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UK KIT CAR GUIDE 2013
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VELENO PROJECT FOR SALE (Previously known as Lyncar) This unique super car was originally designed and built in the 90s for Wilt Chamberlain the infamous seven foot tall American baseball superstar at a cost of $750,000. You can see Wilt and his car then called Searcher One at: www.nytimes.com/2006/12/24/sports/basketball/24glass.html The project originally came on an aluminium chassis but has now been adapted around a new space frame chassis designed to take 100% of Toyota MR2 components. A tremendous amount of work has gone into the further development of this car but the project has been mothballed for the last 3 years. Two prototypes and a production customers car have been completed to date.
For more information please call
07977 055720
UK KIT CAR GUIDE 2013
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003 Contents:CKC Edit Template
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Contents Welcome
What’s Inside... 4 KIT CARS - AN INTRODUCTION New to kit cars? Start your journey here and arm yourself with all the vital knowledge you need to embark on an exciting, satisfying car building project.
11 MODEL INDEX Quick reference to the cars detailed in this guide – one listing by name, another by genre. With everything from stripped back track day cars to cossetting GT cars, there’s something for everyone.
13 KIT CAR PROFILES Detailed profiles on almost 70 kit cars you can build yourself. Each entry includes details on the car and the company that makes it, pricing information and technical specifications.
80 KIT CAR INSURANCE Handy guide to getting your kit car covered – not just when it’s complete, but also during the build and also when your transporting the parts home in a van or on a trailer.
85 KIT CAR WORKSHOP Helping you through building and owning a kit car. Loads of useful information for the experienced builder and kit car newcomer alike.
Welcome
F
or many, the idea of building a car in your garage at home is a leap into the unknown. What’s included in the kit? What tools will I need? How do I register the finished item? How much will insurance cost me? Whether you’re brand new to the scene or more experienced, there will many questions you’ll need answered before deciding to go ahead and making an informed choice of which car to build. The UK Guide To Kit Cars 2013, produced by the experienced team that brings you Complete Kit Car magazine, answers those questions. With detailed profiles on a broad range of cars currently on the market, choosing the kit for you will become easy. And we’ve also included other guides to assist you through kit car ownership. So we have a section on the IVA test (theory and practical) that most kit cars have to pass before being registered, information on insuring your car and a very useful directory of parts and services suppliers that will be vital for your project. And it doesn’t end there. Complete Kit Car magazine regularly features readers’ builds that will inspire your own project. We’ve brought three of those together in this guide to give you an insight into real world kit car building in domestic garages. If these guys have done it, there’s no reason you can’t! So find out more about the world of kit car building. It’s a thoroughly rewarding pastime – after all, not everyone can look at their car and say “I built that.”
86 PARTS GUIDE Your essential directory to lots of useful suppliers. Need to know where to source everything from nut and bolts to full engines? They’re all here!
92 WESTFIELD SEIGHT BUILD Two-part story of Adam Reeves’ Westfield SEiGHT build – one pictorial record of the build, another on the completed car. Here’s a builder who took his time to enjoy the project.
Adam Wilkins Editor
106 MEV ROCKET BUILD One of the most immaculate builds you’ll ever see. Jon Mabbott went to extremes to create an spectacular MEV Rocket.
120 DAX 427 BUILD Fancy building a Cobra replica? Here’s a home built example where the budget didn’t matter and the final spec did.
HOW TO CLAIM YOUR FREE CALENDAR online at www.completekitcar.co.uk
Most kit cars require an IVA test before being registered. Here are the ins and outs of what’s involved. Vital info for kit car builders.
We have a free Complete Kit Car 2013 calendar for every reader of the UK Guide to Kit Cars. It’s a top qualityproduction that’s too big to insert into this publication, so to get your hands on your copy head to www.completekitcar.co.uk and fill out your claim form using your unique claim code on the right.
140 IVA – THE PRACTICAL We follow the CKC project MEV Exocet through the IVA test to show you what to expect on the big day.
THE UK KIT CAR GUIDE TEAM ASSISTANT EDITOR Ian Stent ADVERTISING SALES Karen O’Riordan PROOF READING Bridget Bliss
The calendar includes all of 2013’s kit car show dates and the on-sale dates of Complete Kit Car magazine – so it’s useful as well as decorative. Offer closes 30th October 2013
Sorry, but lack of time prevents us answering technical queries over the phone. We would much prefer you contact us by e-mail or write, enclosing an SAE for a reply. While every effort is made in compiling the editorial and accepting only bona fide advertisements in the UK Kit Car Guide, the publisher cannot be held responsible for any effects arising therefrom. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or manual, including photocopying, recording or by any information storage or retrieval system without prior permission in writing from the publisher.
GRAPHICS & DTP: Grapevine Design & Print T: 01903 531531 E: justin@grapevineprint.co.uk ENCYCLOPEDIA OF KIT CARS 2012 PUBLISHED BY: Performance Publishing Ltd. T: 01903 236268 E: justin@performancepublishing.co.uk A: Performance Publishing, Unit 12 Thesiger Close, Worthing, West Sussex BN11 2RN © Copyright Performance Publishing Ltd. All rights reserved.
ISBN 978-0-9557418-8-3
UK KIT CAR GUIDE 2013
Unique claim code: C KC0 0 938 127 X M
134 IVA – THE THEORY
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Kit Cars
Making A Start Don’t let austerity get the better of you! There’s a kit car to suit every budget and every level of experience, from novice to qualified mechanic. hy would you build a kit car in 2013? The old argument that kit cars offer a level of affordability and performance that you can’t hope to match in the production world made perfect sense in the 1980s, but today regular production sports cars are both cheap and fast. So does a kit car make any sense today? As you’ve already been intrigued enough by this magazine to have spent real money so that you can take it home and read its contents more thoroughly, then perhaps the reasons why you might invest both hard-earned cash and significant hours of your leisure time in building a kit car are already clear to you. If not, then let us offer some guidance... For starters, the fact that a kit car is NOT a production car is reason enough for many of us. Building something to your own specification, choosing not just the colour of the carpet, but instead the engine and suspension components, the instrumentation and switches, and perhaps even going to the effort to make your own modifications to the bodywork to make it truly unique to you... you can’t do that with any production car, no matter how fast or cheap it is.
W
UKKITCAR GUIDE 2013
Right: It doesn’t matter how cheap or fast a production car may be. Kit cars can still offer a completely unique vehicle you won’t find in any mainstream showroom.
Below: Don’t forget that building a car isn’t simply a means to an end, but a major part of the enjoyment to be had from owning a kit car. The build should be fun.
And of course owning a kit car isn’t solely about driving and polishing it. Before your car even turns a wheel in anger, you’ll have spent a not inconsiderable time assembling it. Building a kit car shouldn’t be seen as a means to an end... it’s a vital part in the ownership experience that you should enjoy. While we can’t guarantee that every single aspect of the build will go smoothly, overcoming the challenges, taking your time, taking pleasure in doing the job well, and simply enjoying the creative reward that comes from starting with a basic steel chassis and building a car is, well... amazing! Production cars can’t get close. Understanding that the kit car
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experience will reveal an exciting new hobby makes whatever investment you can make into it an utterly worthwhile expense. So in 2013, perhaps more than ever before, the positive sense of achievment that comes with building a car at home is the perfect antidote to the financial woes that consume the nightly news and daily papers. So how should you use the UK Guide To Kit Cars 2013? There are various elements to the guide that will hopefully help you to make an informed decision, not only about which model to build, but also the legislative demands that come with assembling a car in 2013. At its core, the guide reveals the many different types of kit car currently available. Each entry will showcase a distinct model, outlining what components are used in its construction, the cost of the basic kit and the likely outlay required to finish a car. This is a great place to start making a shortlist of possible contenders for your future plans. But there’s much more to our 2013 guide than just the model entries... The guide can also point you towards all the suppliers you may want and need to use throughout your project, and the insurance companies you’ll need to consider not only when the car is complete, but also potentially to cover everything while it’s in the construction phase. A large part of this year’s guide is set aside to show you how others have got on with their own cars. Within the CKC Workshop section we follow three very different privately built projects from a basic chassis to completed masterpiece. With loads of pictures of each build, as well as the finished cars, these workshop
www.completekitcar.co.uk
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An Introduction
stories cover the popular arenas of the Lotus Seven and AC Cobra style replicas, as well as a modern exoskeletal car in the style of the Ariel Atom. So the guide should provide you with not only details of many of the latest models on offer from the scene’s top manufacturers, but much more that will hopefully inspire you. But first, some of the basics...
UKKITCAR GUIDE 2013
WHAT DO YOU WANT? If you decide that you want a kit car, then you need to think carefully about what sort of car you want. The Lambo replica you’ve dreamed of since childhood may simply be out of your budget, while the bike-engined sevenesque car you fancy may be completely impractical for your needs. So be realistic about what you’re after. If you fancy taking it on longer journeys then the bike option may not be practical, since they are perfect for local blasts and trips to the track. The same question may also throw up considerations of whether you want a soft-top for protection against the elements, which will in turn mean you’ll need a full windscreen in place of the minimal aeroscreens that have become so popular. Other factors that will affect your
Below left: A MEV Atomic is a bare essentials thrill machine, with one seat and few creature comforts. Below: Razor 3-wheeler also looks crazy but offers more practicality. Be realistic about what sort of car you can live with.
choices might include decisions on cockpit space, available legroom if you are particularly tall, whether you want a car for touring or track days (or both!). Whether you prefer mid-engined to front engined. SET A BUDGET Of course, deciding how much money you have available may well be the biggest factor in choosing which car to build. If you are looking at a sector of the market which offers considerable choice, such as the Lotus Seven style cars, then setting a budget can be a helpful way of narrowing down your options. But working out how much a kit car will cost is notoriously difficult. Be rigorous in your costings and make sure that you include VAT where appropriate and that when comparing different cars, you are accurately comparing what’s included in each kit package. Don’t be surprised to find one company offering the springs and dampers in its suspension
Pic: www.car-shots.co.uk
DO I NEED SPECIALIST SKILLS? Do you need to be a seasoned mechanic to take on a kit car build? Surely you must need at least a modicum of technical know-how? Not really. While there’s no doubt that having a basic understanding of how a car works will help in the build, we’ve met plenty of first-time kit car builders who previously ran company cars and barely knew how to change a wheel. If you seriously doubt your own ability, then there are two ways of finding out whether you have what it takes. Firstly, you can buy a road-going donor car for the kit you fancy building, and then spend some time running it and servicing it. If you don’t want to see another spanner after a month or two, you can always sell the car and lose nothing. Secondly, you could always buy a prebuilt kit car from the classifieds. Running a kit car and tweaking the work someone else has done will also soon show you whether building something is for you. It’ll also show you things you may want to include in your own car, as well as things you want to leave out! And again, you can
always sell it on if the experience isn’t a good one.
Left and above: Having a garage will certainly make the build experience easier, but you don’t need a fancy double garage in order to create something spectacular, such as this Hawk 289 FIA.
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Kit Cars again, owners are rightly enthusiastic about their cars and happy to give opinions.
package, where another company keeps them separate. So make sure you compare like for like. See www.completekitcar.co.uk, where you can download an Excel spreadsheet for making direct comparisons between one kit and another. But is setting a budget important? That might sound like a stupid thing to say when we’re all watching the bank balance these days. But what if you didn’t set a budget, but instead said that you’d only buy the bits to build the car as and when you could afford them? If you are not in a rush to finish the car (and are enjoying the build process) then if you can set aside a bit of cash each month, the exact cost of the build becomes less important. The car will be finished when you can afford to finish it. For all that, most of us prefer to have some idea of what budget we can reasonably expect to set aside for a build. And then add in a contingency plan, because 99 per cent of those we speak to overspend! VISIT A SHOW It’s all very well looking at cars in this guide, but you’ll really get a sense of what they’re like when you see them for real, and the best place to see lots of cars in one place is at a kit car show. Not only will the show allow you to see the manufacturer’s example, but you may well be able to look over privately assembled cars parked out in the club area. This is invaluable, since you can guarantee that the car in the hall will be to top specification and absolutely immaculate... those cars you find outside might more accurately reflect what you can achieve at home. Speak to the owners, because they’ll be delighted to tell you about their projects and highlight any issues they may have had with the kit or the manufacturer...
Above: Visiting a kit car show is a must to see the cars up close and alongside potential competitors.
VISIT THE FACTORY When things start getting serious, then you need to go and see where the car is built, meet the team behind it, and at least go out in the demo car. But what can you learn from one of these visits? Buying a kit car is not like buying a production car, where after you’ve done the deal the salesman is onto the next customer. When you buy a kit car you’ll be developing a relationship with the manufacturer as you phone for advice, pick up additional parts and generally look for support during the build. So it’s very important that you feel confident with the people you’ll be dealing with. Don’t be surprised if the factory is smaller than you expect and doesn’t have a showroom... few kit car companies do! But we would expect the place to be busy, with chassis and bodies being prepared for customer collection and a general sense that the company is actively doing business. If everything is covered in dust
and there’s no-one else around, it may be time to look elsewhere. Very few companies will allow you to drive the demonstrator. That may seem harsh, but enough companies have had demonstrators written-off by overenthusiastic potential customers, for most companies not to offer such an option. But do sit in the driving seat and make sure you can get comfortable. If you can’t get comfortable, ask why not and see what can be done to improve it. And if you go out as a passenger, see what you think of the ride, the way the car handles and whether it’s something you can imagine driving and owning yourself. YOUR WORKSHOP You’ve taken the plunge and placed an order. Now’s the time to get your working area sorted. A single lock-up garage that’s remote from your house and lacks any lighting or electric can make a kit build doubly challenging. We’d suggest as a minimum you need to have power, a workbench and a vice (along with a basic set of tools). Some decent shelving can also prove invaluable
Right: The next phase in your research will involve visiting a manufacturer’s premises. Below: Talking to the relevant owners’ club will give you lots of feedback about the product and the company that makes it.
ASK THE OWNERS’ CLUB If you are beginning to whittle down your choice, then joining the relevant owners’ club can prove invaluable. There may be a free online forum you can join and, once
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An Introduction and you might want to improve the lighting if you can. If you have a brick built garage, then painting the walls white will not only make the place look better, but also improve the light. DONOR VEHICLE Depending on the car you build, you may or may not need to buy yourself a donor car, but the chances are you may need to buy at least some second-hand parts. While local breakers might be perfect, the internet has made this a particularly simple exercise, either via auction sites such as eBay or simply searching nationally for breakers. But what about a donor car? Some manufacturers (and some breakers) can offer donor packages, where all the parts are already pre-stripped from the donor, but we’d rather buy the donor and strip it ourselves. This way you see how everything comes apart, which can make life easier when it comes to reassembly on your kit car. It also allows you to keep other small items that might not be included in the pre-stripped packages. And finally it allows you to potentially sell other parts of the donor car that you don’t need. Should you buy a write-off or an MoT’d runner? Whenever possible, we’d try to buy a running car with an MoT. In this way you can drive it and assess what mechanical parts need attention before you put them on the kit car. LEGALITIES When your build is drawing to a close you’ll need to begin the process that allows you to legally drive your car on the road. The sections on IVA in this guide will tell you about this in more detail, but if you’ve built a bodykit onto something like an MR2 then you simply need to get the
UKKITCAR GUIDE 2013
registration details changed to accurately reflect the new identity. Most kit cars, where you create a car on a new chassis and suspension package, will need to go through Individual Vehicle Approval. Most importantly, your kit manufacturer should be able to guide you through this process and, vitally, supply a kit that meets the requirements of the regulations.
Right: If you decide you don’t want to do the spannering yourself, then companies such as Chester Sports Cars can do the work for you.
LET OTHERS DO THE WORK Does it need to be the end of your kit car ambitions if you eventually decide that you really don’t want to build a car from scratch? Of course not. Two obvious options are apparent. Firstly, you can commission the kit car manufacturer (or one of a number of dedicated kit build companies) to assemble a car for you. Simply specify your car, pay your money and await collection day. Secondly, you can always consider buying a kit car someone else has built and driven. The market for pre-owned kit cars is a highly active one, so this is a great way of dipping your toes into the kit car scene, finding out if you enjoy the experience and, potentially, building your own car a few years down the road. WHAT NEXT? When we talk about kit cars, it’s easy to concentrate on the build and simply view the ownership experience as one where you just drive the finished car. But there’s more to it than that. From a social perspective, kit cars can open up a whole new scene, and you can cherry pick the aspects that appeal and leave those that don’t. You’ll typically find two different types of club to consider – the marque specific national club that links owners of the same car, and a local
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Below left: Once you’ve built your kit car, it’ll probably need to go through IVA. Below: Months earlier you’ll have had the excitment of picking up your kit... the start of an exciting new adventure. Enjoy it!
kit car club for people in the area to meet up with their cars, do local runs and have a good chinwag at a local hostelry. Both types of club are well worth considering, both for help and advice when you need it, but also just for the fun. Because of most kit cars’ sporting ability, there are loads of different ways to exploit your car’s ability, beyond an early morning road blast. At its most simple, you can book yourself on a track day. This is a great way to see just what your car can do, in the comparatively safe confines of a race circuit or airfield. And if you want to take your driving to a more competitive level, then there are endless ways of using a kit car in competition. Hillclimbs, sprints, autotesting, trials and circuit racing (in a large number of different championships) all await you. Owning a kit car is about so much more than just driving a quick car. It’s a unique opportunity to be involved in the creation of your very own car, deciding virtually every aspect of its dynamic ability and overall look. It’s a great way to open up a whole new social arena in your local area and, if the mood takes you, you can take that competitive streak and see what you’re really capable of in a race environment. No other form of motoring can offer all these opportunities, rolled into one... except for a kit car. The UK Guide to Kit Cars 2013 could be the start of a fantastic new hobby. Have fun. CKC
www.completekitcar.co.uk
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011-012 Index 2013:CKC Edit Template
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Index Kit Cars
Models By Type BUGGIES AND FUN VEHICLES Blitzworld Joyrider Doon Dutton Surf Jimini 2
22 32 33 46
COBRA REPLICAS AK 427 Backdraft BDR RT3 Dax 427 GD 427 Hawk 1.8/2.6 Hawk 289 Hawk Kirkham Madgwick SR V8
14 19 27 37 40 41 43 49
MOTORISED MODEL CARS Toylander
73
LOTUS SEVEN INSPIRED ROADSTERS Dax Rush CCR 28 Dax Rush ST 29 GBS Zero 36 Luego Viento 48 MK Indy 54 MNR VortX 55 Quantum Xtreme 59 Raw Striker 60 Retro 62 Roadrunner SR2 63 Tiger Avon/GT 70 Toniq 71 Westfield Sport 79 REPLICAS Aspire Autotune Aristocat Sports Autotune Can-Am Chesil Speedster Dave Jones GTA DGT GT & GTS DNA 3Sixty, 4Thirty, 5cudo & DN8 Furore F1 GD T70 & Moda Hawk HF2000/HF3000 Lister Bell STR Parallel Miura Parallel Torero Suffolk C-Type Jaguar Suffolk SS100 Jaguar Tornado TSC GT40 Tribute MX250 Vintage Replicar
UK KIT CAR GUIDE 2013
15 16 17 25 26 30 31 34 38 42 47 56 57 68 69 72 74 76
COBRA REPLICAS
LOTUS 7 INSPIRED
REPLICAS
SPORTS CARS Caterham Roadsport Fury JBA Falcon MEV Exocet MEV Mevster MEV Rocket Phoenix Mirach Ronart W152 RTM La Bala SDR WR3 V-Storm Vortex GT3 Vortex V2
24 35 45 50 52 53 58 64 65 66 77 78
THREE-WHEELERS Blackjack Zero Buckland B3 Grinnall Scorpio III Razor Triking
21 23 39 61 75
TRACK DAY SPECIALISTS (ROAD LEGAL) AB Sabre 13 MEV Mevabusa 51 Spire GT-R/GT-3 67 SPORTS CARS
WEDDING CARS Beauford Imperial
20 44
BUGGIES AND FUN CARS
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Index Kit Cars
Models By Name AB Sabre AK 427 Aspire Autotune Aristocat Sports Autotune Can-Am Autotune Gemini Backdraft BDR RT3 Beauford Blackjack Zero Blitzworld Joyrider Buckland B3 Caterham Roadsport Chesil Speedster Dave Jones GTA Dax 427 Dax Rush CCR Dax Rush ST DGT GT & GTS DNA 3Sixty, 4Thirty, 5cudo & DN8 Doon Dutton Surf Furore F1 Fury GBS Zero GD 427 GD T70 & Moda Grinnall Scorpio III Hawk 1.8/2.6 Hawk 289 Hawk HF2000/HF3000 Hawk Kirkham Imperial JBA Falcon Jimini 2
PAGE 79 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46
Lister Bell STR Luego Viento Madgwick SR V8 MEV Exocet MEV Mevabusa MEV Mevster MEV Rocket MK Indy MNR VortX Parallel Miura Parallel Torero Phoenix Mirach Quantum Xtreme Raw Striker Razor Retro Roadrunner SR2 Ronart W152 RTM La Bala SDR WR3 V-Storm Spire GT-R/GT-3 Suffolk C-Type Jaguar Suffolk SS100 Jaguar Tiger Avon/GT Toniq Tornado TSC GT40 Toylander Tribute MX250 Triking Vintage Replicar Vortex GT3 Vortex V2 Westfield Sport
PAGE 38
PAGE 42
PAGE 65
PAGE 26
UK KIT CAR GUIDE 2013
47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79
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AB Sabre
MOST TRACK DAY cars start out as road cars, but not the AB Sabre. The company has no plans to offer it as a road car – it has been designed from the ground up as a no-compromise race car. Naturally, it will also excel in the track day environment. Part of this ethos was to make adjusting the suspension in the paddock very easy. That’s essential for race performance and entertaining for track days. If you start out with a Sabre in track day spec, it will be possible to progress to racing at a later date. In the Sabre’s last two races of the 2011 season at Cadwell Park, it won both with a lead of over 20 seconds. The Sabre can accommodate a number of motorcycle engines, from 1000cc units to the Suzuki Hayabusa or Kawasaki ZX14. The chassis is made from all round-tube steel and has been analysed in CAD. This allows virtual crash testing and may lead to FIA certification. Specification throughout the car is very high. We’re talking Ohlins dampers, aero section wishbones and anti-roll bars. Brakes are Wilwood four-pot calipers all-round with solid grooved discs (various upgrades being available). Since receiving investment from Peter Jones of BBC’s Dragons’ Den, AB has been working to productionise the Sabre. Every chassis rail now has its own computer file, and each car comes with a PDF file of the chassis. As well as streamlining production, this means that if a customer damages their chassis, the necessary replacement parts can be identified and replaced easily. Each Sabre will have a history file from raw material to completed car with the aim being main dealer style levels of after-sales back-up.
SPECIFICATION CHASSIS: Tubular steel Tig welded spaceframe. Powdercoated in a choice of colours. BODYWORK: Nine-piece GRP body finished in self-coloured gelcoat. DONOR CAR: No donor parts. ENGINE OPTIONS: All current 1000cc motorcycle engines, Suzuki Hayabusa or Kawasaki ZX14 units. SUSPENSION: Inboard pushrod suspension working on aero section wishbones. Ohlins dampers. Tuning fork style anti-roll bars. STEERING: Bespoke AB components. Billet aluminium column incorporates paddleshift gearchange. BRAKES: Entry level Wilwood four-pot calipers on solid grooved discs. Optional upgrades. KIT PRICE: Complete kit including everything needed to complete car £22,000 plus VAT. BUDGET BUILD COST: £22,000 plus VAT. Turnkey car from £25,000 plus VAT.
SUMMARY – The AB Sabre is not a road car that has been adapted for track use – it’s a no-holds-barred race car that can be used on track days. It’s a very serious bit of kit.
AB Performance, Pie Hatch Farm, Brettenham Road, Buxhall, Suffolk IP14 3DZ T: 01449 736633 E: sales@abperformance.co.uk W: www.abperformance.co.uk
UK KIT CAR GUIDE 2013
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014 AK 427:CKC Guide 2009
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AK 427
FOR OVER 21 years, family run AK Sportscars has consistently delivered superb bespoke sports cars for Cobra enthusiasts both in Britain and, more recently, throughout Europe. It is renowned for excellent quality, sound engineering, exemplary customer service, value for money and punctuality. Increasing demand for its individual vehicles has resulted in expansion and development into the premier division of fake snake manufacturers. Chassis and bodies are made in-house, giving AK control over the high level of quality. In terms of design and engineering, AK uses a tried and tested formula – a well designed ladder chassis (with additional bracing), familiar XJ6 suspension and a quality fibreglass bodyshell. AK complemented its range in 2009 by launching its Generation II chassis based on more readily found XJ40 suspension. The AK team continually seeks to improve its products – for example, to ensure the AK 427 manoeuvres smoothly and effectively as a road car rather than a track day warrior, the company was the first to offer a productionised power-assisted steering package. Additionally, each Cobra can now be modified to dramatically increase leg room for the individual driver, ensuring that drivers well over 6ft tall should find this both a comfortable and luxurious car. AK is flexible and regularly supplies reconditioned donor packs to customers, whilst also incorporating part or full-builds. Operating from easyto-reach premises, visitors are welcome to visit the workshop to see all aspects of the manufacturing process – great for gaining real confidence in the company before ordering.
SPECIFICATION CHASSIS: Ladderframe with additional backbone bracing and bolt-down scuttle frame, 2mm steel floor. BODYWORK: Fibreglass body with bonded-in inner bodytub, along with inner wings and boot panel. Bodyshell trial fitted to the chassis prior to dispatch. Doors, boot lid and bonnet also trial fitted and hinged. DONOR CAR: Predominantly Jaguar XJ6 or Jaguar XJ40. ENGINE OPTIONS: Ford or Chevrolet small-block V8, plus others including LS engines. SUSPENSION: Standard Series 2 or 3 Jaguar XJ6 front wishbones and uprights. Shortened rear driveshafts and rear wishbones on exchange. Gaz adjustable coil-over dampers. Generation II chassis is XJ40 based. STEERING: AK’s own steering rack supplied in kit, 31⁄4 turns lock to lock. Optional power steering rack available, 23⁄4 turns lock to lock. BMW column. BRAKES: Jaguar front vented discs and 4-pot calipers along with standard inboard solid discs and 2-pot calipers at the back. Outboard brakes on XJ40. KIT PRICE: £3595 plus VAT for an extensive kit package. BUDGET BUILD COST: From £16,000.
SUMMARY – An unpretentious, professional and reputable company where any Cobra replica enthusiast will always find a warm welcome. Sound engineering and a quality package make this a premier division operation, synonymous with excellence.
AK Sportscars, Unit 51 Ivatt Way, Westwood Industrial Estate, Peterborough PE3 7PN T: 01733 267633 E: aksportscars@aol.com W: www.aksportscars.com
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015 Aspire:CKC Guide 2009
20/10/12
06:48
Page 15
Aspire
THE ASPIRE KIT was designed as a simple, low cost ‘upgrade’ to the ever popular, but now aging, MX-5 Mk1. Mazda has sold so many of these that they have kept the basic principle of the original design throughout the Mk2, 2a, and now 3. Clearly there is no better accolade for a design. But the new ones come at a cost. Aspire Kit Cars redesigned the basic body shell to give the best of today’s features in a sports car by using the best donor available at a sensible cost. The whole of the interior can easily be remodelled, from the carpets to the seats, steering wheel and dashboard. You also finish up with a much larger and more practical boot than the original. Several companies specialise in new or used parts for every model and others can supply re-leathered seats, white dials and mohair hoods. The donor car can be bought from places like eBay at well under £1000, or a little more for a low mileage model and every spare imaginable is readily available at minimal cost. The Aspire kit is one of the most complete kits on the market and includes all body parts, all lighting and all fittings, right down to nuts, bolts and washers. The panels come ready for painting. Aspire also offers a special twin outlet stainless steel exhaust system with a choice of tailpipes and alloy wheels unique to Aspire in either silver or black, should you wish to include these. Ease of build is the main advantage of the Aspire kit. The removal of the MX5 panels, the few mods and the refitting of the kit parts is straightforward enough for anyone to do. The build manual, for once, is comprehensive with photos covering all stages of the build and pages of advice for personalising your car. There are no VAT or IVA requirements to worry about either.
SPECIFICATION CHASSIS: Mazda MX-5 monocque construction is retained in standard form. BODYWORK: GRP body using all original Mazda MX-5 mounting points. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: 1.6 or 1.8-litre four-cylinder. SUSPENSION: Mazda MX-5 double wishbones all-round. STEERING: Mazda MX-5 rack and pinion. BRAKES: Mazda MX-5 discs all-round. KIT PRICE: Kits 1, 2 and 3 £4320. BUDGET BUILD COST: From £7000.
SUMMARY – The Aspire kit delivers on all fronts. Easily available MX-5 donor, quick and simple build, economical, ‘supercar’ styling.
Aspire Kit Cars, Somerset T: 01460 64240 E: info@aspirekitcars.co.uk W: www.aspirekitcars.co.uk
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016 Autotune Aristocat Sports:CKC Guide 2009
20/10/12
06:49
Page 72
Autotune Aristocat Sports
Coupé
Over 25 years of manufacture FORMED IN 1969 by Anthony and Carolyn Taylor, Autotune can rightly claim to be one of the elder statesmen of the industry, and its Aristocat Jaguar replicas have been on the market since 1984. With a passion for both classic Jaguars and competitive racing, it is hardly surprising that when Anthony moulded from a genuine XK140, he then successfully campaigned the very first Aristocat in the inaugural ’84 kit race series. This prototype still races hard if time allows. For all that, the Aristocat Sports is very much a road car, with a focus on practicality and affordability with sound engineering. The kit uses 80 per cent of the donor Jaguar, including all major mechanical components and even seats, dash, loom etc. Allied to the big cat’s standard suspension, it means the Aristocat can be built for as little as £9500 based on a tight budget, but it rides and performs as you would expect from a car using so many quality Jaguar parts. There is usually a good market for re-selling the cars at a later date. To maintain continued use of Jaguar donors, an alternative chassis for the Aristocat Sports has been developed to take in later Jaguars from 1986, the XJ40 and subsequent XJ6 cars, again using much of the top flight donor. Those looking for period authenticity can browse the options list, where items such as the chrome split windscreen can be found, plus budget alternatives. A Coupé version with more focused period appeal is also available, having a dimensionally exact bodyshell, but allied to an updated spaceframe chassis more suited to modern roads.
SPECIFICATION CHASSIS: Multi-tubular spaceframe made from 16-gauge 1.5in square tube steel. Pre-drilled and fitted with all mounts. Side impact bars and rig-tested at Manchester Metropolitan University. BODYWORK: Fibreglass bodywork sections supplied in self-coloured gelcoat finish which does not require painting. DONOR CAR: Jaguar XJ6 or V12 1968 to 1985. Option XJS. New donors: XJ40 or X300 1986 onwards. ENGINE OPTIONS: Jaguar XJ6/V12 or later AJ6. SUSPENSION: Unmodified Jaguar front and rear with re-rated springs (rear track shortened for Coupé). STEERING: Jaguar XJ6 power steering rack and column plus extension. BRAKES: Unmodified Jaguar vented front discs and four-pot calipers with solid in-board rears. KIT PRICE: Standard chassis £2250, XJ40 £2485, Coupé £2985. Standard Body £2400, Coupé £3000.
SUMMARY – A unique blend of affordability and genuine period glamour make the Aristocat Sports an appealing but realistic package. Jaguar power and running gear provide a pleasurable driving experience.
BUDGET BUILD COST: From £9500, but have been done for much less!
Members: STATUS, British Racing Mechanics Association.
Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF T: 01254 886819 E: mail@autotuneuk.com W: www.autotuneuk.com
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017 Autotune Can-Am:CKC Guide 2009
20/10/12
06:50
Page 73
Autotune Can-Am
INITIATED IN 1966, the Canadian American Challenge Cup was a series of races for Group 7 sports racing. The lack of many design restrictions meant that over the next eight years the series attracted top teams and drivers. The dominant force from the outset until the entrance of a works Porsche team in 1972, were the McLaren works team. For five years, the McLarens driven by Bruce McLaren himself and Denny Hulme were virtually unbeatable. The McLaren M1A was the first McLaren sports racing car designed and built in 1965. It was succeeded by the M1B design with body styling by the famous motorsport artist Michael Turner. This was the car used by the McLaren team in the first Can-Am series of 1966, the works team of McLaren himself and Chris Amon used the 4.5-litre Oldsmobile V8 engine, whilst the many customers (who had bought production M1Bs from Elva) tended to use the Chevrolet or Ford V8s. When the works team moved onto the monocoque M6A in 1967 the customers were allowed to purchase the M1C, a development of the M1B featuring a stiffer chassis, purpose made cast front uprights and a modified tail. The M1C proved very successful. The McLaren M1 series of cars continue to be raced in the popular historic racing scene in Europe and the USA. Drawing from 20 years experience of restoring and racing original McLarens, Autotune launched the Can-Am M1 in 1992, giving owners the opportunity to race this type of fabulous car, at a fraction of the cost and without the risk of damaging the valuable originals.The Autotune designed spaceframe chassis rides on suspension which was checked and verified by well known F1 and Le Mans designer Paul Brown. The engine bay can take a variety of engines, the most popular choice being the Chevrolet V8 small block, others have been fitted with the Rover/Olds V8. Transaxle choice depends very much on budget, ranging from the expensive Hewlands through the various ZF versions to the cheaper Porsche G50 and Renault 30 designs.
SPECIFICATION CHASSIS: Comprehensive spaceframe chassis made from 16-gauge, 2in by 1in and 1in by 1in box section steel. Pre-drilled and fitted with all mounts. Clad with NS4 alloy panels. BODYWORK: Fibreglass bodywork sections comprising nose section, tail section, two doors, two sidepods, twin seat moulding and perspex windscreen. ENGINE OPTIONS: Chevrolet small block V8, Ford small block V8, Rover/Olds V8, etc. SUSPENSION: Fully rose jointed double wishbone at the front, using Jaguar XJ6 uprights. Twin radius arms, reversed lower wishbone and top link locate a cast aluminium upright using a Ford 4x4 or Cosworth hub. STEERING: Purpose made aluminium quick ratio rack with Autotune steering arms. BRAKES: Jaguar XJ6 front and Sierra Cosworth rear, alternative options are available for higher budgets. KIT PRICE: Chassis/suspension pack £9251. Body pack £4585 (all prices plus VAT). BUDGET BUILD COST: From £25,000.
Members of STATUS at Manchester Metropolitan University British Racing Mechanics’ Association Autotune also involved in original Historic Race Car Preparation
Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF T: 01254 886819 E: mail@autotuneuk.com W: www.autotuneuk.com
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018 Autotune Gemini:CKC Guide 2009
22/10/12
12:58
Page 74
Autotune Gemini
Comes with its own pedigree THE GEMINI HAS been on the scene for 20 plus years, although its stylistic inspirations hark back to the specials era of the ’50s – originally being introduced as a Falcon ’shell fitted to early Elva racing cars. In 1987, Autotune re-introduced this timeless shape into the kit market, mounted on a modern spaceframe chassis and suspension. This is a pretty car and Autotune developed it as a logical, similarly curvaceous alternative to its larger XK replica. As such, the Gemini is a constant breath of fresh air in the small roadster scene dominated by a multitude of Lotus Seven inspired sports cars. As expected from a company with such a racing background, the Gemini impacted the kit racing scene with outright wins, championship successes and winning the first Fastest Street Legal Sportscar Challenge at the Santa Pod Raceway. Allied to the fact that, in its Elva incarnation, it was the first fibreglass car to win a motor race, there is more than enough pedigree to make it a great car for the track, road or both at increasingly popular track days. Although parts can now be supplied to negate the necessity of a donor, the car was originally based around Ford Escort Mk2 components. If this route is still taken, there is much to commend the seemingly antiquated drivetrain. The rear-wheel-drive, 5-linked, live axle design makes the Gemini very affordable, while it is also easy to overlook the charms of the Ford Crossflow engine in amongst today’s twin-cams. Don’t, because this old-school favourite still offers good performance and bags of power. Other engines have also been fitted over the years, including Lotus, Fiat, Ford V6, Rover V8 and Zetecs. The Gemini is a capable alternative to the cycle-winged brigade.
SPECIFICATION CHASSIS: Multi-tubular spaceframe with side impact bars. Rig tested at Manchester Metropolitan University. BODYWORK: One-piece fibreglass ’shell, coloured gelcoat finish. Hard-top option. DONOR CAR: Originally Ford Escort Mk2, but alternative updated options. ENGINE OPTIONS: Ford Crossflow, Pinto, CVH or V6; various twin-cams from Fiat, Lotus and Rover. SUSPENSION: Front – Double wishbone with coil-over dampers and Ford Cortina stub axles. Rear – Live axle with Autotune 5-link location, coil-over dampers. STEERING: Donor rack and extended column. BRAKES: Front – Ford Cortina discs. Rear – Ford Escort drums. Later options. KIT PRICE: Chassis £1350. Bodyshell £1445. Prices plus VAT. BUDGET BUILD COST: From £5000.
SUMMARY – You don’t have to go the aged donor route to build the pretty Gemini. This is a great car that will reward those who want something to build that’s easy to maintain, delivers bucketloads of fun but definitely has a classy pedigree.
Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF T: 01254 886819 E: mail@autotuneuk.com W: www.autotuneuk.com
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019 Backdraft BDR RT3:CKC Guide 2009
20/10/12
06:52
Page 135
Backdraft BDR RT3
THE BDR RT3 from American firm Backdraft Racing may have classic 1960s styling – albeit pumped up to look even more aggressive than usual – but it combines it with modern technology under the skin. What’s more, it has motorsport pedigree. The modern technology? It uses BMW based suspension, meaning ride and handling is excellent, while parts availability is abundant. Engines, as you would expect, are V8 all the way. Both Ford and Chevy units can be fitted, including the latest LS series units from the latter and the brilliant new 5-litre Coyote engine from the Blue Oval. There’s also the option of using a Lexus V8. As well as the distinctive looking RT3, Backdraft also offers a more classic looking body. The car is supplied in rolling chassis form, leaving the builder to fit only the engine and gearbox of their choice. Priced at $35,900, the chassis comes already fitted with an enormous catalogue of parts – suspension, steering, body (painted), wiring, interior and much more is all ready to go and assembled to a high specification. It means that the customer can be on the road quickly and on a known budget. Vitally for UK readers, Backdraft builds cars in both right-hand drive as well as left. An interesting addition to the marketplace that’s well worth your further investigation.
SPECIFICATION CHASSIS: 2in by 4in rectangular steel tube chassis rails reinforced with laser cut steel gusset plates for both beam strength and torsional rigidity. BODYWORK: One-piece GRP body with stress points reinforced with additional layers of fibreglass and steel used at hinge and locking points. Separate doors, bootlid and bonnet. ENGINE OPTIONS: Ford 302, 351 W, FE, 460 and modular engines including new Ford Coyote 5-litre. Chevy 350, 454, LS series engines. Lexus V8. SUSPENSION: Front – Coil-over struts. Rear – Multi-link independent rear suspension. STEERING: Rack and pinion. Electric power assistance available. BRAKES: Power disc brakes (Wilwood 6-pot calipers optional). WHEELS: 18in Halibrand style knock-offs. KIT PRICE: Rolling chassis $35,900 (see text).
SUMMARY – Backdraft has given a classic theme its own identity with the BDR RT3. Great looks and competition proven underpinnings create a winning combination.
Backdraft Racing, 3210 SW 14th Place, Boynton Beach, Florida, 33426, USA T: 00 1 561 752 3693 E: info@backdraftracing.com W: www.backdraftracing.com
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020 Beauford:CKC Guide 2010
20/10/12
06:53
Page 75
Beauford
IN A MARKET which is dominated by two-seat tearaways, the Beauford stands head and shoulders above them in terms of sheer regal splendour. Driving one instills such a sense of superiority over mere traffic that you can’t help but swell with pride. In many ways, the car combines the best of two eras of motoring – the styling reflects the flavour of the 1930s (without being a replica of any one car in particular), yet beneath it lies modern, easy to maintain running gear. It even has wind-up windows and other creature comforts that today’s driver considers vital. Many Beaufords earn their keep as wedding hire cars, which is a great way of subsidising a car-building hobby. Those cars tend to be powered by the Pinto engine that comes with the Ford Sierra donor vehicle. But the most popular ‘upgrade’ engine – and the one that does justice to the Beauford’s gloriously long bonnet – is the straight-six unit made by Nissan. An effective hood makes the Beauford a capable all-weather car (and has saved many a bride from poor weather on the big day) and the factory even offers a hard-top. Bodywork options include two and four-door alternatives as well as Sedanca De Ville and Landaulette hood arrangements. But something all models share is a sense of splendour and quality. A truly refined kit car offering.
