Words and Photos: Kevin Shaw

Counter-steer KingKing

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feature car 2005 Holden Commodore

wild lS2 // evil looKS // built to Slide

If you’re going to be throwing yourself into opposite-lock slides at

200kph, best you make sure your car is up to it!

Words: todd wylie Photos: adam Croy

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the set-up is about as serious as

anyone has got locally

with an LS-based

engine

the sport, or art, of drifting conjures up many different responses. Those who’ve

seen the pros do it live are blown away by the speed, control and ability of the drivers. Those who’ve never witnessed it first-hand either don’t get it, or sadly, often respond with “oh yeah, we used to do that, but it wasn’t called drifting back then”.I hate to burst your bubble if you fall into the latter category, but I highly doubt that what you used to do was anything like what today’s professional drifters do.Drifting is not sliding out of a corner, far from it. It’s more the art of controlling that slide long before the corner, or more specifically a string of corners, and keeping the car sideways until you’re out the far end. Sound simple you think? Try throwing a second car into the mix that is trying to shadow your every move as closely as possible, some predetermined ‘clipping points’ that you’ve got to hit and then add a serious amount of speed to the equation. By a serious amount of speed, we’re talking well in excess of 100kph, or at high-

speed venues such as Pukekohe Park Raceway, drivers are hitting over 200kph down the front straight before throwing their ride sideways into the sweeper. Maximum sideways angle means maximum points …One of those drivers, who’s willing to put everything on the line whenever he’s competing is Whangarei local ‘Fanga’ Dan Woolhouse. Like most in the drifting scene in New Zealand, he started out competing in a turbocharged Nissan. However, around six years ago, he got more and more interested in running something different. Not only would a Commodore get attention from the crowd, but no doubt create interest with potential sponsors too. Having always driven Commodore street cars, the idea had been in his mind for a long time before he decided to make the move. The aim was to build a car that looked not dissimilar to a V8 Supercar, but with a drift attitude and stance, and the idea percolated until the time was right to put it into action.After picking up a damaged ex-police car at auction, it wasn’t long before the vehicle was

starting to look as he’d always intended: not unlike a V8 Supercar. The cost of the build spiralled though, leaving no budget for engine development. Wanting to sort the chassis out, he made the tough call of dropping in a Nissan straight-six. With over 500hp on tap, the engine that “was just sitting in the shed” seemed a logical choice, even if it was one that raised many an eyebrow.The plan all along had been to run a V8 though, and the Nissan six was just a stopgap while funds were sourced, which, as always, took longer than expected. This did allow for plenty of seat time though, during which the chassis could be tweaked. In saying that, Fanga was on the podium at his first event, and couldn’t be happier with how the car performed. That’s thanks in part to one of the most important aspects of any drift car: the suspension set-up. Being an uncommon car to use in this discipline, the team at Autolign put plenty of effort into custom-making Tein coilovers that would be up

to the task. Surprisingly, whereas the rest of the competition runs a range of steering enhancements to extend lock, the Commodore’s steering is 100-per-cent stock. Fast-forward to the present, and the car has come a long way from its Nissan-powered debut. Over the years various engine combos have been tried, but the current L98 six-litre naturally aspirated set-up is by far the best. Wanting not only plenty of power, but bucket loads of torque as well, Fanga turned to Zane at Whangarei’s Checkered Flag Automotive for help. The result is one of the most powerful, and reliable, naturally aspirated combos around.Filled with Eagle H-beam rods and Wiseco pistons, the car runs a solid 12:1 compression ratio. Secured above the tough bottom end by ARP studs are some seriously ported heads filled with a bunch of high-performance gear such as Manley stainless valves, PAC Racing springs and retainers, Lunati high-rev lifters and modified GM Performance rockers. With a custom-ground cam from Kelford and custom-length Manley pushrods sending the instructions upwards, the set-up is about as serious as anyone has got locally with an LS-based engine. Of course, there

are plenty of parts to make sure it lasts the distance under the punishment it receives too, such as a Melling oil pump, double row timing set-up and GM Performance MLS head gaskets. One area that plenty of research went into was finding headers that would maximise performance. After many different options were trialled, Di Filippo items were chosen as the best for the job. With twin three-inch exhausts and Borla stainless steel mufflers, the car really does sound like nothing else out on track.All up, the package is good for 377kW at the treads, which is more than enough to get them spinning and the 265/35R18 Tri-Ace tyres shredding.Also helping in this department is a hydraulic handbrake and an Xtreme Drift clutch, which allow Fanga to slow the rear wheels, raise the revs and drop the clutch to get the wheels turning. Not sure about you, but doing this at over 100kph is something I’ve never thought of doing, and something that would take a serious amount of practice, not to mention sizeable nuts.Besides the handbrake, other interior upgrades include a serious roll cage, a pair of Racetech seats

