Issue 14 - Previously published Feb 2009

IN CONJUNCTION WITH

No Scoobies, Evo’s, GTO’s or FTO’s... MR2s only...

k c i r t r a c p Mk3s usly tricked u

io Triplet of ser

20V 4AGE

Stefan VanElst’s finely honed Mk1

Simplicity

Issue 14

February 2009

£3.95

at its best

Vaughan O’Neill’s Revision 3 Turbo

MR2ONLYISBACKINPRINT! Following the launch of our first ‘COME BACK’ digital version in May 2020 by popular demand we also launched a printed limited edition.

MR2 Only is The Magazine for all MR2 enthusiasts, whether you’re passionate about the AW11, SW20, or ZZW30, issue 1 has 112 pages featuring some of the finest examples from around the world!

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Our leading cover cars are Nathan Freke’s 900bhp Drag Strip Slayer, currently the World’s Fastest MR2, crossing the famous Santa Pod gantry in a missile speed 8.71s @162mph.

We also feature the late Luke Bliss’s stunning 2GRFE 3.5l. After Luke sadly passed away, his brother and friends completed the build of Luke’s car to his exacting requirements found in his notebook, a car he never had the chance to build as he was so busy with customer’s MR2s. A fantastic story.

John Toh’s Marlboro Retro Racer, Inspired to build a track/race car? the level of attention to detail on this HKS 2.2L Stroker widebody is an inspiration.

TOYONDA - K-Swap Lover? - Armandito Racing III Armando Morales shares the story go his 400hp Honda powered MR2 Dream Project - 2ZZ Turbo. Jason Bonoan’s turbo charged 2ZZ. Simply stunning.

10 years on we return to Russ Turnbull, and feature his amazing Supercharged 3.5L 2GR. Stanced 2 Perfection, Patrick Langenkamp’s wide body needs no introduction the images speak for themselves. Just awesome.

Double Trouble - Kenny and Simon Williams show off their 2 4th gen 3SGTE swapped AW11 Mk1.5’s.

Close Enough Racing - Justin Gaujenieks track monster turbocharged 2ZZ, and his plans for the next Time Attack Series Once in a lifetime MR2 - Georgia and Matt Gresham’s AW11, an MR2 that’s part of the family.

THE GULF... Dave Purdue’s turbo charged 1ZZ with rare Damd kit and distinctive Gulf livery.

An MR2 Story... IMOC and MR2DC Director Scott Barton tells his story of long MR2 ownership, and friendships.

Blast from the past... We catch up with Vix and Phil Cutler and Humphrey, with the trial and tribulations of a Toyota Sprint Series competitor.

History repeating itself.. the story of my very own Revision 3 Turbo, and its 4 year restoration story.

A love for restoring lost causes... Graeme Notley extensive Mk1 Supercharger restoration.

The Zircon Evolution - 12 Years on - Rob Butcher shares his story of the ups and downs of MR2 ownership

PLUS,allofyourfavouriteMR2specialistsandtheparts andservicestheyoffer.

CONTENTS:

ISSUE 14

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e’ve been keeping ourself busy over the last couple of winter months by publicising MR2 Only Magazine overseas, not only to promote sales and gain more readers but just as importantly to get new MR2 feature cars, to bring to you an insight as to what styling and tuning trends are going on in the MR2 scene elsewhere and to cover more and more exciting MR2 events.

Orders, subscriptions, feature cars and promises of event reports have come in from all over the world; we even have our first reader in Bombay.

So far from what I’ve seen on the club forums and from emails I receive daily, 2009 is shaping up to be a great year for the MR2 scene with many exciting events. As well as the usual Jap Fest, Jap Show and JAE, there is also a second attempt at the world record for the largest number of MR2s in one place, and a 25th Anniversary of the MR2 celebration weekend organised by the MR2 Drivers Club. In addition to this we are planning a 25th Anniversary of MR2 commemorative special for August/ September.

As well as A bursting diary of events for this year, we also have the opportunity to mix business with pleasure and join the MR2 ROC on their return trip to Corfu via a Euro Road trip taking in some of Europe’s most breathtaking roads down to Venice where we will be then travelling by ferry to Corfu and spending a week meeting up with the Greek MR2 Owners club before travelling back through Europe again. I’m looking forward to meeting the Greek owners, and trying out my new DSLR camera, only thing I’m not looking forward to is the challenge of shoehorning luggage for two of us for two weeks into the luggage bins of the Roadster!

Closer to home we are soon turning our attentions to our own Mk1 MR2 track car, yes we still have it, and it will soon have an engine replacement, a fresh lick of paint and some new graphics. Plans are to kit it out with a roll cage and get back out on some track days to gain some more experience to possibly compete in some form of MR2 motorsport.

I have some bracing goodies for the Roadster Turbo which I’m hoping will improve the handling and tame all the extra power.

Rich Lee is turning his attention to the drag strip competing in the Shakespeare County Raceway Street Class Series, currently running a Garrett GT2871r with Tial 38mm External Wastegate in his Rev 3.

Sammi has taken on a Mk1 restoration project and Mark Thorpe has big plans for his recently purchased Mk3 Roadster.

I’m also hoping to take delivery of a Mk2 project car to replace our ill fated Flossy Mk2.

Moving onto what’s in store for you in this issue, starting chronologically with the Mk1, we have Jason Flock’s gorgeous

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electric blue Mk1a, the second instalment of Terry Woodward’s Mk1 restoration project and a K&N fitting guide

by Rob Hawkins. We were also contacted by the filming crew of BBC Alba a few months back who were looking for an original Mk1 MR2 for use in shooting a programme Wheels of Fortune which I believe was screened during January.

Unfortunately we had to pass up on the opportunity but handed the chance to a Mk1 Club member Wayne Duncan so you can read his full report in this issue.

Onto Mk2s, we have Vaughan O’Neil’s rev 3 turbo proving simplicity is best, a Mk2 turbo subtly styled just the way I like them myself. We also go down under to a guy who is no stranger to the MR2 scene and in fact runs Australia’s most populated club forum www.mr2org.au, Glenn has high hopes of showing the big boys how it’s done in his Mk2 turbo competing in the Superlap, which is pretty much like our time attack event. I asked Glenn to sum up what MR2 ownership meant to him, and he came back with one of the best quotes any owner has ever given me “I feel like the MR2 is a hidden supercar. It uses the same formula as supercars and is within the reach of those of us without piles of cash. It certainly brings a smile to my face.” For me that typifies MR2 ownership.

Moving on to the Mk3, Roadster, Spyder, I’ve taken the strange decision to include three Spyders in this issue, all black in colour, but all very different in their styling and tuning approach and show just what can be achieved from the Mk3, starting with Serina Jones from Virginia, USA and her uniquely styled 1zz SMT powered Spyder. Secondly we head to Croatia to feature Dinko Cepak’s stealth like 220hp 1ZZ C2 turbo powered Spyder, not one for the feint hearted.

Finally we have Kenny Chieu of Los Angeles, a 22 year old who knows what he wants from his Spyder, his choice of power plant was the 2ZZ and has put a lot of time and effort into handling and aerodynamics. I hope these three Mk3s will inspire a few cynics and prove that the Mk3 is a serious contender and every bit worthy of it’s Mid ship badge.

We also have the usual coverage of recent MR2 events around the world and the MR2s in motorsport round up.

While the guys are gearing up for this season, we are looking forward to seeing the Mk3 make it’s début in the MR2 Championship.

As we enter our 3rd year of MR2 Only Magazine publishing I again thank our readers, contributors and advertisers for their ongoing support, and the feedback we get back from you guys spurs us all on no end. I found a corner of this issue to share just a few snippets of emails we get back from our readers.

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Serena Jones’s 1zz SMT Dinko Cepak’s 1ZZ C2 Turbo Kenny Chieu’s 2ZZ

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Jason Flock’s electric blue mk1a

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Stefan VanElst’s 20V powered Mk1

I’m running out of space now, so I will leave you to flick through the pages, stay safe and we look forward to 2009 show season, events and meets, see you there!

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Steve Bishop Editor, MR2 Only Magazine

Aussie Glen Slenders Superlap challenge SUBSCRIPTIONS & CUSTOMER SUPPORT:- PamB - mr2only.subscriptions@ntlworld.com FOR ADVERTISING ENQUIRIES AND BOOKINGS: mr2only.advertising@ntlworld.com Tel: 01782 544854 FEATURES, ADMIN, PHOTO ORDERS OR GENERAL QUERIES: steveb@mr2only.com or andyb@mr2only.com FEATURE CARS: steveb@mr2only.com or Mark Thorpe: email: admin@seventh-heaven.net READERS RIDES: Richard Lee: email: mr2only@mr2westmidlands.com PRODUCTION, LAYOUT ARTISTS & PHOTOGRAPHY: Steve Bishop, Rich Lee and Mark Thorpe GENERAL POSTAL ADDRESS: MR2 Only Magazine Ltd, 40 Malstone Avenue, Baddeley Green, Stoke on Trent, Staffordshire ST2 7NN Contact telephone no. 01782 544854 Directors: Stephen Bishop, Pamela Bishop, Andrew Bishop Printed by:- Buxton Press Ltd, Palace Rd, Buxton Derbyshire, SK17 6AE, UK www.buxtonpress.co.uk

THANKS GO TO...

All who have helped and supported us, distributors, club contributors and all who have subscribed and advertised.

MR2 Only Magazine is an independent publication, and has no bias to any one company or organisation. Although every care is taken in compiling MR2 Only, we cannot be held responsible for any errors, omissions or any technical advice given, and any views expressed are that of the contributor, unless written solely

by MR2 Only.

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a s t e g b lu C 1 k M The MR2 l! u a h r e v o e u d r e v o long

we ber-space odyssey! Well cy ub Cl k1 M R2 M , 09 y. 20 only right 2010 - A Space Odysse mous film quote so it’s fa at th m fro ay w aw ar ch, new image, brand ne un are now less than a ye -la re a th wi te da to ub up to bring the MR2 Mk1 Cl rtantly, new members! website and most impo The MR2 Mk1 Club was founded in 1995 and has continued to grow from the very first day it was born. Indeed, peaking at 500 members.

Whilst its understandable that the Mk1 MR2s will eventually all get eaten up by the dreaded tin-worm an assessment of the membership database in early 2008 made us wonder – why haven’t we got more members, there surely must be more cars than this out there on the roads?

A root and branch re-think was required and this is what happened at the AGM in 2008 – it was time for a more radical approach.

At the 2008 national club AGM we decided that we needed to re-brand the image of the club and bring our website back into the 21st century. To start with we appointed Wayne Duncan to a committee based role as National Sales and Marketing Manager with the aim to showcase the club in a different light and to develop a platform via the new website, the media, and other motoring sources to put the club and the TOYOTA MR2 Mk1 back into the limelight.

Although a mammoth task and with a deadline of only 1 month to get the job done Wayne has worked around the clock ploughing in hour after hour working with amactive.co.uk – a professional web-design company to develop the website and would also be found consulting on other Club related business in the mean time! Already in the short time in his role we have seen the successful launch of the new website and our cars featured on the TV and used as artwork for an 80’s themed album cover.

The new website is major news, no doubt and a huge step forward. It is still important that as part of the clubs makeover that we look at the bigger picture, at the AGM we also decided to answer the question “what do I get for my Membership fee”? Whilst not an exhaustive list, the MR2 Mk1 Club offers the following: • Access to brand new website and forum.

• Technical articles documenting all common repair and maintenance tasks for the MR2 Mk1.

• A re-vamped Club Insurance Scheme.

• A brand new club “Affiliates” scheme – giving access to discounts on such things as stainless steel exhausts, repair panels and spare parts – as well as discount at Toyota Dealerships!

• Refreshed Club Regalia – available to purchase online via the MR2 Mk1 Club Shop.

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m o .c b lu 1c k m 2 r .m www • Access to a definitive source of information for all things MR2 Mk1! Including a much anticipated MR2 Mk1 Club Buyers Guide.

• Classifieds – whether looking to buy or sell a Mk1 or even spare parts – you can search for what you need in our classifieds area – or just list what you have on offer.

