Poised at the staging lane, the whistle of the turbo-fed Datsun builds and the body torques over in anticipation of a big launch. It's plain to see that it hauls, but it doesn't launch violently and it isn't a car that's about to climb the barriers. But then - at about two-thirds the way down the track - there's a bit of a waggle from the rear end, and you can see Vince correcting to keep the right line. Yep, it really comes on strong - any car that wags half way down the strip is gonna be quick!
Stonked with amazement and delight, the commentator announces the Rigoli ute has just done a 9.45 second pass at 145 mph! Not bad for a daily driven work ute, waddaya reckon?! Not one to take things too seriously, Vince motors back down the return lane with a smile of contentment and childish amusement, as the people in the crowd point and cheer at the unlikely-looking ute.
Back in the preparation paddock, the inevitable sea of people swarms around the car, and eyes widen when the bonnet gets lifted. What? A Lancia twin cam - in a Datsun ute?! And what's the story with that monstrous turbo - are you completely mad?! No, Vince isn't big on conformity, but he sure is big on innovation and achieving spectacular results.
Having been into Lancia and Fiat engines since the year dot, Vince decided to drop an Italian engine into a light and cheap Datsun 1200 ute. Putting a Fiat 131 Super Brava block into the little commercial required modified Fiat engine mounts, but there was plenty of room around the place and it was a relatively straight forward job.
Lancia scooped glory back in the '80s with its twin-cam turbo-powered Delta Integrale hatchback. And because this engine was based on the Fiat 131 2-litre block, Vince saw the avenue of importing a twin cam head (for around A$8000!) and placing it on top of a local Fiat 131 bottom end. The 131 base displaces 2-litres and uses 2-bolt mains as standard, but Vince runs aftermarket Federal Mogul bearings and rings. Testament to the engine's strength, standard rods are used, together with a set of Australian Precision forged pistons that give a mild 7.5:1 comp ratio.
The exotic alloy head came straight from Italy and went onto the block untouched, as it has been developed exceptionally well even ex-factory. Sandwiched between the engine and the jewel in the crown is a 3mm thick copper head gasket that should eliminate the possibility of blown gaskets. The north/south mounting of the head onto the block meant its throttle body had to be changed to the opposite end of the plenum chamber. Prior to the reaching the head, induction air is filtered through a Finer Filter pod that is replaced by a length of open-ended flexible pipe for the drags.
In a previous form, the car used a smaller version of its T3/4 turbo and internal wastegate to achieve a slightly slower quarter mile time. The change to a 42mm external Garret wastegate and Sierra Cosworth turbine has increased the flow and it now pumps in 25 psi through an equally impressive intercooler - also recently upgraded. Measuring about 24 x 15 x 2¾ inches, the air-to-air intercooler fabricated by Plazmaman is indicative of the style of intercooling currently the trend in the drag racing fraternity. It's B-I-G! Big enough to get an award at a recent show for "Biggest Intercooler"! With 2½ and 3 inch pipes to and from the core, induction temps are about as low as they could ever be through the use of intercooling.
And as you'd expect, there is fully programmable EFI wired up to the engine. An EMS 409 computer controls fuel and ignition parameters taking inputs from rpm, MAP, air and coolant temp sensors. The ignition has recently been upgraded from a fixed 35 degree advance to a fully ECU-controlled direct fire coil pack which Vince thinks is pulled from a Renault engine. The injector facilities in the Lancia head are filled with high-flow Mercedes V8 2.4 ohm squirters that are satisfied by a Volvo V6 fuel pump and a Lancia regulator. Three-eighths inch fuel lines are fitted from the tray-mounted alloy fuel tank. Vince uses premium unleaded fuel for the street but prefers methanol for the quarter mile dash.
The tacho needle doesn't usually exceed 7500 rpm and there's a nice big shift light to warn Vince when it's time for another cog. The Autometer Monstertach is the preferred rev dial, despite a full set of Fiat instruments integrated into the original binnacle. And other than that, there's not much else that's too distracting inside - just a SAAS wheel, roll cage and a competition race seat and harness.
The ute's transmission hump is filled by a Fiat 131 Trimatic tranny which now contains V8 Trimatic internals with their added clutches, and links through a 5000rpm stall converter. From here, torque shifts through a custom tailshaft with a Holden front yolk and Lada 4WD rear CV. And guess what country of origin the diff is. No, not Bangladesh - it's another item from Italy, a Fiat 132 to be exact. Exposed to the engine's massive horsepower and stomach-churning torque, the diff must be incredibly strong - and even more underrated.
The rear end has also received some massaging. The chase for traction has led to the tubbing of the rear guards to accommodate the drag slicks, which are only fitted for the track. It is only a very slight tubbing - more a reworking of the original wheel arches to give an extra 2 inches of width. A full steel cage is welded securely to the chassis rails to heighten the rigidity of the car.
With more space available, 24 x 10 slicks can fit under the tray for drag days, but Simmons wheels wearing more pedestrian tyres are normally the go on the street.
To get a good mix of launch ability as well as street comfort/safety, a set of Stanza front struts is bolted under the front along with Monroe gas dampers. And in true commercial vehicle fashion, the leaf rear springs have been re-rated to get it together with a pair of Hilux 4WD rear shockers (bet you weren't expecting that one).
Vince says the car pulls up quite well with its Stanza front discs and calipers and Fiat 132 discs and calipers in the rear. But we're not sure on his definition of "quite well". In a 9-second car we'd suggest they're an absolute minimum necessity that are sometimes over-extended... To put it mildly!
Contacts:
V & E Rigoli +61 2 9756 3413
Plazmaman +61 2 9725 1722
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