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Issue 434 July 2021

Part of the Fast Car Entertainment Family

www.fastcar.co.uk Fast Car Magazine Kelsey Media The Granary, Downs Court, Yalding Hill, Yalding, Maidstone, Kent, ME18 6AL

EDITORIAL Editor: Dan Sherwood Email: dan.sherwood@kelsey.co.uk Art Editor: Graham Morecroft Email: graham.morecroft@kelsey.co.uk Web Editor: Matthew Bell Email: matthew.bell@kelsey.co.uk Contributors: Daniel Bevis, Ollie Wildsmith, Matt Woods, Paddy McGrath, Graham Leigh, Steve Hall, Tom Clarke ADVERTISEMENT SALES & PRODUCTION Director: David Lerpiniere David.lerpiniere@talkmediasales.co.uk Tel: 01732 445326 Sales manager: Russell Bedford russell.bedford@talkmediasales.co.uk Tel: 01732 445328 Ad Production: Talk Media: 01732 445325 MANAGEMENT Chief Executive: Steve Wright Chief Operating Ofﬁcer: Phil Weeden Subscription Marketing Director: Gill Lambert Retail Director: Steve Brown Print Production Manager: Georgina Harris Print Production Controllers: Kelly Orriss and Hayley Brown Subs Marketing Executives: Dave Sage and Claire Aspinall Afﬁliate Marketing: Kate Chamberlain SUBSCRIPTIONS 12 issues of Fast Car are published per annum UK annual subscription price: £77.87 Europe annual subscription price: £90.00 USA annual subscription price: £90.00 Rest of World annual subscription price: £96.00 CONTACT US UK subscription and back issue orderline: 0845 241 5159 Overseas subscription orderline: 0044 (0) 1959 543 747 Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 For customer service support, please visit: help.kelsey.co.uk Customer service and subscription postal address: Fast Car Customer Service Team Kelsey Media 5 Yalding Hill, Downs Court, Yalding, Maidstone,Kent ME18 6AL United Kingdom WEBSITE Find current subscription offers on our website: shop.kelsey.co.uk/FTC ALREADY A SUBSCRIBER? Manage your subscription online at shop.kelsey.co.uk/myaccount DISTRIBUTION Distribution in Great Britain Marketforce (UK) Ltd, 3rd Floor, 161 Marsh Wall, London, E14 9AP Tel: 0330 3906555 Distribution in Northern Ireland and the Republic Of Ireland Newspread: Tel: +353 23 886 3850 PRINTING William Gibbons & Sons Ltd Kelsey Media 2021 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor,permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offeredby third parties. Kelsey Media takes your personal data very seriously.For more information of our privacy policy, please visit Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit https://www. kelsey.co.uk/privacy-policy/ . If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@kelsey.co.uk.

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They say you can’t teach an old dog new tricks. And whilst this may hold true for your average clapped-out canine, it’s a very different matter when it comes to selecting your next project car. Yes, it’s easy to be lured into signing up to finance the latest hot hatch or slinky super saloon, sticking a set of radical rims and air-ride on your credit card and enjoying the adulation of being the first kid on the block to modify an ultra-modern motor, but you could be overlooking a much more economical option. Old school rides such as the Mk2 Fiesta and Mk3 Polo Coupe on our cover this month, prove that you don’t need to spend big bucks, or rock the newest models, to build a bangin’ project car. Both these cars were bought for under a grand (in fact you could’ve bagged the both of them for just £440!) but over the years they have been lovingly crafted and fettled into the drool-worthy machines you see today. And neither one of the owners has any plans to sell up and join the modern masses, as they’re both quite content to own cars that are growing old disgracefully, and showing the younger generations how it’s done. Of course, there’s nothing wrong with being a trend setter, as Chris Eltham, the owner of the Liberty Walk-kitted Ferrari 458 on page 12, can attest. His car is the first in Europe to wear the wild LB Silhouette kit, and while the Ferrari faithful may frown, he finds himself grinning like a loon every time he gets behind the wheel. And who can blame him? Another owner pushing the envelope of good taste and sensibility is Parker Burke, a camber crazed Honda head from Kansas. His audacious Accord runs a sill scraping static setup that has to be seen to be believed. Check it out for yourself on page 44. And while your marvelling at his stupendous stance, why not check out our 25 Stance Secrets feature on page 21. It de-mystifies the dark art of achieving your perfect stance and gives you some top tips to finding the fitment that’s right for you. Until next month, enjoy the issue!

Dan Subscription Offers:

’s

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#422

INE

SUBSCR T O shop FAST CIABRE

Subscriptions are available from – https://shop.kelsey.co.uk/subscription/FTC Back issues are available from – https://shop.kelsey.co.uk/issue/FTC £9.99 one-off offer https://shop.kelsey.co.uk/subOffer/kpiftc/source/kpiftc The built not bought that’s infected this insane 551bhp Nissan S15

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#424

TH TOP OFSUALPEERC L TIMARS10 WID MO E MI E-ANS RCHTE

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#423

The that’ssuper-wide more Honda NSX than itshad owner bodywork

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F FIVIRST E

The built Mk2 RSthat’s been lackingforthego but isn’t show

Zero Force carbon widebody S2000 digital dash conversion ••Custom three-piece split-rims

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Wiechers bolt-in rol lcage v wheel Airtec Clomoti ubsporte MO6 wide-arch skit

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STANCE SECRETS

FAST TECH:STANCE SECRETS

FEATURE OF THE MONTH Stance Secrets

Few things can make or break a car more than its stance. Nail the perfect stance and ﬁtment and everything else will naturally fall into place, but get it wrong and the rest of the build will be sure to miss the mark. To help you get the stance of your dreams and avoid the nightmares, we’ve compiled a list of 25 top stance secrets to demistify the dark art. Read on and get stancing!

Next Issue 435 on sale 16• 07• 2021

Getting the perfect stance is a dark art that only a few seem to master. To help get your head around the smoke and mirrors and achieve the ﬁtment of your dreams, we’ve unlocked 25 secrets to killer stance – it’s time to get low… Words Dan Sherwood Photography Various

The term ‘Stance’ refers to much more than simply how your car sits. It’s a whole look. A movement. A lifestyle. Yes, on the face of it, it can be used to describe your car’s relationship to its wheels and its body to the ground. But there’s really so much more to it than that, and to truly embrace stance to its fullest, requires commitment, dedication and no small amount of sacriﬁce. Want to run a static setup with millimetre perfect arch gap, yet still retain a plush and practical ride quality? Forget it. Want

your tyres to wear evenly and your CV joints to last, but still ride sill-scrapingly low. Nope! Want to know which wheel and tyre setup will ﬁt with your desired ride-height and arch mods? Hope you paid attention in maths. For some, these may become a barrier to entry. But to those that value internet-breaking style at all costs, there’s not much you can do to a car that can top the instant Insta-fame-ability of killer stance. Read on to learn 25 secrets to achieving the stance of your dreams, while avoiding the nightmares.

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FEATURE CARS

Deus Ex Machina 012 Europe’s ﬁrst Liberty Walk-kitted Ferrari 458 is the ultimate stancing horse

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030 052 Going The Distance 030 Jaune Jet 230,000 mile daily driven Polo Coupe is Clad in carbon-kevlar and Austin Yellow a seriously smooth operator paint this Audi TT is anything but mellow

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Made You Look 036 Covered in custom touches this Mk2 Fiesta proves old school is still cool

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PRODUCTS

The hottest gear this month Streetlife 044 Home-built Honda Accord is the perfect tool for living the low life

Keep up to date with TeamFC on…www.fastcar.co.uk, Facebook, Twitter & Instagram

REGULAR FEATURES

Front End 008 Electric Opel Manta, homologation specials on the rise, the £100k Mini Mitsubishi Evo VI buying guide 061 How to bag yourself an iconic rally replica before it’s too late Fast Mods 070 The best modifications for Vauxhall’s cracking Corsa D VXR Staff Rides 085 More modified shenanigans with the motors from the Fast Car fleet Subscriptions 094 075 Check out how you can get your favourite mag delivered directly to your door Next Month 098 Check out what we have in store for you in the next awesome edition defining car culture 007

UP FRONT New Car News

ELECTRO RETRO

VAUXHALL’S SISTER BRAND OPEL BRINGS BACK THE ICONIC MANTA AS A ONE-OFF ALL-ELECTRIC SPECIAL TO CELEBRATE THE COUPÉ’S FIFTIETH ANNIVERSARY - LOOKS DAMN COOL TO US!

The new Opel Manta GSe ElektroMOD is the latest model to jump on the bandwagon of transforming classic cars into electric-powered ‘RestoMods’, combining the classic visual style of the iconic Manta with Opel’s latest electric powertrain for sustainable motoring. The four-cylinder engine under the black bonnet has been replaced by an electric motor with 108kW (145bhp) and 225Nm of torque. The the original car’s four-speed gearbox has been retained, allowing drivers to manually change gears, or simply engage fourth gear and drive automatically. With a 31kWh lithium-ion battery, the Manta GSe has a range of around 124 miles, and like the current Vauxhall electric range, features regenerative braking to improve range. Visually, the Manta GSe features all the

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original car’s lines, but with a few modern tricks up its sleeve, including a ‘PixelVizor’ front end that stretches across the entire width of the front, with the Pixel technology allowing it to issue messages, such as ‘I am on a zero e-mission’, followed by the silhouette of a manta ray gliding over the Pixel-Vizor. The front end also features LED daylight running lights, while the iconic circular rear lights come with a striking three-dimensional LED design. The yellow paintwork is contrasted by the signature black bonnet, with the wheel arches housing specially designed 17in Ronal alloy wheels with 195/40/17 tyres at the front, and 205/40/17 tyres at the rear. As expected of a modern RestoMod, the interior of the Manta GSe is packed with the latest Vauxhall digital technology. The classic round instruments have been replaced by the Vauxhall Pure Panel, with

two driver oriented 10in and 12in digital displays. The sound system has also been modernised with a new unit from the legendary Marshall brand. The sports seats come with a yellow centre line and offer much more support than the originals, while the steering wheel

SPECIALS ON THE RISE!

FANCY BUYING YOURSELF A ‘90S HOMOLOGATION SPECIAL? YOU BETTER BE QUICK!

Last month we reported on the Mitsubishi Evo Tommi Makinen Edition that sold for over £100k at auction. Well, it seems that wasn’t the only homologation special that’s value has gone through the roof, as there’s a host of other ‘80s and ‘90s machines that are also making waves when they go under the hammer. The Ford Sierra RS Cosworth is one such rising star, adding an average of £20,200 to its value over the last year alone. Rare in unmodified form, the very best are now demanding significant prices, with both Bonhams and Silverstone Auctions recently valuing examples for £75,000. The Audi Quattro Sport is another significant riser as, 12 months ago, an ‘excellent’ example of this shortened, box-arched Group-B homologation special had a value of £265,000. Today, that value is £284,000 and the very top, concours examples are valued at up to £404,000! Other homologation specials with soaring prices include the BMW M3 (E30), which now command over £60k, and Renault’s Clio Williams, with excellent examples now fetching just shy of £20k. So if your dream is to own one of these coveted classics, you better act fast, as this time next year, they could well be out of reach!

is a Petri three-spoke wheel reworked by Opel, with a yellow centre line for an added sporty touch. In addition, the cockpit has had a full matt grey retrim, while the roof lining is now clad in Alcantara to complete the makeover of this most modern of classics. Take my money!

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UP FRONT £100k Mini

THE £100K MINI!

LIMITED RUN MINI RESTOMOD PACKS IMPRESSIVE POWER IN A SMALL PACKAGE, BUT AT A HUGE PRICE. BARGAIN OR BONKERS? YOU DECIDE... What car, or cars for that matter, would you buy with £100k? A supercar? The latest hot hatch? A highly tuned track car? Maybe even all three if you were canny with your secondhand buys. But how many of you said a Mini? Anyone? No, we wouldn’t either. But if you did, and you managed to bag one of the limited-run Oselli Editions, you wouldn’t get much change either… as prices for this latest Mini restomod start at an eye-watering £98,000! Built by David Brown Automotive to celebrate the debut of the original Alec Issiginis-designed Mini 60 years ago, the Oselli Edition of its Mini Remastered range is limited to just 60 examples and features a larger capacity engine and a host of customisation options. Starting with the engine, the original A-series lump remains but capacity has risen to 1.5-litres with a performance camshaft, a pair of SU carburettors, a ported and polished cylinder head and a freer flowing exhaust system. This little lot boosts power to 123bhp and 113lb ft of torque, which may not sound like much, but with the car weighing just 1050kg it’s enough to see the mini marvel sprint to 62mph in just 7.8 seconds. Underpinning this performance and allowing owners to take full advantage in the twisties is a set of adjustable Bilstein dampers and 270mm AP Racing brakes with four pot calipers at the front and uprated lightweight drums at the rear. 7x13in Enkei wheels with either gold or silver centres, play their part in keeping the Oselli Edition shiny side up, and fill the gloss black arch extensions perfectly. The exterior itself is offered in two colourways – dark grey or off-white – and can be contrasted with full length racing stripes in either crimson, royal blue or racing green, while the inside also comes with two choices – either a full four seater, or a two seat version with a hand-finished rear rollcage. If it was us, we’d probably go for the caged version – even

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though it’s even more expensive; what’s a couple more grand at this point? – as you also get hand-trimmed bucket seats and Sabelt harnesses and you won’t suffer the weight penalty of lugging two more mates around in the back. And you can even order a personalised matching race suit and helmet too, ‘cos, why the hell not? If you’re totally Mini mad, or just plain bonkers and have a bank balance to match, then this could be a Mini that’s right up your street. ■

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HOT RIDE

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Deus ex Machina

LB FERRARI 458

Covid-19 may have thrown a massive cat among our modifying pigeons, but it hasn’t stopped the hardcore from building their dream cars. Behold, Europe’s ﬁrst LB GT Silhouette, lovingly crafted under lockdown… Words Daniel Bevis Photography Josh Edward

Deﬁning car culture 013

HOT RIDE

Tension. It’s the number-one plot device that keeps readers reading, viewers viewing and listeners listening. You’ve got to feel tense, uneasy, unsure of the next move, in order to truly engage; there’s always the hope of some sort of deus ex machina that will arise from the ether and save the situation, but at the same time a part of you hopes that the tension will tantalisingly last forever. The Mexican standoff is the most extreme manifestation of this; a happenstance in which characters are locked in an impossible situation, quite often with three people pointing guns at each other in a triangle (like the restaurant sequence in Pulp Fiction) – no-one can take any action without forcing everyone else to act. The contemporary modifying scene is rife with this sort of tension. Fashions move and shift and transmogrify, and while the noble pursuit is to mod your car to your own tastes and consider it a bonus if anyone else takes a liking to it, the reality is that culture’s evolved and that’s not the way the world works these days. In 2021, visual presence and social media success often sit on a level pegging with performance and handling, while it’s oh-so-important for your spec list to be bristling with all the right names. Who blinks ﬁrst? Certainly not the brave. And with the 458 you see here, you’re witnessing a narrow escape from a Mexican standoff with a strong roll-call of fashion-forward names, coalescing into a mould-breaking build which opens the door for every other Ferrari to rush through. Such is life. An affable fella by the name of Chris Eltham is the brains behind it all, and he’s proud of this car’s roots. It may be an Italian thoroughbred with a Japanese bodykit, but he’s in no doubt as to the Western characters stamping out the project’s DNA: “No one had put this kit on a 458 in Europe before, there’s only a handful in the world,” he says. Now, it’s worth pointing out that Chris isn’t

3-piece forged Rotiform VDAs with brushed silver centres, polished lips and chrome hardware fit the bill perfectly exactly a novice at this; indeed, his past and present car affliction requires some unpicking, so take a deep breath as we breeze through it all: prior to this Ferrari, he’d owned a TVR Tuscan Speed Six, a couple of twin-turbo Mk4 Supras, an R35 GT-R, a Clio with a GT Turbo engine in it, an M3, a WRX STi, an Aston Martin DB9, plus a whole bunch of other cool stuff. And the bagged and kitted Ferrari isn’t the only exotic curio on the driveway today; no, it shares real estate with an Ariel Atom, a Lamborghini Aventador, a McLaren MP4-12C, plus a Range Rover Sport and a Supra TT6 – all comprehensively modified. Safe to say he’s a man of reasonable means who enjoys the odd fast car, then. And he’s not one to keep things stock either, as the vivid red vision before us demonstrates. “I modify supercars,” he shrugs, “hence my Instagram name, @my_supercar_adventure. Lots of Cars don’t come much lower and wider than this!

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“No one else had put this kit on a 458 in Europe before, there’s only a handful in the world.”

LB FERRARI 458

The LB Silhouette kit is blended in, so no rivets or seams are left visible, making for a more show orientated look people shy away from this for obvious reasons, but I embrace it! I’ve always modified my cars as I don’t like to blend in, I like to create something in my own image and don’t care what others might think.” And that’s very much what he’s done here. He hasn’t hung about either; Chris only bought this car in October 2020, and we’ve got cheese in the fridge that’s older than that. It was totally stock at the time, finished in white and set him back a cool £126k. That, of course, was just the starting point. “I didn’t own a Ferrari, and I’d always said I would have one before I was 40,” he continues. “And obviously it’d have to be red!” Naturally when you’re buying a supercar it pays to focus more on condition and history than colour, hence picking up a very tidy white example – but Chris’s plans extended to far more than a respray. By November of last year he’d ordered himself a Liberty Walk widebody kit, setting him back a further £40k, and the knock-on mods just snowballed from there. You probably don’t need an explanation from us about who or what Liberty Walk is, but here’s a quick reminder anyway: the Japanese outfit was founded back in 1993, and it’s the recent exploits of the Nagoya-based company that have pushed it to the forefront of the modern auto enthusiast. They’ve branched out into the USA in fine style, and love to graft outrageous bodykits onto aspirational models like the Lamborghini Aventador and Ferrari 458. This kind of polarising behaviour ensures copious online shares, with a strictly divided audience arguing about whether it rocks or it sucks. But this isn’t all just a PR exercise – Wataru Kato, Liberty Walk’s founder, is

HORSES AND CARTS

Enzo Ferrari was famously against the idea of mid-engined cars, complaining that putting the engine behind the driver was ‘like putting the horse behind the cart’. His front-engined Formula One cars were doing fine in the 1950s (and it’s worth remembering that Enzo never really wanted to build and sell road cars anyway, they were just a necessary evil to pay for the firm’s racing endeavours), but in 1960 the 246P was tested in F1 – the firm’s first ever mid-engined racer, running a 2.4-litre Dino V6 engine. The first mid-engined Ferrari road cars – the Dino 206 and 246 GT – didn’t arrive until 1968, because again cantankerous old Enzo felt that the general public couldn’t be trusted to handle such a layout. But, as with the F1 cars, the engineers managed to change his mind, and victory ensued. Fast-forward to 2009, and we see the covers coming off the magnificently rakish 458. Ferrari’s then-newest mid-engined V8 treat, it traced a line back to the Dino, although in terms of midship-V8s it all began with the car that replaced the Dino: the 308. In chronological order from that point (in 1975) to this one, the model numbers run through 308, 328, 348, F355, 360, F430, 458, 488, and the current F8. Turns out it’s a pretty decent spot to mount an engine after all.

