Uk Kit Car Guide 2014

001 CKC Guide 2014:Cover

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UKKITCAR guide NEW FOR 2014

KIT CARS Your next kit car could be here

PARTS Over 200 suppliers listed by category

Sports Cars

Sevenesque Replicas

INSURANCE Get it covered IVA Latest guidelines Cobra Replicas

Traditional Roadsters

REGISTRATION Your options outlined

Bodykits

QR CODES Watch video clips and visit websites Produced by

Only

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magazine

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ÂŁ7.95

002 How to use the Guide:CKC FP

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The all-new 2014 edition of the UK Kit Car Guide is packed with additional interactivity, and you can enjoy it whether you have the paper version or digital app.

Here’s how to make the most of your purchase....

HOW TO USE YOUR PAPER GUIDE...

• QR CODE READER If you don’t already have one on your phone or tablet, download a free QR reader from the app store.

• ENJOY ADDITIONAL FEATURES Now you have your QR reader, you are ready to enjoy a host of additional features throughout the Guide. Keep your eyes open for the codes in features and on all the manufacturer pages to watch movie clips or go straight to relevant web pages. Simple!

HOW TO USE YOUR DIGITAL GUIDE...

QR code in magazine becomes an in-App ‘Play Button’ linking to movie footage manufacturer’s QR code or in the magazine becomeswebsite an – double tapButton’ the playlinking buttonto to your launch. in-App ‘Play movie footage or website

Email and web addresses become live links – single tap to bring up email dialogue box or go straight to and web addresses become aEmail company’s website. live links to your website

Manufacturer pages are designed to be read with your tablet used horizontally. This way you should not have to zoom into the text.

Contact visible Just ‘flick’details to see remain the lower half when of the page. viewer ‘flicks’ down the page

Yo the a u can bu y pp ve rsion Guide of th from e the A News ‘Com stand (se pple plete a Kit C rch ar’) o via C r KC. www .com p let kitca r.co.u e k

If you want to zoom in on text or pictures, simply on double tap anywhere Double-click pictures to on enlarge the screen or ‘pinch’ as per normal. and view in the

interactive gallery

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CONTENTS WELCOME

What’s Inside...

4 MAKING DREAMS A REALITY Answers to many of the questions you may already be asking and others your may not have considered.

11 MODEL INDEX Quick page reference to the cars detailed in this guide – one listing by name, another by genre.

13 KIT CAR PROFILES Detailed profiles on almost 60 kit cars you can build yourself.

Specification, pricing, factory background and a QR code!

74 KIT CAR INSURANCE There’s more to insurance than just road cover. From a basic kit to your first foray onto a track... here are your options.

78 PARTS GUIDE Your essential directory to over 200 useful suppliers! Need vital components for your current project... look no further.

86 UNDERSTANDING IVA Find out what’s involved with the IVA test... something that most kit cars will have to go through. Updated for 2014.

94 IVA – THE TEST We follow the CKC project MEV Exocet through the IVA test to show you what to expect on the big day.

102 REGISTRATION Here we outline your registration options, what forms you need to fill out and how to get the type of plate you want.

106 BUILD – MNR VORTX We look back on Leon Morrell’s assembly of an MNR VortX with bike engine power.

112 COMPLETE – MNR VORTX The end results of Leon’s labour of love are here for you to see and by inspired by.

118 BUILD – HAWK 289 FIA Andy Gordon built himself a meticulously detailed 289 FIA replica despite having never built a kit car before.

124 COMPLETE – HAWK 289 FIA If you thought the build was impressive, wait until you see the finished article. Amazing.

ASSISTANT EDITOR Ian Stent ADVERTISING SALES Karen O’Riordan PROOF READING Andy Bliss Sorry, but lack of time prevents us answering technical queries over the phone. We would much prefer you contact us by e-mail.

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.

Welcome to the 2014 edition of the UK Kit Car Guide, an information-packed reference for anyone taking their first steps into the world of home-built cars. For the first time ever, you may be reading this on your tablet as an app and, if that’s you, then you can benefit from added interactivity via live web and email links, instant movie clips on many of the pages and pictures that look fantastic on screen.

But don’t worry if you’re a traditionalist, with old fashioned paper and ink in front of you! With new, clearer layouts and more photographs, there’s loads to learn about and enjoy. And if you have a smart phone or tablet, you can still take advantage of over 55 QR codes which will instantly transport you to a company’s website or perhaps an exciting movie clip of the car you are interested in. And if you’d like to get hold of the app version of the UK Kit Car Guide, simply head for the Complete Kit Car website or Apple’s Newsstand.

It couldn’t be easier.

The UK Kit Car Guide provides a firm foundation on which to grow your kit car knowledge. From the detailed profiles on a broad range of kit cars, to guidance on insurance, the IVA test and registering your car when it’s complete, this guide should give you the tools you need to make an informed decision.

And it doesn’t end there. Complete Kit Car magazine regularly features readers’ builds that will inspire your own project. We’ve brought two 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!

Adam Wilkins Editor

HOW TO CLAIM YOUR FREE CALENDAR online at www.completekitcar.co.uk We have a free Complete Kit Car 2014 calendar for every reader of the UK Kit Car Guide. It’s a top quality production 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.

The calendar includes 2014’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 31st October 2014

GRAPHICS & DTP: Panda Creative Ltd T: 01903 531531. E: james@pandacreativeltd.co.uk UK KIT CAR GUIDE 2014 PUBLISHED BY: Performance Publishing Ltd. T: 01823 617908 E: ian@performancepublishing.co.uk A: Performance Publishing, Unit G Acorn Business Centre, Livingstone Way, Taunton, Somerset TA2 6BD. © Copyright Performance Publishing Ltd. All rights reserved.

ISBN 978-0-9557418-8-3

UK KIT CAR GUIDE 2014

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Unique claim code: CK C0 09 73 51C T

THE UK KIT CAR GUIDE TEAM

Welcome

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INTRODUCTION

MAKING Dreams A Reality Before you go any further, read our beginners’ guide to choosing the right kit car project.

T

he 2014 UK Kit Car Guide is here to 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 2014.

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 2014 Guide than just the model entries...

Building a car at home now requires you to meet certain legislative requirements before you can legally drive the finished article on the road. Individual Vehicle Approval is a significant assessment of your car and we’ve outlined the essentials of what you need to know in two articles. You’ll also need to register the car unless you’ve

simply repanelled an existing car (in which case you’ll retain the base vehicle’s registration details), and the Guide will take you through the registration process in detail.

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.

So the Guide should provide you with not only just 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...

Above: Even if you don’t have masses of experience, there are usually friends who can help.

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,

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

Below: You may be dreaming of a supercar, but can you afford it?

UK KIT CAR GUIDE 2014

you can always sell the car and lose nothing.

Secondly, you could always buy a pre-built 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.

Below: Something more modest, such as this GBS Zero, may be more in budget!

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UK KIT CAR GUIDE I INTRODUCTION

WHAT DO YOU WANT? If you decide that you do 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 aero-screens that have become so popular.

Other factors that will affect your 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.

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.

Above: The clubs are a great place to get feedback from others with first hand experience of building the car you may be considering.

Don’t be surprised to find one company offering the springs and dampers in its suspension package, where another company keeps them separate.

So make sure you compare like for like.

Visit our website www.completekitcar.co.uk, (see left-hand menu on the homepage) or scan the QR code here to download an Excel spreadsheet

Below: Visiting one of the larger shows should be an early priority.

for making direct comparisons between one car and another.

But is setting a budget important? 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 cash each month, the exact cost of the build becomes less important. The car will be finished when you can afford to finish it.

SHOWS 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

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INTRODUCTION highlight any issues they may have had with the kit or the manufacturer...

OWNERS’ CLUBS 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 again, owners are rightly enthusiastic about their cars and happy to give opinions.

FACTORY VISIT 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 noone 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 over-enthusiastic 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.

Above: We’d recommend buying a complete donor car and stripping it yourself. CKC project car builder Ash Gardiner sold many parts from this Mazda MX-5 which helped to cover the cost of the initial purchase.

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 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.

GARAGE You’ve taken the plunge and placed an order. Now’s the time to get your working area sorted. A single lock-up

DONOR Depending on the car you build, you may or may not need to buy yourself a donor

Below: A factory visit before placing an order is vital. Not all companies will be as large and impressive as this one at Westfield.

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 and registration elsewhere in this Guide will tell you about this in more detail, but if

UK KIT CAR GUIDE 2014

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UK KIT CAR GUIDE I INTRODUCTION

Above: Unless you are building a panel kit where the base vehicle’s main structure remains unmodified, most kit cars will have to undergo an IVA test.

you’ve built a bodykit onto something like an MR2 then you simply need to get the 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.

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 preowned 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.

CAN’T BUILD, WON’T BUILD

WHAT NEXT?

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

Above: If you don’t fancy doing the spannerwork yourself, companies such as Arden Automotive will assemble your car for you.

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 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

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

Below: Track days are a great way to see what your car can do once you’ve built it.

UK KIT CAR GUIDE 2014

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 Kit Car Guide could be the start of a fantastic new hobby.

Have fun. CKC

Below: There are lots of different competitive events that your car may be eligible for.

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SUBS

SUBSCRIBE TODAY COMPLETE KIT CAR is available in both paper or digital app format. You can subscribe to one or both!

TRY A PAPER SUBSCRIPTION • 12 MONTHS 13 issues of CKC delivered to your door for the next 12 months.

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CRIBE

AND START SAVING TRY A DIGITAL SUBSCRIPTION • OVERSEAS READERS You pay exactly the same as a UK subscriber.

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WHERE TO BUY THE APP... You can download the latest issue and subscribe instantly via the Apple Newsstand. Subscribing via CKC will involve up to a 24-hour delay (CKC is the ONLY way to buy a ‘top-up or ‘Combi’ subscription and is the ONLY way to get a free T-shirt and Subs Club membership).

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Sylva Autokits Ltd Vectis www.sylva.co.uk

Build this amazing sports car for so much less than you would imagine. Find an MGF donor car; remove the mechanical components and add to a £4236 SYLVA VECTIS body chassis kit.

For more information please telephone Jeremy Phillips on 07788 468232 or email: sylva-autokits@hotmail.co.uk

SPECIALIST CAR BUILDERS

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When You Need A First Class

Build Service Arden Automotive offer a professional build service to both individual and corporate customers.

We offer complete or part-builds for cars, motorcycles and prototypes, plus restoration and IVA pass work. We cover all disciplines including; electrical, body, chassis, powertrain and trim, working with a wide variety of materials.

All of Arden’s technicians are fully qualified with many years of build and motorsport experience.

See our website for our past build projects.

We provide a planned pricing structure from the outset and monthly updates on your vehicle’s progress, complete with images.

Contact Arden: 01235 813162 workshop@ardenautomotive.co.uk www.facebook.com/ArdenAutomotive www.ardenautomotive.co.uk

GET THE CKC APP TODAY! For more details on this great new product please visit www.completekitcar.co.uk

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UK KIT CAR GUIDE I INDEX

Models By Type BUGGIES AND FUN VEHICLES Blitzworld Vigilante Doon

17 26

COBRA REPLICAS AK 427 Dax 427 Gardner Douglas GD 427 Hawk 289 Hawk Kirkham XCS 427

14 21 29 34 36 69

MOTORISED MODEL CARS Toylander

62

LOTUS SEVEN INSPIRED ROADSTERS Dax Rush CCR Dax Rush ST Elite Pulse GBS Zero GKD Legend Luego Viento MNR VortX Raw Striker Tiger Avon/GTA Toniq CB Westfield Sport

22 23 28 31 32 42 47 51 59 60 67

REPLICAS Autotune Aristocat Chesil Speedster De Havilland DVT GT/GTS DNA 3Sixty, 4Thirty, 5cudo & DN8 Gardner Douglas GD T70 & Moda Hawk 1.8/2.6 Hawk HF3000 JHC DGt 306 GT/GTS Lister Bell STR MEV Replicar Parallel Miura Parallel Torero Suffolk C-Type Jaguar Suffolk SS100 Jaguar Tornado TSC GT40 Tribute MX250 Vintage Replicar Xanthos Continuation 23

15 20 24 25 30 33 35 39 41 45 48 49 57 58 61 63 64 68

SPORTS CARS Caterham Seven 160 Dragon Electric Sports Cars Healy Enigma JBA Falcon JMC Roadster

19 27 37 38 40

UK KIT CAR GUIDE 2013

MEV Mevster/Exocet MEV Rocket Phoenix Mirach RPS RP251 Ronart W152 RTM La Bala SDR WR3 V-Storm Vortex GTT Vortex V2

44 46 50 53 52 54 55 65 66

THREE-WHEELERS Buckland B3

18

TRACK DAY SPECIALISTS (ROAD LEGAL) AB Sabre MEV Mevabusa Spire GT-R/GT-3

13 43 56

WEDDING CARS Beauford

16

COBRA REPLICAS

REPLICAS

LOTUS 7 INSPIRED

SPORTS CARS

TRACK DAY SPECIALISTS

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INDEX KIT CARS

Models By Name AB Sabre AK 427 Autotune Aristocat Sports Beauford Blitzworld Vigilante Buckland B3 Caterham Seven 160 Chesil Speedster Dax 427 Dax Rush CCR Dax Rush ST De Havilland DVT GT/GTS DNA 3Sixty, 4Thirty, 5cudo & DN8 Doon Dragon Electric Sports Cars Elite Pulse Gardner Douglas GD 427 Gardner Douglas GD T70 & Moda GBS Zero GKD Legend Hawk 1.8/2.6 Hawk 289 Hawk HF3000 Hawk Kirkham Healy Enigma JBA Falcon JHC DGt 306 GT/GTS JMC Roadster Lister Bell STR Luego Viento MEV Mevabusa MEV Mevster/Exocet MEV Replicar MEV Rocket MNR VortX Parallel Miura Parallel Torero Phoenix Mirach Raw Striker Ronart W152 RPS RP251 RTM La Bala SDR WR3 V-Storm Spire GT-R/GT-3 Suffolk C-Type Jaguar Suffolk SS100 Jaguar Tiger Avon/GTR Toniq CB Tornado TSC GT40 Toylander Tribute MX250 Vintage Replicar Vortex GTT Vortex V2 Westfield Sport Xanthos Coninuation 23 XCS 427 UK KIT CAR GUIDE 2014

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 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69

PAGE 30

PAGE 41

PAGE 60

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AB Sabre

AB Sabre T

01449 736633

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AB Performance, Pie Hatch Farm, Brettenham Road, Buxhall, Suffolk IP14 3DZ

sales@abperformance.co.uk

MOST TRACK DAY cars start out as road cars, but not the AB Sabre. It has been designed 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; essential for racing 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.

It can accommodate a number of bike engines, from 1000cc units to the Suzuki Hayabusa or Kawasaki ZX14. The chassis is made from all round-tube steel. Specification throughout the car is very high: Ohlins dampers, aero section wishbones, anti-roll bars, Wilwood four-pot brake calipers...

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.

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W www.abperformance.co.uk

CHASSIS: Tubular steel Tig welded spaceframe.

Powdercoated in a choice of colours.

BODYWORK: Nine-piece GRP body finished in gelcoat.

DONOR CAR: No donor parts.

ENGINE OPTIONS: All current 1000cc motorcycle engines, Suzuki Hayabusa or Kawasaki ZX14 units.

SUSPENSION: Inboard pushrod suspension, 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 basic kit £25,000 plus VAT. BUDGET BUILD COST: £25,000 plus VAT. Turnkey car from £27,000 plus VAT.

www.completekitcar.co.uk

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AK 427

AK 427 T

01733 267633

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AK Sportscars, Unit 51 Ivatt Way, Westwood Industrial Estate, Peterborough PE3 7PN

aksportscars@aol.com

FOR OVER 25 years, family-run AK Sportscars has consistently delivered superb sports cars for the Cobra enthusiast. It is renowned for excellent quality, sound engineering, exemplary customer service and value for money.

Chassis, bodies and many of the stainless steel parts are made in-house, which gives AK control over the high level of quality. AK offers two chassis options, the ‘standard’ based on the Jaguar XJ6 and their latest Generation II chassis based on the Jaguar XJ40. Both are well designed ladder chassis teamed with a quality glassfibre body.

AK is very flexible and regularly supplies reconditioned donor parts and rolling chassis to customers, whilst also incorporating part or full builds. Operating from easy-toreach premises, visitors are given a warm welcome when they visit the workshop to see all aspects of the manufacturing process – great for gaining confidence in the company before ordering.

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W www.aksportscars.com

CHASSIS: Ladderframe with additional backbone bracing and bolt-down scuttle frame, 2mm steel floor.

BODYWORK: GRP body, bonded-in inner tub/wings. Shell trial fitted prior to dispatch. Doors, boot lid, bonnet trial fitted and hinged.

DONOR CAR: Jaguar XJ6, XJS or XJ40.

ENGINE OPTIONS: Ford or Chevrolet small-block V8, LS engines.

SUSPENSION: Standard Series 2 or 3 Jaguar XJ6 front wishbones and uprights. Gaz adjustable coil-over dampers.

Generation II chassis is XJ40 based.

STEERING: AK’s own power steering rack, 23⁄4 turns lock-tolock. BMW column.

BRAKES: Front – Jaguar vented discs, 4-pot calipers. Rear – standard inboard solid discs, 2-pot calipers. Outboard on XJ40.

KIT PRICE: £3695 plus VAT for an extensive kit package BUDGET BUILD COST: From £25,000.

www.completekitcar.co.uk

015 Autotune Aristocat Sports:CKC Guide 2009

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Autotune Aristocat Sports

Autotune Aristocat Sports T

01254 886819

E

H

Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF

mail@autotuneuk.com

FORMED IN 1969 by Anthony and Carolyn Taylor, Autotune can rightly claim to be one of the elder statesmen of the industry.

The Aristocat has been on the market since 1984. With a passion for both Jaguars and racing, it’s not a surprise that when Anthony moulded from a genuine XK140, he raced the first Aristocat in the inaugural ’84 kit car championship.

For all that, it is very much a road car, with a focus on practicality, affordability and sound engineering. The kit uses 80 per cent of the donor, including all major mechanical components and even seats, dash, loom etc. It means the Aristocat can be built for as little as £9500, but it performs as you’d expect from a car using so many quality Jaguar parts.

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.

A Coupé version is also available, having a dimensionally exact bodyshell, allied to an updated spaceframe chassis more suited to modern roads. Also available: Gemini (Elva replica) and McLaren M1 replica for track days.

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15

W www.autotuneuk.com

CHASSIS: Multi-tubular spaceframe made from 16-gauge 1.5in square tube steel. Side impact bars and rig-tested at Manchester Metropolitan University.

BODYWORK: Fibreglass bodywork sections supplied in selfcoloured 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 PAS rack and column plus extension.

BRAKES: Unmodified Jaguar vented front discs and four-pot calipers with solid in-board rears.

KIT PRICE: Standard chassis £2450, XJ40 £2700, Coupé £3000. Standard Body £2500, Coupé £3200.

BUDGET BUILD COST: £9500, but have been done for less!

www.completekitcar.co.uk

016 Beauford:CKC Guide 2009

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Beauford

Beauford T

07794 452034

E

H

Beauford Cars, Unit 7 Brindley Court, Victoria Business Park, Knypersley, Stoke-on-Trent ST8 7PP

beaufordcarsuk@aol.com

IN A MARKET dominated by two-seat tearaways, the Beauford stands head and shoulders above them in terms of sheer regal splendour. 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), yet beneath it lies modern, easily maintained running gear. It even has wind-up windows and other modern creature comforts.

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 long bonnet – is the Nissan straight-six unit.

An effective hood makes the Beauford a capable allweather 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-doors, as well as Sedanca De Ville and Landaulette hood arrangements. But something all models share is a sense of quality.

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W www.beaufordcars.co.uk

CHASSIS: Twin-rail ladderframe with tubular steel body frame.

BODYWORK: GRP bodywork, centre-hinged aluminium bonnet. Choice of two and four-door models and Sedanca De Ville and Landaulette roof/hood options.

DONOR CAR: Ford Sierra.

ENGINE OPTIONS: Ford four-cylinder or 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. Four-door from £5995.

BUDGET BUILD COST: From £18,000.

www.completekitcar.co.uk

017 Blitzworld Vigilante:CKC Guide 2009

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Blitzworld Vigilante

Blitzworld Vigilante T

01782 208050

H

Staffordshire

E

sales@blitzworld.co.uk

THE NEW VIGILANTE is the latest buggy from Blitzworld with all new styling. The bodywork is made from ABS which is durable and light weight, and is available in different colours.

The Vigilante has a very strong integrated Nascar style rollcage which has proved its worth on our track days.

It offers a rear engine, fully independent suspension, all new parts available and can be supplied as just a chassis kit, rolling chassis with engine fitted, part built or fully factory built. Blitzworld can cater for most budgets and engine combinations. It is IVA approved and all Vigilantes go on NEW registrations.

The Vigilante’s predecessor, the Joyrider, has just been featured on Strippers: Cars For Cash on National Geographic TV, driving round Blitzworld’s corporate entertaintment centre in Ashbourne.

Blitzworld still offers any engine build, so if you have that old car sitting around and don’t know what to do with it, turn it into a fully functional, very capable buggy that can be used off road, road legal, and as a track car.

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17

W www.blitzworld.co.uk

CHASSIS: Very strong roll cage chassis with crash protection and IVA approved.

BODYWORK: Optional and available in virtually any colour.

DONOR CAR: Not necessarily required as engine only can just be supplied.

ENGINE OPTIONS: Any (chassis price includes engine fitted).

SUSPENSION: Custom built front coil-over shocks, and FOX rear adjustable coil-overs.

STEERING: Rack and pinion.

BRAKES: Twin brake bias system separate front to rear with bias control and disc brakes all round.

KIT PRICE: Chassis price £2500.