• National and Regional Events – something for everyone in our Events Calendar, bring your Mk1 along and enjoy the festivities!

• A fantastic quarterly Club Magazine.

• A pen with the club logo displayed on it, everyone needs a pen!

• A small acrylic domed club badge for your Mk1 MR2.

• A credit card sized plastic membership card with your membership details on the front, as a bonus on the back there is a list of useful info and a space for noting your chassis number for when ordering parts from Toyota.

• A Welcome Letter with information on what the club offers you as a member.

That brings us onto the Club Magazine. As far as a re-vamp goes for the MR2 Mk1 Club, the Club Magazine has been leading the way. Thanks to the decision to have “Magazine Only” content and coupled with the tremendous hard work of Karl Thomas and Louise Cannon the Magazine has had a fantastic renaissance during 2008 and that looks set to continue into 2009.

As well as joining packs another area of opportunity to develop was regalia, Richard Brett was appointed to re-structure the clubs clothing range and bring to life what the modern club members would like, caps, ski hats, umbrellas, stationery etc – all of which can be purchased online at the new MR2 Mk1 Club website – http://www.mr2mk1club.com - log on and have a look at the range!

We also appointed the ever-popular Tony Froude (AKA Jinxy) to develop a new members pack. The new members pack is excellent and we now offer a superb joining pack including:

With all this to offer, 2009 looks set to be an exciting year for the MR2 Mk1 Club.

• A polypropylene folder with the MR2 Mk1 Club Logo on the front in which you can keep your Mk1 MR2’s documents.

Be a part of something special, online at http:// www.mr2mk1club.com See you in cyberspace!

B

efore you think we’ve gone completely mad featuring three cars that are seemingly the same, look a little closer, we assure you there is method behind the madness!

I think it’s fair to say that the MR2 modifying scene has been dominated by the 90s iconic SW20 Mk2 but lurking away in the darkest realms of Spyderchat and MR2ROC are a rare breed of modern day Midships whose owners are taking modifying to a new level.

More and more people are discovering the tuning and styling potential of the Mk3.

With stealth like styling, tuning to equal super car performance and tenacious handling, these three cars are a stunning example of how people are pushing the boundaries to create the next generation of modified MR2s.

These three Mk3 Spyders showcase the true potential of the Mk3, each having a different style, each having different power delivery.

Mk2 owners may give Mk3 owners a lot of stick for their choice but all I can say is drive one and you will get entangled in its web.

With the Mk3s making their debut in the MR2 Championship this season all I can say is watch out Mk2 owners, fear them, they’re out to get you!

Arachnophobia n. An abnormal fear of Spyders.

[ ARACHN(ID) + –PHOBIA .]

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By Rob Hawkins

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ANDY ROXBY – MR2 MK2 REV 4 N/A T-BAR

A like it.

bout 8 years ago I noticed a green Mk2 driving past me near Loch Ness. Something clicked and I just knew it had my name on it. I just didn’t think I could ever afford something

However, 2 years later I purchased “Precious” from just outside Edinburgh, Viz Top Marques and with my dream spec.!

We have been inseparable for 6 years and I do not envisage ever selling on. The only MOD on Precious is 2 extra speakers, new 17” Momo 5-spokes and a custom exhaust; the rest is still all standard.

My eldest son followed suit 2 years after I purchased mine. He also has an N/A but in striking yellow! Both of us are in our element when behind the wheel. Through owning the car, MR2 ONLY, MR2 clubs and local owners, we have found a world of excitement never thought possible in owning a car, great enthusiasts, good people, extreme fun and superb cars.

Thank you all, and thank you Toyota for enriching our lives.

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” … e u l B r e t s i M e r “Hey the ! t s a p e h t A blast from

ack in the late eighties, when I was a reckless and impulsive twenty five year old, I bought a 1986 MR2 Mk1a in stunning ‘electric’ blue.

For some reason, the previous owner had decided to part exchange the MR2 against a new Suzuki Vitara… although I cannot imagine why!! The ‘2’ had done only 29,000 miles and was a real head turner. In 1989 I paid £8,500 for the car and a further small fortune to insure it, but at the time (pre mortgage, pre kids etc.) it was worth every penny of my meagre wage just for the sheer fun factor.

A year later, I needed to raise the deposit to buy my first house and I was forced to prematurely part with my MR2. I was gutted. As they say: ‘you don’t really know what you’ve got until it’s gone!’, and for the past eighteen years I’ve missed my old MR2 enormously definitely a case of ‘unfinished business’, so to speak.

Imagine my surprise and delight when I recently found the little gem you see in these photographs! Miraculously, this 1985 Mk1a is in the same condition my first MR2 was when I sold it, nearly twenty years ago. I was amazed I’d found another one in the same gorgeous and rare colour, in such beautiful and original condition! The car has clearly been cherished by its former owners there is not a dent or a scratch on it (just a few tiny but inevitable stone chips) and the car has been wax oiled and under sealed, so it’s almost 100% corrosion free. The bodywork, paintwork and the unblemished interior cloth and switchgear are all

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or , n o i t a t i s e h t u ...Witho from t s a l ‘b e u r t a – car e h t t h g u o b I , g ” n s i s i r c e haggli f i l d i m y earl n A “ r o ’… t s a p e th

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1985 Mk1 AW11 - 16V 4A-GE

astonishingly immaculate for an MR2 of this age – almost as if the car has been ‘frozen in time’ since it rolled off the production line nearly a quarter of a century ago!

Without hesitation, or haggling, I bought the car – a true ‘blast from the past’… or “An early mid life crisis” according to my partner Carol, who considered my renewed obsession and the whole impulsive enterprise to be crazy and idiotic! Nonetheless, I figured that I would be hard pushed to ever find another Mk1a as good as my original one, let alone in the right colour, so now I’d found this little beauty I’d clearly be crazier and more idiotic to walk away!

Included with the car was a huge lever arch file containing a comprehensive dealer service history, and all previous parts invoices and old MOTs. There was also a laminated copy of ‘Classic Cars’ magazine from April 2003, in which this MR2 was road tested and compared against a Fiat X1/9, Lancia Montecarlo and Ferrari 328GTS. The

MR2 was praised as being the best fun and the best handling… to quote: “The handling is near religious, as experiences go. The MR2 makes the Ferrari feel slightly unwieldy.” There were also some photos and documentation detailing the five year period from 1997-2002 that this MR2 was on display as a ‘modern classic’ in the West Midlands Motor Museum.

During these ‘museum years’ the car clocked up less than 200 miles annually, and it has now done 125K – an average of just over 5000 miles per year overall.

Apart from a few very minor modifications, the car is a completely standard and original Mk1a. It has a Magnex stainless steel exhaust system, a shortened gear shift with spherical chrome gear knob, a new set of Toyo tyres and a powerful Alpine CD/ tuner.

Under the engine cover, the original, clean and very healthy ‘blue top’ 4A GE engine has a high output distributor, Magnecor competition HT leads and quad electrode spark plugs.

The C50 gearbox is fluid and slick and it doesn’t jump out of 5th, or any other gear. There are no

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odd noises or rattles. The only item I have replaced is the tired old battery with a new Bosch Silver one.

The car performs and handles superbly, sounds fantastic and feels almost brand new.

I read somewhere that the Mk1a’s steering geometry and suspension set up produces more oversteer (sharper ‘turn in’ to corners) than the later Mk1b’s; in 1987 the geometry was modified and softened somewhat, reducing oversteer tendencies in favour of more understeer, to help prevent rear end slides. The Mk1a also has a rear ‘sway’ bar, to minimise body roll when cornering. This was dispensed with on the Mk1b, maybe because the slightly less edgy steering meant that one was no longer required, or perhaps it was to cut manufacturing costs.

Needless to say, I can’t quite believe my luck in finding this car and I’m thoroughly enjoying getting re-acquainted with the sublime handling of a Mk1a, especially after all those years apart – and of which, the last eleven years have been spent behind the wheel of my old VW Bus! Our eight year old son absolutely loves the new “Mister2”. It might even be his first car, if I can keep the dreaded rust at bay… and if I don’t inadvertently and exuberantly send it backwards through a hedge! Of course, I’ll be exercising a modicum of ‘mechanical sympathy’… as it seems both rude and foolish not to!

Written by owner Jason Flock

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Annual Joe Pe Memorial Bea Fall Foliage Ru

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aturday morning November 1st dawned clear and crisp perfect weather for the annual Joe Pearlstein Memorial Bear Mountain Fall Foliage Run. As our little convoy from central NJ rolled into the Sheraton hotel driveway in Mahwah at 8:30 a.m., we were greeted by the fabulous sight of a string of MR2s as far as the eye could see stretched out along the winding hotel road. Today was going to be awesome!

Expectations had already run high. This year’s organization committee (JD, Mark, Anthony, Pun, Lloyd and everyone else) had gone all out to make this the biggest and best JPMBMFFR yet, contacting over 50 vendors for prizes and giveaways, deciding on judging categories, setting the route and the order of the stops to give the best possible experience for everybody. A total of 91 cars had signed up on MR2OC, the MR2 Owners Club website, the highest number ever!

We counted 50 cars, and the drive wouldn’t even start for another half hour or so. MR2s of all colors and generations streamed in some could be heard approaching miles away, sounding like jet fighters performing a low level pass at an air show. Club members were walking down the line shooting pictures of the 46

e Pearlstein Bear Mountain e Run 2008 Written by James Burnash (MKIforever) Photos by Pun Saevanee aka pun1208

amazing rides, or just hanging around each other’s cars talking about mods.

An hour later, the first of four groups took off with the roar of modded exhausts, the chirps and chuffs of blow-off valves and the screeches of tires on a cold road. At last!

We got on the road, heading for the breakfast stop! Three more groups would follow, spaced five minutes apart to keep each group together through the stoplights and traffic circles to come. I was in the 3rd group riding “tail-end Charlie” in a beautiful ‘93 white turbo with a subtle bodykit and stunning Blitz wheels, driven by Brian (MR2Fanatic).

Half the first leg was highway, and the sound of turbos boosting and NA’s running near redline echoed between the highway sound barriers - a concert of mechanical melodies rising up along with our spirits as we pushed the cars to the first exit. A short section of two lane sweepers and curves and we were already at our initial stop in a strip mall for the morning meal.

Climbing the rocky hill at the end of the parking lot, the sight was of the initial 3 groups of MR2s taking up the entire near lots, filling it with shining MR2 colors: black, white, red, yellow and silver; rivaling the palette of late

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autumn foliage. The sounds and motion as drivers and passengers jumped out, grabbed breakfast, started last minute detailing for the upcoming judging event, or scrambled up with me on the hill to share the panoramic view of automotive splendor was dizzying. As we watched, the final group arrived, excited drivers blipping their throttles as they eased into the far lot. Varoooooom!

We gathered around each other’s machines, chatting and introducing ourselves - but before we knew it the call went out - “Group A drivers to you cars - departure in 5 minutes!”

We scrambled like racers assembling on the starting grid, and with glorious roars exited the parking lot onto the second leg of the tour.

One by one each group followed, straining at the leash for a good open stretch of road that would let those engines howl ... but not yet.

The best driving segments were yet to come, and some owners surely had an eye towards keeping their rides clean for the Show and Shine judging event.

We reached the park, our next destination, and as each car entered the parking lot the driver was handed a small white carton - a Toyota OEM oil filter donated by Toyota of Morristown; a compact but cool surprise!

The original plan was for the event organizers to send each car to its appropriate judging class area in the parking lot as they entered but apparently the Park Police had other ideas.

After some conversation and demonstrating

that we were not in fact mad MR2 hooligans bent on destruction, cars were jockeyed around, detailing cloths came out and a sea of colorful, gleaming MR2s were on display.

Judging was to be done by model categories (AW11, SW 20 and MR Spyder) subdivided into Street Modified, High Modified, and Ultimate Modified classes, with a stock category crossing all model lines ... because so few owners had been able to resist the temptation to mod their rides!. There was also a class for the Celica AllTrac’s that were the only other model of car allowed to participate in the event - a historical brotherhood that had served both MR2 and AllTrac owners well from the past.