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EnginE: LS2 6.0-litre L98 Chev, honed and decked square, 12:1 compression, Wiseco pistons, Eagle H-beam rods, ARP fasteners, ACL Race Series bearings, ported and flowed heads, Manley stainless valves, PAC Racing springs and retainers, custom-ground Kelford Cam, Lunati high-rev lifters, modified GM rockers, custom-length Manley pushrods, double row Adjust-a-Gear timing set, GM Performance MLS head gaskets, Melling oil pump, FAST intake, FAST 102mm throttle body, Bosch 044 fuel pump, Jaz 30-litre fuel cell, Di Filippo headers, three-inch twin exhaust, Bora stainless steel mufflers, PWR radiator, Link G4 Xtreme ECUDrivElinE: Tremec TKO-600 gearbox, Harrop diff, 3.91:1 ratio, custom driveshaftSuSpEnSion: Tein Custom Super Drift coilovers, Whiteline sway bars, Nolathane bushesBrakES: Stock, hydraulic handbrakeWhEElS/TyrES: 18x10- and 18x11-inch ROH Strada three-piece wheels, 235/40R18 and 265/35R18 Tri-Ace tyresExTErior: Custom bonnet, custom wing, V8 Supercar-style bumper, V8 Supercar-style side skirts, pumped rear guards, Resene Automotive Alto Grey paint

inTErior: Racetech RT4009HR driver’s seat, Racetech RT4009 passenger seat, Momo steering wheel, Link tack dash G4 pErformancE: 377kW at the wheels

Age: 29occupaTion: Marine industryprEviouSly oWnED carS: Holden SS Crewman, Holden Statesman, Holden Senator, Holden SV300, Holden Colorado, Holden VY, Holden VX, Holden VT, Nissans, everything but a Ford! DrEam car: 2012 SS Camaro Why ThE commoDorE: I wanted to make a Supercar look badass

BuilD TimE: One yearlEngTh of oWnErShip: Six yearsfanga ThankS: Brad and Harry at BG Marketing, Tri-Ace Tyres, Castrol Edge, Tein, Syndicate Signs, Whangarei Tile and Brick, Zane at Checkered Flag Automotive Whangarei, Juice Polishes, Morgan Auto Painters Whangarei, Resene Automotive and Light Industrial, Xtreme Drift Clutch, Kenny at Oversteer TV, Auto Tech Whangarei, Warren at MGNinc, Mike T, Jono, Jock, Donald, Logan, Justin, Dad, Crofty, Pun, and Nicole

2005 Holden Commodore ‘Fanga’ dan WoolHouse

search 'Holden' to see related videos and more images at WWW.v8.Co.nz

and a Link digital dash. When wiring up the car, the decision was made to ditch the stock ECU for a Link G4 Xtreme item. This not only enabled infinite tuning possibilities, but also allowed for the engine bay to be de-loomed, thus keeping only the necessary items and ditching the rest. As you can imagine, accidents happen, and a car like this doesn’t stay in pristine condition for very long. Thankfully for Fanga, he’s got the support of Resene Automotive and Light Industrial who supply never-ending amounts of Alto Grey paint and Juice polishes. It’s Morgan Auto Painters who have the unenviable task of applying fresh paint after

almost every meet in a somewhat futile effort to keep the car looking as good as new. The success the car enjoyed on debut has continued; and as we speak Fanga is currently leading the 2013 D1NZ National Championship. Sure, there have been ups and downs along the way, but the results have always been there, and don’t look to be going away anytime in the near future. The desire to win, and the adrenalin rush is just far too great to give up on. Still think it’s easy? We suggest you head to the video section of Fanga’s website at www.fangadan.com, to find out the truth.