BUDGET BUILD COST: From £5000.

www.completekitcar.co.uk

018 Buckland B3:CKC Guide 2009

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Buckland B3

Buckland B3 T

01745 335194

E

johnw@penguinspeedshop.com W www.penguinspeedshop.com

H

Penguin Speed Shop, Units 4&5 Warren Farm, Sarn, Flintshire CH8 9DE

THE BUCKLAND B3 was originally launched in the 1980s having been designed primarily for hillclimbing. It soon developed a reputation for being ultra-competitive. Only 12 were originally made, but Penguin Speed Shop acquired the rights to make the B3 in 2010. The Mk2 has been sympathetically modernised with improved steering, suspension, a new bespoke bevel box and disc brakes all-round.

The chassis is made from laser-cut and CNC bent Zintec steel with tubular cross-members. Suspension is inboard adjustable coil-overs at the front and swing arm at the rear.

Power comes from a 1300cc Ford Kent crossflow engine.

Performance is excellent thanks to the car’s very low weight.

Throughout the whole car, you’ll see and feel a sense of quality design and engineering. The bodywork is taken from brand new moulds. This is an upmarket product.

Penguin Speed Shop sells the B3 Mk2 in either kit form, part-built or fully turnkey form. The fully built option allows you to choose any colour combination and comes with a 12-month warranty.

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CHASSIS: 5in by 1⁄2in Zintec steel channel section side rails, box section frame front, three 2in diameter bolt-in cross members, engine/box diaphram, 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 fits 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, top rocking arms 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.

www.completekitcar.co.uk

019 Caterham Seven 160:CKC Guide 2009

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17:08

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Caterham Seven 160

Caterham Seven 160 T

01883 333700

E

H

Caterham Cars Ltd, Unit 11 Denvale Trade Park, Crawley, West Sussex RH10 1SS

sales@caterham.com

IN HIS WILDEST dreams, Colin Chapman would not have believed his lightweight sports car would last half a century, that it would still be a benchmark for performance and handling, be sold in over 20 countries worldwide and provide unrivalled opportunities in motorsport. The Caterham Seven has achieved all of this and more. Whilst there are many replicas available, only a Caterham can truly be described as being a genuine Seven, with their heritage being passed down directly from Lotus founder Colin Chapman. The Caterham Seven 160 is a new entry level variant of the original Seven, designed with simplicity and driving pleasure in mind. The Seven 160 utilises a Suzuki gearbox, drivetrain and 660cc 3-cylinder turbocharged engine. When combined with the other lightweight componentry, the Seven 160 delivers an incredibly rewarding driving experience that will serve as a reminder to how much fun a finely tuned rear drive chassis can be – even without access to big horsepower. A wide range of other Caterham Sevens remain available, with models intended for everything from touring to extreme track use.

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W www.caterhamcars.com

CHASSIS: Tubular steel spaceframe chassis with integrated honeycomb crash structure and black powdercoat.

BODYWORK: Aluminium body panels with composite nose and wings. Huge selection of paint options available.

DONOR CAR: None. Nowt. Zero. Zilch. Not applicable. No thank you. Nada. Supplied complete in component form.

ENGINE OPTIONS: Seven 160 only available with Suzuki K6A 660cc 3-cylinder. Other engines available with other models.

SUSPENSION: Front – Adjustable double wishbones with anti-roll bar and Bilstein coil-over dampers. Rear – Suzuki live axle with Bilstein coil-over dampers.

STEERING: Caterham rack and pinion, 1.93 turns lock-to-lock.

BRAKES: Twin circuit split front/rear with low level warning.

KIT PRICE: £16,995 including VAT. BUDGET BUILD COST: £16,995 plus IVA test and first registration fees.

www.completekitcar.co.uk

020 Chesil Speedster:CKC Guide 2009

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17:09

Page 100

Chesil Speedster

Chesil Speedster T

01308 897072

E

H

Chesil Motor Company, Dorset

chesil@chesil.co.uk

THE CHESIL SPEEDSTER is regarded by many as the leading Speedster manufacturer. Chesil builds are backed by full support including assistance in passing the IVA test. 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 body.

Gearbox and engine packages also come from the VW, but with a variety of upgrade options available.

The body 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, along with the engine cover and bonnet. The windscreen assembly and folding hood frame come fitted. It all makes for a simple build. Chesil also offers a partial build service or full factory finished cars with all new parts.

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W www.chesil.co.uk

CHASSIS: Shortened Volkswagen Beetle floorpan.

BODYWORK: All GRP. DONOR CAR: Volkswagen Beetle.

ENGINE OPTIONS: 1641cc, 1800cc or 2-litre air-cooled. New in 2013, water-cooled 1.4-litre (90bhp) Volkswagen (meeting current emission standards).

SUSPENSION: Torsion bar with trailing arms front and rear.

STEERING: Recirculating ball steering box.

BRAKES: Front discs and rear drums.

KIT PRICE: Base kit £4895 plus VAT. Full body kit £6459 plus VAT. BUDGET BUILD COST: £10,000 to £15,000. Factory built from £24,320 plus VAT.

www.completekitcar.co.uk

021 Dax 427:CKC Guide 2009

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17:11

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Dax 427

Dax 427 T

01279 442661

E

H

DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ

post@daxcars.co.uk

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.

Recent developments to the Dax 427 now mean the customer has more choice 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. While the standard IRS frame has been superbly developed over the years, this latest De Dion/CC&AR chassis offers grip, composure and ride quality that have to be experienced. Both chassis utilise Jaguar components, while the engine bay has enough room for 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 panels. Elsewhere you’ll find the company’s vast stores can supply everything to complete a car. Backed up by the hugely informative assembly and IVA guides, assembling one of these supercars just couldn’t be easier.

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W www.daxcars.co.uk

CHASSIS: De Dion – Hybrid, full width backbone chassis.

IRS – Hooped full width ladderframe with backbone brace.

BODYWORK: One-piece GRP bodyshell in heat resistant resin. 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, De Dion rear. IRS – 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. BUDGET BUILD COST: From £25,000.

www.completekitcar.co.uk

022 Dax Rush CCR:CKC Guide 2009

17/10/13

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Page 100

Dax Rush CCR

Dax Rush CCR T

01279 442661

E

H

DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ

post@daxcars.co.uk

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 Dax Rush CCR is aimed at Rush owners who prefer their cars with more focus and allows builders to maximise performance without compromising strength. 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 Anti-Roll front suspension ensures flat tyreto-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.

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22

W www.daxcars.co.uk

CHASSIS: Fully-triangulated, round-tube lightweight spaceframe.

BODYWORK: Fibreglass nosecone, bonnet, wings, scuttle and rear body section in high-quality, pre-coloured gelcoat finish.

DONOR CAR: Predominantly Ford Sierra with BMW 3-series E36/E46 option available for some derivatives.

ENGINE OPTIONS: 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 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.

www.completekitcar.co.uk

023 Dax Rush ST:CKC Guide 2009

17/10/13

17:17

Page 100

Dax Rush ST

Dax Rush ST T

01279 442661

E

H

DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ

post@daxcars.co.uk

IN 1991, DAX launched the Rush, and it has been constantly developed into a top-quality, lightweight roadster. With its rectangular headlights and purposeful stance, it’s instantly recognisable in a market flooded with Lotus Seven look-alikes.

Every Rush ST is based around an impressive spaceframe chassis which is available in either standard or long wheelbase form. The latter caters for drivers well over 6ft tall. There’s even a version that uniquely provides the option of 4-wheel drive.

The Rush offers more interior space and more engine and wheel options than its competitors, and is 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.

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. Engine options for the Rush ST are extensive and include the Ford Pinto, DOHC, V6, Zetec, Duratec and Cosworth, Vauxhall 16v, BMW M3, Rover V8 and many more, not forgetting an impressive array of motorcycle engines.

UK KIT CAR GUIDE 2014

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W www.daxcars.co.uk

CHASSIS: Fully-triangulated spaceframe chassis in high strength, low carbon steel.

BODYWORK: Fibreglass nosecone, bonnet, wings, scuttle and rear body section in high-quality, pre-coloured gelcoat.

DONOR CAR: BMW 3-series E36, E46 and Ford Sierra.

Contact Dax for more details.

ENGINE OPTIONS: Many car and motorcycle engines.

SUSPENSION: Front – Unequal length double wishbones, anti-dive geometry and adjustable camber. Adjustable coilover dampers. Rear – Dax De Dion design with upper A-frame location and two lower radius arms. Adjustable coilover dampers. Optional IRS. STEERING: Rack and pinion.

BRAKES: Vented front discs and solid or vented rears.

KIT PRICE: Body/chassis kit £2185 plus VAT. BUDGET BUILD COST: Home built from around £9500.

www.completekitcar.co.uk

024 De Havilland DVT GT/GTS:CKC Guide 2009

17/10/13

17:22

Page 100

De Havilland DVT GT/GTS

De Havilland DVT GT/GTS T

07545 501439

E

H

De Havilland Motor Company, 29 Willcox Avenue, Bury St Edmunds, Suffolk IP33 3HQ

dehavilland@live.co.uk

DE HAVILLAND MOTOR Company was founded by Terry Groves in early 2011 after acquiring the moulds that produced the former Deon DGT and Scoperto replica Dinos of the late 1980s and early ’90s. After two years developing and refining the original design to more accurately replicate the original Dino GT and GTS, and incorporating more modern and reliable mechanicals, the new DVT GT and GTS are a huge leap forward in authenticity and everyday drivability.

With the DVT, you benefit from the peace of mind a single donor replica brings. The DVT GT and GTS are based on a single MG TF donor. This means that building, owning and maintaining a DVT will be as simple and care-free as driving the mainstream production car it’s based on. No more sourcing obscure hard to find parts, in fact the only thing you will need to worry about come rain or shine is where to park.

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W www.dehavillandmotorcompany.co.uk

CHASSIS: Triangulated steel spaceframe.

BODYWORK: Hand laid GRP with gelcoat finish.

DONOR CAR: MG TF, MG TF LE500.

ENGINE OPTIONS: Rover K-series 1.6, 1.8, 1.8 VVC, KV6.

SUSPENSION: Front – Coil spring over gas-filled damper located by double wishbones. Rear – Multi link coil spring over gas-filled damper.

STEERING: Modified MG TF column with standard MG TF rack, 2.5 turns lock-to-lock.

BRAKES: Front – Ventilated discs with pin-slider calipers.

Rear: – Solid discs with pin-slider calipers. VVC MG/AP Racing brakes – Vented discs with 4-piston calipers.

KIT PRICE: £4850.

BUDGET BUILD COST: From £16,000.

www.completekitcar.co.uk

025 DNA 3Sixty, 4Thirty, 5cudo and DN8:CKC Guide 2009

18/10/13

14:57

Page 100

DNA 3Sixty, 4Thirty, 5cudo & DN8

DNA 3Sixty, 4Thirty, 5cudo & DN8 T

0121 326 8800

E

H

DNA Automotive, Birmingham

info@dnaautomotive.com

DNA PRODUCES KITS which are as close to the originals as possible. The team also places a great degree of emphasis on making the projects easy for the home-builder to put together.

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 well handling donor is the perfect starting point on which to build a replica and you get a convertible roof. Suitable donors are incredibly cheap if you opt for one with light damage (which won’t matter to the finished car). The Ford Cougar based 5cudo is a more affordable version giving an option for those on a budget.

The DN8, the latest model from DNA, provides stunning looks and a complete transformation to the donor car with its extensive interior options. Quality of the body moulds is high and, when it’s combined with the DNA interior pack, makes for 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 demo. DNA has a well-oiled after-sales service to help each of its customers achieve a high standard.

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W www.dnaautomotive.com

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 PRICE: 3Sixty £4995. 4Thirty from £7500. 5cudo from £6800. DN8 from £7500.

BUDGET BUILD COST: From £12,000 including donor car.

www.completekitcar.co.uk

026 Doon:CKC Guide 2009

17/10/13

17:24

Page 100

Doon

Doon T

0121 541 2278

E

H

VolksMagic, 111a Park Lane, Oldbury, West Midlands B69 4LP

volksmagic@hotmail.com

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. It has a real quality feel, with return edges on all the bodywork. There are also optional side pods.

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.

The Doon is available in either long or short wheelbase forms. 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.

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26

W www.doon.co.uk

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.

www.completekitcar.co.uk

027 Dragon Electric Sports Cars:CKC Guide 2009

18/10/13

19:33

Page 100

Dragon Electric Sports Cars

Dragon Electric Sports Cars T

01874 730320

E

H

Dragon Electric Sports Cars, Sorgwm Farm, Cwmdu, Crickhowell NP8 1RT

john.lilly@dragonev.co.uk

JOHN LILLY, THE force behind Dragon Electric made his first electric vehicle, a motorcycle, 30 years ago. His company has been building and converting electric vehicles for over 10 years and he has a wealth of knowledge on high performance electric vehicles. He has been chairman of the Battery Vehicle Society and regularly gives talks on all aspects of EV design and use. Dragon has been proven on the track and drag strip over the last couple of years and has achieved over 20 electric track records and one world record drag time.

Dragon can convert any kit car to electric power and can provide a consultancy and design service for specials if required.

Normal twin motor power limits are 600bhp and 900ft lb of torque. Cars can be designed to be single motor drives of modest performance to maximise range and minimise running costs or high performance rubber burning sprint machines.

A range of batteries are available from cheap lead acid sets for ranges of up to 50 miles, high performance lead acid to give high performance at a budget price, or more expensive lithium ion for ranges up to 200 miles.

UK KIT CAR GUIDE 2014

27

W www.dragonelectricsportscars.co.uk

CHASSIS: As per donor kit car (see text).

BODYWORK: As per donor kit car (see text).

DONOR CAR: As per donor kit car (see text).

ENGINE OPTIONS: 65bhp to 300bhp electric motor.

SUSPENSION: As per donor kit car (see text).

STEERING: As per donor kit car (see text).

BRAKES: As per donor kit car (see text).

KIT PRICE: Conversion kit from £3200.

BUDGET BUILD COST: From £5200. Turnkey car using a new Vindicator Sprint £23,500.

www.completekitcar.co.uk

028 Elite Pulse:CKC Guide 2009

17/10/13

17:27

Page 100

Elite Pulse

Elite Pulse T

07590 804865

E

eddie@elitemotorsporteng.co.uk W www.elitemotorsporteng.co.uk

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Elite Motorsport Engineering, Leighs Lodge, Willows Green, Chelmsford, Essex CM3 1QJ

ELITE MOTORSPORT ENGINEERING was established several years ago by Edward Ives. The firm’s LMP style Delta was aimed primarily at motorsport use, but the Lotus Seven inspired Pulse is as at home as a fast road or track day car as it is in the competition arena.

From nose to tail, it’s a high spec car. The fully triangulated spaceframe chassis may be familar, but it’s bronze welded and uses a variety of different gauges and sections of tubing to optimise its light weight and rigidity. Suspension front and rear is inboard coil-over dampers operated by pushrods. At the front, the wishbones are aero section tube. Great attention to detail is evident throughout: for example, even the brake lines are routed through the wishbones for neatness.

Emphasising the car’s performance orientation is the fact that adjustment for camber, castor, toe and bumpsteer are all engineered in, and the car has anti-dive and anti-squat as standard. The Elite Pulse is a technical tour de force for those who are serious about high performance. The company can also offer arrive-and-drive racing packages.

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CHASSIS: Tubular spaceframe chassis. Various sections and gauges employed throughout. Predominantly bronze welded.

BODYWORK: Self coloured GRP. Various aero upgrades.

DONOR CAR: No single donor car.

ENGINE OPTIONS: Wide range of engines, including motorcycle options.

SUSPENSION: Front – Aerofoil section double wishbones, pushrods, inboard coil-over dampers. Rear – Double wishbones, pushrods, inboard coil-over dampers.

STEERING: Rack and pinion. 2.4 turns lock-to-lock.

BRAKES: Front – 260mm vented discs, AP Racing four-pot calipers. Rear – 260mm solid discs, two-pot calipers.

KIT PRICE: Kit 1 – everything needed to get the car rolling and steering with bodywork: £10,000. Kit 2 – Everything needed to build the car except engine and gearbox: £15,000.

BUDGET BUILD COST: From £18,000. Turnkey from £20,000.

www.completekitcar.co.uk

029 Gardner Douglas GD 427:CKC Guide 2009

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Gardner Douglas 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 GD 427 T

01949 843299

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GD Sports Cars, Unit 26, Roseland Business Park, Long Bennington, Newark, Notts NG23 5FF

sales@gdcars.com

GARDNER DOUGLAS WAS formed in 1990 by design engineer, Andrew Burrows. While the 427’s styling may be familiar, it’s the engineering that sets it apart – a distinctive backbone chassis allied to a semi-monocoque composite body structure.

Two different suspension packages are available, one using Jaguar XJ6 while the other is fully adjustable double wishbones and cast alloy uprights. It’s this, the EURO, that is the flagship, having proved itself by winning the SR&GT Championship many times. Don’t discount the more affordable Jaguar based car – they share the same famed stiff backbone chassis.

Despite track success, the GD 427 is aimed at those looking for a modern road car. The steering is light and informative, the ride is very refined and supple and the driving environment comfortable thanks, in part, to GD’s unique insulated body-to-chassis location. Both chassis and bodies are made in-house by GD, with rolling chassis, part and fullbuilds all available. In 2012 the GD 427 became the only UK produced replica to pass the strict Australian Design Rules torsion test without modification.

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29

W www.gdcars.com

CHASSIS: Multi-tubular backbone spaceframe.

BODYWORK: High quality semi-monocoque composite body.

DONOR CAR: GD Jag – Jaguar XJ6. GD Euro – Bespoke parts.

ENGINE OPTIONS: Ford and Chevrolet small-block V8s and latest GM LS EFI V8s.

SUSPENSION: GD Jag. Front – Jaguar wishbones and stub axles, coil-over dampers. Rear – Jaguar hub carriers, wishbones, driveshafts, coil-over dampers. GD Euro. Front – GD double wishbones, alloy uprights, coil-over dampers.

Rear – Double wishbones, alloy uprights, coil-over dampers.

STEERING: GD steering rack. 3.25 or 2.57 turns lock-to-lock.

BRAKES: Jaguar outboard front ventilated discs and calipers plus rear inboard solid discs and calipers on GD Jag. Outboard vented discs all-round on GD Euro.

KIT PRICE: GD 427 chassis £2565, Mk3 body £3250. Mk4 body £3450. GD Euro rolling chassis £8650. All plus VAT. BUDGET BUILD COST: From £18,000 plus VAT plus engine etc.

www.completekitcar.co.uk

030 Gadner Douglas GD T70:CKC Guide 2009

17/10/13

17:39

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Gardner Douglas GD T70 & Moda

Gardner Douglas GD T70 & Moda T

01949 843299

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H

GD Sports Cars, Unit 26, Roseland Business Park, Long Bennington, Newark, Notts NG23 5FF

sales@gdcars.com

GD 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, 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 option of the Moda version means lovers of the 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. Weight from under 900kg with 450bhp to 650bhp available – the GD T70 offers true supercar performance.

There is no single donor. All parts are either made in-house or carefully chosen from mainstream sources. Chassis and bodies are produced in-house, along with kit preparation, part builds and turn-key cars. If you need more convincing as to the company’s abilities, a visit to the factory is where you’ll find it.

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W www.gdcars.com

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 LS V8.

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, body £3500 (all prices plus VAT).

BUDGET BUILD COST: From £25,000 excluding engine and transmission.

www.completekitcar.co.uk

031 GBS Zero:CKC Guide 2009

17/10/13

17:42

Page 100

GBS Zero

GBS Zero T

01623 860990

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H

Great British Sports Cars, Maun Way, Boughton, Newark, Nottingham NG22 9ZD

info@greatbritishsportscars.co.uk

GREAT BRITISH SPORTS Cars’ Zero chassis accommodates most sizes in comfort along with exceptional ride and handling characteristics. GBS now offers the Zero GT chassis which is wider by 4cm per side to give a more generous and comfortable feel, without compromising the ride or handling. Recently added to the Zero range is the new Zero Mazda chassis which uses the unique design features of the current Ford-based Zero. The GBS Zero is also available with a bespoke race version which will take various mainstream manufacturers’ engines.

The Zero has been designed to be at home on the road or competing out on the track. It’s an ideal build for the novice or expert and, 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 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

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W www.greatbritishsportscars.co.uk

CHASSIS: Square and round section spaceframe chassis.

Manufactured with comprehensive jigs. Right and left-hand drive versions. Chassis and wishbones powdercoated.

BODYWORK: Aluminium or stainless steel panels. Fibreglass nosecone and wings (with a choice of nine gelcoat colours).

Painted option also available on factory builds.

DONOR CAR: Ford, Mazda and Honda.

ENGINE OPTIONS: 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 coil-over shock absorbers.

STEERING: Quick rack.

BRAKES: Front – Disc. Rear – Disc or drum.

KIT PRICE: Starter Kits from £2345 including VAT. FACTORY BUILT CARS: From £19,995 plus VAT.

www.completekitcar.co.uk

GKD Legend:CKC Guide 2009

17/10/13

17:45

Page 100

GKD Legend

GKD Legend T

08709 104108

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H

GKD Sports Cars, 17 Firmin Avenue, Maidstone, Kent ME17 4RD

info@gkdsportscars.com

GKD SPORTS CARS was the first company to develop a BMW 3-series based Seven-inspired roadster, moving away from the Ford basis that had been the mainstay for so many years. The E36/E46 was produced from 1991 to 2006, so affordable spares back-up is enormous, and the LEGEND fits any fourcylinder or silky straight-six petrol engine. Utimate performance is from the 321bhp M3 engine and 6-speed box!

The front engine/rear drive layout isn’t the only reason the BMW makes sense. Suitable donors can cost as little as £200, and the part quality is very high. A LEGEND build is very affordable; it’s possible to assemble one for as little as £7000.

With a standard roll bar, the LEGEND has the option of full weather gear. Adding a full bolt-on roll cage, the LEGEND becomes suited to track days, hillclimbs and sprints and is the recommended option for high output engines including the M3.

As well as offering the BMW based LEGEND, GKD has also found a niche in developing tuning parts for 3-series engines.

Its own supercharger kits can be used not only in Legends, but also in BMW 3-series and Z3s.

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W www.gkdsportscars.com

CHASSIS: Tubular steel spaceframe, back-braced and triangulated bolt-on roll-over bar.

