It is officially the end of an era for Tsuki, our Honda NSX. After five years running Bourne HPP engines and a Life Racing ECU, Terry has made the decision to move on to pastures new. We want to thank him for his support over the years, but as one door closes, another opens.

This transition presented us with a major opportunity to completely rethink Tsuki’s electronic systems. The main change? Saying goodbye to Life Racing and making the jump to Haltech.

Here is a deep dive into the overhaul that is going to make Tsuki an absolute weapon this season.

The Brain Transplant: Going Full Haltech

After getting some excellent advice from the team at Haltech, we spec’d out exactly what we needed to keep Tsuki running at the absolute limit. We decided to go all-in:

• Haltech Nexus R5 ECU: This is Haltech’s top-of-the-range Haltech ECU, and crucially, it features a built-in PDM. This unit is the new brain of the operation, currently managing a highly capable 683 bhp. We are currently only running at 1.5bar boost as well, so there’s plenty left to go when we want to crank things up.
• Haltech PDM16: Because Tsuki has so much going on mechanically and electronically, the Nexus R5’s built-in PDM wasn’t quite enough. We added the 16-channel PDM to handle the extra load.
• Haltech TCA8: An 8-channel thermocouple amplifier so we can keep absolute, precise control over our exhaust gas temperatures (EGTs).
• Haltech Bosch Electric Throttle Body & Sensor Package: For razor-sharp throttle response and reliable data logging.
• Haltech 15-Button Keypad: Giving us sleek, immediate control over the car’s systems.
• Custom Wiring Loom: To wrap it all together, we had a bespoke loom made to keep everything surgically neat, tidy, and reliable.

Taking Control with Haltech NSP

One of the biggest revelations of this swap has been the Haltech NSP (Nexus Software Programmer) software. The user interface is so intuitive that, as soon as we had the pinouts mapped, we were able to set a massive portion of the system up entirely on our own.

Data is Everything: Supported by AIM Technologies

We are incredibly proud to announce that we have official support from the guys at AIM Technologies this year!

If you know motorsport, you know AIM is the gold standard for track data. Their sensors and data systems already feature heavily on Tsuki, but having their direct backing takes things to a whole new level. Their technical knowledge is absolutely out of this world, and their insight ensures we are extracting every last drop of useful data to dial in our new setup.

Fueling the Fire: 8 Injectors

If you followed us last year, you might remember that fueling eventually became our limiting factor. We were maxing out our setup. To ensure we never run into a fuel starvation bottleneck again, we have upgraded to an 8-injector setup. Tsuki now has all the fuel flow required to safely support high boost levels without breaking a sweat.

Breathing Better: Kelford Cams & VTEC Returns

More fuel needs more air. We’ve installed a set of Kelford Stage 1 Turbo Cams, and they have completely transformed the car’s power delivery.

The most exciting part? We didn’t have VTEC previously, and now we do. The difference in how the car pulls through the rev range is staggering.

Keeping it Cool: PWR Radiator

All of this newly unlocked power generates a massive amount of heat, especially on track. To combat this, we’ve upgraded our setup with a PWR radiator, and the cooling efficiency speaks for itself when you look at the AIM data from a lap around Blyton.

Take a look at the data comparison below. The green line represents our 2025 data, where you can clearly see the Intake Air Temperature was being artificially controlled by water-methanol injection—hence the visible plateaus on the graph. Without that water-meth injection, those intake temperatures would have just kept climbing.

The red line is our fresh 2026 data, running purely on the new system with no water-meth injection. It clearly shows just how incredibly effective the PWR setup is at managing and stabilising temperatures under heavy track load all on its own, plus we get the benefit of weight reduction now we’ve removed the water meth tank and lines.

The Cockpit: Zestek CAN Wheel & Carbon Tidy-Up

We didn’t just spend time upgrading the engine, the driver’s office got a major upgrade, too.

We’ve installed a brand new Zestek CAN hub and got a new steering wheel too. This isn’t just for aesthetics, it communicates directly with our Haltech setup, allowing the driver to control the PDM outputs right from the steering wheel. Integrating this was an absolute breeze thanks to the Zestek Racing Suite.

To finish off the winter refresh, we added more carbon fibre detailing to the interior and spent time properly tidying up the cabin, giving the driver a clean, focused, and distraction-free environment.

Tsuki is leaner, smarter, and significantly more powerful than she was at the end of last season. We can’t wait to show you what this new Haltech-powered setup can do on the track!