SPECIFICATION CHASSIS: Twin-rail ladderframe with tubular steel body support frame. BODYWORK: GRP bodywork, centre-hinged aluminium bonnet. Choice of twoand four-door models and Sedanca De Ville and Landaulette roof/hood options. DONOR CAR: Ford Sierra or Cortina Mk3, 4, or 5. ENGINE OPTIONS: Ford four-cylinder (from donor) or Ford V6. Also Rover V8, Nissan straight-six and many others can be fitted. SUSPENSION: Sierra version. Front – Upper wishones, lower track control arms, anti-roll bar, coil-over dampers. Rear – Semi-trailing arms, coil-over dampers. Cortina version. Front – Double wishbones, coil-over dampers. Rear – Live axle on four trailing arms. Coil-over dampers. STEERING: Rack and pinion from donor car. BRAKES: Discs front, option of discs or drums rear. KIT PRICE: Two-door from £4495. Long bodied four-door from £5995. BUDGET BUILD COST: From £18,000.
SUMMARY – 1930s style meets easy-to-live-with modern underpinnings. Feels vastly superior when surrounded by more mundane traffic and it can even earn its keep as a wedding hire car.
Beauford Cars, Unit 7 Brindley Court, Victoria Business Park, Knypersley, Stoke-on-Trent ST8 7PP T: 07794 452034 E: beaufordcarsuk@aol.com W: www.beaufordcars.co.uk
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021 Blackjack Zero:CKC Guide 2009
20/10/12
06:18
Page 76
Blackjack Zero
DESIGNED AND MANUFACTURED by Richard Oakes, the man responsible for the popular Avion three-wheeler, the Zero moves the concept up a level or two, especially in terms of aggressive styling and high performance. Indeed, this car is something quite radical and completely fresh in the world of trikes – its low, wide stance immediately giving the impression of speed and excitement. Contributing to this is the exposed engine, mounted at the front, as a strong traditional feature. The Moto Guzzi Vee Twin engine, combined with the VW transaxle driving the front wheels, gives the Zero the best in precise and predictable handling with performance and fuel economy. The 360deg fibreglass body is a substantial component with internal stiffening and, when combined with the chassis, completes the structure. The chassis is made from CDS tube with laser cut front yokes and many comprehensive brackets. The suspension is uniquely designed for the Zero’s special front-wheel-drive requirements of fast flat cornering; it keeps the rear wheel vertical whilst maintaining good ride quality. With allup weight at around 450kg and engines of up to nearly 1200cc, flexible, torquey, long-legged power is a strong characteristic of the Blackjack Zero.
SPECIFICATION CHASSIS: Tubular steel full length subframe. BODYWORK: GRP main bodytub is a stressed semi-monocoque assembly contributing to overall structure. DONOR CAR: No donor car. ENGINE OPTIONS: Big Moto Guzzi Vee Twin. Engine capacities from 850 to 1200cc. SUSPENSION: Front – Unique double wishbones with Golf GTI uprights, AVO dampers and springs and a 22mm bulkhead-mounted anti-roll bar. Rear – Unique swing arm with AVO damper and spring. STEERING: Rack and pinion – two and a half turns lock to lock. BRAKES: Front – 280mm cross-drilled discs with four-piston aluminium calipers. Rear – Golf GTI disc with Bendix aluminium handbrake caliper. FULLY BUILT PRICE: From around £22,000. No VAT.
SUMMARY – The car is a huge and radical advance of the trike theme, matching fine engineering with superb detail finish and high performance. Outrageous looks and huge fun.
Blackjack Trikes, Unit 5, Water-Ma-Trout Industrial Estate, Helston, Cornwall TR13 0LW T: 01326 574464 E: info@blackjackzero.com W: www.blackjackzero.com
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022 Blitzworld Joyrider:CKC Guide 2009
20/10/12
06:54
Page 79
Blitzworld Joyrider
BLITZWORLD OFFERS A range of off-road buggies. Options include those for kids, adults, 4x4 and two-wheel drive. The most kit oriented is the Joyrider, which is perfect of off-road use and can also be made road legal for Tarmac based fun. Throughout 2011, the Joyrider has benefitted from a series of tweaks and modifications to further enhance its appeal Suspension travel has increased, and so has the amount of head and leg room for the occupants. New for 2013 will be the Joyrider Extreme. Almost any four-cylinder engine can be used in the rear-engined buggy, the most popular option being the 1.6-litre 16v unit from the Citroën Saxo VTS. With this engine, the Joyrider is capable of covering the 0-60mph dash in around four seconds and will go on to over 160mph. That’s phenomenal performance for a car that’s just as happy to get its underside muddy! The car also offers great value. Kit prices for the Joyrider start from £2995 including VAT, while ready-to-drive factory built cars start from £7995 including VAT. To give owners a chance to try out their cars’ mud-plugging ability, Blitzworld has a number of off-road facilities on which it organises its own ‘track days’. These are fun-packed days that really make sense of owning a car like the Joyrider. The company is just about to open a new off-road track in Staffordshire. Blitzworld has a busy workshop that, as well as offering kits and complete buggies, can take on repairs, insurance work and offers full parts back-up. For off-road (and on!) fun, Blitzworld offers a one-stop shop.
SPECIFICATION CHASSIS: Mig welded spaceframe chassis. Built in the UK. BODYWORK: Front fascia in metal – no other bodywork! DONOR CAR: No single donor. ENGINE OPTIONS: Any four-cylinder engine can be used, Citroën Saxo VTS 1.6-litre 16v is popular. SUSPENSION: Front and rear – Coil-over dampers. STEERING: Fiat Cinquecento rack and pinion. BRAKES: Discs all-round. KIT PRICE: Rolling chassis £2995 including VAT. Self build rolling chassis plus extra parts for home assembly £3995. Factory built £7995 plus VAT. BUDGET BUILD COST: From £5000.
SUMMARY – The Blitzworld Joyrider offers fun both on and off the road, while the company’s own off-road track days give owners plenty of opportunity to test their cars to the limit in the rough.
Blitzworld T: 01782 208050 E: sales@blitzworld.co.uk W: www.blitzworld.co.uk
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023 Buckland B3:CKC Guide 2009
22/10/12
08:13
Page 80
Buckland B3
BACKGROUND: THE BUCKLAND B3 was launched in the mid 1980s having been designed primarily for hillclimbing and gained a fierce reputation for being ultra competitive. Only 12 original Buckland trikes were manufactured. All remain treasured by their owners and rarely change hands. Penguin Speed Shop acquired the rights to produce the B3 in 2010 and developed the B3 Mk2 which has seen the B3 sympathetically modernised with a new bespoke bevel box and now features all round disc brakes improved steering and suspension systems. Engineering: The chassis is manufactured from laser cut and CNC bent zintex steel with tubular cross-members. A rear safety cage has been added for rear impact protection. Suspension is inboard adjustable coil-overs with bell crank pushrods a new rear swing arm featuring dual adjustable coil-overs. The engine remains the Kent 1300cc with a 4-speed ’box with integral reverse gear. Progress is rapid with exceptional handling. The body shell is taken from new moulds and is 40 per cent lighter and 30 per cent stronger than the original. Aeroscreen mounts have been added increasing passenger and driver comfort. Driving Impressions: “The B3 is a superbly entertaining way of firing yourself at the horizon, with performance that means you won’t be disgraced by most accepted performance cars. The steering is superbly accurate and the suspension limits are hard to reach: the handling is simply superb whether you are in full attack mode or having a leisurely country drive.” Steve Hole. Package Details: The B3 Mk2 is available in kit form, part built or fully factory built. Most customers opt for the part built version which gets you a rolling chassis with the bodyshell fitted. The turnkey package enables you to select any paint and leather combination and drive away with a 12-month warranty Costs: The comprehensive kit costs from £6800 plus VAT. Part built from £13,000 plus VAT. Turnkey starting at £23,000 plus VAT. Depending on spec, B3s destined for a Q-plate can be on the road for around £14,000 plus VAT if you’re hunting for a current registration this can rise to around £19,000 plus VAT.
SPECIFICATION CHASSIS: 5in by 11⁄2in. by 14g Zintec steel channel section side rails, box section frame front, three 2in diameter bolted in cross members, engine/gearbox diaphram plate, sheet steel, box section, torque tube. BODYWORK: GRP body and wings, front hinged radiator cowl/bonnet. Access to rear wheel by forward hinged cockpit/tail section Rigid half tonneau stores under bonnet when not in use. DONOR CAR: No single donor. ENGINE OPTIONS: Ford Crossflow. Other options to follow. SUSPENSION: Front – Unequal length. Adjustable, tubular lower wishbones, rocking arm top links operating inboard spring/damper units. Rear – Dual arm with telescopic dampers. STEERING: Rack and pinion. 13⁄4 turns lock to lock. BRAKES: Discs all round. Front finned drums an option. KIT PRICE: Comprehensive kit at £6800 plus VAT. BUDGET BUILD COST: From £13,000 self built and £23,000 in turnkey form.
Penguin Speed Shop, Units 4&5 Warren Farm, Sarn, Flintshire CH8 9DE E: johnw@penguinspeedshop.com W: www.penguinspeedshop.com
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024 Caterham Roadsport:CKC Guide
22/10/12
08:15
Page 1
Caterham Roadsport
WITHOUT DOUBT THE grand-daddy of all kit cars, the evergreen Caterham Seven continues to be at the very forefront of the industry. Caterham has also struck out into the mainstream motoring world, being universally accepted most notably by being awarded with numerous prestigious awards including the coveted “Top Gear Car of the Year.” As a direct descendant of the original and beloved Lotus Seven, the Caterham still tangibly demonstrates Colin Chapman’s ethos of performance through light weight as well as it did when he designed the car back in 1957. Whilst other more extreme performance models in Caterham’s range, such as the Superlight R500, are available, the Roadsport featured here is the manufacturer’s best seller. Hailed as the “Seven for all seasons” it combines high performance on the road with the practicality of weather protection, as well as the ability to excel on track that is inherent in all Sevens. This is without doubt the Caterham that will do it all. Motorsport is at the heart of everything Caterham does, the most significant development in the company’s competitive activities being its entry into Formula One. Caterhams now compete in every level of motorsport. The Roadsport is available with a wide variety of engine options, ranging from 125 to 175bhp, as well as numerous other options that allow the cars to be specified according to their owner’s needs. All Roadsport models are also available with the increased dimension “SV” chassis which is suitable for bigger or taller drivers, but also benefits anyone wishing to have more interior and luggage room.
SPECIFICATION CHASSIS: Steel spaceframe. BODYWORK: Aluminium panels and composite or optional carbonfibre wings and nose. DONOR CAR: None – supplied as a complete kit or factory built turnkey car. ENGINE OPTIONS: Ford 1.6 Sigma (125bhp and 150bhp options) or Ford Duratec 2-litre with 175bhp. SUSPENSION: Front – Adjustable double wishbone with anti-roll bar. Rear – De Dion axle located by lower A-frame and upper radius arms. STEERING: Rack and pinion, 1.93 turns lock to lock. BRAKES: Twin circuit split front/rear with low level warning system. Discs front and rear. KIT PRICE: From £19,495 including VAT at 20 per cent. BUDGET BUILD COST: N/A – everything you need is included in the kit!
SUMMARY – The Caterham Seven is the living continuation of the original Lotus Seven, and for that reason it has a special place in all our hearts.
Caterham Cars, Kennet Road, Dartford, Kent DA1 4QN T: 01883 333700 (South) 01455 841616 (Midlands) E: sales@caterham.co.uk and midlandsales@caterham.co.uk W: www.caterham.co.uk
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025 Chesil Speedster:CKC Guide 2009
20/10/12
07:03
Page 81
Chesil Speedster
THE CHESIL IS regarded by many as the leading Speedster manufacturer, not only in the UK but worldwide. Chesil builds, amongst the easiest in the industry, are backed by full support including assistance in passing the IVA test required when finished. All components are available through Chesil which ensures ease of build and so avoiding the frustrating specialist parts search, and also ensures that all the parts will fit! The Chesil is based on the shortened VW chassis onto which is fitted Chesil’s own integrated box section sub chassis and over which is located the high quality fibreglass bodywork. Gearbox and engine packages also come from the VW, but with a variety of upgrade options available to pep up performance and handling. Chesil can also supply engines that meet current emissions requirement. The full body kit is supplied to a high level of finish, including the body in a grey gelcoat, with all essential holes ready cut for lights, horn grilles, instruments etc. Doors are pre-fitted, hinged and latched, along with the engine cover and bonnet (including integral cable releases). The windscreen assembly is fully fitted, as is the folding hood frame, supplied with ‘Twillfast’ hood (ready to take either side screen or our unique wind-up windows). It all makes for a simple and enjoyable build process. Chesil also offers a partial build service (such as chassis shortening or a rolling chassis option) or full factory finished cars with all new parts. There are several significant options on the Speedster, including a heated windscreen, elegant 2+2 rear seating and independent heating system.
SPECIFICATION CHASSIS: Shortened Volkswagen Beetle floorpan. BODYWORK: All GRP. DONOR CAR: Volkswagen Beetle. SUSPENSION: Torsion bar with trailing arms front and rear. Composite – Double wishbone front, wishbone rear. STEERING: Recirculating ball steering box. BRAKES: Beetle front discs and rear drums. KIT PRICE: Base kit £4395 plus VAT. BUDGET BUILD COST: £10,000 to £15,000. Factory built from £24,320 plus VAT.
SUMMARY – We’ve always had a soft spot for the Chesil Speedster. Its gentle nature has an appeal all of its own, while any car of this quality is going to get the thumbs-up. A utterly desirable sports tourer.
Chesil Motor Company, Dorset T: 01308 897072 E: chesil@chesil.biz W: www.chesil.biz
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026 Dave Jones GTA:CKC Guide 2009
20/10/12
06:19
Page 135
Dave Jones GTA
DAVE JONES IS a well known figure within Italian replica circles, so when he came back to the market in 2012 he launched his new company with an eponymous name. The model he brought back was the GTA, although it was given a visual makeover to create some real impact. Although the skirts and spoilers aren’t a replica of any particular model, they give the car a new edge. Of course, you can opt for a more subtle look, but most new customers so far have followed the company’s lead. The MR2 basis is both affordable and powerful. Good donor cars are available for as little as £500, while spending a little more will bag you a turbocharged imported car with up to 240bhp in standard tune. Next on the GTA’s agenda is ease of build. No modification of the Toyota’s structure is required before the fibreglass panels are fitted. They are attached by rivets, screws and bonding, and the work can be completed at home within a few weekends. Affordability is another key aspect; Dave Jones estimates that self built cars can be completed for as little as £6000. Inside, the Toyota’s standard interior is retained, with factory options of leather trim of the seats, centre console and door cards. And, because this is a simple body conversion rather than an involved kit build, production car creature comforts (electric windows, power steering, central locking and so on) are all present. There are further benefits to a body conversion kit. No IVA test is required, and in many cases insurance quotes from specialist companies are lower than those for a standard MR2. It all adds up to an appealingly tempting package.
SPECIFICATION CHASSIS: Standard Toyota MR2 Mk2 monocoque structure retained. BODYWORK: All fibreglass bodywork, supplied in grey primer gelcoat finish. Bonded, riveted and screwed in place. DONOR CAR: Toyota MR2 Mk2. ENGINE OPTIONS: 2-litre 16-valve twin-cam. UK cars up to 160bhp. Imported cars offer 178bhp or up to 240bhp in turbocharged form. SUSPENSION: Standard donor car suspension, with lowered ride height (via lowering springs or adjustable coil-over conversion). STEERING: Standard MR2 steering, most cars with power assistance. BRAKES: Discs all round. KIT PRICE: £2950. BUDGET BUILD COST: From £6000.
SUMMARY – A simple body conversion project using the affordable and powerful MR2 Mk2 as its basis.
Dave Jones Kit Cars, Cam, Gloucestershire T: 07855 549112 E: davejoneskitcars@gmail.com W: www.davejoneskitcars.com
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027 Dax 427:CKC Guide 2009
20/10/12
07:10
Page 82
Dax 427
DJ SPORTSCARS (BETTER known as Dax) was formed in 1968 and, with its Dax 427, was the first UK manufacturer to offer a productionised Cobra 427 replica in 1984. The company’s flair for innovation and commitment to product improvement has consistently kept it at the head of the field. Recent developments to the mighty Dax 427 now mean the customer has more choice and refinement than ever before. A new De Dion chassis incorporating the high-tech (and patented) Camber Compensation and Anti-Roll front suspension is now offered alongside DJ’s existing IRS ladderframe chassis (see Dax Rush CCR entry for more technical info). While the standard IRS frame has been superbly developed over the years, this latest De Dion/CC&AR chassis offers levels of grip, composure and ride quality that have to be experienced to be believed. Both chassis utilise components sourced from the robust Jaguar/Daimler range to provide the highest levels of reliability and braking, while the engine bay has enough room to accommodate even the largest big-block American V8s. DJ makes both chassis and bodies in-house, the latter made with high heat resistant resin to improve the quality and longevity of the panel finish. Elsewhere you’ll find the company’s vast stores can supply everything to complete a car, from nuts and bolts to complete interior trim packages. Backed up by the company’s hugely informative assembly and IVA guides (and limitless telephone help and assistance), assembling one of these supercars just couldn’t be made easier.
SPECIFICATION CHASSIS: De Dion – Hybrid, full width backbone chassis comprehensively triangulated and braced. IRS – Hooped full width ladderframe with backbone brace. Bolt-down triangulated scuttle hoop bonded into shell for both chassis. BODYWORK: One-piece GRP bodyshell in heat resistant resin with bonded-in front arches, cockpit and boot tubs. Double skinned bonnet, boot lid and doors. DONOR CAR: De Dion – Jaguar XJ40/X300 derivatives. IRS – Earlier Jaguar XJ6/12 or XJS. ENGINE OPTIONS: Any American/UK V8 or Jaguar V12. SUSPENSION: De Dion – Patented Camber Compensation and Anti Roll with De Dion rear, located by upper A-frame and twin lower radius arms. IRS – Unequal length double wishbones. STEERING: Dax rack with Sierra column. Option of programmable electric power assisted steering. BRAKES: Dual circuit, servo assisted braking system with vented front discs and solid or vented (X300 only) rears. KIT PRICE: De Dion chassis from £1570 plus VAT. IRS chassis from £1325 plus VAT.
SUMMARY – Latest developments to the Dax 427 ensure this standard bearer for the industry remains at the top of its game.
DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ T: 01279 442661 E: post@daxcars.co.uk W: www.daxcars.co.uk
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028 Dax Rush CCR:CKC Guide 2009
20/10/12
07:11
Page 135
Dax Rush CCR
DAX HAS INTRODUCED the brand-new Rush CCR range in response to customer demand following the phenomenal success of Duncan Cowper’s Dax Rush MC round tube. Previously, the race-winning combination of Camber Compensation and Round-tube lightweight chassis has only been available for bike-engined builds but this welcome move from Dax extends availability across the entire model range, to include car-engined builds as well. The new Dax Rush CCR is aimed at Rush owners who prefer their cars with a bit more focus and allows builders to maximise performance without compromising strength or safety. Creature comfort is also catered for in the CCR range with a full windscreen, heater and weather gear available for all models. In addition to countering roll, the patented Camber Compensation and AntiRoll front suspension ensures flat tyre-to-road contact whether cornering, accelerating or braking to cleverly deliver the ultimate in grip, predictability and composure. A complementary De Dion suspension design is used at the rear. Other distinctive features included in the motorcycle-powered CCR derivative are a centrally mounted fuel tank (for maximum safety and improved weight distribution), rubber-sleeved propshaft (for added driveline sophistication) and a hugely distinctive paddleshift gearchange. Motorcycle engine options are extensive and include all popular Honda, Kawasaki, Yamaha and Suzuki variants (including the incredible 350bhp-plus Suzuki Hayabusa turbocharged derivative). Car engine options include Audi 1.8T, Honda S2000, Rover V8, Ford Zetec/Duratec, Vauxhall 16v and many more. The new Rush CCR has astonishing dynamic capabilities and provides exceptional handling and braking – together with a surprisingly supple ride.
SPECIFICATION CHASSIS: Fully-triangulated lightweight spaceframe chassis in high-strength, low-carbon, round-tube steel. Bonded and riveted aluminium floor and bulkhead panels for even greater rigidity. BODYWORK: Fibreglass nosecone, bonnet, wings, scuttle and rear body section in high-quality, pre-coloured gelcoat finish. Option of aluminium bonnet or new one-piece GRP bonnet, nosecone and scoop. DONOR CAR: Predominantly Ford Sierra with BMW 3-series E36/E46 option available for some derivatives. Contact Dax for more details. ENGINE OPTIONS: Jigs held for most popular bike and car options. SUSPENSION: Front – Patented Camber Compensation and Anti-Roll suspension system. Adjustable coil-over dampers. Rear – Dax De Dion design with upper A-frame location and two lower radius arms. Adjustable coil-over dampers. STEERING: Rack and pinion (with quick-rack option) and Ford Sierra column. BRAKES: Dual circuit, balance-bar braking system with vented front discs and solid or vented rears. KIT PRICE: Body/chassis kit £2850 plus VAT. BUDGET BUILD COST: Home built from around £10,400.
SUMMARY – The DAX Rush CCR is a bespoke package that will accept both car and bike engines. This is an extremely well developed kit with unrivalled capabilities that is equally suited to road and track.
DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ T: 01279 442661 E: post@daxcars.co.uk W: www.daxcars.co.uk
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029 Dax Rush ST:CKC Guide 2009
20/10/12
07:13
Page 135
Dax Rush ST
DJ SPORTSCARS (BETTER known as Dax) was formed in 1968 and, with the introduction of its Dax 427, was the first company to offer a productionised Cobra 427 replica in the UK. In 1991 the Dax 427 was joined by the Dax Rush, and since then the product has been constantly developed into a top-quality, lightweight roadster. Characterised by its ‘trademark’ rectangular headlights and lower, wider, more-purposeful stance, the Rush is instantly recognisable in a marketplace otherwise flooded with Lotus Seven look-alikes. Every Rush ST is based around Dax’s impressive spaceframe chassis which is available in either standard or long wheelbase form. The latter caters for drivers well over 6ft tall (one particular customer being 6ft 8in!). There is even a version that uniquely provides the option of 4-wheel drive, the Dax Rush Quadra 4x4. The Rush offers more interior space and more engine and wheel options than any of its competitors, and is unquestionably one of the most economical cars to build, own and maintain. Creature comfort is also fully catered for in the ST range with a full windscreen, heater and wet weather gear available for all models. Fibreglass body panels are supplied in a high-quality coloured gelcoat finish and the company can provide as much or as little as the customer wants, while a rolling chassis option gets the project well advanced for those wanting to avoid the grubby reconditioning stage. Engine options for the Rush ST are extensive and include the Ford Pinto, DOHC, V6, Zetec, Duratec & Cosworth, Vauxhall 16v, BMW M3, Rover V8 and many more, not forgetting an impressive array of motorcycle engines.
SPECIFICATION CHASSIS: Fully-triangulated spaceframe chassis in high strength, low carbon steel with bonded and riveted aluminium floor and bulkhead panels for even greater rigidity. BODYWORK: Fibreglass nosecone, bonnet, wings, scuttle and rear body section in high-quality, pre-coloured gelcoat finish. Option of aluminium bonnet or new one-piece GRP bonnet, nosecone and scoop. DONOR CAR: BMW 3-series E36, E46 and Ford Sierra. Contact Dax for more details. ENGINE OPTIONS: An extensive range of motorcycle and car engines including the Ford Pinto, DOHC, V6, Zetec, Duratec, Cosworth, Vauxhall 16v, BMW M3, Rover V8. SUSPENSION: Front – Unequal-length double-wishbone design with neutral scrub, anti-dive geometry and shim adjustable camber. Adjustable coil-over dampers. Rear – Dax De Dion design with upper A-frame location and two lower radius arms. Adjustable coil-over dampers. (Optional IRS Rear – Unequal-length double-wishbone design with shim-adjustable camber, toe and front / rear alignment. Adjustable coil-over dampers). STEERING: Rack and pinion (with quick-rack option) and Ford Sierra column. BRAKES: Dual circuit, balance-bar braking system with vented front discs and solid or vented rears. KIT PRICE: Body/chassis kit £2185 plus VAT.
SUMMARY – Designed for minimum weight and maximum agility, the strikingly distinctive Dax Rush provides truly exhilarating performance at very modest cost.
BUDGET BUILD COST: Home built from around £9500.
DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ T: 01279 442661 E: post@daxcars.co.uk W: www.daxcars.co.uk
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030 DGT GT & GTS:CKC Guide 2009
20/10/12
07:42
Page 104
xxxxxxxxxxxxx DGT GT & GTS
FOR OVER 25 years the DGT has lead the way for refining, developing and delivering wonderful creative engineering for the Ferrari Dino, culminating in the development and integration of a modern production platform with superb performance. The DGT 306 GT and GTS are faithful to the Ferrari Dino of the 1970s with classic detail and finishing. It is fitted with the finest DGT Dino engineering including a 3-litre V6 engine, 5-speed manual gearbox and optimised suspension. 2-litre and turbo options are also available. The DGT Dino from its outset in 1987 was universally well received and interest was such that full production commenced – the resulting cars have met with absolute acclaim. The production car platform is transformed with the new DGT Dino composite bodywork, with options for aluminium panels, new engine and superbly detailed original aesthetics – such as quad slash back stainless exhaust pipes, original wheels and bumpers, simple door trim and fluted seat fascias. The result exhibits the same outstanding visual impact as the first. The production platform can be extensively reworked in all the performance, safety and service areas to ‘as-new’ or better. This formula gives the customer a ‘new’ car but with far greater charm and driver satisfaction. Depreciation is low, service costs inexpensive, and our cars are easy to insure at their full value. We currently offer two original body styles, the GT with a full hard top roof and the GTS with the exhilarating Targa roof choice. Each Dino we develop will be unique, and created in conjunction with the individual desires of each customer. The DGT Dinos are some of the most exclusive hand-built cars in the world.
SPECIFICATION CHASSIS: Standard Toyota MR2 MK2 monocoque construction. BODYWORK: Composite GRP, with aluminium options. BASE UNIT CAR (BUC): Toyota MR2 Mk2 1990-1999. ENGINE OPTIONS: 3-litre V6, standard 2-litre and turbo options. SUSPENSION: Standard with coil over options, lowered springs. STEERING: Power assisted rack and pinion. BRAKES: Servo assisted discs front and rear. CONVERSION PACKAGE: £5150. BUILD COST: £17,500 plus BUC.
SUMMARY – The DGT Dinos offer a unique opportunity to own a reborn classic with reliable modern engineering, production car quality with performance to match. If you are interested in commissioning a DGT Dino please contact the company.
JH Classics, Near Taunton, Somerset T: 07941 990366 E: info@jhclassics.com W: www.jhclassics.com
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031 DNA 3Sixty, 4thirty, 5cudo and DN8:CKC Guide 2009
20/10/12
06:20
Page 86
DNA 3Sixty, 4Thirty, 5cudo & DN8
DNA PRODUCES KITS that are as close to the originals as possible. The team also places a great degree of emphasis on making the projects easy for the homebuilder to put together. As such, for each DNA model, the build process requires no structural cutting of the donor car before the replica panels are fitted, and it maintains the base car’s crash impact integrity. The chosen donor for DNA’s first two models, the 3Sixty and 4Thirty, is the Toyota MR2 Roadster (Mk3), giving the cars a really sound basis on which to build. This modern, well handling donor is the perfect starting point on which to build a supercar replica. It also means you get a convertible roof. A suitable donor can be sourced incredibly cheaply if you opt for one with light damage (which won’t matter to the finished 3Sixty or 4Thirty). The Ford Cougar based 5cudo is a much more affordable version giving an option for those with a smaller budget. The DN8 which is the latest model from DNA and provides stunning looks and a complete transformation to the donor car along with its extensive interior options. DNA is able to offer all the components required in building its kits so it’s a one stop shop to build a stunning Italian styled kit car. Quality of the body moulds is very good and, when it’s combined with the DNA interior pack and stock interior, makes for a very well sorted car that’s up to mainstream levels of fit and finish. DNA is very keen that all its customers’ cars are built to the same high standard (or better) of its own demonstrator that you can see at all the main kit car shows – the reason being that each and every car acts as a mobile advert for the company’s product, so it’s in everyone’s interest to strive for quality. As such, DNA has a well-oiled after-sales service to help each of its customers achieve a high finished standard.
SPECIFICATION CHASSIS: 3Sixty and 4Thirty: Toyota MR2 Roadster. 5cudo and DN8: Ford Cougar. BODYWORK: All GRP bodywork, requires painting. DONOR CAR: 3Sixty and 4Thirty: Toyota MR2 Mk3. 5cudo and DN8: Ford Cougar. ENGINE OPTIONS: 3Sixty and 4Thirty: Toyota 1.8-litre VVTi with manual or sequential manual transmission. 5cudo and DN8: Ford 2.5-litre V6 or 2-litre Zetec. SUSPENSION: Donor suspension modified with DNA parts. STEERING: Rack and pinion, power assisted. BRAKES: Discs all-round. KIT PRICES: 3Sixty £4995. 4Thirty from £7500. 5cudo from £6800. DN8 from £7500. BUDGET BUILD COST: From £12,000 including donor car.
SUMMARY – High quality panels, modern, well handling donor vehicles and production car virtues combine to make the DNA 3Sixty, 4Thirty, 5cudo and DN8 highly desirable packages.
DNA Automotive T: 0121 326 8800 E: info@dnaautomotive.com W: www.dnaautomotive.com
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032 Doon:CKC Guide 2009
20/10/12
07:21
Page 87
Doon
VW SPECIALIST VolksMagic.com is the only place you can buy a Doon, having struck a deal with designer and former marketer Simon Chadwick to become its sole outlet. Simon had many years experience building buggies, and the Doon incorporates a raft of design details to lift it above the typical buggy. For instance, the opening bonnet allows easy access to the wiring and fuel tank, the rear bodywork is wide enough to legally cover wide tyres, twin carbs can be fitted without the need to cut the bodywork and the aluminium windscreen frame fits into a special groove to prevent water ingress. It has a real quality feel, too, with return edges on all the bodywork. There are also optional side pods. In other respects, though, it’s classic buggy all the way. The familiar VW Beetle basis is there, from the flat-four air-cooled engine in the back to the clocks and switches on the dash. Each body kit comes with a ‘birth certificate’ and an ID tag that identifies it as a Doon rather than any random buggy body. This helps to give the car a clear identity and protect its residual value when the build is complete. VolksMagic can fabricate roll bars and cages in-house. The Doon is available in either long or short wheelbase forms (the former being illustrated above, and featuring the bonus of four seats). In long wheelbase form, the car is exempt from the IVA test because it uses the Beetle floorpan in unmodified form. As well as simplifying the build, it saves money too. Volksmagic estimates that a self built version can be on the road from as little as £3500. The company can also supply donor packages and buggies built to any level of completion right up to a fully built car. With credit and debit card facilities, it’s possible to order your buggy over the phone and pick it up when it has been built.
SPECIFICATION CHASSIS: Volkswagen Beetle floorpan in either shortened or full length form. BODYWORK: GRP body supplied in self-coloured gelcoat, hingeing front bonnet. All panels have return edges for quality appearance and greater strength. DONOR CAR: Volkswagen Beetle. ENGINE OPTIONS: Any Volkswagen Beetle engine. SUSPENSION: Torsion bar with trailing arms front and rear. STEERING: Recirculating ball steering box. BRAKES: Front – Discs. Rear – Drums. KIT PRICE: Short wheelbase – £1470.83 plus VAT. Long wheelbase – £1554.20 plus VAT. Factory built from £8500 plus VAT BUDGET BUILD COST: From £3500.
SUMMARY – Buggies will always be cool, and the Doon brings modern standards of quality to the mix. Low build costs mean it can appeal to the head as well as the heart.
VolksMagic, 111a Park Lane, Oldbury, West Midlands B69 4LP T: 0121 541 2278 E: volksmagic@hotmail.com W: www.doon.co.uk W: www.volksmagic.com
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033 Dutton Surf:CKC Guide 2009
20/10/12
07:24
Page 89
Dutton Surf
THE DUTTON SURF was launched in 2011 from Tim Dutton to much acclaim by all three kit car magazines. It’s based on the Suzuki Jimny 4x4 of any year and specification. The Surf is the only amphibious vehicle that has passed the IVA test – a very important consideration if you actually want to use it. With most kits you buy, you have to fork out much more money on all the hidden extras such as seats, wheels, tyres, instruments and so on. With the Surf kit, you get everything that isn't already on the Jimny with the exception of an electric fan. Fully road/water legal cars can be on the road (and water) for under £8500. Full weather equipment, soft and hard tops are available.
SPECIFICATION CHASSIS: Glassfibre monocoque. Stainless spreader plates laminated into mounting areas for suspension etc. BODYWORK: Separate doors and bonnet panel in glassfibre. DONOR CAR: Suzuki Jimny. ENGINE OPTIONS: Any Suzuki Jimny engine, petrol or diesel (latter only suitable for left-hand drive Surfs). SUSPENSION: Standard Suzuki suspension. STEERING: Suzuki Jimny steering box. BRAKES: Discs front, drums rear. ABS on donors built after 2005.
SUMMARY – Tim Dutton has been building amphibious cars for longer than any previous manufacturer in history. The Jimny based Surf is the culmination of all those years of experience.
KIT PRICE: Comprehensive kit (less donor parts) £7950. BUDGET BUILD COST: From under £8500.
Tim Dutton Amphibious Cars, Arun Shipyard, Rope Walk, Littlehampton, West Sussex BN17 5DH T: 01903 713313 E: factory@timdutton.com W: www.timdutton.com M: m.timdutton.com
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034 Furore F1:CKC Guide 2009
20/10/12
06:21
Page 92
Furore F1
THE FIRST THING to say about the Furore is that it is all about Fun, that’s Fun Fun Fun with a capital ‘F’. It’s obviously not a real F1 car, what it is intended to do, and does admirably, is to look like an F1 car when on the public road; had you seen some of the jaw dropped looks we had when we drove the car, you would understand that, to the general public, it is an F1 car. Any given livery gives an immediate mental impression of that particular vehicle. We’ve all watched F1 and wondered how it must be to drive one, the Furore offers a flavour of the experience not just on the track but also on the road, with three key benefits. It’s affordable (under £10,000), you can carry a passenger and it’s road legal. The tandem layout means you can share the experience, and when you don’t have a passenger (or should that be victim?), a removable GRP panel disguises the second seat as an air box. The side pods also provide room to stow luggage, making this a surprisingly practical proposition to boot. Beneath the race car styling is a spaceframe using double wishbone suspension and the running gear from a Toyota MR2 Mk1. Several different versions of the bodywork are available, low nose, high nose, narrow front wing, wide front wing and various rear wing setups, curvier sidepods available shortly. The Furore can use the donor MR2 engine or a variety of bike engines. As well as supplying an authentically manic, high revving soundtrack, the bike engines also have a sequential gearbox and massive power to weight well suited to track work. Options also include stiffer springs and adjustable ride height, castor and camber. The different styles of front and rear wings are also adjustable allowing you to tweak and experiment with different levels of downforce.
SPECIFICATION CHASSIS: Multi-tubular spaceframe chassis made from a mix of 25mm by 25mm and 50mm by 25mm steel tube, all 16-gauge. BODYWORK: 11-piece GRP panel set with additional cycle wings and front and rear wings in kit form. DONOR CAR: Toyota MR2 Mk1. ENGINE OPTIONS: Toyota 1.6-litre twin-cam or wide variety of motorcycle engines. SUSPENSION: Front – Double wishbones, Toyota MR2 uprights, inboard coil-over dampers. Rear – Double wishbones, Toyota MR2 uprights, coil-over dampers. STEERING: Toyota MR2 upper column, Fiat Cinquecento lower column and rack. BRAKES: Discs all-round. KIT PRICE: Chassis pack £3450 plus VAT, body pack £2450 plus VAT. BUDGET BUILD COST: Under £10,000.
SUMMARY – The Furore F1 offers a truly unique experience. It’s affordable and with the novel passenger seat solution it makes a compelling alternative to the more common kit car fare.
Furore Cars T: 07905 879407 E: russbost@googlemail.com W: www.furorecars.co.uk
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035 Fury:CKC Guide 2009
20/10/12
07:26
Page 93
Fury
STARTING OUT AS a Sylva product, the Fury is perhaps best known from its time with Fisher Sportscars. The project is now owned by the very capable Steve Hughes who has been associated with the model for over 15 years. Over the years, it has been developed to achieve ever greater performance despite offering superb value around the £10,000 price bracket. Steve looks set to continue that affordable performance characteristic which has always made the Fury popular, both as a road/track day machine and as a racer. Based around a spaceframe chassis, the Fury has a double wishbone IRS arrangement. Suspension set-ups have been proven time and again on the race track in club motorsport. Engine options embrace a multitude of four-cylinder units, including the Ford Crossflow, Zetec and Sigma, while the Rover K-series has always proved popular, too. More significantly, the Fury was amongst the very first kit cars to be fitted with a motorcycle engine, and bike power now accounts for about 50 per cent of Furys built. A number of bodywork options are offered, so you can choose whether or not you want doors and/or a full windscreen. Two bonnets are also offered: the Classic, with its low set headlights, and the curvier Le Mans. The Fury has three main character traits that define a great kit car: it’s fun, performs brilliantly and it’s affordable. Whether on road or track, driving a Fury is an absolute blast. We love them!
SPECIFICATION CHASSIS: Multi-tubular spaceframe. BODYWORK: All GRP. Four main sections, front hinged bonnet, standard Fury has doors and windscreen. Spyder version has no doors and is available with or without a windscreen. Choice of bonnet options. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Many four-cylinder engines, typically Ford Crossflow, Pinto, Zetec, Sigma or Toyota 4AGE. Motorcycle engines are very popular. SUSPENSION: Front – Top rocker arm, inboard coil-over shocks. Rear – Double unequal length wishbones. STEERING: Ford Escort Mk2 rack, Sierra column. BRAKES: Standard Ford or lightweight alloy brakes and hubs available. KIT PRICE: IRS chassis pack £3766.53 including VAT; Body pack £1955.60 including VAT. BUDGET BUILD COST: From £9500.
SUMMARY – A highly capable machine that has a deserved following in club motorsport. Naturally, that know-how filters down to the road cars too, making the Fury an entertaining car to drive.
Fury Sportscars, Unit 8 Verralls Business Centre, Maidstone Road, Cranbrook, Kent TN17 2AF T: 01580 713777 E: furysportscars@yahoo.co.uk W: www.furysportscars.co.uk
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036 GBS Zero:CKC Guide 2009
20/10/12
07:28
Page 94
GBS Zero
GREAT BRITISH SPORTS Cars Ltd is one of the remaining in-house manufacturers in the British kit car industry. Sales of factory built and self build cars are distributed throughout the world. Dealer networks are being put in place to serve the emerging global market. The Zero’s ergonomically designed chassis accommodates most sizes in comfort along with exceptional ride and handling characteristics. The Zero GT chassis is wider by 4cm per side to give a more generous and comfortable feel, without compromising the ride or handling. GBS has now added the Zero Mazda chassis that will accept new and reconditioned parts from Mazda MX-5 range from the Mk1 through to the Mk3. The GBS Zero is available with a bespoke race version which will take various mainstream manufactures engines (Ford, Mazda, Honda, Audi, VW, Vauxhall and Renault etc). The Zero has been designed to be at home on the road or competing on the track. With every component available from GBS to build which ever model chosen, GBS aim to give the best experience possible for either a factory built car or a complete self build kit. With a choice of traditional aluminium or stainless steel body panels, combined with nine GRP colours, you can personalise the Zero to a distinctive style and look. The Zero is an ideal model to build for the novice or expert and, with a team of enthusiastic technicians for support only a phone call away, GBS believe the car is now the market leader in this sector. The company offers a comprehensive range of parts and upgrade items for the Zero, and can support other kit car marques via the Kit Spares website: www.kitspares.co.uk
SPECIFICATION CHASSIS: Square and round section space framed chassis. Manufactured with comprehensive Jigs. Right and left hand drive versions. Chassis and wishbones powder coated. BODYWORK: Aluminium or stainless steel panels. Fibreglass nosecone and wings (with a choice of nine gel coat colours). NEW CARS: Using Ford and Mazda components. DONOR CAR: Ford, Mazda and Honda. OTHER POWER UNITS: Various 4-cylinder engines from Ford, Mazda, Honda, Audi, VW, Vauxhall and Renault, various motorcycle engines can be accommodated. SUSPENSION: Independent double wishbone front and rear with adjustable coilover shock absorbers. STEERING: Quick rack. BRAKES: Front – Disc. Rear – Disc or drum KIT PRICE: Starter Kits from £2345 inclusing VAT BFACTORY BUILT CARS: From £16,000 plus VAT
SUMMARY – The latest Zero matches top notch traditional styling with the company's core value of quality and affordability.