BODYWORK: GRP nose, scuttle and wings. Rest of body is laser cut aluminium ready to fit.

DONOR CAR: Any BMW 3-series (E36/E46), 1991 to 2006.

ENGINE OPTIONS: Standard fitment is any of four or six cylinder BMW 3-series E36/E46 petrol engines. Other options can be accommodated.

SUSPENSION: Front – Double wishbones, coil-over dampers, fabricated uprights, BMW hubs. Rear – Double wishbones, coil-over dampers, fabricated uprights, BMW bearings and flanges.

STEERING: Rack and pinion.

BRAKES: Discs all-round.

KIT PRICE: From £4495.

BUDGET BUILD COST: From £7000.

www.completekitcar.co.uk

033 Hawk 1.8-2.6:CKC Guide 2009

17/10/13

17:49

Page 100

Hawk 1.8/2.6

Hawk 1.8/2.6 T

01892 750341

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H

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP

enquiries@hawkcars.co.uk

HAVING ESTABLISHED AN almost obsessional eye for detail on all its various Cobra replicas, Hawk Cars 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.

It uses the same chassis package as the 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. The 2.5 Triumph is ideal and adds authenticity (as does the original Ford Zephyr 2.6). However, Hawk recommends fitting the excellent BMW straight 6 engine which makes a powerful modern alternative.

Bodywork is supplied in a grey primer gel 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 everything right up to a complete replica interior.

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W www.hawkcars.co.uk

CHASSIS: 31⁄2in twin round tube ladder chassis.

BODYWORK: Fibreglass body supplied in primer gel colour.

All internal panels, doors, boot and bonnet installed or prehung. Body is jig located onto chassis for perfect alignment.

Floors and rear bulkhead in sandwich of 9mm resin-bonded marine ply with GRP either side.

DONOR CAR: MGB. ENGINE OPTIONS: Triumph, BMW or Ford Zephyr straight six.

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 £6100 plus VAT. BUDGET BUILD COST: From £10,000.

www.completekitcar.co.uk

034 Hawk 289:CKC Guide 2009

17/10/13

17:51

Page 100

Hawk 289

Hawk 289 T

01892 750341

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Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP

enquiries@hawkcars.co.uk

HERE’S ONE FOR those who find the overtly muscular styling of the 427 replica 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 289 uses a twin 31⁄2in round-tube chassis which closely emulates the original but suits 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). Body is supplied in a grey primer gel finish and is pre-fitted with doors, boot and bonnet hinged and inner panels fitted.

With a good soft-top and side windows (an optional hardtop 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 and the 289 is a terrific option for those looking for a Cobra replica with a difference.

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W www.hawkcars.co.uk

CHASSIS: 31⁄2in twin round tube ladder chassis.

BODYWORK: Fibreglass body supplied in primer gel colour.

All internal panels, doors, boot and bonnet installed or prehung. 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 – Coilover front suspension conversion and full Jaguar IRS rear.

STEERING: MGB rack and column.

BRAKES: Donor front discs and rear drums.

KIT PRICE: Body/chassis kit £6350. FIA: £6600.

Sebring: £6500. Le Mans: £6950 (all prices plus VAT).

BUDGET BUILD COST: From £12,000.

www.completekitcar.co.uk

035 Hawk HF3000:CKC Guide 2009

17/10/13

17:53

Page 100

Hawk HF3000

Hawk HF3000 T

01892 750341

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H

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP

enquiries@hawkcars.co.uk

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.

As per the original, the Hawk uses a large number of components from the Fiat and Lancia group. Power tends to come from either Alfa’s terrific 3-litre V6 (HF3000) or the most recent 3.2-litre 32-valve unit (HF3200). Finally, if funds allow, a Ferrari V6 or V8 can be fitted. The Hawk offers superlative handling, supple suspension and a driving environment like no other. It’s truly spectacular.

Gerry Hawkridge’s dedication to the Stratos compares to that of his obsession with the Cobra, and he is still developing the kit after all these years. Most recently, he has introduced the Giro d’Italia model, an exact replica of a circuit racing Stratos.

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W www.hawkcars.co.uk

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: HF3000 kit £12,500 plus VAT. BUDGET BUILD COST: From £20,000.

www.completekitcar.co.uk

036 Hawk Kirkham:CKC Guide 2009

17/10/13

17:55

Page 100

Hawk Kirkham

Hawk Kirkham T

01892 750341

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H

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP

enquiries@hawkcars.co.uk

GERRY HAWKRIDGE’S HAWK Cars stepped up a gear in 2001 when it 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 original cars and the bodywork made in aluminium. They are 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 made to meet requirements.

A visit to Hawk Cars’ UK based works is a unique experience for any Cobra die-hard. 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. 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 Kirkham’s attention to detail.

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W www.hawkcars.co.uk

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 V8 in various guises.

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-overs.

STEERING: Rack and pinion, 31⁄2 turns lock-to-lock.

BRAKES: Front and rear – Solid discs with aluminium Girling repro racing calipers.

KIT PRICE: Aluminium shell on chassis £23,500 plus VAT. BUDGET BUILD COST: From £50,000.

www.completekitcar.co.uk

037 Healy Enigma:CKC Guide 2009

18/10/13

19:36

Page 100

Healy Enigma

Healy Enigma T

07584 087056

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Healy Designs, Thetford, Norfolk

IT’S QUITE OBVIOUS where the Healy Enigma gets its inspiration: styling cues are borrowed from the classic Healey 3000, although it’s updated and has its own clear identity. Under the skin, it has a very solidly constructed spaceframe chassis with steel floors and bulkheads. Donor is the Mazda MX-5, with engine options being the 1.6-litre or 1.8-litre twin-cam units.

Inside, the Healy borrows heavily from the Mazda, retaining its dashboard, seats and door cards. For the demonstrator, all have been trimmed in leather to increase the quality. The excellent hood is carried over too. In fact, the ethos was to use enough from the Mazda to make the Healy practical (it’s up to long-distance touring and everyday use) but not so much to detract from the car being something special.

Healy Designs also offers the Enigma using the Mk3 MX-5 as a donor which brings more powerful 2-litre engines and higher quality interiors. The firm can offer the car with a Rover V8. Building a Mk1 based car to the spec of the demo (retrimmed interior, quality hood, metallic paint) costs £15,000, making this high quality offering very good value.

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healydesigns@aol.com

CHASSIS: Spaceframe made from square tube steel. Steel floors and bulkheads.

BODYWORK: GRP bodywork, modified Mazda MX-5 doors.

DONOR CAR: Mazda MX-5.

ENGINE OPTIONS: Mazda MX-5 in 1.6 or 1.8-litre forms. Mk3 based car has 2-litre option. Rover V8 can also be fitted.

SUSPENSION: Front and rear – Mazda MX-5 double wishbones.

STEERING: Mazda MX-5 rack and pinion. Some models have power-assisted steering.

BRAKES: Discs all-round.

KIT PRICE: £6250.

BUDGET BUILD COST: From £15,000.

www.completekitcar.co.uk

038 JBA Falcon:CKC Guide 2009

17/10/13

17:58

Page 100

JBA Falcon

JBA Falcon T

01508 493205

H

JBA Motors, Norfolk

E

enquiries@jbamotors.co.uk

THE JBA FALCON was launched in 1982, originally based on both the Ford Cortina and Seirra. Nowadays, JBA Motors manufactures the BMW-based JBA Falcon.

Using all the major components from a BMW 3-Series, the new JBA Falcon provides the comfort, reliability and low running costs of a new car. The BMW 3-series offers a wealth of engines, from an economic 4-cylinder to a more powerful 6-cylinder M3 engine. Both can be used in the Falcon.

The JBA Falcon uses a substantial ladderframe chassis that comes with the central body unit factory fitted, which together gives the car excellent 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.

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W www.jbamotors.co.uk

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 £14,000.

www.completekitcar.co.uk

039 JH DGt 306 GT/GTS:CKC Guide 2009

21/10/13

09:56

Page 100

JHC DGt 306 GT/GTS

JHC DGt 306 GT/GTS T

01278 661316

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H

JH Classics, Hedging Barton, Taunton, Somerset, TA7 0DF

FOR OVER 25 years, JH Classics has led the way for refining, developing and delivering creative engineering for the Ferrari Dino, culminating in the development and integration of a modern production car platform with superb performance and reliability. The evolution of one of the most iconic cars ever made.

The Toyota MR2 production car platform is extensively reworked in all the performance, safety and service areas to as-new, and then transformed with the new DGt Dino composite bodywork, with options for V6 3-litre engines and superbly detailed original aesthetics – such as quad slashback exhausts, hand crafted chrome fittings and stunning full leather interiors for either the GT or GTS. This formula gives the customer a ‘new’ car but with far greater charm and driver satisfaction. Depreciation is low, service costs inexpensive, and easy insurance at full value is available. JHC offers a full build service including re-registration of the DGt and comprehensive Home Conversion Packages.

UK KIT CAR GUIDE 2014

W www.JHClassics.com

info@JHClassics.com

39

CHASSIS: Standard Toyota MR2 Mk2 unaltered.

BODYWORK: All fibreglass bodywork fitted over MR2, supplied in white gelcoat finish. GT and GTS options available.

DONOR CAR: Toyota MR2 Mk2 GT hard top or Targa top T-bar 1990 to 1999.

ENGINE OPTIONS: 2-litre and 2-litre turbo Toyota, V6 Toyota 3-litre Camry 24-valve.

SUSPENSION: Standard Toyota MR2 lowered by 40mm, options for coil-over damper competition units. Front and rear anti roll bars.

STEERING: Standard Toyota MR2, PAS option. Adjustable column height and length.

BRAKES: Toyota MR2 discs front and rear with various upgrades, servo assisted standard, ABS option.

KIT PRICE: Full body and essentials package £5150, plus various package options.

BUDGET BUILD COST: £15,000 to £17,000. No IVA.

www.completekitcar.co.uk

040 JMC Roadster:CKC Guide 2009

18/10/13

19:37

Page 100

JMC Roadster

JMC Roadster T

00 33 254 71 89 95

H

JMC, Thesee, France

E

nasselin@free.fr

DESPITE FIRST IMPRESSIONS, the JMC Roadster is not a conventional kit car, but instead it’s a panel kit. The company does not offer a chassis with the body panels, or provide a shopping list of mechanical components that must be harvested from one or more donor cars.

And the basis for the body conversion? A Westfield kit car.

It’s a clever concept which means you can take a proven and well respected kit car platform and give it a completely fresh identity. As with all body conversions, the JMC Roadster is IVA exempt – officially, it retains the identity of the Westfield.

Some small subframes are required to support the wider bodywork of the JMC Roadster, but there is no welding, and all panels and subframes are either bolted or clamped in position.

The JMC can utilise a wide variety of Westfield models, from early SEs to the latest Mega S2000. In reality, the only limiting factor is that the car should feature the conventional bodywork and not the optional FW bodywork.

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W www.jmc-roadster.com

CHASSIS: Multi-tubular Westfield spaceframe chassis.

BODYWORK: All fibreglass panels which require paint. Base vehicle must use ‘standard’ Westfield main tub.

DONOR CAR: Westfield.

ENGINE OPTIONS: All standard Westfield installations can be accommodated, including V8 and Honda Type R. SUSPENSION: Front and rear – Double wishbones, outboard coil-over dampers, cast alloy uprights. All standard Westfield options apply.

STEERING: Westfield rack and column.

BRAKES: Dependent on age of base vehicle, no servo.

KIT PRICE: Kit price: €4800 (around £4100, depending on exchange rate).

BUDGET BUILD COST: Kit plus base Westfield. No IVA test.

www.completekitcar.co.uk

041 Lister Bell STR:CKC Guide 2009

17/10/13

18:08

Page 100

Lister Bell STR

Lister Bell STR T

07990 543517

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Lister Bell, Newark, Nottinghamshire

craig@listerbell.com

LISTER BELL WAS established in 2010 by Craig White, who has been involved in the kit car industry since 1989. He has a wealth of experience in specialist car construction, chassis development, fabrication and composite materials.

The STR has been designed to bring Stratos replicas bang up to date. It blends classic and authentic styling with a CAD drawn chassis and suspension package that’s designed for today’s discerning market. The fully adjustable suspension is designed to be in keeping with that of the original car; a strut arrangement is found at the rear and double wishbones up front. The uprights are bespoke to the car and machined from aircraft grade billet aluminium.

Lister Bell’s 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 of the build. The body moulds have been thoroughly worked to make this the first Stratos that’s available in self-coloured gelcoat with no need for paint. Ease of build is a high priority with the STR.

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W www.listerbell.com

CHASSIS: Spaceframe chassis, folded sheet central monocoque structure with box section front and rear subframes. Integral rollcage built to MSA standards, optional door intrusion bars.

BODYWORK: GRP bodywork available in pre coloured gelcoat.

DONOR CAR: Alfa 156 2.5 V6, 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 (others considered).

SUSPENSION: Front – Double wishbone, billet ali uprights, Gaz coil-overs, anti-roll bar option. Rear – MacPherson struts, billet aluminium uprights, Gaz Gold struts, anti-roll bar option.

STEERING: Bespoke aluminium rack and mountings, 2.6 turns lock-to-lock (other ratios available on request).

BRAKES: 308mm vented discs, 4-pot calipers, integral handbrake.

KIT PRICE: Alfa powered 3/3.2-litre, circa £25k inc VAT, plus donor engine and ’box, includes air con, bespoke radiator etc.

BUDGET BUILD COST: Alfa 156 based circa £20k inc VAT.

www.completekitcar.co.uk

042 Luego Viento:CKC Guide 2009

17/10/13

18:13

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Luego Viento

Luego Viento T

01356 622827

E

H

Luego Sports Cars, Crosshill Garage, Montrose Road, Brechin DD9 7PL

info@luegosportscars.com

LUEGO SPORTS CARS was established 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, 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.

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42

W www.luegosportscars.com

CHASSIS: Spaceframe using variety of different tubular steel.

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) column.

BRAKES: Sierra solid or vented front discs with solid rear discs at the back.

KIT PRICE: Starter kit £3740. Full kit £6490.

BUDGET BUILD COST: From £11,500.

www.completekitcar.co.uk

043 MEV Mevabusa:CKC Guide 2009

17/10/13

18:15

Page 100

MEV Mevabusa

MEV Mevabusa T

0115 978 0677

E

H

Road Track Race, 42 Mount Street, New Basford, Nottingham NG7 7HX

sales@roadtrackrace.com

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 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 below far right). Both are Yamaha R1 powered, the former being a super-diminutive single seater with the engine where the passenger would usually be, the latter is a three wheeler. Both are hugely thrilling!

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W www.roadtrackrace.com

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.

www.completekitcar.co.uk

044 MEV Mevster/Exocet:CKC Guide 2009

17/10/13

18:17

Page 100

MEV Mevster/Exocet

MEV Mevster/Exocet T

01623 655522

E

H

MEV Ltd, Ratcher Hill Quarry, Southwell Road, Mansfield, Nottinghamshire NG21 0HJ

info@mevltd.co.uk

THE MEVSTER IS yet another clever kit car concept from MEV. Under the GRP skin is a spaceframe chassis and the engine and running gear from a Mazda MX-5. So far, so conventional. But it’s the way the MX-5 parts are packaged that’s clever. The entire engine, gearbox, differential and suspension are carried over in standard form. Thanks to the Mazda’s unique ‘Powerplant Frame’ (PPF), all the components remain as one unit when removed from the MX-5. The MEV chassis then simply bolts to it.

This approach keeps the build simple and makes the build very affordable. If you sell off the unwanted parts from your MX-5 donor, it becomes very affordable indeed – it’s possible to assemble a Mevster for £3000 if you’re very careful. An optional roof adds to the practicality of the windscreen.

Similar in concept – but having an entirely different chassis and body – is the exoskeletal Exocet. Its open sides and lack of windscreen create a very different driving experience to the more weather-proof Mevster.

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W www.mevltd.co.uk

CHASSIS: Mevster – Square tube spaceframe.

Exocet – Round tube spaceframe.

BODYWORK: All GRP supplied in coloured gelcoat finish.

DONOR CAR: Mazda MX-5.

ENGINE OPTIONS: Mazda MX-5 in 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.

STEERING: Mazda MX-5 rack and pinion.

BRAKES: Discs all-round.

KIT PRICE: Mevster – £2995 plus VAT. Exocet – £2595 plus VAT. BUDGET BUILD COST: Mevster – from £3000 (see text).

Exocet – from £2000 (see text).

www.completekitcar.co.uk

045 MEV Replicar:CKC Guide 2009

17/10/13

18:19

Page 100

MEV Replicar®

MEV Replicar® T

01623 655522

E

H

MEV Ltd, Ratcher Hill Quarry, Southwell Road, Mansfield, Nottinghamshire NG21 0HJ

info@mevltd.co.uk

WITH AN ASTON Martin DBR1 having sold at auction for £20m, it’s put beyond the reach of almost every car enthusiast. But what if you could have the style in a selfbuild format for around £7000? As with everything from MEV, the Replicar® has been designed to be accessible to all pockets.

The Replicar® is based on the same Mazda MX-5 components as the other cars in the company’s range.

Just as they do, it retains the engine, gearbox and suspension in their original format. That’s what helps to keep the build cost down and, thanks to the proliferation of Mazda spares, running it will be very affordable too.

The interior is basic, with the round tubes of the chassis on show just as they would have been in a classic race car. Doors can be cut out, or you can just step over them like Stirling Moss would have.

The demonstrator car pictured features wire wheels which are available from MEV at £250 each. They bolt directly to the Mazda MX-5 hubs.

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45

W www.mevltd.co.uk

CHASSIS: Spaceframe chassis made from a mix of round and square tube steel.

BODYWORK: GRP bodywork, one-piece main tub with separate bonnet.

DONOR CAR: Mazda MX-5.

ENGINE OPTIONS: Any Mazda MX-5 engine, 1.6 or 1.8-litre.

SUSPENSION: Front – Mazda MX-5 double wishbones with coil-over dampers. Rear – Mazda MX-5 double wishbones with coil-over dampers.

STEERING: Mazda MX-5 rack and pinion.

BRAKES: Discs all-round.

KIT PRICE: Comprehensive kit package £4995 plus VAT. BUDGET BUILD COST: From £7000.

www.completekitcar.co.uk

046 MEV Rocket:CKC Guide 2009

17/10/13

18:21

Page 100

MEV Rocket

MEV Rocket T

0115 978 0677

E

H

Road Track Race, 42 Mount Street, New Basford, Nottingham NG7 7HX

sales@roadtrackrace.com

THE MEV ROCKET is manufactured under license by Road Track Race. It’s based on the mechanicals of a Ford Focus, using its engine (often in 1.8-litre or 2-litre forms, although RTR will modify the chassis to suit 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.

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. 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 (below right).

Sister to the Rocket, it borrows its geometry and Focus basis.

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46

W www.roadtrackrace.com

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 launched in 2013 using 138bhp MR2 engine or 190bhp Celica engine. Other engines can be fitted.

SUSPENSION: Front and rear – Double wishbones with coilover 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

www.completekitcar.co.uk

047 MNR VortX:CKC Guide 2009

17/10/13

18:23

Page 100

MNR VortX

MNR VortX T

01423 780196

E

H

MNR, Holly House Farm, Moorcock Lane, Darley, Harrogate, North Yorkshire HG3 2QL

chrismnrltd@btinternet.com

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.

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 engines.

Popular engine options include the Ford Duratec, Honda S2000, Rover V8, and a whole host of superbike engines.

MNR doesn’t set out to rewrite the rulebook. Instead, it aims to do what it does to a very high standard. The firm has sold kits all over Europe, Australia and the States, and lhd versions of the VortX are available. It has had considerable race-winning success in hillclimbs, sprints and racing.

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47

W www.mnrltd.co.uk

CHASSIS: Steel spaceframe in 16, 18 and 20g round-tube.

Standard RAC approved roll bar made to customer’s height.

BODYWORK: Self coloured GRP panels.

DONOR CAR: Ford Sierra or Mazda MX-5 drivetrain.

ENGINE OPTIONS: Many including Mazda MX-5, Ford Duratec, Honda S2000, Rover V8, plus motorcycle options.

SUSPENSION: Front – Unequal length double wishbones, inboard Protech coil-over 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 alloy calipers, drilled, grooved, slotted discs. Rear – Sierra discs which can be drilled, grooved and slotted or Mazda MX-5 discs. Optional 2-pot billet calipers.

KIT PRICE: Comprehensive kits from £3995 including VAT. BUDGET BUILD COST: From £8000.

www.completekitcar.co.uk

048 Parallel Miura:CKC Guide 2009

17/10/13

18:26

Page 100

Parallel Miura

Parallel Miura T

07425 131677

E

H

Parallel Designs, Morden, Surrey

paralleldesigns.diablo@gmail.com

PARALLEL DESIGNS, MANUFACTURER of the sensational Torero, also offers a replica of the stunning Miura. 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 include the braking system, which comes with ABS as standard, operating huge Brembo 360mm by 30mm vented front and rear discs.

All variants of the Miura will be available, from the standard S to the SV and the Roadster. The company supplies kit packages, rolling chassis options and turnkey packages.

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W www.paralleldesigns.co.uk

CHASSIS: Multi-tubular spaceframe with integral backbone and steel bulkheads and floor.

BODYWORK: No single donor car.

DONOR CAR: Audi V6, including bi-turbo RS4.

ENGINE OPTIONS: Front – Double wishbones, cast aluminium hub carriers, coil-over dampers. Rear – Double wishbones, cast aluminium hub carriers, coil-over dampers.

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: 360mm by 30mm Brembo discs. ABS. KIT PRICE: Basic chassis package £2800. Rolling chassis package £4595.

BUDGET BUILD COST: From £30,000. Factory built from £60,000.

www.completekitcar.co.uk

049 Parallel Torero:CKC Guide 2009

17/10/13

18:34

Page 100

Parallel Torero

Parallel Torero T

07425 131677

E

H

Parallel Designs, Morden, Surrey

paralleldesigns.diablo@gmail.com

THE AUDACIOUS TORERO arrived in 2000, after two years of extensive development, and this highly authentic Lamborghini Diablo replica has been joined by every variant of this Italian supercar – VT, SV, SE, GT and 6.0L. 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.