We are thrilled to be installing a set of Kelford Stage 1 Turbo Cams (179-T1) as part of this year’s engine refresh!

Why did we choose these cams?

We aren’t just replacing parts; we are optimising. The 179-T1 is the ideal choice for our setup, designed specifically for high-output K-Series engines. These cams are engineered to support builds producing 600-1,200bhp while utilising 62mm-72mm turbochargers.

Here is why these cams are a great choice for turbo K-Series builds:

• Optimised Drivability: They feature a smaller side lobe design which is crucial for 2.0L engines. This improves throttle response significantly, helping the car react faster before the turbo is fully spooled.
• High-RPM Capability: When paired with the Kelford Extreme Valve Spring Set (KVS79-EXTREME), these cams allow will rev safely all the way to 11,000rpm.
• Serious Lift & Duration: Looking at the spec sheet, the nett valve lift is impressive at 13.20mm (Intake) and 12.60mm (Exhaust), with advertised durations of 300° and 306° respectively. This ensures maximum airflow.

Shop the Full Kelford Range at Tegiwa

Whether you are doing a routine refresh or a full-blown engine build like Tsuki, quality valvetrain components are non-negotiable.

You can find the full range of Kelford Cams at Tegiwa.com. While their K-Series options are quickly becoming a go-to in the Honda community, Kelford is also dominating other platforms. Their camshafts for the G16E-GTS engine (GR Yaris) have already proven to be an incredibly popular choice for owners looking to extract more power from the Toyota 3-cylinder platform.

The Machine

At the heart of our success lies the potent combination of Honda engineering and forced induction perfection. Tsuki, our NSX runs a BourneHPP K22 engine with a brand-new Garrett G35-990 turbo. What makes this setup particularly neat is our calibration system – a simple knob that allows us to adjust boost levels between sessions, giving us the flexibility to dial in exactly what we need for each run.

On our default Cal. 4 setting, the engine produces 593bhp at 1.2 bar of boost – already enough to trouble most competitors. But as the day progressed, we had more firepower in reserve.

The Mission

Coming into Round 3, we had clear targets in our sights. Our own Pro 2WD class lap record of 47.146, set back in September 2023, was the first milestone. But the real target was Colin Dorward’s Pro class lap record of 46.593, set in his Evo last year. Breaking both records would be the perfect way to continue our 2025 winning streak.

Session Breakdown

Warm-Up

Luke Sedzikowski, our driver and Tegiwa co-director, wasted no time showing our hand. A blistering 46.431 in the warm-up after just five laps of driving the circuit immediately announced our intentions to the paddock. The pace was there from the very first session, though, warm-up times don’t count toward official lap records.

Attack 1

When it mattered, Luke delivered. An even quicker 46.426 in Attack 1 not only broke our own Pro 2WD class record but also broke Colin Dorward’s Pro class benchmark. Luke managed 3 laps that were all in the 46.4 region so we knew we had the consistency. The NSX was singing, and we were just getting started.

Attack 2

The decision to bolt on brand-new Yokohama A005 slicks proved inspired. On just his first lap past the start/finish line, Luke found another 0.704 seconds, posting a sensational 45.722. The grip from the fresh rubber transformed the car’s potential, and Luke made the most of every tenth available.

Super Attack

For the ultimate session, we unleashed the NSX’s full potential. Switching to Cal. 3 cranked the boost to 1.4 bar, pushing power output to a massive 640bhp. Luke rose to the occasion, putting a crazy lap time in on Brands Hatch’s tight confines to deliver a stunning 45.556.

The Numbers That Matter

• Previous Pro 2WD record: 47.146 (Luke Sedzikowski, September 2023)
• Previous Pro record: 46.593 (Colin Dorward, 2024)
• New lap record: 45.556
• Improvement: 1.59 seconds faster than our previous best
• Margin over previous Pro record: 1.037 seconds

The Challenge

Setting these times wasn’t just about raw speed – Brands Hatch’s compact layout meant navigating traffic from slower classes throughout the day. Credit to Luke for finding clean air when it mattered and making the most of every opportunity to set a flying lap.

Looking Ahead

We’re now 3 for 3 in 2025, having set new Pro 2WD class lap records at every event this season. The consistency is remarkable, but we’re not satisfied yet. When we return to Brands Hatch in September, the target is clear: break into the 44-second bracket.

Before then, we’re heading to Snetterton for Round 4, where we’ll look to extend our perfect record-breaking streak. The BourneHPP K22 and Garrett G35-990 combination has proven to be a formidable partnership, and with Luke behind the wheel, we’re confident of continuing this exceptional run of form.