Everyone walked around with a ballot, filling in their selections for the best car in each model category and class. Much peering, comparing, picture taking, and hemming and hawing took place since there were so many exceptional rides and unique configurations - it was extremely difficult to pick winners, especially in Mk2 Street Modified, the largest class.

A raffle was also held for small and big ticket prizes, grouped into generic and model specific prize groups; owners got free tickets with their goody bags, and could buy more tix to put in containers for the prizes of their choice. All raffle proceeds went to the Joe Pearlstein Memorial Fund.

Time to saddle up again was quickly upon us, as each group formed up and set off on one of the two “spirited” driving legs!

Finally, open road (for the lucky ones), with the twistys

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and elevations changes taking us at speed through gorgeous fall colors and beautiful views of lakes, forests and meadows. The howl of boosting turbos and redlined motors bounced back and forth between the hills, echoing off the road and the water, surrounding drivers in a blanket of engine sounds, merging and separating like the individual instruments in an orchestra. There were wide smiles on many drivers (and passengers!) faces: this is the fun part that most had looked forward to all year. Nobody went crazy, nobody put anyone at risk, but everyone was having a great time in the company of fellow enthusiasts.

Lunch followed in the town of West Point, which happened to be hosting a football game that day, making the usual challenge of parking in town even more challenging than usual!

Somehow, people managed to find spaces, and after dining we assembled in our “usual” parking lot for the awarding of prizes for the judged classes.

Again, much good natured heckling of the winners took place as the trophies and fabulous prizes donated by our sponsors were given out, along with freebies in an attempt to make sure that almost every car owner walked away from the event with something.

Again the groups departed with now familiar sounds, stopping some of the town folks in their tracks, smiles on the faces of young and old fans of the shining automotive sculpture that is the MR2. We were headed for Bear Mountain, the (literally) high point of the area, complete with observation tower and truly breathtaking views of all the land around wreathed in autumn glory. People took pictures of cars, and posed for the cameras before the stunning backdrop of the red and gold mountains.

As the warm mellow sun edged slowly towards the horizon, the beautiful glow of late afternoon making all cars looks like magazine features, each group set out for our run down the mountain along the Palisades, a series of cliffs that follow the Hudson valley; a road with a towering rock on one side and a low stone wall overlooking the river on the other. The twists and turns here also beckoned to the playful, with the view of the extremely steep cliff edge cautioning us to use heads while still having fun.

Again, the echo of exhausts and intakes bounced off the rocks and out over the Hudson River, softly mixing with the early evening sounds with a mellow roar that reverberated across the expanse of the river.

At this leg’s end, we held the last gathering at a rally point to make sure that everybody had made it down, and the ride was officially over.

We had covered approximately 140 miles, and we were tired and happy ... and hungry!

A number of folks headed down the multilane highway for a last quick blast back to the Mason Jar for dinner, and day’s end.

With 80+ cars, this was the largest Joe Pearlstein Run ever! The organizers of this event (all unpaid volunteers who put in countless hours) had exceeded our wildest expectations, and set themselves quite a task for next year!

We’re extremely thankful to our many, many sponsors who donated so many fabulous prizes:

A total of 91 cars had signed up on MR2OC, the MR2 Owners Club website, the highest number ever!

We counted 50 cars, and the drive wouldn’t even start for another half hour or so. MR2s of all colors and generations streamed in - some could be heard approaching miles away, sounding like jet fighters performing a low level pass at an air show.

Sponsored by Side 2 Side Racing EMS Powered NorcalMR2 Morristown Toyota ATS Racing Phoenix Tuning XVRacing PRIME Performance Broadway Performance Speed Source ATX Motor Sports Berk Technologies Engaged Momentum Kbox Seals M2 Tuning MR2 Only Magazine Wolfkatz Engineering Kirkosaurus Ty Chee Street Works Automotive Tuning Combustion Engineering Camber Toe Conicelli Toyota Anthony Brothers Powdercoating Jaison Nieves Tolin Design Toyotool Urban Racer Lithia Toyota Chase Cam DIY Autotune JNZ Tuning Blue Sun Customs Rock Auto

49

! n o i t c A . . .

2 R M e k a T . . .

1 e Tak ed a November I receiv th 4 y a sd e Tu f o s an On the afternoon me that there wa g in rm fo in s ll vi a e ra call from Mike Sh r on television fo a e p p a to 2 R M 1 Mk n

By Wayne Dunca opportunity for a . a lb A C B B d e ll nel ca new Gaelic chan

The theme of the show would be Scrapheap Challenge meets Bargain Hunt, basically, two teams buy a car at auction with a limited budget and do whatever is necessary to sell it on and make a profit - sounded pretty logical. One of the teams had purchased a £300 Toyota Four Runner and the production company in charge of making the programme for BBC Alba - “Bees Nees Production” had wanted to look at a classic Toyota in conjunction with the Four Runner that had been purchased.

Now, I don’t and probably will never work in TV but it always seems to be that everything is needed yesterday, so naturally for filming of the Mk1 MR2 they were looking for, it was required on-set on the Thursday in Glasgow!

We had tried to sort out someone local to Glasgow to attend the filming to make things more simple from a logistical point of view but had found cars either on SORN for the winter, or under going some major surgery.

North-East based Mik was unable to change his shifts and as the production company needed an answer by close of play on Tuesday, I managed to call in some favours at work and negotiate the time off to attend the filming myself.

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So, on the Wednesday afternoon I left work and made the uninspiring journey up the M6 (via Burger King at Charnock Richard services, naturally!) to Glasgow. Only when I was half way there did I realise it was Celtic v Man Utd that same night - it was sure to be a cracking atmosphere in the city anyway!

Katy from Bees Nees had very kindly booked

Cuiblichean An Fhortain or Wheels of Fortune in English was shown on BBC Alba me in at an Ibis Hotel in Glasgow and 4 long hours later I was arriving, dumping my stuff and heading out for a couple of beers and to watch the football.

Now, it seems to be a bit of a running joke for those that know me that whenever I go anywhere for the Mk1 Club I can never find anywhere that will show the football - surely this wouldn’t be a problem in Glasgow? A veritable footballing mecca! As it was only 6pm I wandered round sussing the best place out to go for a few pints and watch the game, I sampled a couple of beers in different places and then at 19.15 I settled on one place to view the football, perched right in front of the tele - I couldn’t believe my luck - I was on a Mk1 Club excursion and able to watch the football!

The game ended 1-1 with Celtic defending a 1-0 lead for most of the game until Man Utd equalised with around 10 minutes to go. The natives seemed happy anyway which arguably was the most important thing!

After taking in a few more beers at a couple of establishments in Glasgow I decided to venture back to the hotel for some much needed sleep!

Luckily, I was not required on-set until 12.30 the next day, so was also allowed the luxury of a mid week lie in, which I gratefully took advantage of.

format of the show, how she found us, who she had been speaking to and of course a cup of tea the rest of the crew arrived for the lunch she had prepared.

Again another discussion took place about where I had come from and the crew were genuinely surprised that I had bothered to drive from Cheshire for the filming of their TV programme - they almost seemed shocked and this helped to build an excellent rapport and I was even better looked after from this point!

We drove around the corner to Loudoun Castle where filming was to take place and I parked up to allow the team to take the pictures they required. Overall we did about 4 hours of filming in various styles, including some excellent footage of the car been filmed through trees which I hope makes the programme, it looked fantastic and my photos do not do it justice at all. Coupled with this we did the usual over taking shots, headlights flicking up and down and filming whilst driving along side. I had a great position in the front of the people carrier that we were doing the filming from and was able to get some pictures that I was very pleased with.

Just as the battery on my camera died and I began cursing my luck the director declared that it was a wrap and we were packing up due to the loss of light. I was handed the car back and the presenter of the programme told me how much he loved the car and how responsive it was. He started driving it very cautiously at the beginning of the day but after a quick pep talk from myself I advised him to “give it some beans” after the break and contrary to the look on his face in the pictures he really started to open it up and turn into the corners as his confidence grew.

Cuiblichean An Fhortain or Wheels of Fortune in English was shown on BBC Alba on Friday 9th January 2009 at 8pm.

BBC Alba can be viewed on Sky channel 168, Freesat channel 110 and is also available on some freeview. Certain programmes can also be viewed online at http://www.bbc.co.uk/alba/ With thanks to Pam @ MR2 Only for the information on this fantastic opportunity for the MR2 Mk1 Club, Mik Sheavills, Katy at Bees Nees, all the production team for making me feel welcome and my employers, Vistorm for letting me have 2 days off at an hours notice.

Filming was set to take place in a village in between Glasgow and Kilmarnock called Moscow - so I had actually visited Glasgow and Moscow in my Mk1 MR2 during this journey, although it wasn’t quite as exotic as it perhaps sounds!

I arrived in Moscow at 12.30 and was greeted

by Katy and after a discussion surrounding the

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Stefan Van Elst

A Man with a Mission

Written by Sammi Hart, Photos by Stefan VanElst 20v technical info from Toysport

ollowing on from our last issue, alternative power plants for the AW11, the ingenious 2.0 N/A BEAMS, and the monstrous space framed V8, in this issue we have yet another inspiring engine conversion, the last in the line of 4AGE engines, the 5th generation black top 4A-GE 20 valve.

Stefan VanElst is a man with a mission. His beautiful Mk1 is a finely honed, well thought out machine. A 20 year old shell is home to a 4A-GE engine. But this 4A-GE is NOT your average 16v 1.6 Mk1 lump. It’s a 20v 4A-GE donated by a Corolla AE11.

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The 20-Valve 4AGE replaced the 4AGZE Supercharged engines and came in two guises, silver and black top named after the colour of their cam covers, just like the early and late 16 Valve 4GEs, they also underwent revisions.

The Black top was introduced in the Corolla AE111 in 1997. This engine used Toyota’s version of variable valve timing, otherwise known as VVT. Bore and stroke remained as in the original 1st and 2nd Generation 4AGEs big port (TVIS) and small port (non-TVIS).

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Mk1 AW11 - 20V BLACK TOP 4A-GE Similarly, compression was upped in the later models. The blocks are identical to the late model AE92 generation blocks (and naturally the SC blocks too). The 20v boasts individual throttle bodies with 5 valves per cylinder boasting an impressive 162hp.

Aside from the obvious 5-valve and variable timing cylinder head design, the difference from the 4-valve is dramatically reduced weight of the internal components. Pistons, connecting rods and crankshafts were all updated with lighter weight design.

The later Black tops came with still lighter rotating components. Toyota tuned the engines to a higher degree by rotational mass reduction, a lesson advanced from the earlier lightweight block design (of the pre-multi-valve engines).

In Japan these engines were used in Formula Toyota, a series where there is only one engine spec available to all competitors. The magic of 20-valve is apparent on the ability to attain and sustain a high RPM threshold. The addition of variable cam timing allows the engine to surpass both low-end torque and high RPM horsepower figures of the older 4AGEs. This is the closest to race spec engine Toyota has ever produced.

In terms of Toyota technology, the twin versions of the 20-valve engine out specified any previous offering in naturally aspirated form.

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This is the last true iron block with the ultimate head design and intake set-up.

(Source: Toysport) So it is no wonder that Stefan’s mind turned to procuring this engine for his car. I asked Stefan a bit about his MR2 owning history and how he got to where he is now.

What cars have you previously owned and did you modify them?

Before the MR2 I bought a ‘88 Toyota Supra Mk3. In search of more power I swapped the original 7M-GE engine with a 7M-GTE engine and added a K&N intake and a full 3” turboback exhaust. To improve the handling a bit, I fitted Koni shocks and Eibach springs, swapped the original wheels with 17” Mk4 Supra wheels and 255 tyres on them. Exterior wise I had the body resprayed in the original colour (3E5 - Super Red II) and removed the rear spoiler, badges, headlight washers and antenna to make it look real clean and tight.

How and when did you come to own the MR2?

Although the Supra was fun to drive I wanted something entirely different and decided to sell the big, heavy, comfortable and clumsy Supra to look for a small and nimble MR2.