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49

W www.paralleldesigns.co.uk

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: 360mm 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).

www.completekitcar.co.uk

050 Phoenix Mirach:CKC Guide 2009

18/10/13

14:59

Page 100

Phoenix Mirach

Phoenix Mirach T

07565 956138

E

H

Phoenix Automotive Development, Unit 8 Brent Mill Industrial Estate, South Brent, Devon TQ10 9YT

robmirach@gmail.com

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 worth a look.

It’s reasonably 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 redeveloped it for its relaunch in 2012, the car having originated from Chris Field to critical acclaim in the ’90s. The principle change was to the chassis which became 2in longer and 2in wider to improve interior space. The bodywork was altered to suit and modern projector headlights have been incorporated into pods at the front of the car.

With the comprehensive kit priced at £9595, it’s estimated that self-build prices start from around £15,000, while fully built turnkey cars start from £29,000 depending on spec.

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50

W www.phoenixauto.co.uk

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.

www.completekitcar.co.uk

051 Raw Striker:CKC Guide 2009

18/10/13

15:00

Page 100

Raw Striker

Raw Striker T

01432 371169

E

H

Raw Striker, The Grange, Shelwick, Hereford HR1 3AW

info@striker-cars.co.uk

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 set-up 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.

All Raws use a variation on the same chassis; standard or lowered race option both guarantee the handling that has won many championships. Buy a Striker and get out there and win something!

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51

W www.striker-cars.co.uk

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: Primarily Toyota and Ford. Bike options too.

SUSPENSION: Front – Independent inboard set-up.

Rear – Independent double wishbones, Raw’s own hub carriers, coil-over dampers, Ford hubs. Fully adjustable.

Original live axle option is still available.

STEERING: Bespoke 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 on your parts sourcing ability!

www.completekitcar.co.uk

052 Ronart W152:CKC Guide 2009

18/10/13

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Ronart W152

Ronart W152 T

01733 332913

E

H

Ronart Cars, Westwood Farm, Bretton Gate, Peterborough, Cambridgeshire PE3 9UW

sales@ronart.co.uk

CONCEIVED IN 1985, the Ronart went into production in 1986.

Many consider the W152 to be the closest interpretation of a typical 1940s/50s racing car. Design inspirations were the Mercedes W154/196, Maserati 250F and HWM Jaguars.

A unique British, high performance, two-seater sports racing car suitable for road and track use. It was designed to re-capture the style reminiscent of grand prix cars of the postwar 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.

Jaguars, as donor cars, provide refined power along with superb all-round independent suspension. 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 manufactured from 1996 onwards which produce 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. It’s a car that shares your soul.

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52

W www.ronart.co.uk

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 (see website for updates).

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).

www.completekitcar.co.uk

053 RPS RP251:CKC Guide 2009

18/10/13

07:49

Page 100

RPS RP251

RPS RP251 T

07900 431244

E

H

RPS, Unit 4 North East Suffolk Business Centre, 52 Pinbush Road, Lowestoft, Suffolk NR33 7NQ

enquiries@rps-ltd.info

RPS MAY BE a new company to the industry in 2012, but the team behind it – husband and wife Garry and Julie Hutton – know the scene well having been involved in the GCS Hawke that sold so well throughout the 1990s.

The RPS RP251 is an MGB based body conversion that takes its inspiration from a number of classic 1960s race cars. There are echoes of Ginetta here, hints of Ferrari there... and it all adds up to a cohesive whole. Since the changes to the MGB base are cosmetic only, there is no requirement for an IVA test. The front end (wings and front panel as one piece) bolt on, and the GRP bonnet is new too.

The new rear end either bolts or bonds on, and the optional hard-top completes the look. The firm also offers stylised roll-over bars and a new dashboard. The conversion kit is also available for the MGB GT. As well as selling complete conversion kits, RPS is also happy to supply parts of its kits to MGB owners looking to implement more subtle upgrades. The dashboard and hardtop have proved particularly popular.

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W www.rps-ltd.info

CHASSIS: MGB’s standard steel monocoque.

BODYWORK: GRP replacement front panel and wings (onepiece), rear bumper (bond-on or bolt-on), bonnet. Optional GRP hard-top. Steel MGB doors, rear wings and bootlid.

DONOR CAR: MGB. ENGINE OPTIONS: Any MGB engine (four-cylinder or V8).

SUSPENSION: Front – Coil-over dampers. Rear – Coil-over dampers, anti-tramp bars.

STEERING: MGB rack and pinion.

BRAKES: Discs all-round.

KIT PRICE: Main kit £1295. Hard top £325.

Dashboard £159. Centre console £39.50.

BUDGET BUILD COST: From £1295 plus donor car and paint.

www.completekitcar.co.uk

054 RTM La Bala:CKC Guide 2009

18/10/13

07:52

Page 100

RTM La Bala

RTM La Bala T

07841 535715

E

H

R-tec Motorsports, Two Jays, Station Road, Broadway, Worcestershire WR12 7DE

info@rtecmotorsports.com

RTM’S LA BALA, otherwise known as the LB2, is a mid-engined two-seater that’s based on the mechanical components of a Toyota MR2 Mk2. It’s a car that holds a unique position in the UK kit car market. It is as at home on the track as it is on the road, and comes in a variety of specs; catering both for those who are build enthusiasts, to those who want a complete car.

The Core kit, which is the essence of the car (comprising the body, chassis and suspension) is fully manufactured in the UK and starts from £7500 plus VAT. RTM can supply used, refurbished or new parts for the LB2, specially sourced for the car for those looking for a stress-free build. For speed junkies looking to build a track or fast road car, the R kit is a seriousspec, all-new parts package which is complete down to the last nut and bolt, and is turbocharged with a brand new 200bhp 1.6-litre Vauxhall engine tuneable to 350bhp.

With its distinctive style, and the variety in the build approach, coupled with options such as a full windscreen, optional doors and even a hard-top, the LB2 is seriously fun and also makes sure you get the most out of it all year round.

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54

W www.rtecmotorsports.com

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 – Double wishbones, outboard coil-over dampers with Toyota MR2 uprights and hub carriers.

Rear – Double wishbones, outboard coil-over dampers with Toyota MR2 uprights and hub carriers.

STEERING: Toyota MR2 rack and pinion.

BRAKES: Toyota MR2 discs and calipers.

KIT PRICE: Core kit (body, chassis, suspension) £7500 plus VAT. R kit (everything needed to build a car including all options bar hard-top) £25,250.

BUDGET BUILD COST: From £13,000.

www.completekitcar.co.uk

055 SDR V-Storm:CKC Guide 2009

18/10/13

07:55

Page 100

SDR WR3 V-Storm

SDR WR3 V-Storm T H

E info@sdrsportscars.co.uk W www.sdrsportscars.co.uk 01872 560857 SDR Sportscars, Unit 3 Duckworths Business Park, Wheal Busy, Chacewater, Truro TR4 8NZ

THE WR3 EVOLUTION has begun. Previous winner of CKC’s Car of the Year and BAE Systems (British Aerospace Engineering) award for design and innovation, the V-Storm is making its mark globally, with cars in Hong Kong, USA, Europe, Australia and South Africa.

A factory-built special edition is now in production with a race developed aerodynamic nose cone, spoilers and rear diffuser. Add to this a 425bhp engine and 6-speed sequential race transmission, giving this WR3 an incredible 625bhp per ton!

With its minimal weight and turbocharged Subaru engine, the V-Storm is devastatingly quick, on road and track, even in standard form. Ian Stent, CKC magazine editor, 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.”

Race dynamics and incredible performance make this one of the most exciting road legal cars available.

UK KIT CAR GUIDE 2014

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CHASSIS: Hybrid multiplatform square and round tube spaceframe.

BODYWORK: GRP moulded from CNC milled bucks.

DONOR CAR: All new parts (except engine, gearbox and steering column).

ENGINE OPTIONS: Subaru Impreza turbo 2-litre and 2.5-litre versions, WRX, STi, 235 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.

STEERING: Titan Motorsport centre point steering rack, custom made to SDR spec, Ford Ka collapsible steering column.

BRAKES: Front – Vented discs, 4-pot aluminium brake calipers. Rear – Discs, alloy brake calipers.

KIT PRICE: Comprehensive kits from £8495.

BUDGET BUILD COST: From £16,000. Turnkey POA. All plus VAT.

www.completekitcar.co.uk

056 Spire GT-R/GT-3:CKC Guide 2009

18/10/13

07:59

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Spire GT-R/GT-3

Spire GT-R/GT-3 T

01773 874694

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H

Spire Sportscars, Unit 1A Stonebroom Industrial Estate, Alfreton DE55 6LQ

spireplant@aol.com

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.

Getting the car road legal is easy – and what a sight it is on the road! But it’s on the track where the car is really at home.

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.

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. The chassis is made from CDS tube and suspension is fully rose-jointed with pushrod operated inboard suspension. It is powered only by motorcycle engines using a chain-driven diff. In 2012 and 2013 the GT-3 dominated the RGB Championship, winning all 28 consecutive races and this year also took the Bikesport Championship winning all races in its class and the overall place.

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W www.spiresportscars.co.uk

GT-R CHASSIS: Multi-tubular spaceframe.

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 £10,500 (car engine) or from £11,500 (bike engine).

www.completekitcar.co.uk

057 Suffolk C-Type Jaguar:CKC Guide 2009

18/10/13

08:02

Page 100

Suffolk C-Type Jaguar

Suffolk C-Type Jaguar T

07967 339424

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H

Roger Williams at Suffolk Jaguar, PO Box 100, Woodbridge, Suffolk IP12 9BA

roger@suffolkjaguar.com

SUFFOLK JAGUAR HAS been manufacturing its exquisite Jaguar SS100 replica for 20 years, and 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. Performance matches the original car’s despite the fact that it costs only a fraction of the price. A build manual is supplied, as is 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.

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.

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W www.suffolkjaguar.com

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.

www.completekitcar.co.uk

058 Suffolk SS100 Jaguar:CKC Guide 2009

18/10/13

19:41

Page 100

Suffolk SS100 Jaguar

Suffolk SS100 Jaguar T

07967 339424

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H

Roger Williams at Suffolk Jaguar, PO Box 100, Woodbridge, Suffolk IP12 9BA

roger@suffolkjaguar.com

A TRUE CLASSIC in its own right, the Suffolk SS100 Jaguar has been in production for 20 years. Constant improvements have been incorporated over time. The comprehensive Owner Build Manual is updated each year and is available online free of charge. Packages are also exported to Europe and the US. Following a visit to the workshops and a test drive, a build programme is then tailored to the customer’s timescale. A typical first delivery would include the chassis and all parts to build the ‘four corners’. This would be followed by installation of the Jaguar XJ6 engine and gearbox. The bodywork can be prepared and painted in the customer’s own choice of colour before delivery. Final assembly is a logical sequence.

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 a wide 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.

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58

W www.suffolkjaguar.com

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.

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.

BRAKES: Servo assisted Lockheed 4-pot front calipers with vented discs inboard, rear disc brake calipers with handbrake.

KIT PRICE: Depends on individual specification.

BUDGET BUILD COST: From £38,000.

www.completekitcar.co.uk

059 Tiger Avon:CKC Guide 2009

18/10/13

08:07

Page 100

Tiger Avon/GTA

Tiger Avon/GTA T

01945 466200

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H

Tiger Racing, Unit 10 Anglia Way, Wisbech, Cambridgeshire PE13 2TY

jim@tigerracing.com

THE TIGER AVON, and its sister model the GTA, are the focus of this page, but Tiger Racing actually has a wide range of models. However, it’s the Avon (pictured above) that introduces most builders to the Tiger marque. It has a spaceframe chassis, GRP body in coloured gelcoat and double wishbone suspension all-round.

Most four-cylinder engines can be fitted (the Ford Zetec being an obvious choice) and motorcycle engines can be accommodated too. It’s available in modular packages or as a comprehensive kit. In the former guise, it’s possible to build a budget car for as little as £5000. The complete package is priced at £10,995 plus VAT and comes complete with everything needed to complete the car – including a brand new Ford Zetec engine with Weber Alpha fuel injection.

In 2011, the GTA joined the Tiger range. Based on the Avon’s proven platform, it has a new, classically styled full body. The GTA body can be retro fitted to existing Avons with the addition of outriggers on the chassis.

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59

W www.tigerracing.com

CHASSIS: Tubular spaceframe in 1in box section steel £620 plus VAT. 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: Chassis £620 plus VAT. Full kit £10,995 plus VAT. This comprehensive kit includes everything to build the car, including a brand new Zetec engine with Weber Alpha injection. Absolutely nothing else to purchase!

BUDGET BUILD COST: From £5000 (Avon).

www.completekitcar.co.uk

060 Toniq CB:CKC Guide 2009

18/10/13

08:13

Page 100

Toniq CB

Toniq CB T

07818 057643

E

H

Toniq Ltd, 34 Southdown Road, Sticker, St Austell, Cornwall PL26 7EW

sales@toniqltd.co.uk

TONIQ SPORTSCARS PROVIDED a shot in the arm to the Seven market 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 – it’s backed up by advanced engineering, top quality components and a dedicated team.

Attention to detail is evident throughout, from the beautiful CAD designed round tube chassis with laser cut and predrilled panelling to the fully terminated bespoke wiring loom.

The CB range has been painstakingly developed to be a pleasure to build. 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. Alternatively, you can build it around a Mazda MX-5 Mk3 drivetrain.

At the other extreme you can buy the car in fully built form.

Turnkey cars range in power outputs from 180bhp to 300bhp from either Duratec or VVT powerplants.

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60

W www.toniqltd.co.uk

CHASSIS: State of the art CAD designed round tube spaceframe. Pre-drilled and bracketed for all suspension, drivetrain and body mounting points.

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 200bhp.

SUSPENSION: Front – Double wishbones, coil-overs.

Rear – Double wishbones, horizontal inboard coil-overs.

STEERING: Rack and pinion.

BRAKES: Alloy 4-pot front calipers, vented discs. Alloy single pot rear calipers, 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. Factory built – enquire to discuss your personal requirements.

www.completekitcar.co.uk

061 Tornado TSC GT40:CKC Guide 2009

21/10/13

09:58

Page 100

Tornado TSC GT40

Tornado TSC GT40 T

01562 820372

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H

Tornado Sports Cars, Unit 25, Meadowmill Ind Est, Dixon Street, Kidderminster, Worcs DY10 1HH

info@tornadosportscars.com

INTRODUCED IN 1989, the TSC GT40 has been in uninterrupted production for longer than any other Ford GT40 replica. 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.

Tornado’s standards of engineering are second to none.

A triangulated spaceframe is the standard option for most, but for those looking for the ultimate, Tornado offers 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 Le Mans-winning GT40. It offers the ultimate in performance with Ford’s venerable small-block V8 and race style suspension developed and fully proven over the years.

The correct repro parts are available from Tornado – wheels, fuel tanks, exhaust system, glass, lights, seats, instruments and even the V8 engines. The Ford Mustang Coyote engine has recently been introduced as an option.

Tornado is a one-stop shop for the GT40 enthusiast.

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61

W www.tornadosportscars.com

CHASSIS: Multi-tubular spaceframe. Optional aluminium monocoque and carbonfibre monocoque chassis available.

BODYWORK: GRP mouldings. Optional carbon fibre.

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-ali V8.

SUSPENSION: Front – Cast aluminium front uprights, fabricated double wishbones. Rear – Reversed A-arm with top links and radius arms. Coil-over dampers all round.

STEERING: Rack and pinion.

BRAKES: Ventilated front discs with 4 or 6-pot aluminium calipers. Ventilated rear discs with 4-pot aluminium calipers.

KIT PRICE: Starter kit – £6995 plus VAT. Deluxe kit – With every single item required to build a new car £38,250 plus VAT. BUDGET BUILD COST: From £25,000.

www.completekitcar.co.uk

062 Toylander:CKC Guide 2009

18/10/13

08:28

Page 100

Toylander

Toylander T

01767 319080

E

H

Real Life Toys (Toylander), 196 London Road, Biggleswade, Bedfordshire SG18 8EH

sales@toylander.com

REAL LIFE TOYS Toylander has been established for 25 years and its range of Toylander electric ride-on cars has become the must-have children’s motor. The model line-up includes Toylander 1 and 2 (Series 1 and Series 2A Land Rovers respectively), Mayfair (veteran car), Geepstar (a budget jeep style model), MB43 (an army Jeep and the most detailed Toylander model yet), the DBR and MFR (tractors) and three trailers. More are being added to the range in 2014, 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 resistant MDF or birch ply.

There is no separate chassis. Power comes from one or two 180-watt electric motors, Toylander having used the same British supplier since 1987. These toys are equipped with a progressive throttle rather than being an on/off switch. Even the indicators flash. Building a Toylander is a great way to get children and parents or grandparents working together on a productive project.

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62

W www.toylander.com

CHASSIS: Unitary body and chassis unit made from moisture resistant 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.

www.completekitcar.co.uk

063 Tribute MX250:CKC Guide 2009

18/10/13

08:35

Page 100

Tribute MX250

Tribute MX250 T

07901 544241

E

H

Tribute Automotive, Near Dorchester, Dorset

info@tributeautomotive.com

TRIBUTE AUTOMOTIVE’S MX250 is not intended as a replica, but the evocative lines clearly show Italian inspiration. Despite the exotic look, the MX250 is an affordable project. Based on the Mazda MX-5 (Mk1 and Mk2), all that’s required is a body swap.

The front and rear panels are one-piece mouldings which selfalign on the MX-5. They’re blended into the Mazda’s body for painting. The doors remain unskinned. Unusually, the convertible (white car shown below) is even more affordable.

Some customers have completed projects in two weeks.

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 none on the front wheels), paint and lights. You have the option to upgrade the interior using many parts available for MX-5s.

Tribute estimates that self build prices start from just £4000.

Tribute also offers the Toyota MR2 Mk3 based MRS200 at £3995 (below far left), the Triumph Spitfire based A352 at £1954 (below far right) and the 7VR (bottom right) which is either based on the Spitfire or a tubular chassis (price TBA).

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63

W www.tributeautomotive.com

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.

www.completekitcar.co.uk

064 Vintage Replicar V2:CKC Guide 2009

18/10/13

08:39

Page 100

Vintage Replicar

Vintage Replicar T

(858) 367 0354

E

H

Vintage Replicar, 2244 Faraday Avenue 126, Carlsbad, California 92008

vintagereplicar@gmail.com

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 356. As well as featuring quite different 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.

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 complex, it comes in fully built form only. Vintage Replicar insists on the highest standards of paint, trim and general finish. Prices start from $57,950 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.

UK KIT CAR GUIDE 2014

W www.vintagereplicar.com

CHASSIS: Substantial multi-tubular chassis combined with traditional VW pan.

BODYWORK: Multi-panelled fibreglass 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 $57,950 US. Shipping not included.

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www.completekitcar.co.uk

065 Vortex GTT:CKC Guide 2009

18/10/13

08:41

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Vortex GTT

Vortex GTT T H

E info@vortex-auto.com W www.vortex-auto.com 01926 857200 Vortex Automotive, 23 Woodmill Meadow, Kenilworth, Warwickshire CV8 2XP

THIS NEW VERSION supercedes the GT3 and uses the 2-litre direct injection Ecoboost Ford engine to give 280bhp with 60kg less weight. New features for 2014 include a stiffer chassis, a chargecooler for the turbo unit, alloy caliper option for the first time, quicker speed variable power steering and new alloy wheel choices. Also in development are a number of visual upgrades.

Unchanged are the stainless steel hinges and exhaust, gas struts for the engine cover, servo brakes, aluminium dampers, double bulkhead for noise suppression, LM25 heat treated uprights and ventilated discs. There is generous cockpit space and it is also possible to stow a full-size spare wheel and luggage under the bonnet. Air conditioning is an option.

Vortex now stocks donor parts to make the build easier for customers and the GTT has just been given build approval by the New Zealand authorities. A GT-EV can also be ordered using 100 lithium ion batteries, the first car having successfully completed the Brighton to London future car event.

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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: 2-litre Ford Ecoboost (GTT) or 3-litre Modeo V6 (GT3).

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: Comprehensive kit – £13,888.

BUDGET BUILD COST: From £22,000 plus donor.

www.completekitcar.co.uk

066 Vortex V2:CKC Guide 2009

18/10/13

08:44

Page 100

Vortex V2

Vortex V2 E

W www.vortex-auto.com

T

01926 857200

H

Vortex Automotive, 23 Woodmill Meadow, Kenilworth, Warwickshire CV8 2XP

info@vortex-auto.com

A NEW ALTERNATIVE to a Lotus Seven type product, for road or track days. Intense work during 2013 has gone into making the 280bhp Vortex V2 an incredibly satisfying driving experience, which has seen the prototype evolve after many miles on road and track. Headline changes for 2014 include a substantial downsizing, major suspension and steering refinements, a 30kg weight saving, new bodywork tooling incorporating side and tail panels, central armrest and LED tail lighting.

Distinctive features abound, with individual cockpit openings, passenger tonneau cover, curved chassis tubes for generous cockpit space, central fuel tank, underside cooling duct, high nose with integrated aerofoils and storage.

A stainless steel exhaust is standard, as is an alloy radiator.

Alloy calipers and rear spoiler are optional. The cockpit shape is tall enough to deflect air over the driver’s head, giving enjoyable open-air motoring, making a helmet not essential wear. It is IVA compliant, has a choice of Ford engines including Duratec, GDI and the sensational 280bhp Ecoboost, with 5 or 6-speed gearbox options.

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CHASSIS: Steel curved and 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.

www.completekitcar.co.uk

067 Westfield Sport:CKC Guide 2009

18/10/13

08:48

Page 100

Westfield Sport

Westfield Sport T

01384 400077

E

H

Westfield Sportscars, Unit 1 Gibbons Industrial Estate. Dudley Road, Kingswinford DY6 8XF

info@westfield-sportscars.co.uk

WESTFIELD SPORTS CARS is easily one of the best known kit car marques having gained recognition beyond kit car circles. Its best known model is the Sport, available in a number of different specifications. Westfield can supply anything from a basic chassis/body package through to a complete kit where everything is supplied with the exception of fuel and water.