Deﬁning car culture 015

HOT RIDE

Valvetronic exhaust system is like a V8-mounted megaphone keen to keep the operation true to his original vision of ‘bringing out the uniqueness of each vehicle, for the owners to feel engaged on a personal level’. The two key brands under the umbrella fulﬁl this at different levels – LB Performance ticks the supercar box, while LB Works applies that headline-grabbing aesthetic to cars more in the reach of the man on the street. The GT Silhouette range is a sort of fusion of the two sensibilities, melding the road car aspirations with the supercar dream-weaving under the LB Works banner. Make sense? OK, let’s just say that they’re shooting out hot jets of awesomeness in all directions at once. So, with the high-end bodykit on order, Chris had some decisions to make. Naturally you can’t just

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bolt a wide-arch kit onto a car and leave everything else stock, it’d look like one of those questionable 6R4 kits people used to fibreglass onto stock Rover Metros in the nineties. No, you’ve got to get it lower, and pack out those fatter arches with seambusting rims. After much research and investigation, a Praxis air-ride system with Air Lift management was ordered up, along with a truly glorious set of wheels: 3-piece forged Rotiform VDAs with brushed silver centres, polished lips and chrome hardware. In order to help that rev-hungry F136 V8 really find its voice, Chris also acquired a full valvetronic system from Fi Exhaust – because while that 4.5-litre unit is a howling beast, it really benefits from open pipes to help it realise its potential. The Fi Exhaust system is clever because it features the company’s cuttingedge intelligent ECU exhaust control valve – when the butterflies are closed, you can pootle around town without going deaf; click them open and all hell breaks loose, unlocking maximum power and maximum noise. There’s a thread that’s been running through the last eighteen months or so, as you’ll be painfully aware, and that’s the spectre of Covid cocking everything up. While Chris was quick to put his orders in, there were a whole load of hurdles to jump over; a global shortage of wheel barrels meant that it was April before the Rotiforms turned up, and the delivery of the kit was delayed by a few months too, arriving in February. As you might imagine, he was champing at the bit to get started, and as soon as the huge boxes bearing the LB Works branding showed up, out came the cutting tools and the unsuspecting Ferrari was laid bare. The kit, air-ride and exhaust were all fitted in March, and of course the finished and perfected body was treated to that Modenese rosso that Chris had always dreamed of.

LB FERRARI 458 When Chris stamps on the go-pedal you get this prancing pony embossed into the back of your noggin

The Ferrari’s interior has more red and black leather than a fetish festival

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HOT RIDE

You can see more of Chris’s capers on his Instagram page: @my_supercar_adventure

The tension was swelling to breaking point as the build neared completion, as there was a very clear deadline to hit: Chris is a regular on The Cannon Run, and their Spring Break event was coming up on April 9th. Fingernails were chewed, midnight oil was burned, but just in time Europe’s ﬁrst LB GT Silhouette emerged blinking into the light. Job well done, as the car was awarded The Cannon Run’s ‘Best Car’ trophy – which, in such rareﬁed company, is praise indeed. “It’s turned out exactly as planned - if not better,” Chris grins. “The reaction online has been incredible.” The machinations of the coronavirus may have done much to exacerbate the tension to near-unbearable levels as Chris strove to realise his vision, but it all came good in the end. No Mexican standoff here, just the fabulous deus ex machina of a true one-off 

You can smile now Chris, but one day he’ll be asking for the keys... 018 www.fastcar.co.uk

TECH SPEC: LB FERRARI 458

ENGINE: F136 4.5-litre V8, Pipercross air ﬁlters, Fi Exhaust valvetronic system with decats, c.580bhp TRANSMISSION: 7-speed DCT SUSPENSION: Praxis air-ride, Air Lift management BRAKES: OEM carbon-ceramics WHEELS: Rotiform VDA 3-piece forged wheels - brushed silver centres, polished lips, chrome hardware INTERIOR: OEM red leather EXTERIOR: LB Works GT Silhouette widebody kit (FRP/ dry carbon)

ROAD | OFF ROAD | TRACK | LUXURY

For more information go to www.wolfrace.com | Contact us on: sales@wolfrace.co.uk | +44 (0) 845 330 9896 | Or visit your nearest dealer

ASSASSIN

Gloss Black & Gloss Black / Polished, 7.0x16” 7.0x17” 8.0x18” 8.5x19” 8.5x20”

AERO

Gloss Black / Polished & Gloss Black 8.5x18” 8.5x20”

ASSASSIN GT2

Gloss Black / Polished 8.5x18” 8.5x20”

Gloss Black / Polished Lip & Gunmetal 9.0x20” 9.5x21” 8.0x18” 8.0x19” 8.5x20”

TORINO

Gloss Black / Polished, Gloss Black & Polar Silver 6.5x16” 6.5x17” 7.5x17” 8.0x18” 8.0x19” 8.0x20”

Gloss Black, Gunmetal / Polished, Matt Bronze, Matt Black & Gloss Black / Polished 8.5x18” 8.5x19” 8.5x20”

Matt Bronze (20” only), Gloss Black & Gloss Black / Polished 8.5x18” 8.5x20”

KIBO

Gloss Black / Polished 9.0x20” 9.5x22”

LUCCA

DORTMUND

MUNICH

GTP

Gloss Black / Polished 6.5x16” 7.5x17” 8.0x18” 8.0x19”

KODIAK

Polar Silver, Gunmetal 5.0x14” 5.5x14” 5.5x15” 6.0x15” 6.0x16” 6.5x16” 7.0x16” 7.0x17” 7.5x17” 7.5x18” 8.0x18” 8x19”

WOLFSBURG

Gloss Black / Polished, Gloss Black 8.0x18” 8.5x19” 8.5x20” Gunmetal / Polished 8.0x18” 8.5x20”

PROLITE

Wolfrace TrackReady Gloss Black 7.5x17” 8.0x18” 9.0x17”

MILANO

Titanium 5.5x14” 6.0x15” 6.5x15” 6.5x16” 7.0x17” 7.5x18”

VISIT YOUR NEAREST DEALER TUV CERTIFICATION German TUV certiﬁcation on selected wheels

GO ONLINE Please visit your nearest dealer to view or purchase Wolfrace wheels or go online at www.wolfrace.com

MADE IN EUROPE All TUV certiﬁcated wheels are made in Europe.

UP TO 5 YEAR WARRANTY On selected wheels when you register online

HUGE RANGE AVAILABLE Huge range of wheels available, see www.wolfrace.com for the full range

INTERACTIVE GUIDE Use our interactive ﬁtment guide at www.wolfrace.com

STANCE SECRETS

FAST TECH:STANCE SECRETS

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FAST TECH: STANCE SECRETS

3 CUT SPRINGS

If at this point you are thinking that all this is seeming a bit expensive and unnecessary and why not just get your angle grinder and cut out a coil or two of your car’s standard springs, then don’t. Cutting springs will lower the car, but is a recipe for disaster, as the stock dampers will not be designed for the reduced travel and the springs will likely not sit correctly in their cups, meaning you can severely compromise your car’s handling, even making it dangerous to drive.

1 LOWERING SPRINGS

Probably the most common first modification that people make to improving their car’s stance is to fit a set of lowering springs. Springs are cheap, relatively easy to fit and instantly drop your car by around 30-80mm depending on which ones you select. Team them up with some uprated dampers and you’ve got a decent ride height reduction that not only looks better, but has lowered the car’s centre of gravity and stiffened the suspension, sharpening up the handling as a result.

2 COILOVERS

The next rung on the stance ladder is to fit coilovers. Coilovers have an adjustable spring platform that can allow you to alter the car’s ride height to your preference, and generally go much lower than even the lowest sets of springs and dampers. They also often come with adjustable dampers, which mean you can tune the too. This means if your running super low you can firm up the dampers to try the arches. Some coilovers also have firmer spring options too, which can help if your running super low. A coilover set such as Bilstein’ especially for those that like to run car’s as low as possible. www.bilstein.com 022 www.fastcar.co.uk

4 AIR-RIDE

If running a static suspension system, such as coilovers, is simply not practical for you – as you need to negotiate speedbumps, potholes etc – or you just want the ultimate in lows, then an air-ride system would be the way to go. Airride systems replace your car’s existing suspension with air bags and specially tuned dampers. Depending on the level of inflation, these can drop your car to the tarmac, or raise it up on stilts and, as they are generally controlled by an electronic controller mounted inside the car, it can all happen at the press of a button on-the-fly. Basic kits work by setting defined pressures for each corner, whereas more sophisticated kits allow you to dial in ride heights as well, along with having various presets you can go to in an instant. The other benefit to air-ride is, as you are using an air spring, you can still have comfortable ride quality, the only downside is the need for an air-tank and compressor, which can take up some boot space, although some can be secreted away, or even made a feature of for shows. www.airliftperformance.com

FAST TECH: STANCE SECRETS

5 HYDRAULICS

The closest alternative to air ride would be hydraulics. This is because the car can also be raised and lowered by a huge amount at the touch of a button, but uses a hydraulic system of oil-pressured rams and spring boxes instead of air bags. Hydraulic systems are less common than air bags due to their greater complexity, heavy battery requirement and generally poorer ride quality, but if you want your car to jump up and down like an Impala from a Dr. Dre video, then hydros are deﬁnitely the way to go! www.rayvernhydraulics.co.uk

7 CAMBER – PLATES, ARMS ETC

Camber is the angle between the plane of a wheel and the vertical. It is described as positive when the top of the wheel leans outward and negative when the top of the wheel leans inward. Camber angle alters the handling characteristics of a suspension system as well as allowing you to gain a few more millimetres of ar your ﬁtment. Most car’s only offer a small about of camber adjustment, extremes you’ll need either a set of camber arms, camber bolts or mounts that will allow much more aggr olstore.com

6 AIR CUPS

A kind of half-way house between coilovers and air-ride is to install an air cup lift system to your existing coilover setup. These are like mini air bags that sit on top of your coilovers and can be used when you need a little extra temporary ride height when running an otherwise static setup, to get over speed bumps etc. Not as versatile as a full air-ride system, but a great option if you run low static suspension and need a bit more practicality. www.stanceparts.com

8 TYRES

Getting the right width and profile tyre can make all the difference when it comes to sorting your stance. Some may prefer a more square shouldered tyre that sits flush with the lip for a more motorsport inspired stance, whereas others want to stretch skinnier tyres over wider rims to gain the most arch clearance and run the car lower. The jury is still out on whether a stretched tyres are dangerous, but super stretched tyres will definitely have less comfort and performance and could land you in hot water with the plod. www.yokohama.co.uk defining car culture 023

FAST TECH: STANCE SECRETS + 10

HUB

Zero Offset

HUB

- 25

HUB

9 OFFSET

The offset of the wheels is the distance from the wheel’s centre line to the mounting face where it attaches to the hub. Positive numbers mean that the wheels sit further inboard, whereas negative numbers push the wheels out and away from the hubs. So now you know.

11 MEASURE

A large part of nailing that ﬁtment and stance is getting your sums right. Measure and measure again, and remember that the path of the wheel changes as you lower the car or the suspension compresses, so don’t forget to take this into account when you are doing your sums.

13 FITMENT

10 WHEELS

Choosing the right wheel is critical. You need to look at the diameter, width and offset to ensure your ﬁtment will be on point, but don’t forget to look at things such as weight and construction too, as a strong, wide, lightweight wheel will aid not only the car’s handling and grip, but also its braking and accelerating, due to a reduction in un-sprung weight, meaning the suspension will have less work to do and thus be more efﬁcient. www.rotiform.com 024 www.fastcar.co.uk

12 HYDRAULIC NOSE LIFT

Some high end suspension setups have a trick system called a hydraulic lift system built in. This will raise the front of the car by a few centremetres to allow you to sneak over a speed bump or access an incline. It can even be operated from your mobile phone if you’re feeling ﬂash and some can be added as a separate unit to OEM suspension too. www.kwsuspensions.co.uk

Stance, fitment, take your pick – these are terms referring to the act of getting your car sitting just right, with the wheelto-arch interface carefully considered. There are a number of ways to go about this; aggressive fitment sees wide wheels on stretched tyres working with negative camber to get the rim as close to the arch as possible. And for some, the more aggressive the better! Tuck and poke refer to the position of the wheels: the latter sees the rims sitting proud of the arches, while the former hides them back inside the arches like a retro Touring Car. Flush (and for the hardcore, hellaflush) requires precise measurements to get the wheel rim perfectly adjacent to the edge of the arch.

Better performance and a more satisfying driving experience than factory suspension systems thanks to double-tested damper settings – in BILSTEIN driving tests and lab simulations

Lower your ride height by up to 70 mm: ﬂexibly and individually – with threads to spare and a technical component report

YOUR LIFE. YOUR SUSPENSION. BILSTEIN EVO S. Performance is your lifestyle and your vehicle is your way of expressing it. Our BILSTEIN EVO S street performance suspension not only gives you the stance you want, it also gives you dynamic and sporty handling qualities – perfect for your everyday life and exactly your style. DRIVE THE LEGEND. performance.bilstein.com

Damper settings for sporty handling you can feel in any situation

FAST TECH: STANCE SECRETS

14 SPACERS

In an ideal world, you’d get the wheel you wanted in the exact width and offset you wanted to meet your ﬁtment goals and clear you brake calipers and suspension components. Unfortunately, this isn’t always possible as the wheel of your dreams doesn’t always come in your preferred spec, so you have to improvise, which is where spacers come it. Some smaller thicknesses can just slip between your wheel and hub to give an extra couple of millimetres, but thicker spacers will need to be of the hubcentric variety which bolt on to the hub with new threads/studs to allow the wheel to bolt onto it. This can have the added advantage of allowing you to change PCDs and go for a different wheel design that would’ve previously not been available for your car. www.eibach.co.uk

4 LUG

17 ROLL CENTRE CORRECTION BALL JOINTS When you lower your car, you lower its

centre of gravity, helping to improve handling. But you also affect the car’s roll centre, which actually makes the car more prone to body-roll. To combat this you can ﬁt a set of extended roll-centre control ball joints, which go some way to redressing the correct roll centre and reducing the propensity to roll. www.hardrace.co.uk

5 LUG

PC 15 PCD

D C P

PCD, or pitch centre diameter is the distance between the centre points of your wheels’ bolt holes. Different makes and models of cars have different PCDs so you can’t just chop and change wheels as you see fit, they must have the same PCD to fit. Although there is the chance to use wobble bolts (also known as variable PCD bolts) to get wheels with a similar, but not exact same, PCD to fit. But these are not really recommended.

16 BUSHES

Replacing your car’s bushes with polyurethane items is an involved task (there’s a lot of them, and they won’t want to come out), but it’ll tighten everything up to maximise the effect of your wheel, tyre and suspension mods and should last the lifetime of your car, meaning you’ll only have to do them once! Some offer extra geometry adjustment too, further helping dial in that perfect stance. www.powerﬂex.co.uk 026 www.fastcar.co.uk

18 ARCH ROLLING

Getting your wheels and tyres as close to the arches as possible will inevitably mean you will need to roll your arches. This is a procedure that involves using a special device that bolts onto your hub and has a roller which you can use to gradually roll your inner arch lip back in on itself so you have more clearance in the wheel arches. Be especially careful on older cars, where the paint may be brittle or there is any arch rust or you could end up cracking the paint and making a real mess of the arches. Possibly best left to the pros. www.archenemy.co.uk

19 CHASSIS NOTCHING

When you’re running low, your chassis is going to bang into stuff. And also, when you’re altering your car from manufacturer specs, you may ﬁnd that things like driveshafts, suspension components and so on don’t ﬁt where you want them to – so chassis notching is the answer: cutting non-structural sections out of the underbelly to give those parts somewhere to go! Just don’t go too mad!

No.1

Lowered and stanced vehicles can often put factory suspension components way outside of their optimum parameters. The extreme cambers, casters and loads that come with a slammed ride height, not to mention increased cornering forces that result from a lower centre of gravity, means that your factory rubber bushes will be working way outside their intended comfort zone. POWERFLEX’s engineered polyurethane suspension bushes combined with on-car adjustability provide the perfect solution, leaving you to achieve stance perfection and maintain precise handling.

SUSPENSI BUSHES IONN EUROPE

www.powerflex.co.uk | sales@powerflex.co.uk | @powerflexbushes

FAST TECH: STANCE SECRETS

20 STRESS ON COMPONENTS

A little lowering is no bad thing, but when you go to extremes, such as the guys rocking 20degrees of negative camber

23 CLEARANCE

As well as making room for your suspension components and wheels by chassis notching and tubbing the arches, to go really low, you’ll also need to re-route all of the various under-car gubbins that dangles down underneath your ﬂoor pan. This can include such things as re-routing your brake lines and fuel lines to run inside the car and having an oval exhaust system made up to gain a few more millimetres of underbody clearance. You may even need to invest in some engine and gearbox risers to allow you to mount them higher in the engine bay to avoid scraping the sump!