Great British Sports Cars, Robin Hood House, Maun Way, Boughton, Newark NG22 9ZD T: 01623 860990 E: info@greatbritishsportscars.co.uk W: www.greatbritishsportscars.co.uk W: www.kitspares.co.uk
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037 GD 427:CKC Guide
20/10/12
07:31
Page 95
GD 427
2010 CKC ROAD TEST Design: Performance: Verdict:
10/10 10/10 10/10
The GD 427 achieved the highest score of any Cobra replica in the CKC road test.
“The GD 427 is an astonishingly good car”
GARDNER DOUGLAS WAS formed in 1990 by design engineer, Andrew Burrows. Mainstay of the company’s range is the GD 427 and, while the styling may be familiar, it’s what goes on underneath the ’60s inspired exterior that sets this car apart from the competition. Underpinning every GD 427 is a distinctive backbone chassis allied to a semi-monocoque composite body structure with superior safety features (both unique in the Cobra scene). There are two different suspension packages available, one using conventional Jaguar XJ6 for a Classic build while the other heads for bespoke double wishbones, cast alloy uprights and high performance Ford hubs etc (GD EURO). It’s the EURO package that is the flagship model, having proved itself by winning the SRGT Championship in both 1996 and 1997 and by privateers in 2001 and 2004. However, the more affordable Jaguar based car should not be discounted since they both share the same famed backbone chassis. Despite the company’s track success, the GD 427 is aimed squarely at those looking for a superb road car with modern driving characteristics, yet prehistoric levels of power! The latest Chevy V8 engines are available through GD. The steering is light and informative, the ride is very refined and supple and the driving environment comfortable thanks, in part, to the GD 427’s unique insulated body-to-chassis location. Both chassis and bodies are made in-house at GD’s impressive Nottinghamshire based works, with rolling chassis, part and full-builds all available. More recent development has seen the introduction of GD’s more aggressive 427 Mk4, moulded to the highest possible standard this industry has seen. In 2012 The GD427 became the only UK produced replica to pass the stringent Australian Design Rule torsion test without any modification.
SPECIFICATION CHASSIS: Multi-tubular backbone. BODYWORK: High quality semi-monocoque composite bodyshell available in coloured gelcoat finish. DONOR CAR: Jaguar XJ6 or largely bespoke components depending on GD model. ENGINE OPTIONS: Ford and Chevrolet small-block V8s including latest LS units. SUSPENSION: GD 427. Front – Jaguar wishbones and stub axles, coil-over dampers. Rear – Jaguar hub carriers, wishbones, driveshafts and differential, coil-over dampers. GD EURO. Front – GD double wishbones, cast alloy uprights, coil-over dampers. Rear – GD double wishbones, cast alloy hub carriers, coilover dampers. STEERING: GD steering rack. 3.25 or 2.57 turns lock to lock. Collapsible column. BRAKES: Jaguar outboard front ventilated discs and calipers plus rear inboard solid discs and calipers on GD 427. Outboard vented discs all-round on GD EURO. KIT PRICE: GD 427 chassis £2500, Mk3 body £3250. Mk4 body £3450. GD Euro rolling chassis £8650. All prices plus VAT. BUDGET BUILD COST: From £18,000 plus VAT plus engine/gearbox etc.
SUMMARY – A Cobra replica, but not as we know it! GD set new standards when it was launched in 1990 and continues to break the mould. It remains the most technically advanced in class and the number one driver’s choice.
Gardner Douglas Sports Cars, Unit 26, Roseland Business Park, Long Bennington, Newark, Nottinghamshire NG23 5FF T: 01949 843299 E: sales@gdcars.com W: www.gdcars.com
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038 GD T70:CKC Guide 2009
20/10/12
06:22
Page 96
GD T70 & Moda
GARDNER DOUGLAS SPORTS CARS has built on the enviable reputation established with its GD 427 by launching (in 2002) another 1960s inspired supercar, the GD T70. Taking its inspiration from the mighty Lola T70 CanAm racer of the period, Gardner Douglas has given it a typically modern twist with an utterly contemporary spaceframe chassis and suspension package. Tweaking the styling has also endowed the T70 with greater interior cockpit space as well as allowing the flowing styling to meet with modern IVA regulations. Bringing the car bang up to date with the additional option of the Moda version now means lovers of this iconic shape can have the best of both worlds and drive the car in its raw open and track focused state or be in comfort at speed touring the open roads rain or shine. Weighing from under 900kg with 450bhp to 650bhp available, the GD T70 offers true supercar performance. As you might expect, this isn’t a car with any single donor. All the parts are either made in-house or carefully chosen from a small number of mainstream suppliers. Gardner Douglas’ impressive Nottinghamshire based factory is where both chassis and bodies are produced, along with kit preparation, partial builds and turnkey cars. If you needed any further convincing as to the company’s abilities, a visit to the factory is where you’ll find it.
SPECIFICATION CHASSIS: Multi-tubular spaceframe panelled in NS4 aluminium. BODYWORK: Pre-coloured GRP panels in standard or high performance materials. DONOR CAR: None. All new parts. ENGINE OPTIONS: GM LSV8. SUSPENSION: Front – GD cast alloy uprights using lower wishbones and upper rocking wishbones operating inboard horizontally mounted coil-over dampers. Rear – GD cast alloy uprights using upper wishbones and rocking lower wishbones operating inboard coil-over dampers. STEERING: GD steering rack, two turns lock to lock. BRAKES: AP 4-pot calipers with 13in ventilated discs all-round. KIT PRICE: Chassis £3300, bodywork £3500 (all prices plus VAT). BUDGET BUILD COST: From £25,000 excluding engine and transmission. Watch the GD T70 in action on the Nurburgring: http://tinyurl.com/2avgz9r
SUMMARY – A hardcore offering for those seeking seriously high levels of performance driving. The GD T70 is not only beautifully styled, but also beautifully engineered and finished.
Gardner Douglas Sports Cars, Unit 26, Roseland Business Park, Long Bennington, Newark, Nottinghamshire NG23 5FF T: 01949 843299 E: sales@gdcars.com W: www.gdcars.com
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039 Grinnall Scorpion III:CKC Guide 2009
20/10/12
06:23
Page 135
Grinnall Scorpion III
THE GRINNALL SCORPION III was originally launched in 1992, yet its timeless styling looks as fresh today as it always has. Beneath the beautifully moulded glassfibre skin, the CAD designed spaceframe chassis continues as before, but the sophisticated suspension has recently been further developed with billet aluminium front uprights, revised geometry and an increase in track of 120mm for even greater stability. At the rear, the latest generation of transverse BMW K-series motorcycle engines and transmissions is incorporated (with full BMW approval) along with its standard and now much improved rising rate rear suspension. Acceleration provided by the bike engine is very quick indeed, particularly when pushed beyond 7000rpm (maximum is 11,000rpm at 180bhp), while handling and road-holding are top-notch. The over-riding impression of driving the Scorpion is of a highly competent sports car – regardless of the wheel count! It’s a vehicle you can enjoy without experiencing some of the usual quirks that come with a three-wheeler. Grinnall sells Scorpions in comprehensive kit form at £8499 plus VAT. That leaves the builder to add only donor components, which means that a typical customer-built car should be on the road for around £13,500. Alternatively, the company charges £2800 plus VAT to build a car for you, in addition to the cost of the parts.
SPECIFICATION CHASSIS: Multi tubular spaceframe, zinc primered and powdercoated as standard. BODYWORK: All fibreglass bodywork supplied painted. DONOR CAR: No single donor car. ENGINE OPTIONS: BMW K-series motorcycle engines from 1992 onwards. SUSPENSION: Front – Double wishbones with inboard coil-over dampers, antiroll bar, machined aluminium uprights. Rear – Standard swing arm from donor bike, rising rate coil-over damper suspension. STEERING: Titan Motorsport rack with Grinnall column. BRAKES: Front – HiSpec aluminium calipers with integral handbrake. Rear – 256mm disc with 2-pot caliper. KIT PRICE: Comprehensive kit (less donor parts) £8499 plus VAT. BUDGET BUILD COST: From £13,500.
SUMMARY – The Grinnall Scorpion III is one of the kit car industry’s prime offerings. With its professional styling, thrilling performance, excellent quality and long heritage, it’s a highly desirable car.
Grinnall Cars, Bewdley, Worcestershire T: 01299 822862 E: mark@grinnallcars.com W: www.grinnallcars.com
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040 Hawk 1.8/2.6:CKC Guide 2009
20/10/12
07:34
Page 98
Hawk 1.8/2.6
HAVING ESTABLISHED AN almost obsessional eye for detail on all its various Cobra replicas, it’s perhaps unsurprising that Hawk Cars eventually turned its attention on the original AC Ace. Devoid of any wheelarch flaring and with its distinctive front end, the Hawk 1.8/2.6 offers the ultimate in understated sophistication. The Cobra bloodline is plainly evident in this thoroughly period reproduction, but without the muscular overtones of the later car’s bodywork. The Hawk 1.8/2.6 uses the same chassis package as found on the larger Hawk 289, being a twin 31⁄2in round-tube chassis of replica origins, but designed to accept suspension components from the MGB (knock-on splines also mean fitting the correct wire wheels is easy). For those that can’t help themselves, there are a number of suspension upgrades offered by Hawk Cars, but the MG components work wonderfully in this car. When allied to a suitable straight six engine, this package delivers super smooth power and an agile ride. The 2.5-litre Triumph is ideal and adds authenticity (as does the original Ford Zephyr 2.6-litre). However, Hawk recommends fitting the excellent BMW straight 6 engine which makes a powerful modern alternative. The chassis are supplied bracketed to suit individual engines. Bodywork is supplied in a grey primer gel finish and is pre-fitted to the chassis at the factory with doors, boot and bonnet hinged and inner panels fitted. From here, Hawk can supply as little or as much as you require, right up to a complete replica interior in leather and Wilton. Good weather gear is available as well as a hard-top if required.
SPECIFICATION CHASSIS: 31⁄2in twin round tube ladder chassis with outriggers. BODYWORK: Fibreglass body supplied in primer gel colour. All internal panels, doors, boot and bonnet installed or pre-hung. Body is jig located onto chassis for perfect alignment. Floors and rear bulkhead in sandwich of 9mm resinbonded marine ply with GRP either side. DONOR CAR: MGB. ENGINE OPTIONS: Triumph, BMW or Ford Zephyr straight six units. SUSPENSION: Front – MGB double wishbone with lever arm damper and coil spring, MGB stub axle and bearings etc. Rear – Live axle, leaf springs and lever arm dampers (upgrade to telescopic damper available). STEERING: MGB rack and column. BRAKES: Donor front discs and rear drums. KIT PRICE: Body/chassis kit £6000 plus VAT.
Talon Sports Cars Official Hawk Cars Build Agent T: 01509 842740
BUDGET BUILD COST: From £10,000.
SUMMARY – The classic Hawk is a real period piece, with great subtlety and exquisite detailing.
Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: enquiries@hawkcars.co.uk W: www.hawkcars.co.uk
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041 Hawk 289:CKC Guide 2009
20/10/12
07:37
Page 99
Hawk 289
HERE’S ONE FOR those who find the overtly muscular styling of the 427 replica just too much. Hawk Cars’ wonderful recreation of the earlier 289 is a joy. With its more subtle ‘slabside’ arches and underslung exhaust system, the 289 oozes class. The Hawk 289 uses a twin 31⁄2in round-tube chassis which closely emulates that of the original, save for suspension bracketry, to accommodate the MGB donor underpinnings. This is the perfect set-up for the 289, although those who want something with a bit more sophistication can opt for the company’s unique MGB front suspension upgrade or, if fitting a high power V8, Hawk’s Jaguar XJ6-based replacement IRS. The ideal engines for the 289 are either the Rover V8 or Ford 302 (the 289cu in V8 etc is also utterly suitable) and these provide the perfect balance of sophistication and power. Bodywork is supplied in a grey primer gel finish and is pre-fitted to the chassis with doors, boot and bonnet hinged and inner panels fitted. Holes are pre-marked on the bodyshell. With a good soft-top and side windows (an optional hard-top is available), plus the 289’s large boot, this is a great touring car with a genuine level of practicality. Add in the affordable MGB underpinnings (which are easily serviced) and the 289 is a terrific option for those looking for a Cobra replica with a difference. The fabulous 289 Le Mans, with its famous removable fastback hard-top, and 289 FIA versions are also available, as well as the true enthusiast’s dream, the Limited Edition 39 PH replica and the new ‘Executor’ replica (inset right).
SPECIFICATION CHASSIS: 31⁄2 in twin round tube ladder chassis with outriggers. BODYWORK: Fibreglass body supplied in primer gel colour. All internal panels, doors, boot and bonnet installed or pre-hung. Body is jig located onto chassis for perfect alignment. DONOR CAR: MGB. ENGINE OPTIONS: Rover V8, Ford small-block V8. SUSPENSION: Front – MGB double wishbones with lever arm dampers and coil springs, MGB stub axles and bearings etc. Rear – Live axle, leaf springs and lever arm dampers (upgrade to telescopic damper available). Upgrades – Talon Sports Cars Coil-over front suspension conversion and full Official Hawk Cars Build Agent Jaguar IRS rear suspension, all using original T: 01509 842740 suspension location points. STEERING: MGB rack and column. BRAKES: Donor front discs and rear drums. KIT PRICE: Body/chassis kit £6250. FIA: £6500. Sebring: £6400. Le Mans: £6850 (all prices plus VAT). BUDGET BUILD COST: From £12,000.
SUMMARY – The Hawk 289 offers sublime style and superb quality with genuine affordability. A car for those where grace and pace go hand in hand.
Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: enquiries@hawkcars.co.uk W: www.hawkcars.co.uk
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042 Hawk HF2000-HF3000:CKC Guide 2009
20/10/12
07:40
Page 100
Hawk HF2000/HF3000
THE HAWK HF3000 Lancia Stratos replica was originally launched in 1986 after Gerry Hawkridge, then MD of Transformer Cars, took moulds from an original car. As with all Hawk products, authenticity is the key, with not only the external shape but also the chassis, suspension and complete interior being faithful representations of the original rallying icon. As per the original, the Hawk uses a large number of components from the Fiat and Lancia group and, while early cars were predominantly powered by Lancia’s faithful 2-litre twin-cam (HF2000), today’s examples tend to use Alfa’s terrific 3-litre V6 (HF3000) or most recent 3.2-litre 32-valve unit (HF3200). Finally, if funds allow, a Ferrari V6 or V8 can be fitted. Whichever route you take, the Hawk offers superlative handling, supple suspension and a driving environment like no other. It is a unique experience. The car’s chassis, with integral roll cage, comes powdercoated and with the centre section of the fibreglass bodywork already pre-fitted by the factory. The incredibly strong bare chassis achieved a torsional rigidity figure in excess of 6000ft lb per degree when tested by STATUS. Hingeing front and rear panels offer superb access to all components, while the large rear boot means this is a practical supercar. The bodywork can be supplied in either road trim or the hugely aggressive Group 4 rally trim, with either flared or squared rear arches. Gerry Hawkridge’s devotion to the Stratos compares with that of his obsession with the Cobra, and he’s still developing his kit after all these years. Most recently he’s had specially made replica coffin spoke alloys for the finishing touch to this exacting replica, and 2012 saw the introduction of the Giro d’Italia model (pictured right), an exact replica of a circuit racing Stratos.
SPECIFICATION CHASSIS: Tubular steel and folded section frame with integral roll cage finished in black powdercoat. BODYWORK: All fibreglass bodywork supplied in grey primer gelcoat finish. Various body style options. DONOR CAR: Fiat X1/9 and Lancia Beta/Alfa predominantly. ENGINE OPTIONS: 2-litre Lancia, Alfa 3-litre and 3.2-litre V6, various Ferrari V6 and V8. SUSPENSION: Front – Lower transverse arms, tie bars, top wishbones, coil-over dampers. Rear – Lancia Beta front struts (option of special Leda units), Hawk uprights and lower wishbones, anti-roll bar. STEERING: Triumph rack with Fiat column. BRAKES: Discs front and rear with various upgrades. KIT PRICE: HF2000 kit £11,950 plus VAT. HF3000 kit £12,250 plus VAT. BUDGET BUILD COST: From £15,000.
Talon Sports Cars Official Hawk Cars Build Agent T: 01509 842740
SUMMARY – In typical Hawk style, this is an exquisite replica for the connoisseur. Stunning looks and superb driving dynamics come as standard.
Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: enquiries@hawkcars.co.uk W: www.hawkcars.co.uk
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043 Hawk Kirkham:CKC Guide 2009
20/10/12
07:46
Page 101
Hawk Kirkham
GERRY HAWKRIDGE’S COBRA replica emporium stepped up a gear when, in 2001, his Hawk Cars operation became the sole UK and European agent for the American Kirkham 427 replicas. These extraordinary creations take authenticity to the limit, with all components interchangeable with the original cars and, importantly, the bodywork made in aluminium. They are, unquestionably, the ultimate Cobra replica. The Kirkham range accommodates most of the 289/427 variations of the period, with both leaf and coil spring cars, 289 slab side and FIA, 427SC etc. These are no-compromise creations, where every single component is carefully chosen and, if necessary, specially manufactured to meet requirements. As you might expect, it’s certainly not the cheapest way to get yourself a fake snake, but you can see, feel, smell and hear the difference. A visit to Hawk Cars’ UK based works is a unique experience for any Cobra die-hard. Allied to the company’s other Cobra replicas, you are unlikely to see such a meticulous variety of Cobra clones anywhere in Europe. While Kirkham chassis and bodies are made elsewhere, kit assembly, rolling chassis and full builds are all undertaken here, and there are invariably several in the factory at any one time. Hawk’s Gerry Hawkridge is possibly the most knowledgeable person on Cobras real and replica in the UK and his lifelong obsession with the cars is perfectly matched by the attention to detail lavished on the Kirkhams. Hawk is also the leading manufacturer and supplier of spare parts and wheels for original cars. The firm also has the largest stock of spares and many original race cars use its spares (particularly suspension upgrades).
SPECIFICATION CHASSIS: 3in (289) or 4in (427) twin-tube ladderframe chassis with complete tubular steel body subframe. BODYWORK: All aluminium. DONOR CAR: None. ENGINE OPTIONS: Ford 260, 289 or 302cu in V8 for Kirkham 289. Ford 302, 351, 390, 427 or 428 V8 for Kirkham 427. SUSPENSION: 289 Front – Transverse leaf spring, lower wishbones, Koni dampers. Forged steel uprights and spline or peg-drive hubs etc. 427 Front – Double wishbones with Penske coil-over dampers. 289 Rear – Transverse leaf spring, lower wishbones, Koni dampers. Forged alloy hub carriers. 427 Rear – Double wishbones with coil-over dampers. Peg-drive hubs all-round. STEERING: Rack and pinion, 31⁄2 turns lock-to-lock. BRAKES: 11.25in front solid discs with aluminium Girling repro racing calipers. 11.13in rear solid discs with aluminium Girling repro racing calipers. KIT PRICE: Aluminium bodyshell located on chassis £23,500 plus VAT. Inner panels fitted. Doors, boot and bonnet hung and latched. BUDGET BUILD COST: From £45,000.
SUMMARY – If only the best will do, then look no further. We have not come across a more meticulous replica. A truly wonderful car for the Cobra connoisseur.
Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: enquiries@hawkcars.co.uk W: www.hawkcars.co.uk
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044 Imperial:CKC Guide 2009
20/10/12
07:48
Page 102
Imperial
THE IMPERIAL MOTOR Company is run by John Barlow and Dave Chapman who have an enviable reputation for producing top quality kit car products over the last three decades. More recently they have designed and launched a number of vehicles aimed squarely at the commercial wedding car market, and the Imperial is the latest of these. However, in addition to the limousine style bodywork most suited to the wedding market, the Imperial can also be supplied in a number of other body styles, including van, pick-up, minibus, chassis cab and hearse (the latter only available in turnkey form). Each different style is designed as a simple body swap on the Imperial’s chosen donor... The FX4 London taxi is the perfect donor for the conversion, with a body that can be easily lifted away, to leave a robust and reliable chassis and suspension package that is retained in unmodified form underneath the new Imperial bodywork (thus negating the need for an IVA test). The latter is of quality GRP construction, mounted on its own galvanised steel subframe which is in turn bolted to the FX4 main chassis. Significantly, Imperial pre-fits all doors (hinged and aligned) and locates the bodywork on its sub chassis, prior to collection by the customer. The kit package is extremely comprehensive, including items such as the complete lighting package, all glass and seals, stainless steel bumpers, an interior panel kit (requires trimming), stainless steel radiator shell, wiring loom, hood frame and many other smaller items needed to complete the project to a high standard.
SPECIFICATION CHASSIS: Unmodified FX4 London taxi ladder chassis. BODYWORK: High quality all GRP bodywork supplied in coloured gelcoat to customer’s choice. ENGINE OPTIONS: FX4 2.7 Nissan diesel, 3-speed auto with overdrive. DONOR CAR: FX4 London taxi, 1991 to 1997. SUSPENSION: Standard suspension from the donor car. STEERING: Standard donor, 25ft turning circle. BRAKES: Discs/drums. KIT PRICE: £15,995 plus VAT complete kit. BUDGET BUILD COST: From £20,000. Turnkey from £25,000 plus VAT (coloured gelcoat bodywork), painted (two-tone) £29,000 plus VAT.
SUMMARY – A high quality package with a variety of different body options.
Imperial Motor Company, 138 Southport New Road, Tarleton, Preston, Lancashire PR4 6HY T: 07961 012348 E: imperialmotorcompany@yahoo.co.uk W: www.imperialmotorco.co.uk
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045 JBA Falcon:CKC Guide 2009
20/10/12
06:24
Page 103
JBA Falcon
THE ORIGINAL JBA Falcon was launched in 1982 by the founders of JBA Engineering. First, Ford Cortina based and later Sierra based, the JBA Falcon was re-launched back on to the market in 2011 by JBA Motors, naturally, now based on a BMW 3-Series. JBA Motors founder, Bill Willcock, has built a number of the original cars, so had a good understanding of what aspects of the build and drive quality needed to be improved upon to make the new car much easier to build, comfortable to drive, and a fresh contender in today’s kit car market. Builders can still strip a BMW 3-Series and source many of the components from a vehicle recycling facility, but refreshingly all of the parts are easily available new. There is also the option of a BMW Donor Pack, primarily saving time, but ultimately making the whole build process easy and enjoyable. The BMW 3-series offers a wealth of engines, from an economic 4-cylinder to a more powerful 6-cylinder M3 engine. The JBA Falcon uses a substantial ladderframe chassis that comes with the central body unit factory fitted, which together gives the car rigidity and strength. The new car has been re-designed around drivability, capitalising on the wealth of space the JBA Falcon offers, with standard size adjustable seats at the front and a large half shelf seat at the rear. It now offers the supple suspension and driving experience the beautiful design deserves. Owners of the JBA Falcon can be truly proud that they have a special piece of motoring history, this is not a replica or an antique, with 1930s classic lines and 21st century technology, this is a car for the driving connoisseur, designed for daily use.
SPECIFICATION CHASSIS: Ladderframe. BODYWORK: All fibreglass finished in gelcoat. Aluminium bonnet panels and stainless steel brightwork. DONOR CAR: BMW 3-series 1992 to 2001. ENGINE OPTIONS: 4-cylinder or 6-cylinder. SUSPENSION: Double wishbone front and rear suspension system. STEERING: Ford rack and BMW column. BRAKES: Discs front and rear. KIT PRICE: Starter Chassis Pack: £2750 (including VAT). Full Build Pack: £8,472 (including VAT). BUDGET BUILD COST: From £12,000.
SUMMARY – The JBA Falcon was always a highly regarded product. The latest revisions and introduction of a modern BMW donor upgrade the car’s image and performance further.
JBA Motors, Norfolk T: 01508 493205 E: enquiries@jbamotors.co.uk W: www.jbamotors.co.uk
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046 Jimini 2:CKC Guide 2009
20/10/12
07:50
Page 105
Jimini 2
THE KIT CAR scene has traditionally offered cheap and cheerful kits but, in recent years, advancements in design and engineering have pushed up costs. So the Jimini 2 comes as a breath of fresh air: it’s possible to build one for as little as £4000, yet it’s still up to the quality today’s kit car buyer demands. The GRP monocoque is beautifully presented – and that’s your reaction before you consider the low kit price. The car has a monocqoue construction, and the quality of the mouldings is high throughout. The GRP body/chassis accepts donor parts from the Mini which means the Jimini inherits the Mini’s entertaining road-holding and handling. In fact, a lot of the Mini remains, although there are very few visual clues to its donor car route. The traditional round headlights, for instance, are gone. The only exterior part carried over from the Mini is the windscreen. The result is that the Jimini has a distinct character of its own. It’s a hoot to drive and totally addictive. It’s cheap to run and insure, too, thanks to its modest power. (Although if it’s too modest, you can opt for a turbo engine!). It’s up to you how much you spend on finishing off a Jimini, although even if you push the boat out on wheels/tyres, seats and so on, you’re still not going to spend a fortune on the build. When you buy a Jimini, you’ll be dealing with a small, friendly company which thrives on personal service. You won’t go far wrong here.
SPECIFICATION CHASSIS: One-piece GRP monocoque body/chassis, separate bonnet and bootlid, separate roll-over cage. BODYWORK: See above. DONOR CAR: Any Mini – although post-1985 models are best (they have the tandem brake master cylinder which is required by the IVA test). ENGINE OPTIONS: Any A-series unit, from 998cc to the turbocharged edition used in top-spec MG Metros. SUSPENSION: Front and rear: Standard Mini subframes and suspension set-ups. STEERING: Rack and pinion from Mini. BRAKES: Drum front and back, or discs at the front depending on donor. KIT PRICE: £2850. BUDGET BUILD COST: From £4000. Fully built to your spedicication from £8750.
SUMMARY – A low-price kit that’s budget friendly – but one that’s still highly presentable, easy to build and entertaining to drive. Kit car fun in its purest form!
Jimini Automobile Company, Suite 36, Beacon Buildings, Leighswood Road, Aldridge, West Midlands WS9 8AA T: 01922 743587 E: kerrion.marsh@virgin.net W: www.jimini.co.uk
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047 Lister Bell STR:CKC Guide 2009
20/10/12
07:53
Page 107
Lister Bell STR
LISTER BELL IS the new name in Stratos replicas. Established in early 2010, this is a new company to the Lancia Stratos replica market, but one with a vast pedigree in both the Stratos market and the specialist car industry as a whole. Based in Nottinghamshire, the company is run by founder Craig White who has been involved with the industry since 1989 and has extensive experience of specialist car construction, chassis development, fabrication and composites. The STR is designed to bring the Stratos replica into the 21st century. The car incorporates a blend of classic and authentic lines built onto a CAD drafted chassis and suspension platform engineered for today's more discerning market. The chassis utilises an array of modern, readily available components; all parts are sourced from either current production cars or are bespoke items. The fully adjustable suspension is designed to be in keeping with that of the original car and as such features a strut type set-up at the rear mated to a double wishbone arrangement at the front. The uprights are bespoke for the car and are machined from aircraft grade billet aluminum and anodised for a durable finish. It uses a 4-pot caliper and ventilated disc braking system which is controlled by a high ratio, bias adjustable pedal box. Authentic coffin spoke wheels can be fitted to the car without any adaptors or IVA concerns. A huge amount of time and effort has been invested into the STR’s body moulds. The bodywork stage has always been one of the stumbling blocks for Stratos replica builders and consequently every effort has been made to produce the Lister Bell body to a standard which is acceptable in today’s marketplace. The emphasis with the STR is to provide customers with a car which ticks all the boxes. It remains sufficiently authentic to satisfy the purist whilst utilising up-to-date components for the mechanical aspects the build, and due to extensive remoulding of the bodywork becomes the first Stratos replica to be available in pre-coloured, gelcoat finish panels which do not require painting. Ease of build is a high priority with the STR.
SPECIFICATION CHASSIS: Full spaceframe chassis comprising a folded sheet central monocoque structure with box section front and rear subframes incorporating a full integral roll cage built to MSA standards with optional door intrusion bars. BODYWORK: GRP bodywork available in pre coloured gelcoat finish, covering both Stradale and GP4 variants DONOR CAR: Alfa 156 2.5 V6 for entry level model, Alfa 166/GTV/GTA for higher performance option. Ferrari Mondial 3.2 for STR-M variant. ENGINE OPTIONS: Alfa V6, Ferrari V6/8, Fiat 20v, (other sensible requests considered). SUSPENSION: Front – Double wishbone format, Billet aluminium uprights, Gaz Gold coilovers, anti-roll bar option, Fully adjustable. Rear – MacPherson strut format, billet aluminium uprights, Gaz Gold struts, anti-roll bar option, Fully adjustable. STEERING: Bespoke aluminium rack and mountings, 2.6 turns lock to lock (other ratios available on request). BRAKES: 308mm vented discs all round with 4-pot calipers front and rear, rears have integral handbrake mechanism. KIT PRICE: Alfa powered 3/3.2-litre GP4 car, circa £25k including VAT, plus donor engine and gearbox, includes air con, bespoke radiator etc. BUDGET BUILD COST: Alfa Romeo 156 based car circa £20,000 including VAT.
Lister Bell Automotive T: 07990 543517 E: craig@listerbell.com W: www.listerbell.com
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048 Luego Viento:CKC Guide 2009
20/10/12
07:54
Page 76
Luego Viento
LUEGO SPORTS CARS began in the late ’90s by offering prefabricated Locost chassis and suspension parts, before moving on to develop its own version of the evergreen Lotus Seven inspired replica (the Velocity – see other entry), followed by the supersize Viento. The Luego Viento came into being in order to fill Luego’s regular enquiries for a larger version of its exciting Velocity. The Viento is almost 6in wider and 12in longer; you will not struggle to get comfortable in the Viento. The other advantage of the Viento’s generous girth is the ease with which larger engines can be accommodated. The Viento 400, our ‘top of the range’ car, is fitted with a Chevrolet LS2 V8 (see main photo). Other engines include BMW straight six, Alfa V6, Audi 1.8 Turbo and of course the Rover V8. Not surprisingly the Viento chassis is a beefy spaceframe designed with such power units in mind. The suspension follows the popular convention of double wishbones at each corner and the car is now based on the E36 version of the BMW 3-series.
SPECIFICATION CHASSIS: Spaceframe design using variety of different tubular steel. Aluminium sheet floor; steel floors made to order. BODYWORK: Stainless steel side panels (aluminium to order) with GRP bonnet, nose cone, scuttle, rear panel and wings. Gelcoat as standard in most colours. Paint finish to order. DONOR CAR: BMW 3-series E36. The Sierra version is still available on request. ENGINE OPTIONS: Almost endless. SUSPENSION: Front – Double wishbones, coil-over dampers and Sierra (or BMW E36) lower strut/stub axle. Rear – Fabricated rear hub carriers, Sierra (or BMW E36) differential, drive shafts and hubs. Coil-over dampers. STEERING: Escort steering rack with Sierra (or BMW E36) column. BRAKES: Sierra solid or vented front discs with solid rear discs at the back. STARTER KIT PRICE: £3740.
SUMMARY – The Viento is larger than life, being one of the most accommodating cars in its class. Big engines and breathtaking performance.
FULL KIT PRICE: £6490. BUDGET SELF BUILD COST: From £11,500. FACTORY BUILD: From £18,000.
Luego Sports Cars, Crosshill Garage, Montrose Road, Brechin DD9 7PL T: 01356 622827 or 07976 271380 E: info@luegosportscars.com W: www.luegosportscars.com or Facebook @ Luego Sports Cars
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049 Madgwick SR V8 :CKC Guide 2009
20/10/12
07:55
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Madgwick SR V8
THE MADGWICK SRV8 is the direct descendent of the Southern Roadcraft SR V8 of the late ’80s and ’90s. This was perhaps one of the most prolific Cobra replicas of its time (with several hundred produced) as well as being a well developed and hugely capable performer. The SR V8 was resurrected in 2001 by West Sussex based Madgwick Cars. This small business is run by the father and son team of Dave and Mike Carruthers alongside their long established MoT station and repair shop. The duo have instigated a number of subtle tweaks to the SR V8 to bring it up to date with current regulations. Heart of the SR V8 remains a thoroughly well developed ladderframe chassis with steel floors, front footwells and centre tunnel section. Suspension is of the familiar Jaguar XJ6 variety and the result is a tough structure with capable handling and ride, all wrapped up in a typically muscular fibreglass Cobra replica bodyshell (supplied in a white primer gelcoat finish). The usual range of V8 engines can be fitted, the Ford or Chevy being best at creating the menacing thunder for which the SR V8 is best known. Madgwick can provide a partial or full build service in addition to basic kit components, while also supporting all existing SR V8 customers with back-up and parts supply.
SPECIFICATION CHASSIS: Ladderframe design with steel floors, front footwells and centre tunnel section. BODYWORK: Fibreglass body supplied in white primer gelcoat finish, with inner wings, rear bulkhead and boot panel all pre-bonded into the ’shell. DONOR CAR: Jaguar XJ6. ENGINE OPTIONS: Rover, Chevy and Ford small block V8s. SUSPENSION: Front – Standard Jaguar XJ6 front wishbones and uprights. Rear – Shortened XJ6 drive shafts and rear wishbones with fabricated trailing arms, adjustable coil-over dampers. STEERING: Madgwick’s own steering rack, 31⁄4 turns lock-to-lock. Ford Sierra column. Optional power steering kit available. BRAKES: Jaguar vented front discs and inboard solid rears. KIT PRICE: Chassis packages from £1995 plus VAT. BUDGET BUILD COST: From £16,000-plus.
SUMMARY – This is a thoroughly tested and developed product now offered by a family-run company, which offers a personal service and full back-up.
Madgwick Cars, Parade Pagham, West Sussex PO21 4TL T: 01243 261000 E: info@madgwickcars.co.uk W: www.madgwickcars.co.uk
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050 MEV Exocet:CKC Guide 2009
20/10/12
07:57
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xxxxxxxxxxxxx MEV Exocet
THE SIMPLEST IDEAS are often the cleverest, and that certainly sums up the incredibly affordable MEV Exocet. It takes all its mechanicals from an MX-5 and places them into a lightweight, exoskeletal frame. By losing a third of the Mazda’s weight, it results in a fast, well balanced, responsive sports car. Because the 650kg Exocet drives just like a lightened MX-5 (because that’s effectively what it is), it has truly excellent handling. Choose from the road going version with the distinctive ‘M’ bar or the full caged race car dubbed MX150R which now has its own grids across all the best circuits in the UK. See www.ma5daracing.com for more. For track days either version is going to entertain and impress. Other upgrades include a tuning kit for the 1.8-litre that ups its output, using throttle bodies and mapped ECU, to 175bhp. Standard output from the 1.8 is 131bhp, while the 1.6-litre version can also be used. Donors are available from as little as £250. But the really clever bit is that, once you’ve sold off all the MX-5 parts you don’t need, you can bring the cost of an Exocet build down to around £2200. Could this be the world’s cheapest kit car to build? As well as using all the mechanicals, the Exocet can also use the donor’s seats, instrumentation, exhaust and more. In other words, all the bits that you spend a few thousand pounds on when you build a more typical kit car. As well as being very affordable, it’s very easy to build. The Mazda’s bodywork can be removed in a morning using a standard engine hoist, exposing the mechanical parts that are ready to be transferred to the new chassis. See what we mean about simple being clever?
SPECIFICATION CHASSIS: Exoskeletal spaceframe in round tube steel. BODYWORK: GRP nose, bonnet, cycle wings and rear panel. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: Mazda MX-5 four-cylinder in either 1.6 or 1.8-litre forms. SUSPENSION: Front – Mazda MX-5 double wishbones with coil-over dampers. Rear – Mazda MX-5 double wishbones with coil-over dampers. Standard car uses MX-5 front and rear subframes, lightweight version does not. STEERING: Mazda rack and pinion. BRAKES: Discs all-round. KIT PRICE: Comprehensive kit £2200 plus VAT. MX150R £3000 including full cage, nudge bars and steel floors (discounts available for race drivers). BUDGET BUILD COST: From £2200 (see text).
SUMMARY – MEV Exocet takes the best bits of a Mazda MX-5 and repackages them in an extrovert, lightweight package. Great handling and small build cost are what have made this kit a major sales success.
MEV, Ratcher Hill Quarry, Southwell Road, Mansfield, Nottinghamshire NG21 0HJ T: 01623 655522 E: info@mevltd.co.uk W: www.mevltd.co.uk
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051 MEV Mevabusa:CKC Guide 2009
20/10/12
06:26
Page 135
MEV Mevabusa
THE MEVABUSA FROM Road Track Race is a direct response to customer demand. Many potential builders were asking for a Suzuki Hayabusa powered version of the Rocket – so the company went one stage further and developed a bespoke car around the powerplant. It’s the first car to be offered first as an RTR rather than a MEV, although the former did have a hand in its design and development. It has an exoskeletal chassis to keep weight to a minimum – the kerb weight is a super-fly 400kg – and has been tuned for exceptional on track ability. With a kit price of £4999 plus VAT, RTR estimates that home built versions will be completed for around £9000 to £10,000, with the Suzuki Hayabusa parts contributing around £2500 to that total. Donors from 1999 to 2007 are suitable. Suspension is double wishbone all round, with bespoke uprights at the rear and Rally Design items up front (all of which is included in the kit). RTR’s other bike engined models are the Atomic and tR1ke (both pictured right). Both are Yamaha R1 powered, the former being a superdiminutive single seater with the engine where the passenger would usually be, the latter is a three wheeler. Both are hugely thrilling! As with all models from RTR, if you complete the build within 12 months of taking delivery of the kit, the company will IVA test the car free of charge – a great money-saving offer that leaves the builder to pay only for any necessary remedial work should the car fail the test first time.
SPECIFICATION CHASSIS: Exoskeletal spaceframe chassis. BODYWORK: GRP front panel and cycle wings. DONOR CAR: No donor car, uses Suzuki Hayabusa engine and transmission. ENGINE OPTIONS: Suzuki Hayabusa engine. SUSPENSION: Front – Double wishbones, coil-over dampers, Rally Design uprights. Rear – Double wishbones, coil-over dampers, bespoke uprights. STEERING: Rack and pinion. BRAKES: Discs all round. KIT PRICE: £4999 plus VAT. BUDGET BUILD COST: From £9000 to £10,000.
SUMMARY – The Mevabusa looks wild and promises huge performance potential. With its low weight and high power, it’s bound to set pulses racing at track days.
Road Track Race, 42 Mount Street, New Basford, Nottingham NG7 7HX T: 0115 978 0677 E: sales@roadtrackrace.com W: www.roadtrackrace.com
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052 MEV Mevster:CKC Guide 2009
20/10/12
06:27
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xxxxxxxxxxxxx MEV Mevster
THE MEVSTER IS the latest new offering from MEV. The easiest way to grasp the concept is as a full bodied Exocet – although it’s actually an allnew model in its own right. Why the Excoet comparison? Because it takes the Mazda MX-5 as its single donor and uses its mechanical package to the full. Engine, gearbox, suspension, transmission and ‘powerplant frame’ are all removed from the MX-5 donor as a single module and transferred to the Mevster. As well as keeping the build simple, it’s also a major influence in the car’s affordability – there’s not a lot you have to buy separately, it all comes from the donor car. And the Mazda bits you don’t need can be sold on to offset the cost. It means that a Mevster can be built from as little as £3000. And once you’ve built it, you have a unique looking sports car that benefits from the Mazda’s legendary handling – but in a lighter, and therefore faster, package. The full body and windscreen makes it userfriendly, too. And adding further to that user-friendliness is the optional hard top and sides that will be ready in time for the car’s first public appearance at the Stoneleigh kit car show in May 2013. Cleverly, the weather gear can all be stowed on board, so you don’t have to commit to either open or closed motoring before leaving home. The Mevster looks set to continue the success of the Exocet while adding its own dimension of practicality and unique styling. The ingenious use of the MX-5 components underneath is as key to this car as its established stablemate.