The complete kit is available with a host of new Ford engines, with options ranging from a 135bhp/155bhp Sigma, 150bhp/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.

The car is available either as a comprehensive kit (from £15,499), or you can spread the cost with modular packages.

Alternatively, complete, turnkey cars begin at £19,110.

The latest development is the Honda S2000 powered Sport, the Mega S2000. Complete kits for this 240bhp monster are available less engine and gearbox from £13,999, so should your dual-purpose road car want to spend more time on track then this model offers outstanding performance for your pound.

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W www.westfield-sportscars.co.uk

CHASSIS: Steel spaceframe.

BODYWORK: All GRP bodywork, choice of self-coloured gelcoat.

DONOR CAR: All new parts supplied in kit, although donor kits are available.

ENGINE OPTIONS: Complete kits – Ford Sigma 1.6-litre, Ford 2-litre Zetec and Duratec. Donor car engine options – Honda S2000, Suzuki Hayabusa, Vauxhall 16v, Ford Crossflow, Ford Pinto, Mazda MX-5 1600 and 1800.

SUSPENSION: Fully adjustable 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.

www.completekitcar.co.uk

068 Xanthos Continuation 23:CKC Guide 2009

18/10/13

08:51

Page 100

Xanthos 23 Continuation

Xanthos Continuation 23 T

0151 486 7744

E

H

Kelvin Jones Motorsport, Liverpool

kj33racer@aol.com

IN 1962, COLIN Chapman shocked the racing world with the introduction of the Lotus 23. Initially it was prevented from participating at Le Mans because it would have undoubtedly blown apart the French competition. Colin Chapman never took a car to Le Mans again. The 23 was first raced by Jim Clark at the Nürburgring 1000km where he was lapping up to 30 seconds faster than the bigger engined competition.

In 1994, the 23 proved its continued value to the Lotus Cars stable when a Xanthos 23 was borrowed by the Lotus Elise development team ‘for inspiration’. Continuing on from the superb work of Henry Tombs in recreating the Lotus Type 23 and making the Xanthos 23 a true reproduction, Kelvin Jones Motorsport offers spares for the genuine article and a complete race, track or road car second to none.

For track and road use, the car is available with changes to the braking systems, electrical systems and the engine, but these changes are bolt-on, leaving the pedigree of the car intact and allowing a full upgrade to race spec at a later date without replacement of the major items.

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W www.kelvinjones-motorsport.com

CHASSIS: Xanthos.

BODYWORK: Xanthos.

DONOR CAR: None.

ENGINE OPTIONS: Lotus Twin Cam, Ford Zetec.

SUSPENSION: Front – Triumph. Rear – Lotus.

STEERING: Triumph.

BRAKES: Front – Girling. Rear – Girling.

KIT PRICE: Basic kit starts at £7500.

BUDGET BUILD COST: From £25,000.

www.completekitcar.co.uk

069 XCS 427:CKC Guide 2009

18/10/13

15:01

Page 100

XCS 427

XCS 427 T

07591 668116

E

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Walker Partnership, Essex

info@walker-partnership.com

XCS DESIGNS IS a new company run by Peter Walker and Gary Sanders, both very well known and respected figures in the industry and extremely experienced engineers and designers.

Their new XCS 427 model is a flagship sports car and uses Peter Walker’s patented ‘Camber Compensation & Anti-Roll’ (CC&AR) suspension system at both front and rear. The CC&AR system increases grip (and predictability) by keeping the tyres in flat and even contact with the tarmac at all times – a feat that can never be attained by conventional suspension.

An animation showing how CC&AR achieves this is on the XCS website. The XCS 427’s chassis is a full height, full width, round-tube spaceframe designed for lightness and strength with crumple zones front and rear. Although intended as an all-new build, it can accept some refurbished components, such as a Jaguar XJ40/X300 differential and/or S-type calipers.

XCS’s first demonstrator has a very high specification, powered by a 630bhp supercharged Chevrolet LS3, sited well back in the chassis for optimum weight distribution. The new XCS 427 is clearly a highly sophisticated product!

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W www.walker-partnership.com

CHASSIS: Spaceframe chassis made from round-tube CDS2 steel. Crumple zones front and rear.

BODYWORK: GRP bodywork.

DONOR CAR: No donor car.

ENGINE OPTIONS: A wide range of V8s, including Ford and Chevrolet big blocks.

SUSPENSION: Front and rear – Patented ‘Camber Compensation & Anti-Roll’ system with purpose-designed billet aluminium uprights for no-compromise CC&AR geometry, coil-over dampers.

STEERING: Bespoke Quaife steering rack, adjustable electronic power assistance.

BRAKES: Front and rear – 12.8in ventilated discs, Jaguar S-Type calipers (Tarox option).

KIT PRICE: Body/chassis/suspension kit £9395.

BUDGET BUILD COST: From £40,000.

www.completekitcar.co.uk

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RWD Motorsport British Engineering at its best

Quality engineering without compromise.

From bellhousings, and gear kits, to clutches and manifolds, RWD Motorsport have over 20 years experience of producing the highest quality parts for rear wheel drive competition and fast road cars.

Call us now or visit our website for more information.

www.rwdmotorsport.com tel: 01282 863286 email: info@rwdmotorsport.com

www.holeshotracing.co.uk t: 028 3882 0026 e:info@holeshotracing.co.uk 30 Lough Road, Dromore, County Down, Northern Ireland BT25 1JE

26 YEARS OF DYNO AND ENGINE EXPERIENCE JOANNA STEVENSON HOLESHOT RACING

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out and drive...

JUST GET

... and leave the rest to us. With over 20 years experience of insuring kit and specialist cars we take pride in our service.

You are a friend not a number.

Upgrade your Engine Camshafts, exchange, fast road/race (pair) Cam follower conversion (inserts & shims) (set) QED Hi-Flo valves (inlet and exhaust) (set) QED HI-Flo valves, +1mm (inlet and exhaust) (set) Colsibro valve guides, GM head (set) Colsibro valve guides, Coscast head (set) Race quality valve springs (set) M a i n b e a r i n gs , f r o m (set) End b e a r i n gs , f r om (set) W a t e r p u mp (e ach) Forged pistons, 86mm-88mm set (from) S t e e l c o n r o ds (set) Steel flywheels, various designs available from Clutch p la t es , fr om (e ach) Cam belt kits, early & late type available from Cast shallow wet sump (inc. baffle & pickup) (each) St a n d a r d h e a d g as k e t (e ach) I n l e t g as k e t (e ach) Ex ha ust g aske t (e ach) Fast r o a d p l u g s e t (set) Direct to Head Throttle bodies (set)

• No need for transferable no-claims • Free 90 days European cover • Discounts for club members, limited mileage and drivers • Legal expenses/uninsured loss recovery cover included • UK & European breakdown cover available for just £48

www.msminsurance.co.uk

£215.00 £146.00 £232.00 £232.00 £96.00 £112.00 £116.00 £ 5 7. 5 0 £ 4 0. 0 0 £ 5 7. 5 0 £400.00 £ 6 2 5.0 0 £260.00 £ 8 0. 9 5 £115.00 £208.00 £ 1 8. 1 5 £ 5.0 0 £ 1 0. 0 0 £18.00 £475.00

Prices do not include carriage or VAT

sales@qedmotorsport.co.uk

T: 01279-870535 E: kits@msminsurance.co.uk

OMEX ENGINE MANAGEMENT SYSTEMS

From standalone Rev Limiters and Shift Lights, through to Engine Management ECUs, plug’n’play Throttle Body Kits, and even complete turn-key Engines, the same attention to detail is put into all Omex products. This attention to detail has helped countless users win races and championships and has made us the number 1 choice for low-volume manufacturers. Brochures and price lists available to download online.

Suppliers to Morgan, Proteus, Westfield, Raw, AK, RTR, Toniq, Norton Motorcycles, and direct supply to you.

Prices from: ECU’s - £345

+ VAT,

Throttle Body & ECU Kits - £1470

+ VAT,

Turn-key Engines - £2395

www.omextechnology.com Tel: 01242 260656

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+ VAT

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Kit Car Specialists I.V.A. Compliance Work >>> Complete Build Service >>> Modern & Classic Cars >>> Factory Built Cars >>> Kit Car Upgrades >>> Service & Repair >>> M.O.T Work >>> >>>

Insurance We can quote for most KIT cars for drivers over 21 Our staff have built and driven KIT cars Please call us on

01543 675163 for quotations and advice

AUTHORISED AND REGULATED BY THE FINANCIAL SERVICES AUTHORITY

7 Bridge Cross Road Burntwood Staffs WS7 2BU

Unit 15, Bailey Brook Business Park, Amber drive, Langleymill, Notts. NG16 4BE.

www.specialistvehicleinsurance.co.uk

www.kitcar.me.uk

T: 01773 719 287 E: mark@kitcar.me.uk

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Serving the specialist car enthusiast Workshop services covered: • Kit Car Build or Completion from any stage • Kit Car Servicing • IVA specialists • Rolling Road Dyno Service • Diagnostic Tuning • Vehicle Restoration • TVR Specialists • All vehicle types • Project Builds Collection • Secure indoor vehicle storage & Delivery • Repairs & Modifications

service available

Run by enthusiasts, for enthusiasts. From a simple oil change service to a full build or restoration, we at Southways are your onestop shop for all your Kit, Classic and Sports Car requirements

Unit C, Plot 5 Fort Fareham Industrial Estate, Fareham, Hampshire, PO14 1AH Telephone: (01329) 220755 Email: info@southwaysautomotive.co.uk

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UNDERSTANDING INSURANCE

Understanding

INSURANCE Specialist kit car insurers can offer far more than covering just the finished car. The UK Guide To Kit Cars 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 period of the kit’s life, before it even reaches your home, but after you have paid out for the parts.

Above: You can get insurance cover for the kit contents while in transit from factory to home.

BUILD-UP COVER 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

Above: It may be difficult to obtain kit build cover if your project is located in a remotely located lock-up. Below: 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.

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 second-hand.

As with classic car insurance, the key to the good policies on

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UK KIT CAR GUIDE I INSURANCE

Above: Normal road cover won’t be any use if you venture trackside, but you can get track day cover. Check if a claim via your track day cover will impact you standard road policy premium.

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 policy will not cover you. You may choose to take out an additional policy, usually issued

Above: Joining a club may entitle you to a discount on your insurance.

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.

GET A QUOTE

Glynwood Insurance Services W: www.glynwood.co.uk

The following companies all carry adverts elsewhere in the Guide. There are other companies who also offer kit car cover.

Graham Sykes W: www.graham-sykes.co.uk

Adrian Flux W: www.adrianflux.co.uk

YOUNG DRIVER COVER 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 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.

MSM Insurance W: www.msminsurance.co.uk

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.

Below: Getting cover as a young driver can be tricky. Engine size will be important and Pass Plus can help reduce premiums.

UK KIT CAR GUIDE 2014

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Up to 60% Introductory Discount

Members of Approved Clubs Insured Only Driving Restricted Mileage Up to 9 years No Claims Discount Second Cars Up to 60% Introductory Discount

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Graham Sykes Limited is Authorised and Regulated by The Financial Conduct Authority.

Calls may be monitored or recorded to help improve our service.

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078-081 Parts:Technical 2pp

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PARTS DIRECTORY

Parts

DIRECTORY Finding the right part for a particular job will not only make life easier but the end result will look better and last longer.

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

Above: This is an ultra compact heater unit from Car Builder Solutions.

see the cars built by a 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

Above: Finding and using the right fittings and fixings will make a huge difference to the finished kit car. Below: There are often loads of different options for items such as lights and reflectors. Halfords is not the right place for these sorts of items!

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?

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 them going rusty Continued on page 81

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UK KIT CAR GUIDE I PARTS Cambridge Motorsports Parts T: 01462 684300.

W: www.cambridgemotorsport.com Cat Cams T: 01444 243720. W: www.catcams.co.uk Dartford Rebore T: 01322 220220.

W: www.dartfordreboreandengines.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 ITG T: 024 7630 5386. W: www.itgairfilters.com Jenvey T: 01746 768810. W: www.jenvey.co.uk Kent Performance Cams T: 01303 248666.

W: www.kentcams.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.ttsperformance.co.uk Ultimate Performance T: 01604 771221.

W: www.ultimatep.com V8XS T: 01462 711850. W: www.v8xs.co.uk Yorkshire Engine Supplies T: 07960 011585.

W: www.yorkshireengines.co.uk

PARTS DIRECTORY

P

lease mention the UK Kit Car Guide 2014 when speaking to the companies listed below.

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 Nitrac T: 01625 267074. W: www.nitrac.co.uk Pagid W: www.pagid.com Rally Design (Wilwood) T: 01227 792792.

W: www.rallydesign.co.uk CAMERAS – IN-CAR BHB Extreme T: 0800 500 3066. W: www.bhbextreme.co.uk Dogcam T: 01208 269159 W: www.dogcamsport.co.uk CARBURETTOR/INJECTION SERVICES/ENGINE MANAGEMENT DanST Engineering T: 07921 168507.

W: www.danstengineering.co.uk Eurocarb T: 0118 984 2811. W: www.dellorto.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

ENGINE MANAGEMENT Autocar Electrical Equipment (Lumenition) T: 020 7403 4334.

W: www.lumenition.com H&H Ignitions T: 01384 261500.

W: www.h-h-ignitionsolutions.co.uk KMS T: +31 (0) 402854064. W: www.van-kronenburg.nl Lumenition T: 0207 403 4334. W: www.autocar-electrical.com Omex Technology T: 01242 260656.

W: www.omextechnology.co.uk Trigger Wheels E: sales@trigger-wheels.com W: www.trigger-wheels.com

COOLING SUPPLIERS (RADIATORS/HOSES) Aaron Radiators T: 020 3327 1010. W: www.aaronradiator.co.uk Forge Motorsport T: 01452 380999.

W: www.forgemotorsport.co.uk Leyland Hose and Silicone T: 01772 642478. W: www.lhss.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

EXHAUST PARTS/FABRICATION A-Frame Engineering T: 01282 690184.

W: www.aframeengineering.co.uk Custom Chrome T: 024 7638 7808. W: www.custom-chrome.co.uk JP Exhausts T: 01625 619916. W: www.jpexhausts.co.uk Simpson Race Exhausts T: 01753 532222.

W: www.simpsonraceexhausts.com FIBREGLASS REPAIRS CFS T: 01209 821028 W: cfsnet.co.uk Composites4u T: 01282 770666. W: www.composites4u.co.uk Cristex T: 01282 770666. W: www.cristex.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

ELECTRICAL/WIRING SUPPLIES 12 Volt Planet T: 01491 699 822. W: www.12voltplanet.co.uk 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 Connectomotive T: 01584 759379. W: www.connectomotive.com IEM Services T: 01209 214086. W: www.thewiringproject.co.uk Rapidfit Looms T: 0116 2841050. W: www.rapidfitlooms.co.uk Vehicle Wiring Products T: 0115 9305454.

W: www.vehicleproducts.co.uk World of Wiring T: 01782 208050. W: www.blitzworld.co.uk

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

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

UK KIT CAR GUIDE 2014

GEARBOX SPECIALISTS 3J Driveline T: 01926 650426. W: www.3jdriveline.com A-Frame Engineering T: 01282 690184.

W: www.aframeengineering.co.uk

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PARTS DIRECTORY NUTS, BOLTS & FIXINGS LBF T: 01263 713498. E: ray@lotusbendit.plus.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 RWD Motorsport T: 01282 863286. W: www.rwdmotorsport.com Tran-X T: 01732 741144. W: www.tran-x.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 Lustre Coatings T: 01953 713667. W: www.lustrecoatings.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

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 GLASS MANUFACTURERS Pilkington AGR T: 01527 517373. W: www.pilkington.com

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 Kit Spares T: 01623 860990. W: www.kitspares.co.uk Machine Mart T: 0844 8801250. W: www.machinemart.co.uk Merlin Motorsport T: 01249 782101.

W: www.merlinmotorsport.co.uk Moss Europe T: 020 8867 2020. W: www.moss-europe.co.uk Rally Design T: 01227 792792. W: www.rallydesign.co.uk Richbrook W: www.richbrook-styling.co.uk

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 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 Irntam Kitz T: 07951 567573. W: www.irntam-kitz.co.uk Southways Automotive T: 07976 531824.

W: www.southwaysautomotive.co.uk Sussex Kit Cars T: 01435 812706. E: john@sussexkitcars.co.uk

PROPSHAFT/DRIVESHAFT SERVICES 3J Driveline T: 01926 650426. W: www.3jdriveline.com 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 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

LIGHTING SVC T: 08456 581251. W: www.s-v-c.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 Dyno Solutions T: 01474 872888. W: www.dyno-solutions.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

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 Intercoms – Starcom T: 01480 399499.

W: www.starcom1.com Powdercoating – Electrostatic Magic W:www.electrostaticmagic.co.uk Steel stockholder Aerocom T: 02476 645551.

W: aerocommetals.co.uk Thread repair kits – Uni-Thread T: 01803 867832.

Trailer manufacturers – Aluminium Trailer Company T: 01844 353539. W: www.allytrailer.co.uk

UK KIT CAR GUIDE 2014

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

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UK KIT CAR GUIDE I PARTS 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

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 Martrim T: 0127 0767 771. W: www.martrim.co.uk Seals+Direct T: 0845 226 3345. W: www.sealsplusdirect.co.uk Woolies T: 01778 347347. W: www.woolies-trim.co.uk

SUSPENSION COMPONENTS Dampertech T: 01709 703992. W: www.dampertech.co.uk Protech Shocks T: 01225 705553. W: www.protechshocks.co.uk Shock Tec T: 07719 317970. W: www.shocktec.co.uk Spax T: 01869 244771. W: www.spaxperformance.com Supaflex T: 01749 678152. W: www.superflex.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

TOOL SUPPLIERS Chicago Brand T: 01274 660332. W: www.chicagobrand.co.uk Draper T: 023 8049 4333. W: www.drapertools.com Milli-Grip T: 01273 494844. W: www.milli-grip.com Memfast T: 01386 556868. W: www.memfast.co.uk Perma-Grit Tools T: 0800 298 5121. W: www.permagrit.com

and, despite the increased cost of stainless over mild steel or galvanised fixings, the longterm 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.

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 Guide, and they’ll all be able to help you over the phone.

Alternatively, get to one of the shows.

fastened to your car be inspected when your car 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.

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

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.

Below: You’ll find lots of tool and parts specialists at the kit car shows.

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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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 open-topped 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.

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.

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 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. CKC

www.completekitcar.co.uk

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UNDERSTANDING IVA

Understanding

IVA Individual Vehicle Approval is the test that most newly built kit cars must go through. Here’s our guide on what to expect.

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

Above: You can either drive your kit car or trailer it to the test.

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 DN8 uses an unmodified Ford Cougar over which new panels are hung, it’s exempt from IVA.

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, BIVA 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 panel

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UK KIT CAR GUIDE I IVA THEORY

Above: Mazda MX-5 based Tribute MX250 is a panel kit and therefore exempt from IVA.

conversions it is understood that the identity of 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 www.gov.uk website within the

Above: Three-wheelers, such as this MEV tR1ke, undergo an MSVA test, not IVA.

procedures. The test is less stringent than conventional IVA. Your manufacturer should be able to help you on this one.

guidelines for registering a radically altered vehicle. We quote: “You won’t be able to keep your vehicle’s original registration number if... it has a second-hand or altered chassis, monocoque bodyshell or frame.

In these cases, you’ll have to get type approval [IVA] for your vehicle.”

Three-wheelers continue to be tested under the old MSVA (Motorcycle SVA) test

THE TEST You can’t get a BIVA test down at your nearest MoT garage (or even your nearest VOSA test site), you have to take the car to a specially set-up test centre. There are currently 18 testing stations scattered

Above: Chassis number and VIN plate are checked before the main test begins. Below: A special rig is used for tests in the cockpit for line of sight, seat belt locations etc.

UK KIT CAR GUIDE 2014

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 kit manufacturer should be able to give you comprehensive advice as to how to prepare your car to ensure it passes the test. If

Above: All switches must be clearly identified. 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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UNDERSTANDING IVA you choose to fit items that are not recommended by the manufacturer, then you may expose your car to a potential point of failure.

It’s not possible to cover all the various areas of the BIVA

the Vehicle and Operator Services Agency (VOSA) website (address in the Useful Contacts panel). It’s not the lightest of bedtime reading, but it will tell you exactly what you need to do in order to comply with the

test here (we cover them briefly in the accompanying panel) and we’d recommend you download (for free) both the IVA Inspection Manual (be careful to refer only to the section devoted to BIVA) direct from

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. You can also download from the same web page an IVA

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.

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!

Inertia reel belts must operate smoothly and retract correctly.

Not all belts are type approved for road use – check carefully.

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.

You need one interior mirror and one offside mirror.

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.

Interior fittings

Mirrors

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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.

Mirrors should have the correct approval markings, so be careful when buying them.

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UK KIT CAR GUIDE I IVA THEORY 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

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

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

(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

AREA

LOOKING FOR

NOTES

mirrors (cont.)

If 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.

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.

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

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, 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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UNDERSTANDING IVA

Above: Position and size of the aperture for the rear numberplate is checked.

you a test date.

When the day arrives you can 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-

Above: Noise test is one of the last procedures during most tests.

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 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.

in the brakes prior to the test, but you could also find yourself stranded some distance from home if everything goes wrong!

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

COSTS BIVA test MSVA Retest if necessary MSVA retest Trailer hire necessary First registration fee 12 month road tax (dependent on engine) Insurance

Below: An IAC (Individual Approval Certificate) is what you want at the end.

