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Family wagon gets R32 power

Two-tone Polo with smooth bay

Restored 1975 swallowtail

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Our most powerful cover car to date, with twin VR6-turbo engines and over 1000bhp a pop!

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INSIDE

VW RACING CUP UPDATE

We check out how Olly Turner is doing in his Samco-backed Mk7

PLAYERS CLASSIC

One of our favourite events of the year returns to Goodwood

NÜRBURGRING 24HR

We sponsor a Mk7 Golf TCR in the gruelling 24-hour race!

£5.50

Mk1 GOLF ON CARBS

SEPTEMBER 2021

BAGGED POLO GTI

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COVER IMAGE: Nathan Leach-Proffeer ISSUE: September 2021

EDITOR

Elliott Roberts elliott.roberts@kelsey.co.uk

CONTRIBUTING EDITOR

Tony Saggu pvw.ed@kelsey.co.uk

HEAD OF PERFORMANCE ADVERTISING Sarah ‘Churchy’ Halls sarah.halls@talkmediasales.co.uk

BADLY DUBBED

We seem to be doing a lot of reminiscing at the moment, but with our 25th anniversary issue dropping next month (turn to page 98 to see what we have in store for you), I guess that’s acceptable, right? Seeing Bruce Morehouse’s Mk3 on cover this month brought back great memories of the ﬁrst Dubsport car we featured back in June 1998. Ian Birch’s twinengined lime-green Mk1 dominated the cover (who could forget the South Park-themed issue?) with its twin 16v nitrous-injected engines producing over 400bhp. That was pretty impressive stuff at the time, but when you consider just one of the VR6Ts in Bruce’s car boasts almost three-times that power output, then you’ll appreciate how far things have come and what an absolute animal this Mk3 is. What we love is that, while Bruce does have his own Instagram account (@r58vrt), he’s very much an old-skool guy who has done most of the RAD and build himself. It’s actually one hell of a story, so be sure to read all about it (p32). Elsewhere in the issue we have the usual mix of madness with hopefully something for everyone. There’s a bagged Polo 1.8T with a smooth bay (p8), an R32-converted Mk5 Golf estate (p24), plus an extremely rare Mk1 swallowtail on twin carbs (p60). We’ve also got coverage from the Players Classic show (p42) at Goodwood, the Nurburgring 24 hour race (p54), plus a round up so far of Olly Turner’s progress in the VW Racing Cup (p72). Looking at this issue, it’s hard to see how we’re going to top it next month, but then we treat every issue like it’s our birthday or worth celebrating. Perhaps that’s why we’ve been around so long. Enjoy the issue…

Elliott roberts, Editor @elliottdukeroberts EDITOR: Elliott Roberts (elliott.roberts@kelsey.co.uk) CONTRIBUTING EDITOR: Tony Saggu ART EDITOR: Lorna Mansford SUB EDITOR: Tony Taylor WORDS: Alex Grant, Graham Leigh, Jon Cass, James Wallace, Dan Bevis, Jamie King PHOTOS: Tony Matthews, Mark Rodway, Callum Stirling Nathan Leach-Proffer, Rob Schaverien ADVERTISEMENT SALES Sarah Halls: 01732 446756 (sarah.halls@talkmediasales.co.uk) PRODUCTION Katie Hollands (katie.hollands@talkmediasales.co.uk) MANAGEMENT Chief Executive: Steve Wright Chief Operating Officer: Phil Weeden Subscription Marketing Director: Gill Lambert Retail Director: Steve Brown Print Production Manager: Georgina Harris Print Production Controller: Kelly Orriss, Hayley Brown Subs Marketing Executives: Dave Sage, Claire Aspinall Afﬁliate Marketing: Kate Chamberlain SUBSCRIPTIONS 13 issues of Performance VW are published per annum UK annual subscription price: £64.87 Europe annual subscription price: £78.00 USA annual subscription price: £78.00 Rest of World annual subscription price: £85.00 UK subscription & back issue orderline: 0845 241 5159 Overseas subscription orderline: 0044 (0) 1959 543 747

Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 1959 543 747 For customer service support, please visit: https://help.kelsey.co.uk CUSTOMER SERVICE & SUBSCRIPTION ADDRESS: Performance VW Customer Service Team, Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL Find current subscription offers on our website: shop.kelsey.co.uk/pvw Buy back issues at shop.kelsey.co.uk/pvwback ALREADY A SUBSCRIBER? Manage your subscription at shop.kelsey.co.uk/site/loginForm DISTRIBUTION Distribution in Great Britain: Marketforce (UK) Ltd, 3rd Floor, 161 Marsh Wall, London, E14 9AP Tel: 0330 390 6555 Distribution in Northern Ireland and the Republic Of Ireland: Newspread: Tel: +353 23 886 3850 PRINTING William Gibbons & Sons Ltd CLASSIFIEDS Tel: 0906 802 0279 (premium rate line, operated by Talk Media Sales on behalf of Kelsey Publishing Ltd. Calls cost 65p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday-Friday, 10am-4pm) Email address: cars@kelseyclassiﬁeds.co.uk For all transport titles, you can also view and upload ads via www.motorfreeads.co.uk Kelsey Classiﬁeds, Kelsey Media. The Granary, Downs Court,

Yalding Hill, Yalding, Maidstone, Kent. ME18 6AL CONTACT US Editorial: pvw.ed@kelsey.co.uk Kelsey Media 2021 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties. Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit https://www.kelsey.co.uk/ privacy-policy/ . If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Ofﬁcer at dpo@kelsey.co.uk. Kelsey Media: www.kelsey.co.uk Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL ISSN: 1364-2502 Part of the Fast Car Entertainment Family: www.fastcar.co.uk

September 2021

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24 REGULARS 019 049 071 072 074 076 081 084 086 088 096 098 4

NEWS POSTER BACK SECTION MOTORSPORT BACK ISSUES TUNERS’ CARS OUR CARS EVENTS DIARY RELOADED THE REWIND CLASSIFIEDS NEXT MONTH

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FEATURES 008 SINK THE PINK It’s like Barbie has spent a heavy night in Wetherspoons, necked a few Jägerbombs and snogged some strangers only in Polo GTi form…

024 EVERYTHING EVERYWHERE Ryan Castleman’s Mk5 estate may be packing a world-first engine, but this is more than just a power game. This guy wants it all…

032 MACHINE LEARNING Bruce Morehouse’s 2100whp twin-VR6T GTI has the world’s fastest Volkswagens in its crosshair.

054 KRUSE MISSILES When we were offered the chance to sponsor one of the Max Kruse Racing Mk7 TCRs in this year’s Nürburgring 24-hour race we naturally jumped at the chance.

060 RARE OF THE YEAR How do you top an immaculate, series 1 VW Golf? For Richard Stringer, the answer lay in this 1975 Lofoten green swallowtail.

NEXT ISSUE ON SALE: 20 AUG

072 MAKING MOVES After a great start to the season for Olly Turner the VW Racing Cup moved to Castle Combe and Brands Hatch…

TECH

068 10 MINUTE TECH

Ever thought there was more to modern engine oil than an expensive price tag and funny codes? We discover exactly what

076 CRAZY GOLF The HP Tuners Europe team are getting down to it; dishing out some serious mods on their Golf R. So, where does a leading ECU-whispering outfit start the upgrades? Where do you think?

SHOW 72

044 GOODWOOD FESTIVAL OF SCENE Players Classic has become the London Fashion Week for the modified car scene. We duly popped along to see what’s hot and let our hair down September 2021

Performance VW

SINK THE PINK It’s like Barbie has spent a heavy night in Wetherspoons, necked a few Jägerbombs, snogged some strangers and then got herself an ASBO and an STD whilst ﬁghting over a Doner Kebab, only in Polo GTi form… Words: Jimbo Wallace Photos: Tony Matthews

ebellion is a refusal for the obedience of order. Why settle for the accepted norm when you can choose something others won’t abide by? As Alex Freeland once famously penned, “We Want Your Soul.” While the war for our minds and surveillance capitalism monitors our every consumer action, there’s still space to express ourselves through automotive culture and make choices that are truly independent of ‘the system’. There’s no need to buy the latest model, the newest version or the latest release because car culture has always, and will always, revere the retro, celebrate the creative and eulogise the unconventional with a flair for spannering, welding and painting. Take Aaron Hews for example, he ain’t no sheep and he definitely hasn’t followed the flock with his 9N3 GTi. Aside from the fact that you hardly see any of the 1.8T 20v powered Polo GTis on UK roads nowadays, his ongoing style and performance upgrades have resulted in a car that really challenges everyone’s perceptions of the norm. To be yourself in an increasingly targeted world is becoming ever more difficult, but we reckon Aaron has smashed it with this metrosexual modified machine. What’s really cool about this build is it’s almost entirely produced in the unit that he shares with his pals. “My mate Ron built the Mk1 Caddy with the VTEC engine in that you featured a few months back,” Aaron explained. September 2021

Aaron’s earliest memories of being around cars stem from his parents who ran a garage near Barnstaple when was a nipper. He’s still only a spring chicken now at 26, but he has gained much automotive wisdom, “I quickly realised that German cars were the ones to have, particularly Volkswagens! I think I’ll always own German now. I guess when you grow up around inﬂuences like mine it’s really hard to resist.” Having passed his driving test, a Polo 6N2 found its way onto the drive, where Aaron started to get a taste for the stance vibe. “It was an alright car, nothing special really, but I lowered it and made it my own – y’know how it is when you start out – any car is great.” Having made that into a GTi rep, It wasn’t until 2013 that he took delivery of this one lady owner, completely standard, 32k from new 2006 9N3 GTi as a natural progression up the VW performance ladder, “Seems almost a shame that I got my hands on it and f*$%ed it right up,” chuckles

Aaron. “Really though it was when my mate put his VTEC engine into his Caddy (PVW April ’21) I knew I needed boost to try and keep up,” Aaron laughs. One things for sure, it’s no slouch now thanks to, “a couple of lads from Birmingham remap”, a RamAir induction kit and an Airtec intercooler out front that nets a seriously impressive 248hp and 300ft/lbs of torque when those 185/35 and 195/40 x 17" Nankang NS-2s allow it to hook up. Still, we’re getting ahead of ourselves there, the build started with a few subtle tweaks to what was once a Tornado Red GTi, Aaron using it as his daily driver for a couple of years, dropped sensibly on some coilovers and a set of 17” BMW Tiger Claw wheels. He seemed pretty happy with the point and squirt hot hatch, but all the time his car show attendance was increasing as he started venturing further aﬁeld with those pesky “unit mates” to embrace new trends – a quick glimpse at his Facebook page conﬁrms they certainly know

TEC into V a t u p te a m y m n e h "W d e e n d I' w e n k I y d d a C is h " im h h it w p u p e e k to r e rd boost in o

Performance VW

how to party. Nonetheless, with a built not bought mentality ﬁrmly nurtured between his peers, the car soon morphed into more of a project than he probably bargained for. “A set of RH ZW2 wheels came after that, but something still wasn’t quite right about the car,” Aaron surmised, continuing, “It needed more lows to bring it to life, so I bought and installed an Air Lift V2 air ride kit in my garage at home. I’d never attempted anything like that before so it was a steep learning curve, but it completely transformed it and made it look 100 times better.” But there was more to come in Aaron’s whirlwind world of upgrades, and his ‘unit fwends’ were always a constant source of bad inﬂuence and good ideas. After a short year on the RH wheels a dream set surfaced for Mr H in the form of those 8 and 9x17" BBS RF wheels – now complete with anodised purple hardware and a set of the uber tough upstepped Schmidt Radinox stainless dishes. However, big things were ahead.

September 2021

ajor m e m o s ll u p to d e d e e n "We ck camber in order toatu s" e h rc e th in h it w ls e e h the w

“Because those wheels were extremely ‘pokey’ we needed to pull some major camber on the back end to tuck them within the arches, and when I needed a couple of new rear bags a Rayvern hydraulic install came up at a price I couldn’t refuse. It just made total sense to get the stance I wanted and pull those wheels in.” Now juiced and rocking the rims he’d always wanted, things were looking fresh. It wasn’t until Aaron got himself a daily driver (Mk6 Golf GTD) that the Olop really started taking shape. Things started to get 12

Performance VW

very serious indeed when he opted to shave and smooth the engine bay - rerouting, tucking and deleting as much excess plumbing, wiring and componentry as possible with plenty of tea and late nights spent at the lockup. “We put the battery in the boot, lost loads of loom and even relocated the ABS pump by running new brake lines front to back to tidy up the bay that little bit more, it was a slog and progress at the start was painful, but it was totally worth it.” Cleaning up a 20vt is no easy task given the mass of sensors, wiring

and plumbing throughout, but when backed up by that Rubystone red paintjob in the bay this is one BBU lump where the K03s turbo most deﬁnitely lives up to its eye searing surroundings – it’s hot with a capital F and as Aaron rightly points out, “It’s not a bad job for a bunch of pissheads in a shed.” With a little bit more practical knowledge and on the job training under his belt Aaron went to just three shows before deciding he fancied a switch up. “I just got fed up with the red and decided a full repaint was in order.”

DUB DETAILS ENGINE: 1.8T (BJX) 20 valve, RamAir induction kit, K03S turbo, Wagner Intercooler, standard injectors, couple of lads from Birmingham remap, Full stainless turbo back exhaust system, full wire tuck and smoothed bay painted in Rubystone Red CHASSIS: 16” BBS RFs stepped upto 17” with face-mounted stainless steel Radinox dishes, 185/35 and 195/40 x 17" Nankang NS-2 tyres, Rayvern Hydraulics system, Marzocchi pump EXTERIOR: Fully refinished in RAL Pink, Gloss black Honeycomb lower grilles, Bluemotion splitter, front plate recess delete, side skirts colour coded, rear valance colour coded, custom rear plate recess, smoothed bootlid, 6R style rear lights, Lupo Open Air roof conversion, pop out 9N rear windows, carbon fibre wing mirrors INTERIOR: Full Mk5 Golf GTi interior, carbon fibre interior trims SHOUT: All the boys down the unit – Roy, Ken, Matt. Any of the suppliers who have helped me out over the years. My family for not thinking I’m nuts

WHAT’S WITH THE LLAMAS?