24 UNDER BODY PROTECTION

there’s always the option to go wide arch. This can be achieved fairly simply and cost effectively by way of some bolt on over-arches or simple arch ﬂares, or you can really go to town with a full wide arch body kit which completely replaces all four arches with some steroid abused alternatives. Either way your extra wide rolling stock will have a place to call home.

22 STIFFNESS

There’s no getting away from it: if you want to run low then you’ll need to run stiff. This is because by reducing the ride height and bringing the arches down to within a few millimetres of the tyre/wheel, you have radically reduced the available suspension travel, and to avoid paintwork-damaging wheel-to-arch collisions, you need to ensure the suspension stays where it is. This means selecting the stiffest springs and dampers you can ﬁnd and enduring a bone-jarring ride quality. Still, it looks cool, eh? 028 www.fastcar.co.uk

Even with all the clearance mods in the world, if you’re running a super low setup, it might pay to invest in some underbody protection such as a sump guard. This is a sheet of steel mounted under your engine’s oil sump that will hopefully take the brunt of an impact if you get caught out or beach yourself on a speed bump, rather than smashing your sump to bits and losing all your oil. It does take up a few mill though, so you take the risk, you pay the price.

25 ROUTE PLANNING

Like to just jump in your ride and blast off into the sunset to wherever the mood might take you? Not if you drive a super low stanced car you won’t. Without an option like air bags or air cups, you will need to plan your trips carefully to avoid stretches of road with aggressive speed bumps, potholes and steep gradients like multi-story car parks. It sure looks good to be low, but no-one said it was easy.

HOT RIDE One of the most animalistic tendencies of human beings is our propensity to get carried away with things. For all of our species’ superiority by virtue of how we have the ability to do things like live in houses, operate mobile telephones, extract corks from bottles, and have thumbs, there’s no denying that we all have animal urges lurking just beneath the surface. If you think it’s barking mad when you see a dog running round in circles chasing its tail until it throws up, or a cat batting at a ball of tin foil for hours on end, or a hamster scampering in a wheel until the spindle starts smoking, remember that you do this too: whether it’s powering through a box-set in one sitting, smashing back sambuca shots until you lose your eyesight and have to be carried home, or losing a whole afternoon to Candy Crush, getting unexpectedly carried away with seemingly unnecessary pursuits is just what mammals do. For Jordon Crookes, this biological imperative has been keenly informing the evolution of his ’91 Polo Coupe for the last decade – and if you could go back in time to 2011, when he was eighteen years old, and outline to him just how much his cheap little runabout would evolve over the next ten years, he’d surely think you were some sort of crazy person. (Not least because you’d be standing there trying to convince him that you were from the future, and your first move with the power of time-travel had been to go back and talk about his pukka Polo.) This model of Volkswagen has always been something of an outsider, principally because a cynical marketing team decided to badge it as a Polo Coupe, despite the fact that it’s quite clearly a hatchback, but what makes this particular one even more unusual today is that it’s very far removed from the average show car. Yes, it’s got the looks, the quality and the chutzpah of a bona fide trophy-winner, but it’s actually got 230,000 miles on the clock and Jordon used it as his daily driver for seven years. Sounds like we’d better sit him down with a socially-distanced cuppa and tease out a few further details… “This is basically all my dad’s fault,” Jordon laughs. “He took me to plenty of classic car shows when I was younger, in his 1971 MG Midget that he restored himself at home from the ground up. So there’s a bit of traditional classic car influence in this Polo, mainly with the nice and simple interior and engine. The exterior is mainly influenced by the German/Euro style, as I would see pictures of very smoothed and colourcoded ’90s VWs online that were at Wörthersee, and that really did it for me.” The Polo was bought from his mate Joe in the summer of 2011, and clocked up a solid 130,000 miles over the

030 www.fastcar.co.uk

GOING THE DISTANCE

VW POLO

This isn’t just another show car. This retro-fabulous Polo Coupe has enough miles on the clock to send it nine times around the equator… Words Daniel Bevis Photography Ben Frewin

Deﬁning car culture 031

HOT RIDE

It may only have 80bhp, but it’s been a solid performer that’s clocked up over 230,000 miles! next seven years as Jordon used it as a daily ride, taking it all over the country for work. He’d be cruising to shows at the weekends, then getting right back on it for work duties come Monday morning. “When I bought the car, it was pretty much completely standard apart from some lowering springs and a debadged grille,” he recalls. “The paint was fairly poor and the lacquer was almost non-existent on the roof – it looked like someone had sprinkled ﬂour all over it! I’d paid just £265 for it, and my dad got me the respray done cheap from a guy who owed him a favour…” It’s evident that Jordon has always taken pride in his ride, and while he hasn’t been throwing telephonenumber cash at it, he’s always been keen to ensure that when things are done to the car, they’re done properly. The paint job, in slick Arrow Grey from the Audi palette, suits the retro lines down to a tee, and also serves to highlight how impressively straight and solid those original panels are. “Honestly, I had no idea how it was going to turn out from the start, I just kept modding it how I liked and got carried away really,” he laughs. “Admittedly the practicality suffered a bit, especially with it being my daily, but I enjoyed it too much to keep it sensible!” Interestingly, and perhaps uniquely among Fast Car readers, Jordon has never actually sold a car. He currently owns three – this one, an E46 330ci that’s become the everyday runabout, and a Mk1 1977 Polo project that’s been waiting its turn for a few years. The thing is, this Polo Coupe just keeps on stealing the limelight. Jordon simply can’t keep his hands off it. “The car has changed year on year, having started off small with a set of wheels while I was on an apprenticeship wage in the ﬁrst year,” he says. “I just did whatever I could afford at the time. I’ve had my fair share of bad luck with damage and people trying to steal it too; in 2014 I took it to the next level, you could say, after an incident with a taxi – instead of giving up on it, I got the majority of the custom bodywork done along with the repairs.

032 www.fastcar.co.uk

Then in 2016 I got a pair of rare Kamei X1 sideskirts that I’d been after for a long time. In fact, it’s pretty much had 90% of the entire car slowly changed over the years!” This is all part of the fun, of course – over a lengthy period of time it’s natural to want to keep chipping away at the project like Father Ted with a hammer and a Rover,

Staggered Braid split rims are thought to be the only set in the country

WHEELS MAKETH THE CAR

With great stance comes great responsibility, and you can’t just throw any old rims under the arches of your show car. Jordon is keenly aware of this, and he’s fitted eight different sets of wheels to the Polo in the last decade. The current set is his favourite, however: a unique quartet of staggered Braid 3-piece split-rims. Braid is a Spanish company renowned for making wheels that are just as strong as they are stylish – you’ll find Braids on machines as diverse as Dakar Rally winners to the McLaren Speedtail. “I fitted these wheels a couple of years ago, after rebuilding them,” says Jordon. “A while back I was bored and scrolling through eBay, and by chance I found these custom rims for sale in Germany – they’re the only set in the UK that I know of!”

VW POLO

“You really have to put it side-by-side with a standard Polo to notice all the changes”

The fuel filler has been removed and smoothed before being relocated to the door shut and Jordon’s enthusiasm has been consistently high throughout. There’s always a new idea to try. Take the wheels, for example – the Braids it’s currently running have been on there for a couple of years, but the car’s had eight sets of rims in all, and there’s no guarantee that he won’t change his mind again. And the bodywork has enjoyed a constant evolution too, so much so that Jordon has to keep revisiting older and newer mods as he talks us through it all, as so much has been done and a lot of it is really subtle: the fuel flap has been smoothed over, for example, with the filler relocated to a door shut in pure nineties style, and there are many other elements of smoothing and covert customisation. “You really have to put it side-by-side with a standard Polo to notice all the changes,” he says, and that sums up the build in a nutshell. What he’s created here is an outstanding fusion

Black leather front seats are from a Corrado

of daily-driver and tuned old-school hot hatch – after all, with 80bhp in an 800kg car, that equates to a powerto-weight ratio akin to a Fabia vRS or a Saxo VTR, and all in a car that he’s covered an astronomical number of miles in. “I’ve considered swapping the engine,” he ponders, “but I might just rebuild this one for a bit more power. With over 230,000 miles on the original motor and still going strong, it’d be a shame to give up on it! It’s got me to so many places, and it’s still lively and reliable. To be honest, I never saw myself keeping the car for this

ABOVE: Tiny Mountney steering wheel is a proper ‘90s throwback

Deﬁning car culture 033

HOT RIDE

long, but now I can’t see how I’d ever get rid of it – there are too many memories.” And this is probably an even stronger animalistic tendency than the propensity to get carried away: the power of sentiment and nostalgia. On paper, this car is just a thing, an appliance, a means to an end. But in reality, it’s so much more than that; a companion, an ally, an ongoing thread through the trials and tribulations of everyday life. It may satiate Jordon’s animal instincts, but above all else it’s a proper lifelong companion. 

034 www.fastcar.co.uk

TECH SPEC: VW POLO

ABOVE: Audi Arrow Grey paint is a top alternative to the played out Nardo

ENGINE: 1.3-litre 8v NZ four-cylinder, GT higherlift cam, chipped GT ECU, stainless 4-2-1 exhaust manifold, custom stainless exhaust system with hidden downturned tip, K&N panel filter, alloy Mk2 Polo rocker cover - painted and polished, custom 30mm engine and gearbox raisers for ground clearance TRANSMISSION: GT-spec short-ratio gearbox SUSPENSION: TA Technix front coilovers, custom Gaz rear coilovers, shorter and stiffer coilover springs all round, MaxRPM camber-adjustable TCAs, MaxRPM adjustable rose-jointed steering arms, nylon ARB blocks, Silver Project camber-adjustable front top mounts, Polo GT rear beam with ARB BRAKES: OEM VW1 brakes WHEELS & TYRES: Custom 8x14in (front) and 8.5x14in (rear) Braid 3-piece split-rims, face-mounted billet centres with hidden hardware, polished faces and dishes, 195/40/14 Continental ContiSportContact tyres EXTERIOR: Audi Arrow Grey paint, smoothed front bumper with number plate recess delete and BMW E30 brake ducts, smoothed rear bumper, black tinted headlights and indicators, Mattig eyebrow spoiler, debadged front grille, Kamei X1 sideskirts, smoothed side repeaters, smoothed door trims, smoothed arch trims, smoothed fuel filler cap (filler relocated to door shut), Mk2 Polo Formel E mirrors, Mk3 Golf door handles, CSR rear spoiler, black Lexus taillights, smoothed tailgate with smaller number plate recess INTERIOR: Corrado black leather front seats, Polo rear bench retrimmed in leather, 10in Mountney black leather steering wheel, custom short-shifter and leather 5-speed gearknob, black Polo GT doorcards, Polo GT dials, pop-up sunroof, Alpine bluetooth head unit, Alpine 6x9s in parcel shelf, upgraded dashboard speakers, Sony 10in sub in boot THANKS: “Big thanks to my dad, Ian, for helping me over the years, helping me fix it on cold wintery nights ready for work the next day in the early years. Shout out to Jamie for giving me a hand taking coilovers apart in Tesco car park, getting it ready for shows and all the help over the years. My girlfriend Shauny for enduring several years of pretty solid suspension, and for the moral support. Jack Smith and Alex Downs for doing a great job of the bodywork. And Nathan at ND Autos for not running a mile every time the car pulled in.”

With state of the art machinery we can balance and set up Turbos for your vehicles right here in our workshop

Tel:

01952 585454/585555

For all your Turbo Needs contact us: Email:

sales@telfordturbos.co.uk

telfordturbos.couk

• Turbo repairs* • Remapping • DPF Cleaning *Call and ask about our 48hrs postal service on turbos! Unit 3 Sovereign Park I Halesﬁeld 24 I Telford I Shropshire I TF74NZ

MADE YOU LOOK

HOT RIDE

Words Daniel Bevis Photography Dan Sherwood

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Mk2 Fiestas are an increasingly rare sight these days, but Scott Matthews’ concourswinning road-racer proves there’s still so much potential in the 1980s platform. Made you look, made you stare, made you lose your underwear…

FORD FIESTA MK2

Deﬁning car culture 037

HOT RIDE The comedy double-take is a masterfully cinematic trope of modern life, and this Fiesta is jam-packed with them. For a generation of modifiers, the Mk2 was the archetypal hatchback of their formative automotive experiences, whether it be practising for their driving test in mum’s 1.1L, or gazing with envious eyes at flamespitting RST-swapped XR2s haring down the seafront and outrunning the fuzz. We know these cars inside out, so when we spot details like the custom Carbon Delight bumpers and the shortened rear number plate recess, the eyes can’t help but flick back for a second look. And anyone who’s twirled spanners beneath a Mk2 Fiesta bonnet will know that they’re usually hinged from the front, not the back… The 1980s were the true glory days for the European hot hatch; while the genre in the ’90s went a bit weird, both with the Japanese hyperhatch invasion and the punitive oppression of the insurance industry, the eighties were a time of purity and no-frills thrills. Over a quarter of all Golfs sold in the UK were GTIs, surfing a tide of success in its second-generation, while the fuel-injection of Ford, Peugeot and Fiat pushed hot hatches away from carbs and into the future. Forced induction went mainstream thanks to the turbo that Renault bolted to the 5 GTT and the supercharger found under the bonnet of various VW Golfs and Polos; diversity was the watchword, with every manufacturer scrabbling for a unique hook within an increasingly crowded marketplace. Naturally the Mk2 Fiesta was about more than street-racing XR2s though; first-and-foremost it was a cheap and dependable shopper. The spec levels of ’80s cars were very clear-cut too; nowadays you have to wade through a quagmire of ST-Line and T-Spirit and Type S and S-Line, being hoodwinked by models purporting to be sportier and swankier than they are, but there was no such nonsense back in the time when we only had four TV channels and your telephone was hard-wired into your house. If you had a Fiesta Popular, everyone knew you’d bought the entrylevel, bargain-basement model. The next rung up the ladder was the Popular Plus, then the L, Ghia, S, and finally XR2. These were the

Autostar Minus 15 wheels look the business but are cheap as chips!

POWER GAMES

Dunnell Engines is a highly respected builder of Zetec and Duratec twin-cam motors for road and race applications. With 55 years of experience in drivetrain development, bespoke components are designed in-house and machined on site; every engine is hand-built, run for ﬁve hours on a dyno, then power-tested and ﬁne-tuned to the individual customer’s specs. Scott’s engine is a silver-top 1800 Zetec (the early type as found in post-1991 Escorts, Mk3 Fiestas and Mondeos), and it’s been built in a 165bhp state of tune. Key to its raucous character is the conversion to Weber carbs: the Dunnell package includes a bespoke inlet manifold, mounting kit for the DCOEs, wiring loom and 3D Clubmans Ignition Management System. Proper race car tech for the road!

Dunnell-built Zetec engine packs 165bhp and runs roarty Weber carbs

You could eat your dinner oﬀ that engine bay!

038 www.fastcar.co.uk

FORD FIESTA MK2

“It wasn’t long before I stripped it all the way down, and set about working it all the way back up again”

“I only paid £175 for it,” he laughs. “It wasn’t long before I stripped it all the way down, and set about working it all the way back up again.” The reason for buying it in the ﬁrst place was quite simply that he’d always admired the Mk2 XR2, but they were a little beyond his means so he got the next best thing. It soon got to the stage whereby even when he was in the position to buy a proper XR2, he turned the opportunity down because he was so emotionally invested in this car. Which, we can probably all agree, is a very good thing, because it’s been transformed into something bloody spectacular. Now, at this juncture it’s probably necessary to deviate down a side-track to jog your memory about Carrera Bodyworks. This name six core offerings – naturally there were a bunch of special editions to confuse and confound (Bonus, Festival, Fireﬂy, Dash, Holiday, Fresco, you get the picture), but those main six were the anchors that kept it all logical for the buying public. The car we have before the lens today, however, transcends all of this logical ordering to become something else entirely. Something unique, a true one-off, painstakingly crafted over a number of years to become arguably the ultimate Mk2 Fiesta. It’s the brainchild of Scott Matthews, a man who knows a thing or two about retro Fords and has the sticking power to see a project through no matter what the budget or timescale. Indeed, Scott’s now owned this Fiesta for an impressive seventeen years, and back when he acquired the car it was, making no bones about it, a bit shite.