£450 £104 £90 £17 – £55 – –

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. CKC

Useful Contacts You will find most information is now pooled on the following website W: www.gov.uk

For IVA testing stations http://tinyurl.com/pcenrjx

To download an IVA Inspection Manual, Guidance notes etc http://tinyurl.com/ydjtmhr

Further useful IVA information from the gov.uk website http://tinyurl.com/qwf33l

Further info on MSVA http://tinyurl.com/2lo7a3

For VOSA head office Berkeley House, Croydon Street, Bristol BS5 0DA. T: 0870 606 0440.

E: enquiries@vosa.gov.uk W: www.vosa.gov.uk

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IVA – THE TEST

IVA The Test Complete Kit Car has observed a number of cars going through IVA. Here’s what happened when CKC’s editor watched our last project car go through the test with its builder, Ash Gardiner.

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

and every aspect of the inspection in this feature, but rather highlight the main areas of the test.

Of course, Ash Gardiner has been here before, with his previous scratch-built 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

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 our intention to cover each

Above: Ash is ready for the IVA test.

part of the test is for emissions.

Being of 1994 origin, Ash’s Mazda MX-5 sourced 1.8 twincam should be subject to a basic non-cat test, but a V5 document on its own isn’t enough to demonstrate that the engine is the same as originally installed when it left the Mazda

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.

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 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

Above: Andy gets underway with the test... emissions first.

Above: Emissions probe in the exhaust.

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).

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

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 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

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

Below: Exocet spills its coolant over the VOSA floor!ca

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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IVA – THE TEST 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 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

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 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

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 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

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 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

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.

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

Above: All lights are carefully checked for their operation.

Above: Rear fog light must operate correctly.

against the regulations. The 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,

comprehensive process, which gets even more 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

honest! With the covers in place, it would have 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

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: The two different spheres used in the cockpit.

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IVA – THE TEST 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 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 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

Above: The Exocet is now all road legal, and all the better for its IVA inspection.

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 pre-defined 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 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

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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UK KIT CAR GUIDE I IVA TEST 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 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

Useful Contacts Kit package: Mills Extreme Vehicles, Mansfield, Notts NG21 0HJ. T: 01623 655522.

E: info@mevltd.co.uk W: www.mevltd.co.uk Wheels/tyres: Wolfrace Wheels.

T: 0845 330 9896.

W: www.wolfrace.co.uk Suspension bushes: Superflex, Wells, Somerset BA5 1LD.

T: 01749 678152.

E: sales@superflex.co.uk W: www.superflex.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. T: 01386 556868.

E: info@memfast.co.uk W: www.memfast.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/mjtvc8b

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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UNDERSTANDING REGISTRATION

Understanding REGISTRATION Once your kit car is built, it’ll need registering.

Here’s how to ensure the process is painless.

M

ost kit cars will need to be registered once you have completed the build.

This is the process which results in your car being allocated a registration number and, depending on the parts used, the type of registration number you’ll get. Some kit cars do not need to be registered once complete (see the Donor Car section) but that doesn’t necessarily mean you don’t have to do anything with the existing registration details you already have.

The process of registering your car has changed slightly over the last twelve months, so read this section of the Guide carefully if you are coming to the end of your project and beginning to consider this process.

WHO’S WHO? It’s important to understand that IVA and registration are handled by two very different government agencies and we’ve often found that there

are occasions where there appears to be little joined-up thinking between them which can lead to frustrations when getting your car on the road.

VOSA – The Vehicle Operator And Services Agency deals with IVA. DVLA – The Driver and Vehicle Licensing Agency deals with registration.

REGISTRATION TYPES Here are the different types of registration you may be eligable for when you apply to the DVLA.

Above: If you use all new components (or use just one second-hand component), then a current rear registration is allocated.

Age-related registration – If your car uses at least two major components from a single donor car, along with either a modified donor chassis or brand new chassis from your kit car manufacturer, then you can expect to be allocated an agerelated numberplate. In other words, a plate that refers to the age of the donor car. Example: The Healy Enigma pictured below left, which uses most of the components sourced from a single Mazda MX-5, including the engine.

Current year registration – In order to qualify for a current year registration number your car must be either made up of all new components or with just one major component (such as the engine) being reconditioned to as-new specification.

Example: Any kit car using all new components, with receipts to prove it, such as a comprehensive Westfield kit.

Below: An age-related plate is allocated where at least two major components come from one donor car. Below right: A Q-plate is used where components are sourced from various cars.

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Q-plate – If your car is made up of parts gathered together from all over the place, then it’s a Q-plate for you. Example: A typical Lotus Seven replica using a motorbike engine, Ford suspension components, aftermarket brakes and a mix of other parts taken from a variety of sources.

Donor plate – If your car uses an unmodified chassis and running gear from a previously registered car, then you’ll retain the donor’s identity, but you

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Above: If you rebody the unmodified chassis of another car, then you can retain its identity.

must notify the DVLA of the change in body type and name.

Example: Any of the typical Ferrari replicas based on rebodying a largely unmodified Toyota MR2 chassis. But, if the Toyota chassis is cut in half or heavilly modified (perhaps to stretch the wheelbase) then our understanding is that the original donor’s identity will be lost, and an age-related plate will be allocated, but only after IVA has been passed.

PAPERWORK The type of registration you are aiming for will determine exactly what forms and procedures you must comply with. Registering a car for the first time (ie, not when you are Below: You’ll need to fill out form V55/4. The guide V355/4 will help you.

UK KIT CAR GUIDE 2014

Above: It’s important registration details are correct, particularly if you buy a second-hand car.

retaining the donor registration) is not done at your local Post Office. Up until the first half of 2013 you would have dealt with your nearest DVLA Local Office, but these have now been closed and you will, instead, be dealing directly with the DVLA head office in Swansea. You will need to provide them with...

• IAC certificate (see the Rough Guide To IVA section) • Driving licence (or other approved documentation – no photocopies) • Insurance certificate (still using the chassis number) • A completed V55/4 form • Donor registration document (where applicable) • All major receipts for parts • Built-up Vehicle Inspection Report (V627/1) • Payment for first year road

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fund licence and first registration fee

paperwork to support your assertion.

V55/4 – This form is available from your local Post Office, but you will also need a supporting booklet (V355/4) which will help you fill out the form correctly.

One area that often seems to cause confusion is whether the DVLA Local Office will want to inspect the car for itself. Now that Local Offices no longer exist, this confusion appears to have been addressed, in that our understanding is that the IVA IAC pass certificate is now accepted as proof enough of the vehicle’s identity... and no inspection is required.

Another area of potential confusion is whether your kit will require an MoT before it can be registered. The official line of the DVLA’s press department is that an MoT is required for registration purposes. However, the reality doesn’t always appear as clear.

On the basis that an IVA test does not assess the same things as an MoT, we’d suggest that for peace of mind you may want to have an MoT done to check features such as the condition of suspension components, worn bushes etc.

There is no question that many builders find the process of registration extremely frustrating after the long buildup and subsequent passing of the seemingly larger hurdle of IVA. Our advice is to be very clear about what type of registration you would like and feel you are entitled to, and provide the necessary

REGISTRATION COSTS First registration fee 12 month road tax (dependent on engine) Insurance

£55 – –

SUMMARY Registration can be straightforward, but it has taken a little while for DVLA in Swansea to rework the procedure now that Local Offices have been closed. As we go to press for the Guide (October 2013) we have been informed that any backlog in processing orders has been addressed, and a new contact address at the DVLA should hopefully offer a more direct route to a speedy application (see useful contacts panel). CKC

Useful Contacts You will find most information is now pooled on the following government website... www.direct.gov.uk

For registration detail http://tinyurl.com/czl89bx

DVLA registration address Kit Application, DVLA, Swansea SA99 1ZZ

Download V355/4 http://tinyurl.com/qgg52pu

Download V627/1 http://tinyurl.com/psxfpn4

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MNR VORTX RT+ PART ONE

Leon Morrell’s

Part 1

MNR VORTX RT+ Fancy a Lotus Seven style kit car? Here’s CKC reader Leon Morrell’s experience with his bike engined MNR VortX. CKC editor, Ian Stent, learns more...

fter a conversation with Leon Morrell you quickly get the impression that he rarely does things by halves. In his pre kit car life he bought a Citroën Saxo VTR which started out with 90bhp and ended up with 250bhp thanks to a 16-valve VTS engine transplant and 100bhp puff of nitrous!

But he soon got fed up with going to the drag strip and bringing two gearboxes with

A

him, for when the first one went pop! “I wanted to do something that would be a bit more racy, rather than a chav’d up little car. It was alright when I first passed my test but it soon gets a bit boring.”

The kit car scene hove into view and attracted him because the cars were designed for a purpose, and not compromised in the way that a heavily modified Saxo was. So his first foray into the scene was to buy an unfinished MK Indy with a

1300cc Ford Crossflow under the bonnet. But this didn’t stay standard for long either! The old Ford lump was binned in favour of a Yamaha R1 motorbike engine. And when he replaced the rusty coil-over dampers on the front suspension, they just made everything else look pants... and so began a slippery slope to rebuilding the whole car and upgrading just about everything.

At least at the end of it he had a well sorted MK that could make

the most of its new found power (unlike the Saxo!).

But Leon had got bitten by the kit car building bug and within six months had moved the Indy onto a new owner as he began considering his next project. Using all the lessons he had learnt over the last two project cars, Leon wanted a brand new kit package from one of the main players. The brief was for a bike engined car which would predominantly be used on the road, but with the

Below: Suzuki Hayabusa chosen for the increased torque from its 1300cc capacity.

Below: Basic inspection but no internal tuning. Clutch springs upgraded.

Below: Gold components all part of the dry sump conversion from SBD Motorsport.

Below: Brand new 3.14:1 Sierra diff sourced

by MNR. As rare as hens’ teeth.

Below: Chassis and large number of components awaiting collection at MNR.

Below: Unloading everything from the van once home again.

Below: Somehow this might give you the impression Leon was pleased!

Below: Time for the work to begin. Wiring loom and brake lines go in first.

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Above: Rear suspension showing outboard coil-over and RT+ rose-jointed links.

Above: Up front the coil-over dampers are mounted inboard, to top bell cranks.

Above: Leon used braided hoses throughout the complete braking system.

Above: Hoses had these anodised aluminium separators to avoid any damage.

capability for track days and, potentially, competitive hillclimbs.

But the overriding feature of any kit he would buy would be the quality of the components supplied. He was determined to buy the best chassis and body package he could find and that, above all else, consistently led him to the door of MNR. He was super impressed with the round tube chassis, while the bodywork offered several appealing features. The main tub is a one-piece moulding which therefore avoids lots of joins. The side panels clip over the side chassis rails for a tidy finish, the centre tunnel is a single-piece fibreglass moulding and the scuttle includes the dash panel, thus reducing any rattles and helping to avoid rain ingress to the complex area of wiring underneath.

Chatting with MNR main man Chris Nordon helped to cement the deal. The company had the same no-nonsense

approach that Leon brought to the table. He liked the fact they wouldn’t compromise on safety and built items such as the roll over bar to fit each owner with specific safety margins.

More than that, MNR was happy for Leon to visit the company’s GRP laminator, so that he could see for himself the panels being made and talk to the laminators there... Leon wanted the bodywork made slightly thicker than normal, to minimise any chance of cracking later in life.

Research suggested that the MNR products tended to hold their value well, and he was impressed with items such as the MSA approved roll cage, which ensured the car would hopefully meet any future competition requirements.

So in January of this year he placed an order for a comprehensive kit, collecting it later that month and being roadworthy, IVA approved and registered just three and a half

months later. That’s not hanging around!

The kit he ordered was a Vortx RT+. This high spec kit includes MNR’s optional inboard front suspension and, vitally, rose jointed suspension throughout. Additional upgrades included a full rollcage and side bars, carbon effect detailing in some of the bodywork and MNR’s modern nosecone treatment.

While the latest versions of the Yamaha R1 and other superbike engines now offer more power than the benchmark Hayabusa, the latter’s 1300cc capacity and therefore much larger torque was what Leon wanted.

Sourcing a second-hand engine, Leon gave it a once over, changed the clutch but left it largely standard internally.

Instead, he concentrated on the oil system, installing an SBD Motorsport dry sump kit which not only helped to lower the engine in the chassis but vitally

would guarantee no oil surge problems if he ever ventured trackside, Almost everything else for the car was sourced direct from MNR, and it meant a large collection when he returned a few weeks after ordering his kit.

The round tube chassis is supplied powdercoated from the factory, with the aluminium floor and bulkhead panels already bonded and riveted in place. One option that Leon specified was for powdercoating of the panels too, which look superb.

And so began a build that Leon finds hard to fault. “The car goes together like Lego,” he enthuses. “I found it really, really easy to build. There wasn’t one thing that I took out of its wrapping and it didn’t fit.”

Everything lined up first time and each area of the kit was logically packaged so that the assembly of the front left suspension all came with the correct components and fixings

Below: Aluminium floor sections powdercoated black and fitted at the factory.

Below: Leon visited the laminators before placing his order.

Below: Here’s his rear arch being trimmed by one of the laminators...

Below: ...machine wet and dry sanding then tidies up the gelcoat surface...

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Above: ... polishing process then brings the panel up to a final finish...

Above: ...Quality of the bodywork was one of the factors that attracted Leon to the MNR.

Above: Bodywork on and front suspension taking shape. Note fabricated upright.

Above: Friend made Leon these natty rack extenders.

to ensure a swift build.

First job on most sevenesque projects is to panel the chassis in aluminium, but MNR had already done both the floor and front bulkhead sections, leaving just the sides and rear bulkhead.

The side panels are usually fitted to the inside of the chassis rails, but Leon wanted

to show off the Vortx’s round tube frame, so located them on the outside so that from the cockpit all the tubing would be plainly visible.

As previously mentioned, the centre tunnel isn’t panelled in aluminium at all, but instead is covered by the fibreglass centre tunnel. Trimming around the

floor chassis rails takes care, but the final fit looks superb. Leon had opted for a carbon effect top section in the moulding, which helps to break up the otherwise all white bodywork.

From the very outset Leon was determined that everything that went on the car was of the highest quality and, vitally, the

best specification for the job.

He didn’t want to be using the car later on and then find that a certain component wasn’t quite right or, worse still, failed at the vital moment.

So when MNR found a super rare 3.14 Sierra differential that would suit the Hayabusa installation perfectly, Leon had

Below: Centre tunnel needs careful trimming where it meets the chassis floor rails.

Below: Flexible braided hoses for the brake and clutch lines.

Below: Engine in situ in the chassis.

Below: Dry sump tank located in driver’s footwell. Pokes out onto the bulkhead.

Below: 4-core aluminium radiator an optional upgrade. Oil coooler to go in below it.

Below: Oil catch tank specially made by Alloy Racing Fabrications...

Below: ...who also created this header tank to match.

Below: Air box designed keeps engine height to a minimum and reduces induction noise.

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Above: Here you can see the additional aluminium catch tank and header tank.

Above: Aluminium fuel tank with pump and filter nearby.

to have it. The fact that the company had managed to lay its hands on a brand new, never fitted differential was even better, even if it did come at an eye-watering price.

The hoses and fittings are another no compromise feature of the car. All the brake lines are in flexible braided hosing, while all the anodised end fittings are £35 each... and there are a lot

Above: Time for a push outside and opportunity to admire progress so far!

Contacts The Kit: MNR, Harrogate, North Yorkshire. T: 01423 780196. E: chrismnrltd@btinternet.com W: www.mnrltd.co.uk Wiring: Autosparks, Harrogate, North Yorkshire. T: 01423 506133.

Engine set-up: Daytuner, Harrogate, North Yorkshire. T: 01423 523 323. E: info@daytuner.co.uk W: www.daytuner.co.uk Plumbing: WP Hydraulics, Harworth, Nottinghamshire. T: 01302 746969.

E: wphydraulics@hotmail.co.uk Alloy fabrications: Alloy Racing Fabrications, Newark, Nottinghamshire. T: 01623 835805.

E: sales@alloyracingfabrications.com W: www.alloyracingfabrications.com Airbox and filter: Demon Tweeks, Wrexham, North Wales. T: 0844 815 8630.

E: sales@demon-tweeks.co.uk W: www.demon-tweeks.co.uk Instrumentation: ETB Instruments, Southend-on-sea, Essex. T: 01702 601055.

E: info@etbinstruments.com W: www.etbinstruments.com Parts: Car Builder Solutions, Staplehurst, Kent. T: 01580 891309. E: info@cbsonline.co.uk W: www.cbsonline.co.uk Bonnet scoop and NACA duct: Carbon Mods, Stoke-on-Trent, Staffordshire. T: 01782 324000.

E: sales@carbonmods.co.uk W: www.carbonmods.co.uk Dry sump kit: SBD Motorsport, Surbiton, Surrey. T: 0208 391 0121.

E: sbdmotorsport@btclick.com W: www.sbdev.co.uk Steering wheel quick release boss: Plays Kool Motorsport, Crook, County Durham.

T: 01388 762288. E: sales@plays-kool.co.uk W: www.plays-kool.co.uk Seat covers: JK Composites, Formby, Merseyside. T: 01704 569730.

E: jkcomposites@yahoo.co.uk W: www.jkcomposites.com

Below: Bonnet scoop needed in order to cover the air box.

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Below: Bonded in place with weight on top to hold it steady.

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of them! Add in the anodised aluminium separators which hold the hoses apart to stop them chaffing... and it’s easy to see how the budget gets a pasting.

It’s the same for the oil pipework and silicon coolant pipes and end fittings. The pipework for the dry sump installation came to £800 where it was quite possible to use other pipework and complete the job for just £80... but the cheaper units come with steel fittings which may rust, where Leon’s pipework won’t... It’s all been money spent once, rather than having to redo things later, with the increased hassle and cost implications that come with that. “If it’s not what I want, then it’ll bug me forever," he explains. “Short term pain, long term gain.”

IVA now enforces the fitment of a reverse box on bikeengined kits, but where Leon’s MK had used a mechanical MNR reverse box, this time he opted for one of MNR’s electric Wosp

reverse motors, more usually used in the company’s racers.

This version operates on a gear wheel located between the end of the propshaft and the differential, therefore requiring only one propshaft. With any mechanical reverse box, you need a short propshaft to the box, and then a second propshaft back to the differential, and the end fittings for the props are expensive.

That said, with an electric reverse the drive is either on or off, without the speed control that you obviously have with an engine driven mechanical reverse.

In the engine bay the Hayabusa was now in place, with the dry sump oil tank located at the bottom of the passenger footwell, with the tank top and pipe outlets visible on the engine bay bulkhead. On each side, Leon then located the header tank and catch tank for the oil breathers. These he had made specially by Alloy Racing Fabrications because he

Below: Carbon Mods NACA duct will feed cool air to the Pipercross filter...

Below: ...It’s located in the nosecone, with a small length of pipe back to the filter.

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Above: Rear arch returns are drilled and the arches bolted in place.

Above: Simple round lamp units are effective and meet the IVA requirements.

Above: Rear diffuser is said to significantly increase top speed on a track.

Above: Scuttle removed to reveal all the main wiring components beneath.

wanted them to match visually, and he wanted the fixings to be underneath each tank, down onto the bulkhead. In this way, he could avoid anything in the engine bay being fixed to the fibreglass scuttle, which he wanted to be able to remove from the car easily if he needed to get at the main wiring loom underneath. As such, only the DigiDash unit and Savage switches are located on it, with one multi plug behind allowing swift removal. Neat.

While Leon was happy to locate and plug in the obvious parts of the MNR loom to things like the lights etc, he was keen for a professional to splice the MNR loom into the engine loom that came with the Hayabusa. His location close to MNR offered the ideal solution, and the factory was happy to put him in touch with its loom supplier, who come out and spent a day with Leon sorting out the wiring at his home. It was money well spent, as Leon

was amazed how much of the original bike loom could be removed completely, making the engine wiring simple and tidy. Within a day the wiringwas done.

Leon had collected his bodywork direct from the fabricator and while there he was able to watch as they removed the wheelarches from the moulds, trimmed off the edges and then polished the panels. It was an interesting process to witness and the quality of the end product was superb. Back home, the simple way in which the panels have been designed helped to ensure a swift installation, with panel gaps perfect and minimal adjustment required...

One area that did need tweaking was the bonnet. Leon was determined that the Hayabusa should breath through a properly designed air intake box, both for correct running but also to keep engine noise to a minimum for those forays on

track where noise regulations are tight.

Despite the dry sump kit, and sourcing the shallowest Pipercross airbox he could find, the combination simply would not fit below the standard MNR bonnet. Searching online, he came across a Carbon Mods bonnet scoop that someone else had tried and failed to fit to their own car... it looked just the job.

After minor fettling to get it sitting neatly on the MNR curved bonnet, Leon marked and cut out the necessary section to allow the top of the air box to poke through. With the Carbon Mods scoop bonded and bolted in place, it completely concealed the cut out. A Pipercross air filter attached to the front of the air box, just under the bonnet, and Leon was keen to ensure it was always fed with cool air and not the hot air coming through the radiator. So a carbon NACA duct was again sourced from Carbon Mods and the bonnet modified to accommodate it, with flexible

pipe work feeding the cool air directly to the filter. Sorted.

With no windscreen to worry about, Leon didn’t have to worry about demisting and the installation of windscreen wipers to keep the impending IVA inspectors happy. With a full roll cage in place, the VortX was looking very purposeful indeed, and inside Leon was keen for a clean and minimalistic approach. MNR supplied fibreglass bucket seats were supplemented with seat pads from JK Composites, while the Savage switches and ETB DigiDash instrument pod are the only other major attractions in here.

A removable steering wheel was one other priority and Leon knew from experience that cheaper removable wheel bosses didn’t last well and soon tended to have wear which resulted in play in the steering wheel. By comparison, the Works Bell Rapfix system is rather different, with ball bearings that snap into

Below: Savage switches and ETB Digidash located on the simple dashboard.

Below: Leon called on MNR wiring loom manufacturer to help with the wiring...

Below: Dash loom can be quickly unplugged from main loom to speed removal of scuttle.

Below: Momo steering wheel sourced from Plays Kool Motorsport...

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Above: ...Works Bell quick release steering hub and MNR paddle shift visible from here.

Above: Simple fibreglass bucket seats will eventually be supplemented with padding.