They’re Alpacas you divvy and they’re part of the Hews family that live in the garden. Aaron’s family have kept them for years so they’ve become accustomed to seeing the car and also favour RamAir induction kits as a regular part of their diet.

That’s when a fresh coat of orange was applied, again largely thanks to the “Violent crew” as they shall now be known. Pretty content with his lot, Aaron went on to crush the whole of the 2019 show season in this guise before he started to get an itchy trigger finger and fancied hitting Ultimate Dubs 2020 with a complete makeover once again. This time though, it was to be influenced by unicorns, My Little Pony and flashbacks of a misspent youth watching Care Bears and Trolls – or perhaps we just made that bit up? September 2021

“Everyone told me I didn’t have the balls to paint it pink, which only made me want to do it even more. I found a RAL colour chip that wasn’t too bright and knew straightaway that was it.” While they were at it the lads also went to town smoothing out the front plate recess, colour coding the side skirts and rear valance and ﬁtting the honeycomb lower grills with a Bluemotion lower splitter. At the rump the bootlid was completely smoothed and a custom rear plate recess was grafted into the bumper to perfectly complement those 6R style rear lights. The eagle-eyed Polo

pervs will no doubt have clocked the pop rear windows as well, which are apparently like hens teeth as all 9N owners lust after them. To the untrained eye this Olop might just look like a project of frivolous extravagance, but there’s years of development, time and hard graft behind that extrovert paintjob. Hell, after UD 2020 Aaron even decided to graft in a Lupo Open Air fold back roof, “I let Ron cut the hole out for that one though,” so that onlookers could get an even better glimpse of his Mk5 GTi interior, “I’ve had loads of fun with this car and we deﬁnitely don’t take the whole

‘scene’ thing too seriously. Were it not for Ron, Ken and Matt there’s no way this car would be where it is and I literally can’t wait to get back out there and start showing off again.” So, there you have it. A home brew Polo that’s had almost every job bar the remap carried out by a bunch of pissheads in a shed. What’s not to love about that? If it’s a case of the smallest details make the biggest impact, this Polo is all about showing off its pink bits, and as Aaron quite pragmatically recognises, “It’s okay not to like it, not everyone has good taste.” Q

h of c n u b a r fo b jo d a b a t o "It's n pissheads in a shed!"

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VW Arteon | Front Kit #78522 | Rear Kit #78664 | FLO Arride Billet Tank #15224

For those who think a little lower

Legendary Air Lift Performance Air Suspension and state-of-the-art Performance 3 control, now with FLO Airride billet air tanks. Visit: airliftperformance.com to build your perfect system

INTRODUCING FLO AIRRIDE BILLET AIR TANKS You may already know this, you may not, but earlier this year air suspension gurus Air Lift Performance snapped up air tank manufacturer FLO Airride. Why is this important? Well, because it now means the stunningly crafted FLO Airride machined billet air tanks that adorn many a cool-as-fuck truck builds Stateside are now finally available in Europe... and in most cases straight off the shelf. FLO Airride, founded in 2016 by Mike Alexander and Tim Dunaway, has a reputation for excellence within the lowered truck market, specialising in quality air tanks specifically for users of air suspension. Under the move, former FLO Airride-owner Mike Alexander has also moved over to Air Lift Performance as the Group Brand Manager. He shared with us: “I’m very excited to take the FLO brand to the next level and to be official members of the Air Lift Performance family. We’re very much looking forward to seeing this product line expand and be readily available worldwide.” So what’s so special about these tanks? The FLO line of modular billet tanks is specifically designed for the air suspension aficionado and installer seeking the highest-quality parts that are completely customisable. They feature a custom brushed tube finish with machined end caps and each billet end cap offers port configurations suited for the majority of setups, available in 18, 24, and 28-inch lengths. One of the most unique features is the built-in perimeter end cap mounting options, with 360-degree rotatable billet mounting feet included. Crafted from high-grade 6061-t6 billet aluminium in the US of A, these things are pretty much bomb proof, in fact you’ll probably never need another air tank again. PRICE: From £270 CONTACT: www.airliftperformance.com

TANK FEATURES

• Brushed tube ﬁnish with machined end caps • Threaded end caps creating unique look for customised setups • Each billet end cap offers port conﬁgurations suited for the majority of setups • Two 1/4-inch NPT, two 3/8-inch NPT, and • One 1/8-inch NPT end ports • One 1/8-inch NPT drain port • 225 PSI pressure relief valve installed • Includes two mounting brackets and hardware • Available in 18, 24, and 28-inch lengths • Construction and design suitable for 200 PSI Max Air Pressure • Air Lift 1-year warranty and customer support

FROM

£270

September 2021

WHAT'SNEW

VANTASTIC

Volkswagen Commercial Vehicles have now officially launched new styling packs for the T6.1. The Sport20 styling packs, available in 12 different specifications on both SWB and LWB versions of the Transporter, include combinations of front and rear bodywork accessories, and a range of alloy wheel options. The entry-level T-Sport20 pack, priced at just over £1,400, includes an ABT front lower spoiler, rear spoiler, matt black side bars, and roof rails. The headline specification, priced at £2,188, includes an ABT front lower spoiler, rear spoiler, side bars, roof rails, 20” matt black alloy wheels and offers -30mm lowering. The accessory kits are available in 14 different colours to match the T6.1 options: from Ascot Grey to Starlight Blue, and Bay Leaf Green to Fortana Red. The T-Sport20 styling packs can also be added to the Highline specification of the Transporter T6.1.

Paul Anderson from VCV, told us: “The Transporter has a rich heritage dating back over 70 years, with a reputation not just for getting the job done, but for doing so in style. The T-Sport20 is the ultimate accessory for

TOURING STAR Some styles never go out of fashion, and you are looking at a bonaﬁde classis right here, the motorsport inspired Rotiform DTM - which we’ll assume stands for Deutsche Tourenwagen Masters (aka the German Touring Car Masters) or maybe it’s ‘Damn Tasty Metal’? Yeah... probably the latter. Now, this may be a classic, but that doesn’t mean that Rotiform haven’t brought it bang up to date with ﬁne lines and the all-important centre lock style hex nut. More importantly though, this 5x120 20” rim offered in an 8.5 or/and 10 for that staggered set up boasts a whopping 997kg load rating, so it’s even good for a well packed T32. So what are you waiting for? Murray Walker style get to it and “Go! Go! Go!” PRICE: £1285.00 (staggered set up) CONTACT: www.rotiform.com

MONTECARLO OR BUST The Montecarlo is a classic style top grain leather steering wheel featuring black triangular spokes inspired by the famous MOMO Gran Turismo steering wheel. Although classic in its looks, the anatomically shaped grip is nothing but modern. Available with in a choice of black horn button with black stitching, red horn button with red stitching, or yellow horn button with you guessed it...yellow stitching. PRICE: £246.00 CONTACT: www.momo-uk.co.uk

Performance VW

those who want to make their T6.1 stand out from the crowd and add a sporty edge to their pride and joy.” PRICE: From £1400.00 CONTACT: www.volkswagen-vans.co.uk

Got a product, service or offer you want our readers to know about? Email: pvw.ed@kelsey.co.uk with all the details and we’ll make it happen

SEAL THE DEAL

Another addition to Sealey’s comprehensive range of Premier Hand Tools, is their new AK7938, 50 Piece Insulated Tool Kit. They are made from hardened and tempered Chrome Vanadium steel and the sockets and accessories come chrome plated for resistance to corrosion. Each component is fully insulated to VDE and EN 60900 standards to protect from electric shocks up to 1500V DC and 1000V AC. Key features include a 45-tooth ﬂip reverse comfort grip ratchet wrench with push-button quick release, hex sockets, hex socket bits, extension bars, T-bar, open-end wrenches, pliers, cable knife, voltage tester, nut drivers, screwdrivers and hex keys. Better yet, this set comes supplied in a storage case with a pull along handle making it easy for use on the move. PRICE: £276.00 CONTACT: www.sealey.co.uk

GET SPRUNG

Performance Parts RFT (PP RFT) is delighted to announce that it has become UK distributor for Apex Springs. The Surreybased company is already well known as the UK importer of Koni Shock Absorbers, as well as being a distributor of Ferodo performance braking products and this new addition to PP RFT’s product offer beautifully complements its existing ranges. The renowned Dutch company has been manufacturing OE quality replacement and lowering springs since 1984 and has over 300 applications in its lowering spring catalogue. PRICE: POA CONTACT: www.koniuk.co.uk

NICE SUSPENDERS

BRAKES DIRECT BC Racing has just released its RM-MA coilover kit for the B8 Passat and, priced at £999, it sounds like something of a bargain to us, especially when you factor in what you get. The adjustable coilovers not only feature damping and ride-height adjustment, but also come with pillow ball (rose jointed) upper mounts, camber adjustment and corrosion protection. For more details, head over to www.bc-racing. co.uk now. PRICE: £999.00 CONTACT: www.bc-racing.co.uk

CLEAN ME

APR Direct Replacement Brake Discs and Pads are a plug-and-play upgrade for your factory brakes. They provide reduced brake fade, improved brake consistency, and excellent modulation, especially during repeated consecutive braking applications or spirited driving. The discs have improved resistance to distortion, warping, and cracking at high temperatures. They pair perfectly with the APR Direct Replacement Advanced Street Pads, and provide a no-compromise solution for spirited daily driving. These kits ﬁt most 2005+ VW Golf/GTI/R, Audi A3/S3 and similar platforms. PRICE: POA CONTACT: www.goapr,com

durable and high-grade polyester and measures 60cm in width, 30 cm in depth and 30 cm in height. The interior lining is made of softshell waterproof fabric, with configurable internal dividers to suit your specific set up and can easily hold any dual action polisher. The large embroidered front pocket is perfect for storing all your microfibres and detailing accessories. The two side pockets contain three elasticised holders, which are designed to safely hold 250ml and 100ml bottles. The rear of the bag has a large general-purpose pocket, with a zip closure that runs the width of the bag. All this for £49.99! PRICE: £49.99 CONTACT: www.gtechniq.com

September 2021

WHAT'SNEW STRICTLY STATIC

FULLY CUSTOM

StillStatic has just added H&R Deep Coilovers for the Mk8 Golf platform to its website, which are intended to ﬁt the GTD, GTI and Clubsport models and will reduce ride height from 40-75mm at the front and 45-80 out back. There are kits for cars ﬁtted with or without adaptive damping (cancellation kits may be required) and prices start at £1194.99. You can obviously expect the usually quality and ride that’s become accustomed to running H&R products, but with the added bonus of extra lows. PRICE: From £1194.99 CONTACT: www.still-static.com

YOU LIFT ME UP

American ﬁrm, Eurowise, has just announced its 2.5” lift kit for the 2002-2010 VW Toureg and Porsche Cayenne. Machined from 6061 aluminum solid block, Eurowise claim these lift kits will never wear out or fail. Topped with a rubber dampening gasket to ensure no noise from metal to metal contact after installation, this is a direct bolt on lift kit that installs over the top of the OEM Struts on (coil suspension only). It’s said to be a very straight forward installation process that requires removal of front and rear strut assembly and bolt on installation. PRICE: $335.00 CONTACT: www.eurowise.com

ULTIMATE POWER APR claims its new full carbon ﬁbre intake system for the Audi S6 and S7 (C8) 2.9T EA839 is the ultimate intake upgrade for the Audi S6 and S7 (C8) as it ﬂows 33.5% more than stock, reduces pressure drop, and improves linearisation across the turbos. This directly translates to +23 AWHP and +21 AWFT-LBS of torque making this a simple upgrade for more power you can feel. You’ve only got to look at the photos to realise APR really mean business with this one. APR claims this is a full upgrade as it replaces all of the intake components from the inlet scoop all the way to the turbo inlets. This is extremely important as focusing on the airbox alone does not address the main restrictions found in the factory intake system. For more details head over to www.goapr,com PRICE: $899.95 CONTACT: www.goapr,com

Performance VW

Dubwheels Custom Restoration have been producing custom wheels since 2013, but it was its custom three-piece Sebrings that caught out eye recently. To give you can idea of cost, the Bulgarian ﬁrm can produce a similar set of 8x17” (ET21) 4x100 57.1mm wheels for 1750 Euros (plus postage). It can also produce replacement Sebring centre caps (for your OEM wheels) or fully custom items. Despite a slight language barrier, it really does sound like the sky is the limit here as to what these people can produce. Check them out on Instagram. PRICE: From 1750.00 Euros CONTACT: @dubwheels_custom_ restoration

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in transplant, but ra et iv dr d an ne gi en t rs be packing a world-ﬁ ay m te ta es k5 M vis Photos: Matt Clifford ’s Be n an Da m : le ds or W l… al Ryan Cast me. This guy wants it ga er w po a st ju an th e or this is m 24

Performance VW

he world has changed, and there’s no turning back. Whereas mankind was once satisﬁed to have progress drip-fed like a hamster’s water bottle, we now need to have everything, immediately, all at once. Look at how television has evolved thanks to streaming technology: back in the nineties, if there was a series we wanted to watch on one of the ﬁve channels we had access to, we’d settle in for a half-hour episode at a set time one evening, then wait a week for the next episode. (And if the phone rang, you’d miss it.) Today? The whole thing’s available to binge in one go. And when your favourite band

released a new single, it might have appeared on two CDs, a cassette and a 7”, each with different B-sides, and you’d have to try out various shops to collect all the formats; nowadays you’ll have the whole bundle ready to stream from a single click. Your fridge can text you when you’ve run out of milk, Amazon will bring you more in a same-day delivery, and your doorbell will video it arriving. All of this right-here-right-now culture has had an interesting effect on the modifying scene. We’re not talking about timescales here, but rather the notion of completeness. Look at the Golf estate spread across these pages – there’s no taster-menu approach here, it’s not a gentle project that’s been

treated to a smattering of choice upgrades. No, this car has received it all, no stone has been left unturned. Its owner and creator, Ryan Castleman, has streamed the entire series of ‘How to take a mundane Golf and make it awesome’ in one hit and force-fed it all into the unassuming wagon. He refers to it as a Jetta estate, and that’s fair enough; Volkswagen themselves sowed a few seeds of confusion at this model’s inception. The estate version of the Mk5 Golf appeared quite late in the life-cycle, because initially VW assumed that the Golf Plus and Touran would jointly ﬁll the gaps. But when consumers realised that the Golf Plus was essentially just a Golf for people in tall hats