Automotive artisans with a spray gun, but nothing to do with German sports cars

Deﬁning car culture 039

HOT RIDE

You’d never guess that Scott picked this up for just £175! will be familiar to many readers, and regulars should remember Carl Taylor’s Rubystone Red (er, pink, that is) Players RS Turbo from last year: that was masterminded by the craftsman/genius at the helm of Carrera, Jez Bonner, and it’s this ineffably artistic character who has helped to mould and shape the sparkling entity that Scott’s Fiesta has evolved into. “A lot of the work carried out over the years has been done in conjunction with Jez and Carrera Bodyworks,” says Scott, and the more we pore over the body, the more one-off details reveal themselves. The subtly ﬂared metal arches are a delicious custom job, and other treats include the aforementioned shortie plate recess and carbon bumpers, the smooth absence of locks or side repeaters or a second wiper, it’s all very… well, smooth is the perfect word for it, actually. Especially now that it’s been slathered in Carrera’s unique and top-secret mix of paint, bespoke to this car and this car alone. It’s at once creamy and chocolatey, and also somehow icy and frosty, and we’re not sure exactly how that was achieved but it’s something we’re very much on board with. Shod with a fresh set of Autostar Minus 15 wheels, whose zero-lip vibes fuse badass stance with motorsport ﬂair, the underpinnings of the Fiesta are serious as hell. An adjustable Panhard rod has been custom-engineered for the car, an ingenious solution which allows owners of lowered old Fiestas to adjust and re-centre their rear

Curvy dash is from a Mk4 Fiesta Zetec S and ﬁts perfectly! 040 www.fastcar.co.uk

beam (as the lowering process tends to force the whole beam over to the passenger side). Everything’s been polybushed under there as well; this isn’t just about show, there’s a remarkable commitment to the ‘go’ too, as evidenced by the spotless contents of the eatyour-dinner-off-it engine bay. Aﬁcionados will immediately recognise the motor as a Zetec, but it’s worth noting that this is no ordinary Zetec. This is in fact a Dunnell Engines 1800 running twin 40 Webers, built by a company renowned for their race and rally motors. These bespoke engines are hand-built and extensively dyno-tested to ensure that they’re running strong and reliable numbers, built the old-school way with tremendous pride in the craft. Scott’s motor is

Lightweight Corbeau Revolution bucket seats add motorsport chic

FORD FIESTA MK2

We love the spare wheel, but don’t think it’ll be of much use if he has a ﬂat... tuned to Dunnell’s 165bhp spec, which is a riotous amount in a car that weighs about as much as a modern Fiesta’s front seats, and he’s paired it with a Mk6 Escort GTI gearbox – which has been artfully colour-coded to that custom paint. Show and go in equal measure, and exquisitely detailed throughout. Perhaps the most surprising element of the car is what’s happened to the cabin. Those of us who clearly remembering smoking about in bargain-basement Mk2 snotters back in the day will be well versed in the scenario of saggy seats with threadbare cloth, rattly trim and scratchy plastics. But there’s none of that budget misery here. In fact, Scott’s reimagined the cockpit to be a sumptuously high-end interpretation of a focused motorsport package. There’s a full Safety Devices rollcage, which was once painted orange but has now been colour-coded in glorious gold to match the assorted golden details in the engine bay and throughout the chassis. The stock seats have been ousted in favour of lightweight Corbeau Revolution buckets mated to Luke 4-point harnesses, and the carbon ﬁbre doorcards

Scott’s put 17 years into building his dream Fiesta

Deﬁning car culture 041

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Scott made the gearknob himself with an old valve spring

offer yet another element of synthesis, matching the carbon theme across the build. What will be most gobsmacking to Mk2 fans is the dash: the original setup, an austere jumble of rectangles, has made way for a new-wave symphony of swooping curves. Scott’s swapped in the entire dash and centre console from a Mk4 Fiesta Zetec S, which is something we haven’t seen on any other classic Fiesta and it just works so well. This detail, among so many others here, provides endless comedy potential at shows for onlookers to pull those timeless double-takes. The 1980s Fiesta is a familiar silhouette, but there’s so much here that’s unfamiliar, unexpected, unusual. The ultimate Mk2? It very well might be. 

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TECH SPEC: FORD FIESTA MK2

ENGINE: Dunnell Engines 1.8-litre silver-top Zetec, twin 40 Weber carbs, 165bhp TRANSMISSION: Colour-coded Mk6 Escort GTI gearbox and clutch SUSPENSION: Gaz coilovers, Powerﬂex bushes throughout, adjustable Panhard rod BRAKES: Black Diamond front discs and pads, EBC rear drums, braided lines, uprated pedal box WHEELS & TYRES: 7.5x15in ET25 Autostar Minus 15 wheels, 165/45/15 tyres EXTERIOR: Carrera Bodyworks custom paint, Carbon Delight carbon ﬁbre bumpers, front grille and petrol cap, deleted side repeaters, clear front indicators, custom metal arches all round, shortened number plate recess, delocked all round, single wiper conversion, shortened aerial, reverse-opening bonnet with gas struts INTERIOR: Safety Devices 6-point rollcage, Corbeau Revolution seats, Luke 4-point harnesses, custom rear strut brace, custom gearknob and Momo steering wheel, Mk4 Fiesta Zetec S dash conversion and centre console, snap-off steering wheel boss, carbon doorcards, battery relocated to boot THANKS: “A massive thanks to Jez Bonner for the help with the build over the years, to my two boys for helping me with the car, and to my wife for the support.”

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HONDA ACCORD COUPE EX

STREETLIFE Words Graham Leigh Photography James Sanny

Hard to believe that this static stanced and cambered heavy hitter was built kerbside without the use of a garage and was largely put together by the owner’s fair hands. It’s also his ﬁrst serious build. Inspirational stuﬀ indeed…

Deﬁning car culture 045

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2.3-litre JDM-spec motor has been raised 1.5 inches to stop the sump scraping

“You are now about to witness the strength of street knowledge,” spits Dr Dre on NWA’s legendary rap tune ‘Straight Outta Compton’. Yes, we jolly well are. We witness plenty of home builds here at FC Towers but they are usually carried out in the relative sanctuary of a garage or lock-up. Serious props are thus due to the owner and builder of the stunning 2001 Honda Accord Coupe you see before you, Parker Wayne Thomas Burke, who completed much of the project at the side of the road. Service writer, Parker, hails from Wichita, Kansas, in the good ol’ US of A. The start of his automotive journey was distinctively less gangster than his current ride in the shape of a 1997 Mercury Mountaineer that his grandparents handed him down. This was promptly sold to make way for a ’95 Honda Civic Coupe. A ’97 then ’93 Integra followed with only a 1970 Chevrolet C10 punctuating the Honda ﬂavoured ﬂow in between. An aspiration of owning a classic El Camino in the future is further evidence that

Bags are for groceries... this is strictly static

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Parker’s automotive loyalties are torn between the land of the rising sun and his home country of ‘merica. Parker admits that his previous cars were not in the show-ready condition of his Accord Coupe: “I told myself I wanted something nice for a young guy and wanted it to last, unlike some of my previous buys,” he says. A reasonably high mileage meant that the cherished coupe was able to be purchased for $2200, which was a fair price six-years ago when he first took ownership. Parker explains how his initial plans for the car were far simpler than the finished article: “I just wanted a nice lowered car with no tyre gap at first, so I’d say things got a little out of hand,” he laughs. The first mod was a set of trusty Godspeed coilovers, which allowed the early design brief to be fulfilled. These were joined by Swift springs shortly afterwards with hardy ratings of 32kg front and 36kg rear to allow serious lows without the terrifying bounce. Parker drew inspiration from the Florida scene after watching numerous clips on YouTube and the whole camber obsession took hold. Whilst you would be forgiven for assuming this car is on air, you would in fact be dead wrong, as instead of practical bags, there is only next-level commitment that has been applied to the bespoke static setup achieved here. The drool-inducing rolling stock became the centre point and the coupe was built around them. The rare Weds Kranze Brophes were lovingly stripped, chromed and rebuilt. They measure a girthy 10.5x18in all round with a staggered offset dictating the dish width of 5.5in at the front and 6in at the rear. The aforementioned Godspeed coilovers remained but the new direction of the car necessitated modified stanchions, custom drilled Civic top hats, and adjustable lower and upper control arms at the front. The rear of the car has a bespoke subframe. Fuel line bracketry has been removed as these now run inside the car to a bootmounted custom fuel cell to protect them from being

HONDA ACCORD COUPE EX

“Yeah, running static extreme camber is certainly not for everyone, but I just love the look. I’ll make the sacriﬁces to live the low life and I don’t care what anyone else says”

WHY SO NEGATIVE?

Whilst many dismissed the whole stance scene as a fad a good decade back, it’s now fair to say that it’s here to stay as part of the fabric of car culture. Its origins are rooted in a complicated melting pot of motorsport, lowriders and more accessible technologies in the form of cheaper coilovers and air ride kits. As with any established scene, niche offshoots develop as time goes on and this is evident in the extreme camber movement which sits distinctively at its own angle (pun absolutely intended) alongside the stance scene at large. Camber has been creeping into the modified car world for some time now. As is often the case, the influences for this were often born out of functionality (appropriate tyre contact for drift applications, larger footprint for traction in touring car racing) but then stylised and exaggerated to almost cartoonesque proportions at the extremities of this obtuse (also intended, you’re welcome) and often radical subgenre. Inspired? Take a good look cambergang.com and stancenation.com but be warned…it’s addictive stuff. damaged by their proximity to terra firma. Upper camber arms, work with lower camber and toe arms out back to achieve Parker’s perfect stance, which, has to be said, is a look that doesn’t appeal to everyone. “Yeah, running static extreme camber is certainly not for everyone,” he laughs. “But I just love the look. It does come with a price though with tyre wear, ride quality and even where you can physically drive the thing, but to me it’s all worth it. I’ll make the sacrifices to live the low life and I don’t care what anyone else says.” Drilled and grooved V6 spec brakes mounted to 5x114.3 hubs with ARP wheel studs keep the killer hoops in place, even with such radical camber trying its best to rip them from the hubs, while Hollywood levels of surgery were now required to get the bodywork sitting flush. The front bumper was extended to accommodate the width of the wheels and, whilst under the knife, Parker also had the fog light apertures removed for a smoother look and a Bayson-style front lip attached to get it even lower than it already is. The OEM front arches just couldn’t contain the audacious rolling stock and killer camber so Parker enlisted a pair of aftermarket front fenders to hug the rims nicely

Straight through pipe and twin shotgun tips sounds exactly as you’d expect

Deﬁning car culture 047

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along with custom extended arches at the rear. But Parker has made sure that this isn’t a car solely about its stance, as his unique vision has provided a look that features more visors than a Las Vegas poker tournament, yet the theme works and ties the car together. A 1999 Accord front bonnet with an AVS visor matches the AVS side window visors and rare OEM sunroof visor. A black rear window visor marks the last time visor is written in this paragraph. Clear housing headlights look fresh and the theme continues with clear sidelights and early 2000s rear clusters. LEDs have been used throughout. The subtlety of OEM replica side skirts and rear lip contrast against the extreme Black Widow rear wing while a wiper delete, Acura TSX mirrors and a custom front grill with Mugen badge complete the successful styling package. The chrome window tints pop proudly against a mauve ﬂip JG Vinyl wrap too. The motor of Parker’s mad creation has also been suitably pimped with a JDM-spec 2.3-litre F23 motor supplied by JDM of Chicago mated to an aftermarket radiator. A 1.5in motor raise kit and protection plate do their very best to save the sump, while a ﬁve-speed manual gearbox swap keeps driving engaging. An exhaust system consisting of stock headers, straight pipe to single resonator and a 1320 tip bring considerable bark to match the bite. Gold heat wrap on the induction kit piping and between the bonnet skeleton are evidence of the Midas touch whilst keeping things cool in the purple painted ‘bay. With such a radical package underpinning and surrounding this coupe, a standard interior was not going to pass muster. Much of the interior trim has been dyed black but blue suede accents break this up. Parker is a fan of NRG components and has chosen their quality seats, harness bar, seatbelts and quick-release short steering wheel hub while an oh-so-JDM Thrash Racing steering wheel and Likewise shift knob take care of controls. A back seat delete also allows a pair of 12in Rockford Fosgate P2 subs to take centre stage. These are supported by a well-selected range of Pioneer products including a 1200 watt amp, component speakers, and touch screen

048 www.fastcar.co.uk

head unit. A push-button start - because racecar - turns the experience on and Garage Moon Power floor mats and a liberal use of sticker bombing add a splash of colour and maximum scene brownie points to the nerve centre of the beast. Throughout the build, trial and error was the order of the day and Parker freely admits that there were aspects of the project that he re-did two or three times in addition to the endless tinkering that was required to perfect the featureworthy stance. So is the car finished? “Kind of. It’s been such a labour of love that I’m now super excited to enjoy it and get to some shows. I’ve actually just bought a trailer to allow me to haul it to some farther afield destinations. However, I feel that I might revisit certain aspects of the car at some stage. There are a couple of imperfections on the bodywork that, whilst not obvious, bother me as I know they’re there.” As is so often the case, Parker is his own worst critic. Given that much of this awesome build was carried out by the kerbside, this dude deserves a medal. So going back to where we started, has Parker, like Dre, “Still got love for the streets”? Well, in a word, no. “I’ve recently just got a garage space which has made my life a whole lot easier,” he beams proudly. Still, we’re all looking forward to the next episode. 

Dash carpet and sticker bombing adds serious scene points

Don’t you, step on my blue suede... armrest

Parker loves a furry aperture...

TECH SPEC: HONDA ACCORD COUPE EX

ENGINE JDM-spec F23 motor with aftermarket radiator, 1.5in engine riser kit, sump protection plate, stock headers back to straight pipe exhaust to resonator to 1320 exhaust tip, petrol lines run inside car leading to fuel cell in boot TRANSMISSION five-speed manual gearbox swap SUSPENSION front end has Godspeed coilovers with modified stanchions and custom drilled Civic top hats, spindles and lower control arms. Swift Springs (32k front, 36k rear), modified front adjustable upper control arms. rear end has modified upper camber arm and modified rear toe and camber arms, modified rear subframe with deleted bracketry BRAKES Drilled and slotted V6 spec discs and calipers WHEELS & TYRES 10.5x18in Weds Kranze Brophes in staggered offset with 5.5in front lips and 6in rear, 5x114.3 hubs with ARP studs EXTERIOR Aftermarket front arches, custom extended rear arches, Bayson replica front lip, bumper widened to accommodate front wheels, fog light apertures deleted and smoothed, 1999 Accord bonnet with AVS visor, custom front grill with Mugen badge, OEM replica side skirts, OEM replica rear lip, Black Widow wing, clear housing headlights, clear tail lights, clear side markers, LED bulbs throughout, wiper delete, Acura TSX mirrors, AVS side window visors, OEM Honda sunroof visor and rear back glass visor, chrome window tint, JG Vinyl wrap in mauve flip INTERIOR Black dyed interior with blue suede panels and roof, NRG seats, harness bar and seat belts, NRG quick release short hub with Thrash Racing steering wheel, Likewise shift knob, custom short shifter, back seat delete, two 12” Rockford Fosgate P2 subs, 1200 watt Pioneer amp, Pioneer door and rear speakers, Pioneer touch screen head unit, push-button start, Garage Moon Power floor mats THANKS Out of Luck Club (Kansas, USA), Proper Gang (OKC, USA), Brainless, Static Club Frame Bangers Only

Yes, Parker really does drive the car this low

Deﬁning car culture 049

Photography: Josh Edward Car: Ferrari 458 Owner: Chris Eltham

HOT RIDE

052 www.fastcar.co.uk

JAUNE JET

AUDI TT

The Mk1 TT 225 is a bona ﬁde modern classic, with oodles of readily accessible power and a brilliant chassis with which to exploit it. But that avant-garde body never really looked good in yellow – until now… Words Daniel Bevis Photography Liam Vaernewyck

Deﬁning car culture 053

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Yellow is always a gamble, isn’t it? There are some cars that really suit the banana-hued shades they’re offered with in factory form, like the Sporting variants of the Fiat Cinquecento and Seicento; the Ferrari 488 Pista and F12tdf wear their Giallo Triplo Strata with impeccable panache, and who can forget the Citrine Yellow on the Mondeo Si? Simon from The Inbetweeners may have been devastated at the Coldplay motif, but his old man was onto something. Some models, however, can look a bit crap. The Nissan Juke is offered in a shade of yellow which has clearly been devised by a generation of designers who are too young to make the connection that it’s exactly the same colour as used by British Telecom on their vans in the 1980s. And the first-generation Audi TT? Bless it, yellow didn’t really gel with it. Generally TTs could be found in silver, which works well for them, or other options toward the same end of the Pantone spectrum – blues, blacks, greys. (Bizarrely, there were five different shades of black on offer, and fourteen blues.) But there was also a yellow on the option list, and frankly it wasn’t very nice; Imola Yellow may have looked brilliant on the likes of the bigger-brother B5 S4, but on the teeny-tiny TT it made it look like an overgrown toy. And the TT is an excellent car, it deserves better than that. Belgian Audi aficionado Kevin De Borggraeve wasn’t prepared to give up on the idea of a yellow TT, though. With nothing doing the business for him on the Ingolstadt palette, he instead turned his attention to Munich; specifically, BMW’s shade of Austin Yellow, as found on the modern M3, M4, M6 and various others. The vividity and shape-shifting abilities of this glorious paintwork perform a neat trick here, making the car look like a full custom, whereas in fact the bodywork is all original and as Audi intended – it’s simply been finessed, repainted in its vibrant new hue, and had a variety of detail elements refinished in carbon-fibre. Have you ever

The 1.8T engine may have stock power, but it looks pretty

054 www.fastcar.co.uk

seen yellow paint do such heavy lifting? It’s a remarkable transformation. Of course, there’s more to this car than just a paint job. There were many years of precedent and buildup that led, step by incremental step, to the creation of this project, and every element has been carefully thought through. “I like to give everything my own creative touch,” Kevin enthuses. “I grew up with cars and motorcycles from a very young age, and when I was at high school I bought car magazines every month, putting up all the posters in the classroom, and I dreamed of being in a magazine with my cars one day.” Naturally these dreams are fulfilled on merit rather than merely desire, but Kevin’s lifelong passion for modified metal gave him a very solid grounding for all that was to come. His first car as a teenager was a SEAT Léon TDI, and this was quickly followed by an Opel Corsa D which served as his first real introduction to handson modding. Carrying out all manner of upgrades, the theme continued to the subsequent Volkswagen Caddy, the family runabout Audi A5 cabrio, the current Mk1 Golf cabrio project… and, of course, this sunshine-tinged TT.

AUDI TT

“The ﬁrst thing I changed after buying the TT was the suspension. I have always loved air-ride and deﬁnitely wanted it on this car!”