SPECIFICATION CHASSIS: Square tube spaceframe. BODYWORK: GRP nose, bonnet, side panels, cycle wings and rear panel. Optional stowable hard-top and sides. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: Mazda MX-5 four-cylinder in either 1.6 or 1.8-litre forms. SUSPENSION: Front – Mazda MX-5 double wishbones with coil-over dampers. Rear – Mazda MX-5 double wishbones with coil-over dampers. Standard car uses MX-5 front and rear subframes, lightweight version does not. STEERING: Mazda rack and pinion. BRAKES: Discs all-round. KIT PRICE: £2995 plus VAT. BUDGET BUILD COST: From £3000 (see text).
SUMMARY – Another affordable, easy to build car from the MEV stable. Added practicality of full screen and optional stowable hard-top is bound to add up to fantastic appeal.
MEV, Ratcher Hill Quarry, Southwell Road, Mansfield, Nottinghamshire NG21 0HJ T: 01623 655522 E: info@mevltd.co.uk W: www.mevltd.co.uk
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053 MEV Rocket:CKC Guide 2009
20/10/12
08:00
Page 115
MEV Rocket
THE MEV ROCKET is manufactured under license by Road Track Race. It’s now marketed in over 10 territories including the US and Australia, and sells strongly thanks to its modern looks and exoskeletal construction. The car is based on the mechanicals of a Ford Focus, which provides its engine (often in 1.8-litre or 2-litre forms, although RTR will modify the chassis to accommodate a wide variety of engines should you choose), gearbox, suspension components and more. The Focus was chosen because it’s easy to source and affordable. In fact, the Rocket itself is very affordable – you could get one on the road for as little as £7000, which looks like terrific value. RTR also offers a range of turnkey options, from the M225 at £15,995 to the M350, with 350bhp per tonne. Due to the success of its Toyota powered Rocket race car, for 2013 RTR is launching a 138bhp MR2 Mk3 based version of the Rocket and Sonic. It can also use the Celica 190bhp components. Thanks to its open chassis, the Rocket has a distinctive driving experience. Being able to see the ground rush by and the suspension and steering working makes you feel really in touch with what’s going on. At the same time, you’re surprisingly protected from the elements and there’s enough space behind the seats to stow a weekend’s worth of camping gear. Striking, unusual looks, low build costs and entertaining dynamics make for a highly appealing car. RTR also offers the Sonic7 (right). Sister car to the Rocket, it borrows its geometry and Focus basis. As with all models from RTR, if you complete the build within 12 months of taking delivery of the kit, the company will IVA test the car free of charge – a great money-saving offer that leaves the builder to pay only for any necessary remedial work should the car fail the test first time.
SPECIFICATION CHASSIS: Exposed round-tube chassis. BODYWORK: GRP wings, engine cover, bonnet panel. Supplied in coloured gelcoat. DONOR CAR: Ford Focus. ENGINE OPTIONS: Primarily Ford Zetec SE 1.8-litre or 2-litre. MR2 Mk3 based version to be launched in 2013 using 138bhp MR2 engine or 190bhp Celica engine. Other engines can be fitted. SUSPENSION: Front and rear – Double wishbones with coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Standard kit £3850 plus VAT. BUDGET BUILD COST: From £7000. TURNKEY PRICES: M225 £15,995. M350 £23,500.
SUMMARY – The Rocket handles well, is great to look at and straightforward to build. It’s not difficult to see why it has proved such a popular kit car. Much more affordable than it looks, too.
Road Track Race, 42 Mount Street, New Basford, Nottingham NG7 7HX T: 0115 978 0677 E: sales@roadtrackrace.com W: www.roadtrackrace.com
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054 MK Indy:CKC Guide 2009
20/10/12
08:02
Page 117
MK Indy
MK SPORTSCARS IS one of the big players at the affordable end of the UK’s huge Lotus Seven inspired roadster scene. From an embryonic start, producing chassis and suspension components for the Locost, the company was quick to develop its own roadster in 2000 and has since constantly developed the product while maintaining a clear focus on affordability allied to quality and high performance. MK Sportscars makes all the chassis and suspension components inhouse, resulting in a neat spaceframe chassis with distinctive curved footwells. The company offers two main models, the Indy and Indy R. The Indy uses double wishbone front suspension, allied to a double wishbone full IRS rear arrangement, while the Indy R is a brand new chassis with inboard front coil-over dampers operated via a pushroad. Both are Sierrabased kits and use as much from the single donor as possible, although without compromise to handling integrity. The Indy’s bodywork is in a self-coloured fibreglass finish and includes the full-length side panels as well as smaller units such as the engine bay bulkhead. The quality of these is high and results in a well finished product. Engine options are typically varied with a wide variety of motorbike engines joining the familiar list of car units, including almost all Ford engines, Vauxhall twin-cam etc, etc. MK Sportscars is a down-to-earth company founded on sound engineering techniques allied to genuine affordability.
SPECIFICATION CHASSIS: Mig-welded spaceframe chassis with steel front bulkheads. BODYWORK: All GRP bodywork supplied in coloured gelcoat finish. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Almost any car engine plus a wide variety of motorbike solutions. SUSPENSION: Front – Double wishbones (oval profile) with Sierra stub axles and coil-over dampers. Rear – Double wishbone IRS using fabricated hub carriers, coil-over dampers, Sierra hubs, standard length driveshafts and differential. STEERING: Modified (on exchange) Ford Sierra rack with Sierra column. BRAKES: Ford Sierra front discs and calipers with option of drums or discs on rear depending on axle and donor. No servo. KIT PRICE: Starter kit £2147. Deluxe kit £3930 (all prices inclusive VAT). BUDGET BUILD COST: Home built from £7500.
SUMMARY – Highly capable Indy is not only good value but also offers a good quality finish and easy build.
MK Sportscars, Units 11, Aven Enterprise Estate, Tickhill Road, Maltby, South Yorkshire S66 7QR T: 01709 816138 E: mail@mksportscar.co.uk W: www.mksportscar.co.uk
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055 MNR VortX:CKC Guide 2009
20/10/12
08:06
Page 118
MNR VortX
MNR’S VORTX HAS carved out an identity for itself as a track specialist that’s equally at home on the road. Marc Nordon is a highly experienced racing driver and engineer, and the VortX benefits from his experience. A spaceframe chassis made from round tube steel sets the tone for an engineering-led design. It’s backed up by thoughtful inboard suspension design and many high quality CNC designed components. Visually, the VortX is set apart from its rivals by the aerodynamic nosecone. MNR offers two models, the RT Plus and RT Inboard. The former is rose jointed for finite adjustment while the latter has bushed suspension predominantly for road use. The in-house designed car has been joined by a version that uses the Mazda MX-5 for its drivetrain and its twin-cam 1.6 (which can be turbo’d to produce 150bhp) or 1.8 engines. The most popular engine options include the Ford Duratec, Honda S2000, Rover V8, and a whole host of superbike engines. For those, MNR offers options of paddleshift and a reverse ’box that was designed in-house. MNR doesn’t set out to rewrite the rulebook. Instead, it aims to do what it does to a very high standard. It’s that quality which has got it noticed by the kit car buying public and keeps its order books healthy. The firm has sold kits all over Europe, Australia and the States, and lhd versions of the VortX are available. The car has had considerable race-winning success in hillclimbs, sprints and racing. The company also produces a mid bike engined Le Mans prototype style car which has recently taken to the track, with excellent results, and further development continuing. MNR can supply fully built cars, or easy self-build kits.
SPECIFICATION CHASSIS: Steel spaceframe in 16, 18 and 20g round-tube with standard RAC approved road or full race cages made to customer’s height. BODYWORK: Self coloured GRP panels. DONOR CAR: Ford Sierra or Mazda MX-5 drivetrain. ENGINE OPTIONS: Most four-cylinder engines including Mazda MX-5, Ford Duratec, Honda S2000, Rover V8, plus many motorcycle options. SUSPENSION: Front – Unequal length double wishbones, inboard Protech coilover dampers, lightweight fabricated uprights. Rear – Independent rear suspension, unequal length double wishbones, Protech coil-over dampers. STEERING: New quick rack, 2.4 turns lock to lock. BRAKES: Front – 4-pot billet alloy calipers, drilled, grooved and slotted discs. Rear – Sierra rear discs which can be drilled, grooved and slotted or drums or Mazda MX-5 discs (depending on donor). Optional 2-pot billet calipers. KIT PRICE: Comprehensive kits start from £3995 including VAT. BUDGET BUILD COST: From £8000.
SUMMARY – MNR is in the thick of a busy market sector but stands out from the crowd by mixing racing pedigree and high quality components with affordability.
MNR, Holly House Farm, Moorcock Lane, Darley, Harrogate, North Yorkshire HG3 2QL T: 01423 780196 E: chrismnrltd@btinternet.com W: www.mnrltd.co.uk
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056 Parallel Miura:CKC Guide 2009
20/10/12
08:09
Page 1
Parallel Miura
PARALLEL DESIGNS, MANUFACTURER of the sensational Torero, a Lamborghini Diablo replica, has now turned its attentions to perhaps the most beautiful Lamborghini ever – the stunning Miura. As with the Torero, this will not be a budget option and every effort will be made to ensure this latest replica lives up to its obvious potential. As we go to press, development of this project is well advanced (more so than shown in the photograph above). While the company began its project using bodywork from an earlier replica (Prova), every other aspect of this car is brand new. The chassis is a thoroughly reworked version of its own Torero, being a spaceframe structure with additional backbone and steel floors and bulkheads. Meanwhile, the suspension follows the Torero’s tried and tested formula of double wishbones and aluminium hub carriers at each corner. Under the rear canopy, you’ll find an Audi RS4 bi-turbo engine producing 400bhp coupled with a 6-speed gearbox. This is the only option Parallel is looking to offer and clearly demonstrates the company’s determination to make its Miura a quality item. Other significant features will including the braking system, which comes with ABS as standard, operating huge Brembo 360 by 30mm vented front and rear discs. All variants of the Miura will be available, from the standard S to the SV and, in due course, the Roadster. The company supplies comprehensive kit packages, rolling chassis options and, of course, complete turnkey packages.
SPECIFICATION CHASSIS: Multi-tubular spaceframe with integral backbone and steel bulkheads and floor. BODYWORK: Individual GRP and carbon fibre panels in gelcoat finished to high standards. DONOR CAR: No single donor car. ENGINE OPTIONS: Audi V6, including bi-turbo RS4. SUSPENSION: Front – Double wishbones, cast aluminium hub carriers, coil-over dampers. Rear – Double wishbones, cast aluminium hub carriers, coil-over dampers. STEERING: Parallel Designs rack and column. BRAKES: 360 by 30mm Brembo discs. ABS. KIT PRICE: Basic chassis package £2800. Rolling chassis package £4595. VT body package £3900. BUDGET BUILD COST: From £30,000. Factory built from £60,000.
SUMMARY – At last someone is making a proper job of replicating the fabulous Miura. One of the most beautiful automotive shapes ever.
Parallel Designs, Morden, Surrey T: 07425 131677 E: paralleldesigns.miura@gmail.com
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057 Parallel Torero:CKC Guide 2009
20/10/12
08:11
Page 1
Parallel Torero
THE AUDACIOUS TORERO arrived in 2000, after two years of extensive development, and this highly authentic replica of the Lamborghini Diablo has been joined by every variant of this Italian supercar – VT, SV, SE, GT and 6.0L. Parallel was formed by Lambo fan Naz Maniscalchi. He had previously built immaculate replicas of Lamborghini Countaches and AC Cobras. This background knowledge gave him immense experience in building high value replicas, and that has led to a product which is easier to assemble and which features all the correct finishing touches for a truly authentic feel. Underpinning the glamorous curves is a substantial spaceframe chassis with an additional backbone structure and steel floor and bulkheads. A classic double-wishbone suspension package keeps the ride and handling well honed, while engine options centre around the Rover V8 and BMW V12. One car already sports a 500bhp BMW V12, endowing the Torero with performance to match its looks. Inside the cockpit, every effort has been made to replicate the original icon. All the dash and seats and so on have been moulded from an original car (as is the bodywork). Trimmed in leather and/or Alcantara, this is an extraordinary place to exploit the Torero’s performance and handling. The company supplies comprehensive kit packages, rolling chassis options and, of course, complete turnkey packages.
SPECIFICATION CHASSIS: Multi-tubular spaceframe chassis with integral backbone and steel bulkheads and floor. BODYWORK: Individual fibreglass and carbon fibre panels in gelcoat finished to high standards. DONOR CAR: No single donor car. ENGINE OPTIONS: Rover V8 or BMW V12. SUSPENSION: Front – Double wishbones, cast aluminium hub carriers, coil-over dampers. Rear – Double wishbones, cast aluminium hub carriers, coil-over dampers. STEERING: Parallel Designs rack and column. BRAKES: 360 by 30mm Brembo calipers with discs, ABS. KIT PRICE: Basic chassis package £2800, rolling chassis package £4595. VT body package £3900. BUDGET BUILD COST: From £30,000 (turn-key from £60,000).
SUMMARY – A high quality replica with a level of fit and finish (both inside and out) and performance to do the original proud. A pretty outrageous looker, too.
Parallel Designs, Morden, Surrey T: 07425 131677 E: paralleldesigns.diablo@gmail.com W: www.paralleldesigns.co.uk
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058 Phoenix Mirach:CKC Guide 2009
20/10/12
08:13
Page 135
Phoenix Mirach
IF THE IDEA of a two-seater roadster appeals, but you want something a little more mature than a lightweight tearaway, the Mirach from Phoenix Automotive Development is well worth a closer look. It’s reasoanably large compared to, say, a Seven replica, so has plenty of road presense. But it’s under the bonnet where things get serious... a V8 engine is the standard fitment, with Rover and Chevrolet being the most obvious candidates. No single donor vehicle is used, instead the Mirach cherry-picks the best component for any given role. The Ford Sierra is used for its diff and driveshafts, steering column and front uprights. Rob Hancock thoroughly redeveloped the car prior to its relaunch in 2012, the car having originated from Chris Field to critical acclaim in the 1990s. The principle change was to the chassis which became 2in longer and 2in wider to improve interior space. Visually, bodywork was altered to suit and modern projector style headlights have been incorporated into the pods at the front of the car. With the comprehensive kit priced at £9595, Phoenix Automotive Developments estimates that self-build prices will start from around the £15,000 mark, while fully built turnkey cars start from £29,000 depending on specification.
SPECIFICATION CHASSIS: Tubular spaceframe. BODYWORK: GRP body supplied ready for painting. DONOR CAR: No single donor car. ENGINE OPTIONS: Rover or Chevrolet V8s. SUSPENSION: Front – Ford Sierra uprights, double wishbones, coil-over dampers. Rear – Fabricated uprights, double wishbones, coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs all round. KIT PRICE: Comprehensive kit £9595. BUDGET BUILD COST: From £15,000.
SUMMARY – With it’s big V8 engine and obvious touring potential, the Mirach offers something unique. Striking styling and reasonable practicality come together to create a terrific mix.
Phoenix Automotive Development, Unit 8 Brent Mill Industrial Estate, South Brent, Devon TQ10 9YT T: 07565 956138 E: rob@phoenixautomotivedevelopment.co.uk W: www.phoenixautomotivedevelopment.co.uk
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059 Quantum Xtreme:CKC Guide 2009
20/10/12
08:15
Page 121
Quantum Xtreme
THE QUANTUM XTREME is notable for its hugely strong, stainless steel monocoque chassis. As a result, the car’s all-independent suspension works extremely efficiently, which leads to unusually good ride comfort and superb levels of handling and roadholding. Also outstanding is the amount of space in the cockpit; it’s greater than in many cars of this ilk and means the Xtreme can be driven in comfort for long distances. A one-donor car, the Xtreme is largely Sierra based, although most of the suspension parts are actually made in-house, including the wishbones and all four fabricated uprights. Although originally designed for a Pinto engine, most cars are now built using a Zetec or 1600SE engine. The company is currently working on turnkey engine packages with Omex Technology. As the Xtreme weighs only 620kg, performance is truly impressive whichever engine is fitted. Notable aspects of the Xtreme are its highly individual dashboard styling and unusually sizeable boot with locking lid. No question about it, the Xtreme has an innovative, refreshing approach to user-friendly roadster packaging. Quantum has added a new model to the range, the XT Motorsport. It gives the user full flexibility in suspension design and running gear design. The kit includes the monocoque but allows the user to design their own suspension arms to take their chosen running gear. The Motorsport version comes with a CDS spec rollbar, lightweight aluminium side panels and lightweight body in plain gel finish all for £3995. A superlight version of the monocoque is also available at no extra cost. The XT Motorsport is also available as a rolling chassis kit to take Sierra hardware for £4795. For those requiring a more streamlined build, all standard kit packages are compatible with this Motorsport version.
SPECIFICATION CHASSIS: Super-stiff stainless steel monocoque. BODYWORK: Bonnet, nosecone, scuttle, rear section and wings all in coloured gelcoat finish. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Most 4-cylinder units – Ford Pinto, Zetec, Zetec SE 1600, Duratec 2-litre. Rover V8. SUSPENSION: Front – Top rocking arms with inboard horizontally mounted coilover dampers, lower wishbones, fabricated steel stub axles. Rear – Pressed steel wishbones, coil-overs and cast hub carriers using Sierra diff and standard length driveshafts. STEERING: Rack and pinion. Quick rack also available. BRAKES: Sierra donor options of discs/drums or discs all-round. KIT PRICE: £6995 for comprehensive body/chassis kit. Kit-in-a-box including new Zetec 2-litre and all components to build a new car is £13,995. BUDGET BUILD COST: From £5000.
SUMMARY – Impressively engineered, great packaging and high quality throughout. Combines high performance with distinctive looks and practicality.
Quantum Sports Cars, Xtreme Works, Loddiswell, Devon TQ7 4DU T: 01548 550660 E: quantumsportscars@gmail.com W: www.quantumcars.co.uk
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060 Raw Striker:CKC Guide 2009
20/10/12
06:29
Page 122
Raw Striker Car Name
RAW’S INFAMOUS STRIKER is available 25 years after its inception for road, track or in the popular and versatile dual purpose set-up. Continual development of handling characteristics by Raw and a fully adjustable setup based on a spaceframe chassis make for ‘probably the most successful kit car ever’ according to press. Entry level cars and kits use a 2-litre Ford Zetec engine which produces 151bhp as standard, by retaining the original inlet and exhaust manifolds combined with Raw’s engine map this set-up leaves plenty of room for upgrading to higher power output, levels of up to 300bhp plus have been achieved. Toyota 4AGE and bike engines have both also proved very popular and reliable powerhouses for the Striker. Raw’s own supercharger packs are also available for a big power hike for 2-litre Zetec and 4AGE 20v. Raw kits are suited to the first time builder and are available with a wide range of options to suit individual budgets. Equally bespoke or off the shelf cars can be provided to customers’ specifications. All Raw vehicles use a variation on the same chassis; standard or lowered race option both guarantee the handling that has won so many championships and made mince of far more costly rivals. Options are too many to list and cover all areas of the car. Power, brakes, handling and lightweight upgrades to name a few, all developed through extensive testing and refinement by the Raw team. Best bang for your buck; Raw has worked hard to achieve the best possible price for its kits and cars meaning that you will genuinely struggle to find a better handling car for the money. If you’re in the know, you will already know this. If you have never driven a Raw car, test drives are available from the factory, drop in to Raw or make an appointment. Raw – get out there and win something!
SPECIFICATION CHASSIS: Spaceframe chassis. BODYWORK: ‘Classic’ (screened) or ‘Aero’ options. Fibreglass bodywork, aluminium side panels, lightweight body for racing. Three-piece rear bodywork with wing size selection. DONOR CAR: New from Raw or Ford sourced donor parts. ENGINE OPTIONS: Toyota and Ford. Bespoke including bike power available. SUSPENSION: Independent inboard front setup. Independent double rear wishbones utilising Raw’s own hub carriers, coil-over dampers, Ford hubs and differential. Fully adjustable front and rear allowing optimum handling and performance. The original live axle option is still available. STEERING: Bespoke Raw steering column with Ford quick rack. BRAKES: Standard Ford items through to a selection of upgrades including high specification four-pot alloy calipers. KIT PRICE: Starter rolling chassis packs are under £4500. Car in a box from £12,995. Factory cars from £17,450. BUDGET BUILD COST: Depends entirely on your part sourcing ability!
SUMMARY – Raw continues development, building on a proven performance history. Superb handling and performance make it a winner on or off track.
Raw Striker, The Grange, Shelwick, Hereford HR1 3AW T: 01432 371169 E: info@striker-cars.co.uk W: www.striker-cars.co.uk
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061 Razor:CKC Guide 2009
20/10/12
08:18
Page 135
Razor
Pic: www.car-shots.co.uk
THE RAZOR BLAZED onto the scene in 2012 and is one of the most exciting new kit cars of recent years. Throroughly developed and impeccably presented, it’s the work of John Barlow and Dave Chapman who, between them, have over 40 years experience in the specialist car world. It certainly shows. Access to the strikingly styled three-wheeler is granted by a hingeforward canopy. The same hinge is used to locate an interchangeable scuttle/aeroscreen panel, meaning you have an enclosed coupé and an open-top roadster in one car. Swapping between the two modes takes just minutes. It’s very neat. Inside, the Razor’s styling is no afterthought – instead, it’s an integral part of the car’s styling. The seats are moulded in as part of the interior (different depths of seat padding being the means of adjustment for taller and shorter drivers), while the dashboard ahead contains a neat housing for the ETB DigiDash instrumentation. It’s very well thought out, and the interior is surprisingly spacious. Delving beneath the slick exterior and interior, the Razor has a monotube backbone construction with Razor’s own rear swing arm and engine cradle kit. The 197bhp Suzuki Hayabusa motor is the standard fitment, but Razor Cars will consider adapting the package to suit any chain-driven motorcycle engine. Let’s not forget that the true character of this car, despite its polished appearance, is as a light weight bike engined three-wheeler – and in that respect it delivers plenty of excitement.
SPECIFICATION CHASSIS: Monotube backbone steel chassis with front suspension bulkhead and bolt-on rear engine cradle. BODYWORK: Gelcoat coloured fibreglass supplied white ready for painting. Bonded to chassis. DONOR CAR: No single donor car. ENGINE OPTIONS: All chain driven motorcycle engines will be considered. Standard fitment is Suzuki Hayabusa. SUSPENSION: Front – Double wishbones, Rally Design uprights, Gaz coil-over dampers. Rear – Fabricated rear swing arm with twin coil-over dampers. STEERING: Rally Design rack, 2.4 turns lock to lock. BRAKES: Front – Wilwood 4-pot calipers with grooved and drilled solid discs. Rear – Wilwood caliper with integral handbrake operation, solid disc. No servo. KIT PRICE: £3900 plus VAT. BUDGET BUILD COST: From £10,000 plus engine package.
SUMMARY – A cleverly designed package that looks great and offers thrilling performance. Utterly professional in its presentation – one of the most exciting new kit cars of recent times.
Razor Cars, 138 Southport New Road, Tarleton, Preston, Lancashire PR4 6HY T: 07961 012348 E: info@razorcars.co.uk W: www.razorcars.co.uk
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062 Retro:CKC Guide 2009
20/10/12
08:20
Page 135
Retro
TR LANE FABRICATIONS’ background is specialising in making rollover cages for cars like TVRs and Mazda MX-5s. From that, Tim Lane has moved on to designing and building the Retro, a Lotus Seven inspired sports car that uses the Mazda MX-5 as its mechanical basis. New for 2013, the car features a monocoque construction (with a spaceframe engine cradle up front) that promises rigidity and ease of build. For example, with no aluminium panelling required, the build gets off to a quick start. Being laser cut, the accuracy of each chassis is expected to be high. In order to keep costs down – TR Lane estimates that on-the-road selfbuild costs could be as little as £5500 – as much as possible has been used from the MX-5. The entire rear subframe is used, its removal from the donor and fitment to the Retro taking only about two hours. The obvious thing is to keep the MX-5 engine and gearbox, and that’s the path to choose for an affordable build. However, TR Lane is also happy to make engine mounts for a whole range of other power units, both car and bike engined. One early example of the Retro is being fitted with a Rover V8 engine, so there’s plenty of space in the engine bay. While the Retro’s styling may be traditional, it has plenty of unique features to help it stand out from the crowd. It’s well worth taking a closer look at.
SPECIFICATION CHASSIS: Laser cut and folded Tig and Mig welded monocoque construction. Fabricated from 2mm CR4 steel sheet. Spaceframe engine cradle. No aluminium panelling. BODYWORK: Seven-piece GRP bodywork. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: Most car and bike engine options will fit, up to and including the Rover V8. SUSPENSION: Front – Double wishbones, MX-5 uprights, coil-over dampers. Rear – Double wishbones, MX-5 uprights, coil-over dampers. STEERING: Mazda MX-5 rack and pinion. BRAKES: Discs front and rear. KIT PRICE: £1995 plus VAT for a limited time (usual price £2400 plus VAT). BUDGET BUILD COST: From £4000 as a track car or from £5500 on the road.
SUMMARY – Monocoque construction promises easy assembly while Mazda MX-5 basis contributes to the affordability of the TR Retro. An interesting addition to the scene.
TR Lane Fabrications, 20 Merretts Mills, Woodchester, Stroud, Gloucestershire GL5 5EX T: 07790 723639 E: tim.lane9@btinternet.com W: www.trlanefabs.co.uk
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063 Roadrunner SR2:CKC Guide 2009
20/10/12
08:24
Page 123
Roadrunner SR2
THE ROADRUNNER SR2 may be a relatively new name having first appeared in 2010, but it arrived on the market after a thorough three-year development period. The quality of the kit is very high and the specification is generous. Take the chassis kit as a key example. As well as being made from round tube, it’s also laser cut for accurate fit and finish. The quality of the welding is very high and it’s very well presented. The other main attraction of the SR2 is its single Mazda MX-5 basis. As well as being affordable as a donor, it’s also very well engineered. In 1600cc form it produces 115bhp while the 1.8 develops 130bhp. Put that into a 560kg car (that’s in full road trim with a full rollcage and a full tank of fuel) and you have a very lively roadster. In lightweight track day spec, it’s possible for an SR2 to dip under the 500kg. The MX-5 engine is highly tuneable, too. Roadrunner has experience of both supercharging and turbocharging the engines, while there’s a whole raft of other companies which supply back-up and parts for the MX-5. Roadrunner has recently become an agent for Jenvey throttle bodies, so that’s another upgrade avenue to be explored. Other engines can be fitted to the SR2, but the beauty of retaining the MX-5 unit is threefold. One, it’s very robust. Two, it comes with the donor. And finally, if it does go pop it’s cheap and easy to find a replacement. It’s not a package that requires expensive aftermarket engine management. As well as offering high quality and spec, another focus of the SR2’s design was ease of build. By way of example, one recent improvement to the buildability includes a custom-made loom that simply plugs into the Acewell instrument and warning light pack. Overall, there’s a lot to recommend the SR2.
SPECIFICATION CHASSIS: Round tube. Tubes are laser cut. BODYWORK: GRP bodywork supplied in a choice of gelcoat colours. Wings supplied in black as standard. DONOR CAR: Mazda MX-5 Mk1 or Mk2. ENGINE OPTIONS: Mazda four-cylinder twin-cam in 1.6 or 1.8-litre form. Other engines can be fitted. SUSPENSION: Front – Double wishbones, coil-over dampers, Mazda MX-5 uprights. Rear – Double wishbones, coil-over dampers, Mazda MX-5 uprights. STEERING: Modified Mazda MX-5 column, Ford Escort steering rack. BRAKES: Discs all-round. KIT PRICE: £3995 plus VAT. BUDGET BUILD COST: From £7000.
SUMMARY – Excellent donor choice and quality components add up to a highly appealing package. Offers good value for money and is very tuneable.
Roadrunner Racing, Unit 8 Jetpark, Main Road, Newport, Brough, East Yorkshire HU15 2PR T: 07802 766128 E: roadrunnerracing@hotmail.co.uk W: www.roadrunnerraccing.net
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064 Ronart W152:CKC Guide 2009
20/10/12
08:25
Page 135
Ronart W152
The iconic Jaguar based sports car CONCEIVED IN 1985, the Ronart went into production in 1986. Motoring press and owners consider the W152 to be the closest interpretation of a typical 1940s/50s racing car. Design inspirations for the W152 were the Mercedes W154/196, the Maserati 250F and the HWM Jaguars of the time. A unique British, hand-built, high performance, two-seater sports/racing car suitable for road and track use. It was designed to re-capture the style reminiscent of Formula 1 racing cars of the post-war period by reproducing the classic style of front-engined Grand Prix cars. Today’s cars combine Jaguar performance and reliability, safety and advanced composite materials. The W152 is a perfect throwback to the sight and sound of those magnificent racing machines of a glorious era and has established itself as a classic in its own right. A true driver’s car for exhilarating motoring. Jaguars, as donor cars, provide refined power and transmission along with superb all-round independent suspension and dual braking system. Engine options for Ronart W152s include straight 6 DOHC 4.2-litre from series 1, 2 and 3 cars, producing around 220 to 240bhp. Alternatively there is the V8 option from more recent cars manufactured from 1996 onwards which are between 3.2-litre and 5-litre and producing between 240 to 370bhp. Thirdly there is the V12 option 5.3-litre SOHC from XJ12 and XJS from 1972 to 1992 cars producing 265bhp or the 6-litre engine from 1992 to 1997 cars with nearly 320bhp output. It’s a car that shares your soul. Ronart accommodates those individuals who wish to express their individuality by choosing from a large range of performance and luxury options.
SPECIFICATION CHASSIS: Multi-tubular backbone spaceframe. BODYWORK: Three material options available, glass reinforced fibres, carbon/Kevlar/glass composite or handcrafted aluminium alloy. DONOR CAR: Jaguar XJ6, XJ12, XJS, DD Six. ENGINE OPTIONS: S6, V8 or V12. SUSPENSION: Independent, coil-over shocks. STEERING: Rack and pinion. BRAKES: Disc brakes all-round. KIT PRICE: Chassis Kit from £7495, Body Kit from £9495.. BUDGET BUILD COST: From £23,000 (depending on your specification and engine choice).
SUMMARY – A well established car company which has been producing the exclusive, high quality iconic W152 sports car for over 25 years, using Jaguar power and refinement.
Ronart Cars, Westwood Farm, Bretton Gate, Peterborough, Cambridgeshire PE3 9UW T: 01733 332913 E: sales@ronart.co.uk W: www.ronart.co.uk Twitter: twitter.com/ronartcars Facebook: facebook.com/ronartcars
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065 RTM La Bala:CKC Guide 2009
20/10/12
06:30
Page 135
RTM La Bala
DESPITE HAVING AMERICAN origins, the La Bala LB2 is a car that’s instantly accessible to UK tastes. A mid-engined two-seater that’s based on the mechanical components of a Toyota MR2 Mk2, it’s a car that makes a lot of sense on these shores. And perhaps that’s no surprise, as US designer Steve Graber of Graber Cars worked closely with UK based Rtec Motorsports during the car’s transformation from Mk1 (LB1) to the current machine. Indeed, R-tec Motorsports was set up by Chris Ridgers expressly to develop and market the La Bala to the UK market. Since its launch in 2011, R-tec Motorsports has been able to make a series of savings with suppliers meaning that the kit is actually cheaper now than it was at launch. The Core kit (essentially body, chassis and suspension) is now £8995, leaving the builder to source further parts either from R-tec or elsewhere. Those looking to build a more serious specification track day car can opt for the company’s R kit. Complete down to every last nut and bolt, it comes equipped with a brand new 200bhp-plus 1.6-litre turbocharged Vauxhall engine. It will be a seriously rapid car. Alternatively, you can use as much as possible from the MR2 donor to build a more affordable, but still very fun, sports car. With a full windscreen and optional doors, the La Bala is potentially very practical, meaning more regular use is likely. An optional removable hard top is also arriving soon. As at home on the road as it is the track, the La Bala is a unique product with its own distinctive style.
SPECIFICATION CHASSIS: Multi-tubular frame in large diameter round tube. BODYWORK: All GRP bodywork, full windscreen, optional doors. DONOR CAR: Toyota MR2 Mk2. ENGINE OPTIONS: Any FWD engine. R-tec recommends Toyota MR2, Vauxhall 1.6-litre turbo, plus RTM is happy to look at other options including motorcycle engines. SUSPENSION: Front and rear – Double wishbones, outboard coil-over dampers with MR2 uprights and hub carriers. STEERING: Toyota MR2 rack and column. BRAKES: Toyota MR2 discs and calipers. KIT PRICE: Core kit (body, chassis, suspension) £8995. R kit (everything needed to build a car including all options bar hard top) £26,650. BUDGET BUILD COST: From £15,000.
SUMMARY – The La Bala promises to blend high performance and reasonable practicality into a uniquely styled package. Option of a new 1.6-litre Vauxhall turbo engine will keep performance interesting, too!
R-tec Motorsports, Two Jays, Station Road, Broadway, Worcestershire WR12 7DE T: 07841 535715 E: info@rtecmotorsports.com W: www.rtecmotorsports.com
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066 SDR V-Storm:CKC Guide 2009
20/10/12
06:31
Page 125
SDR WR3 V-Storm
NOW FIRMLY ESTABLISHED, the WR3 V-Storm continues to go from strength to strength. Previous winner of CKC’s Car of the Year, and also receiving an award from BAE Systems (British Aerospace Engineering) for design and innovation. The V-Storm is making its mark both on road and track and globally with cars sold to the USA, South Africa, Europe, Australia and Hong Kong. The V-Storm offers electrifying performance even in standard form, with power outputs ranging from 235bhp to 500bhp from the Subaru turbo powerplant. This, combined with its minimal weight, makes the car devastatingly quick with staggering mid-range acceleration. Power to weight ratios can exceed 500bhp per tonne. Ian Stent, editor CKC magazine, said: “It’s not the outright pace that dazzles the most, it’s the way it demolishes a B-road. It remains composed and grips no matter what.” SDR Sportscars also has another two body styles in development. Customers can evolve their cars in the future if they choose to, change the body, modify the engine for more horsepower, fit anti-lag, launch control systems, same as the Subaru works rally cars, the list of possibilities is endless. This is because everything SDR Sportscars does is interchangeable and fits the existing V-Storm platform. This makes each V-Storm car futureproof. This is an important part of the SDR philosophy. Close up, the car is very well engineered, having been designed by mainstream motor vehicle designer Simon Keys who has worked at MIRA. From a safety point of veiw, Simon Keys’ touches can be seen all around the car. The V-Storm now having an international registered design to its credit, and all parts manufactured are made to stringent ISO9001 quality standards.
SPECIFICATION CHASSIS: Hybrid multiplatform spaceframe. Combination of folded sheet sections, square box and CNC formed large and small diameter round-tube steel. Steel underside floor with 20mm steel box perimeter and cross bracing, floor sandwiched with high density foam and bonded on aluminium top floor for strength and rigidity. BODYWORK: 18–piece bodywork moulded from CNC milled bucks, supplied in choice of five standard gelcoat finishes. Full carbonfibre option available. DONOR CAR: All new parts (except engine, gearbox and steering column). ENGINE OPTIONS: Subaru Impreza turbo ‘classic’ and ‘bugeye’ version. 2-litre and 2.5-litre versions, WRX, STi, RA versions with 5-speed transmission, converted from 4wd to 2wd, fitted in a mid-engined layout. Power outputs 235bhp to 285bhp stock, tuneable to 550bhp. SUSPENSION: Front and rear fully adjustable suspension. Double wishbones with rose jointed pushrods operating bell cranks connected to inboard mounted lightweight aluminium adjustable coil-over dampers. Available in single or double adjustable (double has separate adjustment control for bump and rebound). STEERING: Titan Motorsport centre point steering rack, custom made to SDR Sportscars specification, Ford Ka collapsable steering column. BRAKES: Front – 265x10 vented AP Racing brake discs, AP type large 4-pot lightweight aluminium brake calipers, Mintex MDB series brake pads. Rear – 273x10 discs, bespoke alloy brake calipers, including handbrake mechanism.
SUMMARY – Cutting edge exo car looks, F1 central driving position, three seats, supercar rivalling performance, high level of engineering and quality.
KIT PRICE: From £3990. Rolling chassis from £7603. All prices plus VAT. BUDGET BUILD COST: From £16,000. Turnkey from £20,995. All prices plus VAT.
SDR Sportscars Ltd, Oldham, Lancashire T: +44 (0) 1706 842545 or +44 (0) 7877 626435 E: info@sdrsportscars.co.uk W: www.sdrsportscars.co.uk
South West agent: Scoobybits T: 01872 561687. E: info@scoobybits.co.uk W: www.scoobybits.co.uk UK KIT CAR GUIDE 2013
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067 Spire GT-R/GT-3:CKC Guide 2009
20/10/12
06:37
Page 131
Spire GT-R/GT-3
SPIRE SPORTSCARS’ GT-R has made a name for itself winning the 750 Motor Club’s RGB Championship. The car has a multi-tubular spaceframe chassis and a mid-engined layout which can accommodate a variety of car engines and almost any water-cooled motorcycle unit. Running gear comes from the Ford Sierra and Spire can build cars in either left or right-hand drive. The Le Mans inspired five-piece bodywork has been visually tweaked and the changes have resulted in a markedly better looking car. IVA has been taken into consideration too, so getting the car road legal is easy. And what a sight it makes as a road car! But it’s on the track where the car is really at home. It has confidence inspiring grip and terrific handling. Discs all round also ensure that it has stopping power to match. With an all-up wieight of just 500kg (in bike engined form), the GT-R boasts supercar performance figures. It will crack 150mph and reach 60mph from rest in under four seconds. There’s no doubt about it, the Spire has the performance to back up its race car looks. In 2011, Spire launched the GT-3. More specialised and hardcore than the GT-R, it’s offered only for track day and race use. Passenger space is limited thanks to smaller cockpit dimensions, while the chassis is made from CDS tube and the chassis is fully rose-jointed with pushrod operated inboard suspension. It is powered only by motorcycle engines using a chain-driven diff and, like the GT-R, it already has competition success under its belt. In its debut season, the car won five out of 14 races entered and achieved a podium result in every one. In 2012, the car dominated all 14 races of the RGB Championship.
SPECIFICATION CHASSIS: Multi-tubular spadeframe. BODYWORK: Five-piece GRP body supplied in a matt gelcoat ready for painting. Front and rear sections are hinged. DONOR CAR: Ford Sierra uprights, rear hubs and steering column. ENGINE OPTIONS: Motorcycle – Kawasaki ZX12R, ZX14R, Suzuki Hayabusa, Honda Fireblade, Blackbird, Yamaha R1. Car – Ford Zetec, Duratec, Audi 1.8, Renault 21, Toyota MR2, Subaru Impreza. SUSPENSION: Double unequal length wishbones, fabricated rear hub carriers, coil-over dampers. STEERING: Ford Escort rack, Sierra column. BRAKES: Standard Sierra or lightweight aftermarket alloy. KIT PRICE: Body/chassis kit £3000 plus VAT. BUDGET BUILD COST: From £9500 (car engine) or from £10,500 (bike engine). All pricing for the GT-R, price of GT-3 on application.
SUMMARY – The Spire GT-R has evolved to become a highly capable performer with racing pedigree to back it up. The new, more specialised, GT-3 has built upon that success.
Spire Sportscars, Unit 1A Stonebroom Industrial Estate, Alfreton DE55 6LQ T: 01773 874694 or 07836 355785 E: spireplant@aol.com W: www.spiresportscars.co.uk
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068 Suffolk C-Type Jaguar:CKC Guide 2009
20/10/12
06:38
Page 132
Suffolk C-Type Jaguar
SUFFOLK JAGUAR HAS been manufacturing its exquisite Jaguar SS100 replica for 20 years, but the firm’s Roger Williams has now added a re-creation of the glorious Jaguar C-Type to the range. Suffolk is now in production with its new car, which will only be produced in limited numbers. Two prototypes have been busy and used at track days to establish the credentials of the car – Suffolk claims that performance matches the original car’s despite the fact that it costs only a fraction of the price. A customer build manual is supplied, along with full workshop back-up As you would expect from Suffolk, the C-Type is dimensionally exactly the same as the original 1951 Jaguar racer. The shape is formed from GRP with alloy sections (the bonnet louvres for instance). Even the chassis is visually the same as the original’s, although it is bracketed for updated torsion bar suspension. Elsewhere, driver comfort has been slightly improved when compared to the 1951 car, but let us not forget that this is a no-nonsense, no-prisoner car. You’ll need to look somewhere else if it’s cosiness you’re after! Works visits and demonstrations of the Suffolk C-Type Jaguar are available by appointment. Purchasing options range from component form, through partial builds to fully factory built cars depending on customer requirements.