September 2021

Performance VW

and perhaps the extra space might be more usefully positioned round the back, a new version was developed which was basically a Jetta estate – it had the Jetta nose and front doors, and it was indeed sold in the US market as a Jetta SportWagen. What we’re getting at is that this is an interesting curio in the Golf back-catalogue. It was also a car that was offered to market as something functional rather than exciting, an everyday slogger for families instead of anything particularly aspirational. But Ryan is an offbeat thinker. He had plans for the overlooked station wagon. And there were to be no half-measures here, this chap was fully committed to the idea. “I wanted a family-friendly car, and I’ve always thought estates can be amazing when done right,” he reasons, and there’s little room for argument

there. “This car was completely standard when I bought it back in 2013; it was a basic-spec Bluemotion, running a PD105, in Red Spice.” Perhaps not a very exciting prospect at ﬁrst glance, aside from the saucy colour, but this was never destined to remain a low-powered family plodder. Sure, it had been purchased with practicality front-and-centre, but for a dyed-in-the-wool modiﬁer like this, there’s never any chance of things being left alone. Ryan had plans right from the start. And this is hardly surprising, given his upbringing: “My dad has always had a range of classic cars,” he explains, “so from a young age I was brought up around them. Due to my ingrained love of cars, I trained as a mechanic and have been modifying them ever since.” It's fair to say he’s been doing exactly that with gusto, and no small amount of skill. It

probably isn’t too much of a spoiler (since your eyes have no doubt already flitted to the engine bay shots) to point out that this Mk5 estate is now running a full R32 engine swap along with the 4motion setup, and that’s a ballsy move with what was once a base-spec 2WD 1.9 TDI load-lugger. Almost certainly a world-first, in fact. But shoehorning in a fat six-banger wasn’t the nascent gameplan. “No, initially I wanted to get as much as I could out of the original PD105,” he says, very much being a man up for a challenge, “but ultimately that was too much for it and I ended up going through three engines! The final time this happened, we were en route to Wörthersee and it let go somewhere near Stuttgart; during the two days it took to recover the car back home, that’s when I decided to do the R32 swap.” Well sure, it’s a perfectly logical response

"I wanted a family-friendly car, and I’ve always thought estates can be amazing when done right"

September 2021

isn’t it? And being part of the everythingeverywhere generation, simply bolting in the motor and seeing what happened would never be enough. Ryan wanted to go through the whole car, and turn it into what an R32 estate would have been, had Volkswagen had the chutzpah to create such a thing. “Once the car was back from Wörthersee, I have to admit I ignored it for a while and basically left it to rot until I built up the willpower to start all over again,” he continues. “But when the motivation returned, I started searching around for a full donor R32; I wanted to be sure that I had everything to do the job right rather than buying parts separately. The actual conversion only

took a few months, although it all ended up escalating when a full respray happened along with other modiﬁcations, meaning one thing led to another. The massive 10-pot brakes didn’t clear the wheels, which then needed spacers, and that meant wider wings…” Yep, it’s the snowball effect of mission creep, we’ve all been there, but Ryan’s insistence on perfection meant that everything had to be properly addressed. The engine appears accurately native in the bay because he’s gone to great lengths to make it look as good as it goes – and with a custom exhaust system, Forge induction, and of course the entire R32 loom to keep it all kosher, it really does go… particularly since he’s grafted in

the full AWD setup too. It truly is a full R32 stuffed inside a station wagon. The interior has been wholly made over to suit, there’s no poverty-spec scratchy cloth here: up front we ﬁnd RS4 Recaros, with a leather R32 bench out back, and a tasteful retrim has brought all sorts of Alcantara to the party. There are Hertz speakers everywhere and proper sound deadening throughout, and the car was a nonclimate model so he’s grafted in the climatecontrol from a Mk6. A comprehensively premium experience as he grips that Mk6 GTI steering wheel and points the Jetta-shaped nose toward the horizon. We love the ‘go’, but you’ve also gotta have the ‘show’, and Ryan’s expertise and creativity

"I wanted to be sure that I had everything to do the job right rather than buying parts separately"

Performance VW

DUB DETAILS ENGINE: 3.2-litre 24v R32 VR6, custom exhaust system, Forge carbon induction, Bentley oil cap, full R32 loom, 6-speed manual, 4motion AWD conversion CHASSIS: 9x18” (front) and 9.5x18” (rear) Audi A8 winters – custom-built into 3-piece split rims, refurbished by Dan at Wheel Unique and fully polished, 225/40 Yokohama Advan tyres, HP Drivetech bags, Accuair e-Level with VX4 manifold, Tarox 10-pot front brakes EXTERIOR: House of Kolor Burgundy paint, SRS-TEC front wings, USDM front grille, Edition 30 front splitter, Mk6 Jetta estate rear bumper, custom sideskirts, smoothed high-level brake light and aerial INTERIOR: Audi RS4 Recaro seats, R32 leather rear bench, full retrim with Alcantara headlining and pillars, Mk6 GTI steering wheel, Mk6 climate-control conversion, Kenwood double-DIN head unit, Hertz speakers throughout, fully sound-deadened SHOUT: “Thank you to the boys - Dave, Harrison, Pat and Mikey. My wife for dealing with me when I go wayyyyyy over budget on everything. Steve at Paintworx Loughbrough. And Dan at Wheel Unique.”

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September 2021

"It gets used for a variety of things, including as a daily-driver and as a show car" continues to nourish our fevered hunger. Yes, he’s turned the estate into a properly rapid street weapon with the cabin to match, but the way this thing cruises down the street and sits itself down on the showground is just as vital a piece of the puzzle. So the Spice Red has made way for a full repaint in House of Kolor’s own delicious Burgundy, its candy shimmer accentuated by a smattering of tasteful details. The USDM front grille is a classic upgrade to seamlessly lose the plate (and we love that it’s wearing a Bluemotion badge, cheeky boy), and if you’re trying to place that rear bumper, it’s a Mk6 Jetta item. Ryan’s added an Edition 30 splitter and custom sideskirts as well as smoothing off the high-level brake light and the aerial.

Performance VW

And the aforementioned need for wider front wings? It was SRS-Tec to the rescue there, the quality fit-and-finish thoroughly in-keeping with such a thoughtful and considered build. This naturally brings us to the question of stance. HP Drivetech bags is the tech here, working with Accuair e-Level and a VX4 manifold, and it’s what’s filling those tarmacadjacent arches that’s been blowing people’s minds on the show scene. You’re looking at a set of Audi A8 winters, in themselves a very cool design, which have been converted into three-piece split-rims in staggered widths; Dan at Wheel Unique was the man on the refurb, and the polished aesthetic is a proper show-stopper. “The car gets used for a variety of things, including as a daily-driver for the family, days

out, and as a show car,” Ryan grins, evidently justly proud of his sublime creation. “I know that whenever I jump in this wagon it’ll put a smile on my face, and I’ve ﬁnally got to a place where exterior-wise it doesn’t have to be totally perfect, so that means I can drive it how it was meant to be driven.” Good man, that’s what we like to hear. And if these rumours we’ve heard about building an R30T for it come to fruition, it sounds like there are plenty more adventures to be had. It’s a thoroughly modern build for a demanding world – everything addressed with laser focus, a full mechanical and stylistic download into an unassuming package. Because why should we settle for less when we can have it all? Q

ark your nostalgia for a moment and consider this; the 2020s might just be the golden era for performance tuning. Stood on the shoulders of a century of automotive R&D, we’re living in an age where genuinely fast cars are as accessible as they are diverse from supercar-baiting modern hot hatches to engine-swapped classics and with every shade of grey in between. Just when you think you’ve seen the limits, along comes something to shake your expectations at their foundation. 32

Performance VW

The headline stats behind Bruce Morehouse’s GTI could almost be mistaken for a typo; 12 cylinders, two huge turbochargers, 2,100 horsepower and (quite likely, by the time you read this) at least one world record too. Performance which would have been unachievable a decade ago, and unimaginable when the seed of inspiration was planted while he was growing up in Sarasota, Florida, back in the early 1990s. “It all started in high school,” Bruce tells us. “All the rich kids had Mustang GTs and that sort of stuff, but I could never afford to get

into one of those cars. I was working after school selling newspaper subscriptions door to door, so my ﬁrst car was a 1982 Rabbit diesel. I got into Volkswagens because that was all I could afford, but I’ve always had one since. Once you get into a football team, that’s your team for life.” The Rabbit’s lack of cylinder count was a short-lived disadvantage. Bruce was training to become a mechanic, and a friend’s Dad happened to have an ’85 GTI specced for SCCA Road Racing, plus a stack of Volkswagen magazines to get his imagination going. Having

MACHINE LEARNING

After 20 years exploring the ragged edges of mechanical fatigue and evolving engine technology, Bruce Morehouse’s 2100whp twin-VR6T GTI has the world’s fastest Volkswagens in its crosshair. Words: Alex Grant Photos: Nathan Leach-Proffer

sourced a wrecked Jetta GLI for its 16-valve engine and some carefully-chosen parts to help liberate a few more horses from it, the featherweight Rabbit quickly gained a talent for taking the local pony population down a peg or two. At least until he found something more challenging to get his teeth into. “Where I grew up there was a 3/8-mile oval track, and they would hold NASCAR-style races with a class for four-cylinder cars – Toyotas, Dodges, stuff like that. Most of them were rear wheel drive, but I built a Mk2 as a circle track car, and I’d become so good at

building fast Volkswagen engines that I put it into the winners’ circle many times. I did that for about ﬁve years.” Of course, technology was moving on the meantime. By the late 1990s, a 16-valve swap wasn’t as close to the top of the Volkswagen performance food chain as it had been, and Bruce was keeping an eye on Mk3 GTI prices with plans to add a couple more cylinders. The VR6 was beginning to make big power more accessible, but would also require a different sort of track to show its full potential. “I got into drag racing when the turbos

got real big and you could get a VR6 up from 178hp to 350hp,” he continues. “It would have been back in 2000 or 2001 that I bought this car, as a stock Surf Green 2.0litre GTI, and put a supercharged VR6 in it. Then I swapped that for home-made turbo conversion with DTA engine management when that came out, and ﬁnally added an SQS gear kit. That made it a ten-second front-wheel drive car. It was really fast.” However, so was the pace of change in his own life. Momentum slowed while he started a family and, by the time drag racing had September 2021

Performance VW

&VYGI GYX SYX XLI IRXMVI ƥSSVTER MR SVHIV XS QSYRX QSWX SJ XLI JVSRX SJ E 1O :6 +SPJ [LIVI XLI FSSX SRGI [EW become an itch worth scratching again, the Golf wasn’t competitive enough to just pick up and carry on with. Front-wheel drive was already its biggest sticking point, powertrain technology had moved on again, and there was a nagging temptation to part it out and buy a V8 instead. But it wasn’t nagging enough to lure him away from reading up on twin-VR6 monsters like DubSport’s ‘Big Dub’ Mk3, and the Biox Performance Lupo, nor the engineering curiosity that came with taking the same path. For all the guidance he could lay his hands on, this wasn’t a job to be taken lightly. Bruce cut out the entire ﬂoorpan, replacing it with a tubular structure to mount most of the front of a Mk3 VR6 where the boot once was. Braced in every direction across a tubular spine beneath the cabin, this also dials out almost

all chassis flex – a characteristic important enough that he’s since computer-designed a similar structure to replace everything in front of the windscreen. There’s very little Golf left where you can’t see. The two-year rebuild left plenty of time for the spec to evolve on the fly. Where possible, steel exterior panels were swapped for fibreglass to keep the weight down, and the body was media blasted before being painted a factory GM colour, so it can be repaired easily. The custom-made dashboard is a third lighter than a modified factory one and has access panels for the wiring and the hydraulic reservoirs behind, while the arch flares are Bruce’s own design. They provide enough space for ten-inch-wide slicks, and a visual link back to the GTI’s textured plastic bodykit. “It’s basically a factory body, and all the

fibreglass work and fender flares were done here at my shop,” he continues. “A lot of twin engine cars have hood scoops and things like that, but I wanted it to still look like a Golf. Like there was something funny about it, but you wouldn’t know what it was until you look inside.” Any illusion of subtlety shatters if you open the doors or bonnet. The two 12-valve VR6 engines are near-identical, developed in tandem and putting out progressively higher power figures as turbocharging and management tech has allowed in the meantime. But the real enabler is the gearbox; the six-speed O2M could withstand big power figures better than the five-speed O2A he’d used before, while the sequential SQS setup overcame some of the technical challenges of synchronising two H-gates through the same stick. Both engines have their own shifter and