The BMW Austin Yellow paint transforms the pebble-shaped TT with a custom look The project base was acquired back in 2014, as a totally standard TT 225. This spec level is, for many, the sweet spot in the Mk1 TT range; while the big-banger 3.2 wins on displacement and peak power, the 1.8T in the 225 is a hysterically tuneable unit. In addition, the BAM engine is essentially the ultimate iteration of the revered 1.8T line – whereas lesser 150bhp variants of the engine were governed by their ECUs to 0.6bar, the 180bhp cars were allowed 0.8bar, and the fiery TT 225 motor built on this hard-boosting profile with uprated pistons and rods, juicier fuelling and bigger intercoolers. And because aftermarket engine tuning is a tricky thing to achieve in Belgium in the eyes of the authorities, the idea of a solid 225bhp in a small and nimble car which, thanks to its quattro system, sticks to the road like a limpet, was a very attractive one indeed for Kevin. So with the right car bought, he was ready to roll up his sleeves and get cracking. “The first thing I changed after buying the TT was the suspension,” he says. “I have always loved air-ride and definitely wanted it on this car!” It’s a proper job too, with pukka Air Lift hardware and V2 digital management, no

Carbon-kevlar touches go so well with the new paint job Deﬁning car culture 055

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Even the Tarox big brake kit has been slathered in carbon-Kevlar

SCHMIDT HAPPENS

The wheel choice involved a lot of head-scratching and lateral thinking, as Kevin was adamant that the TT roll on something you’re not going to see on every other VAG ride on the showground. The Schmidt Velgen XS5 design was what he really had in mind, although their unavailability in the Audi’s 5x100 PCD was something of a hurdle… but as any seasoned modder will agree, there are no problems, only solutions. Liaising with Schmidt Wheels and Kean Suspensions, he found a way to have a set made up in the correct PCD, with staggered widths and offsets for on-point fitment but still running a square setup of tyre sizes so as not to confuse the quattro system – it’s a cleverly conceived fusion of form and function, and something you won’t find on any other TT. messing about. And with the Audi closer to terra firma, Kevin was champing at the bit to reimagine that retrofuturist bodyshell in something altogether sunnier. “At that time, the BMW M4 had recently launched and I just fell in love with its Austin Yellow paint,” he recalls. “I did have a few doubts at first, of course, as it’s a big change, but I’ve never regretted it for a second since.” We don’t really need to point out why, as you can see for yourself that the car looks utterly stunning with its fresh new identity. But air and a repaint alone don’t make a feature car, and our man rapidly found himself getting carried away. “It all got a bit out of hand to be honest, I hadn’t originally planned on changing so much of the car,” Kevin laughs. “The next thing I did was to freshen up the interior with a new colour, with the idea that grey would fit perfectly with the Austin Yellow, and in the future would look great with the carbon parts I’d been thinking about.” It’s fair to say that the carbon theme became very extensive very quickly, with the interior, exterior and under-bonnet area being treated to more and more tasteful woven upgrades; in total there are now fifty-two bespoke items crafted from either carbonfibre or carbon-Kevlar, and he’s not showing any signs of slowing down. “The Kevlar looks cool with the yellow,” he points out, “and this custom work was all aided by my good friend Davy Derycke, and his contacts at RS Carbon Hungary. And with all this going on, I realised that the interior was missing that Austin Yellow element, so I fitted a Wiechers rollcage and had it painted to match the body.” The pace of transformation was really gathering by this point; the wheels were the next thing to be sorted

056 www.fastcar.co.uk

Grey leather and alcantara retrim looks class

(see boxout), and their voluminous inners allowed space for a meaty Tarox BBK which, thanks to the craftsmanship of Kean Suspensions, are also slathered in glistening carbon-Kevlar. Proving that his grounding in poring over car mags as a kid means that he now can’t help himself, the interior then received a Sparco quick-release steering wheel while the BAM motor was treated to a full custom stainless steel exhaust system. He’s got his eyes on power for the next step too, with a bigger turbo right

AUDI TT

“I realised that the interior was missing that Austin Yellow element, so I ﬁtted a Wiechers rollcage and had it painted to match the body”

Quick release steering wheel looks cool and is a handy security device

Colour matched rollcage brings a lick of colour to the interior Deﬁning car culture 057

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at the top of the wishlist. “I’m someone who wants to make everything as perfect as possible, whether it’s at work or with my carbased hobbies,” Kevin assures us. “Everything always has to be perfect. And while Mk1 Audi TTs are very rare on the tuning scene in Belgium, I think I’ve created something special here. People tell me it’s the most beautiful TT around.” This isn’t braggadocio, merely a statement of fact. The man aims for perfection, and that’s what he’s achieved. See, the Mk1 Audi TT can look outstanding in yellow – it just needs the right artist to approach the canvas from a different angle. 

TECH SPEC: AUDI TT 225

ABOVE: The plod must love Kevin’s colour coded numberplate

ENGINE: BAM 1.8-litre four-cylinder 16v DOHC turbo, carbon-Kevlar covers and details, custom stainless exhaust system TRANSMISSION: 6-speed manual, quattro four-wheel drive SUSPENSION: Air Lift Performance suspension with V2 digital management, 2x Viair compressors, 10-litre carbon air tank BRAKES: Tarox front BBK – custom Kevlar-coated calipers by Kean Suspensions, drilled and grooved Sport Japan discs WHEELS: 8.5x19in ET35 (front) and 9x19in ET25 (rear) Schmidt Velgen XS5 wheels, 215/35/19 Hankook tyres EXTERIOR: BMW Austin Yellow paint, all-original TT 225 trim colour-coded and/or carbon-coated INTERIOR: Wiechers rollcage - painted Austin Yellow, Sparco quick-release steering wheel, rear bench removed with custom air tank mount, seat centres retrimmed in Alcantara, all-original TT 225 trim colourcoded and/or carbon-coated, OEM Bose audio option THANKS: “Thanks to Gregory Vermiesch for the paint job; my good friend Davy Derycke and RS Carbon Hungary for the carbon parts; Kean Suspensions and Air Lift Performance for the suspension and big brake kit; Wesley Waeye for maintenance and repairs; my family, girlfriend and daughter for their support; my friends Steven Garreyn and Davy Derycke for all the fun trips, help and support; Liam Vaernewyck for the photos; and Fast Car for the chance to be featured, it’s a childhood dream come true!”

Bonnets are obviously optional in Belgium...

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DEFINING CAR CULTURE

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MITSUBISHI EVO VI (1999-2001)

MITSUBISHI EVO VI (1999-2001) The Evo VI was the ﬁrst oﬃcial UK Evo and are still the most sought-after versions. But what should potential buyers look out for? ‘Win on Sunday, sell on Monday.’ This well-known phrase that describes the relationship between a manufacturer’s on-track performance and their forecourt sales couldn’t be more appropriate than when it comes to explaining the automotive niche of rally replicas. With the road cars bearing such close resemblance to those seen tearing through the muddy lanes of a Welsh mountainside or snow-covered Finnish forest, it was only logical that manufacturers would

capitalise on their success on the special stages to bolster their sales in the showrooms. And the public has been smitten ever since. Even now, with many of the original manufacturers and models no longer competing in the WRC, the cars that forged their reputations in the heat of rally battle are still seen as performance icons to be revered. And no model better lives up to its rally rep tag than the Mitsubishi Lancer Evolution VI.

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FC BUYING GUIDE

Tech specs

Model........................................................Evo VI Engine ........................ 1997cc, 4-cyl, 16v 4G63 Max power ...................... 280bhp @ 6,500rpm Max torque ......................274lb ft @ 3,000rpm Transmission .............................5-speed manual Max speed .............................................150mph 0-60mph...........................................4.4 seconds

History

The first Evo to be officially available in the UK, the Evo VI was launched in January 1999. 7000 were made in total, with improved aerodynamics over the outgoing car, offering better cooling and less drag, along with engine tweaks to improve response and reliability. UK cars were imported by Mitsubishi Motors and prepared by Ralliart UK. Most came as GSR-spec, but a cheaper RSX model was also launched to combat the draw of Subaru’s keenly-priced Impreza rival. Although all Evos are essentially a derivative of the full-blown WRC heroes, the one variant that really nails the rallyrep promise is the Evo VI Tommi Makinen Edition (TME). Launched in March 2000 to commemorate the flying Finn’s fourth consecutive Drivers’ Championship, the 5000 TME cars were the closest yet to the real thing, available with an optional £700 graphics pack that mimicked the look of the World Rally Car. They also benefitted from a titanium turbocharger and 17in Enkei wheels that shared the same design as the WRC car. Such was the demand for the Evo platform, that a more potent Evo VI Extreme was released. Prepared by Ralliart UK, the Extreme raised power to 340bhp and 303lb ft of torque and nailed the 0-60 sprint in just 4.0 seconds with 100mph achievable in just 10. But if this still wasn’t enough, the

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Evo VI RS450 model, again built by Ralliart UK, pushed the envelope even further with 380bhp and 383lb ft of torque slashing a further two-tenths of a second off the 0-60mph time. It also came complete with a rollcage and was the ﬁnal bow for the VI before the tamer-looking Evo VII was introduced in 2001.

What to look out for

As all Evos are technically imports, as they are made in Japan and imported into the UK, ofﬁcially by Colt Cars, or as ‘grey’ imports by a third party import company, it is vital that

Few cars looks so instantly aggressive from the factory

they are prepared correctly for UK roads. One of the main things you need to check is that it has been undersealed. Japanese cars are not undersealed. They don’t need to be, but in the UK it’s essential that they are undersealed as soon as possible to protect against UK weather and salt that will quickly corrode untreated metal. When it comes to selecting the right car, documentation, receipts and a complete service history is a must, with a vehicle inspection by a specialist highly recommended. Many Evos have been owned by members of the popular Mitsubishi Lancer Register or are

MITSUBISHI EVO VI (1999-2001)

known to members, so don’t be afraid to do some research into the car you are looking at before parting with your cash, especially now as prices are at an all-time high and rising!

The Evo VI’s 4G63 engine is a tough unit and can take a lot of abuse and tuning if done correctly

Bodywork & Trim

Evos are extremely prone to rust, especially if they have missed out on getting properly undersealed when they ﬁrst arrived here in the UK, so make sure that you thoroughly inspect the boot lid, sills, suspension mounts, inner wings, chassis legs and around the fuel tank for signs of the dreaded red rot. Stone chips on the front end are practically unavoidable, especially on older, higher mileage cars. The intercooler mesh can also suffer. So a resprayed front bumper isn’t always a cause for concern, as long as any chips have also been treated to prevent rust ﬁrst. A more alarming sight would be uneven panel gaps and inconsistencies in the paintwork, which could indicate hidden accident damage that has been poorly repaired. It’s also worth checking in the engine bay and under the boot carpet for signs of repair too. Finally check that the trim is consistent with the model you are buying, Evo Vs and VIs are very similar and a

simple bumper and spoiler swap can easily fool anyone who may not be an Evo expert into thinking they are buying the more valuable VI, when it’s actually a V in disguise – an eagle eye on the documentation should help here too.

Engine & Transmission The Evo’s 4G63 2.0-litre turbo engine is

strong, but does require regular servicing (fully synthetic oil needs changing every 4500 miles, AYC ﬂuid even 9000, brake ﬂuid every 18,000 miles and spark plugs and timing belts every 45,000 miles). Look for signs of grey or blue smoke, which could indicate an expensive cylinder or turbo problem. White

smoke is normal (condensation) as is some black smoke, especially on de-catted cars or those running a bit rich. A ticking sound from the top of the engine is normal and usually disappears when revved. Manifold heat shields are prone to tarnishing, and you should ensure any tuning has been carried out by an expert. Standard clutches wear quickly whilst front helical LSD bolt failure can be expensive to correct. Look out for worn gearbox output shaft bearings, and any issues with the Active Yaw Control system, which will be highlighted by groans from the rear when turning or by an illuminated AYC warning light. Replacing an AYC diff pump can cost over £3000.

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FC BUYING GUIDE

protecting your investment and prolonging the life of the car. With the Evo VI, a basic oil and ﬁlter service is required every 4500 miles and costs around £170 from a specialist such as Evotune. Add in an AYC service and that jumps to £265, transmission, differential and gearbox oils push it to nearer £450, while Iridium spark plugs add another £60 on top of that. The cambelt will also need changing every 45,000 miles and costs just under £300. Keeping the underside in good nick is well worth the £400 for a wax oil treatment too, as a full underbody restoration can run to well over £5k if left to corrode. Other than that, replacing the brakes as and when needed with good quality aftermarket alternatives starts at around £490 for a set of front discs and pads.

The Evo VI TME is one of the most recognisable homolgations specials

Chassis

The Evo VI has got cracking handling but strut top mount bushes can wear out producing a knocking noise on turning, as do anti-roll bar bushes and drop links. If adjustable aftermarket coilovers have been ﬁtted ask the owner to show you how adjust them and listen out for low-speed rumbling which could indicate worn wheel bearings. It’s not surprising that the brakes take a hammering on all Evos, but the Evo VI in particular can frequently suffer warped discs, which can show themselves through brake judder when stopping from speed. While far from a cheap solution, the only permanent cure is to replace the original items with a quality aftermarket kit like those from Brembo, AP Racing, EBC or K Sport. As well as checking all four alloys for any signs of kerb damage or corrosion, also check the tyre wear pattern carefully – correct geometry alignment is essential, so if there’s uneven wear ask questions. Also, as is prudent on any high performance car,

mismatched or budget tyres should also start alarm bells ringing.

Interior & Electrics

The Evo VI has a hardy interior that seems to wear well and stand up to the passing of time. The standard Recaro front seats are a particular highlight as they not only look good, but also hold you in place well when exploiting the Evo’s legendary handling prowess, although you’ll need a new seat base frame if the recline adjustment is slipping, which can be hard to come by and costly. Check that all warning lights go off on startup and ensure all electric windows and mirrors, climate control and any optional sunroof controls work correctly. While you’re in there check the ﬂoor if possible for signs that a rollcage may have been ﬁtted, which could indicate heavy track use. Ensure any aftermarket gauges such as those for boost and oil pressure or electronics such as turbo timers or boost controllers are installed correctly and work as they should too, preferably with receipts in the documents of installation and set-up by a specialist.

Servicing & Maintenance Like any valuable or high performance car,

keeping the servicing on point is key to

Top Mods

 K&N uprated panel ﬁlter  Japspeed 3in de-cat exhaust system  Walbro high-ﬂow fuel pump  ECU remap  Turbosmart uprated dump valve

Conclusion

The price of entry into Evo VI ownership may be at an all-time high, but with prices still on the rise (an Evo VI TME owned by Mitsubishi’s press fleet recently sold at auction for £100,100!) there is still potential to profit from an investment or just enjoy an appreciating classic without fear of depreciation. Bagging a non-TME model is probably your best bet if you’re looking to modify, use and abuse your Evo rather than keep it box-fresh and original, or you could always simply buy one that has been modified already, as there are plenty of examples out there and, due to the trend for originality attracting the highest prices, a modded motor might be the most cost effective route, especially if you plan on tuning it anyway. Either way, unless you buy a complete dog or rot box, you can’t really go wrong with an Evo VI. It’s an iconic rally icon that can still rule the streets today, as there are few cars quicker when it comes to back road blasts. Get one while you still can! 

Contacts

www.evo-owners.co.uk www.lancer-evo.net www.lancerregister.com www.mitsioc.co.uk www.mitsubishi-cars.co.uk

Prices

Poor:...................£12,000 or £20k for TME Good:.......................£20k or £35k for TME Excellent: .................£35k or £80k for TME

064 www.fastcar.co.uk

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Fast CORSA D VXR Mods Vauxhall’s ﬁrst stab at a turbocharged Corsa was a hit, and with cool styling, hiphugging Recaro seats and that punchy 192bhp engine it’s a real riot straight out of the box, but it’s even better when tuned…

Vauxhall’s hot VXR brand has produced some stonkingly fast motors over the years, with the Astra, Vectra and Insignia all properly rapid machines, even if the handling wasn’t always as sparkling. But with the Corsa VXR, Vauxhall was much more on the money, with the hot hatch being conceived from the get go as the top of the range Corsa, rather than a boggo shopper-spec car with some tuning goodies thrown at it. The new 1.6-litre turbocharged engine made 192bhp and, like all forced induction engines, responds well to a lick of the tuning stick. The looks and handling were pretty much nailed from the factory too, although there’s little that can’t be improved with some choice aftermarket upgrades, it just depends on whether you want to take it down the show or go route, as this is one little hatch that can carry off either with ease. Here’s a few options that we reckon would turn the Corsa VXR into a proper show stopper!

044 www.fastcar.co.uk

TAROX ‘SPORT COMPACT’ BIG BRAKE KIT PRICE: £1500 CONTACT: tarox.com The VXR’ torque making it one of t its time, but t extra pressure on t anyone looking to up t furt On models without t Brembo setup, we’d r Tarox’ and 321mm dril d everyt

£696.92

ACT: bilsteinsuspensionstore.co.uk the Corsa’s shape does lend it to being he deck via a set of air-bags, we’d obably keep things coilovers, and play to VXR’s track credentials while still getting hose essential lows. German suspension l manner of options for hot ike the Corsa, but we’d go for the awesome B14 – PSS kit, which lowers the car ont and rear and features ly matched springs and dampers and riple-C-Technology surface coating for longing corrosion resistance.

BOLA CSR WHEELS PRICE: From £695 CONTACT: bolawheels.co.uk

The Corsa VXR came with some pretty swanky, 18in wheels as standard, but no one wants to rock stock rims, so the aftermarket is your friend. Unfortunately, the Corsa’s fairly unique PCD and offset or 5x110 and ET45/50 means that you might find options fairly limited. But where there’s a will… Bola wheels have found the way, offering most of their styles in a huge range of fitments, including the Corsa VXR. We’d probably go for a set of the cool concave multi-spoke CSRs, which come in an 8x18in size and a host of finishes including bronze, silver, gunmetal and black to name a few.

SCORPION EXHAUST SYSTEM PRICE: £312.92 CONTACT: scorpionexhaustshop.co.uk

The Corsa VXR comes with a trick centre exit exhaust system as standard, which pokes through a triangular aperture in the OEM rear diffuser – unless you have a Nurbugring edition which uses a twin pipe system. This means there’s not too many options for playing about with the design or the tailpipes, but that doesn’t mean you can’t still make gains. Gas-ﬂow specialists Scorpion have a range of resonated and non-resonated cat-back systems that are made from 3in pipework to release any pent up horses and give the VXR a meatier exhaust mote to boot. They even come with a special triangular exhaust tip too!

