top fast as some competitors the smart use of huge aero gives this car a large advantage thru the fast to medium sections of Circuit De la Sarthe. The engine is a de-stroked gen3 Hemis that employs a compound turbo system similar to the Tiaki WRC the result is 600hp and 655Nm. An adaptive air suspension keeps all four on the tarmac and a 5sp gearbox delivers all the power to the rear tyres.

juliusgraham5485 - TIAPAN.zip (121.3 KB)

Darkshine5 · 28 April 2016 02:41

The 1990’s brought on changes for A.N.Z, anti-pollution was killing performance and a mandatory speed cap of 180km/h (ADR regs) had killed off any super-car.

The 1990-1999 Kiwi is a perfect example of what was now expected of any mainstream car builder.
Boring bubble bodies, big boring headlights and strange bright colors. Available worldwide in two trims the Africa and the Australia this was by far the cheapest car A.N.Z ever exported en mass.
The Africa was available with the 100hp v6 diesel found in the previous Kiwi Europe while the Australia was fitted with a new turbo version. Nothing really exciting here but they were cheap.

juliusgraham5485 - Kiwi.zip (108.3 KB)

In 1991 the new Tiaki model was released to the Australian, New Zealand and European markets. With three trims to choose from the new Tiaki offered a little bit of everything.
Available with the 2L Brisbane diesel v6 found in the Kiwi Australia the 6 model was available for the first time with a 2.8L 111hp turbo diesel from the Tasman engine line and the iconic Tiaki Turbo was unveiled. This rally inspired beast was painted candy apple red had massive brakes and a 5sp gearbox. The engine was a 4.7L twin turbo Hemis 6 that produced 199hp and 339Nm torque.

juliusgraham5485 - Tiaki.zip (165.2 KB)

We also introduced a new WRC from the Tiaki range, with a 375hp 4.7L compound turbo Hemis6 completing the Huruna Downhill in 5.01

The gen2 Mulga came about in 1992 with the black option the only street legal version.
A 223hp 4.7L v8 and all the creature comforts of the now extinct VENOM trims, this is the car to say I have no children and I love it.
The Drag 500 is a whole new story using one of ANZ Racing’s crate Tasman v8 engines they were able to coax 500hp and 617Nm torque from the stroked 6.2L 3valve behemoth. Like the early drag cars of the 70’s this engine is equipped with mechanical fuel injection and the trumpets can be changed out to longer or shorter units to suit the tune at the time. A fibreglass body and double wishbone suspension all round propel her down the quarter at 12.7@192km/h.
Then we have the Drag 800, we used the same Tasman v8 as we used in the 500 however we have added twin centrifugal superchargers to produce 800hp. positive boost pressure rises lineally with the rpm producing a maximum of 11.5 psi at the 6100rpm limit. Unlike conventional supercharging we have far less torque of the line but get faster as we carry on down the strip.

juliusgraham5485 - Mulga.zip (135.8 KB)

In the mid 90’s a new Tiapan was tooled. A much smaller lighter more elegant fibreglass body was shaped over the spaceframe chassis. The 4.7L gen3 Hemis churns up to 350hp out the back wheels and the exhaust manifolds were amazing for the time.

The Lemans version featured a 1000hp 4.7L twin centrifugally supercharged v6 again with nice linear power delivery how ever it was found that the 140mm toothed belts were shedding after2 hrs of use so the belt system was replaced with a direct drive system where the superchargers are driven directly from the crank via geas and are mounted on the front of the harmonic balancer.

juliusgraham5485 - TIAPAN.zip (121.3 KB)

The entire range was remodeled in 1999 just ahead of the millennia. The nay sayers said creating cars with this much computer control was a recipe for disaster… Well they were wrong 31/12/99 came and with the first now official the new models were released.
First in the lineup was the stout little Kiwi, it had been made smaller and lighter and was fitted with a new compound turbo v6 diesel engine. The CEO Darkshine5 was stoked as now the entry level car in his company was now using the same technology that only 10 years prior was used in their World Rally Cars. The only issue was the price was far too high for the African and Asian markets and so the Africa and Australia trims were dropped in favor of a single simple Kiwi

And thw WRC heritage came back to the Kiwi with a race ready factory offering. A new lighter more powerful v6 was developed. With only 1.5L and weighing in at 122kg’s fully dressed it’s a unique choice for the job. Screaming through its 10000rpm’s the new twin turbo setup proved to be lighter by 50kg’s and provided much easier intercooling. With 0-100km/h time in in low 3’s its faster than its Japanese competitors by quite alot and has recorded a time down Haruna Downhill in 4.18.

juliusgraham5485 - Kiwi.zip (127.8 KB)