September 2021

DUB DETAILS ENGINE: Both: Based on AAA 2.8-litre, 12-valve VR6, Madcap Racing machined block with stainless ‘O’ rings in the deck, balanced and polished factory crankshaft, King Racing bearings, custom 84mm Gibtech 11:1 pistons, R&R Rods custom aluminium conrods, custom Flatout Group copper head gasket, Veicomer full CNC race ported heads with dimple finish and beryllium seats and receiver grooves, Pro Series head studs, Supertech valves and springs, Cat Cams high lift turbo camshafts with solid lifters, adjustable cam gears, JDL Design exhaust manifold, Garrett G42-1450 79mm turbo, custom dual-plenum intake manifolds, Dodge Charger drive-by-wire throttle body, Mk5 R32 throttle pedal, MoTeC System exhaust, Tial wastegates and blow-off valves, modified iABED Industries aluminium sump with heater and pickup tube, iABED Industries belt-drive pulley with Fluidampr balancer, Aviaid belt drive wet sump high pressure pump, block modified for dual pressure feeds on the main and rod lines, enlarged oil line feeds, remote oil filter with 1x -12AN feed and 2x -10AN outlets for block and head, 7x Injector Dynamics 2,200cc injectors, -10 fuel rail dual feed, Weldon fuel pressure regulator, Weldon stainless steel fuel filters, Waterman Racing sprint-spec belt drive mechanical fuel pump, 2x three-gallon Boyd Welding fuel cells, methanol M1 fuel, Nitrous Outlet six-cylinder direct port dry nitrous kit and solenoid, Nitrous Outlet 12lb composite tank, 175hp nitrous jets with progressive controller, FuelTech FT600 ECU and dash display, FuelTech Input Expander, AEM pressure compensated O2 controllers, 2x FuelTech WB-O2 Nano wideband display and conditioner, 7x O2 sensors (one post-turbo, one per cylinder pre-turbo), 6x EGT sensors (one per cylinder), FuelTech EGT thermocouple controller, 6x FuelTech IGN1A inductive Smart Coils, Brisk Racing spark plugs, colour-coded turbo, boost pipes and cam cover, Kotouþ six-speed fully sequential gearbox, Kotouþ shifter with strain gauge, input shaft enlarged for Evo clutch, Clutch Masters Industries 9in twin disc race clutch with custom Mitsubishi Evo discs, custom-made Driveshaft Shop pro level driveshafts, hubs and CV flanges, Parker hydraulic clutch line flow control valves, Wilwood dual master cylinders with balance bar and adjustment knob for front/rear Front engine: Speedfactory aluminium radiator, dual Spal fans, KSE sprint car belt drive power steering pump, Eurowise mini alternator kit with electric water pump Rear engine: Block filled with Hard Blok cement-based filler, cooling system deleted, charging system deleted CHASSIS: Colour-coded 9x17” (front) and 11x17” (rear) CCW Classic three-piece wheels with 275/40 and 315/35 Toyo Proxes R888 R tyres (road), colour-coded 9.5x15” Weld Racing drag wheels with 15x10in Mickey Thompson slicks (track). Custom tubular chassis and front and rear with fabricated floorpan and half bulkhead, Koni adjustable coilovers with Eibach springs, Eibach sway bar, adjustable camber plates, Hanksville Hot Rods NHRA 8.50 legal roll cage, OE Mk3 front brakes (front and rear) with shaved calipers, parachute, 2x Hurst drift-spec hydraulic handbrakes (for front and rear line-lock) EXTERIOR: Fully media blasted and painted GM Synergy Green, custom fiberglass flares, Optiwerks fibreglass front bumper with light recesses deleted, Optiwerks side skirts, fibreglass hood with turbo scoop and blow-off valve exit, fibreglass rear hatch, fibreglass rear bumper, smoked Mk4-style headlights, Hella smoked tail lights, debadged grille, custom hood scoop, custom exhaust flanges, Aluminium front splitter, NHRA catch pans, custom VR12 badges by @renewart_lleida, 1/8in lexan polycarbonate windows and windscreen INTERIOR: Fully stripped interior, Momo steering wheel, Mitsubishi Evo X paddle shifters, custom dashboard, Racewire Solutions USB data bulkhead, 2x FuelTech SwitchPanel keypads, Kirkey aluminium bucket seat, G-Force Racing harness SHOUT: Bill Schimmel at Schimmel Performance for being my go-to guy throughout the years

Performance VW

“I had all the problems you would get building a race car from scratch, but times two"

hydraulic handbrake, which means the Golf can do front and rear wheel burnouts at the start line. The shifters are close enough to one another that they can be operated with one hand while it’s on the strip. “I had all the problems you would get building a race car from scratch, but times two or times three,” laughs Bruce. “So the ﬁrst year was trial and error. The ﬁrst time I took it down the track, I broke a CV joint and didn’t get past 30 feet. Then the second time I broke the motor mounts. Every time, I would

rebuild it stronger, and by the end of the ﬁrst season I was getting it down the track. It was starting to feel good, and I was realising how fast it could really go.” The Golf was straying into uncharted territory by this point, squatting onto its rear axle while launching and annihilating whatever happened to be the weakest link in the chain. Besides reinforcements to the structure, Bruce has been through several sets of stronger driveshafts and to get it where it is today, and some expensive failures along the

way. Its specially made Kotouþ gearboxes were ﬁtted after an unplanned wheelie in 2018 lunched the rear transmission on the start line. Clutch bias is adjustable on the dashboard, releasing power to the rear tyres ﬁrst to get it off the mark, then at the front to wind on extra grip, all meticulously controlled by cutting-edge management. That parachute isn’t for show, either. “It goes by so fast that all I can remember is letting out the clutch and launching the car, then pulling the chute,” says Bruce. “What

September 2021

"Every time I make a big jump in speed, I’ll use the chute just to be safe" happens in between is kind of a blur, and I’m just going by muscle memory. Every time I make a big jump in speed, I’ll use the chute to be safe. Sometimes I don’t need to use it, other times I’ve gone through the traps with the wheels spinning and I’m ﬁghting to keep it straight, then I can’t wait to pull the chute.” The unusual shifter setup has other advantages. Class requirements mean the Golf has to stay road legal, and it can be driven just using the front engine which (unlike the one in the back) has a full cooling pack, power steering pump and alternator. Not that you’ll get too far on the contents of a three-gallon

Performance VW

fuel cell, of course. As the weak points were ironed out and his conﬁdence grew, Bruce has chipped away at the quarter-mile times, setting an 8.3-second, 182mph personal best while still eyeing opportunities to improve. “The engines have really accelerated this year, because I stopped trying to copy what the other Volkswagen guys are doing to make their cars fast. I’m applying knowledge from the big V8, big turbo guys, the really fast cars, and I’ve jumped way ahead of everybody in the country with a VR6 engine,” he explains. That methodical process of re-engineering the VR6 is all the more impressive when

you remember it all had to be done twice. Every moving part within the overbored block is uprated, while the oil system was completely redesigned with a large, beltdriven external pump and machined galleys to improve lubrication of the crankshaft’s main bearings. CNC-machined heads from Veicomer in Portugal include dimpled valves for better atomisation and receiver grooves for the O-rings set into the block, sealing the combustion chamber more effectively under full load. The rebuild even went as far as ﬁlling the coolant channels in the rear block with a cement-based ﬁller, for added strength.

Ignite your BLUE.

“With the setup I have now, I’m GSRƤ HIRX XLEX - GER QEOI E WIZIR WIGSRH TEWW XLMW WYQQIV With post-2000s engine management improving at a pace Bruce likens to the gap between an Atari and a PlayStation 5, software is a vital component for keeping those mechanical parts in one piece. Living at 7,800ft (2,300 metres) above sea level required huge amounts of boost to wring all the power out of the engines, with a shot of nitrous and extra fuel injector to aid charge cooling. Each engine has a belt-drive mechanical fuel pump to feed its maniacal thirst for methanol, and there are seven O2 sensors per VR6 pumping out the information needed to get the fuelling right. That’s something no automotive Atari could ever process quickly enough. It’s dialled in performance at a brain-melting scale. Each engine puts down 1050hp at the wheels, despite Colorado’s altitude robbing them of almost as much power as a stock VR6 produces in total. At sea level they should be good for 1200whp apiece, without nitrous. It’s become a package so volatile that the blow-off valve has to dump its potentially ﬂammable mix of methanol through a hole in the bonnet if the throttle is released quickly to avoid other sources of ignition. And while

it’s heavier than that high school Rabbit, all of the Mk3’s brains-and-brawn weigh in at just 1300kg (2890lbs) – similar to a Mk8 with a quarter of the cylinder count on board. So these days, it’s not just V8s he’s chasing down, and we’ve no reason to doubt the ﬁghting talk: “Boba Motorsports has the world record at 8.19 seconds,” says Bruce. “With the engine and gearbox setup I have now, I’m conﬁdent that I can make a sevensecond pass this summer, or at least by the fall, when the temperatures are cooler and the turbos work a lot better. Then I want to make a half-mile pass, the world record is around 210mph. World’s fastest Golf in the quarter and half mile would be good enough for me.” At least for now. Behind every recordsetting build are teams of heads being scratched and late hours being worked behind workshop doors across the globe, and the arms race to re-set the bar is as aggressive as the pace of technological evolution that’s delivering it. No matter where you place yourself within those high-performance shades of grey, there’s a whole lot of combustion engine development still worth watching. Enjoy that golden era while it lasts Q

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PLAYERS CLASSIC 2021

JP Performance Mk2 was star of the show in our mind. Read all about the build in our 25th anni' issue next month

GOODWOOD FESTIVAL OF SCENE

Players Classic has become the London Fashion Week for the modiﬁed car scene. We duly popped along to see what’s hot and were delighted to ﬁnd that, despite the lockdown enforced hiatus of last year, it’s lost none of its pizzazz… Words: Graham Leigh Photos: Rob Schaverien

s the blurb on the Players website says this is the weekend where modified cars can be found “disrupting the manicured lawns and tranquillity of Goodwood Motor Circuit”. Hard to believe that the first Players Classic was way back in 2013. It quickly became a must-attend fixture on our calendars. The fact that tuner cars are now welcome at Britain’s premier historic motor racing venue is no 42

Performance VW

mean feat. Slowly but surely public perception of the modiﬁed car scene is changing. The creativity, style, ingenuity, and above all else, atmosphere that is evident in Lord March’s backyard over the now two-day event has done wonders for the gravitas and changing face of the movement and that is in no small part due to the careful selection, liaison and hard work of the Players team. We salute you.The formula for the event is now well established with Saturday providing track action and drift demonstrations with a backdrop of show cars.

Sunday is a more chilled-out affair where the track is used for displaying yet more drawdropping rides. This year saw restrictions on numbers due to the ongoing pandemic-related rules. Testament to the popularity of the show was the fact that it rapidly sold out. Whilst the crowds were noticeably smaller and social distancing and hygiene measures were rightly enforced, the Players magic was still there and the broad church of automotive styles, ages and marques helped to create the ‘anything goes’ relaxed vibe Q

You can't beat a killer aircooled stance with major narrowed front end…

KYZA CHIEF

Talk of the town was the extreme rearengined, wide arched Mk2 Golf (left) that had been imported from Germany for the show by Players joint owner, Jay McToldridge (AKA Jay Mac). The concept had been penned by render artist extraordinaire and owner of Live To Offend, Khyzyl Saleem (AKA the_kyza). It was a huge weekend for Khyzyl, the angrylooking Dub was joined by the ﬁrst UK LTO kitted e30 BMW owned by Parm Panesar of The Tuning Store and Khyzyl’s own tuned, dropped and Rotiformed RX7. All 3 of these creations took pride of place outside the famous Jackie Stewart Pavilion Building or ‘JSP’ as it’s referred to.

Baggsy Boy doing what he does best… burning rubber and, erm, slaying tyres!

Simon Crowley's Mk1 1.8T looks just as home on the show ﬁeld as the drag strip

September 2021

PLAYERS CLASSIC 2021

'Turbo fans' just ﬁtted to the front on this Mk1 has a real Group C feel to it…

LIVELY LIVERIES WHEELY GOOD SHOW

It wouldn’t be a Players event without a smattering of killer rolling stock. Turbofans were out in force more than ever before. Joining the Carrera Bodyshop prepared Mk4 Escorts (including Carl Taylor’s stunning Rubystone Red and Harris Tweed festooned example that is almost as good looking as the man himself) in the look, were Dave Carpenter with his peppermint green MK1 Fiesta, many of the old school Golfs and Lancias rocking the 80s motorsport vibe and of course the aforementioned LTO x JP-Performance Mk2. Wheel whores of a retro persuasion were treated to the normal mix of BBS, Ronal, Compomotive, and Gotti period split-rims. Whilst the trusty old BBS RS was still well represented, the number of E series magnesium motorsport rims seems to grow by the year. Two stand out examples of this aficionado approach were Andrew Carter’s Gorgeous Red 16v Mk2 Golf that took pride of place on JTech’s stand with its gold E26 BBS and the fabled ‘Mexorcist’ Mk2 Escort belonging to Andy Devine with its 16” E48 centre lock ex Sierra Touring Car hoops. The practice of stepping up rims through fitting larger outers continued as did utilising OEM wheels to create custom splits. Liam O’Brien sported both techniques on his CR Customs 3 piece Style 32 based beauts. With air, a classy Gloss Hunter Green hue, Recaro Pole Positions and obligatory yellow cage, if this was left-hand drive and on Austrian plates, you’d think it had been plucked from Wothersee. Rotiform continued with their bid for world domination and the wheels were well represented from the modern-looking 18” OZRs on Sean Reilly’s Clio RS 200, the flamboyant fluorescent pink USFs on Liberty Walk EU’s new Supra to the retro turbo style forged IGS model on Jay Mac’s Mk2 Golf.

We noticed that motorsport-inspired liveries are still big news as you can see in some of the pics. Andy Cowley’s BTCC inspired Skoda Octavia Estate had it nailed with full Tic-Tac livery and 19 x 8.5” Team Dynamic 1.3 square set up tucked right up there.

Turbo fans and twin turbos. Who spotted the Krispy Kreme brakes calipers by the way?