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FAST TECH: LOCKDOWN CHECKS

ON THE ROAD AGAIN! After a year sat idle during various lockdowns, we’re all looking forward to getting our modiﬁed rides back on the road. But ﬁrst, here’s our 20-point checklist for getting your car ready for action again

The last 12 months or so have been pretty crap, haven’t they? We’ve missed an entire year of summer shows and events, meeting up for a Sunday morning coffee and chat with our mates came to an abrupt halt, and the idea of going for a drive purely for pleasure would see you slapped with a ﬁne. But now the sun is now shining and the darkest days are behind us, restrictions have eased and we can now drive our cars, have meets and even attend shows, so it’s high time

your car came out of hibernation and hit the streets. However, after a year on the side-lines, our cars might not be as keen to get going as we are. Cars aren’t designed to sit unused for long periods of time and depend on regular use to keep things working as they should. So, to get us off the best possible start, we’ve come up with a handy 20-point checklist of things we should be looking out for before we return our motors back to the road.

anywhere near as potent as it once was, 6 KEY FOB BATTERIES and this can cause all kinds of running issues down the line. At the earliest After not being used for so long it’s worthwhile replacing the batteries in the opportunity, fill the tank with fresh fuel. key fob. They are quick, easy, and very 3 RESTART cheap to replace, so it’s a no-brainer. Once the engine is up to temperature, switch it off and restart it four or five times. 7 GREASE DOOR HINGES/LOCKS Keep an eye out for any management Squirt any door/boot hinges and locks warning lights on the dash, and that the with some spray-grease or penetrating car restarts without issue. Rotary owners, fluid to ensure they haven’t gone dry over 1 BATTERY CONDITION your fingers crossed and maybe say lockdown. No one like an un-lubed hinge… Like Dan’s RX-8 (see the Staff Rides keep section), there will be many cars that a little prayer at this point… have been parked up for the last year 4 VISUAL CHECKS and hardly used. The constant drain from Check the overall condition of the car, alarms/immobilisers will have taken its looking out for any loose pieces of trim, toll on the battery, and it will definitely body panels, number plates, and so on. need charging up. Avoid jump leads if A thorough wash and clean is good way possible, instead opt for a trickle charger to keep a close eye on things, so bust out or battery conditioner from the likes of the double buckets and wash mitts and CTEK – an invaluable asset for cars that get busy with the suds, checking for issues aren’t driven regularly. as you cleanse.

2 FRESH FUEL

Believe it or not, fuel goes off. And it goes off quicker than you might think. It shouldn’t be so stale as to cause starting problems, but the high-octane superunleaded you ﬁlled up with won’t be 070 www.fastcar.co.uk

8 UP TO DATE SERVICE

The car might not have done many miles, 5 FLUID LEVELS but don’t be tempted to skip a service Check all fluid levels; oil, coolant, brake interval; there are many components that fluid, washer fluid, and fuel – make sure age over time as well as wear with miles. everything is topped up before you set Keep the servicing up to date and the car well maintained. out on that first drive.

FAST TECH: LOCKDOWN CHECKS

15 HOT AIR

Once the engine is up to normal operating temperature, check that the heating system blows hot air from the vents – this is a good sign that coolant is circulating correctly.

9 GO FOR A DRIVE

Cars are meant to be driven, and a decent length drive that allows everything to get up to temperature will do it the world of good. Take it easy at ﬁrst, plan a sensible route, and try to include some A-roads or motorways where you can hold a steady speed if possible.

12 BRAKES STUCK

It doesn’t take much inactivity for your brakes to rust and stick, but luckily, most of the time it’s nothing to worry about. Simply put the car in gear and gently try to move forward and back to free them off.

16 NESTING ANIMALS

While it’s been parked up, you’re beloved ride could easily have become the new home for a host of unwanted guests such as mice. They love a cosy, warm, and dry engine bay – and feast on all the wiring and pipework under there too.

13 AIR-CON 10 LIGHTS, WIPERS AND Check the air-con system blows cool air 17 PAPERWORK IN ORDER WASHERS Simple pre-MOT checks cost nothing; too. It may well need a re-gas after not Has the car got a valid MOT certiﬁcate? used for so long. It may also whiff check that all your lights, indicators, being wipers, and washers are all still working a bit, and beneﬁt from an air-con sanitiser. as they should and are not blocked with debris. Bulbs are cheap if anything does need replacing, so don’t sweat.

Is it taxed? Is it insured? It’s all too easy to forget these things, but they’ll ﬂash up nicely on a policeman’s ANPR system as you drive past!

18 CHECK FOR LEAKS

Before you go off for a drive, run the engine up to normal operating temperature and keep a close eye out for any leaks.

19 WIPER BLADES 11 CRANK FIRST

It’s not always possible with modern cars, but on earlier models it’s possible to disconnect sensors so that you can turn the engine over without it ﬁring – this helps build oil pressure and gets the oil circulating before the engine ﬁres. Crank it a couple of times, then reconnect the sensors to start the engine.

14 TYRE CHECKS

The most obvious thing to check is pressures, but it’s also wise to inspect for cracks, splits, or bulges – tyres don’t like being sat in the same spot for very long. Also, it’s worth checking the spare, or the date on any tyre repair solutions – don’t wait until you need them to ﬁnd out they’re no good.

Lift the wiper blades away from the screen to make sure they’re not stuck in place before you use them. While doing so it’s worth inspecting their condition, and ordering a new set if required.

20 BRAKE CORROSION

Nearly all discs will be showing some signs of surface corrosion too – this isn’t a problem as it will clear quickly when used, but you should be aware that the brakes won’t be quite as sharp as you expect until the corrosion has cleared. deﬁning car culture 071

10 MINUTE TECH:

10 MINUTE TECH

AIR SUSPENSION

Each month we quiz a specialist with 10 quickﬁre questions about a product to give you the knowledge you need to not only make the right decisions when it comes time to upgrade, but also to have the ammunition to impress your mates at your next meet. This month we speak to Air Lift Performance to get the lowdown on air-ride…

1 WHAT IS AIR-SUSPENSION AND WHAT DOES IT DO?

3 WHAT IS IT MADE OF ?

differ to lower and lift a vehicle. The components that are involved include: the most advanced air management the air suspension components, air system at your fingertips allowing for management, and air supply. The actual quality, reliable, and enjoyable daily driving air suspension components are the airbags and/or air struts that physically inflate and deflate to lower and lift your vehicle. The air management is the system that controls your air suspension components. This includes the air valves, controller, computer, height sensors, pressure etc that control 2 ARE ALL AIR-SUSPENSION sensors, the inflation and KITS THE SAME? deflation of your No, all air suspension ‘kits’ are most air suspension. certainly NOT the same. Just like most automotive aftermarket modifications, there are different levels which include high quality, reliable options to very low quality options (that could leave you stranded), and everything in between. Also, depending on the vehicle type there are levels of modification, fabrication, and customisation that may come into play depending on many factors – wheel size and spec, how low you want to go, style of factory suspension, etc. In its most basic terms air suspension replaces your stock or ‘static’ suspension (coil spring, strut, etc) with an air-inflatable and adjustable ‘air spring’ which allows for adjustable suspension on-the-fly. In most cases this allows for extreme drops and the ability to raise back up to ‘stock height’ for drivability and to aid the manoeuvrability in turns, or where you need a raised body height such as driveways and speed bumps.

072 www.fastcar.co.uk

still giving the ability to lift on demand and overcome even the most troublesome highways or on-road obstacles.

on air suspension. Finally, the air supply is the ‘air storage’ side of the system. Things like your air tank, air compressors, air lines and ﬁttings, are what effectively supply your air suspension with the air it needs to function. A high-quality billet air tank like our FLO air-ride tanks, paired with Viair compressors, complete the package for a quality and reliable air suspension system.

HY DON’T OEMS SPENSION?

they do. Plenty of OE ers have air suspension OE/stock vehicles since the ‘60s. In fact, Air Lift dates stock car racing days. -ride’ more than you 18-wheelers and large e ‘air-ride equipped’ and use air suspension to help overcome heavy loads and wear and tear on their suspension and tyres for the 1,000,000 miles plus that each rig sees. Which is where we created our million mile ‘test rig’ to test each component we design and develop before it ever hits the road.

6 HOW IMPORTANT IS IT TO GET THE RIGHT TYPE OF AIR SUSPENSION?

Choosing the system that’s right for you has a few main factors, besides the obvious personal preferences and quality brands available. Application and how the system will be used will help select a system that’s right for you. Pressure vs. height (or even both, our 3H system offers both systems with the technology built into one) will give you your desired preference for ‘saving’ pre-sets for rideheight. Some applications use a ‘pressure only’ system (like our 3P) which allows for a more budget-minded option and an easier DIY install without having to ﬁt the height sensors at each corner. The upgraded 3H option adds height sensors for more accurate height-based driving pre-sets, but still takes pressure into account. With the combination of pressure and height sensing technology (axle equalization and anti-cross loading) the 3H will achieve correct heights without radical differences in corner pressures.

7 WHAT ARE THE DIFFERENCES OF AIR SUSPENSION VS HYDRAULICS?

5 WHY, OR WHEN, WOULD YOU WANT TO RUN AIR SUSPENSION?

Air suspension has many uses. Like we mentioned, hauling and transporting is one of the larger uses, but our Performance division focuses on air suspension for the use of ‘lowering’ your vehicle. Air suspension allows for extreme lows while

We may be a bit bias on this one, Ha Ha! But in all seriousness, air suspension and the technology in the industry has come on much further in the last few decades. No batteries to haul, oil leaks (air leaks are much cleaner) cars catching ﬁre, etc. Air is a cleaner and safer way to adjust your vehicle and with the size/space and technology advancements of the last few years, air suspension is the clear winner for ease of use, install, and lifetime daily use (without a ton of maintenance).

8 WHAT OTHER MODS SHOULD YOU CONSIDER WHEN FITTING AIR SUSPENSION?

When it comes to slamming your ride as low as it can go for the perfect stance, nothing goes with air suspension better than the proper set of rims. The right wheel/ tyre combo is the perfect complement to a lowered vehicle of any kind. We recommend having your wheel/tyre and ﬁtment already in mind and on-hand when installing your air suspension to allow the right clearance and, just in case you run into any ﬁtment issues, you can address them during the air suspension install (this will make your install much better and you’ll be much happier in the end, trust us!).

9 ARE THERE ANY DOWNSIDES TO AIR SUSPENSION?

Everything has pros and cons, but the downside of air is a very short list. It all comes down to quality components and a proper install. The odds of something failing and going wrong (bag popped, line blown etc) is very rare, unless it was installed incorrectly and rubbing (or an airline is routed next to an exhaust etc.). The majority of the ‘horror stories’ you might hear about an air suspension gone wrong is 99/100 times due to poor installation. Going with quality components from a reputable company, matched with a quality install and you will be on cloud nine with the decision of ‘bagging your ride’.

10 OTHER THAN ENSURING YOU GET THE RIGHT KIT FOR YOUR APPLICATION, WHAT ARE THE MOST IMPORTANT THINGS TO LOOK OUT FOR WHEN BUYING AIR SUSPENSION?

Like we talked about a bit here, with most quality aftermarket components and modiﬁcations, the saying still holds true: ‘You get what you pay for’. A quality system, backed by a reputable company goes a long way. Air Lift has some of the most stringent R&D and testing in the industry backed by an amazing customer service team. Many companies might come and go, but Air Lift has been here since the beginning of air suspension and we aren’t going anywhere!

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NEW PRODUCTS

FRESH KIT

The latest products to empty your wallet from the big wide world of car culture...

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M-STYLE COBRA SPORT EXHAUST FOR BMW F40 Even the most potent hot hatches need a boost now and again and BMW’s M135i is no exception. As standard, it comes with a rather disappointing muted-sounding exhaust system. However, for owners wishing to unleash the beastly Beemer’s inner voice, there is an option. The latest Cobra Sport system from BMWspecialists M-Style not only improves the aural experience, but the performance as well. The gains on speed, sound and style are down to the firm’s use of 3in stainless steel pipework throughout, which is enhanced by mandrel bent curves for smoother, more efficient, gas flow. And, being a modular system, it means customers also have the option to upgrade the system in stages if preferred. A PPF-back configuration retains the stock catalyst and PPF and is MOT compliant. Adding a PPF-delete section would create a cat-back setup, whilst customers going down the tuning route can add a high-flow sports catalyst or de-cat front pipe to create a full turboback setup. For significantly improved sound levels, there is then a rear-silencer-delete option, which also reduces weight. To improve the M135i’s looks there is a choice of dual 4in and

4.5in slash cut, highly polished stainless-steel tailpipes or the option to upgrade to carbon-ﬁbre tailpipes. In all options the standard diffuser is retained.

Price: from £1130 Contact: www.mstyle.co.uk

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CALIBRE FIVE ALLOY WHEEL The latest introduction to the high-quality yet affordably priced Calibre line is the new Calibre Five, a classically proportioned, five-spoke cast alloy wheel which takes its design influence from motorsport. The flat-face profile is a model of function over form, presenting a smooth, uninterrupted plane from rim through to spoke, yet plunges into a deep centre bowl that emphasises the wheel’s inherent strength and depth. Available in a matt black finish, the Calibre Five comes in 8.5x18in and 8.5x20in ET40 and with a specification aimed at VW Transporter T5 and T6 models. In this respect, a load rating of up to 955kg ensures that the Calibre Five is engineered to be tough enough for whatever you might throw at it. Price: £640 for 18in or £850 for 20in www.wheelwright.co.uk

MOMO MONTECARLO STEERING WHEEL A cool-looking, great-feeling steering wheel can transform your car’s interior and elevate every drive too, and MOMO have been at the top of the steering wheel game for decades. The MOMO Montecarlo is a classic sports car steering wheel featuring black triangular spokes inspired by the famous MOMO Gran Turismo steering wheel. Coming trimmed in luxurious top grain black leather it features a classic racing look with anatomically shaped grips in the ten-to-two position which are a function of modern ergonomic design. Coming in a choice of either black horn button with black stitching, red horn button with red stitching, or yellow horn button WEBCON DCOE MANIFOLD FOR FORD ZETEC ENGINES with yellow stitching, it’s sure to complement or contrast a wide Thanks to its light weight, low cost and ease of tuning, the Ford range of race inspired interiors. Zetec engine has been the tuners’ engine of choice for over 20 years. Price: £245.99 And these specialists know that one of the easiest ways to liberate www.momo-uk.co.uk power from this most versatile of lumps (and add a cracking throaty soundtrack to boot) is to fit a pair of Weber DCOE carburettors. But you can’t just slap them on, you need the appropriate intake manifold, which is where Webcon comes in. Webcon’s top quality, UK manufactured, 60mm deep intake manifold allows fitment of both Weber DCOE carburettors as well as DCOE flange EFI throttle bodies for maximum performance gains. The manifold is available either on its own if you already have your preferred throttle setup or as part of a complete conversion kit with a pair of 5 progression hole Weber 45 DCOE carburettors and linkage. Price: £334.64 (manifold only) £1505.70 (manifold plus carbs and linkage) www.webcon.co.uk

ROAD HERO SPACE SAVER SPARE WHEEL KIT Many modern vehicles no longer come with a spare wheel, and only have a repair kit to try and seal the puncture and reinflate the tyre if you get a flat. This is fine if you’re dealing with a small nail in the middle of the tread, but if the cause of the deflation is damage to the wheel rim or side wall then you’ll be heading home on the recovery truck. To avoid this scenario, Road Hero has a catalogue of 108 space saver spare wheel options tailored to suit 95% of all vehicles on the road. Each kit includes everything you need to safely carry out a roadside wheel swap including a two-tonne scissor jack, adjustable wheel brace, warning triangle, high-vis vest, head torch, rain poncho, kneeling mat and heavy-duty gloves. The spare wheel is narrower than a normal road wheel so takes up a less boot-space and is safety rated to 50mph so should last long enough to get you to your destination or to the nearest garage. Price: from £200 www.road-hero.co.uk

076 www.fastcar.co.uk

FRESH KIT

APP

GAZ ADJUSTABLE TOP MOUNTS FOR MAZDA RX-7

SHE’LL STRETCH T-SHIRT It’s okay… She’ll Stretch! The latest design from Wheel Whores is as cheeky as they come, with innuendo by the bucket load! A fresh collab with PyeCandy, this cool tee features a pink body-dropped Audi TT with stretched tyres and camber to die for. Available in sizes S to XXL. Price: £19.99 www.wheel-whores. com

Having the ability to adjust your car’s suspension geometry beyond its factory parameters can deliver big gains in terms of its handling, especially if you plan on using the car on the track. Adding negative camber is one of the key elements in setting up for the circuit and FB Mazda RX-7 owners now have the option to fit a set of Gaz adjustable alloy top mounts to firm up the suspension struts’ location points and provide extra camber adjustment by means of a two-piece sliding plate. These CNC machined alloy billet top mounts come complete with stainless steel bolts, a readyfitted centre bearing and spacer plate. These top mounts are ideal for racing and dedicated trackday cars but would probably be too harsh for cars used daily on the road. Price: £208.38 per pair www.gazshocks.com

6TWO1 BEANIE HAT Great for keeping your noggin warm when at an early morning meet or just for adding a splash of colour to your show-going style, this heather red coloured beanie hat from 6two1 is just the job. Also available in heather earth, heather navy and maroon, these limited run hats won’t be around for long. Price: £12.99 www.6two1.com

BC RACING COILOVERS FOR MK4 FOCUS BC Racing’s new range or RM Series coilovers are available for the Mk4 Focus. The RM coilovers offer the majority of the features of the popular BR series (such as pillowball upper mounts, 30-way adjustable damping, adjustable spring platform, and so on), but with the additional beneﬁt of the inverted monotube damper unit. Inverting the damper means that oil and gas reservoirs are remotely located on the shell, reducing unsprung weight, and offering better cooling characteristics, and it also means the 42mm damper rod is stronger and more resistant to side loadings too. For a full list of all the beneﬁts and features of the RM Series coilovers, head to BC Racing’s website. Price: £999 www.bc-racing.co.uk

JORDAN HORNET HOODIE One for the Honda fans or F1 fans in equal measure, this bright yellow Jordan Hornet hoodie is sure to make you stand out in the crowd. Made from a premium cotton and polyester blend, this top hoodie features ribbed cuffs and hem and a handy kangaroo pocket for your… hands. Available in sizes from S to XXXL. Price: £29.99 www.hotfuel.co.uk