I found a bone-stock ‘88 hardtop and after 10 seconds of test-driving it, I fell in love with the

little MR2 and bought it!

What was the first modification that you did?

The first thing I did to it, two and a half months after I bought it; was swapping the old and tired 16V big-port engine and C52 gearbox with a young and strong 20V blacktop engine and C160 6-speed transmission. A few months after the swap I overhauled the entire suspension. New ball joints, polyurethane bushings all around, coilovers, bigger sway bars... just about everything!

What does MR2 ownership mean to you and how do you enjoy the experience of driving your Mk1?

After owning the car for about 2 years now, I’m still in love with it. Each time I press the loud pedal, a big smile appears on my face.

I love the beautiful intake note, the highrevving engine, the short gears, the quick and direct steering and the grip at corner-exit acceleration. Racing through the countryside 20 miles from here, they have some great exciting roads with a lot of corners! My little MR2 loves taking corners... fast! I just love the sound of the screaming itb’s of the 20v behind me!! It’s very addictive! It’s just amazing how much driving fun this little MR2 offers!!

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Did you set yourself goals along the way, chasing bigger power figures or unique styling features?

My little MR2 loves taking corners... fast! I just love the sound of the screaming itb’s of the 20v behind me!!...

I wanted a clean looking, good handling and great sounding car. It looks pretty clean, it handles very well and it’s sounding even better.

I just did the mods I felt like doing. I needed more power so I swapped the 16v with a 20v.

I wanted closer gear ratios so I swapped the 5spd with a 6spd. (this may be interesting for you to know). I picked the rims not because I liked them, but because they’re light. I didn’t really like them in the beginning, but function equals form!

What problems did you have along the way?

I’ve only had a few problems so far with the MR2. Blown VVT transistor, cracked gearbox mount, worn-out valve stem seals and broken TPS and ISC Valve.

What are your future plans for the car?

There are still a lot of things I want to change or upgrade. I think the next mod will be the RCAs and a custom made exhaust. I want to use a (1000cc) bike silencer (with removable dB-killer); the Mongoose exhaust I’m now using is too quiet. I think I’ll swap the stock brakes with Celica st185 (single pot) callipers and discs this summer. Also I want to buy road-legal semi-slick tires; maybe I’ll try some Yokohama Paradas or something Stefan would like to thank Tommie for helping him with the swap, upgrades, repairs and maintenance of the MR2. When everyone else was partying at 2:00 AM on a Saturday night, they were working on the deuce. Stefan also wants to thank Doug (mr220v @ mr2oc.com), for making him a great plug & play wiring harness.

Specification Engine Custom exhaust with a bike silencer TODA cams Fully programmable ECU TODA clutch + flywheel kit Handling Celica brakes Semi-slick tyres Rear strut brace RCAs Exterior Plumey-style rear wing SC engine lid Papal-style vented CF frunk lid As you can see, the to-do list is pretty long.

I guess there’ll always be things I want to change and upgrade, to make the MR2 even better.

...It’s very addictive!

It’s just amazing how much driving fun this little MR2 offers!!

MR2 Only Magazine www.mr2only.com

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MR2’S IN MOTORSPORT SNETTERTON 19th October 2008

he drivers from the MR2 Mk1 Racing Series arrived at this Norfolk circuit to compete in the penultimate meeting of the 2008 season. They were greeted with mild but windy conditions and a low track temperature which meant that tyre set ups were the order of the day.

Many of the drivers gathered at this quick and demanding circuit the night before creating the usual paddock village and because the Nippon Challenge was run on the Saturday, a few hardy Mk1 drivers had competed and came away with more than a few problems, notably Rob Jefferies who blew an engine and Jeff McCall suffering a terminal gearbox failure.

Rob Jefferies’ engine malady saw him and a plethora of helpers changing his engine in one of the pit garages which resulted in him crawling into bed at around 3am in the morning. His red eyes in the assembly area for qualifying at around 9am on the Sunday were a sight to behold especially as prior to his marathon engine swap; he was involved in changing Jeff McCall’s gearbox!

As all the Mk1 cars from the Nippon Challenge on the Saturday were now up and running, it meant that all the competitors were able to make the qualifying session. Ross Stoner appearing with his newly built 22 car, out for the first time and without the benefit of any pre-race testing was hoping for a good result ….. which was not to be …..? more later! Rob Jefferies having swapped engines was also without the benefit of testing so qualifying for these 2 drivers was going to be something of a lottery! Qualifying was dry but windy which was going to cause some problems on the Norwich Straight and around Corum Curve but provided a tail wind down the main straight.

Qualifying times were slightly down on last year’s which was only to be expected but still provided some interesting results especially as the 2006 MR2 Challenge winner, Sam Mayer-Loughlan was competing on a circuit he knew like the back of his hand. Alex Gassman, suffering with slight overheating problems, qualified in the top six, a position he had hoped would have been higher, whereas Adam Lockwood, Jason Jesse and Gareth 56

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pack and having his own private race clearly not wishing to mix it wheel to wheel and damaging his new image and like Rob Jefferies and Ross Stoner maintaining a pace which would ensure a good showing for the televised Brands Hatch meeting on November 8th. So it was that Dave Thomas brought the 60 car home to the chequered flag to win race 1.

Race 2 lined up on the grid pretty much in the same positions as their previous race with Dave Thomas taking pole position slot. With the engines peaking at around 5-5500rpm and first gear engaged, the red lights went out and the race was on.

Dave Thomas took the lead into the first corner with Adam Lockwood, Alex Gassman and Sam Mayer-Loughlan chasing hard along with Gareth Newton. Several positions were swapped in the middle pack until the race settled down with Dave Thomas pulling a commanding lead which he was to hold until the chequered flag. The next four cars Adam Lockwood, Alex Gassman, Jason Jesse and Gareth Newton were racing hard for track positions.

Newton claimed top five positions with Dave Thomas taking a very credible pole position.

Arron Pullan’s early season promise faded which allowed some of the mid season runners to claim top ten qualifying slots. Ross Stoner campaigning his new car, experienced major overheating problems which resulted in a back row result ….. not a place he is used to. His engine problems persisted throughout the day resulting in 2 non finishes. However, the car lived to fight in the next round at Brands Hatch where he and the car redeemed themselves (see Brands report). Adam Lockwood, series leader, in his usual smooth style, claimed a top 3 qualifying position but it was Dave Thomas in his number 60 car, who set the pace for the day.

Race 1 saw all the qualifiers line up on the grid for their green flag lap, with the weather staying dry the race was building up to be interesting.

With all drivers completing the parade lap and looking to go wheel to wheel for the next 15 minutes, looking down the main straight into the first bend and eagerly awaiting the demise of the red lights.

The race started at its usual hectic pace with a few of the middle runners making up places into the first corner but with Dave Thomas taking the commanding lead which he maintained and at no time looked threatened. Behind him saw Adam Lockwood, Alex Gassman and Gareth Newton fighting for race positions with Sam Mayer-Loughlan struggling to hold on to the chasing pack, later blaming car handling and not a happy bunny!

Meanwhile, Rob Jefferies feeling out his engine transplant was running a cautious race hoping to gain information on his engine’s unknown capabilities and not wishing to push hard knowing that Brand Hatch was but a few weeks away. John Tyers sporting his new lime green liveried car was running close to the middle

Meanwhile, Roger Pullan whilst holding position in the middle pack made an error on the exit from the bomb hole which saw his car launch itself into the air and back onto its wheels with only minor damage and no injury to Roger thankfully. Something he said he wouldn’t like to repeat ….. scary moment!

Race 2 concluded without further incident with all cars taking the chequered flag and arriving back at the paddock proclaiming the race to be close and extremely interesting. Sam Mayer-Loughlan could do no better than 6th, a position he hoped he could improve on at the forthcoming Brands meeting.

Jason Jesse proved that his form was still on the up ….. but Brands turned out to be a race which he would rather forget!!

All in all a good day’s racing with very little incident and more than a few tales from the paddock regarding Saturday night’s escapades in the pit garage.

It is a testament to the MR2 Mk1 community on how drivers dived in to help the afflicted even to the point of providing those working frantically with a constant supply of hot food and drinks (non alcoholic of course!).

The Mk1 racers move onto Brands Hatch for their last race of the season on November 8th ….. we were there ….. JURNO

MR2’S IN MOTORSPORT With Jurno Maurice Stoner Photos by Wolfie Plum

PIT CHAT

A new year a new racing season

So it’s Christmas and New Year out of the way and 2008 is now a distant memory. The highs and lows of last season are now the stuff of discussion of what was and what could have been…..

The 2009 season beckons with alarming speed, with old faces and new, beavering away preparing their race machines for the coming onslaught.

New paint jobs, fresh graphics and new bits added with feverish abandon. The 2009 season looks to be a milestone in the Marques history with more newly registered drivers than in previous years.

My own company has seen a bumper crop of new builds with nine cars now under construction with some exotic paint and graphic jobs including a MR2 Mk1 Martini race copy and the immortal GT40 Gulf 24hr Le Mans graphic’d MR2 Mk1. Not to mention a race car in pink and a very fetching Mk1 in turquoise blue. It seems that 2009 is the year of the imaginative competitor!

prove to be a force to be reckoned with this year along with his two stable mates Adam Lockwood (last year’s driver of the year) and Alex Gassman, with their Lanboss Software sponsored orange machines.

John Tyers, in his now infamous lime green car, will be rejoining the grid for 2009 ….. sure to be favourite for the TV crews! Dave Thomas is hoping to rekindle his winning form from the back end of 2008 and Sarah Wherry will be hoping to turn round her luck after several bumps in last year’s season. Liam O’Toole has unfortunately retired himself for this season due to family commitments and Nick Reed has joined the 750MC MR2 Championship ….. sad losses but that’s the way the cookie crumbles! Some old faces out but a lot of new ones in.

2009 will see a whole new face of MR2 Racing with the promised extended TV coverage and the standard of preparation and presentation risen to a new height. Speaking on a personal level, we have a new bunch of faces in our support team all sporting new race jackets and enthusiasm.

Old hands showing off their new race suits and carrying their experience from previous seasons onto the race circuits. Newbies eager to prove their worth and show us what they’re made of ….. and the seasoned drivers ready to show them that they have more than a bit of learning to gain. It is interesting that among this year’s crop of new drivers to the series, we have competitors who have come away from open wheel race cars into tin tops ….. Credit crunch perhaps!

All in all an exciting season ahead of us and once the traditional Meet & Greet Day at Silverstone on

The age range of the newbies this season has remained pretty much the same but with the odd exception of a 16 year old young lady (see Driver Profile), who promises to give our beloved Sarah Wherry a run for her money. It also appears to be the year of the gentlemen drivers, whose road cars range from an Aston Martin Vantage Drophead, the new Jaguar XKR Cabriolet and a BMW X5.

These gents all have the desire to go racing as one of their “bucket list” items ….. before they die!

Seasoned drivers like Jason Jesse, Rob Horsfield and the like are preparing complete re-builds and with the latter building a 300bhp Mk1 Turbo charged car to compete in the now immensely popular Nippon Challenge as well as campaigning his 2007/2008 Mk1 in the Red Dragon Race & Track Club MR2 Mk1 Series….. this car should be a real monster and I can’t wait to see it in action.

Ross Stoner, in his brand new 22 car, should

TONY FROUDE For the 2009 Red Dragon Race & Track Club MR2 Mk1 Series, Tony Froude has been seconded to act as the official scrutineer. This latest edition to this ever increasing popular series has come about because over the past two seasons the need for more stringent scrutineering of the series cars as the number of drivers has increased creating the need for them to know that their machinery has full compliance with the Mk1 Series regulations.

The number of new entrants to the 2009 Series has been nothing short of staggering with no fewer than 12 new builds registered already. This together with the registered 2008 competitors brings the number of drivers for the 2009 season to 38 with time still to come before the 1st race in April.