Goodwood inﬁeld is the perfect setting for a car show, as Players has proved

Performance VW

Now we're talking. Even air-cooled cars can be rapid. Just add a massive snail

NO LOSERS HERE If your car is selected to appear anywhere at a Players show you can hold your head high safe in the knowledge that you’ve built a ‘goodun’. However, it wouldn’t be a car show without some trophies. As you can see from the list, the mixture was refreshing. So, without further ado:

PANDEM MANDEM

From one extreme to the other, aggressive body kits are still popular. The LTO cars have certainly done their bit to perpetuate this style and all manner of marques could be found sporting the look. Many of the Japanese cars wore them well including Liberty Walk’s Supra and a stunning pair of Rocket Bunny equipped GT86s (PHOTO 0309 FC). Flying the European ﬂag, Phil Moore’s Pandem kitted e46 325i mixed it up with a classy maroon metallic and BBS RS splits proving that sometimes you can combine a couple of looks and strike gold.

September 2021

PLAYERS CLASSIC 2021

Below: Jay Mac has been busy with his own Mk2, with help from JTech

RESULTS THE PLAYERS CHOICES

TOO FLASHY?

The trophy-winning cars were all worthy winners and Jay Mac was quick to point out that the Players Car of the Year, Phil Morrison’s Lamborghini wasn’t picked because of what it is or who built it, it was picked because it is so good. To be fair it’s been the star car of the lockdown period and if you haven’t seen the videos on YouTube yet you should. Not only because the car is drool-worthy but because an awful lot of thought and time has gone into it. Sure it’s above most people’s means but there’s nothing to stop us mere mortals drawing inspiration from certain elements of the build. A worthy winner. To be fair there were cars even within the paddock that with some savvy parts hoarding and ingenuity could be built within a couple of grand budget and the Players team should be saluted for successfully walking the tightrope of mixing up the big money cars with more attainable metal that still manages to possess its own charm. Somehow it feels simultaneously inclusive and aspirational. We’ll leave the last words with Jay Mac himself as the text and pictures here evidence his sentiment: “Players is not judged on money spent or in any way like a concours event. This show is essentially judged on style. If it’s cool, it’s cool”.

(for cars outside the main paddock) 1. VW Mk2 Golf (Nissan green on Gotti wheels) 2. Mercedes W124 Estate (Gold on BBS RS) 3. Nissan S13 (on Weds Kranes) 4. Mini (carbon clad) 5. Vauxhall Nova (white on Compomotives) (PHOTO 0699 FC) 6. VW Mk2 Golf G60 (factory Aubergine) 7. Nissan Skyline R32 GTR 8. Honda EK Civic 9. Ford Escort Mk4 (beige, camber, Duratec) 10. Austin 7

THE MAGUIRES CHOICES (for cars within the main paddock) 1. Honda S800 2. Volvo 242 Coupe (LS powered) 3. Ford Mk1 Fiesta (mint green) 4. Ford Pilot 5. VW Beetle (Nissan RB powered) 6. VW T2 (Yellow on hydraulics) 7. Mercedes C63 8. VW Type 3 (Red on BBS) 9. Mercedes 190e (Evo kitted) 10. Ford Mk2 Escort (orange, AKA ‘The Mexorcist’)

SNAP-ON CAR OF THE SHOW Vicky Elison’s immaculate black new VW Beetle

MAGUIRES CAR OF SHOW Car of Show went to Driftworks Lambo. What a creation? Amazing…

Honda S80

MONSTER ENERGY BEST Car didn’t get into show (was selected from car park) Toyota Mk2 on SSRs featuring motorsport-inspired interior

PLAYERS CAR OF THE YEAR Phil Morrison of Drifworks Lamborghini Murcielago (AKA ‘The Slambo’)

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Saturday 4th September 2021 SILVERSTONE CIRCUIT

BOOK

NOW!

SUNDAY 3RD OCTOBER 2021 SILVERSTONE CIRCUIT

BOOK ONLINE NOW WWW.JAPFEST.CO.UK & WWW.TRAXSHOWS.CO.UK

Booking fee applies. Under 18s must be accompanied by an adult. All attractions are subject to change. Advance public tickets sales close Midnight Thursday 2nd September 2021 for Japfest and Midnight Friday 1st October 2021 for TRAX. Warning motorsport can be dangerous.

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KRUSE MISSILES When we were offered the chance to sponsor one of the Max Kruse Racing Mk7 TCRs in this year’s Nürburgring 24-hour race we naturally jumped at the chance. We never envisaged we’d come away with victories, though… Words: Dan Bevis Photos: Falken & Group C Photography

riving the Green Hell can be intimidating enough. But would you want to do it in the rain, or at night – or both? Welcome to the mayhem of the Nürburgring 24-hour race… Ofﬁcially it’s known as the ‘ADAC Total 24h Race at the Nürburgring Nordschleife’. Colloquially, fans just call it N24. For many years, motorsport die-hards have ﬂocked to the legendary circuit in the Eifel mountains, carrying tents and sleeping bags and endless crates of beer, to watch a stellar cast of sporting heroes battling with the world’s scariest toll road, twice around the clock. For the 2021 running of the event, things were a little strange… and not just because of Covid. Yes, the virus did dictate that the volume of spectators permitted was drastically reduced, but a small number of fans were able to attend. And they got absolutely bloody soaked. The Nürburgring is famed for its

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capricious weather and, sure enough, in the early stages of the race the heavens opened with biblical force. Cars were falling off the track left, right and centre, and the race ended up being red-ﬂagged for hour after hour, the teams chewing their ﬁngernails through the night, waiting for the conditions to be deemed safe enough to resume. It was, in a very real sense, the Green Hell at its most hellish. But racing drivers aren’t like normal people. They thrive on adrenaline, live for the danger, relish seemingly insurmountable challenges, and for Max Kruse Racing, the 2021 N24 was nothing but a colossal success. Football fans will recognise the name – yes, it is that Max Kruse, professional German footballer with fourteen international caps. The genesis of the racing team is an interesting story: back in 2015 when Max was playing for VfL Wolfsburg, he did a driver safety training course with Volkswagen and was instantly hooked, learning new skills and how to handle cars in ways

he’d never tried before. It became a bit of an obsession, and he got in touch with one of Volkswagen’s instructors, Benny Leuchter, for some further training. Now, Benny isn’t just a safety driving specialist – he’s a racing driver, currently competing in the WTCC and with a history in various disciplines of motorsport. He also, incidentally, set a FWD lap record at the Nürburgring in 2016, in the then-new Golf GTI Clubsport S. Benny was immediately impressed with Max’s enthusiasm and curiosity, as well as obvious natural talent – and the more time they spent together, the more they became ﬁrm friends. In 2018, the two of them set up a race team together: Max Kruse Racing. Setting their sights on the ADAC TCR Germany series, they jumped in with both feet. Fast-forward to 2021, and Max Kruse Racing was limbering up two Golf GTI TCRs for entrance in the N24. Four drivers were cherry-picked for each car: the #10 Golf

would be driven by Benny, along with Christian Gebhardt, Andreas ‘Mr Nürburgring’ Gülden, and up-and-comer Nick Hancke. This car wears the sublime Falken Tyres livery (and, you might have spotted, the hallowed Performance VW logo on the C-pillars). The second car, #333, would be driven by Swiss hotshot and VW brand ambassador Jasmin Preisig, veteran Matthias Wasel, Gustavo Xavier and Frédéric Yerly. Thanks to the bubbled nature of team life, Covid didn’t overly hamper the team’s preparations for the event, although it’s fair to say the prospect of running in front of severely reduced crowds had its own implications on conﬁdence and motivation. We caught up with Benny a couple of weeks after the race, while he was testing the new Golf R estate at the ’Ring. Since he was elbows-deep in Golf mechanicals at the time, it made sense to start by talking about the specs of the N24 Golf GTI TCR. “We did a whole lot of development and

testing at Max Kruse Racing,” he says. “You can buy the engine and transmission from Volkswagen Motorsport, but for us it would never be enough to simply use the package that was available to everyone; we did all sorts of testing with engine mapping and gear ratios, getting the car perfectly dialled in for the Nordschleife, and for the racers who would be driving it. “It’s actually one of the oldest TCR-spec cars competing,” he continues, “so we had to push extra hard with the development. We were out there against brand new TCR Honda Civics and Hyundai i30s, so the fact that we were able to make the platform competitive was a huge achievement for us.” It’s important to bear in mind throughout that this is still a young and fresh race team, set up by a driver and a footballer rather than an experienced management board, so the achievements – and the race results – are all the more remarkable.

September 2021

"If we’re all happy in each other’s company and enjoying ourselves, good race results naturally come from that"

“There was a fantastic relationship between all the drivers from day one,” Benny assures us. “The Nürburgring 24hr is the season highlight, so it was always going to be exciting; the four of us in the Falken #10 car immediately gelled, and everyone across the Max Kruse Racing team worked so perfectly together; we were sharing data with the #333 car and its drivers, analysing what worked well together… and most importantly, everyone had a great time! If we’re all happy in each other’s company and enjoying ourselves, good race results naturally come from that.” It was, by any standards, a pretty sketchy race. Torrential rain causing cars to crash out all around the circuit, the red ﬂag in force throughout the night – that must have been pretty tough?

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“It was, and I do prefer the all-out speed of driving in the dry,” Benny muses. “But man, this car on these Falken tyres is just amazing in the wet! I love the rain, especially in the Golf, and we were really ﬂying; in my stint, we were posting top-ten lap times.” When you consider the competition across the classes, that really is remarkable. And naturally more than a few decisions had to be made on the ﬂy: there are strategic decisions to be formulated before an endurance race in terms of who will drive which stints, which drivers prefer driving at night or day, and so forth… on the Friday before the race, Benny’s crew opted to drive in the order that their names appeared on the car’s windows, and for the most part they were able to stick to that. Although the changing timings and conditions

did force the odd rethink. “A red flag is a tough thing to manage, particularly when it’s in force for that long,” he says. “It’s hard on everyone’s state of mind, you’ve got to work hard to keep the focus and the motivation. It’s very frustrating, just waiting around in the pits. Personally I think it was a shame that the restart didn’t happen an hour or so earlier as the fog started to lift, with double waved yellows on the foggy parts of the track – but it was what it was, you have to work with the conditions and the circumstances.” Setbacks and on-the-fly reassessments are all part of the make-up of endurance racing, of course, and the ever-changing strangeness did little to dampen the enthusiasm at Max Kruse Racing. “It was the first time for the team at N24,” says Benny, “and it was very

special to be competing at the ’Ring with my own team.” In his capacity as a VW ambassador and tester as well as seasoned racer, Benny’s covered well over a thousand hot laps of the Nordschleife, so the place has a real emotional connection for him. Being able to prove the worth of his own team was like a dream come true – even being there was a privilege, but being able to take home a decent result? That’s something else. After the hellish battle against the elements and the clock, the team’s #10 Falken car (yep, the one with our PVW logo on it) came home first in the SP3T class… and even more thrillingly, the #333 car finished behind it, giving Max Kruse Racing a 1-2 finish at their debut N24. “It was a great feeling to end where we did,” Benny beams. “Even in harsh conditions,

September 2021

our drivers didn’t make any mistakes, and we were even fighting factory cars – an incredible result for the team. The fans did the rest, it was great that they could finally be there again. Now we're looking ahead to the second part of the season.” And it’s all go for Benny, Max and the crew. Preparations are already underway for N24 2022, where they’ll be running a Golf TCR again. “We know the car so well, and have the right tooling for it – we can keep developing it for even more performance,” says Benny. “And driving a Golf really gives something back to the fans too. So many enthusiasts around the ’Ring drive Golfs, you always see them here on open track days, it’s the fans’ choice.” There’s another exciting development as well: Max Kruse Racing isn’t going to be solely about the racing. The guys are putting the finishing touches on their shiny new Performance Centre, situated in Duisburg – the workstations and tool banks are in place, ready to welcome customers who want all of this race-bred knowledge applied to their own road cars. Golf owners can bring them along to be modified with the knowledge, settings and data learned from racing – engine tuning, gearbox settings, chassis setup, the works. So this landmark 1-2 finish at the N24 hasn’t just been a shot in the arm for a fledgling race team… it’s good news for VW fans everywhere Q

When the chequered ﬂag ﬁnally fell it was the familiar Manthey Porsche that took overall victory

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"Driving a Golf really gives something back to the fans. So many enthusiasts around the ’Ring drive VW Golfs"

" " 63 (13 :163 ! 1.( 3HUIRUPDQFH LV \RXU OLIHVW\OH DQG \RXU 9: *ROI LV \RXU ZD\ RI H[SUHVVLQJ LW 2XU $%# % ! # # $&$! $ QRW RQO\ JLYHV \RX WKH VWDQFH \RX ZDQW WKH\ DOVR JLYH \RX G\QDPLF $! #%) "& % $ ! # % # ) &# ' #) ) H[DFWO\ \RXU VW\OH

2'3(13/#0%' $+.45'+0 %1/

Rare

YEAR

OF THE

How do you top an immaculate, Florida blue series 1 VW Golf? For Richard Stringer, the answer lay in this uber-rare, 1975 Lofoten Green swallowtail. Words & photos: Jon Cass

ast your minds back to the June 2016 issue of PVW when we ran a Mk1 Golf double feature with Ben Searle’s stunning Mars Red example and Richard Stringer’s Florida Blue series 1. The pair had taken wildly different routes when it came to mods and it was cool to see both cars side by side, the mixture of red and blue paintwork adding to that already distinct contrast in cars. Fast forward 6 years and both those cars have since found new owners and reassuringly are still around, Ben taking on another Mk1

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project more recently. Richard meanwhile has been kept busy with this mega rare 1975 manufactured Lofoten Green swallowtail! Brought up on a diet of classic cars and motorbikes for as long as he can remember, it was around 11 years ago when Richard ﬁrst stepped into the ever-changing world of Mk1 Golfs and this is his fourth to date. “My dad has always had something he’s restoring or building and I guess that’s rubbed off on me,” Richard smiles, “currently my dad is building a Porsche 550 replica with a 914 engine, the bodywork hand made from sheet aluminium like the James Dean original while