The Bottom Line

Another weekend, another record. The NSX continues to evolve, and our understanding of the car’s potential grows with every session. 45.556 is a time that would have seemed impossible just a few years ago, but with the right combination of parts (which are all available at Tegiwa.com), preparation, and driving skill, we’re rewriting what’s possible in Time Attack.

Roll on Snetterton – let’s make it 4 for 4.

When a car becomes more than just a machine, it tells a story of passion, innovation, and relentless pursuit of performance. For Tegiwa, our Honda NSX known as Tsuki is exactly that—a testament to automotive engineering and racing ambition.

The Beginning: 2019

Our journey with our NA1 Honda NSX began in 2019 when the car arrived at Tegiwa as a rolling shell, perched precariously on ill-fitting steel wheels. At this point, it was nothing more than a potential canvas waiting to be transformed.

First Steps: Endurance Racing

While the NSX would have originally left the factory sporting its iconic C-Series V6 engine, we made a deliberate decision to deviate from this path. The original power plant, though legendary, presented significant challenges for our racing ambitions. Limited aftermarket support meant sourcing performance parts would be difficult, and the engine’s substantial weight would compromise the car’s dynamic potential. Instead, we opted for a standard K20 engine sourced from a Civic Type R. This choice allowed us to go endurance racing, laying the groundwork for what was to become an extraordinary machine.

Time Attack: First Successes

As we ventured into Time Attack, things quickly escalated. A Skunk2 Racing K24 engine was  built, delivering a potent 320 naturally aspirated horsepower. This precision and power saw us take the Time Attack Club 2WD class in 2020—our first significant milestone.

Pro 2WD: Stepping Up the Game

2021 marked our entry into the bigger leagues of Time Attack. The Pro 2WD class, bringing with it slick tyres, increased power and more aero. A Rotrex supercharger transformed the NSX, and it was during this period that the car earned its name, Tsuki, complemented by a striking new livery that captured its evolving character.

Collaboration and Innovation: 2022

The year 2022 introduced us to Terry Radbourne of Bourne HPP, a pivotal moment in Tsuki’s evolution. His development of the K22 ‘boost’ engine was groundbreaking, with a larger supercharger pushing power to approximately 570 horsepower.

Aerodynamic Revolution: 2023

2023 saw dramatic transformations. A partnership with Andrew Brilliant of AMB Aero resulted in comprehensive aerodynamic upgrades—a carbon splitter, false floor, side skirts, and an extraordinary rear wing. The result? An astonishing 1,500kg of downforce at 150mph—theoretically enough to drive upside down.

The engine received equally impressive upgrades. State-of-the-art Pankl pistons, which are the thickest known on a K-Series engine, were integrated into the K-Series engine, essentially bringing Formula 1 technology into our build. Darton wet steel lined sleeves required extensive machining, while an Arrow Precision crankshaft, weighing just 12kg, was designed to reliably spin to 9,500rpm with minimised vibration.

Our efforts culminated in clinching the 2023 Time Attack Pro crown after a nail-biting final session of the season, a moment of pure triumph.

2024: Pushing Boundaries Further

The evolution continues. A Route KS wide body kit dramatically altered the NA1 silhouette, allowing us to run massive 305 wide slick tyres on 11J WedsSport TC-105X wheels. A new livery complemented these aggressive modifications.

The turbocharger evolved from a Garrett G30-770 to a more potent G35-900, remarkably maintaining a minimal 400rpm loss on the torque curve’s lower end.

A Holinger MF-2WD 6-speed sequential gearbox now manages the immense power, supported by Ohlins TTX40 MKII coilovers and Eibach race springs—a fully independent, 4-way adjustable suspension system.

Our development at Multimatic’s shaker rig revealed fascinating insights, including the somewhat humorous fact that Tsuki is now 12.18 times more uncomfortable than a 1998 Mercedes S class!

A Pace Products Dry Sump system ensures optimal oil circulation, maintaining engine efficiency even in the most extreme cornering conditions.

The Journey Continues

Tsuki is more than a car—it’s a rolling testament to engineering passion, a machine that embodies our relentless pursuit of performance. But make no mistake: this journey is far from over. In fact, for 2025 we will be running a Cylinder Support System K-Series block. In the world of motorsport, there is no such thing as a “finished” car. Each season brings new challenges, new technologies, and new opportunities to push the boundaries of what’s possible.