Above: Quality of the MNR bodywork plainly evident here. Accuracy of panels is faultless.

Above: A date with the IVA inspectors. Vortx failed on minor problems, but soon sorted.

place on the column and always adjust for a perfect fit throughout the life of the unit.

Typically more costly than other units, Leon is delighted with the result and adamant that it’s

money well spent.

IVA preparation was pretty straightforward. Leon had always had an eye on the regulations throughout the build, but hadn’t felt he’d had to compromise the project too much to accommodate them.

With a full set of tools and sundries packed in the car, he headed off to his nearest test centre at Nottingham, where the inspector was instantly impressed with his standard of build. All the major assessments were passed with ease, such as braking performance and balance and even exhaust noise (just 93dB).

But there were inevitably a few niggles. In addition to one or two sharp edges, the front indicators weren’t far enough out from the centre of the car, and the balance bar braking system didn’t have the required signage to tell future owners that any adjustment might invalidate the IVA compliance.

Unable to correct these on the

day, Leon returned a week later and quickly received his approval certificate. Registration was next, and MNR assisted with the application process and the Vortx was swiftly allocated a brand new registration plate.

Leon was on the road!

One of his first jobs was to get the engine correctly dynoed, and he took the car up to Daytuner for the set-up.

155bhp at the wheels was the result, but his original secondhand engine wasn’t well and soon after suffered major internal failure. It’s one of the risks of buying a used unit and nothing whatsoever to do with Daytuner. With the damage severe, Leon bit the bullet and sourced another engine and this time has suffered no issues whatsoever. It’s a corker.

As you’d expect, this hasn’t been a budget build, even when compared to other high performance MNRs. Leon’s car owes him £21,000, but for the specification he’s ended up with,

it seems fair value. By comparison, a friend of Leon has assembled a similar performance Hayabusa VortX for under £12,000, albeit with more modest fixings and finish. And it’s worth remembering that a basic MX-5 based VortX could be completed at home for as little as £7000... even the factory will build you a turnkey example from just £9,995, which is remarkable value for money.

So if your response to the cost is a sharp intake of breath, then take a moment to consider the specification of everything fitted to the car and its new registration. From the core quality of the kit, to the comprehensive use of high value components throughout, it’s a car that can rightly stand comparison with anything else on the market. Nope, this isn’t a budget track day weapon, but it doesn’t look like one either.

To see the finished product in all its glory simply turn the page! CKC

I Built This...

Leon Morrell Age: 30 Occupation: Carpet fitter Best thing about your car: Works Bell Rapfix steering wheel boss First car: Ford Escort van Lottery win car: McLaren MP4-12C Spider Fastest car you’ve experienced: Dragster

Below: First job was to get the engine dynoed at Daytuner. 155bhp at the wheels.

UK KIT CAR GUIDE 2014

Below: Early show debut on the MNR stand at Stoneleigh. Build took just three and a half months.

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MNR VORTX RT+ PART TWO

BLACK & White

Part 2

While Leon Morrell’s production car loving mates may struggle to understand his kit car obsession, he has no such problems. Here we show you the finished article.

Words and pictures: Ian Stent

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H

aving read the previous feature on the build of Leon Morrell’s MNR VortX you may have got the impression he’s a stickler for detail... and you’d be right.

You may have got the impression that he was prepared to spend money on getting the best bits and anything that wasn’t just right would be discarded... and again you’d be spot on. And when I turn up to his house to see the car in the flesh he’s there with mates Matt and Andy cleaning the car to within an inch of its life. Later in the morning, every time I point the camera at a particular feature, Leon pounces in with a cloth, cleaning the screw heads and making sure everything is perfect. If you get the impression he might be a bit of a concours queen, hardly daring to venture out when there’s little more than a cloud in the

UK KIT CAR GUIDE 2014

sky... you’d be very wrong!

Despite a desire to get the car perfect for the photoshoot, Leon uses his MNR VortX as often as possible, and often in the very worst weather. As witnessed by Matt and Andy in the past, with Leon’s previous MK, he was more than happy to take passengers out in the snow! His MNR VortX is most definitely destined for a hard life.

Leon had thought long and hard about what he wanted for his second kit car build (the MK being built from a second-hand unfinished project). He’d been particularly choosy about the chassis design and was a great admirer of MNR’s impressively assembled round-tube spaceframe. He’d been particularly choosy about the bodywork too, and once again the MNR appeared to tick the boxes. And when it came to the build, as I’ve already suggested, he didn’t stint when it came to buying the best bits for the job.

And my point is this... when it came to the finished car, there wouldn’t be any places to hide

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if it was a let down. He’d chosen the kit carefully, provided it with the right components, and now it had to deliver.

So I find myself trying to keep up with him in my daily driver as we head to the photo location. It’s an interesting experience. When he squirts around a few roundabouts it’s as rapid as you might expect its 155bhp (at the wheels) Suzuki Hayabusa engine might suggest. But there’s no tail wagging or wild steering inputs to control the action. And more significantly, when pottering along the back roads, the car isn’t jiggling around over the uneven surfaces. The bodywork looks stable, with the suspension beneath doing all the work... that suggests an impressively controlled ride where many sevenesque kits might not be so assured.

And Leon confirms that impression when we chat later.

He often comes back to the fact that the car feels stable regardless of how much grief he’s giving the throttle. Of course, it’s also extremely quick and he’s found little on the

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MNR VORTX RT+ PART TWO the MNR paddleshift arrangement, with Works Bell removable steering wheel boss allowing quick detachment of the Momo steering wheel.

MNR’s standard fibreglass seat shells are both comfortable and rigid, but the additional seat pads (from JK Composites) add not only comfort but much needed visual interest.

If there’s any body imperfections to be found, then one corner of the bonnet appears to have suffered some damage, with a scar of missing gelcoat. Leon admits this is his third bonnet, having already lost and trashed two previous ones when they detached themselves from the car at speed! The bonnet is held on with four rubber over-centre catches that are in common use in the industry for their IVA compatibility. But Leon reckons that when they get warm they can stretch and, as a consequence, can suddenly become detached, with obvious unpleasant consequences.

That’s not something we’ve been aware of, and clearly there needs to be suitable tension in the catch when it’s engaged.

One to watch though.

Beneath the bonnet is one of the tidiest bike installations I’ve come across. Bike engines rarely

Above: Leon, Andy and Matt give the VortX another polish!

road or on track that can keep with him when he’s on a charge. The Hayabusa engine is fantastic and the extra cubic capacity of its 1300cc over smaller bike engines gives it a torque advantage that is maximised during general road driving. He’s also of the opinion that the SBD aftermarket clutch springs he installed have improved the drivability still further.

There’s a healthy level of banter between Leon and his two cohorts as I line up the shots and have to stop them repolishing an area of the car that already looks to be gleaming. His VortX looks very tidy indeed. For me, it’s made by the comprehensive roll cage which adds form to the VortX styling and suits it perfectly. The nosecone is distinctive, I like it, and the Carbon Mods bonnet scoop also works well here.

Panel fit is hard to fault and, once again, Leon’s reasoning for choosing the MNR because of the neat finish to the panels is well judged. The tidy way the sides wrap over the chassis rails on either side of the cockpit make the build easier and the look tidier. And the fibreglass centre tunnel is a great feature of the MNR design that looks so much better than the squared

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off aluminium panelling of most sevenesque kits.

And so to the interior. The dash is ultra simple, with a spray of centrally mounted Savage switches the only feature on it. In some respects, it’s a large expanse that could do with more visual interest, but Leon always wanted the dash/scuttle onepiece panel to be easily removable from the car to gain access to the electrics underneath. To that end, even the ETB Digidash unit is mounted remotely from the dash panel, instead located on the steering column... nice touch.

In front of the DigiDash is

I Built This...

Leon Morrell Age: 30 Occupation: Carpet fitter Best thing about your car: Works Bell Rapfix steering wheel boss First car: Ford Escort van Lottery win car: McLaren MP4-12C Spider Fastest car you’ve experienced: Dragster

look tidy... there’s always loads of plumbing and wiring going in all directions, but here it’s well controlled, even if the red silicone hoses are a little OTT. But the aftermarket airbox looks perfect and the bulkhead is devoid of almost anything except the three aluminium

Right: ETB DigiDash unit mounted on the steering column, not the dash. Paddleshift and quick release steering wheel boss both visible here. Below: Interior is ultra simple. Bottom left: Seat padding adds greatly to the look, as well as the comfort.

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bottles (header tank, oil catch tank and dry sump tank).

There’s also a chance to see the inboard front coil-over dampers, located to the front suspension via top bellcranks and pushrods out to the lower wishbones. Like the chassis itself, all of these components appear to be beautifully fabricated, the bellcranks and rose-jointed wishbones in particular. There’s a very genuine sense of quality here.

Leon’s car has only been on the road since April, but from the outset he’s been using it as much as possible. So for the run to the IVA test he drove it there, via a very circuitous route, and loved every minute.

And since then there has been no let-up. “I use it in all conditions,” he comments. “You can always wash it!”

“It’s not a bragging car,” he continues. “It’s a car for the thrill.” And it’s absolutely obvious that he still gets a huge buzz every time he gets behind the wheel. But he’s also keen for me to try the VortX for myself.

Getting in through the roll cage isn’t the easiest and once installed it’s clear that Leon has considerably longer legs than me. With a seat that’s fixed for his frame, I’ve not got the best driving position, but it’ll have to do. The Hayabusa lump starts

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on the big dash mounted button. The engine sounds reasonably silenced, first is engaged via the paddle behind the steering wheel... and a stall is the instant result. Now normally I can drive bike engined cars all day and only occasionally stall them, but with Leon’s car it becomes an embarrassingly regular theme of the run.

But when on the move it’s an easy drive. The changes on a bike engined car always need a bit of familiarity before they come smoothly, as you get used to the change (and whether it’s rod or cable operated), the bite point on the clutch and the ideal revs for the transition from one cog to the next. The Hayabusa is more mechanical

Above left: Team Dynamics alloys front familiar Wilwood 4-pot calipers. Above: Full roll cage works brilliantly from an aesthetic perspective, as well as a safety feature.

than some other units.

Acceleration is certainly brisk but with two on board I suspect the engine’s full potential is dulled... and while 155bhp is a lot for a standard bike unit, it’s pretty familiar fare within the car engined world.

But what always thrills is the sequential shift and the noise, both of which feel closer to an F1 car than daily runabout. It’s unquestionably an extraordinary experience.

As I’d witnessed while following the car, on the road the Vortx feels utterly assured...

there are no odd traits here and you instantly feel you could lean on the car heavily. That said, Leon has set the steering up rather strangely, and it lacks any great feel and has almost no self-centring action. He admits

Above: Hayabusa looks lost in MNR engine bay. Below: 155bhp at the wheels makes the MNR quick. Below left: Front uprights made in-house and typically of high quality.

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MNR VORTX RT+ PART 2

Leon Morrell’s MNR VortX RT+ Specification Engine: Suzuki Hayabusa, SBD dry sump kit, Power Commander, Pipercross PX600 filter and universal airbox. 155bhp at the wheels.

Gearbox: Suzuki 6-speed sequential gearbox, SBD turbo clutch springs, Wosp electric reverse.

Suspension: Front – Fabricated steel uprights, double wishbones with push rods, bell cranks and inboard coil-over dampers. Rear – Fabricated hub carriers, double wishbones, outboard coil-over dampers. Fully rose-jointed throughout.

Brakes: Front – Wilwood 4-pot calipers with solid grooved discs. and discs upgrade. Rear – Sierra calipers and discs. No servo.

Wheels & Tyres: 15in Team Dynamics Pro Race 1 black alloys. Toyo Proxes R888 185/45 R15 tyres.

Interior: MNR fibreglass seat shells with JK Composites covers, TRS 4-point harnesses, Momo steering wheel on Works Bell quick release boss. ETB Instruments DigiDash, Savage switches, carbon effect dash and centre tunnel top. Longacre Racing rear view mirror.

Exterior: White coloured gelcoat fibreglass bodywork with black wheelarches. MNR full rollcage and side bars.

Above: Leon (in car) with friends Andy (left) and Matt (right).

he’s altered it from the recommended MNR settings and now prefers the way it steers, but I’m not a fan... of course, it’s only a case of adjustment.

But I return to the photo location nonetheless impressed with my brief sortie. I’m also mightily impressed by Leon’s build of the car and also his attitude to using it. Friends Matt and Andy haven’t yet been persuaded to dump their own production sports cars for something they’ll need to build themselves. For them, the compromises in practicality and

work required to get fit and finish to a level they’d be happy with overrule any performance advantages. But Leon has no such qualms, and he sold a BMW M3 to begin this build.

Playing with cars has always been his passion and they’ve invariably ended up pretty extreme... only with the MNR there’s now a driving experience to match.

And above all, Leon knows not to let all the polishing get in the way of a back road blast, regardless of the weather. Leon, you are definitely one of us! CKC

Contacts The Kit: MNR, Harrogate, North Yorkshire. T: 01423 780196. E: chrismnrltd@btinternet.com W: www.mnrltd.co.uk Wiring: Autosparks, Harrogate, North Yorkshire. T: 01423 506133.

Engine set-up: Daytuner, Harrogate, North Yorkshire. T: 01423 523 323. E: info@daytuner.co.uk W: www.daytuner.co.uk Plumbing: WP Hydraulics, Harworth, Nottinghamshire. T: 01302 746969.

E: wphydraulics@hotmail.co.uk Alloy fabrications: Alloy Racing Fabrications, Newark, Nottinghamshire. T: 01623 835805.

E: sales@alloyracingfabrications.com W: www.alloyracingfabrications.com Airbox and filter: Demon Tweeks, Wrexham, North Wales. T: 0844 815 8630.

E: sales@demon-tweeks.co.uk W: www.demon-tweeks.co.uk Instrumentation: ETB Instruments, Southend-on-sea, Essex. T: 01702 601055.

E: info@etbinstruments.com W: www.etbinstruments.com Bonnet scoop and NACA duct: Carbon Mods, Stoke-on-Trent, Staffordshire. T: 01782 324000.

E: sales@carbonmods.co.uk W: www.carbonmods.co.uk Dry sump kit: SBD Motorsport, Surbiton, Surrey. T: 0208 391 0121.

E: sbdmotorsport@btclick.com W: www.sbdev.co.uk Seat covers: JK Composites, Formby, Merseyside. T: 01704 569730.

E: jkcomposites@yahoo.co.uk W: www.jkcomposites.com

Below: Rear diffuser is another VortX feature. Track testing proves it works, too.

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118-122 Cobra build:Technical 2pp

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HAWK 289 FIA PART ONE

Andy Gordon’s

Part 1

HAWK 289 FIA Fancy a Cobra style kit car? Here’s CKC reader Andy Gordon’s experience with his meticulously build Hawk 289 FIA. CKC editor, Ian Stent, learns more...

A

s you’ll see in the next article, Andy Gordon’s completed Hawk 289 FIA is a feast of period detailing that lifts his car clear of the generic Cobra clone to something altogether more focused. But it didn’t start out like that...

As an enthusiastic kit car dreamer in the late ’80s, he loved the drama of big 427 replicas from the likes of Southern Replicas with its SR V8 and L&R Roadsters with its Ram 427. These were Cobra shaped muscle cars you could build at home. Fantastic.

But dreaming was where it ended, until 2003 when time and funds meant there was an opportunity to re-visit those earlier imaginings. A chance sighting of a rare American

replica alloys, but the project would last no more than two years, tops. Six years later, that’s not what he built at all!

Having never built a kit car before (and only tinkered with cars in the past) Andy jumped in at the deep end and bought himself a 1970 Ford Fairlane engine block and crank. A typical 302cu in motor, Andy then had to build the rest of the engine, with Edelbrock heads and lots of other top end components.

Finally set-up and run on the dyno at V8 specialist Real Steel, it developed 350bhp. A good start to the project.

Collection of the kit from Hawk Cars was next on the agenda, and Andy had ordered a typical package from the factory.

Because of the bigger 302cu in V8, he’d opted for Hawk’s Jaguar based rear suspension

Contemporary 289 FIA replica opened his eyes to a new Cobra variant... that of the narrower, more restrained 289 version of the breed. Having never been aware of the BRA 289 which had always been available in kit form when he was originally looking at the scene, now he quickly came across Hawk Cars, with its various 289 derivatives.

While the established ‘slabside’ 289 is the more familiar road-going incarnation of the car, Andy found himself drawn to the competition versions and, in particular, the 289 FIA. But even when the order was placed with Hawk, the plan was to build a ‘standard’ replica, rather than anything more involved. Yes, he always planned to panel the engine bay in aluminium, and fit knock-on splined aluminium

Above: The inspiration for Andy’s project.

CSX2345 is the only remaining 289FIA that is still unrestored.

and double wishbone conversion for the front (where the stock package is MGB based). The chassis is the company’s standard twin round-tube chassis which emulates that of the original car, while the 289 FIA spec bodywork is far more bespoke. Key period features here are the cut-away doors (to make room for the larger rear wings), the flared front and rear

Below: 1970 Ford Fairlane 302cu in block cleaned and painted.

Below: On the dyno at Real Steel... a healthy 350bhp.

Below: The kit awaiting collection from Hawk Cars.

Below: Andy rebuilt the engine, seen here with Edelbrock heads.

Below: Optional suspension upgrade components.

Below: Doors pre-hung on the body by Hawk.

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Above: Body suspended off the ground in Andy’s single garage.

wheelarches and notched rear bootlid (among many other smaller things too).

While Andy may have been happy to build his engine, he was less happy to restore rusty old Jaguar suspension bits, so called in established Jaguar breaker Ward Engineering to supply a complete rear axle package, shortened to the required width for installation in the Hawk.

But if bolting on the suspension would prove a relatively painless exercise, his desire to overpanel the inside of the fibreglass engine bay proved a more daunting six-month slog.

While the engine bay doesn’t need to be over-panelled with aluminium, it was the start of Andy’s efforts to create a more authentic replica. And he made life more tricky for himself by panelling the multi-shaped sides

Above: Panelling the engine bay in aluminium was first job.

Above: Ward Engineering supplied complete rear axle assembly.

substantial aluminium spacer at the tail of the box which united the Hawk mounting points with the previously remote Tremec fixings.

And the power of the engine also saw Andy search for a more convincing braking package, eventually sourcing substantial AP Racing 4-pot calipers and 300mm discs and bells designed for the performance MG market (and which therefore bolted straight to the MGB uprights still to be found at the front of his car).

With the chassis now rolling on its own wheels and with the bodywork re-united with it, it was around this time that Andy came across details of one of the original FIA racers from the 1960s. One of just five 289 FIA cars built for the 1964 season, chassis CSX 2345 is thought to be one of only two surviving

not in several individual sheets of aluminium, but instead in a single piece with various folds to create the correct shape... hence six months of work!

It’s also a good point to tell you that the car was built in a compact single garage, with the bodywork suspended from the roof during the initial stages of the build and the chassis on trestles with wheels to allow it to be rolled outside for much of the early work to be done.

With Andy’s engine developing an ample helping of 338ft lb torque, he felt he needed a beefier gearbox than the one more usually recommended by Hawk, and that meant a Tremec 5-speed gearbox. But fitting this non standard box immediately caused an issue in terms of mounting it to the chassis... eventually cured with a

examples and the only one that remains unrestored.

With its heritage including races at Spa, Nürburgring and the Targa Florio among others, and with Phil Hill, Bob Bondurant and Roy Salvadori having sat in the driver’s seat, it was an instant inspiration to Andy. The course of the project would now change immeasurably, as he tried to recreate the car as closely as possible.

Assembling both period pictures and shots taken of the car at the Shelby Museum by fellow 289 Register member Bill Telford, Andy was now able to home in on the minutiae of authentic detail.

In the engine bay this was more difficult than elsewhere, not least because of a lack of reference pictures, but also because of some of the more

Below: Much assembly work was done outside the garage.

Below: Uprated front suspension package. Splined hubs.

Below: 302cu in V8 mated to modern 5-speed Tremec box...

Below: ...spacer needed for non-standard box to fit the chassis.

Below: Serpentine pulley wheels are a more period fitment.

Below: Specially commissioned radiator, with oil cooler below.

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HAWK 289 FIA PART ONE

Above: Bodywork trial fitted to the chassis.

modern engine ancillaries Andy had already committed to. That said, he made up a bespoke rod-based throttle linkage for the car and ensured the wiring looked right by having an original specification Cobra wiring loom modified to suit the Hawk instrumentation and ignition system. Complete with all the correct period relays and cable sheathing, it’s a visual treat when looking under the bonnet.

Externally, the desire for authenticity could be more openly indulged. At the front Hawk already offers the additional air ducts for the brakes, which are located to either side below the familiar Cobra front grille aperture. More significant for Andy are the modified oil cooler aperture and bodywork cut-outs for the quick lift jacking points. The latter would usually be two holes

Above: Here you can see the standard oil cooler grille shape.

Above: Much time spent making sure everything was level.

windscreen washer jets on the scuttle were a different shape on chassis CSX 2345 to those typically found on most replicas, so new ones were fabricated and plated accordingly.

The distinctive Cobra side grilles now have a slightly wider aperture, though the painted grilles themselves remain as supplied by Hawk. And here they are colour coded rather than the familiar 427 style polished affairs.

The more you look at the Hawk 289 FIA kit, the more you realise is different to its more familiar slabside 289 car. And perhaps one of the most striking differences can be found with the ‘cut-away’ doors. At the back edge the doors now follow the wider arches found on the FIA cars, which in turn meant the conventional 289 doors couldn’t be retained. Both

either side, to accommodate the two mounting bars, but on the original car this is a single oval cut-out through which both bars on each side pass. As for the oil cooler aperture, this is now a completely different shape from the standard Hawk offering, once again more accurately emulating the 1965 racer.

The shape of the bonnet scoop opening is left squared off by the factory, although the correct cutaway shape is marked on the moulding, should customers want to go that way... as Andy has. And the grille material within the opening is a rudimentary plate of aluminium with holes drilled in it (as per the original car) and not modern grille material.