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AUDIO & TECH

FRESH KIT

Indulge your inner geek w VIBE PULSEC8-V0 UNDERSEAT SUBWOOFER

We could all use a little extra bass in our l have the space to slide two 12in subs in the boot? Wel at hand with the Vibe PulseC8-V0 underseat subwoofer. This t 6x8in subwoofer enclosure is designed to allow ﬁtment in even t most chal cast aluminium chassis provides maximum durabil bass, while also keeping weight to a minimum. And you don’t need to run a load of extra cables from your headunit either, as t PulseC8-V0 uses high level speaker inputs and a unique auto circuit to turn the ampliﬁer on and off without the need for a r turn-on wire. An included wired remote gives full control of t subwoofer volume from the front of t excuses for a lack of low frequencies. Price: £139.99 www.vibeaudio.co.uk

ALPINE DVR-C320S DASH CAM

SANDMARC DRAMA POLARIZER FILTER FOR IPHONE If you use your iPhone’s camera to take photos of your ride, or to document a show or meet, you will almost certainly see the benefit of using a polariser filter. Sandmark offer a range of filters compatible with most generations of iPhones that simply clip on to the phone or to a specific mount which requires a special case. The polarizer cuts down unwanted reflections such as those that can often ‘whiteout windscreens’ or add distractions to paintwork, so is a must for iPhone car photography. Price: $69.99 www.sandmarc.com

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In-car headunits are getting cleverer by the day, but without the correct add-ons you could missing out on their true potential. Many of the latest headunits from Alpine are compatible with dash cams, so it would be rude not to hook it up to a matching in-car video recorder such as the DVR-C320S. The dash cam records in 1080p full-HD with 29 frames per second and features a CMOS image sensor for superb recording quality, even at night. This allows you to record clear number plates, for solid proof in the event of a crash, as well as GPS geo-information and driving speed, and once connected to a compatible headunit, you can display the footage or see a live view on the touchscreen. The dash cam also has a clever parking mode that keeps your car under surveillance at night. If it senses any impact, the camera will store this video footage for you to view later to see what happened. It will even notify you of any incidents in the morning, if you haven’t noticed any damage. Add in driver assistance functions such as lane departure warnings, rear proximity alert, as well as GPS, WiFi and more, and it’s clear that this is a worthy addition to you windscreen. Price: £299 www.alpine.co.uk

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MOTORSPORT

DRIVER INTERVIEW:

LUKE SEDZIKOWSKI We have a chin-wag with Tegiwa Imports’ bossman and tame racing driver, who as well as piloting the ﬁrm’s wild Time Attack NSX, has also raced BMWs in the Club Enduro Championship and the British GT Championship

How did you get into motorsport? I raced hovercrafts when I was a kid and always wanted to get into car racing. Once I could afford to buy a car, and the right opportunity came up, I started competing in Civic Cup. Civic Cup at the time asked if Tegiwa would sponsor the series, so this was the perfect chance to start racing. What other series have you raced in? I’ve raced in a few different series over the years in some very different machinery. As I mentioned, I started in Civic Cup driving an EP3 Civic Type R, I then had an FN2 Civic before ﬁnally ending up driving a tiny CRX. I

then competed for a while in the M3 Cup in a BMW E46 M3, before moving on to Club Enduro racing in an E92 M3 and then an M4. My last wheel-to-wheel racing was in British GTs, where I drove a factory M4 GT4 car for the Century Motorsport team. This year I’ve been driving my own modiﬁed Honda NSX in the UK Time Attack series. What has been your racing career highlight so far? Winning is always the best moments. My ﬁrst win in my EP3 in Civic Cup was emotional, but the best win was at Silverstone in 2018. I was racing my E92 M3 on my own in a two-hour

Club Enduro race. On the Friday test day I went into the wall backwards at high speed at Stowe corner. The car looked written off. Amazingly, my mechanics managed to pull it out and make it OK. I then went on to win the race the next day. It was an incredible race! Which is your favourite circuit to race on and why? Donington is by far my favourite circuit to race on, as there are so many overtaking places. You raced a BMW M4 GT4 last year in British GTs, what was that like? It was an amazing experience! We didn’t get the best results, mainly because we hadn’t

CIRCUIT PROFILE: KNOCKHILL

Each month, we’ll dissect one of the country’s top tracks to give you the edge on your next trackday The twisty, nadgery nature of Scotland’s best known motorsport venue – combined with elevation changes of around 200ft over the whole circuit – makes every lap an automotive adventure. Built in the early ‘70s when local farmer Tom Kinnaird had a vision to change the use of his sheep farm into something more exciting, it wasn’t until the ﬂedgling track changed hands in 1983, when it was bought by motorcycle racer Derek Butcher, that Knockhill got some proper investment and started its journey into the professional racing venue it is today. A real challenge of man and machine, Knockhill is notably heavy on the brakes as the 1.27-mile circuit dips and climbs and the tight nature makes Taylors hairpin the only real place for outbraking attempts. Doing so requires some hefty kahunas though, and the entire circuit demands 100% concentration.

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As well as the sprint out of Taylors, the other key overtaking point is the exit to Clark that offers an (almost) straight, on the run-up to the former. Otherwise, carrying your corner speed through the long Duffus Dip chicane down to the blind apex of McIntyre. This is one of the most exciting corner sequences you’ll ﬁnd anywhere in the UK. Grip at the circuit is generally good but, being Scotland, standing water in the dips can cause a few brown trouser moments. Its quirky nature of downhill twists and heavy braking have drawn comparisons to California’s Laguna Seca, and with around 10 car trackdays a year, with prices ranging from £105 for a two-hour session, this is well worth a shot. Knockhill is located seven miles from Dunfermline, but is easily reached with some decent signposting from the M90 motorway.

CIRCUIT ESSENTIALS

done any testing and just jumped straight in at the deep end. But being able to see and be part of the way that a professional race event is run, was such a good experience. You’ve recently started Time Attack, which do you prefer: one hot lap, or a wheel-towheel race and why? They both have their place. Time Attack is amazing as you can drive cars that you couldn’t actually race anywhere else. My NSX has over 600bhp and weighs just 1000kg, plus it’s an NSX, so I couldn’t ever really race that. That said, one-make racing is where my heart is. I wish M3 Cup was still going. You’ve recently changed up the NSX for Time Attack, what have you done exactly, and why does that speciﬁcally beneﬁt TA? Last year I raced in the Club 2wd class, the car was still in endurance racing spec, so only had 300bhp. It is now a full blown TA car. 600bhp, sequential, slicks and some aero soon, which the regulations wouldn’t allow in a race series. What would you say is the perfect TA car and why? My NSX! Especially once we have done some more development. I know 4x4s are popular,

but I love rear wheel drive! How do prepare yourself for race day? the day before really helps. Then it’ keeping focused and energised. wanting to get into racing? Do it! It’s an expensive ﬁrst season, as you to buy all your kit etc, but generally this will last you 10-years, so as the seasons go on the costs get less. The problem is, once you start, you can’t stop. Trackdays even become boring. You have been warned!

make a turn and be back on the power, the faster your lap will be. A big brake kit will represent a significant financial outlay but you will generally only have to buy just once (unless you change to a different car of course!). Fitting a big brake kit with trackday or race pads is one of the best modifications you can make allowing you to brake harder and later and giving you the confidence that when you push the brake pedal, your brakes will still be there! Budget brake kits from the likes of D2, K-Sport and EBC are available right up to super expensive kits from the likes of AP Racing and Alcon, but all will be a major step up in performance from your OEM setup. Price: from £1495 Contact: www.ebcbrakesdirect.com

FAST FACTS

Track length: 1.27 miles Corners: 8 Highlight: The fast exit from Clark and into the Taylor hairpin Price: from £105 Website: knockhill.com

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WHEEL FITMENT

PCD Fitment Guide

We couldn’t list every single car in the history of the universe (we just don’t have the pages). But here’s the majority of the scene’s core motors – and a few wacky OEM+ options too… Make

Model

Alfa Romeo 159 (2005-) 166 (1998-2007) Aston Martin Vantage Audi A1 (2010-) A3 (8L 1996-2003) A3 (8P 2003-) A4 (8E 2000-2004) A4 (B8 2007-) A6 (1999-2011) A6 (2011-) A8 (4E 2002-2010) A8 (4H 2010-) RS6 (4B 2002-2004) S3 (1999-2003) S3 (2006-) S4 (199 -2001) TT 8J (2007-) TT 8N (2003-2007) Bentley Continental GT BMW 1 Series (2004-) 3 Series E30 (1982-1990) 3 Series E36-F30 (1990-) 5 Series E28, E34 (1985-1995) 5 Series E39 (1995-2003) 5 Series E60-F11 (2003-) 6 Series (1976-) 7 Series (1977-) Z3 (1996-2003) Z4 (2002-) Citroën AX (4 stud) C1 C2 C3 C4 DS3 Saxo Chevrolet Corvette C4 Ford Escort RS Cosworth Fiesta (all) Focus (1998-2004) Focus (2004-) Focus RS (2009-) Ka (1996-2008) Mondeo (1993-2000) Mondeo (2000-) Puma (1997-2001) Sierra Cosworth (1990-1992) StreetKa (2003-2006)

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PCD

Centrebore

5x110 5x108 5x114.3 5x100 5x100 5x112 5x112 5x112 5x112 5x112 5x112 5x112 5x112 5x100 5x112 5x112 5x112 5x100 5x112 5x120 4x100 5x120 5x120 5x120 5x120 5x120 5x120 5x120 5x120 4x108 4x100 4x108 4x108 4x108 4x108 4x108 5x120.5 4x108 4x108 4x108 5x108 5x108 4x108 4x108 5x108 4x108 4x108 4x108

65.1 58.1 68.1 57.1 57.1 57.1 57.1 66.6 57.1 66.6 57.1 66.6 57.1 57.1 57.1 57.1 57.1 57.1 57.1 72.6 57.1 72.6 72.6 74.1 72.6 72.6 72.6 72.6 72.6 65.1 54.1 65.1 65.1 65.1 65.1 65.1 70.5 63.3 63.3 63.3 63.3 63.3 63.3 63.3 63.3 63.3 63.4 63.3

Ferrari Fiat Honda

Inﬁniti Land Rover

Lexus Lotus Maserati Mazda Maybach Mercedes

MG Mini (New) Mitsubishi

355 Punto (1993-) Coupe (1993-2000) Bravo (1995-) Accord (2003-) CRX (1984-2000) Civic (1983-2006) Civic (2006-) Civic Type R (all) Integra Type R Jazz S2000 G35 (2003-2007) Freelander (1998-2006) Freelander I (2006-) Range Rover I P38 (1995-2002) Range Rover Sport (2005-) Range Rover Evoque GS 300/430 IS 200 LS 400/430 LS460/600 Elise S2 (Front 2002-) Grand Sport RX-7 RX-8 MX-5 (1990-2005) MX-5 (2005-) 62S 190 A-Class (all) C63 AMG C-Class (all) CL CLC CLK CLS E63 AMG E-Class (all) ZR ZS ZT Cooper (all) One (all) Lancer Evo I, 2,3 Lancer Evo, 4, 5, 6, 7, 8, 9, 10 Colt (1992-2004) FTO

5x108 4x98 4x98 4x98 5x114.3 4x100 4x100 5x114.3 5x114.3 5x114.3 4x100 5x114.3 5x114.3 5x114.3 5x108 5x120 5x120 5x108 5x114.3 5x114.3 5x114.3 5x120 4x100 5x108 5x114.3 5x114.3 4x100 5x114.3 5x112 5x112 5x112 5x112 5x112 5x112 5x112 5x112 5x112 5x112 5x112 4x100 4x100 5x100 4x100 4x100 4x114.3 5x114.3 4x100 5x114

67 58.1 58.1 58.1 64.1 56.1 56.1 64.1 64.1 64.1 56.1 64.1 66.1 64.1 63.4 70.1 72.6 63.4 60.1 60.1 60.1 60.1 56.6 67.1 59.6 67.1 54.1 67.1 66.6 66.6 66.6 66.6 66.6 66.6 66.6 66.6 66.6 66.6 66.6 56.1 56.1 56.1 56.1 56.1 67.1 67.1 56.1 67.1

PCD / CENTREBORE Nissan

Peugeot

Porsche

Renault

SEAT

Skoda Subaru Suzuki Toyota

200SX S12, S13 200SX S14, S15 300ZX Z31/Z32 (1989-1992) 350Z (2002-2009) 370Z (2009-) GT-R (2008-) Juke (2010-) Micra (1993-2003) Micra (2010-) Skyline R32 (GTS only) Skyline R32,R33,R34 (1989-2002) Sunny (1991-1995) 106 (4 stud 1992-2005) 107 (2005-) 205 (1986-1996) 206 (1998-2009) 207 (2006-) 207CC (2007-) 306 (1993-2001) 307 (2001-2009) 406 (1995-2004) 406 Coupe (1996-2005) 911 (993,996,997 all GT) 924 (1976-1987) 928 (1978-1995) 944 (1987-1991) Boxster (1996-) Cayenne (2002-) Cayman (2004-) Panamera (2009-) Clio (1990-) Clio V6 Megane (1996-2008 ) Megane 3 (2008-) Megane 225 Sport Twingo Arosa Ibiza (2002-2008) Ibiza (2008-) Ibiza (4 stud) Leon (2005-) Leon (-2005 Fabia Octavia (2005-) Octavia (-2005) Superb Impreza Impreza STI, WRX (1993-04) Impreza STI (2005-) Swift (2005-) Swift Sport 2006 Wagon R Celica (-1999) Corolla (1987-2007) Corolla (2007-)

4x114.3 5x114.3 5x114.3 5x114.3 5x114.3 5x114.3 5x114.3 4x100 4x100 4x114.3 5x114.3 4x100 4x108 4x100 4x108 4x108 4x108 4x108 4x108 4x108 4x108 4x108 5x130 4x108 5x130 5x130 5x130 5x130 5x130 5x130 4x100 5x108 4x100 5x114.3 5x108 4x100 4x100 5x100 5x100 4x100 5x112 5x100 5x100 5x112 5x100 5x112 5x100 5x100 5x114.3 4x100 5x114.3 4x100 5x100 4x100 5x114.3

66.1 66.1 66.1 66.1 66.1 66.1 66.1 59.1 60.1 66.1 66.1 59.1 65.1 54.1 65.1 65.1 65.1 65.1 65.1 65.1 65.1 65.1 71.6 57.1 71.6 71.6 71.6 71.6 71.6 71.6 60.1 60.1 60.1 66.1 60.1 60.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 56.1 56.1 56.1 54.1 60.1 54.1 54.1 54.1 60.1

MR2 (2001-) MR2 (-2001) Yaris (all) GT86 Supra 1, 2 Vauxhall Astra F,G (1991-2004) 4 stud Astra G, 5 stud (1998-2004) Astra H (2004-2009) Astra H 5 stud (2004-2009) Calibra Calibra (V6 Turbo) Corsa B,C,D (1993-) 4 stud Corsa C, D (2000-) 5 stud Insignia (2008- ) Nova A (1982-1993) Vectra A,B,C (5 stud) Vectra A,B (4 stud) Volkswagen Amarok (2010-) Bora (1998-2005) Caddy (1996-2003) Corrado (1988-1996) Corrado VR6 (1991-1996) EOS (2006-) Fox (2005-) Golf 1,2,3 (1979-1997) Golf 3 GTI/VR6 (1991-1997) Golf 4 (1997-2004) Golf 5, 6 (2003-) Jetta (1985-1991) Jetta (2005-) Lupo (1998-2005) New Beetle (1998-) Passat (1983-1996) Passat B5, B6, B7, CC (1996-) Phaeton (2002-) Polo (1994-2001) Polo (2001-) Scirocco I (1981-1992) Scirocco I I (2008-) Touareg (2002-) diesel Touareg VR5 TDI (2002-2010) Transporter T4 Transporter T5 (2003-) Vento (1992-1998) Vento VR6 (1995-1998) Volvo 340 C30 (2006-) C70 (1998-2006) S60R (2003-2010) S70 (1997-2000) S80 (1998-2006) V70 (2007-)

4x100 5x114.3 4x100 5x100 5x114.3 4x100 5x110 4x100 5x110 4x100 5x110 4x100 5x110 5x120 4x100 5x110 4x100 5x120 5x100 4x100 4x100 5x100 5x112 5x100 4x100 5x100 5x100 5x112 4x100 5x112 4x100 5x100 4x100 5x112 5x112 4x100 5x100 4x100 5x112 5x130 5x120 5x112 5x120 4x100 5x100 4x100 5x108 5x108 5x108 5x108 5x108 5x108

54.1 60.1 54.1 56.1 60.1 56.5 65.1 56.6 65.1 56.5 65.1 56.6 65.1 67.1 56.6 65.1 56.6 65.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 57.1 65.1 57.1 65.1 57.1 57.1 52.1 63.4 65.1 65.1 65.1 65.1 63.4

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FAST PROJECTS

TOM’S 1967 VOLVO AMAZON COUPE

Interior painted, reach bench modified and trimmed, we’re on the finishing straight!

P086

The RX-8 gets a 12-month ticket and is back on the road. But not for long..