I’m restoring a 1966 Triumph Bonneville.” The Porsche 550 is a complex project as you can imagine, but Richard’s Dad being the perfectionist he is will come up with the goods. In fact, we’re told he has had so many enquiries about the car he could start his own 550 production line! Its easy to see why Richard has set the bar so high when it comes to his mk1 builds. The Florida Blue series 1 which looked perfect in our eyes was treated to a respray along with more smoothing in the engine bay while the cam covers and carbs were also upgraded after the PVW feature! “By that stage I felt I’d

done all I could with that car and it was sold to a collector who bought it to replace his own Florida Blue Mk1 which had been destroyed in a ﬁre,” Richard explains. “Shortly after I’d sold the ‘78 a good mate of mine, Adam Baggott bought a ’75 swallowtail project and I knew straight away I had to have one,” Richard laughs, “the hunt was on, but ﬁnding a genuine swallowtail isn’t so easy.” Right from the off, Adam and Richard expanded their search beyond the UK to various European, Australian and American websites. “After a few weeks one popped up for sale in the Netherlands, I messaged the

guy straight away, he never replied so I found him on social media and tried to make contact that way,” Richard continues, “several weeks passed and I’d still not heard from him until I woke up one day to ﬁnd he’d replied and that the car was still for sale!” The following day Adam and Richard began a road trip via the channel tunnel over to the Netherlands to check out the Mk1 rarity, “The guy selling the car must have thought we were joking when we said we’d be driving over from England, I think he was surprised when we turned up,” Richard laughs. The swallowtail wasn’t to be found in a garage or

dealership either, it was being stored inside a barn located within a working wood yard! “It was covered in tree sap and sawdust, but you could tell it was a really clean car with no rust,” Richard remembers, “I couldn’t speak Flemish and the guys there could barely speak English so a deal was struck through Google translator.” It would be an agonising full month before the Dutch Mk1 would reach UK shores, made even more difﬁcult as Richard had wanted to keep its arrival a secret. “When I got the car home, I gave it a much needed wash and it was obvious the paintwork wasn’t up

September 2021

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to scratch,” Richard recalls, “I phoned Jon at JH Pro Paint and had the car booked in for a respray.” Both sides and the rear were soon repainted in the original L61H Lofoten Green, which also happens to be the same shade as Alpine Green as found on air cooled VWs from the same era. Jon worked his magic and once a full machine polish and ceramic coating by Detailed by Dale had taken place, the green paintwork looked stunning once again. “I decided to ﬁt a set of rear postie all orange and red lights, the same that were used on early VW postal vans in Germany,” Richard points out, “in place of the steel wheels I ﬁtted the BBS RS

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ceramic polished rims I’d had on my Florida Blue Mk1.” Doesn't get much better… Armed with these minor sympathetic mods, Richard was now ready for his fresh into the UK swallowtail to hit the show scene by storm. And that it did, picking up awards from VW Action, Dubfreeze, Deva Dubs, Elsecar at the races and Early Edition. “I also won at the Mk1 Golf OC AGM show and my car was chosen to be on their stand at the Classic car show at the NEC,” Richard tells us, “this then led me on to become a committee member of the Mk1 Golf OC.” Despite the car remaining relatively standard that year, its originality and the

differences between a ’75 L swallowtail and slightly more commonplace later Mk1s were bound to attract admirers. The basic but highly attractive cognac trim, bronze glass and tiny 1100cc FA block all remain original while this Golf L also beneﬁtted from a clock on the dash, temperature gauge, chrome door handles, chrome bumpers, chrome inserts around the windows, a cigarette lighter and glove box lid. Yes, the basic speciﬁcation of most family cars was pretty spartan way back in 1975! “I was amazed how well the car had gone down at shows, “ Richard confesses, “I then began looking at changes I could make for the

following year.” As you can imagine, Richard was keen to avoid making any alterations that couldn’t be reversed, no one wants to see a butchered swallowtail! This restricted any changes to bolt on mods and we reckon Richard has make the right choices. “the engine was lacking in speed and torque so I tracked down an original VW motorsport manifold in Germany which I mounted to a pair of twin 40 Weber carbs, “ he explains, “I ﬁtted an electric facet fuel pump too and the engine now feels lively and is more fun to drive.” Finding suitable parts for this project was far from easy and it took some time to locate a Volkswagen Motorsport cam cover in mainland

September 2021

Europe, “once I received it, I discovered the fit and finish wasn’t up to scratch so I asked a local engineering firm to fabricate one from billet aluminium using a CNC machine,” Richard tells us, “I then had most of the ancillaries in the engine bay powder coated by Rugby Powder Coaters.” In addition to the many underbonnet parts, the suspension arms and rear beam received similar treatment while the exhaust manifold was also

Performance VW

powder coated to a high temperature. “Once everything had come back from powder coating, I had all the parts sent to Detail by Dale for ceramic coating before putting them back on the car.” Richard adds. Luckily changes to suspension are reversible and to achieve a usable but more aggressive stance, Richard opted for a set of Super Sport coilovers and polybushes all round, “they set the ride height just how

I wanted it with the BBS rims, but I may eventually swap to an air ride system from Havair along with a set of BBS E Series wheels,” Richard smiles. The ﬁnal change came in the shape of a period Scirocco TS steering wheel from Richard skinner which complements that retro interior perfectly. Having rebuilt three Mk1s so far, Richard was amazed to discover the differences

DUB DETAILS ENGINE: 1100cc (FA block), Volkswagen Motorsport inlet manifold and cam cover, twin 40 Weber carbs, electric facet fuel pump, ancillaries powder coated and ceramic coated CHASSIS: BBS RS 15” wheels with Nankang 165/50/15 tyres, Supersport coilovers, poly bushes, powder coated suspension arms and rear beam EXTERIOR: Lofoten Green L61h, front panel no tow eye, metal front bumpers with row hooks ﬁtted on them, bonnet has no swage line on the front lip, Postie red/ orange rear lights, rear panel shaped like a swallow’s tail, rear boot lid has fresh air vents, L-spec with bronze tinted glass, chrome door handles, chrome bumpers, chrome inserts on window surrounds INTERIOR: Cognac L-spec interior trim, Scirocco TS steering wheel, L-spec includes clock on dash, temperature gauge, cigarette lighter, glove box lid SHOUT: Dale at Detailed by Dale, John JH Pro paints, Mk1 Owners’ Club, Anna, Elva, Adrian, Simon, Neil, Rachel, Adam, Sam's detailing, Drayton Manor theme park

"The dash bolts up from underneath instead of on the sides like a Series 1 does"

between a swallowtail and Mk1s built from early 1976, which let’s face it is pretty much all of the survivors now. “the dash bolts from underneath instead of the sides like a Series 1, the heater controls are on sliders instead of a dial, there are small black nipples on the speedo and clock instead of points and the ash tray has an old fashioned cigarette lighter with a shift pattern,” Richard points out, “also the wiper 66

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and indicator stalks are metal, the door handle mechanism and hinges are different and mine came without a radio as it was only an option back then!” And we’re sure we don’t need to tell you about the subtle differences on the outside! it all sounds like a part sourcing nightmare should anything decide to break, but that’s all part of the fun of owning and maintaining one of the rarest Golfs around.

This may not be the wildest Mk1 we’ve ever seen in PVW, but the rarity and originality of this car along with those carefully chosen modiﬁcations sympathetically added by Richard ensure it attracts fans wherever it goes. In fact, Richard intends to raise the bar even higher as he’s on the lookout for a 74 1.5 Mk1 if anyone happens to have one sat in a barn or woodyard somewhere… Q

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LIQUI-MOLY ADVERTORIAL MOTOR OILS

10 MINUTE TECH

PART ONE

Below: LIQUI MOLY doesn't just produce a vast range of engine oils, but also over 4000 products including a car care range, tools, underbody protection and cleaners

ENGINE OILS Far more than just a lubricant, modern motor oils are very complex blends that are vital to the overall health of an internal combustion engine. To find out more, we spoke to LIQUI MOLY’S Oliver Kuhn, as he explains just why this versatile fluid is so precious and needs to be considered with utmost care. WHAT DOES 1 ENGINE OIL DO? Although the main task of engine oil is to lubricate things, it also has many more jobs: it cools the engine components; removes deposits and transports them to the oil filter; seals the piston rings; and it protects the metal surfaces from corrosion.

WHAT DO THE 2 DIFFERENT GRADES

Below: LIQUI MOLY isn't interested in producing the cheapest engine oil but rather the best

OF OIL MEAN?

There are many different grades, and the most common measure to differentiate them still is the viscosity (e.g. 5W-30). However, this is a little outdated these days. In the past, viscosity was the deﬁning factor to keep different oils apart, but today the world of oils has become far more complex, and viscosity is just one of many factors to consider. More important in modern engines, are the speciﬁcations issued by associations such as API, ACEA, and ILSAC, or by the manufacturers themselves.

WHY ARE THERE DIFFERENT SPECIFIC 3 MANUFACTURER GRADES OF OIL?

Because different manufacturers follow slightly different approaches to engine technology; this results in different requirements for the engine oil. It’s best to think of modern engine oils as spare parts designed to ﬁt speciﬁc applications, rather than as general lubricants. Pouring in the wrong oil is like installing an incorrect replacement part. However, when you pour in the wrong oil you won’t notice immediately, so you need to be sure you’ve got a suitable product to start with.

ALL ENGINE 4 ARE OILS THE SAME? There are many similarities, but there are also many differences. The most obvious one is the different viscosities. Then there are the different ingredients: mineral or synthetic base oils, plus the many different additive packages. Their combination leads to a multitude of different oil properties, adapted to the individual requirements of the different engine technologies. Therefore, you need a speciﬁc oil to suit a speciﬁc engine. 68

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WHAT’S IN AN 5 ENGINE OIL?

Engine oil consists of two main ingredients: base oils, and the additive packages. Base oils are what you would typically describe as the actual ‘oil’. There are many different types of base oil, but the true performance of a modern engine oil comes from the additive packages. It is these that protect the engine from wear, keep it clean, protect from corrosion, suppress foaming, and deﬁne the viscosity range. These additive packages make up to 30 per cent of the total oil volume and are crucial for the engine oil. Without the additive packages, an engine running plain base oil would suffer severe damage after just a few miles.

WHO IS LIQUI MOLY?

LIQUI MOLY is a German-based company specialising in oils, lubricants and additives. The company’s focus is strongly on quality, because it does not want to be the cheapest but strives to be the best. LIQUI MOLY produces its oils and additives exclusively in Germany, and offers a huge product range: over 4000 items involving automotive chemicals. As well as oils and additives LIQUI MOLY also offers car care, underbody protection, service products (such as brake cleaners and rust solvents), as well as a series of professional tools and cleaners. For details on the full range of products, and for a handy guide to ﬁnd the correct oil for your car, head to the website. SHOUT: www.liqui-moly.com

HAT’S THE DIFFERENCE BETWEEN 6 WMINERAL AND SYNTHETIC OILS? Mineral oil is the traditional type of oil that’s reﬁned from crude oil; it’s cheap, but it’s made up of various different chemicals. This reduces the performance of the oil itself, as well as the performance of the additive packages too. Synthetic oils, on the other hand, offer much better performance. This is because they are not simply reﬁned from crude oil, but are newly created on a molecular base. Synthetic base oils don’t look like traditional oils (they are clear), and they don’t have that distinctive oily smell either – in fact, they don’t really smell of anything. Almost all new motor oils for cars are made from a synthetic base oil, purely because mineral oils cannot deliver the required performance.

HOW DO QUALITY 7 OILS DIFFER FROM

CHEAPER ONES?

Premium oils can be used for extended oil change intervals if the manufacturer allows this – typically this doubles the oil change interval without compromising the engine. Quality oils, like the ones from LIQUI MOLY, are usually approved by the respective manufacturers; it’s not just us saying the oil meets certain speciﬁcations, but the manufacturer has ofﬁcially approved it, too.

TUNED MY ENGINE, 8 I’VE SHOULD I USE A DIFFERENT OIL? This depends on how much you’ve modified things in the engine. Usually, it’s not necessary to change the oil technology, and you are well advised to adhere to the manufacturer’s instructions. If the manufacturer’s specifications allow for multiple viscosity grades, you may want to pick the higher one. Great choices for tuned engines are our Leichtlauf High Tech 5W-40 for older engines, and our Top Tec 4110 5W-40 for newer engines. Both oils cover a wide range of specifications, including many VW and Audi models. However, if the modifications have changed things significantly from the factory specs, then a different oil may make more sense – your engine builder will be able to advise.

A DIFFERENT OIL WHAT CAN I DO TO KEEP 9 CAN 10 MY REALLY GAIN ME OIL IN GOOD HEALTH?

EXTRA HORSEPOWER?

An oil can’t physically gain you any power, but it can certainly help you lose less through frictional losses. Using oil with special wear protection – like our Molygen series – reduces the friction so the engine consumes less power; resulting in more of it being translated to the road.