Tony Froude is probably best known to the Mk1 community as “Jinxy”. He is a 44 year old Mk1 nut living in Hertfordshire and has been involved with the Mk1 car for the past 12 years and

18th and 19th October 2008 when he was the first to dive in when Jeff McCall’s gearbox decided to give up the ghost.

runs a small Mk1 spares and parts business with his long time friend, Nigel Russell. Tony also restores Mk1s back to their original glory and is technical advisor to the Mk1 MR2 Club.

Amongst his other roles he also writes articles for the Club and assists their members with any little mechanical problems that crop up. Jinxy can be seen around the paddocks of the MR2 Mk1 racing venues and is quick to dive in and help any competitor who may have suffered a malady as could be seen at Snetterton on the

Jinxy’s main role at race meetings is to make sure that there is a level playing field with safety as a main priority. His authority over scrutineering issues in the beginning, until he becomes fully up to speed, will be assisted by Mo Stoner of Stoner Racing and Stuart Skinner.

When fully conversant with all implementation of regulations, his decisions will be final. The Red Dragon Race & Track Club feel that Jinxy will be a valuable asset to the Club as it will provide each competitor with the knowledge that their race car is within and complies to all scrutineering and regulation matters. Peace of mind!

Jinxy can be found at www.mr2mk1club.com and will be more than happy to discuss any pre race scrutineering or regulation issues. So we look forward to welcoming Jinxy to our ranks for the 2009 season……JURNO

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2009 MR2 Racing Series Well, no sooner is Christmas over with than it’s on to another season of Motor Racing and what a season it promises to be for Red Dragon Race and Track Club, founders of the original MR2 Racing Series back in 2004.

Despite the effects of the credit crunch, indications are that the MR2 Racing Series, see www.mr2racing.com is in for a bumper season. Maybe it’s because it still offers one of the cheapest forms of tin top racing around today or just that people love driving them but with at least ten new cars/competitors joining the fray in 2009, it’s going to be a vintage year for MR2 Mk1 Racing.

Stoner Racing, who have taken on the task of building a number of cars for newbies following on from their race winning cars in the 2008 season, tell us that we have one coming out in Gulf racing colours, another in Martini racing colours, a turquoise blue one in the capable hands of 16 year old Bess O’Halloran and well it had to happen sooner or later a pink one, ably piloted by Emma James to give Sarah some competition!

Of course, Red Dragon just don’t cater for MR2 Mk1s.

The newly established all Japanese Nippon Challenge has classes for MR2 Mk1 n/a, MR2 Mk2 n/a, Supercharged and Turbo cars. Indeed, the regulations allow for Hybrids too and we know that a Mk1 Supercharger is being converted to a Turbocharged car as we speak. With around 300bhp, this could be a giant

www.mr2racing.com RACE SCHEDULE 2009 April 5 killer. Not that you need to spend a huge amount of money to be competitive. David Litchfield ran his MR2 Mk2 n/a at Brands and ran as high as sixth overall against much more powerful Integras, Evos and Imprezas. New for 2009 GT classes, means that a MR2 Mk1 n/a slots nicely into the GT150 class, the Mk2 n/a in the GT200 class and the Turbo cars in the GT300 class. Why not come and do some giant killing?

Good news for all is the sponsorship deal announced with Silverstone/Federal tyres. Despite circuit owners putting up their fees, registration, membership and entry fees will remain at 2008 levels and in some cases reduce. The deal also includes new tyre development work for some of our teams. They will provide hospitality for drivers at circuits along with technical support and a tyre supply and fitting service at all meetings.

If you have a MR2 Mk2 n/a and are thinking of entering Nippon races, Silverstone are offering incentives with discounted tyres and reduced registration and entry fees. If you are running a Mk1 in the MR2 Racing Series, entry fees to Nippon races at the same meeting are just £125. So, you could do 2 practices and 4 races for as little as £375 - that has to be a bargain. Not only that but as in 2008 you get TV coverage as well.

The Club will be launching several new budget series in the coming months; Formula Nippon for single seaters, the Subaru Cup for Imprezas and Sports 1000 for sports racing cars. Red Dragon will also be able to supply track day tyres from Federal and Silverstone.

For information on any of our race series contact Steve Vince, via email stephenzebra@aol.com or call 01646 601908.

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Snetterton

May 16/17

Pembrey

June 7

Silverstone

June 28

Cadwell Park

August 23

Snetterton

Sept27

Mallory Park

Oct 24

Brands Hatch

Contacts: Stoner Racing

07900 156637 www.stonerracing.co.uk New Mk1 car builds only £3,500 includes race car in the colour of your choice.

Other services include spares supply, race preparation, and full graphics service.

DTM Racing 07932 175968 Mk1 Race hire £3,300 for 12 races X-spec Motorsport 07921 679120 Subaru Cup cars sales/race hire

MR2’S IN MOTORSPORT

Driver profile - Philip O’Halloran Philip hails from the Weybridge area in Surrey where he runs the small accountancy firm of GCA Chartered Accounts and reserves his adrenalin fix for the race circuits. Philip started his racing career in 2001 competing in the Locost Championship with the 750MC catching the bug to the point where he continued through the 2002 and 2003 seasons honing his racecraft as he went.

Driver profile Dave Thomas

Dave Thomas burst onto the MR2 Mk1 racing scene at the tail end of 2007 having seen an article about the MR2 Challenge in Motorsport News. Dave came to the racing series as an experienced racer having had over 20 years experience in motorsport starting with his initiation into Fords after being apprenticed as a Ford mechanic.

His love of Fords meant that he first started racing Ford Capri’s over 20 years ago campaigning them in the UK and across Europe, his European exploits led to him being invited to drive Mustangs at Spa in the 6 hour Enduro’s and in a Harrington Alpine at the Le Mans Classic. His taste for long distance races still endures to this day with a group of his friends taking their Capri’s to compete in the Egon 500km round the Nuremburgring Nordschleife.

So having seen the Motorsport News article, he set about purchasing an MR2 Mk1 race car which he acquired eventually from a 2007 MR2 Challenge competitor, Jorge Calado. The idea of running in a series for one make cars, all with the same specs and running controlled tyres appealed to his competitive nature and together with affordable entry fees, meant that a new era of Dave’s racing career had begun. The winter months saw Dave repairing and prepping his new acquisition for the 2008 season which saw its first outing at the pre-season test day at Silverstone ….. in the wet! Nevertheless, he was hooked.

Dave has since gone on to purchase a second car with the idea of using it as a hire drive, the income from which was intended to finance his own racing. Dave’s progression to the front runners was gaining momentum which resulted in his first double race win at Snetterton having taken some advice from Stoner Racing on engine and exhaust set up after a less than inspiring result at Mallory Park.

Dave freely admits that the penny has now dropped; so much so that he has gone on to win both races in the closing meeting of the Mk1 racing series at Brand Hatch which was a televised meeting on November 8th.

Dave’s commitment to MR2 Mk1 Series will see him campaign his number 60 car into the 2009 season, he has seemingly set the bench mark for winning. The standard now required to beat him has been raised up a notch and the gauntlet has been thrown down to next season’s racers, which should provide a very exciting 2009 season.

Dave Thomas’s congenial manner and willingness to help out is endearing him to the paddock and we at MR2 Only mag will keep a close eye on his 2009 exploits …..

JURNO

2004 and 2005 saw Philip running wheel to wheel in the Classic Clubman Championship which was to finish abruptly when he lent his race car to a friend who promptly wrecked it at Snetterton. There was a lull in his racing career until 2007 when he entered Endurance Racing in the UK Fun Cup Series; a series Philip continued in throughout the 2008 season.

By a twist of fate, Philip came upon the MR2 Mk1 Racing Series in an article in one of our high profile motoring mags and became interested to the point whereby, him being an accountant, got all the information possible together and with this research done, contacted Stoner Racing and placed an order for a new build which by the time this magazine is out, he will be in possession of in

it’s beautiful turquoise blue livery carrying the number 84 ready to go for the 2009 Red Dragon Race & Track Club Mk1 Racing Series.

His sixteen year old daughter, Jess, is like her father, in so much that she has become a total petrol head and the idea is that both father and daughter share the car to compete in both the Mk1 Series and the Nippon Challenge!

Philip’s first test in the new car will be at Bruntingthorpe on December 6th 2008. We look forward to following his career with some interest ….JURNO

Jurno’s Newbie - Jess O’Halloran Jess is a mere sixteen years old, currently in her first year of A levels at Salesians 6th Form College at Chertsey and to look at her you would think that butter wouldn’t melt ….. but this young lady has got high octane fuel running through her veins!

At just thirteen Jess picked up the speed bug and hasn’t looked back, using the past two and half years to compete in karting with more than some success. Through her father, Philip, she has attended the Mercedes Benz World at Brooklands, where she has learnt to drive full size cars and of late has been testing at Bruntingthorpe in her father’s Porsche Boxter!

2009 will see Jess compete in the MR2 Mk1 Racing Series, campaigning the no.84 car. With youth on her side, her learning curve will be extreme and given her previous testing exploits, she should show a few of the Mk1 drivers the way home!

Her first test in the MR2 Mk1 will come at Bruntingthorpe and if her Porsche times are anything to go by, it should prove an interesting day. Stoner Racing, who have

built her car, had to adapt the seating positions and height as Jess could not see over the steering wheel in a standard fitting.

A problem when you are 5ft tall ….. not to mention reaching the pedals!

We wish Jess all the luck for the 2009 season and will follow her exploits with interest ….. JURNO

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MR2’S IN MOTORSPORT

Chris Gray - Race car build with a twist - Martini anyone?

Chris Gray had long thought about getting his backside into a race car, especially as his good friend Simon Lockey was charging around the circuits of England campaigning his Tiger open top racer. Chris came along to the MR2 Mk1 final race of the season at Brands Hatch on November 8th and after wandering around the MR2 paddock finally came across the Stoner Racing camp, where he fired off a number of questions which resulted in Chris placing his order.

Chris being a long time devotee to the 24hr Le Mans Race, decided that what he really wanted was an MR2 Mk1 in the famous Martini race livery. This was a challenge as a Mk1 had never been attempted with this level of graphics before. However, Simon Holmes, race roadie and graphics guy for Stoner Racing picked up the baton and ran with it. The result is spectacular! So much so that Chris’s friend, Simon Lockey has sold his Tiger and ordered an MR2 Mk1 to be built and graphic’d in the Le Mans GT40 GULF colours.

Chris’s first outing in this great looking car will be at the Red Dragon Race & Track Club’s MR2 Mk1 Race Series Meet & Greet at Silverstone on the 27th February. Why not come along and watch it be put through its paces. Incidentally, the GULF GT40 graphic’d Mk1 should be out at the same venue. Should be a fantastic sight!

Let’s hope that Chris will be stirred and not shaken by the experience!

PRESS RELEASE - SILVERSTONE COMPETITION TYRES

We shall watch the progress of these two cars with interest throughout the 2009 race season ….. JURNO

Silverstone Competition Tyres are delighted to announce their new partnership with Red Dragon Race & Track Club under the stewardship of Steve Vince.

Silverstone Tyres will work in full collaboration with both the MR2 Mk1 Racing Series and the Nippon Challenge.

Silverstone Tyres are probably better known for their success in Rallying with the likes of Alistair McRae, Eugene Donnelly, Phil Collins, Patrick Snijers and the BTRDA Rally Championship. This new venture on to the circuits of the UK is nothing new to Silverstone, who have had terrific success around the world with many championships in New Zealand, Australia, Asia, Europe and even provided tyres for the support race cars at the Malaysian Grand Prix.

Silverstone Tyres, themselves, are still a young company at twenty years old and have only been producing Motorsport tyres for just over ten years. It is the company’s ambition to compete with the best and win. They have certainly done this in Rallying and after the enormous success of the Type RR (Silverstone’s list 1B Tyre) in the Practical Performance car tyre test in 2008, intend to take the circuits by storm.

The control tyre for use in the MR2 Mk1 Racing Series and the Nippon Challenge will be the Type RR in 14“, 15” and 17” dimensions.