Our commitment remains unwavering. Year after year, we will continue to innovate, to refine, and to seek that next incremental gain. Whether it’s squeezing out an extra few horsepower, reducing weight, or finding new aerodynamic efficiencies, Tsuki will continue to evolve. The goal is simple yet endlessly complex: to go faster, to be better, to redefine the limits of what a modified NSX can achieve.

Tsuki is not just a project car—it’s a never-ending quest for automotive perfection. And we wouldn’t have it any other way.

In our last blog post, we discussed the winter makeover of Tsuki, our k-swapped Honda NSX, in preparation for the 2024 Time Attack season. We hinted at a mission to shed some serious weight, and we’re here to tell you we’ve done just that!

Weight Reduction

We’ve been on a relentless quest to reduce Tsuki’s weight by any means possible over the last few years. Pretty much anything that can be chopped out or replaced, has been, so there’s not much more that we can do! However, replacing the standard doors with super lightweight carbon fibre versions was a no-brainer. These doors, including all the windows and hinges, weigh a mere 7.5kg each! This translates to a weight saving of a whopping 10kg per side compared to our previous stripped-out doors, for a total reduction of 20kg.

Of course we didn’t stop there though. We also replaced the rear engine cover with a carbon fibre version instead of the polycarbonate. This shaved off another 10kg, bringing our total weight saving to a remarkable 30kg!

Welcome Aboard, Rob Boston Racing!

If you’ve been following our social media channels, you’ll already know that we’ve welcomed Rob Boston to the Tegiwa Racing team for the 2024 season. Rob is the owner of Rob Boston Racing and a true racing legend, having secured multiple race wins and championships across various series.

His knowledge is invaluable. Not only is Rob an incredible driver, but he and his team are also actively involved in developing Tsuki’s chassis. With Rob’s extensive knowledge and experience, we have the perfect recipe to smash all our previous lap times into oblivion!

Double Dose of Racing Goodness

That’s not all! Rob is also throwing his hat into the ring for the 2024 Time Attack Pro Extreme class in his K-swapped Ginetta G55. Of course, the majority of the parts for this build were all supplied via Tegiwa! We’ll be bringing you more exclusive content on this beast later in the year, so stay tuned!

From Blyton to Brands

With a hugely successful test day at Blyton Park under our belts this week, we’re now in top gear and prepping Tsuki for its next challenge: Brands Hatch in just a couple of weeks!

It was phenomenal to hear the K22 engine roar on the open track, and the test provided some valuable seat time for Luke, our driver.

We can’t wait to share our progress and racing adventures with you throughout the season. Stay tuned for more exciting updates!

A Sharper Silhouette: Route KS Body Kit and New Livery

First things first, we treated Tsuki to a brand new outfit. The sleek and aggressive Route KS wide body kit completely revamped the car’s exterior. It also meant that we could now fit an 11J WedsSport TC-105X with a 305 wide slick tyre on the rear axle with ease to provide even more grip.

We also gave Tsuki a stunning new livery that was designed in-house here at Tegiwa. This perfectly complements the sharper lines of the body kit and definitely gives her a new wow-factor.

Breathing Fire: New Garrett G35-900 Turbo

In the boot (or trunk if you’re American), things got even more exciting. We swapped out the Garrett G30-770 turbo for an even bigger G35-900. Although it’s a bigger turbo, we only lost 400rpm off the bottom of the torque curve which shouldn’t impact us at all due to our Holinger gearbox having close ratios to help us stay on boost.

Heat Management Made Easy: Funk Motorsport Manifold Blanket

To ensure optimal performance and prevent heat soak, we  teamed up with the guys and girls at Funk Motorsport. They kindly provided us with a custom exhaust manifold blanket to help keep temperatures down. This high-quality blanket helps retain heat in the exhaust manifold, leading to improved turbo spool and overall engine efficiency, whilst also preserving other vital components located around it.

Taking Control: Ohlins Suspension

For superior handling and control, we replaced the Nitron suspension with a top-of-the-line Ohlins coilover setup. The Ohlins TTX40 MKII setup is fully independent 4-way adjustable suspension kit which is paired with Eibach race spring’s manufactured to our specification.  Ohlins are renowned for their precision and adjustability, allowing us to fine-tune Tsuki’s suspension for any track.

With the new setup installed, we took Tsuki to Multimatic for development on their shaker rig. We could then put the NSX through various scenarios and gain plenty of data. An interesting fact that we discovered was that Tsuki is now 12.18 times more uncomfortable than a 1998 Mercedes S class!