Further back, Andy’s eye for authenticity had identified that the escutcheons for both the bonnet release handles and the

features are brilliantly recreated

by Hawk Cars, although perhaps inevitably Andy took the rear arch detailing a stage further, with tiny shape and profile changes that more accurately reflected those found on CSX 2345.

At the rear of the car we find another FIA telltale... in the form of the notches in the bootlid. FIA regulations stipulated that to run in the series, cars must be able to accommodate luggage of a particular shape and size, and the race cars simply had the bootlid notched out to allow the luggage’s fitment! As you’d expect, Hawk Cars already replicates the feature and, as you might also expect by now, Andy has gone a little further, by sharpening the radiuses of the notches to more accurately reflect the aluminium bodywork

Below: Bonnet marked for rivets along leading edge. Never fitted.

Below: Straight edged dash panel with cut-outs for gauges...

Below: ...Andy chose Stewart Warner gauges for authenticity.

Below: Screen fitted and lots of markings for other fixing positions.

Below: Plumbing and other engine ancillaries going on.

Below: Rod based throttle linkage made from scratch.

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Above: Exhaust headers a work of art...

of the originals. And then there is the bungee cable wrapped around the bootlid handle and

Above: ...even the inside is perfection!

locked off in two holes in the bodywork... it’s a lovely racing feature replicated by Andy here.

Above: Complete system made to Andy’s exacting specifications.

Other external fabrications that didn’t involve the fibreglass bodywork include the side pipes and roll bar. The former was specially commissioned from Simpson Race Exhausts in Slough. Andy wanted the silencers to exactly replicate those on CSX 2345, and the instruction to Simpson’s was exactly that... make them the same, or don’t bother at all. As it turned out, the company went further, with a complete system right back to the 302cu in block that is a work of art.

While Hawk already offers a single hoop rollcage with forward brace into the cockpit, Andy noticed it didn’t match the one on ‘his’ car, so he entrusted this job with the Brooklands Motor Company. In fact, it was just one of several jobs given to a company which is regularly restoring and repairing genuine

Contacts The Kit: Hawk Cars, Frant, East Sussex. T: 01892 750 282. E: enquiries@hawkcars.co.uk W: www.hawkcars.co.uk Paint and some fabrication: Brooklands Motor Company, Weybridge, Surrey. T: 01932 828545.

E: steve@brooklandsmotorcompany.co.uk W: www.brooklandsmotorcompany.co.uk Exhaust fabrication: Simpson Race Exhausts, Langley, Berkshire. T: 01753 532222.

E: matt@simpsonraceexhausts.com W: www.simpsonraceexhausts.com Fuel tank fabrication: Pro Alloy Motorsport, Haverhill, Suffolk. T: 0845 226 7561.

E: sales@proalloy.co.uk W: www.proalloy.co.uk Steering wheel: Moto Lita, Andover, Hampshire. T: 01264 772811.

E: info@moto-lita.co.uk W: www.moto-lita.co.uk Fuel and brake lines: BGC Motorsport, Wisbech, Cambridgshire. T: 01945 466690.

E: sales@bgcmotorsport.co.uk W: www.bgcmotorsport.co.uk Plumbing: Earls Performance Produce, Silverstone, Northants. T: 01803 869850.

E: sales@earls.co.uk W: www.earls.co.uk Seat trimming: Trimmania, Wokingham, Berkshire. T: 0118 9324200.

E: enquiries@trimmania.co.uk W: www.trimmania.co.uk Instrumentation: Race Technology, Nottingham. T: 01773 537620. E: sales@race-technology.com W: www.race-technology.com Engine dyno: Real Steel, Cowley, Middlesex. T: 01895 440505. E: sales@realsteel.co.uk W: www.realsteel.co.uk Jaguar donor parts: Ward Engineering, Colchester, Essex. T: 01206 386986.

E: info@ward-eng.co.uk W: www.ward-engineering.co.uk

Cobras of all different model derivatives.

As well as recreating an authentic rollover bar design, the company panelled the centre tunnel in aluminium (rather than the fibreglass supplied in the kit), because Andy wanted the interior left bare, as per the racers. And it was Brooklands who was given the ultimate job of painting the car too, after Andy had driven it on the road for a year, to let everything settle into place.

While the choice of blue was relatively easy, it was the white stripes that were more difficult to specify. In the end, he left it to Brooklands to choose the exact shade and colour, and the off-white chosen is a masterstroke, as you’ll see in next month’s issue of CKC.

Back in the interior, there was more work to do. Andy

Below: Markings on bodywork for silencer specification.

Below: Rollbar brace modified for more authentic appearance.

Below: Standard seat belt mounting frame also modified.

Below: Interior panelled in aluminium. No carpet here.

Below: Panelling out the boot area.

Below: Original Cobra loom used, complete with period relays.

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HAWK 289 FIA PART ONE

Above: MSD ignition should ensure reliable running.

had ordered from Hawk the correct flat bottomed dash

Above: Interim interior while car is run in.

panel, and he sourced Stewart Warner gauges from the States

Above: Andy ran the car on the road unpainted for a year.

that are as close as he can get to the originals. As you’d expect, their location on the dash was meticulously planned. Other distinctive features in here include the seats and harnesses. This is the first time we’ve seen these period style bucket seats used in a Cobra and typically, they have been created by Hawk cars for customers wanting this level of authenticity. The 4-point period style harnesses finish off the seats and interior to perfection, but required modifications to the standard Hawk crossbrace bolted to the main chassis structure behind.

Andy Gordon’s Hawk 289 FIA Specifications Engine: Ford Fairlane 302cu in V8 block, Edelbrock Performer RPM cylinder heads. standard crank, Eagle I-Beam rods, Keith Black hypereutectic pistons, Edelbrock Performer intake manifold, Holley 670cfm carb 350bhp, 338ft lb torque.

Gearbox: Tremec 5-speed gearbox.

Suspension: Front – Double wishbones, coil-over dampers. Rear – Shortened Jaguar driveshatfs and arms, Jaguar differential and hub carriers, coil-over dampers.

Brakes: AP Racing calipers and discs upgrade.

Wheels & Tyres: 15in Hawk alloy wheels. Front – Avon 215/60 R15 tyres. Rear – Avon 275/55 R15 tyres.

Interior: Bare powdercoated black aluminium centre tunnel. Plain fibreglass footwells as per

289 would have been a comparative doddle compared with what Andy has attempted.

But what his project unquestionably shows is that with focus and an utterly unflinching dedication to create something completely unique, you can do it, despite having no previous kit building experience.

To see the results of Andy’s 6-year masterpiece, turn to page124. Cars like this don’t come around often. CKC Below: Here you can see shape of modified oil cooler aperture.

Six years in the making, there’s little question that this was an ambitious first kit car project. But as Andy is quick to point out, “A lot of it was selfinflicted.” We’d certainly agree with that. A ‘standard’ Hawk

original cars. Hawk replica racing bucket seats, 4-point harnesses, single roll hoop with forward facing brace, leather rimmed Mota Lita steering wheel, Stewart Warner gauges, straight bottomed dash panel, fire extinguisher.

Exterior: Hawk 289 FIA bodywork with modified oil cooler aperture, modified bodywork around quick lifts, resized side grilles, shaped bonnet scoop, rear arches tweaked, rear suitcase indents sharpened. bungee fastening for boot.

Below: Car stripped and prep work being done at Brooklands.

Below: Paint going on at Brooklands Motor Company.

Below: Door inners prepped and painted. No trim to fit.

Below: Main body colur finished. Stripes to do.

Below: Loading for home. Stripes and roundels painted.

Below: The re-assembly continues.

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124-129 Cobra pt 2:Technical 2pp

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HAWK 289 FIA PART TWO

EAGLE Part

Eye...For Detail 2 Earlier we showed you how Andy Gordon built his picture perfect recreation of a 1965 289 FIA racer. Now it’s time to enjoy the fruits of his labour.

Words and pictures: Ian Stent

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N

o one builds an average kit car.

We’ve never come across anyone who’s just followed the build manual and matter-offactly assembled a car in their garage. Building a kit car isn’t the hobby of choice for someone who doesn’t want to have something special, someone who just wants something ordinary, someone who doesn’t want to get bothered by engine choices or interior trim details... We’ve never featured anyone wearing a dark grey suit before. Kit cars just don’t attract ordinary people!

Every car that we feature, and indeed every car and owner we meet at a kit car show, at a local club meeting or just in the street is passionate about their car, whether they’ve built it or not. But by their very nature, kit cars can also indulge these passions, mould them and positively encourage them.

Fancy a bigger engine? Well the chassis and suspension can take it. Want to fit only the best new parts? Why not! And when it comes to replicas... the sky’s the limit. A replica allows, even encourages, you to hone in on every minute detail. And if it’s not right, a kit car is simply flexible enough to allow you to modify it until it is, exactly, correct.

As we outlined last month, when we followed the build of Andy Gordon’s Hawk 289 FIA, he didn’t start out wishing to build a picture perfect recreation of a specific car.

Instead he’d found himself at a stage in life where he could indulge a much earlier casual interest he had in Cobra replicas from his twenties. Lack of funds had always meant his enthusiasm for the late ’80s Cobra scene would remain nothing more than that, but now he had the means to take things further (much further, as it would turn out!).

And where he’d previously been lusting after a brawny, loud and proud 427 replica... all chromed side pipes and fat arches, now he found himself drawn to the more subtle curves of the earlier 289 replicas. And before he was

E

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HAWK 289 FIA PART TWO

Andy Gordon’s Hawk 289 FIA Specification Engine: Ford Fairlane 302cu in V8 block, Edelbrock Performer RPM cylinder heads. standard crank, Eagle I-Beam rods, Keith Black hypereutectic pistons, Edelbrock Performer intake manifold, Holley 670cfm carb, 350bhp, 338ft lb torque.

Gearbox: Tremec 5-speed gearbox.

Suspension: Front – Double wishbones, coil-over dampers. Rear – Shortened Jaguar driveshafts and arms, Jaguar differential and hub carriers, coil-over dampers.

Brakes: AP Racing calipers and discs upgrade.

Wheels & Tyres: 15in Hawk alloy wheels. Front – Avon 215/60 R15 tyres. Rear – Avon 275/55 R15 tyres.

Interior: Bare powdercoated black aluminium centre tunnel. Plain fibreglass footwells as per

Above: Genuine knock-on alloys with lockwired spinners look terrific. Exhaust now has great period patina!

even aware of it himself, he was already on the slippery slope to a level of eagle eyed detail that would see him modify and change the smallest detail in his determination to replicate not just a model of car, but a single, specific one-off example!

So his interest in 289 replicas was initially a straightforward one, until he saw an American Contemporary 289 FIA replica. This car took inspiration from the 289s that had been built specifically for competition use and, in so doing, had quite considerably modified bodywork, with different doors, wheelarches and other changes.

And the best bit of all was discovering that UK kit manufacturer, Hawk Cars, also produced its own version of the 289 FIA racers. This was great news and Andy was more than happy to place an order and build himself a very nice car. He knew he’d like to make it look as period as possible, with additional touches such as an aluminium panelled engine bay, and the use of correct style knock-on alloy wheels. But it

original cars. Hawk replica racing bucket seats, 4-point harnesses, single roll hoop with forward

was no more than that...

Until his idle internet searching revealed more about the original cars and that one of just five 1965 examples still existed in largely unmolested form in the Shelby Museum in Las Vegas. Original Cobras are usually referred to by their chassis numbers, and CSX 2345 competed at Spa, Nürburgring and the Targa Florio with the likes of Phil Hill and Bob Bondurant at the wheel... here was living history. This was the real deal, exactly as Shelby and his team had intended. Andy had found his final inspiration.

Over the next six years he built himself something as authentic to the original car as he possibly could. When one of the Cobra replica club members visited the Shelby museum, Andy charged them with getting as many photographs of the real thing as possible and, along with period shots in endless

facing brace, leather rimmed Moto Lita steering wheel, Stewart Warner gauges, straight bottomed dash panel, fire extinguisher.

Exterior: Hawk 289 FIA bodywork with modified oil cooler aperture, modified bodywork around quick lifts, resized side grilles, shaped bonnet scoop, rear arches tweaked, rear suitcase indents sharpened. bungee fastening for boot.

Contacts The Kit: Hawk Cars, Frant, East Sussex. T: 01892 750 282. E: enquiries@hawkcars.co.uk W: www.hawkcars.co.uk Paint and some fabrication: Brooklands Motor Company, Weybridge, Surrey. T: 01932 828545.

E: steve@brooklandsmotorcompany.co.uk W: www.brooklandsmotorcompany.co.uk Exhaust fabrication: Simpson Race Exhausts, Langley, Berkshire. T: 01753 532222.

E: matt@simpsonraceexhausts.com W: www.simpsonraceexhausts.com Fuel tank fabrication: Pro Alloy Motorsport, Haverhill, Suffolk. T: 0845 226 7561.

E: sales@proalloy.co.uk W: www.proalloy.co.uk Steering wheel: Moto Lita, Andover, Hampshire. T: 01264 772811. E: info@moto-lita.co.uk W: www.moto-lita.co.uk Fuel and brake lines: BGC Motorsport, Wisbech, Cambridgshire. T: 01945 466690.

E: sales@bgcmotorsport.co.uk W: www.bgcmotorsport.co.uk Plumbing: Earls Performance Produce, Silverstone, Northants. T: 01803 869850.

E: sales@earls.co.uk W: www.earls.co.uk Seat trimming: Trimmania, Wokingham, Berkshire. T: 0118 9324200.

E: enquiries@trimmania.co.uk W: www.trimmania.co.uk Instrumentation: Race Technology, Nottingham. T: 01773 537620.

E: sales@race-technology.com W: www.race-technology.com Engine dyno: Real Steel, Cowley, Middlesex. T: 01895 440505. E: sales@realsteel.co.uk W: www.realsteel.co.uk Jaguar donor parts: Ward Engineering, Colchester, Essex. T: 01206 386986.

E: info@ward-eng.co.uk W: www.ward-engineering.co.uk

Right: Ford 302cu in V8 looks fab and goes well thanks to 350bhp. Below: Original style wiring loom and components.

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UK KIT CAR GUIDE I BUILD

• Hawk Specials If you are looking for more than simply a generic Cobra style replica, then Hawk Cars is the place to come. In addition to its ‘standard’ slabside 289 replica, the company also offers the 289 FIA derivative seen in the main feature and two further variations which replicate the original 39 PH Le Mans car and Executor racer (pictured) from 1963.

Look back even earlier, and Hawk can offer a beautiful AC Ace lookalike, with both earlier and later front grille designs.

And then there is Hawk’s European distribution rights for the remarkable aluminium bodied Kirkham Cobra replicas.

If you are looking for the ultimate in authenticity, there’s only one place to go...

Hawk Cars

different reference books, he had all the detail he could possibly need.

The Hawk 289 FIA is already beautifully detailed and authentic, so this wasn’t a case of any significant changes to the base product, more the subtle and sometimes tiny alterations or additions to the fixtures and fittings found on it.

And of course it’s worth remembering that what Andy has recreated isn’t necessarily the definitive version of what a generic 289 FIA car should look like. The reality is likely to be that not one of the 1965 racers was identical. Each was built and tweaked as was seen fit at

order to accommodate the specified dimension of theoretical luggage that the FIA decreed every car in the Manufacturers Championship should be capable of holding.

And the bonnet scoop was another feature which appeared with the FIA car where the road cars were devoid of any such additions.

All these features were already built into the Hawk product, but for Andy the detailing was only just getting started. We outlined last month some of the areas that received his added attention. They included the reshaped front oil

the time, or for the next race.

So his recreation is only as correct as CSX 2345... it’s just one, albeit highly authentic, snapshot of what the 289 FIA represented.

The obvious FIA modifications to the standard 289 road car (which are all present in the Hawk 289 FIA kit) include the flared wheelarches in place of the 289’s slab-sided arches, and the ‘cutaway’ doors where the trailing edge has been modified to accommodate the more pronounced rear wings.

Elsewhere you’ll find more subtle tweaks, such as the notched boot lid which was a simple fix from the period in

cooler aperture, the single hole through which the two nudge bars enter the bodywork on either side of the main grille, the side grille aperture, and the notched boot lid where the edges were sharpened to reflect more closely the aluminium bodywork of the original cars.

Other trick details on the outside include the somewhat rudimentary additional securing method for the boot lid, with a bungee cord wrapped around the standard handle and fastened each end into the bodywork. Up front, even tiny items such as the eschutcheons for the bonnet release handles

Below: Moto Lita steering wheel made to Andy’s specific requirements.

I Built This...

Andy Gordon Age: 45 Occupation: Airline pilot Best thing about your car: The exhaust and the wiring First car: Classic Mini Lottery win car: Ferrari GTO Favourite film: Bullitt

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HAWK 289 FIA PART TWO and windscreen washers were, in the case of the washers, specially manufactured to replicate the shape and size of the originals.

As you might expect, just as much thought and detail went into the interior. Firstly, there’s no carpet, and the footwell are left in bare fibreglass... as per the original cars. And the centre tunnel is now panelled in aluminium where Hawk supplies the car with a fibreglass centre tunnel which is more usually covered in carpet. Other changes include the rollbar, which has been made specially to more accurately copy the original car, while period 4-point harnesses required mods to the standard seatbelt anchorage frame.

Even the Moto Lita steering wheel isn’t standard. Instead, Andy made a special order for a leather bound wheel, with round holes in the spokes... a combination the factory doesn’t offer as standard, but was happy to accommodate.

Once on the road and complete, Andy had driven the Hawk for a year in its bare primer gelcoat finish. This was to let everything settle into place and see whether any further changes may be needed to the location of exterior items, before dropping the car off at the Brooklands Motor Below: ‘Cutaway’ door is plainly visible here.

UK KIT CAR GUIDE 2014

Company, who undertook the paintjob on the car. While Andy had known exactly what the blue colour should be, he was unsure of exactly what sort of tint the white stripes ought to be. In the end, he left the decision with Brooklands, who went for an old-school creamy colour...

And when Andy drives the car out from his garage and off to the photo location, I follow along behind and can soak up the view... wow, it looks mighty fine. Brooklands’ choice of white is inspired and immediately seems to add a period authenticity to the car.

The original style alloys, with their high profile rubber look just so right, while the understated and narrow diameter sides pipes continue the theme, but sound wonderful.

And then there’s just the overall stance of the car as Andy threads it through the lanes. It sits up on the road as a classic car should, not slammed to the tarmac. And it looks narrow too, almost pinched at the waist.

Parked up at Stanlake Park vineyard near Twyford for the photos, there’s the chance of a more detailed inspection. And it’s the stripped out interior that is perhaps the most surprising aspect of this car. In particular, the bare fibreglass footwell areas are perhaps the

Above: Bucket seat shells are made by Hawk... we’ve not seen them before.

most surprising aspect in here... somehow you just want to throw some carpet over them! But this is how the originals were and, yes, they were fibreglass and not aluminium!

But there are some compromises in here. The tunnel was originally repanelled in bare aluminium, but Andy found this too stark and had the panels powdercoated black.

Similarly, the lovely period style bucket seats (made by Hawk) don’t actually appear to have been fitted to CSX 2345, but were used in other 289s of the period – but Andy can live with that and likes their rarity value... we’ve not seen another replica with them.

Under the bonnet things are more familiar, although yet

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again with many authentic touches. I mentioned the rodbased throttle linkage last month and when combined with the period wiring harness and other details, it certainly looks good in here. For me, the rocker covers are a little too bling for a racer, and some understated painted tin covers might suit the competition feel more... when I mention this to Andy he admits to having previously searched for some and, when I speak to him again a week or so later, he’s been looking again for some online.

Sorry Andy!

Drop the bonnet and there’s so much to admire on the outside of this car. I love the bungee cord used to fasten the rear boot lid. The fact that the bodywork now has holes in it so

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UK KIT CAR GUIDE I BUILD the bungee clips can be properly located is a great touch and typifies the racer mentality of the original 1965 teams... it’s a race car first and foremost.

The mods up front, to the oil cooler intake and quick lift mountings are subtle but pleasing, with the additional brake duct cooling vents adding to the distinctive grille arrangement.

Since getting the car on the road, Andy has used it extensively, heading to the Silverstone Classic each year with the 289 Register and, in 2012, driving down into France for the Le Mans Classic event, once again in convoy with other 289 Register members. And with only a tonneau cover for weather protection (he can’t get into the cockpit with a hood in place and his chosen seats!) longer trips

expensive, but may also throw up some installation problems, as he’s not currently sure they’ll fit under the bonnet. But they would look great and yet again bring the under bonnet area closer to what you’d find if you visited the Shelby Museum and were able to reach over the railings and pop the bonnet of CSX 2345.

So how far should you go in the desire for ultimate authenticity? We see a handful of cars each year where owners have gone beyond what might be described as a typical kit car build. It doesn’t matter what the car is (whether it’s a modern Lamborghini replica or classic Jaguar lookalike), what defines these cars is the additional attention to detail. And the more you see, the more you

such as these require an added degree of dedication.

And along the way there have also been a few tweaks to the car. The original shortened back axle still seemed to leave the rear wheels slightly proud of the arches, and it was a look Andy couldn’t live with, so the suspension was removed and shortened still further to achieve the correct look you see here. And longer journeys also exposed the limited capacity of the standard fuel tank, so a more recent modification has been to install a brand new, specially fabricated large capacity tank... up from 10 gallons to nearer 18.

And he’ll need the extra fuel capacity if he undertakes his next upgrade, this time from a single carb to quad downdraft Webers!

It’s a modification that’s not only

realise that it’s the detail that matters. It’s what lifts a kit from being knocked together in a shed, to being a handcrafted car. Is it worth it?

Unquestionably. And it’s not about having years of experience and five previous kit builds under your belt. This is Andy Gordon’s first kit car project and it’s been his passion and determination (and patience) that has seen this project through to completion. Whether you are planning a £5000 budget build or £50,000 extravaganza makes no difference to how well a kit car is built. What does make all the difference costs absolutely nothing at all... and that’s you! Take a close look at first time builder Andy Gordon’s Hawk 289 and be inspired. We are. CKC

“The more you see, the more you realise that it’s the detail that matters.”

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