For further information, please contact Jerry Freeman at “Service and Sport Limited” on 01704 898940 or jfreeman@serviceandsport.com

MR2’S IN MOTORSPORT MR2 Championship 2009 Calendar

March 14th / 15th - Snetterton - Double Header March 19th - Mallory Park - Test Day April 25th / 26th - Brands Hatch - Double Header May 9th / 10th - Cadwell Park - Double Header June 6th / 7th - Anglesey - Double Header July 11th / 12th - Cadwell Park - Double Header August 21st - Silverstone - Test Day August 22nd / 23rd - Silverstone - Single Header September 19th / 20th - Donington Park - Double Header October 11th - Mallory Park - Single Header

Non Championship: October 24th - Silverstone - Birkett Relay Race Mk1s and Mk2s are currently pencilled in for separate grids at all rounds except Silverstone, with mk3 possibly running with either class depending on number of entries at each meeting.

MR2’S IN MOTORSPORT

MR2 Championship 2008 round-up

he MR2 Championship traces its origins back to the 750MC Roadsports series in 2003. Intended to be a low-cost form of motor racing, Mk1 MR2s raced within the RoadSports rules and class structure, but also to their own more restrictive regulations.

By tightly controlling the permitted performance modifications, a competitive car could be built on a budget, with some competitors even opting to keep the cars road legal and drive them to race meetings!

In 2004, technical regulations for the inclusion of the Mk2 MR2 were drafted, which was followed up with the introduction of the class in 2005.The series experienced steady growth and by 2006 was able to support its own grids, separating it out from the Roadsports series. The start of the 2007 season saw unprecedented levels of registrants, with some races during the season dividing the two classes into separate grids. Championship status was applied for and granted by the MSA allowing drivers to score points for the first time in 2008.

The inaugural year of the 750MC MR2 Championship started as it would prove to go on – with a huge showing at the pre-season Mallory Park test day. Over twenty five MR2s attended to benefit from the practise ahead of the series opener the following week, and from technical assistance from new tyre supplier Toyo. Lap times tumbled into the mid 55’s demonstrating that the switch to R888 tyres was justified.

The first Mallory race meeting resulted in an oversubscribed race and a packed circuit in qualifying. Perhaps a little over-eager to find some clear air for a hot lap, Patrick Mortell ran wide at the exit of Gerrards finding the tyre wall on the opposite side of the circuit backwards at speed and shortening his car beyond repair. Jeff Holden retired with engine issues, which meant that everyone who qualified actually got to race.

Top qualifiers Alric Kitson, Mark Jessop and Phil Wilson would become familiar faces at the front of the grid and took the top spots in race one, with Arthur Gilmour, Hugh Gilmour and Jon Grimes heading up the Mk1s. Newcomer Toni Gladding’s Mk1 beached at the esses called a premature halt to the race, but not before an impressive collision between Jon Grimes and Mk2 driver Marcus Mahy left both cars in pretty bad shape. A monumental effort from the Team Rogue crew managed to get both cars patched up and rescrutineered in time for the second race, to the applause of those watching in the Paddock. Steve Lumley managed 62

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to bag himself a podium finish in the second race at the expense of Kitson who came in fourth. Other top finishers managed to hold onto their previous positions.

Brands Hatch in April was seasonally moist and most drivers erred on the side of caution in qualifying. Concerns about wet weather performance on the new R888 tyres were soon put to rest as drivers throughout the field remarked on just how surprised they were at the level of grip available. Adam Litchfield and Anthony Day claimed the first row with Arthur Gilmour’s Mk1 qualifying in an astonishing ninth place. Nearest Mk1 rival – son Hugh – was back in twenty-third!

The spirited attempt at driving four cars through a space barely wide enough for three around Paddock Hill bend shook the race order up somewhat at the start with Steve Lumley securing a closely contested lead that he would ultimately bring home. Behind him Mark Jessop and Anthony Day swapped places a couple of times before Day ran wide at the exit of Druids ended his race in the tyre wall, gifting third place to Patrick Mortell.

David Litchfield and nephew Adam came in fourth and fifth with Zac Chapman rounding out the top six. The drier conditions favouring the Mk2 cars, Arthur Gilmour took the Mk1 class win in fifteenth overall, but still well ahead of second placed Jon Grimes. Hugh Gilmour came in third ahead of Toni Gladding and father and son team David and Ben Rowe.

Overwhelming support for the first Cadwell Park double header led to too many entries for a single grid, and the MR2s enjoyed their first heats-andfinals style event. This meant that most drivers raced four times instead of the usual two – excellent value for money! It also meant that some drivers found themselves at the front of the grid for the first time, including Rowland Woolley, Alan Henderson, Rob Horsfield and John Wilson.

Newcomer Ali Topley inserted himself into second place between Mark Jessop and Steve Lumley in the first final while Jon Grimes bested Arthur Gilmour to claim his first Mk1 class victory with Toni Gladding earning her first podium finish in third. Steve Lumley claimed the top spot in the second final ahead of Alric Kitson and Phil Wilson; Jon Grimes and Arthur Gilmour’s finishing positions mirrored the earlier race but this time it was Dave Block who grabbed the third slot.

June saw the MR2 Championship return to Brands Hatch for a double header, this time in much more favourable weather. Drivers were clearly getting to grips with their cars as evidenced by nearly half the field lapping within one second of the pole time! Paddock Hill’s gravel claimed more than its fair share of victims although the implementation of snatch recovery meant that races continued unimpeded. Rob Horsfield managed to roll his car in race one but required little more than gaffer tape to continue in race two and indeed for the rest of the season! By now a Jessop / Lumley / Kitson finish to a race came as no surprise and this order was reversed in the second race to give Kitson his maiden win. Both Mk1 class results finished in a Gilmour sandwich with a Grimes filling. Notably, Zac Chapman achieved the fastest lap in race one, despite finishing in fifteenth place!

Cadwell Park proved to be just as popular the second time around, but this time cars were split into separate grids for each of the two classes - a thoughtful timetable allowed each class to watch the other race. Arthur Gilmour continued his winning streak claiming victory in both Mk1 races with Hugh and Jon taking a second and third place each. Making a welcome return to MR2 racing, Bob Howes failed to find form in the first race finishing in last place. Clearly his medication had kicked in for the second race and he led the pack chasing the lead trio.

The spirited attempt at driving four cars through a space barely wide enough for three around Paddock Hill bend shook the race order up somewhat at the start The Mk2 races finished with Jessop / Lumley / Kitson on top but a real shakeup further down the order. A first lap incident in race 1 meant retirement for Phil Wilson and Zac Chapman and a restart of the race. Adam Litchfield went on to place fourth and fifth respectively, bested by Dominic Jackson in the second race. Alan Henderson also placed highly and Matthew Marsh and John Wilson found themselves further up the order.

Donington Park had been much anticipated and with a capacity grid it didn’t disappoint. Kitson helped himself to pole position exactly half a second faster than Jessop, while Lumley struggled to get to grips with the circuit qualifying in eleventh place.

Alan Henderson, Phil Wilson, Dominic Jackson and Matthew Marsh all found themselves at the business end of the grid, some having benefited from the extra track time afforded by an impromptu all-comers race. Nick Reed gatecrashed the Mk1 party by qualifying ahead of Jon Grimes, but behind the two Gilmours. While Arthur went on to win the Mk1 class, in a nail biting finish Jon took the chequered flag just five hundredths of a second ahead of Hugh. For the Mk2 Class, Kitson was unable to hold onto his pole position, the win instead going to Jessop and Ali Topley took third – two seconds ahead of Alan Henderson.

The season finale at Snetterton also attracted more than thirty entrants. His car written off at Oulton Park, Jon Grimes borrowed Toni Gladding’s Mk1 to make a final attempt at the title. Clearly something was working for Jon as he qualified convincingly ahead of the Mk1 pack. Secure in the knowledge that he only need a few points to clinch the Mk2 title, Mark Jessop was also sporting a new car, although last minute issues meant he qualified midpack. Phil Wilson, Alan Henderson and Steve Lumley would head the grid while John Wilson and Matthew Marsh would continue their march up the order, held off the second row of the grid by Anthony Day. David Bryant would also find himself in the top ten.

Grimes qualifying form failed to hold for the race and he found himself beaten by both Arthur and Hugh in the first race, and in the familiar Arthur / Jon / Hugh order for the final race. Jessop’s form

returned as he got to grips with his new car and he finished fifth and third respectively. Lumley took the first race win from Alan Henderson, while Phil Wilson prevented John Wilson from claiming his first podium finish. Phil Wilson would go on to his maiden victory in the second race ahead of Lumley and Jessop with Anthony Day in fourth. David Weaving would also record his highest finish of the year in sixth place.

So 2008’s Champions were Arthur Gilmour in the Mk1 class and Mark Jessop in the Mk2 Class.

2009 sees the introduction of a class for the Mk3 MR2 and separate grids for the Mk1s and Mk2s throughout the season. Such is the popularity of the MR2 Championship that we were able to field four teams at this years Birkett Relay Race, and many of those who weren’t racing still attended to cheer on those who were!

August sunshine greeted more than thirty competitors at Silverstone for the Bank Holiday weekend. Patrick Mortell and Adam Litchfield made an appearance on rows one and two of the grid, displacing Mark Jessop from the usual trio down into fifth place. Under pressure from Mortell, Kitson made an error at Brooklands on lap one and a trip through the kitty litter saw him drop right out of contention. Mortell led for nine laps before succumbing to pressure from Lumley who would go on to win the race. Some frantic last minute action would see Jessop scrape third place behind Adam Litchfield and ahead of Ali Topley and Anthony Day. Hugh Gilmour would take Mk1 class honours this time out with Jon Grimes and Arthur Gilmour following. David Block got the better of Nick Reed and Toni Gladding led the two Rowes to the finish.

Oulton Park International circuit introduced the MR2 Championship to its split personality in September.

Qualifying was in extremely wet conditions with very few drivers familiar with the circuit. Two were spat off into the gravel in short order including the class leading Mark Jessop. This didn’t stop him qualifying in third place though, ahead of Anthony Day and Steve Lumley but behind Alan Henderson and Phil Wilson. The Mk1s resumed normal service with Jon Grimes between Arthur ahead and Hugh behind.

Ben Rowe found some fresh pace to qualify ahead of David Block and Steve Woolfe.

Immediately that qualifying ended we were bathed in brilliant sunshine that completely dried the circuit in time for the afternoon race. At the end of lap one a racing incident brought together the cars of Mk1 title rivals Jon Grimes and Arthur Gilmour. Arthur sustained injuries and was airlifted to hospital as a precaution, but later released. Unaware of the severity of his father’s crash Hugh claimed the Mk1 class win with Block and Woolfe filling the remaining slots. Alan Henderson claimed his first victory from Phil Wilson while Mark Jessop hung on for third.

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Front crash bar

by Terry Woodward

hen I first got my car home I decided to strip it down and waxoyl underneath the arches, inside the chassis legs and inside the sills before I put her on the road.

I knew looking at the small rust bubbles on the rear arches and evidence of previous botched repairs that I would ultimately do a full ground up re-build, but this way I thought I can use it for twelve months make sure the rest of the car is good and that there aren’t any other issues before commencing major restoration and modification.

At least I thought the Waxoyl would slow down the corrosion and let me gauge how well the Waxoyl was actually working on rust that was already evident, as according to the can, “it also kills existing rust”. In this article though we will concentrate on the front crash bar and its removal and renovation.

what it looked like after I cleared out all the debris

So first things first I put it onto the four poster (I have this luxury as my dad owns a garage, although a ramp is not essential for this kind of stuff it just makes it a lot easier if you have the facilities). I didn’t remove the front wheels which you might think is strange but the ramp jack was broken at the time and the teardrops and tyres were being replaced before it was going on the road in any case.

So first to come off were the weather shields under the arches.