Pace Products Dry Sump

The next major upgrade that we carried out was to the oil system. We installed a Pace Products Dry Sump Oil kit. A dry sump pump system facilitates the cleaner and more efficient circulation of oil within an engine and helps it perform efficiently even under the most extreme corners. With the sump installed, the K22 got a refresh and service courtesy of our engine builder and tuner, Bourne HPP.

Torco Partnership

Finally, we are thrilled to announce our official partnership with Torco, a leading manufacturer of high-performance lubricants. Torco’s oils will keep Tsuki running smoothly and efficiently, ensuring we can continue to push its limits on the track.

Tsuki’s winter makeover is more than just a collection of upgrades; it’s a testament to our dedication to continuous improvement. We’re building on the legacy of our 2023 Pro Class win and hoping to create a machine that can put up a fight with the best of them. We can’t wait to share Tsuki’s journey with you this season. Stay tuned for more updates as the season gets underway at Anglesey in a weeks times!

Finally, a massive shout out to all our sponsors and partners who we are working with this year:

• Bourne HPP
• Ohlins
• Mick Gardner Racing
• Yellow Speed Racing
• WedsSport
• Funk Motorsport
• Garrett
• Torco
• Coilovers.co.uk
• Alloy Wheel Shop

We’d suffered with a couple of small niggles throughout the warm up and practice session but had managed to rectify them by the time qualifying had arrived. We also knew we wanted to smash the lap record of a 1.16 which had stood since 2013, so Luke had to bring his A game.

In qualifying, Luke got a banker lap in early doors, but then had to pit as he could hear something banging underneath the car. The crew checked Tsuki over but couldn’t find the issue immediately so decided to call it a day. This meant that Luke couldn’t go for his final push run of the session. We then saw Alfie go a tenth and a half faster than us with a 1:12.040, securing the lap record in the process too. This meant that he was now sitting six points ahead of us in the championship heading into the final, but with how the Time Attack points are awarded, it would mean that whoever set the fastest time in the final would claim the win and the championship!

It was pretty exciting yet extremely nerve-wracking that the past 6 months had all boiled down to the final 20 minute session of the season. As the session started, it all appeared to be going wrong for us from the get go. We missed the initial first two minutes so we could make ourself space on track. When Luke finally managed to get out, Alfie had set a blisteringly quick lap of a 1:11.5.

After Luke’s first lap of the session we could see that something wasn’t quite right with the car. Luke had also told us over the radio that he could feel a vibration too. A steward quickly appeared in the garage and told us that we needed to pull Tsuki in to investigate.

Luke dived into the pit lane and we could immediately see that the rear diffuser was hanging off. This was because the car was travelling so fast, it’d created so much pressure that it’d ripped its own bolts off! There wasn’t much that we could do other than completely removing the diffuser. It felt like the odds were heavily against us now with a major component of our aero package missing and Alfie way ahead of us in terms of time. 10 minutes remained of the session so Luke headed back out to the track, ready to give it everything he’d got.

As the morale had taken a serious dive in the pits, the atmosphere was very doom and gloom. This soon changed though when we saw Luke put in a purple first sector on the TSL timing screen in our garage. You could literally hear a pin drop as we waited in anticipation for him to finish the lap.

Moments passed and the screen updated and showed Luke had put in a blinder of a lap with a 1:10.678, absolutely destroying the lap record too! It was now a case of sitting tight and watching the clock run down, hoping that Luke had done enough to get the job done and sure enough he had.

It was a crazy day of ups and downs but we’re super proud to now be 2023 Pro class champions. We’ve got to give credit to Alfie for pushing us right till the end, it was certainly a season we won’t forget in a hurry and we hope for more of the same in 2024. Once again, a big thanks goes out to our sponsors and affiliates who play a vital role in creating Tsuki. We can’t do it without you and your support is most appreciated.

We’re now looking ahead to next season and already have a plan in place for winter developments. If you’re looking for an opportunity to get onboard in 2024 then don’t hesitate to contact us!

For now though it’s goodbye to the 2023 race season and we’ll see you back on track next year!

The Bourne K22 uses a bowled piston crown design, typical of the type found in modern turbocharged endurance and rally engines. These are manufactured by Pankl pistons, featuring the thickest crown known on a K-series engine. The added material in the piston crown design enables us to run higher cylinder pressures increasing engine output and overall on track performance. The piston has been designed using Pankl’s stress analysis software leaving no stone unturned in added strength whilst reducing overall weight. The pistons also feature beryllium bearings and a DCL coated gudgeon pin for increased durability.