The worst thing for engine oil is doing lots of short-distance trips: cold starts mean increased wear; unburnt fuel gets into the oil; and the oil never reaches its operating temperature, so the fuel in the oil does not evaporate and the problem continues to get worse. In fact, this puts a greater stress on the oil than racing on a track does. So, if you drive lots of short-distance trips, take your car for a longer drive every now and then. Also, when you change oil it’s a good idea to clean the system with LIQUI MOLY Motor Clean ﬁrst; this quickly dissolves deposits in the oil cycle, which then are drained together with the used oil. The fresh oil gets into a clean system and can deliver its full performance. September 2021

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IN THEREAR CONTENTS

072 MOTORSPORT 076 TUNERS’ CARS 081 OUR CARS

084 EVENTS DIARY 086 RELOADED 088 THE REWIND

094 SPECIALIST 096 CLASSIFIEDS 098 NEXT MONTH

AND THERE’S MORE…

076

086

098 September 2021

MAKING MOVES After a great start to the season for Olly Turner in his PVW-sponsored, Samco-backed Mk7 Golf, the VW Racing Cup championship moved to Castle Combe and Brands Hatch. Here’s how he got on…

Photos: Callum Stirling

ollowing Olly’s first outing at Silverstone in the Maximum Networks Volkswagen Racing Cup, the JM-Racing, Samco Sport backed driver was hoping to capitalise on the momentum of a first place finish last time out. Rounds 3 and 4 saw the championship visit Castle Combe. As one of the fastest and most revered tracks in the UK, Castle Combe in Wiltshire provides high speed straights with bumpy technical chicanes. Starting on the back foot, Olly entered qualifying without having completed the practice session on Friday. This meant a limited time for set up, but pace was good and Olly

Performance VW

managed to put the MK7 Golf on the front row, lining up next to Jack Depper who put his Scirocco on Pole. Depper initially made a good start, but threw it all away heading into the challenging Quarry Corner. Running deep and allowing Russel Joyce and Olly Turner through. By the end of the opening lap, Olly was in the lead and was not about to let it go. A calm and mature drive would see Olly cross the line ﬁrst, 0.898 seconds ahead of Depper. Olly: ”Luck was on my side this time! I want to thank my sponsors and family, it’s awesome to get the win for them. I was a little confused with the noise at ﬁrst, but I soon realised it was my bonnet from when I hit the tyre barrier at the

chicane during qualifying. As a result the bonnet was ﬂapping up a lot causing quite a bit of drag for me, which was a big disadvantage. Despite that though I’m buzzing, such a good race.” Race 2 would see lots of action. Unfortunately for Turner, a tussle with Depper and one of the TCT cars would see him pushed onto the grass. In an attempt to re-join the track, a surge of power through the gearbox and differential would end in terminal damage and ultimately retirement. Rounds 5, 6 and 7 took the Maximum Networks Volkswagen Racing Cup to Brands Hatch. The weekend also played host to the Time Attack Championship, Tuner Fest South and the new Motorsport UK Backed UK Drift

NEXT ROUNDS Oulton Park – 17th July Anglesey – 8th August Donnington Park – 20th August.

Pro Championship. Olly was quick to assert his intent, setting the fastest time in free practice. Qualifying saw Olly put the car on the 2nd row, behind Jack and his father Martin. An excursion over the grass on the formation lap of Race 1 resulted in technical troubles for the JM-Racing MK7 Golf. Olly Managed to pit, and an opportune safety car and red ﬂag allowed Olly to re-join the race and bring home some valuable points. With the technical issues sorted for Race 2, Olly was determined to put the record straight and ﬁnish with a good result. A poor start saw Turner drop to 4th, but Olly kept his cool and put in a sensational recovery drive to push 1st place Martin Depper across the line with just a 0.2 second gap. The Final race of the weekend was set to be

"A brave manoeuvre into Paddock put the Golf into a slide worthy of the drifters we had seen on track earlier in the day" an exciting finale. The pack stayed tight and Olly was able to stay with Jack and battle for 2nd place. A brave manoeuvre into Paddock Hill bend unfortunately put the Golf into a slide worthy of the drifters we had seen on track earlier in the day. Olly’s valiant efforts to save the slide were not enough and the yellow and blue, Samco Sport liveried car ended up in the gravel trap and needed the assistance of the circuit recovery vehicle to get back on track. Olly was however able to finish the race and came home 4th with more valuable points. Following the weekend Olly said: “After Saturdays Race 1 difficulties, Race 2 was a good one yesterday, although when the race was restarted, I lost the lead and ended up 2nd which was good points. The technical gremlins were sorted and I got fastest lap too. In Race 3 I made a defensive move into

Paddock and the car got out of shape ending in the gravel. I managed to ﬁnish the race still and get fasted lap. I knew the car and I had the pace and I could have cleaned up but hey thats motorsport and driving fast and racing can be two different things, I just need to hook this all together now. Two 4ths and a 2nd, it's all experience. I must say a huge thank you to everyone's support at home. Massive big up to JM Racing they worked so hard this weekend. Also a huge thanks again to Samco Sport, Evesham Leisure Centre, Motorsport UK Academy, Crewsade and Performance VW Magazine for their continued support.” Onwards and upwards for the next round at Oulton Park on the 17th July. Olly Turner now sits in 3rd position in the championship but it’s not over yet. Follow all the action at vwracingcup.co.uk Q

September 2021

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With the honeymoon period out of the way, the HP Tuners Europe team are getting down to it; dishing out some serious mods on their Golf R. So, where does a leading ECU-whispering outﬁt start the upgrades? Well, where do you think?

hile nobody can ever accuse the Golf R of not being a rapid machine, this would be a very unsuccessful magazine indeed if the great and the good of Volkswagen owners spent their driving days dreamily contented with what the factory gave them. Thankfully, for many of us, the splendid factory spec is merely a blank canvas on which to paint – and for no one more so than HP Tuners Europe, who, keen to show how clever their software and MPVI2 diagnostic and mapping tools are, has put its money where its corporate mouth is with this build. Over the next few issues you can expect to see exhaust upgrades, wheels, tyres, air filters, styling and even a wrap, and all of that will be detailed in glorious nerdiness on these hallowed pages, but keen to show just what’s possible with one key upgrade, HP Tuners decided to start in their own backyard. More torque. More power. More driveability. That would be the order of the day to kick things off. HP Tuners has talented dealers and tuners all over Europe, but for this essential first mod, we would be visiting one of their most time served artisans; Wortec, in Chichester. Under the calm and knowledgeable Paul Spinks, this small but perfectly set-up has turned out some of the most amazing ECU calibration solutions over the years, mainly using the versatility and level of control that the HP Tuners tools bring. Remember Vauxhall’s utterly lairy Monaro? Each one of those was mapped and set-up by Paul using this very set-up. ‘Experienced’ doesn’t even start to cover it. Despite inevitably achieving them, Paul is rarely interested in outright numbers, rather in creating a power and torque delivery that felt crisp and immediate on the HP Tuners demo car. Feel and response, rather than something that looks good on a forum. After downloading and backing up the OEM operating system and base file, Paul used the HP Tuners VCM scanner, while we drove the car, to measure a variety of loads before reviewing the data to look for signs of knock from poor fuel, for example. Paul is a big fan of writing a custom map for each car he

sees. One size does not fit all here, and all tuning is bespoke to the individual client. With Paul’s peerless knowledge of the car’s ‘torque management’ protocols and which inputs could be safely tweaked to enhance performance, he diligently set about writing a new map to give the car a new character. Attention was then turned to both the rate of fuel burn, the transition of its application and then ignition timing. With a plethora of timing tables to juggle, I have to admit, the wizardry at play started to move above even our pay grade, but it was clear that Paul had everything very much under control. Paul explained that he loves the HP Tuners tool as it is able to collate data quite unlike any other aftermarket application. With the ability to data-log the car’s internal torque calculations it is possible to chart performance increase and identify good tuning decisions with each change made. He went on to impart that time and effort spent here meant he could really hone the Golf before its final dyno run. The HP Tuners data logging also allows you to benchmark additions like air filters, so throughout the overall process, you can build a very three-dimensional picture of what changes are working, and which ones aren't. After a few dyno pulls to ice his beautifully made cake, we went out for the final road test. As the graph shows, we hadn’t just gone from 292bhp and 356.2lb/ft to 370bhp and 451.6lb/ ft– which is a pretty decent jump in anyone’s book, but the car now delivered its power so much lower down, more smoothly and on a crisper throttle, meaning it felt so much quicker throughout the rev range and in every gear in real-world use. A cracking advert for the cause – and a great place to start the build. Better still, with added functions like Dyno Mode and the very clever Rolling Road Function now in the VCM scanner, we’re going to have a very clear picture of what’s happening going forward! Q SHOUT: www.hptuners.com www.wortec.co.uk

Rolling road tests and physical driving essential 76

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JOE 11T 92 JOF JOG 3R JOK 765N JON 49E JON 53N JON 1K 86 JON JOS 11L JOY 376N R26 JPA JPA 261V JR 8891 532 JRR 684 JRR JRS 971 JS 4835 JSA 228G JSK 204 A103 JSO A104 JSO JSR 640 JST 284N 552 JTA 326 JTB 469 JTO 232 JUB

KAS 839 KAS 802 KAS 136 KAS 160 K25 SON KAT 35V KAU 550N KAW 52N KAW 53N KAW 51N KAW 54N KAW 59N R621 KAW KAY 83V KAY 537V KBD 76 KBL 39N 817 KBM 87 KBP 73 KBP 742 KBP KBS 3 KBS 5 KCH 38N KCH 55N KCH 74N B16 KCH

Y366 RVU T106 MAU T658 NWL N179 WUP S499 FAJ T710 TBD TRJ 651R UBD 339G T869 UEE VOY 214L WCU 846Y WWU 208J Y739 WFC XFX 712B

L LAB 377E LAB 37T N910 LAG LAL 14W LAM 85P LAW 59W BUY 14W LAZ 8 31 LBF LBF 57 LCC 663P LCK 348N LCL 628A LDD 87 89 LE LEE 5N LEE 366 LEG 6P LEG 785W LEG 37T YEL 499S LEN 297P LEN 941H LEP 84 LES 13R L355 TER YEL 377S

LEV 177Y LEV 177J LEV 177V LEW 307P LEW 847H 4 LFE LFM 380N D630 LFX 568 LHA 1 YMO L154 SAL LJ 5961 H660 LJO LKK 597B LKO 555 753 LKP 7777 LM LMO 51 LNB 269 LNH 979 LNO 901 LOC 41X LOM 45S LON 680X K31 ONG 630 LOO 708 LOP B10 PES LOR 3R LOU 158P B10 UTH LOU 153P LOV 3P 59 LOV LOW 312Y 12 LOW LOX 500 LRE 8P LRP 51M LRS 72 8888 LS LSA 425 LSD 578 LSD 823 LSG 48N P872 LSM 874 LUB LUC 180X LUE 5P LUE 7V LUG 70P LUR 4L LVA 11 LVG 910B LWG 66 LYB 11E LYC 3E LYL 3N E282 LYN LYN 78P LYN 87X

M MAB 837T MAB 813Y MAC 346V MAC 15S M24 CKS 832 MAE 938 MAE NMA 660T MAH 41P MAH 33D MAH 41E C701 MAK C737 MAK OMA 110Y MAL 338W MAL 261W MAL 357P MAL 980P C54 MAL MAP 55S MAR 647E MAR 63L MRR 10W MAR 771V MRR 19W M425 HAL MAR 63P MAR 437V MAR 9E MAS 6Y LFM 454N MAS 537 MAT 235S T506 MAU MAY 598P MAZ 399 MAZ 366 853 YMB MBH 31H MCV 4N MCW 95G MCW 84G MCW 94G MCY 92E MDG 371V MDM 687G 3511 ME MEL 154P MEL 15F MEL 145P NME 110R LFM 310N A873 MEL E390 MEL MEP 120A MEP 127A M23 RCS ME21 VYN MER 543 MES 53Y LFM 354N MFA 54 MFF 949 MFO 283 MFX 514W MFX 455G MGL 976 26 MH 222 MHY MIG 4444 CFM 115S

MIL 38 598 MM 6728 MM 1192 MM 5312 MM 167 MMT MNG 72L MNH 155K MNN 34D S41 MNP 1155 MO MOA 72X MOC 7P MOD 111A K21 MOD MOE 333X MOE 566X MOE 856P 985 MOE MOG 735X MOG 331P MOG 908P MOL 73N RMO 113R MOR 73R MOR 155R MOR 318Y MOS 55S MOS 51S MOT 3L CMO 713Y MOT 76Y MOV 13X MOW 9R MOW 3R MOW 13R MOY 124P 6 MPR N855 MPV 5555 MR MRR 45W C9 MRW MSA 27 B9 MSR MSV 878 MTU 41C MTW 555C MVG 740C MW 8743 R6 MWC MWJ 292 MWL 45 MWV 229F 777 MYC MYR 46X MYR 4P

N NAD 99M NAJ 18P NAJ 18W Y993 NAL NAL 332E Y996 NAL NAN 70N N934 NAP NAS 386 NAS 671 N45 EER NAS 628 NAS 54R NAS 70R NAS 13R NAS 385 NAT 11S NAV 309F NAV 306F NAV 300F NAV 330S N42 EEM 6506 NB NBD 52 NBN 50 96 NCG 6553 ND 86 ND W576 NDA NDD 958 4571 NE 8969 NE NED 87P NEE 42 EHN 335H NEJ 30R NEL 870 NEW 55S NEW 31P NEW 574R NFC 466S NIB 3333 N25 SAN NJ 4544 NJ 364 NJT 477H NJW 209P 204 NKE 840 NKR 1 NLG 9999 NM NMA 966T NMG 98 805 NNN 95 NNO NNW 5 NOB 13X 279 NOB NOB 80X NOB 56X NOH 712 NOM 88 JNO 74Y NOW 938 NPA 910 570 NPE NRG 71 H964 NRU H977 NRU NSX 346A 2222 NS NS 4570 NSX 390A NS 9999 NSJ 871 NST 270Y

NSX 368A NTG 307P 79 NTW 5180 NU NUS 7Y NUT 1E NUT 741S NUX 221W NV 9830 T658 NWL NWT 5 NWT 750A NWX 5 E6 NYC NYK 5Y 3748 NZ

O O 3012 OAK 7M OAK 3S Y52 OAL OAN 20 B1 OAP R348 OAY OBU 330P OCL 107V 693 OCV OD 620 ODE 117F ODE 139F OER 1M F912 OFG OGU 767D OK 9362 OLY 268P OMY 475P ONE 7L ONE 11H ONE 41L ONO 73V 13 ONS Y921 ONY Y814 ONY OO 3840 P50 OOC OVV 377P