SPECIFICATION CHASSIS: Spaceframe made principally from 16SGW tubes. Visually exact to the original 1951 Jaguar design with bracketing for torsion bar suspension. BODYWORK: External bodywork in vacuum formed GRP with alloy louvres – all exact to the Malcolm Sayer Jaguar C-Type design. Alloy firewall, floorpan and internal cockpit panelling. DONOR CAR: Jaguar Mk2 or XJ6 plus other Jaguar components. All available from Suffolk Jaguar. Live rear axle. ENGINE OPTIONS: Jaguar XJ or XK 3.4, 3.8 or 4.2 with 2in SU or triple Weber DCOEs. SUSPENSION: Front – Jaguar wishbones, uprights and torsion bar. Rear – Trailing arms with Panhard rod. STEERING: Rack and pinion. BRAKES: Discs all-round. Servo optional. KIT PRICE: From £25,000. BUDGET BUILD COST: From £36,000. WORKS VISITS BY APPOINTMENT
SUMMARY – We would expect nothing less than very high quality from Suffolk Jaguars, and it appears that sums up the C-Type. With over 20 already sold around the world, this car is going to be another winner.
Roger Williams at Suffolk Sportscars, PO Box 100, Woodbridge, Suffolk IP12 9BA T: 07967 339424 E: roger@suffolkjaguar.com W: www.suffolkjaguar.com
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069 Suffolk SS100 Jaguar:CKC Guide 2009
20/10/12
08:27
Page 133
Suffolk SS100 Jaguar
A TRUE CLASSIC in its own right, the Suffolk SS100 Jaguar has been in production for 20 years. Constant improvements and refinements have been incorporated to enable owners to self-build their SS100s at home without difficulty. The comprehensive Owner Build Manual is updated each year and is available online free of charge. Component packages are also exported to Europe and the United States. Following a visit to Suffolk Sportscars’ workshops and a test drive, a build programme is then tailored to the customer’s own timescale. A typical first delivery would include the chassis and all parts to build up the ‘four corners’. This would be followed by installation of the Jaguar XJ6 engine and 4-speed overdrive gearbox. The bodywork can be prepared and painted in the customer’s own choice of colour before delivery. Final assembly is a logical sequence as outlined in the manual. Completed cars are used extensively by their owners on classic and historic car rallies all over the world. The car is fully accredited for membership by all of the Jaguar car clubs worldwide, giving owners access to an excellent range of social activities. The finished car is a totally accurate no-compromise visual re-creation of the original Jaguar SS100 designed by Sir William Lyons in 1936. Under the skin is a full set of non-electronic Jaguar XJ6 components which are strong and easy to maintain with proven reliability. Many customers build their cars from a fully reconditioned set of all the components supplied by Suffolk Jaguar as a big boys’ Meccano set supplied in four staged packages.
SPECIFICATION CHASSIS: 150 by 75 by 3mm box section spaceframe fitted with all pick-up points for suspension, brakes, engine, gearbox, steering, safety belts and bodywork. BODYWORK: Supplied as a ready-to-fit one-piece structure of internal steel framing and grey gelcoat GRP mouldings comprising: wings, body, firewall/scuttle and rear section. Doors are ready hung and fitted. Body is pre-drilled for ease and confidence. DONOR CAR: Jaguar XJ6 Series 1, 2 or 3 (1969 to 1986 models are all suitable and available from Suffolk Sportscars). ENGINE OPTIONS: All XK and XJ engines – typically a Series 3 4.2-litre with two SU carburettors. SUSPENSION: Fully adjustable coil-overs, two front, four rear, using Jaguar donor front and rear wishbones and hubs. STEERING: Jaguar rack and pinion. Power steering is removed as it’s unnecessary. BRAKES: Servo assisted Lockheed 4-pot front calipers with vented discs inboard, rear disc brake calipers with handbrake assembly. KIT PRICE: Depends on individual specification. BUDGET BUILD COST: From £38,000. WORKS VISITS BY APPOINTMENT
SUMMARY – A truly magnificent re-creation of perhaps Jaguar’s finest sports car. Not exactly cheap to build, but genuine quality always has its price. Sublime.
Roger Williams at Suffolk Sportscars, PO Box 100, Woodbridge, Suffolk IP12 9BA T: 07967 339424 E: roger@suffolkjaguar.com W: www.suffolkjaguar.com
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070 Tiger Avon-GTA:CKC Guide 2009
20/10/12
08:29
Page 135
Tiger Avon/GTA
WHILE THE AVON may be the focus of this page, Tiger Racing actually has a very comprehensive range of seven cars. Lotus Seven inspired sports cars are the company’s speciality, with the Avon, R6 and Aviator models forming the fundaments of the range. Tiger Racing also owns the ERA marque which includes the HSS single-seater racecar (longitudinal mid-mounted Ford Zetec engine, Hewland 5-speed gearbox and cigar tube bodywork) and the ERA 30. This is a Lotus 23 replica which again has a mid-mounted Ford Zetec engine and a Hewland box. But it’s the Tiger Avon, pictured above, that introduces most buyers to the Tiger marque. It’s a conventional package with a tubular steel spaceframe, gelcoat finished bodywork and double-wishbone suspension all-round. Most four-cylinder engines can be fitted (the Ford Zetec is an obvious choice) and motorcycle engines can be accommodated too. The finished item handles well and decent levels of fit and finish are achievable. You can also rely on Tiger’s long-standing reputation for good service and value for money. It’s available in either modular form or as a comprehensive kit. Fully built turnkey versions are also available. In 2011, Tiger added the GTA to its range. It uses the same chassis as the Avon, but features smoother retro styling. The GTA has been designed in such a way that it can be retro-fitted to existing cars; the outriggers that hold the body bolt on to the standard Avon chassis.
SPECIFICATION CHASSIS: Tubular spaceframe made from 1in box section steel. BODYWORK: All GRP supplied in gelcoat finish. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Ford Pinto or Zetec. Other options can be fitted, including motorcycle engines. SUSPENSION: Front – Double wishbones with coil-over dampers. Rear – Double wishbones with coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Full kit £10,250 plus VAT. This comprehensive kit includes everything to build a car, including a brand new Zetec engine with Weber Alpha injection. Absolutely nothing else to purchase! BUDGET BUILD COST: From £5000 (Avon).
SUMMARY – Tiger Racing is one of the industry’s best established names, and the Avon continues its tradition of offering good value for money. Factor in the other models in the range, and the company is well worth your investigation.
Tiger Racing, Unit 10 Anglia Way, Wisbech, Cambridgeshire PE13 2TY T: 01945 466200 or 01945 461423 E: jim@tigerracing.com W: www.tigerracing.com
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071 Toniq:CKC Guide 2009
20/10/12
08:42
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Toniq
TONIQ SPORTSCARS PROVIDED a long overdue shot in the arm to the Seven market when it launched the Toniq R back in 2006. The company has continued to build on the original concept with the sensational new Toniq CB range. The stunning looks create drama and interest on road and track alike. However the Toniq CB is much more than a pretty face. The exciting appearance is only part of the story – for it is backed up by advanced engineering, top quality components and a dedicated, enthusiastic team.engineering, top quality components and a dedicated, enthusiastic team. Attention to detail is evident throughout, from the beautiful CAD designed round tube chassis complete with laser cut and pre-drilled panelling to the fully terminated bespoke wiring loom. The CB range has been painstakingly developed to be a pleasure to build and own. There’s even a nosecone design specifically for track use. With lights built into the nose it has a reduced frontal area for improved aerodynamics. Comprehensive kits centre on Ford Duratec engines, and the latest offering of VVT. These comprehensive packages contain everything required to build a Toniq CB, down to the last nut and bolt. The use of new parts throughout means the cars can be issued with a brand new registration number. If you want to use a different drivetrain and/or use donor/recon parts to reduce the build cost, Toniq offers the CB range in modular packages. At the other extreme you can also buy the car in fully built form. Turnkey cars come in the guise of the CB180, CB200 and CB225 and VVT (those figures relate to the power in bhp).
SPECIFICATION CHASSIS: State of the art CAD designed round tube spaceframe. Pre-drilled and bracketed for all suspension, drivetrain and body mounting points. Chassis and laser cut panelling pre-drilled and complete with fixings for easy assembly. BODYWORK: All GRP supplied in black gelcoat finish. DONOR CAR: N/A. ENGINE OPTIONS: Ford Duratec and VVT. 5 and 6-speed gearboxes. LSD standard on models above 200 bhp. SUSPENSION: Front – Double wishbone with coil over damper. Rear – Double wishbone with horizontal inboard coil-over damper. BRAKES: Alloy 4-pot front calipers on vented discs. Alloy single pot rear calipers on solid discs with mechanical handbrake. KIT PRICE: Modular packages from £5525 plus VAT. Car in a box kits from £27,600 plus VAT. BUDGET BUILD COST: Home build from £18,000 on the road. Factory built – enquire to discuss your personal requirements.
SUMMARY – The Toniq CB range is beautifully executed with exemplary build quality. Equally at home on road or track, it’s a high quality offering that looks dramatic and has the performance to match. Stunning to look at, intoxicating to drive, and a pleasure to own.
Toniq Ltd, Unit 19b, The Manningford Centre, Manningford Bohune, Wiltshire SN9 6NL T: 07818 057643 E: sales@toniqltd.co.uk W: www.toniqltd.co.uk
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072 Tornado TSC GT40:CKC Guide 2009
20/10/12
08:41
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Tornado TSC GT40
INTRODUCED IN 1989, the fabulous mid-engined TSC GT40 has been in full, uninterrupted production for longer than any other Ford GT40 replica in history. With around 900 kits supplied, Tornado Sports Cars is the world’s leading maker of the GT40 replica, the company’s success being largely due to its reputation for stability and quality. Whether it’s chassis welding, GRP moulding or cockpit design, Tornado’s standards of engineering are second to none. Most recent developments have centred on the TSC GT40 main structure, which is now available in three formats. A fully triangulated spaceframe is the standard option for most customers, but for those looking for the ultimate, Tornado can now offer two different monocoque derivatives, the first being an aluminium monocoque, and the second a full carbon fibre monocoque. The TSC GT40’s shape is visually indistinguishable from that of the classic, Le Mans winning GT40 racer of the 1960s. It offers the ultimate in performance, the logical choice of engine being Ford’s venerable small-block V8. Handling, road holding and braking are all top notch, too, the race style suspension being thoroughly developed and fully proven over the years. Tornado is a VOSA approved low volume manufacturer and offers a full IVA service. The TSC GT40’s completion and final detailing demands all the correct repro parts, and these are available direct from Tornado – wheels, fuel tanks, exhaust system, glass, lights, seats, instruments and even the V8 engines are all available. The 2011 Ford Mustang Coyote engine has recently been introduced as an option. This all-aluminium V8 is a quad-cam, two thirds the weight of a 302 and passes all emission tests. Standard, it produces 412bhp, supercharged it creates 624bhp. Tornado is a one-stop shop for the GT40 enthusiast.
SPECIFICATION CHASSIS: Multi-tubular spaceframe made from 13⁄4in and 1in, 16-gauge steel. Floor and bulkheads made from aluminium. Optional aluminium monocoque and carbonfibre monocoque chassis also available (both with bolt-on steel front and rear subframes). BODYWORK: GRP composite mouldings. Lightweight carbon fibre panels optional. DONOR CAR: None. Parts come from a variety of sources. ENGINE OPTIONS: 289/302/351cu in Ford small block V8. Rover V8 also fits. 2011 Ford Mustang Coyote all-aluminium V8. SUSPENSION: Front: Cast aluminium front uprights with specially fabricated double wishbones. Rear: Reversed A-arm with top links and radius arms. Coilover dampers all round. STEERING: Rack and pinion. BRAKES: Ventilated front discs with 2 or 4-pot calipers. Solid or ventilated rear discs with 2 or 4-pot calipers. KIT PRICE: Starter kit: £6500 plus VAT. Deluxe kit: With everything less engine and transaxle, wheels and tyres £21,525 plus VAT. BUDGET BUILD COST: From £25,000.
SUMMARY – This is a stunning recreation of one of the world’s all-time great race cars. While other companies have come and gone, Tornado remains the world leader in its field.
Tornado Sports Cars, Unit 25, Meadowmill Ind Est, Dixon Street, Kidderminster, Worcestershire DY10 1HH T: 01562 820372 E: info@tornadosportscars.com W: www.tornadosportscars.com
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073 Toylander:CKC Guide 2009
20/10/12
08:39
Page 135
Toylander
REAL LIFE TOYS has been established for 25 years and, in that time, its range of Toylander electric ride-on cars has grown and become the musthave children’s motor. The business was bought by former customer Richard Shepherd 11 years ago and has continued to go from strength to strength. The model line-up includes Toylander 1 and 2 (Series 1 and Series 2A Land Rovers respectively), the Mayfair (veteran car), Geepstar (a budget jeep style model), MB43 (an army Jeep and the most detailed Toylander model yet), the DBR (tractor) and two trailers that can be combined with any of the above. More are being added to the range in 2013, including a caravan, Unimog and lorry. Each model is built from a set of technical drawings and has a unitary construction. Most builders tend to construct the main structure from either moisture resistent MDF or birch ply. There is no separate chassis. Power comes from a 180-watt electric motor, Real Life Toys having used the same supplier since 1987, and the choice is between single or twin motor power. These are equipped with a progressive throttle rather than being an on/off switch. It’s also possible to use the motor from a mobility scooter, although it becomes necessary to alter the gearing. Building a Toylander is a great way to get children and parents or grandparents working together on a productive project, and it’s one where the grown-ups can have just as much fun as the kids. Indeed, most of the models in the range are large and powerful enough to carry an adult, so it’s important to remember to take it in turns!
SPECIFICATION CHASSIS: Unitary body and chassis unit made from moisture resistent MDF or birch ply. BODYWORK: See chassis. DONOR CAR: n/a ENGINE OPTIONS: 180-watt electric motor (single or twin) or mobility scooter motor can be used with modified gearing. SUSPENSION: None but swing axle option gives traction control. STEERING: Basic bolt and bar can be upgraded to rose joint. BRAKES: On rear wheels. TECHNICAL DRAWINGS PRICE: From £35. BUDGET BUILD COST: From £500.
SUMMARY – A great range of models, from budget Geepstar to highly detailed MB43. It’s easy to see why a Toylander is on many children’s wish lists.
Real Life Toys, 196 London Road, Biggleswade, Bedfordshire SG18 8EH T: 01767 319080 E: sales@toylander.com W: www.toylander.com
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074 Tribute MX250R:CKC Guide 2009
20/10/12
08:43
Page 135
Tribute MX250
TRIBUTE AUTOMOTIVE’S MX250 is not intended to be a replica, but the evocative lines clearly give away its Italian inspiration. But despite the evocative lines, the MX250 is an affordable project both to build and to run. Based on the ubiquitous and very affordable Mazda MX-5 (both Mk1 and Mk2 models are suitable), all that’s required to transform the car’s appearance is a body swap. Both the front and rear panels are one-piece mouldings which self-align on the MX-5 base car. They are then blended into the Mazda’s body ready for painting. The doors remain unskinned. Unusually, the convertible version is even more affordable, as it requires less bodywork and the Mazda’s fabric roof is retained. Customers have been able to complete their projects in two weeks, and the car’s IVA exempt status simplifies things further. The kit price for the coupé is £1970, while the convertible is £1395. To that you need to add alloy wheels (specific offsets mean that minimal spacers are required on the rear wheels and no spacers at all on the front wheels), paintwork and lighting. You then have the option to upgrade the interior using many parts available for MX-5s. Tribute Automotive estimates that self build prices could start from as little as £4000. But it’s not all about affordability and ease of build... the Tribute MX250 is a great way of having a head-turning car that stands out from the crowd while still being practical enough for everyday use. It’s a terrific concept that has bags of appeal.
SPECIFICATION CHASSIS: Standard Mazda MX-5. BODYWORK: GRP panels bolted and bonded in place. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: Any Mazda MX-5 option. Turbocharging and supercharging kits widely available. SUSPENSION: Front – Standard Mazda MX-5, no spacers, specific offset on wheels. Rear – 25mm spacer on specific offset on wheels. Otherwise standard MX-5. STEERING: Mazda MX-5 rack and pinion. BRAKES: Discs all round. KIT PRICE: £1970 (coupé) or £1395 (convertible). BUDGET BUILD COST: From £4000.
SUMMARY – A simple project that’s affordable to build and run. Looks great and has enough practicality for regular use. A great all-rounder.
Tribute Automotive, Near Dorchester, Dorset T: 07901 544241 E: info@tributeautomotive.com W: www.tributeautomotive.com
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075 Triking:CKC Guide 2009
20/10/12
08:46
Page 138
Triking
THE TRIKING HAS been in continuous production since 1977 and is now owned and run by the husband and wife team of Alan and Nicki Layzell. Alan became a partner in the business in the 1980s and now operates the company from a small workshop behind his house. Within this Aladdin’s Cave of machining tools, he creates Trikings in both kit and fully built form, making many bespoke components to exacting standards. The wheel centres, for instance, are machined from a solid block of aluminium, while even the steering columns are made in-house. The result is a car that’s an engineer’s delight, festooned with excellent detailing. The Triking looks great, too. Its proportions are spot on, with the engine sat on the front axle line for a purposeful stance. The engine itself, a Moto Guzzi V-twin, becomes part of the styling. Any Moto Guzzi V-twin from the 1970s onwards can be used, although touring models (such as the California and Jackal) are favoured for their greater torque. The engine drives through the Moto Guzzi gearbox, although a Nova Racing ’box is also an option. For the former, Triking offers an inline reverse gear option which adds to the car’s practicality. Under the skin is a multi-tubular spaceframe chassis which features a backbone structure along the centre tunnel. The main GRP body tub is a stressed item, being bonded to the outer chassis members. You may expect to have to pay a high price for the Triking’s attention to detail, but it’s actually surprisingly affordable. The basic body/chassis pack costs £2700, and self-builds start from around £11,000. Factory build prices begin from £20,000 – that’s terrific value for money.
SPECIFICATION CHASSIS: Multi-tubular steel chassis with backbone structure, panelled centre tunnel and semi-stressed body tub. BODYWORK: All GRP supplied in primer gelcoat. DONOR BIKE: Moto Guzzi. ENGINE OPTIONS: Moto Guzzi V-twin 850cc to 1200cc, late 1970s onwards. Touring models preferred. SUSPENSION: Front – Double wishbones, coil-over dampers, fabricated uprights. Rear – Standard Moto Guzzi rear swing arm and coil-over dampers. STEERING: Fabricated column with Triking steering rack. BRAKES: Brembo/AP discs with calipers. KIT PRICE: Basic body/chassis kit £2700. BUDGET BUILD COST: Self build from £11,000. Factory built from £20,000.
SUMMARY – The Triking is a genuine hand-built car that features many bespoke components crafted in-house at the Triking factory. It’s an exquisitely made car.
Triking Sports Cars, 8 Seamere Road, Hingham, Norfolk NR9 4LW T: 01953 850044 E: enquiries@trikingsportscars.co.uk W: www.trikingsportscars.co.uk
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076 Vintage Replicar:CKC Guide 2009
20/10/12
06:41
Page 135
Vintage Replicar
IF YOU’RE THINKING Porsche Speedster, think again. The Type 356-01 replica from California based Vintage Replicar is actually a replica of the 1948 prototype that would later lead to the Porsche 356 Speedster. As well as featuring quite different – and very delicate – styling, the 356-01 had another major difference to its descendent: it was mid-engined. It’s the tail-end styling that really sets the 356-01 apart, its long gently sloping lines not having to accommodate a rear-mounted engine. It looks sensational. To that end, the recreation by Vintage Replicar has a chassis that uses part of a Volkswagen Beetle floorpan, but it also has a multi-tubular structure that brings the flat four engine in front of the rear wheels. Because the build is quite complex, no kits are available – instead, the car comes in fully built form only. Vintage Replicar insists on the highest standards of paint, trim and general finish for each car. Prices start from $49,950 and rise according to final specification. Shipping from the California factory isn’t included in that price. As well as featuring very pretty lines, the Type 356-01 has some really intricate detailing. We particularly like the neat bracketry that supports the frameless windscreen and the brightwork on the leading edge of the bonnet, for instance.
SPECIFICATION CHASSIS: Substantial multi-tubular chassis combined with traditional VW pan. BODYWORK: Multi-panelled fiberglass or vinylester bodywork. DONOR CAR: Volkswagen (preferably 1954 to 1968). ENGINE OPTIONS: 1600cc 4-cylinder. 1915cc, 2175cc or 2275cc dual carbs. SUSPENSION: Volkswagen. STEERING: Volkswagen or optional modern Volkswagen. BRAKES: Discs front and drums rear (optional discs rear). TURNKEY PRICE: Starter $49,950 US. Shipping not included.
SUMMARY – The Type 356-01 from Vintage Replicar relives an oftoverlooked part of Porsche history. High quality of finish and great detailing ensure that it’s a worthy recreation.
Vintage Replicar, 2244 Faraday Avenue #126, Carlsbad California 92008 T: (858)367-0354 E: vintagereplicar@gmail.com W: www.vintagereplicar.com
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077 Vortex GT3:CKC Guide 2009
20/10/12
08:45
Page 141
Vortex GT3
THE VORTEX GT3 evolved from the Honda engined GTR and first appeared in 2004 with the 3-litre Ford Mondeo ST engine. It has been much refined since. New this year are chrome finish bi-halogen headlamp pods, a sleeker interior binnacle to house the ST Mondeo dials, a wider use of stainless steel, compliant front suspension and aluminium dampers as standard. The car is able to stow a full-size spare wheel if required, has a double bulkhead for noise supression and high ratio electric speed-variable power steering (EPAS) for great agility. Front and rear discs are both ventilated. Air conditioning is an option, and heating and ventilation are comprehensive. With a 104in wheelbase and a 72in width, interior room is generous. Engine choice is Ford 2.5-litre V6 Duratec (170bhp), 3-litre V6 Duratec (224bhp) or 2-litre Ecoboost (direct injection 280bhp). The prototype Vortex EV using 100 lithium-iron batteries and watercooled motor (GT-EV) is now IVA approved and road registered. This has excellent weight distribution, low centre of gravity and low overall weight, and has been entered for the Brighton to London EV event. Recent attention to sprung and unsprung weight in the GT3 has enhanced its all-up weight, the total being a surprising amount lighter than a certain carbon chassied GT car of great prominence!
SPECIFICATION CHASSIS: Multi-tubular chassis. BODYWORK: Single-piece fibreglass main tub with bonded in floor, separate rear bumper, bonnet, engine cover and doors, supplied in primer gel. DONOR CAR: No single donor. ENGINE OPTIONS: 3-litre Mondeo V6, 2.5-litre Duratec V6, Focus RS/Volvo 2.3/2.5-litre 5-cylinder turbo. SUSPENSION: Front – Double wishbones, cast alloy uprights, coil-over dampers. Rear – De Dion, Watts linkage, Ford hubs. STEERING: Rack and pinion with speed-variable electronic power assistance. BRAKES: Discs front and rear, servo assisted. KIT PRICE: Chassis kit – £4995. Comprehensive kit – £13,666. BUDGET BUILD COST: From £20,000.
SUMMARY – Great looks and practicality combine with high quality to make this one of the most desirable kit cars on the market. They don’t get much better than this...
Vortex Automotive, 23 Woodmill Meadow, Kenilworth, Warwickshire CV8 2XP T: 01926 857200 E: info@vortex-auto.com W: www.vortex-auto.com
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078 Vortex V2:CKC Guide 2009
20/10/12
06:42
Page 142
Vortex V2
THE VORTEX V2 is a new design intended to be a radical alternative to the traditional Lotus Seven type product for use on the road or track days. The transverse mid engine layout and use of curved chassis tubes gives generous interior space and a contemporary appearance. Testing with telemetry, development, refinement and IVA certification (now passed) together with construction of jigs and moulds plus a Duratec engined prototype have taken up most of 2012, but sales action and road tests are to begin shortly. The production cars are downsized from the prototype car and will feature a wider track, internal trim panels and a centre armrest for comfort, also LED strip indicators recessed in the leading edge of the aerofoils. Individual cockpit openings and a hard (stowable) passenger tonneau cover allow for an enclosed driving feel if required, while a central fuel tank allows for improved weight distribution. A high nose directs air to the underside intercooler duct, and features integrated aerofoils for real downforce. Power unit choice is 2-litre Ford Duratec with MTX75 box or the amazing 2-litre Ford Ecoboost Turbo found in the latest Focus ST/RS (with unique ECU, direct injection, VVT and 280bhp, capable of 158mph). Other units may be considered if there is a demand. Standard are alloy dampers and a stainless steel exhaust system, with wheel sizes at 17in x 7.5in front with 17in or 18in x 8in rear. Track day versions are to have unique features, including a 6-speed gearbox option. Front pushrod suspension is also under consideration as is a lithium-iron EV variant.
SPECIFICATION CHASSIS: Steel curved & straight multi tube spaceframe. BODYWORK: Five main pieces supplied in gelcoat colours. DONOR CAR: Ford discs, driveline, steering rack, column and engine. ENGINE OPTIONS: 2-litre Duratec or 2-litre direct injection turbo Ecoboost. SUSPENSION: Wishbone front, De Dion rear with Watts pivot. STEERING: Manual high ratio rack. BRAKES: Discs all round. KIT PRICE: Kit £9990 VAT paid. BUDGET BUILD COST: From £12,500.
SUMMARY – The V2 marks a departure for Vortex Automotive from its GT3, but it draws heavily on the company’s prior experience in race car design and development.
Vortex Automotive, 23 Woodmill Meadow, Kenilworth, Warwickshire CV8 2XP T: 01926 857200 E: info@vortex-auto.com W: www.vortex-auto.com
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079 Westfield Sport:CKC Guide 2009
20/10/12
06:44
Page 143
Westfield Sport
WESTFIELD SPORTS CARS is easily one of the best known kit car marques having gained recognition beyond the traditional boundaries of this industry. It’s a highly professional 30 years old company which operates from a large factory in the West Midlands. Its best known model is the Sport, which is available in a number of different specifications. They share a high level of development that results in an easy assembly process and a high quality finished result. The complete kit is available with a host of new Ford engines, with options ranging from a 135bhp and 155bhp Sigma, 150bhp and 175bhp Zetec to the range-topping 200bhp 2-litre Duratec. While Westfield offers more hardcore cars for track day use, the Sport is aimed at dual road and circuit use. So while it’s quick and is dynamically responsive for track days, it can also have full interior trim, a heated windscreen and weather gear for longer-distance road work. The car is available either as a comprehensive kit (from £15,499), or you can spread the cost with Westfield’s modular packages. Alternatively, you can buy the Sport as a complete, turnkey car. Prices for fully built, road registered Westfield Sports begin at £18,499. New for 2012 sees the release of the Honda S2000 powered Sport known as the Mega S2000. Complete kits for this 240bhp monster are available less engine and gearbox, so should your dual purpose road car want to spend more time on track then this model offers outstanding performance for your pound. Either way, all kits and cars come with the after sales back-up or technical support of one of the largest kit car companies in the world.
SPECIFICATION CHASSIS: Steel spaceframe. BODYWORK: All GRP bodywork in a choice of gelcoat colours. DONOR CAR: All new parts supplied in kit. ENGINE OPTIONS: Ford Sigma 1.6-litre, Ford Zetec 2-litre or Ford Duratec 2-litre. New for 2012 Honda S2000. SUSPENSION: Double wishbones with coil-over dampers all-round. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Donor kits from £8500, complete kits start from £15,499 Modular kits also available. BUDGET BUILD COST: £8000 using donor parts plus IVA test and registration.
SUMMARY – The Westfield Sport is a highly polished product, and it’s a desirable product that’s suited to mixed road and track day use. One of the kit car industry’s flagship products. Hugely successful donor kits based on the Mazda MX-5 also available for those building on a budget.
Westfield Sportscars, Unit 1 Gibbons Industrial Park, Dudley Road, Kingswinford, West Midlands DY6 8XF T: 01384 400077 E: info@westfield-sportscars.co.uk W: www.westfield-sportscars.co.uk
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080-081 Insurance:Technical 2pp
INSURANCE
19/10/12
Parts
16:23
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Westfield Build
MEV Build
Dax 427 Build
IVA Theory
IVA Practical
INSURANCE
EXPLAINED Specialist kit car insurers can offer far more than covering just the finished car. CKC explains your options.
Y
ou might think that getting a kit car insured for use on the road would be a costly excercise, and if you phoned your ‘regular’ production car insurance company that might be the case (if they could offer cover at all!). But thankfully there are a number of specialist insurance companies and brokers who have great knowledge and
understanding of the kit car scene, and can offer carefully tailored policies accordingly. But there’s more to it than just a policy for when you drive the finished car.
GOODS IN TRANSIT Unless you have arranged for your chosen kit car manufacturer to deliver your kit package to you, the chances are that you will have hired a van or trailer on which to transport the parts home. Are these covered by the hire company? Are they covered by your own car cover? Unlikely. Thankfully, you can get cover specifically for this
Above: You can get insurance cover for the kit contents while in transit from factory to home.
period of the kit’s life, before it even reaches your home, but after you have paid out for the parts.
BUILD-UP COVER
Below: Don’t forget that as you build the car you’ll accumulate a large value of components that will potentially be uninsured unless you take out dedicated build-up cover. Above: It may be difficult to obtain kit build cover if your project is located in a remotely located lock-up.
Before your car is complete
you’ll already be investing significant sums in the kit components from the manufacturer, as well as parts from specialist suppliers such as engine builders etc. The reality is that these components could well be in your ownership but not in a complete car form (and then covered in a conventional policy) for some time! Several companies offer build-up cover. Generally speaking, this will be based on an agreed value of the parts in your possession, and will be for a minimum period of 12 months. So long as the garage is near to your house, cover can be offered by those companies we approached. You’ll typically have the option of two levels of cover, accidental damage, fire and theft or just fire and theft. We’d recommend you opt for the more comprehensive level of cover.
ROAD COVER This is obviously the core area of cover that will affect anyone owning a kit car, whether they’ve built it themselves or bought it
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UK Kit Car Guide I WORKSHOP – INSURANCE
Above: Normal road cover won’t be any use if you venture trackside, but you can get track day cover.
second-hand. As with classic car insurance, the key to the good policies on offer within the kit car scene is that mileage can be limited to a number of different thresholds, to help reduce premiums. Typically you can limit your mileage to as little as 1500 miles in a year. You may also be able to set an agreed value for your car, in case the worst happens and you need to replace it. As with mainstream insurance, you can opt for fully comprehensive, third party fire and theft, or just third party, depending on your needs or to also help tune your premium.
TRACK DAY COVER If you are planning to take your kit car on a track for either a track day or full competition event, then your standard road
Above: Joining a club may entitle you to a discount on your insurance.
YOUNG DRIVER COVER
policy will not cover you. You may choose to take out an additional policy, usually issued for the specific day(s) in question. Limitations to the cover may well come into play, so that if you hit the Armco you’ll be covered, but if the engine simply lets go on the main straight it probably won’t be covered. You will also find the excess is usually quite high, typically at 10 per cent of the insured value.
As with mainstream insurance, getting cover for younger drivers can be more problematic but, yet again, there are some sensible options available. Keeping the engine capacity down in your car will certainly help with insurance premiums, so a 1.25-litre engine would be a good starting point. Don’t forget that you can always
JOIN A KIT CAR CLUB
GET A QUOTE
One good way of guaranteeing a competitive quote is to join the relevant kit car club for your car. Most insurance companies offer a discount policy to club members, usually in the region of 15 per cent. Joining the CKC Subs Club by subscribing to our monthly title can also bring this benefit with some insurance companies.
The following companies all carry adverts
Graham Sykes
elsewhere in the Guide. There are other
W: www.graham-sykes.co.uk
companies who also offer kit car cover. MSM Insurance Adrian Flux
W: www.msminsurance.co.uk
W: www.adrianflux.co.uk Osborne and Sons Glynwood Insurance Services
W: www.osborneandsons.co.uk
W: www.glynwood.co.uk
Below: Getting cover as a young driver can be tricky. Engine size will be inportant and Pass Plus can help reduce premiums.
UK KIT CAR GUIDE 2013
upgrade the engine when you can afford it – that’s one of the joys of kit cars. Taking the Pass Plus course will also help reduce premiums with some insurers if you claim the discount within 12 months of passing your practical driving test. If you are under 21 then there’s little doubt that it remains difficult, but not impossible, to get a competitive quote. After this age you’ll find premiums tumbling. CKC
Below: Most kit cars don’t cover a huge mileage, so limited mileage policies are commonplace and keep premiums low.
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UK KIT CAR GUIDE 2013
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UK Kit Car Guide I Workshop
UKKITCAR guide WORKSHOP CONTENTS 86 Parts Directory
T
he UK Kit Car Guide 2013 is far more than simply a list of those cars you can buy. Within this Workshop section you’ll find an in-depth parts supplier directory, with companies offering
92 Westfield Build – Pt1 100 Westfield Build – Pt2
everything from a nut and bolt, to a complete engine and comprehensive kit building services. The Workshop also deals with Individual Vehicle Approval (IVA), the inspection process through which most kits must pass after they’ve been built and before they can be used on the road. And finally, in the 2013 we’ve reprinted three spectacular builds that have previously appeared in the monthly version of Complete Kit Car magazine. These outline the build process for a Cobra replica, Lotus Seven lookalike and modern ‘exoskeletal’ sports car. Hopefully these will inspire you with your own search for an exciting new project. CKC
106 MEV Build – Pt1 112 MEV Build – Pt2 120 Dax 427 Build – Pt1 126 Dax 427 Build – Pt2 134 IVA Theory 140 IVA Practical
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PARTS GUIDE Westfield Build
Dax 427 Build
MEV Build
IVA Theory
IVA Practical
Parts
DIRECTORY Whether it’s finding a supplier for nuts and bolts, or a specialist to paint your pride and joy, locating the right parts and suppliers can be tricky. Here’s our guide and useful suppliers listing to get you on your way.
B
uy a comprehensive kit package from the likes of Caterham or Westfield and it should include every last nut and bolt you’ll need before driving your car out of the garage. But that’s not how most kits are supplied. The majority are offered in a number of different modules, such as a chassis pack, bodywork pack, lighting pack etc. You buy what you need or can afford at the time, and then get the rest as and when you want. But even then, the chances are you’ll be looking beyond the kit manufacturer for many of the items needed for the build. What about the donor car bits, the cooling, carpets, wheels and tyres etc? In some instances you may need additional nuts and bolts, while at the other end of the scale you may want to get the car painted... but where do you find the companies offering these services, and why does it matter? As you would expect, at Complete Kit Car we see a lot of privately built kit cars as we scout about the kit car shows looking for possible cars to feature... and it’s often easy to see the cars built by a
them going rusty and, despite the increased cost of stainless over mild steel or galvanised fixings, the long-term result is well worthwhile. Your nearest auto factors will invariably have small quantities of the wrong type of fixing. However, there are a number of companies who advertise in the magazines and who regularly attend all the kit car shows. Go along with a shopping list.
kit car beginner! We’re not just talking about poor finishing, but instead poor selection of components. In particular, this may be the use of a variety of non stainless fixings that are going rusty after the first covering of road spray, or perhaps the use of domestic carpeting that will fall apart and go rotten within a year. Selecting the right components will improve the finish of your car, it may improve the way your car handles and drives and it will almost certainly be cheaper than using your nearest Halfords! So, what should you look out for and where will you find them?
Electrical items – You may modify your donor’s loom, use a kit manufacturer’s loom, use an aftermarket loom, or make your own from scratch, but poorly executed electrics are another novice weakness. And it will come back to bite you, with inherent unreliability. Joining one bit of wire to another is usually where the problems start. So we’d recommend you use crimped connections, but with bare connectors with an over cover, rather than the blue integral connector and cover you typically find. The crimp tools cost a fraction more, but you’ll save money buying the connectors in bulk. Where from? Various specialist companies advertise in this Encyclopedia, and they’ll all be able to help you over the phone. Alternatively, get to one of the shows.
Nuts and bolts – At the very core of every kit car project are the fixings that hold it together, and they can vary enormously in quality and type. First and foremost, they must be to a strength suitable for the job, so a bolt holding a suspension wishbone to the chassis is unlikely to be made of stainless steel and should have markings which clearly identify its tensile strength. But other fixings for holding the dash in place, or locating smaller items within the engine bay can be in stainless. As already mentioned, this will stop
Below: There’s a massive support system for kit car builders with companies offering everything you need for your build.
Fixings – We’re talking about the things that hold wiring in place and stop brake and fuel lines flopping about. Not only will the way in which items are fastened to your car be inspected when your car
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Above: If you are getting adventurous, you can even buy the materials to build your own panels.
goes through IVA, but it’s amazing how scruffy a car can look if the wrong methods have been employed. Your local auto factors will offer some of what you need, but once again in small quantities and at inflated cost. Take time to have a look at what other people have used and then have a look at any one of the general parts suppliers listed in the directory opposite. There are a myriad of different ways to locate wiring or fasten your brake lines, so choose carefully, but make the effort. Mechanical components – We can’t hope to cover this large aspect of any kit car build in a single page, but the directory opposite should point you in the right direction when it comes to donor components, cooling, brakes, engine tuning and much more. And as with all the sections mentioned here, for more advice it’s always worth joining an owners’ club or an online forum to find out what other people with the same car have done. Trim – If you don’t want to buy the trim set offered by your manufacturer (or they may not offer such a thing), then you not only need to source the
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CKC Guide Workshop I IVA carpet/vinyl, but also the underlay, foam padding and the adhesive needed to fix it. Domestic carpet is not designed for exterior use, and it will soon deteriorate in an opentopped kit car. Several companies offer carpet and vinyl and all will be happy to send you small samples in the post. Get lots of samples,
because they can vary enormously.
We can’t hope to cover all aspects of a typical kit car build here. However, the main point to remember is that when you need something which isn’t supplied by the kit manufacturer there will, always, be a quality solution beyond what you’ll find in your nearest auto factor. And getting the
Paint – If your car needs painting, then it’s worth using a bodyshop with extensive experience of painting fibreglass panels. This is also one area where it’s very true to say that you get what you pay for.