While removing the main weather shield that covers most of the front inner arch (where it goes down to meet the start of the sill), as I removed it I found literally a mound of earth, twigs and general crap that gets caught and is held against the pillar/sill by the weather shield causing it to rot out. This is what was covered in the last issue, but this is 64

Removing the weather shields is fiddly but take your time as the bolts screw into plastic clips and tend to be very rusty due to their location. The weather shields are in two sections, an arch liner and a smaller piece that basically goes under the headlights. I find keeping all the fasteners/bolts in groups and

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putting them into one of the plastic divider/workshop trays you can

buy helps when you come to put it back together again (picture folder: variousmr2 re-build Picture bolt tidy) Next to come off is the front bumper, which attaches with metal brackets that have integral studs riveted into them (M6 with 10mm nuts). These are very prone to rust probably due to sitting next to the foam insert in the bumper; they are located across the top of the bumper and down both sides. The top brackets go through the front panel and the side brackets into the wings.

There is also the metal bracket that

holds the number plate and also holds the bottom of the bumper to the crash bar. It actually bolts straight into the crash bar with individual bolts and captive nuts inside; mine were very rusty and barely came out without shearing off. Working them in and out helps instead of trying to undo them in one go. If you remove the number plate bracket first, then the side brackets and finish off with the top it makes it easier to remove as it means you can hold the bumper to stop it falling onto the floor. The bumper simply wraps around the sidelight/indicators.

Now you can actually see the crash bar itself, or what’s left of it in some cases! A lot of cars may look great on the outside and otherwise be in good condition but still have knackered crash bars as 95% of it is hidden whilst on the car. I’ve heard stories of people finding this out the hard way, when they come to tow their car with the towing eye and it comes flying off through the bumper when you start to move! It’s also worth mentioning that the crash bar makes up a significant amount of front end strength hence its name.

Anyway mine wasn’t actually too bad compared to some I’ve seen, but I had a much better one on my donor car.

To take the crash bar off is relatively simple, there are two captive nuts on the chassis legs at the bottom, and two captive nuts on the bar itself that go through the top of the chassis legs and it’s held in place

PROJECT MK1 RESTORATION thing in Loctite Kurust. I’ve since stopped using this rust killer and switched to using liquid Jenolite as you get much better results.

This then left me with a nice solid virtually rust free crash bar ready for a good healthy coat of Zinc 182 anti rust primer.

with 17mm bolts bottom and 15mm on the top. Before you touch these, however, unplug the sidelights/ indicators and undo the two nuts on the back of the crash bar that hold each one in place (I left mine in for the pictures). You should be left with something like this.

strength in the event of a head on collision. The bar off the donor car looks pretty tatty but was actually structurally very sound and complete and was in much better shape internally. But to give it the best chance of staying solid I used a wire brushing wheel on an angle grinder to clean up all the loose surface rust, and a smaller wheel on a die grinder for inside the sidelight recess’s.

Then to finish the job I Waxoyled the inside of it. You must make sure and leave plenty of time for the paint to properly dry/harden though, otherwise the Waxoyl will react with the paint and leave you with a crappy horrible mess. I use a Schultz gun and compressor with an empty cleaned out schultz tin to apply Waxoyl I find using a paraffin gun doesn’t really work and keeps getting blocked all the time.

Then the next day after the primer was fully hardened, I gave it a light sanding down with some P120 abrasive paper to provide a key for the paint. Primer is porous so it needs to be painted in order to stop it from rusting again even though it’s anti rust primer. So next was a few coats of gloss black Hammerite smooth metal spray paint.

Then it’s just a case of putting it back on the car and working backwards from what you did to take everything off. I bought a brand new crash bar from Brookland Toyota in Gloucester for £128.60, expecting the one I re-furbed to be looking sorry for itself. But when I stripped it again after 14 months or so, it hasn’t deteriorated hardly at all from how it looks in the last pictures.

Note that the front skirts are also off but you shouldn’t need to take yours off to get at the crash bar.

Now you can see the difference between the one that came off and the one off the donor car (bottom)

Next to try and kill off the hard embedded rust I coated the whole

So I would say if you can find one that isn’t too bad or you can catch yours before the serious rot sets in then it’s definitely worth doing. And it’s always going to be a lot cheaper than getting a new one.

You can see that one of the corners on the original has rotted away and the metal around where it actually mounts at the back was paper thin or non existent.

You can’t really see in the pictures but internally it was also very rusty and would have provided little MR2 Only Magazine www.mr2only.com

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By Sammi Hart

There are three things that you would never think of or want at an MR2 meet.

1: Rain 2: The promise of snow 3: A Renault Clio, 1.9 diesel to drive there in!

That’s how the Saturday of the Milton Keynes meet began for me. Let me explain. The previous night had been a very sad one for me. No merry making or fun and weekend frolics for me! No...

I was sat in my living room selling my beloved pride and joy to a man I had only met several minutes before. Handing over Mert’s keys was like wrenching my cherished child from my loving arms. Not even the thought of a brilliant new MK2 project or the next day’s meet could make

me muster a smile from my ashen face. So as you can imagine, the previous evenings loss cut even deeper as I handed over 600 notes and a beaten up old Astra in exchange for the above mentioned ‘car’ – and I use the term loosely!

Still, driving 23 miles in the teeming rain to the meet wasn’t all bad. I had a CD player (it only worked with much hammering), a heater (hot or cold, nothing in between) and 1.9 litres of non turbo charged diesel engine with the pulling power of a new born lamb.

Arriving in the car park of the Caldecotte Arms I prepared myself for some heavy MR2 relief. It came in the form of a red rev 1 turbo that I had not seen before. A flash of white toothy grin from

inside the car confirmed my suspicions, Vargas had bought a new tubby. At the last MK meet Adam3442 and Oddshoes had both taken Vargas out in their tubbys for a sampler of the prowess of the turbo charged MR2. Previously Vargas had been driving a reasonably tame automatic and he came back from these sprints a changed man with a manic grin from ear to ear and vowing to have a turbo by the next meet. He had kept to his word and although still very average, his joy at now owning a tubby was evident. Vargas told me that he planned to change the sidelights for clear, get some alloys on her and put some rev 3 rears on for starters.

“The acceleration in the turbo is much more superior to the n/a. You can really feel the turbo

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kick in at about 3,500 revs, makes me grin non stop. The trouble is I keep driving everywhere with my foot down so the turbo kicks in. I put £15 of petrol in her and a long time before I got home I had to stop and fill her up again!”

Before we had a chance to have a look under the hood and ponder the workings of a rev 1 turbo the whooshing and throaty notes of more 2’s came distinctly into sound range and we listened as the culprit cars finally entered the car park. Oddshoes Jap racer inspired rev 1 turbo and gtr2dreams Jap speed endowed 2’s made us three and marked the beginning of the convoy from South Mimms services and then rounded off with Craig in his V6, Doeboy in his 315bhp rev 3 tubby, Adam3442 in his rev 3 tubby and Rob in his rev 3 zircon tubby and also winner of MR2OCs September show and shine. Also, we had unexpected guests in the form of Wibble and JJ who were down our neck of the woods to visit family and chalking up our usually non existent zircon population to a respectable two.

This was one hell of a set of cars to behold.

Beautifully subtle modifications, cleanliness and depth of thought not usually seen at monthly meets.

Rob’s car was an outstanding example of car and the pictures I had seen of this exemplary vehicle had not done justice to the quality of work and modification on this car.

Dave - Oddshoes MR2oc.co.uk Mini feature

For me, the car of the day had to have been Oddshoes rev 2 tubby. I have watched this car for the past few months and taken a lot of time to become good friends with Oddshoes. The more I have spoken to him, the more I have seen his dedication to his car and listened intently to his numerous plans. Dave is a bit different to your average 2 owner in the way that he is hilariously funny -I have the videos to prove it!

A true individual with many quirks and his car is no exception. Oddshoes has opted to go for a Jap racer inspired look. Red rimmed Super Advans, beautifully executed Orange flocked dash trim, orange sidelights, rev 3 rears, HKS high power de-mid boxed exhaust and a range of decals on his sleek black bodied car give a smooth yet defiantly different look to this ‘break the barriers of normal’ MR2. I asked Dave how this unusual look came to be.

“After achieving a totally mint stock look I really fancied doing something different with my 2. I noticed there were not many Japanese JDM style cars out there and I began to research the look and how the Japanese styled their cars. Researching the JDM look on the internet gave me all the ideas I needed to mimic the style.

The first thing I changed was the stock sidelights for the JDM orange sidelights. The next thing I did was convert the side vents into one single vent with the carbon fibre scoops. I bought the Super Advans with

This was one hell of a set of cars to behold. Beautifully subtle modifications, cleanliness and depth of thought not usually seen at monthly meets.

red rims and put them on the car and my look was well under way.

My favourite thing about my look visually is the suspension set up and how low my car sits. I also have an Aeroware spoiler to be painted and fitted and my exhaust is going to be re-fabricated along with a few more JDM goodies that I will pick up along the way.”

Later on in the meet Rob and I concocted a plan to get the others out for a run. Milton Keynes is great for some slightly aggressive driving due to the vast amounts of roundabouts and straight roads connecting them and then relaxed runs through lush green country side. So with Doeboy leading and petrol pumped into hungry tanks we headed off aimlessly driving in some breathtaking scenery and sometimes encountering very surprising and tight turns. Being car less I had hitched a ride in Adam3442’s car and were at the rear of the convoy.

After several miles of speed bumps and the sun’s departure behind the hills around us, we began to wonder where on earth Doeboy was taking us. The convoy all parked up along the side of a very narrow road with a sheer drop next to us, overlooking a picturesque golf course and some rather tidy looking sweeping roads. It was then that Doeboy informed us of his plan to see if we could get on to Millbrook Proving Ground which was literally metres away from us. We were not sure we would be allowed to just turn up but the lure of a proper track was to prove just too much for us.

Up the road and round the corner we pulled into the security gate and it was obvious that security looked a little concerned as 10 MR2s imposed themselves upon the side of the road and asked to be let in for a few laps. Unfortunately, there were no directors there to authorise us to use the proving ground and none of us had sat the one and a half hours safety passport to be able to use the track which is home to testing for some of the most top secret million pound prototypes in Europe.

At this late point in the evening we said our goodbyes and I was taken back to my Clio to begin the long drive home. Once again I had another amazing meet and saw what in my opinion were some of the best cars in our wonderful world of MR2’s. Another meet with a set of people I have come to consider as friends and choose to socialise with out side of meets. Tonight will be no different as Oddshoes and I head out for a few drinks at my local.

On the way home, I feel good again. The pouring rain and woefully slow Clio don’t seem so bad now.

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CLUB SCENE

Specification Exterior

JDM Inductors, HID 4300K bi xexox lights, Aerorare Rear spoiler (soon to be pianted and fitted), Rev3 rear light and 4 sidelight conversion, OEM mud flaps, Rev2+ Front Spiltter, Various JDM decals, Single Vent Conversion with Carbo Fibre Scoops.

Interior

Orange flocked dash Plastics, Custom Gaiters by Rhon, Momo Steering wheel, Momo Gear Knob, Short Shifter, JVC USB head unit, Auto gauage 52mm boost gauage mounted the right center vent

Rims and tyres

Super Advan 16x7 and 16x8 rims running Toyo Tr1’s 225/45 front and 245/45 rears

Chassis

Yellow billistien shocks, Tein S-Tech lowering springs, Ebaich camber Ajustment bolts, Cucso Front strut brace, Motoria Rear Strut brace, Uprated Front and rear drilled and grooved brake disks

Engine

Blitz sus Induction, Blitz Decat, Enlarged Throttle Body, HKS FCD, Samco AFM to turbo Hose, Some engine dressing, HKS Hi Power single exit Exhaust with the Mid box removed, Magicore KV8.5 HT leads, Recent engine replacement with an uprated 1.4mm comitec Headgasket other wise Stock

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TJ Minagawa’s low down on the

hose of you that have read issue 11 may remember a very special looking white Mk2 MR2 owner by TJ Minagawa from the Philippines, well we stayed in touch, and he promotes MR2 Only Mag over there, and has even had show banners made, so as such we’ve appointed him our Philippines representative.

Here is a low down of what’s been going on in the Philippines MR2 scene lately, I have to admit when I received the photos taken by his brother Sky Minagawa, particularly the group shot we’ve used above, it gave me fresh inspiration for this years meets and shows!