Terry Radbourne, owner of Bourne HPP, sums the piston assembly up, saying, “It’s pretty much a Formula 1 piston in an engine based on a Honda K20.”

Bourne HPP have also developed a couple of parts for the engine too with their billet high lift cams and valve train.  They are manufactured right here in Britain, in a traditional heat-resisting austenitic steel that has found to be durable in high performance motorsport. The valve sizes for both the inlet and exhaust are increased by 1mm and are available to purchase on our website. These are capable of seeing over 300 horsepower on an N/A build and up to 1,000 on anything boosted!

A set of Mahle Motorsport bearings now feature too, these are actually made by the same people who make bearings for F1 engines.

The original K20 cylinder block was originally fitted with dry liners – that is, steel sleeves inserted into bores in the block casting. The Bourne K22 is fitted with wet steel liners from US supplier Darton, to Bourne’s specification. This involves a great deal of machining and material removed from the Honda block.

The crankshaft has been made by Arrow Precision, who also make the con rods too. This is a flat-plane, five-bearing, four-pin crankshaft made from 722M24 nitriding steel. The material is hardened and tempered to give a core strength in excess of 1000 MPa. At 12kg, the crankshaft is far lighter than the OEM Honda crank, which is achieved mainly by reducing the number of counterweights from 8 to 4. The crank and rod design brief was to run to 9,500rpm reliably whilst lowering vibration and thus wasted energy within the engine.

The Garrett G30-770 (0.83 AR) remains in the boot of the NSX once again and has been faultless so far throughout the build. We have cranked the power up to 650 horsepower which is well within the turbos maximum capacity of 770 horsepower and we still have room to push even further!

AMB Aerodynamic Package

Race Fuel

Water Methanol Injection

To keep things cool we use an AEM V3 water meth injection kit with a custom ICEFAB tank mounted neatly where the headlight used to be located. We can now control the air intake temperature to be below 32 degrees!

With the upgraded race fuel and water methanol kit we now run the turbo at 1.4 bar of pressure. With longevity and reliability in our mind this sees Tsuki produce 550 horsepower. We also managed more laps than anybody else at our recent race meeting at Brands Hatch, with track temperatures reaching up to 48 degrees.

Motul

Motul came through with the goods once again, supplying us with a care package of 300V 10W-60 oil for Tsuki. When we’re pushing the car to its limits, we know that we can rely on Motul lubricants to perform at peak temperatures!

Lucas Oils

Whilst on the subject of fluids and lubricants, Lucas Oils jumped on board with the build too. They supplied us with a neat care package of products for us to use and of course some awesome merchandise.

We used their Octane Booster when Tsuki was undergoing her last dyno session on pump fuel. This enabled us to take an extra degree of ignition in the map. We then used the coolant additive to help keep the temperatures as low as possible.

Turbosmart

Our friends over at Turbosmart have helped us out with a couple of parts on this build. One of which is the game changing Oil Pressure Regulator which provides a rock solid oil pressure for the turbocharger from a simple, inline return-less regulator and includes a built in 44 Micron Stainless Steel Mesh Oil Filter.

What’s next for Tsuki?

Tsuki is also back at ICEFAB right now as she’s undergoing a diet. The aim is to strip as much weight as possible from the car in order to make it even lighter. The NSX currently weighs in at 1,285kg (with driver) however our aim is to get down to 1,240kg. This makes our current power to weight ratio 428bhp per tonne but if we can hit out target figures of weight and power, then we’re hoping we can be at 565bhp per tonne!

Tsuki is already taking the 2023 Time Attack Pro Class by storm. In the hands of Tegiwa Director and resident racing driver, Luke Sedzikowksi, Tsuki recently smashed a decade old lap record at Brands Hatch by over 1.2 seconds. However, we want to go even further and fulfil every aspect of potential that it has to offer. Make sure you stay tuned as we bring you more updates as and when they happen.

Thanks

As always a huge shoutout to our sponsors and partners who have made this possible and continue to work with us!

• Bourne HPP
• Andy Frost @ ICEFAB
• Yellow Speed Racing
• Garrett
• Goodridge
• WedsSport
• Cobra Seats
• Turbosmart
• Nitron
• Motul
• Lucas Oils
• ITG
• Garmin
• Competition Clutch
• Ilya Krylov @ RuskiWeldFab