PARTS DIRECTORY
ITG T: 024 7630 5386. W: www.itgairfilters.com LS Power T: 01949 843299. W: www.gdcars.com Partsworld Performance W: www.partsworldperformance.com Performance Unlimited T: 01904 489332. W: www.performanceunlimited.co.uk Piper Cams T: 01303 245300. W: www.pipercams.co.uk QEP (Cat Cams) T: 01444 243720. W: www.q-e-p.co.uk Real Steel T: 01895 440505. W: www.realsteel.co.uk TTS Performance T: 01327858212. W: www.tts-performance.co.uk Ultimate Performance T: 01604 771221. W: www.ultimatep.com Yorkshire Engine Supplies T: 07960 011585. W: www.yorkshireengines.co.uk
E
ntries marked in red also carry an advert with more detailed information over the next few pages. Please mention the UK Kit Car Guide 2013 when speaking to them. BRAKE PARTS (Discs/calipers/pads) AP Racing T: 024 7663 9595. W: www.apracing.com EBC Brakes W: www.ebcbrakes.com Ferodo W: www.ferodo.co.uk HiSpec Motorsport T: 01322 286850. W: www.hispecbrake.co.uk Mintex W: www.mintex.co.uk MNR T: 01423 780196. W: www.mnrltd.co.uk Pagid W: www.pagid.com Rally Design (Wilwood) T: 01227 792792. W: www.rallydesign.co.uk
ENGINE MANAGEMENT Autocar Electrical Equipment (Lumenition) T: 020 7403 4334. W: www.lumenition.com KMS T: +31 (0) 402854064. W: www.van-kronenburg.nl Omex Technology T: 01242 260656. W: www.omextechnology.co.uk Trigger Wheels E: sales@trigger-wheels.com W: www.trigger-wheels.com
CAMERAS – IN-CAR BHB Extreme T: 0800 500 3066. W: www.bhbextreme.co.uk CARBURETTOR/INJECTION SERVICES/ENGINE MANAGEMENT DanST Engineering T: 07921 168507. W: www.danstengineering.co.uk Omex Technology T: 01242 26065. W: www.omextechnology.co.uk Race Technology T: 01773 537620. W: race-technology.com Webcon T: 01932 787100. W: www.webcon.co.uk
EXHAUST PARTS/FABRICATION Custom Chrome T: 024 7638 7808. W: www.custom-chrome.co.uk Simpson Race Exhausts T: 01753 532222. W: www.simpsonraceexhausts.com
COOLING SUPPLIERS (RADIATORS/HOSES) Forge Motorsport T: 01452 380999. W: www.forgemotorsport.co.uk Pacet T: 01628 526754. W: www.pacet.co.uk Pro Alloy Motorsport T:0845 226 7561. W: www.proalloy.co.uk Radicool Fabrications T: 01280 701350. W: www.radicool-fabrications.co.uk Samco Sport T: 01443 238464. W: www.samcosport.com Silicon Hoses T: 0845 838 5364. W: www.siliconhoses.com Viper Performance T: 0845 0953 423. W: www.viper-performance.co.uk
FIBREGLASS REPAIRS CFS T: 01209 821028 W: cfsnet.co.uk Dynamic Mouldings T: 01454 222 899. W: www.dynamicmouldings.co.uk East Coast Fibreglass T: 0191 497 5134. W: www.ecfibreglass.co.uk GW-GRP Designs T: 01507 524426. W: www.gw-grpdesigns.co.uk Westgate Composites T: 07733 282947. W: www.westgatecomposites.com FUEL/OIL/BRAKE FLUID COMPONENTS BGC T: 01945 466690. W: www.bgcmotorsport.co.uk Earls T: 01803 869850. W: www.earls.co.uk Hosetechnik T: 0845 838 5364. W: www.hosetechnik.com
ELECTRICAL/WIRING SUPPLIES Auto Electric Supplies T: 01584 819552. W: www.autoelectricsupplies.co.uk Autocar Electrical T: 0207 4034334. W: www.autocar-electrical.com Autosparks T: 01423 506133 IEM Services T: 01209 214086. W: www.thewiringproject.co.uk Vehicle Wiring Products T: 0115 9305454. W: www.vehicleproducts.co.uk World of Wiring T: 01782 208050. W: www.blitzworld.co.uk
GEARBOX SPECIALISTS 3J Driveline T: 01926 650426. W: www.3jdriveline.com BGH Geartech T: 01580 714114. W: www.bghgeartech.co.uk CG Motorsport T: 01132 426359. W: www.clutch-specialists.co.uk Elite Racing Transmissions T: 07976 487861. W: www.eliteracingtransmissions.com MST Developments T: 07890 587531 Quaife T: 01732 741144. W: www.quaife.co.uk Tran-X T: 01732 741144. W: www.tran-x.com
ENGINE SPECIALISTS/ENGINE PARTS AB Performance T: 01449 736633. W: www.abperformance.co.uk Avonbar T: 01279 873428. W: www.avonbar.com British American Engines T: 01903 521618. W: www.britishamericanengines.co.uk Burton Power T: 0208 518 9189. W: www.burtonpower.com Cambridge Motorsports Parts T: 01462 684300. W: www.cambridgemotorsport.com Cat Cams T: 01444 243720. W: www.catcams.co.uk Dee Ltd T: 01926 311915. W: www.dee-ltd.co.uk Dunnell Engines T: 01449 677726. W: www.dunnellengines.com Holeshot Racing T: 028 3882 0026. W: www.holeshotracing.co.uk
UKKITCAR GUIDE 2013
little details right is the difference between a well finished car and one that looks rushed. It’s also invariably the difference between a reliable kit car and one that isn’t. Use the Directory below to source your parts. You should find just about everything you’ll need from these companies.
GEARBOX SPECIALISTS (REVERSE) Elite Racing Transmissions T: 07976 487861. W: www.eliteracingtransmissions.com Lynx AE T: 01908 510000. W: www.lynxae.co.uk MNR reverse box T: 01423 780196. W: www.mnrltd.co.uk Quaife T: 01732 741144. W: www.quaife.co.uk Westgarage Engineering T: 01383 850480. W: www.westgarage.co.uk
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PARTS GUIDE Westfield Build
Dax 427 Build
MEV Build
IVA Theory
IVA Practical
INSTRUMENT/GAUGE SUPPLIERS Acewell T: 0191 640 8663. W: www.acewell.co.uk Digital Speedos T: 07967 676703. W: www.digitalspeedos.co.uk ETB Instruments T: 01702 601055. W: www.etbinstruments.com Race Technology T: 01773 537620. W: www.race-technology.com Racetech. W: www.racetechdesign.com Revotec T: 01491 824424. W: www.revotec.com Smiths (via Europa) T: 01283 815609. W: www.europaspares.com SPA T: 01827 300150. W: www.spa-uk.co.uk Stack W: www.stackltd.com Trailtech T: 01896 753111. W: www.trailtech.net
PROPSHAFT SERVICES Autoprop T: 01342 322623. W: www.autoprop-uk.co.uk Bailey Morris 01480 216250. W: www.baileymorris.co.uk CPS Drivelink T: 0191 4821690. W: www.drivelink.com Dunning & Fairbank T: 0113 248 8788. W: www.dandfltd.co.uk Reco-Prop T: 01582 412110. W: www.reco-prop.com
KIT CAR BUILDING SERVICES Arden Automotive T: 01235 813161. W: www.ardenautomotive.co.uk Automotive Solutions and Racing T: 01773 719287. W: www.kitcar.me.uk Birch Brothers T: 01274 834921. W: birchbros.org.uk Thunder Road Cars T: 020 8502 4090. W: www.thunderroadcars.com Southways Automotive T: 07976 531824. W: www.southwaysautomotive.co.uk Sussex Kit Cars T: 01435 812706. E: john@sussexkitcars.co.uk
ROLLING ROAD/SUSPENSION TUNING Atspeed T: 01268 773377. W: www.atspeedracing.co.uk Daytuner Performance T: 01423 523323. W: www.daytuner.co.uk John Clarkson Autos T: 01257 263879. E: ajcmimi@tiscali.co.uk Northampton Motorsport T: 01604 766624. W: www.northamptonmotorsport.com Track Developments T: 01666 840482. W: www.trackdevelopments.co.uk
RUST PREVENTION GEP T: 07809 686788. E: pyne79@yahoo.com Electrostatic Magic W: www.electrostaticmagic.co.uk KBS Rustseal T: 01803 527961. W: www.therustshop.com
SEAT MANUFACTURERS/SUPPLIERS Cobra Seats T: 01952 684020. W: www.cobraseats.com Corbeau Seats T: 01424 854499. W: www.corbeau-seats.co.uk Intatrim T: 01952 608608. W: www.intatrimtelford.co.uk Interiors Seating T: 01623 400660. W: www.interiorsseating.co.uk JK Composites T: 01704 569730. W: www.jkcomposites.com Tillett Racing Seats T: 01795 420312. W: www.tillett.co.uk
LIGHTING SVC T: 08456 581251. W: www.s-v-c.co.uk MISCELLANEOUS Aluminium fabrication – Bogg Brothers T: 01944 738234. W: www.boggbros.co.uk Aluminium fabrication – Alloy Racing Fabrications T: 01623 835805. W: www.alloyracingfabrications.com Carbon Mods T: 01782 324000. W: www.carbonmods.co.uk Heater – T7 Design T: 07595 975777. W: www.t7design.co.uk Powdercoating – Electrostatic Magic W:www.electrostaticmagic.co.uk Thread repair kits – Uni-Thread T: 01803 867832. Trailer manufacturers – Aluminium Trailer Company T: 01844 353539. W: www.allytrailer.co.uk
SECOND-HAND KIT CAR SALES Absolutely Kit Cars T: 01702 231319. W: www.absolutelykitcars.co.uk Hallmark Cars T: 020 8500 1991. W: www.hallmark-cars.com Sussex Kit Cars T: 01435 812706. E: john@sussexkitcars.co.uk Total Headturners T: 07711 630348. W: www.totalheadturners.com Toybox Specialist Cars T: 07976 701902. W: www.toyboxcars.co.uk SUSPENSION COMPONENTS Dampertech T: 01709 703992. W: www.dampertech.co.uk Protech Shocks T: 01225 705553. W: www.protechshocks.co.uk Supaflex T: 01749 678152. W: www.superflex.co.uk
NUTS, BOLTS & FIXINGS LBF T: 01263 713498. E: ray@lotusbendit.plus.com PAINTING/BODYSHOP SERVICES Auto Mirage T: 01253 734743. W: www.automirage.co.uk Brooklands Motor Company T: 01932 828545. W: www.brooklandsmotorcompany.co.uk IDL UK T: 01424 854900. W: www.idluk.eu Lee’s Bodyshop T: 01332 331764. W: www.leesbodyshop.co.uk Pinewood Body Repairs T: 01304 203020. Precision Paint T: 01823 666289 W: www.precisionpaint.co.uk Southside Accident And Repair Centre T: 020 8317 1111. W: www.southsidearc.com SMS Autospray T: 01406 371504. W: www.smsautospray.co.uk Specialised Paintwork T: 0118 930 6206. W: www.specialisedpaintwork.com The Colourworx T: 01637 873218. W: www.thecolourworx.co.uk
TOOL SUPPLIERS Draper T: 023 8049 4333. W: www.draper.co.uk/ckc Milli-Grip T: 01273 494844. W: www.milli-grip.com Memfast T: 01386 556868. W: www.memfast.co.uk Perm-Grit Tools T: 0800 298 5121. W: www.permagrit.com TRIM SERVICES Cartlidge Coach Trimming T: 0121 558 9135. W: www.cctrim.co.uk Gabbat & Brown T: 01704 821105. W: www.gabbatandbrown.co.uk M&M Classic Car Components T: 01775 762004. W: www.m-mclassiccartrim.com Seals+Direct T: 0845 226 3345. W: www.sealsplusdirect.co.uk Woolies T: 01778 347347. W: www.woolies-trim.co.uk WHEEL SUPPLIERS BK Racing W: www.bkracing.co.uk Compomotive T: 01902 311499. W: www.comp.co.uk Force Racing T: 0113 252 5507. W: www.force-racing.co.uk Hawk Cars T: 01892 750282. W: www.hawkcars.co.uk Image Wheels T: 0121 522 2442. W: www.imagewheels.co.uk John Brown Wheels W: www.johnbrownwheels.com Midland Wheels T: 01926 817444. W: www.midlandwheels.com Momo T: 01268 764411. W: www.momo-uk.co.uk Performance Wheels T: 01530 517920. W: www.performwheels.co.uk Team Dynamics W: www.team-dynamics.com TSW T: 01908 625625. W: www.tsw-wheels.co.uk Wolfrace W: www.wolfrace.co.uk
PARTS SUPPLIERS (GENERAL BROCHURE) Burton Power T: 020 8518 9189. W: www.burtonpower.com Cambridge Motorsport Parts T: 01462 684300. W: www.cambridgemotorsport.com Car Builder Solutions T: 01580 891309. W: www.cbsonline.co.uk Demon Tweeks T: 0845 330 4751. W: www.demon-tweeks.co.uk Europa Spares T: 01283 815609. W: www.europaspares.com Furore T: 07905 897407. W: www.forurecars.co.uk Kit Parts Direct T: 07895 864500. W: www.kitpartsdirect.com Machine Mart T: 0844 8801250. W: www.machinemart.co.uk Merlin Motorsport T: 01249 782101. W: www.merlinmotorsport.co.uk Rally Design T: 01227 792792. W: www.rallydesign.co.uk Richbrook W: www.richbrook-styling.co.uk
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Trim & Finish
CKC230
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Brightwork Our Massive range of brightwork is suitable for many vehicle types.
Vast V a ast range of options available... available..
Harnesses/Seatbelts
Mirrors 100’s 100’ s of mirrors in stock.
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Fasteners / Latches
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092-097 Westfield SEiGHT Build:Technical 2pp
Insurance
Parts
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Dax 427 Build
MEV Build
IVA Theory
IVA Practical
Adam Reeves’
WESTFIELD SEIGHT Part 1 Shunning the current trend for lightweight, bike-powered bullets, Adam Reeves went for the ballistic missile option when he decided to build a Westfield SEiGHT. CKC follows the build.
L
ong time kit car devotee, Adam Reeves finally scratched the itch back in 2005, when he placed an order for a Westfield SEiGHT starter kit. He’d not built a car before, and had been set on a Cobra replica. His research had got to quite a developed stage, with spreadsheets for his two top contenders, DJ Sportscars and Gardner Douglas. But it was only when he was close to committing to an order that he got cold feet, deciding that he ought to go for something that was cheaper and easier to build. A Lotus Seven replica was the obvious solution, and he was also keen on this car’s spaceframe
style chassis. With GD not offering a car in this style, the Dax Rush hove into view and seemed an obvious choice, especially as he was keen to retain the Cobra’s V8 rumble. Once again, he was close to ordering when he realised he ought to look elsewhere and soon came across the name of Westfield. Being just an hour from his home was a big point in Westfield’s favour and, when he phoned for more information, he was immediately impressed with the friendly and efficient service he received. Within a week he’d visited the factory, had a test drive and placed an order! The Rover V8 was obviously the main focus of the build, with
Adam opting for yellow bodywork and black detailing. The SEiGHT Westfield isn’t a cheap option, and Adam originally set himself a budget of around £18,000. It wasn’t a fixed sum, and Adam certainly didn’t have that sort of cash lying about in the bank, so after the intial layout on the kit, everything would have to be saved for. With the Westfield having a well-founded reputation for being a relatively simple build, did Adam set himself a deadline for the project? “I work to deadlines constantly in my work,” he says, “and I certainly didn’t want any deadlines with my hobby.” For all that, he wanted the project to make regular progress and not
drag its heels through simple neglect. The result is a car that just requires its IVA test as we go to press (January 2010), almost five years after he began this journey. Adam knows there’s over 600 hours been spent on its creation so far, with the ebb and flow of progress often dependant on available funds at the time. He places part of the secret to maintaining motivation over such a long period to dividing the build into lots of mini projects. Rather than viewing the build as one imposing mountain to climb, dividing it into endless little projects meant there was always light at the end of each tunnel. Having ordered the kit, Adam set about emptying and painting
Below: Tiny garage well prepared for the project.
Below: Chassis placed on Westfield supplied trestles.
Below: Neat rafter storage for bodywork.
Below: Aluminium panelling a familiar process.
Below: Suspension bushes in place with sleeve beside.
Below: Wishbones reinstalled after initial problems.
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Above: Westfield cast alloy uprights go on.
Above: Top balljoint is standard set-up, but Adam changed to a rose-jointed arrangement...
Above: ...for improved geometry and easier adjustment.
Below: Raceleda 4-pot alloy calipers look the part and are mated with cross-drilled and grooved solid discs.
Below: Lightweight brackets for locating the steering rack. Brake lines temporarily located with tape.
Below: Brand new old-stock Scorpio diff is larger than standard Sierra item and needs the housing modified in order to fit.
Below: Rear suspension coming together.
Below: This looks frightening. Westfield wiring loom laid in.
Below: Rubber grommet and fuses mounted on engine bulkhead.
Below: Battery located in boot on this Westfield fabricated tray.
Below: 3.9-litre Rover V8 one of many eBay purchases.
Below: Unit was completely stripped down.
Below: Brand new 4.6-litre short block replaced donor lump.
Below: Unused Stage 3 cylinder heads from fellow Westie owner.
Below: Build begins in earnest.
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092-097 Westfield SEiGHT Build:Technical 2pp
Insurance
Parts
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WESTFIELD BUILD
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MEV Build
Dax 427 Build
IVA Theory
IVA Practical
Above: V8 engine really coming together now.
Above: Alternator on but many ancillaries still to fit.
Above: New gearbox fitted with bellhousing and ready fitment.
Above: Bespoke plenum chamber was a long project.
Above: Expanding foam used to fill in the spaces.
Above: Filler and lots of work yielded convincing result.
Above: Buck for plenum largely complete and trial fitted.
Above: 2-piece mould created, but distorted the plug in the process.
Above: Mould needed some repairs to put right again.
his single garage, while also scouring eBay for possible V8 engines and anything that might come in handy. When it came to collecting the kit, he realised how much stuff he needed to store and he cunningly built a wooden platform in the garage on which to put the main body panels while working on the chassis below. And then it was into the build, with that old favourite job of aluminium panelling the chassis. Everyone seems to approach this in slightly different ways, and Adam took care to paint the drilled holes in the chassis with black paint for added rust protection. Suspension wishbones went on next, with Adam sourcing lightweight Westfield uprights and brakes from Raceleda. At which point Adam realised his suspension seemed very stiff.
UKKITCAR GUIDE 2013
purchase. After much cleaning and removing the back plate to inspect the internals, it could be bolted in place. Well, in theory! Turns out Adam’s larger 7.5in diff needed some of the aluminium casing removed with a grinder before it would fit (a smaller 7inch diff fits without modification). Next in went a steering rack and column bought from Westfield, along with the company’s lightweight mounting brackets. Even though a SEiGHT will never be the lightest car of this type, Adam was keen to shave off weight wherever possible. Brake lines went in next, with Adam eventually ordering some made specifically to his own measurements. Luckily, they fitted perfectly, although correct positioning around the engine bay is vital, as space is at a premium. The main wiring loom also began to go in at this stage
Turns out he’d made a common mistake, as identified by his post on the extremely active Westfield forum. His installation of the Nylon bushes and metal sleeves into the wishbones had not been done correctly, meaning that the bushes were unable to turn freely on the metal sleeves, which in turn meant the wishbone didn’t want to move. So it was all taken off again, powdercoating residues on the inside of the wishbone mounts removed and everything reassembled, checking for free movement at each stage. With the wishbones working properly, the coil-over dampers were bolted into place and hubs built up and Adam’s fancy Raceleda 4-pot calipers and solid (but drilled and grooved) discs fitted. At the back a 3.36:1 diff from a Ford Granada Scorpio was another, increasingly regular, eBay
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(another Westfield item), although his engine and dash looms would be rather more bespoke. It was now getting time to make serious in-roads on the engine front, so regular eBay searching finally resulted in Adam winning a 3.9-litre V8 engine originally out of a 1989 Range Rover. A comprehensive strip down then ensued over the coming months, but also led Adam to question whether what he’d bought was good for his purposes. He was always going to bore out the block and all the evidence suggested he needed a stronger post 1993 cross-bolted block. What’s more, the cost of doing the modifications to his block weren’t much different to sourcing the correct components with all the right bits. After all the work stripping down the engine, Adam managed to buy a 4.6-litre
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Above: After all the work, Adam eventually bought this carbon plenum from ACT.
Above: First shortened sump promised much but was eventually discarded.
Above: New sump with ‘wings’. Adam thought this was perfect, until the wing fouled the chassis.
Below: Winged sump fouled the chassis so a third non-winged sump finally cured the problem.
Below: Rolling chassis pushed out of the garage.
Below: First nervous fitment of engine ensemble.
Below: Bellhousing fouled the chassis...
Below: ... and cylinder head close to master cylinder (arrowed).
Below: Adam built his own Megasquirt ECU.
Below: ECU complete with tester circuit attached.
Below: Time to trial fit the bodywork. An involved process.
Below: Brake line needed moving.
Below: Lots of time spent getting alignment right.
Below: End result looks spot on.
Below: Second-hand roll bar another online bargain.
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092-097 Westfield SEiGHT Build:Technical 2pp
Insurance
Parts
short engine off eBay and then turn to Rover V8 specialist RPI for many of the tuning components he needed. Thankfully the change in plan didn’t cost anything, since the old stripped V8 was sold on eBay for pretty much the same as he paid, and the new block was no more expensive than the intended mods. Result. Completing the engine obviously required, among many other components, some cylinder heads bought from a fellow Westfield builder who changed his plans. Originally from V8 Developments, their Stage 3 specification boded well for some good performance from the finished engine. By March 2007, some eight months after starting the engine build, Adam was at a stage where
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MEV Build
Dax 427 Build
he needed a new plenum chamber. The standard Rover item doesn’t fit under the Westfield bonnet, and while Westfield offers a lowered plenum chamber, Adam fancied saving some cash by making his own in fibreglass. Having researched the volume of air he needed to accommodate, he used wooden formers to find the size and shape of his new plenum chamber. It was a project that would continue, on and off, for almost the duration of the build. Adam covered the wooden formers with gaffer tape and then sprayed expanding foam inside. The tape was then removed and the foam sanded into shape, before being covered with filler and resanded. This process went on for several months as the shape was perfected, even to the point of
IVA Theory
trial fitting a Jaguar throttle body that Adam intended using. Finally painted and polished to a smooth finish, Adam then needed to make a two-part mould from it in order to produce the finished article in fibreglass. It was here that things went slightly wrong. The heat from the GRP as it was setting caused the expanding foam he’d used originally to start reacting again, cracking the surface filler and resulting in a slightly misshapen set of moulds that needed further work to put right. Then he got the chance to buy an ACT carbon fibre plenum chamber at a good price – he couldn’t resist. All that work... for nothing! In the meantime, the engine was coming together and mated to a R380 manual gearbox that Adam had managed to source. With the rolling chassis off its trestles and wheeled out onto the road (and an engine hoist hired) it was time to trial fit the engine. While it went in, there were a few clearance issues, largely cured with careful use of an angle grinder and subtle tuning of the engine mount locations. The next major project to tackle was the engine ECU. Adam didn’t fancy spending a lot of money on an aftermarket ECU, so decided to build his own using a Megasquirt kit. The saving was significant, with typical aftermarket units being around
Contacts The kit – Westfield Sportscars. T: 01384 400077. W: www.westfield-sportscars.co.uk Exhaust fabrication – JP Exhausts. T: 01625 619916. E: sales@jpexhausts.co.uk W: www.jpexhausts.co.uk Rover V8 specialists – RPI Engineering. T: 01603 891209. W: www.v8engines.com V8 Developments. T: 01775 750000. E: v8developments@btconnect.com W: www.v8developments.co.uk Sump – Mulberry Fabrications. W: www.mulfab.co.uk Custom pipework – Pro-Alloy. W: www.proalloy.co.uk Carbon parts – Carbon Mods. W: www.carbonmods.co.uk Raceleda calipers – Fluke Motorsport. W: www.fluke-motorsport.co.uk Rod ends and parts – Rally Design. W: www.rallydesign.co.uk Tools and parts – Car Builder Solutions. W: www.cbsonline.co.uk Westfield Club Forum – W: http://boardroom.wscc.co.uk/cgi-bin/ikonboard.cgi Adam Reeves’ Build Diary – W: http://westfield build.com
IVA Practical
£800, compared to the Megasquirt kit at just £200. But there was the small matter of putting this box of bits together in the right order! To fine tune his soldering skills, Adam first built the Megasquirt Stimulator – a small circuit board which is plugged into the completed ECU and acts as a dummy car before the unit is plugged into the car itself. The ECU was next and was complete within a month, tested on the Stimulator and shown to be doing everything it should.
I Built This... Adam Reeves Owner: Adam Reeves Age: 41 Occupation: Software Engineer Are you a member of a club? Thames Valley WSCC
Best thing about your car? The engine Worst thing about your car? Not driven yet Favourite supplier? Westfield Sportscars Lottery win car? Ultima GTR Best bargain? Differential for £300
Below: Carbon Mods dash blank needed trimming to size.
Below: Wiring behind it looks a bit frightening...
Below: ...minimalistic look on the front, though.
Below: Original fibreglass seats replaced with these.
Below: Radiator, ducting and pipework in nose a tight fit.
Below: Engine bay constantly filling with more wiring and pipework.
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Above: Fabricated stainless exhaust system a thing of beauty.
Only time would tell. By now the project was coming along nicely, and Adam started trial fitting the bodywork. The main tub dropped on simply and was immediately pretty much in the correct position. Adam’s car has Westfield’s removable rear arches and a neat tip here is to fit them with the plastic nuts and bolts used for numberplates. The idea is that they’ll shear off quickly in an accident, hopefully causing less damage to the main tub in the process. If there was any issue at this stage, then Adam found that some of the brake lines he’d routed so carefully in the engine bay, now caught the bodywork on the side rails and would need moving. Aligning the bodywork was done very carefully before fixing permanently in place, with lots of measurements and checking of the wheel positions in the arches etc. Now while most us would spend perhaps a day getting this right, Adam was still tweaking the position after several weeks! The results, though, are very tidy indeed. Building a V8 engined Westfield is never going to be the cheapest project to complete, but Adam was always being careful with his pennies and he was becoming an eBay addict in his obsession with buying as competitively as possible. Two notable purchases at this stage were a pair of fibreglass seats for £90 and a Westfield roll-over bar for just £41! The latter was almost unused after its previous owner had upgraded to a competition roll cage. Bargain! The build was progressing steadily, with Adam moving onto many of the body ancillaries, such as rear lights and indicators etc. A carbon and yellow theme was taking shape nicely, capped off
UKKITCAR GUIDE 2013
Above: Rear valance gives a production finish.
with a carbon dash and aero scuttle from Carbon Mods – these being the first such items made by the company at that time. One of the big purchases that Adam could not avoid was the exhaust system. Wanting an underslung system, he headed to JP Exhausts in Cheshire. Obviously, the fitment is pretty tight under the Westfield, so the design is critical. It was further complicated by the fact that Adam’s more modern engine would require catalytic converters. Having trial fitted the system, tweaking mounts and alignment to get it perfect, the stainless system was sent off to be triple camcoated. This is a process that coats the inside of the exhausts, as well as the outside, to improve airflow and reduce heat radiation in the engine bay. The end result looks fantastic. If it sounds as though Adam’s build was one of careful planning and no mistakes, then I don’t think he’ll mind me pointing out that not everything went according to plan. More notable changes included the sump and those cheap seats he bought. Both changed (the sump several times) as the build progressed, with Adam eventually settling on a pair of trimmed Westfield seats in favour of the bare fibreglass ones he originally bought. Thankfully, the incorrect items invariably got sold on again... via eBay. As more and more items got added to the engine installation, the already tight space became ever more confined. Clearances for some of the pipework are very
Above: Northampton Motorsport fine tune the engine map.
tight, and it was made even more tricky once the radiator, ducting and piping was added, along with the front mounted oil-cooler. Then there’s the engine wiring for the injectors etc (and the fuel rails for these systems), and only the pictures can give you some idea of how claustrophobic it is under the V8 bonnet. In the cockpit, by comparison, everything would eventually appear very simple although, once again, the wiring under the dash might suggest otherwise. Popular Savage switches are located alongside a Race Technology Dash 2 unit located behind the steering wheel. Allied to basic black carpeting and minimal interior frills, it’s a distinctive feature for a car that promises so much visual and aural drama. Finally, the Westfield was nearing completion. Adam had fired the V8 engine and had the car running reasonably well, but he was also keen to get the basic engine map he had for the car fine-tuned on the rollers. A visit to Northampton Motorsport soon had that sorted, with a map to appease the IVA inspectors and a
97
second map for those occasional track days! Either way, the result was a whopping 281bhp and 300lb ft of torque. Adam knows that not only has he spent just over 600 hours putting this car together, but that his budget has also exceeded his original expectations. The car has cost around £22,000 to build. In the next part, we’ll get to see the car ‘in the flesh’ and bring you full pictures of the finished article. In the meantime, if you want to see more pictures of the build and understand a lot more about the build process itself, then why not head for Adam’s excellent build blog (see useful contacts panel). From talking to Adam and seeing the pictures, this has been an amazingly meticulous construction effort. But it’s also been done with a close eye on the bank balance, judicious use of eBay and the understanding that there’s no time limit to when the car needs to be finished. As Adam says, he’s constantly under the pressure of deadlines at work. Why set more deadlines for his hobby? CKC
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NEW ISSUE and 20
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ISSUE 16
Page 1
100-104 Westfield SEiGHT Finish:Main Feature 6pp
22/10/12
08:24
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Kit Build
POWER Play
CKC editor, Ian Stent, went to see Adam Reeves’ 4.6-litre Westfield V8. Is it worthy of the five years it took to build? Words and Pictures: Ian Stent
UK KIT CAR GUIDE 2013
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Westfield SEiGHT
ne of the things to strike me when I first heard of Adam Reeves’ V8 Westfield, wasn’t the size of the engine (4.6-litres) or the mighty power it developed (280bhp), but rather the time it took him to complete it. Even for a V8 Westie, five years seemed to be making a mountain out of a molehill. After all, how difficult can it be? And then I began to understand that the question was completely inappertenant. Why should a build only take a certain amount of time? Why is it a problem if it takes longer? In fact, why is time a factor at all? “I wanted something I could build myself and at my own pace,” explained Adam when we originally spoke. “I work to timeframes all the time. The last thing I wanted to do, was set dates for a hobby. It’s done when it’s done.” I’ll be the first to admit that patience isn’t one of my defining strengths, but Adam’s approach to his kit car project is perfect. It’s a hobby, why would you rush
O
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that? If you take nothing else away from reading this feature, learning to relax during the build process and enjoy each step will be an invaluable lesson. Even as I visit Adam, his car isn’t quite finished. It may be a runner and he happily drives it around to move the car for the pictures, but it’s currently lacking the catalytic converters is needs before it can go in for its Individual Vehicle Approval (IVA) test that will allow him to register the car and then drive it legally on the road. With the summer now a distant memory and the roads invariably damp, Adam is, as always, in no rush to complete the car just yet. A few more months won’t hurt. The yellow and black (carbon) theme is a good one, although I’m never utterly sure about black wheels. They can tend to get ‘lost’, where silver alloys define the four corners of a car more clearly and visually ‘fill’ arches etc. I realise I’m slightly out of synch here with current trends but, hey, that’s me.
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With Thanks “The wife, Vanessa, for being so understanding. The Westfield forum, without them I’d be lost. Westfield Sportscars for delivering a quality product.”
Adam’s Westfield SEiGHT is visually distinctive for two other reasons, the lack of side exiting exhausts and the SEiGHT’s distinctive bodywork. The large bonnet bulge (which looks great) is matched at the back by the rear valance where the exhausts poke out and boot locking lid assembly. At the back, both of these items give the SEiGHT considerably more substance, amplified further by Adam’s choice of substantial light units housed in carbon effect housings. It looks quite an imposing car, for something that essentially remains quite small. The choice
UK KIT CAR GUIDE 2013
Above: Team Dynamics wheel is a popular fitment these days. Raceleda caliper more unusual, as are drilled and grooved discs. Right: Here you can see the throttle linkage located on bracket over the rocker cover. Below: It looks tidy, but there’s loads of careful packaging going on here in order to install the V8.
of using an aeroscreen (once again in black carbon) in place of a full screen also endows the car with a particular look. And why the underslung exhausts? With a V8 under the bonnet, aren’t the exposed side pipes and accompanying thunder all part of the package? As with all of the build, Adam’s reasoning is well considered. It’ll be loud enough anyway and a modicum of subtlety wouldn’t go amiss. More importantly, with side pipes it would have been almost impossible to fit a balance pipe between the two systems to optimise performance. After all the time
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spent building a high performance engine, he didn’t see much point in then impairing its ability. And there’s certainly no fear of it not being heard. As Adam moves the car for the first time it sounds superb. Yes, it’s not loud and in your face, but wow, it’s a gorgeous note and both purposeful and upmarket. It sounds glorious through the monstrous JP Exhausts system. As expected, the detail on the outside of the car is spot on. You’ll remember from the build story that Adam spent an age getting the panels to sit perfectly and the panel gaps are super tight as a result. I’ve always liked the way the Westfield bonnet operates, with two locating pins up front and two locating lugs along the lower edge ensuring the panel always self
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Westfield SEiGHT
Adam Reeves’
Above: Interior is ultra simple. Carbon Mods dash looks excellent. Above: Race Technology Dash 2 offers loads of information.
Westfield SEiGHT Specifications Engine: 4.6-litre cross bolted Rover V8, 285i Piper cam, Rhoads lifters, Stage 3 heads, gas flowed and combustion chambers balanced by V8 Developments, carbon fibre plenum, 76mm throttle body, Megasquirt ECU using EDIS8 ignition module. Bosch injectors imported in from the USA Gearbox: Land Rover R380 5-speed gearbox Suspension: Front: Standard track Westfield double wishbones converted to adjustable top rose joint, alloy stub axles and coil-over dampers. Rear: Standard Westfield wide track double wishbones, hub carriers, coil-over dampers, Ford 3.38 LSD diff Brakes: Front: Raceleda 4-pot alloy calipers with drilled and grooved solid discs. Rear: Drilled and grooved solid discs with Ford calipers. Wheels/tyres: Team Dynamics Pro-Race 1.2 15in black alloys with Toyo Proxes R888 225x50 R15 rear tyres and 205x50 R15 fronts Interior: Westfield leather seats, Carbon Mods dashboard, Savage switches, Race Technology Dash 2 display unit, Mountney steering wheel, Westfield harnesses Exterior: Carbon Mods aero scuttle and rear wing protectors, carbon effect front wings and rear light mounts
Contacts
Below: Adam Reeves has been in no rush to complete his Westfield, but the result is well considered and meticulously finished.
millimetres to spare in places. Wiring and pipework is pretty well concealed, particularly where the ECU is placed on the bulkhead, underneath the polished pipework for the air filter. On the driver’s side, the large bracket on which is mounted the throttle linkage somewhat conceals the familiar Rover rocker cover. But on the passenger side everything’s as you’d expect, save for the striking carbon fibre plenum chamber. Poke around and you begin to take in the full complexity of the packaging challenge. The way the tubular exhausts curl around in the engine bay is a work of art, with minimal room for error. Adam’s currently running standard engine mounts, allowing the V8 block to rock quite significantly when blipping the throttle. He’s already preparing to change them for firmer mounts to reduce the movement. Two things become apparent, even while simply moving the car around for the photoshoot. First gear is almost irrelevant, such is the torque of the motor – a feature made more apparent because of Adam’s unique throttle linkage. His neat arrangement mounted over the offside bank of cylinders may keep the cables from having to bend through a tight curve, but the current set-up gives him a 1:1 ratio action between pedal movement and throttle movement.
The kit – Westfield Sportscars. T: 01384 400077. W: www.westfield-sportscars.co.uk Exhaust fabrication – JP Exhausts. T: 01625 619916. E: sales@jpexhausts.co.uk W: www.jpexhausts.co.uk Rover V8 specialists – RPI Engineering. T: 01603 891209. W: www.v8engines.com V8 Developments. T: 01775 750000. E: v8developments@btconnect.com W: www.v8developments.co.uk Sump – Mulberry Fabrications. W: www.mulfab.co.uk Custom pipework – Pro-Alloy. W: www.proalloy.co.uk Carbon parts – Carbon Mods. W: www.carbonmods.co.uk Raceleda calipers – Fluke Motorsport. W: www.fluke-motorsport.co.uk Rod ends and parts – Rally Design. W: www.rallydesign.co.uk Tools and parts – Car Builder Solutions. W: www.cbsonline.co.uk Westfield Club Forum – W: http://boardroom.wscc.co.uk/cgi-bin/ikonboard.cgi Adam Reeves’ Build Diary – W: http://westfield build.com
aligns before it’s locked into place. It means no unsightly external catches and a system which helps guarantee perfect panel gaps every time. I’m surprised no one else has developed something similar.
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And once lifted away, the full enormity of the V8 installation is laid bare. It’s massaged into the Westfield engine bay with just
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Kit Build More normally, the throttle cable would act on a cam wheel which varies the ratio as the pedal goes through its normal travel. As a consequence, Adam needs to be extra sensitive when pulling away to avoid putting too much power down through the back tyres. It’s something he’s aware of and may live with initially, since he expects to upgrade to throttle bodies in the future, which would require a completely new linkage arrangement. Move into the interior and it’s focussed and minimal. The Race Technology Dash 2 unit looks a quality item, while the Savage aluminium switches are seen everywhere these days, and with good reason – they look great, especially on the carbon dash. I know from past experience that Westfield’s in-house seats are supremely comfortable, and Adam’s change from his previous purchase of some bare fibreglass seat shells is a good one. I’m not so keen on the lightweight carpet he’s chosen, though, which looks a little low-rent for a car that is otherwise an obvious quality creation. I wonder whether he’ll upgrade it once it hits the road. Outside, and despite the yellow and carbon theme, the subtlety of the interior continues. This isn’t a car to shout about its attributes, despite the identifying stickers strategically placed about the car, and including the Intel inspired ‘V8 Inside’
UK KIT CAR GUIDE 2013
Above: V8 Westfield bodywork has real presence, what lies beneath the bonnet delivers on that promise.
logo. The Raceleda front brake calipers and drilled/grooved discs are a hint of the potential lurking underneath. IVA preparation is evident out here, with carefully chosen wing mirrors and front suspension which is witness to some judicious covers to conceal any potential sharp edges.
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It all bodes well for the forthcoming test, and then Adam will be looking to get a brand new registration (since virtually everything on the car is new) before hoping that spring comes early. That said, all good things come to those who wait... and Adam’s had to do plenty of that!
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Suppliers of standard, custom and competition driveshafts, propshafts and associated driveline components.
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CPS/Drivelink Automotive & MotorSport 190 Kingsway South • Gateshead • Tyne and Wear • NE11 0SH T: +44(0) 191 4821690 E: sales@drivelink.com www.commercial-propshafts.co.uk www.drivelink.com
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106-110 MEV Rocket Build:Technical 2pp
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MEV BUILD
Dax 427 Build
IVA Theory
IVA Practical
Jon Mabbott’s
MEV ROCKETPart 1 This immaculate MEV Rocket is the product of one of the most immaculately clean garages we’ve ever seen. Adam Wilkins meets builder Jon Mabbott, a first-time kit car builder with an obsession for perfection.
T
here are many approaches to a kit car build. Some people get a kick out of innovatively cutting costs with bargain second-hand finds, for others the satisfaction comes from making their own bespoke components. When Jon Mabbott set about the build of his MEV Rocket, he indulged himself in researching the very best components to create the ultimate incarnation of the breed. For him, it mattered not that it wasn’t his own hands that built the engine, for instance (although he did install it). The buzz came from specifying exactly what he wanted by learning about the intricate details of what he was setting out to achieve. The creation of a bespoke car to his precise specification was the motivation behind the project. Jon has an engineering
background having served an apprenticeship at Rolls-Royce, although he made a career change to sales and marketing within the engineering world. Having owned a series of performance cars, he has always felt the need to tweak them and upgrade them to his taste, and it was his wife Rachel who suggested a kit car build. The timing was perfect: having done as much work to his house as possible, he was looking for something else to get stuck into. And work on the house had left him with a great working space. An extension over the double garage meant that the garage’s ceiling had to be panelled and fireproofed, so while he was at it he also boarded the walls and painted them white. Looking good, he also painted the floor and created a very clean working space. It got better when he found a job lot of tiles on eBay for
Above: Ever seen a kit car builder’s garage like this? Neither have we. Below: Owner Jon Mabbott.
£60 and was able to finish it off with a pale blue floor. Add in decent lighting and it’s a clean, crisp environment to work in and nothing like any kit car builder’s garage you’ve seen before. It’s the minimalism that hits you: there’s
Below: Chassis was powdercoated in a chrome effect finish.
Below: Let the build commence!
Below: Suspension and wing stays in same colour as chassis.
Below: Brand new engine had internals upgraded.
Below: Special pistons had to be made.
Below: Note TTS Supercharger bracketry at the front of the engine.
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Above: Plan was always to have the engine on show.
nothing in there barring the car. A separate shed made Jon’s working space, allowing him to keep the garage as a clean assembly area. It’s nicknamed the operating theatre. On a visit to the Newark show, Jon was drawn to the MEV stand shared by MEV itself and Road Track Race, which manufactures a number of MEV models. He liked the fact that the cars were modern and original, and his initial intention was to place an order for a Sonic7. However, once he’d seen a particularly tidy Rocket built by Scott Turner, his allegiance switched. He visited Scott and the RTR factory before deciding to place his order. It didn’t take long to decide that the car would be built from all new parts, would have the same chrome effect powdercoat on the chassis as Scott’s car and would be panelled in carbon fibre.
Above: Chargecooler located behind driver’s seat.