Without further ado from me I will hand over to TJ Minagawa, our country representative” in the Philippines

I have photos of some mr2 gatherings to share with you from recent shows and meets I’ve attended in late Sept and early Oct 2008.

Anyway here are some pictures my brother Sky Minagawa took and some brief descriptions.4. On Sunday the 5th of http://s50.photobucket.com/albums/ f307/oramismo/MR2%20ONLY%20 2/?action=view&current=17.jpg http://s50.photobucket.com/albums/

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Here is my MR2 together with my best bud’s Shelby GT500 at around 7am in the morning on September 27, 2008 for the ingress/ participants entrance to the Grand Metro Autofest held at the Silver City Automall in Pasig City, Philippines.

This is how the cars were arranged at the car show.

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October, about 14 members of Philippines’ Club MR2 decided to head South to Batangas, Philippines for its ‘breakfast run’ and photo shoot. The province is one of the top tourist destinations in the country due mostly to having fine beaches and other natural sights, its proximity to Manila the capital city, popular delicasies and products, and arguably has the country’s premier motorsport race track. In addition, it is also in Batangas where Club MR2 Philippine’s “Private Drag Strip” is located and this is where we had our photo shoot and some ‘friendly guages’ between some participating MR2s.

Here’s how my slot looked at the car show. I had some banners and stickers posted in order to not just indicate some form of ‘sponsorship’ provided, but to also highlight businesses of friends who have supported me from the start of my MR2 journey. I don’t know if it looks ok but I designed and printed an MR2 Only banner to showcase most especially the efforts of my friends at the only magazine I have ever collected - MR2 Only.

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Truth be told, Club MR2’s ‘Private Drag Strip’ is actually an industrial park with lots of perfectly paved, concrete, wide open roads where traffic can be diverted upon the instruction of its developer (a club member) to the park’s traffic and security staff members. Usually, club members enjoy the the facilities of the industrial park on Sundays or Friday evenings where traffic and pedestrians are actually no where to be found. But just the same, security and safety staff and measures are in place to ensure fun and safety are in place specially during friendly duals and demos.

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ustralian Glenn Slender is no stranger to MR2s, in fact he’s actually the founder of www. mr2.org.au having already set up forums for mk1 and mk2 Ford Escorts.

Glenn himself owned one of the 70’s cult classics the Mk2 Escort RS2000 boasting throttle body injection as a circuit car. He became acquainted with the MR2 having decided upon something more powerful. Glenn set up an MR2 forum which in 5 years has around 800 active users making it the most popular MR2 forum in Australia, all from a server running under the floor of his office at home.

Glenn’s also into his motorsport having participated in a lot of CAMS events in his RS2000 with a few class wins and a third in class for the CAMS Supersprint series in 2003.

Looking for something a bit more modern and powerful Glenn was considering a Nissan Silvia S13 when a friend of a friend of his announced that his MR2 turbo track car was up for sale. He had bought it as an unregisterable Japanese import and had fitted it with a roll cage, water to air intercooler and a decent set of wheels. When it arrived from Japan it was pretty much standard except for a big exhaust system and Tein coilovers. The paint was very rough and was faded and peeling. “One of the best investments I made with the car was to respray it in Ferrari Rossa Corso” said Glenn, a great choice in colour as you can see from the photos.

“The car is very well behaved on the track and has a LOT of grip - particularly in the rear. “

Even though the car had been fairly well stripped of unnecessary parts, Glenn went even further and

Australian Glenn Slender plans to show the big boys hows it done in h

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removed another 60Kg. A better OMP race seat was fitted and a Momo steering wheel. The interior was painted after fully removing the sound deadening material from the floor etc, which in itself is a considerable weight saving. Adjustable castor rods were fitted to the front as it came with the later model non-adjustable ones.

Glenn adds “The coolest (pun intended) mod I did was to modify a Triumph Dolomite Sprint radiator, fitted in front of the existing radiator and use it as a heat exchanger for the water to air intercooler which is in the boot. Yes there are water hoses that run all the way from the rear of the car to the front for the intercooler. The previous setup used the standard air to air intercooler as a heat exchanger not exactly designed for getting heat out of liquid”.

Whilst on a track day outing at Oran Park in Sydney Glenn’s car was suffering an exhaust leak and he was getting gassed and could hardly keep his eyes open. He also overcooked the engine that day, 130 degrees, which probably caused the ring lands to collapse on piston numbers two, oh well, as good excuse as any for a rebuild with new forged pistons and new race bearings.

Since the overheating disaster Glenn has installed Spal fans on the engine lid, removed the Tom’s snorkel and heat wrapped everything.

Matching the new engine with a new fully custom exhaust system (no catalytic converter or muffler) produces a healthy 206kW at the wheels at 21psi boost. The car is very well behaved on the track and has a LOT of grip - particularly in the rear. Toeing out the rear wheels helps the car to turn without getting snap oversteer.

Glenn plans to run the car in this years open class

done in his Mk2 Turbo competing in this years open class of Superlap

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I feel like the MR2 is a hidden supercar. It uses the same formula as supercars and is within the reach of those of us without piles of cash. It certainly brings a smile to my face. of Superlap, a kind of Time Attack event, which will be the first CAMS (Confederation is Australian Motorsport) event he has competed in in the MR2, although the car has been put through its paces, and Glenns got to know the car running in numerous organised track days.

There will be a lot of modern and expensive cars competing in Superlap (6 cylinder rear engined cars are not permitted haha) and there were no MR2 entries last year “so I hope to show some of the big boys how it’s done. I’ll show the Lotus Exige drivers where Lotus got all their ideas from” said Glenn.

Although Glenn does much of the work himself, he would like to thank Jake for his help on the dyno and also Steve from Tooling Around and Tommi Garage.

Glenn concludes “I love the power of the MR2. There aren’t many cars on the track that I come up against that are quicker in a straight line. It’s a nice change from my old RS2000.”

To see what’s going on down under in the Australian MR2 community visit www.mr2org.au and for more details about Superlap, visit their website www. yokohama.com.au/superlap.

We wish Glenn every success.

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Specification GEN2 3SGTE with forged pistons TVIS removed Custom fuel rail and injectors Hi flowed CT26 turbo Extractors Custom twin dump pipe with no cat or muffler - 3” pipe straight out of the dump pipe, under the engine and out the back in the middle.

Custom air inlet and large K&N pod filter Microtech ECU External oil filter (Z9) and cooler TRD LSD Adjustable fuel pressure regulator Aftermarket Blow off valve Boost controller Magnacore leads PWR Water to air intercooler with heat exchanger at the front of the car (modified Triumph Dolomite Sprint radiator!)

Lots of heat wrap everywhere Twin SPAL engine cover fans Tein coilovers Bomex front bar and side skirts Carbon fibre rear wing Stripped interior Momo wheel and gear knob Quick shifter 16x9 Supra Turbo wheels on the back pictured 16x7 Ford Falcon XR6 wheels on the front pictured NEW WHEELS Fronts - Mitsubishi EVO V 17x7.5 Rears - Custom Japanese 17x9

Wales of a time! hat do you get if you cross 3 days off work, Wales and a MK1, the answer is, a Wales of a time. I spent about 2 hours with the map and my trusty laptop logged onto IMOC with a question asking where are the hotspots to drive in Wales.

I had never been to Wales before so I was eager to try and drive the best of the country in 2 days!

With the help of some brilliant IMOC forum users I managed to determine a superb run incorporating the north coast, Snowdonia, Llanberis, Cardigan Bay, Black Mountains and the Beacons, here’s my route in a little more detail.

Tuesday 23rd September 2008, we are heading for Colwyn Bay, then Conwy, Llanfairechan, Carneed Llewellyn, Capel Curig, Betws-y-Coed, Penmachno, Portmeirion, Ciltalgarth, Bala, Dolgellau, Machynlleth, Borth, Aberystwyth, Devils Bridge, Cardigan Bay staying at the Webley Hotel on Poppet Sands were we had a room overlooking the bay and spent the night with a bottle of wine watching the sun disappear.

Wednesday 24th September 2008, leaving

Cardigan to Llandelio, through the Black Mountains, Twynllanan, Crai, Libanus, Llanfrynach, Crickhowell, we parked up here and had lunch in its picturesque village Abergavenny is the last main place before heading to Coleshill for an overnight stay at The Swan hotel.

We managed to squeeze in the Llanberis Pass road, wow, what an amazing drive, the Mk1 was a dream to drive, nice tight and twisty empty narrow roads I highly recommend doing this drive in the

MR2, simply stunning and the scenery was breathtaking. By the time we got back home to Durham we managed to complete 910 miles in 2 days I’ll definitely be thinking about doing this trip again next year, who want’s to come?

By Michael Sheavills

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MR2 Only Classifieds

Low Mileage 1990 Mk1 MR2

Low Mileage 1990 Mk1 MR2

1990 with 55K miles and all Mot’s. I have the service history records but there was no sevice book when I bought the car some 4 years ago.

Other than a very slight snick in 2nd gear if you rev it hard I would say the car is superb and unbodged or renovated i.e, very original and low mileage example. Mot’d till late 09 and taxed till May - Offers around £3,250 - this car must appreciate in value. 02392552298. email: bdjmpink@yahoo.co.uk

1990 with FSH, just had cam belt service and is taxed and tested for 10 months. It has done 127 K miles but runs beutifully and is in V good nick all round. £1575 ono. Please contact me on 02392552298 or my email address. email: bdjmpink@yahoo.co.uk

ITS FREE TO ADVERTISE YOUR MR2 OR PARTS FOR SALE... (Private ads only) To advertise private MR2s sales or parts for sale please email:- info.mr2only@ntlworld.com

FOR SALE - UK revision 1 Mk2 MR2 parts MOT FAILURE, DUE TO CORROSION TO REAR INNER WINGS. Engine is the 158bhp revision one model, covered approx 120,000 miles, no noticable signs of oil consumption, burning or leaking, and no knocking or rattling, recent clutch fitted, engine, gearbox and clutch, £275 All panels, interior available, please email or make an offer for any parts to:- steveb@mr2only. com

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Workshop manuals for sale

2 Genuine Toyota workshop manuals for sale one for chassis and body for Mr2 SW20 series Dec. 1989 No. RM182E one for Engine 3S-GE, 3S-GTE and 5S-FE Nov. 1989 No. RM164E (as used in MR2 Turbo/Celica) Both bought for self repair of MR2 MK2 SW20 Turbo GTS 1993 Rev. 2 (from MR2 Drivers Club) £20 for both + post.

Also 10 Litres of Pre mixed Red Toyota Long life Coolant in sealed original containers (2 off 5 Litre containers) £10 for 2 Packs + post or collection if Required.

Contact Mike on 01562 743502 or email to mb004h2916@blueyonder.co.uk

Original Toyota MR2 rev4/5 stereo Original Toyota MR2 rev4/5 stereo including radio/cassette/cd player (2 single din components) in good condition.

Also available original Toyota single din blanking plate.

For enquiries please e-mail: mario.ferraz@ hotmail.co.uk or call 02076768236.

Mk1 mr2 supercharger (1986) T-bar.

She’s done approx 130k miles (Speedo has been converted to read in miles).

It is a japanese import model and has been in the uk for 4/5yrs Standard supercharger engine. It has leather interior, is lowered 35mm and has a custom exhaust.

geometry set up done in November.

Since buying her in 2007, I’ve had her smoothed and repainted. I’ve also changed the spoiler for the higher spec one with the high level brake light.

She won the mr2 mk1 club award for best modified mk1 at JAE 2007

She’s been maintained entirely by myself and my partner since I got her with regular 6 monthly services. She was MOT’d in September, the only thing mentioned was a tiny bit of play in a rear ball joint which has been rectified.

On top of that she’s had new KYB inserts and top mounts on the front, a new water pump, dizzy cap, HT leads and lambda sensor (genuine denso) within the last year. Yellow stuff pads and

Now the not so good points . . .

Leather on the driver’s seat bolster has a small tear in it - usual place they go.

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NSF tyre will need replacing soon.

Very slight damage to the paintwork on the rear bumper.

Cosmetic damage to front – can supply pics of damage £2200 07903 818 040 or 01925 577 083