P P20 000 PAD 260W PAD 63T PAD 1P PAG 33E S418 PAG PAL 70R 819 PAL 60 PAM PAM 153R E5 PAM PAM 14R PAM 11D PAM 222R D872 PAM PAO 105P PAO 165P PAR 37H PAR 53L PAS 5S PAS 533S E5 PAT E3 PAT PAT 18M S121 PAT PAT 34M D735 PAT A460 PAT PAT 31S A972 PAT PAU 144R PAV 62J PAZ 6 PAZ 1 PBE 39 PBJ 49 PBN 822 PCD 667 PCR 8M PCS 81R Y791 PDM PEA 73R PEE 805S PEG 5R PEG 555 PEG 199 PEN 155S PEN 677S PEP 3R PEP 53Y PER 121N PES 183M PET 80Y RPE 73R PET 73R RPE 76R 2620 PF PFB 112 PFE 792P 19 PFM PFN 25S 5695 PG 246 PG 9074 PG F11 PGH S6 PGJ 8 PGJ PGU 903K 1531 PH 748 PHA PHA 998 PHH 57P PHH 541P P111 LUK P111 LOK PHO 563 59 PHW PIA 9746 PIJ 3252 PIL 4 PIL 15 PIL 111 3588 PJ 7461 PJ 7612 PJ

655 PJH 701 PJH PKH 130P 3546 PL PL 5049 PLA 73R BPL 47T APL 47T PLE 888 PLM 69 PMY 506W PM 9510 PMB 890L 1111 PN PN 7018 A112 PND A150 PND A102 PND PNS 6 LPO 111Y POM 333Y POM 3Y Y879 ONY POP 574R TJA 928R A911 DUX TJA 968R C911 WOY C911 CRU POT 312S POW 805S POW 311F 2688 PP 4288 PP 482 PPE PPM 449 P91 PPO P125 PPO P64 PPO P154 PPO PRE 553R N2 PRK PRO 553R PRU 783 PSC 290 PSN 690H PTA 827 PTH 37S PTH 51S PTK 90 7 PTS 843 PTT PTU 973B PUE 236 PUI 3333 PUL 58Y PUL 14N GPU 113N A6 PUM 922 PUO PUT 71N PUT 73R PUT 3R N524 PVL 6795 PW PWA 58K 52 PWC PWN 900R PWN 6Y PWU 119P 49 PYD

R 9498 R 3091 R 6524 R 897 RAE RAE 785G 752 RAE RAE 636 JRA 63N RAG 55S RAJ 599X RAL 91F RAN 737E RAN 386L RAP 574R N934 RAP RAS 791 RAS 914 RAS 74S RAS 916 RAS 790 RAS 753 RAT 113R 472 RAT RAV 934R RAV 769X RAV 276X RAV 513X RAY 84R RAY 93R RAY 162M RAY 213R RAY 729N RAY 809 RAZ 59 RB 4099 RBM 6W S2 RBS RCA 505B 3 RCA RCA 316Y RCA 540B RCD 458G RCH 510M RCS 18 RD 8371 RD 3197 RD 3350 RDB 3R 751 RDV 224 RDV R92 EAL R91 EAL 916 REA R101 EAL R142 EAL REC 703R RED 64R REE 744S REE 805S REG 417X REG 417M

TEL: 0116 235 0116 Gynsill Close, Anstey, Leicester LE7 7AN 8.00am to 8.00pm 7 Days a Week

NUMBERS WANTED FOR CASH

REG 417R REG 51R REG 428G RET 120F RET 20S REY 370S REY 4T 333 RFM RFM 828L RG 6659 RG 8305 RG 3805 RH 1508 RHR 253C RIA 9509 R188 NGN R133 EAL K121 LEY MR21 LEY DR21 LEY K21 VET RJG 176G 6475 RK 9401 RK 267 RKJ A8 RKM RMA 498 207 RML RMO 415 RMO 112R ROB 83Y ROB 813Y ROD 53N ROF 3R ROG 33R RDG 6R 1206 ER ROG 63R R86 ERS ROH 17B ROJ 570 R6 LER R9 LER ROM 93Y RON 586R RON 843M RON 581R RON 579Y RON 851Y Y812 ONY ROO 173Y TED 120S K21 OSS ROW 417S ROW 113Y F843 ROY RPE 8 RPF 9 RPR 97 RRH 874 RRL 53S RRS 621X RRS 619X RSY 4L P22 RTS 743 RTW ARU 8Y RUB 83R RUB 3R 146 RUB RUD 4L RUG 63R RUG 3R RUG 504 RUG 8R RUL 911E RUN 17Y RUS 31W LRU 5H RUS 683M RUS 3L RUV 41N RUX 75 Y366 RVU 227 RW 8 RWG 900 RXG RYK 895 RYL 3S RCA 544B

S S17 JNA T254 JAL SAL 7T H541 MON LSA 11Y SAL 73R WSA 11Y CTC 654M SAN 580Y E54 NDS W54 NDS SAR 81R SAV 49E SAV 361M SAY 170R SAY 3R SAZ 1 S312 SBD 283 SBJ 139 SC 4396 SC SCA 119P SCA 73R SCA 12R SCA 73P SCO 713L SCR 33N SCW 768L SCW 736L 8888 SE SEA 820K J5 EAT R95 EAL R115 EAL M26 EAN K25 EAL R135 EAL M53 LBY SEL 50N SER 141S SET 805S UNE 53X

RUF 53X NET 53X VEG 53X COO 153X SEY 63L C363 SFE 391 SFM SGN 700 SGU 985L SH 7640 SHA 1G RSH 4W SHA 61N SHA 24R K25 HAW SHE 90Y SHE 12S SHE 12Y SHE 80Y SHE 458Y SHE 412S SHE 24R SHE 138Y SHH 29 SHT 805S G511 ORT SHO 127S S1 HOE SHO 128 SHO 12T K25 HOT SHP 9N SHP 510W SHR 177P SHY 805S MS18 SON TS18 SON GS18 SON PS18 SON CS18 SON F51 DHU T251 JAL T251 JAL LPR 51M D951 MON KLJ 351N SJT 948 SKE 114M 497 SKJ SKY 766S SLA 73R SLA 93R DSL 473R SLG 96 SLK 51R K25 LOW SMA 113R SMA 127L SM17 HYJ SM17 HYT SM17 HYD SMP 635 SMT 27 41 SN S17 OWS SNP 10 S10 AMS N504 BYA SOE 8Y T250 JAL SOL 36Y T250 JAL S1 OLD SON 580Y Y815 ONY 500 NAR WH05 OUL SOU 150N J950 UTH 450 UL M25 OUL SOY 3R SOY 6R SOY 43R SPE 19R SPU 12M SPU 125R SPU 12R SPY 80X SPY 50N 8809 SR SRL 89M SS 3504 SSA 791 SSG 989P SSG 95P SSN 691 K57 AGG N25 TAR B57 AGG FDS 733D D15 TEV STO 788F S701 NES 9 TOP H57 ONE F57 OCK W570 KES W57 OCK STR 470N STU 813L 5 TUD STU 427M A451 STU S7 UBS STU 601R 607 STU SUB 4R SUB 3R SUB 84R 8025 UE 78 SUE 83 SUE SUL 114N SUS 51R SUT 78N SUT 16R SUT 13R SV 7757 SV 6078 SVR 760W SVS 233 KSW 413S 5 WP

SYD 769 L66 SYM SYM 78 2536 SZ 9886 SZ

T 215 T TA 8009 333 TA 74 BBS TAF 50N TAH 533N TAL 81R TAL 9R TAL 131R TAL 87R TAL 881R TAL 181R TAM 99S 5 TAM TAN 14Y TAN 170Y TAO 355S J74 PPA TAR 44M TAS 235 TAS 799 TAV 875 TAW 83Y G2 TAX TAY 119R TAY 116R ETA 710R TBD 5W T710 TBD TBE 95 A860 TBW TCE 7 5309 TD TDU 8 T34 MUK TED 978S TED 298S TEF 132R TEF 97R TEK 7N TEN 7T TEN 15 TEN 77T TES 54K TFC 489 TFV 1J TGU 656E THE 984 THH 58R TIB 8 T188 UEE TIL 15 TJA 918R TKA 33 97 TKE TLE 858 TLJ 291R 250 TM 896 TMK TNC 94J TNC 7 TNU 700 TNW 81 TOB 813Y C13 TOD TOG 3Y TOL 5H TOL 16Y TOM 45S TOM 45N CTC 670M Y917 ONY K27 ONY 9 TOP TOS 80X B165 TOW TOW 117G 32 TOY TP 926 TP 3155 290 TPE 212 TPL TPP 813 TPP 1 4407 TR TRA 173R 7124 CY T124 CYM TRD 900 TRE 113R TRE 5G TRJ 634R TRO 73R TRY 913 TSO 169R TSP 93 TSV 243 TSV 617 TSY 751 407 TTC 843 TTC 500 TTC TTM 45 TTP 107 TTU 671H 7354 TU TUB 35S TUD 496 TUD 348 TUI 6 TUK 1L TUT 73R TVV 74F 8184 TW 5593 TW TYS 4

U 5962 UA 6702 UB UBD 339G UCA 636D UDD 874 T869 UEE UEY 804T 5655 UG 30 UG

RCARS

#teampvw Elliott Roberts

Mike Kippen

Daniel Bevis

Tony Taylor

James Wallace

Bryan McCarthy

Jamie Orr

Alex Grant

@elliottdukeroberts

@mikekippen

@denialvibes

@teaceeltd

@jimbowallacey

@beardedmugmedia

@xjamiexoe

@alexgrant_uk

Elliott Roberts – Editor PROJECT: GREY PRIDE 90_Golf Rallye Started: Oct 10, 2007 Comments: Supercharger off being serviced, wheels refurbed and new tyres ordered. Wow…

Elliott Roberts – Editor PROJECT: SOCCER MOM 09_Q5 3.0 TDI Started: Apr 10, 2017 Comments: 'Would you like me to lapdance for you?' It's the wife's apparently. Who's Res?

Alex Grant – Contributor PROJECT: NEVER READY 91_Polo GT-G40 Started: Mar 10, 2000 Comments: NOT a throwback or ﬂashback, this a genuine, recent car photo of the G40. Honest

Mike Kippen – Photographer Project: ROXY 97_Mk3 Golf GLS Cabriolet Started: Aug, 2019 Comments: Kippen reappeared… and then he was gone again. We'll let him off. He's a busy guy

Tony Taylor – Sub Editor PROJECT: BIG SEDAN 12_A7 3.0 V6 TDI S-Line Started: March 12, 2021 Comments: For those that thought they'd stop modding when they grew up. Just look at Tony

James Wallace – Contributor PROJECT: GONDA 83_GOLF DRIVER Started: Oct 15, 2003 Comments: Bad Boys for life. Okay, it was just for a

Bryan Mccarthy – Contributor PROJECT: FAMILY FORST 17_MK7_GOLF R Started: Ocy 31, 2016 Comments: Don't go getting any ideas Bryan. You guys already have one family wagon…

Jamie Orr – Contributor PROJECT: SUPER JAMIE Started: Jun 10, 2014 Comments: Jamie… Jamie… Jamie and the magic Golf. Read all about the Mk8 next month

Daniel Bevis – Contributor PROJECT: FAMILY VALUES 12_Passat CC 1.8 TSi Started: Feb 25, 2020 Comments: Goodwood skid pan looks far more exciting than Dan's real update. Turn page…

day, but still. Jimbo's been living the dream in a 911

September 2021

RCARS

RUBBER UP It’s safe to say Dan’s the kinda guy who plays it safe… always. And he was taking no chances with soiled rubber, either.

No budget brands here… we're clearly paying him too much

here’s something satisfying about sorting out things with your car that don’t necessarily ‘need’ sorting. It’s one thing to ﬁx a problem – say, if all the oil falls out or bits of the car start exploding – and it’s another to modify parts or swap in upgraded alternatives. With all of that stuff going on, it’s perhaps not always a very stimulating notion to take care of the mundane stuff like servicing, or renewing consumables with standard-spec bits. After all, you end up throwing a chunk of cash at the car and it comes back feeling fundamentally the same. Obviously we all need to keep on top of such matters, but it’s not very exciting. Well, maybe not to most people. But I have to say, I’m a bit of a nerd about tyres. It’s one of those areas that creates a lot of debate on online forums, often from the sort of back-road heroes who claim they can feel the individual 82

Performance VW

tread-blocks moving around on certain types of tyres (which is plainly bullshit, no-one can do that), but it’s interesting to corral opinions from people who’ve tried different options, because the optimal solution might not be what you’re expecting. On my old Audi TT 225, for example, I found that ﬁtting a set of Uniroyal RainSports did brilliant things for the handling. When I had a Mk1 Octavia vRS, I swallowed my snobbery about Nankangs and tried out the NS1, and they suited the car very well. And on my EP3 Civic Type R (sorry, non-VAG reference) I ignored all the fanboys insisting that you had to stick with the OE-spec Bridgestones and ﬁtted a set of Goodyear Eagle F1s – and they totally transformed it. So, what to do now that the tyres on the family-runabout CC needed replacing? (I say ‘needed’ – they still had plenty of tread left, but the date-codes read 2016 and the sidewalls were looking a bit aged… and I reckon there’s no point f*cking about when

it comes to tyres, they’re the only bit of the car in contact with the road.) It was wearing factory-spec Continental PremiumContact 6, and the huge sidewalls did give it a really lovely day-to-day ride. Sorry, I know that’s not a cool thing to say, but the kids complain when I take them out in cars that are rockhard. So it was an easy decision – I opted to replace them with a brand new set of identical Continentals. Camskill had them for a good price, and they were delivered a couple of days later. Easy peasy. I took them down to the guys at the local garage, Autotest in West Ewell, who always work on my cars – and while they were swapping rubber, it made sense to do a proper four-wheel alignment at the same time. It’s one of those things that, again, can cost some cash without providing any tangible beneﬁt, but it’s just so satisfying to know that your car’s working the way it’s supposed to, isn’t it?