Above: Additional radiator at the front aids cooling.
option was dropped for its potential high cost and turbocharging was dismissed for its non-linear power delivery. Supercharging it was then, with its promise of smooth power delivery to 7000rpm, and Jon enlisted three companies to get involved in the engine build: Omex Technology for the engine management, TTS for the supercharger and Northampton Motorsport for the build and dyno runs. The first problem was fitting the Rotrex supercharger. While TTS had various brackets, none would fit within the Rocket’s chassis. Accurate positioning of the supercharger is vital to prevent the belt slipping, so TTS fabricated a bracket to suit. While the big bits were relatively easy to find, it was the smaller items where Jon was really able to indulge his enjoyment of
The chassis was sent to Aerocoat in Norfolk and treated with its special powdercoat. The company has a patented system for the high shine effect, and Jon had found Aerocoat through Scott’s recommendation. Working in the composites industry meant that Jon had plenty of contacts for carbon fibre bits. In some cases he made his own moulds, in others he borrowed RTR’s – but we’ll come to that later. The next decision to make was the engine specification. Jon knew that he wanted to stick with the 2-litre Ford Zetec engine the car was designed around, and his target power figure was around the 250bhp mark. It has actually turned out to have a staggering 309bhp. Various avenues were explored: natural aspiration, turbocharging and supercharging were all given due consideration. In the end, the naturally aspirated
researching just the right components. For instance, cooling was clearly going to be an issue. An intercooler was dismissed after some research. If it was placed in the nose, it would lose charge air pressure before reaching the midmounted Zetec engine. The only place it would work would have been mounted in the rollbar, but that was discounted on cosmetic grounds. A chargecooler would therefore need to be fitted, and space was found for it behind one of the seats opposite the fuel tank which nestles behind the other. Using a cardboard template to demonstrate the amount of space available, Jon took it to Radicool in Brackley, Northamptonshire, to build a bespoke unit. Plumbing was fabricated by BDE in Northampton, a firm usually engaged in making parts for breweries. Jon would create a
Below: See through side panels allow view into engine bay.
Below: Cardboard template for header tank.
Below: ...and the finished item.
Below: Neat cut out clears the fuel filler pipework.
Below: Ceramic plated heat shield helps isolate cockpit from heat.
Below: Exhaust made by Road Track Race.
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Above: Exhaust removed after trial fit to be heat-proof coated...
design and, after some toing and froing, it was altered and amended until it was perfect. “The chargecooler is a gorgeous piece of engineering,” says Jon, whose eye for aesthetic appeal is keen. Allied to a pre-radiator at the front, it’s effective as well. During the rolling road run, the charge air temperature didn’t once rise above 42deg. The pistons are also bespoke. Jon’s research – through talking to TTS and Raceline, who built the supercharged engine for the Caterham SP/300.R – led him to requiring standard compression pistons which could cope with the increased power and torque. Tuned naturally aspirated engines tend to require higher compression while turbos need lower compression. Because the power delivery of a supercharged engine is linear, standard compression is ideal.
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Above: ...and then all put back together and installed again.
Below: Gearbox all in bits. Longer first and shorter fifth installed.
Below: Handbrake and gearlever installed.
UKKITCAR GUIDE 2013
IVA Practical
Above: Carbon fibre twin silencers look mean.
the ceramic padded silver foil on the bulkhead. The next task was to source a set of wheels. Again, Jon knew what he wanted: lightweight rims, Ford stud pattern, 15in diameter and wider tyres on the rear than at the front. Rotor offered a set of 7J (205-section tyre) alloys that would suit the front and, as luck would have it, was in the process of making 8J (225-section tyre) wheels in the same diameter that would suit the rear. Jon was first off the blocks to buy a pair of wheels in the new size, and also specified a zero offset to maintain the aesthetic appeal. With the wheels sorted, and shod with Toyo R888 tyres, attention turned to the brakes. The discs and calipers were supplied by HiSpec. Of course, it wasn’t absolutely straightforward. Jon’s Rocket was the first to use the single caliper handbrake
Unfortunately, nobody made the pistons he needed, so he had them designed by TTS and made by JE Pistons. As the build progressed, Jon decided he wanted to show the car without an engine cover to display what was shaping up to be a very tasty looking engine bay. The see-through side panels also help to emphasise the visual appeal of the mechanicals. Hence there’s a Candy Apple Red rocker cover, carbon fibre air filter cover (chosen also for its insulative qualities to help keep the air cool) and a bespoke exhaust system built by RTR. The exhaust isn’t dressed in lagging tape – Jon doesn’t like its unkempt appearance – and is instead ceramic coated in a subtle dark hue. Zircotec was charged with applying the coating, a company that also works in Formula One. Further heatproofing is evident in
Below: Wheels of Jon’s chosen size took some tracking down.
IVA Theory
offered by HiSpec, which necessitated new rear suspension uprights built by RTR. These are now available to other Rocket builders. Jon took advice from RTR who suggested the standard gear ratios in the Ford Focus IB5 gearbox were too spread out with its short first gear and long fifth. Again, he took to the phone in order to research what he needed, and settled on a Quaife straight cut gear set and LSD. Next was to find a company to build the gearbox that he was happy spending money with. He tracked down MST Developments in County Durham – a company which supplies the Ford rally team. “They were so helpful on the phone I couldn’t not spend money with them,” he says. “I will always phone three to five companies of the same ilk before deciding who to give the business to.”
Below: ’Box back together. Second-hand casing scrubbed up well!
Below: Pedals plumbed in. Everything neatly routed.
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Above: Rolled outside! Body and engine off, but it’s rolling.
The gearbox casing is the only second-hand part on the car, as it couldn’t be sourced new.
Above: Rear wing shares its profile, if not width, with a Mosler’s.
However, to match the clean, new appearance of everything else, it was shotblasted inside
Above: Front wing originally mounted on aluminium bracket.
and out before having the new internals fitted. With the mechanical package sorted, it was time to put together the carbon fibre bodywork. Multiform – a friend and client of Jon’s – supplied the rear wing. Built to a size that suits the Rocket’s track width, it has the same profile as a Mosler race car’s. “Without wind tunnel testing, you can only make an educated assumption to what will work best,” Jon says. More carbon fibre wings are evident at the front, this time supported by very intricate stays. After a lot of internet searching, Jon found them via a ship company and their correct name is ‘turnbuckles’. Built to length for the car, they look terrific. For the other carbon fibre parts, such as the front bonnet, Jon borrowed the RTR mould and gave it to Carbon Mods to create a
Contacts The Kit: Road Track Race, Nottingham. T: 0115 978 0677. E: sales@roadtrackrace.com W: www.roadtrackrace.com Engine build and tuning: Northampton Motorsport. T: 01604 766624. E: northamptonmotorsport@btconnect.com W: www.northamptonmotorsport.com Engine management: Omex Technology, Cheltenham, Gloucestershire. T: 01242 260656. E: sales@omextechnology.co.uk W: www.omextechnology.co.uk Supercharger supply: TTS Performance, Silverstone, Northamptonshire. T: 01327 858212. E: richard@tts-performance.co.uk W: www.tts-performance.co.uk Gearbox build: MST Developments. T: 07890 587531. Carbon fibre body panels: Carbon Mods, Stoke-on-Trent, Staffordshire. T: 01782 324000. E: sales@carbonmods.co.uk W: www.carbonmods.co.uk Carbon fibre seats: Streamline Carbon, Northampton. T: 07715 055580. E: sales@streamlinecarbon.com W: www.streamlinecarbon.com Other carbon fibre parts: Multiform. T: 01953 850199. Powdercoating: Aerocoat, Great Yarmouth, Norfolk. T: 01493 488455. E: info@aerocoat.co.uk W: www.aerocoat.net Instrumentation: Race Technology, Nottingham. T: 01773 537620. E: sales@race-technology.com W: www.race-technology.com Silicone hoses: DPH Motorsport, Derby. T: 01283 480612. E: gareth@derbyperformancehose.co.uk W: www.derbyperformancehose.co.uk Chargecooler: Radicool Fabrications, Brackley, Northhamptonshire. T: 01280 701350. E: info@radicool-fabrications.co.uk W: www.radicool-fabrications.co.uk
new panel. In other areas, such as the centre console and steering column shroud, he made his own mould. The seats are from Streamline Carbon and were fitted after Jon rejected a pair of red Sparco bucket seats that he’d previously bought. “I fitted them and tried to convince myself they looked right, but they didn’t suit the car.” While Jon was happy to assemble all the hardware in his operating theatre, one aspect of the build he was happy to hand over in entirety was the wiring. “Electrics do nothing for me at all,” he says. “I probably could have wired the car, but I didn’t want to.” RTR has an in-house electrician and the job was handed over to him – but not before first coming up with a brief. The main components in the electronic system are the Omex 600 ECU and the Race
Below: Wing supports sourced from shipping supply company.
Below: All bodywork is carbon fibre.
Below: Jon made his own mould for the carbon fibre...
Below: ...steering column shroud using Ford item as a basis.
Below: Brakes all-round are from HiSpec.
Below: New rear upright now an option for all Rocket builders.
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Above: Omex 600 ECU in place. Wiring done by RTR.
Technology Dash2 instrumentation. After discussions with Omex, Jon decided what he wanted to route via the Dash2 and what would be routed via the
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Dax 427 Build
Above: Race Technology Dash2 a classy bit of kit.
ECU. In the end, the speed pickup went straight to the dashboard while the oil temperature, oil pressure and water temperature readings all go via the engine
MEV Rocket Specification Engine: 2-litre Ford Zetec, Omex 600 ECU, Rotrex 30/94 supercharger, JE pistons with 10.2:1 compression ratio, intercooler, ARP big end, head and flywheel bolts, lightened flywheel, high torque starter motor, Raceline cast baffled sump, 10-row Setrab oil cooler, chargecooler, custom billet thermostat housing, custom 2.5in stainless steel exhaust, Zircotec coating, carbon fibre cans. 309bhp. Gearbox: Ford IB5 gearbox with longer first and shorter fifth gear ratios. Suspension: Front – Double wishbones, coil-over dampers. Rear – Double wishbones, coil-over dampers. Brakes: HiSpec calipers front and rear. Discs. Wheels & Tyres: Rota Slipstream alloy wheels. Front – 15in by 7in wheels with Toyo R888 205/40x15 tyres. Rear – 15in by 8in wheels with Toyo R888 225/50x15 tyres. Interior: Pre-preg carbon fibre seats with chrome effect paint on rear, Sparco harnesses, Race Technology Dash2 instrument display, Race Technology Dash4 steering wheel display, custom stalk controls, carbon fibre dashboard, bespoke ignition key. Exterior: Carbon fibre bodywork, see-through engine side panels, carbon front and rear wings, chrome effect powdercoating, LED tailights and DRLs, Harley Davidson custom headlights.
IVA Practical
Above: Headlights intended for a Harley Davidson.
management box of tricks. This allows them to be monitored and graphed so that potential areas where power is being lost can be analysed and eliminated. Attention to detail in the wiring included gauze style sheathing and waterproof connectors throughout – there are no spade or bullet connectors to be found. Finally, LED lighting appears at the rear, while the headlights were intended for a Harley Davidson. They’re not the lightest-weight units, but the look was an important consideration. Neat LED indicators sit on bespoke brackets at the front, while the column switch controls are also bespoke rather than standard Ford items. At the end of a build that had taken around 720 hours over a two-year period, Jon handed the car to RTR to take advantage of its IVA service. This made the process of the test and
Jon Mabbott’s
Below: DRLs and headlights in place.
IVA Theory
registration a cinch, and the car was topped off with a personal plate, the M600 following RTR’s naming convention and referring the car’s rounded-up power to weight figure. When we visited Jon and his spotless garage, the car has been on the road a mere couple of weeks. Since then, he has taken part in his first track day and clocked up a few miles – in the dry, of course! In the next feature we take a closer look at the finished article. This is one of the most immaculate builds we’ve ever seen. CKC Below: DRLs in bits before being fitted to the car.
Below: On the rolling road. Northampton Motorsport built the engine, and that’s where it was first fired up.
Below: Indicators use bespoke mountings.
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SF0984K or SF0984KSS Clamp
63
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SF1450 Universal Anti-Roll Bar Bushes Range 10 - 30 mm
SF1276 Range SF2043 Range
use 10 mm or Ǫ“ bolt
SF1276S SF0478 Range
SF2043S SF0478S
Trade Enquiries Welcome
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Kit Build Built in a garage so clean NASA would be proud, Jon Mabbott’s MEV Rocket is an immaculate, high spec interpretation of the model. The best Rocket we’ve seen? Undoubtedly… ometimes it can take an age to find a location for a car photoshoot. As well as suitable backdrop, you need to make sure it’s free of distractions like painted lines on the ground and fences behind the car. And if you can find somewhere out of the way of passers-by and not cause a nuisance that’s better still. But there was no laboured searching for a place to take photos of Jon Mabbott’s MEV Rocket. Having read part one of this story, which covered the build, you’ll know his garage is immaculate. Nicknamed the operating theatre, it has a tiled floor, plain white walls and good lighting. What’s remarkable is that the space contains almost nothing but the car. You first wonder how it’s possible to build a car with seemingly no equipment, but it turns out this is just an assembly area for clean parts; all the hard work took place in a separate shed. Jon’s Rocket looks every bit the product of this pristine, minimalist environment. Prior to choosing the Rocket, Jon had been considering buying a second-hand supercar. As with previous performance cars he has owned, including TVRs and BMW M-cars, the plan would have been to buy a car, improve it some way (“I can’t help myself… there’s always something I don’t like”) and pamper and polish it, using it only on dry days. Cars like the Porsche 911 (997) and Ferrari 355 were on the list when his wife Rachel suggested a kit car build. At first, he was dismissive of the kit car idea. Outdated prejudices of lashed-up and bodged cars led Jon to assume a kit car build wasn’t for him. The kit car idea wasn’t entirely ruled out, though, and a visit to the Newark kit car show opened Jon’s eyes to what’s available in the modern kit car market. With memories of his TVRs, he was initially drawn to Cobra replicas. Here were some V8 two-seaters with better build quality than he had been used to with the Blackpool creations. Eventually, though, he settled on the MEV stand and opted for the Rocket which is manufactured under license by Nottingham based Road Track Race (RTR). Our scene has poached Jon from the second-hand supercar market, and he
S
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MEV Rocket
Science Words and Pictures: Adam Wilkins
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doesn’t regret one minute or penny of it. “I could have had a garage queen sitting there and depreciating for the last two years. Instead, I’ve had the enjoyment of building the Rocket for the same outlay.” As you have no doubt guessed by now, there was a generous budget for the car. Jon has all the bills in a file but has never added them up. He estimates a total spend of around £25,000; I wouldn’t be surprised if the total reaches something north of £30,000. Whatever the figure, it’s testament to RTR that this clearly discerning customer was confident to take what was originally conceived as a budget kit car and ramp-up the specification to sky high levels.
Above: Interior continues the carbon fibre theme of the bodywork. Above right: Supercharged Ford Zetec engine has been very neatly installed. Built from all new parts.
Below: Rocker cover painted in Candy Apple finish.
And as you take a walk around the car, there’s a lot to take in – once you’re over the drama of the big front and rear wings, all carbon fibre bodywork and chrome effect chassis. At the car’s core is that heavily reworked 2-litre Ford Zetec engine. Shown without an engine cover, it remains on permanent display – a theme emphasised by the see-through side panels. The Rotrex supercharger is one highlight, the bespoke bracket on which it’s mounted being a work of art. Meanwhile, the Candy Apple rocker cover adds colour and other trinkets like the bespoke header tank give you more to drink in. Less obvious are the necessities like the plumbing – it fades into the
background, letting the more exciting hardware steal the headlines. The dominance of carbon fibre continues inside. Floor, seats, dashboard… it all has that distinctive weave. Jon’s own centre console and steering column shroud lend the car a professional, complete feel, as does the lack of any visible fixings. One thing that’s usually necessary before taking photos of a kit car interior is tidying the harnesses – not so here. Already neatly arranged, the excess length was neatly tied behind the seats. It’s a minor detail, but highly indicative of the level of care lavished on this car. The more you look, the more mind-boggling it becomes! Engine proudly displayed.
Carbon fibre seats.
Left: Jon’s own centre console houses Race Technology Dash2 instrumentation. Right: Not your average plastic oil filler cap!
Steering column shroud a neat touch.
Right: Excess length of harnesses is neatly tidied away behind the seats.
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Natty indicator mounting stalks.
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MEV Rocket
Owner Rating (out of ten) THE BUILD Kit quality: 9 Manufacturer back-up: 10 Build manual: 7 Ease of build: 9 Ease of IVA compliance: 9 ON THE ROAD Performance: 10 Handling: 9 Brakes: 9 Smile factor: 10 Value for money: 10
The bespoke approach didn’t strictly end with the car. Not content with a plastic Ford ignition key, Jon set about making his own. The one in the photograph is actually the third incarnation. The basis is a block of aluminium that was cut with a water jet. Inside was placed a rocket (actually a novelty tyre valve cap) and it was set in place, together with the ‘blade’ part of the key, with a UV stable resin. “It keeps you busy in the evenings,” says Jon. The original plan for this build was to create a car from all new parts and a few extras. It has clearly evolved to something beyond that… it has become a work of art, and the standard of build and register of valuable parts has affected the way Jon
now intends to use the car. Its high value means that Jon is uneasy with driving it too hard on track. The day after my visit he was off to the Annual Moggers’ Meet club event at Curborough Sprint Circuit. While he exercised more caution than he perhaps would in a lower value car, he was still out there using it. The car also ventures out of the garage for trips on local roads when they’re dry, and Jon took me out as a passenger. Despite not going near full throttle, it was still genuinely, searingly rapid. The car’s 309bhp equates to 567bhp per tonne (and there are plans to up that to 620bhp per tonne next year). Compare that to a Ferrari 355’s 277bhp per tonne and you realise that heading down the kit car route has got Jon the performance he couldn’t have dreamt of had he stuck to his original supercar plan. “It’s the ideal engine choice,” says Jon, speaking of his decision to use a supercharger rather than a turbo. “It feels safe to pull out of corners without having to worry about some animal at around 3000rpm.” It’s very quick, but the speed builds in a linear fashion. He’s also pleased with his amended gearing. A long first gear can be held to just over 50mph, while fifth is short. It could actually be too short; Jon has a longer fifth ratio in the shed should he decide to alter it. He’s happy with the finished result, though – and who wouldn’t be? It looks great and there’s a level of sheer
performance on offer that will take some time to unravel and get used to. However, he also admits to be slightly disheartened
I Built This... Jon Mabbott Age: 36 Occupation: Sales Manager Best thing about your car: Power/performance/noise Worst thing about your car: Chrome chassis has bright reflection in the sun! Favourite film: Anchor Man First car: Mk1 Volkswagen Golf Lottery win car: Needs to be Euromillions as there’s too many to list. Mclaren F1 is probably at the top Fastest car you’ve experienced: Lamborghini Murcielago LP640
Below: Turnbuckles from the boating industry used as front wing stays. They have a nice technical look to them.
Mirror bolts hidden on special bracket behind bonnet.
Intricate rear wing stay.
Even the ignition key is modified!
Air intake sounds loud behind seats.
Heat shielding on bulkhead.
Exhaust silencers look the business.
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Kit Build that the build is over. With a view to starting another project to keep himself occupied, he is seriously considering RTR’s new Mevabusa. Indeed, he has already carried out a lot of research on supercharging the Suzuki Hayabusa engine and has a very clean engine sitting in the garage. Selling the Rocket would green-light the project. “If I build it, it will be done as cheaply as possible,” says Jon. There’s a pause before he adds, “I hope.” In reality, it’s highly likely that he won’t be able to help getting carried away and creating a follow-up to the same standard as his Rocket. Even if he does keep a lid on costs, it’s bound to be built to a standard that makes it magazine feature material. At least we know there’s a guaranteed photo location. CKC
Jon Mabbott’s MEV Rocket Specification Engine: 2-litre Ford Zetec, Omex 600 ECU, Rotrex 30/94 supercharger, JE pistons with 10.2:1 compression ratio, intercooler, ARP big end, head and flywheel bolts, lightened flywheel, high torque starter motor, Raceline cast baffled sump, 10-row Setrab oil cooler, chargecooler, custom billet thermostat housing, custom 2.5in stainless steel exhaust, Zircotec coating, carbon fibre cans. 309bhp. Gearbox: Ford IB5 gearbox with longer first and shorter fifth gear ratios. Suspension: Front – Double wishbones, coil-over dampers. Rear – Double wishbones, coil-over dampers.
Below: Jon’s next planned project is a MEVabusa. He already has the Suzuki Hayabusa engine and lots of new knowledge on supercharging it. Bottom: Build of the next project will depend on the sale of his Rocket.
Brakes: HiSpec calipers front and rear. Discs. Wheels & Tyres: Rota Slipstream alloy wheels. Front – 15in by 7in wheels with Toyo R888 205/40x15 tyres. Rear – 15in by 8in wheels with Toyo R888 225/50x15 tyres. Interior: Pre-preg carbon fibre seats with chrome effect paint on rear, Sparco harnesses, Race Technology Dash2 instrument display, Race Technology Dash4 steering wheel display, custom stalk controls, carbon fibre dashboard, bespoke ignition key. Exterior: Carbon fibre bodywork, see-through engine side panels, carbon front and rear wings, chrome effect powdercoating, LED tailights and DRLs, Harley Davidson custom headlights.
Contacts The Kit: Road Track Race, Nottingham. T: 0115 978 0677. E: sales@roadtrackrace.com W: www.roadtrackrace.com Engine build and tuning: Northampton Motorsport. T: 01604 766624. E: northamptonmotorsport@btconnect.com W: www.northamptonmotorsport.com Engine management: Omex Technology, Cheltenham, Gloucestershire. T: 01242 260656. E: sales@omextechnology.co.uk W: www.omextechnology.co.uk Supercharger supply: TTS Performance, Silverstone, Northamptonshire. T: 01327 858212. E: richard@tts-performance.co.uk W: www.tts-performance.co.uk Gearbox build: MST Developments. T: 07890 587531. Carbon fibre body panels: Carbon Mods, Stoke-on-Trent, Staffordshire. T: 01782 324000. E: sales@carbonmods.co.uk W: www.carbonmods.co.uk Carbon fibre seats: Streamline Carbon, Northampton. T: 07715 055580. E: sales@streamlinecarbon.com W: www.streamlinecarbon.com Other carbon fibre parts: Multiform. T: 01953 850199. Powdercoating: Aerocoat, Great Yarmouth, Norfolk. T: 01493 488455. E: info@aerocoat.co.uk W: www.aerocoat.net Instrumentation: Race Technology, Nottingham. T: 01773 537620. E: sales@race-technology.com W: www.race-technology.com Silicone hoses: DPH Motorsport, Derby. T: 01283 480612. E: gareth@derbyperformancehose.co.uk W: www.derbyperformancehose.co.uk Chargecooler: Radicool Fabrications, Brackley, Northhamptonshire. T: 01280 701350. E: info@radicool-fabrications.co.uk W: www.radicool-fabrications.co.uk
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STRONG QUIET HELICAL GEARS
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DEVELOPMENT ENGINEERING & ENTERPRISE
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DAX 427 BUILD
MEV Build
IVA Theory
Mike Read’s
IVA Practical
Part 1
DAX 427 BUILD Having built and run a V8 Dax Rush for the last decade, Mike Read was ready for the next challenge – to assemble his ultimate Cobra replica. Ian Stent takes up the story.
U
K resident Mike Read is actually an Australian. Nothing particularly unusual about that, except that Mike didn’t know he was Australian until recently. He’d been quite happy being a Pomme until he began researching his long-held ambition to retire out to Australia and discovered it wouldn’t be as easy as he’d hoped. Looking back through the family archives he discovered that when his mum had been evacuated from Hong Kong to Australia during the war, she’d taken Australian residency and, as a consequence, her children were entitled to the same... Mike now has dual nationality. To keep him occupied in his soon-to-be sun-drenched
retirement Mike felt he’d like to have some form of small business, and his experience building and owning a 4.8-litre Rush V8 (to a very high standard) made him wonder whether a kit building operation might fit the bill perfectly. Mike had considered building a Cobra replica back in 2000 when he settled on the Rush instead. “I thought I’d try something simpler,” he explains. “I was worried about shutlines with the larger kits, so I went with a seven style car… I wanted to track day it as well.” Keen to hold onto the V8 installation meant more limited choice of contenders at the time, and he eventually went for the Dax Rush with a V8 prepared by Rover tuning specialist John Eales. Located in a Rush chassis which
had not only the company’s front camber compensation suspension, but also its rare rear camber compensation package (which was subsequently overshadowed by a more affordable De Dion arrangement that remains the usual option today) it’s a top spec car. While Mike still owns the Rush (although it’s now for sale), the urge to own a Cobra replica has never left him, and with his retirement plans taking shape, now was the time to fulfil his ambition, while also trial running what might be a new business abroad. “Ten years on and you are a bit older,” laughs Mike. “The Cobra is not so stark as a sevenesque car and as you get older you want a bit more space, a boot and that sort of stuff. As a teenager of the ’70s, the E-Type
Above: Mike Read set out to build the very best car he could, having previously assembled an immaculate Dax Rush.
and the Cobra were on my wall. The Cobra’s a beautiful car.” Like the Rush, it was always going to be a top spec car. He didn’t see any point in building a ‘standard’ Cobra replica that would have to compete with the large numbers of comparatively affordable second-hand offerings when he came to sell it. His would be a replica for the wealthy
Below: DJ Sportscars workshop area is impressive, with most fabrication, including fibreglass bodyshells, made in-house. Mike had opted for the company’s rolling chassis package.
Below: Upgraded chassis includes DJ’s unique camber compensation front suspension. Lower wishbones are from the Jaguar XJ40.
Below: Optional chassis upgrade has substantial triangulation which makes it more rigid than a conventional ladder chassis. Rear suspension is a De Dion design.
Below: Main mechanical components sourced from Jaguar XJ40, including this differential...
Below: ...tag on diff casing identifies the internal ratios. In this case a 3.54:1 unit.
Below: Virtually the first job back at home is to align and permanently locate the bodytub with its integral inner tub and inner wheelarches. Bonded and rivetted in place.
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UK Kit Car Guide I WORKSHOP – KIT BUILD customer looking for the ultimate plaything. The usual contenders were in the mix, but in the end his decision was made simple. “I like the look of the Dax. The stance of it is very aggressive.” Add in his existing knowledge of the company, and it was a no-brainer. From the outset, the specification was from the top drawer. DJ’s camber compensation chassis package was again present, while Mike ploughed straight in with a mighty 7-litre LS7 Chevrolet engine with additional tuning to help it release a gargantuan 571bhp. It was a ‘take-noprisoners’ shopping list. Having placed an order soon after the 2009 Stoneleigh kit car
show, the rolling chassis was ready for collection from DJ in October, although a winter sabbatical to his new found homeland meant he didn’t return to Blighty and begin the build in earnest until late January 2010. Building with new parts throughout, Mike looked at DJ’s option of a rolling chassis and decided that the small financial premium was worthwhile, so the powdercoated frame already had the front and rear suspension in place and some slave wheels to allow it to be loaded onto a trailer. But once home, the real work could begin. Almost before anything else, the fibreglass bodytub that came with the kit needed to be permanently located. This is because the tub
also includes the main inner tub and inner wheelarches, all of which are used when locating many of the basic mechanical items such as pedal box, steering column etc. Unsurprisingly, this was the one area of the build where Mike also needed additional help, with the body needing to be lifted on and off a number of times to double check its location. As is often the case, exact alignment onto the chassis is tricky, since while the chassis is jig built and symmetrical, the original plug from which the body mould was created was handmade and exact symmetry is almost impossible. So it’s important at this stage to get the arches sitting accurately around and over all four wheels
(often best done with the correct wheel and tyre combination, rather than the donor wheels used to move the chassis around the garage). When Mike was finally happy with the positioning, the body was bonded and riveted to the chassis. Mike could now begin completing the mechanical install, but also the alignment and trial fitment of all the vital Cobra brightwork such as windscreen, nudge bars, boot and bonnet hinges etc. For the latter, he’d also decided against DJ’s trademark wide bonnet scoop. Because he was using the injected LS V8 there was simply no need for the additional bonnet height and, had he wanted to, he could have even specified a
Below: Early job was fitting these pre-fabricated engine bay liners. These polished aluminium panels look superb, but require bonding in, with cardboard packing to hold them in place.
Below: Difficult to see in this pic, but the finished article looks superb and gives the impression of a metal rather than fibreglass structure to the body.
Below: A visit to LS Power showed how the LS engine works in a Gardner Douglas Cobra replica chassis, complete with fabricated front air scoop taking clean air ahead of the rad.
Below: Massive 7-litre LS7 V8 engine on its packing crate awaiting collection along with a Tremec 6-speed gearbox...
Below: ...only a small trailer needed for the return trip, but it’s an expensive cargo.
Below: New GD supplied radiator would be needed to complete installation, but not before front chassis mods.
Below: Sizeable fuel tank ready to be located under rear of chassis.
Below: This is actually the backing panel for the main dashboard and it needs trimming as shown to ease fitment of gauges and switches in the over panel...
Below: ...blank over panel ` and other dash ancillaries. Will eventually be trimmed in leather as part of DJ trimming option.
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DAX 427 BUILD
MEV Build
IVA Theory
IVA Practical
Above: As much as possible was installed on the bodywork before it was sent away for paint.
Above: Rivets visible where body located along rear of chassis. Over panel required where the De Dion suspension operates.
Above: Fibreglass template borrowed from DJ for accurate positioning of the soft-top catches located on bodywork.
Above: Masking tape not only makes it easy to mark drilling points, but also stops drill slipping when drilling.
Above: Everything removed from the bodyshell and wheeled around to nearby bodyshop for painting.
Above: After initial filling and priming, a light dusting of a guide coat helps during final flatting to reveal high or low areas.
Above: Light silver used for the central stripes is applied first...
Above: Stripes are then masked off, along with additional pinstripes, before main body colour is applied...
Above: Ferrari metallic grey applied over whole car. Masking tape will protect and create the silver stripes below...
bonnet with no scoop at all. In the end, he went for the company’s narrow scoop option. If nothing else, it’ll keep people guessing a bit longer as to which make of replica it is. Unsurprisingly, the LS installation would add a few complications to the build. For starters, the engine has to be used in conjunction with the Chevrolet throttle pedal, since it’s a fly-bywire throttle. This meant a rather complex modification to the existing DJ pedal box to ensure the fabricated pedal worked with the modern Chevy V8. Elsewhere, the LS requires very specific breathing requirements, and Mike’s research had led him to LS V8 specialist, LS Power. Somewhat ironically, LS Power is an offshoot
UK KIT CAR GUIDE 2013
of Gardner Douglas, another Cobra replica manufacturer that had been on Mike’s shortlist. The company developed the LS installation for its own Cobra replica before anyone else in the UK, and went to great effort to productionise the installation with a bespoke ECU (via Omex) and ancillaries. For Mike, the proven nature of LS Power’s installation in a fake snake was important, and he had already placed an order for a brand new LS7 powerplant and latest generation 6-speed Tremec gearbox. Complete with an engine upgrade by US tuning specialist Mast Motorsports in Texas, the engine should be good for 571bhp. As part of LS Power’s development of its Cobra
installation, the company has made a bespoke fibreglass air intake duct that draws air from just ahead of the radiator in the cool air as it goes into the Cobra’s distinctive grille. Mike was certainly keen to use that on the Dax, but when he then came to fit DJ’s radiator, it wouldn’t go in below the new air intake. Gardner Douglas had of course developed a radiator install that accommodated the intake, and the company was happy to supply Mike with one of its own rads. Only problem was making it fit within the Dax’s different chassis dimensions. After some mods to the front chassis legs the new rad was in, and the LS’s breathing sorted. But the engine wasn’t even in situ yet, and before that happened, Mike was having the
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car painted. Everything was stripped back off the shell and it was pushed round from the unit where he was building it to his chosen paintshop Classic and Custom Works just around the corner. Mike had thought long and hard about the colour and didn’t want to go down the familiar metallic blue with white stripes route. Instead he opted for a Ferrari metallic grey with Ferrari silver for a relatively subtle twin stripe finish. Finally completed with endless coats of lacquer, the finish is completely smooth over the stripes. Of course, once back in his own garage, it meant reassembly (and still quite a bit of first fit) had to be done extremely carefully. And not least of these
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UK Kit Car Guide I WORKSHOP – KIT BUILD
Thanks Mike would like to thank Peter Walker and Simon Johns at DJ Sportscars. Andy Burrows at LS Power.
was slotting the vast engine and gearbox assembly into the Dax’s relatively confined engine bay. Once in, Mike could work on the wiring, integrating the LS7 loom into the Dax loom, along with the smaller sub loom for the electric power steering package he’d also ordered from DJ. Despite appearing a daunting task, it’s one that Mike found relatively easy. Having cut out the holes for his chosen instruments, the dash blank, seat shells and other interior panels were sent back to DJ’s trimmer, for covering in a
mix of red and black leather. The seats are particularly striking, being DJ’s standard low-back bucket, but now with an additional fibreglass upper back and headrest in order to meet with current IVA regulations. This bolts to the existing seat and was trimmed to match Mike’s chosen red with black piping theme. The Dax was now coming together nicely, but not in time to meet his self-imposed deadline of the Stoneleigh show in May 2010 (remember, he only really started it at the beginning of the year!). Just missing this deadline meant the pressure was off slightly, although the Dax was largely finished within the following month. As you might expect, this has not been a cheap build, and Mike is looking for £50,000 plus VAT
in order to let the car go to a new owner. Serious money by any standard, but a serious car too. That mighty engine and gearbox package accounts for well over £12,000 and there has simply been no economising at any stage in this car’s creation. Looking back over the build, Mike doesn’t think anything has caused major difficulty, although straying from the stock DJ radiator presented one of the biggest challenges. “Kit cars are always a bit frustrating at times because you’ll get to a stage late at night when something just doesn’t seem to fit,” he comments, “but I go to bed, wake up in the morning and it’s all quite simple!” And the result of this matterof-fact approach to kit car building is a great advert for his
Contacts Kit package: DJ Sportscars. T: 01279 442661. W: www.daxcars.co.uk
Engine: LS Power. T: 01949 843299. W: www.gdcars.com/ls-power
Paint: Classic And Custom Works, High Wycombe. T: 01494 716416. W: www.classicandcustomworks.co.uk
Trim: Trim Shop, Redditch. T: 01527 598488. W: www.trim-shop.com
Hoses: Spectrum Hose, High Wycombe T: 01494 524332. W: www.spectrum-hose.co.uk
forthcoming project Down Under. Mike hopes to sell the Dax before he goes abroad, but it seems he already has a laid back Aussie view on life. “If it doesn’t sell over here, then it’ll make a nice demonstrator over there.” Too right, mate! CKC
Below: ...masking tape removed before copious layers of lacquer build a level surface over the stripes and enhance depth.
Below: No wonder Mike’s not smiling! Nervous first installation of the LS V8 over the top of newly painted shell!
Below: LS Power supplied engine looks pretty spectacular once in place.
Below: Standard DJ low back bucket seats are now made IVA friendly with these sizeable head rests which bolt in place.
Below: Professionally trimmed dashboard now in place and interior starting to take shape.
Below: Factory supplied trim kit included optional leather for the tunnel tops. Black and red scheme is certainly striking.
Below: Seats now beautifully trimmed. Head rest section can be removed.
Below: Completed interior is very spectacular. A few final wires to connect up under the steering column.
Below: Boot trim is rather more subtle, but no less impressive.
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Kit Build
MAX Dax Mike Read’s design brief was to build the best Cobra replica he could, and then add a bit more for good measure. His 7-litre, 571bhp all new Dax 427 should do the trick!
Words and Pictures: Ian Stent
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Dax 427
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Kit Build ontrary to the government’s favourite word these days, there was little evidence of any ‘austerity measures’ when Mike began planning his build late in 2009 and then assembling the car through the first half of 2010. A humble Rover V8 under the bonnet perhaps? Vinyl interior? A basic gelcoat colour finish? Err... no. Surely, there must have been some nod to the current economic malaise? A rebuilt engine? Donor Jaguar components carefully refurbished in the garage at home? Sorry... none of that either! Instead, Mike’s Cobra build took no prisoners, whatsoever. Full leather interior, brand new components throughout, upgraded Dax camber compensation chassis, bigger brakes... and a 7-litre 571bhp Chevrolet LS7 engine under the bonnet mated to a brand new 6-speed Tremec TR606 gearbox. Double dip recession, anyone? 1930s style depression? Belt-tightening, cost cutting... blah, blah, blah. We British sometimes have an innate knack of talking ourselves into exactly the situation we’d like to avoid. So stuff all the negativity and thank goodness for no-holds-barred projects such as this... brimming with optimism. Not that Mike intends to hang around for long. As we discovered earlier, he’s got dual nationality and is jetting off to
C
UKKITCAR GUIDE 2013
Left: Latest IVA spec highback seats are controversial.
I Built This... Mike Read Age: 56 Occupation: Soon to be kit car builder! Best thing about your car: It’s a Harley Davidson for the over 50s Worst thing: Hood mechanism Best bargain: Exhaust for free when kit bought as a
Below: Interior has striking colour swatch. It’s not for shrinking violets.
Australia just as soon as he can. Throughout the day, there’s talk of their plans... the weather, surfing, sailing, low living costs, quality of life, great food. All the while, we’re dodging seemingly continual periods of drizzle on a grey winter’s day to get the pictures in for this feature. Perhaps it’s no wonder he has a sunny view on life! Mike tells us he’s built the Dax 427 to sell it. He’s hoping to build them in Oz when he gets over there, and thought it might be wise to have a trial run in the UK first (where it would be easier to sort out
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show deal at Stoneleigh Fastest car you’ve ever been in: TVR Cerbera Lottery win car: Bentley Continental GT
any issues in fitment or parts supply). He tells us that he set the specification high in order to lift the car away from the myriad of more affordable Cobra replicas always filling the classified sections of magazines such as this. It all sounds highly plausible and eminently sagacious. This wasn’t a project driven by passion or impulse but rather a project following a carefully thought out business plan...
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Dax 427
LS Power Mike Read sourced his LS V8 from LS Power. The company’s Andy Burrows began using these modern injected V8s before most others, as early as 2002, but he formed LS Power as a dedicated LS outlet is 2005. Since then, the company has supplied over 100 top end complete LS installations, for use in a variety of kit cars, from Ultimas to Cobra replicas beyond its own GD427. LS Power sources brand new installations exclusively through US specialist Mast Motorsport. Here each engine is individually built up (and effectively blue-printed) and run on the dyno, using the company’s own engine mapping. This means the company’s base spec LS3 runs 480bhp instead of the stock engine’s 430bhp. LS Power has chosen to go this route because of the confidence that comes with an engine that’s already been run on the dyno and is a simple plug ’n’ play installation, requiring no further mapping. LS Power’s LS3 packages start at around £5500. LS Power’s experience with this engine package means the company has developed a number of specialist packages, such as dry sump kits and airbox solutions. The company can also help with all manner of aftermarket components for those who have sourced a cut-out engine from a donor car. With these earlier units, they come with a mechanical throttle. For more information see Useful Contacts panel.
Or perhaps not. As our day progresses we’re relieved to discover increasing evidence of Mike’s long term desire to build a Cobra replica and indulge himself with all the top end componentry that he’d want in his own car. While it may be true that this Dax is for sale and should ideally be sold before he heads abroad, it’s increasingly clear that he won’t be too unhappy if he’s forced to load it into a container and take it with him. Seeing the Dax Rush he built some ten years ago in the garage beside the new car, it’s also easy to see that Mike never does anything by halves. His 4.8-litre Rover V8 Rush is hardly a shrinking violet built
UKKITCAR GUIDE 2013
Above: Mighty 7-litre LS7 good for 571bhp and torque to pull out tree stumps. Looks fab.
Below: Deep dish 18in 3-piece alloys with hidden wheel nuts and dummy spinners.
a convenient location on the steering column shroud. The chrome style edge trim around the wind wings on the windscreen is another subtle tweak. And of course the bigger picture doesn’t disappoint. The exterior looks sensational, with a top-flight paint finish, huge wheels and tyres and thumping big side pipes. Mike chose the Dax over other obvious contenders because he loved the stance of the car, the way it sat on the road, and that’s certainly evident here. This car is ready to pounce. Inside, the red and black trim isn’t subtle. It oozes
down to a price – Mike knows how to enjoy himself. And he also knows how to build a car, because a look around the 427 reveals a machine assembled with a fine eye for detail. To avoid damaging the paint, items such as the body-mounted soft-top fasteners and exterior bootlid hinges are located on hand cut rubber washers. They’re not something you notice at first, but they’re a lovely touch. In the engine bay the wiring is kept largely out of sight and the plumbing is neatly done. Other nice touches include the control for finetuning the electric power-steering adjustment, which Mike has relocated into
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Kit Build confidence and, as you’d expect, it’s meticulously installed. The highback additions to the standard Dax seats are an opinion-splitting feature. In some respects they suit this car’s modern interpretation of a classic, while for others they’re simply too big and at odds with the period look. As it stands, there’s no chance of a passenger ride down the road since the car has yet to go through IVA. As Mike moves it around for the pictures, the 7-litre Chevy sounds as glorious as you might
With Thanks Mike would like to thank Peter Walker and Simon Johns at DJ Sportscars. Andy Burrows at LS Power.
expect, while its performance stats aren’t plucked from the sky, but the result of a genuine dyno run by Mast Motorsport in the States, which tuned the standard LS7. It’s going to be super quick. Unsurprisingly, this has not been a cheap assembly process... and Mike’s looking for a sale price that reflects the no-holds-barred specification. So if you
too are looking for something that lifts you out of the financial fog of gloom that is at risk of descending on us, then you’ll need pockets deep enough to write a cheque for £50,000 plus VAT (contact details in the panel opposite). Alternatively, Mike won’t be too upset if he has to take it with him. Australia, watch out! CKC
Mike Read’s Below: Mike Read built this Dax 427 in double quick time. You wouldn’t know from the quality of finish, though. It’s immaculate.