DAN’S MAZDA RX-8

P088

OLLIE’S VW UP! GTI

P090

DAN B’S HONDA FN2 TYPE R

P092

START NEVER FINISHED MAIN MODS: MORE FABRICATION WORK THAN YOU CAN SHAKE A STICK AT • AIR LIFT PERFORMANCE AIR RIDE

START NEVER FINISHED MAIN MODS: RESPRAY IN BMW AUSTIN YELLOW, TAROX BBK, OHLINS COILOVERS, ROTA WHEELS

Ollie’s Up! gets some new rolling stock with OZ Super Turismo wheels and Nankang tyres

START ALMOST FINISHED MAIN MODS: COBRA NOGARO SEATS, FORGE INDUCTION KIT, MILLTEK EXHAUST AND MORE

The FN2 gets its geometry sorted, while Dan gets his own skills topped up with a trackday

START NEVER FINISHED MAIN MODS: GOODYEAR TYRES, EBC BRAKES, MILLTEK EXHAUST, HKS INDUCTION KIT

MISSING IN ACTION

DAN’S EP3 TYPE R P000 The EP3 gets a well earned rest while the attention focuses on getting the RX-8 up and running START NEVER FINISHED MAIN MODS: TTS SUPERCHARGER, FORGED ENGINE, FK2 SEATS, BC COILOVERS, MFACTORY LSD

deﬁning car culture 085

FAST PROJECTS

ale

After last year’s epic battle, the UK’s most famous detailing duo are back for round two… Last season Tom’s R5 GTT build just pipped Dale’s awesome W114 build. In our eyes they were both winners, but this hasn’t stopped Dale wanting his revenge, so they’re both back with their new projects, and, of course, we’re here to document the builds. Bring it on…

TOM’S ’67 VOLVO AMAZON COUPE The Amazon’s innards are greener than an over-ripe avocado meaning

Exterior has been taken back to bare metal ready for the primer

the finish line is in sight and there’s just the exterior paintwork to go! was applied making the awesome Amazon’s innards look like the inside of a freshly sliced avocado. But there was no time to stop for a swanky brunch and an artisan coffee, as this It’s been another crazy month for the was just the tip of the automotive guys at Daventry-based bodywork iceberg and there’s still the whole of specialists Reflex Auto Design. With the exterior to paint before the car the deadline of the 19th June and the can be packed up and transported Players Classic show hurtling towards back to DeutschTech in Milton Keynes us like an out of control freight train, to be re-assembled. it’s been pedal to the metal to get the In the meantime, while waiting for Amazon completed. the paint to dry, it was powder-coating With the fabrication work on the time. The intercooler, intake, manifold body finished and all the panels and fuel cell were all powder coated stripped back to bare metal, it was in contrasting satin black and really finally time to lay down some paint. look the business. The split-rim wheels Starting with the interior, a fresh coat also got some attention too, as they of factory Volvo Light Green paint were split, the dishes polished and the Name: Tom Clarke Job Role: Marketer who oversees the UK marketing office, advert placement and key account marketing fulfilment

086 www.fastcar.co.uk

barrels painted black. One of the trickier parts of this month’s work was the rear bench, which, due to the custom transmission tunnel, now didn’t fit. This involved stripping the seat back to its wireframe base and cutting out a section of springs to allow it to sit snugly over the tunnel before reupholstering in the OEM trim. It’s been done exceptionally well, and once the rest of the interior is in, you’d never guess it has been modified. There’s definitely light at the end of the tunnel for this build now and with the final exterior paintwork being completed as we write this, we should be able to show you the finished project next month… fingers crossed! ■

Before: tarnished and dented....

After: shiny and dent free, just how we like it

Interior has been treated to a coat of Volvo Light Green

You can clearly see the blended arches in this pic

THANKS TO

Intercooler receiving a splash of satin black powder coat

Meguiar’s UK DeutschTech Reﬂex AutoDesign The Wheel Specialist Fareham deﬁning car culture 087

FAST PROJECTS

The underside had gained some surface rust, but nothing sinister

DAN’S MAZDA RX-8 After more than a year sat patiently waiting on the driveway, Project

RX-8 is finally taking its first steps back to a life on the road. First up, an MOT at Knight Racer… There’s no avoiding it. Each year it’s the same. That stomach churning wait as the MOT tester diligently scrutinises every inch of your ride and decides whether it possesses the requisite road-worthiness to be awarded with another year’s ticket. Will they find something amiss? A worn bush or a seized linkage? All these things race through your mind until the time comes that you get the pass printout in your hand and all your fears evaporate in a puff of exhaust smoke. Of course, this time, the Mazda had been sitting un-moved for nearly 18 months, as it just didn’t seem worth taxing two cars throughout the national lockdown period, so the RX-8 was put on ice. Now, although there was less chance of any mileage related wear and tear to any components, there was the very real chance of an issue arising through nothing more than lack of use. Unless they are kept in a hermetically sealed, temperature and humidity controlled room, with the tyres rotated, fluids drained and up on axle stands, cars just 088 www.fastcar.co.uk

don’t like sitting for extended periods. They seem to fair much better when they are used and the metals, ﬂuids and rubbers in their makeup can go through their intended heat cycles. Unfortunately, I don’t have such a storage facility and had to make do with my driveway and whatever the UK’s wildly temperamental weather could throw at it. Luckily, there seemed to be no real issues come the day of the test, and, aside from a bit of surface rust on the underside components, the guys at Knight Racer’s Milton Keynes-based MOT station gave the RX-8 the green light to get back on the street. Unfortunately, a clean bill of health from an MOT perspective doesn’t mean your car is now bulletproof, as we found out on the way home… Less than a mile from Knight Racer HQ, the engine check light came on and the car wouldn’t rev past around 3000rpm. It was clear the ECU had detected an issue and gone into limp mode. Thinking it may simply be an issue of the previously drained battery

causing a gremlin in the works, we turned the ignition off and on again at the first opportunity. Still no joy, so we turned around and went back to Knight Racer. Once back, one of the top techs plugged in a code reader and our fear was confirmed – the oil metering pump, which supplies the oil squirters that lubricate the rotor tips, had a fault. Brand new from Mazda, this essential part costs around £700 (gulp!), but luckily, a quick phone call to rotary breakers Boston Rotary, and a secondhand pump was purchased for £65 including delivery. Bonus! Let’s just hope this cures the problem and we can finally enjoy that sweet, high revving rotary engine once again. We’ll let you know how we get on next month. ■

THANKS TO:

Knight Racer: www.knightracer.com Boston Rotary: www.facebook.com/BostonRotary/ Rotary Revs: www.rotaryrevs.com

Engine seemed in ﬁne fettle... or so we thought

The Mazda breezed through the actual test

We're still loving the BMW Austin Yellow paint job deﬁning car culture 089

FAST PROJECTS

The OZ Superturismo LMs are a pure racebred wheel used in many motorsport applications

OLLIE’S VW UP! GTI

Ollie’s UP GTi gets a fresh set of motorsport inspired wheels and some new boots to boot! Correct me if I’m wrong, but for those who love tinkering with their cars, buying new wheels is possibly the best part. The wheels and tyres define the look, they speak volumes about whether your car has been built for show or go. For me, it’s something that must be millimetre right and look the part! I’ve previously been running the OZ Rally Racing wheels which do look fantastic. They were chosen to stand out from the crowd, which is what the UP’s previous role as a Milltek demonstrator needed to do. However, now the UP is my own car, I’ve had an itch to run a wheel that’s always been on my must-own list. It’s the OZ Racing Superturismo LM’s finished in Matte Graphite. Simplistic, sharp, and looking like they mean business. Not only have I always wanted to own this wheel design, but I’ve been inspired by the Cup cars created for the Tourenwagen Junior Cup – Google it! They look flipping awesome! I got my set from motorsport supply gurus Demon Tweeks. But a fresh rim is only half the equation, so let’s talk grippy rubber! Nankang’s NS-2R is a road legal semi-slick tyre

090 www.fastcar.co.uk

that I ran on the OZ Rally Racing wheels and they performed faultlessly over numerous trackdays and thousands of road miles. Masses of grip, great feel through the wheel and I never saw these tyres to their death. I sold them on the old OZ wheels, as there was plenty of life left in them! These are summer road/trackday tyres, but I’ve also tested these in freezing temperatures and on rainy trackdays and they still offer you plenty of grip, although getting the tyre pressures right is essential. I ran these at 30/31psi hot on track, 32psi cold on the road. They’re literally perfect for what I want out of them, and they’ve proven to be a popular choice amongst other trackaddicts. A massive thank you to Matt at Midlands based VAG specialists Dubunit for mounting the tyres safely! For sizing, I’m now running 7x17in ET+37 with a 205/40/17 tyre. This is half an inch wider than the OE setup and gives an extra 10mm width of rubber on each corner too. For the UP GTi this is the perfect all round, fast-road, track and daily go-to setup. Prior to mounting the new wheels and tyres to the car, I got my good friends at

Automotive Addiction, a car sales and detailing specialist, to treat them to some CQuartz ceramic coating and bake them under their infrared light. Now my wheels have a barrier protecting them from all the road grime and brake dust that they will get caked in, and cleaning them will be much easier! I’m chuffed to bits. The ﬁtment and simplistic look I’ve gone for is perfect. I literally can’t stop taking pictures of it!

THIS MONTH

OZ Racing Superturismo LM:......................... .....................................................£892.80 (for 4) Nankang Tyres NS-2R: ..........£97.50 (each) Total .................................................... £1282.80

CONTACTS

Nankang Tyres: www.nankangtyre.co.uk 0121 5005010 Demon Tweeks: www.demon-tweeks.com 01978 663000 Automotive Addiction: www.automotiveaddiction.co.uk 01952 780477 Dub Unit: www.dubunit.co.uk 01283 711551

Nankang’s NS-2Rs have an aggressive semi-slick tread pattern

Getting the tyre pressures correct is essential for performance

The ceramic coating is sprayed onto the wheels

The ceramic coating gets cured under infrared light

deﬁning car culture 091

FAST PROJECTS

The FN2 was loving its new alignment and was begging for a blast

DAN B’S FN2 CIVIC TYPE R With handling mods in mind, Dan’s been sharpening up his track-driving skills… The next stage of this project is going to be to ﬁddle about with the Civic’s chassis a bit. This has taken some research, because while I managed to get it all spot-on with my old EP3 (which, incidentally, has just been written off by its new owner, sadface), things are slightly different with the FN2. The front end’s basically the same deal, but whereas an EP3 just needs a set of camber arms at the back to give full adjustability, the FN2 requires mucking about with camber shims, toe shims and so forth, and calculating the sizes thereof. But we’ll get there. And a key part of the makeover will be to replace the tired stock shocks and springs with some decent coilovers – I’ve been talking to BC Racing about this, as their gear is top-notch, so that should be happening soon. 092 www.fastcar.co.uk

In the meantime, however, I had to get a proper four-wheel alignment done on the standard suspension. This is a good idea on any car, because even if everything feels ﬁne, you’ll usually notice a difference in its drivability once you’ve had a decent setup. This was doubly the case with the FN2, because it’s had a bit of wheel-wobble the whole time I’ve owned it, most notably under hard acceleration, but also under partthrottle around 60mph. Something was out of whack, but now that the guys at Autotest have correctly aligned it for me, it’s driving a whole lot better. I also got them to sort out an annoying exhaust rattle – I was a bit miffed that the shiny new Milltek system had started banging around over bumpy roads, but it actually

turned out to be a loose heatshield rather than an issue with the exhaust itself. (I know, a Civic with a rattly heatshield, imagine that…) So that was an easy ﬁx. Now, with ideas of improved handling and agility in mind with the forthcoming suspension upgrades, I wanted to get myself a bit of track time just to sharpen up the old skills a bit. Not in my own car, but in someone else’s (simply because I’m too cheap to replace the brakes and tyres after hammering them on track, I’ve only just shelled out for new ones!) – so I popped down to Goodwood to partake in one of their ‘Ultimate Driving Experiences’. This is an awesome little setup: you get a three-hour slot, throughout which you’re schooled and advised

Then on to the stonking BMW M5 Competition

The track session started with a JCW Mini...

All this track action has got Dan looking at coilovers to really exploit the Honda's handling by instructors who are all bona fide racing drivers (the one assigned to me for the morning regularly competes at the Goodwood Revival and in the Porsche Carrera Cup). There’s a fleet of BMW M cars to choose from, as well as a handful of MINIs, and you get three full-on track sessions with the race instructor in the passenger seat, egging you on and making sure you’re driving as fast and as tidily as physically possible. I opted to go out in the MINI JCW first, then the BMW M5 Competition (racking up 153mph on the Lavant Straight, which felt pretty rapid), and finally the M2

Competition. The instructor is advising throughout, pointing out the optimal lines, apexes, braking points and so on, so you start to feel like a bit of a hero… and then to ﬁnish up you get a passenger ride, just to prove that all the new skills you’ve acquired are nothing compared to what a proper racer can do! All-in-all, a fantastic experience, and one that I’d highly recommend to anyone who fancies wringing the neck of somebody else’s sports car at maximum attack. So, with skills suitably sharpened, it’s time to make the Civic a bit more track-friendly, starting with the

coilovers. Check in next month to see if I’ve gone mad and bought a rollcage and a set of slicks to match! (Probably not, but it’s been a weird year…) ■

THIS MONTH

Alignment, and ﬁxing exhaust:..............£162

CONTACT

Goodwood goodwood.com / 01243 755055 Autotest autotest.co.uk / 0208 974 1246

NEXT MONTH

Coilovers

deﬁning car culture 093

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FERRARI 400

JAGUAR XK

2012, 10531 miles, £28,000. 5.0 Portfolio Coupe auto. Mint condition. Full Jaguar main dealers 2009, 37000 miles, £42,500. Presented in Mariana Blue with Sandstorm over Caspian Blue leather and Sandstorm Alcantara headlining. 4.7 litre, 420 horsepower V* with 5-speed semi-auto “SportShift” transmission. Maintained to a high standard with regular servicing and maintenance. Please call 01728 830935, South East. (T)

POA. Superb original unmolested car. Low mileage, has been in a museum for many years, just been recommissioned ready for the road. Please call 01763262263, South East.

BMW Z3

FERRARI MONDIAL

2000, 38000 miles, £7,495. 2.0, Roadster, two door, petrol, manual, titanium silver, one owner from new. Please call 0161 476 5915, North West.

1985, 17000 miles, £43,500. Re-imported from the USA this is a cat-free car. Originally a Euro car sold in Germany and exported to California after just a few months by it’s original owner as he relocated there. The service/history/books/literature etc. are all available. Please email dcx2012@yahoo.co.uk, South East.

107306

service records, all documented (hard copy and electronic Jaguar service). Stratus grey metallic, cream full leather pack. Last service Jaguar car full inspection video showing excellence of this vehicle. Please call 07963 349422, West Midlands.

107729

LAMBORGHINI COUNTACH

107271

1990, 4784 miles, £367,500. 25th anniversary, 5.2L. One of just 57 right hand drive cars. Recently subjected to a full mechanical recommission along with full paint enhancement and 5 year ceramic coating. Please call 01623 411476, East Midlands. 107912

107469

LOTUS EXIGE

FERRARI 308

JAGUAR XJ8

1983, 77000 miles, £72,500. 308 GTS QV. Full ownership and service history from new. ReConolised interior 2017. Bare metal respray 2019. G-Tehniq Ceramic coated with 9yr warranty 2019. Electronic ignition. Bespoke leather luggage set. Please call 07767498902, Yorkshire and the Humber.

2005, 48000 miles, £18,350. 4.25 Coupe. First registered on 30/12/05. Final Edition bay blue with ivory leather interior. Service history, sold with 12 month’s MoT. New front discs and pads. In beautiful condition. Please call 07598 328025, Yorkshire and the Humber.

2017, 8962 miles, £58,500. Sport 380. This Lotus is ﬁtted with a 3.5 litre 24 valve V6 with 6 speed manual gearbox. Only 2 owners, 2 keys. Full Lotus service history and the car will be supplied with Lotus’ new Certiﬁcate of Provenance pack. Please call 01234750205, East of England. (T)

107291

108233

107420

106845

 

MERCEDES-BENZ C-CLASS

PORSCHE 968

1994, £22,995. Sport LUX. Finished in Speed 2018, 18000 miles, £21,495. 2.0 C 200 Sport, Yellow with Black Interior, Colour Coded 5 Spoke 5 door, automatic. Estate selenite grey metallic 17” Alloys, Extensive Service History, 22 Service exterior. Please call 0161 476 5915, North West. Stamps – All main Dealer or Porsche Specialists, 107287 includes 6 Speed Gearbox, Front Splitter, Koni Sport Adjustable Dampers, PAS, Electric Windows and MERCEDES-BENZ SLK Mirrors, Removeable Sunroof, Central Locking Etc. Please call 01636812700, East Midlands.

VOLKSWAGEN AAC

2016, 37000 miles, £23,995. AMAROK. Stunning 2016 2.0 180BHP Volkswagen Amarok ﬁnished in Pure Black with matching Black Leather Interior. Covered a low 37k from new and just serviced by ourselves. Please call 02879633011, Ireland. 107194

VOLKSWAGEN GOLF

106841

PORSCHE 944

2003, £12,995. A powerful AMG SLK32 with 1986, 120538 miles, £3,000. Porsche 944 Lux comprehensive history in stunning order. Please call .Belts and water pump replaced, 4 new tyres, new 07711645465, South East. (T) battery, brakes refurbished, immobiliser ﬁtted, dry 108214 garaged for the last 15 years. Please call 07411 509039, Wales. MG TF 107859

PORSCHE 993

2005, 37000 miles, £6,295. Rare 80th Heritage Ltd edition 160vvc. Finished in Goodwin Green with a tan cockpit, wood ﬁnishes with black Alcantara sport seats. CAT D back in 2007, had slight damage to O/S rear wing which has since been repaired. Recently featured in the MG Enthusiast magazine. Please call 01932 241843, South East. (T) 106969

2013, 115000 miles, £6,200. Golf 1.6 TDI. Full service history, MoT till 25th November. Great ﬁrst car, low insurance. 20” 3SDM. Bilstein Coilovers, Maxton spoiler tip. Water pump and timing belt, Dec 2019. Heater matrix replaced, Dec 2019. New shocks all round, Feb 2020. Mechatronic unit replaced by VW, Feb 2020. Please call 07377 359860, South East. 107834

VOLKSWAGEN TIGUAN

1995, £199,995. This truly unique Porsche 911 is

the result of a Porsche enthusiast’s desire to create the ultimate air cooled 911 variant providing extreme performance and capability in all conditions, further enhanced on its arrival in the UK by Harry Metcalfe, British Motoring journalist and creator of Evo Magazine. Please call 01944 758000, Yorkshire and

the Humber. 106854

2016, 38000 miles, £21,495. Beautiful Pure White Tiguan R-Line 150bhp DSG with contrasting two tone interior. Comes with all paperwork and spare key present. Please call 02879633011, Ireland. 107192

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