The Tiaki returned in its ugliest form yet! Nicknamed sad Steve by the builders, even though it was a great car sales slipped and ANZ needed to step up their game against the other big 2 manufacturers.
The 3 trims were available the Diesel with a new 3L 271Nm v6 turbo diesel and 16" wheels.
The 6 with a new powerful and economical 214hp 4.7L Hemis v6
And the Turbo with a 4L compound turbo Hemis 6 producing 227hp and 436Nm.
No racing version was built with this model.

juliusgraham5485 - Tiaki.zip (135.8 KB)

The Mulga had grown into a station wagon (sales went up with no local competitor coming even close) 4 trims were offered with the sedate Black fitted with a 350hp gen3 Hemis v8.
The two drag ready models again were the drag500 and the drag800. These cars were available with the ANZ racing crate 5L straight 6. To this new alloy 5 valve DOHC head was developed and the new engine was branded the LEGION. The 500 version was fitted with mechanical fuel injection and high compression flat top pistons to make 500hp and 515Nm. The 800 version was fitted with a single 76mm turbo and produces 800hp and 1000Nm of torque.

juliusgraham5485 - Mulga.zip (160.9 KB)

The last model to be released to the public was the new Tiapan convertible the Tiapan VENOM
For the first time the car was offered in ANZracing purple, with a handmade interior and top end sound system the vehicle also is fitted with 8 airbags. Active electric suspension as always and new larger tyres keep her on the rails.
The public also got to see the new limited to 15 Tiapan VENOM LM.
These were fitted with a LeMans grade 3.2L compound turbo v8 the same previously used in the LeMans racing car but tuned for regular fuel. Still producing 600hp the car rockets from 0-100km/h in 3.7 seconds. The car is fitted with a slightly higher grade of wood in its handmade interior than the standard VENOM and features switches and a gearstick made from deer antler.

juliusgraham5485 - TIAPAN.zip (169.2 KB)

Darkshine5 · 1 May 2016 06:28

The millennia came and went and a new dawn reigned. Mobile phones the Internet smart wipers that could sense rain!? A.N.Z moved forward at a rapid pace, and just in time for the International Time attack Cup International Time Attack Tuner Cup [Indefinite Break]
ANZ released two new models the Tiaki and the Tiapan to be used in the TA-2, TA-3 and TA-U devisions.

The Tiaki had been seriously reworked now featuring day time running lights and L.E.D tailights, aggressive futuristic front end, and air channeling vents on the doors. This was a car unlike anything A.N.Z had created before covering the markets from the entry level deisel up to the high luxury VENOM spec Tiaki Turbo. Inside the Red deer hide interiors now carried throughout the range featured antler and Bunya Pine and was highly fuel economical for the time.

A.N.Zracing also developed a modified version for use in TA-3 racing. Using a detuned supercharged LM v6 the power output was raised to 698hp. New suspension and aero was used and the 4 door became a coupe (the body never changed the back doors were simply welded up)
0-100km in 3.5 and a top speed of 320km/h producing corning forces in the high 1.2 G’s.
the car was a further $7500 but large improvements were made and the cars were successful in touring car racing

juliusgraham5485 - Tiaki ITATC.zip (127.9 KB)

The new LM vehicle included much larger wheel well better designed aero package and a 1065hp centrifugally supercharged 4.7L 2 valve v8. This car was fast so fast it was speed limited to 350km/h. A aluminum chassis with a fiberglass body the LM Tiapan has had all of the aero redone including exposing the inter-cooler core flush mounted in the deck lid. Cool air was picked up from under the body to help counter act the huge amount of down-force and allow for no forward opening vents or air dams. The headlight which have always been popup lights now became aerodynamically slim headlights everything about this car is about the aero designs, the engine is nice but has been around since 82 and the body has not changed since 1994. So we reveal our TAU LM vehicle TIAPAN LM.

juliusgraham5485 - Tiapandarkshine5 ITATC.zip (103.7 KB)

Darkshine5 · 1 May 2016 06:28

reserverd for 2010

Darkshine5 · 1 May 2016 06:28

reserved 2020

Darkshine5 · 2 May 2016 09:37

reserved for competition placings and stats

squidhead · 10 May 2016 12:44

Sorry, bud that thing isn’t linear It’s turbolag hell followed by uncontrolable burst of extra 700hp in under 1.5k rpm.

Nice cars, but the company seems to be jumping all over the place without any real story :\

ramthecowy · 18 July 2016 08:40

You have been busy as hell!

Darkshine5 · 18 July 2016 09:30

lol these were my first cars… unfortunately ANZMC is no longer producing anything but debt