Dax 427 Specifications Engine: Chevrolet LS7 7-litre V8. Tuned by Mast Motorsport. 571bhp. Gearbox: Tremec TR606 Magnum 6-speed gearbox. Suspension: Front – DJ’s camber compensation front suspension, XJ40 hubs, coil-over dampers. Rear – De Dion rear suspension with XJ40 differential, GKN driveshafts, coil-over dampers. Brakes: Discs all round, optional DJ big brake upgrade, servo assisted. Wheels/tyres: 18in Image Halibrand replicas with hidden wheelnuts, Toyo T1R 234x40 R18 fronts, 295x35 R18 rears. Interior: DJ interior carpet set and leather trim package, DJ headrests, aluminium fly-off handbrake, Momo steering wheel, ETB gauges. Exterior: Ferrari metallic grey with silver stripes. Full DJ brightwork package.
Contacts Kit package: DJ Sportscars. T: 01279 442661. W: www.daxcars.co.uk Engine: LS Power. T: 01949 843299. W: www.gdcars.com/ls-power Paint: Classic And Custom Works, High Wycombe. T: 01494 716416. W: www.classicandcustomworks.co.uk Trim: Trim Shop, Redditch. T: 01527 598488. W: www.trim-shop.com Hoses: Spectrum Hose, High Wycombe. T: 01494 524332. W: www.spectrum-hose.co.uk It’s for sale: Contact DJ Sportscars. T: 01279 442661. W: www.daxcars.co.uk
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Southside ARC offers the complete accident management solution for your damaged vehicle Southside ARC has been part of the kitcar scene for many years, not only on the repaint side, but also crash repairs. As one of our directors is himself a kitcar fanatic, we understand the time and effort that goes into building the car of your dreams! We therefore know that the final finish to your pride and joy, either after an accident or your first repaint, is very important to you and to us! Give Colin a call and he will happily talk over your options.
BEFORE
Southside ARC is one of the largest bodyshops in London providing a first class crash repair service. We repair all vehicles including motorcycles and light commercial vehicles up to 3m in height. Our 14000 sq ft workshop is equipped with the latest technology including computerised wheel alignment, internet based estimating system and the latest Junair oven for full body resprays.
AFTER
We are specialists in: Fibreglass repairs 4 Wheel alignment Chassis repairs All insurance companies dealt with We are a PAS125 british kitemarked bodyshop Specialist paint effects Repaints 123/125 Nathan Way | Woolwich | London | SE28 0AB | T: 0208 317 1111
www.southsidearc.com UK KIT CAR GUIDE 2013
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The Cobra Set £449 including VAT & Delivery (UK Only) Set consists of: • 100mm Electronic Programmable Speedometer • 100mm Electronic Tachometer 4/6/8/10*/12*cyl • 52mm Fuel Level Gauge • 52mm Water Temperature Gauge • 52mm Oil Pressure Gauge • 52mm Voltmeter • Speedometer Sensor M12x1mm • Water Temperature Sensor 1/8”NPTF • Oil Pressure Sensor (inc. Warning Light Switch) • Fuel Level Sender Unit • Choice of Black or White Background Dials • SVA Compliant Bezels • Full Wiring Instructions Included • Traditional Floodlit Illumination *Available Upon Request
The 7 Set
The DD2-LITE Digital Display System replaces all dashboard instruments with one compact, lightweight, anodised aluminium display module whilst providing a wealth of additional features over traditional gauges.
Standard features include: • 80mm Mechanical Speedometer 160mph • 80mm Electronic Tachometer 8000rpm • 52mm Fuel Level Gauge • 52mm Water Temperature Gauge • 52mm Oil Pressure Gauge • Water Temperature Sensor 1/8”NPTF • Oil Pressure Sensor (inc. Warning Light Switch) • Fuel Level Sender Unit • Choice of Black or White Background Dials • Choice of Black or Chrme SVA Compliant Bezels • Full Wiring Instructions Included • Traditional Floodlit Illumination
UK KIT CAR GUIDE 2013
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• Speed (MPH or Km/h selectable)
• Road-legal Odometer
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• Trip Distance Timer & Counter
• Gear
• Average Speed
• Water Temperature (°C or °F)
• Acceleration/Decel. Timers (eg 0-60)
• Oil Temperature (°C or °F)
• Peak Value Memory
• Oil Pressure (PSI or BAR)
• Programmable Warning Alarms
• Fuel Level
• Programmable Speed Warning
• Battery Volts
• Adjustable Brightness & Contrast
• Clock Time & Date
• Neutral Gear Indicator
• Programmable Shift Lights
• 10 Minute Data Record
• Key Warning Lights
• Suitable for all types of Kit Car including Bike Engine Conversions
• Engine Hour Counter
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IVA THEORY
IVA Practical
IVA
THE THEORY Most kit cars will have to go through an Individual Vehicle Approval (IVA) inspection before you can move from enjoying the build to relishing the drive. CKC is your guide.
A
lmost all kit cars in the UK will, before they’re allowed on the road, have to go through an Individual Vehicle Approval (IVA) test and then a registration procedure. Here we can concentrate on the test that, in 2009, replaced the previous examination for newly built kit cars, Single Vehicle Approval (SVA). IVA is run by the Vehicle and Operator Services Agency (VOSA) and is available in two different levels of test – Normal IVA and Basic IVA (BIVA). Kit cars will always fall into BIVA. When looking at any information about IVA, make sure that you are always referring to BIVA regulations and not Normal IVA, where the tests are quite different. Within BIVA there are then different sub categories of test. Category A is for amateur built kit
cars which typically means anyone building a car at home for their own use. Category C is for anyone in the business of building cars, and Category L is for a car built by a low volume manufacturer. Each will have a different set of criteria that must be met at the test, with Category A being the most flexible. It’s very important that you are able to demonstrate to VOSA that the vehicle meets the prerequisits for undergoing a Category A test, and this is best achieved with original purchase receipts and photographic evidence of the car having been assembled in a home environment. BIVA can appear daunting and often confusing – not helped by the pub ‘expert’ with stories of different testing stations following different rules and certain sections of the test being open to wide interpretation. While it certainly
Below: Because this DNA 4Thirty uses an unmodified Toyota MR2 over which new panels are hung, it’s exempt from IVA. Below right: Tests are carried out at VOSA test centres.
Above: You can either drive your kit car or trailer it to the test.
does appear that some testing stations are more rigorous in their testing methods, we would counter this argument, having heard from many kit car builders who’ve had a largely painless experience and found the testers helpful and positive. Like SVA before it, the new
BIVA test is certainly not a huge hurdle to your kit car enjoyment, but it is something you need to consider as you build your kit car, not just at the end of the project. Build a kit car with BIVA in mind and the process should be a rewarding one. Here’s our ‘rough guide’ to what’s involved.
NO THANKS Before we get too excited about BIVA, it’s important to remember that not everyone building a kit car will have to go through the test. For those cars using the donor’s unmodified chassis as well as its suspension, you’ll find yourself bypassing BIVA. The reason these cars are exempt from the test is that BIVA is designed for cars which are not already registered. In the case of these simple body conversions it is understood that the identity of
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UK Kit Car Guide I WORKSHOP – IVA
Above: Triumph chassis’d Sammio is another kit car that is exempt from IVA.
the original car is retained and, therefore, it can’t go through a BIVA test. This would be relevant for the plethora of Ferrari replicas based on Toyota MR2s (so long as the main chassis structure isn’t chopped). However, the regulations regarding modified donor chassis are also outlined on the DVLA’s
Directgov website within the guidelines for registering a radically altered vehicle. We quote: “If less than eight points are scored or a second-hand or modified chassis or altered monocoque bodyshell is used, an Individual Vehicle Approval (IVA) certificate will be required to register the vehicle.” Three-wheelers continue to be
Above: Three-wheelers, such as this Grinnall Scorpion, undergo an MSVA test, not IVA.
tested under the old MSVA (Motorcycle SVA) test procedures. The test is less stringent than conventional IVA. Your manufacturer should be able to help you on this one.
THE TEST You can’t get a BIVA test down at your nearest MoT garage, you have
to take the car to a specially set-up test centre. There are currently 18 testing stations scattered around the country (see Useful Contacts panel for details). The test looks at all manner of aspects relating to the car, from the correct E-marking on glass, to the efficiency of the braking system and accuracy of the speedo. Your
Below: Chassis number and VIN plate are checked before the main test begins.
Below: All switches must be clearly identified.
Below: A special rig is used for tests in the cockpit for line of sight, seat belt locations etc.
Below: Fuel caps must either be tethered or lockable such that the key cannot be removed before the cap is relocated.
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kit manufacturer should be able to give you comprehensive advice as to how to prepare your car to ensure it passes the test. If you choose to fit items that are not recommended by the manufacturer, then you may expose
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your car to a potential point of failure. It’s not possible to cover all the various areas of the BIVA test here (we cover them briefly in the accompanying panel) and we’d recommend you download both
Dax 427 Build
IVA Theory
the IVA Inspection Manual (be careful to refer only to the section devoted to BIVA) direct from the Vehicle and Operator Services Agency (VOSA) website (address in the Useful Contacts panel). It’s not the lightest of bedtime reading, but
IVA PRACTICAL it will tell you exactly what you need to do in order to comply with the test and there will be times when certain measurements may be needed to ensure items such as lights and dash switches etc are positioned in the correct places.
BIVA TEST – THE INSPECTION Here’s a brief resumé of the various sections of the test, what the inspector will be looking for, and some tips and hints as to what you should be considering before you arrive at the test centre. Don’t forget to take some tools with you on the day and be prepared to hang around – the test can take a few hours. An IVA Inspection Manual will elaborate considerably on these brief notes.
AREA
LOOKING FOR
NOTES
Anti Theft
Original ignition switch/steering lock or similar permanently affixed immobilisation.
A battery cut-off switch will no longer do. The donor’s steering lock is ideal.
Defrost/Demisting
Fan assisted ventilation onto the windscreen.
Cars without a windscreen are exempt.
Wipers/washers
Wiper action must cover a sufficient area of screen to allow driver an ‘adequate’ view of the road. Wipers must return automatically to the rest position and operate at two different cycle speeds (outlined in the manual). Washers must work effectively, have a reservoir of at least one litre and the system must withstand a nozzle being blocked while in use without blowing off pipework.
Cars without a screen need not comply.
Seats
Seats must be firmly located. IVA requires the fitment of a headrest, either as part of the seat or as a separate pad.
Separate squabs and backs must be located properly, and not left loose. Spreader plates/washers through the floor may be needed. Headrests must be within a certain position in relation to the seat.
Seat belts
Anchorage points will be checked for their position and method of construction. Belts must display approved markings.
Your kit manufacturer should really have this covered! Not all belts are type approved for road use – check carefully.
Inertia reel belts must operate smoothly and retract correctly. Above 150mm from floor: No radius of less than 2.5mm on any item contactable with 165mm test sphere. Except within specified zones or where items project less than 3.2mm from surface – need only be ‘blunted’. Below 150mm from floor: Items contacted with a forward facing 100mm sphere must be ‘blunted’. The lower edge of the dash panel must have a radius of at least 19mm.
There is an exempt area on the dashboard behind the steering wheel.
Radio suppression
The ignition system must come with radio interference suppression equipment.
It doesn’t matter if you don’t have any radio, you must still comply.
Glazing
Sidescreens cannot be detachable. Any glass must be made of safety glass and carry the correct markings.
If you have removable sidescreens, do not fit them for the test! Be careful with glass markings – they must be done in the correct way.
Lighting
Lighting positions are carefully checked and must comply with the measurements in the IVA Inspection Manual. Having the correct warning lights (clearly identified) on the dash will also be checked.
Headlight position is usually set by the manufacturer, but rear light and indicator positions can often be set by the builder – take care with positions and angles of visibility.
Mirrors
You need one interior mirror and one offside mirror. If
Mirrors should have the correct approval markings,
Interior fittings
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Watch that everything is tidy underneath the dash. It may be necessary to put a cover under the dash to protect occupant’s knees from touching brackets etc under the dash. Make sure all switches and gauges comply with BIVA – ask the supplier.
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UK Kit Car Guide I WORKSHOP – IVA You can also download from the same web page an IVA guide, which is a lighter tome with a more brief overview of the test. As you’re coming to the end of your kit car project, it’s worth contacting your nearest IVA testing
station to find out what the lead time is from booking a test to actually having the test done. This varies from site to site, sometimes being just a couple of weeks but occasionally it may be more than two months. You don’t have to use
your nearest testing station, so if one further away can fit you in at shorter notice, then you are free to book there. Having established where you would like your car tested you must fill in form IVA1 (downloadable from the VOSA
website) and send it together with your payment for the test to VOSA’s offices in Swansea. Your information will then be passed on to your chosen testing site who will in turn give you a test date. When the day arrives you can
AREA
LOOKING FOR
NOTES
mirrors (cont.)
the inside mirror would provide no rearward vision (because of an aluminium bulkhead etc) then a nearside mirror can be used instead. Field of rearward view will be checked.
so be careful when buying them.
Tyres
Must have correct approval markings. Bodywork must cover the tyre completely within a specificed zone.
American tyres may not have the correct markings.
Doors, latches, hinges
Latching of not just doors, but bonnet etc will be checked.
Door latching must have two positions – supplier should be able to advise.
Exterior projections
Sharp edges that can be touched by the tester’s 100mm diameter sphere must not have a radius of less that 2.5mm if they stand proud of the bodywork by more than 5mm. Cycle winged vehicles will be checked for projections from the front only. Area ‘inside’ the wishbones (where the coil-over is) is exempt. Items within the wheel ‘dish’ exempt from projections. But wheel spinners/wingnuts are specifically not allowed. Windscreen, headlamps and even windscreen wipers must have ‘blunted’ edges.
Exposed front suspension should have nuts etc covered with plastic caps which comply with BIVA.
Steering
Steering wheel surface cannot have sharp edges and wheel ‘spokes’ should not have holes etc.
Some steering wheel manufacturers can supply covers for the wheel ‘spokes’.
Design & construction
The steering wheel/column must have some shock absorbing ability (crumple zone etc).
Your kit manufacturer should have the design of his steering sorted for BIVA.
An overall assessment of the vehicle, including chassis, drivability etc.
Check that fuel lines and wiring are securely located. If you build the car competently, this shouldn’t present any big problems.
Braking performance is tested on rollers. Where there is bias bar control for the front/back brakes, this must be rendered inoperable, by way or lockwiring etc. Later adjustment may invalidate approval. See the Inspection Manual for full details.
Try to ‘bed-in’ your brake pads before the test.
Brakes
The mirror must have a protective housing or edge. Watch out that some race wing mirrors may have edges that will not comply with exterior projections.
Watch that flip-top filler caps have the correct radius edges. The cap must either lock, or be tethered to the surround. Watch side-mounted exhaust mounting brackets and edges.
Brake balance is tested. If you can, get this assessed prior to the test.
Noise
A maximum decibel reading of 99dbA measured at three-quarters of the engine’s max. power speed.
Emissions
A visual smoke test as well as gas analysis relevant to the engine’s year of manufacture.
If you’ve bought an engine separately from the other donor parts, make sure it has an engine number which can be used to clarify its year of manufacture.
Speedometer
The car will be run on the rollers and the accuracy of the speedo checked. It must not read under the true figure and must be accurate to within preset parameters.
Your speedo manufacturer can give guidance on correct calibration of the speedo. Alternatively, a satnav can give accurate speed to allow comparison with the speedo readings.
Weights
Axle weights and gross weight are assessed and compared to the stated weights you will have supplied on your application form.
Your manufacturer will have the correct weights for you.
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Above: Position and size of the aperture for the rear numberplate is checked.
drive your car to the testing station and back home again, regardless of whether you pass or fail (although in extreme cases, a PG9 can be issued – if a serious defect is found, this will prevent the car being driven away from the test centre). You must ensure your car is insured (using the chassis number for identification) and it is also your responsibility to ensure the car meets both Road Vehicles (Construction and Use) Regulations and Road Vehicles Lighting Regulations. One advantage of driving the car to the station is that it will give you an opportunity to bed-in the brakes prior to the test, but you could also find yourself stranded some distance from home if everything
goes pear-shaped! Hiring a trailer is an obvious alternative. Once at the testing station you’ll need to be on hand throughout the test, which may take several hours. If the inspector finds some minor faults, he may give you an opportunity to correct them on site, so it’s very important that you go along with a good selection of basic tools. If there’s a more major problem with the car that cannot be rectified on site, then the tester will probably continue the test, issue a failure sheet and you’ll have to go away and fix the problems. There will be a retest fee (£90) but you won’t have to go through the whole test again – the inspector will just look at those items which
IVA Theory
IVA PRACTICAL
Above: Noise test is one of the last procedures during most tests.
previously failed. If all is well, then you’ll be issued with a Individual Approval Certificate (IAC). You’re now ready to continue with your registration. Costs of getting road legal BIVA test £450 MSVA £104 Retest if necessary £90 MSVA retest £17 Trailer hire necessary – First registration fee £55 12 month road tax – (dependent on engine) Insurance – BIVA Form filling So what forms do you need to fill in? IVA1 IVA Application form (Download the form and guidance
Below: An IAC (Individual Approval Certificate) is what you want at the end.
notes from the website outlined in the Useful Contacts panel)
SUMMARY So there you have it. It probably sounds worse than it is in reality but we can sum everything up as follows. Build your car according to the manufacturer’s guidelines and you should pass a BIVA test. If you fail, don’t panic. It’s usually pretty straightforward to put right any problems and, next time around, you’ll probably pass. Above all, don’t let bureaucracy get in the way of enjoying your newly completed kit car. Have fun! CKC
Contact You will find most information is now pooled on the following two government websites... www.direct.gov.uk www.businesslink.gov.uk
For IVA testing stations http://tinyurl.com/2v7vwn
To download an IVA Inspection Manual, Guidance notes etc http://tinyurl.com/ydjtmhr
Further useful IVA information from the Directgov website http://tinyurl.com/qwf33l
Further on MSVA http://tinyurl.com/2lo7a3
For VOSA head office Berkeley House, Croydon Street, Bristol BS5 0DA. T: 0870 606 0440 W: www.vosa.gov.uk E: enquiries@vosa.gov.uk
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IVA PRACTICAL
IVA
THE PRACTICAL When CKC Project Car Builder Ashley Gardiner completed his Mazda MX-5 based MEV Exocet, we tagged along to see how he got on with the IVA test.
B
uilding a kit car is an intensely personal crusade, so after months and possibly years of toil in the garage, it’s a pretty daunting prospect to present your completed car to be prodded, poked and minutely assessed by a complete stranger holding a clipboard and a position of authority. But that’s exactly what most kit car builders must put themselves through (unless their kit is exempt from the test) if they wish to register their car and drive it on the road. A £450 IVA inspection (plus potentially a £90 retest fee) awaits most of us as our hobby moves from a static garage bound pastime to an on-road leisure pursuit. VOSA test centres are usually substantial buildings through which a bus, lorry or any other
vehicle needing assessment enters at one end and exits at the other. The test area is divided up into a number of different lanes, one set aside specifically for IVA (and MSVA) use, with the others typically for larger commercial vehicles. As you move along the lane, various different aspects of the test are done, so at one point there will be a lift allowing the inspector to see underneath your car, while at another point are rollers to check braking performance and speedo accuracy. At different stations, these will be installed in differing orders, so it’s quite possible that the order in which the test is done will vary from station to station. It’s not my intention to cover each and every aspect of the inspection in this feature, but rather highlight the main areas of the test.
Of course, Ash has been here before, with his previous scratchbuilt Haynes Roadster, but even he comments within minutes of the test beginning... “I’d forgotten how stressful all this can be!” In fairness, he’s not had the best start. Having met up, we soon meet our examiner for the day, Andy Hooper, and by 8.30am are venturing into the IVA lane of the test centre to begin the assessment. After Andy has checked that the chassis number and VIN plate on the Exocet match those of the IVA application form (and are in the correct position and of the correct size), the first formal part of the test is for emissions. Being of 1994 origin, Ash’s Mazda MX-5 sourced 1.8 twin-cam should be subject to a basic non-cat test, but a V5 document on its own isn’t enough to demonstrate that
Above: Ash is ready for the IVA test.
the engine is the same as originally installed when it left the Mazda factory. With Ford engines, it’s easier to find documentary evidence matching engine numbers with the year of manufacture, but it’s not been possible to corroborate the engine number
Below: Homemade battery clamp looks tidy.
Below: Gear lever surround fitted at the last minute.
Below: Savage switches from CBS mounted on new bracket.
Below: Tether created for the fuel cap.
Below: Modifying the tunnel ends caused no end of trouble.
Below: At the test station, Ash meeting inspector Andy Hooper.
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Above: Chassis number and VIN plate first to be inspected.
with any official paperwork, which means the test resorts to a basic post ’95 (and pre 2002) catalytic test (post 2002 it resorts to the latest emissions standards). It shouldn’t be a problem since the Exocet retains the catalytic converter (and indeed the complete exhaust system) from the donor. Having not driven the Exocet to the test centre (which you are able to do if you have insurance), the car needs running for a few moments to warm up... and here’s where it begins to go wrong. Within minutes the system has overheated, with the expansion bottle spewing coolant over the floor of the test centre as our inspector Andy watches! The problem is immediately identified as the fan failing to cut in at the required temperature. Ash can’t understand it and a quick check of cables reveals everything
Above: Andy gets underway with the test... emissions first.
seemingly connected. Fuses are next, and we find one has blown. A quick scrabble around and it’s Andy who kindly finds a replacement, but when we run the car again the same thing happens! Argh! This is potentially catastrophic for the test. A set time is allocated for an inspection. The test examiner may allow the owner to make small corrections to items that can be quickly addressed (such as an additional tie-wrap to fasten a loose cable), but if the car is unable to continue with the test, he will issue an IVA 12 which will require the applicant to pay another full fee (£450) for a full test at a later date. This is quite different to an IVA failure, where a £90 retest fee is charged (unless the failure items are those which are retested for free – these being listed on the back of the IVA 30 failure sheet).
Above: Emissions probe in the exhaust.
The reasons for an IVA 12 being issued are various, but include not being at the test centre at the correct time, the vehicle being unable to be driven or the engine run to the extent necessary to complete the examination (potentially the problem for us), the vehicle being presented is such a dirty or dangerous condition that it is unreasonable for the test to be carried out, the VIN number not permanently fixed to the vehicle or not easy to read, the fuel tank not full of fuel. There are other reasons beyond those I’ve listed, but the short answer is that you want to avoid an IVA 12 at all costs! Luckily for Ash, he’s brought some spare cable with him, and with a test meter is quickly able to rewire the fan to run permanently when the ignition is on. We’ve wasted only a minute or two and Andy is happy for us to continue,
but it’s a close call and it’s not the start Ash had wanted. Two lessons learnt. Firstly, make sure you run the car up to a working temperature at home to check everything is working correctly (a schoolboy error methinks!). Secondly, there is a value in driving your car to the test site rather than trailering it. Not only does it get the engine up to working temperature before the test begins (and also highlights any problems in advance) but it also will help bed-in the brakes. That said, if there’s a serious failure item on the car found during the test, VOSA may issue a PG9 which stops you from driving the car away from the station. In the minutes we’ve been sorting this initial hiccup, Andy has been looking over the Exocet and appears pretty happy with not only the finish of Ash’s work, but also
Below: Exocet spills its coolant over the VOSA floor!
Below: Hasty rewire gets the fan running correctly.
Below: Exocet on the scales. Measured with and without driver.
Below: Andy checks the markings on the tyres.
Below: Using tool to assess wheelarch coverage of the tyres.
Below: Assesment under the car goes on for some time.
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the design of the Exocet itself. While the bonnet is off, he comments on how neatly Ash has located the MX-5’s not insubstantial loom, and he’s impressed by the exterior of the Exocet and the simplicity of the interior, both of which bode well for the assessment of exterior and interior projections later in the test. With the cooling issue sorted, a second attempt at emissions initially appears positive but reveals a poor result. Andy suspects that the previous overheating may have thrown the engine’s emissions momentarily out of kilter. He decides to carry on with other elements of the test and come back to the emissions at the end, by which point the car will have been run and driven to the point where everything should be working correctly. It’s a common sense approach that both Ash and I appreciate. And we’re hoping that things from now on go rather more smoothly! Next up, the front and rear axle weights are measured, both with and without the tester on board. These will be used later on, when the braking performance and calculated weights are assessed, but for now we move onto the ramps... Andy checks the tyres to see that the speed rating, load, size and approval marking are all correct and suitable for the vehicle as outlined on the IVA application
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may be punctured in the event of a rear impact). It’s a process that takes quite a while, and it’s clear that he’s paying particular attention to various items. Ash and I glance at each other... there may be trouble ahead! And so it proves. One of the bolts holding the driver’s seat in place appears loose. When Ash jumps out it’s tight, but with him in situ it’s clear that it’s not been nipped up correctly. The braided brake lines out to the rear calipers arch in such a way that they run close to a chassis rail and, when Andy pulls down on the chassis to replicate typical suspension movement, one in particular touches the rail. There’s also a loose cable in the tunnel... it wasn’t visible to Ash when he had the car on axle stands, but it is now, and needs cable tying up out of the way of the propshaft. Andy’s happy for Ash to do it on the spot while the car is up on the ramps. But the big stumbling block is with the optional lowered rear springs Ash has fitted. Now the car has been driven around the VOSA compound a couple of times the suspension has settled and the ride looks a tad low at the back... and closer inspection reveals that the Mazda top wishbones are now running too close to the chassis rails above... when Andy pulls down hard on the chassis, you can hear them make contact. This clearly
form. In other words, you can’t have a tyre with a speed rating which is lower than the quoted top speed given on the IVA application. It all makes sense. The location and position of the wheelarches are then assessed with what can only be described as a large protractor. Aligned with the centre of the wheel, the wheelarches must cover the wheel to at least a minimum number of degrees in front of and behind the vertical centre line... which the MEV arches do easily. Now Andy moves underneath the Exocet, He’s checking that suspension bolts are of the appropriate size and strength (and with suitable nuts/washers/locking mechanisms). The fuel and brake lines are inspected, cable runs checked, any suspension boots and gaiters are free of damage and won’t become damaged when the suspension moves or the steering is turned. All the while, Ash is in the driver’s seat and Andy asks him to turn the steering and apply the handbrake so that he can see what’s happening from underneath the car. He also asks Ash to press the brake pedal hard, before examining all the brake unions around the car for any leaks. Other items being checked include having an earth strap on the fuel tank and the way the chassis and steering components will absorb a front impact (and whether the fuel tank
IVA PRACTICAL isn’t something we can correct on the day so, along with the flexible brake hoses and other minor items, Ash is told the car will fail this IVA inspection, but Andy can continue with the test today and a £90 retest will be possible. The Exocet is designed to run with either standard or lowered springs and MEV informs us that both versions have passed IVA, so perhaps our donor struts are aftermarket items with lower spring seats, or we have an anomaly with our springs. Either way, the simple solution is to fit a pair of standard MX-5 rear springs. Before moving the car off the ramps, Andy takes a few more measurements, which he’ll need later in the test when they are used in the braking test and to assess the calculated weights of the car. His inspection of the crash protection offered by not only the chassis but also the steering column results in resounding approval. He likes the chassis protection ahead of the cockpit and the steering rack (which retains all of the MX-5 features) gets a thumbs up. Good news. We move off the ramps and along to the headlamp aim testing machinery. First Andy asks Ash to jump in the driver’s seat and operate various lighting functions while he looks around the car. It’s a surprisingly comprehensive process, which gets even more
Below: Brake and fuel lines have been neatly installed.
Below: Seat location was loose.
Below: This flexy hose could contact the chassis under load.
Below: All nuts and bolts checked for correct use.
Below: Boots and gaiters all checked for wear.
Below: Top suspension arm very close to chassis rail above.
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Above: Andy checks the steering column for collapsability.
involved at the back of the car, with the additional reverse and fog lights. In particular, the fog light must only work with front fog light, main or dipped beam. But it must not work when only using side lights. This is a common fail for kit cars, but Ash was on the case and the Exocet passes with flying colours. But all is not so rosy with the headlights. Andy isn’t happy with the beam pattern which doesn’t meet UK specifications. Without turning the lens itself, which the IVA Inspection Manual doesn’t appear to allow, we’re facing another failure item. What’s more, correcting this for the retest will probably mean a different set of headlamps. Finally in this section of the test, the position of all the light units on the car are checked against the regulations. The
Above: All lights are carefully checked for their operation.
location of the front indicators, rear reflectors and rear indicators are all right on the limit in terms of their location in from the sides (a maximum of 400mm in from the side of the car is allowed) but the Exocet scrapes through, In terms of height and other dimensions there are no problems. Andy moves onto the examination of external and internal projections. He’s already commented that he thinks the Exocet will do well here and, despite its exposed chassis and separate wheelarches at each corner, so it proves. The exterior is almost blemish free, with the exception of the nuts locating the front headlights, which Ash says that he left the nut covers off deliberately so that he could adjust any alignment issues on the day. We believe you Ash, honest! With the covers in place, it would have
Above: Rear fog light must operate correctly.
been an effortless pass. And it’s the same when it comes to the interior, which looks extraordinarily simple and uncluttered. Andy’s a big fan of it, because it has made his life easy. There are no issues in here at all. And it’s the same when he assesses the dash warning lights, which are all encapsulated within the standard MX-5 dash binnacle. Simple. The advantages of using so much from the donor are becoming obvious. Next up is the assessment of seat belt shoulder locations, headrest and, had there been one, aeroscreen or windscreen. One of VOSA’s more bizarre test rigs is the ‘Nigel’, a somewhat Heath Robinson looking structure that rests on the seat base and is used to assess the height and position of various things in the cockpit. The shoulder location for each
inertia reel seatbelt was a common problem for kit cars when SVA first came into being (they were often too low), but it’s a well recognised design feature these days and the Exocet passes with flying colours. The headrests on the MX-5 seats Ash has used are also perfectly located and, because there isn’t even an aero screen on the car, there’s nothing to assess when it comes to demisting, windscreen washers or windscreen wipers... all of which can be a big part of the test on other cars. We pop the bonnet and Andy casts his eye over the engine bay as part of his overall assessment of build quality. He’s already commented how well located the wiring appears, but is less happy that one of the Mazda’s secondary fuse boxes is held in place with a tie-wrap. Cables can be located this way, but fuse boxes cannot and Ash
Below: Headlights are tested. Ours failed.
Below: Measuring light positions from outside of car.
Below: This headlight mounting bolt needs a radiused cover.
Below: Numberplate location and area is checked.
Below: Lower edge of dash checked for correct radius.
Below: Andy shows the two different spheres used in the cockpit.
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will have to make up a bracket to fix it more permanently to the chassis or some other structure. Now Andy takes to the driving seat and manoeuvres the Exocet onto the rollers to test out the braking performance and balance. It’s all utterly standard MX-5 based, so Ash is hoping for the clean sheet here, and so it proves... up until Andy tests the handbrake performance. The offside result is poor compared to the nearside, and below what’s permitted. One more thing to note down for the retest. Indeed, over the lunch break Ash and I try to make some adjustments but come to the conclusion that while improved, the second-hand caliper may need replacing. Otherwise the servo assisted brakes all work exactly as they should, which is great news because this is an involved part of the inspection and one area of any build that’s tricky to test at home, in advance of the big day. Speedo calibration is then tested on another set of rollers and, since Ash has retained the same rolling circumference with his larger Wolfrace alloys and lower profile tyres (once again with the Mazda speedo cable and gauges), it’s another area where the Exocet flies through without an issue. We’ve nearly completed the test and are at the other end of the IVA lane. It’s time for Andy to jump in and drive the Exocet around the
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VOSA test site. He’ll check the car for any handling anomalies, real world braking performance and self-centring of the steering. The latter can be an issue for some kit cars, but he returns a few minutes later to report that the Exocet displays superb self-centring and nothing untoward when it comes to handling or braking. Indeed, it’s an easy car to drive. The noise test is next, with a decibel meter positioned in a predefined location near the exhaust outlet. Within the IVA application form, Ash has already had to state what the engine’s maximum power is (130bhp) and where in the rev range this is achieved (6000rpm). The test requires the engine to be run at three-quarters of the maximum power rpm... so in this case 4500rpm. 99dbA is the maximum reading allowed for the test and the Exocet, running its largely standard Mazda system complete with catalytic converter, sails through at just 85dbA. Finally, Andy needs to assess field of view through the rear view mirrors. Ash has fitted sensible wing mirrors from CBS which feature convex lenses and Andy can almost immediately tell there won’t be any problems. Moving the car onto some markings on the tarmac in the test area, Ash then holds a test pole in various locations behind the Exocet, with Andy in the driver’s seat. He can
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IVA PRACTICAL
Above: Another major milestone reached... numberplates on and time for a drive!
see everything easily. No problems. So we swing back around to the start of the IVA lane again, to put the Exocet through the emissions test, now that it has calmed down after its initial overheating problem. It’s a nerve racking few moments as the equipment goes through its test procedure, but it finally spits out a printout that gives the Exocet the green light... phew! All that’s left is for Andy to head back into the office, punch in a few of the figures and print out an IVA 30E failure sheet, outlining the items that need to be addressed for any subsequent retest. For Ash, it’s a mixture of relief and frustration. With the magazine present at the test and the car
having such a high profile in CKC we both knew it would be a very thorough (and quite rightly so) assessment and we were both quite prepared for a fail. And the reality was that for much of the test the Exocet passed with flying colours. It’s clearly a kit that can easily be built to pass the regulations, with only the rear springs and headlights being an issue that was beyond Ash’s control. They can both be addressed quite simply for the retest, while the other items on the fail sheet are little niggles that will each take just minutes to put right. Andy may have been thorough in his work (as he should be), but he’s also been full of helpful advice and is clearly a petrolhead
Below: Using the ‘Nigel’ to check seatbelt shoulder location...
Below: ... and the correct position and size of headrest.
Below: Andy didn’t like the fuse box located with tie wraps...
Below: ... even this tiny ancillary fuse box needs locating.
Below: Standard MX-5 brake reservoir has correct markings.
Below: Onto the rollers to test the front and rear braking.
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Contact Kit package: Mills Extreme Vehicles, Mansfield, Notts NG21 0HJ. T: 01623 655522. E: info@mevltd.co.uk W: www.mevltd.co.uk
General parts: Car Builder Solutions, Staplehurst, Kent TN12 0JJ. T: 01580 891309. E: info@cbsonline.co.uk W: www.cbsonline.co.uk Rivnut tool: MEMFast, Pershore, Worcestershire WR10 2EY.
Wheels/tyres: Wolfrace Wheels. T: 0845 330 9896. W: www.wolfrace.co.uk
T: 01386 556868. E: info@memfast.co.uk W: www.memfast.co.uk
Suspension bushes: Superflex, Wells, Somerset BA5 1LD. T: 01749 678152. E: sales@superflex.co.uk W: www.superflex.co.uk
Further reading: MX-5 Miata 1.6 Enthusiast’s Workshop Manual. £25 plus postage. W: www.completekitcar.co.uk IVA application forms: VOSA. W: http://tinyurl.com/bolzyon
Above: The Exocet is now all road legal, and all the better for its IVA inspection.
at heart. He’s keen that kit car builders shouldn’t see VOSA as the enemy, but rather the IVA assessment as a common sense test of the work you’ve done at home. In the end, IVA is there to make sure your car is safe. He also points out that IVA inspectors are generally keen to help builders, and if you have a query before a test, most will be happy to advise you if you pop round to the test centre... after all, it makes their life easier if you can provide a car which meets the requirements instead of one that doesn’t. As an onlooker watching the test, it’s an interesting process. There’s no doubt that IVA is an intensive examination of your car.
Seemingly every aspect of the build and the kit product itself is assessed in detail. And there’s every chance that, with the car up on ramps, the inspector may find things that you simply won’t be able to see at home in your garage. But that’s a good thing, isn’t it? I’d say that everything Andy found of Ash’s Exocet was worth finding and correcting. The car will be better to drive and own as a result, and as I’ve already stated, making the corrections will be relatively straightforward. So, is there any additional advice we can give, to make your own IVA inspection easier? If you have a friendly local garage, it has to be worth trailering the car (if you don’t
have a trailer, perhaps a member of your local kit car club does) there to get it up on ramps to have a good look around underneath for any obvious failure points. You may also be able to assess the brakes, headlights and emissions if the garage has MoT facilities. If possible, drive the car around on some private roads or tracks to help bed in the brakes and simply test the suspension etc. At least run the car up to a working temperature to ensure that the fan kicks in correctly and other aspects of the car work well. Finally, take time to look around the car and check for neat wiring runs, tidy finish and generally good standards of workmanship. Oh, and if you
haven’t read or at least scanned through the IVA Inspection Manual (which is free to download) how can you expect to pass the test? As expected, addressing the failure items was indeed easy. New headlights came from SVC which had the necessary compliance features, and the rear springs were simply replaced with standard MX-5 items. Everything else was similarly dealt with and, on reexamination, the Exocet received a clean bill of health and the next stop was to get the car registered on a new age-related numberplate. This was another simple process and one which meant that after just a couple more weeks the Exocet was on the road. Fantastic. CKC
Below: Different rollers used to test speedo accuracy.
Below: Setting the position for the noise tester.
Below: Engine revs (4500) against dbA reading (85.3dbA).
Below: Andy takes the Exocet for a test drive.
Below: Ash holds marker while Andy checks mirror visability.
Below: Andy talks through the failure items with Ash.
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Do you need an excuse to shop? Great gift ideas or just treat yourself
Magazine Binders These are top quality magazine binders, with metal rods to hold each magazine carefully in place. They've been designed specially for us and come with the magazine logo on the spine. Keep your magazine collection in perfect condition. Each binder will hold a yearʼs magazines (13 issues).
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Donʼt leave your magazines lying around the house, tidy up and get a CKC binder!
get stuck in below and visit our website at:
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New - Just printed TVR – A Passion to Succeed – £60.00 plus p&p Covering the period late 1965 to late1981 when TVR was owned and managed by Martin and Arthur Lilley, TVR – A Passion to Succeed is written in the same entertaining style as The Early Years. Presented in a superb slipcase this book totals a whopping 480 pages with 680 colour photos,and covers the carsʼ development, the companyʼs highs and lows, the important personalities and, of course, amusing anecdotes in the indomitable style of author Peter Filby. www.completekitcar.co.uk
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Technical books
How To Build A MEV Exocet £7.95 inc p&p From donor strip down to kit completion, IVA and the final drive. Let our consumate builder, Ashley Gardiner, take you step by step, photo by photo to building one of the UKʼs most affordable production kit cars. Useful information and tips for any builder, this will be one of your best purchases whilst building your car!
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Order yours at www.completekitcar.co.uk or call 01903 236268
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Order yours at www.completekitcar.co.uk or call 01903 236268
Order yours at www.completekitcar.co.uk or call 01903 236268
www.completekitcar.co.uk
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SO YOU THOUGHT YOU HAD SEEN IT ALL? Have we got some plans for 2013...
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DONINGTON The National Kit & Performance Car Show Saturday 31st August & Sunday 1st September 2012
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UKKITCAR guide NEW FOR 2013
The UK has the world’s most vibrant kit car scene. Offering everything from stripped back track day cars to intricate replicas, from body swap kits to three-wheelers, there’s something for everyone.
The UK Kit Car Guide 2013 profiles almost 70 cars you can build at home, giving you full technical specifications and pricing information on each one, as well as an overview of the car and the company that makes it. The guide also contains all the information you need to build a car – including a part supplier directory, insurance guide, IVA test theory and practical and several former Complete Kit Car feature cars to inspire you. Whether your a kit car first-timer or more experienced, the information contained within is essential.
Published by Performance Publishing Ltd. www.completekitcar.co.uk